Embraer 145 Pilot Client Guide

EMBRAER 145
PILOT CLIENT GUIDE
REVISION 0.2
FlightSafety International, Inc.
St. Louis Learning Center, Lambert St. Louis International Airport
4645 Le Bourget Drive, St. Louis, MO 63134
(314) 442 ‒3300
www.flightsafety.com
Courses for the Embraer 145 are taught at the following FlightSafety Learning Centers:
St. Louis Learning Center

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

William P. Hobby Airport
7525 Fauna Street
Houston, Texas 77061
Phone: (713) 393-8100
Fax: (713) 393-8111
Paris Learning Center

BP 25, Zone d’Aviation d’Affaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget
Cedex, France
Phone: (+33) (1) 49-92-1919
Fax: (+33) (1) 49-92-1892
NOTICE: These commodities, technology or software were exported from the United States
in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is
prohibited.

Publication history:
Original. . . . . . . . . . . . . . . . . . . . . June 2016

Revision . . . . . . . . . . . . . . . . December 2016
Revision . . . . . . . . . . . . . . . . . . January 2018

Copyright © 2018 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
TABLE OF CONTENTS
Chapter 1 Introduction
Chapter 2 Initial Training
Chapter 3 Recurrent Training
Chapter 4 Test Standards and Required Knowledge Areas
Chapter 5 Appendix
EMBRAER 145 PILOT CLIENT GUIDE
INTENTIONALLY LEFT BLANK
iv FOR TRAINING PURPOSES ONLY Revision 0.2

CHAPTER 1
INTRODUCTION
CONTENTS
WELCOME LETTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

GROUND TRAINING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
FLIGHT TRAINING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Revision 0.2 FOR TRAINING PURPOSES ONLY 1-1

1-2 FOR TRAINING PURPOSES ONLY Revision 0.2

4645 LeBourget Drive • St. Louis, MO 63134 • 800 – 258 – 4351 • 314– 442– 3300 • (Fax) 314 –442–3355
Welcome to FlightSafety St. Louis, the Gateway to the West !
Our professional team is dedicated to deliver the best training possible to our customers. The
Learning Center is located near Lambert Airport which is rich in aviation history. Saint Louis offers
a blend of great cultural and educational institutions, as well as superb recreational opportunities.
Refer to your Information Guide for more information about our center.
This guide serves as a syllabus of instruction during your training. Keep in mind that this is only a
guide. The flow of material in ground training and the scenarios depicted in the simulator sessions
are representative of the material to be presented. However, the actual flow of material may not
be in the exact order illustrated. Factors that may influence the flow of materials and scenarios
include: individual client inputs, corporate flight department special requirements, and individual
instructor objectives and techniques.
The Required Knowledge Areas (RKAs) found in Chapter Four of this guide are concepts you
need to know to fly the aircraft safely. We have based both the written and oral examination
questions on the RKAs. In Chapter Five, we have included a section with Oral Review Study
Questions to help you prepare for your exams. The Memory items are also located in Chapter
Five. We recommend you study the RKAs, Study Questions and Memory Items.
Your inputs on course critiques are key to our on-going efforts to make your training the best in
the industry. So, please take the time to provide us with your constructive criticism, comments and
suggestions.
As the lead center for Embraer aircraft we take great pride in the trust and responsibility that
Embraer has bestowed upon us to represent their product for more than 25 years. Our goal is
to build that very same partnership and trust with you the client. We believe that this guide as
well as your experience in St. Louis will only add to the confidence and trust you already have in
FlightSafety.
Our teammates appreciate the opportunity to serve you and meet your training needs. We hope
that you find the facility, courseware, and devices to be of the highest quality and fidelity. If there is
anything we can do to better serve you please let us know.
Best Regards,
Alex Thurmond
Center Manager
1-3
GROUND TRAINING SCHEDULE

FLIGHT TRAINING SCHEDULE


CHAPTER 2
INITIAL TRAINING
CONTENTS
INITIAL GROUND TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

INITIAL FLIGHT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

NOTES

INITIAL
GROUND TRAINING
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

Day 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Welcome Presentation
AFM–AOM
Aircraft General & Emergency Equipment
EMB-145 Walkaround Presentation
Day 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Aircraft General—Ground Servicing
Crew Awareness/Master Warning
Electrical
Lighting
Day 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
APU
Powerplant
Thrust Reversers
Fire Protection
Day 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
CRM, ADM & RM
Pneumatics & Air Conditioning
Pressurization
Oxygen
Day 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Ice & Rain
Adverse Weather
Fuel
Day 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Hydraulics
Landing Gear & Brakes
Flight Controls

Day 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Avionics—Part 1 (FMS, EFIS & Autoflight)
Flight Planning
Weight & Balance
Performance
Day 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Avionics—Part 2 (Communications & Navigation)
Systems Review
Exam
Day 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Systems Integration Training 1
Day 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42

INITIAL GROUND TRAINING

GENERAL INFORMATION
SYLLABUS
This segment of the course is designed to provide pilots with the necessary training to under-
stand the operation of aircraft systems, the use of the individual system controls, and the
integration of aircraft systems and operational procedures in order to sufficiently prepare them to
enter the flight training curriculum segment. At the end of the ground training curriculum seg-
ment the pilot will be able be able to locate, identify, and operate all aircraft systems. The pilot
will be able to perform normal, abnormal, and emergency operating procedures. Additionally, the
pilot will be able to demonstrate knowledge of aircraft performance as well as systems and air-
craft limitations.
TECHNICAL/CRM OBJECTIVES
Each day, topics will be covered from the aircraft manuals. Reading assignments will be given
by the instructor for the following day. Pilots will be introduced to, and will exercise in, the ele-
ments of Crew Resource Management as part of the integration process including, but not lim-
ited to such elements as: Situational Awareness and the Error Chain, Crew Concept, Workload
Assessment and Time Management.
EQUIPMENT AND MATERIALS

1. iPAD with FlightBag
2. Notebook
3. Pens and Pencils
4. Highlighters
COMPLETION STANDARDS
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations,
performance, and flight planning by successfully completing the written examination with a
minimum of 70% (FAA and Foreign Non-EASA), corrected to 100%.

COURSE SCHEDULE
Ground training is eight days. Please confirm your schedule with your Customer Service
Representative (CSR) or Program Manager (PM).
NOTE:
The training hours for a particular lesson may vary depending on depth of client discussion.
NOTES

Day 1
INITIAL GROUND SESSION 1

CURRICULUM: Embraer 145 Pilot Training Course
CURRICULUM SEGMENT: General Operational Subjects

Aircraft Systems
TRAINING MODULE: Welcome Presentation,

Approved Aircraft Flight Manual/Aircraft Operating Manual,
Aircraft General & Emergency Equipment,
EMB-145 Walkaround Presentation
SUMMARY/OVERVIEW
This session will focus on introducing the aircraft. The training manuals to be used are the
AOM, AFM, QRH and SOP, which can be found on the FlightSafety iPad app. The iPad app
also contains many other valuable study aids such as flash cards, operations bulletins and flight
operations letters that will be referenced during training.
Aircraft general topics will include aircraft dimensions, structures, standard & emergency
equipment, and operational limitations. An aircraft walkaround presentation will help familiarize
pilots with the exterior components of the aircraft.
With the use of the EMB-145 manuals, checklists, cockpit panel posters, appropriate handouts
and class notes, the pilot will be able to:
• Locate applicable sections of the Airplane Manuals.
• Identify various components of the aircraft.
• Locate and state the function of system switches and controls.
• State the Aircraft General System limitations.
CLIENT SELF STUDY

• Flash Cards on FlightBag:
° Aircraft General
° Emergency Procedures
° Limitations
• AOM Section 2-1 and 2-2
• Limitations Handout
• Memory Items Handout

REVIEW QUESTIONS
Aircraft General
1. The Captain’s seat and First Officer’s seat can be adjusted up and down:
a. Electrically
b. Mechanically
c. Hydraulically
d. Both a and b
2. The crank handle for adjusting the height of the pilot seats is located:
a. In the aft cargo bin
b. In the forward closet
c. Under the pilot seats
d. In the overhead emergency equipment compartment
3. The rudder pedals are adjusted fore and aft:
a. By a mechanical crank
b. Electrically
c. The rudder pedals cannot be adjusted
d. Hydraulically
4. The EMB 145LR is powered by two rear mounted engines.
5. If the cockpit direct vision windows are not locked, the indication to the pilot is:
a. A protruding yellow pin
b. The inscription “Window Not Closed”
c. A “Window Open” EICAS caution
d. A red warning box on the MFD Takeoff/Doors system page
6. The EMB-145LR maximum structural takeoff weight is .
7. What is the EMB-145LR maximum structural ramp weight?
a. 39,462
b. 42,549
c. 48,722
d. 48,501
8. The EMB-145LR maximum structural landing weight is .
9. The EMB-145LR maximum structural zero fuel weight is .
10. Operation of the galley service door is:
a. Hydraulic
b. Electric
c. Mechanical

11. The courtesy light switch is located .

12. The Captain’s flashlight is located:
a. Under the smoke goggles
b. In a tray behind the steering handwheel
c. On the wall behind the Captain’s seat
d. On the back of the center pedestal
13. In normal operations, the main cabin door is raised by the # hydraulic system.
14. The hydraulic accumulator provides for complete operations of the main cabin door.
15. Hydraulic system pressure remaining in the line after raising the main cabin door is
indicated by a “ ” indication on the Entrance control panel.
16. If the main cabin door becomes blocked by hydraulic system pressure:
a. The main door circuit breaker on the overhead panel must be reset
b. An emergency valve on the cockpit floor can be turned and held for 2 minutes to
release hydraulic pressure
c. The door can be cycled by an exterior cabin door button located next to the GPU
receptacle
d. A valve on the inside of the door enables a recycling of the door
17. The exterior dimensions of the EMB-145LR are:
a. Length: 105’ Wingspan: 67’ Tail Height: 23’3”
b. Length: 98’ Wingspan: 65’9” Tail Height: 22’2”
c. Length: 80’2” Wingspan: 70’ Tail Height: 22’
d. Length: 86’5” Wingspan: 68’11” Tail Height: 22’2”
18. What 3 doors are associated with the EICAS message “ACCESS DOORS OPN”?

19. Which door associated with the “ACCESS DOORS OPN” EICAS caption is located in the
unpressurized part of the aircraft?
a. The forward electronic compartment hatch
b. The rear electronic compartment hatch
c. The under cockpit access hatch
d. The baggage door
20. The forward electronic compartment hatch is located inside the .
21. The EMB-145 should have no more than people on the airstairs.
22. The refueling panel is located on the forward side of the aircraft.

23. The steering handwheel allows for a maximum of deflection.

The rudder pedals allow for of deflection. The total steering deflection
using handwheel and rudders is .
24. The ‘Main Door Opn’ Warning message is inhibited on the ground with the # engine
shutdown.
25. The ‘Service Door Opn’ Warning message is inhibited on the ground with the #
engine shutdown.
26. The cockpit voice recorder begins recording:
a. When the NAV lights are on
b. When the GPU is plugged in
c. When batteries are turned on
d. When the red beacon is turned on
27. The Digital Flight Data Recorder (DFDR) begins recording:
a. When the NAV lights are on
b. When the GPU is plugged in
c. When batteries are turned on
d. When the red beacon is turned on
28. If the Digital Flight Data Recorder is not activated through normal procedures, it is
automatically turned on:
a. When the right engine is started
b. When the park brake is released
c. When wheel speed is above 25 knots
d. When the aircraft is off the ground
29. The illuminated stripe in a push button on the overhead panel, forward panel or center
pedestal means that the button is not in its normal position for .
30. Four are installed on the leading edge of each wing to prevent span-
wise airflow separation at high angles of attack.
31. Twelve are installed on the top of each wing for the aerodynamic
purpose of preventing airflow separation over the top of the wing surface at high
airspeeds.

Emergency Equipment
1. How many PBEs are on board the aircraft?
a. 1
b. 2
c. 3
d. 4
2. A PBE will provide 100% oxygen for minutes.
3. Once activated, emergency lights will be illuminated for minutes.
4. The crash axe is located on the side of the seat.
5. The cockpit is equipped with sets of smoke goggles.
6. There are flashlights in the cockpit.
NOTES

Day 2

CURRICULUM SEGMENT: Aircraft Systems
TRAINING MODULE: Aircraft General–Ground Servicing,

Crew Awareness/Master Warning, Electrical, Lighting
SUMMARY/OVERVIEW
This session of the course completes the aircraft general portion with the ground servicing
information, and then begins to focus on the key systems of the Embraer 145. Crew Awareness
focuses on the interface between various aircraft systems, the aural and visual warnings that
may be presented, as well as failures and reversionary modes of operation.
The Electrical system is integral to the operation of this aircraft. Power distribution will be shown
in various normal and abnormal situations. Electrical Emergency is an important term to be
familiar with. Aircraft lighting—interior, exterior, and emergency lighting will also be studied
• Identify the ground servicing access points and state applicable limitations.
• Locate and state the function of the warning systems controls and components.
• Describe the function and reversionary modes of the DAUs and IC-600 computers.
• State the meaning of various aural and visual warning indications.
• Locate and state the function of the applicable electrical and lighting switches,
components and circuit breakers.
• Explain how the EDL configures the electrical system in normal and abnormal operations.
• State the electrical system limitations.
• Locate and apply emergency/abnormal checklist procedures.
• Identify interior, exterior, and emergency lights and controls.
CLIENT SELF STUDY

° Servicing on Ground
° Master Warning/Warning Systems
° Electrical
° Lighting Systems
• AOM Sections: 1-12, 2-4, 2-5, 2-6

REVIEW QUESTIONS
Crew Alerting System
1. The primary component of the Avionics Integration system is the:
a. IC-600
b. DAU
c. ADC
d. FADEC
2. The No. 1 DAU provides data for the # engine and airplane systems.
3. The No. 2 DAU provides data for the # engine and airplane systems.
4. Which of the following is true regarding the DAU:
a. Each DAU has only one channel.
b. Each DAU has two channels (A & B) that are fully redundant.
c. Each DAU has two channels (A & B) that are not fully redundant.
d. The DAU will automatically switch to channel B if channel A fails.
5. The MFD can be used a backup display for the or the .
6. Upon powering up the aircraft, the MFD will present the:
a. Takeoff page
b. Electrical page
c. Hydraulic page
d. Fuel page
7. What are the 3 levels of EICAS messages?

8. Which messages cannot be scrolled off the screen?
a. Warnings
b. Cautions
c. Advisories
d. All of the above
9. Advisory messages will automatically stop blinking after seconds.
10. How many messages can be displayed at one time on the EICAS? .
11. The is the primary flight instrument.
12. Gear, flap, and spoiler indications are normally presented on the .
Backup indications can be found on the .

13. A red “X” on the Captain’s PFD, MFD and EICAS is an indication of:
a. IC-600 1 failure
b. IC-600 2 failure
c. IRS failure
d. CRT failure
14. A red “X” on the First Officer’s PFD and MFD is an indication of .
15. A failure of only the first officer’s MFD screen is likely an indication of:
a. IC-600 2 failure
b. ADC Failure
c. CRT failure
d. IRS failure
16. Selecting the ADC reversion is indicated by a annunciator on both
PFDs.
17. Selecting the AHRS reversionary button is indicated by and
presentations on the PFDs and a presentation on the MFDs.
18. List the 5 messages presented on the PFD and MFD when selecting the SG reversionary
button:
.
19. List the conditions that will activate a takeoff configuration warning when the takeoff
config button is pressed:

20. Takeoff inhibition logic is in effect from V1 minus knots accelerating and lasts until
climbing above a radio altitude of feet. During approach, the landing inhibition logic
begins when the aircraft descends below a radio altitude of feet and ends when the
aircraft is on the ground for seconds or more.
21. The Aural Warning Unit (AWU) has:
a. One channel
b. Two channels
c. Two main channels and one back up channel

Electrical
1. Is the electrical system primarily AC or DC?
2. In normal operations, the electrical system is divided into networks.
3. Electrical system management and protection is performed by the .
4. The has priority over all other power sources.
5. Generators and normally supply the left electrical network.
6. Generators and normally supply the right electrical network.
7. The APU is normally connected in parallel to generators and .
8. The APU generator can replace any inoperative .
9. Both main batteries are VDC amp hour NiCad.
10. The batteries cannot be charged by the .
11. The battery is used to start the APU.
12. During APU starting, the battery is isolated from the load buses.
13. When on the ground with the batteries as the only electrical power source, the
buses are de-energized.
14. In an electrical emergency, the batteries can provide minutes of power, which
includes APU start attempts.
15. An electrical emergency is defined as:
a. A loss of two or more generators
b. A loss of one DC main bus
c. A loss of all generators
d. 15 minutes or less power remaining on the batteries
16. In an electrical emergency, the EDL automatically configures the system, dedicating the
batteries to the and buses only.
17. Pressing the button will override the EDL and manually connect the
batteries to the essential buses.
18. On the ground, all DC buses can be energized if at least one of the following conditions
is met:
1.
2.
3.

19. The bus is energized by connecting the GPU to the airplane with the
batteries off, and GPU not selected.
20. A
BATT OVTEMP warning message is presented on the EICAS when the associated
battery temperature exceeds °C.
21. A
VDC, AH, sealed backup battery provides stabilized
power for operation of the protective function.
22. The primary power source for the aircraft is the four VDC brushless generators.
23. The aircraft generators will come on line when engine speed reaches % N2.
24. A GEN OVLD caution message indicates that the associated generator is above
amps.
25. A generator reset attempt is allowed time(s) after a failure.
26. The APU and GPU are connected to the aircraft electrical system through the
DC bus
27. The APU generator supplies electrical power to the system at % RPM plus
seconds.
28. If the airplane is in flight, all DC buses will be kept energized if at least generators
are on line.
29. The page page on the MFD provides load and voltage information as
well as battery temperatures.
30. Avionics Masters should be selected off while starting the on the
ground.
31. The maximum load on the APU starter-generator up to 30,000 feet is amps. The
maximum load above 30,000 feet is amps.
32. The minimum battery temperature for APU start is °C.
33. The minimum battery voltage for APU start is volts.
34. If the battery voltage drops below volts, the battery must be physically removed from
the aircraft by maintenance for recharging.
35. The AC system is powered by 115 VAC single phase static .

Lighting
1. The nose gear taxi and landing lights are powered by the buses.
2. The emergency lights are powered by dedicated batteries.
3. The emergency light batteries can only be charged when:
a. The emergency light switch is selected OFF
b. The aircraft is completely depowered
c. The cockpit switch is in the “ARM” position and the essential bus is powered
d. When a generator is selected on
4. In the “ARM” mode, will activate the emergency lights.
5. If the Flight Attendant selects emergency lights “ON”, the emergency lights:
a. Can still be turned off by the switch on the cockpit overhead panel
b. Illuminate and cannot be controlled in the cockpit
c. Are powered by the aircraft main batteries
d. Are powered by the backup battery
NOTES

Day 3

TRAINING MODULE: APU, Powerplant, Thrust Reversers, Fire Protection
SUMMARY/OVERVIEW
In this session, the pilots will be introduced to the engines and the APU. Normal start up
procedures using the APU, as well as normal and abnormal engine start indications will be
demonstrated.
The powerplant module will begin with the components of the A3007 engine, but will primarily
focus on the pilots’ interaction with the system. Understanding how the engine FADECs control
thrust and the deployment of thrust reversers is essential to successful operation
of the engines.
Fire detection and protection will also be discussed, with an emphasis on operating procedures,
CRM, and emergency checklists.
• State the aircraft preflight /servicing elements.
• Locate and state the function of the APU controls.
• State the APU and Powerplant system limitations.
• Describe the normal and abnormal power up procedures.
• Locate and state the function of the powerplant and thrust reverser controls and
components.
• Explain the different thrust rating modes, including ATTCS triggered modes.
• Describe how the FADEC controls fuel flow, CVG, and thrust reverser logic.
• Interpret the EICAS engine indications.
• Describe the fire detection and protection for the engines, APU, baggage compartment,
and lavatory waste containers.
• State the location of the portable fire extinguishers.
• Locate and apply the emergency/abnormal checklist procedures.

CLIENT SELF STUDY

° APU
° Thrust Reversers/Thrust Attenuator
° Fire Protection
• AOM Sections: 2-7, 2-9, 2-10
REVIEW QUESTIONS
APU
1. The APU is a source of and power.
2. Control of the C-14 APU is performed by a . The C-14 APU is
controlled by a .
3. Fuel supply for the APU normally comes from the wing tank.
4. The APU is located in the of the aircraft and isolated by a
firewall.
5. The Max EGT for APU start is °C, and °C for steady state operations which can
be exceeded up to a temperature of °C for a maximum of 5 minutes.
6. The APU fire-extinguishing button closes the valve and discharges the
APU .
7. Turning the APU Master Knob ON energizes the and commands the
valve to open.
8. The pneumatic system gives priority to bleed air over
bleed air.
9. Pressing the APU button is the normal method of shutting down the APU.
10. The APU bleed should be when shutting down the APU.
11. The APU Master Knob should not be moved to the OFF position until the APU RPM has
dropped below %.
12. The maximum altitude for APU starting is or ft, depending on the mod.
13. The maximum altitude for APU operation is ft.
14. After the 1st and 2nd APU start attempts, minute cool down periods are
required. After the 3rd start attempt, a minute cool down is required.
15. List the reasons the APU will automatically shut down on the ground:

16. List the reasons the APU will automatically shut down in flight

17. In case of an APU FIRE message, the memory item is:

Powerplant
1. The engine has a stage axial flow compressor coupled to a stage high pressure
turbine (N2).
2. The stage fan is coupled to a stage low pressure turbine (N1).
3. Bleed air tappings are located at the stage and the stage of the high-pressure
compressor.
4. An Accessory Gear Box is driven by the High Pressure N2 spool and contains the
following engine and aircraft accessories:

5. Three sources of air are available for an engine start:
, and .
6. In normal conditions, the engines are started using bleed air.
7. The is a highly integrated line replaceable unit which incorporates the
engine fuel pumping and metering functions.
8. The cools the engine oil and warms the fuel.
9. The page of the MFD displays the engine’s oil level.
10. The displays the engine’s oil pressure.
11. Each engine’s oil tank can hold a maximum of quarts.
12. The recommended minimum oil level for dispatch prior to engine start is quarts.
13. The engine oil level indication will turn amber when the oil level drops below quarts.
14. The primary electrical power source for FADECs and the ignition is the .
15. The PMA provides sufficient power to drive the ignition system above % N2 and
powers the FADEC’s at a minimum of % N2.

16. Each engine has igniters. When the ignition switch is set to AUTO, one igniter is
used during starts and two igniters are used during starts.
17. Each engine is controlled by FADECs.
18. The FADECs command the actuators,
using pressure in order to optimize compressor efficiency and
compressor stall margins.
19. Each FADEC is connected to one of the FADECs on the opposite engine for the purposes
of interlock and .
20. The available takeoff modes for the A1P engines are:

21. If the thrust levers are in the detent, the FADEC’s command .
22. The FADEC in command of each engine is displayed on the .
23. If the thrust lever is forward of the IDLE position and the START/STOP selector is
placed in the STOP position:
a. The engine will shut down
b. An EICAS warning message will be displayed
c. An EICAS caution message will be displayed
d. The engine will not shut down
24. The N1 request bug is displayed on the as a green .
25. The only thrust mode button that can be selected on the ground is .
26. The mode should be selected in flight with one engine inoperative.
27. The information that must be entered by the pilot to set the Takeoff Data is:

28. The purpose of the Automatic Takeoff Thrust Control System (ATTCS) is to increase
takeoff thrust in the event an is detected on takeoff.
29. The indication to the pilots that ATTCS is armed on takeoff is a presentation of a green
inscription below the thrust rating mode.

30. Complete the following table for the A1P engine:
Selected Takeoff Mode ATTCS Triggered Mode
ALT T/O-1
T/O
31. The thrust reversers are actuated by the system.

32. The thrust reverser system uses locking systems to avoid inadvertent in-flight
deployment.
33. If the thrust lever is inadvertently set below IDLE in flight, the FADEC will command
thrust.
Fire Protection
1. List the areas that are protected from fire:

2. An engine fire signal causes the associated to illuminate, a
message appears on the EICAS, the master lights illuminate on the
glareshield panel, and an warning is sounded.
3. There are a total of engine fire bottles.
4. The APU has fire bottle(s).
5. If a fire detection system fails, the pilots are notified by .
6. Pulling the fire handle actuates the following shutoff valves:

7. The baggage compartment contains smoke detector(s).

8. How many fire extinguishers are installed in the Baggage compartment?

a. One bottle that discharges for 30 minutes
b. Two extinguishers activated separately with repeated activations of the baggage fire
extinguisher button
c. Two trickle charge extinguishers that last for 60 minutes
d. One high rate extinguisher and one 50 minute metered discharge bottle.
9. The lavatory contains smoke detector(s).
10. The lavatory smoke detector signals smoke by activating:
a. Red alarm on the smoke detector panel
b. Horn on the smoke detector panel
c. Warning message on the EICAS
d. All of the above
11. The lavatory is protected from fire by a .
12. When the guarded APU fire extinguishing button is pressed, the APU
is discharged and the valve is closed.
13. The fire test is successful if the following lights, messages and sounds are displayed:

14. While on the ground, if the fire test button is pressed for longer than 10 seconds, the
will automatically (if it is running).
15. If it is necessary to repeat the fire detection test, wait at least seconds before
pressing the test button again.
NOTES

Day 4

CURRICULUM SEGMENT: General Operational Subjects and Aircraft Systems
TRAINING MODULE: Crew Resource Management (CRM);

Aeronautical Decision Making (ADM) & Risk Management (RM);
Pneumatics & Air Conditioning; Pressurization; Oxygen
SUMMARY/OVERVIEW
Crew Resource management, Aeronautical Decision Making, and Risk Management are
essential to the safe operation of any aircraft. Plan to discuss situational awareness, leadership,
and decision making in general as well as using specific examples.
The Embraer 145 has many features that can be used to enhance situational awareness, but
it is important to recognize the limitations of these systems, and how the crew can use good
judgment to reduce errors.
This session will also introduce the Pneumatic system, including both air conditioning and
pressurization topics. The Air Conditioning system incorporates bleed air, air conditioning pack
operation, and the proper set up of the air conditioning panel in various flight conditions.
The Pressurization lesson covers automatic features of the system and abnormal operation,
such as manual control and cabin dump. The Oxygen presentation will show crew and
passenger oxygen capabilities, as well as, a thorough discussion of the proper preflight and use
of the crew oxygen masks.
• Understand the concepts of situational awareness and team building, with a focus on
crew concept and leadership.
• Understand the concept of error chains and provide practical experience in applying the
concept to the reduction of error chains.
• Understand the communication process and its associated elements, and present specific
skills that will enhance the ability of participants to communicate effectively.
• Develop a methodical process for decision making. Understand the influence of
situational awareness, judgment and time on decision making.
• Discuss the physiological mechanisms underlying fatigue and stress, describe their
effects on crew performance, and introduce strategies for reducing or eliminating these
effects.
• State the components and limitations of the pneumatic and oxygen systems.

• Describe the set up of the air conditioning panel in normal and abnormal conditions.
• Describe the normal and abnormal operation of the pneumatic and oxygen systems.
• Locate and apply the pneumatics emergency/abnormal checklist procedures.
• State the oxygen storage locations and minimum pressures for dispatch.
CLIENT SELF STUDY

° Pneumatics
° Air Conditioning
° Pressurization
° Oxygen
• AOM Sections: 2-14, 2-16
REVIEW QUESTIONS
Pneumatics & Air Conditioning
1. A limits bleed air temperature to a maximum 299°C by using engine
air.
2. The Crossbleed valve opens in the AUTO position in the event of or
start operations.
3. In normal operations, the pack valve automatically closes in icing conditions
below feet.
4. APU bleed air is connected to the side of the pneumatic system.
5. An inscription illuminates above the white stripe in the APU bleed button to
indicate that the APU bleed valve is open.
6. The ground air connection for engine starting is located on the aft side of the
aircraft.
7. The temperature indication for bleed air downstream of the Pre-Cooler can be found on
the .
8. The are installed forward of the aircraft wing root
inside the wing-to fuselage fairing.
9. The temperature in the cockpit and cabin may be controlled automatically, or
through control knobs located on the overhead panel.
10. When the cabin knob is in automatic (knob pushed in) and in the
detent, cabin temperature can be directly controlled by the temperature controller on the
flight attendant’s panel.
11. There are electrical recirculation fans that are powered through the
buses.

12. Recirculation air is pulled from beneath the cabin and mixed with air
from the . If the valve is deselected, the associated
recirculation fan is also .
13. The Gasper fan provides air through the individual outlets and also provides ventilation
for:

14. The Gasper fan cannot be turned off when the aircraft is .
15. An automatic system cools the avionics compartment.
16. The “BLD 1(2) OVTEMP” caution message means the temperature downstream of the
associated is above 305°C.
Pressurization
1. The pressurization system controls cabin by regulating the discharge
of conditioned air from the cabin.
2. Control of cabin pressure is maintained in the automatic mode by a
controller and requires the altitude to be entered prior to takeoff.
3. If no altitude is entered into the controller, the system will default to
feet.
4. When operating in AUTO mode, the outflow valve is slaved to
the outflow valve as long as the manual rate knob is in the fully
position.
5. If cabin altitude exceeds feet, CPAM sends a signal to the aural warning system
generating the voice message “ ”, and the cabin altitude on the EICAS
turns .
6. If the cabin differential pressure is greater than 7.9 psi, the indication on the EICAS
becomes .
7. Upon initial power up of the aircraft, the digital controller will indicate
across the display screen. If an error is detected during the power up test, the display
screen will display a fault .
8. The button can only be activated in the AUTO mode.
9. If automatic mode fails, manual mode should be selected by turning the manual knob to
the o’clock position, then pressing the button.
10. When operating in manual mode, the cabin rate of climb or descent is controlled by using
the .
11. In the automatic mode, the cabin is for takeoff and landing.

12. When taking off with the pack valves closed, the outflow valves will be .
13. The takeoff sequence for pressurization lasts until the Theoretical Cabin Altitude
becomes greater than the actual cabin altitude or until minutes have elapsed,
whichever comes first.
14. Maximum differential pressure is psi.
15. Maximum differential overpressure is psi.
16. Maximum differential negative pressure is psi.
17. When in the automatic mode, depressurization is commanded by the
button, which raises the cabin altitude to feet maximum.
Oxygen System
1. The oxygen servicing panel is located on the side of the front fuselage.
2. The oxygen cylinders are protected from overpressurization by a set to
rupture at 2,770 psi at 21°C.
3. If the crew oxygen system pressure drops below psi, the EICAS displays an
message that indicates the remaining oxygen is sufficient for about
minutes for the pilot, co-pilot and observer.
4. When the Passenger Oxygen Selector Knob is set to “AUTO”, the system will be
automatically activated whenever the cabin altitude is above feet.
5. Selecting Normal on the crew oxygen masks provides a diluted oxygen/air mixture that
becomes pure 100% oxygen above feet cabin altitude.
6. Selecting provides pure oxygen at all altitudes.
7. Minimum flight crew oxygen system pressure for dispatch with 3 crewmembers is _____
psi and for 2 crewmembers psi.
8. Oxygen bottle pressures can be monitored on the page of the MFD.
9. When conducting a test of the oxygen system, the BOOM/MASK button must be set to
, the button selected out, the
volume adjusted and the PTT yoke button set to the position.
10. The difference between the crew oxygen masks and the observer oxygen mask is
that the observer mask does not have a and the flow indicator is in
.
11. The minimum pressure for the portable oxygen cylinder is .

Day 5

CURRICULUM SEGMENT: Aircraft Systems and General Operational Subjects
TRAINING MODULE: Ice & Rain, Adverse Weather, Fuel
SUMMARY/OVERVIEW
Adverse weather topics such as icing and windshear will be discussed in relation to standard
practices as well as features specific to the Embraer 145. Various components of the aircraft are
protected from ice automatically through electric or thermal heating, but it is important for
the crew to always remain alert for ice accumulation.
This session will continue to describe various aircraft systems. The operation of the fuel system
including crossfeed will be demonstrated.
• Locate and state the function of the controls and components of the Ice & Rain systems.
• State the applicable system limitations.
• Locate and apply the emergency/abnormal checklist procedures.
• Define the elements of adverse weather.
• Understand the importance of CRM and decision making during adverse weather.
• Describe the correct flight crew actions when encountering windshear.
• State the location of fuel tanks and pumps.
• Describe fuel crossfeed operation.
CLIENT SELF STUDY

° Ice & Rain Protection
° Fuel
• AOM Sections: 2-8, 2-10, 2-15, 2- 4-35

REVIEW QUESTIONS
Ice & Rain Protection
1. In mode, the system is turned on through activation of any ice
. The system can also be activated manually.
2. The uses a vibrating probe to detect the presence of ice conditions.
3. When ice is detected, the advisory message is presented on the
EICAS.
4. The thermal anti-icing system provides bleed air for deicing the , the
, and the engine .
5. The operation of the thermal anti-icing system is indicated by inscriptions
on the anti-ice pushbuttons located on the ice panel.
6. Thermal anti-icing cannot be provided by bleed air because it is not hot enough.
7. When performing the ice protection test “A” on the ground, N2 must be set to at least
, the bleeds open, the bleed closed and
the ice detector override knob set to the position.
8. The ice protection test must be performed for at least seconds, but no longer
than seconds.
9. The normal EICAS messages presented during the ice protection test are:

10. Icing conditions on the ground exist with moisture and an outside air
temperature of °C or colder.
11. Engine lip anti-icing is provided through a tapping located upstream of the
valve, and can be manually selected by moving the override knob to the position.
12. The are electrically heated for anti-icing and anti fogging purposes.
13. All electrically heated sensors except for the TATs are heated when one
is running above N2. The TAT probes are heated in .
14. Horizontal Stabilizer and wing anti-icing systems are automatically inhibited when the
aircraft is on the ground and wheel speed is below knots.
15. The engine provides an automatic logic to ensure a minimum idle
during icing conditions.
16. The configuration of the aircraft when holding in icing conditions is gear , flaps
and minimum airspeed of knots.
17. After detection of ice, the icing signal remains active for seconds.

18. In an electrical emergency, the only electrically heated sensors are pitot static # and
port 2.
19. The ‘Ice Test A’ must be performed when .
Otherwise, the ‘B’ check may be performed.
Fuel System
1. The fuel system of the EMB-145 consists of:
wing fuel tanks with a capacity of each
total electric boost pumps
transfer ejector pumps
2. The fuel pumps are located in the box near the wing root.
3. The transfer ejector pump operates by utilizing:
a. Fuel pressure
b. DC main electric power
c. AC electric power
d. Hydraulic pressure from the #1 hydraulic system
4. The purpose of the transfer ejector pump is to:
a. Boost system fuel pressure
b. Manually dump fuel
c. Help keep the collector box full
d. All of the above.
5. Pressurized refueling is normally performed with the aircraft electrically energized but
may be performed on power.
6. If the electric driven fuel pump pressure drops below 6.5 psi on the inlet side of the
FPMU:
a. An EICAS caution message “E1 (2) FUEL LO PRESS” will illuminate.
b. The remaining pumps will automatically cycle on and off until the pilot selects an
operating fuel pump.
c. The remaining pumps will automatically activate and stay on until landing regardless of
manual selection of another pump.
d. Both a and b
7. The EMB-145LR is equipped with a direct quantity measuring system consisting of
measuring points under each wing.
8. The cross-feed selector:
a. Transfers fuel from wing to wing
b. Moves fuel from the outer wing to the inner stub tank
c. Supplies both engines from one tank
d. Is used fueling and de-fueling only

9. One electric fuel pump in each tank is required to be operating during ,

and .
10. If the fuel cross-feed selector is set to the LOW 1 position:
a. The cross-feed will activate automatically upon deactivation of a boost pump.
b. The cross-feed valve opens and turns off the right electric boost pump.
c. The cross-feed valve opens and turns off the left electric boost pump.
d. The cross-feed valve will balance fuel and then automatically close when the fuel is
balanced.
11. The fuel temperature sensor is located in the wing tank.
12. The “FUEL IMBALANCE” message will occur when the wing tanks differ by lbs.
The message will disappear when the difference decreases below lbs.
13. Wing electric fuel pump A is powered by on-side , fuel pump B is
powered by cross-side , and fuel pump C is powered by on-side
buses.
14. If the fuel does not contain an icing inhibitor, the temperature of fuel leaving the FCOC
must be above °C.
15. The pressure limits for pressure refueling are to psi.
16. The main wing unusable fuel is normally lb, but increases to lb with
any electric fuel pump inoperative.
NOTES

Day 6

TRAINING MODULE: Hydraulics, Landing Gear & Brakes, Flight Controls
SUMMARY/OVERVIEW
The hydraulic system normal operation and features will be presented, including the pumps,
accumulators and the priority valve. Bootstrapping is an important term for the hydraulic system.
Normal movement of the landing gear, as well as emergency extension will be discussed using
emergency checklists as necessary.
The emergency brake and normal braking system protective features will also be explained.
Hydraulic, electric, and manual actuation of the various flight controls will be discussed, and
special emphasis will be placed on the operation of the electric gust lock.
• Locate and state the function of the controls and components of the hydraulic, landing
gear, brakes, and flight control systems.
• Explain the operation of the engine driven and electric hydraulic pumps.
• State the location of the landing gear free-fall lever.
• Describe the operation of the normal and emergency brake system.
• State the protection features in the pitch trim system.
• Describe the normal and reversionary methods of moving the flight controls.
• State the applicable system limitations.
• Locate and apply emergency/abnormal checklist procedures.
CLIENT SELF STUDY

° Hydraulics
° Landing Gear and Brakes
° Flight Controls
• AOM Sections: 2-11, 2-12, 2-13

REVIEW QUESTIONS
Hydraulics
1. The EMB-145 is equipped with independent hydraulic systems, each
powered by one pump and one pump.
2. Hydraulic system indications are provided on the page of the .
3. The hydraulic shutoff valve may be closed by the engine or a guarded
shut off button located on the panel.
4. The hydraulic reservoir is pressurized by .
5. The engine driven pump normally supplies hydraulic pressure at psi with a flow
rate of approximately gpm.
6. The electric motor driven pump supplies hydraulic pressure at psi with a
continuous flow rate of approximately gpm.
7. The hydraulic system incorporates a valve which
prioritizes fluid to the flight controls in the event that system pressure drops below
psi during gear retraction when utilizing the electric motor driven pump.
8. In the . position, the associated electric pump is kept in standby mode
and ready to operate if the engine driven pump pressure drops below psi or if
the associated engine N2 drops below %.
9. An amber “HYD 1(2) LO QTY” caution indicates that the hydraulic fluid level in the
associated reservoir is less than liter(s).
10. An amber “HYD SYS 1(2) FAIL” caution means that the associated hydraulic system
pressure has dropped below psi.
11. The engine driven hydraulic pump is located on the .
Landing Gear & Brakes

1. Landing gear retraction and extension are powered by the hydraulic system.
2. If the #1 engine fails the landing gear should be lowered using the .
3. If the #1 hydraulic system fails, the landing gear must be lowered using the
.
4. Landing gear position indication is found primarily on the but can also
be viewed on either .
5. In the event of normal extension failure, the over-ride serves as the
primary extension backup, and the system serves as a secondary
backup.
6. The air/ground system uses landing gear proximity switches to detect when the
aircraft is on the ground.

7. The nose gear weight on wheels signal is only for the and
systems.
8. When the landing gear is fully retracted, the nose gear doors are kept closed by
.
9. If any gear uplock is found in the up position during a preflight walk-around, the uplock
can be reset by activating the landing gear .
10. Landing gear in transit is indicated by on the EICAS.
11. Landing gear lever disagreement (landing gear is not in the selected position after 20
seconds) is indicated when a gear position indicator changes from its previous color to
and the EICAS message.
12. Pulling the landing gear free fall lever releases all the gear uplocks.
13. If the landing gear is not down and locked, the “landing gear” message
is generated if the flap selector lever is set below degrees and radio altitude is below
feet, with low thrust.
14. The “Landing Gear” message can only be canceled when flaps are less than ,
and the is inoperative.
15. The BCU automatically applies brake pressure to the gear wheels as
soon as the aircraft is airborne and the gear is selected up.
16. The gear tires are mechanically braked via stops located in the
.
17. The antiskid function only brake pressure.
18. Antiskid is available at wheel speeds of knots and above.
19. Locked wheel protection is available above knots.
20. The purpose of protection is to prevent brake actuation before the
main wheel speeds exceeds knots.
21. The Emergency/Parking brake is powered by the # Hydraulic system.
22. The dedicated accumulator for the Emergency/Parking Brake system will allow for
complete emergency actuations or at least hours of parking brake actuation.
23. brake protections are available when using the Emergency/Parking
brake.
24. The steering system can be manually disengaged through a on the
back side of either pilot’s control wheel.
25. Indication of a disconnected steering system is indicated by a caution
message on the EICAS.
26. EMB-145LR brakes will show an amber indication on the when the
brake temperature is above °C.

Flight Controls
1. Pitch control is provided by actuated elevators and an
positioned horizontal stabilizer.
2. The elevators utilize and tabs to aid in deflection.
3. The elevator spring tabs only work at speeds.
4. Pitch trim is normally commanded through switches on the control wheels, automatically
through the , or through backup switches located on the
.
5. Activation of the pitch trim with a stalled horizontal stabilizer for a cumulative
seconds will cause the associated system to fail. To prevent this, retrimming after takeoff
must be accomplished before reaching kts.
6. The ailerons, rudder, spoilers, and speed brakes are powered by the
system. The ailerons and rudder also incorporate reversion in the
event of a failure.
7. All trim systems incorporate a second cutout to avoid inadvertent command.
8. The autopilot elevator servo and stick pusher servo are located on the
side of the elevator disconnect device.
9. The artificial feel unit for the ailerons is located in the half of the torque tube.
10. The rudder power control unit (PCU) is powered by hydraulic systems.
11. The PCU commands the position of the rudder.
12. Above knots, the #1 system is automatically switched . If this protection fails,
the caution message will be presented on the EICAS.
13. Both aileron and rudder systems can be shutoff manually via pushbuttons located on the
panel.
14. The three conditions that must occur to activate Rudder Hardover Protection are:

15. The Gust Lock system blocks movement of the .
16. The flaps are operated, consisting of flap panels installed in each
wing. The flaps will stop operation if an asymmetric condition exceeds degrees.
17. Maximum extension speed for flaps 9° is knots, flaps 22° is knots and flaps 45°
is knots.
18. Ground spoilers employ panels located on the top of each wing while speed brakes
utilize only the panels.

19. For ground spoilers to open, the following 3 conditions must be met:

20. For the speed brakes to open, the following 3 conditions must be met:

21. Pitch trim indications are normally read on the , but can also be verified
outside by the marks ahead of the stabilizer.
22. The Stall Protection System (SPS) computer has channels, stick shaker
actuators and stick pusher actuator.
23. The SPS system must be before every flight.
24. The stick pusher is inhibited under the following 7 conditions:
, , , ,
, , .
25. The Quick Disconnect button on either control wheel will the stick
pusher but will not the system.
NOTES

Day 7

CURRICULUM SEGMENT: General Operational Subjects and Aircraft Systems
TRAINING MODULE: Avionics Part 1 (FMS, EFIS & Autoflight);

Flight Planning; Weight & Balance; Performance
SUMMARY/OVERVIEW
This session will focus on the pilots’ interaction with the Avionics system of the Embraer 145.
Understanding how to program the FMS and set up the Flight Guidance Controller are important
for a successful transition into the upcoming GFS lessons. A lot of information is presented
on the EFIS screens, and the lesson will thoroughly cover all normal and abnormal indications.
Preflight planning will be discussed considering flight planning charts, operational limitations,
Weight & Balance and performance constraints. Through practice scenarios, the pilots will be-
come familiar with the loading and performance capabilities of the Embraer 145.
The QRH and performance charts will be referenced to study the effects of runway contamina-
tion, weight, and temperature on aircraft performance.
• Describe the normal and abnormal indications of the autopilot.
• State the names and power sources of the main LCD screens.
• Describe the function and operation of the RMUs.
• Locate and state the function of each button on the FGC.
• Demonstrate initializing the FMS, programming a flight plan, and completing performance
initialization.
• State the limitations of the Autopilot.
• Demonstrate the proper use of flight planning charts.
• Define the elements of aircraft weight and balance.
• State the weight and balance limitations.
• Explain the affects of weight and temperature on performance.
• Compute a given weight & balance/performance problem.

CLIENT SELF STUDY

° Avionics
° AFCS
° EFIS
• AOM Sections: 1- 4, 1-5, 1-6, 2-18
• Complete the sample weight and balance problem found in Chapter 5 of this guide.
REVIEW QUESTIONS
Avionics
1. An amber message displayed on the airspeed tape indicates a
difference of KIAS or more between airspeed indications.
2. The airspeed trend vector represents the airspeed which the aircraft will attain in
seconds and is disabled during takeoff.
3. The altitude trend vector represents the altitude which the aircraft will attain in
seconds.
4. The #1 Air Data Computer is supplied by the # Pitot tube and Static ports
while the #2 Air Data Computer is supplied by the # Pitot tube and Static ports
.
5. An amber “ALT” will be displayed on the PFD with a difference of ft between
altitude indicators.
a. 150
b. 200
c. 250
d. 300
6. Twenty-five hours of aircraft data is recorded by the when the red
beacon switch is or when the aircraft is .
7. In order for the flight number to be recorded by the DFDR, it must be set on the
.
8. The decision height is set using the knob located on the panel.
9. A ROL comparison monitor will be displayed on the PFD when there is a deviation of
more than degrees of bank.
10. A PIT comparison monitor will be displayed on the PFD when there is a deviation of more
than degrees of pitch.
11. Simultaneous activation of both pitch and roll comparison monitors is announced by an
label displayed in the upper-left portion of the attitude sphere of the PFD.
12. The ISIS incorporates standby , and
information into one instrument powered by the bus.

Autoflight
1. The Flight Guidance System provides input to the to position the
command bars to be followed by the pilot flying.
2. Modes selected on the Flight Guidance Controller are displayed at the top of the
.
3. The button on the FGC is represented by a green arrow that indicates
the pilot.
4. The Low Bank mode allows selection of a reduced bank angle from 27° down to °
when in the mode only. The Low Bank mode is automatically selected when
climbing above feet and automatically cancelled when descending below
feet.
5. The mode is utilized for capturing VOR airways, FMS navigation and
for GPS approaches.
6. The mode is used for ILS and VOR.
7. Basic and modes are controlled using the
knob and wheel located on the center pedestal.
8. Pressing the button allows the pilot to climb or descend at a desired
airspeed which is set by using the knob.
9. The button allows the aircraft to climb at preset speeds of knots
below 10,000 feet and knots above 10,000 feet, transitioning to mach at
higher altitudes. In descents, the preset rates are fpm down to feet and
then a gradual reduction in the rate to fpm below feet.
10. The button allows the aircraft to climb or descend at a desired feet per
minute which is set by using the knob.
11. A desired altitude is set using the knob and is presented at the top of
the altitude tape.
12. The submode provides for a fixed pitch of 14° nose up on takeoff with
the flaps set at °, and is set while the aircraft is on the ground by pressing the
buttons.
13. On the PFD, lateral modes are presented on the side of the couple
arrow, and vertical modes are presented to the side of the arrow.
14. Pressing the center of the Heading select knob the heading bug to the
current heading.
15. An armed lateral or vertical mode is displayed in color .
16. A captured lateral or vertical mode is displayed in color .
17. If the turn control knob is out of the center detent position, an amber is
presented on the PFD.

18. The autopilot can be disconnected by pressing the Autopilot disconnect button or by
activating the trim.
19. The autopilot is inhibited by pressing the button on the control yoke
and automatically reactivates once the button is no longer depressed.
20. Pressing the center of the speed select knob toggles the airspeed indication at the top of
the air speed tape between and indications.
21. When an armed mode transitions to a captured mode, the transition is annunciated by a
around the mode for five seconds.
22. When established on an ILS localizer and glide slope with the approach mode selected,
and will be presented on each side of the couple
arrow at the top of the PFD.
23. A single engine go-around with the autopilot engaged is .
24. Upon execution of a normal missed approach, pressing the buttons on
the thrust levers will cause the command bars to move to ° with displayed
as the lateral mode and presented at the top of the PFD as the vertical mode.
25. The minimum altitude for engagement of the autopilot is feet.
26. The minimum disengagement altitude for the autopilot during an ILS approach is
feet.
27. The minimum altitude for autopilot use on a non-precision approach is .
Performance/Flight Planning/Weight & Balance

1. Complete the following table for minimum flap maneuvering speeds:
Gear/Flap Position Speed
UP/0 degrees
UP/9 degrees
DOWN/22 or 45 degrees
2. T/O thrust is time limited to minutes.

3. In addition to the AOM volume 1, selected performance charts can be found in the back
of the .
4. All standard passenger weights include lbs of carry-on baggage.
5. The index for the fuel load:
a. Is fixed for all fuel loads
b. Increases linearly with increasing fuel
c. Is variable depending on the fuel load

Day 8

CURRICULUM SEGMENT: Aircraft Systems and General Operational Subjects
TRAINING MODULE: Avionics Part 2 (Communications & Navigation),

Systems Review, Exam
SUMMARY/OVERVIEW
In this session, pilots will learn how to interact with the communication and navigation
features of the Embraer 145. The communication presentation will describe the audio communi-
cation features available, as well as the features of the CVR. In the navigation module, VOR
and ILS procedures will be discussed along with LNAV operations using the FMS for guidance.
• Identify the different pages of the RMU.
• Explain the operations of the Digital Audio Panel.
• State the proper response to a TCAS RA.
• State the limitations of the Weather Radar, and how to exit FSBY mode.
CLIENT SELF STUDY

° All
• Limitations Handout
• Memory Items Handout
• AOM Sections: 2-17, 2-18, 2-19
REVIEW QUESTIONS
Communications
1. The tuning backup control head (TBCH) provides alternative means of tuning COM
and NAV .
2. The ramp can communicate with the flight crew through the interphone system by
pressing the cockpit button.
3. The CVR retains the most recent hours of recorded information in solid-state crash
survival memory.

4. The CVR can only be erased on the ground with the applied.
5. If you lose the primary Radio Service Bus, there is no longer an ability to cross-side tune
the .
6. The indication that an RMU has been cross-side tuned is that the frequencies will be
displayed in .
7. In order to change to direct COM tuning on the RMUs, you must depress the line select
button for seconds.
8. In order to transmit through the oxygen mask microphone, the button
has to be selected to .
9. In an electrical emergency, optimal use of the RMUs includes transferring the COM/NAV
frequency page to and selecting the Navigation page on .
10. Depressing the button on the digital audio panel hard wires
the captain to COM1/NAV1 or the copilot to COM2/NAV2, depending on which side the
button is pressed.
11. When the EMRG button on the TBCH is pressed, and
can not be tuned through the RMU, and “AUX ON” will be displayed on .
Navigation
1. For aircraft equipped with IRS or AHRS 900, initialization data from both
is required.
2. With the radar function active, any target detected within the cyan field
cannot be calibrated and should be considered very dangerous.
3. On the ground, if the button is pressed ___ times within 3 seconds,
the mode is deactivated, and the weather radar reverts to operation in
the current selected mode.
4. If an performance windshear is detected, a flashing-then steady amber
annunciation appears on both PFD’s and a voice message of "CAUTION WINDSHEAR" is
generated.
5. If a performance windshear is detected, a flashing-then-steady red
annunciation appears on both PFD’s and a windshear voice message is generated by the
aural warning system.
6. Exiting windshear escape guidance mode is accomplished by selecting
.
7. and captions are displayed on the PFD in amber
when one AHRS or IRS supplies both sides or both AHRS/IRS are supplying cross-side
information.
8. An amber on the PFD next to the DME distance information indicates that
the DME is in hold mode and that the active DME channel is selected separately from the
VOR/ILS frequency.

Day 9

CURRICULUM SEGMENT: Systems Integration
TRAINING MODULE: SIT 1 & SIT 2
SUMMARY/OVERVIEW
This session begins the Systems Integration Training (SIT). The Cockpit Procedures Trainer
(CPT) will be used to introduce normal procedures using the aircraft checklists. Pilots will also
practice programming the FMS, and be introduced to stall procedures training. CRM will be
emphasized throughout all aspects of this training.
In SIT 2, pilots will continue to become familiar with the normal aircraft checklists and
procedures. Automation will be a primary focus of this lesson and pilots will practice using the
different features of the FMS and Flight Guidance Controller.
TECHNICAL AND CRM OBJECTIVES

With the use of the aircraft checklist and the Cockpit Procedures Trainer (CPT), the pilot will
practice and demonstrate normal operations and familiarize the pilot with the Embraer 145
Series Checklist.
The CPT is used to supplement training information introduced within the classroom and to
provide a hands-on method of learning aircraft systems prior to application within an advanced
flight simulator.
SIT 1:
The pilot must demonstrate adequate knowledge of the Embraer 145 Series airplane to
describe, locate, and identify aircraft systems, and perform normal, abnormal and emergency
checklists.
SIT 2:
The pilot must be able to initialize the FMS, load departures, approaches, and holds into the
FMS, and demonstrate proficient use of the Flight Guidance Controller.

Day 10

CURRICULUM SEGMENT: Systems Integration
TRAINING MODULE: SIT 3
SUMMARY/OVERVIEW
In SIT 3 pilots will be introduced to Abnormal and Emergency procedures, as well as increasing
proficiency in normal operations. Pilots should leave this session prepared for simulator training.
TECHNICAL AND CRM OBJECTIVES

With the use of the aircraft checklist and the Cockpit Procedures Trainer (CPT), the pilot will
practice and demonstrate normal operations and familiarize the pilot with the Embraer 145
Series Checklist.
The CPT is used to supplement training information introduced within the classroom and to
provide a hands-on method of learning aircraft systems prior to application within an advanced
flight simulator.
The pilot must demonstrate efficient power-up of the aircraft, and proficiency using normal,
abnormal and emergency checklists.

NOTES

NOTES

INITIAL
FLIGHT TRAINING
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Day 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
Simulator Lesson 1
Day 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
Simulator Lesson 2
Day 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Simulator Lesson 3
Day 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
Simulator Lesson 4
Day 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
Simulator Lesson 5
Day 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
Simulator Lesson 6
Day 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Simulator Lesson 7


INITIAL FLIGHT TRAINING

GENERAL INFORMATION
SYLLABUS
Simulator training modules will provide instruction to develop the skills to maneuver the aircraft
with and without the automatic flight control system. The pilot will become familiar and proficient
in the use of normal, abnormal and emergency checklist procedures and standard operating
procedures.
PREREQUISITES
Review the aircraft normal procedure checklists, memory items and limitations prior to the
simulator training.
TECHNICAL OBJECTIVES
The pilot will accomplish the selected procedures, normal and abnormal procedures and
checklists for the flight. Positive aircraft control and situational awareness will be maintained at
all times. Deviations will be corrected with instructor assistance as required. CRM objectives will
be performed in accordance with FlightSafety’s CRM Crew Performance Standards.
CRM OBJECTIVES
Pilots will exercise the elements of Crew Resource Management as part of the flight training
process including, but not limited to such elements as:
• Situational Awareness and the Error Chain
• Crew Concept
• Workload Assessment
• Time Management
DURATION
Briefing: 1.0 Hour
Simulator: 4.0 Hours Crew/2.0 Hours Single Pilot
Debriefing: 0.5 Hour


• iPAD with FlightBag
• Note taking materials
The pilot must demonstrate normal, abnormal and emergency procedures and checklists in
a timely and sequentially correct manner, and perform all the maneuvers and procedures in
accordance with the applicable Practical Test Standards.
NOTES

Day 11
SIMULATOR LESSON 1
CURRICULUM: Embraer 145 Initial Pilot Training Course
CURRICULUM SEGMENT: Flight Training
TRAINING MODULE: Flight Simulator Module 1
LESSON ELEMENTS:
1. Preflight Procedures
a. Preflight inspection (cockpit only)
b. Powerplant start—Normal
c. Powerplant start —Abnormal
d. Taxiing/runway operations
e. Pre-takeoff checks
f. Avionics/FMS
2. Takeoff and Departure Phase
a. Normal takeoff
3. Inflight Maneuvers
a. Steep turns
b. Approach to stall; clean configuration
c. Approach to stall; takeoff or approach configuration
d. Approach to stall; landing configuration
e. Pusher demonstration
f. Recovery from stall by reducing AOA only demonstration
g. Specific flight characteristics—None
4. Instrument Procedures
a. Standard terminal arrival/FMS procedures
b. Precision approach; all engines operating
c. Missed approach from a precision approach
5. Landings and Approaches to Landings
a. Normal landing
b. Landing from a precision approach
6. Normal and Abnormal Procedures
a. Automatic flight control system, electronic flight instrument system
and related subsystems
7. Postflight Procedures
a. After landing procedures
b. Parking and securing


Day 12
SIMULATOR LESSON 2
LESSON ELEMENTS:
a. Crosswind takeoff
b. Rejected takeoff
c. Departure Procedure
a. Powerplant failure (including shutdown and restart)
b. Recovery from unusual attitudes
a. Arrival procedure
b. Holding
c. Precision instrument approach with one engine inoperative
d. Nonprecision approach
a. Crosswind landings
b. Approach and landing with a powerplant failure
a. Powerplant
b. Fuel system
c. Hydraulic system
NOTES

Day 13
SIMULATOR LESSON 3
LESSON ELEMENTS:
1. Takeoff and departure phase
a. Powerplant failure during takeoff
b. Normal Takeoff
a. Nonprecision approach
b. Precision approach with one engine inoperative
c. Missed approach with one engine inoperative
3. Landings and approaches to landings
a. Normal landing
b. Approach and landing with one engine inoperative
a. Environmental system
b. Pressurization system
c. Aircraft and personal emergency equipment
5. Emergency Procedures
a. Emergency descent (maximum rate)
b. Rapid decompression
c. Emergency evacuation
NOTES

Day 14
SIMULATOR LESSON 4
LESSON ELEMENTS:
a. Instrument takeoff
b. Instrument departure
c. Avionics/FMS takeoff and departure
a. Circling approach
b. Avionics/FMS during enroute, approach and arrival
a. Landing from a circling approach
b. Rejected landing
a. Fire detection and extinguishing
b. Anti-ice systems
c. Degraded RNAV type approach
a. Inflight fires and smoke removal
b. Airframe icing
NOTES

Day 15
SIMULATOR LESSON 5
LESSON ELEMENTS:
a. Powerplant failure during takeoff
b. Windshear
c. CFIT
a. Landing from a no flap or nonstandard flap approach
b. Windshear
a. Electrical system
b. Navigation and avionics systems
c. Flight control systems
d. Electronic flight instrument system
e. Landing gear malfunctions
NOTES

Day 16
SIMULATOR LESSON 6
LESSON ELEMENTS:
NOTE : Flight Simulator Module No. 6 will include a review of the maneuvers
and procedures outlined in the FAA ATP Practical Test Standards Guide.
NOTES

Day 17
SIMULATOR LESSON 7
LESSON ELEMENTS:
Line-Oriented Simulation (LOS) will facilitate the transition from practicing specific maneuvers
in the Flight Simulator Modules to integration of all applicable maneuvers into a simulated total
flight. LOS will include two (2) flight segments:
SEGMENT 1
This segment will include strictly normal procedures from taxi after engine start at
one airport, to arrival at another one.
SEGMENT 2
This segment will include training in appropriate abnormal and emergency flight
operations.
NOTES


CHAPTER 3
RECURRENT TRAINING
CONTENTS
RECURRENT GROUND TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
RECURRENT FLIGHT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

NOTES

RECURRENT
GROUND TRAINING

Lesson Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7


RECURRENT GROUND TRAINING

GENERAL INFORMATION
SYLLABUS
This Segment of the Course is designed as an interactive discussion about the operation of the
Embraer 145. It will provide the recurrent pilot with a review of aircraft systems, system controls,
checklist procedures, aircraft operating limitations, and performance factors in order to suc-
cessfully accomplish normal, abnormal, and emergency operating procedures during the flight
training segment.
During the course of this training, recurrent pilots are encouraged to share relevant technical
and CRM experiences. Your instructor will use the prior experience of all pilots in your class to
build upon current knowledge. For additional self study, please reference the questions found in
the “Initial Ground” and “appendix” sections of this guide.

1. iPAD with FlightBag
2. Notebook
3. Pens and Pencils
4. Highlighters
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations,
performance, and flight planning by successfully completing the written examination with a
minimum of 70% (FAA and Foreign Non-EASA), corrected to 100%.

COURSE SCHEDULE
Recurrent Ground training is 16 hours split into 2 days. Please confirm your schedule with your
Customer Service Representative (CSR) or Program Manager (PM).
NOTE:
The training hours for a particular lesson may vary depending on depth of client discussion.
NOTES

RECURRENT GROUND TRAINING

CURRICULUM: Embraer 145 Recurrent Pilot Training Course
CURRICULUM SEGMENT: General Operational Subjects, Aircraft Systems &

Systems Integration
TRAINING MODULE: Days 1 & 2 of Recurrent Ground School
GENERAL OPERATIONAL SUBJECTS

• Weight And Balance
• Performance
• Flight Planning
• Approved AFM/AOM
• Adverse Weather Practices
• Stall Recognition and Recovery Procedures
• Crew Resource Management (CRM)/Aeronautical Decision Making (ADM)/
Risk Management (RM)
AIRCRAFT SYSTEMS
• Aircraft General • Ice and Rain Protection
• APU • Landing Gear and Brakes
• Avionics • Lighting
• Crew Awareness • Oxygen
• Electrical • Pneumatics & Air Conditioning
• Fire Protection • Powerplant
• Flight Controls • Pressurization
• Fuel • Thrust Reversers
• Hydraulics
Systems Integration Training (SIT):

Systems Integration Training (SIT) provides the pilot with ground instruction that emphasizes
aircraft systems interrelationships. This training includes normal, abnormal, and emergency
checklist procedures, Pilot Flying (PF)/Pilot Monitoring (PM) duties and other elements of crew
coordination.

NOTES

RECURRENT
FLIGHT TRAINING

Simulator Lesson 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12


RECURRENT FLIGHT TRAINING

GENERAL INFORMATION
SYLLABUS
Simulator training modules will provide an opportunity for a pilot to demonstrate the skills and
knowledge necessary to perform to the desired standards. The schedule allows time for demon-
stration, instruction, and practice of maneuvers and procedures pertinent to the EMB-145. At the
end of the flight training curriculum segment, the pilot will be able to safely and efficiently oper-
ate the aircraft and perform the duties and responsibilities of the PIC.
PREREQUISITES
Review the aircraft normal, abnormal, and emergency checklists, as well as memory items and
limitations prior to simulator training.
TECHNICAL OBJECTIVES
The pilot will accomplish the selected procedures, normal and abnormal procedures, and check-
lists for the flight. Positive aircraft control and situational awareness will be maintained at all
times. Deviations will be corrected with instructor assistance as required. CRM objectives will be
performed in accordance with FightSafety’s CRM crew performance standards.
CRM OBJECTIVES
Pilots will exercise the elements of Crew Resource Management as part of the flight training
process including, but not limited to such elements as:
• Situational Awareness and the Error Chain
• Crew Concept
• Workload assessment
• Time Management
DURATION
3 Simulator Lessons, each:
Briefing: 0.5 Hour
Simulator: 4.0 Hours Crew/2.0 Hours Single Pilot
Debriefing: 0.5 Hour

SIMULATOR LESSON 1
LESSON ELEMENTS:
a. Preflight inspection (cockpit only)
b. Powerplant start—Normal
c. Powerplant start —Abnormal
d. Taxiing/runway operations
e. Pre-takeoff checks
f. Avionics/FMS
a. Normal takeoff
b. Rejected takeoff
c. Departure procedure
a. Steep turns
b. Approach to stall; clean configuration
c. Approach to stall; takeoff or approach configuration
d. Approach to stall; landing configuration
e. Stick pusher demonstration
f. Stall recovery by decreasing AOA only
g. Powerplant failure (including shutdown and restart)
h. Recovery from unusual attitudes
a. Standard terminal arrival/FMS procedures
b. Precision instrument approach (all engines operating)
c. Non-precision instrument approach
d. Missed approach from a precision approach
a. Normal landing


a. Powerplant malfunction
b. Electrical systems
c. Navigation and avionics
d. Automatic flight control system, electronic flight instrument system & related subsystems
a. After landing procedures
b. Parking and securing
NOTES

SIMULATOR LESSON 2
LESSON ELEMENTS:
a. Crosswind takeoff
b. Powerplant failure during takeoff
a. Holding
b. Precision approach with one engine inoperative
c. Non-precision approach
a. Crosswind landing
b. Approach and landing with a powerplant failure
c. Rejected landing
a. Fuel system
b. Environmental system
c. Pressurization system
d. Anti-ice and deice systems
a. Emergency descent (maximum rate)
b. Rapid decompression
c. Airframe icing

SIMULATOR LESSON 3
LESSON ELEMENTS:
a. Instrument takeoff
b. Windshear
c. Avionics/FMS during takeoff and departure
a. Circling approach
b. Missed approach with a powerplant failure
c. Avionics/FMS enroute, arrival and approach
a. Landing from a precision approach
b. Landing from a circling approach
c. Landing from a no flap approach
d. Windshear
a. Hydraulic systems
b. Fire detection and extinguisher systems
c. Flight control systems
d. Aircraft and personal emergency equipment
e. Electronic flight instrument system
f. Landing gear malfunction
a. Inflight fire and smoke removal
b. Emergency evacuation


CHAPTER 4
TEST STANDARDS AND
REQUIRED KNOWLEDGE AREAS
PRACTICAL TEST STANDARDS (PTS) AND FLIGHT CREW LICENSING (FCL)

CERTIFICATION SPECIFICATIONS......................................................................................... 4-3
Practical Test Standards (PTS)........................................................................................... 4-3
Satisfactory Performance............................................................................................. 4-3
Unsatisfactory Performance......................................................................................... 4-3
Practical Test Standards Access.................................................................................. 4-3
REQUIRED KNOWLEDGE AREAS (RKA)...............................................................................4-5
Aircraft Structure, Equipment and Systems, Normal And Abnormal Operation..................4-6
Aircraft General (AOM 2-02)........................................................................................4-6
Electrical (AOM 2-05)...................................................................................................4-6
Lighting (AOM 2-06)..................................................................................................... 4-7
Crew Awareness (AOM 2-04)....................................................................................... 4-7
Fuel (AOM 2-8)............................................................................................................. 4-7
Powerplant (AOM 2-10)................................................................................................4-8
APU (AOM 2-09)..........................................................................................................4-8
Fire Protection (AOM 2-7)............................................................................................. 4-8
Pneumatics (AOM 2-14)................................................................................................ 4-9
Ice and Rain Protection (AOM 2-15)............................................................................. 4-9
Air Conditioning (AOM 2-14)......................................................................................... 4-9
Pressurization (AOM 2-14).......................................................................................... 4-10
Hydraulics (AOM 2-11)................................................................................................ 4-10
Landing Gear and Brakes (AOM 2-12)....................................................................... 4-10
Flight Controls (AOM 2-13)..........................................................................................4-11
Avionics (AOM 2-17 and 2-18).....................................................................................4-11
Oxygen (AOM 2-16).................................................................................................... 4-12
Thrust Reversers/Thrust Attentuators (AOM 2-10)..................................................... 4-12
AFCS (AOM 2-19)....................................................................................................... 4-12
EFIS (AOM 2-04, 2-17)..................................................................................................... 4-12
FMS (AOM 2-18; Honeywell FMS Quick Reference Guide;
FMS Pilots Operating Manual).......................................................................................... 4-14

Limitations......................................................................................................................... 4-14
General Limitations (AOM 1-01)................................................................................. 4-14
Engine Limitations (AOM 1-01)................................................................................... 4-14
System Limitations (AOM 1-01).................................................................................. 4-15
Minimum Equipment List (EMB 145 —MEL)............................................................... 4-15
Emergency Procedures (EMB 145 QRH).......................................................................... 4-15
Performance, Flight Planning and Monitoring Performance (QRH).................................. 4-16
Flight Planning (AOM 1-05, QRH).............................................................................. 4-16
Flight Monitoring (AOM 1-05, QRH)........................................................................... 4-17
Load, Balance and Servicing............................................................................................ 4-17
Weight and Balance (AOM 1-06)................................................................................ 4-17
Servicing on Ground (AOM 1-12)............................................................................... 4-17

PRACTICAL TEST STANDARDS (PTS) AND

FLIGHT CREW LICENSING (FCL)
CERTIFICATION SPECIFICATIONS
PRACTICAL TEST STANDARDS (PTS)

Course standards are in accordance with the appropriate Pilot Test Standards for the level of the
certificate.
SATISFACTORY PERFORMANCE
1. Perform the TASK in the specified AREA OF OPERATION within appropriate approved
standards (see below).
2. Demonstrate mastery of the aircraft with the successful outcome of each TASK never
seriously in doubt.
3. Demonstrate satisfactory proficiency and competency within the approved standards and
single-pilot competence if the aircraft is type certificated for single-pilot operations.
4. Demonstrate sound judgment and single pilot resource management (SRM)/crew resource
management (CRM).
UNSATISFACTORY PERFORMANCE
Consistently exceeding tolerances as stated in the TASK objective or failure to take prompt,
corrective action when tolerances are exceeded.
PRACTICAL TEST STANDARDS ACCESS

• Access the FAA Pilot Practical Test Standards page:
http://www.faa.gov/training_testing/testing/test_standards/
Then click on or search the appropriate links for
• Airline Transport Rating (ATP)
• Commercial Pilot
• Instrument Rating


REQUIRED KNOWLEDGE AREAS (RKA)

The required knowledge areas represent what each pilot should know and understand
prior to completion of training. These are divided into subject matter areas following the course
curriculum and will assist with the study process. Although this list contains the most critical
areas of concentration, it is only a basic guide and not intended to replace a comprehensive
study of the course materials.
I. Aircraft Structure, EFIS (AOM 2-04, 2-17).............................. 4-12

Equipment and Systems, Normal And
FMS (AOM 2-18; Honeywell FMS Quick
Abnormal Operation...........................4-6
Reference Guide; FMS Pilots Operating
Aircraft General (AOM 2-02)............. 4-6 Manual)....................................................... 4-14
Electrical (AOM 2-05)........................ 4-6 Limitations................................................ 4-14
Lighting (AOM 2-06).......................... 4-7 General Limitations (AOM 1-01)..... 4-14
Crew Awareness (AOM 2-04)........... 4-7 Engine Limitations (AOM 1-01)....... 4-14
Fuel (AOM 2-8)................................. 4-7 System Limitations (AOM 1-01)...... 4-15
Powerplant (AOM 2-10)..................... 4-8 Minimum Equipment List
(EMB 145 —MEL)........................... 4-15
APU (AOM 2-09)............................... 4-8
Emergency Procedures
Fire Protection (AOM 2-7)................. 4-8
(EMB 145 QRH)......................................... 4-15
Pneumatics (AOM 2-14).................... 4-9
Performance, Flight Planning and
Ice and Rain Protection Monitoring Performance (QRH).............. 4-16
(AOM 2-15)....................................... 4-9 Flight Planning
Air Conditioning (AOM 2-14)............. 4-9 (AOM 1-05, QRH)............................ 4-16
Pressurization (AOM 2-14).............. 4-10 Flight Monitoring
Hydraulics (AOM 2-11).................... 4-10 (AOM 1-05, QRH)........................... 4-17
Load, Balance and Servicing.................. 4-17
Landing Gear and Brakes
(AOM 2-12)...................................... 4-10 Weight and Balance
(AOM 1-06)..................................... 4-17
Flight Controls (AOM 2-13)............. 4-11
Servicing on Ground
Avionics (AOM 2-17 and 2-18)........ 4-11
(AOM 1-12)...................................... 4-17
Oxygen (AOM 2-16)........................ 4-12
Thrust Reversers/Thrust Attentuators
(AOM 2-10)...................................... 4-12
AFCS (AOM 2-19)........................... 4-12

I. AIRCRAFT STRUCTURE, ELECTRICAL (AOM 2-05)

EQUIPMENT AND SYSTEMS, 1. The primary source of electrical power is
NORMAL AND ABNORMAL the four 28 V DC, 400 Amperes, indepen-
dent engine-driven brushless generators;
OPERATION two installed on each engine accessory
AIRCRAFT GENERAL (AOM 2-02) gearbox.
1. Main Door (air-stair) is raised under nor- 2. Two 24 V DC, 44 Ampere-hour, nickel-cad-
mal operation conditions by two hydraulic mium batteries supply essential loads, in
actuators powered by hydraulic system #1, case of an in-flight failure of all generators,
or by an accumulator. or if both engines are shut down simultane-
ously and the APU is not available.
2. Main Door (air-stair) accumulator
with sufficient capacity is good for four 3. The GPU supplies 28 V DC to the load
complete door operation cycles. buses for ground operation and APU start-
ing, independently of the internal batteries.
3. A “Door Blocked” inscription on the internal
door control panel means the hydraulic line 4. When GPU AVAIL is illuminated and the
remains pressurized after door closing. batteries are not connected to the buses,
only the GROUND SERVICE BUS is sup-
4. A “Main Door OPN” warning message will
plied through the external power supply.
appear when the Main door is open or not
properly locked either on the ground with 5. Both batteries can supply at least 40
the engine 1 running or in-flight. minutes of power for essential loads in an
all-generator-failure condition.
5. Pilot seat height adjustment may also be
accomplished manually by attaching a 6. Battery 2 provides power for APU start,
crank to the actuator rod and rotating it. battery 1 provides stable electrical power
to the equipment that can be adversely af-
6. A yellow pin protrudes near the opening
fected by voltage transients.
handle when the DV window is not prop-
erly locked in the closed position. 7. At 95% RPM plus seven seconds, the APU
starter generator is available to supply
7. No more than three persons should be
electrical power to the system.
standing on the doorsteps simultaneously.
8. With 4 or 5 Generators on, there are two
8. The refueling panel access door is located
isolated left and right electrical networks
on the forward right side of the wing-to-
with all buses energized.
fuselage fairing.
9. With 3 Generators on, both electrical net-
9. If a door or hatch is ajar, the associated
works are interconnected through Bus Tie
graphical square will change from green to
Contactors with all buses energized.
red. A red DOOR OPEN inscription will
be presented, boxed in red, in the lower left 10. In flight, with 1 or 2 Generators on, both
corner of the DOORS section. electrical networks are interconnected
through Bus Tie Contactors with shed
buses de-energized.

LIGHTING (AOM 2-06) 5. DAU 1 is dedicated to collect data from the

1. The NO SMOKING and FASTEN SEAT forward airplane systems and left engine.
BELTS signs are activated when the oxy- 6. If IC 600 # 2 fails, a red X is displayed on
gen dispensing units are open. PFD 2 and MFD 2.
2. Two taxi lights are fitted on the nose land- 7. Advisory messages are cyan colored and
ing gear strut. presented after caution messages.
3. The four dedicated batteries’ power is
sufficient to supply all internal and exter- FUEL (AOM 2-8)
nal emergency lights for approximately 15 1. Crossfeed Selector Knob must be OFF
minutes. during takeoff and go-around.
4. A caution message is presented on the 2. There are three electric pumps for each
EICAS if the emergency lighting system is wing tank that provides pressurized fuel to
not armed. the engines and APU.
5. When the emergency lighting switch is in 3. Engine-driven fuel pumps will provide suc-
the ARM position, emergency lights will tion feed if the electric fuel pumps opera-
illuminate automatically, in case of electri- tion is not available, limited up to a ceiling
cal emergency. altitude of 25,000 ft.
6. Nose landing light is not turned on if nose 4. Selecting the knob to LOW1 or LOW2 will
landing gear is not down and locked, re- de-energize the pump associated to the
gardless of the Nose Landing Light Switch side with low level. The crossfeed valve will
position. open, connecting the engine 1 and engine
2 fuel feed lines.
7. The navigation lights include two red navi-
gation lights at the left wingtip, two green 5. Fuel for APU operation is normally sup-
navigation lights at the right wingtip, and plied from the right side fuel system.
two white navigation lights at the tail boom. 6. The system allows refueling and defueling
8. Two inspection lights, one on each side of operation to be performed either by pres-
the fuselage, provide lighting of the wing sure or by gravity.
leading edge to allow the crew to verify ice 7. To prevent pump cavitation, an ejector
formation. pump and flaps valves ensure enough fuel
in the collector box at all conditions.
CREW AWARENESS (AOM 2-04)
8. A collector box in the wing root keeps the
1. The wind shear escape guidance mode electrical pumps inlets submerged.
will be cancelled if FLC, VS, SPD or ALT
mode is selected. 9. One pump is capable to supply fuel for
both engines and APU under all phases of
2. Warning messages are red colored and flight, except takeoff and go-around.
require immediate crew attention.
10. If fuel pressure drops below 6.5 psi, the
3. The EICAS receives electrical power from remaining wing pumps are automatically
ESS DC Bus 1. switched on and start cycling, until the pilot
4. DAU 2 collects data from the aft airplane selects one of them.
systems and right engine.

POWERPLANT (AOM 2-10) 10. The FCOC is a heat exchanger that simul-
1. The PMA is the only source of power for taneously cools the engine lubrication oil
the igniters. and warms the fuel upstream of the FPMU
filter.
2. Ignition Selector Knob set to ON:
11. Thrust levers should be positioned at IDLE
Both FADECs command associated igni- before the Start/Stop knob is positioned at
tion channel during start, as soon as the Stop.
PMA provides sufficient power.
3. Ignition Selector Knob set to AUTO: APU (AOM 2-09)
During ground start, only the FADEC in 1. In the event of APU fire while the airplane
control activates the ignition system at the is on the ground, a 10 second delay is al-
proper time. The engine start will be per- lowed before an automatic APU shutdown
formed with only one exciter. The exciters is initiated.
will be alternately selected for each subse- 2. Normal shutdown of the APU should be
quent ground start. accomplished by pushing the STOP button
4. Ignition Selector Knob set to OFF: on the cockpit APU control panel.
If the engine is not running, the FADEC 3. To start the APU the pilot must turn the
neither activates the ignition system nor APU Master to ON, wait 3 seconds, and
actuates the engine fuel valve from closed then momentarily to START. (AOM 1-02)
to open position. 4. Allow 3 minutes for the APU to warm up
5. Whenever the FADEC in control is unable before adding pneumatic load. (AOM 1-02)
to safely control the engine, it signals the 5. The APU is a source of pneumatic and
alternate FADEC to automatically take over electrical power to be used either simulta-
engine control. neously with, or independent of airplane
6. Each FADEC is connected to one of the sources, while on the ground or in-flight.
two FADECs on the opposite engine via 6. The normal APU indications and caution/
data bus. Across this bus, the FADECs warning messages are presented on the
communicate the information necessary EICAS.
to implement thrust reverser interlock and
Automatic Takeoff Thrust Control System FIRE PROTECTION (AOM 2-7)
(ATTCS). 1. Two fire extinguishing bottles for the en-
7. During a takeoff, if an engine failure is gines and one for the APU are installed in
detected, the ATTCS automatically resets the airplane’s tail cone.
thrust on the remaining engine from Alter- 2. A smoke detection system is provided in
nate Takeoff thrust to Maximum Takeoff the baggage compartment. The system
thrust. consists of two smoke detection modules,
8. During an engine start the FADEC acti- one installed in the compartment ceiling
vates the ignition system when N2 is at and the other one in the baggage compart-
approximately 14% ment aft bulkhead.
9. The oil tank is designed to store a suf- 3. The High-rate Discharge Bottle is intended
ficient amount of oil (12 quarts) for lubri- to fill the baggage compartment instanta-
cation of the engine and the accessory neously while the Metering Discharge
gearbox.

Bottle provides the concentration fire level and at a ground speed below 25 kt. This
extinguishing agent for at least 50 minutes. prevents structural damage caused by sur-
4. The engine extinguisher bottles are dis- face heating, except during ice detection
charged by pulling and rotating the Fire testing.
Extinguishing Handle, which is located on 3. The ice detection test should not be acti-
the overhead panel. vated for more than 15 seconds.
4. An OPEN inscription illuminates inside
PNEUMATICS (AOM 2-14) the button to indicate that the associated
1. The pneumatic system can be supplied by engine air inlet anti-icing valve is open.
the engines, APU or a ground pneumatic
5. During ice encounters, the icing signal
source.
remains active for 60 seconds.
2. Engine bleed air comes from the 9th (low
6. As the engine air inlet has enough airflow
pressure) and 14th (high pressure) engine
surrounding the lip when the engine is
stages.
running, the engine air inlet lip anti-icing
3. The 14th stage, High Stage Valve (HSV), system can be operated on the ground
which is electrically controlled and pneu- normally and with no limitations.
matically-actuated, opens automatically
7. The windshields are electrically heated to
during low engine thrust operations, engine
prevent ice and fog formation or for deicing
cross bleed start and anti-ice operation.
and defogging purposes.
4. The pneumatic system functional logic
automatically closes the APU Bleed Valve AIR CONDITIONING (AOM 2-14)
(ABV) whenever any engine is supplying 1. Recirculating air, driven by two electri-
bleed air to the left pneumatic side. cal fans, is mixed to fresh air in order to
5. The Pneumatic System automatic logic improve passenger and crewmembers'
closes the left Pack Valve whenever comfort.
the anti-icing system is operating below 2. The gasper air subsystem provides air to
24,600 ft. individual air outlets (gasper), as well as for
6. The pneumatic system’s functional logic the rear electronic compartment, oxygen
opens or closes the EBV automatically, if cylinder compartment and relay box venti-
the Cross Bleed Knob is on AUTO posi- lation.
tion, during engine start, in order to select 3. The cockpit and passenger cabin tempera-
the available pneumatic source: APU, ture indications are presented on the MFD.
ground pneumatic source or opposite
engine. 4. The pilots may transfer the passenger
cabin temperature control to the Attendant
ICE AND RAIN PROTECTION Panel.
(AOM 2-15) 5. The manual mode should be used only if a
1. The APU bleed air is not hot enough to failure occurs in the automatic mode and
perform anti-icing functions. Therefore it may be noticed when the temperature is
must not be used for such applications. not maintained within the temperature lim-
its of the automatic mode (between 18°C
2. The Wing and Stabilizer Anti-icing Valves and 29°C) after cabin temperature stabili-
are inhibited from opening on the ground zation.

6. The main source of conditioned air to the 4. The electrical hydraulic pump normally
passenger cabin is the right pack and operates in the automatic setting mode,
partially by the left pack, through a cross turning on when the associated hydraulic
connection duct. pressure drops below 1,600 psi or the as-
sociated engine N2 drops below 56.4%.
PRESSURIZATION (AOM 2-14) 5. The electric pump may be turned on at pi-
1. The Pressurization System automatic lot command, through the selector knob on
mode is controlled by the digital control- the overhead panel, furnishing continuous
ler and requires a landing altitude to be fluid flow at 2,900 psi.
entered prior to takeoff.
6. The purpose of hydraulic accumulator
2. Should the landing altitude not be entered, system #1 is to keep a 3,000 psi pressure
the system will automatically consider available for operation of the landing gear
8,000 ft as the landing altitude. and main door.
3. The Cabin Pressure Acquisition Module 7. A shutoff valve is installed between the
(CPAM) sends a signal to the aural warn- reservoir and the engine-driven pump and
ing system to alert the crew when cabin cuts the hydraulic fluid supply to the en-
altitude is above 9,900 ±100 ft. gine-driven pump through actuation of the
4. Indications of cabin altitude, cabin differ- engine fire extinguishing handle or through
ential pressure, and cabin altitude rate of a dedicated button on the overhead panel.
change are presented on the EICAS.
LANDING GEAR AND BRAKES
5. AUTOMATIC PRE-PRESSURIZATION (AOM 2-12)
SEQUENCE ON GROUND:
1. Free-Fall extension is available in case of
This sequence is initiated and maintained failure of both normal extension and elec-
as long as the airplane is on the ground trical override extension.
and the thrust lever is set to THRUST SET
position or above. 2. Landing gear retraction and extension are
powered by the Hydraulic System #1.
6. In automatic mode, the rapid cabin depres-
surization is commanded by the Dump 3. The accumulator (Hydraulic System #2)
Button. allows 6 complete emergency actuations
or at least 24 hours of parking brake
HYDRAULICS (AOM 2-11) actuation.
1. The airplane is equipped with two indepen- 4. The steering system may be manually
dent hydraulic systems, each powered disengaged through buttons located on the
by one engine driven-pump and one elec- pilots' control wheels and allows free steer
tric motor-driven pump. of the nose wheel.
2. Both hydraulic systems are identical, ex- 5. Locked wheel protection is activated for
cept for the services each system provides wheel speeds above 30 kt.
and a priority valve installed in the Hydrau- 6. For wheel speeds below 10 kt, the anti-
lic System #1. skid protection is deactivated, allowing the
3. The engine-driven hydraulic pump pro- pilot to lock and pivot on a wheel.
vides continuous fluid flow at 3,000 psi for 7. Brake actuation will be allowed only after 3
operation of the various airplane hydrauli- seconds from the latest touchdown or after
cally-powered systems. the wheels have spun-up to 50 kt.

8. The Steering Handle commands nose 9. The speed brakes will open when the
wheel steering and allows 71° deflection to speed brake lever is set to open and the
either side. following conditions are met:
9. Protective functions controlled by the • Thrust lever angle of both engines set
normal braking system include anti-skid to below 50°
protection, locked wheel protection and • Flaps at 0 or 9°
touch-down protection.
AVIONICS (AOM 2-17 AND 2-18)
FLIGHT CONTROLS (AOM 2-13)
1. The navigation information is normally
1. Pitch trim is accomplished by an electrical- presented on the PFD and MFD and may
ly-actuated movable horizontal stabilizer. also be available on the RMU, through its
2. LH pitch trim switch actuation overcomes navigation backup page.
the RH pitch trim switch actuation. 2. Pitot/Static tube 3 supplies total air pres-
3. When only one half of the main control sure to the Standby Airspeed Indicator,
wheel trim switch or backup trim switch and static pressure to the Standby Air-
is commanded for more than 7 seconds speed Indicator and Standby Altimeter.
continuously, the control unit will recognize 3. Flight Data Recorder Operational data
that one half of the switch is failed, stuck is recorded when the Red Beacon is
at the commanded position and will disre- switched ON or the airplane is airborne.
gard any other command coming from that
4. The RMU is provided with a feature called
faulty switch.
cross-side operating mode. This feature
4. A continuous command of any trim switch allows the RMU to be changed from its
is limited to 3 seconds, even if the trim normal operating mode of tuning the on-
switch is pressed longer than 3 seconds. side radio equipment to the mode of tuning
5. In case of a runaway horizontal stabilizer, the opposite side radio equipment.
the quick-disconnect button must be kept 5. The Tuning Backup Control Head is a unit
pressed until a definite disengagement is that provides an alternative means of tun-
accomplished through the cutout buttons ing the NAV 2 and COM 2.
on the control pedestal.
6. The CVR is in operation whenever the Es-
6. If the trim switches are actuated for a sential DC Bus 2 is energized, storing the
period of time that totalizes 16 seconds last 2 hours of recorded information in a
during the period when the horizontal solid state crash survivable memory unit.
stabilizer actuator is stalled, the control unit
7. The transponder operational modes are
will switch the associated system (main
the following:
or backup) off.
• ATC ON Replies on Modes S and A, no
The message PTRIM MAIN INOP or
altitude reporting.
PTRIM BACKUP INOP will be permanently
displayed on the EICAS. • ATC ALT Replies on Modes A, C and S,
with altitude reporting.
7. Above 135 KIAS, Rudder System 1 is auto-
matically shut off. 8. The emergency mode must be selected in
case of Digital Audio Panel power loss. In
8. The flaps are electrically operated, con- this case, the captain will be directly con-
sisting of two double-slotted flap panels nected to the COM 1 and NAV 1 and the
installed to each wing. copilot to the COM 2 and NAV 2.

OXYGEN (AOM 2-16) • Airplane on the ground indication from

1. The mask is provided with an automatic both main landing gears and from the
oxygen dilution system that supplies pure nose landing gear.
oxygen at a cabin altitude of over 33,000 ft. 3. The thrust reverser is commanded by the
2. The “MANUAL” selection on the passenger backward movement of the Thrust Lever.
oxygen control panel activates the system Upon selection, the mechanical locks are
when the automatic system fails or at any removed and hydraulic pressure is applied
time as required. to deploy the thrust reverser doors.
3. Under normal operating conditions, when 4. The tertiary lock is electrically command-
the “AUTO” mode is selected on the pas- ed/controlled and electrically powered to
senger oxygen control panel and the cabin unlock, thus providing a separate and fully
altitude reaches 14,000 ft, the altimetric independent locking system.
switch energizes a time delay relay. This
energizes the passenger oxygen on-off AFCS (AOM 2-19)
solenoid valve to initiate the oxygen flow 1. The Turn Control Knob manually controls
and pressurize the oxygen distribution the roll attitude when the autopilot is en-
manifold. gaged
4. The PBE unit is designed to provide 2. The autopilot is normally disengaged
breathing protection for a minimum dura- through the Autopilot Engage/Disengage
tion of 15 minutes. Button or through the quick disconnect but-
ton on the control wheel.
5. The Passenger Oxygen Control Panel is
located on the right lateral console, above 3. FLC Descent rate schedule for all EICAS
the copilot mask stowage box. versions:
6. The minimum portable oxygen cylinder • From 37,000 ft to 12,000 ft, the descent
pressure for dispatch is 1,200 psi (calcu- rate schedule is −2000 ft/min.
lated for a maximum utilization period of 30 • From 12,000 ft to 10,000 ft the descent
minutes). rate schedule is −2000 ft/min to −1000
ft/min
THRUST REVERSERS/THRUST • From 10,000 ft and below the descent
ATTENTUATORS (AOM 2-10) rate schedule is −1000 ft/min
1. During landing, when the Thrust Levers are 4. Go Around submode commands a pitch
set to below IDLE, the FADEC commands angle of 10° nose up.
reverse thrust only after the Thrust Re-
verser doors (both engines) are completely
deployed.
II. EFIS (AOM 2-04, 2-17)
2. Each FADEC will command Maximum 1. Indicated airspeed, altitude and vertical
Reverse thrust on ground only, when the speed are provided by the Air Data System
associated thrust reverser is deployed (ADS).
and associated thrust lever is requesting 2. Attitude and heading information are pro-
reverse thrust whenever either of the fol- vided by the IRS (or AHRS depending on
lowing conditions are met: aircraft configuration).
• Airplane on the ground indication from 3. In case of a PFD display failure, informa-
both main landing gears, and tion may be presented on the MFD, by ap-
• Main landing gear wheels running above propriately setting the MFD selector knob
25 kt, or on the reversionary panel.

4. There are five system pages available on NOTES

the MFD:
• Fuel
• Electrical
• Environmental and Ice Protection
• Hydraulic and Brakes
• Takeoff
5. The Takeoff page provides:
• Takeoff temperature settings
• Oil level
• Door status
6. Air Data Source Annunciation
Label —ADC1 or ADC2
•
Color— Amber when only one ADC
•
is supplying both sides or each ADC is
supplying opposite side systems.
7. The airspeed trend vector is an indication
of the acceleration direction and it repre-
sents the airspeed that the airplane would
attain in 10 seconds if the current airplane
acceleration is maintained.
8. An amber “ALT” will be displayed on the
PFDs in case of a difference of 200 ft or
more between the altitude indications on
the PFDs.
9. The altitude trend vector represents the
altitude that the airplane should attain in 6
seconds if the current altitude rate (Vertical
Speed) is maintained.
10. The primary flight instruments are present-
ed on the PFDs.
11. Four Static ports supply static pressure to
both ADCs.
12. REFERENCE SPEED BUGS
(V1, VR, V2, AP)
May be out of view, if airspeed is reduced
below 230 KIAS, followed by an increase
above 230 KIAS. To display the speeds
again, press the reference speed buttons.
13. Low Speed Awareness Tape
Red—Indicates VS. Stick pusher is acti-
vated.

14. The vertical speed is displayed in analogic 12. Selecting “Arrival” allows access to
and digital formats on the PFD. STARS, Landing Runways and Approach-
15. The decision height setting is provided es
through the decision height setting knob on 13. DIR Button—Used to compute a direct
the Displays Control Panel. lateral WAYPOINT or direct vertical path to
16. When the EGPWS indicates a warning an altitude constraint.
condition, PULL UP is displayed boxed in 14. PERF function key provides access to:
the upper right corner of the ADI sphere. PERF INIT
15. Selecting POS SENSORS will allow ac-
III. FMS (AOM 2-18; Honeywell cess to the status of navigation position
FMS Quick Reference Guide; sensors.
FMS Pilots Operating Manual) 16. Selecting POS INIT directly accesses posi-
tion initialization/update.
1. After powering up the FMS, the pilot should
review and verify the date, time, software
level and data base effective dates on the IV. LIMITATIONS
NAV IDENT page. NOTE: This is a sampling of the limitations
2. PATTERNS—Allows access to menu for pilots are required to have committed
holding, procedure turn and flyover pat- to memory. For a complete list, see the
terns. Memory Items and Limitations Section on
page 5-97 or reference AOM Section 1-1.
3. Pilot defined data is first entered into the
SCRATCHPAD. The appropriate line select GENERAL LIMITATIONS (AOM 1-01)
key is then used to move that data to the
proper area. 1. Maximum Altitude=37,000 ft
4. Initialization positions are never transferred 2. Takeoff and Landing Maximum

between FMSs. Altitude=8,000 ft
5. The FLIGHT PLAN LIST page displays a 3. Turbulent Air Penetration Speed Below
list of the pilot defined flight plans that have 10,000 ft =200 KIAS
been stored in the FMS memory. 4. Maximum Takeoff and Landing Tailwind
6. The DEPARTURE function is used to Component =10 kt
examine and select departure runways and 5. Maximum Airspeed for Windshield Wiper
Standard Instrument Departures (SIDs) Operations =170 KIAS
stored in the navigation data base. 6. Takeoff and Landing Minimum
7. CLR Button—Clears Scratchpad Altitude= (-1,000 ft)
8. DEL Button—Erases any line except
scratchpad ENGINE LIMITATIONS (AOM 1-01)
1. Maximum ITT for Start=800°C
9. NAV Button (NAV INDEX)— Allows access
to Departure, Arrival, Patterns and Tune 2. Maximum N1=100%
pages 3. Maximum N2 (Steady State) =102.4%
10. FPL Button—Allows access to the current 4. Minimum Fuel Temperature=(-40°C)
Flight Plan
5. Maximum Fuel Temperature=52°C
11. DIR Button— Allows access to the PAT-
TERN and INTERCEPT functions 6. Engine is Considered Cold if Shutdown for
More than 90 Minutes

SYSTEM LIMITATIONS (AOM 1-01) 6. Category D—Items in this category shall

1. Maximum Temperature for Anti-Icing be repaired within one hundred and twenty
Operation=10°C (120) consecutive calendar days (2880
hours), excluding the day the malfunction
2. Maximum Load on an Engine Driven Gen- was recorded in the airplane maintenance
erator = 400 Amps log and/or record.
3. Maximum Battery Temperature=70°C
4. Maximum Fuel Imbalance between Wing V. EMERGENCY PROCEDURES
Tanks = 800 lbs (EMB 145 QRH)
5. Maximum APU EGT for Start =884°C NOTE: This is a sampling of the
6. Maximum Altitude for APU Opera- emergency procedures pilots are required
tion=37,000 ft. to have committed to memory. For a
complete list, see the Memory Items and
MINIMUM EQUIPMENT LIST Limitations Section on page 5-97.
(EMB 145 —MEL)
1. Non Annunciated Procedures: procedures
1. "Number Installed"— (Column 2) is the
that are not related to an EICAS message
number (quantity) of items normally in-
but rather to a condition present in the
stalled in the airplane. This number repre-
airplane.
sents the airplane configuration considered
in developing this MMEL. Should the num- 2. Air Conditioning Smoke (Memory Item)
ber be a variable (e.g., passenger cabin Crew Oxygen Masks........... DON, 100%
items) a number is not required.
Smoke Goggles.............................. DON
2. "Flight Day"— Means a 24 hour period
Recirculation Fan..................PUSH OUT
(from midnight to midnight) either Universal
Coordinated Time (UCT) or local time, as Crew Communication..........ESTABLISH
established by the operator, during which
3. Baggage Smoke (Memory Item)
at least one flight is initiated for the affect-
ed airplane. Fire Extg Bagg Button..............PUSH IN
(if installed)
3. Category A — Items in this category shall
be repaired within the time interval speci- 4. Cabin Fire or Smoke (Memory Item)
fied in the remarks column of the opera- Crew Oxygen Masks........... DON, 100%
tor's approved MEL.
Smoke Goggles.............................. DON
4. Category B—Items in this category shall
Recirculation Fan..................PUSH OUT
be repaired within three (3) consecutive
calendar days (72 hours), excluding the Crew Communication..........ESTABLISH
day the malfunction was recorded in the
5. Electrical System Fire or Smoke
airplane maintenance record/logbook.
(Memory Item)
5. Category C—Items in this category shall
Crew Oxygen Masks .......... DON, 100%
be repaired within ten (10) consecutive
calendar days (240 hours), excluding the Smoke Goggles ............................. DON
day the malfunction was recorded in the Recirculation Fan..................PUSH OUT
airplane maintenance record/logbook.
Crew Communication..........ESTABLISH

6. Aileron Runaway/Roll Trim Runaway 11. Abnormal Engine Start (Memory Item)
(Memory Item) To abort start:
Quick Disconnect........................ PRESS Associated Thrust Lever ............... IDLE
Button AND HOLD
Associated Start/Stop Selector ... STOP
Aileron Shutoff 1 and 2 .........PUSH OUT
12. Rudder/Yaw Trim Runaway
7. Emergency Descent (Memory Item)
Quick Disconnect............... PRESS AND
Cabin Crew ............................... NOTIFY
Button HOLD
FSTN Belts........................................ON
Rudder Shutoff.....................PUSH OUT
Thrust Levers ................................ IDLE Sys 1 and 2
Speed Brakes .............................. OPEN 13. APU Fire (Memory Item)
Airspeed ........................MAX 250 KIAS APU Fuel Shutoff Valve............PUSH IN
Landing Gear...............................DOWN
14. Battery Overtemperature (Memory Item)
Descent....................................INITIATE
Affected Battery............................... OFF
Altitude....................MEA OR 10’000 FT,
WHICHEVER IS HIGHER 15. Dual Engine Failure (Memory Item)
Airspeed......................... MIN 260 KIAS
8. Jammed Aileron (Memory Item)
Oxygen Mask............... AS REQUIRED
Aileron..................... PRESS AND PULL
Disconnection Handle 16. ATTCS Failure (Memory Item)
9. Pitch Trim Runaway (Memory Item) Thrust Levers................................. MAX
Quick Disconnect Button.... PRESS AND
HOLD VI. PERFORMANCE, FLIGHT
10. Rapid Cabin Depressurization
PLANNING AND MONITORING
(Memory Item) PERFORMANCE (QRH)
Crew Oxygen Masks ..................... DON 1. QRH—Approach Climb Speed Chart
Crew Communication .........ESTABLISH 2. QRH— Flap Maneuvering Speed Chart
If Emergency Descent is necessary: 3. QRH—Holding (All Engines) Chart
FSTN Belts........................................ON 4. QRH —Takeoff Speeds
(Balanced Field Length)
Cabin Crew ............................... NOTIFY
5. QRH —Final Segment Speed (VFS) Chart
Thrust Levers ................................ IDLE
6. QRH —Wind Component Table
Speed Brakes .............................. OPEN
7. QRH —Flap Retraction Schedule
Airspeed.........................MAX 250 KIAS
Landing Gear...............................DOWN FLIGHT PLANNING (AOM 1-05, QRH)
Descent ...................................INITIATE 1. Descent—All Engines Operating
Altitude....................MEA OR 10’000 FT, 2. Maximum Speed Cruise—All Engines
WHICHEVER IS HIGHER Operating
3. QRH—Pitch Trim Units Chart

4. APU and Engine Fuel Consumption NOTES

5. Engine Fuel Consumption
6. Climb Planning —All Engines Operating
7. QRH—Unfactored Landing Distance
FLIGHT MONITORING (AOM 1-05, QRH)

1. QRH —Non-Annunciated Procedures
2. Long Range Cruise—All Engines
Operating
3. QRH—Unfactored Landing Distance
VII. LOAD, BALANCE AND

SERVICING
WEIGHT AND BALANCE (AOM 1-06)
1. Passenger and Crew Weights
2. Aircraft Weight Limitations
3. Fuel Index Limitations
4. Baggage Compartment Limitations
5. Sample Weight and Balance Chart
SERVICING ON GROUND (AOM 1-12)

1. It is recommended that the external power
source be capable of supplying at least
300 amperes.
2. The pneumatic start unit is connected to
the aircraft through the receptacle on the
right side of the rear fuselage. The output
of the unit must be set between 40 and 45
psi.
3. There are three static grounding points on
the aircraft.
4. Maximum nosewheel displacement during
towing is 170° to the left or to the right.
5. Fuel tanks must be drained before the first
flight of the day to remove free water and
contaminants from the tank bottom.


CHAPTER 5
APPENDIX
CONTENTS
SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
STANDARD OPERATING PROCEDURE PROFILES (SOP) . . . . . . . . . . . . . . . . . . . . . . . . 5-25
WEIGHT & BALANCE AND FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
ORAL REVIEW STUDY QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75
MEMORY ITEMS AND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97


EMBRAER 145—
SCHEMATICS
Screen Names.............................................. 5-4

Power Sources............................................. 5-4
EICAS Messages Priority Logic
and Inhibition Logic...................................... 5-5
Electrical System— Normal.......................... 5-6
Electrical System— Emergency................... 5-7
EDL Logic..................................................... 5-8
DC Distribution Table.................................... 5-8
Thrust Settings............................................. 5-9
Wing and Stab Anti-Ice............................... 5-10
Ice and Rain Protection.............................. 5-11
APU............................................................ 5-12
Air Conditioning Pack................................. 5-13
Brakes........................................................ 5-14
Engine Cutaway......................................... 5-15
Flaps........................................................... 5-16
Fuel Cross-Feed......................................... 5-17
Hydraulics................................................... 5-18
Pneumatics................................................. 5-19
Pressurization System................................ 5-20
Fire Protection and APU Fire Detection
& Extinguishing Panel................................ 5-22

PFD MFD ISIS EICAS MFD PFD
RMU
SCREEN NAMES
DC 1 DC 2 ESS 2 ESS 1 DC 1 DC 2
ESS 1 ESS 2
POWER SOURCES

EICAS MESSAGES PRIORITY LOGIC

If more than one message is simultaneously presented, a warning will precede caution
messages, which will precede advisories. The space is provided for the simultaneous display of
up to 15 messages. An END label is provided after the last message, to indicate the end of the
message listing.
If more than 15 messages are being generated, a knob in the display bezel permits paging
through the remaining messages. In this case, a status line is provided in the sixteenth
line. It indicates how many messages are not being currently presented and where they are
(above or below the currently presented messages).
END label and warning messages can not be scrolled out of the display. Due to this character-
istic, caution and advisory messages will be scrolled in the area left blank below the warning
messages. If a new message is generated during a scrolling, it will be automatically displayed at
the top of the associated group.
INHIBITION LOGIC
To avoid its nuisance effect upon the flight crew, inhibition logic is provided to prevent some
messages from being displayed during takeoff and approach/landing phases.
The inhibition logic is as follows:
Takeoff Phase:
Inhibition is valid when the airplane crosses V1-15 kt. The inhibition logic is deactivated when
one of the following conditions is accomplished:
• Radio altitude is greater than 400 ft or
• Calibrated airpseed is less than 60 kt or
• After 1 minute
Approach/Landing Phase:
Inhibition is valid from the point when the airplane crosses 200 ft radio altitude. The inhibition
logic is deactivated when one of the following conditions is accomplished:
• Airplane is on the ground for 3 seconds or more
• After 1 minute

APU
GEN 1 GEN 3 GEN 2 GEN 4
GEN
GEN GEN GEN GEN

LINE LINE APU START APU LINE LINE LINE
CONT 1 CONT 3 CONT CONT (ALC) CONT 2 CONT 4
(GLC 1) (GLC 3) (ASC) (GLC 2) (GLC 4)
DC BUS 1 CENTRAL DC BUS 2 DC BUS 2

DCB1 BUS-TIE GND BUS-TIE DCB2
FUSE CONT 1 (BTC 1) PWR CONT 2 (BTC 2) FUSE
CONT
(GPC)
INVERTER
1
AC HB1A 2 HB2A
PWR FUSE 3 FUSE
CONT
BATT GND SERVICE BATT

115 VAC BUS CONT 1 BUS RELAY CONT 2
(BC 1) (BC 2)
GND SERVICE BUS
HOT BUS 1 HOT BUS 2
SHED HB1B HB1C HB2B SHED

BUS FUSE FUSE FUSE BUS
CONT 1 CONT 2
(SBC 1) NO.1 NO.2 (SBC 2)
BACKUP BATT BATT
BATT
CONT
BACKUP ESS BUS BACKUP HOT BUS
ESS BUS ESS BUS

CONT 1 CONT 2
(EBC 1) BACKUP BACKUP (EBC 2)
BUS BUS BACKUP
RELAY 1 RELAY 2 BATT
(BBR1) (BBR2)
BACKUP BUS 1 BACKUP BUS 2

ESS DCB1
FUSE
ESS DC BUS 1 ESS DC BUS 2
ESS
SHED DC BUS 1 INTERCONNECTION SHED DC BUS 2
CONT (EIC)
EMBRAER 145 ELECTRICAL SYSTEM— NORMAL

APU
GEN 1 GEN 3 GEN 2 GEN 4
GEN
GEN GEN GEN GEN

LINE LINE APU START APU LINE LINE LINE
CONT 1 CONT 3 CONT CONT (ALC) CONT 2 CONT 4
(GLC 1) (GLC 3) (ASC) (GLC 2) (GLC 4)
DC BUS 1 CENTRAL DC BUS DC BUS 2

DCB1 BUS-TIE GND PWR BUS-TIE DCB2
FUSE CONT 1 CONT CONT 2 (BTC 2) FUSE
(BTC 1) (GPC)
INVERTER
1
2
AC HB1A 3 HB2A
PWR FUSE FUSE
CONT
115 VAC BUS BATT GND SERVICE BATT

CONT 1 BUS RELAY CONT 2
(BC 1) GND SERVICE BUS (BC 2)
HOT BUS 1 HOT BUS 2

HB1B HB1C HB2B
SHED FUSE FUSE FUSE SHED
BUS BUS
CONT 1 NO.1 NO.2 CONT 2
(SBC 1) BACKUP (SBC 2)
BATT BATT BATT
CONT
BACKUP ESS BUS BACKUP HOT BUS
ESS BUS ESS BUS

CONT 1 CONT 2
(EBC 1) BACKUP BACKUP (EBC 2)
BACKUP
BUS BUS BATT
RELAY 1 RELAY 2
(BBR1) (BBR2)
BACKUP BUS 1 BACKUP BUS 2
ESS DCB1
FUSE
ESS DC BUS 1 ESS DC BUS 2
ESS
SHED DC BUS 1 INTERCONNECTION SHED DC BUS 2
CONT (EIC)
EMBRAER 145 ELECTRICAL SYSTEM— EMERGENCY

EDL LOGIC
EDL logic differs depending on whether the airplane is on the ground or in flight.
On the ground, all the DC buses are energized of at least one of the following conditions occur:
• At least 3 generators are on.
• The GPU is on and connected to the airplane.
• At least one generator is on, and the Shed Buses Selector Knob is set to OVRD position.
The following DC distribution table shows the Electrical Distribution Logic configuration
according to the conditions of the generators.
DC DISTRIBUTION TABLE
CONDITION RESULTS
4 or 5 Generators On Two isolated left and right electrical networks with all buses energized.
Both electrical networks interconnected through Bus Tie Contactors

3 Generators On
with all buses energized
Both electrical networks interconnected through Bus Tie Contactors

1 or 2 Generators On
with shed buses de-energized. Shed bus OVRD available on ground only.
Loss of all Generators Batteries to supply the Essential Buses (in-flight condition only)
The GPU has priority over any battery and generator when energizing the airplane. Thus, the
generators and the batteries cannot operate in parallel with the GPU.
NOTES

THRUST
Pounds 8169
and 110%
Percent 7426 7426
6683 100% 100%

90%
ALT T/O-1 T/O-1 T/O MODE T/O RSV
EMBRAER 145 —THRUST SETTINGS
Takeoff Selection Two Engines ATTCS Triggered One Engine

ENGINE
Operation Operation
T/O T/O RSV

A1P
ALT T/O-1 T/O-1

WING
ANTI-ICE
VALVE
TO ECU
AIRFLOW AIRFLOW
RESTRICTOR DIFFERENTIAL RESTRICTOR
LOW PRESSURE PRESSURE LOW PRESSURE
TRANSDUCER TRANSDUCER TRANSDUCER
OVERPRESSURE OVERPRESSURE
SWITCH SWITCH
FROM
PICCOLO TIP PICCOLO TIP
PNEUMATIC
PRESSURE PRESSURE
SYSTEM
SWITCH SWITCH
OVERPRESSURE PICCOLO
SWITCH TUBE
LOW PRESSURE
SWITCH
AIRFLOW
RESTRICTOR
HORIZONTAL STABILIZER
ANTI-ICING VALVE
EMBRAER 145—WING AND STAB ANTI-ICE

ELECTRICALLY
HEATED TAT
PROBE ELECTRICALLY
HEATED
ELECTRICALLY PITOT TUBE
HEATED
PITOT TUBE ELECTRICALLY
HEATED
AOA SENSOR
ELECTRICALLY
HEATED ICE DETECTOR
AOA SENSOR
ICE DETECTOR ELECTRICALLY

HEATED TAT
PROBE
ELECTRICALLY
HEATED
ELECTRICALLY
PITOT/STATIC-
HEATED
TUBE
STATIC-PORTS
ELECTRICALLY
HEATED
STATIC-PORTS
BLEED AIR-HEATED
LEADING EDGED
BLEED AIR-HEATED ELECTRONICALLY

ENGINE AIR INLET HEATED
PRESSURIZATION
ELECTRONICALLY STATIC PORT
HEATED LAVATORY
WATER DRAIN AND
POTABLE WATER
SERVICE NIPPLES
ELECTRONICALLY
HEATED
PRESSURIZATION
ELECTRONICALLY STATIC PORT
CONTROLLED
WINDSHIELD WIPERS
CLEAR ICE BLEED AIR-HEATED

ELECTRONICALLY DETECTORS LEADING EDGES
HEATED
WINDSHIELDS
EMBRAER 145 — ICE AND RAIN PROTECTION

APU
An automatic APU shutdown may occur either on the ground or in flight and takes place
under the following conditions:
On the Ground: In Flight:

• Fire • Overspeed
• Overtemperature • Underspeed
• Overspeed • Failure to Start
• Underspeed • Failure to Accelerate
• Failure to Start • Failure to Light
• Failure to Accelerate • Loss of Speed Data
• Failure to Light • External Short
• Loss of Speed Data • Loss of FADEC Signal
• External Short • FADEC Failure
• Loss of FADEC signal
• FADEC failure
• Bleed Valve Opening
• Low Oil Pressure
• High Oil Pressure
• Oil Pressure Switch Short
• Loss of EGT
NOTE: In the event of fire, a 10 second delay is allowed before an automatic APU shutdown
in initiated.
NOTES

LEFT
BLEED
SOURCE RAM AIR EMERGENCY
PRESSURE REGULATING VALVE RAM AIR
AND SHUTOFF VALVE
PACK OVERPRESSURE SPRAY

SWITCH NOZZLE
SECONDARY
HEAT
LEFT
EXCHANGER ECS
PACK
DUAL PRIMARY
TEMPERATURE HEAT
CONTROL EXCHANGER
VALVE PACK
OVERTEMP TO
SWITCH OUTSIDE
COMPRESSOR
PACK SET
DOWN DUCT
SWITCH OVERTEMP
TURBINE SWITCH
DUCT LEAK
DETECTOR WATER FROM
SEPERATOR RIGHT
PACK
CONDENSER GROUND
CONNECTION
RECIRCULATION
FAN
PASSENGER
COMPARTMENT
RECIRCULATION
AIR INLET
TO
PASSENGER
TO CABIN TO
COCKPIT GASPER
EMBRAER 145 — AIR CONDITIONING PACK

FIRST
CAPTAIN'S OFFICER'S
PEDALS PEDALS
PEDAL
POSITION TRANSDUCERS
WHEEL SPEED GROUND SPEED

(TO SPOILER, T/R, A/I SYSTEMS)
AIR MODE
GROUND MODE
BRAKE FDR (WHEELS 1 & 3)
CONTROL
LANDING GEAR LEVER NO.2 HYD
UNIT
NO.1 HYD MAIN GEARS LOCKED DOWN EMERG/PARK
HYD SYSTEM PRESSURE EICAS BRAKE
BRAKE LINE PRESS
(FROM PRESS TRANSDUCERS
RETURN RETURN
HYD HYD
SYSTEM SYSTEM
NO.1 NO.2
PRESS PRESS
SWITCH SWITCH
BRAKE BRAKE
SOV SOV
THERMAL/RELIEF
VALVE
BRAKE BRAKE
CONTROL 1 4 2 3 CONTROL BRAKE
VALVES VALVES ACC
PRESS
TRANSDUCERS
RETURN HYD
SYSTEM NO.2
EMERGENCY
PARKING BRAKE
VALVE
SPEED AWU CVR GPU

TRANSDUCERS BRAKE AVAIL
ON BRAKE
ON
PRESS
SWITCH
EMBRAER 145 — BRAKES

SPINNER INNER OUTER LP TURBINE FORCED

BYPASS HP BYPASS HP TURBINE (3-STAGE) MIXER
DUCT COMPRESSOR DUCT (2-STAGE)
FAN SUMP
AFT SUMP
OUTER
FAN ACCESSORY BYPASS COMBUSTION
GEARBOX DUCT CHAMBER
ACCESSORY
FRONT DRIVE CENTER
SUMP GEARBOX SUMP SUMP
EMBRAER 145 — ENGINE CUTAWAY

LANDING
GPWS GEAR FLAPS
WARNINGS CONTROL
SPEED BRAKES
AUTOPILOT
TO
STALL PROTECTION EICAS
SYSTEM
FLAP
ELECTRONIC
CONTROL
UNIT
(FECU)
BALL
SCREW
FLAP FLAP ACTUATOR
ANGLE ANGLE FLAP
FLEXIBLE GEAR M1 M2 GEAR TRANSMISSION
TRANSMISSION BOX FLAP BOX BRAKE FLAP
POWER VELOCITY
AND SENSOR
DRIVE
UNIT
(FPDU)
INBOARD INBOARD
FLAP FLAP
PANEL PANEL
OUTBOARD OUTBOARD
FLAP FLAP
PANEL PANEL
EMBRAER 145 — FLAPS

NACA FILLER VENT LINE

AIR CAP
INLET
DUMP EJECTOR PUMP

DIRECT TEMPERATURE VALVE LOW-
MEASURING SENSOR LEVEL
STICK DRAIN SENSOR
LOW-PRESS LOW-PRESS
SWITCH SWITCH
FPMU FPMU
NO .1 ENGINE TO APU NO. 2 ENGINE
EMBRAER 145 — FUEL CROSS-FEED

TEMP
SENSOR
QTY
SENSOR
EXTERNAL
POWER
SHUTOFF
RETURN
VALVE
ELECTRIC PUMP
ENGINE
DRIVEN PUMP
EMDP
PRESS
SWITCH
EDP
PRESS
FILTER
SWITCH
EXTERNAL
POWER
HYDRAULIC
SUPPLY SYSTEM 2
RELIEF (IDENTICAL TO
VALVE
SYSTEM 1)
MANIFOLD
RUDDER
PRESSURE LEFT
TRANSDUCER
AILERON
RIGHT
AILERON
LEFT THRUST
REVERSER RIGHT THRUST
REVERSER
INBOARD
SPOILERS OUTBOARD
SPOILERS
OUTBOARD
BRAKES INBOARD
ACCUMULATOR
BRAKES
PRIORITY LANDING
VALVE ACCUMULATOR
GEAR
MAIN
DOOR EMERG
BRAKES
STEERING
EMBRAER 145 — HYDRAULICS

BLEED AIR
CHECK VALVE
HIGH STAGE
PRESSURE
SWITCH
9th
STAGE
TO LEFT PACK TO RIGHT PACK
BLEED WING ANTI-ICING WING ANTI-ICING
TEMPERATURE AND AND
SENSOR PRESSURIZATION PRESSURIZATION
SYSTEM SYSTEM
BACV FAN AIR
14th VALVE
STAGE
HIGH
STAGE
VALVE
ENGINE
INLET OVBD PRE-
ANTI-ICING COOLER
VALVE DIFFERENTIAL
PRESSURE FAN AIR
SWITCH
CONTROL THERMOSTAT
ENGINE BLEED
VALVE
BLEED
TEMPERATURE
SENSOR THERMAL SWITCH THERMAL SWITCH
TO AIR (LEAKAGE DETECTION) (LEAKAGE DETECTION)
TURBINE TO RIGHT
STARTER ENGINE
CROSS BLEED
VALVE
PYLON BACV GROUND CONNECTION
THERMAL SWITCH
LH (LEAKAGE
DETECTION) APU BLEED
ENGINE VALVE
TO TAIL
APU ANTI-ICE
EMBRAER 145 — PNEUMATICS

EMBRAER 145 — PRESSURIZATION SYSTEM

NOTES

A B
BLEED VALVE BLEED VALVE
FUEL VALVE FUEL VALVE

DOUBLE DOUBLE
CHECK TEE CHECK TEE
TO NO.1 ENGINE TO NO.1 ENGINE
HYDRAULIC VALVE HYDRAULIC VALVE
ENGINE AIR INLET ENGINE AIR INLET

ANTI-ICE VALVE ANTI-ICE VALVE
APU
BOTTLE
TO
APU
ALARM
SWITCH
POWER
INTEGRITY SENSOR INERT CORE

SWITCH TUBE GAS ELEMENT
(HELIUM (HYDROGEN FILLED)
SIGNAL
EMBRAER 145— FIRE PROTECTION AND APU FIRE DETECTION & EXTINGUISHING PANEL

ENGINE AND APU FIRE DETECTION/EXTINGUISHING SYSTEM PANEL

1. Engine Fire Extinguishing Handle:
• During normal flight conditions, the handle remains flush with the panel.
• A red light illuminates inside the handle upon detection of fire or overheating
• When pulled, it closes the fuel, hydraulic, bleed air and lip anti-icing shutoff valve of the
associated engine.
• When rotated counterclockwise or clockwise, it respectively discharges extinguisher
bottles A or B into the associated engine.
2. APU Fire Extinguishing Button (guarded):

• When pushed, it closes the APU fuel shutoff valve and discharges the APU fire
extinguisher bottle.
3. Fire Detection System Test Button:

• When pressed and held for at least two seconds, it permits the fire detection system to be
checked.
The EMB-145 is equipped with class "C" baggage compartment, and the fire test is
successfully completed if the conditions below occur simultaneously:
° The following EICAS fire detection messages are displayed:
• WARNING: APU FIRE, ENG 1 (2), BAGG SMOKE
• APU FIREDET FAIL, E1 (2) FIREDET FAIL
° Fire handles illuminate.
° Baggage compartment fan deactivates.
° WARNING/CAUTION lights flash.
° Aural warning sounds.
NOTE: • On the ground, when pressed approximately for more than 10 seconds, the
APU is shut down, if it is running.
• If it is necessary to repeat the test, wait at least 6 seconds to press the test
button again.
• If Fire Detection Test button is held for less than 2 seconds the BAGG EXTG
button may remain illuminated. In this case, repeat the test.


EMBRAER 145 STANDARD OPERATING

PROCEDURE (SOP)—PROFILES
Normal Takeoff Flaps 9°

(Typical)...................................................... 5-27
(Typical)...................................................... 5-28
(Typical)...................................................... 5-29
Takeoff with Engine Failure
Above V1 – Flaps 9°..................................... 5-30
Flaps and Gear Extension.......................... 5-31
Precision Approach (ILS)............................ 5-32
One Engine Inoperative—
Precision Approach (ILS)............................ 5-33
Non Precision/GPS/RNAV Approach......... 5-34
One Engine Inoperative—
Non Precision Approach (VOR/NDB)......... 5-35
Circling Approach....................................... 5-36
Visual Approach (Typical)........................... 5-37


45/1489
ACCELERATION ALTITUDE
NORMAL TAKEOFF FLAPS 9° (TYPICAL)
—CLIMB SEQUENCE
—RETRACT FLAPS ACCORDING
TOSEQUENCE
· CLIMB THE SCHEDULE
−RETRACT
—CLIMB THRUST
FLAPS ACCORDING TO THE SCHEDULE
−CLIMB
—SPEEDTHRUST
210 kt
−SPEED 210 KT
—AFTER TAKEOFF
· AFTER TAKEOFF CHECKLIST
CHECKLIST
CLOSE IN TURN
—MAINTAIN TAKEOFF FLAPS
· MAINTAIN
— M AINTAIN VTAKEOFF
+ 15 kt FLAPS
2
· MAINTAIN V 2 + 15
—W HEN OUTBOUND
· WHEN HEADING IS ESTABLISHED,
OUTBOUND HEADING
CONSIDER USINGCONSIDER
IS ESTABLISHED, VFS
USING VFS
PROCEDURES
OPERATING
END OF TAKEOFF PATH
STANDARD
V ACCELERATION ALTITUDE
1 V
R ·—CLIMB SEQUENCE
CLIMB SEQUENCE
· THRUST LEVERS
—THRUST LEVERS —ROTATE
· ROTATE TOTO14°
14° −RETRACT FLAPSFLAPS
—RETRACT ACCORDING TO THE SCHEDULE
ACCORDING
−THRUST SET · POSITIVE RATE OF CLIMB
—THRUST SET —POSITIVE RATE OF CLIMB −CLIMB
TOTHRUST
THE SCHEDULE
−GEAR UP
−SPEED 210 KT
—GEAR UP —CLIMB THRUST
PROCEDURES AND
—SPEED 210 kt
—AFTER TAKEOFF CHECKLIST
EM145AOM021001D.DGN
TECHNIQUES
MINIMUM FLAP
MINIMUM RETRACTION
FLAP RETRACTION SPEED SCHEDULE
SPEED SCHEDULE
TAKEOFF
· SELECT
SELECT FLAPS0°0°WITH
FLAPS WITH V
V 2++15
15ktkt
2
EMBRAER 145 —NORMAL TAKEOFF FLAPS 9° (TYPICAL)

1
TAKEOFF
TECHNIQUES
PROCEDURES AND
ACCELERATION ALTITUDE NORMAL TAKEOFF FLAPS 18° (TYPICAL)
—CLIMB SEQUENCE
TO SEQUENCE
−RETRACT FLAPS ACCORDING TO THE SCHEDULE
—CLIMB THRUST
−CLIMB THRUST
—SPEED 210 kt
−SPEED 210 KT
—AFTER
TAKEOFF CHECKLIST
CLOSE IN TURN
— M·AINTAIN
MAINTAIN TAKEOFF FLAPS
V2 + 15 kt
—W·HEN
WHEN OUTBOUND
OUTBOUND HEADING
HEADING IS ESTABLISHED,
CONSIDER USING CONSIDER
IS ESTABLISHED, VFS
USING VFS
PROCEDURES
OPERATING
END OF TAKEOFF PATH
STANDARD
1 V
R —CLIMB SEQUENCE
· CLIMB SEQUENCE
· THRUST LEVERS
—THRUST LEVERS —ROTATE TO13°
· ROTATE TO 13° −RETRACT FLAPS
—RETRACT ACCORDING
FLAPS TO THE SCHEDULE
ACCORDING
TO THRUST
THE SCHEDULE
−GEAR UP
−SPEED 210 KT
—SPEED 210 kt
EM145AOM000045A.DGN
MINIMUM FLAP RETRACTION SPEED SCHEDULE

MINIMUM FLAP RETRACTION
· SELECT SPEED
FLAPS 9° WITH SCHEDULE
V +10 kt
2
· SELECT
SELECT FLAPS
FLAPS 9°0° WITHVV 2++30
WITH 10 kt
kt
2
SELECT FLAPS 0° WITH V2 + 30 kt
5/1489

45/1489
ACCELERATION ALTITUDE NORMAL TAKEOFF FLAPS 22° (TYPICAL)

—CLIMB SEQUENCE
TOSEQUENCE
−RETRACT FLAPS ACCORDING TO THE SCHEDULE
—CLIMB THRUST
−CLIMB THRUST
—SPEED 210 kt
−SPEED 210 KT
—AFTER TAKEOFFCHECKLIST
CLOSE IN TURN
— M· AINTAIN
MAINTAIN TAKEOFF FLAPS
V2 + 15 kt
—W· HEN
WHENOUTBOUND HEADING IS ESTABLISHED,
OUTBOUND HEADING
CONSIDER USINGCONSIDER
IS ESTABLISHED, VFS
USING VFS
PROCEDURES
OPERATING
END OF TAKEOFF PATH
STANDARD
1 V
R —CLIMB SEQUENCE
· CLIMB SEQUENCE
· THRUST LEVERS
—THRUST LEVERS —ROTATE TO12°
· ROTATE TO 12° −RETRACT FLAPS
—RETRACT ACCORDING
FLAPS TO THE SCHEDULE
ACCORDING
TO THRUST
THE SCHEDULE
−GEAR UP
−SPEED 210 KT
PROCEDURES AND
—SPEED 210 kt
EM145AOM000044A.DGN
TECHNIQUES
· ALL ENGINES EXCEPT AE3007A1P · AE3007A1P ENGINES
TAKEOFF
· SELECT FLAPS 9° WITH V 2 +5 kt · SELECT FLAPS 9° WITH V 2 +10 kt
ALL
· SELECT ENGINES
FLAPS 0° WITHEXCEPT
V 2 +25 ktAE3007A1P AE3007A1P
· SELECT FLAPS ENGINES
0° WITH V 2 +30 kt
SELECT FLAPS 9° WITH V2 + 5 kt SELECT FLAPS 9° WITH V2 + 10 kt
SELECT FLAPS 0° WITH V2 + 25 kt SELECT FLAPS 0° WITH V2 + 30 kt

45/1489
TAKEOFF WITH ENGINE FAILURE ABOVE V − FLAPS 9°

1
END OF TAKEOFF PATH

—CLIMB
· CLIMB ATAT
VV
PROCEDURES
FSFS
OPERATING
—THRUST RATING:
· THRUST RATING: CON
CON
STANDARD
· COMPLETE APPLICABLE CHECKLIST
— COMPLETE APPLICABLE
CHECKLIST
V 35 ft HEIGHT ACCELERATION ALTITUDE

1 V · ALT HOLD
R —ALT HOLD
–V2 · V + 15
2
− FLAPS 0°
—THRUST LEVERS
· THRUST LEVERS —ROTATE TO14°
· ROTATE TO 14° · V2
· V 2 + −15
—V –FLAPS
IAS MODE 0°
−THRUST SET SET · POSITIVE RATE OF CLIMB FS
—THRUST —POSITIVE RATE OF CLIMB —V –IASMODE
· LATERAL MODEACCORDING TO DEPARTURE PROFILE
−GEAR UP FS
—GEAR UP —LATERAL MODE ACCORDING TO DEPARTURE PROFILE
PROCEDURES AND
· SELECT FLAPS 0° AT V 2 +15 kt
EM145AOM021019B.DGN
TECHNIQUES
SELECT FLAPS 0° WITH V2 + 15 kt
TAKEOFF
EMBRAER 145 —TAKEOFF WITH ENGINE FAILURE ABOVE V1 – FLAPS 9°

FLAPS AND GEAR EXTENSION

FLAP MANEUVERING SPEED (KIAS)
BELOW MSLW * ABOVE MSLW *
NO ICING WITH ICING NO ICING WITH ICING

FLAPS GEAR
CONDITIONS CONDITIONS CONDITIONS CONDITIONS
0° UP 180 200 180 200
9° UP/DN 160
18°/22° UP/DN 140 150
45° DN 140
* Maximum Structural Landing Weight as specified on Limitations Section
NOTES

APPROACH
TECHNIQUES
PROCEDURES AND
HOLDING
PRECISION APPROACH (ILS) —HOLDING SPEED: 180 KIAS
—200 KIAS IN ICING CONDITIONS
OUTBOUND TRACK —GEAR UP
—FLAPS 9° —FLAPS 0°
· FLAPS 9° · HOLDING SPEED: 180 KIAS
—160KIAS
· 160 KIAS · 200 KIAS IN ICING CONDITIONS
· GEAR UP
· FLAPS
MISSED 0°
APPROACH
APPROACH —PUSH GO-AROUND BUTTON
· COMPLETE DESCENT/APPROACH
— CCHECKLIST
OMPLETE DESCENT/ —ROTATE TO GO-AROUND ATTITUDE
· PUSH GO AROUND BUTTON
·APPROACH
180 KIAS CHECKLIST —MAXIMUM THRUST
· ROTATE TO GO AROUND ATTITUDE
—180
· 200 KIAS
KIAS IN ICING CONDITIONS · MAXIMUM
— FLAPS 9°THRUST
· FLAPS 9°
—·2GEAR UP
00 KIAS IN ICING CONDITIONS —POSITIVE RATE
· FLAPS 0° · POSITIVE RATE OFOF CLIMB
CLIMB
PROCEDURES
—GEAR UP −GEAR UP UP
—GEAR
OPERATING
STANDARD
—FLAPS 0° · LATERAL MODE ACCORDING TO GO
—AROUND
L ATERAL MODE ACCORDING TO GO-
PROFILE
AROUND PROFILE
· ACCELERATION ALTITUDE
—CLIMB
ACCELERATION
SEQUENCE ALTITUDE
CLIMB SEQUENCE
−RETRACT FLAPS ACCORDING
TO THE SCHEDULE
−CLIMB THRUST
TO THE SCHEDULE
−SPEED 210 KT
· AFTER
—CLIMB THRUST
TAKEOFF CHECKLIST
V· V —SPEED 210 kt
APP
APP
GLIDE SLOPE (1 DOT)

— GEARDOWN
· GEAR DOWN
· FLAPS
— FLAPS22°
22°
EM145AOM021003B.DGN
· 140 KIAS
— 140KIAS
· 150 KIASIN ICING CONDITIONS OUTER MARKER
—150 KIAS IN ICING —
·F LAPS22°
FLAPS 22°OR
OR 45°
45°
CONDITIONS AFTER ESTABLISHED
AFTER ESTABLISHED ON
ONGLIDE
GLIDESLOPE
SLOPE
· SET GO AROUND ALTITUDE V· V
—SET GO-AROUND ALTITUDE REF
REF
· SET VAPPCL ON SPEED TARGET
—· S ET VAPPCL
BEFORE ON SPEED
LANDING TARGET
CHECKLIST
—BEFORE LANDING CHECKLIST
45/1489
EMBRAER 145 —PRECISION APPROACH (ILS)

APPROACH
TECHNIQUES
PROCEDURES AND
HOLDING
ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)180 KIAS
—HOLDING SPEED:
OUTBOUND TRACK —G EAR UP SPEED: 180 KIAS
· HOLDING
—FLAPS 9°
· FLAPS 9°
—F· LAPS
200 KIAS
0° IN ICING CONDITIONS
· GEAR UP
— 160KIAS
· 160 KIAS · FLAPS 0°
MISSED APPROACH
APPROACH —AUTOPILOT OFF
· COMPLETE DESCENT/APPROACH · AUTOPILOT OFF
— CCHECKLIST
OMPLETE DESCENT/ —PUSH GO-AROUND ATTITUDE
· PUSH GO AROUND ATTITUDE
·APPROACH
180 KIAS CHECKLIST —ROTATE TOGO
· ROTATE TO GO-AROUND ATTITUDE
AROUND ATTITUDE
—180
· 200 KIAS
KIAS IN ICING CONDITIONS · MAXIMUM THRUST
—MAXIMUM THRUST
· GEAR UP · FLAPS 9°
—200 KIAS IN ICING CONDITIONS — FLAPS 9°RATE OF CLIMB
· FLAPS 0° · POSITIVE
PROCEDURES
—GEAR UP −GEAR UP RATE OF CLIMB
—POSITIVE
OPERATING
STANDARD
· CLIMB ON V APPCL SPEED
—FLAPS 0° · LATERAL
—GEAR UP ACCORDING TO GO
MODE
—
CLIMB ON
AROUND VAPPCL SPEED
PROFILE
— L ATERAL MODE ACCORDING TO
−ALT HOLD
GO-AROUND
−VFS PROFILE
−5 − FLAPS 0°
—−VFS − IAS MODE ALTITUDE
ACCELERATION
−CONTINUOUS THRUST
—A LT HOLD
—VFS ‒5 ‒FLAPS 0°
V· V —VFS ‒IAS MODE
APP
APP
—CONTINUOUS THRUST
GLIDE SLOPE (1 DOT)
— GEARDOWN
· GEAR DOWN
· FLAPS
— FLAPS 22° (FINAL FLAP SETTING)
22°
EM145AOM020143A.DGN
· 140 KIAS
(FINAL FLAP SETTING) OUTER MARKER
· 150 KIAS IN ICING CONDITIONS
—140 KIAS —· F LAPS22°
FLAPS 22°
—150 KIAS IN ICING AFTER ESTABLISHED
AFTER ESTABLISHED ON
ONGLIDE SLOPE
GLIDE SLOPE
CONDITIONS · SET GO AROUND ALTITUDE V
·V
— SET GO-AROUND ALTITUDE REF
REF
· SET V ON SPEED TARGET
APPCL
—· S ET VAPPCL
BEFORE ON SPEED
LANDING TARGET
CHECKLIST
EMBRAER 145 —ONE ENGINE INOPERATIVE— PRECISION APPROACH (ILS)

APPROACH
TECHNIQUES
PROCEDURES AND
HOLDING
NON PRECISION / GPS / RNAV APPROACH
—HOLDING SPEED: 180 KIAS
OUTBOUND TRACK —GEAR UP
—FLAPS
· FLAPS 9° 9° FAF —FLAPS 0°
FAF · HOLDING SPEED: 180 KIAS
—160
· 160 KIAS
KIAS
· GEAR UP
MISSED APPROACH
· FLAPS 0°
APPROACH —PUSH GO-AROUND BUTTON
—COMPLETE DESCENT/APPROACH —ROTATE TO GO-AROUND ATTITUDE
CHECKLIST
·CHECKLIST
180 KIAS · PUSH —MAXIMUM THRUST
GO AROUND BUTTON
—180
· 200KIAS
KIAS IN ICING CONDITIONS · ROTATE
—FTO GO AROUND
LAPS 9° ATTITUDE
· MAXIMUM THRUST
—·2GEAR UP IN ICING CONDITIONS
00 KIAS
· FLAPS 0° · FLAPS—POSITIVE
9° RATE OF CLIMB
—GEAR UP
PROCEDURES

· POSITIVE —GEAR
RATE UP
OF CLIMB
OPERATING
STANDARD
INBOUND TRACK —FLAPS 0° −GEAR UP
— L ATERAL MODE
· LATERAL MODE ACCORDING ACCORDING
TO GO TO
· — G EAR
GEAR DOWN
DOWN
·— FLAPS
FLAPS 22°22° AROUNDGO-AROUND
PROFILE PROFILE
· —
140140 KIAS
KIAS —ACCELERATION
· ACCELERATION ALTITUDE ALTITUDE
· —150
150 KIAS
KIAS IN IN ICING
ICING CONDITIONS
CONDITIONS CLIMB SEQUENCE
CLIMB SEQUENCE
TO THE SCHEDULE
−CLIMB THRUST TO THE SCHEDULE
210
−SPEED —CLIMB
KT THRUST
· AFTER TAKEOFF
—SPEED 210 kt
CHECKLIST
·V
VAPP
APP
INTERCEPTING THE FINAL APPROACH PATH
· FLAPS 22° OR 45°
EM145AOM021004D.DGN
—F LAPS 22° OR 45°

· BEFORE LANDING CHECKLIST
MDA CAPTURED OR VISUAL CONTACT
—GO
· SET SETAROUND
GO-AROUND ALTITUDE
ALTITUDE ·VV
· SET REF
REF
—V ET V ON SPEED
SAPPCL
APPCL
TARGET
ON SPEED TARGET
1489
EMBRAER 145 —NON PRECISION/GPS/RNAV APPROACH

APPROACH
TECHNIQUES
PROCEDURES AND
HOLDING
ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB)
—HOLDING SPEED: 180 KIAS
OUTBOUND TRACK —FLAPS 0°
· FLAPS
— FLAPS9°9° —GEAR UP
· 160 KIAS VOR/NDB
—160 KIAS · HOLDING SPEED: 180 KIAS
MISSED
· FLAPS 0° APPROACH
APPROACH · GEAR—AUTOPILOT
UP OFF
— COMPLETE
DESCENT/APPROACH —PUSH GO-AROUND ATTITUDE
CHECKLIST
CHECKLIST —ROTATE TO GO-AROUND ATTITUDE
· 180 KIAS
—180 KIAS —MAXIMUM
· AUTOPILOT OFF THRUST
— 200 KIAS
· GEAR UP IN ICING CONDITIONS · PUSH —GO AROUND
FLAPS 9° ATTITUDE
· ROTATE TO GO AROUND ATTITUDE
PROCEDURES
—GEAR
· FLAPS 0°UP —POSITIVE
THRUSTRATE OF CLIMB
OPERATING
· MAXIMUM
STANDARD
INBOUND TRACK —FLAPS 0° · FLAPS 9° —GEAR UP
—G EAR
· GEAR DOWN
DOWN · POSITIVE RATEON OFVCLIMB SPEED
—FLAPS
· FLAPS 22°22° (FINAL
(FINAL FLAP
FLAP SETTING)
SETTING) —CLIMB APPCL
−GEAR UP
—140
· 140 KIAS
KIAS · CLIMB —ON
L ATERAL MODE ACCORDING TO
VAPPCL SPEED
—150
· 150 KIAS
KIAS IN ICING
IN ICING CONDITIONS
CONDITIONS · LATERAL GO-AROUND
MODE ACCORDINGPROFILE
TO GO
AROUND PROFILE
— ACCELERATION ALTITUDE

−ALT HOLD
—A LT HOLD
−VFS −5 − VFS ‒50°‒FLAPS 0°
—FLAPS
−VFS − IAS —VMODE‒IAS MODE
FS
−CONTINUOUS THRUST
—CONTINUOUS THRUST
INTERCEPTING THE FINAL APPROACH PATH

EM145AOM021014F.DGN
· FLAPS
— 22°22°
FLAPS
·VAPP
—VAPP
—BEFORE LANDING CHECKLIST MDA CAPTURED OR VISUAL CONTACT
—SET GO-AROUND ALTITUDE
· SET GO AROUND ALTITUDE · VV REF
—·SSET
ET V ON SPEED TARGET
VAPPCL ON SPEED TARGET
REF
APPCL
/1489
EMBRAER 145 —ONE ENGINE INOPERATIVE— NON PRECISION APPROACH (VOR/NDB)

START APPROACH
PROCEDURE
MISSED APPROACH
—160 KIAS
—PUSH GO-AROUND ATTITUDE
—FLAPS 9°
APPROACH
TECHNIQUES
PROCEDURES AND
APPROACH —ROTATE TO GO-AROUND ATTITUDE
CIRCLING APPROACH
—APPROACH CONFIGURATION —MAXIMUM THRUST
—GEAR DOWN —FLAPS
· PUSH 9°
GO AROUND BUTTON
—FLAPS 22°
· APPROACH CONFIGURATION
· ROTATE TO
—POSITIVE GOOF
RATE AROUND
CLIMB ATTITUDE
START APPROACH —140
· GEARKIAS
DOWN · MAXIMUM THRUST
— GEAR UP
PROCEDURE · FLAPS 22° IN ICING CONDITIONS · FLAPS 9°
—150 KIAS —L· ATERAL
· 160 KIAS · 140 KIAS POSITIVEMODE
RATE ACCORDING
OF CLIMB TO
· FLAPS 9° · 150 KIAS IN ICING CONDITIONS GO-AROUND
−GEAR UP PROFILE
—A· CCELERATION
LATERAL MODEALTITUDE
ACCORDING TO GO
CLIMB SEQUENCE
AROUND PROFILE
· ACCELERATION
—RETRACT FLAPS ALTITUDE
ACCORDING
CLIMB SEQUENCE
TO THE SCHEDULE
—CLIMB THRUST
TO THE SCHEDULE
—SPEED
−CLIMB 210 kt
THRUST
—AFTER TAKEOFF
−SPEED 210 KT CHECKLIST
PROCEDURES
OPERATING
STANDARD
NOTE:
—CIRCLING ALTITUDE MUST BE MAINTAINED FINAL
· VVREF
DURING THE WHOLE MANUEVER REF ·VVAPP
APP
—RUNWAY MUST BE IN SIGHT DURING THE
CIRCLING MANEUVER
· CIRCLING ALTITUDE MUST BE MAINTAINED
—MISSED APPROACH POINT ACCORDING TO
DURING THE WHOLE MANEUVER.
THE· RUNWAY
TYPE OFMUST
APPROACH
BE IN SIGHT DURING
—USE THE
OF AUTOPILOT RECOMMENDED
CIRCLING MANEUVER
· MISSED APPROACH POINT
ACCORDING TO THE TYPE OF
APPROACH.
· USE OF AUTOPILOT IS RECOMMENDED
EM145AOM021005D.DGN
START TURN
· LANDING
— FLAPS
L ANDING 22° 22°
FLAPS OR 45°
OR 45°
· 140 KIAS
—140 KIAS
· SET GO AROUND ALTITUDE
· SET
— SETV APPCL ON SPEED
GO-AROUND TARGET
ALTITUDE
— SET VAPPCL ON SPEED TARGET
45/1489
EMBRAER 145 —CIRCLING APPROACH

APPROACH
— COMPLETE DESCENT/
APPROACH CHECKLIST
5/1489
—180 KIAS
—GEAR UP
—FLAPS 0°
VISUAL APPROACH (TYPICAL)
ABEAM RUNWAY
ABEAM THRESHOLD MIDPOINT MISSED APPROACH
—GEAR DOWN —FLAPS 9°9°
· FLAPS —PUSH GO-AROUND BUTTON
· 160 KIAS
—FLAPS 22° —160 KIAS —R· OTATE TO GO-AROUND
COMPLETE DESCENT/APPROACH
· GEAR DOWN · GEAR UP
—140 KIAS
· FLAPS 22° —GEAR UP ATTITUDE
CHECKLIST
· 140 KIAS —MAXIMUM
· 180 KIAS THRUST
· GEAR UP
—FLAPS 9°
· FLAPS 0°
TURNING BASE —POSITIVE RATE OF CLIMB
— 140KIAS
· 140 KIAS · PUSH
—GGO
EAR UP
AROUND BUTTON
· MAXIMUM BANK 30°
—MAXIMUM BANK 30° — L ATERAL
· ROTATE TO MODE ACCORDING
GO AROUND ATTITUDE
TO GO-AROUND
· MAXIMUM THRUST PROFILE
30
30 ss · FLAPS 9°
—ACCELERATION ALTITUDE
· POSITIVE RATE OF CLIMB
CLIMBUP
−GEAR SEQUENCE
PROCEDURES
· LATERAL
—RETRACT FLAPS
MODE ACCORDING TO GO
OPERATING
STANDARD
ACCORDING
AROUND PROFILE TO THE
· ACCELERATION
SCHEDULE ALTITUDE CLIMB
SEQUENCE
−RETRACT
—CLIMBFLAPS
THRUST
ACCORDING TO
1.5
1.5 NM
nm THE
—S PEED 210 kt
SCHEDULE
−CLIMB THRUST
−SPEED 210 KT
BASE · AFTER TAKEOFF CHECKLIST
—L ANDING
· LANDING FLAPS
FLAPS 22°22°
OR OR
45° 45°
· SET
—SETTO
TOGO AROUND ALTITUDE
GO-AROUND ALTITUDE
· SET VAPPCL ON SPEED TARGET
—SET VAPPCL ON SPEED TARGET FINAL
—BEFORE LANDING CHECKLIST ·VVAPP
APP
PROCEDURES AND
V
· VREF
REF
EM145AOM021012B.DGN
500/800
500/800 ft ft
TECHNIQUES
APPROACH
EMBRAER 145 —VISUAL APPROACH (TYPICAL)


EMBRAER 145–WEIGHT & BALANCE,

FLIGHT PLANNING AND PERFORMANCE
Flight Planning and Landing Climb Gradient.............................. 5-60

Weight & Balance Exercise........................ 5-41
Quick Turn Around Weight Table
Sample EMB-145 LR Balance Chart.......... 5-42 (Flaps 25°–2000 ft)..................................... 5-62
APU and Engine Fuel Consumption Unfactored Landing Distance Table
(Chart 1A)................................................... 5-43 (Flaps 45°–2000 ft)..................................... 5-63
Engine Fuel Consumption EMB-145 Simplified Flight Planning —
(Chart 1B)................................................... 5-44 Maximum Speed Cruise............................. 5-64
Climb Planning— All Engines Operating EMB-145 Flight Time—
(Chart 2) (Altitude: Sea Level to 29 ,000 & Maximum Speed Cruise............................. 5-65
30,000 ft).................................................... 5-45
EMB-145 Simplified Flight Planning—
Descent — All Engines Operating Long Range Cruise.................................... 5-66
(Chart 3)..................................................... 5-46
Climb Planning—All Engines Operating
Long Range Cruise — All Engines Operating (Altitude: Sea Level to 35,000
(Chart 4) and 36,000 ft)............................................. 5-67
(Altitude: 29,000 to 37,000 ft)..................... 5-47
Climb Planning—All Engines Operating
Flight Planning and Weight & Balance (Altitude: Sea Level to 19,000 and 20,000 ft)....
Exercise—Solution..................................... 5-48 5-68
Sample EMB-145 LR Balance Chart— Long Range Cruise —All Engines Operating
Solution...................................................... 5-50 (Altitude: 19,000 to 28,000 ft)..................... 5-69
Maximum Takeoff Weight— Maximum Speed Cruise —
Field Length Limited................................... 5-52 All Engines Operating
(Altitude: 29,000 to 37,000 ft)..................... 5-70
Maximum Takeoff Weight—
Brake Energy Limited................................. 5-54 Holding—One Engine Inoperative............. 5-71
Obstacle Clearance Reference Gradient... 5-55 Long Range Cruise —
One Engines Inoperative
Approach Climb Gradient........................... 5-56
(Altitude: 23,000 to 30,000 ft)..................... 5-72
Approach Climb Speed (Flaps 9°).............. 5-58
Landing Climb and Reference Speeds....... 5-59

NOTES

FLIGHT PLANNING AND WEIGHT & BALANCE EXERCISE

Embraer 145 A1P Engines
Route: KAAA–KBBB (Elevation is zero for both)

Basic Operating Weight (BOW): 26,500 Pounds
Index: 48.0
Cargo: 2,000 Pounds
Passengers: 10 in PAX A; 12 in PAX B; 2 in PAX C (Use Weights —190 Pounds Each)
Cruise Altitude: Flight Level 290 at ISA ±0
Wind at Cruise Altitude: 45 kt Tailwind
Total Distance from KAAA–KBBB: 260 NM
Approximate Takeoff Weight: 40,000 Pounds
Fuel: 5,100 Pounds
FUEL PLANNING TABLE
PHASE OF FLIGHT TIME IN MINUTES MILES FUEL IN POUNDS
Taxi with APU (Use Chart 1A & B) 10
Do not include Taxi Time and Fuel in Totals
Takeoff with APU (Use Chart 1A & B) 2
Climb (Use Chart 2)
Cruise (Use Chart 4)
Descent (Use Chart 3)
Approach and Landing (Use Chart 1B) 10
Subtotal 260
Reserve (Use Chart 4) 45
Totals (Minimum Required)
Notes: True Airspeed (TAS) ± Wind=Ground Speed (GS) Miles ÷ GS× 60 = Cruise Time
Step 1: Determine APU and Engine Burn for Taxi (Chart 1A and 1B)
Step 2: Determine APU and Engine Burn for Takeoff (Chart 1A and 1B)
Step 3: Determine Climb Time, Distance and Fuel (Chart 2)
Step 4: Determine Descent Time, Distance and Fuel (Chart 3)
Step 5: Determine Cruise Distance and Time (Chart 4)
Step 6: Determine Approach & Landing (Chart 1B)
Step 7: Determine Reserve (Chart 4)

WEIGHT AND AIRPLANE

BALANCE OPERATIONS
MANUAL
SAMPLE EMB-145 LR BALANCE CHART

INTERIOR ARRANGEMENT OPTION 6
BALANCE CHART FLIGHT DATE

EMB–145 LR
FROM TO
A/C CREW
SATENA
REG Config
4 Rev 0.1
FLIGHT PLANNING AIRPLANE

EMB-135/145 LB OPERATIONS
ERJ -140 LB MANUAL
EMB-145 XR
CHART 1A
APU AND ENGINE FUEL CONSUMPTION
APU FUEL CONSUMPTION
The table below shows the APU fuel consumption on the ground and during level flight
at 5,000 ft, 25,000 ft and 37,000 ft altitudes. The data is calculated for different airspeeds, APU
air bleeds and electrical loads.
APU FUEL CONSUMPTION
Applicable to SUNDSTRAND APU T-62T- 40C11 or T-62T-40C14 (500R)
ALTITUDE AIRSPEED APU FUEL FLOW

APU AIR BLEED APU GEN. LOAD
(ft) (KIAS) (lb/min)
No Load 1.59
No Load
Max Load 1.70
0 0
No Load 2.49
2 Packs
Max Load 2.73
No Load 1.82
No Load
Max Load 1.94
140
No Load 2.59
2 Packs
Max Load 2.85
5,000
No Load 1.82
No Load
Max Load 1.94
220
No Load 2.59
2 Packs
Max Load 2.85
No Load 1.04
No Load
Max Load 1.17
140
No Load 1.29
2 Packs
Max Load 1.55
25,000
No Load 1.04
No Load
Max Load 1.17
220
No Load 1.29
2 Packs
Max Load 1.55
No Load 0.55
No Load
140 Max Load 0.74
2 Packs Max Load 0.96
37,000
No Load 0.55
No Load
220 Max Load 0.69
2 Packs Max Load 0.93
NOTE: Fuel density may range from 6.550 to 6.770 lb/US gal. The values above have been
determined for an adopted fuel density of 6.767 lb/US gal.


EMB-135/145 LB OPERATIONS
ERJ -140 LB MANUAL
EMB-145 XR
CHART 1B
ENGINE FUEL CONSUMPTION
The following values established for taxi, take-off, approach and go around fuel consumption
should be considered when calculating detailed flight plans.
ENGINE FUEL CONSUMPTION
FUEL CONSUMPTION
ENGINE PHASE OF FLIGHT
lb/min
TAXI 14.6
TAKE-OFF 93.9
AE3007A
APPROACH AND LANDING 36.5
GO AROUND 93.9
TAXI 15.4
AE3007A1/1, TAKE-OFF 99.2

A1, A3,
A1/3, A1P, A1E APPROACH AND LANDING 38.6
GO AROUND 100.2


EMB-145 A1 AND A1P LB OPERATIONS
MANUAL
CHART 2
CLIMB PLANNING –ALL ENGINES OPERATING
AE3007A1 AND AE3007A1P ENGINES
ALTITUDE: SEA LEVEL TO 29,000 AND 30,000 FT
Speed Schedule: 2
40 KIAS up to 10,000 ft, increasing linearly to 270 KIAS at 12,000 ft,
maintaining 270 KIAS up to 17,400 ft and m=0.56 above 17,400 ft.
Cruise Configuration Bleed: Open
29,000 ft 30,000 ft
WEIGHT (lb)
ISA + °C ISA + °C
-15 -10 0 10 20 - 15 -10 0 10 20
FUEL LB 1146 1171 1221 1310 1767 1199 1219 1271 1364 1842
50,000 DISTANCE NM 92 94 98 108 167 98 99 104 114 177
TIME MIN 18 18 19 20 30 19 19 20 21 32
FUEL LB 1058 1081 1127 1207 1594 1104 1123 1171 1255 1658
48,000 DISTANCE NM 85 86 90 99 150 90 91 95 104 158
TIME MIN 17 17 17 18 27 18 18 18 19 29
FUEL LB 982 1019 1062 1133 1457 1019 1075 1118 1196 1512
46,000 DISTANCE NM 78 80 84 91 137 83 85 88 96 144
TIME MIN 15 16 16 17 25 16 16 17 18 26
FUEL LB 908 942 982 1046 1324 942 992 1032 1102 1372
44,000 DISTANCE NM 72 74 77 84 124 76 78 81 88 130
TIME MIN 14 14 15 16 22 15 15 15 16 24
FUEL LB 840 871 908 965 1206 870 916 953 1016 1248
42,000 DISTANCE NM 67 68 71 77 112 70 72 75 81 118
TIME MIN 13 13 14 14 20 14 14 14 15 21
FUEL LB 777 806 839 891 1100 804 846 880 937 1138
40,000 DISTANCE NM 61 63 66 71 102 65 66 69 75 107
TIME MIN 12 12 13 13 19 13 13 13 14 19
FUEL LB 718 744 775 823 1004 743 780 812 864 1038
38,000 DISTANCE NM 57 58 60 65 93 59 61 64 69 97
TIME MIN 11 11 12 12 17 12 12 12 13 18
FUEL LB 663 687 715 758 916 685 720 749 796 946
36,000 DISTANCE NM 52 53 56 60 84 55 56 58 63 88
TIME MIN 10 10 11 11 15 11 11 11 12 16
FUEL LB 611 633 659 698 836 631 662 690 732 863
34,000 DISTANCE NM 48 49 51 55 77 50 51 54 58 80
TIME MIN 10 10 10 10 14 10 10 10 11 15
FUEL LB 562 582 606 641 762 580 609 634 672 786
32,000 DISTANCE NM 44 45 47 50 70 46 47 49 53 73
TIME MIN 9 9 9 10 13 9 9 9 10 13
FUEL LB 516 534 556 588 694 532 558 581 615 716
30,000 DISTANCE NM 40 41 43 46 63 42 43 45 48 66
TIME MIN 8 8 8 9 12 8 8 9 9 12
FUEL LB 472 489 509 538 630 487 510 531 562 650
28,000 DISTANCE NM 37 38 39 42 57 38 39 41 44 60
TIME MIN 7 7 8 8 11 8 8 8 8 11
ANTI-ICE ON CORRECTIONS BELOW ISA ISA ABOVE ISA

FUEL INCREASE 15% INCREASE 15% INCREASE 30%
DISTANCE INCREASE 20% INCREASE 20% INCREASE 30%
TIME INCREASE 20% INCREASE 20% INCREASE 30%


MANUAL
CHART 3
DESCENT– ALL ENGINES OPERATING
Cruise Configuration
Bleed: Open
Flight Idle
Airspeed: MMO/250 KIAS/240 KIAS
ISA Conditions
TOP OF DESCENT
WEIGHT (lb)
(ft)
5,000 10,000 15,000 20,000 25,000 30,000 35,000 37,000
FUEL LB 57 102 142 176 204 228 251 260
49,000 DISTANCE NM 13 26 40 53 67 81 96 102
TIME MIN 3 6 9 11 14 16 18 19
FUEL LB 57 102 141 175 203 227 249 258
48,000 DISTANCE NM 13 26 39 53 66 80 95 101
TIME MIN 3 6 9 11 14 16 18 19
FUEL LB 56 101 139 173 200 224 246 254
46,000 DISTANCE NM 13 26 39 52 66 79 94 100
TIME MIN 3 6 9 11 13 15 17 18
FUEL LB 55 99 137 171 198 220 242 250
44,000 DISTANCE NM 13 26 38 52 65 78 92 98
TIME MIN 3 6 9 11 13 15 17 18
FUEL LB 55 98 135 168 194 216 237 246
42,000 DISTANCE NM 13 25 38 51 64 77 90 96
TIME MIN 3 6 8 11 13 15 17 18
FUEL LB 54 96 133 165 191 212 233 241
40,000 DISTANCE NM 12 25 37 50 62 75 89 94
TIME MIN 3 6 8 11 13 15 17 17
FUEL LB 53 94 130 162 187 208 227 235
38,000 DISTANCE NM 12 24 36 49 61 73 87 92
TIME MIN 3 6 8 10 13 14 16 17
FUEL LB 52 92 127 158 182 203 222 229
36,000 DISTANCE NM 12 24 35 48 60 72 84 90
TIME MIN 3 6 8 10 12 14 16 17
FUEL LB 50 90 124 154 178 197 216 223
34,000 DISTANCE NM 12 23 34 46 58 70 82 87
TIME MIN 3 5 8 10 12 14 15 16
FUEL LB 49 87 120 149 172 191 209 216
32,000 DISTANCE NM 11 22 33 45 56 68 79 84
TIME MIN 3 5 8 10 12 13 15 16
FUEL LB 47 84 116 144 166 185 202 208
30,000 DISTANCE NM 11 21 32 43 54 65 77 81
TIME MIN 3 5 7 9 11 13 14 15


MANUAL
CHART 4
LONG RANGE CRUISE– ALL ENGINES OPERATING
ALTITUDE: 29,000 FT TO 37,000 FT
Bleed: Open
ISA Condition
WEIGHT (lb) ALTITUDE (ft)

29,000 30,000 31,000 32,000 33,000 34,000 35,000 36,000 37,000
N1 % 80.5 81.2 82 82.8 83.5 84.1 84.8 85.6 86.9
F FLOW LB/H/ENG 1027 1029 1031 1032 1035 1039 1044 1050 1061
IAS KT 229 229 229 229 229 230 231 232 232
42,000 TAS KT 356 362 369 375 382 389 397 405 415
INDICATED MACH 0.602 0.615 0.628 0.642 0.657 0.672 0.688 0.706 0.724
BUFFET MARGIN G 2.19 2.14 2.09 2.03 1.97 1.9 1.83 1.75 1.67
SR NM/LB 0.173 0.176 0.179 0.182 0.185 0.187 0.19 0.193 0.196
N1 % 79.5 80.2 80.8 81.6 82.4 83.1 83.7 84.4 85.5

F FLOW LB/H/ENG 975 975 976 977 979 982 986 991 1000
IAS KT 223 224 224 224 224 225 225 226 226
40,000 TAS KT 348 354 360 367 373 380 388 395 405
INDICATED MACH 0.589 0.602 0.615 0.628 0.642 0.657 0.673 0.689 0.706
BUFFET MARGIN G 2.25 2.2 2.15 2.09 2.04 1.97 1.91 1.83 1.75
SR NM/LB 0.179 0.182 0.185 0.188 0.191 0.194 0.197 0.199 0.202
N1 % 78.4 79.1 79.7 80.4 81.1 81.9 82.7 83.3 84.3

F FLOW LB/H/ENG 923 922 922 922 923 925 928 931 939
IAS KT 218 218 218 218 218 219 219 219 220
38,000 TAS KT 341 346 352 358 364 371 378 385 394
INDICATED MACH 0.576 0.588 0.601 0.614 0.627 0.641 0.656 0.672 0.688
BUFFET MARGIN G 2.30 2.25 2.2 2.15 2.1 2.04 1.98 1.91 1.84
SR NM/LB 0.184 0.188 0.191 0.194 0.197 0.200 0.204 0.207 0.21
N1 % 77 77.8 78.5 79.2 79.8 80.6 81.4 82.1 83.1

F FLOW LB/H/ENG 870 869 868 867 868 869 871 873 880
IAS KT 213 213 213 213 213 213 213 213 214
36,000 TAS KT 332 337 343 349 355 361 368 374 383
INDICATED MACH 0.562 0.574 0.586 0.598 0.611 0.625 0.639 0.654 0.67
BUFFET MARGIN G 2.35 2.3 2.26 2.21 2.16 2.11 2.05 1.99 1.92
SR NM/LB 0.191 0.194 0.198 0.201 0.204 0.208 0.211 0.214 0.218
INCREASE/DECREASE N1% BY 1% PER 5°C ABOVE/BELOW ISA CONDITIONS FOR ANTI-ICE ON:
INCREASE/DECREASE FUEL FLOW 1% PER 5°C ABOVE/BELOW STD ISA CONDITIONS INCREASE N1 BY 0.6% AND FUEL FLOW BY 8%
INCREASE/DECREASE TAS BY 5 KT PER 5°C ABOVE/BELOW ISA CONDITIONS DECREASE SR BY 9%

FLIGHT PLANNING AND WEIGHT & BALANCE EXERCISE—

SOLUTION
Embraer 145 A1P Engines
Route: KAAA–KBBB (Elevation is zero for both)

Basic Operating Weight (BOW): 26,500 Pounds
Index: 48.0
Cargo: 2,000 Pounds
Passengers: 10 in PAX A; 12 in PAX B; 12 in PAX C (Use Summer Weights—190 Pounds Each)
Cruise Altitude: Flight Level 290 at ISA ±0
Wind at Cruise Altitude: 45 kt Tailwind
Total Distance from KAAA–KBBB: 260 NM
Approximate Takeoff Weight: 40,000 Pounds
Fuel: 5,100 Pounds
FUEL PLANNING TABLE
PHASE OF FLIGHT TIME IN MINUTES MILES FUEL IN POUNDS
Taxi with APU (Use Chart 1A & B) 10 181
Do not include Taxi Time and Fuel in Totals
Takeoff with APU (Use Chart 1A & B) 2 204
Climb (Use Chart 2) 13 66 839
Cruise (Use Chart 4) 19 122 618
Descent (Use Chart 3) 15 72 208
Approach and Landing (Use Chart 1B) 10 386
Subtotal 59 260 2255
Reserve (Use Chart 4) 45 1463
Totals (Minimum Required) 104 260 3718
Notes: True Airspeed (TAS) ± Wind=Ground Speed (GS) Miles ÷ GS × 60 = Cruise Time

Step 1: Determine APU and Engine Burn for Taxi (Chart 1A and 1B)
APU + Taxi = (2.73 ×10) + (15.4 ×10)=181 lbs
Step 2: Determine APU and Engine Burn for Takeoff (Chart 1A and 1B)
APU + Takeoff =(2.73 × 2) + (99.2×2)=204 lbs
Step 3: Determine Climb Time, Distance and Fuel (Chart 2)
Step 4: Determine Descent Time, Distance and Fuel (Chart 3)
Step 5: Determine Cruise Distance and Time (Chart 4)

Cruise: 348 kt TAS + 45 kt Wind Speed =393 kt GS;
260 Miles Total Distance – 66 Miles Climb Distance –72 Miles Descent Distance
=122 Miles Cruise Distance;
122 Cruise Miles ÷ 393 GS × 60 Minutes =19 Minutes;
19 Minutes ÷ 60 Minutes ×975 lb/hr × 2 = 618 lb
Step 6: Determine Approach & Landing (Chart 1B)

38.6 x10 =386 lb
Step 7: Determine Reserve (Chart 4)

45 Minutes Reserve ÷ 60 Minutes × 975 lb/Eng x 2 =1,463 lb
NOTES

WEIGHT AND AIRPLANE

BALANCE OPERATIONS
MANUAL
WEIGHT AND AIRPLANE
BALANCE
OPERATIONS
SAMPLE EMB-145 LR BALANCE MANUALCHART
INTERIOR ARRANGEMENT OPTION 6
SAMPLE EMB-145 LR BALANCE CHART
INTERIOR ARRANGEMENT
BALANCEOPTION
CHART 6 FLIGHT DATE
EMB–145 LR
FROM TO
KAAA
KAAA
KBBB
KBBB
SATENA A/C REG CREW Config
26,500
8,460 0
12
34,960
12
4,919 10
(Donot
(Do notinclude
includetaxi
taxifuel)
fuel)
2,000
39,879 -3.0
34,960
33
39,879
29
7
Page Code
5-50 1-06-55 2 06FOR TRAINING PURPOSES ONLY REVISION 30 Revision 0.2

NOTES

SUPPLEMENT 12 AIRPLANE
OPERATION WITH FLIGHT
AE3007A1P ENGINES MANUAL
AIRPLANE SUPPLEMENT 12
OPERATION WITH
FLIGHT
AE3007A1P ENGINES
MANUAL
MAXIMUM TAKEOFF WEIGHT
FIELD LENGTH LIMITED
MAXIMUM TAKEOFF WEIGHT -
ALT T/O–1 MODEFIELD – FLAPS 9°– BALANCED
LENGTH LIMITED FIELD LENGTH
NORMAL V2 – BLEEDS CLOSED – PACKS OFF–
ALT T/O-1 MODE - FLAPS 9° - BALANCED FADEC
FIELD LENGTH -REF A/ICE OFF
CHART 1 OF 2
NORMAL V2 - BLEEDS CLOSED - PACKS OFF - FADEC REF A/ICE OFF
CHART 1 OF 2
AE3007A1P ENGINES WITH T/R

15000
14000
13000
12000
PRESSURE ALTITUDE - ft
11000
TRANSFER SCALE
10000
9000
10000
8000
8000
7000
6000
6000
4000
2000
SL
-1000 5000
145FAA373A - 17JUN1999
4000
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
STATIC AIR TEMPERATURE - °C

AFM-145/1153 - FAA
ANAC APPROVED
REVISION 65 S12-47

FIELD LENGTH LIMITED
ALT T/O–1 MODE – FLAPS 9°– BALANCED FIELD LENGTH
NORMAL V2 – BLEEDS CLOSED – PACKS OFF– FADEC REF A/ICE OFF
CHART 2 OF 2
OPERATION WITH
FLIGHT
AE3007A1P ENGINES
MANUAL
MAXIMUM TAKEOFF WEIGHT - FIELD LENGTH LIMITED

ALT T/O-1 MODE - FLAPS 9° - BALANCED FIELD LENGTH - NORMAL V2
BLEEDS CLOSED - PACKS OFF - FADEC REF A/ICE OFF
CHART 2 OF 2
28000 28000
REF. LINE
REF. LINE
REF. LINE
27000 27000
NOTE: Refer to Section 2 - Limitations for
26000 Maximum Structural Takeoff Weight 26000
25000
associated to each model. 25000
24000 24000
23000 23000
22000 22000
21000 21000
20000 20000
RUNWAY LENGTH - ft
19000 19000
18000 18000
TRANSFER SCALE
17000 17000
16000 16000
15000 15000
14000 14000
13000 13000
12000 12000
11000 11000
10000 10000
9000 9000
8000 8000
7000 7000
6000 6000
5000 5000
145FAA373B - 17JUN1999
4000 4000
3000 3000
2000 2000
-1
14000 -2 16000 0 18000
1 -10 0 22000
2 20000 10 20 24000
30 26000 28000 30000 32000 34000 36000 38000 40000 42000 44000 46000 48000 50000 52000 54000
AFM-145/1153 - FAA
-2 -1 0 1 2 -10 0 10 20 30
DOWNDOWN UP TAIL
TAIL HEAD
UP HEAD
RUNWAY
RUNWAY SLOPE
SLOPE - %- % WIND
WIND - KT- kt WEIGHT - lb
ANAC APPROVED
REVISION 65 S12-49


BRAKE ENERGY LIMITED
ALT T/O–1 MODE – FLAPS 9°– NORMAL V2
OPERATION WITH
FLIGHT
AE3007A1P ENGINES
MANUAL
MAXIMUM TAKEOFF WEIGHT - BRAKE ENERGY LIMITED

ALT T/O-1 - FLAPS 9° - NORMAL V2
AIRPLANES EQUIPPED WITH ER VERSION BRAKES

57000
POINTS TO THE
REF. LINE
REF. LINE
POINTS TO THE LEFT RIGHT OF THE 56000

OF THE DASHED DASHED LINE ARE
LINE ARE NOT NOT BRAKE ENERGY 55000
BRAKE ENERGY LIMITED.
LIMITED. 54000
53000
52000
51000
50000
49000
WEIGHT - lb
48000
47000
-1000 46000
SL
45000
1000
2000 44000
3000
4000 43000
5000
42000
6000
7000 41000
8000
40000
39000
38000
145FAA399 - 10MAR2005
37000
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
-10 70
0 80
10 90
20 100
30 110
-2 120
-1 130
0 140
1 150
2
TAIL HEAD DOWN UP
AFM-145/1153 - FAA

WIND - kt SLOPE - %
ANAC APPROVED
S12-52 REVISION 65

OBSTACLE CLEARANCE
REFERENCE GRADIENT
FLAPS 9°– ALT T/O –1 MODE – BLEEDS CLOSED
PACKS OFF– FADEC REF A/ICE OFF
OPERATION WITH
FLIGHT
AE3007A1P ENGINES
MANUAL
OBSTACLE CLEARANCE - REFERENCE GRADIENT

FLAPS 9° - ALT T/O-1 MODE - BLEED CLOSED - PACKS OFF - FADEC REF A/ICE OFF

16
REF. LINE
15
14
13
12
11
10
REFERENCE GRADIENT - %
8
PRESSURE ALTITUDE - ft 5
3
-1000
SL 2
2000
4000
1
6000
8000
0
10000
-1
145FAA375 - 17JUN1999
-2
-3
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 26000
70 80 28000
90 10030000
110 12032000
130 14034000
150 16036000
170 18038000
190 20040000
210 22042000
230 24044000
250 26046000
270 28048000
290 30050000
310 32052000
330 34054000
350
AFM-145/1153 - FAA
WEIGHT - kg
STATIC AIR TEMPERATURE - °C WEIGHT - lb
ANAC APPROVED
S12-54 REVISION 65

OPERATION WITH
APPROACH CLIMB
FLIGHT GRADIENT
AE3007A1P ENGINES
MANUAL
ONE ENGINE INOPERATIVE– FLAPS 9°– ANTI-ICE OFF
CHART 1 OF 2
APPROACH CLIMB GRADIENT
ONE ENGINE INOPERATIVE - FLAPS 9° - ANTI-ICE OFF
CHART 1 OF 2
AE3007A1P ENGINES
5
-1000
SL
1000
2000
TRANSFER SCALE
3
3000
4000
5000
6000
7000
2
8000
9000
1
10000
145FAA385A - 10APR2005
0
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

AFM-145/1153 - FAA
ANAC APPROVED
REVISION 65 S12-151
OPERATION WITH
APPROACH CLIMB
AE3007A1P ENGINES
FLIGHT GRADIENT
MANUAL
ONE ENGINE INOPERATIVE– FLAPS 9°– ANTI-ICE OFF
CHART 2 OF 2
APPROACH CLIMB GRADIENT
ONE ENGINE INOPERATIVE - FLAPS 9° - ANTI-ICE OFF
CHART 2 OF 2
AE3007A1P ENGINES
17 17
REF. LINE
16 16
15 15
14 14
13 13
12 12
11 11
APPROACH CLIMB GRADIENT - %

10 10
9 9
TRANSFER SCALE
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
NOTE : IN CASE OF ICE ACCRETION ON WING
AND TAIL NON PROTECTED AREAS
-1 DECREASE THE APPROACH CLIMB -1
145FAA385B - 29JUL2003
GRADIENT BY 2.1%.
-2 -2
26000 29000 32000 35000 38000 41000 44000 47000 50000 53000
WEIGHT - lb
AFM-145/1153 - FAA

ANAC APPROVED
S12-152 REVISION 65
PERFORMANCE AIRPLANE
EMB–145 A1P FAA OPERATIONS
MANUAL
APPROACH
APPROACH CLIMB SPEED

FLAPS 9°
APPROACH
WEIGHT
CLIMB SPEED
(LB)
(KIAS)
27000 125
28000 128
29000 130
30000 132
31000 134
32000 136
33000 138
34000 140
35000 142
36000 144
37000 146
38000 148
39000 150
40000 152
41000 154
42000 156
43000 157
44000 159
45000 161
46000 163
47000 164
48000 166
49000 167
50000 167

EMB–145 A1P FAA OPERATIONS
MANUAL
LANDING CLIMB
AND REFERENCE SPEEDS
VREF – KIAS
WEIGHT
(LB)
FLAPS 45° FLAPS 22°
27000 104 109

28000 106 111
29000 108 113
30000 109 114
31000 111 116
32000 113 118
33000 115 120
34000 117 121
35000 118 123
36000 120 125
37000 121 127
38000 123 128
39000 124 130
40000 126 131
41000 127 133
42000 128 134
43000 130 136
44000 131 137
45000 132 139
46000 134 140
47000 135 142
48000 136 143
49000 137 144
50000 137 144

OPERATION WITH
FLIGHT
AE3007A1P ENGINES
LANDING MANUAL
CLIMB GRADIENT
ALL ENGINES – FLAPS 22°– ANTI-ICE OFF
LANDING
CHARTCLIMB
1 OF GRADIENT
2
ALL ENGINES - FLAPS 22° - ANTI-ICE OFF
CHART 1 OF 2
AE3007A1P ENGINES
15
14
13
12
-1000
SL 11
TRANSFER SCALE
1000
2000
10
3000
4000
5000 9
6000
7000 8
8000
7
9000
10000
6
145FAA387A - 29JUL2003
5
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

AFM-145/1153 - FAA
ANAC APPROVED
REVISION 65 S12-155
OPERATION WITH
LANDING
AE3007A1P ENGINES
CLIMB
FLIGHTGRADIENT
MANUAL
ALL ENGINES – FLAPS 22°– ANTI-ICE OFF
CHART 2 OF 2
LANDING CLIMB GRADIENT
ALL ENGINES - FLAPS 22° - ANTI-ICE OFF
CHART 2 OF 2
AE3007A1P ENGINES
40 40
REF. LINE
38 38
36 36
34 34
32 32
30 30
28 28
LANDING CLIMB GRADIENT - %

26 26
24 24
TRANSFER SCALE
22 22
20 20
18 18
16 16
14 14
12 12
10 10
8 8
6 6
NOTE : IN CASE OF ICE ACCRETION ON WING
AND TAIL NON PROTECTED AREAS
4 DECREASE THE LANDING CLIMB 4
145FAA387B - 29JUL2003
GRADIENT BY 1.9%.
2 2
26000 28000 30000 32000 34000 36000 38000 40000 42000 44000 46000 48000 50000 52000 54000
WEIGHT - lb
AFM-145/1153 - FAA

ANAC APPROVED
S12-156 REVISION 65
EMB-145/135 FAA OPERATIONS
MANUAL
QUICK TURN AROUND WEIGHT TABLE

ALL ENGINE TYPES–FAA–FLAPS 45°– 2000 FT
ER BRAKES
WIND
TEMP -10 kt 0 kt
(°C) SLOPE
-2% -1% 0 1% 2% -2% -1% 0 1% 2%
-20 33624 34047 34506 34925 35353 37593 38068 38565 39032 39516
-15 33301 33720 34176 34591 35015 37209 37679 38172 38635 39113
-10 32987 33402 33855 34266 34686 36835 37300 37790 38248 38721
-5 32685 33096 33546 33953 34369 36475 36936 37422 37875 38343
0 32391 32798 33245 33649 34061 36125 36581 37064 37513 37977
4 32163 32567 33009 33410 33818 35850 36303 36783 37229 37688
8 31944 32345 32778 33176 33581 35581 36030 36508 36950 37406
12 31731 32129 32553 32948 33350 35319 35764 36239 36679 37131
16 31522 31917 32332 32725 33124 35062 35504 35977 36413 36862
20 31319 31711 32118 32508 32904 34812 35251 35722 36155 36600
24 31119 31508 31907 32294 32687 34566 35002 35470 35900 36342
28 30902 31288 31678 32062 32453 34326 34758 35224 35651 36089
32 30649 31030 31410 31791 32178 34089 34519 34982 35406 35841
36 30400 30778 31147 31526 31909 33858 34284 34745 35167 35599
40 30157 30531 30890 31266 31645 33631 34054 34513 34932 35361
44 29918 30289 30638 31010 31386 33408 33829 34286 34702 35127
WIND
TEMP 10 kt 20 kt
(°C) SLOPE
-2% -1% 0 1% 2% -2% -1% 0 1% 2%
-20 38998 39491 40001 40486 40989 40495 41008 41532 42035 42559
-15 38592 39080 39586 40065 40562 40067 40574 41094 41592 42110
-10 38196 38679 39181 39656 40148 39650 40152 40668 41161 41673
-5 37815 38293 38791 39261 39748 39249 39746 40258 40745 41252
0 37445 37918 38413 38878 39360 38859 39351 39859 40342 40843
4 37154 37623 38115 38577 39055 38553 39040 39546 40025 40522
8 36869 37335 37824 38283 38756 38253 38736 39239 39715 40207
12 36591 37053 37540 37995 38465 37960 38440 38940 39412 39900
16 36319 36778 37262 37714 38180 37674 38150 38647 39116 39600
20 36055 36510 36992 37441 37903 37396 37868 38363 38828 39309
24 35795 36246 36726 37171 37630 37121 37590 38082 38544 39021
28 35540 35988 36466 36908 37363 36853 37319 37808 38266 38740
32 35290 35735 36210 36649 37101 36590 37052 37539 37994 38463
36 35045 35487 35959 36395 36844 36332 36790 37275 37727 38193
40 34805 35244 35714 36147 36592 36079 36534 37016 37465 37928
44 34569 35005 35473 35903 36345 35831 36283 36763 37208 37668
NOTE: Quick turn-around weight in lbs.

EMB-145/135 FAA OPERATIONS
MANUAL
UNFACTORED LANDING DISTANCE TABLE

ALL ENGINE TYPES–FAA–FLAPS 45°– 2000 FT
ALTITUDE
WEIGHT 0 ft 1000 ft
(lb) WIND–(kt)
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
43000 3246 2781 2634 2493 3317 2845 2697 2553
41000 3139 2684 2542 2409 3207 2745 2600 2462
39000 3032 2591 2455 2323 3097 2647 2508 2375
37000 2924 2500 2366 2236 2989 2554 2419 2288
35000 2823 2408 2276 2148 2879 2459 2326 2197
33000 2720 2311 2181 2056 2772 2360 2229 2103
31000 2611 2209 2082 1959 2661 2256 2128 2003
29000 2501 2107 1982 1861 2549 2151 2025 1903
27000 2391 2003 1881 1762 2435 2045 1921 1802
ALTITUDE
WEIGHT 2000 ft 3000 ft
(lb) WIND–(kt)
43000 3391 2912 2762 2616 3469 2983 2830 2682
41000 3277 2809 2661 2519 3351 2876 2726 2581
39000 3165 2707 2565 2429 3235 2770 2625 2484
37000 3054 2610 2473 2341 3121 2669 2528 2394
35000 2939 2513 2379 2248 3006 2569 2433 2302
33000 2827 2411 2279 2151 2884 2464 2331 2202
31000 2713 2304 2175 2049 2766 2355 2224 2097
29000 2597 2196 2069 1946 2648 2244 2116 1992
27000 2481 2087 1963 1842 2529 2132 2007 1885
ALTITUDE
WEIGHT 4000 ft 3000 ft
(lb) WIND–(kt)
43000 3550 3056 2900 2750 3635 3132 2974 2821
41000 3428 2945 2794 2647 3508 3018 2864 2715
39000 3307 2836 2687 2544 3382 2904 2754 2608
37000 3189 2729 2585 2448 3259 2793 2646 2504
35000 3073 2626 2488 2356 3143 2687 2545 2411
33000 2947 2519 2385 2254 3015 2577 2441 2310
31000 2822 2407 2275 2147 2881 2461 2328 2199
29000 2701 2293 2164 2039 2756 2345 2214 2088
27000 2578 2179 2052 1929 2630 2227 2099 1976
NOTE: Landing distance in ft.


MANUAL
EMB-145 SIMPLIFIED FLIGHT PLANNING

FLIGHT PLANNING
AIRPLANE
AE3007A1 AND AE3007A1P ENGINES EMB-145 A1 LB
OPERATIONS
MAXIMUM SPEED CRUISE
MANUAL
AE3007A1 ENGINE
ISA CONDITION
9500
FL150 FL200 FL250 FL300
9000
BASED ON:
8500 240/270/M0.56 CLIMB
MMO/250/240 DESCENT
8000
7500 FL350 & ABOVE
7000
6500
FUEL REQUIRED - lb
6000
5500
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
45000
-500
WEIGHT - lb
LANDING
40000
-1000
REF. LINE
-1500
35000
30000
-2000
-2500
60
HEAD
-3000
30
WIND - kt
REF. LINE
0
-3500
-4000
-30
TAIL
-4500
-60
-5000
0 200 400 600 800 1000 1200 1400 1600
TRIP DISTANCE - NM
145AOMFAA002 - 09OCT2002
Page Code
DECEMBER 20, 2002 1-05-05 5 02


MANUAL
EMB-145 FLIGHT TIME

AIRPLANE FLIGHT PLANNING
AE3007A1 AND AE3007A1P ENGINES EMB-145 A1 LB
OPERATIONS
MANUAL
EMB-145 FLIGHT TIME
AE3007A1 ENGINE
ISA CONDITION
260
255
250
245 BASED ON:
240 240/270/M0.56 CLIMB
235 MMO/250/240 DESCENT
230
225
220
215
210
205 FL350
200
195 FL150
190
185
180
175
170
FLIGHT TIME - min.
165
160
155
150
145
140
135
130
125
120
115
110
105
100
95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
60
HEAD
-5
-10
30
-15
WIND - kt
-20 REF. LINE

-25
0
-30
-35
-40
-30
-45
-50
TAIL
-55
-60
-60
-65
-70
0 200 400 600 800 1000 1200 1400 1600
TRIP DISTANCE - NM
145AOM004 - 15JUN1999
Page Code
7 02

MANUAL
FLIGHT PLANNING
AIRPLANE
EMB-145 A1 LB AE3007A1 AND AE3007A1P ENGINES
OPERATIONS
LONG MANUAL
RANGE CRUISE
AE3007A1 ENGINE
LONG RANGE CRUISE
ISA CONDITION
9500
FL150 FL200 FL250 FL300
9000
BASED ON:
8500 240/270/M0.56 CLIMB
MMO/250/240 DESCENT
8000
7500
FL350 & ABOVE
7000
6500
FUEL REQUIRED - lb
6000
5500
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
-500
45000
WEIGHT - lb
LANDING
40000
-1000
REF. LINE
-1500
35000
-2000
30000
-2500
60
HEAD
30
-3000
WIND - kt
REF. LINE
-3500
0
-4000
-30
TAIL
-4500
-60
-5000
0 200 400 600 800 1000 1200 1400 1600
TRIP DISTANCE
TRIP DISTANCE -- NM
NM
145AOMFAA001 - 09OCT2002
Page Code
1-05-05 4 02 DECEMBER 20, 2002

MANUAL
CLIMB PLANNING –ALL ENGINES OPERATING

Speed Schedule: 2
Bleed: Open
35,000 ft 36,000 ft
WEIGHT (lb)
ISA + °C ISA + °C
-9 -5 0 10 20 -8 -5 0 10 20
FUEL LB 1507 1529 1561 1696 – 1596 1613 1645 1786 –
50,000 DISTANCE NM 134 136 138 155 – 145 146 149 167 –
TIME MIN 26 26 26 29 – 28 28 28 31 –
FUEL LB 1369 1390 1419 1535 2082 1440 1455 1485 1605 2198
48,000 DISTANCE NM 120 122 125 139 217 129 131 133 148 234
TIME MIN 23 23 24 26 39 25 25 25 27 42
FUEL LB 1276 1308 1301 1395 1913 1328 1361 1356 1455 2001
46,000 DISTANCE NM 110 112 114 125 191 117 119 121 133 204
TIME MIN 21 21 21 23 34 22 23 23 25 37
FUEL LB 1167 1197 1192 1274 1705 1212 1242 1238 1324 1773
44,000 DISTANCE NM 100 102 104 113 169 106 108 110 120 180
TIME MIN 19 19 20 21 31 20 21 21 22 32
FUEL LB 1071 1098 1094 1167 1530 1108 1136 1133 1209 1586
42,000 DISTANCE NM 91 93 95 103 151 96 98 100 109 159
TIME MIN 18 18 18 19 27 19 19 19 20 29
FUEL LB 983 1008 1005 1070 1380 1016 1041 1039 1107 1426
40,000 DISTANCE NM 83 85 87 94 136 88 89 91 99 142
TIME MIN 16 16 16 17 25 17 17 17 18 26
FUEL LB 903 926 924 982 1248 932 955 954 1014 1287
38,000 DISTANCE NM 76 78 79 86 122 80 82 83 90 128
TIME MIN 15 15 15 16 22 15 16 16 17 23
FUEL LB 830 851 849 901 1131 855 876 875 929 1165
36,000 DISTANCE NM 70 71 73 79 110 73 75 76 82 115
TIME MIN 14 14 14 15 20 14 14 14 15 21
FUEL LB 761 781 780 826 1026 783 803 803 851 1056
34,000 DISTANCE NM 64 65 66 72 100 67 68 69 75 104
TIME MIN 12 13 13 13 18 13 13 13 14 19
FUEL LB 698 715 715 757 931 717 735 735 779 956
32,000 DISTANCE NM 58 60 61 65 90 61 62 63 68 94
TIME MIN 11 11 12 12 16 12 12 12 13 17
FUEL LB 638 654 654 692 843 655 672 672 711 866
30,000 DISTANCE NM 53 54 55 60 81 55 57 58 62 85
TIME MIN 10 10 11 11 15 11 11 11 12 15
FUEL LB 582 596 596 630 762 597 612 613 647 782
28,000 DISTANCE NM 48 49 50 54 73 50 51 52 56 76
TIME MIN 9 10 10 10 13 10 10 10 11 14

DISTANCE INCREASE 20% INCREASE 20% INCREASE 30%
TIME INCREASE 20% INCREASE 20% INCREASE 30%


MANUAL
CLIMB PLANNING – ALL ENGINES OPERATING

Speed Schedule: 2
Bleed: Open
19,000 ft 20,000 ft
WEIGHT (lb)
ISA + °C ISA + °C
-20 -10 0 10 20 - 20 -10 0 10 20
FUEL LB 726 756 787 841 1095 764 795 829 886 1161
50,000 DISTANCE NM 50 52 55 60 90 54 56 59 64 97
TIME MIN 10 11 11 12 17 11 11 12 12 18
FUEL LB 675 703 732 781 1000 710 740 771 823 1059
48,000 DISTANCE NM 47 49 51 55 81 50 52 54 59 88
TIME MIN 10 10 10 11 15 10 11 11 12 17
FUEL LB 632 658 685 724 926 664 692 721 763 979
46,000 DISTANCE NM 44 46 48 51 75 47 49 51 55 81
TIME MIN 9 9 10 10 14 10 10 10 11 15
FUEL LB 588 612 638 674 851 618 644 671 709 898
44,000 DISTANCE NM 41 42 44 47 69 43 45 47 51 74
TIME MIN 8 9 9 9 13 9 9 9 10 14
FUEL LB 548 570 594 627 782 575 599 624 659 825
42,000 DISTANCE NM 38 39 41 44 63 40 42 44 47 68
TIME MIN 8 8 8 9 12 8 9 9 9 13
FUEL LB 509 530 552 582 719 535 557 580 612 758
40,000 DISTANCE NM 35 37 38 41 58 37 39 41 44 62
TIME MIN 7 7 8 8 11 8 8 8 9 12
FUEL LB 473 493 513 541 662 497 517 539 568 697
38,000 DISTANCE NM 33 34 35 38 53 35 36 38 40 57
TIME MIN 7 7 7 7 10 7 7 8 8 11
FUEL LB 439 457 476 501 608 461 480 500 527 641
36,000 DISTANCE NM 30 31 33 35 49 32 33 35 37 52
TIME MIN 6 6 7 7 9 7 7 7 7 10
FUEL LB 407 423 441 464 559 426 444 463 487 588
34,000 DISTANCE NM 28 29 30 32 45 30 31 32 34 48
TIME MIN 6 6 6 6 9 6 6 6 7 9
FUEL LB 376 391 407 428 513 394 410 427 450 539
32,000 DISTANCE NM 26 27 28 30 41 27 28 30 32 44
TIME MIN 5 6 6 6 8 6 6 6 6 8
FUEL LB 346 361 375 395 469 363 378 393 414 493
30,000 DISTANCE NM 24 25 26 27 37 25 26 27 29 40
TIME MIN 5 5 5 5 7 5 5 5 6 8
FUEL LB 318 331 345 362 428 333 347 361 380 450
28,000 DISTANCE NM 22 22 23 25 34 23 24 25 27 36
TIME MIN 5 5 5 5 7 5 5 5 5 7

DISTANCE N/A INCREASE 10% INCREASE 20%
TIME N/A INCREASE 10% INCREASE 20%


MANUAL
LONG RANGE CRUISE– ALL ENGINES OPERATING

Bleed: Open
ISA Condition
19,000 20,000 21,000 22,000 23,000 24,000 25,000 26,000 27,000 28,000
N1 % 72.8 73.5 74.3 75.1 75.9 76.8 77.7 78.5 79.2 79.9
F FLOW LB/H/ENG 1055 1049 1045 1041 1038 1035 1034 1029 1028 1027
IAS KT 235 234 233 232 231 231 230 229 228 228
42,000 TAS KT 312 315 319 323 327 331 335 339 345 350
INDICATED MACH 0.505 0.513 0.521 0.53 0.539 0.548 0.557 0.566 0.577 0.589
BUFFET MARGIN G 2.56 2.56 2.56 2.52 2.48 2.43 2.38 2.33 2.28 2.24
SR NM/LB 0.148 0.15 0.153 0.155 0.158 0.16 0.162 0.165 0.168 0.17
N1 % 71.7 72.4 73.1 73.9 74.7 75.5 76.4 77.3 78 78.8

F FLOW LB/H/ENG 1007 1001 996 992 988 985 983 979 976 975
IAS KT 231 230 229 228 227 226 226 224 223 223
40,000 TAS KT 306 310 313 317 321 325 329 333 337 343
INDICATED MACH 0.497 0.504 0.512 0.521 0.529 0.538 0.547 0.556 0.565 0.577
BUFFET MARGIN G 2.56 2.56 2.56 2.56 2.53 2.49 2.44 2.38 2.33 2.29
SR NM/LB 0.152 0.155 0.157 0.16 0.163 0.165 0.168 0.17 0.173 0.176
N1 % 70.6 71.2 71.9 72.6 73.3 74.1 75 75.9 76.8 77.6

F FLOW LB/H/ENG 960 953 947 942 937 933 930 928 926 924
IAS KT 227 226 225 224 223 222 221 220 219 218
38,000 TAS KT 300 304 307 311 315 318 322 327 331 335
INDICATED MACH 0.488 0.495 0.503 0.511 0.519 0.528 0.537 0.546 0.555 0.564
BUFFET MARGIN G 2.56 2.56 2.56 2.56 2.56 2.54 2.49 2.44 2.39 2.34
SR NM/LB 0.156 0.159 0.162 0.165 0.168 0.171 0.173 0.176 0.179 0.181
N1 % 69.5 70.1. 70.7 71.4 72.1 72.8 73.6 74.4 75.3 76.2
F FLOW LB/H/ENG 914 907 900 895 890 885 881 878 875 873
IAS KT 222 221 220 219 219 218 217 216 215 214
36,000 TAS KT 294 298 301 305 309 312 316 320 324 328
INDICATED MACH 0.479 0.486 0.494 0.502 0.51 0.518 0.527 0.535 0.544 0.554
BUFFET MARGIN G 2.56 2.56 2.56 2.56 2.56 2.56 2.55 2.5 2.45 2.4
SR NM/LB 0.161 0.164 0.167 0.17 0.173 0.176 0.179 0.182 0.185 0.188


MANUAL
MAXIMUM SPEED CRUISE–ALL ENGINES OPERATING

PRESSURE ALTITUDE: 29,000 FT TO 37,000 FT
Bleed: Open
29,000 30,000 31,000 32,000 33,000 34,000 35,000 36,000 37,000

N1 % 87.8 87.8 87.8 87.9 87.9 88 88.2 88.5 89.3
F FLOW LB/H/ENG 1535 1484 1433 1397 1345 1297 1253 1211 1177
IAS KT 298 292 287 283 277 271 264 258 252
42,000 TAS KT 455 455 454 456 454 452 450 448 447
INDICATED MACH 0.769 0.772 0.775 0.78 0.78 0.78 0.78 0.78 0.78
BUFFET MARGIN G 2.33 2.22 2.11 1.99 1.9 1.82 1.73 1.65 1.57
SR NM/LB 0.148 0.153 0.159 0.163 0.169 0.174 0.179 0.185 0.19
N1 % 87.7 87.7 87.7 87.6 87.5 87.5 87.6 87.7 88.5

F FLOW LB/H/ENG 1536 1485 1432 1377 1324 1276 1230 1187 1152
IAS KT 300 294 289 283 277 271 264 258 252
40,000 TAS KT 458 458 457 455 453 451 449 447 447
INDICATED MACH 0.775 0.777 0.78 0.78 0.78 0.78 0.78 0.78 0.78
BUFFET MARGIN G 2.43 2.31 2.19 2.1 2 1.91 1.82 1.73 1.65
SR NM/LB 0.149 0.154 0.16 0.165 0.171 0.177 0.183 0.188 0.194
N1 % 87.7 87.5 87.4 87.2 87.1 87.1 87.1 87.2 87.6

F FLOW LB/H/ENG 1534 1472 1413 1357 1304 1254 1208 1164 1127
IAS KT 302 296 289 283 277 271 264 258 252
38,000 TAS KT 461 459 457 455 453 451 449 447 447
INDICATED MACH 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78
BUFFET MARGIN G 2.54 2.42 2.31 2.21 2.11 2.01 1.92 1.83 1.74
SR NM/LB 0.15 0.156 0.162 0.168 0.174 0.18 0.186 0.192 0.198
N1 % 87.5 87.3 87.1 86.9 86.8 86.7 86.6 86.6 87

F FLOW LB/H/ENG 1517 1454 1395 1338 1284 1234 1186 1141 1104
IAS KT 302 296 289 283 277 271 264 258 252
36,000 TAS KT 460 458 456 454 452 450 448 446 446
INDICATED MACH 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78
BUFFET MARGIN G 2.56 2.56 2.45 2.34 2.23 2.13 2.03 1.93 1.84
SR NM/LB 0.152 0.158 0.163 0.17 0.176 0.182 0.189 0.196 0.202
INCREASE/DECREASE N1% BY 1% PER 5°C ABOVE/BELOW ISA CONDITIONS

INCREASE/DECREASE FUEL FLOW 1% PER 5°C ABOVE/BELOW STD ISA CONDITIONS
INCREASE/DECREASE TAS BY 5 KT PER 5°C ABOVE/BELOW STD ISA CONDITIONS


MANUAL
HOLDING –ONE ENGINE INOPERATIVE

Cruise Configuration Minimum Fuel Consumption Speed
Bleed: Open Standard Atmosphere
Anti-Ice: Off
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 37,000

IAS KT 179 174 171 169 170 172 177 185 184
TAS KT 178.8 187.2 198.1 212.0 229.9 253.1 283.2 322.5 333.6
MACH 0.270 0.288 0.311 0.339 0.375 0.421 0.481 0.559 0.581
49,000
N1 % 74.4 78.5 83.1 87.7 94.1 97.2 95.7 96.1 95.9
FF LB/H/ENG 1918 1911 1930 1977 2054 2147 2267 2428 2518
FC LB/H 1918 1911 1930 1977 2054 2147 2267 2428 2518
IAS KT 178 173 170 168 168 170 174 182 184
TAS KT 177.6 185.8 196.3 209.9 227.4 250.1 279.6 318.0 333.6
MACH 0.268 0.286 0.308 0.336 0.371 0.416 0.475 0.552 0.581
48,000
N1 % 73.8 77.8 82.5 87.1 93.3 97.2 95.6 96.0 95.9
FF LB/H/ENG 1877 1868 1884 1927 1999 2090 2204 2359 2443
FC LB/H 1877 1868 1884 1927 1999 2090 2204 2359 2443
IAS KT 175 170 167 165 164 166 170 177 180
TAS KT 175.1 182.8 192.8 205.8 222.4 244.0 272.1 308.9 327.9
MACH 0.265 0.282 0.303 0.329 0.363 0.406 0.462 0.536 0.572
46,000
N1 % 72.7 76.5 81.2 85.8 91.3 97.1 95.5 95.9 94.0
FF LB/H/ENG 1798 1783 1793 1829 1892 1978 2081 2222 2300
FC LB/H 1798 1783 1793 1829 1892 1978 2081 2222 2300
IAS KT 173 168 164 161 161 162 165 171 175
TAS KT 172.5 179.8 189.3 201.6 217.4 237.9 264.6 299.6 317.8
MACH 0.261 0.277 0.297 0.323 0.355 0.397 0.450 0.521 0.555
44,000
N1 % 71.6 75.1 79.9 84.3 89.3 97.0 95.4 93.9 95.6
FF LB/H/ENG 1719 1699 1704 1732 1787 1868 1960 2088 2159
FC LB/H 1719 1699 1704 1732 1787 1868 1960 2088 2159
IAS KT 170 165 161 158 157 158 161 166 169
TAS KT 170.0 176.9 185.8 197.4 212.4 231.9 257.2 290.4 307.7
MACH 0.258 0.273 0.292 0.316 0.347 0.387 0.438 0.505 0.538
42,000
N1 % 70.4 73.8 78.4 82.9 87.6 94.2 95.3 93.8 95.4
FF LB/H/ENG 1643 1617 1616 1638 1685 1760 1843 1958 2023
FC LB/H 1643 1617 1616 1638 1685 1760 1843 1958 2023
IAS KT 168 162 158 155 153 154 156 161 164
TAS KT 167.4 173.9 182.4 193.3 207.4 225.8 249.9 281.3 297.7
MACH 0.254 0.269 0.287 0.310 0.339 0.377 0.426 0.490 0.521
40,000
N1 % 69.0 72.4 76.8 81.5 86.1 92.7 95.2 93.7 93.5
FF LB/H/ENG 1567 1537 1530 1546 1585 1650 1728 1831 1890
FC LB/H 1567 1537 1530 1546 1585 1650 1728 1831 1890
IAS KT 166 160 155 152 150 150 151 155 158
TAS KT 164.9 171.0 178.9 189.0 202.3 219.6 242.3 272.1 287.7
MACH 0.250 0.264 0.282 0.304 0.331 0.367 0.414 0.474 0.504
38,000
N1 % 67.6 71.1 75.1 80.0 84.7 90.7 95.1 93.5 93.3
FF LB/H/ENG 1494 1459 1447 1456 1488 1544 1616 1707 1760
FC LB/H 1494 1459 1447 1456 1488 1544 1616 1707 1760
NOTE: MACH setting and FF KG/H/ENG remain constant, regardless of the temperature change.


MANUAL
LONG RANGE CRUISE– ONE ENGINE INOPERATIVE

Bleed: Open
ISA Condition
23,000 24,000 25,000 26,000 27,000 28,000 29,000 30,000

N1 % 89.7 90.7 90.9 91.3 – – – –
F FLOW LB/H/ENG 1756 1711 1646 1577 – – – –
IAS KT 205 198 187 170 – – – –
38,000 TAS KT 290 285 274 254 – – – –
INDICATED MACH 0.479 0.472 0.456 0.425 – – – –
BUFFET MARGIN G 2.26 2.11 1.90 1.60 – – – –
SR NM/LB 0.164 0.166 0.166 0.161 – – – –
N1 % 89.3 90.3 90.0 91.1 91.3 – – –
F FLOW LB/H/ENG 1721 1713 1643 1603 1543 – – –
IAS KT 209 206 197 190 179 – – –
36,000 TAS KT 295 296 288 283 271 – – –
INDICATED MACH 0.487 0.492 0.481 0.474 0.456 – – –
BUFFET MARGIN G 2.45 2.39 2.20 2.05 1.83 – – –
SR NM/LB 0.171 0.173 0.174 0.177 0.176 – – –
N1 % 87.4 88.4 89.7 90.7 90.5 91.5 91.7 –
F FLOW LB/H/ENG 1605 1611 1619 1607 1547 1509 1454 –
IAS KT 203 203 202 199 191 184 173 –
34,000 TAS KT 288 291 295 296 289 284 272 –
INDICATED MACH 0.476 0.484 0.493 0.496 0.486 0.479 0.462 –
BUFFET MARGIN G 2.49 2.46 2.43 2.35 2.17 2.02 1.81 –
SR NM/LB 0.179 0.181 0.182 0.184 0.185 0.188 0.187 –
N1 % 85.9 86.6 87.5 88.7 90.2 91.1 90.9 91.9
F FLOW LB/H/ENG 1497 1500 1505 1513 1521 1511 1459 1431
IAS KT 199 198 197 197 196 194 186 180
32,000 TAS KT 281 284 288 292 296 297 291 287
INDICATED MACH 0.465 0.473 0.481 0.490 0.499 0.503 0.494 0.489
BUFFET MARGIN G 2.54 2.50 2.47 2.44 2.40 2.33 2.16 2.03
SR NM/LB 0.188 0.190 0.192 0.193 0.195 0.196 0.198 0.200
N1 % 84.2 85.0 85.7 86.5 87.6 89.0 90.5 91.7
F FLOW LB/H/ENG 1389 1393 1397 1400 1406 1414 1424 1434
IAS KT 194 193 192 192 191 191 190 190
30,000 TAS KT 274 278 281 285 289 293 297 301
INDICATED MACH 0.454 0.462 0.470 0.478 0.486 0.495 0.505 0.515
BUFFET MARGIN G 2.56 2.56 2.52 2.49 2.45 2.42 2.39 2.35
SR NM/LB 0.197 0.199 0.201 0.203 0.205 0.207 0.209 0.210
N1 % 82.4 83.2 84.1 84.8 85.5 86.5 87.6 89.2
F FLOW LB/H/ENG 1287 1286 1290 1293 1297 1301 1308 1315
IAS KT 189 188 187 187 186 185 185 184
28,000 TAS KT 266 270 273 277 281 285 289 293
INDICATED MACH 0.442 0.449 0.457 0.465 0.474 0.482 0.491 0.500
BUFFET MARGIN G 2.56 2.56 2.56 2.54 2.51 2.47 2.44 2.41
SR NM/LB 0.207 0.210 0.212 0.214 0.217 0.219 0.221 0.223

NOTES


EMBRAER 145 SERIES–

ORAL REVIEW STUDY QUESTIONS
This is a sampling of knowledge questions you may be asked on your oral exam. It does not
contain every possible question you will be asked. Please use it as a study reference in
addition to the Embraer manuals, flashcards on the Flightsafety app, and of course, your
knowledgeable instructors!
Aircraft General.......................................... 5-76 Oxygen....................................................... 5-91

Aircraft General— Avionics — EFIS.......................................... 5-92
Emergency Equipment............................... 5-77
Avionics — Autoflight................................... 5-92
Aircraft General—
Avionics — Communication......................... 5-93
Ground Service.......................................... 5-78
Avionics — FMS.......................................... 5-94
Crew Awareness......................................... 5-78
Avionics Nav............................................... 5-79
Electrical..................................................... 5-80
Lighting....................................................... 5-82
Powerplant................................................. 5-82
Thrust Reversers........................................ 5-84
Fuel............................................................ 5-84
Hydraulics................................................... 5-84
Flight Controls............................................ 5-85
Ice and Rain............................................... 5-87
Pneumatics & Air Conditioning................... 5-87
Pressurization............................................. 5-88
Landing Gear and Brakes.......................... 5-89
APU............................................................ 5-90
Fire Protection............................................ 5-90

AIRCRAFT GENERAL What is the maximum number of

people standing on the main door stairs?
What are the aircraft dimensions?

Wingspan
Tail Height Name the doors on the T/O page of the MFD:
Length
Which cockpit windows are removable?

What color is closed?

What color is open?
How do you know if a cockpit window is not
closed? When will you get a MAIN DOOR OPEN
warning on the EICAS?

How do you know if a cockpit window is not
locked? When will you get a SERVICE DOOR OPEN
warning on the EICAS?

Which cockpit windows are heated?
What does ACCESS DOOR OPEN mean?

Where are the fuel tanks located?
What surface moves when you use the pitch
trim?

What are 2 ways the pilot seat height can be
adjusted?
Where are the emergency exits?

What does a BLOCKED indication on the FA
Where is the emergency evacuation checklist? panel mean?

How many degrees of turn will you get with

How is the main door raised? the tiller?

How many times can the accumulator raise the Rudder pedals?
main door? Total?


Name the 5 major CRT screens in the cockpit: NOTES
Where are the circuit breaker panels in the

cockpit?

Why is there a vent panel on the baggage door?
AIRCRAFT GENERAL—
EMERGENCY EQUIPMENT
How many smoke detectors are in the

baggage compartment?

What happens when smoke is detected

in the baggage compartment?

Where are the cockpit flashlights located?
Where is the ELT located?
Where is the crash axe located?
How do you start oxygen flow in a PBE?
How long does the oxygen in a PBE last?

How long will the emergency lights stay CREW AWARENESS

on when activated?
What are the power sources of the 5 main
screens?
What causes the emergency lights to turn on
when armed?
What areas does DAU #1 collect data from?

AIRCRAFT GENERAL—
GROUND SERVICE How many channels are in each DAU?
How is nosewheel steering disconnected for
towing?
If DAU 1A fails, what would you do?
What should you do if leaving airplane overnight

in cold temps?
If DAU 1B fails, what would you do?
What does “STOP REFUELING” light mean on

refueling panel?
What does an IC-600 do?

How is brake wear checked?
Which IC-600 normally displays the EICAS?
Where can external air conditioning be applied

to the aircraft?
What would an IC-600 #1 failure look like?

How is the refueling panel powered?
How will you know if the Aural Warning Unit is
functioning properly?

Where is the refueling panel located
How many channels are on the AWU?

What is the max quantity of hydraulic fluid?
What does the takeoff configuration warning
check for?


When should the SPS be tested? NOTES
How would you know if the SPS test failed?
What does a white stripe in a button indicate?
What does it mean if you see a red X on a

screen?

What messages would you see if you push the

SG button on the Reversionary Panel?

What are the 3 colors of EICAS messages?
What order are messages presented on the

EICAS?

Why should you set the flight number on the

captain’s clock?

AVIONICS NAV
How is Forced Standby mode of the radar

overridden on the ground?

What is Pitot Static 3 used for?
What instruments will you have in an electrical

emergency?


If RMU #2 fails, how can COM 2 and NAV 2 be How many generators are needed to power all
tuned? buses in flight?

If GPS signal is lost, how can the FMS Which buses are powered with only one
determine aircraft position? generator in flight?

What happens if you press the EMRG button on Will the shed bus OVRD knob work in flight?
the TBCH?

How do you know when RNAV switches to What is the minimum battery voltage for APU
Approach mode of RNP .3? start?

ELECTRICAL If below min. batt voltage, how would you start

the APU?
What controls the electrical system?
At what voltage do batteries need to be removed
and recharged?
Main Batteries:

How many are there?
Voltage? Type? Which battery is used for APU start?

Backup battery:
Voltage? Type? Is the electrical system primarily AC or DC?
What is its purpose?

Can the GPU charge the batteries?
How many generators are there?

How will you know if a GPU is plugged into the
plane but not selected?
Where would you read generator voltage?

When is the ground service bus powered?
How is the APU generator different than the
engine driven generators?


Which buses are powered with battery NOTES

power only?

On ground?
In flight?
How long will batteries provide power in

electrical emergency?

How long will the batteries last with no

generators on the ground?

What protection is available with 4 or 5

generators on, but not with 3?

What does the Essential Power button do?
What does the Backup Battery button on the

electrical panel do?

What is the purpose of the Central DC Bus?
What is on the AC Bus?
How is power supplied to the AC Bus?

LIGHTING What is the bypass ratio of the engine?
What are the 3 lights on the nose landing gear?
What controls the fuel for the engine?

Will the nose gear lights stay illuminated when
the gear is retracted?
What is CVG, and what is its purpose?
Should both nav lights on a wingtip be
illuminated?
How many igniters on the engine?

What can you do if one is burned out?
How many fuel nozzles are there?

Which bus are the taxi lights on?
If ignition is set to auto, how many igniters will

turn on during start on ground?
When will the No Smoking and Fasten Belts
lights turn on automatically?
In flight?

What powers the emergency lights? When would you turn igniters to ON?
Who can turn on the emergency lights? When would you turn igniters to OFF?
POWERPLANT How many fan blades are there?
What is on the accessory gear box?
How is the oil cooled?
What does the forced mixer do?
How is the fuel warmed?
Where is air bled from the engine?
What is the max oil quantity?

What is the minimum oil quantity for dispatch? NOTES
What does the PMA do?
What sources can provide air for engine start?
How many FADECs per engine?
If taking off in ALT T/O –1, what will happen if

ATTCS is triggered?

What temperature should you use as the takeoff

data reference temperature?

What does pulling the fire handle do?
What does N1 Target mean?
What does N1 Request mean?
Where do you read which FADEC is in control?
What do you look for to confirm a good start on

the engine?

Why do you Reset/ALTN the FADEC after

engine start?


THRUST REVERSERS If all wing fuel pumps fail, will the engines quit?
How many locks are on the thrust reversers?
How can fuel level be measured if the fuel

quantity gauge is inoperative?
What does amber REV on the EICAS mean?
What are the power sources of the wing fuel
pumps?
What does green REV on the EICAS mean?

What happens when LOW 2 is selected on the
If single engine, how do you deploy the reverser fuel XFEED?
after landing?

Can you transfer fuel from one wing tank to the
What conditions must be met to apply max other?
reverse?

HYDRAULICS
What will the FADEC do if a reverser is deployed
in flight? What are the differences between the engine
driven pump and the electric hydraulic pump?

FUEL What does pressing the ENG PUMP SHUTOFF

button do?
How many fuel pumps are in the wings?

When will the electric hydraulic pump turn on in
AUTO mode?
How will you know if a fuel pump fails?

Is the priority valve on system 1 or system 2?
What is the total fuel capacity?

What is the priority valve used for?
How is the collector box kept full of fuel?

What is the accumulator on system 1 used for?
What is the purpose of the transfer ejector
pump?


What is the accumulator on system 2 used for? NOTES
Where are the accumulators located?
How is the hydraulic system pressurized?
Where can you check hydraulic system

quantity?

If the left engine is shut down, how do you raise/

lower the landing gear?

FLIGHT CONTROLS
What powers the ailerons?
What powers the rudder?
What powers the flaps?
What are the tabs on the elevator for?
What is the difference between a servo tab and

a spring tab?

When will the spoilers deploy?

When can you use the speed brakes? Can you trim with the autopilot engaged?
Which spoiler panels open inflight? Where can you read pitch trim if the indications
in the cockpit are inoperative?

Which spoiler panels open on the ground? Which side is the artificial feel unit on?

What is rudder hardover protection? How does roll trim work?

What does RUDDER OVERBOOST mean? How many flap motors are there?

Can you reconnect the flight controls in the air? Do they work together or one at a time?

What is the procedure for releasing the
gust lock? What prevents flap asymmetry?
How many pitch trim motors are there? What does the quick disconnect button do?
If the CA and Copilot both hit their main trim How can you disconnect an inadvertent stick
switches, who has priority? pusher?

Does the main trim or the backup trim have What does SPS/ICE SPEEDS mean?
priority?

How do you clear the SPS/ICE SPEEDS

When will the trim automatically cut out? message?

Why is there a speed limitation for retrimming What does SPS ADVANCED mean?
after takeoff?


ICE AND RAIN NOTES
What areas are heated with bleed air?
What areas are heated electrically?
How does the ice detector work?
Can the APU bleed be used for anti-ice?
How do you perform the ice test?
What does the ice detection override knob do?
What conditions must be met for the wing/stab

anti ice valves to open on the ground?

PNEUMATICS & AIR CONDITIONING
Can you turn the gasper fan off on the ground?
Can you turn the recirc fan off on the ground?
What cools the FWD avionics bay?

What cools the AFT avionics bay? How is the rear avionics compartment cooled on
the ground?

When will the XBLEED open if set to AUTO? In flight?

Why might you turn the XBLEED to off?
How do you switch to manual mode for

temperature control?
How does an air conditioning pack work?
How will you know if there is a bleed leak?
If the dump button is pressed in AUTO

mode, what will the cabin altitude raise to?
What automatically happens when a massive

leak is detected?

PRESSURIZATION
How will you know if the APU bleed valve is
How many outflow valves are there?
open?

When will the high stage valve open? Do they work together or one at a time?
What is the air bled off the fan used for? Where are the outflow valves located?
What altitude should you set in the

Where does the left pack send air?
pressurization controller?

Where does the right pack send air? What does the CPAM do?

When will the ram air valves open? At what cabin altitude will you get the Aural
warning: “CABIN”?

How is the forward avionics compartment
cooled?


Where should the manual knob be positioned NOTES

when in automatic mode?

How long will the aircraft maintain takeoff cabin

altitude?

LANDING GEAR AND BRAKES
How many weight on wheels proximity switches

are there?

What is the nose gear proximity switch used for?
How are the nose gear doors held in place?
How is the gear held in the up position?
When will you get the landing gear voice

message?

When will the landing gear warning cutout

button work?

How are the wheels stopped after raising

the gear?

What do amber hatches on the gear indication

mean?

What do red hatches on the gear indication

mean?


How should the parking brake be applied and What will cause the APU to shut down
released? automatically in flight?

What protections are available for main brakes? What will cause the APU to shut down
automatically on the ground?

Does the emergency brake have any Why is there a 10 second delay in shutting down
protections? the APU in case of fire?

Where is brake temperature read?

FIRE PROTECTION

How many engine fire bottles are there?
Can gear position be read anywhere besides the

EICAS?
How is the APU protected from fire?
How is the steering disengaged?
How is the lavatory protected from fire?
APU
How should you stop the APU normally? What indication is there that there was a fire in
the lav trash?

When do you turn the APU master knob to OFF? How many fire bottles are in the baggage
compartment?

What controls the APU? What happens when you push the bagg extg
button?

When does the APU generator come on line? What could it mean if the bagg extg button
illuminates but no EICAS message of BAGG

SMOKE?
How long should you wait to use APU bleed air
after start?


Describe the fire test: NOTES
What happens if you hold the fire test button

longer than 10 seconds?

OXYGEN
What is the green disc next to the oxygen panel?
How is the oxygen mask tested?
What kind of oxygen do the passengers have?
How long will the passenger oxygen last?
What is portable oxygen used for?
What cabin altitude will cause the cabin oxygen

masks to deploy?


AVIONICS EFIS AVIONICS AUTOFLIGHT
How can you display radar and terrain at the Which IC-600 is the autopilot on?
same time?

Which side are the elevator and aileron autopilot
What does “CAS MSG” on the PFD mean? servos on?
How can the MFD be changed to a PFD? How can you disconnect the autopilot?
Will roll trim or yaw trim actuation disconnect the

What does amber “HDG” on PFD indicate? autopilot?

What do red X’s on Airspeed, Altitude, and VSI What does the pitch wheel do?
indicate?

How would you solve this problem? What does the turn knob do?
If the EICAS fails, where else can you display What is the pitch setting for Takeoff mode?
engine data?

Where does Airspeed and Altitude information What is the pitch setting for Go Around mode?
for the ISIS come from?

Where should you look to see which vertical
and lateral modes are active?

How will you know if the turn knob is out of

the detent?


What happens if you push the go around buttons NOTES

when your airspeed is less than VREF?

How do you enter Windshear Escape Guidance

Mode?

How do you cancel Windshear Escape

Guidance Mode?

What do the different colors of the PLI mean?
Green
Yellow
Red
What vertical guidance will FLC give you in a

climb?

What vertical guidance will FLC give you in a

descent?

AVIONICS COMMUNICATION
How is the CVR tested?
Can you erase the CVR?
Can you erase the DFDR?
When does the CVR start recording?

When does the DFDR start recording? How do you program a hold?
What does the EMER button on the DAP do? How can you review a hold?
When will RMU #1 automatically revert to the

Engine page?

NOTES
In electrical emergency, where can Navigation
information be presented?

What does the ½ button do on the RMU?
How do you set up the Digital Audio Panel when

testing the oxygen mask?

AVIONICS FMS
How do you know if your FMS database is out of
date?

If on an RNAV approach and DGRAD light

appears, what should you do?

What does message NO CLOSED

FLIGHTPLAN mean on FMS?

How do you enter a Point-Bearing-Distance

waypoint?


NOTES

NOTES

EMBRAER 145
M E M O RY I T E M S A N D L I M I TAT I O N S
MEMORY ITEMS
EMBRAER 145
AIR CONDITIONING SMOKE PITCH TRIM RUNAWAY RAPID CABIN DEPRESSURIZATION ENGINE FIRE, SEVERE DAMAGE,
OR SEPARATION
Crew Oxygen Mask...............................DON, 100% Quick Disconnect Button............. PRESS & HOLD Crew Oxygen Masks........................................ DON
Associated Thrust Lever..................................IDLE
Smoke Goggles............................................... DON Crew Communication...........................ESTABLISH
RUDDER/YAW TRIM RUNAWAY Associated Start/Stop Selector..................... STOP
Recirculation Fan.................................. PUSH OUT If emergency descent is necessary:
Associated Fire...............................................PULL
Crew Communication...........................ESTABLISH Quick Disconnect Button............. PRESS & HOLD FSTN Belts..........................................................ON
Extinguishing Handle (DO NOT ROTATE)
Rudder Shutoff Sys 1 & 2.................... PUSH OUT Cabin Crew................................................ NOTIFY
BAGGAGE SMOKE Thrust Levers.................................................. IDLE INADVERTENT SPOILER OPEN
Fire Extg Bagg Button............................... PUSH IN JAMMED AILERON Speed Brakes.................................................OPEN

Speed Brake................................................CLOSE
Aileron Disconnection Handle...... PRESS & PULL Airspeed......................................... MAX 250 KIAS
CABIN FIRE OR SMOKE Landing Gear............................................... DOWN

STEERING SYSTEM
JAMMED ELEVATOR Descent.................................................... INITIATE INOPERATIVE OR UNCOMMANDED SWERVING
Crew Oxygen Masks.............................DON, 100%
ON GROUND
Altitude...................................... MEA or 10,000 FT
Smoke Goggles............................................... DON Elevator Disconnection Handle..... PRESS & PULL WHICHEVER IS HIGHER Steering Handwheel...........................DO NOT USE
Recirculation Fan.................................. PUSH OUT
Steering Disengagement Button..................PRESS
Crew Communication...........................ESTABLISH AIRPLANE OVERSPEED APU FIRE
Airspeed........................................... MAX VMO /MMO APU Fuel Shutoff Valve............................. PUSH IN TAKEOFF CONFIGURATION WARNING
ELECTRICAL SYSTEM FIRE OR SMOKE
Do not take off.
Crew Oxygen Masks.............................DON, 100% EMERGENCY DESCENT BATTERY OVERTEMPERATURE
Airplane Configuration........................... CORRECT
Smoke Goggles............................................... DON Cabin Crew.................................................NOTIFY Affected Battery................................................OFF
Recirculation Fan.................................. PUSH OUT FSTN Belts..........................................................ON ABNORMAL ENGINE START
Crew Communication...........................ESTABLISH Thrust Levers...................................................IDLE ATTCS FAILURE
To abort start:
Speed Brakes.................................................OPEN Thrust Levers.................................................. MAX Associated Thrust Lever................................. IDLE
AILERON RUNAWAY/ROLL TRIM Airspeed......................................... MAX 250 KIAS Associated Start /Stop Selector.................... STOP
RUNAWAY
Landing Gear................................................DOWN DUAL ENGINE FAILURE
Control attitude manually
Descent.................................................... INITIATE Airspeed........................................... MIN 260 KIAS
with control wheels & rudder
Altitude...................................... MEA or 10,000 FT Oxygen Mask................................. AS REQUIRED
Quick Disconnect Button............. PRESS & HOLD
WHICHEVER IS HIGHER
Aileron Shutoff Sys 1 & 2...................... PUSH OUT
5-97 FOR TRAINING PURPOSES ONLY Revision 0.2 Revision 0.2 FOR TRAINING PURPOSES ONLY EMBRAER 145
EMBRAER 145 LR
LIMITATIONS
EMBRAER 145 LR
VFE — Flaps 45...........................................145 KIAS Max Fuel Tank Temp........................................52°C Min Oil Press Below 88% N2......................... 34 psi
WEIGHT LIMITATIONS
Maximum Altitude......................................20,000 ft Min Fuel Temp @ FCOC.................................... 4°C Min Oil Press Above 88% N2......................... 50 psi
for Flap Extension Without Icing Inhibitor
Max Ramp Weight................................... 48,722 lbs Max Oil Press................................................. 95 psi
Max A /S for Windshield............................ 170 KIAS (steady state, temp >21°C)
Max Takeoff Weight................................ 48,501 lbs
Wiper Ops
AUXILIARY POWER UNIT Max Oil Press (Transient 5 min)....................110 psi
Max Landing Weight............................... 42,549 lbs
Max A /S After Takeoff/.............................160 KIAS
During Climb Without Trimming Max Oil Temp................................................. 126°C
Max Zero Fuel Weight............................. 39,462 lbs
Maximum Altitude for Start: Min Oil Temp for Starting...............................−40°C
Max Recommended A /S .......................... 140 KIAS
C-11 Pre Mod......................................25,000 ft
to Remove DV Windows Min Oil Temp Con Ops..................................... 21°C
OPERATIONAL ENVELOPE C-14/C-11 Post Mod............................30,000 ft
Max Crosswind Dry/Wet Runway.................. 30 kts Engine Dry................................................ 5 min on,
Maximum Rotor Speed:
Max Takeoff & ................................................10 kts Motoring Ops 5 min off
Takeoff/Landing..........................................−1,000 ft C-11 .........................................................108%
Min Altitude Landing Tailwind Component
C-14 ........................................................104% Eng Start Limits:
Takeoff/Landing........................................... 8,000 ft Maximum Operation Altitude..................... 37,000 ft 1st to 4th Cycles........................... 1 min on, 1 min off
Max Altitude ELECTRICAL LIMITATIONS
Maximum EGT for Start.................................884°C Following Cycles........................ 1 min on, 5 min off
Maximum Altitude...................................... 37,000 ft
Maximum Continuous EGT............................680°C Eng Warm Up............................. 4 min for Cold Eng
Maximum Load.................................................400A
2 min Warm Eng
on Main Generator Maximum Continuous EGT............................ 717°C
AIRSPEED LIMITATIONS for 5 Min Max Engine is Considered Cold.................... 90 Minutes
Maximum Load on APU...................................400A
if Shutdown for more than
Generator up to 30,000 ft Minimum Battery............................................−20°C
MMO............................................................ Mach .78 Temperature for APU Start Min Oil Temp........................ 40°C OR Run Engines
Maximum Load on APU...................................300A
VMO ......................................... 250 KIAS to 8,000 ft, Cooling Period...................................... 1 minute off to Increase N2 for 8 Minutes
Generator Above 30,000 ft
320 KIAS above 10,000 ft Between Three Start Attempts above 83% OR
Maximum Battery Temperature.......................70°C Static Run Up to 88% N2
VLO for Extension...................................... 250 KIAS Cooling Period Between................... 30 minutes off & Ensure Oil Pressure
Two Series of Three Start Attempts is ≤ 83 psi
VLO for Retraction..................................... 200 KIAS
FUEL LIMITATIONS
VLE ........................................................... 250 KIAS Cold WX Ops Restriction................... Idle rpm max
ENGINE LIMITATIONS — Until Press<95 psi
VA ........................................................... 200 KIAS Usable Wing Fuel Per Tank.........................5717 lbs AE3007 AIP Eng Cooldown ....................................1 min @ Idle/
Turbulent Air Penetration......................... 200 KIAS Unusable Fuel Per Tank ............................... 39 lbs Taxi Speed Before Shutdown
Below 10,000 ft
Unusable Quantity ..................................... 365 lbs Maximum N1...................................................100%
Turbulent Air Penetration............... 250 KIAS/.63 m Per Fuel Tank (Elec Pump Inop) ENGINE LIMITATIONS ARE NOT
Maximum N2 (steady state).........................102.4%
Above 10,000 ft (whichever is lower) COMPREHENSIVE. REFER TO AOM
Maximum Imbalance .................................. 800 lbs Max ITT for Start............................................800°C SECTION 1-01-40 FOR ADDITIONAL ENGINE
VFE —Flaps 9.............................................250 KIAS Between Wing Tanks LIMITATIONS.
VFE —Flaps 18 and 22...............................200 KIAS Min Fuel Tank Temp.......................................− 40°C Max ITT for Takeoff (5 minutes max).............948°C
Max Continuous............................................. 901°C
5-98 FOR TRAINING PURPOSES ONLY Revision 0.2 Revision 0.2 FOR TRAINING PURPOSES ONLY EMBRAER 145 LR
EMBRAER 145 LR
VIBRATION LIMITATIONS AUTOPILOT NOTES
LP Spool....................................................... 1.8 IPS Min Engagement Height..................................500 ft

after Takeoff
HP Spool.......................................................1.1 IPS
Autopilot Coupled Approaches.......................200 ft
Approved Down to
PNEUMATIC, A /C & PRESS Descent Below MDA................................Prohibited
on Non-Precision Approach
Maximum Differential .................................. 7.8 psi with A/P Engaged
Pressure Single Engine Go-Around........................Prohibited
Maximum Differential ................................... 8.1 psi with Autopilot Engaged
Overpressure
Maximum Differential.................................. −0.3 psi
LOAD FACTOR
Negative Pressure
Flaps Up........................................ −1.0G to + 2.5 G

ICE & RAIN PROTECTION Flaps Down ........................................ 0G to +2.0 G
Maximum Temp................................................ 10°C

for Anti-Icing Operation NOTES
Minimum Temp for.........................................−40°C

Manual Anti-Icing Operation
Single Engine or Single Bleed
Max Alt in Icing Conditions........................ 15,000 ft
Holding in Icing ........................ Landing Gear – Up,

Flaps – Up,
Min Airspeed 200 KIAS
Icing Conditions .................................. 10°C or less

& Visible Moisture
APU Bleed as Pneumatic...................... Do Not Use
Source for Anti-Icing System
Maximum Airspeed for.............................. 170 KIAS
Windshield Wiper Operation
5-99 FOR TRAINING PURPOSES ONLY Revision 0.2 Revision 0.2 FOR TRAINING PURPOSES ONLY EMBRAER 145 LR
EMBRAER LEGACY 600
MEMORY ITEMS
EMBRAER LEGACY 600
AIR CONDITIONING SMOKE PITCH TRIM RUNAWAY RAPID CABIN DEPRESSURIZATION ENGINE FIRE, SEVERE DAMAGE,
OR SEPARATION
Crew Oxygen Mask...............................DON, 100% Quick Disconnect Button............. PRESS & HOLD Crew Oxygen Masks........................................ DON
Associated Thrust Lever..................................IDLE
Smoke Goggles............................................... DON Crew Communication...........................ESTABLISH
RUDDER/YAW TRIM RUNAWAY Associated Start/Stop Selector.................... STOP
Crew Communication...........................ESTABLISH If emergency descent is necessary:
Quick Disconnect Button............. PRESS & HOLD Associated Fire.............................................. PULL
Recirculation Fan.................................. PUSH OUT FSTN Belts..........................................................ON
Extinguishing Handle (DO NOT ROTATE)
Rudder Shutoff Sys 1 & 2.................... PUSH OUT
Cabin Crew ................................................NOTIFY
BAGGAGE SMOKE
Thrust Levers.................................................. IDLE INADVERTENT SPOILER OPEN
JAMMED AILERON
EICAS Caution BAGG
Speed Brakes.................................................OPEN Speed Brake................................................CLOSE
Aileron Disconnection Handle................ PRESS &
ACCESS OPN............................ NOT DISPLAYED
PULL Airspeed......................................... MAX 250 KIAS
Fire Extg Bagg Button............................... PUSH IN STEERING SYSTEM INOPERATIVE
Landing Gear............................................... DOWN
(if installed) OR UNCOMMANDED
JAMMED ELEVATOR Descent.................................................... INITIATE SWERVING ON GROUND
CABIN FIRE OR SMOKE Elevator Disconnection Handle............... PRESS & Altitude.......................................MEA or 10,000 FT
Steering Handwheel...........................DO NOT USE
PULL WHICHEVER IS HIGHER
Crew Oxygen Masks.............................DON, 100% Steering Disengagement Button..................PRESS
Smoke Goggles or PBE ................................. DON AIRPLANE OVERSPEED APU FIRE
TAKEOFF CONFIGURATION WARNING
Crew Communication...........................ESTABLISH Airspeed........................................... MAX VMO / MMO APU Fuel Shutoff Valve............................. PUSH IN
Recirculation Fan.................................. PUSH OUT Do not take off.
EMERGENCY DESCENT BATTERY OVERTEMPERATURE Airplane Configuration........................... CORRECT

ELECTRICAL SYSTEM FIRE OR SMOKE
Cabin Crew.................................................NOTIFY Affected Battery................................................OFF
ABNORMAL ENGINE START
Crew Oxygen Masks.............................DON, 100% FSTN Belts..........................................................ON
Smoke Goggles............................................... DON ATTCS FAILURE To abort start:
Thrust Levers...................................................IDLE
Thrust Levers.................................................. MAX Associated Thrust Lever..................................IDLE
Crew Communication...........................ESTABLISH Speed Brakes.................................................OPEN
Associated Start/Stop Selector...................... STOP
Recirculation Fan.................................. PUSH OUT Airspeed......................................... MAX 250 KIAS
DUAL ENGINE FAILURE
Landing Gear................................................DOWN
AILERON RUNAWAY/ROLL TRIM APU............................................................. START
RUNAWAY Descent.................................................... INITIATE
If APU can not be started:
Control attitude manually with control Transponder.................................................... 7700
Airspeed.................................... MIN 260 KIAS
wheels & rudder Altitude...................................... MEA or 10,000 FT
WHICHEVER IS HIGHER Oxygen Mask................................. AS REQUIRED
Quick Disconnect Button............. PRESS & HOLD
Aileron Shutoff Sys 1 & 2...................... PUSH OUT
5-100 FOR TRAINING PURPOSES ONLY Revision 0.2 Revision 0.2 FOR TRAINING PURPOSES ONLY EMBRAER LEGACY 600
EMBRAER LEGACY 600
LIMITATIONS
EMBRAER LEGACY 600/EMBRAER 135BJ
WEIGHT LIMITATIONS Turbulent Air..............................................200 KIAS FUEL LIMITATIONS Maximum Continuous EGT............................ 732°C
Penetration for 5 Sec Max
Below 10,000 ft
Max Ramp Weight .................................. 49,096 lbs Max Fuel Tank Temp........................................ 52°C Minimum Battery........................................... − 20°C
to S/N 591/625 & on /49,758 lbs Turbulent Air....................................250 KIAS/.63 m Temperature for APU Start
Min Fuel Tank Temp...................................... − 40°C
Penetration (whichever is
Max Takeoff Weight................................ 48,942 lbs Cooling Period...................................... 1 minute off
Above 10,000 ft lower) Min Fuel Temp @ FCOC.................................... 4°C
to 591/ 625 & on /49,604 lbs Between Three Start Attempts
Without Icing Inhibitor
VFE — Flaps 9.............................................250 KIAS
Max Landing Weight............................... 40,786 lbs Cooling Period Between................... 30 minutes off
Maximum Imbalance .................................. 800 lbs
VFE — Flaps 22...........................................200 KIAS Two Series of Three Start Attempts
Max Zero Fuel Weight..............................35,274 lbs Between Wing Tanks
VFE — Flaps 22...........................................180 KIAS
Usable Wing Fuel.....................................11,406 lbs
(Icing conditions & yaw damper off)
ENGINE LIMITATIONS —
OPERATIONAL ENVELOPE Usable Aux Fuel........................................ 6,922 lbs
VFE — Flaps 45...........................................145 KIAS AE3007 A1E
Post Mod SB 145 LEG–00–0007
Usable Fuel Wing Tanks.................................78 lbs
Maximum Altitude..................................... 20,000 ft
for Flap Extension Unusable Fuel Wing Tanks ........................... 78 lbs Maximum N1...................................................100%
Takeoff/Landing........................................ − 1,000 ft
Min Altitude Max A/S for Windshield............................ 170 KIAS Unusable Fuel Wing Tanks ............... Up to 729 lbs Maximum N2 (steady state).........................103.7%
Wiper Ops (if applicable) (Elec Pump Inop)
Takeoff/Landing.......................................... 9,500 ft Max ITT for Start............................................800°C
Max Altitude Max A/S After Takeoff/.............................160 KIAS Unusable Fuel FUS 1 & 2.............................110 lbs
During Climb Without Trimming Max ITT for Start (5 seconds max)................ 850°C
Minimum Temp.............................................. − 40°C
for Takeoff/Landing Max Recommended A/S .......................... 140 KIAS Max ITT Takeoff (90 seconds max)............... 992°C
to Remove DV Windows AUXILIARY POWER UNIT
Maximum Temp...................................... ISA +35°C Max ITT Takeoff (5 minutes max).................. 970°C
for Takeoff/Landing Max Crosswind Dry/Wet Runway.................. 30 kts
Max Continuous............................................. 935°C
APU Model....................................... T– 62T– 40C14
Maximum Altitude..................................... 41,000 ft Max Takeoff & ................................................10 kts
Min Oil Press Below 88% N2......................... 34 psi
Landing Tailwind Component Maximum Altitude for Start........................30,000 ft
Min Oil Press Above 88% N2......................... 48 psi
Maximum Operation Altitude.....................39,000 ft
AIRSPEED LIMITATIONS Max Oil Press.......................................95 or 110 psi
ELECTRICAL LIMITATIONS Maximum Altitude to.................................. 37,000 ft
(steady state, temp>21°C)
Use APU Bleed Air
MMO............................................................ Mach .80 Max Oil Press (Transient 5 min).................... 115 psi
Maximum Load.................................................400A Maximum Rotor Speed................................... 108%
VMO ......................................... 250 KIAS to 8,000 ft,
on Main Generator Rotor Speed.................................................... 104% Max Oil Press (Transient 2 min)....................155 psi
320 KIAS above 10,000 ft
Maximum Load on APU...................................400A for Automatic Shutdown Max Oil Temp................................................. 126°C
VLO for Extension.......................................250 KIAS
Generator up to 30,000 ft Maximum EGT for Start................................. 884°C Min Oil Temp for Starting.............................. − 40°C
VLO for Retraction......................................200 KIAS
Maximum Load on APU...................................300A Maximum Continuous EGT............................ 680°C Min Oil Temp Con Ops..................................... 21°C
VLE ............................................................250 KIAS Generator Above 30,000 ft
Maximum Continuous EGT............................ 717°C Engine Dry................................................ 5 min on,
VA ............................................................200 KIAS Maximum Battery Temperature....................... 70°C for 5 Min Max Motoring Ops 5 min off
EMBRAER LEGACY 600
ENGINE LIMITATIONS — PNEUMATIC, A/C & PRESS AUTOPILOT NOTES

AE3007 A1E (CONTINUED)
Maximum Differential .................................. 8.4 psi Min Engagement Height..................................500 ft

Eng Start Limits: Pressure after Takeoff
1st to 4th Cycles........................... 1 min on, 1 min off (Post Mod SB 145 Leg-00-0007)
Autopilot Coupled Approaches.......................200 ft
Following Cycles........................ 1 min on, 5 min off Maximum Differential.................................... 8.6 psi Approved Down to
Overpressure
Descent Below MDA................................Prohibited
Eng Warm Up........................... 4 min For Cold Eng, (Post Mod SB 145 Leg-00-0007)
on Non-Precision Approach
2 min Warm Eng Maximum Differential..................................− 0.3 psi with A/P Engaged
Engine is Considered Cold.................... 90 Minutes Negative Pressure
Single Engine Go-Around........................Prohibited
if Shutdown for more than (Post Mod SB 145 Leg-00-0007)
with Autopilot Engaged
Min Oil Temp.......................... 40°C or Run Engines Maximum Altitude with...............................35,000 ft
to Increase N2 for 8 Minutes or Yaw Damper Disengaged
ICE & RAIN PROTECTION
above 83% Static Run Up to 88% N2
& Ensure Oil Pressure
is ≤ 83 psi Maximum Temp................................................ 10°C LOAD FACTOR
for Anti-Icing Operation
Cold WX Ops Restriction................... Idle rpm max
Until Press< 95 psi Minimum Temp for........................................ − 40°C
Flaps Up.........................................−1.0G to +2.51G
Manual Anti-Icing Operation
Eng Cooldown..............................1 min @ Idle/Taxi
Flaps Down (9°, 22°, & 45°).................. 0G to +2.0G
Speed Before Shutdown Single Engine or Single Bleed
ENGINE LIMITATIONS ARE NOT Max Alt in Icing Conditions........................ 15,000 ft
COMPREHENSIVE. REFER TO AOM Holding in Icing .........................Landing Gear – Up,
SECTION 1-01-40 FOR ADDITIONAL ENGINE Flaps–Up,
LIMITATIONS. Min Airspeed 200 KIAS
Icing Conditions .................................. 10°C or less

& Visible Moisture
VIBRATION LIMITATIONS
APU Bleed as Pneumatic...................... Do Not Use
Source for Anti-Icing System
LP Spool....................................................... 1.8 IPS
HP Spool.......................................................1.1 IPS

Embraer 145 Pilot Client Guide

Uploaded by

Embraer 145 Pilot Client Guide

Uploaded by

EMBRAER 145

PILOT CLIENT GUIDE

St. Louis Learning Center

Houston Learning Center

Paris Learning Center

Original. . . . . . . . . . . . . . . . . . . . . June 2016

Copyright © 2018 FlightSafety International, Inc.

INTENTIONALLY LEFT BLANK

iv FOR TRAINING PURPOSES ONLY Revision 0.2

WELCOME LETTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

Revision 0.2 FOR TRAINING PURPOSES ONLY 1-1

INTENTIONALLY LEFT BLANK

1-2 FOR TRAINING PURPOSES ONLY Revision 0.2

Welcome to FlightSafety St. Louis, the Gateway to the West !

GROUND TRAINING SCHEDULE

1-4 FOR TRAINING PURPOSES ONLY Revision 0.2

FLIGHT TRAINING SCHEDULE

Revision 0.2 FOR TRAINING PURPOSES ONLY 1-5

INTENTIONALLY LEFT BLANK

1-6 FOR TRAINING PURPOSES ONLY Revision 0.2

INITIAL GROUND TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-1

2-2 FOR TRAINING PURPOSES ONLY Revision 0.2

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-3

2-4 FOR TRAINING PURPOSES ONLY Revision 0.2

INITIAL GROUND TRAINING

EQUIPMENT AND MATERIALS

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-5

2-6 FOR TRAINING PURPOSES ONLY Revision 0.2

INITIAL GROUND SESSION 1

CURRICULUM SEGMENT: General Operational Subjects

TRAINING MODULE: Welcome Presentation,

CLIENT SELF STUDY

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-7

2-8 FOR TRAINING PURPOSES ONLY Revision 0.2

11. The courtesy light switch is located .

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-9

23. The steering handwheel allows for a maximum of deflection.

2-10 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-11

INITIAL GROUND SESSION 2

CURRICULUM SEGMENT: Aircraft Systems

TRAINING MODULE: Aircraft General–Ground Servicing,

CLIENT SELF STUDY

2-12 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-13

2-14 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-15

2-16 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-17

INITIAL GROUND SESSION 3

CURRICULUM SEGMENT: Aircraft Systems

TRAINING MODULE: APU, Powerplant, Thrust Reversers, Fire Protection

2-18 FOR TRAINING PURPOSES ONLY Revision 0.2

CLIENT SELF STUDY

2-20 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-21

30. Complete the following table for the A1P engine:

Selected Takeoff Mode ATTCS Triggered Mode

31. The thrust reversers are actuated by the system.

2-22 FOR TRAINING PURPOSES ONLY Revision 0.2

8. How many fire extinguishers are installed in the Baggage compartment?

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-23

INITIAL GROUND SESSION 4

CURRICULUM SEGMENT: General Operational Subjects and Aircraft Systems

TRAINING MODULE: Crew Resource Management (CRM);

2-24 FOR TRAINING PURPOSES ONLY Revision 0.2

CLIENT SELF STUDY

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-25

2-26 FOR TRAINING PURPOSES ONLY Revision 0.2

Revision 0.2 FOR TRAINING PURPOSES ONLY 2-27

INITIAL GROUND SESSION 5

CURRICULUM SEGMENT: Aircraft Systems and General Operational Subjects

TRAINING MODULE: Ice & Rain, Adverse Weather, Fuel

CLIENT SELF STUDY

TRAINING MODULE: Welcome Presentation,

23. The steering handwheel allows for a maximum of deflection.

TRAINING MODULE: Aircraft General–Ground Servicing,

TRAINING MODULE: APU, Powerplant, Thrust Reversers, Fire Protection

TRAINING MODULE: Crew Resource Management (CRM);

TRAINING MODULE: Ice & Rain, Adverse Weather, Fuel

9. One electric fuel pump in each tank is required to be operating during ,

TRAINING MODULE: Hydraulics, Landing Gear & Brakes, Flight Controls

TRAINING MODULE: Avionics Part 1 (FMS, EFIS & Autoflight);

TRAINING MODULE: Avionics Part 2 (Communications & Navigation),