ERJ-170 STANDARD OPERATING PROCEDURES MANUAL · revision 02 15feb2007 manual number erj-170...

REVISION 02 15FEB2007

MANUAL NUMBER

ERJ-170STANDARDOPERATING

PROCEDURESMANUAL

OPS-07A

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OPS-07A STANDARD OPERATING PROCEDURES MANUAL

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HGH.1 HIGHLIGHTS

Bulletins 06-01 through 06-07 have been incorporated in revision 3.

Chapter 1

Chapter 2

Chapter 3

New Change

First Note Changed manual status from accepted to approved.

1.1.C Added statement authorizing the SOP, QRH and APM to substitute for the AFM.

1.1.D Relocated. No text change.

New Change

2.2.4.1 Updated Graphic – Correct Cabin Layout

2.2.4.2 Changed paragraph title. Reworded to clarify meaning.

New Change

3.1.1 A Relocated paragraph.

3.1.1 B Relocated paragraph.

3.1.1 C New paragraph. Combined old 3.1.1A and 3.1.1 B to form one new paragraph.

3.1.2 Changed Status to Basis. Grammatical correction.

3.1.3 Reworded to better match the AFM guidance.

3.2.4 Updated with ERJ-175 information.

3.2.6 Relocated CG envelope to the Loading Section.

3.2.7 New CG Envelope for ERJ-175

3.3.3 Renumbered

3.4 Entire section rewritten to more closely match AFM speed limits.

3.5.3.1 Added text concerning delayed use of anti-ice.

3.6.1 Changed ERJ-170 LR to ERJ-170.Changed fuel quantities to match the AFM numbers.

3.7.2 Removed (R) from this. Actual AFM limit.

3.10.1 D Relocated to match AFM and clarify meaning.

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PROCEDURES MANUAL

Chapter 4

Chapter 5

Chapter 6

3.10.4 Deleted.

3.12.4 C Removed item C. [DELETED] and renumbered.

3.13.3 Changed items to bold.

3.10.6 Relocated and renumbered

3.15 Added Noise Limits Section from CF34-8E5 AFM Supple-ment.

New Change

4.3.2.1 Changed holding speed from 210 KIAS to speeds in hold-ing table in the ERJ-170 Aircraft Performance Manual.

New Change

5.2 Updated FOM reference.

- Changed Parking Brake response from Set to ON

New Change

6.1.1 Removed APG reference

6.2.2.1 Removed reference to the Embraer Airplane Flight Man-ual.

6.2.2.1 Removed reference to the Runway Analysis Manual.

6.2.2.1 Changed normal checklists on board to 1.

6.2.2.1 Removed CG calculator reference.

6.2.2.2 PBE- Added blue dot check from Release Notes.

6.2.2.6 Added comment requiring headset to be installed if jumpseat is to be occupied. Otherwise it’s not required.

6.3.3 Renumbered

6.3.3 Minimum battery voltage. Revised guidance in accordance with the ERJ-170 Factory AOM Section 3-09, page 1.

6.4.2 Removed paragraph D and Note Box.

6.4.4 Changed APU Start to remove FADEC wakeup step (ON, OFF, ON, START to ON, START)

6.4.6B Reworded paragraph

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Chapter 7

6.4.6D New paragraph to reflect countdown timer incorporated with Load 17.5.

6.4.6E Reworded.

6.4.6E Removed.

6.4.6.1B Removed A22 CB reference.

6.4.6.1C Changed Flight Control to FLT CTRL.

6.4.6.1F Added Electrical PBIT procedure table.

6.4.6.2D Relocated PBIT procedures from 6.4.6 to here.

6.5.1.5 Removed IAW to per to eliminate confusion.

6.8.1.2 Revised the WHEN conditions.

6.8.4 Added requirement to exercise trim as required by the ERJ AOM.

6.8.2.1 Renumbered and shortened title of section: no content change.


6.8.3 Renumbered and shortened title of section: no content change.



New Change

7.1.2 Changed FO duties from entering fuel to resetting fuel used.

7.1.3 Removed reference to checking ACARs time. This is now automatically done.

7.1.16 Removed reference to station agent verifying fuel load. This is not done nor are they trained to do this.

7.5.3 Removed (D) from Parking Brake

7.6 Removed (D) from Parking Brake

7.9Removed delayed engine start procedure table and inserted textual guidance on when and when not to per-form a delayed engine start.

7.12.7 Added Emphasis Box concerning moving the rudders while checking other controls.

7.12.8 Changed arrow flow to match expanded flow

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PROCEDURES MANUAL

Chapter 8

Chapter 10

Chapter 11

New Change



New Change

10.4.2 Adjusted captains flow arrow to include the IESS.

10.4.2.1 Added IESS to the flow description.

10.4.2.2 Added IESS to the flow description.

10.4.3.2 Added IESS to cross check.

10.6.6 Added procedures for the approach briefing.

10.7.7 VREF Speed table updated to reflect use of ICE data card

10.7.7 VAPP Speed table- updated maximum wind adjustment per the ESOPM.

10.7.8 Removed the guidance on how the 10 knot ICE additive worked as we now use the ICE card for the baseline.

New Change

11.1.1 Relocated. Added guidance on straight in approaches. Separated text into two paragraphs.

11.1.2 Relocated. No text change.


11.1.4 Relocated. Expanded text to include Flap FULL guidance.


11.1.5.1 Renamed. Corrected text to match profile.

11.1.5.2 Renamed. Corrected text to match profile.

11.1.5.3 Renamed. Removed Flaps FULL since flaps were selected in previous paragraph.

11.1.5.4 Renamed. No text change.

11.1.6 New Profile graphic.

11.1.7 Expanded table to include the information that is in the other table for instrument approaches. Now it interfaces.

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PAGE HGH-5

11.2.1.1Removed “Establish and communicate a plan.” This ver-biage is used in the QRH for non-normal conditions and does not belong here.

11.2.1.2 Grammar correction.

11.3.1 Added text to this paragraph.

11.3.3 Changed reference point from FAF to landing runway.

11.3.4 Added “TOGA, Flaps 2 or 4” callout to the missed approach callout table to match current procedures

11.4.1 Removed automation policy to the automation section. Added Ops Spec reference.

11.4.2 Expanded on the automation section. Placed guidance removed from general section here and added

11.4.2 D

Corrected grammar by adding the word mode after auto-pilot.Warning box, corrected terminology referencing ILS and APP modes to LOC and NAV modes.

11.4.3 New paragraph. Added VOR guidance particular to VOR approaches. Formerly a footnote in a table.

11.4.4 Revised table to clarify guidance. Added reference to “pink” and “green” needles.

11.4.5 Renumbered. No text change.


11.4.6.1 Renumbered. No text change.




11.5.1 Added Op Spec reference.

11.6 New Section. Added guidance on conducting circling approaches.

11.7 Renumbered. No text change.

11.8 Section renumbered. No text change.




11.11.6 Revised flow order.

11.11.7 Revised flow order.

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PROCEDURES MANUAL

Chapter 12

Chapter 13

Chapter 14

The Remainder Of This Page Intentionally Left Blank

New Change

12.1.3 Text and note box added.

12.2.3 Revised text to indicate the PF will call for “CON” thrust and the PM willl then activate “CON” thrust.

New Change

13.1.7.2 Added example of callout.

New Change

All sections after 14.1 renumbered due to format error.

14.3.5 Deleted renumbered, subsequent paragraphs. ACARS automatically sends F/O does not intervene.

14.3.6 Same as above.

14.3.7 Same as above.

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ECORD OF REVISIONS

Insert and remove pages as indicated on the revision cover letter.Follow the guidance in Chapter 1 for the insertion and recording of manual and bulletin revisions.For missing pages, contact the Manager of Technical Publications.

Effective Date

Initials Rev. No. Effective Date

Initials

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15FEB2007 KC/LS 27

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CMT.1 COMMENT

Please complete this form to transmit your comments, questions, or suggestions concerning all Republic Air-line’s, vendor’s or manufacturer’s manuals or documentation. Attach any reference pages, marking area where changes or questions apply. Send to the Manager of Technical Publications for distribution to the appropriate responsible Director.

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OPS-07A Original 29AUG2005

PAGE CMT-2 ERJ-170 STANDARD OPERATING PROCEDURES

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Technical PublicationsRepublic Airlines

8909 Purdue Road, Suite 300Indianapolis, IN 46268

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OPS-07ARevision 02 15FEB2007

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ERJ-170OPERATING

BUL.1 R

BulletinNumber

07-01

07-02

07-03

07-04

07-05

08-01

08-02

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STANDARD PROCEDURES

PAGE BUL-1

ECORD OF BULLETINS

Insert Bulletins in chronological orderFollow the guidance in Chapter 1 for the insertion and deletion of bulletin.For missing Bulletins contact the Manager of Technical Publication

Effective Date Initials Subject

(Remarks)Date

Removed

05/12/07 AB EPIC Load 19 05/09/08

07/30/07 AB Altitude as indicated on two PFDs

08/11/07 KL Emergency Equipment Location

08/11/07 CC Interior Cabin Inspection

12/15/07 AB Increased Maximum Zero Fuel Weight

02/15/08 AB Introduce the use of D-ATIS 07/09/08

05/09/08 DM Revised Taxi Checklist

06/01/08 SR Flight Director requirements for ILS approaches at less than 4000 RVR

07/09/08 BAC AeroData ACARS

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HGH-1 .....................Revision HGH-2 .....................Revision HGH-3 .....................Revision HGH-4 .....................Revision HGH-5 .....................Revision HGH-6 .....................Revision ROR-1 .......................... OriginROR-2 .......................... OriginCMT-1 ......................... OriginCMT-2 .....................Revision BUL-1 .......................... OriginBUL-2 .......................... OriginLEP-1 .......................Revision LEP-2 .......................Revision LEP-3 .......................Revision LEP-4 .......................Revision TOC-1 .......................... OriginTOC-2 .......................... OriginINX-1 ........................... OriginINX-2 ........................... OriginINX-3 ........................... OriginINX-4 ........................... OriginINX-5 ........................... OriginINX-6 ........................... OriginINX-7 ........................... OriginINX-8 ........................... OriginINX-9 ........................... OriginINX-10 ......................... OriginTOC 1-1 ...................Revision TOC 1-2 ...................Revision

Chapter 1 ...... Manual Ad1-1 ..............................Revision1-2 ................................ Origin1-3 ................................ Origin1-4 ................................ Origin1-5 ................................ Origin1-6 ................................ Origin1-7 ................................ Origin1-8 ................................ Origin1-9 ................................ Origin1-10 .............................. Origin1-11 .............................. Origin1-12 .............................. OriginTOC 2-1 ...................Revision TOC 2-2 ...................Revision

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Chapter 3 ......................... Limitations3-1 ........................... Revision 02 15FEB20073-2 ........................... Revision 02 15FEB20073-3 ................................Original 29AUG20053-4 ........................... Revision 02 15FEB20073-5 ................................Original 29AUG20053-6 ................................Original 29AUG20053-7 ........................... Revision 02 15FEB20073-8 ........................... Revision 02 15FEB20073-9 ........................... Revision 02 15FEB20073-10 ......................... Revision 02 15FEB20073-11 ......................... Revision 02 15FEB20073-12 ......................... Revision 02 15FEB2007

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Chapter 4..Standard Operating Proce-dures, Maneuvers & Policies4-1 ................................ Original 29AUG20054-2 ................................ Original 29AUG20054-3 ................................ Original 29AUG20054-4 ................................ Original 29AUG20054-5 ...........................Revision 02 15 FEB20074-6 ................................ Original 29AUG20054-7 ................................ Original 29AUG20054-8 ................................ Original 29AUG20054-9 ................................ Original 29AUG20054-10 .............................. Original 29AUG20054-11 .............................. Original 29AUG20054-12 .............................. Original 29AUG20054-13 .............................. Original 29AUG20054-14 .............................. Original 29AUG20054-15 .............................. Original 29AUG20054-16 .............................. Original 29AUG20054-17 .............................. Original 29AUG20054-18 .............................. Original 29AUG20054-19 .............................. Original 29AUG20054-20 .............................. Original 29AUG20054-21 .............................. Original 29AUG20054-22 .............................. Original 29AUG20054-23 .............................. Original 29AUG20054-24 .............................. Original 29AUG2005TOC 5-1 ...................Revision 02 15FEB2007TOC 5-2 ...................Revision 02 15FEB2007

Chapter 5Normal Procedures Checklist5-1 ............................Revision 02 15FEB20075-2 ............................Revision 02 15FEB20075-3 ............................Revision 02 15FEB20075-4 ................................ Original 29AUG20055-5 ................................ Original 29AUG20055-6 ................................ Original 29AUG2005TOC 6-1 ...................Revision 02 15FEB2007TOC 6-2 ...................Revision 02 15FEB2007

Chapter 6.............................. Preflight6-1 ...........................Revision 02 15 FEB20076-2 ...........................Revision 02 15 FEB20076-3 ...........................Revision 02 15 FEB20076-4 ...........................Revision 02 15 FEB20076-5 ...........................Revision 02 15 FEB20076-6 ...........................Revision 02 15 FEB20076-7 ...........................Revision 02 15 FEB2007

6-8 .......................... Revision 02 15 FEB20076-9 ................................Original 29AUG20056-10 ........................ Revision 02 15 FEB20076-11 ..............................Original 29AUG20056-12 ......................... Revision 02 15FEB20076-13 ......................... Revision 02 15FEB20076-14 ......................... Revision 02 15FEB20076-15 ..............................Original 29AUG20056-16 ..............................Original 29AUG20056-17 ..............................Original 29AUG20056-18 ........................ Revision 02 15 FEB20076-19 ..............................Original 29AUG20056-20 ..............................Original 29AUG20056-21 ..............................Original 29AUG20056-22 ..............................Original 29AUG20056-23 ..............................Original 29AUG20056-24 ..............................Original 29AUG20056-25 ..............................Original 29AUG20056-26 ..............................Original 29AUG20056-27 ........................ Revision 02 15 FEB20076-28 ..............................Original 29AUG20056-29 ..............................Original 29AUG20056-30 ..............................Original 29AUG2005TOC 7-1 .................. Revision 02 15FEB2007TOC 7-2 .................. Revision 02 15FEB2007

Chapter 7.....................................Start7-1 ........................... Revision 02 15FEB20077-2 ........................... Revision 02 15FEB20077-3 ................................Original 29AUG20057-4 ........................... Revision 02 15FEB20077-5 ........................... Revision 02 15FEB20077-6 ........................... Revision 02 15FEB20077-7 ........................... Revision 02 15FEB20077-8 ........................... Revision 02 15FEB20077-9 ........................... Revision 02 15FEB20077-10 ..............................Original 29AUG20057-11 ......................... Revision 02 15FEB20077-12 ......................... Revision 02 15FEB20077-13 ......................... Revision 02 15FEB20077-14 ..............................Original 29AUG20057-15 ......................... Revision 02 15FEB20077-16 ..............................Original 29AUG20057-17 ......................... Revision 02 15FEB20077-18 .......................................BUL-SOP-06-017-19 ......................... Revision 02 15FEB20077-20 ......................... Revision 02 15FEB20077-21 ......................... Revision 02 15FEB20077-22 ..............................Original 29AUG2005TOC 8-1 .................. Revision 02 15FEB2007TOC 8-2 .................. Revision 02 15FEB2007

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Chapter 8 ................... Before Takeoff8-1 ................................ Original 29AUG20058-2 ................................ Original 29AUG20058-3 ................................ Original 29AUG20058-4 ................................ Original 29AUG20058-5 ............................Revision 02 15FEB20078-6 ............................Revision 02 15FEB20078-7 ................................ Original 29AUG20058-8 ............................Revision 02 15FEB20078-9 ............................Revision 02 15FEB20078-10 ..........................Revision 02 15FEB2007TOC 9-1 ...................Revision 02 15FEB2007TOC 9-2 ...................Revision 02 15FEB2007
Chapter 9 ...............................Takeoff9-1 ............................Revision 01 06FEB20069-2 ............................Revision 01 06FEB20069-3 ............................Revision 01 06FEB20069-4 ............................Revision 01 06FEB20069-5 ................................ Original 29AUG20059-6 ............................Revision 01 06FEB20069-7 ................................ Original 29AUG20059-8 ................................ Original 29AUG20059-9 ................................ Original 29AUG20059-10 .............................. Original 29AUG20059-11 .............................. Original 29AUG20059-12 ..........................Revision 01 06FEB20069-13 ..........................Revision 01 06FEB20069-14 ..........................Revision 01 06FEB20069-15 ..........................Revision 01 06FEB20069-16 ..........................Revision 01 06FEB2006TOC 10-1 .................Revision 02 15FEB2007TOC 10-2 .................Revision 02 15FEB2007

Chapter 10 . Climb, Cruise & Descent10-1 .............................. Original 29AUG200510-2 ..........................Revision 02 15FEB200710-3 ..........................Revision 02 15FEB200710-4 ..........................Revision 02 15FEB200710-5 ..........................Revision 02 15FEB200710-6 ..........................Revision 02 15FEB200710-7 ..........................Revision 02 15FEB200710-8 .............................. Original 29AUG200510-9 .............................. Original 29AUG200510-10 ........................Revision 02 15FEB200710-11 ........................Revision 02 15FEB200710-12 ........................Revision 02 15FEB200710-13 ........................Revision 02 15FEB200710-14 ........................Revision 02 15FEB200710-15 ........................Revision 02 15FEB200710-16 ........................Revision 02 15FEB2007

10-17 ....................... Revision 02 15FEB200710-18 ....................... Revision 02 15FEB2007TOC 11-1 ................ Revision 02 15FEB2007TOC 11-2 ................ Revision 02 15FEB2007

Chapter 11 ..........................Approach11-1 ......................... Revision 02 15FEB200711-2 ......................... Revision 02 15FEB200711-3 ......................... Revision 02 15FEB200711-4 ......................... Revision 02 15FEB200711-5 ..............................Original 29AUG200511-6 ......................... Revision 02 15FEB200711-7 ......................... Revision 02 15FEB200711-8 ......................... Revision 02 15FEB200711-9 ......................... Revision 02 15FEB200711-10 ....................... Revision 02 15FEB200711-11 ....................... Revision 02 15FEB200711-12 ....................... Revision 02 15FEB200711-13 ....................... Revision 02 15FEB200711-14 ....................... Revision 02 15FEB200711-15 ....................... Revision 02 15FEB200711-16 ....................... Revision 02 15FEB200711-17 ....................... Revision 02 15FEB200711-18 ....................... Revision 02 15FEB200711-19 ....................... Revision 02 15FEB200711-20 ....................... Revision 02 15FEB200711-21 ....................... Revision 02 15FEB200711-22 ....................... Revision 02 15FEB200711-23 ....................... Revision 02 15FEB200711-24 ....................... Revision 02 15FEB2007TOC 12-1 ................ Revision 02 15FEB2007TOC 12-2 ................ Revision 02 15FEB2007

Chapter 12 ...Go Around, Missed Ap-proach & Landing12-1 ......................... Revision 02 15FEB200712-2 ..............................Original 29AUG200512-3 ..............................Original 29AUG200512-4 ..............................Original 29AUG200512-5 ..............................Original 29AUG200512-6 ..............................Original 29AUG200512-7 ..............................Original 29AUG200512-8 ..............................Original 29AUG200512-9 ..............................Original 29AUG200512-10 ............................Original 29AUG2005TOC 13-1 ................ Revision 02 15FEB2007TOC 13-2 ................ Revision 02 15FEB2007

Chapter 13 ............................ Landing13-1 ..............................Original 29AUG200513-2 ..............................Original 29AUG200513-3 ......................... Revision 02 15FEB2007

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13-4 .............................. Original 29AUG200513-5 .............................. Original 29AUG200513-6 .............................. Original 29AUG200513-7 .............................. Original 29AUG200513-8 .............................. Original 29AUG2005TOC 14-1 .................Revision 02 15FEB2007TOC 14-2 .................Revision 02 15FEB2007

Chapter 14....... Parking & Post Flight14-1 ..........................Revision 02 15FEB200714-2 ..........................Revision 02 15FEB200714-3 ..........................Revision 02 15FEB200714-4 ..........................Revision 02 15FEB200714-5 ..........................Revision 02 15FEB200714-6 ..........................Revision 02 15FEB200714-7 ..........................Revision 02 15FEB200714-8 ..........................Revision 02 15FEB2007TOC 15-1 ..................... Original 29AUG2005TOC 15-2 ..................... Original 29AUG2005

Chapter 15............................ ACARS15-1 .............................. Original 29AUG200515-2 .............................. Original 29AUG200515-3 .............................. Original 29AUG200515-4 .............................. Original 29AUG200515-5 .............................. Original 29AUG200515-6 .............................. Original 29AUG200515-7 .............................. Original 29AUG200515-8 .............................. Original 29AUG2005TOC 16-1 ..................... Original 29AUG2005TOC 16-2 ..................... Original 29AUG2005

Chapter 16Flight Management System16-1 .............................. Original 29AUG200516-2 .............................. Original 29AUG2005


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TOC.1 TABLE OF CONTENTS

Highlights ...................................................................................................HGH-1Record of Revisions ................................................................................... ROR-1Comment ...................................................................................................CMT-1Record of Bulletins ..................................................................................... BUL-1List of Effective Pages ................................................................................ LEP-1Table of Contents ....................................................................................... TOC-1Index ............................................................................................................ INX-1

Chapter 1...................................................... Manual Administration

Chapter 2......................................................................... Emergency

Chapter 3......................................................................... Limitations

Chapter 4.... Standard Operating Procedures, Maneuvers & Policies

Chapter 5............................................ Normal Procedures Checklist

Chapter 6..............................................................................Preflight

Chapter 7.................................................................................... Start

Chapter 8................................................................... Before Takeoff

Chapter 9...............................................................................Takeoff

Chapter 10................................................. Climb, Cruise & Descent

Chapter 11..........................................................................Approach

Chapter 12.......................Go Around, Missed Approach & Landing

Chapter 13............................................................................ Landing

Chapter 14.......................................................Parking & Post Flight

Chapter 15........................................................................... ACARS

Chapter 16............................................. Flight Management System

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INX-1ERJ-170 STANDARDOPERATING PROCEDURES

INX.1 INDEX

Symbols ............................................................ 3-2“controls” by management ................... 1-2

AAbbreviated Flow

After Landing Checklistcaptain ............................... 14-2first officer .......................... 14-3

Abbreviated FlowsAfter Start Checklist

captain ............................... 7-19first officer .......................... 7-20

After Takeoff ChecklistPF ...................................... 10-2PM ..................................... 10-3

Before Start Checklist (Below the Line)captain ............................... 7-11first officer .......................... 7-12

Before Start Checklist (To the Line)captain ................................. 7-4first officer ............................ 7-7

Before Takeoff Checklist (Below the Line)captain ................................. 8-8first officer ............................ 8-9

Before Takeoff Checklist (To the Line)captain ................................. 8-5first officer ............................ 8-6

Climbing Through Transition AltitudePF ...................................... 10-6PM ..................................... 10-7

Descending Through 10,000 Feet MSLPF .................................... 10-17PM ................................... 10-18

Landing ChecklistPF .................................... 11-23PM ................................... 11-23

Originating/Receiving Checklistfirst officer .......................... 6-28

Parking & Securingcaptain ............................... 14-5

Passing 10,000 Feet MSLPF ...................................... 10-4PM ..................................... 10-4

Preliminary Landing ChecklistPF .................................... 10-11PM ................................... 10-12

ACARS .............................................. 15-1fuel on board ............................... 7-1

Actions & Calloutsgo around

engine out ..........................12-6normal ................................12-3

ILScategory I .........................11-10

ILS/PRM ....................................12-8landing .......................................13-5loss of thrust at or above V1 ......9-15nonprecision approaches .........11-16normal takeoff ..............................9-5nose high recovery ....................4-18nose low recovery ......................4-19rejected takeoff ............................9-7stall recovery ..............................4-17wake turbulence .........................4-20windshear recovery maneuver ...4-10

After Landing Checklistsee Checklists

After LandingAir Conditioning

establishing ..................................6-7Limitations ..................................3-12

Aircraftapproach category .....................11-6report to .......................................6-1

AlertsEGPWS .....................................4-13

Altimetertolerances ....................................7-8

Altitudechanging ....................................10-8decision ......................................12-9setting intial altitude into PFDs ....7-1

Announcementsrejected takeoff ............................9-7welcome aboard ..........................7-2

Anti-Skid Inoperative ..........................13-4Approach

aircraft category .........................11-6contact .......................................11-7engine out ................................11-19ILS PRM ..................................11-11instrument

general ...............................11-6planning .............................11-6

LDA ............................................11-8nonprecision

actions & callouts .............11-16


INX-2

ERJ-170 STANDARDOPERATING PROCEDURES

general .............................11-13RNAV .......................................11-18

landing callout ..................11-22VDP .........................................11-14visual

energy management ..........11-1engine out ..........................11-5landing callout ..................11-22procedures .........................11-1profile .......................11-3, 11-6

windshear ....................................4-8APU

Limitations ..................................3-19shutdown during Securing Checklist 14-

8starter duty cycle ........................3-19Starting ......................................3-19

ATC Clearanceobtaining ......................................7-1

authority to authorize revisions ..........1-10Automation

use duringILS approach .....................11-8

BBrakes

anti-skid inoperative ...................13-4cooling .......................................13-4during landing ............................13-4Limitations ..................................3-12use during taxi .............................8-2

BreakoutsILS/PRM ....................................12-8

actions & callouts ...............12-8Briefings

departure review ..........................7-8jumpseat ......................................7-2takeoff ..........................................8-7

CCabin Inspection

seeInteriorcabin inspection

Cabin Ready Notification .....................7-3Callouts

during landing ............................13-3engine failure .............................9-11

CaptainAbbreviated Flows

see ChecklistsChecklists

see Checklists

Expanded Flowssee Checklists

Flow Patternssee Checklists

Categoryapproach ....................................11-6I ILS

see ILSCertificated Weight Limits ....................3-2Changes

altitude .......................................10-8routing ........................................10-8

Checkused in inspections ....................6-10

ChecklistsAfter Landing

captainabbreviated flow ........14-2expanded flow ...........14-2flow pattern ................14-2

first officerabbreviated flow ........14-3expanded flow ...........14-3flow pattern ................14-3

flow ....................................14-1general ...............................14-2

After Startcaptain

abbreviated flow ........7-19expanded flow ...........7-19flow pattern ................7-19


general ...............................7-18After Takeoff

general ...............................10-2PF


PMabbreviated flow ........10-3expanded flow ...........10-3flow pattern ................10-2

Before Start (Below the Line)captain


first officerabbreviated flow ........7-12

OPS-07AOriginal 29AUG2005


expanded flow ........... 7-12flow pattern ................ 7-12

Before Start (To the Line)captain

abbreviated flow .......... 7-4expanded flow ............. 7-5flow pattern .................. 7-4

first officerabbreviated flow .......... 7-7expanded flow ............. 7-7flow pattern .................. 7-7

general ................................ 7-4Before Takeoff (Below the Line)

captainabbreviated flow .......... 8-8expanded flow ............. 8-9flow pattern .................. 8-8

first officerabbreviated flow .......... 8-9expanded flow ........... 8-10flow pattern .................. 8-9

Before Takeoff (To the Line)captain

abbreviated flow .......... 8-5expanded flow ............. 8-5flow pattern .................. 8-5

first officerabbreviated flow .......... 8-6expanded flow ............. 8-6flow pattern .................. 8-6

general ................................ 8-5Climbing Through Transition Altitude

general .............................. 10-6PF

abbreviated flow ........ 10-6expanded flow ........... 10-6flow pattern ................ 10-6

PMabbreviated flow ........ 10-7expanded flow ........... 10-7flow pattern ................ 10-7

Descending Through 10,000 Feet MSLgeneral ............................ 10-17PF

abbreviated flow ...... 10-17expanded flow ......... 10-17flow pattern .............. 10-17

PMabbreviated flow ...... 10-18expanded flow ......... 10-18flow pattern .............. 10-17

example ....................................... 4-2Landing

general .............................11-23PF

abbreviated flow ......11-23expanded flow .........11-23flow pattern ..............11-23

PMabbreviated flow ......11-23expanded flow .........11-24flow pattern ..............11-23

Normal Procedures ......................5-1Originating/Receiving

captainflow pattern ................6-19


general ...............................6-19Parking & Securing

captainabbreviated flow ........14-5expanded flow ...........14-6flow pattern ................14-5

general ...............................14-5Passing 10,000 Feet MSL

general ...............................10-4PF


PMabbreviated flow ........10-4expanded flow ...........10-5flow pattern ................10-4

Preliminary Landingexpanded .........................10-16PF

abbreviated flow ......10-11expanded flow .........10-11flow pattern ..............10-11

PMabbreviated flow ......10-12expanded flow .........10-13flow pattern ..............10-12

preliminary landinggeneral .............................10-11

read & do .....................................4-3Safety & Power On

flow patterns ........................6-4general .................................6-4read & do .............................4-2

Securinggeneral ...............................14-8


INX-4


read & do .............................4-2Clearance

pushback .....................................7-3start ..............................................7-3

Climbclean-up and acceleration ............9-3initial .............................................9-3loss of thrust at or above V1

actions & callouts ...............9-15directional control ...............9-11directional control after liftoff 9-12

loss of thrust at or above V1general .................................9-8initial climb .........................9-12max continuous thrust 9-13, 12-5profile .................................9-14rotation ...............................9-11thrust requirements ............9-11

maximum angle .........................10-1slat/flap retraction ........................9-3speed

determination .....................10-1schedule ............................10-1

thrust ..........................................10-1Communication

after rejected takeoff ....................9-7COM 3

changing from DATA to VOICE 15-8

frequenciessetting during preflight .........7-2

Compressor/Enginestall

considerations ....................9-10multiple with pilot action .....9-10non-recoverable .................9-10single/multiple with self recovery 9-

10types ....................................9-9

Configurationalternate ILS ..............................11-9descent ......................................10-9go around ...................................12-1

Contact Approach ..............................11-7Crossbleed Start ................................7-16Crosswind

takeoff ..........................................9-2Cruise

monitoring ..................................10-8

DDamage

engine ..........................................9-9Daylight

illuminationexternal lights .........10-5, 10-18

Decision Altitude ................................12-9Delayed Engine Start ...........................8-4Departure Review ................................7-8Descent

configuration ..............................10-9factors ........................................10-9fuel conservation ........................10-9planning .....................................10-9point ...........................................10-8rate .............................................10-9ratio ............................................10-9schedule ....................................10-9

Directional Controlloss of thrust at or aboveV1 .......9-11

Duty CycleStarter Limitations ......................3-18

EEGPWS

alerts ..........................................4-13escape maneuver ......................4-12recovery .....................................4-12

EICASEngine Limit Display Markings ...3-18

Electricalestablishing power .......................6-7

Emergencydescent ......................................4-22equipment

escape lines .........................2-2escape ropes .......................2-2

Energy Management ..........................11-1Engine

compressor stallconsiderations ....................9-10multiple with pilot action .....9-10non-recoverable .................9-10single/multiple with self recovery 9-

10types ....................................9-9

crossbleed start .........................7-16external air start .........................7-16failure .................................9-8, 13-8

callout ................................9-11ground track considerations 9-12on final approach ...............11-7

failure recognition ......................9-11fire ................................................9-9



Limts .......................................... 3-18severe damage ............................ 9-9stable indications ....................... 7-15start ........................................... 7-14

Engine Outapproach ................................. 11-19go around .................................. 12-5

actions & callouts .............. 12-6landing

reverse thrust .................... 13-3visual approach ......................... 11-5

Escape Lines/Rope ............................. 2-2Exanded Flow

After Landing Checklistcaptain ............................... 14-2

Expanded FlowAfter Landing Checklist

first officer .......................... 14-3Expanded Flows

After Start Checklistcaptain ............................... 7-19first officer .......................... 7-21

After Takeoff ChecklistPF ...................................... 10-2PM ..................................... 10-3

Before Start (Below the Line) Checklistcaptain ............................... 7-11first officer .......................... 7-12

Before Start Checklist (To the Line)captain ................................. 7-5first officer ............................ 7-7

Before Takeoff Checklist (Below the Line)captain ................................. 8-9first officer .......................... 8-10

Before Takeoff Checklist (To the Line)captain ................................. 8-5first officer ............................ 8-6

Climbing Through Transition AltitudePF ...................................... 10-6PM ..................................... 10-7

Descending Through 10,000 Feet MSLPF .................................... 10-17PM ................................... 10-18

Landing ChecklistPF .................................... 11-23PM ................................... 11-24

Originating/Receiving Checklistfirst officer .......................... 6-29

Parking & Securingcaptain ............................... 14-6

Passing 10,000 Feet MSLPF ...................................... 10-4PM ..................................... 10-5

Preliminary Landing ChecklistPF ....................................10-11PM ...................................10-13

Exteriorinspection

flow pattern ........................6-12general ...............................6-10

Externalair start .......................................7-16lights

daylight illumination 10-5, 10-18night illumination 8-9, 10-5, 10-18

FFailure

engine ..........................................9-8on final approach .....11-7, 13-8

engine recognition .....................9-11Fire

engine ..........................................9-9First Officer

Abbreviated Flowssee Checklists

Checklistssee Checklists

Expanded Flowssee Checklists

Flow Itemssee Checklists

takeoff ..........................................8-8Flaps

effect in stalls .............................4-15Flare

landing .......................................13-1de-crab ..............................13-6

Flight Deckinterior inspection .........................6-2

Flight Directortakeoff ..........................................9-3

Flight Monitoringprogress .....................................10-8

Flight Releasepreflight paperwork ......................6-1

Flight Spoilerseffect in stalls .............................4-15thrust usage .................................4-5

Flow PatternsAfter Landing Checklist

captain ...............................14-2first officer ..........................14-3

After Start Checklistcaptain ...............................7-19


INX-6


first officer ..........................7-20After Takeoff

PM .....................................10-2After Takeoff Checklist

PF ......................................10-2Before Start (Below the Line) Checklist

captain ...............................7-11first officer ..........................7-12

Before Start Checklist (To the Line)captain .................................7-4first officer ............................7-7

Before Takeoff Checklist (Below theLine)

captain .................................8-8first officer ............................8-9

Before Takeoff Checklist (To the Line)captain .................................8-5first officer ............................8-6

Climbing Through Transition AltitudePF ......................................10-6PM .....................................10-7

Descending Through 10,000 Feet MSLPF ....................................10-17PM ...................................10-17

exterior inspection ......................6-12interior cabin inspection .............6-17interior flight deck inspection .......6-2Landing Checklist

PF ....................................11-23PM ...................................11-23

Originating/Receiving Checklistcaptain ...............................6-19first officer ..........................6-28

Parking & Securingcaptain ...............................14-5

Passing 10,000 Feet MSLPF ......................................10-4PM .....................................10-4

Preliminary Landing ChecklistPF ....................................10-11PM ...................................10-12

Safety & Power On ......................6-4SOPs ...........................................4-2

FlowsAfter Landing Checklist ..............14-1

FMCrouting ..........................................7-1

FuelApproved ...................................3-11checking fuel slip .........................7-1conservation

descent ..............................10-9entering into ACARS ....................7-1

Imbalance ..................................3-11minimum for takeoff ...................8-10monitoring during flight ..............10-8Temperature ..............................3-11

GGate

departure .....................................7-2early departure .............................7-2

Go Aroundactions & callouts .......................12-3

engine out ..........................12-6configuration ..............................12-1engine out ..................................12-5executing ...................................12-2ILS/PRM

breakouts ...........................12-8maneuver ...................................12-2manual vs automatic ..................12-1preparation .................................12-1thrust ..........................................12-1TO⁄GA switch .............................12-1

Groundtrack

engine failure .....................9-12

HHolding .................................................4-5

Entries ..........................................4-5Speed ..........................................4-5

IIcing Conditions

Definition ....................................3-10ILS

category Iactions & callouts .............11-10alternate configuration .......11-9automation .........................11-8landing callout ..................11-22missed approach point .......12-9

PRM approach .........................11-11ILS/PRM

breakouts ...................................12-8actions & callouts ...............12-8

ImbalanceFuel ............................................3-11

Indicationsstable engine .............................7-15

Initialclimb ............................................9-3

Inspections



exterior ............................ 6-10, 6-12interior cabin .............................. 6-17interior flight deck ........................ 6-2

Instrumentapproach

general .............................. 11-6planning ............................. 11-6

Interiorcabin inspection

flow pattern ........................ 6-17general .............................. 6-17

flight deck inspectionflow pattern .......................... 6-2general ................................ 6-2

JJumpseat

briefing ......................................... 7-2

LLanding

actions & callouts ...................... 13-5braking ....................................... 13-4callouts .......................... 11-22, 13-3

after ................................. 11-23prior to ............................. 11-22

crab & sideslip combined .......... 13-6decrab during flare .................... 13-6flare ........................................... 13-1limitation

thrust reverser ................... 3-13minimums

setting MDAs ................... 11-14side-step ............................ 11-7

rejected landing ......................... 13-8reverse thrust ............................ 13-3setting data .............................. 10-13sideslip ...................................... 13-5thrust ......................................... 13-1touchdown ................................. 13-2touchdown in crab ..................... 13-6use of speed brakes .................. 13-2vertical guidance ....................... 13-1Weight Limitation ......................... 3-2

LDA Approach ................................... 11-8Liftoff

loss at or above at or above V1directional control .............. 9-12

Lightsdaylight illumination ....... 10-5, 10-18night illumination .... 8-9, 10-5, 10-18

Limitations

Air Conditioning .........................3-12APU ...........................................3-19

Starting ..............................3-19Brakes ........................................3-12Fuel

Approved ...........................3-11Imbalance ..........................3-11Temperature ......................3-11

Manufacturer ................................3-1Minimum Operating Speed ..........3-8Operations ...................................3-5pressurization ............................3-12Speeds ........................................3-6

Flaps ....................................3-7Starter

Duty Cycle .........................3-18Thrust Reversers .......................3-13Types of Operations ....................3-1Weight

Certificated ..........................3-2Landing ................................3-2Takeoff .................................3-2

MManeuver

side-step ....................................11-7MAP

see Missed Approachpoint

Maximumangle climb .................................10-1performance takeoff .....................9-2

MDAsetting ......................................11-14

Mechanical Discrepancies In-Flightin-range report .........................10-10

Minimumsfuel

takeoff ................................8-10landing

side-step ............................11-7setting MDAs ...........................11-14

Missed Approachfrom DH .....................................12-9point ...........................................12-9

ILS CAT I ...........................12-9Mode Control Panel

setting during preflight .................7-2Monitoring

during cruise ..............................10-8flight progress ............................10-8fuel .............................................10-8


INX-8


NNavigation

coursessetting during preflight .........7-2

frequenciessetting during preflight .........7-2

New or updated standards, ..................1-2Night

illumiationexternal lights .8-9, 10-5, 10-18

Nonprecision Approachsee Approach

nonprecisionNormal

procedures checklist ....................5-1supplemental procedures ..........7-15takeoff

actions & callouts .................9-5Nose

high attitudeactions & callouts ...............4-18

high atttitude ..............................4-18low attitude .................................4-19

actions & callouts ...............4-19Nosewheel/Rudder Pedal Steering

during taxi ....................................8-2Notification

cabin ready ..................................7-3

Oo indicate review and insertion .............1-5Operational Limits ..............................3-19Operations

Limitations ....................................3-5Minimum Operating Limit Speed ..3-8Speed Limits ................................3-6

Flaps ....................................3-7Types of .......................................3-1

PPA

announcementrejected takeoff ....................9-7

Performancetakeoff ..........................................9-2

PFDssee Primary Flight Displays

policy or a procedure step ....................1-9Position Reports .................................10-8Power Plant

crossbleed start .........................7-16external air start .........................7-16

Powerbackprocedures .................................7-14

Preflightentering ACARS data ..................7-1FMC

routing ..................................7-1obtaining ATC clearance .............7-1paperwork

flight release ........................6-1TPS ......................................6-1weather package .................6-1

paperwork review ........................7-2setting

assigned transponder code .7-1communication frequencies .7-2initial altitude ........................7-1mode control panel ..............7-2navigation frequencies & courses

..............................7-2weight and balance

calculations ..........................7-2Pressurization

limitations ...................................3-12Primary Flight Displays

initial altitude ................................7-1printed on any page ...........................1-10Procedures

delayed engine start ..................7-15engine start ................................7-14

Profilesloss of thrust at or above V1 ......9-14visual approach ...............11-3, 11-6

Pushbackclearance .....................................7-3procedures .................................7-14

RRate of Descent .................................10-9Read & Do Checklists

Safety & Power On ..............4-2, 6-4Securing ......................................4-2

RecoveriesEGPWS .....................................4-12from multiple with pilot action ....9-10from single/multiple with self recovery

9-10from stalls ..................................4-16nose high ...................................4-18nose low ....................................4-19stalls ..........................................4-17wake turbulence ........................4-20windshear ..................................4-10



Rejectedtakeoff

actions & callouts ................ 9-7communications .................. 9-7PA announcement ............... 9-7procedures after .................. 9-7

Rejected Landing .............................. 13-8Report

in-range ................................... 10-10mechanical discrepancies ....... 10-10to aircraft ..................................... 6-1

Resolution Advisory (RA) .................. 4-14Reverse Thrust

engine outlanding ............................... 13-3

landing ....................................... 13-3RNAV Approach .............................. 11-18Rolling Takeoff .................................... 9-2Rotation

loss at or above at or above V1 . 9-11takeoff .......................................... 9-3

Routingchanging .................................... 10-8

SSafety & Power On Checklist

see ChecklistsSafety & Power On

Safety Wandsdaylight operations .................... 7-14

Seat Belt Sign .................................... 10-5Securing Checklist

see ChecklistsSecuring

Settinglanding data ............................. 10-13MDAs ....................................... 11-14

Shoulder Harnesslanding ..................................... 10-16

ShutdownAPU during Securing Checklist . 14-8

Sideslip Landing ................................ 13-5Side-Step Maneuver .......................... 11-7Signs

seat belt ..................................... 10-5Slat/Flap

retraction ..................................... 9-3SOPs

see Standard Operating ProceduresSpeed

brakesuse during landing ............. 13-2

climbdetermination .....................10-1schedule ............................10-1

descent ......................................10-9Limits ...........................................3-6Maximum Flap Operating Speeds 3-7Minimum Operating .....................3-8sustaining taxi speed ...................8-1taxi ...............................................8-1

Spoilerseffect in stalls .............................4-15thrust usage .................................4-5

Stall Recoveryactions & callouts .......................4-17

Stallsengine compressor

considerations ...................9-10multiple with pilot action .....9-10non-recoverable .................9-10single/multiple with self recovery 9-

10types ....................................9-9

recovery .....................................4-16Standard Operating Procedures

adherence ....................................4-1flow patterns ................................4-2

Startclearance .....................................7-3delayed engine ............................8-4engines ......................................7-14

crossbleed start .................7-16external air .........................7-16

StarterAPU ...........................................3-19

StartingAPU ...........................................3-19

Steep Turns .......................................4-21Steering

taxi ...............................................8-2Supplemental Normal Procedures

definition ....................................7-15Switchlight ............................................4-3

TTakeoff

briefing .........................................8-7crosswind .....................................9-2first officer ....................................8-8flight director use .........................9-3initial climb ...................................9-3Limitation

Thrust Reverser .................3-13


INX-10


maximum performance ................9-2min fuel quantity .........................8-10performance system

preflight paperwork ..............6-1rejected

actions & callouts .................9-7communications ...................9-7PA announcements .............9-7procedures after ...................9-7

rolling ...........................................9-2rotation and liftoff .........................9-3Weight Limitation .........................3-2

Taxibrakes ..........................................8-2initial aircraft movement ...............8-1nosewheel/rudder pedal steering .8-2speed ...........................................8-1sustaining speed ..........................8-1thrust management ......................8-1turning radius ...............................8-2

TemperatureFuel ............................................3-11

Text that gives guidance regarding of goals or standards .............................................1-7Text that provides a listing of the possible con-siderations ............................................1-7Text that provides a specific order of accom-plishment ..............................................1-8Text that provides pertinent background 1-7the Internal Evaluation Program ........1-11Thrust

climb ..........................................10-1go around ...................................12-1landing .......................................13-1loss at or above at or above V1

general .................................9-8max continuous ........9-13, 12-5profile .................................9-14requirements ......................9-11

usage during taxi .........................8-1use with flight spoilers ..................4-5

Thrust ReverserLimitation

Takeoff ...............................3-13limitation

landing ...............................3-13Thrust Reversers

Limitations ..................................3-13TO⁄GA Switch .....................................12-1Tolerances

altimeter .......................................7-8Touchdown

during landing ............................13-2

in crab landing ...........................13-6TPS

see Takeoff Performance SystemTraffic Advisory (TA) ..........................4-14Transponder

assigned code ..............................7-1Turns

radius during taxi .........................8-2steep ..........................................4-21

UUnusual Attitudes

nose high ...................................4-18nose low .....................................4-19nose-high recovery A&C ............4-18

VV1

loss of thrustat or above ...........................9-8at or above initial climb ......9-12at or above max continuous thrust

9-13, ..................12-5at or above thrust requirements 9-

11VDP ..................................................11-14Visual Approach

landing callouts ........................11-22

WW & B

see Weight and BalanceWake Turbulence

actions & callouts .......................4-20Weather Package

preflight paperwork ......................6-1Weight

see also LimitationsWeight & Balance

preflight ........................................7-2Welcome Aboard Announcement ........7-2Windshear

actions & callouts .......................4-10approach ......................................4-8detection ......................................4-7escape guidance mode ................4-7recognition techniques .................4-8recovery

general .................................4-6techniques .........................4-10



PAGE TOC 1-1

Chapter 1: Manual Administration

1.1 Flight Crewmember User Manual ............................................................. 1-11.2 Management Controls ............................................................................... 1-11.3 Availability of this Manual ....................................................................... 1-21.4 Compliance with this Manual ................................................................... 1-21.5 Maintenance and ownership of Manual .................................................... 1-21.6 Posting Revisions to this Manual .............................................................. 1-3

1.6.1 Insertion of Revisions ............................................................................. 1-31.6.2 Insertion of List of Effective Pages [LEP] .............................................. 1-31.6.3 Identifying Revisions .............................................................................. 1-3

1.6.3.1 Summary Page .............................................................................................. 1-31.6.3.2 Change Bars ................................................................................................... 1-41.6.3.3 [Reserved] ...................................................................................................... 1-4

1.6.4 Recording Revision Insertion ................................................................. 1-41.6.5 Disposal of Pages .................................................................................... 1-41.6.6 Proposing Revisions ............................................................................... 1-4

1.7 Posting of Bulletins to this Manual ........................................................... 1-51.8 Rules of Construction ................................................................................ 1-61.9 Positioning of Manual Content ................................................................. 1-7

1.9.1 Policy ...................................................................................................... 1-71.9.2 Information ............................................................................................. 1-71.9.3 Instructions .............................................................................................. 1-71.9.4 Procedures .............................................................................................. 1-8

1.10 Use of Notes, Cautions and Warnings .................................................... 1-81.10.1 Notes ....................................................................................................... 1-81.10.2 Imperative Emphasis Note ...................................................................... 1-81.10.3 Cautions .................................................................................................. 1-91.10.4 Warnings ................................................................................................. 1-9

1.11 If-Then Boxes ......................................................................................... 1-91.12 Intentionally Blank ................................................................................ 1-101.13 Content and Philosophy of this Manual ................................................ 1-101.14 Overall Quality and Content of Manual ................................................ 1-10

1.14.1 Responsibility ....................................................................................... 1-101.14.2 Delegated Authority .............................................................................. 1-101.14.3 Interfaces for Manual Consistency ....................................................... 1-111.14.4 Process Measurement ........................................................................... 1-11

OPS-07A

PAGE TOC 1-2 ERJ-170 STANDARD OPERATING PROCEDURES

OPS-07A


PAGE 1-1

121.137(a)(2)

Chapter 1Manual Administration

The purpose of this Chapter is to provide guidance for the—

Availability of this manual.Compliance with this manual.Revision of this manual.Understanding of the manual formatting.Application of standard symbols or methods.

1.1 FLIGHT CREWMEMBER USER MANUAL

A. The ERJ-170 Standard Operating Procedures Manual is a user manual for flight crewmembers.

B. This manual contains the standard operating procedures that are to be used for the operation of Republic Airlines’ ERJ-170/175 aircraft. All references to the ERJ-170 apply to the ERJ-175 unless identified as 170 or 175 specific.

C. The ERJ-170 SOP, Quick Reference Handbook and Aircraft Performance Manual contains all of the required material to replace the ERJ-170 Airplane Flight Manual in accordance with FAR 121.141(b).

D. This manual is distributed and assigned to all flight crewmembers.

1.2 MANAGEMENT CONTROLS

A. A management control is defined as a task or procedural step specifically identified by management as requiring a special action on the part of the employee to ensure that the work product meets the required/identified standards of completion.

NO

TE

The ERJ-170 Standard Operating Procedures Manual is approved by the FAA. The checklists and operating limitations contained in this manual are approved by the FAA.Where a FAR is referenced in this manual, compliance with the written procedures will be in compliance with the FAR. N

OT

E

A user manual is supplementary to a primary user manual. It is defined as a manual that contains policies, procedures, information and instructions for specialized functions or series of tasks in the conduct of that person’s assigned duties.


PAGE 1-2 ERJ-170 STANDARD OPERATING PROCEDURES

.137(b)

.137(b)

B. The points within the policies and procedures designated as “controls” by management are identified by the symbol ⌦. All employees (whether directly employed by Republic or by contract) are expected to exercise special care to ensure that the work product meets Republic Airlines’ standards.

C. To further emphasize the need for the employee to exercise special care, the words “confirm” or “verify” will be used in conjunction with this symbol.

1.3 AVAILABILITY OF THIS MANUAL

A. This manual must be available and immediately accessible to the flight crewmembers when performing their assigned duties for Republic Airlines’ aircraft.

B. To comply with this policy, each flight crewmember must carry this manual with them in their flight kit.

1.4 COMPLIANCE WITH THIS MANUAL

A. Each assigned user will comply with the policies and procedures provided in this manual. New or updated standards, policies and procedures will be communicated by published bulletins. These changes should be adhered to until permanently placed in the manual by revision.

B. ⌦ Should the user identify any policy or procedure that might not be consistent with the FARs, that information should be communicated to their supervisor and the Manager of Technical Publications.

1.5 MAINTENANCE AND OWNERSHIP OF MANUAL

Reference: Reference: FAR 135.137

A. This manual must be maintained in a current status by the assigned user in accordance with the policies and procedures specified in this Chapter.

121N

OT

E Following the policies and proce-dures of this manual will ensure compliance with the Federal Avia-tion Regulations.

NO

TE

Follow the procedures outlined in the Chapter 3 (System Safety) to report policy or procedures that have the potential to cause unsafe consequences.

NO

TE Persons performing company

duties without this manual in cur-rent status will be subject to com-pany disciplinary and/or FAA enforcement action.

121



PAGE 1-3

2.1.1[1-5]

B. This manual is considered the property of the company and must be relinquished to Republic Airlines in the event of the user’s retirement, termination, transfer or contract termination.

C. The content of this manual, as in every Republic Airlines manual, is managed and updated by the Manager of Technical Publications and is the express property of Republic Airlines, Inc.

1.6 POSTING REVISIONS TO THIS MANUAL

1.6.1 INSERTION OF REVISIONS

A. The most current revision of the ERJ-170 Standard Operating Procedures Manual is posted at www.flyrw.com.

B. Revisions will be forwarded to all persons and organizations on the Technical Publications distribution list for this manual.

C. ⌦ Regardless of personal schedules, the user of this manual is required to confirm to Technical Publications his receipt of manual updating materials and his review and insertion of those materials in his manual on or before the revision’s effective date.

D. Users must insert all revisions prior to starting their first duty period and prior to attending any associated briefings.

1.6.2 INSERTION OF LIST OF EFFECTIVE PAGES [LEP]A. An LEP (beginning at page 0.3) will be issued for the original and all

revisions to this manual.

B. The LEP is required by the Federal Aviation Administration as a controlling reference for the page currency of the manual.

C. ⌦Use the LEP to verify that all pages of the manual are current.

D. Only the most current LEP should be retained in the manual.

1.6.3 IDENTIFYING REVISIONS

1.6.3.1 Summary Page

A. Each revision contains a summary page that reflects important information concerning the revision.

B. An ‘action’ page number and summary column contain pertinent information to follow when inserting revision pages.

NO

TE A revision may be inserted and

recorded as soon as it is received even if it is issued more than two weeks prior to the effective date.



1.6.3.2 Change Bars

A. Black vertical change bars in the outside margin are used to highlight the location of revised or deleted information on a newly published page.

B. Change bars will not be used—

1) Opposite the new date on a revised page.

2) To indicate format and page number changes.

3) On index pages, or other pages normally generated automatically by FrameMaker.

4) On contents pages.

C. With the next revision of a page, previous change bars are deleted.

1.6.3.3 [Reserved]

1.6.4 RECORDING REVISION INSERTION

To indicate review and insertion of a revision, the user must record the revision’s effective date and their initials after the appropriate revision number on the Record of Revisions page located in the front of the manual.

1.6.5 DISPOSAL OF PAGES

A. The manual holder must destroy and discard out-of-date pages and the new revision summary pages/revisions checklist.

B. ⌦Verify that all out-of-date pages are irretrievably destroyed by shredding, cutting, tearing or some other form of destruction, such that the information cannot be successfully pieced together.

1.6.6 PROPOSING REVISIONS

A. The success of the Republic Airlines manual system depends on its employees and contractors bringing professional insights to bear on its procedures and policies. Republic Airlines welcomes and encourages such communication to ensure that the company operates at peak performance.

B. An employee or contractor may propose changes and/or corrections to Republic Airlines manuals by using the Comment Report in the front of this manual in accordance with the following procedures:

1) Employee or contractor fills out the Comment Report.

2) Employee or contractor submits the Comment Report to the Manager of Technical Publications by fax at 317-484-4553, by

NO

TE The manual holder must not dis-

card pages in hotel, airport or other public area trash recepta-cles.



PAGE 1-5

email at [email protected], or through the company intranet at www.flyrw.com.

3) The Manager of Technical Publications forwards the Comment Report to the appropriate Director.

4) If the Director determines that a proposed modification is warranted, he—

5) Checks the option, “Approved for consideration via RAF-102 Technical Publications Change Request Form;” in the “Director’s use only” section at the bottom of the Report.

(a) Fills out RAF-102 Technical Publications Change Request Form;

(b) Sends both the RAF-102 and the Comment Report to the Manager of Technical Publications. This action triggers the manual revision process explained in Chapter 7, Section 10, “Republic Airlines Manual Revision Procedures” of the Corporate Organizational Manual (COM-01); and

(c) Notifies the Comment Report’s author of the company’s ultimate action regarding the proposed changes.

6) If the Director determines that no modification is warranted, he—

(a) Checks the option “no action warranted” in the “Director Use Only” section at the bottom of the Report;

(b) Remits the Report back to the Manager of Technical Publications; and

(c) Notifies the Comment Report author regarding the company’s rejection of his proposal.

C. The Manager of Technical Publications retains the authority to make typographical and/or formatting changes without permission by the Director, provided such changes do not alter a policy or procedure in the manual.

D. Further questions about the management of the Republic Airlines manual system should be directed to the Manager of Technical Publications by telephone at 317-270-1127, by email at [email protected], or via the Republic Airlines intranet at www.flyrw.com.

1.7 POSTING OF BULLETINS TO THIS MANUAL

A. Should circumstances require that a special revision be accomplished on a time-critical basis, a bulletin may be issued to this manual. To indicate review and insertion of such a bulletin, the assigned user must record the bulletin effective date and their initials after the appropriate bulletin number on the Record of Bulletins page.



Bulletins will be printed on yellow paper and will include detailed instructions for insertion at the appropriate place in the manual.

B. ⌦ When the information contained in a bulletin is incorporated into the normal text of the manual, the assigned users are instructed on a revision summary to remove the bulletin pages.

C. To indicate removal, users must record the date the bulletin is removed on the Record of Bulletins page.

D. Users must insert all bulletins prior to starting their first duty period and prior to attending any associated briefings.

1.8 RULES OF CONSTRUCTION

The following apply to the use of certain specific terminology within the text of this manual–

1) Gender - In this manual, the male or female gender may be used in a generic sense to designate both sexes.

2) Will, Shall and Must - The words “will,” “shall,” and “must” are used in an imperative sense to state the requirement to accomplish the act prescribed. Compliance is mandatory.

3) May - The word “may” is used in a permissive sense to state authority or permission to do an act. Compliance is not mandatory.

4) Includes - The word “includes” means “includes, but is not limited to...”

5) Refer to - Where further discussion or reference is suggested, the notation “Refer to....” directs the reader to material located in another paragraph, chapter or manual. In these cases, the referenced location should be specific as to manual, chapter and paragraph.

6) FAR or FARs - Where used in this manual, this acronym will be an abbreviation for Federal Aviation Regulation(s) which are included in Title 14 CFR (Code of United States Federal Regulations.

7) Republic - Where used in this manual, this single word will denote the company, Republic Airlines, Incorporated.

8) Internet or Intranet -

NO

TE The disposal procedures specified

for the manual revisions also apply to outdated bulletins.



PAGE 1-7

Where used in this manual, “Intranet” refers to the network of web pages that offers content only to authorized users.

Where used in this manual, “Internet” refers to a network of web pages that offers content without prior authorization.

1.9 POSITIONING OF MANUAL CONTENT

This manual contains text that is used for four different purposes–

1) Policy;

2) Information;

3) Instructions; and

4) Procedures.

1.9.1 POLICY

A. Text that gives guidance regarding of goals or standards of the organization is considered “policy.”

B. Policy may be inserted anywhere in the text - even within a procedural step. Examples of policy within the procedural step would be to establish a control (or standard) for the acceptable completion of that step.

C. Throughout this manual, references to Federal Aviation Regulations have been expressed as, or embedded in, company policy.

1.9.2 INFORMATION

A. Text that provides pertinent background or further clarifies the policy or a specific procedural step is considered “information.”

B. Throughout this manual, information is provided that contains embedded discussion taken from FAA and other government advisory documents.

1.9.3 INSTRUCTIONS

A. Text that provides a listing of the possible considerations when accomplishing a task is defined as “instructions.”

NO

TE

An example of an intranet website is www.flyrw.com in which only employees and designated con-tractors have access authoriza-tion.

NO

TE

An example of an internet website is www.republicairlines.com, in which anybody with a connection to the internet can access the site’s information.

Due to the use of embed-ded FAR requirements, the user must comply with the requirements listed in all forms of manual content.

NO

TE An example of instructions would

be an explanation of how to com-plete a form.



B. “Instructions” differ from “procedures” in that the successful accomplishment of the tasks is not predicated on their accomplishment in a specific order.

C. Throughout this manual, there are “instructions” that were taken, in part or as a group, from the FARs and FAA advisory documents.

1.9.4 PROCEDURES

A. Text that provides a specific order of accomplishment of series of tasks is considered a “procedure.”

B. The procedure should have 2 or more detailed steps. The reader should be able to ascertain “who, what, when, where, how and why” from the procedure and its associated policy.

C. Throughout this manual, there are “procedures” that lead to a completed result necessary to meet FAR requirements.

D. Procedures in this manual are usually - but not in all cases - enclosed in a numeric procedural table, depending on the complexity.

1.10 USE OF NOTES, CAUTIONS AND WARNINGS

These additions to the text are used to highlight or emphasize important points when necessary. They call attention of the user about safety and precautionary or additional information to make the job safe, easier and efficient.

1.10.1 NOTES

A. Notes provide amplified information, instruction, or emphasis (see example).

B. Notes call attention to methods that enable a user to perform a job easier or wiser.

C. If a Note applies to consecutive procedural steps, it is placed under the topic heading for those steps.

1.10.2 IMPERATIVE EMPHASIS NOTE

A. Imperative Emphasis Notes are used to emphasize the necessity to comply with the text provided (see example).

B. This display is used when the text is important, but does not meet the criteria for a caution or warning.

NO

TE

A “NOTE” is identified and dis-played in this type of box.

An “IMPERATIVE NOTE” is identified and displayed in this type of box.



PAGE 1-9

1.10.3 CAUTIONS

A. Cautions are instructions about hazards that, if ignored, could result in damage to an aircraft component or system (see example).

B. Cautions specify methods and procedures that must be followed to avoid damage to equipment.

C. If the caution applies to consecutive subtasks/steps, it is placed before the first subtask/step.

D. If the caution applies to several, non-consecutive subtasks/steps, it is placed before the applicable subtask/step.

1.10.4 WARNINGSWarnings are instructions about hazards that, if ignored, could result in injury, loss of aircraft control or loss of life (see example).

1.11 IF-THEN BOXES

A. Where policy or a procedure step discusses more than one possible action based on different lead-in scenarios.,

B. This will be formatted in the form of an If-Then Box to call attention to the decision-making authorized.

C. This box is used to provide direction to the employee as to the appropriate action authorized by management.

If.... Then....

The door is blue... Open the door.

The door is yellow... Knock for permission to enter.

A “CAUTION” is identified and displayed in this type of box.

A “WARNING” is identified and displayed in this type of box.

NO

TE The If-Then Box format will not be

used for aircraft operational check-lists.



D. In situations where the employee is only authorized to make one decision, there will be no If-Then box. The employee must contact management if a different scenario arises.

1.12 INTENTIONALLY BLANK

A. “This page intentionally left blank” will be printed on any page that contains no text or graphics. This will usually be the even page at the end of a Chapter.

B. “The remainder of the page intentionally left blank” will be printed on any page that has more than ten lines of blank space at the bottom of the page.

C. The only exception to paragraph B is when “End of Chapter” or “End of Section” is printed immediately following the text.

1.13 CONTENT AND PHILOSOPHY OF THIS MANUAL

[RESERVED]

1.14 OVERALL QUALITY AND CONTENT OF MANUAL

1.14.1 RESPONSIBILITY The Director of Operations (DO) is responsible and answerable for the content and quality of the ERJ-170 Standard Operating Procedures Manual.

1.14.2 DELEGATED AUTHORITY

A. The Director of Operations has delegated to the Chief Pilot the authority to authorize revisions to this manual provided that these revisions are acceptable to the FAA Principal Operations Inspector prior to use for Republic operations.

B. The Chief Pilot has delegated to the ERJ-170 Program Manager the authority to propose, in draft, revisions to the policies and procedures of this manual. Such proposals must have been coordinated with the Manager of Technical Publications and Manager of Training prior to the final draft of that proposal.

C. The Director of Operations has delegated to the Chief Pilot the authority to implement, train and audit the procedures in this program.



PAGE 1-11

1.14.3 INTERFACES FOR MANUAL CONSISTENCY

A. The Chief Pilot is responsible for ensuring that this manual has been interfaced properly with policy and procedures for parallel tasks that are performed by other specialities and included in other manuals.

B. The appropriate manual and/or document reference for use by the identified technical persons involved in processes that interface with this manual are listed below—

1.14.4 PROCESS MEASUREMENT

The following overall process measurement actions will be taken with respect to the ERJ-170 Standard Operating Procedures Manual policies and procedures.

A. Republic Airlines has established the Internal Evaluation Program (IEP) to monitor and analyze the performance and effectiveness of its Flight Operations programs.

1) The Director of Safety will ensure that Republic Airlines and the companies that it contracts with to conduct IEP audits will conduct their evaluations in accordance with the IEP Manual on a regularly scheduled basis.

2) IEP audits will evaluate the performance and effectiveness of Flight Operations programs in producing the desired results, including those functions performed by other contracted companies.

3) The Internal Evaluation Program does not relieve each department of its own responsibility to conduct ongoing evaluations of their own procedures to ensure compliance with Republic Airlines’ Policy, the Code of Federal Regulations and other external requirements.

B. The Flight Operations IEP Audit focuses on process measurements in the following categories—

Director of OperationsChief PilotPassenger HandlingFlight Attendant Duties/Cabin Procedures

Flight Crewmembers ERJ-170 Standard Operating Procedures, OPS-07A

Ground Instructors ERJ-170 Standard Operating Procedures, OPS-07A

Flight Instructors EERJ-170 Standard Operating Procedures, OPS-07A

Check Airmen ERJ-170 Standard Operating Procedures, OPS-07A

Operations TrainingFlight Ops Training Manual, OPS-06AFlight Crew Training Manual, OPS-06BERJ-170 Standard Operating Procedures, OPS-07A

Director of Safety Internal Evaluation Program, APM-08



Airman Duties/Flight Deck ProceduresOperational ControlCarry-On BaggageCarriage of CargoDeicingAircraft Performance Operating LimitationsLower Landing MinimumsComputer Based Record Keeping SystemHazardous Materials/Dangerous Goods ProgramOther Personnel with Operational ControlDispatch or Flight ReleaseFlight/Load Manifest/Weight and Balance ControlMEL/CDL Procedures

End of Chapter


ERJ-170 STANDARD PAGE TOC 2-1

OPERATING Chapter 2: Emergency

2.1 Emergency Equipment .............................................................................. 2-12.1.1 Description & Operation. ........................................................................ 2-12.1.2 Flightdeck Escape Rope .......................................................................... 2-2

2.1.2.1 Emergency Evacuation ................................................................................. 2-22.1.2.2 Location ........................................................................................................ 2-22.1.2.3 Preflight Check. ............................................................................................ 2-32.1.2.4 Operation ...................................................................................................... 2-3

2.1.3 Emergency Equipment Location ERJ-170 ............................................ 2-42.1.4 Emergency Equipment Location ERJ-175 ............................................ 2-5

2.1.4.1 Emergency Exits and Lights ......................................................................... 2-62.2 Emergency Lighting System ..................................................................... 2-7

2.2.1 Flightdeck Control .................................................................................. 2-72.2.2 Cabin Control .......................................................................................... 2-72.2.3 Lights ...................................................................................................... 2-7

2.2.3.1 Pilots’ Overhead Panel .................................................................................. 2-82.2.3.2 On Flight Attendant Control Panels ............................................................ 2-8

2.2.4 Floor Proximity Emergency Escape Path Lighting System .................... 2-92.2.4.1 Location ...................................................................................................... 2-102.2.4.2 Charging ...................................................................................................... 2-102.2.4.3 Flight Attendant Control Panel Cabin Lighting Console ........................... 2-11

2.3 ERJ-170 Phase II Flightdeck Door .......................................................... 2-122.3.1 Background ........................................................................................... 2-122.3.2 Description. ........................................................................................... 2-122.3.3 Peephole ................................................................................................ 2-122.3.4 Power Supply ........................................................................................ 2-122.3.5 Decompression Panels .......................................................................... 2-122.3.6 Electromechanical Latch ....................................................................... 2-12

2.3.6.1 Dead Bolt System ....................................................................................... 2-132.3.6.2 Flightdeck Access Panel (cabin side). ........................................................ 2-132.3.6.3 Phase II Flightdeck Door - Cabin Side ...................................................... 2-142.3.6.4 Flightdeck Door Response Button and Annunciators ................................. 2-142.3.6.5 Phase II Flightdeck Door - Flightdeck Side ................................................ 2-14

2.4 Flightdeck Door Procedures .................................................................... 2-152.4.1 Preflight Procedure ............................................................................... 2-152.4.2 Normal Procedures for Opening the Cockpit Door .............................. 2-162.4.3 Normal Flightdeck Exit Procedure ....................................................... 2-162.4.4 Emergency Flightdeck Entry Procedure ............................................... 2-162.4.5 Response to Emergency Access Aural Alarm ...................................... 2-162.4.6 Emergency Egress ................................................................................. 2-16

2.5 Emergency Exits ..................................................................................... 2-172.6 Cabin Doors (Main and Service) ............................................................. 2-17

2.6.1 Cabin Door Operation (Main and Service) ........................................... 2-182.6.1.1 Escape Slide Disarm ................................................................................... 2-182.6.1.2 Opening Doors ............................................................................................ 2-192.6.1.3 Closing Main Cabin Doors ......................................................................... 2-202.6.1.4 Escape Slide Arming .................................................................................. 2-212.6.1.5 Door Emergency Opening .......................................................................... 2-22

OPS-07A

ERJ-170 STANDARD PAGE TOC 2-2

OPERATING PROCEDURES2.7 Emergency Evacuation Slide ................................................................... 2-24

2.7.1 Girt Retaining Fasteners/Straps ............................................................ 2-252.7.2 Escape Slide, Girt Bar, and Manual Inflation Handle ........................ 2-252.7.3 Passenger And Service Doors External Handle ................................. 2-26

OPS-07A

ERJ-170 STANDARD PAGE 2-1

OPERATING PROCEDURES

Chapter 2Emergency

2.1 EMERGENCY EQUIPMENT

Crewmembers must be thoroughly familiar with the location and use of emergency equipment. This chapter contains an Emergency Equipment & Exit Location diagram and aircraft specific information on emergency equipment.

2.1.1 DESCRIPTION & OPERATION.The FOM contains descriptions of the following generic emergency equipment items.

Flightdeck Window Escape RopesCrash AxEnhanced Emergency Medical Kit (EEMK)Fire ExtinguishersFirst Aid KitMegaphone (cabin only)Personal Flotation Devices (Life Vests)Portable Oxygen Bottle with MaskProtective Breathing Equipment (PBE)Emergency Escape Path Lighting and Exit SignsFlightdeck Oxygen Breathing SystemAutomatic External Defibrillators (AEDs)




OPERATING PROCEDURES2.1.2 FLIGHTDECK ESCAPE ROPE

2.1.2.1 Emergency Evacuation

The escape ropes are used as an aid for flight crew members to evacuate through the cockpit window emergency exit.

2.1.2.2 LocationThere are two (2) escape ropes. Each is located in the ceiling above both the captain’s and first officer’s seats.

1 2

3 4 5

67



OPERATING PROCEDURES 2.1.2.3 Preflight Check.

1) Ensure rope is in place.

2) Check the strap is anchored to the aircraft before dropping it out the window.

The illustrated technique is recommended but difficult & should be used only in an extreme emergency.

2.1.2.4 Operation

Depress the lock button.

Pull the window handle in and back. Slide window aft.

Pull the escape rope from the overhead compartment.

Deploy the escape rope and exit the flightdeck head first.

Carefully begin evacuation down the escape rope.

Using the escape rope loops, continue evacuating.

Upon reaching the ground, assist others as necessary.


1

2

3

4

5

6

7



OPERATING PROCEDURES2.1.3 EMERGENCY EQUIPMENT LOCATION ERJ-170

Crash Axe

Escape Rope

Flashlight

Captain Oxygen

Lifevest

Halon Extinguisher

PBE

Cockpit

Fixed Halon

Smoke Detector

Forward Lavatory

Emergency Exit 1L

PA System

Interphone Call System

FA Lifevest

Manual Release Tool

Flashlight

Emergency Light Switch

Forward FA Jumpseat

Grab and Go Kit

Demo Equipment

Left Overhead Bin Row 1

EEMK


Halon Extinguisher

POB

Aft Left Doghouse

First Aid Kit

Aft Left Bulkhead Compartment

PA System


FA Lifevest

Manual Release Tool

Flashlight


Aft FA Jumpseat

Escape Rope

Flashlight

First Officer Oxygen

Lifevest

Observer Oxygen

Observer Lifevest

Cockpit

Emergency Exit 1R

First Aid Kit

PBE

POB

Halon Extinguisher (2)

On-Board Wheelchair

Wardrobe Closet

Emergency Exit 1R

PBE

Aft Left Bulkhead Wall Mount

Fixed Halon

Smoke Detector

Aft Lavatory

Emergency Exit 2R

AED

Demo Equipment

Aft Right Bulkhead Compartment

Halon Extinguisher

Megaphone

Aft Right Doghouse

PBE

Aft Right Bulkhead Wall Mount

Infant life vests located aisle seats,

even rows, aircraft right.

Passenger flotation devices

located at each passenger seat.

Passenger supplemental oxygen

masks (3) located above each seat

set.


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SOP-07-03, PAGE 1 OF 8

SOP BULLETINSOP-07-03

Effective Date: August 11, 2007

To: All SOP Holders

From: Kevin Cline, RJ-170 Program Manager

Subject: Emergency Equipment Location

Directions:

1) This bulletin remains in effect until instructed to remove it in a future revision.

2) Insert this bulletin after 2-4 in the SOM.3) Record the insertion of SOP-07-03 in the Record of Bulletins

section on page BUL-1 of your Standard Operating Procedures Manual.

Background: Due to the number of aircraft configuration in Republic Airlines fleet, the SOM is being updated with all aircraft equipment diagrams.

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2.1.3 EMERGENCY EQUIPMENT LOCATION ERJ170 - 70 SEAT AIRCRAFT

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2.1.5 EMERGENCY EQUIPMENT LOCATION ERJ170 - 76 SEAT NON OVERWATER AIRCRAFT

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2.1.6 EMERGENCY EQUIPMENT LOCATION ERJ170 - 76 SEAT OVERWATER AIRCRAFT

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2.1.8 EMERGENCY EXITS AND LIGHTS

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OPERATING PROCEDURES 2.1.4 EMERGENCY EQUIPMENT LOCATION ERJ-175

Crash Axe

Escape Rope

Flashlight

Captain Oxygen

Lifevest

Halon Extinguisher

PBE

Cockpit

Fixed Halon

Smoke Detector

Forward Lavatory

Emergency Exit 1L

PA System


FA Lifevest

Manual Release Tool

Flashlight


Forward FA Jumpseat

Grab and Go Kit

Demo Equipment


EEMK

AED


Halon Extinguisher

PBE

Aft Left Bulkhead Compartment

PA System


FA Lifevest

Manual Release Tool

Flashlight


Aft FA Jumpseat

Escape Rope

Flashlight

First Officer Oxygen

Lifevest

Observer Oxygen

Observer Lifevest

Cockpit

Emergency Exit 1R

First Aid Kit

PBE

POB

Halon Extinguisher (2)

Right Overhead Bin Row 1

Emergency Exit 1R

POB

First Aid Kit

Aft Left Doghouse

Fixed Halon

Smoke Detector

Aft Lavatory

Emergency Exit 2R

Halon Extinguisher

PBE

Demo Equipment

Aft Right Bulkhead Compartment

Megaphone

POB

Aft Right Doghouse

Infant life vests located aisle seats,

even rows, aircraft right.

Passenger flotation devices

located at each passenger seat.

Passenger supplemental oxygen

masks (3) located above each seat

set.

Onboard Wheelchair

Behind Aft Galley Carts


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21.310(b)(1)

OPERATING PROCEDURES2.1.4.1 Emergency Exits and Lights

1

EMERGENCYLIGHT

COCKPITEMERGENCYFLOODLIGHT

EXITIDENTIFIERSIGN

EXITMARKERSIGN

EXITLOCATORSIGN

PASSAGE WAYEMERGENCYFLOODLIGHT

EXITIDENTIFIERSIGN

EXITMARKERSIGN

EXITIDENTIFIERSIGN

EXITMARKERSIGN


EXITMARKERSIGN

EXITIDENTIFIERSIGN

EXITLOCATORSIGN




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121.310(d)(1)(i)

121.310(d)(1)(ii)

121.310(d)(1)(iii

121.310(d)(1)(i)

121.310(d)(1)(ii)

OPERATING PROCEDURES 2.2 EMERGENCY LIGHTING SYSTEM

A. Emergency lighting consists of internal and external lights powered by four dedicated batteries connected to the ESS BUS. The battery charge is sufficient to supply all emergency lights for approximately 10 minutes. External emergency lighting is provided by each of the escape slides located at each of the four doors of the airplane.

B. Internal emergency lights comprise the exit locator signs, exit marker signs, exit ID signs, cabin/cockpit emergency lights and passageway emergency lights.

C. Passageway emergency lights are photoluminescent strips that are charged prior to the first flight of the day through the interior cabin lighting.

2.2.1 FLIGHTDECK CONTROL

A. The emergency lighting system is controlled by the EMER LT switch on the overhead panel. The switch has three positions, OFF, ARMED and ON and is guarded to the ARMED position.

B. With the switch in the ARMED position, the emergency exit lights will normally be extinguished. If the power to the ESS BUS fails or if AC power has been turned off, the emergency exit lights illuminate automatically.

2.2.2 CABIN CONTROL

A. The emergency exit lights may be illuminated by a button on either the forward or aft flight attendant control panels. This is an ON button and is guarded to prevent inadvertent activation. For system testing, there is also an adjacent TEST button.

B. Without activating the ON button, the lights are controlled from the flightdeck. With the button depressed, the flight attendant may override the flightdeck controls and illuminate all the emergency lights. Control from this panel is available in the event of automatic control failure.

2.2.3 LIGHTS

A. The flightdeck aft DOME light contains a separate bulb that is powered by the emergency lighting system to provide illumination for flightdeck evacuation.

B. Interior emergency exit lights are located:

in the bullnose of the stowage bins to illuminate the aisle;

over the entry/service door(s) to indicate the exit locations; and

in the ceiling to assist locating the exists and provide general illumination in the area of the exits.

)



.310(d)(1)(i)

.310(d)(1)(i)

OPERATING PROCEDURESC. Self-illuminating exit locator signs are installed at the forward,

middle, and aft end of the passenger cabin.

D. Exterior emergency lights illuminate the escape slides. The fuselage installed escape slide lights are adjacent to the forward and aft service and entry doors. Two lights are also installed on the fuselage to illuminate the ground contact area

2.2.3.1 Pilots’ Overhead Panel

EMERGENCY EXIT LIGHTS SWITCH

OFF - Lights off and batteries being charged if power is available.

ARMED - All emergency lights will illuminate automatically if power to ESS BUS fails. Batteries being charged by the electrical system.

ON - All emergency lights illuminated by individual batteries. No recharging.

Whenever any of the lights are illuminated, they are being powered by their own batteries only and will last approximately 10 minutes.

2.2.3.2 On Flight Attendant Control Panels

FLIGHT ATTENDANT EMERGENCY SWITCH

ON - Turns on all emergency lights.

ARMED - Automatically illuminates all lights in case of ESS BUS electrical power loss or if aircraft electrical power is turned off.

TEST - One-minute test of all passenger cabin emergency lights.

121

1

1

121

EMERGENCY LIGHT

TESTON/

ARMED

1

NO

TE Never test the emergency light

system using this switch. This switch is only used by mainte-nance.



OPERATING PROCEDURES 2.2.4 FLOOR PROXIMITY EMERGENCY ESCAPE PATH LIGHTING

SYSTEM

The system operates in conjunction with the existing emergency light system. The escape path and exit indicators are designed to quickly locate the nearest exit during emergency evacuations when low visibility conditions exist in the cabin. The system includes special cues for one-way egress routes. These lights are activated in conjunction with the existing aircraft emergency lighting system.

The exit indicator signs for the forward and rear entry/service doors are on the forward side of all doors.




OPERATING PROCEDURES2.2.4.1 Location

Photoluminescent strips are installed along the passenger cabin floor to provide a means of identifying the emergency escape path even in dense smoke conditions. Double red dots on the strips indicate direction change or the end of each exit path.

2.2.4.2 ChargingPhotoluminescent escape path strips must be charged prior to the first flight of the day by interior cabin lighting. Ceiling and entrance cabin lighting must be set to BRIGHT mode for at least 15 minutes. The strip luminescence will be available for 7 hours. Luminescence time is not limited if daylight exists in the cabin, or if cabin lighting is set to BRIGHT.

FWD GALLEYSERVICE DOOR

FWD MAIN DOOR

AFT MAIN DOORAFT GALLEYSERVICE DOOR



OPERATING PROCEDURES 2.2.4.3 Flight Attendant Control Panel Cabin Lighting Console

ON - Illuminated Light Emitting Diode (LED) indicates lighting is on.

BRIGHT/DIM - When depressed and “BRIGHT” LED is lit, indicates Floor Proximity Emergency Escape Path Lighting is at its brightest. When further depressed and “DIM” LED is lit, indicates the lighting is dimmed.


1

2

1

2



OPERATING PROCEDURES2.3 ERJ-170 PHASE II FLIGHTDECK DOOR

2.3.1 BACKGROUND

The ERJ-170 will be equipped with a Phase II Flightdeck Door. The Phase II door incorporates several safety features designed to provide improved security for the flightdeck.

This section provides information relating to the door’s composition and operation.

2.3.2 DESCRIPTION.A bullet-proof, intrusion-resistant, rearward-opening, hinged door separates the flightdeck from the passenger cabin. It has an electro-magnetic locking system controlled by the pilots; a wide-angle peephole, decompression/egress panels; cabin-side access panel; flightdeck door response button; dead bolt system; and an operative door latch on the flightdeck side.

2.3.3 PEEPHOLE

An improved peephole is provided with this Phase II door. This peephole provides a 135° field of view through bulletproof glass.

2.3.4 POWER SUPPLY

The flightdeck door system operates with 28 volt DC power supplied by DC BUS 2.

2.3.5 DECOMPRESSION PANELS

The ERJ-170 flightdeck bulkhead construction allows relief of cabin over-pressure (flightdeck rapid decompression) by means of the upper and lower door panels. When two redundant differential pressure sensors detect rapid pressure drop on the flightdeck, panel latches will be commanded to open simultaneously, allowing the panels to swing forward. The upper panel configuration is such that it attempts to minimize injury to the jumpseat rider from being hit on the head.

2.3.6 ELECTROMECHANICAL LATCH

A spring opens the electromechanical latch when it is not energized, ensuring the fail open condition to the cockpit door. When the door is in the closed position and power is supplied to the aircraft, the door will lock automatically. The dead bolt system is accessible only from the flightdeck. It allows the pilots to secure the door only when under MEL situations and the Flightdeck Access System LOCK button has been set to OFF. The cabin side of the deadbolt is a knob and has no effect on the dead bolt system.



OPERATING PROCEDURES 2.3.6.1 Dead Bolt System

2.3.6.2 Flightdeck Access Panel (cabin side).The panel is installed adjacent to the door on the cabin side, on the right.




OPERATING PROCEDURES2.3.6.3 Phase II Flightdeck Door - Cabin Side

2.3.6.4 Flightdeck Door Response Button and AnnunciatorsA three-button panel is installed in the flightdeck on the center pedestal.

2.3.6.5 Phase II Flightdeck Door - Flightdeck Side

UPPER PIVOT PIN

PEEP HOLE

LOWER PIVOT PIN

DOOR PANEL

DOORKNOB

MAINTENANCE LOCK

UPPER BLOWOUT PANEL

BLOW OUTPANEL

QUICK RELEASEPASSIVE LOCK

DOOR PANEL

LOWER BLOWOUT PANEL

PEEP HOLE

STRAP HANDLE

ELETROMECHANICALLATCH

MAINTENANCE LOCK

DOORKNOB



OPERATING PROCEDURES 2.4 FLIGHTDECK DOOR PROCEDURES

2.4.1 PREFLIGHT PROCEDURE

A system preflight check is required on the first flight of the day. Accomplish the following procedures:

Step Flight Crewmember

With a flightdeck crewmember on the flightdeck...

1 Flightdeck Door........................................................... CLOSE

2 LOCK Button.............................................. PRESS to lock door

3 Visually check the lock mechanism is in the LOCK position.

4 TEST Button ............................................................... PRESSContinually tests the flightdeck aural alert while pressed, regardless of audio selection.

5 LOCK Button.......................................... PRESS to unlock door

6 Flightdeck Door.............................................................OPEN


With a flightdeck crewmember still on the flightdeck and another crewmember assisting from the cabin...

7 Flightdeck Door........................................................... CLOSE

8 LOCK Button.............................................. PRESS to lock door

9 EMERGENCY FLIGHTDECK ACCESS ................................ PRESSThe assisting crewmember will press the EMERGENCY FLIGHTDECK ACCESS button on the FLIGHTDECK ACCESS PANEL (at the top of the galley wall next to the ground service unit panel).

10 Flightdeck AuralTimed entry chimeThe flightdeck crewmember will hear the timed entry chime.


After 30 seconds...

11 Flightdeck Door...................................... Automatically unlocks

12 Preflight Procedure .................................................COMPLETEThe preflight procedure is considered complete if all the above steps are successful.

13 Flightdeck Door.............................................................OPEN



OPERATING PROCEDURES2.4.2 NORMAL PROCEDURES FOR OPENING THE COCKPIT DOOR

These procedures are located in the Flight Operations Manual

2.4.3 NORMAL FLIGHTDECK EXIT PROCEDURE


2.4.4 EMERGENCY FLIGHTDECK ENTRY PROCEDURE


2.4.5 RESPONSE TO EMERGENCY ACCESS AURAL ALARM


2.4.6 EMERGENCY EGRESS

If the door is jammed or stuck, emergency egress from the flightdeck is provided for by removing a quick release pin, manually unlocking the latch and pushing the flightdeck door towards the cabin.




OPERATING PROCEDURES 2.5 EMERGENCY EXITS

The ERJ-170 is equipped with a total of six emergency exits. All four main cabin doors are emergency exits. In addition, the two direct vision windows in the flightdeck are also designed as emergency exits.

2.6 CABIN DOORS (MAIN AND SERVICE)

The ERJ-170 is equipped with two main entry doors. Both are located on the left fuselage, forward and aft. Under normal operations, the forward main door is used to board and deplane passengers. Additionally, two service doors are located on the right fuselage, forward and aft.

The door opening operation is manual. The system has a mechanical assist. The door swings outward and forward toward the airplane’s nose.

Internal and external handles operate the door movement. The door remains against the airplane fuselage when fully open, thereby leaving the entrance completely clear for jetway use.

All doors have a sight window installed above the door handle assembly.

All doors are equipped with an emergency evacuation slide. The emergency evacuation slide is stowed in a container at the lower part of the door. The emergency evacuation slide is controlled by a “girt bar” mechanism inside the door. The mechanism can be manipulated manually by using the evacuation slide handle. When the door is opened from the outside, the emergency evacuation slide release mechanism is automatically disabled. (See also 2.7, "Emergency Evacuation Slide")




OPERATING PROCEDURES2.6.1 CABIN DOOR OPERATION (MAIN AND SERVICE)2.6.1.1 Escape Slide Disarm

Lift the handle cover.

Lift the red evacuation slide/vent flap handle up.

Check the escape slide indicator. Indicator must read, “DISARMED.” All visual indicators must be green prior to opening the main cabin door.

1

2

3

ARMED

DISARMED

1

2

3



OPERATING PROCEDURES 2.6.1.2 Opening Doors

Lift up on the main handle until fully extended.

Push the door out.

Fully open the door to lock it open.

1 2

3

1

2

3



OPERATING PROCEDURES2.6.1.3 Closing Main Cabin Doors

Pull the locking latch handle to release the door. Use the inside mounted safety assist handle (not pictured).

Using both the main door handle and locking latch handle, pull the door inward to the closed position.

Lower the main door handle until locked in place.

Flightdeck indicators will alert the flightdeck crew if the door has not been properly secured. This door closing procedure may have to be repeated. Ensure the door/slide is disarmed before repeating the door closing procedure.

1

2 3

1

2

3

4



OPERATING PROCEDURES 2.6.1.4 Escape Slide Arming

Lift the handle cover.

Pull down the red evacuation slide/vent handle.

Check the escape slide indicator. Indicator must read, “ARMED.” All visual indicators must be red for arming of the emergency escape slide. The escape slide girt bar indicator must be red, confirming the slide is armed.

1

2

3

ARMED

ESCAPE SLIDEGIRT BAR INDICATOR

1

2

3



OPERATING PROCEDURES2.6.1.5 Door Emergency Opening

A. Emergency Power Assist: In the event of an emergency opening the door in emergency mode (evacuation slide is ARMED) will activate the Emergency Assist System/Power Assist that will fully open the door after lifting up on the main internal handle all the way to the full up position. Moving the handle to the full up position breaks a small safety pin in the nitrogen actuator located in the door and releases the nitrogen charge. After the charge is released, the door will automatically move to the full open position. The Emergency Assist System is installed in all four (4) doors.

1) The following procedure should be used when Emergency Power Assist is available:

Assess outside conditions. Grasp Main Cabin Door handle with both hands and lift all the way up.

Grasp assist handle located on the side of the door, push the door out and fully open by sliding it forward until it locks into place against the fuselage.

After the slide has deployed and inflated, grasp the assist handle, pull the red inflation handle once. The manual inflation handle will stay attached to the evacuation slide.

Continue to grasp the assist handle and proceed with the evacuation procedures.

2) The following procedure should be used when Emergency Power Assist fails:

Assess outside conditions Grasp Main Cabin Door handle with both hands and lift all the way up.

Grasp assist handle located on the side of the door, push the door out and fully open by sliding it forward until it locks into place against the fuselage.

If the slide DOES NOT inflate, grasp the assist handle, pull the red inflation handle once. The manual inflation handle will stay attached to the evacuation slide.

When opening the door in Emergency Mode, ensure to grasp the assist handle located to the side of the door, as the door will open with extreme force.



OPERATING PROCEDURES Continue to grasp the assist handle and proceed with the evacuation procedures.

If the door does not open fully, the Flight Attendant must not pull the red inflation handle. The Flight Attendant must follow the exit blocked procedures


3

4

1 2



OPERATING PROCEDURES2.7 EMERGENCY EVACUATION SLIDE

All doors are equipped with an emergency evacuation slide which is stowed in a container at the lower part of the door. The emergency evacuation slide is controlled by a “girt bar” mechanism inside the door. The mechanism can be manipulated manually by using the evacuation slide handle. When the door is opened from the outside, the emergency evacuation slide release mechanism is automatically disabled. (See also 2.5, "Emergency Exits")

GIRTASSEMBLYRESTRAINT

PATCH

INFLATABLETUBES

RESTRAINTPATCH

SLIDESURFACE

LED

LED

LED

LIFELINE

Slide Stowed in Door

Fully Deployed Slide



OPERATING PROCEDURES 2.7.1 GIRT RETAINING FASTENERS/STRAPS

There is excess girt material outside of the container on the forward door slides. During an evacuation, this excess material could become caught on the retaining clips as the door begins to open, jamming the door and preventing the slide deployment. The pilot or flight attendant must check to see that the girt bar indicator window is ARMED and that the pressure gauge is within the GO range on the pressure indicator. (see also 2.7.2, "Escape Slide, Girt Bar, and Manual Inflation Handle")

2.7.2 ESCAPE SLIDE, GIRT BAR, AND MANUAL INFLATION HANDLE



OPERATING PROCEDURES2.7.3 PASSENGER AND SERVICE DOORS EXTERNAL HANDLE

End of Chapter

TO OPEN DOOR1. Push in vent flap to relieve residual air pressure2. Push the latch cover and grab handle firmly3. Pull the latch on the external handle all the way up4. Swing the door outward until locked in position.



PAGE TOC 3-1

Chapter 3: Limitations

3.1 Type of Aircraft Operation ........................................................................ 3-13.1.1 Foreword ................................................................................................................ 3-13.1.2 Certification Basis .................................................................................................. 3-13.1.3 Types of Operations ............................................................................................... 3-1

3.2 WEIGHT LIMITS ................................................................................................... 3-23.2.1 Takeoff Weight ....................................................................................... 3-23.2.2 Landing Weight ..................................................................................................... 3-23.2.3 Additional Weight Penalties (R) ............................................................................ 3-23.2.4 Certificated Weight Limits ERJ-170 ..................................................................... 3-23.2.5 Loading .................................................................................................................. 3-23.2.6 Center-of-Gravity (CG) Envelope ERJ-170 LR .................................................... 3-33.2.7 Center-of-Gravity (CG) Envelope ERJ-175 LR .................................................... 3-4

3.3 Operations ................................................................................................................ 3-53.3.1 Operational Limits .................................................................................. 3-53.3.2 Crosswind Limitations (R) ..................................................................................... 3-53.3.3 Operational Envelope .......................................................................................... 3-6

3.4 Speed Limits ............................................................................................................ 3-73.4.1 Turbulent Air Penetration ...................................................................................... 3-73.4.2 Landing Gear Speeds (VLO and VLE) .................................................................. 3-73.4.3 Maximum Tire Ground Speed ............................................................................... 3-73.4.4 Maximum Flap Operating Speeds - VFE .......................................................... 3-73.4.5 Minimum Control Speeds ...................................................................................... 3-73.4.6 Maximum Operating Speed .................................................................................. 3-83.4.7 Minimum Operating Limit Speed .......................................................................... 3-83.4.8 Maneuvering Speed (VA) ...................................................................................... 3-9

3.5 Ice and Rain Protection .......................................................................................... 3-103.5.1 General .................................................................................................. 3-103.5.2 Definition of Icing Conditions ............................................................................. 3-103.5.3 Engine and Wing Anti-Ice System Operations .................................................... 3-10

3.5.3.1 On the ground (R) ....................................................................................... 3-103.5.3.2 In flight ....................................................................................................... 3-10

3.5.4 Windshield Wiper Operation ............................................................................... 3-103.6 Fuel ........................................................................................................................ 3-11

3.6.1 Fuel Quantity Chart ............................................................................. 3-113.6.2 Approved Fuels .................................................................................................... 3-113.6.3 Fuel Tank Temperature ........................................................................................ 3-113.6.4 Fuel Imbalance ..................................................................................................... 3-113.6.5 Crossfeed Operations ........................................................................................... 3-11

3.7 Pneumatics, Air Conditioning, & Pressurization ................................................... 3-123.7.1 Pressurization Chart .............................................................................. 3-123.7.2 Air Conditioning .................................................................................................. 3-12

3.8 Hydraulics, Brakes & Landing Gear ...................................................................... 3-123.8.1 Brakes ................................................................................................... 3-123.8.2 Towing ................................................................................................................. 3-123.8.3 Landing Gear Retraction ...................................................................................... 3-12

3.9 Flight Controls ....................................................................................................... 3-123.9.1 Flaps ...................................................................................................... 3-123.9.2 Thrust Reversers (R) ............................................................................................ 3-13

OPS-07A


3.10 Instrument, Navigation and Communications ..................................................... 3-143.10.1 Navigation ............................................................................................. 3-143.10.2 Enhanced Ground Proximity Warning (EGPWS) ............................................... 3-143.10.3 Traffic Alert And Collision Avoidance (TCAS) ................................................. 3-143.10.4 Weather Radar Auto Tilt ...................................................................................... 3-143.10.5 RVSM Minimum Equipment Required ............................................................... 3-143.10.6 Inertial Reference System .................................................................................... 3-15

3.10.6.1 Maximum Latitude for Stationary Alignment: ........................................... 3-153.10.6.2 Time to stationary alignment completion: .................................................. 3-16

3.11 Auto Flight Control System ................................................................................. 3-163.11.1 Minimum Altitudes ............................................................................... 3-163.11.2 Prohibited Modes ................................................................................................. 3-163.11.3 Coupled Approaches ............................................................................................ 3-16

3.12 Power Plant .......................................................................................................... 3-173.12.1 Type ...................................................................................................... 3-173.12.2 Engine Operational Limits ............................................................................... 3-173.12.3 Thrust Reversers .................................................................................................. 3-173.12.4 EICAS Engine Limit Display Markings (R) ........................................................ 3-183.12.5 Engine Thrust ....................................................................................................... 3-183.12.6 Engine Starter Duty Cycle Limits ........................................................................ 3-183.12.7 Engine Starter Dry Motoring Duty Cycle Limits ................................................ 3-19

3.13 APU Limits .......................................................................................................... 3-193.13.1 Type ...................................................................................................... 3-193.13.2 Operational Limits ............................................................................................... 3-193.13.3 Starter Duty Cycle ............................................................................................... 3-19

3.14 Ozone Concentration ........................................................................................... 3-203.14.1 North America - Maximum Ozone Criteria .......................................... 3-203.14.2 North America - Time Weighted Average (TWA) Ozone Criteria ..................... 3-21

3.15 NOISE LEVELS .................................................................................................. 3-22

OPS-07A


PAGE 3-1

91.9(a)

Chapter 3Limitations

3.1 TYPE OF AIRCRAFT OPERATION

3.1.1 FOREWORD

A. All limitations are Airplane Flight Manual (AFM) limitations unless otherwise noted.

B. Limitations are of such importance that flight crew members must be continuously aware of them in order to avoid exceeding the limitation, prevent equipment damage, and/or ensure safety.

C. Flight crew members shall operate the ERJ-170 accordance with the limitations presented in this chapter.

D. [RESERVED]

3.1.2 CERTIFICATION BASIS

Republic Airlines’ ERJ-170 aircraft are certificated in the Transport Category (14 CFR 25 and 36).

3.1.3 TYPES OF OPERATIONS

A. The ERJ-170 may be flown day and night in the following conditions, when the required equipment is installed, in operable condition, and approved in accordance with the applicable Federal Aviation Regulations.

1) Visual flight (VFR)

2) Instrument flight (IFR)

3) Icing conditions

4) CAT I (R)

5) RVSM

B. The aircraft configuration must not vary from those described in the Normal Procedures, Training Maneuvers, and Emergency/Abnormal Procedures Chapters of the ERJ-170 SOP or from those described in the Quick Reference Handbook (QRH) procedures.

NO

TE (R) indicates a Republic Airlines

imposed limitation that is more restrictive than the AFM limita-tion.



.135(b)(9)

.189(a)

.189(c)605

.189(d)(2)

1.189(c)(1)-1.189(c)(3)

.191(a)

.191(a)(1)

.191(a)(2)

.195(a)

.195(b)

3.2 WEIGHT LIMITS

3.2.1 TAKEOFF WEIGHT

The maximum takeoff weight (weight at brake release or at start of takeoff roll) is limited by the most restrictive of the following:

1) Maximum takeoff weight (climb limited)

2) Maximum field length limited takeoff weight

3) Maximum certificated takeoff weight

4) Obstacle clearance, enroute and landing limitations

5) Brake energy limit weights

3.2.2 LANDING WEIGHT

Maximum landing weight is limited by the most restrictive of the following:

1) Maximum approach and landing weight (runway length plus obstacle, altitude and temperature, and including limitations for inoperative equipment)

2) Maximum landing weight (climb limited)

3) Maximum certificated landing weight

3.2.3 ADDITIONAL WEIGHT PENALTIES (R)A. Additional weight penalties may apply due to weather conditions,

runway conditions, and MEL/CDL items.

B. Refer to the MEL/CDL Manual and the ERJ-170 Performance Manual to calculate weight penalties as applicable.

3.2.4 CERTIFICATED WEIGHT LIMITS

3.2.5 LOADING

The airplane must be loaded in accordance with the information contained in the Republic Airlines FAA approved weight and balance program which complies with the Embraer ERJ-170 AFM requirements.

Parameter Weight Limits

ERJ-170 ERJ-175

Maximum Ramp Weight (MRW) 82,364 lbs. 85,870 lbs.

Maximum Takeoff Weight (MTOW) 82,011 lbs. 85,517 lbs.

Maximum Landing Weight (MLW) 72,310 lbs. 74,957 lbs.

Maximum Zero Fuel Weight (MZFW) 65,256 lbs. 69,886 lbs.

121

12112191.

121

1212

121121121121121


csalsman

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csalsman

Small Stamp



Effective Date: December 15, 2007

To: All SOP Holders

From: Kevin Cline, ERJ Program Manager

Subject: Increased Maximum Zero Fuel Weight

Directions:


2) This bulletin is in two parts. This bulletin page 1 of 4 is Part 1 of 2.

3) Insert this bulletin page 1 after page 3-2 in the SOP.4) Record the insertion of SOP-07-05 in the Record of Bulletins


Background: This bulletin is being issed to incorporate the increased Maximum Zero Fuel Weight which is applicable to the newer ERJ-170s in the Frontier operation. Currently A/C 701 - 704 have the increased Maximum Zero Fuel Weight. Refer to the bulletin to confirm serial number affectivity.

3.2.4 CERTIFICATED WEIGHT LIMITS

* The 66,446 lbs. MZFW is applicable to S/N 170-0059, 170-0065 and thereafter. Refer to the Flight Release to confirm the applicable MZFW or refer to the Aircraft Airworthiness certificate to confirm the aircraft serial number.

Parameter Weight Limits

ERJ-170 ERJ-175

Maximum Ramp Weight (MRW) 82,364 lbs. 85,870 lbs.

Maximum Takeoff Weight (MTOW) 82,011 lbs. 85,517 lbs.

Maximum Landing Weight (MLW) 72,310 lbs. 74,957 lbs.

Maximum Zero Fuel Weight (MZFW)65,256 lbs.

66,446 lbs.*

69,886 lbs.

csalsman

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This bulletin Page 3 of 4 is Part 2 of 2. Place this page before page 3-3 in the SOP.

3.2.6 CENTER-OF-GRAVITY (CG) ENVELOPE ERJ-170 LRThe maximum permissible center of gravity range with landing gear extended is shown in the Center-of-Gravity Limits. The effect of landing gear retraction on the CG position is negligible.

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PAGE 3-3

3.2.6 CENTER-OF-GRAVITY (CG) ENVELOPE ERJ-170 LRThe maximum permissible center of gravity range with landing gear extended is shown in the Center-of-Gravity Limits. The effect of landing gear retraction on CG position is negligible.

35000

40000

45000

50000

55000

60000

65000

70000

75000

80000

85000

90000

-10 -5 0 5 10 15 20 25 30 35 40 45

17

0F

AA

00

2 -

18

MA

R2

00

4W

EIG

HT

- l

b

CG POSITION - %MAC

MTOW8.8%

4%

MZFW

4%

50706 lb

18.8%

7%

82011 lb

27%

INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS

REGION 1 - NOT ALLOWED FOR TAKEOFF

1

48060 lb

MLW

72310 lb

11.8%

65256 lb

50706 lb

75728 lb


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3.2.7 CENTER-OF-GRAVITY (CG) ENVELOPE ERJ-175 LRThe maximum permissible center of gravity range with landing gear extended is shown in the Center-of-Gravity Limits. The effect of landing gear retraction on CG position is negligible.

35000

40000

45000

50000

55000

60000

65000

70000

75000

80000

85000

90000

95000

-5 0 5 10 15 20 25 30 35 40

CG POSITION - %MAC

WE

IGH

T -

lb

MTOW

8.1%

4% 21%7%

85517 lb

49604 lb

MZFW69886 lb

MLW 74957 lb

REGION 1 -

INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS

NOT ALLOWED FOR TAKEOFF

27% 30%

11.1% 25.1% 28.1%

60627 lb

1



PAGE 3-5

3.3 OPERATIONS

3.3.1 OPERATIONAL LIMITS

3.3.2 CROSSWIND LIMITATIONS (R)A. The maximum demonstrated crosswind for takeoff and landing is 28

knots.

B. The maximum crosswinds for takeoff and landing will be—

Dry Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 knots

Wet Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 knots

Runway with Compacted Snow . . . . . . . . . . . . . . 20 knots

Runway with Standing Water/Slush . . . . . . . . . . . 18 knots

Runway with Wet Ice (no melting). . . . . . . . . . . . . 12 knots


Parameter Limit

Minimum Flight Crew Pilot & Copilot

Max. takeoff and landing tailwind component 10 knots

Max. runway slope +/- 2.0%

Runway Surface Type PAVED

Flap maneuvering load acceleration limits. Flaps...

Up -1.0 G to +2.5 G

Down (1,2,3,4,5,and Full) 0.0 G to +2.0 G

Max. operating altitude 41,000 feet

Max. takeoff and landing altitude 8,000 feet

Max. ambient air temperature for T/O and landing 52°C

Max. flap extension altitude 20,000 feet

Max. flight operating latitude 78oN to 78oS

Min. ambient temperature approved for takeoff -40°C

Min. ambient temperature for operation -54°C



3.3.3 OPERATIONAL ENVELOPE

-5000

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

AL

TIT

UD

E -

ft

STATIC AIR TEMPERATURE - °C

ISA + 35°C

TAKEOFF, LANDING & GROUND START �

41000 ft -21.5°C

52°C-54°C

8000 ft

-65°C

-40°C

��-1000 ft

NO

TE In the event of a landing below -40ºC,

the airplane may not takeoff without further maintenance inspection.



PAGE 3-7

3.4 SPEED LIMITS

3.4.1 TURBULENT AIR PENETRATION

Below 10,000 MSL- - - - - - - - - - - - - - - - - - - - -250 KIASAt or above 10,000 MSL - - - - - - - - - - - - - - 270 KIAS/ 0.70M

- Use whichever speed is lower

3.4.2 LANDING GEAR SPEEDS (VLO AND VLE)Maximum gear extension speed (VLO) - - - - - - - - - - -250 KIAS

Maximum gear retraction speed (VLO) - - - - - - - - - - -250 KIAS

Maximum gear extended speed (VLE) - - - - - - - - - - -250 KIAS

- VLO is the maximum speed at which the landing gear can be safely extended and retracted.

- VLE is the maximum speed at which the aircraft can be safely flown with the landing gear extended and locked.

3.4.3 MAXIMUM TIRE GROUND SPEED

Maximum Tire Ground Speed- - - - - - - - - - - - - - - 195 Knots

3.4.4 MAXIMUM FLAP OPERATING SPEEDS - VFE

3.4.5 MINIMUM CONTROL SPEEDS

The minimum control speeds are presented by the CAFM outputs associated to takeoff flaps and engine models.

Flap Position VFE (KIAS)

1 230

2 215

3 200

4 180

5 180

Full 165



3.4.6 MAXIMUM OPERATING SPEED

3.4.7 MINIMUM OPERATING LIMIT SPEED

Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation, is prohibited unless a lower speed is specifically authorized for flight test or training operations. (R)

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350

AL

TIT

UD

E -

ft

AIRSPEED - KIAS

0C

TA

00

3

23

AP

R2

00

4

MMO=0.82

VMO

VMO/MMO may not be deliberately exceeded in any regime of flight (climb, cruise, or descent).



PAGE 3-9

3.4.8 MANEUVERING SPEED (VA)Full application of rudder and aileron controls, as well as maneuvers that involve angles of attack near the stall, must be confined to speeds below 240 KIAS (R).

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

200 210 220 230 240 250 260 270 280 290 300

AL

TIT

UD

E -

ft

AIRSPEED - KIAS

0C

TA

011 -

03M

AR

2004

MMO=0.82

VA

NO

TE

Maneuvers that involve angle of attack near the stall or full application of rudder, elevator, and aileron con-trols should be confined to speeds below VA. In addition, the maneuver-ing flight load factor limits, presented in this chapter, should not be exceeded

Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) may result in structural failures at any speed, even below VA.



3.5 ICE AND RAIN PROTECTION

3.5.1 GENERAL

There is no temperature limitation for anti-icing system automatic operation.

3.5.2 DEFINITION OF ICING CONDITIONS

A. Icing conditions may exist whenever the Static Air Temperature (SAT) on the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals).

B. Icing conditions may also exist when the SAT on the ground and for takeoff is 10°C or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes.

3.5.3 ENGINE AND WING ANTI-ICE SYSTEM OPERATIONS

3.5.3.1 On the ground (R)

During taxi out and takeoff, the MCDU DATASET MENU must be set to ALL when SAT is 10oC or below and icing conditions exist or are anticipated.

3.5.3.2 In flight

The engine and wing anti-ice systems operate automatically in case of ice encounter when the ICE PROTECTION Mode Selector is in AUTO. If either one or both ice detectors are failed, the crew must set the mode selector to ON when icing conditions exist or are anticipated below 10ºC TAT with visible moisture.

3.5.4 WINDSHIELD WIPER OPERATION

Maximum airspeed for windshield wiper operation is 250 KIAS (R)

On the ground, do not rely on visual icing evidence or ice detector actuation to turn on the engine anti-icing system. Use the temperature and visual moisture criteria specified in this section. Delaying the use of the Anti-Icing system until ice build-up is visible from the flight deck may result in ice ingestion and possible engine damage or flameout.

Delaying the use of the anti-icing system until ice build-up is visible from the flight deck may result in ice ingestion and possible engine damage and/or flameout.



PAGE 3-11

3.6 FUEL

3.6.1 FUEL QUANTITY CHART

3.6.2 APPROVED FUELS

Fuels conforming to any of the following specifications are approved for use.

A. Primary fuel

1) Jet A (ATSM D1655)

2) Jet A-1 (ATSM D1655)

B. Alternate fuel

1) JP-8 (MIL-T-83133A)

C. Brazilian Specification

1) QAV1

3.6.3 FUEL TANK TEMPERATURE

- Minimum ............................................................................. - 40°C

3.6.4 FUEL IMBALANCE

- Maximum fuel imbalance between tanks .......................... 794 lbs.

3.6.5 CROSSFEED OPERATIONS

The XFEED Selector must be set to OFF during takeoff and landing.

Fuel Quantity ERJ-170

Maximum usable quantity per tank10392.5 lbs

(1535.5 US Gal)

Unusable quantity per tank75 lbs

(11 US Gal)

Aircraft maximum fuel capacity (usable + unusable fuel)

20,935 lbs

(3094 US Gal)

NO

TE Fuel density of 6.767 lbs/gal is used in

these limitations. Different fuel densi-ties may be used provided the volu-metric limits are not exceeded.



3.7 PNEUMATICS, AIR CONDITIONING, & PRESSURIZATION

3.7.1 PRESSURIZATION CHART

3.7.2 AIR CONDITIONING

The maximum altitude for single pack operation is 31,000 feet.

3.8 HYDRAULICS, BRAKES & LANDING GEAR

3.8.1 BRAKES

Cooling Limitation - do not takeoff with amber brake temperature indicators. (R)

3.8.2 TOWING

A. Towbarless towing is prohibited, unless the towbarless towing operations are performed in compliance with the appropriate operational requirements using towbarless towing vehicles that are designed and operated to preclude damage to the airplane nose wheel steering system, or which provide a reliable and unmistakable warning when damage to the steering system may have occurred.

B. Towbarless towing vehicles that are specifically accepted for this type of airplane are listed in the documentation provided by the airplane manufacturer.

3.8.3 LANDING GEAR RETRACTION

Activation of the landing gear downlock release button is prohibited for all takeoffs unless obstacle clearance is required. (R)

3.9 FLIGHT CONTROLS

3.9.1 FLAPS

A. Maximum Altitude with Flaps Extended

- Maximum altitude ....................................................... 20,000 feet.

Pressure PSI

Maximum Differential Pressure

Up to 37,000 feet 7.80 psi

Above 37,000 feet 8.34 psi

Maximum Differential Overpressure 8.77 psi

Maximum Differential Negative Pressure -0.5 psi

Maximum Differential Pressure for Takeoff and Landing 0.20 psi



PAGE 3-13

B. Enroute use of flaps is prohibited. (R)

C. Do not hold in icing conditions with Flaps extended. (R)

3.9.2 THRUST REVERSERS (R)A. Approved for ground use only.

B. Intended for use during full stop landings.

C. Do not attempt a go-around maneuver after deployment of the thrust reversers.

D. Power back operations using thrust reversers are prohibited.

E. Landing rollout below 60 KIAS:

1) Application of maximum reverse thrust is not permitted.

2) Reduce reverse thrust to IDLE.




3.10 INSTRUMENT, NAVIGATION AND COMMUNICATIONS

3.10.1 NAVIGATION

A. TAS, TAT and SAT are only valid above 60 KIAS.

B. Standby magnetic compass indication is not valid while transmitting on VHF #1.

C. Barometric altimeter minimums must be used for all CAT I approaches.

D. LOC Backcourse approaches using IESS is not authorized.

3.10.2 ENHANCED GROUND PROXIMITY WARNING (EGPWS)The Enhanced Ground Proximity Warning System (EGPWS) limitations are as follows:

1) Aircraft navigation must not be predicated upon the use of the Terrain Awareness Display.

2) The use of predictive EGPWS functions should be manually inhibited when landing at an airport that is not in the airport database to avoid unwanted alerts.

3) Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with an EGPWS Warning.

4) The Terrain Display is intended to be used as a situational tool only and may not provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering.

5) The use of predictive EGPWS functions should be manually inhibited during QFE operations if GPS data is unavailable or inoperative.

3.10.3 TRAFFIC ALERT AND COLLISION AVOIDANCE (TCAS)A. Pilots are authorized to deviate from their current ATC clearance to

the extent necessary to comply with a Resolution Advisory (RA).

B. Maneuvers must not be based solely on information presented in the traffic display.

3.10.4 WEATHER RADAR AUTO TILT

Weather radar auto tilt (ACT) fine adjustment is inoperative.

3.10.5 RVSM MINIMUM EQUIPMENT REQUIRED

A. During RVSM operation it is necessary that the following equipment and instruments be in proper operating condition—

- 2 RVSM Compliant Air Data Systems;- 1 Autopilot with Altitude Hold Mode operative;- 1 Altitude Alerter;- 1 Transponder.




Effective Date: July 30, 2007

To: All SOP Holders

From: Kevin Cline, Chief Pilot

Subject: Altitude as indicated on two PFDs

Directions:


2) This bulletin is in One Part. This is part One; insert this part before page 3-15.

3) Record the insertion of SOP-07-02 in the Record of Bulletins section on page BUL-1 of your Standard Operating Procedures Manual.

Background: There have been several instances where crews have written up a discrepancy in the altimeter indications between the PFDs when the error has been in tolerance. This guidance is being published to assist the crews in determing when a genuine problem exists in altimetry indications.

csalsman

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SOP-07-02 PAGE 2 OF 4

B. The ADS1, ADS2 and ADS3 are compliant with RVSM operation.

C. The IESS must not be used for RVSM operation.

D. dShould any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.

3.10.6 MAXIMUM ALTIMETER DIFFERENCES

The altitude as indicated on the two PFDs must not exceed the differences depicted in the following table:

3.10.7 INERTIAL REFERENCE SYSTEM

The aircraft may be operated within the North and South magnetic polar cut-out regions specified in the table below, but IRS magnetic heading and track angle magnetic data will not be available

Aircraft Altitude Maximum Difference Between PFDs

-2000 up to 10000 50 feet10000 up to 20000 120 feet20000 up to 41000 180 feet

The ADS3 is not considered RVSM compliant in case of loss of sideslip compensa-tion. (EICAS message ADS3 SLIPCOMP FAIL displayed.)

MAGNETIC

CUT-OUT

REGIONS LATITUDE LONGITUDE

Between 73.125°N and 82°N

Between 80°W and 130°W North

North of 82°N Between 0° and 180°W/E

Between 60°S and 82°S

Between 120°E and 160°ESouth

South of 82°S Between 0° and 180°W/E

NO

TE

Whenever operating within North or South magnetic polar cutout regions, current aircraft heading must be ref-erenced to true heading, if not already selected. Otherwise, the Heading Failure Indication flag will be displayed.

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3.10.7.1 Maximum Latitude for Stationary Alignment:

- 78.25° Northern and Southern- IRS stationary alignment will complete only after a valid aircraft

present position (latitude and longitude) is received either from the FMS (pilot entry) or automatically from GPS.

3.10.7.2 Time to stationary alignment completion:


0

5

10

15

20

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80

AL

IGN

ME

NT

TIM

E -

m

inu

tes..

...

ALIGNMENT LATITUDE - degrees Northern and Southern

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SOP-07-02 PAGE 4 OF 4


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PAGE 3-15

B. The ADS1, ADS2 and ADS3 are compliant with RVSM operation.

C. The IESS must not be used for RVSM operation.

D. Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.

3.10.6 INERTIAL REFERENCE SYSTEM

The aircraft may be operated within the North and South magnetic polar cut-out regions specified in the table below, but IRS magnetic heading and track angle magnetic data will not be available

3.10.6.1 Maximum Latitude for Stationary Alignment:

- 78.25° Northern and Southern- IRS stationary alignment will complete only after a valid aircraft

present position (latitude and longitude) is received either from the FMS (pilot entry) or automatically from GPS.

The ADS3 is not considered RVSM compliant in case of loss of sideslip compensa-tion. (EICAS message ADS3 SLIPCOMP FAIL displayed.)

MAGNETIC

CUT-OUT

REGIONS LATITUDE LONGITUDE

Between 73.125°N and 82°N

Between 80°W and 130°W North

North of 82°N Between 0° and 180°W/E

Between 60°S and 82°S

Between 120°E and 160°ESouth

South of 82°S Between 0° and 180°W/E

NO

TE

Whenever operating within North or South magnetic polar cutout regions, current aircraft heading must be ref-erenced to true heading, if not already selected. Otherwise, the Heading Failure Indication flag will be displayed.


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Small Stamp


121.579(a)

121.579(d)

121.579(b)

3.10.6.2 Time to stationary alignment completion:

3.11 AUTO FLIGHT CONTROL SYSTEM

Reference: FAR 121.579

3.11.1 MINIMUM ALTITUDES

The autopilot installed in the Embraer 170 when operated in accordance with these limitations, meets the minimum altitude requirements specified in the FARs.

- Minimum Enroute Height ............................................. 500 ft AGL

- Minimum Engagement Height ..................................... 400 ft AGL

- Minimum Use Height- Coupled ILS Approach............... 50 ft AGL

3.11.2 PROHIBITED MODES

The VOR and VNAV flight director modes are prohibited.

3.11.3 COUPLED APPROACHES

Before initiating an approach to landing with the AUTOPILOT engaged, make sure the correct ILS identifier has been inserted on the FMS PROGRESS PAGE 1/3, Lines 5L and 5R.

0

5

10

15

20

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80

AL

IGN

ME

NT

TIM

E -

m

inu

tes..

...

ALIGNMENT LATITUDE - degrees Northern and Southern

NO

TE

Failure to ensure the correct iden-tifier is inserted may result in the airplane's autopilot applying large-amplitude control inputs while following instrument landing system (ILS) guidance to runways that are not included on the FMS flight plan.


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PAGE 3-17

3.12 POWER PLANT

3.12.1 TYPE

Two General Electric CF-34-8E5

3.12.2 ENGINE OPERATIONAL LIMITS

3.12.3 THRUST REVERSERS

After applying thrust reverser, do not move the throttle back to the forward thrust range, unless the REV icon on the EICAS is shown in amber or green.


Parameter Min. Max.

N1 -- 99.5%

N2 58.5% 99.4

ITT

Start -- 815ºC

Normal Takeoff andGo Around

-- 965ºC a

949ºC b

a.Time limited to the first 2 minutes of the total 5 minute limit.

b.Time limited to the remaining 3 minutes of the total 5 minute limit.

Maximum Takeoff and Go Around -- 1006ºC a

990ºC b

Maximum Continuous -- 960ºC

Oil Pressure 25 psi 95 psi

Oil Temperature

Continuous -- 155ºC

Transient -- 163ºC c

c.Time limited to 15 minutes for transient operation above 155ºC.



<<<FOM 7.5.2

3.12.4 EICAS ENGINE LIMIT DISPLAY MARKINGS (R)The engine limit display markings on EICAS must be used to determine compliance with the maximum/minimum limits and precautionary ranges.

3.12.5 ENGINE THRUST

A. Operation at reduced takeoff thrust based on the assumed temperature higher than the actual ambient temperature is permissible if the aircraft meets all applicable performance requirements at the planned takeoff weight and reduced thrust setting.

B. The total thrust reduction must not exceed 25% of the full takeoff thrust.

C. Use of reduced takeoff thrust procedures is not allowed on runways contaminated with standing water, slush, snow, or ice and are not allowed on wet runways unless suitable performance accountability is made for the increased stopping distance on the wet runway surface.

D. When using reduced takeoff thrust (flex power takeoffs) on wet runways, the runway analysis (takeoff performance) must be based on “WET” runway conditions.

3.12.6 ENGINE STARTER DUTY CYCLE LIMITS

Red Maximum and Minimum Limitations

Amber Caution Range

Green Normal Operating Range

Number of Start Maximum Time... Followed by Cool Down of...

1st and 2nd 90 seconds ON (ground)a

120 seconds ON (in flight)b

a. For ground starts, the maximum cumulative starter run time per start attempt is 90 seconds (monitoring plus start time).

b. For in-flight starts, the maximum cumulative starter run time per start attempt is 120 seconds (monitoring plus start time).

10 seconds OFF

3rd through 5th 5 minutes OFF

If EICAS markings show more conservative limits than those specified below, the limit markings on the EICAS must be used

NO

TE Takeoff with the Automatic Takeoff

Thrust Control System (ATTCS) OFF is not authorized.

NO

TE The use of “WET” runway analysis

numbers takes into account the increased stopping distance which occurs on wet runways.



PAGE 3-19

3.12.7 ENGINE STARTER DRY MOTORING DUTY CYCLE LIMITS

The dry-motoring cycle (with thrust levers at IDLE) may be used for engine ground starts and engine airstarts.

3.13 APU LIMITS

3.13.1 TYPE Sundstrand APS 2300

3.13.2 OPERATIONAL LIMITS

3.13.3 STARTER DUTY CYCLE

Number of Start Maximum Time... Followed by Cool Down of...

1st 90 Seconds ON 5 minutes OFF

2 through to 5a

a.After 5 sequential motorings, cycle may be repeated following a 15 minute cool down period.

30 Seconds ON 5 minutes OFF

Parameter Min. Max.

Start

Temperature -54ºC ISA + 35ºC

Altitude -- 30,000 ft

Operation

Temperature -62ºC ISA + 35ºC

Altitude

Electrical -- 33,000 ft

Bleed -- 15,000 ft

To Assist Engine Start -- 21,000 ft

Rotor Speed -- 108%

EGT

Start -- 1032ºC

Continuous -- 717ºC

Start Cycle Maximum... Followed By...

1st and 2nd 60 seconds ON 60 seconds OFF

3rd cycle 60 seconds ON 5 minutes OFF

OPS-07A
Original 29AUG2005


578

3.14 OZONE CONCENTRATION

The tables below show the aircraft altitude limitations due to ozone concentration in atmosphere for airplanes not equipped with the Ozone Converters.

A. These tables are based on FAA ADVISORY CIRCULAR 120.38.

B. The tables show altitude limitations calculated for constant ozone concentration and cabin stabilized at 8000 ft.

C. For conditions other than those specified in item B above, an optimized flight plan must be approved by regulatory agencies.

D. For longitudes, the following apply:

1) W = Western

2) E = Eastern

3) Reference = 100°W longitude

3.14.1 NORTH AMERICA - MAXIMUM OZONE CRITERIA121.

FLIGHT

LEVEL JAN FEB MAR APR MAY JUN

LATITUDE W E W E W E W E W E W E

80°N - 323 - 323 - 314 - 313 - 307 - 326

75°N - 327 - 323 - 321 - 314 - 314 - 327

70°N - 341 - 323 - 326 - 321 - 314 - 334

65°N 356 346 333 326 328 327 328 321 326 321 338 336

60°N 376 356 347 336 338 334 327 326 327 326 341 336

55°N 394 362 376 346 347 341 327 334 327 327 347 356

50°N 407 376 409 362 366 346 327 336 334 336 356 366

45°N - 396 - 376 376 366 346 346 346 362 376 396

40°N 406 - 366 386 376 396 382 366 402 396 - -

35°N - - - - - - - - - - - -

FLIGHT

LEVEL JUL AUG SEP OCT NOV DEC


80°N - 336 - 382 - 394 - 382 - 346 - 346

75°N - 346 - 396 - 386 - 382 - 362 - 356

70°N - 346 - 406 - 396 - 382 - 382 - 356

65°N 346 356 396 406 406 406 382 394 406 386 376 366

60°N 347 366 402 - - - 396 401 407 394 386 382

55°N 356 382 406 - - - - - 407 401 401 396

50°N 366 406 - - - - - - - 406 - -

45°N - - - - - - - - - - - -

40°N - - - - - - - - - - - -

35°N - - - - - - - - - - - -

OPS-07A
Original 29AUG2005


PAGE 3-21

3.14.2 NORTH AMERICA - TIME WEIGHTED AVERAGE (TWA) OZONE CRITERIA

Values below are the altitude limitations which the aircraft is allowed to fly more than 3 continuous hours.

FLIGHT

LEVEL JAN FEB MAR APR MAY JUN


80°N - 274 - 270 - 270 - 270 - 270 - 270

75°N - 278 - 274 - 270 - 270 - 270 - 270

70°N - 292 - 274 - 270 - 270 - 270 - 274

65°N 312 294 298 270 301 273 292 270 270 270 303 274

60°N 321 298 311 278 303 291 274 270 270 270 311 274

55°N 332 298 321 292 311 291 270 274 270 270 311 292

50°N 338 312 354 298 315 298 270 274 274 274 311 312

45°N 338 314 338 312 315 311 274 294 294 294 318 318

40°N 332 334 312 318 312 317 312 311 318 318 334 334

35°N 374 354 374 354 338 353 354 334 374 334 392 374

FLIGHT

LEVEL JUL AUG SEP OCT NOV DEC


80°N - 270 - 298 - 298 - 298 - 292 - 298

75°N - 274 - 314 - 312 - 298 - 294 - 298

70°N - 274 - 321 - 314 - 312 - 298 - 298

65°N 294 294 332 332 334 318 321 314 334 298 318 301

60°N 298 312 332 334 338 334 323 318 334 298 321 312

55°N 301 312 332 334 354 334 334 334 338 314 334 318

50°N 312 318 332 334 374 334 354 354 338 334 354 334

45°N 321 334 354 354 - 374 374 354 353 334 354 334

40°N 294 354 - 398 - - - 374 394 354 354 334

35°N - 394 - - - - - - - 398 - 374

OPS-07A
Original 29AUG2005


3.15 NOISE LEVELS

The following Effective Perceived Noise Levels (EPNL’s) comply with, FAA Part 36, Appendix C, Stage 3 noise limits and were obtained by analysis of approved data from noise tests conducted under the provisions of ICAO Annex 16, Volume 1 - Chapter 3 and FAA Part 36.

Flyover and Lateral noise levels were established for the EMBRAER 170 equipped with APU Sunstrand APS 2300, with two GE CF34-8E5 engines, with the chevron nozzle, at maximum takeoff weight, with all engines at maximum takeoff power setting and flaps 1. Approach noise levels were established from a 3° glideslope at the maximum landing weight, VREF + 10 KIAS, and Flaps FULL.

No determination has been made by the Airworthiness Authority that the noise levels in this manual are or should be acceptable or unacceptable for operation at, into, or out of any airport.

End of Chapter

NOICE LEVEL IN EPNdb

Airplane ModelCONDITION

Flyover Lateral ApproachERJ-170 SU 84.1 92.3 94.9ERJ-170 LR 84.1 92.3 94.9ERJ-175 LR 84.4 91.9 95.0

OPS-07A
Revision 02 15 FEB2007


PAGE TOC 4-1

Chapter 4: Standard Operating Procedures, Maneuvers & Policies

4.1 Purpose ...................................................................................................... 4-14.2 General ...................................................................................................... 4-1

4.2.1 Adherence ............................................................................................... 4-14.2.1 Structure .................................................................................................. 4-14.2.2 Flow Patterns .......................................................................................... 4-24.2.3 Exceptions ............................................................................................... 4-24.2.4 Flow Arrow ............................................................................................. 4-24.2.5 Flow Items .............................................................................................. 4-24.2.6 Checklists ................................................................................................ 4-24.2.7 Read and Do Checklists .......................................................................... 4-34.2.8 Push Button Terminology ....................................................................... 4-3

4.2.8.1 Position ......................................................................................................... 4-34.2.8.2 Indication ...................................................................................................... 4-3

4.2.9 Dark and Quiet Flight Deck .................................................................... 4-34.2.10 Firewall Thrust ........................................................................................ 4-34.2.11 Maximum Thrust .................................................................................... 4-34.2.12 Automation Procedures ........................................................................... 4-34.2.13 Manipulation of Gear and Flap Controls ................................................ 4-44.2.14 Autothrottle Usage .................................................................................. 4-44.2.15 Changing AFCS/PFD Altitude ............................................................... 4-4

4.2.15.1 Aircraft On Autopilot .................................................................................... 4-44.2.15.2 Manually Controlled Flight .......................................................................... 4-4

4.3 In Flight Maneuvers .................................................................................. 4-54.3.1 Flight Spoiler and Thrust Usage ............................................................. 4-54.3.2 Holding ................................................................................................... 4-5

4.3.2.1 Speed ............................................................................................................. 4-54.3.2.2 Entries ........................................................................................................... 4-5

4.4 Windshear Recovery ................................................................................. 4-64.4.1 General. ................................................................................................... 4-64.4.2 Windshear Detection ............................................................................... 4-74.4.3 Windshear Escape Guidance Mode ........................................................ 4-74.4.4 Approach ................................................................................................. 4-84.4.5 Windshear Recognition Techniques ....................................................... 4-8

4.4.5.1 Windshear Recognition Diagram .................................................................. 4-94.4.6 Windshear Recovery Maneuver Actions and Callouts ....................... 4-104.4.7 Windshear Recovery Techniques ......................................................... 4-10

4.4.7.1 Windshear escape maneuver due to EGPWS announcement: .................... 4-114.4.7.2 Windshear escape maneuver without EGPWS announcement: ................. 4-11

4.5 EGPWS ................................................................................................... 4-124.5.1 EGPWS Input Sources .......................................................................... 4-124.5.2 Use of the EGPWS ............................................................................... 4-124.5.3 EGPWS Recovery ................................................................................. 4-12

4.5.3.1 EGPWS Recovery Action and Callouts ...................................................... 4-134.5.4 Other EGPWS Alerts ............................................................................ 4-13

4.5.4.1 “TERRAIN, TERRAIN” - “TOO LOW TERRAIN” ................................. 4-134.5.4.2 “CAUTION TERRAIN” ............................................................................. 4-13

OPS-07A


4.5.4.3 “SINK RATE” - “DON'T SINK” ............................................................... 4-134.5.4.4 “TOO LOW GEAR” or “TOO LOW Flaps” .............................................. 4-134.5.4.5 “GLIDE SLOPE” ........................................................................................ 4-13

4.6 TCAS Warnings ....................................................................................... 4-144.6.1 TCAS Procedures ................................................................................. 4-144.6.2 TCAS Input Sources ............................................................................. 4-144.6.3 Traffic Advisory (TA) .......................................................................... 4-144.6.4 Resolution Advisory (RA) .................................................................... 4-14

4.7 Stalls ........................................................................................................ 4-154.7.1 General .................................................................................................. 4-154.7.2 Lateral and Directional Control ............................................................ 4-154.7.3 Effect of Flaps. ...................................................................................... 4-154.7.4 Effect of Flight Spoilers. ....................................................................... 4-154.7.5 Approaches to Stalls ............................................................................. 4-154.7.6 Stall Training ........................................................................................ 4-154.7.7 Altitudes ................................................................................................ 4-154.7.8 Entry ...................................................................................................... 4-154.7.9 Recovery ............................................................................................... 4-16

4.7.9.1 Landing Gear. ............................................................................................. 4-164.7.9.2 Flaps. ........................................................................................................... 4-164.7.9.3 If Terrain Contact is a Factor. ..................................................................... 4-164.7.9.4 If Terrain Contact is Not a Factor. .............................................................. 4-16

4.7.10 Stall Recovery Actions and Callouts .................................................. 4-174.8 Unusual Attitudes .................................................................................... 4-18

4.8.1 Nose High Recognition ......................................................................... 4-184.8.2 Nose High Recovery Actions and Callouts ........................................ 4-184.8.3 Nose Low Recognition ......................................................................... 4-194.8.4 Nose Low Recovery Actions and Callouts ......................................... 4-19

4.9 Wake Turbulence ..................................................................................... 4-204.9.1 Recognition ........................................................................................... 4-204.9.2 Wake Turbulence Recovery Actions and Callouts ............................. 4-20

4.10 Steep Turns ............................................................................................ 4-214.10.1 Objective ............................................................................................... 4-214.10.2 Configuration ....................................................................................... 4-214.10.3 Entry ...................................................................................................... 4-214.10.4 Recovery ............................................................................................... 4-21

4.11 Emergency Descent ............................................................................... 4-224.11.1 General ................................................................................................ 4-224.11.2 Discussion ............................................................................................. 4-224.11.3 Use of Flight Level Change (FLCH) .................................................... 4-224.11.4 Level OFF ............................................................................................. 4-224.11.5 Use of the Autopilot .............................................................................. 4-234.11.6 After Level OFF .................................................................................... 4-234.11.7 Manual Flight ........................................................................................ 4-23

OPS-07A


PAGE 4-1

121.135(a)(1)121.135(a)(2)

121.557(a)121.559(a)

Chapter 4Standard Operating Procedures, Maneuvers & Policies

4.1 PURPOSE


The purpose of Standard Operating Procedures is to provide a time-ordered flow of a normal flight. Each pilot’s duties are outlined and integrated with the duties of the other pilot. These Standard Operating Procedures (SOPs) are intended

1) to establish a sequence in which the designated items are accomplished,

2) to designate which crew member normally accomplishes each item,

3) to be followed during all line flying and training.

The SOP contains instructions and information necessary to allow each flight crew to perform their aircraft duties and responsibilities with a high degree of safety.

Detailed explanation of a given item or policy will be found in each chapter.

4.2 GENERAL

4.2.1 ADHERENCE

All pilots will follow SOPs during normal operations. The PIC has the authority to deviate from SOPs, but only when an emergency situation require him to do so in the interest of safety.

4.2.1 STRUCTURE

SOPs define normal phases of flight (preflight, before start, etc.) and describes procedures that will accomplish required tasks prior to verification with checklists. SOPs are organized in a chronological flow, with pilot duties delineated and pilot interaction clearly indicated.



.315(a)

.315(b)

.315(c)

4.2.2 FLOW PATTERNS

When a flow pattern appears, unless otherwise indicated, pilots are expected to complete the items in order from memory, using applicable checklists only after the flow pattern is completed. Flow patterns are established to configure aircraft systems or accomplish required tasks in an organized manner without reference to a checklist.

4.2.3 EXCEPTIONS

The Safety & Power On and Securing Checklists are “read and do” checklists.

4.2.4 FLOW ARROW

The flow arrow on the flow pattern depicts the direction of the flow and does not always stop at each individual panel.

4.2.5 FLOW ITEMS

Flow patterns are depicted and flow items are delineated. These flow items contain grouped Company and manufacturer policies/procedures used in operating the aircraft and its individual components. Flow items are portrayed in the “expanded flows” as follows:

Audio Control Panel (ACP)- - - - - - - Set for O2 Check

4.2.6 CHECKLISTSReference: FAR 121.315

The Checklists contain approved procedures necessary for flight crewmembers to check for safety before starting engines, taking off, or landing, and in engine and systems emergencies.

Checklists are readily available in the cockpit and flight crews shall follow them when operating the aircraft.

Checklists are the means for ensuring critical items are accomplished. If an item can affect flight safety in a direct way, it is included in the checklist. Do not accomplish checklists until called for.

Checklist items are numbered and bolded as follows:

1. O2 & Interphone . . . . . . . . . . . . Verify . . . . . . . . . . . . . . Checked

S

COMPASS

121121

121



PAGE 4-3

4.2.7 READ AND DO CHECKLISTS

Read and Do Checklists are directly referred to when accomplishing and will contain all items necessary to accomplish the task it was designed for (i.e., configuring the aircraft for application of electrical power/air conditioning and for power down).

4.2.8 PUSH BUTTON TERMINOLOGY

Push buttons have dual purposes. They are used as switches (position) and as lights (indication).

4.2.8.1 Position

Will be either IN, Guarded, or OUT.

“Guarded” indicates the guard is in place and the underlying switch light is dark (i.e., normal flight position).

4.2.8.2 Indication

Will be either dark (normal flight position) or an illuminated white bar when the button is deselected.

4.2.9 DARK AND QUIET FLIGHT DECK

The flight deck is designed to operate in flight with all systems normal when the

overhead, main, glareshield, and control pedestal panels have no lights ON,there are no aural warnings, andthe selector knobs are at the twelve o’clock position.

A white bar illuminates on any button indicating it is not in its normal position.

4.2.10 FIREWALL THRUST

Firewall thrust is defined as advancing the thrust levers to the mechanical stops.

Overboosting the engines when the situation is not sufficiently serious, or prior to performing all other recovery actions available, would shorten engine life and increase the potential for engine failure proportionate to the time and amount of overboost, engine condition, and environment.

4.2.11 MAXIMUM THRUST

Maximum thrust is defined as maximum certified N1.

4.2.12 AUTOMATION PROCEDURES

Refer to the FOM, Chapter 4, Automation Policy.



4.2.13 MANIPULATION OF GEAR AND FLAP CONTROLS

In flight, the pilot monitoring (PM) will normally move the landing gear and flap controls upon the command of the pilot flying (PF). Prior to moving the landing gear or flap handle, the PM will check the airspeed to ensure that it is in the normal operating envelope for the aircraft configuration. After checking the airspeed, the PM will repeat the command, then select the landing gear or flaps to the commanded position.

4.2.14 AUTOTHROTTLE USAGE

When hand-flying, autothrottles may be used at pilot’s discretion.

4.2.15 CHANGING AFCS/PFD ALTITUDE

4.2.15.1 Aircraft On Autopilot

PF sets AFCS altitude via the guidance panel, points to the PFD Selected Altitude Readout and verbally states the cyan preselect altitude.PM points to and verbally states the cyan preselect altitude in the PFD Selected Altitude Readout.Under high workload conditions, the PF may request the PM to set the required altitude which is accomplished using the procedure below.

4.2.15.2 Manually Controlled Flight

PM sets AFCS altitude via the guidance panel, points to the PFD Selected Altitude Readout and verbally states the cyan preselect altitude.PF points to the new AFCS altitude and verbally states the cyan preselect altitude in the PFD Selected Altitude Readout.




PAGE 4-5

4.3 IN FLIGHT MANEUVERS

4.3.1 FLIGHT SPOILER AND THRUST USAGE

Whenever the flight spoilers are used, the PF should keep a hand on the spoiler lever to avoid forgetting the flight spoilers are extended.Thrust should be at flight idle when deploying spoilers. Retract the flight spoilers before adding thrust.

4.3.2 HOLDING

4.3.2.1 Speed

A. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed.

B. It may be advantageous to request a clearance to reduce to holding speed immediately. This will reduce the required holding time and fuel burn at the holding fix.

C. The minimum holding speeds may be determined from the holding tables located in Chapter 9 of the ERJ-170 Aircraft Performance Manual.

D. The maximum holding speed is limited as follows:

4.3.2.2 Entries

The FMS offers three (3) types of entries into holding patterns:

directteardrop

If the leg toward the holding fix is on a “limit” between a teardrop entry and a parallel entry, the FMS may compute and display either of the two entries. Do not assume the FMS is malfunctioning.

parallelIf the flight plan leg toward the holding fix is on a course that is the reciprocal of the inbound course of the holding pattern, the aircraft will fly a parallel entry.

Altitude AirspeedMinimum Holding Altitude through 6000 ft. 200 KIAS

6,001 ft. through 14,000 ft. 230 KIASa

Above 14,000 ft. 265 KIASaHolding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210

KIAS. This nonstandard pattern will be depicted by an icon.

OPS-07A Revision 02 15 FEB2007


4.4 WINDSHEAR RECOVERY

4.4.1 GENERAL.A. See QRH Severe Weather/Windshear for windshear takeoff and

landing precautions. The ERJ-170 has a windshear escape guidance mode provided by the FD. This recovery guidance occurs only during the windshear warning.

B. The primary recovery technique objective is to keep the airplane flying as long as possible while attempting to exit the shear. A wide variety of techniques were considered to establish the one best meeting this objective. The best results were achieved by pitching toward an initial target attitude while using necessary thrust. Several factors were considered in developing this technique.

C. Studies show windshear encounters occur infrequently and that only a few seconds are available to initiate a successful recovery. Additionally, during high stress situations, pilot instrument scan typically becomes very limited, i.e., in extreme cases, to only one instrument. Lastly, recovery skills will not be exercised on a day-to-day basis. These factors dictate that the recovery technique must not only be effective, but simple, easily recalled, and have general applicability.

D. Extensive analysis and pilot evaluations were conducted. Although a range of recovery attitudes provide good recovery capability for a wide variety of windshears, 15° is chosen as the initial target pitch attitude for both takeoff and approach. Additional advantages of 15° initial target pitch attitude are that it is easily recalled in emergency situations and it is prominently displayed on the attitude director indicator.




PAGE 4-7

4.4.2 WINDSHEAR DETECTION

A. Windshear detection is activated between 10 and 1500 ft. radio altitude during the initial takeoff, go-around and final approach phases of flight.

B. Increasing headwind and up drafts detection cause the annunciation of an amber WSHEAR on PFD and a CAUTION WINDSHEAR voice message.

C. Decreasing headwind (or increasing tailwind) and down drafts detection cause the annunciation of a warning windshear condition through a red WSHEAR on PFD and a “WINDSHEAR; WINDSHEAR; WINDSHEAR” voice message.

4.4.3 WINDSHEAR ESCAPE GUIDANCE MODE

A. The Windshear Escape Guidance Mode provides a pitch command to recover from a windshear to minimize altitude and airspeed loss during a windshear encounter.

B. This mode is a flight director mode and it is engaged in the following conditions:

- Manually: pressing the Go Around Button while a windshear condition is detected.

- Automatically: operating in go-around or takeoff mode and a windshear condition is detected.

- Automatically when thrust levers position is above 78° and a warning windshear condition is detected.

C. The other flight director modes are canceled and the following modes are inhibited while in a caution or warning windshear condition:

D. Altitude pre-select, go-around and takeoff modes are canceled while in a caution or warning windshear condition. No lateral mode is inhibited while in windshear mode.



E. The Windshear Escape Guidance Mode incorporates three control logics:

- Gamma Submode - The airplane has a positive flight path angle. This sub-mode allows the airspeed to build up during an increasing performance windshear in anticipation of a decreasing performance windshear.

- Alpha Submode - The airplane maintains airspeed when approaching stall conditions. The windshear protection control logic keeps the airplane angle of attack below the stick shaker firing angle.

- Speed Target Submode - The airplane manages the airspeed to prevent overspeed. Pitch up is commanded to maintain the calculated airspeed.

F. Windshear conditions will not be detected if either EGPWS or the Radar Altimeter is unavailable.

4.4.4 APPROACH

For approach, plan on using Landing Flaps 5.

4.4.5 WINDSHEAR RECOGNITION TECHNIQUES

A. The EGPWS provides a windshear detection/annunciation system. Additionally, some cues are presented to help the pilot in a windshear recognition.

B. Marginal flight path control may be indicated by uncontrolled changes from normal, steady-state flight conditions such as follows:

When the airplane is entering the microburst (increased head wind):

FPV speed error tape: indicates speed above the selected speed target.FPA acceleration pointer: indicates deceleration of the airplane.

When the airplane is exiting the microburst (increased tail wind):

FPV speed error tape: indicates speed below the selected speed target.FPA acceleration pointer: indicates acceleration of the airplane.



PAGE 4-9

4.4.5.1 WINDSHEAR RECOGNITION DIAGRAM



4.4.6 WINDSHEAR RECOVERY MANEUVER ACTIONS AND CALLOUTS

4.4.7 WINDSHEAR RECOVERY TECHNIQUES

The windshear escape maneuver should be performed whenever the following happens:

- A warning windshear is annunciated during approach or after lift-off. PFD: WSHEAR (red).Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR”.

- A caution windshear is annunciated during approach and the captain decides to perform the windshear recovery technique.

- A caution windshear is annunciated after lift-off.PFD: WSHEAR (amber).Voice message: “CAUTION WINDSHEAR”.

- Whenever the captain decides to perform the recovery techniques due to the presence of windshear clues without EGPWS announcement.

Step PF PM

ThrustAutothrottles - disconnect

“FIREWALL THRUST”

Press TO/GA SwitchSet thrust

Verify all actions have been completed and call out any omissions

RollAutopilot - disconnectRoll wings level

PitchIf on takeoff roll, rotate no later than 2,000´ remainingRotate toward 15° pitch, then follow FD commands

-or-If EGPWS inoperative, rotate (3°/sec) toward 15° pitch or PLI (Pitch Limit Indicator), whichever is lower. Increase beyond 15°, if required, to ensure acceptable flight path.Respect stick shaker/buffet

Monitor attitude, airspeed and altitude

Monitor radio altimeter and call out information on flight path

(e.g., “300 FEET DESCEND-ING; 400 FEET CLIMBING,”

etc.)

2 ConfigurationSpeedbrakes - retractDo not alter gear/flap configuration until terrain clearance is assured

3 After Windshear RecoveryResume normal flightRetract gear/flaps as required

Advise ATC

Acc

om

plis

hed S

imultan

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y

1



PAGE 4-11

4.4.7.1 Windshear escape maneuver due to EGPWS announcement:

Thrust Levers - - - - - - - - - - - FIREWALL THRUSTWhen moving the thrust levers press either TOGA button.

Flight Director Escape Guidance Cue - - - - - FOLLOWMaintain the present configuration (gear and flaps) until 1500 ft. AGL and with terrain clearance assured.

4.4.7.2 Windshear escape maneuver without EGPWS announcement:

Autopilot- - - - - - - - - - - - - - - - - - DISENGAGEThrust Levers - - - - - - - - - - - FIREWALL THRUST

When moving the thrust levers press either TOGA button.

Pitch - - - - - - - - - - - 15° or PLI whichever is lowerMaintain the present configuration (gear and flaps) until 1500 ft. AGL and with terrain clearance assured.




1.354(c)(1)

1.360(b)(2)

1.360(b)(1)(i)

1.360(d)

1.354(c)(2))

4.5 EGPWS

4.5.1 EGPWS INPUT SOURCES

A. Systems that monitor altitude, airspeed, attitude, glideslope, and position are required for operation of the EGPWS. Accelerations, angle-of-attack (AOA), and flap position are required for the windshear function.

B. The EGPWS is fully active when the following systems are powered and functioning normally:

1) EGPWS

2) Radio Altimeter

3) Air Data

4) ILS or glideslope receiver

5) AHRS, VG (attitude)

6) GPS, FMS

7) Landing gear

8) Stall warning or AOA (wind shear only)

9) Weather radar, EFIS, or a dedicated terrain display.

4.5.2 USE OF THE EGPWSA. The EGPWS has a self-test capability that verifies and indicates

intended functions.

B. When a terrain warning/caution exists and the terrain is not selected on the MFD, the terrain is automatically displayed on the MFD with a range of 10 NM.

C. No pilot may deactivate the EGPWS system except in accordance with the procedures contained in the QRH.

4.5.3 EGPWS RECOVERY

If a “PULL UP” or “TERRAIN, TERRAIN PULL UP” alert occurs at night or in IMC, use the following maneuver:

12

12

12

NO

TE

Whenever the EGPWS system has been deactivated an entry shall be made in the Aircraft Flight/Mainte-nance Logbook record that includes the date and time of deactivation.

12

12



PAGE 4-13

121.360(b)(1)(i

4.5.3.1 EGPWS Recovery Action and Callouts

4.5.4 OTHER EGPWS ALERTS

Accomplish the following:

4.5.4.1 “TERRAIN, TERRAIN” - “TOO LOW TERRAIN”

Adjust the flight path or initiate a go around.

4.5.4.2 “CAUTION TERRAIN”

Adjust the flight path. Stop descent. Climb and/or turn as necessary based on analysis of all available instruments and information.

4.5.4.3 “SINK RATE” - “DON'T SINK”

Adjust pitch attitude and thrust to silence the alert.

4.5.4.4 “TOO LOW GEAR” or “TOO LOW Flaps”

Correct the configuration or perform a go around.

4.5.4.5 “GLIDE SLOPE”

Establish the airplane on the glide slope or press the GND PROX G/S INHIB if non-normal situation dictates.

Intentionally flying below the glide slope is not authorized.

Step PF PM

1Acc

om

plis

hed

Sim

ultaneo

usl

y ThrustAutothrottles - disconnect


Set firewall thrust

Verify all actions have been completed and call out any omissionsMonitor radio altimeter and call out information on flight path

(e.g., “300 FEET, DESCENDING; 400 FEET, CLIMBING,” etc.)Pitch

Autopilot - disconnectRoll wings levelRotate (3°/sec) to 15° pitchRespect stick shaker/buffet

2 ConfigurationSpeedbrakes - retractDo not alter gear/flap configuration until terrain clearance is assured

Call out the safe altitude

(e.g., “MSA IS 3,400 FEET”)

Advise ATC3 Climb to safe altitude

4 After EGPWS RecoveryResume normal flight

i)



1.356(c)(1)(i)

1.356(c)(2‘)

1.356(c)(1)(ii))

1.356(c)(1)(ii))

4.6 TCAS WARNINGS

4.6.1 TCAS PROCEDURES

A. During the Before Start Checklist and flow, both pilots will activate the TCAS on their respective MFD.

B. Activate the MAP menu and select the TCAS title button using the CCD cursor pad. Push ENTER.

C. To control the TCAS display, move the cursor to the TCAS menu title and push ENTER. The TCAS menu is displayed. Select range, absolute altitude (ABS) and Normal or Expanded as desired.

4.6.2 TCAS INPUT SOURCES

The TCAS interfaces with the following aircraft systems:

1) Radar Altimeter

2) Mode S Transponder

3) Central Maintenance Computer (CMC)

4) Display Bus (MAU and EDS)

5) Modular Radio Cabinet (MRC)

6) Digital Voice and Data Recorder (DVDR)

7) Discretes–

Weight on wheelsLanding gear downWarning inhibits

4.6.3 TRAFFIC ADVISORY (TA)If receiving a TA...

- do not maneuver based on a TA alone and- attempt to see the reported traffic.

4.6.4 RESOLUTION ADVISORY (RA)If receiving a RA...

Trigger PF PM

RA

Press and hold the TCS button (if autopilot is engaged)Follow RA PFD guidanceRespect stall, GPWS, or windshear warningsMaintain desired airspeedPerform a go around procedure with a CLIMB RA and the aircraft in a landing configuration

Verify all actions have been completed and call out any omissionsMonitor airspeedAdvise ATCAttempt to see reported traffic

Clear of Conflict

Establish appropriate vertical/lateral modes to return to last ATC assigned altitude before releasing TCS.

12

12

12

12



PAGE 4-15

4.7 STALLS

4.7.1 GENERAL

During the initial stages of a stall, local air flow separation results in initial buffet giving natural warning of an approach to stall. A stall warning is considered to be any warning readily identifiable by the pilot, either artificial (stick shaker) or initial buffet. Recovery from an approach to stall will be initiated at the earliest recognizable stall warning.

4.7.2 LATERAL AND DIRECTIONAL CONTROL

Lateral control is maintained with ailerons. Rudder (directional) control should not be used because it causes yaw and the resultant roll is undesirable.

4.7.3 EFFECT OF FLAPS.Flaps are used to increase low-speed performance capability. The leading edge devices ensure the inboard wing will stall prior to the outboard wing.

4.7.4 EFFECT OF FLIGHT SPOILERS.For any airspeed, the angle of attack is higher with speedbrakes up (extended). This increases initial buffet speed and stick shaker speed, but has a lesser effect on actual stall speed.

4.7.5 APPROACHES TO STALLS

Approaches to stalls will be accomplished using different flap configurations. The stall speed and angle-of-attack at stall are essentially the same power-on or power-off for jet aircraft. Jet aircraft thrust has little effect on lowering the stall speed.

4.7.6 STALL TRAINING

Stall training is accomplished in the simulator.

4.7.7 ALTITUDES

Simulator training may be done at realistic altitudes for arrival, departure, and level flight maneuvering altitudes.

4.7.8 ENTRY

The instructor is responsible for the set up of the stalls.



4.7.9 RECOVERY

At the first stall warning indication

Call “FIREWALL THRUST” while advancing the thrust levers to the mechanical stops.Establish a pitch attitude to keep altitude loss to a minimum.Continue accelerating and establish climb or level flight as necessary.When normal airspeed for the existing configuration is reached

Reduce thrust to the normal operating rangeIf an engine exceedance occurs or is suspected, refer to QRH procedure.

4.7.9.1 Landing Gear.

If the entry has been made with the landing gear extended, do not retract the landing gear until after the recovery.

4.7.9.2 Flaps.

Do not retract flaps during the recovery. Retracting the flaps from the landing position, especially when near the ground, causes an altitude loss during the recovery. Flap extension above 20,000′ is not permitted.

4.7.9.3 If Terrain Contact is a Factor.

At the first indication of a stall (buffet or stick-shaker), disconnect the autopilot, smoothly advance the thrust levers to firewall thrust and adjust the pitch attitude as necessary to avoid the terrain. Simultaneously level the wings. Control pitch as smoothly as possible. As the engines accelerate, the airplane nose will pitch up. To assist in pitch control, add more nose down trim as the thrust increases. Avoid abrupt control inputs that may induce a secondary stall. Use intermittent stick shaker as the upper limit for pitch attitude. When terrain contact is no longer a factor, continue to adjust pitch as required to accelerate to maneuvering speed.

4.7.9.4 If Terrain Contact is Not a Factor.

At the first indication of a stall (buffet or stick-shaker), smoothly apply firewall thrust and smoothly decrease the pitch attitude to approximately 5° above the horizon and level the wings. As engines accelerate, counter the nose-up pitch tendency with positive forward control column pressure and nose-down trim. (At altitudes above 20,000 feet, pitch attitudes of less than 5° may be necessary to achieve acceptable acceleration).

Accelerate to maneuvering speed and stop the rate of descent. Correct back to the target altitude.



PAGE 4-17

4.7.10 STALL RECOVERY ACTIONS AND CALLOUTS


Step PF PM

1Acc

om

plis

hed

Sim

ultaneo

usl

y ThrustAutothrottle - disconnect


Set firewall thrust


RollAutopilot - disconnectRoll wings level

PitchAdjust pitch as required to minimize altitude lossRespect stick-shaker/buffet

Monitor attitude, airspeed and altitude Monitor radio altimeter, and call out information on flight path

(e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)2 Configuration

Speedbrakes - retractDo not alter gear/flap configuration

3 After Stall RecoveryResume normal flight.Retract gear/flaps as required.



4.8 UNUSUAL ATTITUDES

This section provides the basic recovery procedures from unusual attitudes.

4.8.1 NOSE HIGH RECOGNITION

A nose-high pitch attitude is recognized by

- high pitch attitude- high rate of climb- increasing altitude- decreasing airspeed.

4.8.2 NOSE HIGH RECOVERY ACTIONS AND CALLOUTS

Step PF PM

1

Acc

om

plis

hed S

imultan

eousl

y ThrustApply thrust proportional to airspeed degradation


RollAutopilot - disconnectIncrease or introduce banka to aid in lowering pitch

a.Bank aids in lowering pitch while maintaining a positive load factor to avoid zero or negative G-forces. Depending upon the degree and rate of pitch change, bank angles from 35° to 70° (in the direction of any initial roll) may be required.


(e.g., “300 FEET DESCENDING; 400 FEET CLIMBING”, etc.)

PitchReduce pitch

2 Speedbrakes - retract

3 Roll to wings-level when approaching the horizonCheck airspeed and adjust thrustEstablish pitch attitude

Advise ATC if required

Excessive use of pitch trim, or rudder, may aggravate an upset situation, or may result in loss of control and/or high structural loads.



PAGE 4-19

4.8.3 NOSE LOW RECOGNITION

A nose-low pitch attitude is recognized by low pitch attitude, high rate of descent, increasing airspeed, and possibly excessive bank angle.

4.8.4 NOSE LOW RECOVERY ACTIONS AND CALLOUTS

Step PF PM

1

Acco

mpl

ishe

d Si

mul

tane

ousl

y Thrust

Reduce thrust and extend speedbrakes Verify all actions have been completed and call out any omissions

Roll

Autopilot - disconnect

Roll in the shortest direction toward wings-level attitudea

a.During recovery from nose-low, high bank angle attitudes, focus on the bank indicator (sky pointer) of the attitude indicator. Roll the aircraft in the direction of the bank indicator. This is the shortest direction toward an upright wings-level attitude.



PitchApply back pressure when bank has been reduced to wings-level and raise nose to horizonb

b.The primary concern is to decrease bank angle (if present) to prevent overloading the aircraft when the pitch is raised to the horizon.


2 Check airspeed and adjust thrustEstablish pitch attitude

• Advise ATC if required



4.9 WAKE TURBULENCE

4.9.1 RECOGNITION

An encounter with wake vortices is associated with abrupt roll and aerodynamic loads similar to turbulence encounters. Prompt initiation of recovery procedures is necessary to preclude an unusual attitude.

4.9.2 WAKE TURBULENCE RECOVERY ACTIONS AND CALLOUTS


Step PF PM

1

Acc

om

plis

hed

Sim

ultaneou

sly Thrust

Add thrust as necessaryVerify all actions have been completed and call out any omissions

RollAutopilot - disconnectApply ailerons and rudder to recover wings-level attitude

PitchAdjust pitch to horizon



2 Check airspeed and adjust thrustEstablish pitch attitudeInitiate go-around if on approach with probability of further encounter

Advise ATC if required



PAGE 4-21

4.10 STEEP TURNS

4.10.1 OBJECTIVE

The objective of the steep turn maneuver is to familiarize pilots with the aircraft handling characteristics and improve the instrument panel scan. Steep turns shall consist forty five (45)° banked turn of 180° or 360° in each direction. Altitude, airspeed, and angle of bank should remain constant.

4.10.2 CONFIGURATION The aircraft in a clean configuration with the flight director and autothrottles OFF.

4.10.3 ENTRY

Once stabilized at 250 KIAS and on altitude & constant heading smoothly roll into a 45° bank turn.

4.10.4 RECOVERY

Approximately fifteen (15) degrees prior to the desired heading start rolling out.


NO

TE

Trimming during the maneuver is optional.



4.11 EMERGENCY DESCENT

4.11.1 GENERAL This maneuver is designed to provide a smooth descent to a safe altitude, in minimum time, with the lowest possible passenger discomfort.

4.11.2 DISCUSSION If structural damage is suspected, limit airspeed as much as possible, and avoid high maneuvering loads.

When turbulent air is encountered or expected, reduce to turbulent air penetration speed (270 KIAS/.7 MACH).

Rapid descent is normally made with the landing gear up and speedbrakes OPEN to FULL.

4.11.3 USE OF FLIGHT LEVEL CHANGE (FLCH) Because of airspeed and altitude protection and reduced crew workload, use of the autopilot with FLCH mode is the recommended technique for rapid descents. Use of vertical speed (V/S) mode is not recommended.

To initiate an emergency descent, set a lower altitude in the altitude window (Spin). Engage FLCH (Push), retard thrust levers to idle (Pull), and smoothly OPEN to FULL the speedbrakes (Pull). The aircraft will pitch down smoothly. Adjust the speed as necessary and ensure the altitude window is correctly set for the level off. During descent, the IAS/MACH speed window changes from MACH to IAS at approximately 300 KIAS. Manually reset to VMO as desired.

4.11.4 LEVEL OFF A. Level off at 10,000 feet or safe altitude, whichever is higher.

B. Safe altitude is:

On airway:- Minimum Enroute Altitude (MEA), or Minimum Obstacle Clearance

Altitude (MOCA), whichever is higher, orOff airway:

- Minimum Off-Route Altitude (MORA), or any other altitude based on terrain clearance, navigation aid reception, orWithin terminal area:

- Highest Minimum Safe Altitude (MSA)C. Approximately 1,000 feet above the desired altitude, smoothly return

the speedbrake to CLOSE during the level off maneuver.

NO

TE

Use of the autopilot is recommended.



PAGE 4-23

D. When approaching the selected altitude, the altitude capture will engage automatically. Adjusting the command speed to approximately LRC or 300 knots prior to level off minimizes thrust lever activity at altitude capture. The pitch mode will then control altitude and the thrust levers will increase to hold speed.

4.11.5 USE OF THE AUTOPILOT The autopilot should remain engaged and used to accomplish the descent.

4.11.6 AFTER LEVEL OFF Determine new course of action based on weather, oxygen, fuel remaining and available airports. Obtain new ATC clearance.

4.11.7 MANUAL FLIGHT A. To manually fly the maneuver, disconnect the autothrottles and

retard thrust levers to idle. Smoothly OPEN the speedbrakes, disconnect the autopilot, and smoothly lower the nose to initial descent attitude, (approximately 10° nose-down). About 10 knots before reaching target speed (VMO/MMO), slowly reduce the pitch attitude to maintain target speed. Keep the aircraft in trim at all times. If VMO/MMO is inadvertently exceeded, change pitch smoothly to decrease speed.

B. Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent. The speedbrake lever should be returned to CLOSE approximately 1,000 feet above the desired altitude. After reaching level flight, add thrust to maintain desired speed.

End of Chapter






PAGE TOC 5-1

Chapter 5: Normal Procedures Checklist

5.1 Normal Procedures Checklist .................................................................... 5-15.2 ERJ-170 Jumpseat Briefing Card ............................................................. 5-3

5.2.1 Jammed Door Emergency Egress ........................................................... 5-35.2.2 Pilot/Copilot/Observer Oxygen Mask .................................................... 5-45.2.3 Observer Seat .......................................................................................... 5-55.2.4 Cockpit Window Emergency Exit .......................................................... 5-6

OPS-07A


OPS-07A

SOP-08-02, PAGE 1 OF 16


Effective Date: May 9, 2008

To: All SOP Holders

From: Kevin Cline, ERJ 170 Program Manager

Subject: Revised Taxi Checklist

Directions:

1) This bulletin remains in effect until instructed to remove it in a future revision. This bulletin supersedes SOP-07-01 and be sure to remove SOP-07-01 from your SOP.

2) This Bulletin is in Four parts. This is part One. 3) Record the insertion of SOP-08-02 and removal of SOP-07-01 in

the Record of Bulletins section on page BUL-1 of your Standard Operating Procedures Manual.

Background: In response to the FAA Industry efforts to eliminate runway incursions, one of the elements is to reduce the amount of time spent doing duties that interfere with a flight crews ability to keep their attention outside of the aircraft during taxi. There, Republic Airlines has reduced the number of items on the Taxi Checklist to a minimum in order to minimize the distractions associated with running checklist items that could be performed prior to aircraft movement.


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SOP-08-02, PAGE 2 OF 16

Placement: Insert this part One before page 5-1. This part adds changes to the Normal Procedures Checklist in Section 5.1.

ERJ-170

NORMAL

PROCEDURES

CHECKLIST

PART NUMBER

RW-NCL-R3-5-9-08-WT

REV: 3

DATE: 09MAY2008

GND SVC Bus . . . . . . . . . . . . . . . . . . . . Not in use

Maintenance Status . . . . . . . . . . . . . . . . Checked

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT

APU GEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . OFF

FUEL DC PUMP & AC PUMPs 1 & 2 . . . . . .AUTO

EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . OFF

HYD SYS 1, 2, & 3B ELEC PUMPs . . . . . . .AUTO

HYD SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . OFF

Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . DN

POWERPLANT START/STOP 1&2 . . . . . . . STOP

Speed Brake Lever . . . . . . . . . . . . . . . . . . .CLOSE

Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

BATT 1 / BATT 2 . . . . . . . . . . . . . . . . . .ON / AUTO

Displays 2 & 3 . . . . . . . . . . . . . . . . . . . . . Available

EICAS Messages . . . . . . None annunciated first 5 seconds

BATT 1 & BATT 2 . . . . . . . . . . . . . . .22.5 vDC Min

SLAT/FLAP Lever . Agrees with surface position

FIRE EXTINGUISHER . . . . . . . . . . . . . . . Checked

Electrical Power/Air Conditioning . . . . Establish

Logbook, Forms & Manuals .Verify . . . Checked

QRH . . . . . . . . . . . . . . . . . . . . .Verify . . . .Installed

Gear/RAT Pins . . . . . . . . . . . .[FO] . . . . . Stowed

CB Panels . . . . . . . . . . . . . . . .Verify . . . Checked

Panel Prep. . . . . . . . . . . . . . . .Verify . . .Complete

O2 & Interphone . . . . . . . . . . .Verify . . . Checked

Receiving Checklist . . . . . . .[FO] . . . .Complete

SAFETY & POWER ON

ORIGINATING / RECEIVING

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Preflight Inspections . . .Verify . . . . . . . Complete

Fuel Quantity . . . . . . . . .Verify . . ___REQ,___OB

MCDU . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . Set

O2 . . . . . . . . . . . . . . . . . Verify . . . . . . . .Checked

Altimeters . . . . . . . . . . . .Verify . . . . . . . . __.__Set

PASSENGER SIGNS . . .[C] . . . . . . . . . . . . . . ON

Departure Review . . . . .[C] . . . . . . . . . Complete

Doors/Windows . . . . . . .Verify . Closed &Locked

RED BCN . . . . . . . . . . . .[FO] . . . . . . . . . . . . . ON

PARKING BRAKE . . . . .[C] . . . . . . . . ON or OFF

Before Start Checklist . .[FO] . . . . . . . . Complete

Flaps . . . . . . . . . . . . . . . .Verify . . . . . . . . . . “___”

Flight Controls . . . . . . . .Verify . . . . . . . .Checked

PITCH & TRIM. . . . . . . . .Verify . . . . . . _._&Green

Takeoff Data . . . . . . . . . .Verify . . . __,__,__,__/__

EICAS . . . . . . . . . . . . . . .[FO] . . . . . . . . .Checked

Shoulder Harness . . . . .Verify . . . . . . . . . . . . .On

After Start Checklist . . .[FO] . . . . . . . . Complete

EICAS . . . . . . . . . . . . . . . . . Verify . . . . .Checked

Brake Temp . . . . . . . . . . . . [FO] . . . . . . . . Green

Takeoff Briefing . . . . . . . . . [PF]. . . . . . Complete

Taxi Checklist. . . . . . . . . . . [FO] . . . . . Complete

T.O. MIN Fuel Quantity . . . Verify___Req,___OB

Flight Attendants . . . . . . . . [FO] . . . . . . Notified

Transponder. . . . . . . . . . . . [FO] . . . . . . . .TA/RA

T/O CONFIG . . . . . . . . . . . . [FO] . . . . . .Checked

Before Takeoff Checklist. . [FO] . . . . . Complete

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

After Takeoff Checklist . . . [PM] . . . . . Complete

Shoulder Harness. . . . . . . . Verify . . . . . . . . . On

FSTN BELTS . . . . . . . . . . . . [PM] . . . . . . . . . . ON

Altimeters . . . . . . . . . . . . . . Verify . . . . .__.__Set

Landing Data. . . . . . . . . . . . [PM] . . . . . . . . . . Set

EICAS . . . . . . . . . . . . . . . . . [PM] . . . . . Checked

Approach Briefing . . . . . . . [PF] . . . . . .Complete

Descent Checklist . . . . . . . [PM] . . . . .Complete

Flight Attendants . . . . . [PM] . . . . . . . . . Notified

EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . Checked

Landing Gear . . . . . . . . Verify . . Down, 3 Green

Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __

Landing Checklist . . . . [PM] . . . . . . . .Complete

Transponder . . . . . . . . . . . . . . . . . . . . . . . .As Req

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF or ON

After Landing Checklist . . . [FO]. . . . . .Complete

PARKING BRAKE. . . . . . . . [C] . . . . . .ON or OFF

Thrust Levers . . . . . . . . . . . [C} . . . . . . . . . . . IDLE

START/STOP 1 & 2 . . . . . . . [C] . . . . . . . . . . STOP

PASSENGER SIGNS. . . . . . [C] . . . . . . . . . . . OFF

RED BCN. . . . . . . . . . . . . . . [C] . . . . . . . . . . . OFF

HYDRAULICS . . . . . . . . . . . [C] . . . . . . . . . . . . Set

Parking Checklist . . . . . . . . [FO]. . . . . .Complete

Both CVRs. . . . . . . . . . . . . . [C] . . . . . . Deactivate

Logbook Enrties . . . . . . . . . [C] . . . . . . .Complete

CVR Deactivation Checklist[C] . . . . . . .Complete

Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

EXTERNAL LIGHTS Switches (All) . . . . . . . . OFF

EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

GPU/APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

DOME Light Switch . . . . . . . . . . . . . . . . . . . . OFF

Entrance Light Switchlight (Forward FA Panel) . . . . . . . . . . . . . . . OFF

QRH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Removed

Securing Checklist . . . . . . . . . . . . . . . . .Complete

BEFORE START

AFTER START

TAXI

BEFORE TAKEOFF

AFTER TAKEOFF

DESCENT

LANDING

AFTER LANDING

PARKING

NTSB REPORTABLE EVENT

SECURING

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PAGE 5-1

121.315(a)121.315(b)121.315(c)

Chapter 5Normal Procedures Checklist

5.1 NORMAL PROCEDURES CHECKLIST

ERJ-170

NORMAL

PROCEDURES

CHECKLIST

REV: 1

DATE: 15FEB2007

GND SVC Bus . . . . . . . . . . . . . . . . . . . . Not in use

Maintenance Status . . . . . . . . . . . . . . . . Checked

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT

APU GEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . OFF

FUEL DC PUMP & AC PUMPs 1 & 2 . . . . . .AUTO

EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . OFF

HYD SYS 1, 2, & 3B ELEC PUMPs . . . . . . .AUTO

HYD SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . OFF

Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . DN

POWERPLANT START/STOP 1&2 . . . . . . . STOP

Speed Brake Lever . . . . . . . . . . . . . . . . . . .CLOSE

Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

BATT 1 / BATT 2 . . . . . . . . . . . . . . . . . .ON / AUTO

Displays 2 & 3 . . . . . . . . . . . . . . . . . . . . . Available

EICAS Messages . . . . . . None annunciated first 5 seconds

BATT 1 & BATT 2 . . . . . . . . . . . . . . .22.5 vDC Min

SLAT/FLAP Lever . Agrees with surface position

FIRE EXTINGUISHER . . . . . . . . . . . . . . . Checked

Electrical Power/Air Conditioning . . . . Establish

Logbook, Forms & Manuals .Verify . . . Checked

QRH . . . . . . . . . . . . . . . . . . . . .Verify . . . .Installed

Gear/RAT Pins . . . . . . . . . . . .[FO] . . . . . Stowed

CB Panels . . . . . . . . . . . . . . . .Verify . . . Checked

Panel Prep. . . . . . . . . . . . . . . .Verify . . .Complete

O2 & Interphone . . . . . . . . . . .Verify . . . Checked

Receiving Checklist . . . . . . .[FO] . . . .Complete

SAFETY & POWER ON

ORIGINATING / RECEIVING



Preflight Inspections . . .Verify . . . . . . . Complete

Fuel Quantity . . . . . . . . .Verify . . ___REQ,___OB

MCDU . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . Set

O2 . . . . . . . . . . . . . . . . . Verify . . . . . . . .Checked

Altimeters . . . . . . . . . . . .Verify . . . . . . . . __.__Set

PASSENGER SIGNS . . .[C] . . . . . . . . . . . . . . ON

Departure Review . . . . .[C] . . . . . . . . . Complete

Doors/Windows . . . . . . .Verify . Closed &Locked

RED BCN . . . . . . . . . . . .[FO] . . . . . . . . . . . . . ON

PARKING BRAKE . . . . .[C] . . . . . . . . ON or OFF

Before Start Checklist . .[FO] . . . . . . . . Complete

Flight Controls . . . . . . . .Verify . . . . . . . .Checked

EICAS . . . . . . . . . . . . . . .[FO] . . . . . . . . .Checked

Shoulder Harness . . . . .Verify . . . . . . . . . . . . .On

After Start Checklist . . .[FO] . . . . . . . . Complete

EICAS . . . . . . . . . . . . . . . . . Verify . . . . .Checked

Flaps . . . . . . . . . . . . . . . . . . Verify . . . . . . . “___”

Brake Temp . . . . . . . . . . . . [FO] . . . . . . . . Green

PITCH & TRIM. . . . . . . . . . . Verify . . . _._&Green

Takeoff Data . . . . . . . . . . . . Verify __,__,__,__/__

Takeoff Briefing . . . . . . . . . [PF]. . . . . . Complete

Taxi Checklist. . . . . . . . . . . [FO] . . . . . Complete

T.O. MIN Fuel Quantity . . . Verify___Req,___OB

Flight Attendants . . . . . . . . [FO] . . . . . . Notified

Transponder. . . . . . . . . . . . [FO] . . . . . . . .TA/RA

T/O CONFIG . . . . . . . . . . . . [FO] . . . . . .Checked

Before Takeoff Checklist. . [FO] . . . . . Complete

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

After Takeoff Checklist . . . [PM] . . . . . Complete

Shoulder Harness. . . . . . . . Verify . . . . . . . . . On

FSTN BELTS . . . . . . . . . . . . [PM] . . . . . . . . . . ON

Altimeters . . . . . . . . . . . . . . Verify . . . . .__.__Set

Landing Data. . . . . . . . . . . . [PM] . . . . . . . . . . Set

EICAS . . . . . . . . . . . . . . . . . [PM] . . . . . Checked

Approach Briefing . . . . . . . [PF] . . . . . .Complete

Descent Checklist . . . . . . . [PM] . . . . .Complete

Flight Attendants . . . . . [PM] . . . . . . . . . Notified

EICAS . . . . . . . . . . . . . . [PM] . . . . . . . . Checked

Landing Gear . . . . . . . . Verify . . Down, 3 Green

Flaps . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __

Landing Checklist . . . . [PM] . . . . . . . .Complete

Transponder . . . . . . . . . . . . . . . . . . . . . . . . . STBY

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF or ON

After Landing Checklist . . . [FO]. . . . . .Complete

PARKING BRAKE. . . . . . . . [C] . . . . . .ON or OFF

Thrust Levers . . . . . . . . . . . [C} . . . . . . . . . . . IDLE

START/STOP 1 & 2 . . . . . . . [C] . . . . . . . . . . STOP

PASSENGER SIGNS. . . . . . [C] . . . . . . . . . . . OFF

RED BCN. . . . . . . . . . . . . . . [C] . . . . . . . . . . . OFF

HYDRAULICS . . . . . . . . . . . [C] . . . . . . . . . . . . Set

Parking Checklist . . . . . . . . [FO]. . . . . .Complete

Both CVRs. . . . . . . . . . . . . . [C] . . . . . . Deactivate

Logbook Enrties . . . . . . . . . [C] . . . . . . .Complete

CVR Deactivation Checklist[C] . . . . . . .Complete

Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

EXTERNAL LIGHTS Switches (All) . . . . . . . . OFF

EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

GPU/APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

DOME Light Switch . . . . . . . . . . . . . . . . . . . . OFF

Entrance Light Switchlight (Forward FA Panel) . . . . . . . . . . . . . . . OFF

QRH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Removed

Securing Checklist . . . . . . . . . . . . . . . . .Complete

BEFORE START

AFTER START

TAXI

BEFORE TAKEOFF

AFTER TAKEOFF

DESCENT

LANDING

AFTER LANDING

PARKING

NTSB REPORTABLE EVENT

SECURING


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PAGE 5-3

5.2 ERJ-170 JUMPSEAT BRIEFING CARD

The following four pages contain the Jumpseat Briefing Card as referenced in the FOM.

No SmokingUse of Seat Belt and Shoulder HarnessLocation and operation of Emergency ExitsUse oxygen/smoke goggle equipmentOperation of the cockpit door locking mechanism and challenge and response procedure.Use of headset and interphoneSterile cockpit policyResponsibility in the the event of an emergency

5.2.1 JAMMED DOOR EMERGENCY EGRESS

1. Check the red indication toassure the door is unlatched.

2. Remove the quick release pin.

3. Push the door outboardwhile holding the handle

4. Remove the door.



5.2.2 PILOT/COPILOT/OBSERVER OXYGEN MASK

Yellow indicates oxygen is flowing.

Test /Reset buttonOXY ON FLAG appears

when oxygen is supplied to the mask.

Purge Valve

Harness Inflation Button - Pressing inflates the harness so the mask may be donned.

Regulator - “Emerg” supplies 100% under positive pressure “100%” supplies pure oxygen, “Norm” oxygen/air mixture



PAGE 5-5

5.2.3 OBSERVER SEAT

Release the seat.Let the seat down slowly into

position.

Release the strapBring the seat bottom to a

horizontal position.Pull the backrest up to top-off

fitting.Lock the backrest.

1

2

3

4

5

6

6



5.2.4 COCKPIT WINDOW EMERGENCY EXIT

End of Chapter

1 2

3 4 5

67

Press lock button. Pull the handle in & backward.

Pull escape rope from overhead panel. Deploy escape rope. Exit flight deck

Use escape rope loops.

Assist others afterreaching ground.



PAGE TOC 6-1

Chapter 6: Preflight

6.1 General ...................................................................................................... 6-16.1.1 Flight Release/Weather Package/ Performance ...................................... 6-16.1.2 Report to Aircraft ................................................................................... 6-16.1.3 ATIS Information ................................................................................... 6-1

6.2 Interior Flight Deck Inspection ................................................................. 6-26.2.1 General .................................................................................................... 6-2

6.2.1.1 Who ............................................................................................................... 6-26.2.1.2 When ............................................................................................................. 6-2

6.2.2 Flow Pattern ............................................................................................ 6-26.2.2.1 Logbook and Manuals - Checked ................................................................. 6-26.2.2.2 Doorway ........................................................................................................ 6-26.2.2.3 Captain’s Side ............................................................................................... 6-26.2.2.4 First Officer’s Side ........................................................................................ 6-36.2.2.5 Aft Control Pedestal ...................................................................................... 6-36.2.2.6 Observer Seat ................................................................................................ 6-3

6.3 Safety & Power On Checklist ................................................................... 6-46.3.1 General .................................................................................................... 6-4

6.3.1.1 Who ............................................................................................................... 6-46.3.1.2 When ............................................................................................................. 6-4

6.3.2 Flow Patterns .......................................................................................... 6-46.3.3 Safety & Power On Expanded Checklist ................................................ 6-4

6.4 Establishing Electrical Power/Air Conditioning ....................................... 6-76.4.1 General .................................................................................................... 6-76.4.2 Electrical ................................................................................................. 6-76.4.3 Ground Power ........................................................................................ 6-76.4.4 Auxiliary Power Unit (APU) .................................................................. 6-76.4.5 Air Conditioning ................................................................................... 6-86.4.6 Fly By Wire Power Up Built-In Test (PBIT) ......................................... 6-8

6.4.6.1 Electrical PBIT ............................................................................................. 6-86.4.6.2 Hydraulic PBIT ............................................................................................. 6-9

6.5 Exterior Inspection .................................................................................. 6-106.5.1 General .................................................................................................. 6-10

6.5.1.1 Who ............................................................................................................. 6-106.5.1.2 When ........................................................................................................... 6-106.5.1.3 Check .......................................................................................................... 6-106.5.1.4 Conditions/Discrepancies ........................................................................... 6-106.5.1.5 Procedures ................................................................................................. 6-11

6.5.2 Exterior Inspection Route ..................................................................... 6-126.5.3 Flow Pattern .......................................................................................... 6-12

6.5.3.1 Nose Section ............................................................................................... 6-126.5.3.2 Nosewheel and Gear ................................................................................... 6-126.5.3.3 Right Forward Fuselage .............................................................................. 6-136.5.3.4 Right Wing .................................................................................................. 6-136.5.3.5 Right Main Gear ......................................................................................... 6-136.5.3.6 Tail Cone ..................................................................................................... 6-146.5.3.7 Left Main Gear ............................................................................................ 6-146.5.3.8 Left Wing .................................................................................................... 6-14

OPS-07A


6.5.3.9 Left Forward Fuselage ................................................................................ 6-156.6 [RESERVED] .......................................................................................... 6-166.7 Interior Cabin Inspection ......................................................................... 6-17

6.7.1 General .................................................................................................. 6-176.7.1.1 Who ............................................................................................................. 6-176.7.1.2 When ........................................................................................................... 6-17

6.7.2 Flow Pattern .......................................................................................... 6-176.7.2.1 Forward Galley ........................................................................................... 6-176.7.2.2 Forward Lavatory ....................................................................................... 6-176.7.2.3 Forward Flight Attendant Jumpseat ............................................................ 6-176.7.2.4 Left Overhead Bin - Row 1 ......................................................................... 6-176.7.2.5 Forward Emergency Equipment Compartment .......................................... 6-176.7.2.6 Wardrobe Closet ......................................................................................... 6-186.7.2.7 Aft Galley ................................................................................................... 6-186.7.2.8 Left Overhead Bin - Row 18 ....................................................................... 6-186.7.2.9 Aft Left Doghouse ...................................................................................... 6-186.7.2.10 Aft Left Bulkhead Wallmounted ................................................................ 6-186.7.2.11 Aft Flight Attendant Jumpseat .................................................................... 6-186.7.2.12 Aft Right Doghouse .................................................................................... 6-186.7.2.13 Aft Right Bulkhead Wallmounted .............................................................. 6-186.7.2.14 Aft Right Bulkhead Compartment .............................................................. 6-186.7.2.15 Aft Lavatory ............................................................................................... 6-18

6.8 Originating/Receiving Checklist ............................................................. 6-196.8.1 General .................................................................................................. 6-19

6.8.1.1 Who ............................................................................................................. 6-196.8.1.2 When ........................................................................................................... 6-19

6.8.2 Captain’s Flow Pattern .......................................................................... 6-196.8.2.1 Captain’s Abbreviated Flow ....................................................................... 6-206.8.2.2 Captain’s Expanded Flow ........................................................................... 6-21

6.8.3 First Officer’s Flow Pattern .................................................................. 6-286.8.3.1 First Officer’s Abbreviated Flow ................................................................ 6-286.8.3.2 First Officer’s Expanded Flow ................................................................... 6-29

6.8.4 Originating/Receiving Checklist ........................................................... 6-31

OPS-07A


PAGE 6-1

Chapter 6Preflight

6.1 GENERAL

6.1.1 FLIGHT RELEASE/WEATHER PACKAGE/ PERFORMANCE

Flight Release, weather package, and performance package should normally be available sixty (60) minutes prior to departure. The gate agent will normally have the paperwork printed out prior to the crew arrival.

6.1.2 REPORT TO AIRCRAFT

6.1.3 ATIS INFORMATION

Normally the first officer records the current ATIS information.


Captain First Officer

Accomplish Crew Briefing when originating trip (FOM)

Participate in Crew Briefing

If electrical power is not established on the aircraft, read and do the “Safety & Power On Checklist”

Accomplish “Interior Flight Deck Inspection” Accomplish “Exterior Inspection”

Accomplish Originating/Receiving Checklist Flow Patterns


PAGE 6-2 ERJ-170 STANDARDOPERATING PROCEDURES

.628(a)(4)

.628(a)(2)

.315(c)

21.153(a)(1)

21.337(c)21.337(c)(1)(ii)

.309(c)

6.2 INTERIOR FLIGHT DECK INSPECTION

6.2.1 GENERAL

The interior flight deck inspection ensures flight deck emergency equipment is on board and operational.

6.2.1.1 Who

Normally accomplished by the captain.

6.2.1.2 When

This inspection is accomplished on the first flight of the day, subsequent flights when flight deck crew changes occur or when the flight deck has been left unattended.

6.2.2 FLOW PATTERN

A circle flow pattern starting at the doorway, then to the captain’s side, first officer’s side, and ending at the doorway.

6.2.2.1 Logbook and Manuals - Checked

Check that the following manuals are on board and current:

1) Aircraft Flight/Maintenance Logbook (AFML)

(a) Check aircraft tail number vs. flight release vs. aircraft number on the AFML.

(b) Review the AFML for MEL'd items, CDL'd items, open write-ups, completed 2-Day sign-off, and Airworthiness Release.

2) Minimum Equipment List (MEL/CDL)

3) ERJ-170 Performance Manual (170-PFM)

4) Data Cards / Jumpseat Briefing Cards

5) Normal Checklists (1)

6) Honeywell Pilot’s FMS Guide (Volume II)

7) Registration and Certificate of Airworthiness

6.2.2.2 Doorway

PBE (1) - - - Check for seal integrity (verify the blue dot).Halon Fire Extinguisher (1) Pressure in green, pin installedCrash Axe (1) - - - - - - - - - - - - - - - - - - Stowed

6.2.2.3 Captain’s Side

Flashlight - - - - - - - - - - - - - - - - - - LED steadyLife Vest(1) - - - - - - - - - Installed in seat back pocketCircuit Breakers - - - - - - - - - - - - Closed or collared

121

121

121

1

11

121

OPS-07ARevision 02 15 FEB2007


PAGE 6-3

121.311(i)

121.333(c)(1)121.333(c)(4)

Escape Rope - - - - - - - - - - - - - - - - - - - Check6.2.2.4 First Officer’s Side

Flashlight - - - - - - - - - - - - - - - - - - LED steadyCircuit Breakers - - - - - - - - - - - - Closed or collaredLife Vest(1) - - - - - - - - - Installed in seat back pocketJumpseat Life Vest (1) - - - - Installed in seat back pocketEscape Rope - - - - - - - - - - - - - - - - - - - CheckLanding Gear and RAT Safety Pins - - - - - - On board

6.2.2.5 Aft Control Pedestal

SeeGee C.G. Calculator - - - - - - - - - - - - On board6.2.2.6 Observer Seat

Observer Seat - - - - - - - - - - - - - -Check ConditionObserver Safety Belt and Shoulder Harness - - - - Check

If seat unoccupied, belt and shoulder harness must be secured so as not to interfere with crewmembers or rapid egress of occupants in an emergency.

Observer O2- - - - - - - - - - - - - - - - - - - - Check

Observer Audio Panel - - - - - - - - - - - - - - - - SetHeadset - - - - - - - - - - - - - - - - -Check Condition

If seat unoccupied, headset may be stowed. If seat will be occupied, install headset for use by observer.




6.3 SAFETY & POWER ON CHECKLIST

6.3.1 GENERAL

This checklist safely configures the aircraft for application of electrical power and/or air conditioning.

6.3.1.1 Who

Normally accomplished by the first pilot arriving at the aircraft.

6.3.1.2 When

Arriving at an aircraft with no electrical power.

6.3.2 FLOW PATTERNS

This is a “read and do” checklist with no established flows. Each item is read and accomplished silently.

6.3.3 SAFETY & POWER ON EXPANDED CHECKLIST

1. GND SVC Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOT IN USEEnsure the GND SVC (Ground Service) Bus on the GSU Panel (at the top of the galley wall, behind the ‘opened’ flight deck door) is not in use (i.e., the “IN USE” light is not illuminated).

2. Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKEDIf not already accomplished as part of the Interior Flight Deck Inspection, verify all maintenance items are appropriate and all MEL/CDL’s considered cleared. Circuit breakers are either in (closed) or out (collared) as appropriate. Verify all applicable safety items are on board.

3. GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTTo read the battery voltage, the GPU pushbutton must be disconnected (pushed OUT).

4. APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN5. BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF6. FUEL DC PUMP & AC PUMPS 1 & 2 . . . . . . . . . . . . . . . . . . . AUTO7. EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF8. WINDSHIELD WIPERs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF9. HYDRAULIC SYS 1, 2, & 3B ELEC PUMPs . . . . . . . . . . . . . . AUTO10. HYDRAULIC SYS 3 ELEC PUMP A . . . . . . . . . . . . . . . . . . . . . OFF11. Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN12. POWERPLANT START/STOP 1 & 2 . . . . . . . . . . . . . . . . . . . . STOP13. Speed Brake Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSE



PAGE 6-5

121.309(c)

14. Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE15. BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/AUTO

Ensure airplane is not moved until IESS is initialized. Initialization occurs within 90 seconds after power-up.

16. Displays 2 & 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVAILABLEVerify that only displays 2 and 3 are available. if more than displays 2 and 3 are available, the airplane must not be dispatched.

17. EICAS Messages . . . . NONE ANNUNCIATED FIRST 5 SECONDS18. BATT 1 & BATT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 vDC MIN

Check the battery voltages on the MFD Status page.

19. SLAT/Flap Lever . . . . . . . . AGREES WITH SURFACE POSITIONEnsure the surface area is clear prior to moving any flight control surfaces.

20. FIRE EXTINGUISHER . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKEDPerform Originating/Receiving FIRE EXTINGUISHER flow item.



One or both battery voltage levels is less than 22.5 volts-

1 Determine lowest battery voltage -

If.... Then....

Battery voltage is between 21.0 and 22.5 volts...

Recharge the batteries prior to takeoff, through any AC source (including engines during taxi) for:- Battery Temp => -10C — 40mins.- Battery Temp < -10C — 50 mins

Battery voltage is below 21.0 volts...

Call maintenance.DO NOT depart.

Each battery voltage must be at least 22.5 volts. DO NOT turn off either battery to check the remaining bat-tery voltage.



21. Electrical Power/Air Conditioning. . . . . . . . . . . . . . . . ESTABLISHA. To avoid battery depletion, establish AC electrical power as soon as

possible.

B. If the Display Units 2 and/or 4 are configured as PFD’s, set the respective reversionary panel selector knob to MFD then to AUTO. After approximately 8 seconds, the affected display configuration will return to the MFD display.




PAGE 6-7

6.4 ESTABLISHING ELECTRICAL POWER/AIR CONDITIONING

6.4.1 GENERAL

With all of the variables to consider (i.e., ground equipment, aircraft equipment, inside the aircraft temperature, outside air temperature, ground time, departure time, etc.), use the following priorities when applying electrical power and/or air conditioning.

6.4.2 ELECTRICAL

A. Preferred priority is to utilize ground power whenever available to reduce APU cycles.

B. To allow the flight controls built in test to complete, wait three (3) minutes after power up to turn any hydraulic pump on.

C. Ensure the aircraft is not moved before the IESS is initialized

6.4.3 GROUND POWER

6.4.4 AUXILIARY POWER UNIT (APU) The following procedure is a flow since it is accomplished whenever necessary throughout the course of a normal flight.


1 If... Then...

“AVAIL” light is illuminated GPU Switch ....................... Push IN


1 EMER STOP Button ....................................................Guarded

2 APU CONTROL MASTER........................ ON, START then release

NO

TE

If the source of AC power is lost, power down the airplane utilizing the Securing Checklist and the perform the power up procedure utilizing the Safety & Power On Checklist.

NO

TE

BATT 1 must be ON and BATT 2 must be in the AUTO for the APU to start.



6.4.5 AIR CONDITIONING Preferred priority is to utilize ground air whenever available to reduce APU cycles. When necessary, start the APU to ensure passenger comfort.

6.4.6 FLY BY WIRE POWER UP BUILT-IN TEST (PBIT)A. The FBW PBIT test consists of two different tests:

An Electrical PBIT test which lasts three (3)minutesAn Hydraulic PBIT test which lasts one (1) minute

B. A FLT CTRL BIT EXPIRED EICAS message is displayed if the last successful PBIT was more that 20 hours old while the aircraft is on the ground and the EICAS messages are no longer inhibited.

C. The message will continue being displayed on the EICAS until a new electrical and hydraulic PBIT test is successfully completed.

D. The elapsed time since a successful electrical and hydraulic PBIT is displayed on the FLT CTRL Synoptic page.

E. If the FLT CTRL BIT EXPIRED EICAS message is displayed, or the elapsed time since the last PBIT is low, perform the electrical and/or hydraulic PBIT test.

F. If the FLT CTRL BIT EXPIRED EICAS message remains displayed after accomplishing the Hydraulic PBIT, the flightcrew must, wait one (1) minute, and then

6.4.6.1 Electrical PBIT

A. The electrical PBIT provides detection of out-of-tolerance conditions and failures in the FCMs, P-ACEs and S-ACEs.

B. The electrical PBIT is automatically performed during power up after the airplane is powered by any AC source.

C. The electrical PBIT test takes approximately three (3) minutes to complete and can be observed by the flightcrew on the FLT CTRL synoptic page on the MFD.

D. After the three (3) minute test is complete, the hydraulic PBIT test must also be performed to complete a valid Fly By Wire PBIT test.

To avoid cabin air contami-nation, do not operate air conditioning packs using the ground pneumatic start cart.

NO

TE Comfortable outside air tempera-

tures may not require air condition-ing to be applied to the aircraft.



PAGE 6-9

E. An electrical PBIT test will be interrupted if—

Any hydraulic pump is running.The Flight Control Mode Panel switches are cycled.The AC power supply is interrupted.

F. To perform an Electrical PBIT—

6.4.6.2 Hydraulic PBIT

A. The Hydraulic PBIT provides functional testing of the flight control actuators.

B. The Hydraulic PBIT is performed when all three (3) hydraulic systems are pressurized for at least one minute.

C. The Hydraulic PBIT test will be interrupted if any flight control surface is moved while the test is running.

D. To perform a Hydraulic PBIT—


Perform an Electrical PBIT test—

1 Power down the aircraft using the Securing Checklist

3 Wait a minimum of one (1) minute.

4 Perform the power up procedure utilizing the Safety & Power On Checklist.

5 Wait 3 minutes for the Electrical PBIT to run.

6 Perform a Hydraulic PBIT if required.


Perform an Hydraulic PBIT test—

1 Do not move any flight control surface.

2 Confirm STEER OFF EICAS message is illuminated.

If.... Then....

STEER OFF EICAS mes-sage is not illuminated...

Press the Steering Disengage Switch on the control yoke.Proceed to Step 2.

STEER OFF EICAS mes-sage is illuminated... Proceed to Step 3.

3 Turn the electrical hydraulic pumps 1,2 and 3A to ON.

4 Wait 60 seconds.

5 At this point, the FLT CTRL BIT EXPIRED EICAS message should extinguish.

6 Turn the electrical hydraulic pumps 1,2 and 3A to OFF if they are no longer needed.



6.5 EXTERIOR INSPECTION

6.5.1 GENERAL

The exterior inspection ensures the overall condition of the aircraft and its visible components and equipment are airworthy condition and safe for flight.

6.5.1.1 Who

Normally accomplished by the first officer.

6.5.1.2 When

This inspection is accomplished prior to each flight.

Before beginning the inspection, review the Maintenance Log to determine the maintenance status and, if electrical power is not established; complete the Safety & Power On Checklist.

6.5.1.3 Check

The word “Check” is used throughout this inspection to describe a visual examination to detect obvious unsatisfactory conditions/discrepancies.

6.5.1.4 Conditions/Discrepancies

Verify the aircraft is acceptable for flight. Even though not noted individually, the aircraft and its visible components must be checked for the following:

proximate area is free of potential foreign object damage (FOD) itemspassenger walkway and boarding stairs are safe and clearflight control surfaces are unobstructed and free from contaminationall vents, ports, intakes, and exhausts are unobstructedtire condition and pressure are acceptableall covers, plugs, picket/mooring lines removedpay particular attention to any evidence of fluid leaks from components, drains, panels, aircraft skin, and in ground vicinitycondition of skin (visible damage) on radome section, fuselage, wings, nacelles, pylons, and empennageall access panels and doors not actually involved in maintenance are securedpitot static probes for evidence of freezing, severe discoloration, condition, and security



PAGE 6-11

6.5.1.5 Procedures



Prior to commencing the inspection:

1 Review the Maintenance logbook per FOM

2 Complete the Safety & Power On Checklist, if electrical power is not established

3 Turn on the RED BCN and NAV lights

4 Initialize both the Captain and First Officer FMS positions

5 Ensure Parking Brake is set and EMERG/PRKG BRAKE light on.



6.5.2 EXTERIOR INSPECTION ROUTE

Start at the Forward Entry Door and proceed in the direction indicated in the external route below, and terminate at the bottom of the passenger stair unit or Jet Bridge.

6.5.3 FLOW PATTERN

6.5.3.1 Nose Section

External Power Receptacle - - - - - - - - - - - CHECKSmart Probes/TAT Sensors/Ice Detectors - - - - CHECKWindshield Wipers - - - - - - - - - - - - - - - - CHECKRadome - - - - - - - - - - - - - - - - - - - - - CHECKForward Avionics Compartment - - - - - - - SECURED

6.5.3.2 Nosewheel and Gear

Nose Gear- - - - - - - - - - - - - - - - - - - - -CheckCheck if the nose wheel position indication mark is within the nose wheel position indication scale limits.

Wheels and Tires - - - - - - - - - - - - - - - - -CheckNose Gear Up Lock Hook - - - - - - - - - - - UnlockedNose Gear Strut/Wheel Well/Doors- - - - - - - - -CheckGround Locking Pin - - - - - - - - - - - - - - -Remove

Remove locking pin if installed.



PAGE 6-13

Landing and Taxi Lights - - - - - - - - - - - - - - CheckNose Gear Strut/Wheel Well/Doors- - - - - - - - - Check

6.5.3.3 Right Forward Fuselage

RAT Safety Lock Pin - - - - - - - - - - - - - - RemovedOxygen Discharge Indicator - - - - - - - - - Green DISCFwd Cargo Door - - - - - - - - - - - - - - - - - - CheckInspection Light - - - - - - - - - - - - - - - - - - CheckLanding Lights - - - - - - - - - - - - - - - - - - - CheckAntennas - - - - - - - - - - - - - - - - - - - - - CheckRed Beacon Light - - - - - - - - - - - - - - - - - CheckRam Air Inlets - - - - - - - - - - - - - - - - - - - ClearAir Inlets and Outlets- - - - - - - - - - - - - - - - Clear

6.5.3.4 Right Wing

Wing Leading Edges- - - - - - - - - - - - - - - - CheckPylon - - - - - - - - - - - - - - - - - - - - - - - CheckRight Engine - - - - - - - - - - - - - - - - - - - CheckThrust Reverser Cowl - - - - - - - Flushed with NacelleRefueling Compartment Door - - - - - - - - - - SecuredAccess Panels- - - - - - - - - - - - - - - - - - SecuredMagnetic Level Indicators - - - - - - - - - - -Pushed INPressure Relief Valve - - - - - - - - - - - - - - - CheckFuel Tank Vent - - - - - - - - - - - - - - - - - - ClearNavigation and Strobe Lights- - - - - - - - - - - - CheckStatic Dischargers - - - - - - - - - - Number and Check

Ensure three (3) on the aileron and six (6) on the winglet.

Flight Control Surfaces and Fairings - - - - - - - - Check6.5.3.5 Right Main Gear

Right Main Gear - - - - - - - - - - - - - - - - - - CheckWheels and Tires - - - - - - - - - - - - - - - - - CheckRight Main Gear Up Lock Hook - - - - - - - - UnlockedRight Gear Strut/Wheel Wells - - - - - - - - - - - CheckRight Ground Locking Pin - - - - - - - - - - - - Remove


Brake Wear Indicators - - - - - - - - - - - - - - - Check



6.5.3.6 Tail Cone

Access Doors and Panels - - - - - - - - - - - -SecuredAft Cargo Door- - - - - - - - - - - - - - - - - - -CheckAntennas - - - - - - - - - - - - - - - - - - - - -CheckBattery Air Outlet - - - - - - - - - - - - - - - - - ClearFlight Control Surfaces- - - - - - - - - - - - - - -CheckStatic Dischargers - - - - - - - - - - Number and Check

Ensure four (4) on the rudder and four (4) on each elevator.

APU - - - - - - - - - - - - - - - - - - - - - - - -CheckExternal Power Receptacle - - - - - - - - - - - -CheckPotable Water Service Panel - - - - - - - - - - - -CheckPressurization Static Port - - - - - - - - - - - - - Clear

6.5.3.7 Left Main Gear

Left Main Gear- - - - - - - - - - - - - - - - - - -CheckWheels and Tires - - - - - - - - - - - - - - - - -CheckLeft Main Gear Up Lock Hook - - - - - - - - - UnlockedLeft Gear Strut/Wheel Wells - - - - - - - - - - - -CheckLeft Ground Locking Pin - - - - - - - - - - - - -Remove


Brake Wear Indicators - - - - - - - - - - - - - - -Check6.5.3.8 Left Wing

Flight Control Surfaces and Fairings - - - - - - - -CheckStatic Dischargers - - - - - - - - - - Number and Check

Ensure three (3) on the aileron and six (6) on the winglet.

Navigation and Strobe Lights- - - - - - - - - - - -CheckFuel Tank Vent- - - - - - - - - - - - - - - - - - - ClearPressure Relief Valve - - - - - - - - - - - - - - -CheckMagnetic Level Indicators - - - - - - - - - - -Pushed INAccess Panels- - - - - - - - - - - - - - - - - -SecuredThrust Reverser Cowl - - - - - - - Flushed with NacelleLeft Engine - - - - - - - - - - - - - - - - - - - -Check

Check engine for leaks and obstructions in the air inlets.

Left Pylon - - - - - - - - - - - - - - - - - - - - -CheckWing Leading Edges- - - - - - - - - - - - - - - -Check



PAGE 6-15

6.5.3.9 Left Forward Fuselage

Air Conditioning Connection Access Door - - - - - CheckAir Inlets and Outlets- - - - - - - - - - - - - - - - ClearRam Air Inlets - - - - - - - - - - - - - - - - - - - ClearRed Beacon Light - - - - - - - - - - - - - - - - - CheckAntennas - - - - - - - - - - - - - - - - - - - - - CheckLanding Lights - - - - - - - - - - - - - - - - - - - CheckInspection Light - - - - - - - - - - - - - - - - - - Check




6.6 [RESERVED]



SOP-07-04, PAGE 1 OF 10


Effective Date: August 11, 2007

To: All SOP Holders

From: Kevin Cline, Chief Pilot

Subject: Interior Cabin Inspection

Directions:


2) Insert this bulletin before page 6-17 in the SOP.3) Record the insertion of SOP-07-04 in the Record of Bulletins


Background: Due to the number of aircraft configuration in the Republic Airlines fleet, the SOP is being updated with all aircraft interior cabin inspection configurations.

6.7 INTERIOR CABIN INSPECTION

6.7.1 GENERAL

The interior cabin inspection ensures cabin emergency equipment is on board and operational and the cabin is ready for departure.

6.7.1.1 Who

Normally accomplished by the flight attendants; or on flights without flight attendants, a flight deck crew member.

6.7.1.2 When

This inspection is accomplished on the first flight of the day and subsequent flights when flight crew changes occur.

6.7.2 FLOW PATTERN

A "front" to "back" flow pattern from the galley to the lavatory. When proceeding, ensure the overhead bins are closed and locked.

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SOP-07-04, PAGE 2 OF 10

6.7.3 ERJ-170 - 70 SEAT AIRCRAFT

6.7.3.1 Left Overhead Bin - Row 1

Grab And Go Kit - - - - - - - - - - - - - - - - - - Check6.7.3.2 Forward Flight Attendant Jumpseat

Life Vest (1) - - - - - - - - - - - - - - Check in packageFlashlight (1) - - - - - - - - - - - - - - - - LED SteadyManual Release Tool - - - - - - - - - - - - - On board

6.7.3.3 Forward Lavatory

Smoke Detector - - - - - - - - - - - - - - - OperationalTrash Flap- - - - - - - - - - - - - - - - Springs Closed

6.7.3.4 Forward Galley

Galley Carts and Containers - - - - - - Closed & latchedForward Entry Door (1L) - - - - - - - - - - - - - - CheckForward Service Door (1R)- - - - - - - - - - - - - CheckTrash Flap- - - - - - - - - - - - - - - - Springs Closed

6.7.3.5 Wardrobe Closet

First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2)- - - Pressure in green, pin installedOnboard Wheelchair - - - - - - - - - - - - - - - - CheckPortable O2 Cylinder & Mask - - - - - - - - - - - Check


EEMK - - - - - - - - - - - - - - - - - - - - - - - Check6.7.3.7 Aft Left Bulkhead Wall Mount

PBE (1) - - - - - - - - - - - - - - - - - - - - - - Check6.7.3.8 Aft Left Doghouse

Halon Fire Extinguisher (1)- - - -Pressure in green, pin installedPortable O2 Cylinder & Mask - - - - - - - - - - - Check

6.7.3.9 Aft Left Bulkhead Compartment

First Aid Kit - - - - - - - - - - - - - - -Sealed & secure

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SOP-07-04, PAGE 3 OF 10

6.7.3.10 Aft Flight Attendant Jumpseat

Life Vest (1) - - - - - - - - - - - - - - Check in packageManual Release Tool - - - - - - - - - - - - - On boardFlashlight (1) - - - - - - - - - - - - - - - - LED Steady

6.7.3.11 Aft Lavatory


6.7.3.12 Aft Galley

Galley Carts and Containers - - - - - - Closed & latchedAft Entry Door (2L)- - - - - - - - - - - - - - - - - CheckAft Service Door (2R) - - - - - - - - - - - - - - - CheckTrash Flap- - - - - - - - - - - - - - - - Springs Closed

6.7.3.13 Aft Right Bulkhead Compartment

AED- - - - - - - - - - - - - - - - - - - - - - - - Check6.7.3.14 Aft Right Doghouse

Megaphone (1) - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (1) - - - Pressure in green, pin installed

6.7.3.15 Aft Right Bulkhead Wall Mount

PBE (1) - - - - - - - - - - - - - - - - - - - - - - Check







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SOP-07-04, PAGE 4 OF 10




First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2)- - - -Pressure in green, pin installedOnboard Wheelchair - - - - - - - - - - - - - - - - CheckPortable O2 Cylinder & Mask - - - - - - - - - - - Check


EEMK - - - - - - - - - - - - - - - - - - - - - - - Check6.7.4.7 Aft Left Bulkhead Wall Mount

PBE (1) - - - - - - - - - - - - - - - - - - - - - - Check6.7.4.8 Aft Left Doghouse

Halon Fire Extinguisher (1)- - - -Pressure in green, pin installedPortable O2 Cylinder & Mask - - - - - - - - - - - Check


First Aid Kit - - - - - - - - - - - - - - -Sealed & secure6.7.4.10 Aft Flight Attendant Jumpseat




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SOP-07-04, PAGE 5 OF 10

6.7.4.12 Aft Galley

Galley Carts and Containers - - - - - - Closed & latchedAft Entry Door (2L)- - - - - - - - - - - - - - - - - CheckAft Service Door (2R) - - - - - - - - - - - - - - - CheckTrash Flap- - - - - - - - - - - - - - - - Springs Closed


AED- - - - - - - - - - - - - - - - - - - - - - - - Check6.7.4.14 Aft Right Doghouse

Megaphone (1) - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (1) - - - Pressure in green, pin installed

6.7.4.15 Aft Right Bulkhead Wall Mount

PBE (1) - - - - - - - - - - - - - - - - - - - - - - Check

6.7.5 ERJ-170 - 76 SEAT AIRCRAFT (OVER WATER)6.7.5.1 Left Overhead Bin - Row 1







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SOP-07-04, PAGE 6 OF 10

6.7.5.5 Closet

First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2)- - - -Pressure in green, pin installedPortable O2 Cylinder & Mask - - - - - - - - - - - Check


EEMK - - - - - - - - - - - - - - - - - - - - - - - CheckAED- - - - - - - - - - - - - - - - - - - - - - - - Check

6.7.5.7 Aft Left Doghouse

First Aid Kit - - - - - - - - - - - - - - -Sealed & secure6.7.5.8 Aft Left Bulkhead Compartment

Halon Fire Extinguisher (1)- - - -Pressure in green, pin installedPBE (1) - - - - - - - - - - - - - - - - - - - - - - Check





6.7.5.11 Aft Galley

Galley Carts and Containers - - - - - - Closed & latchedAft Entry Door (2L)- - - - - - - - - - - - - - - - - CheckAft Service Door (2R) - - - - - - - - - - - - - - -CheckTrash Flap- - - - - - - - - - - - - - - - Springs ClosedOnboard Wheelchair (behind galley carts) - - - - - Check



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SOP-07-04, PAGE 7 OF 10

6.7.5.13 Aft Right Doghouse

Megaphone (1) - - - - - - - - - - - - - - - - - - CheckPortable O2 Cylinder & Mask - - - - - - - - - - - Check

6.7.6 ERJ-170 - 76 SEAT AIRCRAFT (NON-OVER WATER)6.7.6.1 Left Overhead Bin - Row 1







6.7.6.5 Right Overhead Bin Row 1

First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2) - - - Pressure in green, pin installedPortable O2 Cylinder & Mask - - - - - - - - - - - Check




First Aid Kit - - - - - - - - - - - - - - -Sealed & secure

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6.7.6.11 Aft Galley










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SOP-07-04, PAGE 9 OF 10





6.7.7.5 Right Overhead Bin Row 1

First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2) - - - Pressure in green, pin installedPortable O2 Cylinder & Mask - - - - - - - - - - - Check




Portable O2 Cylinder & Mask - - - - - - - - - - - CheckFirst Aid Kit - - - - - - - - - - - - - - -Sealed & secure


Halon Fire Extinguisher (1) - - - Pressure in green, pin installedPBE (1) - - - - - - - - - - - - - - - - - - - - - - Check





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6.7.7.11 Aft Galley




Aft Right Doghouse


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PAGE 6-17

121.337(c)121.337(c)(2)121.309(c)

6.7 INTERIOR CABIN INSPECTION

6.7.1 GENERAL

The interior cabin inspection ensures cabin emergency equipment is on board and operational and the cabin is ready for departure.

6.7.1.1 Who

Normally accomplished by the flight attendants; or on flights without flight attendants, a flight deck crew member.

6.7.1.2 When

This inspection is accomplished on the first flight of the day and subsequent flights when flight crew changes occur.

6.7.2 FLOW PATTERN

A “front” to “back” flow pattern from the galley to the lavatory. When proceeding ensure the overhead bins are closed and locked.


Galley Doors - - - - - - - - - - - - - Closed & latchedForward Entry Door - - - - - - - - - - - - - - - - CheckForward Service Door - - - - - - - - - - - - - - - Check



6.7.2.3 Forward Flight Attendant Jumpseat



Grab And Go Kit - - - - - - - - - - - - - - - - - - Check6.7.2.5 Forward Emergency Equipment Compartment

First Aid Kit (1)- - - - - - - - - - - - - -Sealed & securePBE (1) - - - - - - - - - - - - - - - - - - - - - - CheckHalon Fire Extinguisher (2) - - - - - Pressure in green, pin installed


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.337(c)1.337(c)(1)(i)

.309(c)

.337(c)1.337(c)(1)(i)

.337(c)1.337(c)(2)

.309(c)

.337(c)1.337(c)(2)

21.308(a)


Onboard Wheelchair - - - - - - - - - - - - - - - -CheckPortable O2 Cylinder & Mask- - - - - - - - - - - -Check

6.7.2.7 Aft Galley

Galley Doors - - - - - - - - - - - - - Closed & latchedAft Entry Door - - - - - - - - - - - - - - - - - - -CheckAft Service Door - - - - - - - - - - - - - - - - - -Check


EEMK - - - - - - - - - - - - - - - - - - - - - - -Check6.7.2.9 Aft Left Doghouse

Halon Fire Extinguisher (1) - - - - - Pressure in green, pin installedFirst Aid Kit - - - - - - - - - - - - - - -Sealed & securePortable O2 Cylinder & Mask- - - - - - - - - - - -Check

6.7.2.10 Aft Left Bulkhead Wallmounted

PBE (1) - - - - - - - - - - - - - - - - - - - - - -Check6.7.2.11 Aft Flight Attendant Jumpseat



Megaphone (1) - - - - - - - - - - - - - - - - - -CheckHalon Fire Extinguisher (1) - - - - - Pressure in green, pin installed

6.7.2.13 Aft Right Bulkhead Wallmounted

PBE (1) - - - - - - - - - - - - - - - - - - - - - -Check6.7.2.14 Aft Right Bulkhead Compartment

AED - - - - - - - - - - - - - - - - - - - - - - - -Check6.7.2.15 Aft Lavatory

Smoke Detector - - - - - - - - - - - - - - - OperationalTrash Flap - - - - - - - - - - - - - - - - Springs Closed

12112

121

12112

12112

121

12112

1


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PAGE 6-19

6.8 ORIGINATING/RECEIVING CHECKLIST

6.8.1 GENERAL

This checklist ensures all equipment is operating properly and set up for engine start.

6.8.1.1 Who

Initiated by the captain; read by the first officer.

6.8.1.2 When

A. The checklist shall be performed if any of the following conditions are occur—

First flight of the dayChange in PICAircraft has been left unattended, orMaintenance has been performed on the aircraft

B. The checklist should be completed prior to passenger boarding and early enough to ensure maintenance has sufficient time to correct any irregularities.

6.8.2 CAPTAIN’S FLOW PATTERN

S

F

COMPASS

MCDU



.310(d)(2)

1.354(c)(1)

1.354(c)(1)

6.8.2.1 Captain’s Abbreviated Flow

MCDU- - - - - - - - - - - - - - - - - - - - - - - - SetDVDR Control Panel - - - - - - - - - - - - - - - TestedElectrical Panel - - - - - - - - - - - - - - - - - - - SetCockpit Lights Panel - - - - - - - - - - - - -As RequiredFuel Panel- - - - - - - - - - - - - - - - - - - CheckedPassenger Signs Panel - - - - - - - - - - - - - - - SetFire Extinguisher Panel - - - - - - - - - - - - CheckedAPU Control Panel- - - - - - - - - - - - - - - - - - SetWindshield Wipers - - - - - - - - - - - - - - - - - - OffExternal Lights Panel - - - - - - - - - - - -As RequiredHydraulic Panel - - - - - - - - - - - - - - - - - - - SetPressurization Panel - - - - - - - - - - - - - - - - - SetWindshield Heating - - - - - - - - - - - - - - - - - - INIce Protection Panel - - - - - - - - - - - - - - - - - SetAir Conditioning/Pneumatic Panel - - - - - - - - - - SetPassenger Oxygen - - - - - - - - - - - - - - - - - SetStandby Compass - - - - - - - - - - - - - - - - -CheckGuidance Panel - - - - - - - - - - - - - - - - - - - SetDisplay Controller Unit - - - - - - - - - - - - - - - - SetGlareshield Light Control Panel - - - - - - -As RequiredReversionary Panel - - - - - - - - - - - - - - CheckedPFD - - - - - - - - - - - - - - - - - - - - - - CheckedMFD- - - - - - - - - - - - - - - - - - - - - - CheckedIESS - - - - - - - - - - - - - - - - - - Checked & SetGND PROX TERR INHIB - - - - - - - - - - - - - OUTParking Brake Light - - - - - - - - - - - - - - CheckedEICAS- - - - - - - - - - - - - - - - - - - - - CheckedClock - - - - - - - - - - - - - - - - - - - - - - - - SetLanding Gear - - - - - - - - - - - - - - - - - - - - DNELT - - - - - - - - - - - - - - - - - - - - - - - - - ArmGND PROX G/S INHIB - - - - - - - - - - - - - - OUTLG WRN INHIB - - - - - - - - - - - - - - - - Guarded

121

12

12



PAGE 6-21

121.333(c)(1)121.333(c)(4)

121.354(c)(1)

121.359(a)

Flight Control Mode Panel - - - - - - - - - - - CheckedStall Warning - - - - - - - - - - - - - - - - - CheckedPowerplant Panel - - - - - - - - - - - - - - - CheckedEICAS FULL- - - - - - - - - - - - - - - - - - - - OUTSpeed Brake Lever - - - - - - - - - - - - - - - - - - 0Thrust Levers - - - - - - - - - - - - - - - - - - - IDLERAT Manual Deploy - - - - - - - - - - - - - - - StowedParking Brake - - - - - - - - - - - - - - - - Set or OFFAudio Panel - - - - - - - - - - - - - - - Set for O2 Test

O2 & Interphone - - - - - - - - - - - - - - - - Checked

Flashlight - - - - - - - - - - - - - - - - - - LED SteadyCircuit Breakers - - - - - - - - - - - - Closed or collaredAudio Panel - - - - - - - - - - - - - - - - - - - - - SetGND PROX FLAP OVRD - - - - - - - - - - - GuardedSLAT / FLAP - - - - - - - - - - - - - - - - - - - - - 0Trim Panel- - - - - - - - - - - - - - - - - - - CheckedCOCKPIT DOOR CONTROL - - - - - - - - - CheckedELEVATOR DISCONNECT - - - - - - - - - - - - - - INAILERON DISCONNECT - - - - - - - - - - - - - - - IN

6.8.2.2 Captain’s Expanded Flow

MCDU- - - - - - - - - - - - - - - - - - - - - - - - Set POS INIT Initialize position on both pilots’ FMSs if not previously done.DVDR On the MCDU, do the following:

- MENU Function Key - - - - - - - - - - - - - - - Select- MISC (1L) - - - - - - - - - - - - - - - - - - - - Select- DVDR (5R) - - - - - - - - - - - - - - - - - - - - Select

Electronic CBs - - - - - - - - - - - - - - - - - - - - - - - Checked

NO

TE If a “VERIFY POSITION” message

appears after initializing, both pilots will verify the correct position prior to any further FMS POS INIT entries.

NO

TE

Ensure recording ON (green) is active. Use the 1L key to toggle from ON to OFF and vice versa.The DVDR must be operated contin-uously from start of the use of the Before Start Checklist to completion of the Parking Checklist.



.310(d)(2)

- On the MCDU, do the following:CB Function Key - - - - - - - - - - - - - - - - - Select

DVDR CONTROL PANEL - - - - - - - - - - - - TestedELECTRIC AC POWER - - - - - - - - - - - - - - - Set

IDG 1 Selector - - - - - - - - - - - - - - - - - - - - - - - - AUTOIDG 2 Selector - - - - - - - - - - - - - - - - - - - - - - - - AUTOGPU - - - - - - - - - - - - - - - - - - - - - - - - - - As required

- If AVAIL light is illuminated and ground power usage appropriate...GPU - - - - - - - - - - - - - - - - - - - - - - - - - IN

AC BUS TIES Selector - - - - - - - - - - - - - - - - - - - - AUTOAPU GEN - - - - - - - - - - - - - - - - - - - - - - - - - - - - IN

ELECTRIC DC POWER - - - - - - - - - - - - - - - SetTRU 1 - - - - - - - - - - - - - - - - - - - - - - - - - - - - AUTOTRU ESS - - - - - - - - - - - - - - - - - - - - - - - - - - AUTOTRU 2 - - - - - - - - - - - - - - - - - - - - - - - - - - - - AUTOBATT 1 Selector - - - - - - - - - - - - - - - - - - - - - - - - -ONDC BUS TIES - - - - - - - - - - - - - - - - - - - - - - - - AUTOBATT 2 Selector - - - - - - - - - - - - - - - - - - - - - - - AUTO

COCKPIT LIGHTS- - - - - - - - - - - - - - As requiredMAIN PNL, OVHD PNL & PEDESTAL Knobs - - - - - - As requiredANNUCIATORS TEST Button - - - - - - - - - - - - - - - - Press

- Pushbutton Striped Bars & Caption Indications - - CheckDOME - - - - - - - - - - - - - - - - - - - - - - - - - As required

FUEL - - - - - - - - - - - - - - - - - - - - - CheckedXFEED Selector - - - - - - - - - - - - - - - - - - - - - - - - OFFDC PUMP Selector- - - - - - - - - - - - - - - - - - - - - - AUTOAC PUMP 1 Selector - - - - - - - - - - - - - - - - - - - - - AUTOAC PUMP 2 Selector - - - - - - - - - - - - - - - - - - - - - AUTO

PASSENGER SIGNS - - - - - - - - - - - - - - - - SetEMER LT Selector - - - - - - - - - - - - - - - - - - - - - Checked

- EMER LT Selector - - - - - - - - - - - - - - - - - ON- Ensure EMER LT ON and EMER LT NOT ARMED EICAS messages

annunciate.- EMER LT Selector - - - - - - - - - - - - - - - ARMEDNO ELEC DEVICES - - - - - - - - - - - - - - - - - - - - - - OFF

NO

TE

Ensure agreement with maintenance status.

121



PAGE 6-23

FSTN BELTS - - - - - - - - - - - - - - - - - - - - - - - - - OFFSTERILE - - - - - - - - - - - - - - - - - - - - - - - - - - - OFF

FIRE EXTINGUISHER- - - - - - - - - - - - - CheckedPrior to performing the FIRE Panel Test ensure that there are no fire detection/extinguishing system messages displayed on the EICAS.

# 1 & # 2 EXTG Handles - - - - - - - - - - - - - - - - - - -StowedCARGO SMOKE FWD/AFT - - - - - - - - - - - - - - - - GuardedAPU - - - - - - - - - - - - - - - - - - - - - - - - - - - - GuardedAPU CONTROL EMER STOP - - - - - - - - - - - - - - - GuardedFire Detection TEST Button - - - - - - - - - - - - - - Press & Hold

Observe the following:

- Lights:- # 1 Engine Fire Extinguishing handle- # 2 Engine Fire Extinguishing handle- FIRE EXTINGUISHER CARGO SMOKE FWD pushbutton- FIRE EXTINGUISHER CARGO SMOKE AFT pushbutton- FIRE EXTINGUISHER APU pushbutton- APU CONTROL EMER STOP pushbutton (upper half)- captain and first officer master WARN lights (flashing)

- EICAS messages:- ENG 1 FIRE- ENG 2 FIRE- APU FIRE- CARGO FWD SMOKE- CARGO AFT SMOKE- left and right FIRE warning icon on ITT EICAS indicators

- Aural warnings:- Continuous bell, silence by pressing either master WARN lights

APU CONTROL - - - - - - - - - - - - - - - - - - - SetWINDSHIELD WIPER 1 & 2 - - - - - - - - - - - - -OFFEXTERNAL LIGHTS- - - - - - - - - - - - - As required

NAV - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -ONSTROBE - - - - - - - - - - - - - - - - - - - - - - - - - - - OFF

If a FIRE EXTINGUISHER Check ___ done in conjunction with the Safety &

Power On Checklist...

Then this check is considered...

was complete and not done during the Origi-nating/Receiving Checklist.

was notnot accomplished and must be done during the Originating/Receiving Check-list.



RED BCN - - - - - - - - - - - - - - - - - - - - - - - - - - - OFFLOGO - - - - - - - - - - - - - - - - - - - - - - - - - As required

- Day time - - - - - - - - - - - - - - - - - - - - - - OFF- Night time - - - - - - - - - - - - - - - - - - - - - ON

- During sunset to sunrise and during low visibility procedures.TAXI NOSE & SIDE - - - - - - - - - - - - - - - - - - - - - - OFFINSP- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - OFFLANDING LEFT/NOSE/RIGHT - - - - - - - - - - - - - - - - - OFF

HYDRAULIC - - - - - - - - - - - - - - - - - CheckedSYS 1 ENG PUMP SHUTOFF - - - - - - - - - - - - - - - GuardedPTU Selector - - - - - - - - - - - - - - - - - - - - - - - - AUTOSYS 2 ENG PUMP SHUTOFF - - - - - - - - - - - - - - - GuardedSYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - - - - AUTOSYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - - - - AUTOSYS 3 ELEC PUMP A - - - - - - - - - - - - - - - - - - - - - OFFSYS 3 ELEC PUMP B - - - - - - - - - - - - - - - - - - - - AUTO

PRESSURIZATION - - - - - - - - - - - - - - - - - Set- CABIN ALT Selector - - - - - - - - - - - - - - - STOP- MODE Selector- - - - - - - - - - - - - - - - - - AUTO- DUMP - - - - - - - - - - - - - - - - - - - - - Guarded- LFE Selector - - - - - - - - - - - - - - - - - - - STOP

WINDSHIELD HEATING 1 & 2 - - - - - - - - - - - - - INICE PROTECTION - - - - - - - - - - - - - - - - - Set

ENGINE 1 - - - - - - - - - - - - - - - - - - - - - - - - - - - - INWING - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - INENGINE 2 - - - - - - - - - - - - - - - - - - - - - - - - - - - - INMODE Selector - - - - - - - - - - - - - - - - - - - - - - - AUTOTEST Selector - - - - - - - - - - - - - - - - - - - - - - - - - OFF

- The TEST function is a maintenance procedure.

AIR COND / PNEUMATIC - - - - - - - - - - - - - - SetCKPT Knob - - - - - - - - - - - - - - - - - - - - - - As requiredRECIRC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - INPAX CABIN Knob - - - - - - - - - - - - - - - - - - - As requiredPACK 1 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - INPACK 2 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - INXBLEED - - - - - - - - - - - - - - - - - - - - - - - - - - - - - INBLEED 1- - - - - - - - - - - - - - - - - - - - - - - - - - - - - INAPU BLEED - - - - - - - - - - - - - - - - - - - - - - - - - - - INBLEED 2- - - - - - - - - - - - - - - - - - - - - - - - - - - - - IN

PASSENGER OXYGEN - - - - - - - - - - - - - - - SetMASK DEPLOY Selector - - - - - - - - - - - - - - - - - - AUTO



PAGE 6-25

MASK DEPLOYED - - - - - - - - - - - - - - - - - - - - No Light

Standby Compass - - - - - - - - - - - - - - - CheckedCross check heading against pilot and copilot HSIs on the PFD and MFD.

- Heading information may be inaccurate due to ground equipment magnetic disturbance at the gate.

Guidance Panel - - - - - - - - - - - - - - - - - - - Set- ALT SEL - - - - - - - - - - - - - - - - - - - - -Ft. only- SPEED- - - - - - - - - - - - - - - - - - - - - - - MAN- SRC - - - - - - - - - - - - - - - - - - - - - - - - - PF

Display Controller Unit - - - - - - - - - - - - - - - - SetBARO SET - - - - - - - - - - - - - - - - - - - - - IN (inches Hg.)

- Set current station pressure by rotating the selector and verify on PFD that FL<###> is not displayed in the altitude select window.

HSI - - - - - - - - - - - - - - - - - - - - - - - - Compass or ArcBRG- - - - - - - - - - - - - - - - - - - - - - - - - - - - On or Off

GLARESHIELD Lights Control Panel - - - - - As requiredREVERSIONARY PANEL - - - - - - - - - - - - - - Set

DISPLAYS Selector - - - - - - - - - - - - - - - - - - - - - AUTOSENSORS Selectors (ADS/IRS) - - - - - - - - - - - - -As required

PFD - - - - - - - - - - - - - - - - - - - - - - Checked

Airspeed Tape - - - - - - - - - - - - - - - - - - Speeds not shownEADI - - - - - - - - - - - - - - - - - - - - - - - Level & flag-freeAltitude Tape- - - - - - - - - - - - - - - - - - - - - - Within limitsVSI - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0EHSI and compass - - - - - - - - - - - No flags & same headings

MFD- - - - - - - - - - - - - - - - - - - - - - CheckedHydraulic Synoptic page - - - - - - - - - - - - - - - - - - - Check

- Verify hydraulic fluid quantity and pressure.Status page - - - - - - - - - - - - - - - - - - - - - - - - - Check

- Verify:- Hydraulic brake accumulator pressures- Oil quantities- Oxygen quantity

NO

TE Oxygen supply for flight compart-

ment crew must comply with mini-mum requirements (see QRH OPS DATA pages).



IESS - - - - - - - - - - - - - - - - - - Checked & SetAttitude - - - - - - - - - - - -Compare with PFD attitude indicatorsAltimeter - - - - - - - - - - - - - - - - - - - - - - - - Set if known

- Compare readout with the PFD altitude tapesALT or SPD Flags - - - - - - - - - - - - - - - - - None displayedVSI - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -0

GND PROX TERR INHIB - - - - - - - - - - - - - OUTEMERG/PRKG BRAKE Light - - - - - - - - - Checked

ON light indicates brakes are applied.

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedVerify all displayed EICAS messages are normal for the current operational aircraft configuration.

Clock - - - - - - - - - - - - - - - - - - - - - - - - Set

GPS/INT/SET Selector - - - - - - - - - - - - - - - - - - - - - GPS

- If the clock displays dashes (-- -- --), adjust as follows:GPS/INT/SET Selector - - - - - - - - - - - - - - - - - - - - - SET

- Enter the correct time- GPS/INT/SET Selector - - - - - - - - - - - - - - - INT

Landing Gear Lever - - - - - - - - - - - - - - - - - DNELT - - - - - - - - - - - - - - - - - - - - - - - - ARM

Testing is a maintenance function.

GRD PROX GS INHIB - - - - - - - - - - - - - - - OUTLG WRN INHIB - - - - - - - - - - - - - - - - GuardedFLIGHT CONTROLS MODE - - - - - - - - - - Checked

ELEVATORS- - - - - - - - - - - - - - - - - - - - - - - - GuardedRUDDER - - - - - - - - - - - - - - - - - - - - - - - - - GuardedSPOILERS- - - - - - - - - - - - - - - - - - - - - - - - - Guarded

STALL WARNING - - - - - - - - - - - - - - - CheckedSHAKER 1 CUTOUT- - - - - - - - - - - - - - - - - - - - - - OUTSHAKER 2 CUTOUT- - - - - - - - - - - - - - - - - - - - - - OUT

POWERPLANT - - - - - - - - - - - - - - - - CheckedSTART/STOP 1 Selector - - - - - - - - - - - - - - - - - - - STOPSTART/STOP 2 Selector - - - - - - - - - - - - - - - - - - - STOPIGNITION 1 Selector - - - - - - - - - - - - - - - - - - - - - AUTOIGNITION 2 Selector - - - - - - - - - - - - - - - - - - - - - AUTO

EICAS FULL- - - - - - - - - - - - - - - - - - - - OUT Speed Brake Lever - - - - - - - - - - - - - - - CLOSEThrust Levers - - - - - - - - - - - - - - - - - - - IDLE



PAGE 6-27

121.333(c)(1)121.333(c)(4)

RAT MANUAL DEPLOY Handle - - - - - - - - - StowedCover - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Flush

PARKING BRAKE Handle - - - - - - - - - - Set or OFFAudio Control Panel (ACP)- - - - - - - - Set for O2 Test

MIC Button - - - - - - - - - - - - - - - - - - - - - - - - - AUTOSPKR - - - - - - - - - - - - - - - - - - - - - - - Select (light ON)VOL Knob - - - - - - - - - - - - - - - - - - - - - - - -As required

O2 & Interphone - - - - - - - - - - - - - - - - CheckedControl Wheel Com Switch - - - - - - - - - - - - - - - - -MIC HOTRegulator Control Knob - - - - - - - - - - - - - - - - - - - 100%TEST/RESET Button- - - - - - - - - - - - - - - - - Press and hold

- Indicator - - - - - - - - - - - Short illumination (or blink)- Headset - - - - - - - - - - - - Audible pressure sound- Indicator - - - - - - - - - - - - - - - - - - - - - - OUT

- Once the mask fully pressurizes, the indicator must go OUT showing the system is leak free.

- TEST/RESET Button - - - - - - - - - - - - - - ReleaseRegulator Control Knob - - - - - - - - - - - - - - - - - - - EMERTEST/RESET Button- - - - - - - - - - - - - - - - - Press and holdIndicator - - - - - - - - - - - - - - - - - - - Continuously showing

- Indicates oxygen flow.TEST/RESET Button- - - - - - - - - - - - - - - - - - - - ReleaseRegulator Control Knob - - - - - - - - - - - - - - - - - - - 100%

Flashlight - - - - - - - - - - - - - - - - - - LED SteadyCircuit Breakers - - - - - - - - - - - - Closed or collaredAudio Control Panel (ACP)- - - - - - - - - - - - - - Set

- MIC Button - - - - - - - - - - - - - - - - - - - - AUTO- SPKR - - - - - - - - - - - - - - - De-select (light OUT)

GND PROX FLAP OVRD - - - - - - - - - - - GuardedSLAT / FLAP Lever - - - - - - - - - - - - - - - - - - 0TRIM - - - - - - - - - - - - - - - - - - - - - Checked

SYS 1 CUTOUT - - - - - - - - - - - - - - - - - - - - - - GuardedSYS 2 CUTOUT - - - - - - - - - - - - - - - - - - - - - - Guarded



Verify Roll, Yaw and Pitch (Main and Backup) trims are operating properly both directions. Verify system’s 3-second protection is working properly. Adjust Yaw and Roll trim to the neutral position and Pitch trim to the green band.

COCKPIT DOOR CONTROL - - - - - - - - - CheckedLOCK - - - - - - - - - - - - - - - - - - - - - - - - - - - Guarded

- This check is accomplished on the first flight of the day. (Sec 2.4)

ELEVATOR DISCONNECT - - - - - - - IN & NO EICASAILERON DISCONNECT - - - - - - - - IN & NO EICAS

6.8.3 FIRST OFFICER’S FLOW PATTERN

6.8.3.1 First Officer’s Abbreviated Flow

MCDU- - - - - - - - - - - - - - - - - - - - - POS INITGuidance Panel - - - - - - - - - - - - - - - - - - - SetDisplay Controller Unit - - - - - - - - - - - - - - - - SetGlareshield Light Control Panel - - - - - - - As requiredReversionary Panel - - - - - - - - - - - - - - Checked

If only one half of a trim switch is erroneously actu-ated for more than 7 sec-onds, that switch will be automatically deactivated, an aural warning “Trim” will be activated for 6 seconds and an advisory EICAS message will be observed requiring maintenance action to clear.

S

AltGear

F

MaskO2

Ext.

MCDU

OPS-07A
Original 29AUG2005


PAGE 6-29

121.333(c)(1)121.333(c)(4)

PFD - - - - - - - - - - - - - - - - - - - - - - CheckedAudio Panel - - - - - - - - - - - - - - - Set for O2 Test

O2 & Interphone - - - - - - - - - - - - - - - - Checked

Flashlight - - - - - - - - - - - - - - - - - - LED SteadyCircuit Breakers - - - - - - - - - - - - Closed or collaredAudio Panel - - - - - - - - - - - - - - - - - - - - - SetAlt Gear Extension- - - - - - - - - - - - - - - Checked

6.8.3.2 First Officer’s Expanded Flow

MCDU- - - - - - - - - - - - - - - - - - - - - POS INITInitialize position on both pilots’ FMSs if not previously done.

Guidance Panel - - - - - - - - - - - - - - - - - - - SetSRC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PFSPEED - - - - - - - - - - - - - - - - - - - - - - - - - - - - MANALT SEL - - - - - - - - - - - - - - - - - - - - - - - - - - -Ft. only

Display Controller Unit - - - - - - - - - - - - - - - - SetBARO SET - - - - - - - - - - - - - - - - - - - - - IN (inches Hg.)

- Set current station pressure by rotating the selector and verify on PFD that FL<###> is not displayed in the altitude select window.

HSI - - - - - - - - - - - - - - - - - - - - - - - - Compass or ArcBRG- - - - - - - - - - - - - - - - - - - - - - - - - - - - On or Off

GLARESHIELD LIGHTS CONTROL PANEL - As requiredREVERSIONARY PANEL - - - - - - - - - - - - - - Set

DISPLAYS Selector - - - - - - - - - - - - - - - - - - - - - AUTOSENSORS (ADS/IRS) - - - - - - - - - - - - - - - - - -As required

PFD - - - - - - - - - - - - - - - - - - - - - - CheckedAirspeed Tape - - - - - - - - - - - - - - - - - - Speeds not shownEADI - - - - - - - - - - - - - - - - - - - - - - - Level & flag-freeAltitude Tape- - - - - - - - - - - - - - - - - - - - - - Within limitsVSI - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0EHSI and compass - - - - - - - - - - - No flags & same headings


- Verify hydraulic fluid quantity and pressure.Status page - - - - - - - - - - - - - - - - - - - - - - - - - Check

NO

TE If a “VERIFY POSITION” message

appears after initializing, both pilots will verify the correct position prior to any further FMS POS INIT entries.

OPS-07A
Original 29AUG2005


1.333(c)(1)1.333(c)(4)

- Verify:- Hydraulic brake accumulator pressures- Oil quantities- Oxygen quantity

Audio Control Panel (ACP)Set for O2 Test

MIC Button- - - - - - - - - - - - - - - - - - - - - - - - - - AUTOSPKR - - - - - - - - - - - - - - - - - - - - - - - Select (light ON)VOL Knob - - - - - - - - - - - - - - - - - - - - - - - As required

O2 & Interphone - - - - - - - - - - - - - - - - CheckedControl Wheel Com Switch - - - - - - - - - - - - - - - - MIC HOTRegulator Control Knob - - - - - - - - - - - - - - - - - - - 100%TEST/RESET Button - - - - - - - - - - - - - - - - - Press and holdIndicator - - - - - - - - - - - - - - - - - Short illumination (or blink)Headset - - - - - - - - - - - - - - - - - - Audible pressure soundIndicator - - - - - - - - - - - - - - - - - - - - - - - - - - - - OUT

- Once the mask fully pressurizes, the indicator must go OUT showing the system is leak free.

TEST/RESET Button - - - - - - - - - - - - - - - - - - - - ReleaseRegulator Control Knob - - - - - - - - - - - - - - - - - - - EMERTEST/RESET Button - - - - - - - - - - - - - - - - - Press and holdIndicator - - - - - - - - - - - - - - - - - - - Continuously showing

- Indicates oxygen flow.TEST/RESET Button - - - - - - - - - - - - - - - - - - - - ReleaseRegulator Control Knob - - - - - - - - - - - - - - - - - - - 100%

Flashlight - - - - - - - - - - - - - - - - - - LED SteadyCircuit Breakers - - - - - - - - - - - - Closed or collaredAudio Control Panel (ACP)- - - - - - - - - - - - - - Set

MIC Button- - - - - - - - - - - - - - - - - - - - - - - - - - AUTOSPKR - - - - - - - - - - - - - - - - - - - - - De-select (light OUT)

Alternate Gear Extension Compartment - - - - CheckedAlternate Gear Extension Lever - - - - - - - - - - - - - Full downElectrical Override Switch - - - - - - - - - - - - - - - - NORMAL

- Open the door to ensure switch position.

NO

TE Oxygen supply for flight compart-

ment crew must comply with mini-mum requirements (see QRH OPS DATA pages).

1212

OPS-07A
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PAGE 6-31

121.333(c)(1)121.333(c)(4)

6.8.4 ORIGINATING/RECEIVING CHECKLIST

This is a “Do-Verify” checklist.

1. Preflight Inspections . . . . . . . . .Verify . . . . . . . . . . . . COMPLETEVerifies the appropriate exterior/interior preflight inspections are complete.

2. Logbook, Forms, & Manuals . .Verify . . . . . . . . . . . . . CHECKEDRefer to the FOM, Forms and Manuals Required for the list of items required to be onboard the aircraft.

3. QRH. . . . . . . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . INSTALLEDThe QRH must be within reach, exposed, and readily accessible.

4. Gear/RAT Pins . . . . . . . . . . . . . . [FO]. . . . . . . . . . . . . . . .STOWEDVerifies the landing gear and RAT safety pins are stowed (done during the Preflight - Interior Flight Deck Inspection).

5. CB Panels. . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . CHECKEDVerifies the CB panels are checked (done during the Preflight - Interior Flight Deck Inspection).

6. Panel Prep . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . COMPLETEVerifies the captain and first officer Panel Prep flow items are completed.

7. O2 & Interphone . . . . . . . . . . . . .Verify . . . . . . . . . . . . . CHECKED

8. Receiving Checklist. . . . . . . . . . [FO]. . . . . . . . . . . . . COMPLETE

End of Chapter

OPS-07A


OPS-07A


PAGE TOC 7-1

Chapter 7: Start

7.1 Before Start ............................................................................................... 7-17.1.1 20 Minutes Prior to Departure & Fueling Complete .............................. 7-17.1.2 Fuel ........................................................................................................ 7-17.1.3 ACARS ................................................................................................... 7-17.1.4 ATC Clearance ....................................................................................... 7-17.1.5 Initial Altitude ......................................................................................... 7-17.1.6 Transponder ............................................................................................ 7-17.1.7 Disconnecting Power .............................................................................. 7-17.1.8 FMS Routing ........................................................................................... 7-17.1.9 Paperwork Review .................................................................................. 7-27.1.10 Communication/Navigation Frequencies & Courses ............................. 7-27.1.11 Guidance Panel ....................................................................................... 7-27.1.12 Jumpseat .................................................................................................. 7-27.1.13 Welcome Aboard Announcement ........................................................... 7-27.1.14 Gate Departure ........................................................................................ 7-27.1.15 Early Departures ..................................................................................... 7-27.1.16 Weight and Balance (W & B) ................................................................. 7-27.1.17 Cabin Ready Notification ....................................................................... 7-37.1.18 Pushback or Start Clearance ................................................................... 7-3

7.2 Before Start Checklist (To the Line) ......................................................... 7-47.2.1 General .................................................................................................... 7-47.2.2 Who ......................................................................................................... 7-47.2.3 When ....................................................................................................... 7-47.2.4 Captain’s Flow Pattern (To the line) ....................................................... 7-4

7.2.4.1 Captain’s Abbreviated Flow (To the Line) .................................................. 7-47.2.4.2 Captain’s Expanded Flow (To the Line) ....................................................... 7-5

7.2.5 First Officer’s Flow Pattern (To the Line) ............................................ 7-77.2.5.1 First Officer’s Abbreviated Flow (To the Line) ........................................... 7-77.2.5.2 First Officer’s Expanded Flow (To the Line) ............................................... 7-7

7.3 Before Start Checklist (To the Line) ......................................................... 7-87.4 Weight & Balance (W & B) .................................................................... 7-10

7.4.1 Captain’s Expanded Flow .................................................................... 7-107.4.2 First Officer’s Expanded Flow ............................................................. 7-10

7.5 Before Start Checklist (Below the Line) ................................................. 7-117.5.1 Captain’s Flow Pattern (Below the Line) .......................................... 7-11

7.5.1.1 Captain’s Abbreviated Flow (Below the Line) ........................................... 7-117.5.1.2 Captain’s Expanded Flow (Below the Line) ............................................... 7-11

7.5.2 First Officer’s Flow Pattern (Below the Line) ..................................... 7-127.5.2.1 First Officer’s Abbreviated Flow (Below the Line) ................................... 7-127.5.2.2 First Officer’s Expanded Flow (Below the Line) ....................................... 7-12

7.6 Before Start Checklist (Below the Line) ................................................. 7-137.7 Pushback/Powerback Procedures ............................................................ 7-14

7.7.1 Pushback ............................................................................................... 7-147.7.2 Powerback ............................................................................................. 7-14

7.8 Engine Start Procedure ............................................................................ 7-14

OPS-07A


7.8.1 General .................................................................................................. 7-147.8.2 Procedure .............................................................................................. 7-147.8.3 Stable Engine Indications ..................................................................... 7-157.8.4 Aborted Engine Start ............................................................................ 7-157.8.5 Engine Warm-Up .................................................................................. 7-15

7.9 Delayed Engine Start Procedure .............................................................. 7-157.10 Supplemental Start Procedures .............................................................. 7-15

7.10.1 Definition .............................................................................................. 7-157.10.2 Procedure .............................................................................................. 7-157.10.3 External Air Start .................................................................................. 7-167.10.4 Crossbleed Start ................................................................................... 7-167.10.5 [RESERVED] ....................................................................................... 7-177.10.6 Manual Starter Valve Operation Engine Start ...................................... 7-17

7.11 Extended Ground Delay ........................................................................ 7-177.12 After Start Checklist .............................................................................. 7-18

7.12.1 General .................................................................................................. 7-187.12.2 Who ....................................................................................................... 7-187.12.3 When ..................................................................................................... 7-187.12.4 After Start ............................................................................................. 7-187.12.5 Captain’s Flow Pattern .......................................................................... 7-19

7.12.5.1 Captain’s Abbreviated Flow ....................................................................... 7-197.12.5.2 Captain’s Expanded Flow ........................................................................... 7-19

7.12.6 First Officer’s Flow Pattern ................................................................. 7-207.12.6.1 First Officer’s Abbreviated Flow ................................................................ 7-207.12.6.2 First Officer’s Expanded Flow ................................................................... 7-21

7.12.7 After Start Checklist ............................................................................. 7-21

OPS-07A


PAGE 7-1

Chapter 7Start

7.1 BEFORE START

7.1.1 20 MINUTES PRIOR TO DEPARTURE & FUELING COMPLETE

7.1.2 FUEL

7.1.3 ACARSThe first officer enters the flight number.

7.1.4 ATC CLEARANCE

The first officer normally obtains the ATC clearance. If done verbally, both pilots should listen and copy the clearance when possible.

7.1.5 INITIAL ALTITUDE

Both pilots will verify the initial altitude in their respective PFD.

7.1.6 TRANSPONDER

The first officer normally sets the assigned transponder code and Flight ID.

7.1.7 DISCONNECTING POWER

The captain will give “POWER OFF/OUT” command/signal when ready to disconnect the air and/or power.

7.1.8 FMS ROUTING

A. The PF normally enters the routing into the FMS.


Checks the fuel slip for accuracy, Verifies the fuel load is within limits of the RAMP and Verifies fuel load is balanced.

Resets Fuel Used on the Flight Summary page.


Accomplish Before Start Checklist (To the Line) Flow Patterns



B. The other pilot will verify the routing is entered correctly and active.

C. Compare the total distance on the FMS Progress Page against the Flight Release.

D. Resolve any discrepancies.

7.1.9 PAPERWORK REVIEW

Both pilots will review Flight Release, Airport Runway Analysis & Weather Package and all pertinent Jeppesen pages.

7.1.10 COMMUNICATION/NAVIGATION FREQUENCIES & COURSES

Both pilots set communication frequencies and navigation frequencies and courses for departure.

7.1.11 GUIDANCE PANEL

The PF sets up the guidance panel for departure.

7.1.12 JUMPSEAT

One of the pilots will accomplish a jumpseat briefing if required.

7.1.13 WELCOME ABOARD ANNOUNCEMENT

The captain will normally accomplish a welcome aboard announcement just prior to departing the gate and after most of the passengers are situated.

7.1.14 GATE DEPARTURE

Company aircraft will power out or pushback from the gate no later than departure time.

7.1.15 EARLY DEPARTURES

Early departures are encouraged when the boarding process is complete. This may be earlier than the scheduled departure time.

7.1.16 WEIGHT AND BALANCE (W & B)The station agent will verify the GSI status. After computing the W & B, ensure the proper paperwork is given to the gate agent and carried on board.

It is particularly important to verify the correct run-way for departure has been entered into the FMS on FMS departures to ensure the proper flight path after takeoff.



PAGE 7-3

>>>FOM 6.9.3C
7.1.17 CABIN READY NOTIFICATION
Prior to locking the cockpit door, the “A” flight attendant will advise the flight crew, “Cabin secure” signifying all passengers are seated, carry-on baggage is properly stowed, seat backs are upright, tray tables are stowed, slides are armed and the cabin is ready for aircraft movement.Relay any pertinent information (such as short-taxi, etc.)

7.1.18 PUSHBACK OR START CLEARANCE



Establish communication with ground personnel

Obtain pushback or start clearance (if required)

Accomplish Before Start (Below the Line) Flow Patterns


Accomplish Pushback Operation (if required)



1.333(c)(1)1.333(c)(4)

7.2 BEFORE START CHECKLIST (TO THE LINE)

7.2.1 GENERAL

This flow and checklist is used to prepare for starting the engines.

7.2.2 WHO


7.2.3 WHEN

After fueling is completed, and ATC clearance is received.

7.2.4 CAPTAIN’S FLOW PATTERN (TO THE LINE)

7.2.4.1 Captain’s Abbreviated Flow (To the Line)

At least three (3) minutes after AC electrical power is established and done early enough to allow maintenance action (if required).

HYDRAULIC - - - - - - - - - - - - - - - - - CheckedConfirm STEER OFF EICAS message is annunciated.

PARKING BRAKE - - - - - - - - - - - - - - - - - - ONO2- - - - - - - - - - - - - - - - - - - - - - - Checked

MCDU- - - - - - - - - - - - - - - - - - - - - Set (if PF)

S

F

1212



PAGE 7-5

121.317(b)

121.333(c)(1)121.333(c)(4)

Guidance Panel - - - - - - - - - - - - - - - - - - - Set PFD - - - - - - - - - - - - - - - - - - - - - - CheckedMFD- - - - - - - - - - - - - - - - - - - - - - CheckedPASSENGER SIGNS - - - - - - - - - - - - - - - - ONDeparture Review - - - - - - - - - - - - - - - Brief if PFCall for “Before Start Checklist”

7.2.4.2 Captain’s Expanded Flow (To the Line)

At least three (3) minutes after AC electrical power is established and done early enough to allow maintenance action (if required).

HYDRAULIC - - - - - - - - - - - - - - - - - CheckedEICAS STEER OFF - - - - - - - - - - - - - - - - - - - Annunciate

HYD SYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - - -ONHYD SYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - - -ONHYD SYS 3 ELEC PUMP A - - - - - - - - - - - - - - - - - - -ONHYD SYS 3 ELEC PUMP B - - - - - - - - - - - - - - - - - AUTOFLT CTRL NO DISPATCH - - - - - - - - - - - - - Not annunciated

After fueling is completed and ATC clearance is received

PARKING BRAKE - - - - - - - - - - - - - - - - - - ONEMERG/PRKG BRAKE Light- - - - - - - - - - - - - - - Illuminated

O2- - - - - - - - - - - - - - - - - - - - - - - Checked

MCDU (if PF) - - - - - - - - - - - - - - - - - - - - SetFMS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Load

- Enter flight plan route. T/O DATASET MENU - - - - - - - - - - - - - - - - - - - - Select

- Enter the following data:- T/O MODE (TO-1)

Serious injury may result if hydraulics are intro-duced without STEER OFF annunciated.

To allow the flight controls built in tests, wait three (3) minutes after establishing AC electrical power prior to turning on any hydraulic pump(s).



.317(b)

.306(a)

- T/O TEMP (__°C)- ATTCS (ON)- REF ECS (ON or Select OFF from APG Performance)

- REF A/I (OFF or if in icing conditions, ALL)

Transponder Code - - - - - - - - - - - - - - Ensure assigned code

- Normally, the transponder code is already entered after receipt of the ATC clearance. If not done, enter the assigned code now.

Guidance Panel - - - - - - - - - - - - - - - - - - - SetPFD - - - - - - - - - - - - - - - - - - - - - - Checked

ALT SEL - - - - - - - - - - - - - - - - - - - Initial Assigned altitudeEHSI- - - - - - - - - - -Departure course and NAV source selectedHeading Bug- - - - - - - - - - - - - - Set for departure procedure


- Ensure hydraulic fluid quantity greenStatus page - - - - - - - - - - - - - - - - - - - - - - - - - Check

- Ensure the following are green:- BRAKES EMER ACCUM SYS 1 & SYS 2- ENGINE OIL LEVEL- CREW OXY PRESSURE

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedEnsure required fuel on board and balanced.Check STEER OFF message illuminated.

PASSENGER SIGNS - - - - - - - - - - - - - - - - ONSTERILE - - - - - - - - - - - - - - - - - - - - - - - - - - - OFFNO ELEC DEVICES - - - - - - - - - - - - - - - - - - - - - - -ONFSTN BELTS - - - - - - - - - - - - - - - - - - - - - - - - - -ON

Departure Review (if PF) - - - - - - - - - - - - CompleteIf PF and after the first officer has completed his flows, review the RA Plan and accomplish the Departure Review.

NO

TE ENG REF ECS DISAG message will

always be annunciated when the REF ECS is set to on with the APU running and thrust levers at idle.

121

121



PAGE 7-7

121.333(c)(1)121.333(c)(4)

7.2.5 FIRST OFFICER’S FLOW PATTERN (TO THE LINE)

7.2.5.1 First Officer’s Abbreviated Flow (To the Line)

After fueling is completed and ATC clearance is received

Guidance Panel - - - - - - - - - - - - - - - - - - - SetPFD - - - - - - - - - - - - - - - - - - - - - - CheckedMFD- - - - - - - - - - - - - - - - - - - - - - CheckedMCDU- - - - - - - - - - - - - - - - - - - - - Set (if PF)O2- - - - - - - - - - - - - - - - - - - - - - - Checked

Departure ReviewBrief if PF

After the captain calls “Before Start Checklist”

Accomplish Before Start Checklist (To the Line)7.2.5.2 First Officer’s Expanded Flow (To the Line)

Guidance Panel - - - - - - - - - - - - - - - - - - - SetPFD - - - - - - - - - - - - - - - - - - - - - - Checked

ALT SEL - - - - - - - - - - - - - - - - - - - Initial Assigned altitudeEHSI - - - - - - - - - - Departure course and NAV source selectedHeading Bug- - - - - - - - - - - - - - Set for departure procedure

MFD- - - - - - - - - - - - - - - - - - - - - - CheckedMAP- - - - - - - - - - - - - - - - - - - - - - - - - - - - Checked

- Select appropriate setting for Radar/TCAS/Navaids/Waypoints, etc.PFD, HSI, and MAP - - - - - - - - - - - - - - - - - Crosschecked

- Crosscheck initial heading, altitude, source, and course on the PFD, HSI, and MAP.

MCDU (if PF) - - - - - - - - - - - - - - - - - - - - SetFMS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Load

F



1.333(c)(1)1.333(c)(4)

.317(b)

- Enter flight plan route.- T/O DATASET MENU- - - - - - - - - - - - - - - Select- Enter the following data:

- T/O MODE (TO-1)- T/O TEMP (__°C)- ATTCS (ON)- REF ECS (ON or Select OFF from APG Performance)

- REF A/I (OFF or if in icing conditions, ALL)Transponder Code - - - - - - - - - - - - - - Ensure assigned code

- Normally, the transponder code is already entered after receipt of the ATC clearance. If not done, enter the assigned code now.

Departure Review (if PF) - - - - - - - - - - - - CompleteIf PF and when the captain is ready, review the APG Performance data and accomplish the Departure Review IAW the FOM.

7.3 BEFORE START CHECKLIST (TO THE LINE)


1. Preflight Inspections . . . . . . . . Verify . . . . . . . . . . . . . .CompleteExterior Inspection has been completed.Panel scans have been completed.

2. Fuel Quantity. . . . . . . . . . . . . . . Verify . . . . . . . . . . __REQ, __OBCrosscheck the fuel on board against the required “RAMP” on the Flight Release and ensure the wing tanks are balanced.

3. MCDU. . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . SET4. O2 . . . . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . CHECKED

5. Altimeters . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . ___.___ SETCaptain cross checks the left PFD and IESS field elevation and barometric settings.First officer cross checks the right PFD field elevation and barometric settings.Compare indicated altitude, max difference ± 50 feet (ICAO); ± 75 feet (FAA).

6. PASSENGER SIGNS . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . . ON7. Departure Review . . . . . . . . . . . . [C]. . . . . . . . . . . . . . COMPLETE

NO

TE ENG REF ECS DISAG message will

always be annunciated when the REF ECS is set to on with the APU running and thrust levers at idle.

1212

121



PAGE 7-9

- Clearance- Standard Instrument Departure (SID)- Acceleration Altitude- Special Considerations

UniqueAirport Advisory InformationNoise Abatement ProceduresEngine Failure ProceduresEmergency Return PlanLower Than Standard Takeoff and Takeoff Alternates

SignificantTerrain / ObstaclesWeather Conditions

- Any other known risks / Intentions

The preceding portion of the Before Start Checklist may be accomplished anytime prior to start. The following portion should be accomplished after W & B calculations are completed and just prior to pushback (or just prior to engine start if no pushback).




7.4 WEIGHT & BALANCE (W & B)

7.4.1 CAPTAIN’S EXPANDED FLOW

Passenger seating zones - - - - - - - - - - - - - VerifyCompare the Load Report and the Cabin Weight & Balance Form to verify passenger count.

CG Calculation - - - - - - - - - - - - - - - - - PerformEnter the passenger count by zone from the Cabin Weight & Balance Form and cargo/baggage weights from the Load Report.

Takeoff Trim - - - - - - - - - - - - - - - - - - - - - SetSet takeoff trim according to the setting establish on the load manifest.

7.4.2 FIRST OFFICER’S EXPANDED FLOW

Loading - - - - - - - - - - - - - - - - - - - - - - VerifyCompare the Load Report and the Cabin Weight & Balance Form to verify passenger count.

Load Manifest (RAF 416) - - - - - - - - - - - CompleteEnter the passenger and cargo/baggage weights from the Cabin Weight & Balance Form and the Load Report.

ZFW- - - - - - - - - - - - - - - - - - - - - - - - - SetPerf Init Page 3/3

TRS - T/O DATASET- - - - - - - - - - - - - - - - - SetVerify takeoff data and select Flex temperature

Step Captain First Officer

After Weight and Balance paperwork (Load Report and Cabin Weight & Balance Form) is received

1 Confirm Passenger seating zones.

Crosscheck the loading with the Cap-tain

2 Perform CG calculations via the See GeeTM Calcula-tor (Whiz Wheel)

Complete the Republic AirlinesERJ-170 Load Manifest (RAF 416)

3 Set takeoff trim. Enter Zero Fuel Weight (Perf Init Page 3/3)

4 MCDU - TRS - TO Dataset

5 Compute V speeds and enter (Perf T/O Page 3/3)

6 Set VFS (Speed Select on Guidance Panel)



PAGE 7-11

121.587(a)

V Speeds - - - - - - - - - - - - - - - - - - - - - - SetPerf T/O Page 3/3

VFS - - - - - - - - - - - - - - - - - - - - - - - - - SetSet speed using the Speed Select Knob on the Guidance Panel and verify speed on the PFD.

7.5 BEFORE START CHECKLIST (BELOW THE LINE)

7.5.1 CAPTAIN’S FLOW PATTERN (BELOW THE LINE)

7.5.1.1 Captain’s Abbreviated Flow (Below the Line)

Just prior to pushback (or just prior to engine start if no pushback)

STERILE - - - - - - - - - - - - - - - - - - - - - - ONCockpit Window/Door - - - - - - - - - Closed & LockedPARKING BRAKE - - - - - - - - - - - - - - As requiredEICAS- - - - - - - - - - - - - - - - - - - - - CheckedCall for “Below the line”

7.5.1.2 Captain’s Expanded Flow (Below the Line)

STERILE - - - - - - - - - - - - - - - - - - - - - - ONCockpit Window/Door - - - - - - - - - Closed & Locked

Verify the window is closed and locked, the cockpit door is locked, the Cockpit Door Control Unlocked light is out, and all doors show green on the Status Page.The cockpit door shall be closed and locked at all times when the aircraft is being operated.

F

Window

S



PARKING BRAKE - - - - - - - - - - - - - - - - ON or OFF

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedVerify the STEER OFF annunciator is shown on the EICAS.

Call for “Below the Line”.

7.5.2 FIRST OFFICER’S FLOW PATTERN (BELOW THE LINE)

7.5.2.1 First Officer’s Abbreviated Flow (Below the Line)

Just prior to pushback (or just prior to engine start if no pushback)

RED BCN - - - - - - - - - - - - - - - - - - - - - - ONCockpit Window/Door - - - - - - - - - Closed & LockedEICAS- - - - - - - - - - - - - - - - - - - - - Checked

After the captain calls “Below the line”

Accomplish Before Start Checklist (Below the Line) 7.5.2.2 First Officer’s Expanded Flow (Below the Line)

RED BCN - - - - - - - - - - - - - - - - - - - - - - ON

If.... Then....

pushback is required Parking Brake ......................... OFF

pushback is not required Parking Brake ...........................ON

The Parking Brake shall not be released without verification from ground crew that they are ready to pushback.

WindowF

S



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121.587(a)

121.587(a)

Cockpit Window/Door - - - - - - - - - Closed & LockedVerify the window is closed and locked, the cockpit door is locked, the Cockpit Door Control Unlocked light is out, and all doors show green on the Status Page.The cockpit door shall be closed and locked at all times when the aircraft is being operated.

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedVerify the STEER OFF annunciator is shown on the EICAS.

Accomplish the Before Start Checklist - Below the Line.

7.6 BEFORE START CHECKLIST (BELOW THE LINE)


1. Doors/Windows . . . . . . . . . . . . .Verify . . . . . CLOSED & LOCKEDStatus Page. . . . . . . . . . . . . . . . . . . No red indications displayed

2. RED BCN . . . . . . . . . . . . . . . . . . [FO]. . . . . . . . . . . . . . . . . . . . .ON3. PARKING BRAKE . . . . . . . . . . . . [C] . . . . . . . . . . . . . . ON or OFF4. Before Start Checklist . . . . . . . . [FO]. . . . . . . . . . . . . COMPLETE




7.7 PUSHBACK/POWERBACK PROCEDURES

7.7.1 PUSHBACK Pushback procedures are accomplished IAW the FOM.

7.7.2 POWERBACK

Powerback is not authorized.

7.8 ENGINE START PROCEDURE

7.8.1 GENERAL

Normally start the #1 engine first.

7.8.2 PROCEDURE

The first officer initiates the engine start and monitors the start process. Start the engine using the following procedures:

Ensure EICAS annunciates STEER OFF.

Step First Officer

Starting the engine:

1 START/STOP #__ Selector .............................START, then RUNa. Momentarily hold in Start position.

2 EICAS Display...........................................................Observea. N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Increasing.

at 7% N2...:

a. IGN A or B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displayed

at approximately 20% N2...

b. N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increasing

c. Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increasing

at light-off (within 5 seconds after fuel flow)...

d. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increasing

at approximately 50%N2....

e. IGN A or B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extinguishes

f. Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positive Indication



PAGE 7-15

7.8.3 STABLE ENGINE INDICATIONS

The following parameters indicate a stable engine at ISA:

- N1........................................................................................... 27% - ITT....................................................................................... 460°C- N2........................................................................................... 62% - Fuel Flow...............................................Approximately 480 lbs./hr.- Oil Pressure .................................................... Greater than 25 psi

7.8.4 ABORTED ENGINE START

Refer to QRH, Engine Abnormal Start.

7.8.5 ENGINE WARM-UP

Before applying takeoff thrust, allow the engines to warm up for five (5) minutes (preferred); three (3) minutes (minimum).

7.9 DELAYED ENGINE START PROCEDURE

A. Perform the entire Before Start checklist, start the desired engine (normally #1) and after the first engine start is complete, perform the entire After Start checklist. (Gate or ramp conditions may require both engines to be operating until clear of the area. In this case, shutdown an engine for a known ground delay when appropriate.)

B. The delayed engine start may be accomplished anytime it is convenient considering crew workload and proximity to the takeoff runway.

C. Do not initiate the delayed engine start while crossing a runway or on congested ramp areas unless the aircraft is stopped and the parking brake is set.

7.10 SUPPLEMENTAL START PROCEDURES

7.10.1 DEFINITIONA supplemental start procedure is a procedure used in lieu of a normal procedure in certain circumstances (e.g., cross-bleed engine start, etc.). It is not a non-normal procedure.

7.10.2 PROCEDURE

Pilots may accomplish the supplemental start procedure

- from memory,- by reviewing the procedure prior to its accomplishment, or- by reading the procedure during its accomplishment.



7.10.3 EXTERNAL AIR START

7.10.4 CROSSBLEED START

Step Flight Crew

Decision is made to use external air start:

1 Before Start Checklist ............................................Accomplish

2 PACK 1 ..................................................................Push OUT

3 PACK 2 ..................................................................Push OUT

4 Ground Cart ............................................................. Connect

5 Minimum Duct Pressure.................................................33 psi- With the ground cart connected, check on the STATUS page of the

MFD the minimum duct pressure.

6 Engine Start .........................................................Accomplisha. START/STOP Selector. . . . . . . . . . . . . . . . . . . . . . START then RUN

7 GPU (if used) .........................................................PUSH OUT

8 PACK 1 .................................................................... Push IN

9 PACK 2 .................................................................... Push IN

10 After Start Checklist ..............................................Accomplish

Step Flight Crew

Decision is made to do a crossbleed start:

1 Before Start Checklist ............................................Accomplisha. Complete (D) delayed engine start item(s)

2 Parking Brake .................................................................. ON

3 Thrust Lever (operating engine) ...................... Advance Slightly

4 Duct Pressure ............................................... 33 PSI Minimum- Verify on EICAS AMS Status page

5 START/STOP Selector.....................................START, then RUN- Start the engine using normal start procedures

After the engine is started and is stabilized...

6 Thrust Levers.................................................................IDLE

7 After Start Checklist ..............................................Accomplisha. Complete (D) delayed engine start item(s)

Before connecting the ground pneumatic cart, the packs must be pushed OUT in order to avoid any cabin air contamination.

Ensure rear of aircraft is clear.



PAGE 7-17

7.10.5 [RESERVED]

7.10.6 MANUAL STARTER VALVE OPERATION ENGINE START

Accomplish an engine start with the following difference:

1) Prior to turning the start selector to START, coordinate with the ground crew to keep the Starter Control Valve (SCV) in the open position.

2) When N2 reaches 53%, signal the ground crew to close the SCV.

7.11 EXTENDED GROUND DELAY

In the event one or both engines are shut down due to an extended ground delay, accomplish the following:

This procedure assumes the aircraft is not chocked or connected to a tug.

Step Captain

Engine Shutdown due to extended delay:

1 APU............................................................................START

2 PARKING BRAKE ..............................................................Set

3 HYDRAULIC .....................................................................Seta. HYD SYS 1 ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONb. HYD SYS 2 ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONc. HYD SYS 3 ELEC PUMP A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

4 Engines .................................................................Shutdown

5 PASSENGER SIGNS ..........................................................Seta. NO ELEC DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . As requiredb. FSTN BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As required

Step Captain

Engine Restart after extended delay:

1 HYDRAULIC .....................................................................Seta. HYD SYS 1 ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTOb. HYD SYS 2 ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTOc. HYD SYS 3 ELEC PUMP A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2 PASSENGER SIGNS ..........................................................Seta. NO ELEC DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . As requiredb. FSTN BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As required



7.12 AFTER START CHECKLIST

7.12.1 GENERAL

This flow and checklist is used to configure the aircraft for taxiing.

7.12.2 WHO


7.12.3 WHEN

Before taxiing.

7.12.4 AFTER START


Step Captain First Officer

After starting engines

1 Give ground personnel a “thumbs up” signal when no longer needed.

Do not release parking brake until receiving acknowledgment from ground crew.

2 Verbally state to the first officer when receiving thumbs up signal from the ground crew

Verbally acknowledge the captain’s statement

OPS-07ABUL-SOP-06-01

SOP-08-02, PAGE 5 OF 16

Placement: This is Part Two. Insert this Part Two before page 7-19.


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7.12.5CAPTAIN’S FLOW PATTERN


After engine start, before taxiing

APU - - - - - - - - - OFF, unless operationally requiredAfter first officer selects FLIGHT CONTROL Synoptic Page

Speed Select - - - - - - - - - - - - -VFS CrosscheckedTRS Settings - - - - - - - - - - - - - - - - - - - VerifyFlight Controls - - - - - - - - - - - - - - - - - CheckedShoulder Harness - - - - - - - - - - - - - - - - - - OnCall for “After Start Checklist”



APU CONTROL MASTER Selector - - - - - ON or OFFSpeed Select - - - - - - - - - - - - -VFS Crosschecked

ShoulderHarness

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F

Rudder Pedals

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TRS Settings - - - - - - - - - - - - - - - - - - - VerifyCheck the following data:

- T/O MODE (TO-1)

- T/O TEMP (___ºC)

- ATTCS (ON)

- REF ECS (ON or Select OFF from performance data)

- REF A/I (OFF or ALL, if in icing conditions)

- FLEX T/O (ON or OFF)

- FLEX TEMP (___ºC)After first officer selects FLIGHT CONTROL Synoptic Page

Flight Controls - - - - - - - - - - - - - - - - - Checked

Nosewheel steering - - - - - - - - - - - - - - - - - - - - - - OFF

- Steering disengage switch on back of control wheelActivate- Ensure nosewheel steering EICAS message displayed STEER OFF.Rudder Pedals - - - - - - - - - - - - - - Full left and right deflection

- Check for smooth movement without binding.

- Verify proper RUD movement on the Flight Controls synoptic page.

Shoulder Harness - - - - - - - - - - - - - - - - - - OnEnsure the shoulder harness is on for takeoff IAW the FOM.


Ensure the tow bar is disconnected prior to accomplishing this check.

If taxiing on #2 only, DO NOT exercise any other con-trol surface during the rud-der check.

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Flaps - - - - - - - - - - - - - - - - - - - - - - ___ SetFlight Control Synoptic Page - - - - - - - - - - - - SelectFlight Controls - - - - - - - - - - - - - - - - - CheckedPITCH & TRIM - - - - - - - - - - - - - - - - - - - SetMCDU- - - - - - - - - - - - - - - - - - - - - - - - SetEICAS- - - - - - - - - - - - - - - - - - - - - CheckedShoulder Harness - - - - - - - - - - - - - - - - - - On

After the captain calls “After Start Checklist”

Accomplish After Start Checklist7.12.6.2 First Officer’s Expanded Flow

Flaps - - - - - - - - - - - - - - - - - - - - - - ___ SetSLAT/FLAP Lever - - - - - - - - - - - - - - - - - - - Set flaps ___EICAS S/F Display - - - - - - - - - - Agrees with SLAT/FLAP Lever

Flight Control Synoptic Page - - - - - - - - - - - - Select

Control Wheel

ShoulderHarness

S F

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Flight Controls - - - - - - - - - - - - - - - - - CheckedFLIGHT CONTROLS Synoptic Page - - - - - - - - - - - - - Select

- Control Wheel - - - - - - - - Full left and right deflection- Check for smooth movement without binding.- Verify proper AIL movement on the FLIGHT CONTROLS Synoptic

Page.Control Wheel - - - - - - - - - - - - - Full front and back deflection

- Check for smooth movement without binding.- Verify proper ELEV movement on the FLIGHT CONTROLS synoptic

page.

PITCH & TRIM - - - - - - - - - - - - - - - - - - - SetEICAS - - - - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- Trim Position Display (Roll, Yaw, & Pitch Green & UP<TO Setting>)

MCDU- - - - - - - - - - - - - - - - - - - - - - - - SetCheck the following TAKEOFF 3/3:

- V1, VR, V2 and VFS set- The first officer will verbalize <V1>, <VR>, <V2>, <VFS> from the TLR

while the Captain verifies this information of the Airspeed Display.- The captain and first officer will also verbalize calculated <Flex Temp,

if used.>

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedCheck the following:

- engine indications- oil pressure- oil temperature- engine vibrationsEnsure all displayed EICAS messages are normal for the current operational aircraft configuration.

Shoulder Harness - - - - - - - - - - - - - - - - - - OnAccomplish After Start Checklist.

7.12.7 AFTER START CHECKLIST


1. Flaps . . . . . . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . . . . . . . ___EICAS - - - - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- SLATS/Flaps Position Display- - - - <TO Setting>, Green

2. Flight Controls . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . CHECKED3. PITCH & TRIM . . . . . . . . . . . . . .Verify . . . . . . . . . . . .__.__, Green

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4. Takeoff Data . . . . . . . . . . . . . . . Verify . . . . . . . . __, __, __, __/__PFD - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- The first officer will verbalize <V1>, <VR>, <V2>, <VFS> from the TLR while the Captain verifies this information on the Airspeed Display.

- The captain and first officer will also verbalize calculated <Flex Temp, if used.>

5. EICAS . . . . . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . CHECKED6. Shoulder Harness. . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ON7. After Start Checklist . . . . . . . . . . [FO] . . . . . . . . . . . . . COMPLETE


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121.311(h)




APU - - - - - - - - - OFF, unless operationally requiredAfter first officer selects FLIGHT CONTROL Synoptic Page

Flight Controls - - - - - - - - - - - - - - - - - CheckedShoulder Harness - - - - - - - - - - - - - - - - - - OnCall for “After Start Checklist”



APU CONTROL MASTER Selector - - - - - ON or OFFAfter first officer selects FLIGHT CONTROL Synoptic Page

ShoulderHarness

S

F

Rudder Pedals


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.311(h)

Flight Controls - - - - - - - - - - - - - - - - - Checked

Nosewheel steering - - - - - - - - - - - - - - - - - - - - - - OFF

- Steering disengage switch on back of control wheelActivate- Ensure nosewheel steering EICAS message displayed STEER OFF.Rudder Pedals - - - - - - - - - - - - - - Full left and right deflection

- Check for smooth movement without binding.

- Verify proper RUD movement on the Flight Controls synoptic page.

Shoulder Harness - - - - - - - - - - - - - - - - - - OnEnsure the shoulder harness is on for takeoff IAW the FOM.




Flaps - T.O. Setting display agrees with SLAT/FLAP LeverEICAS- - - - - - - - - - - - - - - - - - - - - Checked

Ensure the tow bar is disconnected prior to accomplishing this check.

If taxiing on #2 only, DO NOT exercise any other con-trol surface during the rud-der check.

121

Control Wheel

ShoulderHarness

S F


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PAGE 7-21

121.311(h)

121.311(h)

121.311(h)

Flight Control Synoptic Page - - - - - - - - - - - - SelectFlight Controls - - - - - - - - - - - - - - - - - CheckedShoulder Harness - - - - - - - - - - - - - - - - - - On

After the captain calls “After Start Checklist”

Accomplish After Start Checklist7.12.6.2 First Officer’s Expanded Flow

Flaps - - - - - - - - - - - - - - - - - - - - - - ___ SetSLAT/FLAP Lever - - - - - - - - - - - - - - - - - - - Set flaps ___EICAS S/F Display - - - - - - - - - - Agrees with SLAT/FLAP Lever

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedCheck the following:

- engine indications- oil pressure- oil temperature- engine vibrationsEnsure all displayed EICAS messages are normal for the current operational aircraft configuration.

Flight Control Synoptic Page - - - - - - - - - - - - SelectFlight Controls - - - - - - - - - - - - - - - - - Checked

FLIGHT CONTROLS Synoptic Page - - - - - - - - - - - - - Select

- Control Wheel - - - - - - - - Full left and right deflection- Check for smooth movement without binding.- Verify proper AIL movement on the FLIGHT CONTROLS Synoptic

Page.Control Wheel - - - - - - - - - - - - - Full front and back deflection

- Check for smooth movement without binding.- Verify proper ELEV movement on the FLIGHT CONTROLS synoptic

page.

Shoulder Harness - - - - - - - - - - - - - - - - - - OnAccomplish After Start Checklist.

7.12.7 AFTER START CHECKLIST


1. Flight Controls . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . CHECKED2. EICAS . . . . . . . . . . . . . . . . . . . . . [FO]. . . . . . . . . . . . . . CHECKED3. Shoulder Harness . . . . . . . . . . .Verify . . . . . . . . . . . . . . . . . . . .ON4. After Start Checklist . . . . . . . . . [FO]. . . . . . . . . . . . . COMPLETE


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PAGE TOC 8-1

Chapter 8: Before Takeoff

8.1 General ...................................................................................................... 8-18.1.1 Thrust Management ................................................................................ 8-18.1.2 Speed ....................................................................................................... 8-18.1.3 Aircraft Movement ................................................................................. 8-1

8.1.3.1 Initial ............................................................................................................. 8-18.1.3.2 Sustaining ...................................................................................................... 8-1

8.1.4 Nosewheel/Rudder Pedal Steering .......................................................... 8-28.1.5 Brakes ..................................................................................................... 8-28.1.6 Turning Radius ....................................................................................... 8-2

8.2 Taxi Procedures ....................................................................................................... 8-38.2.1 Primary Task ........................................................................................... 8-38.2.2 Taxi Clearance ........................................................................................ 8-38.2.3 Use of Thrust .......................................................................................... 8-38.2.4 Single Engine Taxi .................................................................................. 8-3

8.2.4.1 General Guidelines ....................................................................................... 8-38.2.4.2 Specific Procedures ....................................................................................... 8-4

8.2.5 Delayed Engine Start .............................................................................. 8-48.3 Taxi Checklist .......................................................................................................... 8-5

8.3.1 General .................................................................................................... 8-58.3.2 Who ......................................................................................................... 8-58.3.3 When ....................................................................................................... 8-58.3.4 Captain’s Flow Pattern ............................................................................ 8-5

8.3.4.1 Captain’s Abbreviated Flow ......................................................................... 8-58.3.4.2 Captain’s Expanded Flow ............................................................................. 8-5

8.3.5 First Officer’s Flow Pattern ................................................................... 8-68.3.5.1 First Officer’s Abbreviated Flow .................................................................. 8-68.3.5.2 First Officer’s Expanded Flow ..................................................................... 8-6

8.3.6 Taxi Checklist ......................................................................................... 8-78.4 Cleared for Takeoff .................................................................................................. 8-8

8.4.1 First Officer Takeoff ............................................................................... 8-88.5 Before Takeoff Checklist ......................................................................................... 8-8

8.5.1 Captain’s Flow Pattern ............................................................................ 8-88.5.1.1 Captain’s Abbreviated Flow ......................................................................... 8-88.5.1.2 Captain’s Expanded Flow ............................................................................. 8-9

8.5.2 First Officer’s Flow Pattern ................................................................... 8-98.5.2.1 First Officer’s Abbreviated Flow .................................................................. 8-98.5.2.2 First Officer’s Expanded Flow ................................................................... 8-10

8.5.3 Before Takeoff Checklist ...................................................................... 8-10

OPS-07A


OPS-07A


PAGE 8-1

Chapter 8\ Before Takeoff

8.1 GENERAL

8.1.1 THRUST MANAGEMENT

Thrust use during ground operations demands sound judgement and techniques. The air blast effects at relatively low thrust can be destructive and cause injury. Be aware of aircraft behind and likewise avoid following other aircraft too closely.

.

Consider tow out if the thrust required could cause injury/damage

8.1.2 SPEED

The tendency is to taxi faster than desired, especially during runway turnoff after landing. The appropriate taxi speed will depend on the turn radius and surface condition. Nosewheel scrubbing indicates excessive steering angle and/or excessive taxi speed for surface condition. The normal straight ahead taxi speed should not exceed thirty (30) knots. When approaching a turn, adjust speed for the surface conditions.

8.1.3 AIRCRAFT MOVEMENT

8.1.3.1 Initial

To begin taxiing, release the brakes and smoothly increase thrust to the minimum required for the aircraft to move forward.

8.1.3.2 Sustaining

Once taxi has commenced, idle thrust is more than adequate for most conditions. Do not start a turn until sufficient forward speed has been attained to allow the aircraft to turn at idle thrust.

Jet blast is a major cause of foreign object damage (FOD).

NO

TE

Allow time for aircraft response to each thrust change.

NO

TE

The nosewheel should not be turned when the aircraft is static.



8.1.4 NOSEWHEEL/RUDDER PEDAL STEERING

During a turn, maintain positive pressure on the nose steering tiller to prevent the nose gear from returning to center abruptly. Straight ahead steering and large radius turns should be accomplished with rudder pedal steering only. Avoid stopping the aircraft in a turn, as excessive thrust will be required to start taxiing again. After completing a turn, and prior to stopping, center the nosewheel and allow the aircraft to roll straight ahead for short distance.

8.1.5 BRAKES

Avoid riding the brakes to control taxi speed. If taxi speed is too high, reduce the speed with a steady brake application and then release the brakes to permit brake cooling. Continuous braking should be avoided. Allow for decreased braking effectiveness on slick surfaces.

8.1.6 TURNING RADIUS

The turning radius illustration shows the minimum turning radius capability. The tail tip has the largest arc while turning and determines the minimum obstruction clearance path.

Aircraft

Steering AngleNose

R1

Right Winglet

R5Right Tail TipR6

ERJ-17076 degrees

48 ft. 9 in. 51 ft. 54 ft. 3 in.ERJ-175 52 ft. 5 in. 54 ft. 8 in. 57 ft. 3 in.



PAGE 8-3

8.2 TAXI PROCEDURES

8.2.1 PRIMARY TASK

The captain will taxi the aircraft. The flight crew’s primary task is to safely taxi the aircraft and should not be diverted from this task.

8.2.2 TAXI CLEARANCE

Normally the first officer requests taxi clearance. Both pilots will listen for the clearance and acknowledge any hold short instructions to ATC and each other.

8.2.3 USE OF THRUST

Use only the thrust necessary to start the aircraft rolling. Consider tow out if the thrust required could cause injury/damage.

8.2.4 SINGLE ENGINE TAXI

Single engine taxi procedures are permitted. Normally taxi with the #1 engine running. Use the following general guidelines and specific procedures:

8.2.4.1 General Guidelines

A. Consider crew experience, workload requirements, and passenger comfort.

B. Consider single engine taxi if anticipated delay time will exceed 15 (fifteen) minutes.

C. Consider gross weight, temperature, ramp congestion and taxiway surface conditions before deciding to single engine taxi away from the gate.

D. If possible, begin single engine taxi with a slight turn toward the non-operating engine. There will be less resistance, resulting in a lower thrust setting.

E. Sharp turns toward the operating engine will be difficult.

F. Constant pressure on the tiller will be required due to asymmetric thrust. Do not use rudder trim to counteract this turning tendency.

G. Keep the APU running for taxi-out; an APU start is more efficient than a crossbleed start.

Do not taxi so close behind other aircraft as to ingest foreign objects.

High thrust settings required for breakaway can damage equipment in close proximity to the aircraft.



H. If lengthy ground delays after gate departure are encountered with both engines operating, consider shutting down an engine.

I. If the right engine is used for the single engine taxi, the HYS SYS 1 & 2 ELEC PUMPS should be turned ON.

8.2.4.2 Specific Procedures

A. Single engine taxi is not authorized when–

- ramps and taxiways when braking action is less than “Good”.- stations use power-out taxi

B. Fuel balancing limitations must be observed.

C. Because the starting sequence involves both pilots, the aircraft must not cross any runways or be taxiing in a congested area while conducting a delayed engine start. Plan taxi operations accordingly.

8.2.5 DELAYED ENGINE START

Start the remaining engine using the normal start procedure. If APU is unavailable, perform a crossbleed start (see Supplemental Start Procedures). Allow enough time to complete the Before Takeoff Checklist.



SOP-08-02, PAGE 11 OF 16

Placement: This is Part Three. Insert Part Three before page 8-5.


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SOP-08-02, PAGE 12 OF 16

8.3 TAXI CHECKLIST

8.3.1 GENERALThis flow and checklist is used to ensure the aircraft is ready for takeoff.

8.3.2 WHOInitiated by the captain; read by the first officer.

8.3.3 WHENAfter a runway assignment is issued.

8.3.4 CAPTAIN’S FLOW PATTERNThe captain does not have a flow pattern.


After a runway assignment is issued and both engines are started

EICAS- - - - - - - - - - - - - - - - - - - - - Checked

Takeoff Briefing - - - - - - - - - - - - - - - - Brief if PFCall for “Taxi Checklist”


EICAS- - - - - - - - - - - - - - - - - - - - - CheckedCheck the following information is displayed:

- Proper Power Setting

- White ATTCS displayed

Takeoff Briefing (if PF) - - - - - - - - - - - - - CompleteIf PF perform a Takeoff Briefing IAW the FOM/SOP.

Call for “Taxi Checklist”

NO

TE If performing single engine taxi pro-

cedures, do not accomplish this checklist until both engines are started.

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SOP-08-02, PAGE 13 OF 16




Brake Temp - - - - - - - - - - - - - - - - - - - - GreenHYDRAULIC - - - - - - - - - - - - - - - - - - - - Set

Takeoff Briefing - - - - - - - - - - - - - - - - Brief if PFAfter the captain calls “Taxi Checklist”

Accomplish Taxi Checklist8.3.5.2 First Officer’s Expanded Flow

Brake Temp - - - - - - - - - - - - - - - - - - - - GreenStatus Page - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- Brake Temperature - - - - - - - - - - - - - - - - Green

HYDRAULIC - - - - - - - - - - - - - - - - - - - - SetHYD SYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - AUTOHYD SYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - AUTO

Takeoff Briefing (if PF) - - - - - - - - - - - - - CompleteIf PF perform a Takeoff Briefing IAW the FOM.

After the captain calls “Taxi Checklist”

Accomplish Taxi Checklist

S

F

F

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SOP-08-02, PAGE 14 OF 16

8.3.6 TAXI CHECKLIST


1. EICAS . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . CheckedVerify all displayed EICAS messages are normal for the current operational aircraft configuration.

2. Brake Temp . . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . . Green

3. Takeoff Briefing . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . CompleteEnsure the Takeoff Briefing has been completed by the PF.

- Initial—HeadingAltitudeFix

- Special Considerations—Unique

Airport Advisory InformationNoise Abatement ProceduresEngine Failure Procedures


- Any other known risks / intentions


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PAGE 8-5

8.3 TAXI CHECKLIST

8.3.1 GENERALThis flow and checklist is used to ensure the aircraft is ready for takeoff.

8.3.2 WHOInitiated by the captain; read by the first officer.

8.3.3 WHENAfter a runway assignment is issued.

8.3.4 CAPTAIN’S FLOW PATTERNThe captain does not have a flow pattern.



TRS Settings - - - - - - - - - - - - - - - - - - - VerifyEICAS- - - - - - - - - - - - - - - - - - - - - CheckedSpeed Select - - - - - - - - - - - - -VFS CrosscheckedTakeoff Briefing - - - - - - - - - - - - - - - - Brief if PFCall for “Taxi Checklist”


TRS Settings - - - - - - - - - - - - - - - - - - - VerifyCheck the following data:

- T/O MODE (TO-1)

- T/O TEMP (___ºC)

- ATTCS (ON)

- REF ECS (ON or Select OFF from performance data)

- REF A/I (OFF or ALL, if in icing conditions)

EICAS- - - - - - - - - - - - - - - - - - - - - CheckedCheck the following information is displayed:

- Proper Power Setting

- White ATTCS displayed

Speed Select - - - - - - - - - - - - -VFS CrosscheckedTakeoff Briefing (if PF) - - - - - - - - - - - - - Complete

If PF perform a Takeoff Briefing IAW the FOM/SOP.

Call for “Taxi Checklist”

NO

TE If performing single engine taxi pro-

cedures, do not accomplish this checklist until both engines are started.


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Brake Temp - - - - - - - - - - - - - - - - - - - - GreenHYDRAULIC - - - - - - - - - - - - - - - - - - - - SetPITCH & TRIM - - - - - - - - - - - - - - - - - - - SetTakeoff Briefing - - - - - - - - - - - - - - - - Brief if PF


Accomplish Taxi Checklist8.3.5.2 First Officer’s Expanded Flow

Brake Temp - - - - - - - - - - - - - - - - - - - - GreenStatus Page - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- Brake Temperature - - - - - - - - - - - - - - - - Green

HYDRAULIC - - - - - - - - - - - - - - - - - - - - SetHYD SYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - AUTOHYD SYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - AUTO

PITCH & TRIM - - - - - - - - - - - - - - - - - - GreenEICAS - - - - - - - - - - - - - - - - - - - - - - - - - - - - Verify

- Trim Position Display (Roll, Yaw, & Pitch Green & UP<TO Setting>)

S

F


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PAGE 8-7

Takeoff Briefing (if PF) - - - - - - - - - - - - - CompleteIf PF perform a Takeoff Briefing IAW the FOM.


Accomplish Taxi Checklist

8.3.6 TAXI CHECKLIST


1. EICAS . . . . . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . . . CheckedVerify all displayed EICAS messages are normal for the current operational aircraft configuration.

2. Flaps . . . . . . . . . . . . . . . . . . . . . .Verify . . . . . . . . . . . . . . . . . . . ___a.EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify

SLATS/Flaps Position Display - - - - - - - - - <TO Setting>, Green

3. Brake Temp . . . . . . . . . . . . . . . . [FO]. . . . . . . . . . . . . . . . . . Green4. PITCH & TRIM . . . . . . . . . . . . . .Verify . . . . . . . . . . . .__.__, Green5. Takeoff Data . . . . . . . . . . . . . . . .Verify . . . . . . . . . __, __, __, __/__

a.PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VerifyThe first officer will verbalize <V1>, <VR>, <V2>, <VFS> from the Speed & Performance Flip Charts (corrected as appropriate) while the Captain verifies this information of the Airspeed Display. The captain and first officer will also verbalize calculated <Flex Temp, if used.>

6. Takeoff Briefing . . . . . . . . . . . . . . [C] . . . . . . . . . . . . . . . CompleteEnsure the Takeoff Briefing has been completed by the PF.

- Initial—HeadingAltitudeFix

- Special Considerations—Unique

Airport Advisory InformationNoise Abatement ProceduresEngine Failure Procedures


- Any other known risks / intentions


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8.4 CLEARED FOR TAKEOFF

The Before Takeoff Checklist will be called for after being cleared onto the takeoff runway and completed prior to takeoff roll.

8.4.1 FIRST OFFICER TAKEOFF

Do not transfer aircraft control to the first officer until the aircraft is aligned on the runway center line.

8.5 BEFORE TAKEOFF CHECKLIST



After being cleared onto the takeoff runway; completed prior to takeoff roll

External Lights- - - - - - - - - - - - - - - - As requiredA/T - - - - - - - - - - - - - - - - - - - - - - - - SelectAltimeters - - - - - - - - - - - - - - - - - - - CheckedTOGA - - - - - - - - - - - - - - - - - - - - - - ARMEDCall for “Before Takeoff Checklist”


Accomplish Before Takeoff Flow PatternsScan short final and runway for any potential conflict before entering the runway.

S

F



PAGE 8-9


External Lights- - - - - - - - - - - - - - - - As required

A/T - - - - - - - - - - - - - - - - - - - - - - - - SelectAltimeters - - - - - - - - - - - - - - - - - - - Checked

Check indicated altitude with published elevation of the runway end as depicted on the Jeppesen Airport diagram.

TOGA - - - - - - - - - - - - - - - - - - - - - - ARMEDVerify ROLL & TO and autothrottles (TO white) are displayed in the FMA.



After being cleared onto the takeoff runway; completed prior to takeoff roll

NO

TE STROBE lights are used for all flight

operations as long as they do not create a distraction to the flight crew.

NO

TE

LOGO lights should be ON for all operations below 10,000 feet at night. External lights are required for all operations conducted below 10,000 feet, as long as their use does not create a distraction to the flight crew.

S

F



Altimeters - - - - - - - - - - - - - - - - - - - CheckedMCDU- - - - - - - - - - - - - - - - Set XPDR to TA/RAFlight Attendants- - - - - - - - - - - - - - - - - NotifiedT/O CONFIG - - - - - - - - - - - - - - - - - Checked

After the captain calls “Before Takeoff Checklist”

Accomplish Before Takeoff Checklist8.5.2.2 First Officer’s Expanded Flow

Altimeters - - - - - - - - - - - - - - - - - - - CheckedCheck indicated altitude with published elevation of the runway end as published on the Jeppesen Airport diagram.

Transponder - - - - - - - - - - - - - - - - - - - -TA/RARadio Function Button - - - - - - - - - - - - - - - - - - - - Select

- TA/RA - - - - - - - - - - - - - - - - - - - - - - Select

Flight Attendants- - - - - - - - - - - - - - - - - NotifiedPA Switch - - - - - - - - - - - - - - - - - - - - - - Press and hold

- Notify the flight attendants when takeoff is imminent IAW the FOM.

T/O CONFIG - - - - - - - - - - - - - - - - - - -CheckT/O CONFIG- - - - - - - - - - - - - - - - - - - - - - - - - Press

- Verify “TAKEOFF OK” aural message.

8.5.3 BEFORE TAKEOFF CHECKLIST


1. T/O Min Fuel . . . . . . . . . . . . . . . Verify . . . . . . . ___ Req, ___ OBCrosscheck the fuel on board against the required “T.O. MIN” fuel on the Flight Release. Ensure at least this amount of fuel is on board prior to beginning the takeoff roll. If the amount is less, an amended Flight Release or more fuel is required.

2. Flight Attendants . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . .NOTIFIED3. Transponder . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . . . . .TA/RA4. T/O CONFIG. . . . . . . . . . . . . . . . . [FO] . . . . . . . . . . . . . . CHECKED5. Before Takeoff Checklist . . . . . . [FO] . . . . . . . . . . . . . COMPLETE

End of Chapter



PAGE TOC 9-1

Chapter 9: Takeoff

9.1 Normal Takeoff ......................................................................................... 9-19.1.1 Setting Takeoff Thrust ............................................................................ 9-19.1.2 Guarding the Thrust levers .................................................................................... 9-19.1.3 Initial Steering ........................................................................................................ 9-19.1.4 Aft Center-of-Gravity Effects ................................................................................ 9-2

9.2 Other Takeoff Types ................................................................................................ 9-29.2.1 Rolling ................................................................................................................... 9-29.2.2 Maximum Performance ......................................................................................... 9-29.2.3 Crosswind .............................................................................................................. 9-29.2.4 Flap 1 ..................................................................................................................... 9-29.2.5 Flap 4 ..................................................................................................................... 9-29.2.6 ECS OFF ................................................................................................................ 9-2

9.3 Rotation & Lift-Off .................................................................................................. 9-39.3.1 Rotation and Liftoff ................................................................................ 9-39.3.2 Initial Climb ........................................................................................................... 9-39.3.3 Flight Director ........................................................................................................ 9-39.3.4 Clean-Up and Acceleration .................................................................................... 9-3

9.3.4.1 Flap Retraction Speed Schedule ................................................................... 9-39.3.4.2 Slat/Flap Retraction Complete ...................................................................... 9-3

9.4 Normal Takeoff Profile ............................................................................................ 9-49.5 Normal Takeoff Actions & Callouts ........................................................................ 9-59.6 Rejected Takeoff Actions & Callouts ...................................................................... 9-7

9.6.1 After a Rejected Takeoff ......................................................................... 9-79.6.2 Communications .................................................................................................... 9-7

9.7 Loss of Thrust At or Above V1 ............................................................................... 9-89.7.1 General .................................................................................................... 9-8

9.7.1.1 Considerations .............................................................................................. 9-89.7.1.2 Takeoff Performance .................................................................................... 9-8

9.7.2 Engine Failure ........................................................................................................ 9-89.7.2.1 Engine Fire .................................................................................................... 9-9

9.7.3 Engine Severe Damage .......................................................................................... 9-99.7.4 Compressor/Engine Stall ....................................................................................... 9-9

9.7.4.1 Single/Multiple with Self Recovery ........................................................... 9-109.7.4.2 Multiple Requiring Pilot Action ................................................................. 9-109.7.4.3 Non-Recoverable ........................................................................................ 9-109.7.4.4 Compressor/Engine Stall Considerations ................................................... 9-10

9.7.5 Engine Failure Recognition ................................................................................. 9-119.7.5.1 Engine Failure Callout ................................................................................ 9-11

9.7.6 Thrust Requirements ............................................................................................ 9-119.7.7 Directional Control Prior to Liftoff ..................................................................... 9-119.7.8 Rotation ................................................................................................................ 9-119.7.9 Directional Control After Liftoff ......................................................................... 9-129.7.10 Initial Climb ......................................................................................................... 9-12

9.7.10.1 Ground Track Consideration ...................................................................... 9-129.7.11 Acceleration and Clean-Up .................................................................................. 9-12

9.7.11.1 Max Continuous Thrust .............................................................................. 9-139.7.12 Follow-Up Actions .............................................................................................. 9-13

9.7.12.1 Altitude ....................................................................................................... 9-139.7.12.2 Autopilot Usage .......................................................................................... 9-13

OPS-07A


9.7.12.3 Notification ................................................................................................. 9-139.7.13 Landing ................................................................................................................ 9-13

9.8 Loss of Thrust At or Above V1 Profile ................................................................. 9-149.9 Loss of Thrust At or Above V1 Actions & Callouts ............................................. 9-15

OPS-07A


PAGE 9-1

Chapter 9Takeoff

9.1 NORMAL TAKEOFF

9.1.1 SETTING TAKEOFF THRUST Crossing the runway hold short line, as part of the Before Takeoff flow, press the TOGA switch(s) and verify ROLL & TO and autothrottles (TO white) are displayed in the FMA. As the aircraft lines up on the runway, the PF advances the thrust levers to approximately 40% N1 and verifies the engines are spooled evenly. After the engines are stabilized, the PF releases the brakes, advances the thrust levers to approximately 50 degrees TLA (thrust lever angle), verifies autothrottle engagement (TO & AT annunciates green) and calls “TOGA”.

The PM will confirm the thrust levers advance, ATTCS is enabled (displayed in green), TO-1 or FLEX TO-1 (if used) is annunciated on the EICAS. The PM then calls “TOGA Set”.

9.1.2 GUARDING THE THRUST LEVERS

Since the normal takeoff profile involves the use of the autothrottle system, only the Captain will have his hands on the thrust levers after the autothrottle system is engaged. There is no need for the other pilot to guard the thrust levers during the takeoff roll.

- Whenever the First Officer is making the takeoff, the FO will push the thrust levers up, call “TOGA” and move his hands off of the thrust levers.

- The Captain will then place his hands on the thrust levers until V1 is called by the PM.

9.1.3 INITIAL STEERING

Keep the airplane on the runway center line with nosewheel steering until rudder effectiveness. The rudder becomes effective between 40 and 60 KIAS.

NO

TE The exact amount of the setting is

not as important as setting symmet-rical thrust.



9.1.4 AFT CENTER-OF-GRAVITY EFFECTS

At aft CG and light weights nose wheel steering effectiveness may be reduced. Hold the control wheel slightly forward to improve nose wheel steering.

9.2 OTHER TAKEOFF TYPES

9.2.1 ROLLING

The rolling takeoff is the same as the normal takeoff except that brakes are not applied.

9.2.2 MAXIMUM PERFORMANCE

The maximum performance takeoff is the same as the normal takeoff except the brakes are held until after takeoff thrust N1 is achieved.

9.2.3 CROSSWIND

The aircraft demonstrates good crosswind control capability during the takeoff roll. Directional deviations should be corrected immediately with smooth and positive control inputs.

The aileron becomes effective as the aircraft accelerates through approximately 80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain center line.

9.2.4 FLAP 1Flap 1 takeoffs are authorized and use the same profile as Flap 2 takeoffs.

9.2.5 FLAP 4Flaps 4 takeoffs are authorized under the following conditions:

Captains must perform all Flaps 4 takeoffs unless the First Officer is a Check Airman, in which case the Check Airman may perform the takeoff from the right seat.Flaps 4 takeoff data must be available for the runway in use.

9.2.6 ECS OFFA. ECS OFF takeoffs are performed when additional performance is

required.

B. Select ECS OFF on the T/O DATASET MENU p1/1. Ensure the ENG REF ECS DISAG Caution EICAS message is not displayed.

C. If the APU is available, leave the APU running during takeoff and turn the APU off after the AFTER TAKEOFF checklist is complete.

NO

TE

The EICAS display will not declutter until the APU has been shutdown.



PAGE 9-3

9.3 ROTATION & LIFT-OFF

9.3.1 ROTATION AND LIFTOFF

At VR, rotate smoothly toward the target pitch attitude in one continuous motion. Use a rotation rate of approximately 2° to 3° per second. Correct rotation technique is important to ensure adequate performance is obtained. Lift-off will occur prior to reaching initial climb target attitude. After lift-off and once a positive rate of climb has been established, select landing gear up.

9.3.2 INITIAL CLIMB

With all engines operating, adjust the pitch attitude to maintain V2 + 10 to 15 knots to the acceleration altitude.

9.3.3 FLIGHT DIRECTOR

Following liftoff continue the rotation rate as follows:

9.3.4 CLEAN-UP AND ACCELERATION

At acceleration altitude (1,000 feet AFE), adjust the pitch attitude to maintain a slight climb rate while accelerating to 210 KIAS.

9.3.4.1 Flap Retraction Speed Schedule

Retract flaps to the next setting when airspeed is equal to or greater than the “F” bug.

9.3.4.2 Slat/Flap Retraction Complete

Once the SLAT/Flap retraction is complete and above 3000 ft. AFE, select 250 knots and resume normal climb.

If.... Then....

the flight director is operative... fly the flight director pitch com-mands.

the flight director is inopera-tive...

fly a maximum deck angle lim-ited to 12°. Fly a maximum deck angle limited to 12°.

NO

TE

During flap 4 takeoffs, until the flaps are retracted to flaps 2, the flap limit speed may be less than the desired-VFS. After each flap retraction the PM should check the Selected Airspeed Bug to confirm it matches the VFS Bug. If the Selected Airspeed Bug is less, it should be adjusted up to the VFS Bug or Flap Limit Speed, which-ever is less.



9.4 NORMAL TAKEOFF PROFILE - A

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- “TO

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- Ver

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- Ver

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- “TO

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”80 K

IAS

T/O

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- “80

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- “C

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- “R

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- “Po

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- Pos

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- “G

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400

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- “A

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- “H

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” or

“FM

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1000

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- “Fl

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- Ret

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- “Fl

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- “Fl

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- Sel

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- Set

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3000

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PAGE 9-5

9.5 NORMAL TAKEOFF ACTIONS & CALLOUTS

Normal Takeoff to Flap Retraction

Trigger PF PM

Commencing takeoff roll

Verify autothrottle armed (TO white)Verify Flight Director modes ROLL & TO on FMA

Verify modes ROLL & TO on FMA

Advance thrust levers to approx 40% N1

Verify ATTCS annunciates green

Ensure engines are spooled

Advance thrust levers to approximately 60 degrees TLA

Verify TO & AT annunciates green

“TOGA” Verify takeoff N1

“TOGA Set”

80 kts “80 Knots”

Verify HOLD is annunciated on FMA

“Checked”

V1 - 5 knots “V1”

VR “Rotate”

Rotate to F/D commanded attitude

After liftoff Verify positive rate of climb on VSI

“Positive Rate”

Verify positive rate of climb

“Gear Up”

Establish initial climb speed of V2 +10-15 kts

Position gear lever up

“Gear Up”

Monitor speed and altitude

400 AFE “Autopilot On” (if desired)

“HDG” or “FMS NAV”

Select autopilot on when requestedSelect HDG or FMS NAV (if required)




1,000 feet “Flight Level Change, 210”

(or speed as required)Accelerate to 210 kts

Select FLCH

Set Speed Bug to 210 kts or requested speed

Check airspeed If Flap Limit Speed is less than 210 kts, set Selected Speed Bug to be equal to the Flap Limit Speed.Check airspeed

“Flaps __”

(Retract flaps at or above F bug)

“Flaps __”

Select proper flap setting, when requested

If the Flap Limit Speed is below 210 kts, adjust the Selected Speed bug to be equal to the Flap Limit Speed. Otherwise, set the Selected Speed Bug to 210 kts.

“Flaps UP, After Takeoff Checklist”

Check airspeed

“Flaps UP”

Retract Flaps Accomplish After Takeoff Checklist

Flap/slat retraction complete, at or above 3000 ft. AFE

Accelerate to 250 knots

Normal Takeoff to Flap Retraction (Continued)

Trigger PF PM



PAGE 9-7

9.6 REJECTED TAKEOFF ACTIONS & CALLOUTS

9.6.1 AFTER A REJECTED TAKEOFF

A. Consider the condition of the aircraft and the reason for the rejection. If the situation is stable, clear the runway before stopping the aircraft. Stop on the runway if the potential for an evacuation exists. The runway provides crash fire and rescue vehicles better access to the aircraft.

B. Consider requesting assistance from the tower, ground personnel or the flight attendants in evaluating the situation. Use all available information in formulating a response plan.

9.6.2 COMMUNICATIONS

A. Notify the tower of any rejected takeoff. Communications with the flight attendants and passengers must be considered.

B. Rejected Takeoff PA Announcements - A rejected takeoff can cause a great deal of anxiety among passengers. A prompt and professional announcement will reassure the passengers and may prevent an unwarranted evacuation initiated by flight attendants or passengers.


Rejected Takeoff


“Reject”

Retard thrust levers to IDLEDisconnect ATEnsure maximum braking, if necessary

Set maximum reverse thrust consistent with conditions

“2 (1) (No) Reverse”

Monitor deceleration throughout the reject

Notify tower, when ableNotify passengers when able

“80 Knots”

“60 Knots”

Check brake temperature indication on MFD status page



9.7 LOSS OF THRUST AT OR ABOVE V1

9.7.1 GENERAL

In the event of a single engine malfunction accompanied by a loss of thrust at or above V1, follow the “Loss of Thrust At or Above V1” procedure. If the engine is still producing normal thrust (such as an engine fire or compressor/stall), clean up using the normal takeoff profile except fly

- the runway heading or- follow the applicable route manual “Engine Failure - Takeoff”

procedure.

9.7.1.1 Considerations

The PF must fly the aircraft and not be distracted trying to analyze the problem while the aircraft is in a critical phase of flight.

Normally, the safest course of action is to accomplish the appropriate non-normal checklist after the flaps are up and the desired climb speed has been attained. However, under compelling circumstances such as severe vibration, adverse flight characteristics, etc., it may be necessary to accomplish the immediate action items as early as 400 ft. AFE.

9.7.1.2 Takeoff Performance

Takeoff performance using an assumed temperature is predicated on an engine failure, thus advancing thrust may not be necessary to maintain safe flight. In the event ATTCS does not adjust to MAX Thrust, manually advancing thrust to maximum takeoff thrust has the potential to aggravate the situation by increasing adverse yaw.

However, additional thrust is available and must be used if necessary to sustain safe flight.

9.7.2 ENGINE FAILURE

An engine failure is an engine malfunction accompanied by thrust loss without any apparent damage. The potential for a relight, inflight start, or continued operation at reduced thrust exists.

Engine Failure without Severe Damage

Initially identified by:increasing yaw anddecreasing N1/N2 indications

Airborne indications:N1 rotation, FAIL icon on N1 gauge andN2 rotation, andoil pressure may indicate zero even though no damage exists

Follow:“Loss of Thrust At or Above V1” procedure and QRH “ENG 1 (2) FAIL” procedure



PAGE 9-9

9.7.2.1 Engine Fire

If the engine is on fire and is still producing normal thrust, aircraft performance should not be adversely affected. However, if the engine has lost thrust, the performance loss necessitates the use of the “Loss of Thrust At or Above V1” procedure.

9.7.3 ENGINE SEVERE DAMAGE

Engine severe damage may be due to turbine seizure or failure. Seizure may not occur until the engine is shutdown. If the engine has separated: fuel flow, N1, and N2 will drop to zero with associated hydraulic, pneumatic, and electrical system non-normal indications. The potential for further damage or fire exists.

9.7.4 COMPRESSOR/ENGINE STALL

There are three (3) types of compressor/engine stalls:

1) Single or multiple compressor/engine stalls prior to self recovery.

2) Multiple compressor/engine stalls requiring pilot action to recovery.

3) A non-recoverable compressor/engine stall.

Engine Fire

Initially identified by:engine fire warning indicationslittle, if any, yaw will occur (if the engine is still producing thrust)

After airborne: engine failure/severe damage may be imminent

Follow:

normal climb profile except fly the runway heading or follow the applicable route manual “Engine Failure - Takeoff” procedureor if loss of thrust occurs follow “Loss of Thrust At or Above V1” procedure and QRH “ENG 1 (2) FIRE” or “Engine Fire, Severe Damage or Separation” procedure

Engine Severe Damage

Initially identified by:

decreasing engine N1/N2 and vibration indications on EICASvibration/noise from the affected engine, andyaw (may be rapid)surge/stall

Confirmed after airborne by:

seized N1 orseized N2 orzero oil pressureITT risevibration indications on EICAS display

Follow:

normal climb profile except fly the runway heading or follow the applicable route manual “Engine Failure - Takeoff” procedureor if loss of thrust occurs follow “Loss of Thrust At or Above V1” procedure and QRH “Engine Fire, Severe Damage or Separation” procedure



9.7.4.1 Single/Multiple with Self Recovery

During takeoff a single stall will be followed by a loud bang, yaw, vibration, and engine instrument fluctuation. The engine normally recovers so quickly, if no engine monitoring message is received, it may be difficult to detect which engine stalled. For multiple stalls, the loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until self recovery.

9.7.4.2 Multiple Requiring Pilot Action

The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until thrust is reduced.

9.7.4.3 Non-Recoverable

The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until the engine is shut down or fails.

9.7.4.4 Compressor/Engine Stall Considerations

Multiple compressor/engine stall events increase aircraft handling difficulty. The magnitude of the symptoms are difficult to simulate and have distracted crews from flying the aircraft in the past. The loud bang, yaw, and vibration associated with the stall have been misidentified as tire failure, a bomb, or more frequently, severe damage.

Compressor/Engine Stalls

Initially identified by:

loud bang and yaw (may be repetitive)vibration,engine instrument fluctuation,ITT rise, andflames from inlet and tailpipe

Confirmed after airborne for:

Single/Multiple with Self Recovery

the engine returns to normal or close to normal parameters

Multiple Requiring Pilot Action

stall symptoms cease when the thrust lever is retarded (ITT may not decrease immediately)

Non-Recoverable

stall symptoms do not cease until the engine is shut down or fails

Follow:

normal climb profile except fly the runway heading or follow the applicable route manual “Engine Failure - Takeoff” procedureor if loss of thrust occurs follow “Loss of Thrust At or Above V1” procedure and QRH “Engine Fire, Severe Damage or Separation” procedure



PAGE 9-11

9.7.5 ENGINE FAILURE RECOGNITION

An engine failure due to turbine failure or other internal causes at or after V1 will initially affect yaw much like a crosswind. Vibration and noise from the affected engine may be apparent and the onset of the yaw may be rapid.

9.7.5.1 Engine Failure Callout

The first pilot recognizing the engine failure will make the callout “Engine Failure”, but will not identify the engine.

9.7.6 THRUST REQUIREMENTS

The PF will continue the takeoff roll and if an assumed temperature (Flex thrust) has been used for takeoff, the ATTCS adjusts for loss of thrust. The PM verifies this compensation by verifying T/O-1 RSV is displayed on the EICAS.

9.7.7 DIRECTIONAL CONTROL PRIOR TO LIFTOFF

To counter the thrust asymmetry due to an engine failure between V1 and liftoff, maintain directional control by smoothly applying rudder proportionally to thrust decay; thereby, maintaining the desired ground track. Use aileron to keep wings level during the liftoff. Anticipate additional rudder displacement when the nosewheel leaves the runway.

9.7.8 ROTATION

At VR, the PM will callout “Rotate”. The PF will rotate with one continuous motion at a rate slightly less than for a normal takeoff, or approximately 2° per second. After liftoff continue the rotation rate as follows:

If.... Then....

the flight director is operative... fly the flight director pitch com-mands.

the flight director is inopera-tive...

fly a maximum deck angle lim-ited to 8°.

NO

TE Engine-out takeoff performance

meets or exceeds required climb gradients even at FLEX thrust set-tings.



9.7.9 DIRECTIONAL CONTROL AFTER LIFTOFF

The first indication of engine failure will be a yaw towards the failed engine. If an engine failure occurs after liftoff, apply rudder in the direction the control wheel is displaced.

9.7.10 INITIAL CLIMB

A. When safely airborne, with a positive rate of climb on the VSI; the PM will callout, “Positive Rate” and the PF will command “Gear Up”.

B. When time and conditions permit, the PM will notify ATC.

C. When at or above 400 feet AFE, the PF will

- fly the runway heading or- call for the appropriate ‘FD roll mode’ to comply with airport specific

“Engine Failure - Takeoff” procedure, if published.

9.7.10.1 Ground Track Consideration

If an engine failure occurs after turning from the runway centerline, or the “Engine Failure - Takeoff” ground track, the crew must determine the safest lateral flightpath. As a guide, the closer the aircraft is to the runway, the more likely the extended runway centerline or “Engine Failure Takeoff” ground track is the safest lateral path. However, as altitude increases and ATC/departure procedure turns are accomplished, other lateral flightpaths may be the safer option.

9.7.11 ACCELERATION AND CLEAN-UP

A. At Engine Out acceleration altitude, the PF will

- call for “Flight Level Change, VFS”,- accelerate, and - retract the flaps on schedule.

B. The PM will select the proper flap setting when requested.

C. If the flaps are extended beyond Flaps 2, the Flap Limit Speed may be lower than VFS. In that event after each flap retraction, the PM must check the Selected Speed Bug is set either to the current Flap Limit Speed or VFS whichever is lower.

D. At the last flap retraction, the PF will respond “Flaps UP” and the PM will retract the flaps. As the flaps are retracted and the aircraft accelerates, adjust the rudder pedal position to maintain the control wheel level and apply trim to relieve rudder pedal pressure.

NO

TE Inflight, correct input will approxi-

mate the leveling of the control wheel.



PAGE 9-13

9.7.11.1 Max Continuous Thrust

At VFS the PM will select CON on MCDU and verify CON is displayed on the EICAS.

9.7.12 FOLLOW-UP ACTIONS

The PF will then call for the appropriate QRH procedure if immediate actions apply. If no immediate actions, the captain assigns the PF, and then accomplishes the QRH procedures.

After the QRH procedures are complete, the PM will accomplish the After Takeoff Checklist.

9.7.12.1 Altitude

Climb to the assigned/safe altitude at the Flaps UP maneuver speed.

9.7.12.2 Autopilot Usage

The autopilot should be engaged as soon as possible (if available) to reduce workload but in no case lower than 400 ft. AFE.

9.7.12.3 Notification

The failure or shutdown of an engine inflight must be reported to the appropriate ATC agency and the controlling dispatcher. ATC and the controlling dispatcher should be kept informed of the flight progress, work load permitting. Immediately after landing, the captain will

- call the dispatcher (if not previously done)- enter the discrepancy in the logbook- complete an Irregularity Report (IR).

9.7.13 LANDING

When one engine of a two engine aircraft fails or is shut down inflight, a landing shall be made at the nearest suitable airport.




9.8 LOSS OF THRUST AT OR ABOVE V1 PROFILE

LOS

S O

F T

HR

US

TV

R - “R

otat

e”- “Po

sitiv

e R

ate”

- Pos

ition

Gea

r Lev

er U

p- “

Gea

r Up”

- “G

ear U

p”

400

AFE

- “A

utop

ilot O

n” (i

f des

ired)

- “H

DG

” or

“FM

S N

AV”

AC

CE

LER

AT

ION

- “Fl

ight

Lev

el C

hang

e, V

FS”

- Acc

eler

ate

to V

FS

- Ret

ract

flap

s on

sch

edul

e(F

Bug

or g

reat

er)

- “Fl

aps

__”

- “Fl

aps

Up”

- Sel

ect F

LCH

- Set

Sel

ecte

d Sp

eed

Bug

to V

FS- I

f Fla

p Li

mit

Spee

d is

less

than

VFS

then

set

Sel

ecte

d Sp

eed

Bug

to F

lap

Lim

it Sp

eed

- Che

ck A

irspe

ed, s

elec

t req

uest

ed fl

ap s

ettin

g - “

Flap

s __

_”- I

f Fla

p Li

mit

Spee

d is

less

than

VFS

then

set

Sel

ecte

d Sp

eed

Bug

to F

lap

Lim

it Sp

eed

VFS

and

Flap

s/S

lats

Ret

ract

ed

- “C

ON

”

- “En

gine

Fai

lure

”

- “En

gine

Fai

lure

”

(Firs

t pilo

t to

reco

gniz

efa

ilure

)

(Firs

t pilo

t to

reco

gniz

efa

ilure

)

- Rot

ate

to F

D - Mai

ntai

n FD

pitc

h co

mm

and

for V

2-V

2+10

pitc

h co

mm

and

- Sel

ect C

ON

on

MC

DU

- Ver

ify C

ON

on

EIC

AS

- Mem

ory

Item

s(if

app

licab

le)

- Cal

l for

Non

-Nor

mal

Che

cklis

t

- Acc

ompl

ish

Mem

ory

Item

s- A

ccom

plis

h N

on-N

orm

alC

heck

list

ALT

ITU

DE

(Nor

mal

ly 1

000

AFE

)

1500

AFE

Pilo

t M

onit

orin

g - P

M

Pilo

t Fl

ying

- P

F



PAGE 9-15

9.9 LOSS OF THRUST AT OR ABOVE V1 ACTIONS & CALLOUTS

Loss of Thrust At or Above V1

Trigger PF PM

Loss of thrust First pilot recognizing engine failure

“Engine Failure”

Verify TO-1 RSV

VR “Rotate”

Rotate to F/D commanded attitude

After liftoff Verify positive rate of climb on VSI

“Positive Rate”


“Gear Up”

Maintain FD commanded attitude to maintain V2 to V2 +10

“Gear Up”

Position gear lever upMonitor speed and altitude

At or above 400 ft. AFE (or altitude as specified on applicable route manual “Engine Fail-ure - Takeoff” procedure

Comply with airport specific “Engine Failure - Takeoff” procedure (if published); otherwise, fly runway heading

“Autopilot On” (if desired)


Select autopilot ON when requestedSelect HDG or FMS NAV

Advise ATC, when able

Climbing through Engine Out Acceleration Altitude

“Flight Level Change, VFS”

Reduce Pitch and accelerate to VFS

Select FLCHSet Speed Bug to VFSIf Flap Limit Speed is less than VFS, set Selected Speed Bug to be equal to the Flap Limit Speed.

Flap retrac-tion schedule

Check airspeed Check airspeed

“Flaps __”

(Retract flaps at or above F Bug)

“Flaps ___”

Select Flaps __

Check airspeed Check airspeedIf Flap Limit Speed is less than VFS, set Selected Speed Bug to be equal to the Flap Limit Speed. Otherwise, set the Selected Speed Bug to VFS

“Flaps UP” “Flaps UP”

Select Flaps UP



End of Chapter

At VFS “CON”

Climb at VFS speed to assigned/safe altitude

Select CON on MCDUVerify “CON” displayed on EICAS

Above 1500 AFE

Accomplish appropriate non-normal checklist followed by the After Takeoff Checklist

Loss of Thrust At or Above V1 (Continued)

Trigger PF PM



PAGE TOC 10-1

Chapter 10: Climb, Cruise & Descent

10.1 Climb Speed and Angle ......................................................................... 10-110.1.1 Climb Speed Determination .................................................................. 10-110.1.2 Maneuvering ........................................................................................................ 10-110.1.3 Speed Schedule .................................................................................................... 10-110.1.4 Climb Thrust ........................................................................................................ 10-110.1.5 Maximum Angle Climb ....................................................................................... 10-1

10.2 After Takeoff Checklist ....................................................................................... 10-210.2.1 General .................................................................................................. 10-2

10.2.1.1 Who ............................................................................................................. 10-210.2.1.2 When ........................................................................................................... 10-2

10.2.2 PF’s Flow Pattern ................................................................................................. 10-210.2.2.1 PF’s Abbreviated Flow ............................................................................... 10-210.2.2.2 PF’s Expanded Flow ................................................................................... 10-2

10.2.3 PM’s Flow Pattern .............................................................................................. 10-210.2.3.1 PM’s Abbreviated Flow .............................................................................. 10-310.2.3.2 PM’s Expanded Flow .................................................................................. 10-3

10.2.4 After Takeoff Checklist ....................................................................................... 10-310.3 Passing 10,000 feet MSL ..................................................................................... 10-4

10.3.1 General .................................................................................................. 10-410.3.1.1 Who ............................................................................................................. 10-410.3.1.2 When ........................................................................................................... 10-4

10.3.2 PF’s Flow Pattern ................................................................................................. 10-410.3.2.1 PF’s Abbreviated Flow ............................................................................... 10-410.3.2.2 PF’s Expanded Flow ................................................................................... 10-4

10.3.3 PM’s Flow Pattern ............................................................................................... 10-410.3.3.1 PM’s Abbreviated Flow .............................................................................. 10-410.3.3.2 PM’s Expanded Flow .................................................................................. 10-5

10.3.4 Seat Belt Sign ....................................................................................................... 10-510.4 Climbing Through Transition Altitude ................................................................ 10-6

10.4.1 General .................................................................................................. 10-610.4.1.1 Who ............................................................................................................. 10-610.4.1.2 When ........................................................................................................... 10-6

10.4.2 PF’s Flow Pattern ................................................................................................ 10-610.4.2.1 PF’s Abbreviated Flow ............................................................................... 10-610.4.2.2 PF’s Flow .................................................................................................... 10-6

10.4.3 PM’s Flow Pattern .............................................................................................. 10-710.4.3.1 PM’s Abbreviated Flow .............................................................................. 10-710.4.3.2 PM’s Expanded Flow .................................................................................. 10-7

10.5 Cruise ................................................................................................................... 10-810.5.1 Monitoring ........................................................................................................... 10-8

10.5.1.1 Flight Progress ............................................................................................ 10-810.5.1.2 Fuel ............................................................................................................. 10-8

10.5.2 Enroute Position Reports ..................................................................................... 10-810.5.3 Altitude/Routing Changes .................................................................................... 10-810.5.4 Arrival Information Available ............................................................................. 10-810.5.5 Optimum Descent Point ..................................................................................... 10-8

10.6 Descent ................................................................................................................. 10-910.6.1 Descent Speed Schedule ....................................................................... 10-910.6.2 Rate ...................................................................................................................... 10-9

OPS-07A


10.6.2.1 Descent Ratio .............................................................................................. 10-910.6.2.2 Factors ......................................................................................................... 10-9

10.6.3 Configuration ....................................................................................................... 10-910.6.4 Planning ............................................................................................................... 10-910.6.5 In-Range Report ................................................................................................. 10-1010.6.6 Approach Briefing ............................................................................................. 10-10

10.6.6.1 PM Duties ................................................................................................ 10-1010.6.6.2 PF Duties .................................................................................................. 10-10

10.7 Descent Checklist .............................................................................................. 10-1110.7.1 General ................................................................................................ 10-11

10.7.1.1 Who ........................................................................................................... 10-1110.7.1.2 When ......................................................................................................... 10-11

10.7.2 PF’s Flow Pattern .............................................................................................. 10-1110.7.2.1 PF’s Abbreviated Flow ............................................................................. 10-1110.7.2.2 PF’s Expanded Flow ................................................................................. 10-11

10.7.3 PM’s Flow Pattern ............................................................................................ 10-1210.7.3.1 PM’s Abbreviated Flow ............................................................................ 10-1210.7.3.2 PM’s Expanded Flow ................................................................................ 10-13

10.7.4 Setting Non-Normal Landing Speeds ................................................................ 10-1610.7.5 Passing through the transition level ................................................................... 10-1610.7.6 Descent Checklist .............................................................................................. 10-16

10.8 Descending Through 10,000 feet MSL .............................................................. 10-1710.8.1 General ............................................................................................................... 10-17

10.8.1.1 Who ........................................................................................................... 10-1710.8.1.2 When ......................................................................................................... 10-17

10.8.2 PF’s Flow Pattern ............................................................................................... 10-1710.8.2.1 PF’s Abbreviated Flow ............................................................................. 10-1710.8.2.2 PF’s Expanded Flow ................................................................................. 10-17

10.8.3 PM’s Flow Pattern ............................................................................................. 10-1710.8.3.1 PM’s Abbreviated Flow ............................................................................ 10-1810.8.3.2 PM’s Expanded Flow ................................................................................ 10-18

OPS-07A


PAGE 10-1

Chapter 10Climb, Cruise & Descent

10.1 CLIMB SPEED AND ANGLE

10.1.1 CLIMB SPEED DETERMINATION

Maintain flaps-up maneuvering speed until clear of obstacles or above minimum crossing altitudes. If there are no altitude or airspeed restrictions, accelerate to the desired climb speed schedule.

10.1.2 MANEUVERING

If considerable maneuvering is required during the departure, the flaps-up maneuvering speed is recommended until the maneuvering phase is complete and the aircraft is en route toward the destination.

10.1.3 SPEED SCHEDULE

The following climb speed schedule presents four (4) climb speeds above 10,000 ft. The speed selected would be determined by the operational requirements.

10.1.4 CLIMB THRUST

Set climb thrust by selecting FLCH on the Guidance Panel. The FADEC will maintain the correct thrust setting automatically throughout the flight.

10.1.5 MAXIMUM ANGLE CLIMB

Maximum angle climb speed is normally used for obstacle clearance or to reach a specified altitude/flight level in a minimum distance. Maximum angle climb speed varies with gross weight and can be referenced by using the pitch limiter indicator (PLI) as a reference.

Up to 10,000 feet MSL 250 KIAS

10,000 feet and above

Long Range 250 KIAS/M 0.70

Normal 290 KIAS/M 0.74

Alternate 290 KIAS/M 0.70

High Speed 310 KIAS/M 0.77



10.2 AFTER TAKEOFF CHECKLIST

10.2.1 GENERAL

This flow and checklist is used to configure the aircraft for climb/cruise.

10.2.1.1 Who

Initiated by the PF; PM reads and accomplishes silently; however verbalizes “After Takeoff Checklist Complete”.

10.2.1.2 When

After flap/slat retraction, accelerating to climb speed, and prior to 10,000 feet MSL.

10.2.2 PF’S FLOW PATTERN

No flow pattern.

10.2.2.1 PF’s Abbreviated Flow

No flow. Maintain aircraft control.

10.2.2.2 PF’s Expanded Flow


10.2.3 PM’S FLOW PATTERN



PAGE 10-3

10.2.3.1 PM’s Abbreviated Flow

After slat/flap retraction, accelerating to climb speed, and prior to 10,000 feet MSL.

Landing Gear Lever - - - - - - - - - - - - - - - - - UPSLAT/FLAP Lever - - - - - - - - - - - - - - UP, 0 detentAPU - - - - - - - - - - - - - - - - - - - - As requiredAccomplish After Takeoff Checklist silently; verbalize “After Takeoff Checklist Complete”

10.2.3.2 PM’s Expanded Flow

Landing Gear - - - - - - - - - - - - - - - - - - - - UP LDG GEAR Lever - - - - - - - - - - - - - - - - - - - - - - - - UP

Flaps - - - - - - - - - - - - - - - - - - - - - - - - UP SLAT/FLAP Lever - - - - - - - - - - - - - - - - - - - Up, 0 detent

APU- - - - - - - - - - OFF, unless operationally required

10.2.4 AFTER TAKEOFF CHECKLIST


1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 3. After Takeoff Checklist . . . . . . . [PM] . . . . . . . . . . . . COMPLETE




10.3 PASSING 10,000 FEET MSL

10.3.1 GENERAL

This flow is used to configure the aircraft’s external lights for cruise and notify the flight attendants the flight is leaving the sterile flight deck environment. There is no checklist.

10.3.1.1 Who

Initiated by the PM.

10.3.1.2 When

Leaving 10,000 feet MSL.


No flow pattern, only altitude callout made.


After climbing through 10,000 feet MSL.

Call out “10,000 feet”10.3.2.2 PF’s Expanded Flow

Altitude Callout - - - - - - - - - - - - - - “10,000 feet”Refer to FOM paragraph “Altitude Callouts”.



PM Passing After climbing through 10,000 feet MSL.

External Lights- - - - - - - - - - - - - - - - As requiredSTERILE - - - - - - - - - - - - - - - - - - - - - -OFFNO ELEC DEVICES - - - - - - - - - - - - - - - - -OFF

F S



PAGE 10-5

121.317(b)



STERILE - - - - - - - - - - - - - - - - - - - - - -OFFNotifies the flight attendants the aircraft is leaving the sterile flight deck environment.

NO ELEC DEVICES - - - - - - - - - - - - - - - - -OFF

10.3.4 SEAT BELT SIGN

When appropriate, the captain will leave the FSTN BELTS sign ON or turn it OFF with an applicable announcement.


NO



NO

TE


NO

TE When the Captain is the PF, he/she

should direct the PM to turn the sign off and make the applicable announcement.



10.4 CLIMBING THROUGH TRANSITION ALTITUDE

10.4.1 GENERAL

This flow is used to set the altimeters to 29.92.

10.4.1.1 Who

Initiated by the PF.

10.4.1.2 When

Passing the transition altitude (e.g., 18,000 feet MSL).



Upon climbing through the transition altitude (e.g.,18,000 feet MSL.)

PFD Baro - - - - - - - - - - - - - - - - - - - - - STDIESS Baro - - - - - - - - - - - - - - - - - - - - - STD“18,000 Standard”

10.4.2.2 PF’s Flow

PFD Baro - - - - - - - - - - - - - - - - - - - - - STDSelects the standard reference barometric pressure of 29.92 in hg.

IESS Baro - - - - - - - - - - - - - - - - - - - - - STDSelects the standard reference barometric pressure of 29.92 in hg.

Altitude Callout - - - - - - - - - - - - “18,000 Standard”Crosscheck STD set in both PFDs and IESS.

Ensure inches of mercury displayed to prevent altitude deviations and possible conflicts.



PAGE 10-7



Upon climbing through the transition altitude (e.g.,18,000 feet MSL.)

Baro- - - - - - - - - - - - - - - - - - - - - - - - STDPFDs and IESS - - - - - - - - - - - - - - - Crosscheck


PFD Baro - - - - - - - - - - - - - - - - - - - - - STDSelects the standard reference barometric pressure of 29.92 in hg.

PFDs - - - - - - - - - - - - - - - - - - - - CrosscheckCrosscheck STD set in both PFDs and IESS.



S

F

S

F



10.5 CRUISE

10.5.1 MONITORING

Both pilots ensure monitoring responsibilities are adhered to.

10.5.1.1 Flight Progress

A. Both pilots monitor flight plan vs. actual operation.

B. Update ETA as soon as it varies from planned arrival time by ± 3 minutes.

C. Contact dispatcher when actual operation differs from plan and causes arrival weight or fuel to be of concern.

10.5.1.2 Fuel

The PM normally performs fuel burn checks (actual vs. planned) as necessary.

10.5.2 ENROUTE POSITION REPORTS

The PM normally make enroute position reports as necessary (FOM).

10.5.3 ALTITUDE/ROUTING CHANGES

Any significant changes should be coordinated with the dispatcher to utilize all the information/equipment available.

10.5.4 ARRIVAL INFORMATION AVAILABLE

As soon as adequate arrival information is available...

10.5.5 OPTIMUM DESCENT POINT

PF PM

Determine descent point Monitor descent point

Accomplish Descent Flow Patterns



PAGE 10-9

10.6 DESCENT

10.6.1 DESCENT SPEED SCHEDULE

The following descent speed schedule presents three (3) descent speeds above 10,000 feet. The speed selected would be determined by operational requirements.

10.6.2 RATE

When a flight reports leaving an altitude, the PF maintains a descent rate consistent with ATC requirements and fuel conservation procedures.

10.6.2.1 Descent Ratio

The distance required for the descent is approximately three (3) miles per 1,000 feet (3 to 1).

As a guide, in level flight without speed brakes, it takes approximately ten (10) seconds and one (1) mile to decelerate each ten (10) knots of airspeed.

10.6.2.2 Factors

From a typical cruise altitude, the top-of-descent (TOD) point should be advanced two (2) miles for each ten (10) knots of tailwind during the descent, and by two (2) miles for each 1,000 feet of anti-ice use.

10.6.3 CONFIGURATION

Normally, descent is initiated with partial cruise thrust, at high altitude, in a clean configuration (no speed brakes). If necessary, use speed brakes or airspeed to correct the descent profile. For small adjustments, allow the airspeed to vary initially, using the speed brakes at a lower altitude if further speed adjustments are required.

10.6.4 PLANNING

Good descent planning is necessary to arrive at the desired altitude and correct speed & configuration. Plan all descents to arrive at traffic pattern altitude at flaps-up maneuvering speed about

- twelve (12) miles out for a straight-in approach or- eight (8) miles out for an abeam approach.

A good crosscheck is to be at 10,000 feet AFE, thirty (30) miles from the airport at 250 KIAS.

10,000 feet and above

Long Range 250 KIAS/M 0.70

Normal 290 KIAS/M 0.74

High Speed 310 KIAS/M 0.77

Below 10,000 feet MSL 250 KIAS



10.6.5 IN-RANGE REPORT

The PM normally accomplishes this report approximately ten (10) minutes before landing to inform the station the aircraft is in the local area.

10.6.6 APPROACH BRIEFING

A. After the arrival information becomes available, the PM should load the approach in the FMS, enter the landing V-speeds and configure their Display Control Panel (DCP) and notify the PF when they are finished.

B. The PF will transfer control of the aircraft to the PM, review the FMS, configure their DCP and brief the approach as outlined in the FOM.

C. Once the approach briefing is complete, the PF will resume control of the aircraft.

10.6.6.1 PM Duties

10.6.6.2 PF Duties

Step PM

Arrival Information available-

1 Load the anticipated runway and instrument approach on the FMS ARRIVAL page 1/1

2 In the event an ILS approach has been selected, load the localizer identifier code in the FMS PROG page 1/1 at LSK 5L and 5R

3 Determine and load the VREF, VAPP, VAC and VFS on the FMS LANDING page 3/3

4 Set the inbound course for the approach and the BARO minimums using the DCP

5 Advise the PF, “Setup complete”.

Step PF

PM Advises, “Setup complete” -

1 Transfer control of the aircraft to the PM

2 Verify the correct runway and instrument approach has been loaded in the FMS

3 Review the landing V-speeds in the FMS

4 Set the inbound course for the approach and the BARO minimums using the DCP

5 Brief the approach in accordance with the FOM procedure

6 Resume control of the aircraft from the PM

NO

TE The in-range reports must be completed

prior to commencing Sterile Cockpit below 10,000 feet.



PAGE 10-11

121.311(h)

10.7 DESCENT CHECKLIST

10.7.1 GENERAL

This flow and checklist is used to set up the aircraft for a descent and approach.

10.7.1.1 Who

Initiated by the PF; read by the PM.

10.7.1.2 When

After descending through FL 180 and while the workload is at a minimum.



Upon receiving the destination weather and after the PM has completed his flow

Approach BriefingPassing through the transition level

“18,000” Altimeter- - - - - - - - - - - - - - - - - - - - - - - SetShoulder Harness - - - - - - - - - - - - - - - - - - OnCall for “Descent Checklist”


Upon receiving the weather and after the PM has completed his flow

Approach Briefing - - - - - - - - - - - - - - - Complete

Shoulder Harness

S

F



.311(h)

.317(b)

Upon passing through the transition level

Altitude Callout - - - - - - - - - - - - - - - - - “18,000” Altimeter- - - - - - - - - - - - - - - - - - - - - - - Set

BARO SET - - - - - - - - - - - - - - - - - - - - - - - - - Select

- Turn to select destination altimeter setting.

Shoulder Harness - - - - - - - - - - - - - - - - - - ON



Approximately 100 NM out and before Top of Descent (TOD)

Wx - - - - - - - - - - - - - - - - - - - - - - - -ObtainMCDU- - - - - - - - - - - - - Determine landing weightLanding Data - - - - -VREF, VAP, VAC, VFS, via the MCDU

Passing through the transition level

FSTN BELTS - - - - - - - - - - - - - - - - - - - - ONAltimeter- - - - - - - - - - - - - - - - - - - - - - - Set


121

Shoulder Harness

S

F

121



PAGE 10-13

121.311(h)

Arrival AnnouncementShoulder Harness - - - - - - - - - - - - - - - - - - On

After accomplishing flow and after PF calls “Descent Checklist”

Accomplish Descent Checklist10.7.3.2 PM’s Expanded Flow

Approximately 100 NM out and before top of descent (TOD)

Wx - - - - - - - - - - - - - - - - - - - - - - - -ObtainMCDU- - - - - - - - - - - - - - - - - - - - - - - - Set

PERF DATA Page 1/3 - - - - - - - - - - - - - - - - - - - - Select

- Determine landing weight.- Confirm landing weight is acceptable for the landing runway.- If LAHSO is in effect, determine whether or not LAHSO can be

accepted.LANDING Speeds - - - - - - - - - - - - - - - - - - - - - - - -Set

- PERF Function Key - - - - - - - - - - - - - - - Press- LANDING Line Select Key (4R) - - - - - - - - - - Press- (Optional) On

LANDING page 1/3, enter destination surface wind (i.e., 270/15, etc.) in 2R.

Select LANDING page 3/3:

Step PM

Enter the VREF speed:

1 VREF (1L) ...................................................................... Set

a. Target airspeed at 50 ft. AGL over landing threshold. 1.23VS

If ICE PROT SPEED EICAS message....

Then....

IS NOT displayed...VREF from NO ICE ACCRETION data card

IS displayed... VREF from ICE data card

NO

TE This optional step displays head-

wind/tailwind and crosswind on LANDING page 2/3 line 2R if landing runway is designated.



Step PM

Enter the following speed:

2 VAP (2L) ........................................................................ Set

a. Approach Speed. VREF (from Step 1 above) + wind additive. b. Standard callouts are based on VAP

Wind Additive

Add one-half (1/2) of the reported steady headwind component plus the full gust increment.

Minimum Maximum

5 KIAS Flaps 5 - 20 knotsFlaps FULL - 15 knots

Do not apply wind corrections for tailwinds.

Steady Headwind The steady additive may be bled off as the airplane approaches touchdown.One half of the reported steady headwind component can be estimated by using:- 50% for a direct headwind, - 35% for a 45 degree crosswind, - 0 for a direct crosswind, and interpolation in between.

Headwind components may also be determined from the:- QRH Ops Data Section WIND COMPONENTS Table, or - LANDING page 2/3 line 2R.

Gust IncrementMaintain the gust additive until touchdown.

Example 2

Aircraft weighs 71,000 lbs. for a Flaps 5 landing on runway 36.With the Flip Card VREF = 130, for...

- a normal approach with winds calm, VAP = 135- an approach with STALL PROT ICE SPEED annunciated with

winds 090 @ 15, set VAP = 145

Step PM

Enter the following speeds:

3 VAC (3L) ........................................................................ Set

a. Approach climb speed. Single engine/go around climb speed.

Example 3

Aircraft weighs 71,000 lbs. for a Flaps 5 landing.From Speed & Performance Flip Cards

- Set VAC = 155



PAGE 10-15


Step PM

Enter the following speeds:

4 VFS (1R)........................................................................ Set

a. Final segment speed. Speed to be attained during final segment climb with gear and flaps retracted. 1.25 VS with 40° bank.

Example 4

Aircraft weighs 71,000 lbs. for a Flaps 5 landing. From Speed & Performance Flip Cards

- Set VFS = 187



.311(h)

.311(h)

10.7.4 SETTING NON-NORMAL LANDING SPEEDS

For a non-normal situation, when the procedure dictates a modified VREF (e.g., VREF

FULL + 15 KIAS, VREF FULL + 30 KIAS, etc.) for an approach flown with STALL PROT ICE SPEED annunciated, the VREF will be determined using the ICE data card.

10.7.5 PASSING THROUGH THE TRANSITION LEVEL

FSTN BELTS - - - - - - - - - - - - - - - - - - - - ONAltimeter- - - - - - - - - - - - - - - - - - - - - - - Set

BARO SET - - - - - - - - - - - - - - - - - - - - - - - - - Select

- Turn to select destination altimeter setting.

- Set destination altimeter.

Arrival Announcement - - - - - - - - - - - - AccomplishShoulder Harness - - - - - - - - - - - - - - - - - - On

10.7.6 DESCENT CHECKLIST


1. Shoulder Harness. . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . . ON2. FSTN BELTS . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . . . . . . . ON3. Altimeters . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . __.__ SET

Verify __.__ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SetThe captain is responsible for checking the left PFD and IESSThe first office is responsible for checking the right PFD

4. Landing Data. . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . . SET5. EICAS. . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . CHECKED

EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CheckedVerify all displayed EICAS messages are normal for the current operational aircraft configuration.

6. Approach Briefing . . . . . . . . . . . [PF] . . . . . . . . . . . . . COMPLETE7. Descent Checklist. . . . . . . . . . . . [PM] . . . . . . . . . . . . . COMPLETE


NO

TE In case of multiple non-normals dic-

tating modified VREFs, use the non-normal with the highest VREF.

121

121



PAGE 10-17

10.8 DESCENDING THROUGH 10,000 FEET MSL

10.8.1 GENERAL

This flow is used to configure the aircraft’s external lights for a descent and notify the flight attendants the flight is entering the sterile flight deck environment.

10.8.1.1 Who

Initiated by the PM.

10.8.1.2 When

Leaving 10,000 feet MSL.


No flow pattern, only altitude callout made.


Just prior to descending through 10,000 feet MSL.

“10,000 feet”10.8.2.2 PF’s Expanded Flow

Altitude Callout - - - - - - - - - - - - - - “10,000 feet”


No checklist, only flow accomplished.

NO

TE The crew should consider performa-

ing this flow earlier than 10,000 MSL when operating at high elevation air-ports.

S

F



.306(a)

.306(a)


Just prior to descending through 10,000 feet MSL.

External Lights- - - - - - - - - - - - - - - - As requiredSTERILE - - - - - - - - - - - - - - - - - - - - - - ONNO ELEC DEVICES - - - - - - - - - - - - - - - - - ON



STERILE - - - - - - - - - - - - - - - - - - - - - - ONNotifies the flight attendants the aircraft is entering the sterile flight deck environment.

NO ELEC DEVICES - - - - - - - - - - - - - - - - - ON

End of Chapter

121

NO



NO

TE


121



PAGE TOC 11-1

Chapter 11: Approach

11.1 Visual Approach .................................................................................... 11-111.1.1 Position Orientation & Energy Management ....................................................... 11-111.1.2 Three to One Descent Profile ............................................................................... 11-111.1.3 Energy Management Factors ............................................................................... 11-111.1.4 Flap Settings ........................................................................................................ 11-111.1.5 Normal Visual Approach Procedures .................................................................. 11-1

11.1.5.1 Downwind Leg or 5 NM Final ................................................................... 11-211.1.5.2 Base Leg or 3 NM Final ............................................................................. 11-211.1.5.3 Final Approach ........................................................................................... 11-211.1.5.4 Landing Approach Glide Path .................................................................... 11-2

11.1.6 Visual Approach Profile ..................................................................................... 11-311.1.7 Normal Visual Approach Actions and Callouts .................................................. 11-411.1.8 Engine-Out Visual Approach ............................................................................... 11-5

11.2 Instrument Procedures ......................................................................................... 11-611.2.1 General .................................................................................................. 11-6

11.2.1.1 Tune, Identify, and Monitor ........................................................................ 11-611.2.1.2 Actions and Callouts ................................................................................... 11-6

11.2.2 Planning ............................................................................................................... 11-611.2.3 Aircraft Approach Category ................................................................................ 11-611.2.4 Contact Approaches ............................................................................................. 11-711.2.5 Determining Decision Altitude/Height ................................................................ 11-711.2.6 Side-Step Maneuver ............................................................................................. 11-7

11.2.6.1 Definition .................................................................................................... 11-711.2.6.2 Landing Minimums ..................................................................................... 11-7

11.2.7 Engine Failure On Final Approach ...................................................................... 11-711.3 Precision Approach Procedures ........................................................................... 11-8

11.3.1 general ................................................................................................... 11-811.3.1.1 ILS (CAT I) ................................................................................................ 11-811.3.1.2 LDA (Precision) .......................................................................................... 11-8

11.3.2 Automation .......................................................................................................... 11-811.3.3 Alternate ILS Configuration ................................................................................ 11-911.3.4 ILS CAT I Actions and Callouts ..................................................................... 11-1011.3.5 ILS PRM Approach ........................................................................................... 11-11

11.3.5.1 Procedures ................................................................................................. 11-1111.4 Non-Precision Approach Procedures ................................................................. 11-13

11.4.1 General ................................................................................................ 11-1311.4.2 Automation ........................................................................................................ 11-1311.4.3 VOR Approaches ............................................................................................... 11-1311.4.4 Lateral Guidance Modes ................................................................................... 11-1411.4.5 Setting Minimums .............................................................................................. 11-1411.4.6 Descent Profile ................................................................................................... 11-14

11.4.6.1 Calculated VDP ........................................................................................ 11-1411.4.6.2 Target Vertical Speed ............................................................................... 11-1511.4.6.3 MDA to Landing ....................................................................................... 11-15

11.4.7 Nonprecision Actions and Callouts ................................................................... 11-1611.5 GPS Approach Procedures ................................................................................. 11-18

11.5.1 General ................................................................................................ 11-1811.5.1.1 Jeppesen Approach Plate Terminology .................................................... 11-18

11.5.2 Required Navigational Performance (RNP) ...................................................... 11-18

OPS-07A


11.5.3 Discontinuing the Approach .............................................................................. 11-1911.6 CIRCLING APPROACHES .............................................................................. 11-19

11.6.1 General ................................................................................................ 11-1911.6.2 Weather Minimums ........................................................................................... 11-1911.6.3 Minimum Descent Altitude ............................................................................... 11-19

11.7 Engine Out Approaches ..................................................................................... 11-1911.7.1 Procedure ............................................................................................ 11-19

11.8 No Slat / Flap Landing ....................................................................................... 11-2011.8.1 No Slat / Flap Landing Procedure ....................................................... 11-2011.8.2 No Slat / Flap Landing Profile ........................................................................... 11-21

11.9 Landing Notification .......................................................................................... 11-2211.10 Landing Callout ............................................................................................... 11-22

11.10.1 For Instrument and Visual Approaches .............................................. 11-2211.10.2 Prior to the “Landing” Callout ........................................................................... 11-2211.10.3 After the “Landing” Callout .............................................................................. 11-23

11.11 Landing Checklist ............................................................................................ 11-2311.11.1 General ................................................................................................ 11-23

11.11.1.1 Who ........................................................................................................... 11-2311.11.1.2 When ......................................................................................................... 11-23

11.11.2 PF’s Flow Pattern ............................................................................................... 11-2311.11.2.1 PF’s Abbreviated Flow ............................................................................. 11-2311.11.2.2 PF’s Expanded Flow ................................................................................. 11-23

11.11.3 PM’s Flow Pattern ............................................................................................. 11-2311.11.3.1 PM’s Abbreviated Flow ............................................................................ 11-2311.11.3.2 PM’s Expanded Flow ................................................................................ 11-24

11.11.4 Landing Checklist .............................................................................................. 11-24

OPS-07A


PAGE 11-1

Chapter 11Approach

11.1 VISUAL APPROACH

11.1.1 POSITION ORIENTATION & ENERGY MANAGEMENT

A. Position orientation and energy management are critical to a stabilized visual approach. Plan to arrive on the downwind leg, or for straight-in approaches align with runway approximately 5 miles on final, at 1,500 feet AFE. Use speedbrakes for minor speed and vertical speed adjustments, and landing gear for larger adjustments.

B. Maintain stabilized approach rate of descent and flight parameters. If unable to maintain a stabilized approach, go around.

11.1.2 THREE TO ONE DESCENT PROFILE

This profile is based on an approximate 300 ft. (AFE) per NM reference, (3:1 Ratio). For example, 5NM, from touchdown would equate to 1500 ft. AFE. The objective is to constantly monitor the profile and take actions to maintain a stabilized approach.

11.1.3 ENERGY MANAGEMENT FACTORS

There are numerous factors such as aircraft weight, weather conditions, and a pilot’s “comfort zone” that will dictate energy management techniques for each approach. Regardless of the techniques employed, the decision to go around is not an indication of poor performance, but rather good judgement.

11.1.4 FLAP SETTINGS

A. The preferred landing flap setting is Flaps 5 as it requires less power than Flaps FULL and therefore reduces fuel consumption and makes the noise footprint smaller.

B. Flaps FULL should be considered when the runway braking conditions are less than FAIR.

11.1.5 NORMAL VISUAL APPROACH PROCEDURES

Use the most precise navigation and visual aids available (i.e., select and monitor an ILS to the landing runway). To assist in situational awareness, enter the best available approach to the landing runway into the FMS. If an approach is not available, enter the landing runway, then



create an intercept leg to the runway with the final approach course heading. Autopilot and flight director use is at pilot discretion.

11.1.5.1 Downwind Leg or 5 NM Final

A. When entering the downwind fly at an altitude of 1,500 feet AFE and call for Flaps 1 at approximately 200 knots.

B. Reaching midfield on the downwind, call for Flaps 2 at approximately 180 knots.

C. Abeam the threshold, call for Flaps 3 at approximately 160 knots.

11.1.5.2 Base Leg or 3 NM Final

A. When turning the base leg, extend the landing gear, and call for the Landing Checklist.

B. Prior to turning final, select landing flaps. The PF will call for Flaps 5, and if desired, Flaps FULL, slow to VAPP and complete the Landing Checklist.

C. Landing Flaps should be selected prior to descending below 1,000 AFE.

11.1.5.3 Final Approach

Roll-out on runway centerline and maintain the appropriate approach speed. Make thrust changes as required to hold approach speed and desired rate of descent. Re-trim the stabilizer to maintain zero elevator forces on final. Stabilize the airplane on the selected approach airspeed with a constant rate of descent between 600 FPM and 800 FPM on the desired glide-path, in-trim.

11.1.5.4 Landing Approach Glide Path

The recommended landing approach glide path is approximately 2½° to 3°. Once the final approach is established, the aircraft configuration remains fixed and only small adjustments need to be made to the glide-path, approach speed, and trim. This results in the same approach profile under all conditions regardless of weather.


NO

TE

If the approach pattern must be extended, delay extending gear and selecting Flaps 3 until approaching the normal visual approach glide path.



PAGE 11-3

11.1.6 VISUAL APPROACH PROFILE

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11.1.7 NORMAL VISUAL APPROACH ACTIONS AND CALLOUTS

Normal Visual Approach

Trigger PF PM

Downwind or 5 NM Final

Check Airspeed

“Flaps 1”

Set/request speed bug (not less than green dot)

Check Airspeed

“Flaps 1”

Select Flaps 1Set speed if requested

MidfieldDownwind

Check Airspeed

“Flaps 2”


Check Airspeed

“Flaps 2”


AbeamThreshold

Check Airspeed

“Flaps 3”


Check Airspeed

“Flaps 3”


TurningBase

Check Airspeed

“Gear down, Landing Checklist”

Check Airspeed

“Gear Down”

Position Gear Lever DNStart Landing Checklist

On Base or3 NM Final

Check airspeed

“Flaps 5” or

“Flaps FULL”

Set/request speed bug (not less than green dot).

“Below the line”

Check Airspeed

“Flaps 5” or

“Flaps FULL”

Select Flaps 5 or Flaps FULLSet speed if requestedComplete Landing Checklist

1000 feet AFEVerify altitude

“1000 Feet”

500 feet AFE

Verify altitude, speed and sink rate

“500 Feet,

BUG ± ___,

Sink ___”



PAGE 11-5

11.1.8 ENGINE-OUT VISUAL APPROACH

An ILS approach is recommended for any engine-out approach and landing. It provides a stable framework and familiar cues for configuration, deceleration, and descent.




11.2 INSTRUMENT PROCEDURES

11.2.1 GENERAL

The instrument approach begins when the airplane is over the initial approach fix for the procedure being used and ends when the airplane either contacts the runway or completes the transition to a missed approach.

11.2.1.1 Tune, Identify, and Monitor

Navaids must be tuned and identified prior to beginning an instrument approach. Crosscheck of navigation guidance must occur by both pilots continually during approaches. If instrument and/or navigation discrepancies become evident, abandon the approach, climb to the missed approach altitude but delay required turns until arriving at the published missed approach point (MAP).

11.2.1.2 Actions and Callouts

Actions and callouts have been created to specify “trigger” events and define the callouts and actions required by each pilot during approaches. They are constructed for training purposes to depict the ideal situation. However, ATC vectoring, the pilots own navigation, or a particular set of circumstances may preclude doing things exactly as specified. Alterations to the ideal must be accomplished when it makes sense.

11.2.2 PLANNING

A. Each type of approach and each approach to a particular runway, requires study and coordination

- to determine how it fits against the profile,- where should gear and flaps be extended,- when should airspeed be established,- when should timing begin,- how to establish a VDP where required, and- how to identify the MAP (missed approach point)

B. These are all questions that must be answered before commencing an approach.

11.2.3 AIRCRAFT APPROACH CATEGORY

A. Straight-In Approaches – Use Category C minimums.

See Operations Specifications C053.

B. Circling Maneuvers – Use Category C unless the approach airspeed is above 140 KIAS, then apply Category D minima.

See Operations Specifications C075



PAGE 11-7

11.2.4 CONTACT APPROACHES

Not authorized.

11.2.5 DETERMINING DECISION ALTITUDE/HEIGHT

CAT I decision altitude is based on the barometric altimeter.

11.2.6 SIDE-STEP MANEUVER

Side-step maneuver is authorized using published side-step minima.

11.2.6.1 Definition

A side-step maneuver is a visual maneuver accomplished by the pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted.

11.2.6.2 Landing Minimums

Landing minimums to the adjacent runway will be higher than the minimums to the primary runway, but will normally be lower than the published circling minimums.

If a full procedure turn is required, select flaps 2 prior to the IAF outbound. Fly the appropriate maneuver speed. Approximately 30 seconds after station/ fix passage, commence procedure turn. A normal procedure turn outbound leg is 45 seconds to 1 minute. Some procedure turns are specified by a Procedural Track, as identified by a bold track in the Jeppesen Manual. These turns must be flown as depicted.

11.2.7 ENGINE FAILURE ON FINAL APPROACH

If an engine fails on final approach with the flaps in the landing configuration proceed as follows:

The PF should establish, as quickly as possible, the single-engine approach configuration. Engine-out approach procedures are identical to those for a two-engine approach, except Flaps 5 is always used for approach and landing.If able to complete a stabilized approach from this position, continue.

If not, carry out a go around.




11.3 PRECISION APPROACH PROCEDURES


11.3.1 GENERAL

The ERJ-170 is authorized to conduct Category I Precision approaches that provide lateral and vertical guidance to the runway threshold as described in Operations Specification C053.

11.3.1.1 ILS (CAT I)

ILS precision approach procedures are flown using the APP mode of the AFCS system.

11.3.1.2 LDA (Precision)

LDA approaches with minimums depicted as a DA(H) are precision approaches. Set up and fly these LDA approaches with the APP mode selected.

11.3.2 AUTOMATION

A. For all precision approaches, if the visibility is less than 3/4 miles or 4000 RVR, the Autopilot shall be engaged from at least the FAF until the “Landing” callout by the PF.

B. The PF selects the respective autopilot, in preparation of the approach.

C. The autopilot must be disengaged or turned no lower than 50 feet above the TDZE.

D. Before initiating an approach to landing with the Autopilot engaged, make sure the correct ILS identifier has been inserted on the FMS PROGRESS PAGE 1/3, Lines 5L and 5R.


NO

TE If the autopilot is required by this

section but has been placed in the MEL list, the flight director MUST be operative.

When engaging the APP mode, be aware of the possi-bility of false course capture. Use all means available to verify correct ILS bearing to the runway

NO

TE



csalsman

Rectangle

csalsman

Small Stamp

ERJ-170 Standard Operating ProceduresBulletin: SOP170-08-03 Date: 01 JUN 2008

Subject: Flight Director requirements for ILS approaches at less than 4000

Recording- This bulletin remains in effect until instructed to remove it in a future revision or bulletin. Be SURE to record the insertion or removal of all bulletins on the Record of Bulletins page. The following bulletins are superseded by this bulletin: None.

Highlights- Amended guidance requiring that any failure of the flight director on ILS approaches to less than 4000 RVR will require a missed approach.

Placement- Insert this bulletin in Chapter 11, after Page 11-8.

Instructions- This bulletin updates Chapter 11, Page 11-8, Section 11.3.2.

11.3.2 AUTOMATION

A. For all precision approaches, if the visibility is less than 3/4 miles or 4000 RVR, the Autopilot shall be engaged from at least the FAF until the “Landing” callout by the PF.

B. The PF selects the respective autopilot, in preparation of the approach.

C. The autopilot must be disengaged or turned no lower than 50 feet above the TDZE.

D. Before initiating an approach to landing with the Autopilot engaged, make sure the correct ILS identifier has been inserted on the FMS PROGRESS PAGE 1/3, Lines 5L and 5R.

Bulletin: SOP170-08-03Effective Date: 01 JUN 2008

To: All SOP HoldersFrom: Kevin Cline, ERJ 170 Program Manager

Subject: Flight Director requirements for ILS approaches at less than 4000 RVR

If the autopilot is required by this section but has been deferred or is inoperative, the flight director MUST be operative and utilizedduring the approach. Any failure of the flight director in this situation must result in a missed approach, unless the landing call has been made by the PF.

When engaging the APP mode, be aware of the possi-bility of false course capture. Use all means available to verify correct ILS bearing to the runway

NO

TE


Page 1 of 2SOP

ERJ-170 Standard Operating ProceduresBulletin: SOP170-08-03 Date: 01 JUN 2008Subject: Flight Director requirements for ILS approaches at less than 4000


Page 2 of 2

SOP


PAGE 11-9

11.3.3 ALTERNATE ILS CONFIGURATION

It is not uncommon to intercept the localizer and glideslope and be cleared for the ILS approach while still a considerable distance from the runway. When it is prudent to delay configuring the aircraft for landing, the following general guidelines should be used:


Aircraft distance (nm) with refer-ence to the landing runway

Accomplish the procedures associ-ated with

8 NM 1 1/2 dots

6 NM 1/2 dot

5 NM G/S Intercept



11.3.4 ILS CAT I ACTIONS AND CALLOUTS ILS CAT I

Trigger PF PM

Initial approach; Air-speed and glideslope trig-gers

Check Airspeed

“Flaps 1”


Check Airspeed

“Flaps 1”


Check Airspeed

“Flaps 2”


Check Airspeed

“Flaps 2”


Check Airspeed

“Flaps 3”


Check Airspeed

“Flaps 3”


Cleared for the approach

Engage APP mode on GP “Localizer Alive”

“Glideslope Alive”

Verify that the FMA annunciations change from white (armed) to green (captured).Verify ILS bearing for correct runway orientation.

GS Alive;1 1/2 dots

Check Airspeed

“Gear down, Landing Checklist”

Check Airspeed

“Gear Down”

Position Gear Lever DN

1/2 dot Check airspeed

“Flaps 5”

Set/request speed bug (not less than green dot).If Flaps 5 is the landing flap setting:


Check Airspeed

“Flaps 5”




PAGE 11-11

11.3.5 ILS PRM APPROACH

11.3.5.1 Procedures

If ATIS broadcasts or ATC advises ILS/PRM approaches are in progress and approach will be accepted, accomplish the following:

Inform ATC on initial contact if unable to meet approach requirements.

Review the “Attention All Users” Route Manual page. Include the Minimum Vectoring Altitude (MVA) in the approach briefing.Captain assumes PF duties prior to commencing approach.Use autopilot, flight directors and, if available, A/THR.

On GS Check airspeed

“Flaps FULL”(if desired)

Set/request speed bug to VAPP

“Set Missed Approach Alti-tude”


Check airspeed

“Flaps FULL”

Select Flaps Full if requestedSet speed if requested

Set missed approach altitude

1000 feet AFEVerify altitude

“1000 Feet”

500 feet AFE

Verify altitude, speed and sink rate

“500 Feet,

BUG ± ___,

Sink ___”

100 feet above DA (H)

“Approaching Minimums”

(Auto call out)

Verify Altitude Divide time between monitoring instruments and scanning outside for runway environment.

DA (H) Run-way NOT in sight

“Minimums” (Auto call out)

“No Contact”

“Go Around, TOGA, Flaps 2 or 4”

Execute go around procedure

OR

DA (H) Run-way in sight


“<Visual Cues> In Sight”

“Landing”

Disconnect autopilot and land the aircraft



Leave TCAS in TA/RA. If a Resolution Advisory (RA) is received without an ATC Traffic Alert, accomplish TCAS Warning RA procedure.Review ILS/PRM Breakout Actions and Callouts. If breakout initiated by:

ATC Traffic Alert - follow controller’s vertical and lateral instructions.ATC Traffic Alert and TCAS RA - follow RA vertical guidance and controller’s lateral instructions.

- If the controller’s instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller’s lateral instructions.

- If the controller’s instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller’s lateral instructions.




PAGE 11-13

11.4 NON-PRECISION APPROACH PROCEDURES


11.4.1 GENERAL

The ERJ-170 is authorized to conduct Non-Precision approaches that provide lateral guidance to the runway threshold as described in Operations Specification C053.

11.4.2 AUTOMATION

A. Use of the autopilot reduces crew workload, particularly in respect to flight path control, and allows more time for management and monitoring the approach. Also, correct use of the AFCS altitude select feature can help prevent descents below authorized altitudes.

B. For all non-precision approaches, if the ceiling is less than 1000 feet and/or the visibility is less than 3 miles, the autopilot shall be engaged from at least the FAF until the “Landing” callout by the PF.

C. When the weather is above 1000 feet and the visibility is above 3 miles, the use of the autopilot is at the pilots discretion.

D. The PF selects the respective autopilot mode, in preparation of the approach.

E. The autopilot must be disengaged or turned off no lower than 50 feet below the MDA.

11.4.3 VOR APPROACHES

A. Since the AFCS (Automatic Flight Control System) is unable to directly capture and track a VOR signal, the PF will use the LNAV function through the FMS to fly VOR approaches. This will allow the AFCS to track the course for the procedure being flown.

B. Whenever utilizing the LNAV function to fly a VOR based procedure, the PM must have the raw data (VOR course deviation) displayed on their PFD as a backup to ensure correct tracking for the procedure.

NO

TE If the autopilot is required by this

section but has been placed in the MEL list, the flight director MUST be operative.

NO

TE When the autopilot is not engaged, the

maximum use of the flight director is strongly encouraged.

When engaging the NAV mode, be aware of the possi-bility of false course capture. Use all means available to verify correct inbound bear-ing to the runway



C. If the LNAV signal differs from the VOR course deviation signal, the PF may elect to transition to a HDG mode and continue the approach by reference to the VOR raw data signal or execute a missed approach.

11.4.4 LATERAL GUIDANCE MODES

11.4.5 SETTING MINIMUMS

A. When the published MDA is not a multiple of 100’, round it up to the next 100’(e.g. 620’ is rounded up to 700’). When setting MDA, set the “adjusted” MDA in the altitude window using the GP. This number now becomes the “new” MDA for the approach. When an intermediate step-down altitude(s) is designated, set the GP altitude to the step-down altitude(s), then to the “adjusted” MDA. Exception: LDA with glideslope do not set intermediate altitudes.

11.4.6 DESCENT PROFILE

Once ALT is annunciated on the FMA, set the next lower intermediate stopped altitude until the MDA is set. The V/S for the descent should be managed to avoid level flight at intermediate altitudes and/or the MDA and places the aircraft at the MDA concurrent with the VDP or “calculated” VDP. The objective is to arrive at the MDA at a distance from the runway that permits a normal 3 degree profile without leveling off and maintain this profile to the TDZ.

11.4.6.1 Calculated VDP

A. If a non-precision approach does not contain a published VDP, a calculated VDP can be created for better situational awareness during the approach. The purpose of determining a ‘calculated’ VDP is to validate the aircraft is at the proper position on the approach corresponding to the point of intercept with a 3 degree profile to the touchdown zone. There are number of ways to calculate a VDP.

B. If using DME or FMS mileage the calculated VDP can be derived by determining the distance to the runway and using the 3 to 1 rule. For

ApproachLateral Guidance

PF Mode PM Mode

VOR LNAVa VORb

LOC

LOCbLDA (non-precision)

LOC (BC)

GPS LNAVa

a “Pink Needles”b “Green Needles”

NO

TE If the aircraft is near or has passed the

FAF the PF should execute a missed approach.



PAGE 11-15

each one mile from touchdown, the normal glide path is a multiple of 300 feet above the TDZ elevation.

C. For example, the MDA places you 480 feet above the TDZ elevation. That means the normal glide path intercepts the MDA approximately 1.5 miles from the arrival end of the runway. At this point during the approach you should be at the proper location to begin normal pitch and thrust adjustment to establish a 3 degree profile, (700-800 FPM) descent rate.

D. Alternative Method - Another method is based on timing and the normal descent rate for a 3 degree glide path. On a normal glide path the aircraft descends approximately 100 feet every nine (9) seconds of flight. For example, the MDA places you at 480 feet above the TDZ elevation. This means that it will take approximately 45 seconds (9 times 5), to descend from the MDA to the landing runway. In this example, the timing from the FAF and the MAP is two minutes and twenty seconds, (2:20). By subtracting the 45 seconds from the 2:20 you have determined the point of intercept for a 3 degree profile to the landing runway. At 1:35 seconds past the FAF you should be in a position to adjust the pitch and thrust for normal descent to the landing runway.

11.4.6.2 Target Vertical Speed

A. Non-precision approaches with a steep descent gradient may require approximately 1000 fpm to ensure reaching the MDA by the charted VDP position, or “calculated” VDP. By 1000 ft. AFE, the descent rate will be no greater than 1000 fpm. The descent rate should be stabilized at 700-800 fpm when transitioning to the visual flight phase.

B. The FPA vertical guidance mode is the suggested guidance mode for the descent to MDA. The FPA angle can be selected on the GP to match the CDP path as depicted on the Jeppesen Airways Approach Chart. This will provide a stabilized descent down the to VDP (charted or calculated) and ensure the airplane is positioned for a stabilized descent from MDA to landing.

11.4.6.3 MDA to Landing

After leveling off at the MDA (the MDA set on the GP is the minimum altitude for the approach), request the altitude window on the GP to the missed approach altitude after ALT (green) is displayed on the FMA, or after the landing callout is made. Maintain the MDA until a 3 degree glide path can be established to the TDZ. When leaving MDA, the autopilot must be disengaged. Complete the landing manually.



11.4.7 NONPRECISION ACTIONS AND CALLOUTS

Non-Precision Approach

Trigger PF PM

Initial approach; Air-speed and glideslope trig-gers

Check airspeed

“Flaps 1”Set/request speed bug (not less than green dot)

Check airspeed“Flaps 1”


Check airspeed

“Flaps 2”


Check airspeed

“Flaps 2”


Check airspeed

“Flaps 3”


Check airspeed

“Flaps 3”


Cleared for the approach

“Course Alive”

Verify that the FMA annunciations change from white (armed) to green (captured).

Approx. 3 miles prior to FAF

Check airspeed

“Gear Down,Landing Checklist”

Check airspeed

“Gear Down”

Position gear lever DN

Approx. 2 miles prior to FAF

Check Airspeed

“Flaps 5”

Set/request speed bug (not less than green dot)If Flaps 5 is the landing flap setting:


Check airspeed

“Flaps 5”


Approx. 1 mile prior to FAF

Check airspeed

“Flaps FULL”(if desired)

Set/request speed bug to VAP


Check airspeed

“Flaps FULL”

Select Flaps Full if requestedSet speed if requested



PAGE 11-17


1000 feet above AFE

Verify altitude “1000 Feet”

100 feet above MDA

“Approaching Minimums”

(Auto callout)

Verify altitude

MDA

Level off, if appropriateAfter ALT annunciated on FMA


“Set Missed Approach Alti-tude”


At MAP (Required visual refer-ences not in sight)

“Missed Approach Point, No Contact”

“Go Around”

See go around procedure

OR

Before MAP (Runway envi-ronment is in sight)

“<Visual Cues> In Sight”

“Landing”

“Set Missed Approach Alti-tude” (if not previously

accomplished)

Disconnect autopilot and land the aircraft


Non-Precision Approach (Continued)

Trigger PF PM



11.5 GPS APPROACH PROCEDURES

11.5.1 GENERAL

The ERJ-170 is authorized to conduct GPS approaches that provide lateral guidance to the runway threshold as described in Operations Specification C063.

FMS generated guidance can use a variety of sensor inputs of which GPS is primary. The GPS approach is a non-precision approach using an MDA based on LNAV minimums.

11.5.1.1 Jeppesen Approach Plate Terminology

A. Jeppesen approach plates may be labeled RNAV (GPS), RNAV, GPS, VOR or GPS, etc. In other words, if the title of the approach contains RNAV or GPS and the approach is stored in the nav database, then the approach may be flown.

B. The approach plate in the “PRE-APPROACH BRIEFING INFORMATION” section, will list approach requirements. For instance, “GPS or RNP - 0.3 required” means that if you have GPS or no GPS, but your RNP is 0.3 NM or less, you are legal to execute the approach. “DME/DME RNP - 0.3 not authorized” means that if you do not have GPS, you are not authorized to execute the approach.

11.5.2 REQUIRED NAVIGATIONAL PERFORMANCE (RNP)Currently, all published GPS approaches have an RNP of 0.3 NM which is depicted on the approach plate. Selection of the RNP is automatic in the ERJ-170 Honeywell FMS and will change from the terminal setting of “1.0” to the approach setting of “0.3” two miles from the final approach fix. RNP is displayed on the PFD HSI and on the PROG page (1).

Estimated Position Uncertainty (EPU) is displayed on the PROG page (1). If the EPU exceeds the RNP, a DGRAD message is displayed on the PFD HSI. By switching the SRC (the FMS source), the EPU may be within limits and the approach continued.

NO

TE

LNAV/VNAV minimums are not authorized.

NO

TE Pilot modifications to the stored pro-

cedures (to include fixes, altitudes or angles) are not permitted.

OPS-07A


PAGE 11-19

11.5.3 DISCONTINUING THE APPROACH

The approach must be discontinued if any of the following messages annunciate:

- the DGRAD message on the PFD

- GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or GPS FAILED messages on the MCDU

11.6 CIRCLING APPROACHES

11.6.1 GENERAL

Republic Airlines is authorized to conduct circling approaches as described in Operations Specification C075 (d).

11.6.2 WEATHER MINIMUMS

A. The ceiling must be at least 1,000 feet or the charted minimum descent altitude for the procedure to be flown, whichever is greater.

B. The visibility must be at least 3 miles or the charted visibility minimums for the procedure to be flown, whichever is greater.

11.6.3 MINIMUM DESCENT ALTITUDE

The minimum descent altitude shall be no lower than 1,000 AFE or the charted minimum descent altitude for the procedure to be flown, whichever is greater.

11.7 ENGINE OUT APPROACHES

11.7.1 PROCEDURE

Engine-out approach procedures are identical to those for a two-engine approach, except Flaps 5 is always used for approach and landing.

If compliance with the published missed approach procedure is in doubt, notify ATC prior to commencing the approach.

NO

TE

The SRC (the FMS source) may be switched to maintain the EPU within limits. After accomplishing this switch and the ensuring DGRAD message is not annunciated, the approach may be continued.

OPS-07A


11.8 NO SLAT / FLAP LANDING

11.8.1 NO SLAT / FLAP LANDING PROCEDURE

A. The (FLAP or SLAT) FAIL checklist should be accomplished as soon as possible and the aircraft configured as early as possible prior to commencing the approach.

B. Always request the longest available runway as landing performance may be significantly degraded.

C. The flightcrew should always use the highest level of automation and all available resources including ILS and VASI/PAPI lighting to ensure a stabilized approach.

D. As soon as the aircraft has intercepted the glide path (either electronic or visual), slow the aircraft to VAPP.

E. Entering the landing runway into the FMS will provide distance/altitude guidance for visual approaches using the 300 foot per nautical mile rule.

OPS-07A


PAGE 11-21

11.8.2 NO SLAT / FLAP LANDING PROFILE

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OPS-07A


11.9 LANDING NOTIFICATION

After selecting gear down, the PM will give the two (2) high/lo chime signal to signal to the flight attendants that landing is imminent.

11.10 LANDING CALLOUT

11.10.1 FOR INSTRUMENT AND VISUAL APPROACHES

The PF may call “Landing” when:

- the aircraft is cleared to land- the aircraft is in position to land safely, and- the runway environment will remain in sight until touchdown.

11.10.2 PRIOR TO THE “LANDING” CALLOUT

All approach callouts will be made in accordance with the procedures outlined in this manual. The PM will callout any visual cues associated with the runway (e.g., strobe/approach lights, threshold location -left/right/ahead) until the PF calls out “Landing.”


NO

TE

The flight attendants will assume their landing brace position upon hearing the chime. The brace can be uncomfortable to hold for long peri-ods of time.

OPS-07A


PAGE 11-23

11.10.3 AFTER THE “LANDING” CALLOUT

The PM will continue to monitor instruments and call out any deviations that would prevent a safe landing, and revert to visual approach callouts.

11.11 LANDING CHECKLIST

11.11.1 GENERAL

This flow and checklist is used to configure the aircraft for landing.

11.11.1.1 Who

Initiated by the PF.

11.11.1.2 When

After extending the landing gear.


No flow pattern.







Landing Gear Lever - - - - - - - - - - - - - - - - DownFlight Attendant - - - - - - - - - - - - - - - - - - NotifyEICAS- - - - - - - - - - - - - - - - - - - - - - - Check

SF

OPS-07A



Landing Gear Lever - - - - - - - - - - - - - - - - DownFlight Attendant - - - - - - - - - - - - - - - - - - Notify

Notify flight attendant for brace position (approximately 5 miles from touchdown) by selecting the ATTND CALL (FA Call button) twice.

EICAS- - - - - - - - - - - - - - - - - - - - - Checked Verify all displayed EICAS messages are normal for the current operational aircraft configuration.

11.11.4 LANDING CHECKLIST


1. Flight Attendants . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . .NOTIFIED2. EICAS. . . . . . . . . . . . . . . . . . . . . . [PM] . . . . . . . . . . . . . . CHECKED

EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CheckedVerify all displayed EICAS messages are normal for the current operational aircraft configuration.

3. Landing Gear . . . . . . . . . . . . . . Verify . . . . . . . DOWN, 3 GREENLANDING GEAR Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . DownLANDING GEAR Display . . . . . . . . . . . . . . . . . . . . . . . . 3 Green

At this point, the Landing Checklist is referred to as “Down to the line.” The remainder of the checklist will be called for when landing flaps have been called for and selected.

4. Flaps . . . . . . . . . . . . . . . . . . . . . Verify . . . . . . . . . . . . . . . . . “___”EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify

SLAT/Flap Position Display- - - - - - - - - - <LDG Setting>, Green

5. Landing Checklist. . . . . . . . . . . . [PM] . . . . . . . . . . . . COMPLETE.

End of Chapter

OPS-07A


PAGE TOC 12-1

Chapter 12: Go Around, Missed Approach & Landing

12.1 Go Around ............................................................................................. 12-112.1.1 Preparation ............................................................................................ 12-112.1.2 Manual vs. Automatic Go Around Procedures ..................................... 12-112.1.3 TOGA Switch ....................................................................................... 12-112.1.4 Thrust And Configuration Requirements ............................................. 12-1

12.1.4.1 1000 feet AFE and Below ........................................................................... 12-112.1.4.2 Above 1000 feet AFE ................................................................................. 12-112.1.4.3 Thrust Levers .............................................................................................. 12-212.1.4.4 Flight Director Go Around. ........................................................................ 12-212.1.4.5 Raw Data Go Around. ................................................................................ 12-2

12.1.5 Executing the Go Around ..................................................................... 12-212.1.6 Go Around Maneuver ........................................................................... 12-212.1.7 Go Around Actions And Callouts ......................................................... 12-3

12.2 Engine Out Go Around ......................................................................... 12-512.2.1 Engine Out Go Around Maneuver ........................................................ 12-512.2.2 Acceleration and Clean-Up ................................................................... 12-512.2.3 Max Continuous Thrust ........................................................................ 12-512.2.4 Engine Out Go Around Actions And Callouts ..................................... 12-6

12.3 ILS/PRM Breakouts .............................................................................. 12-812.3.1 Conflicting Controller/RA Guidance .................................................... 12-812.3.2 ILS/PRM Climbing Breakouts Actions and Callouts ........................... 12-812.3.3 ILS/PRM Descending Breakouts Actions and Callouts ....................... 12-8

12.4 Missed Approach Point ......................................................................... 12-912.4.1 ILS CAT I ............................................................................................. 12-912.4.2 Decision Altitude (DA) ......................................................................... 12-9

OPS-07A


OPS-07A


PAGE 12-1

Chapter 12Go Around, Missed Approach & Landing

12.1 GO AROUND

12.1.1 PREPARATION

Maintain “Mode Awareness” by monitoring the FMA to determine the engaged pitch and roll modes.

12.1.2 MANUAL VS. AUTOMATIC GO AROUND PROCEDURES

Go around procedures maximize the use of the automation. Pilots must remain mentally prepared to execute a F/D or raw data go around in the event of equipment failure or malfunction.

12.1.3 TOGA SWITCH

All go around procedures begin by pressing either TOGA switch. The TOGA switch engages the go-around mode which automatically provides go-around guidance and thrust management.

The flight director symbology are automatically activated when GA mode is activated.

12.1.4 THRUST AND CONFIGURATION REQUIREMENTS

12.1.4.1 1000 feet AFE and Below

All go arounds initiated below 1000 feet AFE must follow the go around thrust and configuration requirements of this section. The TOGA functions of the AFCS system and the autothrottle will operate.

12.1.4.2 Above 1000 feet AFE

Thrust usage and configuration requirements are at the pilot’s discretion. For example, while descending through 2000 feet with gear down and flaps 3, ATC asks for a right turn to downwind for additional spacing, expect a turn to final in 2 miles. The pilot may elect to level off, keep the gear and flaps extended and complete the configuration after re-established inbound.

NO

TE Pressing the TOGA switch will not

cause the autopilot or autothrottle to engage if is was previously dis-engaged.



12.1.4.3 Thrust Levers

Normal thrust lever operation is with the autothrottle function engaged. Thrust levers may be set manually with the autothrottle function disengaged to either the TOGA or maximum thrust positions.

12.1.4.4 Flight Director Go Around.

Flap retraction is accomplished by reference to the indicated airspeed display. Retract flaps at green dot plus 10 kts.

12.1.4.5 Raw Data Go Around.

Flap retraction is accomplished identically to Flight Director Go Around.

12.1.5 EXECUTING THE GO AROUND

A. Sufficient visual cues must exist to continue the approach below DH or MDA. If visual cues are lost after DH or MDA due to shallow fog, snow flurries, or heavy precipitation, the pilot shall immediately initiate a go-around and fly the published missed approach procedure as required by the FARs. Go arounds, when properly executed, involve little loss of altitude below the altitude at which the go around is “started”.

B. Missed approach procedures for straight-in approaches rarely present a problem. Conducting a missed approach when not established on a final approach course should be as follows:

- If a go around is required at any time while maneuvering in the traffic pattern and visual conditions cannot be maintained, perform a climbing turn toward the runway of intended landing (this maneuver will position the aircraft over the airport and climbing).

- When over the airport and climbing, turn (in the shortest direction) to the missed approach fix and proceed with published procedure.

12.1.6 GO AROUND MANEUVER

A. To initiate the go around press either TOGA switch. If an automatic approach has been flown, the autopilot and autothrottle can remain engaged. If the approach has been flown manually, rotate smoothly to a 12° pitch attitude and then follow flight director commands. Verify thrust levers move to TOGA thrust.

B. Verify the GA modes are annunciated on the FMA. The GA pitch mode initially commands a go around attitude and then transitions to speed as the rate of climb increases. This speed is normally between VAC and VAC + 15 knots. The GA roll mode maintains existing ground track.

NO

TE If the autothrottles are engaged

during go-around, the thrust set-ting will remain in TO/GA setting until a vertical mode such as FLCH or VS has been selected.



PAGE 12-3

C. Accomplish the missed approach procedure. If a turning missed approach procedure is required, accomplish the missed approach procedure through gear up before initiating the turn. Delay further flap retraction until initial maneuvering is complete and a safe altitude and appropriate speed are attained.

D. At 1,000 feet RA or obstacle clearance altitude (OCA) (whichever is higher), accelerate to flap retraction speed by selecting FLCH and 210 knots.

E. As the airspeed increases, retract flaps at green dot plus 10 knots, and complete the After Takeoff checklist.

F. After flaps are retracted verify desired altitude is displayed in PFD.

12.1.7 GO AROUND ACTIONS AND CALLOUTS

If landing flap setting is... Then the go around flap setting is...

5 2

FULL 4

Go-Around

Trigger PF PM

Go around “Go Around”

Press either TOGA switch

“TOGA”

Verify thrust levers move to TOGA thrust.Rotate toward 12° pitch attitude, then follow F/D commands

Check Airspeed

“Flaps (2 or 4)” as appropriate

Verify GA annunciates

Verify thrust levers move to TOGA thrust

“TOGA Set”

Check airspeed

“Flaps (2 or 4)”

Select Flaps (2 or 4)

Positive rate of climb


“Gear Up”

“Advise ATC”

Execute published missed approach or proceed as instructed by ATC

Verify positive rate of climb on VSI

“Positive Rate”

“Gear Up”

Position gear lever UP

Advise ATC




At or above 400’ RA

“Autopilot On”

Select/Request


Select autopilot onSelect HDG or FMS NAVMonitor missed approach procedure

At or above 1,000’ RA

“Flight Level Change, 210”

(or speed as required)Accelerate to 210 kts

Verify Climb ThrustSelect FLCHSet Speed Bug to 210 kts or requested speed

At flap retrac-tion speeds

Check airspeed

“Flaps __”

(Retract flaps at green dot plus 10 kts)

Check airspeed

“Flaps __”

Select proper flap setting, when requested

Check airspeed


Check airspeed

“Flaps UP”

Retract Flaps Accomplish After Takeoff Checklist

Go-Around (Continued)

Trigger PF PM



PAGE 12-5

12.2 ENGINE OUT GO AROUND

12.2.1 ENGINE OUT GO AROUND MANEUVER

A. If a go around is required, press a TOGA switch to apply go around thrust to the GA N1 limit.

B. Select Flaps 2 and rotate toward 8° pitch attitude and then follow flight director commands. Control yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim.

C. Verify the GA pitch and roll modes are annunciated on the FMA and ADI.

D. At a positive rate of climb, call for gear up. The flight director commands a pitch attitude that will maintain the selected speed (VAC to VAC +15). With an engine inoperative, the resulting vertical speed will depend on temperature, available thrust and airplane gross weight. The GA roll mode maintains a ground track.

E. Call for autopilot engagement and HDG SEL at or above 400′ RA, unless a specific Engine Failure - Missed Approach procedure requires a turn prior to 400′ RA.

F. Advise ATC of your intentions. Either fly a straight-out missed approach or, when published, fly the specific Engine Failure - Missed Approach procedure.

G. If a turning missed approach procedure is required, accomplish the missed approach procedure through gear up before initiating the turn. Delay further flap retraction until initial maneuvering is complete and a safe altitude and appropriate speed are attained.

12.2.2 ACCELERATION AND CLEAN-UP

A. At 1,000 ft. or at specific Engine Failure - Missed Approach procedure altitude (if higher), the PF will

- call for “Flight Level Change, VFS”,- accelerate, and - retract the flaps at green dot plus 10 kts.

B. The PM will select the proper flap setting when requested.

C. At the last flap retraction, the PF will respond “Flaps UP” and the PM will retract the flaps. As the flaps are retracted and the aircraft accelerates, adjust the rudder pedal position to maintain the control wheel level and apply trim to relieve rudder pedal pressure.

12.2.3 MAX CONTINUOUS THRUST

At VFS the PF will call “CON” and the PM will then select CON on MCDU and verify CON is displayed on the EICAS.



12.2.4 ENGINE OUT GO AROUND ACTIONS AND CALLOUTS

Engine Out Go Around

Trigger PF PM

Go around “Go Around”

Press either TOGA switch

“TOGA”


Verify GA annunciates


“TOGA Set”

Rotate toward 8° pitch attitude, then follow F/D commands

Check Airspeed

“Flaps 2”

(verify VAC) limit bank angle to 15°

Check airspeed

“Flaps 2”

Select Flaps 2

Positive rate of climb

Verify positive rate of climb on VSI

“Positive Rate”


“Gear Up”

“Gear Up”

Position gear lever UP

“Advise ATC” Advise ATC

At or above 400’ RA (or altitude as specified on published “Engine Failure - Missed Approach”)

Comply with airport specific “Engine Failure - Missed Approach” procedure (if published), otherwise fly runway heading.

Monitor missed approach procedure

“Autopilot On” (if desired)

Select autopilot on

Select/Request

“HDG” or “FMS NAV”Select HDG or FMS NAV if requestedVerify HDG or NAV annunciates

At or above 1000’ RA (or altitude as specified on published “Engine Failure - Missed Approach”)

“Flight Level Change, VFS”

Reduce pitch and accelerate VFS

Verify Climb ThrustSelect FLCHSet speed bug to VFS



PAGE 12-7


At flap retrac-tion speeds

Check airspeed

“Flaps 1”

(Retract flaps at green dot plus 10 kts)

Check airspeed

“Flaps 1”

Select Flaps 1

Check airspeed


Check airspeed

“Flaps UP”

Select Flaps UPAccomplish After Takeoff Checklist flow

At VFS “CON”

Climb at VFS speed to assigned/safe altitude

Select CON on MCDUVerify “CON” displayed on EICAS

Engine Out Go Around (Continued)

Trigger PF PM



12.3 ILS/PRM BREAKOUTS

12.3.1 CONFLICTING CONTROLLER/RA GUIDANCE

If the controller’s instructions include vertical guidance that conflicts with RA vertical guidance, follow RA vertical guidance while complying with controller’s lateral instructions.

12.3.2 ILS/PRM CLIMBING BREAKOUTS ACTIONS AND CALLOUTS

12.3.3 ILS/PRM DESCENDING BREAKOUTS ACTIONS AND CALLOUTS

ILS/PRM Climbing Breakout

Trigger Capt (PF) FO (PM)

Alert Simultaneously:

“Breakout, TOGA”

Select either TOGA buttonTCS - Press and holdTurn to heading Establish climb (follow RA, if received)

Ensure thrust levers advance to TOGA position

Select HDG and set heading on GPSet altitude on GPMonitor flight path; call out deviations

Established on heading

Reconfigure aircraft, as desired Reconfigure aircraft, as desired

ILS/PRM Descending Breakout

Trigger Capt (PF) FO (PM)

Alert Simultaneously:

“Breakout”

TCS - Press and hold Turn to heading,Establish descent (follow RA, if received)Do not exceed 1,000 FPM unless directed by RA

Select HDG and set heading on GPSet altitude on GPMonitor flight path; call out deviations

Leveled off and established on heading

Reconfigure aircraft, as desired Reconfigure aircraft, as desired



PAGE 12-9

12.4 MISSED APPROACH POINT

12.4.1 ILS CAT IThe Missed Approach Point (MAP) is the point during an approach where the aircraft on glideslope arrives at the published decision altitude, based on a barometric altimeter.

12.4.2 DECISION ALTITUDE (DA)The DA is the point at which the pilot commences the vertical portion of the missed approach. In some instances, the lateral portion of the missed approach may require the aircraft to proceed to the missed approach fix before commencing a turn.

End of Chapter






PAGE TOC 13-1

Chapter 13: Landing

13.1 Normal Landing .................................................................................... 13-113.1.1 Vertical Guidance ................................................................................. 13-113.1.2 Thrust .................................................................................................... 13-113.1.3 Flare ...................................................................................................... 13-113.1.4 Touchdown ........................................................................................... 13-213.1.5 Ground Spoilers .................................................................................... 13-2

13.1.5.1 Effectiveness ............................................................................................... 13-213.1.5.2 Auto-Deploy ............................................................................................... 13-2

13.1.6 Nosewheel & Rudder Inputs after Touchdown .................................... 13-213.1.6.1 Nosewheel ................................................................................................... 13-213.1.6.2 Rudder ......................................................................................................... 13-213.1.6.3 Nosewheel Steering .................................................................................... 13-2

13.1.7 Reverse Thrust ...................................................................................... 13-313.1.7.1 Application .................................................................................................. 13-313.1.7.2 Callouts ....................................................................................................... 13-313.1.7.3 Reduction .................................................................................................... 13-313.1.7.4 Engine Inoperative ...................................................................................... 13-3

13.1.8 Braking .................................................................................................. 13-413.1.8.1 Anti-Skid Inoperative ................................................................................. 13-413.1.8.2 Brake Cooling. ............................................................................................ 13-4

13.1.9 Landing Actions and Callouts .............................................................. 13-513.1.10 Crosswind Landing ............................................................................... 13-5

13.1.10.1 Methods ...................................................................................................... 13-513.1.10.2 Sideslip ........................................................................................................ 13-513.1.10.3 De-Crab During Flare ................................................................................. 13-613.1.10.4 Touchdown in Crab on Slippery Runways ................................................. 13-613.1.10.5 Combining Crab and Sideslip ..................................................................... 13-6

13.2 Landing Irregularities ............................................................................ 13-713.2.1 Wing/Engine Strikes During Landing .................................................. 13-713.2.2 Tail Strike During Landing ................................................................... 13-713.2.3 Flaring Too High .................................................................................. 13-713.2.4 Bouncing at Touchdown ....................................................................... 13-7

13.3 Rejected Landing ................................................................................... 13-813.3.1 Rejected Landing Maneuver ................................................................. 13-8

13.4 Engine Failure on Final ......................................................................... 13-813.4.1 General .................................................................................................. 13-8

OPS-07A


OPS-07A


PAGE 13-1

Chapter 13Landing

13.1 NORMAL LANDING

13.1.1 VERTICAL GUIDANCE

As with any aircraft, the key to a successful landing is to make a stabilized approach by using:

- glideslope (ILS),- glidepath (vertical guidance), and/or- visual cues (VASI, PAPI, etc.).

By doing this, the aircraft should cross the landing threshold at a height of approximately 50 feet, which corresponds to a touchdown point of 1,000 feet. The acceptable touchdown range is 750 to 1,250 feet from the runway threshold.

13.1.2 THRUST

The PF should decide when to retard the thrust levers considering all external circumstances (e.g., landing configuration, aircraft speed versus target, speed trend arrow, aircraft acceleration/deceleration rate, aircraft height versus descent path, aircraft rate of closure with the ground, gusts, shears, outside perception of the runway, etc.). Unless unusual conditions dictate otherwise, the thrust levers should be at IDLE prior to starting the flare at approximately 20 feet.

13.1.3 FLARE

A concerted flare is neither required nor desirable. A slight increase in pitch (1-2°), at approximately 20 feet, is all that is needed to check the rate of descent. This will produce a consistent touchdown point, while protecting against a tailstrike and excessive float. The landing should occur without a long flare.

NO

TE

Do not attempt to touchdown with the thrust above idle.



13.1.4 TOUCHDOWN

After main gear touchdown, begin to smoothly fly the nose wheel onto the runway by relaxing aft control column pressure. Control column movement forward of neutral should not be required.

See also Section 13.2, "Landing Irregularities".

13.1.5 GROUND SPOILERS

The ground spoilers “spoil” the lift from the wings, which places the airplane weight on the main landing gear, providing excellent brake effectiveness.

13.1.5.1 Effectiveness

Unless ground spoilers are extended after touchdown, braking effectiveness may be reduced initially as much as 60 percent, since very little weight will be on the wheels and brake application may cause rapid anti-skid modulation.

13.1.5.2 Auto-Deploy

Normally, ground spoilers will extend automatically.

13.1.6 NOSEWHEEL & RUDDER INPUTS AFTER TOUCHDOWN

13.1.6.1 Nosewheel

If the nosewheel is not promptly lowered to the runway, braking and steering capability are significantly degraded and no drag benefit will be gained.

13.1.6.2 Rudder

Rudder control is effective to approximately 60 knots. Rudder pedal steering is sufficient for maintaining directional control during the roll-out.

13.1.6.3 Nosewheel Steering

Do not use the nosewheel steering tiller until reaching taxi speed. In a crosswind, displace the control wheel into the wind to maintain wings-level which aids directional control.

Pitch rates sufficient to cause airplane structural damage can occur if large nose down control column movement is made prior to nose wheel touchdown.

Nose wheel steering tiller should not be used above normal taxi speeds (20 knots).



PAGE 13-3

13.1.7 REVERSE THRUST

The importance of establishing the desired reverse thrust as soon as possible after touchdown can not be overemphasized. Immediate initiation of reverse thrust at main gear touchdown and full reverse thrust will minimizes brake temperatures, tire and brake wear, and reduces stopping distance on very slippery runways. Use of minimum reverse thrust will almost double the brake energy requirements and can result in brake temperatures much higher than normal.

Reverse thrust is most effective at high speeds.

13.1.7.1 Application

After touchdown and when the thrust levers are retarded to idle, lift the reverse thrust triggers on the thrust reverser levers. Select maximum reverse thrust consistent with runway conditions and modulate reverse thrust as required.

If an engine surges during reverse thrust operation, quickly select reverse idle on both engines.

13.1.7.2 Callouts

The PM will call out:

- the number of green REV annunciations, e.g. “TWO REVERSE”- any limits being approached and/or exceeded- any other abnormalities- “80 KNOTS” and “60 KNOTS” to assist the PF in programming the

reverse thrust

13.1.7.3 Reduction

Maintain up to maximum reverse thrust until the airspeed approaches 80 knots. Then start reducing the reverse thrust so the reverse levers are moving down at a rate commensurate with the deceleration rate of the airplane. Reverse idle should be reached by 60 knots, then to full down after the engines have decelerated to idle.

13.1.7.4 Engine Inoperative

Reverse thrust may be used with one engine inoperative. Use normal reversing procedures and techniques. If directional control becomes a concern during deceleration, return the operating engine lever to reverse idle detent.



13.1.8 BRAKING

The following procedure will give optimum braking for all runway conditions:

- The pilot’s seat and rudder pedals should be adjusted so it is possible to apply maximum braking with full rudder deflection.

- After main gear touchdown, smoothly apply a constant brake pedal pressure for the desired braking. For short or slippery runways, use full brake pedal.

- Pumping the brakes will degrade braking effectiveness. Keep a steadily increasing brake pressure applied, allowing the anti-skid system to function at its optimum.

- The anti-skid system will stop the airplane for all runway conditions in a shorter distance than is possible with either anti-skid off or brake pedal modulation.

- The anti-skid system adapts pilot-applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel for maximum braking effort. When brakes are applied on a slippery runway, several skid cycles will occur before the anti-skid system establishes the right amount of brake pressure for the most effective braking.

- Do not attempt to modulate, pump, or improve the braking by any other special techniques.

- If the pilot modulates the brake pedals, the anti-skid system is forced to readjust the brake pressure to establish optimum braking. During this re-adjustment time, braking efficiency is lost.

- Do not release the brake pedal pressure until the airplane speed has been reduced to a safe taxi speed.

13.1.8.1 Anti-Skid Inoperative

When the anti-skid system is inoperative, the following procedures apply:

- Ensure the nosewheel is on the ground and the speed brakes are extended (assume automatic deployment unless appropriate EICAS messages are displayed) before applying the brakes.

- Initiate wheel braking using very light pedal pressure and increase pressure as ground speed decreases.

- Apply steady pressure. Do not pump the pedals.

Anti-skid-off braking requires even greater care during light-weight landings.

13.1.8.2 Brake Cooling.

A series of taxi-back or stop-and-go landings, without additional in-flight cooling, can cause excessive brake temperature. The energy absorbed by the brakes from each landing is cumulative.



PAGE 13-5

13.1.9 LANDING ACTIONS AND CALLOUTS

13.1.10 CROSSWIND LANDING 13.1.10.1 Methods

Four methods of performing crosswind landings are presented. They are the sideslip, de-crab technique (with removal of crab in flare), crab technique for slippery runways, and combination crab/sideslip technique. Whenever a crab is maintained during a crosswind approach, offset the cockpit on the upwind side of centerline so the main gear touches down on the runway centerline.

13.1.10.2 Sideslip

The sideslip crosswind technique aligns the aircraft with the extended runway course so main gear touchdown occurs on the runway centerline.

The initial phase of the approach to landing is flown using the crab method to correct for drift. Prior to the flare, the airplane centerline is aligned on or parallel to the runway centerline. Downwind rudder is used to align the longitudinal axis to the desired track as aileron is applied into the wind to prevent drift. A steady sideslip is established, with opposite rudder and low wing into the wind to hold the desired course.

Touchdown is accomplished with the upwind wheels touching just before the downwind wheels. Overcontrolling the roll axis must be avoided because over-banking could cause the engine nacelle or outboard wing flap to contact the runway.

Properly coordinated, this maneuver will result in nearly fixed rudder and aileron control positions during the final phase of the approach, touchdown, and beginning of the landing roll.

Landing

Trigger PF PM

Touchdown Select reverse thrust Verify green REV icon(s)

“Two (One, No) Reverse”

Nose wheel touchdown

Apply brakes, as required Monitor decelerationMonitor engine instruments

80 kts “80 Knots”

60 ktsEnsure idle reverse thrust or less

“60 Knots”



13.1.10.3 De-Crab During Flare

The objective of this technique is to maintain wings-level throughout the approach, flare, and touchdown. On final approach, a crab angle is established with the wings-level to maintain the desired course. Just prior to touchdown while flaring the airplane, downwind rudder is applied to eliminate the crab and align the airplane with the runway centerline.

As rudder is applied, the upwind wing will sweep forward, developing roll due to lifting forces. Hold the wings level with simultaneous application of aileron control into the wind. The touchdown is made with cross-controls and both gear touching down simultaneously. Throughout the touchdown phase, upwind aileron application is utilized to keep the wings level.

13.1.10.4 Touchdown in Crab on Slippery Runways

On very slippery runways, the crosswind crab angle may be maintained to touchdown. This will reduce drift toward the downwind side when touching down. Since the aircraft does not have to be de-crabbed, pilot workload is reduced. Proper rudder and upwind aileron must be maintained to ensure directional control is maintained.

On slippery runways, crosswind capability is a function of runway surface conditions, airplane loading, and pilot technique.

13.1.10.5 Combining Crab and Sideslip

It may be necessary to combine crab and sideslip during strong crosswinds. Main gear touchdown is made with the wing low and crab angle applied. As the upwind gear touches first, a slight increase in downwind rudder is applied to straighten the nose. A simultaneous application of aileron is applied to maintain wings-level.




PAGE 13-7

13.2 LANDING IRREGULARITIES

13.2.1 WING/ENGINE STRIKES DURING LANDING

Wing tip or engine nacelle strike occurs if bank exceeds 18° at touchdown (16° with gear struts compressed).

13.2.2 TAIL STRIKE DURING LANDING

Tail strikes are more frequent during landings than takeoffs. In fact, tail strikes occur more frequently during landings by a factor of two to one.

Based upon information gathered from tail strike occurrences, deviation from the normal landing maneuver above, is the main cause of tail strikes. The mistakes most commonly made are:

1) allowing the airspeed to decrease well below VAP,

2) prolonged hold-off for a smooth touchdown, and3) starting to flare the aircraft too high above the runway.

13.2.3 FLARING TOO HIGH

Of these three commonly made mistakes, flaring the aircraft too high above the runway has the greatest potential for a tail strike and resulting damage. When the flare is started too high above the runway, airspeed will decrease below VAP causing the PF to compensate. When placed in this situation, the tendency is to continue to increase pitch in an effort to arrest the excessive sink rate. The correct action to take is to immediately lower the pitch attitude and fly the aircraft to the runway before the airspeed dissipates any further. While the touchdown will be firm, taking this corrective action will prevent a tail strike.

13.2.4 BOUNCING AT TOUCHDOWN

Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate.

A. In case of a light bounce

- Maintain the pitch attitude and complete the landing while keeping the thrust at idle.

B. In case of a high bounce

- Maintain the pitch attitude and initiate a go around.

- When safely established in the go around, accomplish normal go around procedures.

NO

TE

Do not try to avoid a second touch-down during the go around. Should the aircraft touchdown, the impact will be soft enough to prevent dam-age to the aircraft provided pitch attitude is maintained.

A landing should not be attempted immediately after a high bounce.



13.3 REJECTED LANDING

13.3.1 REJECTED LANDING MANEUVER

The rejected landing maneuver is identical to the go around maneuver. Apply go around thrust and select go around flaps while rotating to go around attitude. Retract the landing gear after a positive rate of climb is established and retract the flaps on schedule at a safe altitude.

13.4 ENGINE FAILURE ON FINAL

13.4.1 GENERAL

If an engine failure occurs on final approach, there are certain considerations and procedures that apply regardless of whether the approach is a visual, nonprecision, precision, or autoland approach.

If an engine failure should occur on final approach with the flaps in the landing position, adequate thrust is available to maintain the approach profile using landing flaps, if desired.

If an engine failure should occur on final approach, it is usually preferable to continue the approach using Flaps 5.

If a go around from a Flaps 5 configuration is required, maintain the additional 20 knots and retract flaps to Flaps 2. Continue with procedures as discussed in section “Engine Out Go-Around.

End of Chapter

After reverse thrust is initiated, a full stop land-ing must be made. Factors dictating this are five seconds are required for a reverser to stow in the forward thrust position and possibility exists a reverser may not stow in the forward thrust position.



PAGE TOC 14-1

Chapter 14: Parking & Post Flight

14.1 After Landing ......................................................................................... 14-114.1.1 After Landing Checklist Flow ............................................................ 14-1

14.2 Taxi Procedures ...................................................................................... 14-114.2.1 Engine Shutdown After Landing .......................................................... 14-114.2.2 After Landing Checklist ........................................................................ 14-2

14.2.2.1 General ........................................................................................................ 14-214.2.2.2 Who ............................................................................................................. 14-214.2.2.3 When ........................................................................................................... 14-2

14.2.3 Captain’s Flow Pattern ..................................................................... 14-214.2.3.1 Captain’s Abbreviated Flow ....................................................................... 14-214.2.3.2 Captain’s Expanded Flow ........................................................................... 14-2

14.2.4 First Officer’s Flow Pattern .................................................................. 14-314.2.4.1 First Officer’s Abbreviated Flow ................................................................ 14-314.2.4.2 First Officer’s Expanded Flow ................................................................... 14-3

14.2.5 After Landing Checklist ........................................................................ 14-414.3 Parking Checklist ................................................................................... 14-5

14.3.1 General .................................................................................................. 14-514.3.1.1 Who ............................................................................................................. 14-514.3.1.2 When ........................................................................................................... 14-5

14.3.2 Captain’s Flow Pattern ......................................................................... 14-514.3.2.1 Captain’s Abbreviated Flow ....................................................................... 14-514.3.2.2 Captain’s Expanded Flow ........................................................................... 14-6

14.3.3 Parking Checklist .................................................................................. 14-614.4 Cockpit Voice Recorder (CVR) Deactivation after a Reportable Event 14-7

14.4.1 General .................................................................................................. 14-714.4.2 NTSB Reportable Event ....................................................................... 14-7

14.5 Maintenance ........................................................................................... 14-714.5.1 Post Flight Exterior Walkaround .......................................................... 14-7

14.6 Securing Checklist .................................................................................. 14-814.6.1 General .................................................................................................. 14-8

14.6.1.1 Who ............................................................................................................. 14-814.6.1.2 When ........................................................................................................... 14-8

14.6.2 Flow ...................................................................................................... 14-814.6.3 Securing Checklist ................................................................................ 14-8

OPS-07A


OPS-07A


PAGE 14-1

Chapter 14Parking & Post Flight

14.1 AFTER LANDING

14.1.1 AFTER LANDING CHECKLIST FLOW

14.2 TAXI PROCEDURES

14.2.1 ENGINE SHUTDOWN AFTER LANDING

In addition to applicable guidance in paragraph, do the following prior to shutting down an engine (#2 preferred):

HYDRAULIC - - - - - - - - - - - - - - - - - - - - SetHYD SYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - - -ONHYD SYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - - -ONHYD SYS 3 ELEC PUMP A - - - - - - - - - - - - - - - - - - -ONHYD SYS 3 ELEC PUMP B - - - - - - - - - - - - - - - - - AUTO

Thrust Lever (as appropriate) - - - - - - - - - - - IDLEFollowing high power operations (e.g., maximum reverse thrust, etc.), run the engines at IDLE for two (2) minutes to allow for engine thermal stabilization before shutting down an engine.

START/STOP Selector (as appropriate) - - - - - - STOP


After the aircraft has cleared the active runway and if the first officer per-formed the landing, after the captain has assumed full control of the aircraft

External Lights - As required Trim - PITCH to UP 4; Rudder & Aileron to neutralSLAT/FLAP Lever - 0 DetentTransponder - STBYWx Radar - confirm FSBY or OFFHYDRAULIC - SetAPU - ON or OFF

“After Landing Checklist” Accomplish After Landing Checklist silently; verbalize...

“After Landing Checklist Complete”

If starting the APU during taxi-in, the APU must be stabi-lized at 95% (or greater) for a minimum of 3 seconds prior to shutting down an engine or wait until the electrical sys-tem has stabilized on the remaining IDG before starting the APU.



14.2.2 AFTER LANDING CHECKLIST

14.2.2.1 General

This flow and checklist is used to ensure the aircraft is ready for taxiing to parking.

14.2.2.2 Who

Initiated by the captain; the first officer reads and accomplishes silently; however, verbalizes “After Landing Checklist Complete”.

14.2.2.3 When

After the aircraft has cleared the active runway and if the first officer performed the landing, after the captain has assumed full control of the aircraft.



After the aircraft has cleared the active runway

External Lights- - - - - - - - - - - - - - - - As requiredCall for “After Landing Checklist”


External Lights- - - - - - - - - - - - - - - - As requiredLOGO lights should be ON for all operations at night.

S

F


SOP-08-02, PAGE 15 OF 16

Placement: This is Part Four. Insert Part Four before page 14-3


csalsman

Rectangle

SOP-08-02, PAGE 16 OF 16



Trim - - - - - PITCH to UP 4; Rudder & Aileron to neutralSLAT/FLAP Lever - - - - - - - - - - - - - - - -0 DetentTransponder- - - - - - - - - - - - - - - - - - - As ReqWx radar - - - - - - - - - - - - - confirm FSBY or OFFHYDRAULIC - - - - - - - - - - - - - - - - - - - - SetAPU- - - - - - - - - - - - - - - - - - - - - ON or OFFAccomplish the After Landing Checklist silently; verbalize “After Landing Checklist Complete”


Trim - - - - - - - - - - - - - - - - - - - - - - - - - SetPITCH - - - - - - - - - - - - - - - - - - - - - - - - - - - - - UP 4Rudder & Aileron- - - - - - - - - - - - - - - - - - - - - - -Neutral

Flaps - - - - - - - - - - - - - - - - - - - - - - - - UP- SLAT/Flap Lever - - - - - - - - - - UP & in the 0 detent

- Verify on the EICAS the Flaps/Slats are in the up position

Transponder- - - - - - - - - - - - - - - - - - - As ReqWx Radar Mode - - - - - - - - - - - - - - FSBY or OFF

Verify RADAR FSBY or OFF appears on the MFD


APU- - - - - - - - - - - - - - - - - - - - - ON or OFFSelect ON or OFF as required for current operational conditions.



1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Req2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 3. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or ON4. After Landing Checklist . . . . . . . [FO] . . . . . . . . . . . . . COMPLETE

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Trim - - - - - PITCH to UP 4; Rudder & Aileron to neutralSLAT/FLAP Lever - - - - - - - - - - - - - - - -0 DetentTransponder- - - - - - - - - - - - - - - - - - - - STBYWx radar - - - - - - - - - - - - - confirm FSBY or OFFHYDRAULIC - - - - - - - - - - - - - - - - - - - - SetAPU- - - - - - - - - - - - - - - - - - - - - ON or OFFAccomplish the After Landing Checklist silently; verbalize “After Landing Checklist Complete”


Trim - - - - - - - - - - - - - - - - - - - - - - - - - SetPITCH - - - - - - - - - - - - - - - - - - - - - - - - - - - - - UP 4Rudder & Aileron- - - - - - - - - - - - - - - - - - - - - - - Neutral

Flaps - - - - - - - - - - - - - - - - - - - - - - - - UP- SLAT/Flap Lever - - - - - - - - - - UP & in the 0 detent

- Verify on the EICAS the Flaps/Slats are in the up position

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Transponder - - - - - - - - - - - - - - - - - - - - STBYWx Radar Mode - - - - - - - - - - - - - - FSBY or OFF

Verify RADAR FSBY or OFF appears on the MFD


APU - - - - - - - - - - - - - - - - - - - - - ON or OFFSelect ON or OFF as required for current operational conditions.



1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 3. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or ON4. After Landing Checklist . . . . . . . [FO] . . . . . . . . . . . . . COMPLETE

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121.310(d)(2)121.317(b)

14.3 PARKING CHECKLIST

14.3.1 GENERAL

This flow and checklist is used to configure the aircraft for parking and if applicable, a subsequent flight.

14.3.1.1 Who


14.3.1.2 When

After the aircraft is stopped at the gate and the parking brake is set.



After the aircraft is stopped at the gate and the parking brake is set

PARKING BRAKE - - - - - - - - - - - - - - ON or OFFThrust Levers - - - - - - - - - - - - - - - - - - - IDLEPassenger Signs - - - - - - - - - - - - - - - - - -OFFElectrics - - - - - - - - - - - - - - - - - - - - EstablishSTART/STOP 1 & 2 - - - - - - - - - - - - - - - - STOPHYDRAULICS - - - - - - - - - - - - - - - - - - - - SetRED BCN - - - - - - - - - - - - - - - - - - - - - -OFFCall for “Parking Checklist”

S

F



.310(d)(2)


Parking Brake - - - - - - - - - - - - - - - - ON or OFFVerify EMERG/PRKG BRAKE light illuminated when set. Refer to the FOM for parking brake procedures.

Thrust Levers - - - - - - - - - - - - - - - - - - - IDLEPASSENGER SIGNS - - - - - - - - - - - - - - - -OFFElectrics - - - - - - - - - - - - - - - - - - - - Establish

If ground power is available (e.g., white “AVAIL” light illuminated)When the In-Range Message indicates external power is available, it will be hooked up. Only start the APU if necessary for passenger comfort.

- GPU - - - - - - - - - - - - - - - - - - - - - - - - - IN

START/STOP 1 & 2 - - - - - - - - - - - - - - - - STOPFollowing high power operations (e.g., maximum reverse thrust, etc.), run the engine(s) at IDLE for two (2) minutes to allow for engine thermal stabilization before shutting down the engine(s).Thrust levers must be at IDLE for engines to shutdown.ENG (1 or 2) REV TLA FAIL messages, as appropriate, will annunciate for 30 seconds after applicable engine is shutdown.

HYDRAULICS - - - - - - - - - - - - - - - - - - - - SetSYS 1 ELEC PUMP - - - - - - - - - - - - - - - - - - - - - AUTOSYS 2 ELEC PUMP - - - - - - - - - - - - - - - - - - - - - AUTOSYS 3 ELEC PUMP A - - - - - - - - - - - - - - - - - - - - - OFF

- Do not move any rudder pedals for at least fifteen (15) seconds after hydraulic power is shut down.

SYS 3 ELEC PUMP B - - - - - - - - - - - - - - - - - - - - AUTO

RED BCN - - - - - - - - - - - - - - - - - - - - - -OFF

14.3.3 PARKING CHECKLIST


1. PARKING BRAKE . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . ON or OFF2. THRUST LEVERS . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . IDLE3. START/STOP 1& 2 . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . STOP4. PASSENGER SIGNS . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF5. RED BCN . . . . . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . OFF6. HYDRAULICS . . . . . . . . . . . . . . . [C]. . . . . . . . . . . . . . . . . . . . SET7. Parking Checklist . . . . . . . . . . . . [FO] . . . . . . . . . . . . . COMPLETE

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PAGE 14-7

14.4 COCKPIT VOICE RECORDER (CVR) DEACTIVATION AFTER A REPORTABLE EVENT

14.4.1 GENERAL

The Captain is responsible to deactivate both CVRs immediately upon completion of a flight during which a reportable event according to NTSB 830 occurred.

Thereafter, the CA will inform Dispatch and Maintenance Control of the reportable event and preserve the CVR data. The CA will make one logbook entry for the event and a separate one for the pulled CVR circuit breaker.

14.4.2 NTSB REPORTABLE EVENT


1. Both CVR . . . . . . . . . . . . . . . . . . . [C] . . . . . . . . . . . . . . . . . . . . OFFDeactivate both CVRs via the MCDU.

2. Logbook Entry . . . . . . . . . . . . . . . [C] . . . . . . . . . . . . . COMPLETEMake two logbook entries:

1) one for the event,

2) one for the deactivated CVRs.

3. NTSB 830 Reportable Event . . . . . . . . . . . . . . . . . . . . . . COMPLETE

14.5 MAINTENANCE

14.5.1 POST FLIGHT EXTERIOR WALKAROUND

This walkaround is accomplished at each intermediate stop when a flight deck crew change does not occur and after the last flight of the day.



.310(d)(2)

14.6 SECURING CHECKLIST

14.6.1 GENERAL

This checklist safely configures the aircraft for power down.

14.6.1.1 Who

Normally accomplished by the last pilot leaving the aircraft.

14.6.1.2 When

After all passengers have deplaned and when leaving the aircraft with no electrical power (e.g., extended delays, remaining over night, etc.)

14.6.2 FLOW

This is a “read and do” checklist with no established flows. Each item is read and accomplished silently.

14.6.3 SECURING CHECKLIST

1. Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INChock the aircraft in accordance with FOM

2. EXTERNAL LIGHTS Switches (All) . . . . . . . . . . . . . . . . . . . . . OFF3. EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF4. GPU/APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

If the APU is runningAPU START/STOP Selector - - - - - - - - - - - - - - - - - - OFF

- EICAS Display “APU SHUTTING DOWN” - - - - Appears- Completes the APU shutdown logic sequence

5. BATT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF6. DOME Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF7. Entrance Light Switchlight (Forward FA Panel) . . . . . . . . . . OFF

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PAGE TOC 15-1

Chapter 15: ACARS

15.1 System Description ................................................................................ 15-115.2 ACARS Applications ............................................................................. 15-1

15.2.1 Air Traffic Service Applications ........................................................... 15-115.2.2 Airline Operational Communications Applications (AOC) ................. 15-2

15.3 ACARS Window Pages ......................................................................... 15-215.3.1 ACARS Main Menu ............................................................................. 15-215.3.2 Pre-flight Initialization .......................................................................... 15-315.3.3 Free Text Functionality ......................................................................... 15-515.3.4 Uplink Messages ................................................................................... 15-6

15.4 ACARS Navigation Windows ............................................................... 15-715.5 Communication ...................................................................................... 15-8

15.5.1 Changing COM 3 from DATA to VOICE ............................................ 15-8

OPS-07A
Original 29AUG2005


OPS-07A
Original 29AUG2005

ERJ-170 Standard Operating ProceduresBulletin: SOP170-08-04 Date: 09 JUL 2008

Subject: AeroData ACARS

Recording- This bulletin remains in effect until instructed to remove it in a future revision or bulletin. Be SURE to record the insertion or removal of all bulletins on the Record of Bulletins page. The following bulletin are superseded by this bulletin: SOP-08-01.

Highlights- Addition of screenshots and procedures for using the AeroData ACARS Performance/W&B Module

Placement- Insert this bulletin in Chapter 15, before Page 15-1. Please remove bulletin SOP-08-01.

Instructions- This bulletin replaces the current Chapter 15.

Chapter 15 ACARS

15.1 SYSTEM DESCRIPTION

ACARS is a data link system that allows character-oriented messages to be exchanged between ground stations and the aircraft. Messages are divided into two groups:

- Addressed to or by crewmembers: data link requests or free text reports;

- Automatically sent: reports of flight data, performance data and routine events.

Communication to ground stations are made through VDR 3 channel (COM 3). The MCDU provides the interface with ACARS applications to crewmembers.

Bulletin: SOP170-08-04Effective Date: 09 JUL 2008

To: All SOP HoldersFrom: Kevin Cline, ERJ 170 Program Manager


NO

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VDR 3 is normally in Data Mode for proper ACARS operation. In the event of an emergency when COM 1 and COM 2 have failed, VDR 3 may be switched to Voice Mode for com-munications.

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ERJ-170 Standard Operating ProceduresBulletin: SOP170-08-04 Date: 09 JUL 2008Subject: AeroData ACARS

15.2 ACARS APPLICATIONS

15.2.1 AIR TRAFFIC SERVICE APPLICATIONS

A. ATIS (Air Traffic Information Service) Reports application enables the flight crew to send a downlink message requesting an uplink report that may be a specific airport information or an en route information.

B. Departure Clearance Application is used to request a departure clearance through character-oriented messages instead of voice communication.

C. Expected Taxi Clearance is used to request a taxi clearance through character-oriented messages instead of voice communication.

D. Pushback Clearance is used to request a pushback clearance through character-oriented messages instead of voice communication.

E. TWIP (Terminal Weather Information for Pilots) provides meteorological information to the flight crew.

15.2.2 AIRLINE OPERATIONAL COMMUNICATIONS APPLICATIONS (AOC)

Republic Airlines has customized AOC applications supported by the CMF (Communications Management Function).

Examples of the AOC applications that Republic Airlines will use are:

1) Flight Initialization

2) Free Text

3) Out, Off, On and In Events (OOOI events) are automatic reports sent to the airline operations control. Both reports and trigger events are configured as follows:

(a) Out Events - Doors closed, brakes released.

(b) Off Events - Takeoff

(c) On Events - Landing

(d) In Events - Brakes set, doors open

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15.2.3 AERODATA WEIGHT & BALANCE/PERFORMANCE

The AeroData Weight & Balance/Performance application provides flight crews with the following information:

1) Weight & Balance Calculation

2) Takeoff Performance Calculation

3) Landing Data Calculation

The menu for accessing these functions is available by pressing PERF/W&B on the ACARS Main Menu.

Remainder of Page Intentionally Left Blank

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15.3 ACARS WINDOW PAGES

Pushing the DLK button on the MCDU brings up the following CMF MAIN MENU page. Further access to other pages is provided through the line select keys on each side of the MCDU.

15.3.1 ACARS MAIN MENU

15.3.2 PRE-FLIGHT INITIALIZATION

Prior to each flight, the crew will initialize the ACARS.From the Main Menu, press line select key (LSK) 1L to access the Pre-flight screen. The following screen will appear:

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SOP



Screen Outline:

• 1L - Enters ACARS Initialization Page• 2L - Enters Departure Delay Page• 3L - Enters Free Text Page• 4L - Enters Weather Request Page• 5L - Enters Takeoff Conditions Page• 6L - Return to Main Menu:• 1R - Enters New Messages Page • 2R-4R - Not Active• 5R - Enters AeroData ACARS Module• 6R - Enters Air Traffic Services (ATS) Menu

From the Pre-Flight Screen, press line select key (LSK) 1L to access the Initialization Screen. This will access the ACARS Initialization Display as follows:

On the Initialization page, the following data must be entered.

• 1L - Flight Number• 2L - Departure Station (i.e. KIND)• 3L - Fuel Quantity• 4L - Captain ID (employee number)• 5L - First Officer ID (employee number)• 6L - Return to Pre-Flight Menu• 1R - Scheduled Departure Day• 2R - Destination Station (i.e. KMCO)• 3R - Boarded Fuel (No entry needed)• 4R - “A” Flight Attendant ID (employee number)• 5R - “B” Flight Attendant ID (employee number)• 6R -Auto Initialization (not functional)

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15.3.3 FREE TEXT FUNCTIONALITY

Free text functionality allows the crew to send operational messages to dispatch. From the main menu, press line select key (LSK) 4L to access the Free Text screen. The following screen will appear:

On the free text page, data may be entered as follows:

• 1L - A maximum of 24 characters may be entered. • 2L - A maximum of 24 characters may be entered.• 3L - A maximum of 24 characters may be entered.• 4L - A maximum of 24 characters may be entered.• 5L - TEST: A "TEST" toggle prompt appears when "MULTI" is entered

as the first line of text at LSK 1L. If the TEST prompt is selected, when thee message is sent, several test blocks of test will be appended to the downlink message.

• 6L - Return: will go back to previous screen.• 5R - Print: will print the entire free text message if a printer is installed.• 6R - Report: Sends the entire free text message.

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If more than four lines of informa-tion are needed, select "NEXT" on the MCDU to obtain another free text screen with additional space lines for data entry.

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15.3.4 UPLINK MESSAGES

Dispatch has the capability of sending operational information to the cockpit crew via uplinked messages to the cockpit. The crew will be made aware that a message has been received by a flashing amber MSG on the lower right section of the PFD and "DISPLAY MSG RCVD" on the MCDU Scratched.

The crew may then read the message by:

1) Selecting DLK on the MCDU

2) Selecting NEW MSGS (1R) on the main menu.

The message will be displayed as the following:

No response to dispatch is required unless requested in the message. Once the message is read it can be viewed at a later time by selecting MSGS RCVD (LSK 3R) on the main menu. If the crew is requested to respond, simply select free text from the main menu and respond as necessary. If the crew wants to review a message that they have sent to dispatch, select MSGS SENT (LSK 2R) on the main menu.

l f i l li k h i i b

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15.3.5 AIR TRAFFIC SERVICES (ATS) MENU

15.3.5.1 ATS Main Menu

A. Air Traffic Services allows the flight crew to request several different reports, including:

• Digital ATIS (D-ATIS) (2L)• Departure Clearance, also known as PDC (Pre-Departure Clearance) (3L) is not active.

• TWIP request, Pushback request and Taxi request are not active.

B. Screen Outline:

• 1L - Text Weather Request (Not Active)• 2L - ATIS Request: Access Digital ATIS request screen• 3L - Departure Clearance: Access departure clearance (DCL) request

screen (Not Active)• 4L - Blank• 5L - Pushback Request (Not Active)• 6L - Main Menu: Returns to the Main Menu• 1R - New Messages: Go to Messages Page• 2R - ATS Log: Access Air Traffic Services log• 3R - Blank• 4R - Blank• 5R - Taxi Request (Not Active)• 6R - SYS Menu: Go to system menu

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15.3.5.2 D-ATIS (Digital ATIS) Request

A. The flight crew has the capability of requesting digital ATIS for a specific airport that has D-ATIS transmissions.

• Select ATIS REQ from the ATS Menu• Type in the 4 letter code for the airport (1L)• Select Arrival or Departure Information• Digital ATIS will be displayed on the MSG RCVD screen• The Auto Update feature will display the new ATIS when it is issued by

ATC.• A new ATIS will be accompanied by an aural “ATC MESSAGE”

B. Screen Outline:

• 1L - Airport: Enter 4 letter identifier for the airport• 2L - Arrival: Selects the Arrival ATIS for the airport• 3L - Auto Update• 4L - Auto Enroute (Not Active)• 5L - Terminate Auto• 6L - Return - Returns to previous screen• 1R - Depart: Selects the Departure ATIS for the airport• 2R - ATS Log: Access Air Traffic Services Log• 3R - Blank• 4R - Blank• 5R - Taxi Request (Not Active)• 6R - Data Link Request: Sends the ATIS request via SITA.

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TE Airports with digital ATIS are

denoted with D-ATIS in the fre-quency box of the briefing strip of a Jeppesen chart.

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15.3.6 AERODATA WEIGHT & BALANCE/PERFORMANCE

A. The ACARS must be properly initialized for the current flight prior to accessing this menu.

B. The menu consists of 3 input screens and 2 output screens.

C. W&B Loadsheet is fully integrated with the Takeoff Conditions input page.

15.3.6.1 ACARS TLR

A. Reference the ERJ-170 APM Chapter 3 for information on reading the ACARS TLR.

15.3.6.2 Takeoff Conditions Page 1/2

A. The pilot may select up to 3 runways.

B. Runway codes can be found on the ACARS TLR.

C. Pilot may select any runway surface and or contamination. (Default is a dry runway).

D. Enter current ATIS wind, OAT, and QNH. If no entry is made, AeroData will calculate data based on the current METAR.

E. Amber color indicates a mandatory entry field.

F. Cyan color indicates an optional entry field.

Only one MCDU at a time should be used to request ATIS. If both MCDUs are used to request ATIS simul-taneously, the ACARS sys-tem will lock up and can only be reset on the ground with an aircraft reboot.

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G. Screen Outline:

• 1L - 1st runway selection (Mandatory) (TLR Runway Code)• 2L - 2nd runway selection (Optional) (TLR Runway Code)• 3L - 3rd runway selection (Optional) (TLR Runway Code)• 4L - Type of contamination• 5L - Level (depth) of contamination• 6L - Return to main menu• 1R - Wind entry (XXX/XX)• 2R - Temperature and QNH entry (XX/XX.XX)• 3R - Planned Takeoff Weight (XX.X)• 4R - Go to W&B Loadsheet screen• 5R - Takeoff Data screen• 6R - Send data request

15.3.6.3 Takeoff Conditions Page 2/2

A. The pilot can select takeoff flap settings of 1, 2, 4, and OPT (Optimum)

B. The system will default to OPT which will give the pilot a Flaps 2 takeoff whenever a full FLEX takeoff is available.

C. The AeroData server will automatically generate Anti-Ice ALL takeoff numbers anytime the temperature is at or below 10 degrees C and the runway is other than dry.

D. The pilot may select either a Normal (FLEX) or Max thrust takeoff.

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off data calculations unless a specific flap setting is required. i.e. For train-ing purposes.

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E. Screen Outline:

• 1L - Toggle between OPT (Optimum, 1, 2, and 4• 2L - Select Anti-Ice OFF or ALL• 3L - Select Normal (FLEX) thrust or MAX thrust• 4L-6R - Not active

15.3.6.4 Loadsheet Page 1/2

A. The fields can be filled with data from the Load Report and the Passenger Count sheet.

B. Default value for the FA/ACM is 2/0 (2 FA’s, 0 ACM) Enter 2/1 for 2 FA’s plus 1 ACM.

C. Default value for the closet will always be 0 pounds. The closet is not approved for use on any Republic Airlines flights, and the value should always remain 0.

D. Heavy bags should be entered as 2 standard bags.

E. Ballast fuel is usually under 500 pounds, and will be calculated by AeroData anytime the ZFW CG is inside the caution zones.

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If ballast fuel is required, there will be a mention of it in the remarks section of the Takeoff Runway Data output page. Enter that number into LSK 4R and re-request the takeoff data.

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F. Screen Outline:

• 1L - Number of Adults/Children in Section A• 2L - Number of Adults/Children in Section B• 3L - Number of Adults/Children in Section C• 4L - Amount of Bags/Cargo in the FWD cargo hold• 5L - Amount of Bags/Cargo in the AFT cargo hold• 6L - Return to Main Menu• 1R - Number of Flight Attendants/ACMs• 2R - Closet Weight• 3R - Total Fuel on Board (XX.X)• 4R - Amount of Ballast Fuel (Blank unless needed)• 5R - Go to Takeoff Data screen• 6R - Send data request

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In the event of an MEL’ed F/A jumpseat, enter 3 for the number of F/A’s if only the FWD jumpseat will be occupied, or enter 4 if only the AFT jumpseat will be occupied.

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15.3.6.5 Loadsheet Page 2/2

A. This page is normally used for supplemental (charter) operations when actual weights of the passengers and baggage is required.

B. Extra is any weight in addition to the entries made on Loadsheet Page 1/2.

C. Total is the total passenger weight in this section of the aircraft.

D. Screen Outline:

• 1L - Extra weight in Section A• 2L - Not active• 3L - Extra weight in Section B• 4L - Not active• 5L - Extra weight in Section C• 6L - Return to previous screen• 1R - Total weight in Section A• 2R - Not active• 3R - Total weight in Section B• 4R - Not active• 5R - Total weight in Section C• 6R - Clear all entries

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entry or the Total entry, but cannot use both at the same time.

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15.3.6.6 Takeoff Runway Data Page 1/5

A. Green data is information provided by the AeroData server.

B. The top section repeats the data input by the pilot.

C. The bottom section shows weight and balance information.

D. Screen Outline:

• FLT NO - Flight number from request• RLS NO - Release number• TIME - Time data was calculated• WIND - Wind from request• OAT - OAT from request• QNH - Altimeter setting from request• SEC A - Number of passengers in Section A• SEC B - Number of passengers in Section B• SEC C - Number of passengers in Section C• F BAG/WT - Number of bags/weight in the forward cargo compartment• A BAG/WT - Number of bags/weight in the aft cargo compartment• TTL PAX - Total number of passengers• GTOW/CG - Gross Takeoff Weight and CG in % of MAC.• FUEL - Takeoff fuel from the request• ZFW/CG - Zero Fuel Weight and CG in % of MAC.• 6L - Return to previous menu

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A. Green data is information provided by the AeroData server.

B. This page is the remarks section where you will be shown:

• Error Messages• Ballast Fuel Calculation• No Takeoff Data Avail (Re-Check ACARS Initialization)


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A. Green indicates information provided by the AeroData server.

B. Top section shows runway data including length, slope, etc.

C. Bottom section shows the performance calculation including:

• FLEX temperature• Flap setting• Stab trim setting• MRTW and the limiting factor• MTOW• GTOW and CG setting• V-Speeds• Acceleration Altitude

D. Acceleration altitude (shown as feet MSL) is always 1,000 feet AFE unless a simple special departure procedure is shown in the remarks section on Takeoff Data Page 2/5.

E. The pilot must ensure that the actual takeoff configuration of the aircraft matched the listed configuration shown at the top of the page. e.g. FLEX - T/O-1 - ECS ON.

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15.3.6.9 Landing Conditions Page 1/2

A. Pilot may select up to 3 runways.

B. Mandatory Items to be filled in are:

• Airport of intended landing• Estimated landing weight• Anticipated landing runway

C. You may select any runway surface and/or contamination type. The system will default to a dry runway.

D. For wind, input steady state wind from the ATIS or tower reports.

E. Screen Outline:

• 1L - First Runway Selection (Mandatory) (TLR Runway Code)• 2L - Second Runway Selection (Optional) (TLR Runway Code)• 3L - Third Runway Selection (Optional) (TLR Runway Code)• 4L - Surface condition (Dry, Wet, Compacted Snow, Wet Ice, Standing

water, slush, dry snow, wet snow)• 5L - Braking Action Report (None - No report, Good, Fair, Poor)• 6L - Return to previous menu• 1R - Landing Airport• 2R - Wind entry (XXX/XX)• 3R - Temperature and QNH entry (XX/XX.XX)• 4R - Landing Weight (Mandatory) (XX.X)• 5R - Access landing data page• 6R - Send data request

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TE The system does not take into

account wind gusts, any wind gust factor must be calculated manually.

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15.3.6.10 Landing Conditions Page 2/2

A. On this screen you can select landing flaps of 5 or 6 (FULL)

B. You may also select low visibility for operations less than 4000 RVR

C. Anti-Ice can be selected OFF or ALL

D. You can select if you have the STALL PROT ICE SPEED EICAS message, so the proper speed adjustments can be made.

E. Screen Outline:

• 1L - FLAP - Select Flaps 5 or Flaps 6 (FULL)• 2L - VISIBILITY - Select NORMAL or LOW VIS (Less than 4000 RVR)• 3L - ANTI ICE - Select OFF or ALL• 4L - STALL PROT ICE SPEED - Select NO or YES• 5L - Not active• 6L - Return to previous menu• 1R-5R - Not active• 6R - Send data request

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15.3.6.11 Landing Runway Data Page 1/5

A. This page will display the information that was submitted for calculation

B. Screen Outline:

• FLT NO - Flight number from request• LDW - Landing weight from request• Time - Time data was calculated• Wind - Wind from request• OAT - Temperature from request• QNH - Altimeter setting from request• 6L - Return to previous menu


A. This page will display remarks from the data calculation process:

• None• Listing of non-standard airplane configuration and runway condition

listing• No Landing Data Available, recheck inputs in the Landing Conditions

Screen

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B. Screen Outline:

• REMARKS - Remarks will be displayed• 2L-5L - Not active• 6L - Return to previous menu• 1R-6R - Not active


A. The top section will show information provided by the system to the pilot concerning their first runway request

B. Pages 3/5, 4/5. and 5/5 are identical and contain data from the 2nd and 3rd runway request.

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C. Screen outline:

• FLAP - Flap setting from request• MLDW/LIM - Max landing weight and the code for the limiting factor.• ALDW - Actual landing weight from request• VRF, VAP, VAC, VFS - V Speeds calculated by the system based on

entered conditions• FACTORED DIST - Factored landing distance for the requested

conditions• UNFACTORED DIST - Unfactored landing distance for the requested

conditions• 6L - Return to previous menu


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15.4 COMMUNICATION

15.4.1 CHANGING COM 3 FROM DATA TO VOICE

To change COM 3 from DATA to VOICE, do the following:

Step Flight Crew

On the MCDU

1 Radio Function Key........................................................ Pressa. Displays the RADIO 1/2 page.

2 NEXT Function Key ....................................................... Pressa. Displays the RADIO 2/2 page.

3 Line Select Key 6L ................................................ Press Twice- There is no text (i.e., blank) displayed at this 6L position.

a. Displays the COM 3 1/1 page.

4 Line Select Key 2R.................................................Press Twicea. Transfers MODE from DATA to VOICE (i.e., VOICE changes color from

white to green).b. Ensure compliance with FOM ACARS inoperative procedures.

5 Logbook Write-Up .................................................Accomplisha. Make a logbook write-up. COM 3 can only be returned to VOICE after:

- COM 3 is returned to DATA and- a subsequent power down/up is accomplished.

Changing from DATA to VOICE should only be done as a last option. Once VOICE is selected, COM 3 cannot be reset to DATA until on the ground.

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PAGE 15-1

Chapter 15 ACARS

15.1 SYSTEM DESCRIPTION

ACARS is a data link system that allows character-oriented messages to be exchanged between ground stations and the aircraft. Messages are divided into two groups:

- Addressed to or by crewmembers: data link requests or free text reports;

- Automatically sent: reports of flight data, performance data and routine events.

Communication to ground stations are made through VDR 3 channel (COM 3). The MCDU provides the interface with ACARS applications to crewmembers.

15.2 ACARS APPLICATIONS

15.2.1 AIR TRAFFIC SERVICE APPLICATIONS

A. ATIS (Air Traffic Information Service) Reports application enables the flight crew to send a downlink message requesting an uplink report that may be a specific airport information or an en route information.

B. Departure Clearance Application is used to request a departure clearance through character-oriented messages instead of voice communication.

C. Expected Taxi Clearance is used to request a taxi clearance through character-oriented messages instead of voice communication.

D. Pushback Clearance is used to request a pushback clearance through character-oriented messages instead of voice communication.

E. TWIP (Terminal Weather Information for Pilots) provides meteorological information to the flight crew.

NO

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VDR 3 is normally in Data Mode for proper ACARS operation. In the event of an emergency when COM 1 and COM 2 have failed, VDR 3 may be switched to Voice Mode for com-munications.



15.2.2 AIRLINE OPERATIONAL COMMUNICATIONS APPLICATIONS (AOC)Republic Airlines has customized AOC applications supported by the CMF (Communications Management Function).

Examples of the AOC applications that Republic Airlines will use are:

1) Flight Initialization

2) Free Text

3) Out, Off, On and In Events (OOOI events) are automatic reports sent to the airline operations control. Both reports and trigger events are configured as follows:

(a) Out Events - Doors closed, brakes released.

(b) Off Events - Takeoff

(c) On Events - Landing

(d) In Events - Brakes set, doors open

15.3 ACARS WINDOW PAGES

Pushing the DLK button on the MCDU brings up the following CMF MAIN MENU page. Further access to other pages is provided through the line select keys on each side of the MCDU.

15.3.1 ACARS MAIN MENU


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PAGE 15-3

15.3.2 PRE-FLIGHT INITIALIZATION

Prior to each flight, the crew will initialize the ACARS.From the Main Menu, press line select key (LSK) 1L to access the Pre-flight screen. The following screen will appear:

Each selection is outlined as follows:

- 1L - Initialize: enters pre-flight initialization page- 1R - New Messages: enters messages page- 2L - Departure Delay: enter Departure delay page- 3L - Free Text: enters free text page- 4L - Weather Request: enters weather request page- 6L - Main Menu: returns to main menu- 6R - Air Traffic Services: enters air traffic services page



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From the Pre-Flight Screen, press line select key (LSK) 1L to access the Initialization Screen. This will access the ACARS Initialization Display as follows

On the Initialization page, the following data must be entered.

- 1L - Flight Number: enter flight number- 1R - Date: enter the day of the month.- 2L - Departure Station: enter/confirm departure airport (ICAO

standard: i.e. KIND or KMCO)- 2R - Destination Station: enter/confirm arrival airport (ICAO

standard: i.e. KIND or KMCO)- 3L - Fuel Quantity: enter/confirm fuel quantity on aircraft- 3R - Boarded Fuel: Not Applicable (No entry made)- 4L - Captain ID: enter Captain's employee number- 4R - Crew 3 ID: enter Flight Attendant's employee number- 5L - First Officer ID: enter First Officer's employee number- 5R - Crew 4 ID: enter Flight Attendant's employee number- 6L - Return: will go back to previous screen.- 6R -Auto Initialization: Sends a downlink request to the host server

to provide information for initialization. This function will not be used.

After entering all required data, simply push the RETURN key (6L) to return to the main menu.


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PAGE 15-5

15.3.3 FREE TEXT FUNCTIONALITY

Free text functionality allows the crew to send operational messages to dispatch. From the main menu, press line select key (LSK) 4L to access the Free Text screen. The following screen will appear:

On the free text page, data may be entered as follows:

- 1L - A maximum of 24 characters may be entered. - 2L - A maximum of 24 characters may be entered.- 3L - A maximum of 24 characters may be entered.- 4L - A maximum of 24 characters may be entered.- 5L - TEST: A "TEST" toggle prompt appears when "MULTI" is

entered as the first line of text at LSK 1L. If the TEST prompt is selected, when the message is sent, several test blocks of test will be appended to the downlink message.

- 6L - Return: will go back to previous screen.- 5R - Print: will print the entire free text message if a printer is

installed.- 6R - Report: Sends the entire free text message.-

NO

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If more than four lines of informa-tion are needed, select "NEXT" on the MCDU to obtain another free text screen with additional space lines for data entry.


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15.3.4 UPLINK MESSAGES

Dispatch has the capability of sending operational information to the cockpit crew via uplinked messages to the cockpit. The crew will be made aware that a message has been received by a flashing amber MSG on the lower right section of the PFD and "DISPLAY MSG RCVD" on the MCDU Scratched.

The crew may then read the message by:

1) Selecting DLK on the MCDU

2) Selecting NEW MSGS (1R) on the main menu.

The message will be displayed as the following:

No response to dispatch is required unless requested in the message. Once the message is read it can be viewed at a later time by selecting MSGS RCVD (LSK 3R) on the main menu. If the crew is requested to respond, simply select free text from the main menu and respond as necessary. If the crew wants to review a message that they have sent to dispatch, select MSGS SENT (LSK 2R) on the main menu.


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PAGE 15-7

15.4 ACARS NAVIGATION WINDOWS

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14

04

80

A.D

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ATS MENULSK 6R

PRE FLTLSK 1L

SYS MENULSK 6L

MAIN MENU

POST FLTLSK 3L

NEW MSGSLSK 1R

STATUSLSK 5R

IN FLTLSK 2L

FREE TEXTLSK 4L

FLT TIMESLSK 5L

MSGS SENTLSK 2R

MSGS RCVDLSK 3R

VOXCONTACT

LSK 4R

NEW MSGSLSK 1R

NEW MSGSLSK 1R

NEW MSGSLSK 1R

INITIALIZELSK 1L

SEP DELAYLSK 2L

FREE TEXTLSK 3L

WX REQUESTLSK 4L

FREE TEXTLSK 3L

ENTR DELAYLSK 1L

WX REQUESTLSK 4L

DIVERSIONLSK 3R

ARR DELAYLSK 2L

ETALSK 2R

FLT TIMESLSK 1L

ARR DELAYLSK 2L

FREE TEXTLSK 3L

POST FLTRPT

LSK 4L

SENSORSLSK 1L

ASCB DATALSK 2L

NEW MSGSLSK 1R

ACARS NAVIGATION WINDOWS


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15.5 COMMUNICATION

15.5.1 CHANGING COM 3 FROM DATA TO VOICE

To change COM 3 from DATA to VOICE, do the following:

End of Chapter

Step Flight Crew

On the MCDU

1 Radio Function Key ........................................................Pressa. Displays the RADIO 1/2 page.

2 NEXT Function Key .......................................................Pressa. Displays the RADIO 2/2 page.

3 Line Select Key 6L ............................................... Press Twice- There is no text (i.e., blank) displayed at this 6L position.

a. Displays the COM 3 1/1 page.

4 Line Select Key 2R................................................ Press Twicea. Transfers MODE from DATA to VOICE (i.e., VOICE changes color from

white to green).b. Ensure compliance with FOM ACARS inoperative procedures.

5 Logbook Write-Up..................................................Accomplisha. Make a logbook write-up. COM 3 can only be returned to VOICE after:

- COM 3 is returned to DATA and- a subsequent power down/up is accomplished.

Changing from DATA to VOICE should only be done as a last option. Once VOICE is selected, COM 3 cannot be reset to DATA until on the ground.



PAGE TOC 16-1

Chapter 16: Flight Management System

16.1 Reserved ................................................................................................. 16-1

OPS-07A
Original 29AUG2005


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PAGE 16-1

Chapter 16Flight Management System

16.1 RESERVED

Use Honeywell Primus EPIC FMS Information.

End of Chapter





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ERJ-170 STANDARD OPERATING PROCEDURES MANUAL · revision 02 15feb2007 manual number erj-170...

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