Air Peace Sop PDF

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OPERATIONS MANUAL
Revision: 00 PART B
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Date: 31 July, 2017 (EMBRAER 145)
ADMINISTRATION AND CONTROL Chapter : 0
0.1 APPROVAL PAGE
TITLE OF MANUAL : OPERATIONS MANUAL PART B (EMB145 SOP)

MANUAL REFRENCE CODE : APL – OM-B (EMB145)
MANUAL ISSUE NO. & DATE : {01} {31ST JULY, 2017}
MANUAL REV. & DATE : {00} {31ST JULY, 2017}
Prepared by: Name : CAPT. VICTOR EGONU

Designation : CHIEF PILOT
Signature : Date:
Checked and Recommended for Approval by:
Name: CAPT. WELLINGTON EYIMINA

Designation: DIRECOTR OF FLIGHT OPERATIONS
Signature : Date:
ORGANISATION APPROVAL
Approved by: Name : BARR. ALLEN IFECHUKWU ONYEMA

Designation: ACCOUNTABLE MANAGER
Signature : Date:
AUTHORITY’S APPROVAL
Approved by NCAA: Name :

Designation:
Signature : Date:
APL Page 1 OM-B (EMB145)

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0.1.1 PREAMBLE
This Manual also known as Standard Operating Procedures Manual (SOP) is prepared as a
guide for all Air Peace Crew for safe operation of our Embraer 145 aircraft. Majority of its
content especially those relating to certification limitations are propriety in nature and have
therefore been copied as is from the Airplane Flight Manual (AFM). Also, references to
sections in this manual are to the relevant sections of the AFM and should be read as such.
0.1.2 INTRODUCTION
The objective of procedures in this manual is for a smooth, coordinated cockpit management
system, which promotes standardization and enhances safety.
Each crewmember is assigned his specific duties however; organizing these duties with the
other pilots is also needed. SOP is established for this purpose. SOP is not intended to
supply detailed systems or components operating information, but primarily:
1. To establish the sequence in which the designated steps are accomplished

and;
2. To designate which crewmember normally accomplishes each step.
SOP is a procedural guide to the proper conduct of a normal flight. Emergency, Abnormal,
and supplemental procedures are not included in SOP. Proper use of SOP requires a
thorough knowledge of the airplane, its systems, and company policies.
Where a detailed explanation of a given step or policy is required, that detail will be found in
other parts of AIRCRAFT OPERATING MANUAL or OPERATIONS MANUAL.
Teamwork is the key concept to an understanding of the SOP. As a pilot you are an integral
part of a coordinated operation. The SOP explains not only your duties but also the duties of
OTHER crewmembers.
Knowing what to expect from the other pilot’s aids in standardization and is an important
factor in cockpit resource management. This knowledge enables the crewmember, to detect
and correct errors or omissions.
0.1.3 ADHERENCE
All pilots are responsible for following the procedures set out in this manual and will be held
accountable for it.
The Captain has the authority to deviate from SOP, but only when unusual circumstances
require him to do so in the interest of safety.

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0.2 STATEMENT OF COMPLIANCE
In accordance with the Nig.CARs 9.3.1.4, this manual of Air Peace Limited is in
compliance with the stated Regulations and will be followed by all the company
personnel of Air Peace Limited. This Operations Manual (Part B) will be a guiding
procedure for all Air Peace Limited flight personnel to perform their duties and
procedures required for a safe operation and also their interrelationship to the system
as a whole. The objective of the Operations Manual is to demonstrate compliance
with Nig.CARs. Adherence to these procedures is therefore in support of continued
airworthiness and enhancement of the operation and safety standards of Air Peace
Limited.
Approved by
Date -:

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0.4 TABLES OF CONTENTS
0.1 Approval Page ..................................................................................... 1

0.1.1 Preamble .............................................................................................. 2
0.1.2 Introduction ........................................................................................... 2
0.1.3 Adherence ............................................................................................. 2
0.2 Statement of Compliance ...................................................................... 3
0.3 List of Effective pages ........................................................................... 4
0.4 Table of Contents ................................................................................. 9
0.5 Pagination .............................................................................................. 19
0.6 System of Revisions and Amendments ................................................. 20
0.7 Record of Temporary Revisions ............................................................ 21
0.8 Record of Normal Revisions .................................................................. 22
0.9 Highlights of Revisions .......................................................................... 23
0.10 Distribution List ...................................................................................... 24
0.11 Definitions .............................................................................................. 25
0.12 Abbreviations ......................................................................................... 32
0.13 Corporate Commitment ........................................................................... 36
CHAPTER ONE: LIMITATIONS
1.1 Introduction ................................................................................................... 1

1.2 Operational Limitations ............................................................................. 1
1.2.1 EMB 145 Operational Envelope ................................................................ 1
1.2.2 Aircraft Loading Limits ............................................................................... 2
1.2.3 Aircraft Centre of Gravity Envelope ........................................................... 4
1.2.4 Vmo ............................................................................................................ 6
1.3 Airspeed Limitations .................................................................................. 7
1.3.1 Landing Gear Operation / Extended Speed (VLO and VLE) ....................... 7
1.3.2 Minimum Control Speed ............................................................................ 7
1.3.3 Minimum Clean Speed ............................................................................... 7
1.3.4 Pitch Trim Limitation ................................................................................... 7
1.3.5 Aircraft Manoeuvring Flight Load Factors .................................................. 7
1.3.6 Turbulent Air Penetration Speeds .............................................................. 8
1.3.7 Maximum Flap Extended Speed (VFE) ...................................................... 8
1.3.8 Wind Limitations ......................................................................................... 8
1.3.9 Wind Speed Limit for Towing Mooring ...................................................... 9
1.4 Kinds Of Operation ....................................................................................... 9
1.5 Minimum Crew ................................................................................................ 9
1.6 Runway ............................................................................................................. 10
1.7 Distance From Adequate Aerodrome ....................................................... 10
1.8 Auxiliary Power Unit .............................................................................................. 10
1.8.1 Operational Limits ................................................................................................... 10

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1.8.2 Starter Limits ........................................................................................................... 11

1.9 Power plant ................................................................................................... 12
1.9.1 Operational Limits ......................................................................................... 12
1.9.2 Automatic Take-Off Thrust Control System (ATTCS) ................................. 13
1.9.3 Engine Warm-Up .......................................................................................... 13
1.9.4 Engine Cool-down ........................................................................................ 14
1.10 Ice/Rain Protection ..................................................................................... 14
1.10.1 Aircraft Limitation ....................................................................................... 14
1.10.2 Landing Gear Extension In Icing ............................................................... 15
1.10.3 Use of APU and ECS Packs during De-icing / Anti-icing ......................... 15
1.10.4 Windshield Wiper Operation ...................................................................... 15
1.11 Fuel .................................................................................................................... 15
1.12 System Limitations .................................................................................... 17
1.12.1 Electrical System ....................................................................................... 17
1.12.2 Pressurisation ............................................................................................ 17
1.12.3 Oxygen - Minimum Pressure ..................................................................... 17
1.13 Flight Controls .............................................................................................. 18
1.13.1 Flaps ............................................................................................................ 18
1.13.2 Electro Mechanical Gust Lock .................................................................... 18
1.13.3 Thrust Reversers ........................................................................................ 18
1.14 Brake Temperature Limitations ............................................................... 18
1.15 Maximum Water Tank Contents ................................................................ 18
1.16 Direct Vision Window ................................. .................................................. 18
1.17 Autopilot ........................................................................................................ 19
1.18 Instruments/Navigation Equipment ........................................................... 19
1.18.1 Radar ......................................................................................................... 20
1.18.2 AHRS ......................................................................................................... 20
1.18.3 Enhance Ground Proximity Warning System (EGPWS) ............................ 21
1.18.4 WV ONLY (EGPWS) ................................................................................... 21
1.18.5 Integrated Standby Instrument System (ISIS) ............................................ 22
1.18.6 UNS -1K FMS ............................................................................................. 23
1.19 Tow Bar Less Tugs ...................................................................................... 24
1.20 Guide Dogs .................................................................................................... 24
1.21 Least Risk Location ..................................................................................... 24
1.22 Ground Air Conditioning ............................................................................... 24
1.23 Area Navigation ............................................................................................. 24
CHAPTER TWO - NORMAL PROCEDURES
2.1 Introduction ............................................................................................ 1

2.1.1 Crew Responsibility ................................................................................ 1
2.1.2 Briefing ................................................................................................... 1
2.2 Checklist Procedures ............................................................................. 2
2.2.1 Expanded Checklist ............................................................................... 4
2.2.1.1 External Checks .................................................................................... 4
2.2.1.1.1 Internal Safety Inspection .................................................................. 9
2.2.1.2 First-flight/Turnaround Checks ............................................................. 10
2.2.1.3 Performance Data ................................................................................. 25
2.2.1.4 Take-off Brief (A guide) ......................................................................... 28
2.2.2 Before Start Checks .............................................................................. 30

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2.2.3 After Start Checks ................................................................................. 35

2.2.4 Taxiing .................................................................................................... 39
2.2.4.1 Ground Delays ........................................................................................ 40
2.2.4.2 Taxiing Out of Terminal Ramp Areas ..................................................... 40
2.2.4.3 Push and Hold Procedures .................................................................... 40
2.2.4.4 Taxi Checks ........................................................................................... 41
2.2.5 Duties ..................................................................................................... 43
2.2.6 Take-off .............................................................................................. 44
2.2.6.1 Normal Take-off Flap 9o .................................................................... 44
2.2.6.2 Noise Abatement Take-off ................................................................. 45
2.2.6.3 Flap 18o Take-off ............................................................................... 46
2.2.6.4 Crosswind Take-off ............................................................................ 46
2.2.6.5 After Take Off Check Duties .............................................................. 47
2.2.6.6 After Take-off ..................................................................................... 47
2.2.6.7 Turn .................................................................................................... 48
2.2.6.8 Autoflight/Manual Flight Operation ...................................................... 48
2.2.6.9 FMS Operation In-Flight ...................................................................... 56
2.2.6.10 Additional Information For Use of the Dual FMS UNS 1K ................. 57
2.2.6.11 Duties in The Climb and Cruise .......................................................... 57
2.2.7 Descent Check ....................................................................................... 58
2.2.7.1 Duties ...................................................................................................... 58
2.2.7.2 Descent .................................................................................................. 58
2.2.7.3 Descending ............................................................................................ 59
2.2.8 Approach Check .................................................................................... 60
2.2.8.1 Duties .................................................................................................... 60
2.2.8.2 Approach Checks .................................................................................... 60
2.2.9 Landing Procedures................................................................................. 61
2.2.9.1 Normal Approach, Landing and Crosswind Landing ............................... 61
2.2.9.2 Missed Approach and Rejected Landing ................................................ 62
2.2.9.3 Landing Check Duties ............................................................................. 63
2.2.9.4 Landing .................................................................................................... 63
2.2.9.5 Crew Duties ............................................................................................. 64
2.2.10 After Landing ........................................................................................... 66
2.2.10.1 Single Engine Taxy Procedures ................................................... 68
2.2.11 Shutdown ............................................................................................... 69
2.2.11.1 Shutdown Duties ......................................................................... 69
2.2.12 Aircraft Secure Checks ............................................................................ 71
2.3 NORMAL FLIGHT PROFILES ................................................................. 73
2.3.1 Precision Approach .................................................................................. 76
2.3.2 Cat I ILS Approach ................................................................................... 77
2.3.3 Procedural Non Precision Approach ......................................................... 81
2.3.4 Constant Descent Approach (CDA) ......................................................... 81
2.3.5 Circling Approach (Two Engines) ............................................................. 85
2.3.6 Circling - Missed Approach Procedure ..................................................... 85
2.3.7 DME ARC Procedure ................................................................................ 88
2.4 WINTER OPERATIONS ............................................................................ 91
2.4.1 Icing Condition ......................................................................................... 91
2.4.2 Thermal Anti-ice Protection and Ice Detection System Operation ........... 91
2.4.3 Performance ............................................................................................. 92
2.4.4 Internal Inspection .................................................................................... 93
2.4.5 Engine Start ............................................................................................. 93

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2.4.6 After Engine Starting ................................................................................ 93

2.4.7 Taxi ........................................................................................................... 93
2.4.8 Before Take-Off ........................................................................................ 94
2.4.9 Climb Cruise ............................................................................................. 94
2.4.10 Descent and Holding ................................................................................. 95
2.4.11 Approach and Landing .............................................................................. 95
2.4.12 Landing on Wet or Slippery Runways ....................................................... 95
2.4.13 General Remarks When Flying in Icing Conditions .................................. 96
2.4.14 Removal of Snow and Ice Procedure ....................................................... 96
2.4.14.1 Configuring the Aircraft For De-/Anti-Icing .................................... 96
2.4.14.2 Post De-/anti-Icing Procedures ..................................................... 98
2.5 ALL WEATHER OPERATIONS ................................................................ 101
2.5.1 Approach Category ................................................................................... 101
2.5.2 Abbreviations ............................................................................................. 101
2.5.3 Approach Ban ......................................................................................... 102
2.5.4 Required Visual References For Cat II ................................................... 102
2.5.5 The Aircraft .............................................................................................. 105
2.5.6 Performance Monitoring ........................................................................... 105
2.5.7 Low Visibility Operations .......................................................................... 105
2.5.7.1 Planning Requirements ............................................................................ 105
2.5.7.2 Fuel Planning ............................................................................................ 106
2.5.7.3 Start-Up and Taxiing ................................................................................. 107
2.5.7.4 Taxiing In Low Visibility ............................................................................. 107
2.5.7.5 Take-Off In Low Visibility ........................................................................... 108
2.5.8 Standard Operating Procedures for CAT II Approach .............................. 109
2.5.8.1 Required Visual References ...................................................................... 109
2.5.8.2 CAT II Approach Requirements ................................................................. 109
2.5.8.3 CAT II Performance ................................................................................... 110
2.5.8.4 Contaminated Runways ............................................................................ 111
2.5.8.5 Runway Lighting ....................................................................................... 111
2.5.8.6 Visual References Required at DH ........................................................... 111
2.5.8.7 Maximum Wind Components .................................................................... 111
2.5.8.8 Aircraft Equipment & Seviceability Requirements - Prior to a CAT II
Approach ................................................................................................... 111
2.5.8.9 CAT II Approach Briefing ........................................................................... 113
2.5.8.10 CAT II ILS Approach - Normal Procedures .................................... 114
2.5.8.10.1 Localiser, Glideslope and Radio Altitude Comparators Warnings .. 116
2.5.8.10.2 Excessive Localiser and Glideslope Deviation Warnings ............... 117
2.5.8.10.3 Hardover ........................................................................................ 117
2.5.8.10.4 Slow Over ...................................................................................... 118
2.5.8.10.5 Engine Failure on Approach or During Go-around ........................ 118
2.5.8.10.6 Autopilot Malfunction ..................................................................... 118
2.5.8.10.7 Display Warnings During Final Approach ...................................... 119
2.5.8.10.8 Excessive Deviation Warning ........................................................ 119
2.5.8.11 Pilot Incapacitation ......................................................................... 120
2.5.8.12 Crew Requirements ...................................................................... 120
2.5.8.12.1 Type and Command Experience .................................................... 120
2.5.8.12.2 Recency Requirements ................................................................. 120
2.5.8.13 Pre Approach Checklist and Forms Utilised ................................. 121
2.6 RVSM ........................................................................................................... 128
2.6.1 Introduction to RVSM ................................................................................... 128

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2.6.2 Flight Planning .............................................................................................. 128

2.6.3 Pre-Flight Procedures at The Aircraft for Each Flight .................................. 129
2.6.4 Procedures Prior To RVSM Airspace Entry ................................................. 129
2.6.5 In-flight Procedures ....................................................................................... 130
2.6.7 Post Flight ...................................................................................................... 131
2.6.8 R/T Phraseology ............................................................................................. 132
2.7 AIRCRAFT DIFFERENCES ........................................................................... 133
2.7.1 Aircraft Differences Table ............................................................................... 133
2.7.2 Cockpit Layout ............................................................................................... 135
2.7.3 Flight Deck ................................................................................................... 136
2.7.4 Single Cabin Crew Operation ...................................................................... 136
2.7.5 AH -900 ......................................................................................................... 138
2.7.6 Normal Cockpit Procedures .......................................................................... 138
2.7.7 AH-900 Operating Modes ............................................................................. 139
2.8 POST MAINTENANCE FLIGHT CHECK ...................................................... 140
2.9 SUMMER TAKE OFF .................................................................................... 141
2.10 INTEGRATED STANDBY INSTRUMENT SYSTEM (ISIS) STUDY GUIDE .142
2.10.1 ISIS Controls and Indicators ...........................................................................143
2.10.2 Operational Procedures ................................................................................ 145
2.10.3 ISIS Abnormal Operation ............................................................................... 146
2.10.4 Air Peace Limited ISIS Self-Study Question Paper ....................................... 148
CHAPTER THREE - ABNORMAL AND EMERGENCY PROCEDURES
3.0 EMERGENCY AND ABNORMAL PROCEDURES PREAMBLE ................ 1

3.1 TURBULENT AIR PENETRATION ............................................................ 6
3.1.1 Airspeed ................................................................................................... 6
3.1.2 Attitude....................................................................................................... 6
3.1.3 Pitch Trim .................................................................................................. 6
3.1.4 Altitude ....................................................................................................... 6
3.1.5 Thrust Setting ............................................................................................. 6
3.2 DEFUELLING ............................................................................................. 7
3.3 MANUAL PRESSURISATION .................................................................... 7
3.4 UN-COMMANDED BRAKE APPLICATION ............................................... 8
3.5 RADIO ALTIMETER ....................................................................................8
3.6 CIRCUIT BREAKERS RESETTING ........................................................... 8
3.7 AIRFRAME VIBRATION ............................................................................. 9
3.8 SPEED BUGS DURING EMERGENCY AND ABNORMAL OPERATIONS 9
3.9 TAXIING - ABNORMAL .............................................................................. 10
3.10 GALLEY EMERGENCIES ................................................................. 10
3.11 REJECTED TAKE OFF ................................................................... 10
3.11.1 Procedures for All Runways .......................................................... 10
3.11.2 Aircraft Handling on RTO .............................................................. 11
3.11.3 Engine Fire on Start/Take Off (Duties) ......................................... 11
3.11.4 Evacuation Drills .......................................................................... 12
3.12 SINGLE ENGINE DRIFT DOWN ...................................................... 13
3.13 SINGLE ENGINE CRUISE .............................................................. 13
3.14 SINGLE ENGINE APPROACH ......................................................... 13
3.15 WIND SHEAR PREVENTION / RECOVERY ................................ 13

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3.16 LIGHTNING ............................................................................... 14

3.17 FLAP MANOEUVRING SPEEDS & APP FACTORS ............................. 14
3.18 FLIGHT INSTRUMENT FAILURES / ILS APPROACH ......................... 15
3.18.1 Flight Instrument Failures ................................................................. 15
3.18.2 Integrated Computer Failure ............................................................. 15
3.19 DASHED INDICATIONS ON RMU ..................................................... 16
3.20 HIGH FUEL TANK TEMPERATURE ................................................... 16
3.21 UNCOMMANDED STEERING INPUT ON LANDING ............................ 16
3.22 ABNORMAL PROFILES .................................................................. 17
3.22.1 Bounced landing Recovery Guidance ............................................. 17
3.23 GROUND PROXIMITY WARNING SYSTEM /ENHANCED GROUND
PROXIMITY WARNING SYSTEM............................................... 28
3.23.1 General ....................................................................................... 28
3.23.2 GPWS/EGPWS Warning (Memory Actions) ................................... 28
3.23.3 Warning - Action By Crew ........................................................... 28
3.23.4 GPWS / EGPWS Caution ............................................................. 28
3.23.5 EGPWS....................................................................................... 28
3.23.6 EGPWS Operation ....................................................................... 29
3.23.7 EGPWS Terrain Inhibit Switch ..................................................... 29
3.23.8 EGPWS CAS Message ............................................................... 30
3.24 TRAFFIC AND COLLISION AVOIDANCE SYSTEM ......................... 30
3.24.1 Testing ...................................................................................................... 30
3.24.2 Basic Operating Procedures .................................................................... 30
3.24.3 Conflicting Traffic (TA and RA) ................................................................ 31
3.24.4 General ..................................................................................................... 31
3.24.5 TCAS MFD Display .................................................................................. 32
3.24.6 TCAS RTE Phraseology ........................................................................... 32
3.24.7 TCAS Failures .......................................................................................... 32
3.25 CREW INCAPACITATION ............................................................. 33
3.25.1 Partial or Gradual Incapacitation .................................................. 33
3.25.2 Sudden or Complete Incapacitation .............................................. 33
3.25.3 Co-ordination With The Cabin ...................................................... 34
3.25.4 Single Cabin Crew Incapacitation ................................................. 34
3.26 MEMORY ITEMS ........................................................................ 36
CHAPTER FOUR - PERFORMANCE
4.1 PERFORMANCE DATA ............................................................................... 1

4.1.1 Compliance with Operating Regulations ........................................... 1
4.1.2 Validity of Data ............................................................................. 1
4.1.3 Performance Configuration .............................................................. 2
4.1.4 Definitions ................................................................................. 3
4.1.4.1Airspeed ................................................................................... 3
4.1.4.2 Performance ............................................................................ 4
4.1.4.3 Meteorological .......................................................................... 4
4.1.4.4 Take off .................................................................................... 5
4.1.5 Net Take-off Flight Path ..................................................................... 6
4.1.6 Demonstrated Crosswind .................................................................. 7
4.1.7 Recommended Crosswind Components ............................................... 7
4.1.8 Take-off Thrust .............................................................................. 7

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4.1.9 Flap 18o Take off ............................................................................... 8

4.1.10 Brake Energy Limits ............................................................................... 8
4.1.11 Flap Retraction Schedule ....................................................................... 9
4.1.12 Flap Manoeuvring Speeds ..................................................................... 10
4.1.13 Aerodrome Analysis Data Pages ............................................................. 10
4.1.14 Obtaining Performance Data .................................................................... 10
4.1.15 Take Off and Landing Speed Booklet ..................................................... 10
4.1.16 En-Route, Approach and Landing ............................................................. 11
4.2 LANDING ........................................................................................................... 11
4.2.1 Unfactored landing Distances ............................................................ 11
4.2.2 Unfactored Landing Distance Corrections............................................ 11
4.2.3 Abnormal Landing Distance Required Increments ................................. 12
4.2.4 Landing Distance Correction Factor ............................................... 13
4.2.5 Speeds ................................................................................... 13
4.2.5.1Landing Speed - V REF .................................................................. 13
4.2.5.2 Final Approach Speed - VAPP .................................................... 13
4.2.6 En-Route Climb .......................................................................... 13
4.2.7 Approach Climb, landing Climb and Reference Speeds ..................... 14
4.2.8 Gear Down / Flap 9 Ferry Flight ............................................................. 14
4.3 GROSS MASS CHARTS (GMC) .............................................................. 14
4.3.1 Explanations and Definitions .................................................................... 14
4.3.2 General Aircraft Configuration ............................................................... 17
4.3.3 Company Standards ............................................................................... 17
4.3.4 Runway Conditions ................................................................................. 17
4.3.4.1 Definitions ............................................................................................... 17
4.3.4.2 Use of Take-off and Landing Data ........................................................... 18
4.3.5 Windrose ................................................................................................ 19
4.3.6 Take-off Presentation .............................................................................. 19
4.3.6.1 Airport Data ............................................................................................. 19
4.3.7 Performance Restrictions / Engine Failure Procedure ............................. 20
4.3.8 Engine Failure Procedures Standard ....................................................... 20
4.3.9 Engine Fail Procedure ............................................................................. 21
4.3.10 Normal Climb Procedure (Departure, SID and CLP) ............................... 23
4.3.11 Acceleration Altitude ............................................................................... 23
4.3.12 Aircraft Configuration ............................................................................... 23
4.3.13 Take-foo Performance Data ..................................................................... 24
4.3.13.1 Dry & Wet RPM Charts .......................................................................... 24
4.3.13.2 Contaminated Charts ............................................................................. 24
4.3.14 Performance Limited Take-off Mass ........................................................ 25
4.3.15 Take-off Speeds ...................................................................................... 25
4.3.16 Performance Limited Take-off Calculation ............................................... 25
4.3.17 Performance Limited Take-off Mass Example Dry Runway ..................... 26
4.3.18 Performance Limited Take-off Mass Example Contaminated Runway ..... 26
4.3.19 Reduced Take-off Power Calculation ....................................................... 26
4.3.20 Reduced Take-off ................................................................................... 27
4.3.21 Speed Selection ..................................................................................... 27
4.3.22 Use of Corrections .................................................................................. 28
4.3.23 RPM Text ................................................................................................ 28
4.3.24 Landing Presentation ............................................................................. 28
4.3.24.1 Landing Performance Data 3.1.1 Dry and Wet Charts ......................... 28
4.3.24.2 Contaminated Charts ........................................................................... 29

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4.3.24.3 Wet and Contaminated Runways Operations ...................................... 30

4.3.25 Performance Limited Landing Mass ....................................................... 33
4.3.26 Performance Limited Landing Mass Calculation ................................... 33
4.3.26.1 Performance Limited Landing Mass Example ..................................... 34
CHAPTER FIVE - FLIGHT PLANNING
5.0 FLIGHT PLANNING ................................................................................ 1

5.1 PPS Flight Plans ..................................................................................... 1
CHAPTER SIX - MASS AND BALANCE
6.0 MASS AND BALANCE ................................................................................. 1

6.1 GENERAL ................................................................................................ 1
6.2 BALANCE REFERENCE SYSTEM .......................................................... 1
6.3 STANDARD TERMS AND DEFINITIONS ................................................. 1
6.4 MAXIMUM GROSS MASS AND CENTRE OF GRAVITY LIMITS .............. 3
6.5 FUEL DATA ............................................................................................ 5
6.5.1 Fuel Definitions .................................................................................. 5
6.6 MISCELLANEOUS FLUIDS ...................................................................... 6
6.7 FLIGHT CREW ITEMS .............................................................................. 6
6.8 PASSENGERS ...................................................................................... 7
6.9 INTERIOR ARRANGEMENT ..................................................................... 8
6.10 AIRCRAFT INDEX FORMULA ...................................................................9
6.11 ELECTRONIC DATA PROCESSED (EDP) LOADSHEET AND
BALANCE CHART ............................................................................. 10
6.12 MANUAL LOADSHEET INSTRUCTIONS ................................................. 11
6.12.1 Passenger Seating Plan .......................................................................... 11
6.12.2 DOM and Index Statement Sheet ............................................................ 15
6.12.3 Calculating Max Allowed Take-off Mass .................................................. 15
6.12.4 Last Minute Changes (LMC) .................................................................... 18
CHAPTER SEVEN - LOADING
7.0 LOADING .................................................................................................. 1

7.1 LOADING GENERAL .................................................................................. 1
7.1.1 Aircraft Commander’s Responsibility .................................................. 1
7.1.2 Dimensions ......................................................................................... 2
7.1.3 Aircraft Seating Configuration ................................................................ 3
7.1.4 Cabin Layout .......................................................................................... 4
7.2 CARRIAGE OF PASSENGERS / BAGGAGE / FREIGHT ....................... 6
7.2.1 Unaccompanied Minors ............................................................................ 6
7.2.2 Infants ..................................................................................................... 6
7.2.3 Passengers of Reduced Mobility (PRM) ................................................................ 6

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7.2.4 Passenger Hand Baggage ...................................................................... 6

7.2.5 Hold Baggage and Freight Compartment ................................................ 6
7.2.6 Baggage Restraint .................................................................................. 7
7.2.7 Live Animals ............................................................................................ 7
7.2.8 Lighting ................................................................................................... 7
7.2.9 Carriage of Dangerous Goods ............................................................... 7
7.2.10 Loading Baggage .................................................................................... 7
7.2.11 Load and Trim Sheet ............................................................................... 7
7.2.12 Ballast ................................................................................................... 8
7.3 AIRCRAFT DOORS ................................................................................ 9
7.3.1 Passenger Access Door ......................................................................... 9
7.3.2 Baggage Hold Door ................................................................................ 9
7.3.3 EMB 145 Reinforced Cockpit Door .......................................................... 9
7.4 GROUND EQUIPMENT LOCATION ........................................................ 15
CHAPTER 8 - CONFIGURATION DEVIATION LIST
CHAPTER 9 - MINIMUM EQUIPMENT LIST
CHAPTER 10 - SURVIVAL AND EMERGENCY EQUIPMENT
10.0 SURVIVAL AND EMERGENCY EQUIPMENT ......................................... 1

10.1 INTRODUCTION ................................................................................... 1
10.2 EMERGENCY EQUIPMENT ................................................................... 2
10.2.1 Emergency Equipment - Abbreviations - EMB 145 ............................. 3
10.2.2 Emergency Equipment Location Diagram - EMB 145 LR/MP..................... 4
10.3 LIFEJACKETS ............................................................................................ 5
10.3.1 Method of Operation ............................................................................ 5
10.3.2 Entry Into Water ................................................................................... 5
10.3.3 Method of Fitting An R.F.D Adult Life Jacket onto A Child .................. 6
10.3.4 RFD Life Jacket (adult) ........................................................................ 7
10.3.5 Adult Life Jacket Donning Instructions ................................................. 8
10.3.6 Method of Operation ............................................................................ 9
10.3.7 Infant Life Jacket .................................................................................. 10
10.3.8 Infant Life Jacket RFD .......................................................................... 11
10.3.9 Baby Survival / Life Cots ...................................................................... 12
10.4 OXYGEN EQUIPMENT ......................................................................... 15
10.4.1 General ................................................................................................. 15
10.4.2 Flight Crew Oxygen .............................................................................. 15
10.4.2.1 Mask Stowage Box And Crew Mask .................................................... 16
10.4.3 Passenger Oxygen ................................................................................. 18
10.4.3.1 Control .................................................................................................. 18
10.4.3.2 Passenger Oxygen System Schematic ................................................ 21
10.5 PORTABLE SMOKE HOOD ................................................................... 22
10.5A DRAGER OXYGEN SMOKE HOOD - PORTABLE BREATHING
EQUIPMENT ........................................................................................... 23
10.6 SMOKE GOGGLES ................................................................................. 24
10.7 PORTABLE OXYGEN THERAPY SETS / CYLINDER .............................. 24
10.8 TORCHES ................................................................................................. 25
10.9 CRASH AXE............................................................................................... 26

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10.10 FIRE GLOVES ............................................................................................ 26

10.11 FIRE BAGS ................................................................................................ 26
10.12 FIRST AID KIT ............................................................................................ 26
10.13 HALON FIRE EXTINGUISHER .................................................................. 27
10.14 EMERGENCY LIGHTING .......................................................................... 28
10.14.1 Controls and Indicators ........................................................................... 28
10.15 LOUD HAILER ........................................................................................... 32
10.16 LAVATORY FIRE PROTECTION .............................................................. 33
10.16.1 Lavatory Smoke Detection ....................................................................... 33
10.16.2 Automatic Toilet Fire Extinguisher ........................................................... 33
10.16.3 Lavatory smoke Detector Panel ............................................................... 33
10.17 EMERGENCY LOCATOR TRANSMITTER (ELT) ......................................... 35
10.17.1General ............................................................................................................ 35
10.17.2ELT Panel Controls and Indicators ................................................................. 35

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0.5 PAGINATION
The header and footer of each page contains:
The name of the manual: Operation Manual Part B (EMB145 SOP).

The CHAPTER TITLE
The Company logo
Chapter number.
Issue Number
Revision Number
Revision date.
The footer of each page contains:
Company abbreviation letter

Manual Reference:
Page number

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0.6 SYSTEM OF REVISIONS AND AMMENDMENTS
The Quality/Safety Manager (QSM) is responsible for authorising the revisions of the
Standard Operations Procedures Manual. When an amendment to this manual becomes
necessary, the request shall be submitted in writing to the Director of Flight Operation giving
a detailed information about the reason for this amendment. If the Director of Flight
Operation is satisfied with the formal request, an amendment will be prepared and sent to the
Quality/Safety Manager to process for approval.
All proposed revisions must be checked by the Quality/Safety Manager and approved by the
Accountable Manager. All revisions must be submitted to and approved by the Regulatory
Authority (NCAA) before coming into force.
The Quality/Safety Manager is responsible for notifying the Regulatory Authority of Proposed
amendments and revisions. He is also responsible for the regulatory administration,
distribution and control of this manual.
All amendments will be in the form of printed, replacement pages. They are accompanied by
filing instructions and an updated List of Effective Pages (LEP).
A normal revision record sheet mentioning the issue date is provided in page 22.
Temporary revisions are amendments to a controlled manual/document that are issued out of
the normal revision cycle. They are distinguished from the rest of the manual content by
yellow shaded headers and footers.
Normal and temporary revisions are transmitted to all manual holders through a transmittal
letter attached to each amendment/revision, outlining the nature of each change. A vertical
bar in front of the line indicates any change in the text.
Upon receipt of any revision, manual holders are responsible for inserting the pages as per
the instructions in the transmittal letter. This responsibility includes registering the insertion of
the Normal and Temporary Revisions.
Where revision instructions require Temporary Revisions to be removed and destroyed, the
manual holders must ensure that the removal details are registered on the record of
temporary revisions sheet. This includes when temporary revisions are removed upon receipt
of a formal revision.
Each holder of this Manual is responsible for the security and safeguarding of this manual, for
insertion of amendments, revisions and for maintaining the manual in a current status.

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After each insertion of amendment/revisions, the manual holder must acknowledge receipt
and endorse a copy of the transmittal letter to the effect that the instruction has been carried
out and then return same to the Quality/Safety Manager to file up.
Hand-written amendments and revisions are not permitted except in situations requiring
immediate amendment or revisions in the interest of safety.
0.7 RECORD OF TEMPORARY REVISIONS
When receiving a Temporary Revision, insert the "Issue date", "Date filed" and sign in
the "filed by" box.
TR Issue Date Filed Location / Remarks /

N° date filed by Status
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

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0.8 RECORD OF NORMAL REVISIONS
When receiving a revision, insert the "Date filed" and sign in the "filed by" box.
Rev. N° Issue date Date filed Filed by
01
02
03
04
05
06
07
08
09
10
11
12
13

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0.9 HIGHLIGHTS OF REVISIONS
REV HIGHLIGHTS PAGE EFFECTIVE

NO NO DATE

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0.10 DISTRIBUTION LIST
HOLDER ASSIGNED LOCATION AND

MANUAL NO. COMPANY
TECHNICAL LIBRARY 01 APL – Lagos
ACCOUNTABLE MANAGER 02 APL – Lagos
NCAA 03 NCAA – Lagos
DIRECTOR OF ENGINEERING AND 04 APL– Lagos

MAINTENANCE
DIRECTOR OF FLIGHT OPERATIONS 05 APL – Lagos
CHIEF PILOT 06 APL – Lagos
QUALITY/ SAFETY MANAGER 07 APL – Lagos
MAINTENANCE MANAGER 10 APL – Lagos
FLIGHT OPERATIONS MANAGER 11 APL – Lagos
GROUND OPERATIONS MANAGER 13 APL – Lagos
OPERATION CONTROL CENTER (OCC) 14 APL – Lagos
AIRCRAFT COPY 16 APL – Lagos
STATION MANAGER 19 APL – Lagos
TRAINING ORGANISATIONS 22 FSC- AMSTERDAM

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0.11 DEFINITIONS
Accountable Manager: The person recognized by NCAA, with authority to ensure

that all activities related to the company’s operations are financially ensured and
carried out in accordance with the standards required by the competent Aviation
Authorities, as other requirements established by Air Peace Airlines.
Acceptance Checklist: A document used to assist in carrying out a check on the

external appearance of packages of dangerous goods and their associated
documents to determine that all appropriate requirements have been met.
Aircraft Operating Manual: A manual, acceptable to the State of the Operator,
containing normal, abnormal and emergency procedures, checklists, limitations,
performance information, details of the aircraft systems, and other material relevant to
the operation of the aircraft.
Aircraft Technical Log: Documentation for an aircraft that includes the maintenance
record for the aircraft and a record for each flight made by the aircraft. The aircraft
technical log is comprised of a journey records section and a maintenance section.
Air Operators Certificate (AOC): A certificate authorizing an operator to carry out

specified commercial air transport operations.
Airworthiness Release: Air Peace aircraft are released for service following
maintenance by a person specifically authorised by Air Peace, rather than by an
individual or maintenance organisation on Air Peace behalf.
Audit: Systematic and independent examination of activities performed by an

organization aimed to verify if the organisation’s activities are planned in accordance
with applicable requirements and implemented in accordance with approved
procedures.
Auditor: Person recognized by NCAA with competence and independence to

conduct an Audit.
The Authority – NCAA: Post holder – a Person acceptable to the authority who is
responsible for a particular part of operations.
Cabin crew member: A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the pilot-in-command of the aircraft,
but who shall not act as a flight crew member.
Cargo aircraft: Any aircraft carrying goods or property but not passengers. In this
context the following are not considered to be passengers:
i. A crewmember.

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ii. An operator's employee permitted by, and carried in

accordance with, the instructions contained in the Operations Manual.
iii. An authorised representative of an Authority.
iv. A person with duties in respect of a particular shipment on board.
Chief Inspector: The individual responsible for quality control, as opposed to quality
assurance, and is not to be confused with the Quality Assurance and Safety Manager
under the quality system.
Commercial air transport operation: An aircraft operation involving the public

transport of passengers, cargo or mail for remuneration or hire.
Configuration Deviation List (CDL): A list established by the organisation

responsible for the type design with the approval of the State of Design which
identifies any external parts of an aircraft type which may be missing at the
commencement of a flight, and which contains, where necessary, any information on
associated operating limitations and performance correction.
Consignment: One or more packages of dangerous goods accepted by an operator

from one shipper at one time and at one address, receipted for in one lot and moving
to one consignee at one destination address.
Crew member: A person assigned by an operator to duty on an aircraft during a

flight duty period.
Dangerous goods: Articles or substances which are capable of posing a risk to

health, safety, property or the environment and which are shown in the list of
dangerous goods in the ICAO Technical Instructions (see definition below) or which
are classified according to those Instructions.
Dangerous goods accident: An occurrence associated with and related to the

transport of dangerous goods which results in fatal or serious injury to a person or
major property damage.
Dangerous goods incident: An occurrence, other than a dangerous goods accident,

associated with and related to the transport of dangerous goods, not necessarily
occurring on board an aircraft, which results in injury to a person, property damage,
fire, breakage, spillage, leakage of fluid or radiation or other evidence that the
integrity of the packaging has not been maintained. Any occurrence relating to the
transport of dangerous goods which seriously jeopardises an aircraft or its occupants
is deemed to constitute a dangerous goods incident.

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Dangerous goods transport document: A document specified by the ICAO

Technical Instructions for the Safe Transportation of Dangerous Goods by Air. It is
completed by the person who offers dangerous goods for air transport and contains
information about those dangerous goods. The document bears a signed declaration
indicating that the dangerous goods are fully and accurately described by their proper
shipping names and UN numbers (if assigned) and that they are correctly classified,
packed, marked, labeled and in a proper condition for transport.
Directly in Charge: A person assigned to a position in which he or she is

responsible for the work of a shop or station that performed maintenance, preventive
maintenance, or alterations, or other functions affecting aircraft airworthiness.
Equivalent system of maintenance: An AOC holder may conduct maintenance

activities through an arrangement with an AMO or may conduct its own maintenance,
preventive maintenance, or alterations, so long as the AOC holder's maintenance
system is approved by the Authority and is equivalent to that of an AMO, except that
the approval for return to service of an aircraft/aeronautical product shall be made by
an appropriately licensed aviation maintenance technician or aviation repair
specialists in accordance with Part 2 of these Regulations, as appropriate.
Evidence: Is a documented statement of fact, that may be quantitative or qualitative,

based on observations, measurements or tastes that can be verified. Objective
evidence may be found from:
Exception: A provision in ICAO Annex 18 which excludes a specific item of

dangerous goods from the requirements normally applicable to that item.
Finding: Detail of an activity where a requisite non accomplishment is found. Finding

description shall be made in such a manner that it is understood by the auditee and
that remains very clear the identification of the non accomplished requisite or
procedure.
Flight crew member: A licensed crew member charged with duties essential to the
operation of an aircraft on the flight deck during a flight duty period.
Flight safety document system: A set of inter-related documentation established

by the operator, compiling and organising information necessary for flight and ground
operations, and comprising, as a minimum, the operations manual and the operator's
maintenance control manual.
Freight container: See unit load device.

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Freight container in the case of radioactive material transport: An article of

transport equipment designed to facilitate the transport of packaged goods, by one or
more modes of transport without intermediate reloading. It must be of a permanent
enclosed character, rigid and strong enough for repeated use, and must be fitted with
devices facilitating its handling, particularly in transfer between aircraft and from one
mode of transport to another. A small freight container is that which has either an
overall outer dimension less than 1.5 m, or an internal volume of not more than 3m3.
Any other freight container is considered to be a large freight container.
Handling agent: An agency which performs on behalf of the operator some or all of
the latter's functions including receiving, loading, unloading, transferring or other
processing of passengers or cargo.
Holdover time: The estimated time deicing/anti-icing fluid will prevent the formation
of frost or ice and the accumulation of snow on the protected surfaces of an aircraft.
Holdover time begins when the final application of deicing or anti-icing fluid
commences and expires when the deicing or anti-icing fluid applied to the aircraft
loses its effectiveness.
Human factors principles: Principles which apply to aeronautical design,

certification, training, operations and maintenance and which seek safe interface
between the human and other system components by proper consideration to human
performance.
Human Factors Principle: Principles which apply to aeronautical design, certification,

training operations and maintenance and which seek safe interface between the
human and other system components by proper consideration to human performance.
Instrument Meteorological Condition (IMC): Meteorological conditions expressed

in terms of visibility, distance from cloud, and ceiling, less than the minima specified
for visual meteorological conditions.
Interchange Agreement: A leasing agreement which permits an air carrier to dry

lease and take or relinquish operational control of an aircraft at an airport.
Maintenance Control Manual: A document that describes the operator's

procedures necessary to ensure that all scheduled and unscheduled maintenance is
performed on the operator's aircraft on time and in a controlled and satisfactory
manner.
Maintenance Procedures Manual: A document endorsed by the head of the

maintenance organisation which details the maintenance organisation's structure and

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management responsibilities, scope of work, description of facilities, maintenance

procedures and quality assurance or inspection systems.
Maintenance release: A document which contains a certification confirming that the

maintenance work to which it relates has been completed in a satisfactory manner,
either in accordance with the approved data and the procedures described in the
maintenance organisation's procedures manual or under an equivalent system.
Operational Control: The exercise of authority over the initiation, continuation,

diversion or termination of a flight in the interest of safety of the aircraft and the
regularity and efficiency of the flight.
Operational Flight Plan: The operator's plan for the safe conduct of the flight based
on consideration of aircraft performance, other operating limitations and relevant
expected conditions on the route to be followed and at the aerodromes/heliports
concerned.
Operations Manual: A manual containing procedures, instructions and guidance for

use by operational personnel in the execution of their duties.
Operator: A person, organisation or enterprise engaged in or offering to engage in an

aircraft operation (ICAO). Any person who causes or authorises the operation of an
aircraft, such as the owner, lessee, or bailee of an aircraft
Overpack: An enclosure used by a single shipper to contain one or more packages

and to form one handling unit for convenience of handling and stowage.
Package: The complete product of the packing operation consisting of the packaging
and its contents prepared for transport.
Packaging: Receptacles and any other components or materials necessary for the
receptacle to perform its containment function.
Passenger aircraft: An aircraft that carries any person other than a crew member,
an operator's employee in an official capacity, an authorised representative of an
appropriate national authority or a person accompanying a consignment or other
cargo.
Proper shipping name: The name to be used to describe a particular article or

substance in all shipping documents and notifications and, where appropriate, on
packaging.
Quality: The totality of features and characteristics of a product or service that bears
on itself the ability to satisfy stated or implied needs.

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Quality Assurance: The formal and systematic process of auditing and evaluation of
management system and operational functions of an operator to ensure:
 Compliance with regulatory and internal requirements;
 Satisfaction of stated operational needs;
 Identification of hazards, undesirable conditions and areas requiring

improvement.
Quality Assurance Programme: Quality Assurance Programme is a programmed

and systematic way to organize available resources to obtain Quality Assurance
goals.
Quality Control: The operational techniques and activities that are used to fulfill
requirements for quality.
Quality Inspection: Is the act of observing a particular event, object or action to

ensure the correct procedures and applicable regulation or rules are fulfilled during
accomplishment of that action or event or that said object is in accordance with
applicable procedures, regulation or rules.
Quality Assurance and Safety Manager: Person recognized by NCAA, responsible

for Quality System Management, it’s monitoring and also the monitoring of
implementation of corrective actions and evaluation of its effectiveness.
Quality Manual: The document containing the relevant information pertaining to the
operators Quality System and Quality Assurance Programme.
Quality Management: The management responsible for the overall function and
implementing Quality Policy.
Quality Plan: A document setting out the specific qualify practices, resources and
sequence of activities relevant to a particular product, service, contract or project.
Quality Policy: The overall quality intentions and direction of a company as regards
quality, formally expressed by the Accountable Manager.
Quality System (QS): Set of rules and procedures designed to ensure quality
standards maintenance in every activity related to Flight Operations, Handling and
Airworthiness. Organically it corresponds to Quality Management for which are
allocated human resources and materials in order to implement the Quality System.
Safety Management System (SMS): A systematic approach to managing safety,

including the necessary organisational structures, accountabilities, policies and
procedures.

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Serious injury: An injury which is sustained by a person in an accident and which:
(i) Requires hospitalisation for more than 48 hours, commencing

within seven days from the date the injury was received;
Results in a fracture of any bone (except simple fractures of fingers,

toes or nose);
Involves lacerations which cause severe hemorrhage, nerve,

muscle or tendon damage;
Involves injury to any internal organ;
(ii) Involves second or third degree burns, or any burns affecting

more than 5% of the body surface; or
Involves verified exposure to infectious substances or injurious

radiation.
Service Level Agreement: A formal agreement, usually as part of a contract,

between an operator and an external service provider, or in some cases, as internal
service provider, that:
 Specifies, in measurable terms, in the services the external provider is

expected to perform;
 Becomes the basis for monitoring of the performance of the external

service provider by the operator.
State of Origin: The State in which dangerous goods were first loaded on an aircraft.
Technical Instructions: The latest effective edition of the Technical Instructions for
the Safe Transport of Dangerous Goods by Air (Doc. 9284-AN/905), including the
supplement and any addendum, approved and published by decision of the Council
of the ICAO. The term "Technical Instructions" is used in this Part.
Training to proficiency: The process of the check airman administering each

prescribed manoeuvre and procedure to a pilot as necessary until it is performed
successfully during the training period.
UN number: The four-digit number assigned by the United Nations Committee of

Experts on the Transport of Dangerous Goods to identify a substance or a particular
group of substances.

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Unit load device: Any type of freight container, aircraft container, aircraft pallet with a
net, or aircraft pallet with a net over an igloo.

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0.12 ABBREVIATION LIST
AD Airworthiness Directive
ADD Allowable Defer Defects
AIM Accident and Incidence Manual
AMEL Aircraft Maintenance Engineer Licensed
AMM Aircraft Maintenance Manual
AMO Approved Maintenance Organisation
AOC Aircraft Operator Certificate
APD Aircraft Performance Data
ATP Air Transport Pilot
CAT Commercial Air Transport.
CCF Cabin Crew Flight
CCR Cabin Crew Records
CE Chief Engineer
CEO Chief Executive Officer
CI Chief Inspector
CMM Component Maintenance Manual
CDL Configuration Deviation List
DDL Defer Defect List
DEM Director of Engineering and Maintenance
EASA European Aviation Safety Agency
ESD Electrostatic Sensitive Device
FAA Federal Aviation Administration
FDH Flight Dispatch
FCT Flight Crew Training

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FST Flight Safety
FOP Flight Operations
IFR Instrument Flight Rules
IMC Instrument Meterological Conditions
IPC Illustrated Parts Catalogue
JAA Joint Aviation Authority
MAB Mass and Balance
MCC Maintenance Control Center
MCM Maintenance Control Manual
MEL Minimum Equipment List
MMEL Master Minimum Equipment List
MSM Maintenance Schedule Manuel
NCAA Nigerian Civil Aviation Authority
NDT Non-Destructive Testing
PIC Pilot in Charge
PMA Parts Manufacturer Approval
QM Quality Manual
QA Quality Assurance
QC Quality Control
QRH Quick Reference Handbook
RFD Return Flight Documentation
SB Service Bulletin
SCU Security
SMS Safety Management System
STC Supplemental Type Certificate

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STD Standard
TSN Time Since New
TSO Time Since Overhaul
UN United Nations
VFR Visual Flight Rules
WD Wiring Diagram

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0.13 CORPORATE COMMITMENT
CORPORATE COMMITMENT
I, the Accountable Manager, undersigned, commit myself to ensure the overall

responsibility (including financial) for running Air Peace Limited, the approved
organization stipulated in the Standard Operating Procedures Manual.
Date:
ACCOUNTABLE MANAGER (CHIEF EXECUTIVE OFFICER)
For and on behalf of: AIR PEACE LIMITED

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CORE VALUES
Among our core values, we include:
o Safety, health and the environment

o Ethical behaviour
o Valuing people
FUNDAMENTAL BELIEFS
Our fundamental safety beliefs are:
o Safety is a core business and personal value

o Safety is a source of our competitive advantage
o APL will strengthen our business by making safety excellence an integral part of
all flight and ground activities
o We believe that all accidents and incidents are preventable
o All levels of line management are accountable for our safety performance,
starting with the Accountable Manager

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CORE ELEMENTS OF OUR SAFETY APPROACH
The five core elements of our safety approach include:
Top Management Commitment
o Safety excellence will be a component of APL’s mission

o Senior personnel will hold line management and all employees accountable for
safety performance
o Senior management will demonstrate their continual commitment to safety
Responsibility & Accountability of All Employees
o Safety performance will be an important part of APL’s management/employee

evaluation system
APL will recognize and reward flight and ground safety performance
o Before any work is done, APL will ensure everyone are aware of the safety
rules and processes as well as their personal responsibility to observe them
Clearly Communicated Expected of Zero Incidents
o APL will have a formal written safety goal, and MEV will ensure everyone
understands and accepts that goal
o APL will have a communications and motivation system in place to keep our
people focused on the safety goal

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Auditing & Measuring for Improvement

o Management will ensure regular safety audits are conducted and that everyone
participates in the process
o APL will focus our audits on the behaviour of our people as well as on the
conditions of the operating area
o APL will establish both leading and training performance indicators to help APL
evaluate our level of safety
Responsibility of All Employees

o Each employee will be expected to accept responsibility and accountability for
our own behaviour
o Each employee will have an opportunity to participate in developing safety
standards and procedures others
o Each employee will be concerned for the safety of others in our organization.
THE OBJECTIVES OF THE SAFETY PROCESS
o ALL levels of management will be clearly committed to safety.

o APL will have clear employee safety matrix, with clear accountability.
o APL will have open safety communications.
o APL will involve everyone in the decision process.
o APL will provide the necessary training to build and maintain meaningful ground
and safety leadership skills
o The safety of APL employees, customers and suppliers will be a strategic
issue
Accountable Manager ……………………………………

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INTENTIONALLY LEFT BLANK

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PART B
Revision: 00
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Date: 31st July, 2017
LIMITATIONS Chapter : 1
1.1 INTRODUCTION
This aircraft must be operated in accordance with the limitations presented in this Section.
These limitations also apply to operations in accordance with an approved Supplement or
Appendix to the Airplane Flight Manual (AFM), except as altered by such Supplement or
Appendix.
TYPE MSN NO. REGISTRATION

1 EMB 145 LR 145144 TBN
2 EMB 145 LR 145168 TBN
3 EMB 145 LR 145199 TBN
4 EMB 145 MP 145322 TBN
5 EMB 145 MP 145337 TBN
6 EMB 145 MP 145203 TBN
1.2 OPERATIONAL LIMITATION

1.2.1 EMB 145 Operational Envelope
Figure 1

PART B
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NOTE: In the event of a landing below –40°C, the aircraft may not take-off
without further maintenance inspection.
Total Air Temperature (TAT) in cruise flight above 25,000 ft is limited to –45°C.
1.2.2 Aircraft Loading Limits
Loading
The aircraft must be loaded in accordance with the information contained in Section 7.
Weight Limits
EMB145 LR
Maximum Weight
Maximum Ramp Weight (MRW) 22100 Kg
Maximum Take-off Weight (MTOW) 22000 Kg
Maximum Landing Weight (MLW) 19300 Kg
Maximum Zero Fuel Weight (MZFW) 17900 Kg
Weight Limits
EMB145 MP
Maximum Weight
Maximum Ramp Weight (MRW) 21090 Kg
Maximum Take-off Weight (MTOW) 20990 Kg
Maximum Landing Weight (MLW) 19300 Kg
Maximum Zero Fuel Weight (MZFW) 17900 Kg
Maximum Number Of Seats
EMB 145 LR/MP – 50 passenger seats, 2 pilot seats, 2 Cabin Crew seats and
1 cockpit Observer seat.
Maximum Hold Load
EMB 145 LR/MP – 1200 Kgs

PART B
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Note: Cargo and baggage loading up to 990 kg are not required to be tied down. If
the baggage compartment is loaded with more than 990 kg (2182 lb), only the
exceeding load must be tied down with a horizontal net.
To comply with the performance and operating limitations of the regulations, the
maximum allowable take-off and landing operational weight may be equal to, but not
greater than design limits.
The take-off weight (weight at brake release or at start of take-off run) is the lowest
among MTOW and the following weights:
1) Maximum Take-off Weight for altitude and temperature determined from Maximum
Take-off Weight - Climb Limited chart (Chapter 4).
2) Maximum Take-off Weight, as limited by runway length and determined from
Maximum Take-off Weight - Field Length Limited charts (Chapter 4).
3) Maximum Take -off Weight as limited by brake energy and determined from
Maximum Take-off Weight - Brake Energy Limited charts (Chapter 4).
4) Maximum Take-off Weight , as limited by obstacle clearance, en-route, and landing
operating requirements (Chapter 4).
The Landing Weight is the lowest among MLW and the following weights:
1) Maximum approach and landing weight for altitude and temperature determined from
Maximum Landing Weight - Climb Limited charts (Chapter 4).
2) Maximum Landing Weight, as limited by runway length and determined from
Maximum Landing Weight - Field Length Limited charts (Chapter 4).

PART B
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1.2.3 Aircraft Centre of Gravity Envelope
EMB 145 MP MODEL – TAKEOFF WITH FLAP 9° AND 18°

PART B
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EMB 145 LR MODEL – TAKEOFF WITH FLAP 9° AND 18°
18.4%
16.2%

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1. 2 . 4 Vm o
NOTE: The VMO / MMO may not be deliberately exceeded in any regime of flight.
To avoid nuisance high speed warnings the following limits are to be observed
in the descent: Red line minus 20 kts above FL100 (or 10,000ft) or 240kts
below.

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1.3 AIR SPEED LIMITATION

1.3.1 Landing Gear Operation / Extended Speed (VLO and VLE)
VLO for retraction 200

VLO for extension 250
VLE 250
Note:
VLO for retraction is the maximum speed at which the landing gear can be
safely retracted.
VLO for extension is the maximum speed at which the landing gear can
be safely extended.
VLE is the maximum speed at which the aircraft can be safely flown with
the landing gear extended and locked.
1.3.2 Minimum Control speed

Refer to AFM Section 5 - Performance for VMCA, VMCG and VMCL values.
1.3.3 Minimum Clean Speed

Minimum Clean Speed is Vfs except in icing when 200 kts is to be used.
1.3.4 Pitch Trim Limitation

Maximum airspeed after takeoff without re-trimming 160 kts
1.3.5 Aircraft Manoeuvring Flight Load Factors

The following load factors limit the permissible angle of bank in turns and
limit the severity of pull up and push over manoeuvres.
Load factor limit Flaps up Flaps down

Positive 2.56 g 2.00 g
Negative –1.00 g 0g
Manoeuvring Speed (VA)
VA 200 kts
NOTE: Manoeuvres that involve angle of attack near the stall or full application of
rudder, elevator, and aileron controls should be confined to speeds below VA. In
addition, the manoeuvring flight load factor limits, presented in this Section,
must not be exceeded.

PART B
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1.3.6 Turbulent Air Penetration Speeds
At or below 10,000 ft 200

ks
Above 10,000 ft 250 kts or M 0.63 whichever is lower
1.3.7 Maximum Flap Extended Speed (VFE)
Flaps 9° Kts 250

Flaps 18° Kts 200
Flaps 22° Kts 200
Flaps 45° Kts 145
1.3.8 Wind Limitations
Max Take-off and Landing Tailwind Component is 10 kts.
Max Take-off and Landing Crosswind Component (Wet & Dry) is 30 kts.
Max Take-off and Landing Crosswind Component (Compacted Snow) is 25

kts.
Max Take-off and Landing Crosswind Component (Standing Water/Slush) is 20 kts.
The wind speed limit for parking with the tail into wind on the EMB 145 is 30 kts.
If wind gusts in excess of this speed have been reported within the last 30 minutes, the
aircraft should be parked nose into wind, regardless of airport stand allocation.
The manoeuvring and operating wind speed for the EMB 145 is 50 kts. Maximum tail wind
for starting the APU is 30 kts or 34 kts depending on APU serial number.
See the table in APU Limitations.
Above 20 kts tailwind there is an increasing risk of a hung start occurring, and dependent
upon local conditions, the aircraft Commander may wish to take this into account when
starting.
With a direct tail-wind component of 30 kts and above, there is a much greater risk of a hung
start, and every endeavour must be made to avoid starting the engines until the tail is turned
out of wind.

PART B
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(EMBRAER 145)
1.3.9 Wind Speed Limit for Towing Mooring
Surface type & condition Mooring Towing

Dry Concrete/Tarmac surface 60kts 50kts
Wet Concrete/Tarmac surface 55kts 45kts
Snow covered surface 40kts 30kts
Ice covered surface 25kts 10kts
The nose wheel & main wheels should all be double chocked if any wind conditions or
forecast conditions above 20kts.
In any wind conditions of 20kts or above, a Maximum towing speed of 3MPH must be
adhered to.
Note – In any conditions forecast to reach 65kts , towing including in winds up to 65kts will
be permitted to facilitate hangerage as a preventative method of accruing aircraft damage
1.4 KINDS OF OPERATION
This aircraft may be flown day and night in the following conditions, when the appropriate
equipment and instruments required by airworthiness and operating regulations are
approved, installed and in an operable condition:
1) Visual (VFR),
2) Instrument (IFR),
3) Icing Conditions.
Rescue and Fire Fighting Services (RFFS)

The EMB 145 requires RFFS level 6 for revenue flights.
In some circumstances this can be reduced by one Level, subject to prior approval.
1.5 MINIMUM CREW
Standard operating crew for the EMB145 is 1 Pilot, 1 Co-Pilot and one cabin crew. There is
a second cabin crew seat on the EMB145 when 2 cabin crew are required.
In the event that the Cabin Crew seat is unserviceable, the Crew member is to occupy the
passenger seat closest to the crew station. Refer to the MEL.

PART B
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1.6 RUNWAY
Runway Slope –2% TO +2%

Runway Surface Type PAVED
For operation from snow covered runways, the minimum cleared width for EMB 145
operation is 30 m. Maximum snow bank depth at this width is 40 cm, increasing linearly to
one metre depth at 50 m width.
1.7 DISTANCE FROM ADEQUATE AERODROME
The EMB 145 shall not be operated over a route which contains a point further from an
adequate aerodrome than the distance flown in 60 minutes at the one engine inoperative
cruise speed (275 kts).
1.8 AUXILIARY POWER UNIT
1.8.1 Operational Limits
APU model/ T-62T-40C11 T62T-40C14

Airframe
Parameter MIN MAX MIN MAX
Altitude for start - 25,000 ft - 30,000 ft
30,000 ft (1)
Operational - 37,000 ft - 37,000 ft
altitude
Tailwind for start - 34kts - 30 kts
Rotor speed - 108% - 108%
EGT/ Start - 884C (2)(3)(4) - 884C
EGT/
- 680C (5) - 680C (4)(5)
Continuous
1) For APU Post-Mod. Sunstrand SB-T-62T-49-152 or equipped with an equivalent

modification factory incorporated. In this case, the minimum temperature for APU
start is -54°C up to 25,000 ft and increases to -48°C above this altitude.
Note: EMB 145 all have post Mod APUs fitted at the publication date of this
document.
2) May be exceeded up to 925°C above 25000 ft during 10 seconds.

PART B
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3) Minimum battery temperature for APU start is -20°C.

4) Refer to Fuel Tank Temperature for other APU starting related limits.
5) May be exceeded up to 732°C for 3 seconds, for APU assisted in- flight engine
starting.
6) The APU EGT may be exceeded up to 717°C for 5 minutes maximum.
The APU automatically shuts down at 104% rotor speed.
To prevent wear and increase service life, only 1 air conditioning pack shall be used on the
ground to provide cabin temperature control.
1.8.2 Starter Limits

Starting Cycle:
Between Three Consecutive Attempts 1 MINUTE OFF

30 MINUTES OFF
Between Two Series of Three
Consecutive Attempts
Use of APU Bleed must be delayed for 3 minutes after APU start
Unless APU is used for air conditioning (both A/C packs ON) during engine
starting, the time interval between engine start, using APU Bleed, must be one
minute or more.

PART B
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(EMBRAER 145)
1.9 POWERPLANT
1.9.1 Operational
Limits
Rolls Royce AE3007 A1(EMB 145)
WARNING: ALL FOUR FADECS INSTALLED ON THE AIRCRAFT MUST BE THE

SAME PART NUMBER. INCORRECT ENGINE OPERATION CAN RESULT FROM
USING FADECS WITH TWO DIFFERENT PART NUMBERS.
PARAMETER MIN MAX (EMB 145)
N1 99.9%
N2 102.4% (7)
ITT:
Start 800°C
Take-off Modes 921°C (1)
Max Continuous 868°C
OIL PRESSURE:
Below 88% N2 34 psi 95 psi (2) (5) 110 psi (6)
At or Above 88% N2 50 psi 95 psi (5) 110 psi (6)

(2)
OIL TEMPERATURE 21°C (3) 126°C
VIBRATION:
LP Spool 1.8 IPS (4)
HP Spool 1.1 IPS (4)

PART B
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(EMBRAER 145)
1) Take-off thrust is time limited to 5 minutes.

2) May be exceeded during cold day starts, if oil temperature is below 21°C. In this
case, engine must be at IDLE until the oil pressure is below 95 psi. For oil
temperature above 21°C, oil pressure must be below 95 psi.
3) Minimum oil temperature for starting is -40oC for lubrication oil specified by
MIL-L-23699D.
4) Vibration in the amber range below 2.5 IPS is time limited to 5 minutes during the
take off phase or go-around phases or 10 seconds during the remainder of the
flight. High vibration indicates a malfunction which may worsen and increase
vibration severity. Therefore continuous engine operation with vibration in the
AMBER range is not recommended. According to engine vibration limits, the pilot
may elect to reduce TLA for vibration below 2.5 IPS time limited to 5 minutes
during take-off or go-around or 10 seconds during the remainder flight phases. If
vibration returns to the GREEN range within 5 minutes, the flight may continue but
vibration causes should be investigated before the next flight. Vibration in any flight
phase in the AMBER range up to 1.5 IPS for less than 30 seconds does not require
maintenance action.
5) Oil pressure in the amber range between 96 and 115 psi is permitted in all
operational modes and is time limited to 5 mins, or between 116 and 155 psi and is
time limited to 2 minutes. Total time above 95 psi may not exceed 5 minutes.
6) The upper limit of the oil pressure green band is 110psi. Operation in oil pressure
amber range is permitted between 111 and 115 psi in all operational modes and
time limited to 5 minutes, or between 116 and 155 psi in all operational modes time
limited to 2 minutes. Total time above 110 psi may not exceed 5 minutes.
7) The N2 limit is 102.4% for EMB 145
1.9.2 Automatic Take-off Thrust Control System (ATTCS)
A Thrust Assurance Check is not required on the EMB 145 (Air Peace Limited subscribes
to the manufacturer’s engine monitoring programme).
Note: AE 3007A /1 Engine will only provide ATTCS with Alternate Take Off selected
selected (ALT T/O), but not Take Off mode mode (T/O).
1.9.3 Engine Warm-Up
After start and prior to take-off, the engines must be allowed to run at idle or taxi
thrust to stabilise the engine temperatures before take-off thrust is applied. The
following minimum times will apply:
Cold engine 4 minutes

Warm engine 2 minutes
The engine is considered to be cold if it has been shutdown for more than 90
minutes.

PART B
Revision: 00
(EMBRAER 145)
Note: To increase N2 above 83% the engine oil temperature must be 40oC or above.
1.9.4 Engine Cool-down
The engines must be run for at least one minute at idle or taxi thrust before shutdown.
1.10 ICE/RAIN PROTECTION

1.10.1 Aircraft Limitation
Minimum Temperature for Manual Anti-Icing –40°C (SAT)

Operation
Maximum Temperature for Anti-Icing Operation 10°C (SAT)

Holding Configuration:
Landing Gear
UP
Flaps UP
Minimum Airspeed 200
NOTE: Icing conditions may exist whenever the Static Air Temperature
(SAT) on the ground or for take-off, or Total Air Temperature (TAT)
in-flight, is 10°C or below and visible moisture in any form is present
(such as clouds, fog with visibility of one nautical mile [1850 m] or less,
rain, snow, sleet, and ice crystals). Icing conditions may also exist when
the SAT on the ground and for take-off is 10°C or below when operating
on ramps, taxiways, or runways where surface snow, ice, standing
water, or slush may be ingested by the engines, or freeze on engines,
nacelles, or engine sensor probes.
Anti-icing system must be selected to ENG during all ground

operations when icing conditions exist or are anticipated.
An icing on RTOW must be calculated and used if icing conditions are
anticipated from take off to 1500 ft AAL.
CAUTION: ON THE GROUND, DO NOT RELY UPON VISUAL ICING

EVIDENCE OR ICE DETECTOR ACTUATION TO TURN ON THE
ANTI-ICING SYSTEM. USE THE TEMPERATURE AND VISUAL
MOISTURE CRITERIA AS SPECIFIED ABOVE. DELAYING THE USE OF
THE ANTI-ICING SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE
COCKPIT MAY RESULT IN ICE INGESTION AND POSSIBLE ENGINE
DAMAGE OR FLAMEOUT.
Airframe Contamination
The aircraft must be clear of all forms of frost, ice, slush and snow before
take- off. A thin layer of frost (such that paintings and markings underneath
are legible) is permitted on the fuselage or on the underside of the wing.

PART B
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1.10.2 Landing Gear Extension in Icing
Landing gear extension is prohibited at altitudes higher than 3000 ft above runway elevation
in icing conditions. (ICE CONDITION is displayed on the EICAS).
1.10.3 Use of APU and ECS Packs during De-icing /

Anti-icing
The APU and the ECS packs must be switched off during ground de-icing to avoid fluid
ingestion. Sufficient time must be allowed for fluid run-off before starting the APU or ECS
packs.
The APU is not to be used to provide air conditioning and pressurisation following a de-icing
operation. Engine air bleeds should be used for the air supply and should T/O-1 thrust
setting be required, the packs will need to be reset after take off.
If the aircraft has been de-iced prior to a take-off the APU is not to be used for
conditioning air after landing whilst passengers are on board.
On any sector where there is no restriction on APU use for conditioning the No 2 pack must
be switched on in advance of boarding. This is so that if any fumes are generated by the
conditioning it will be noticed by the crew before passengers arrive at the aircraft (passenger
boarding should be delayed until any fumes have dispersed).
1.10.4 Windshield Wiper Operation
The maximum Airspeed for Windshield Wiper operation 170 kts.
1.11 FUEL
NOTE: The values below have been determined for an adopted fuel density of
0.811 kg/l.
Maximum usable quantity in each tank (EMB145 MP) 2573 litres (2087 kg)
(EMB145LR) 3198 litres (2594 kg)
NOTE: When the EICAS fuel quantity is zero in level flight, any fuel remaining in
the tanks cannot be used safely in flight. When conducting pressure refuelling
the useable quantity in each tank may be reduced by 30 litres.

PART B
Revision: 00
(EMBRAER 145)
Unusable quantity in each EMB145MP EMB145LR

tank:
All Electric Fuel Pumps Operating 27 litres (22 kg) 22 litres (18kg)
Any Electrc Fuel Pump Up to 149 litres (121 kg) 203 litres (165kg)
Inoperative
Maximum permitted Imbalance 363 kg 363 kg
Between Tanks
Brazilian Specification QAV1 √
ASTM Specification D1655-JET A and JET √

A-1
American Specification MIL-T-83133A- √
JP8
Minimum Fuel Tank –40°C √
Temperature
Maximum Fuel Tank 52°C √
Temperature

PART B
Revision: 00
(EMBRAER 145)
1.12 SYSTEM LIMITATIONS
1.12.1 Electrical System
NOTE: Above 30,000 ft Max load on APU generator is 300A.
If battery voltage is below 24v, report to maintenance or try to recharge the affected
battery using the APU generator for at least 30 minutes.
1.12.2 Pressurisation
1.12.3 Oxygen - Minimum Pressures
Flight deck oxygen 2 crew 1100 psi
3 crew 1500 psi
Portable oxygen 1200 psi

PART B
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(EMBRAER 145)
1.13 FLIGHT CONTROLS
1.13.1 Flaps
Maximum Altitude for Flap Extension 20,000 ft
1.13.2 Electro Mechanical Gust Lock
Every time the gust lock lever is set to the unlocked position, the elevator movement
must be checked. This check must be performed no sooner than 10 seconds after
positioning the gust lock lever to the unlocked position by moving the control column from
the full up stop and to the full down stop and back to the full up stop.
1.13.3 Thrust Reversers
Selection of Thrust Reversers in flight is prohibited. Air Peace policy is to

minimise the use of Thrust reverse unless absolutely necessary. Landing
Performance does not give credit for the use of Reverse.
1.14 BRAKE TEMPERATURE LIMITATIONS
A take-off must not be attempted if any of the brake temperature gauges are in
the amber range.
If a brake temperature indicator is unserviceable, a take-off must not be

commenced for 33 minutes from completion of the previous landing, after which
time a check of the thermal wheel plugs must be conducted.
1.15 MAXIMUM WATER TANK CONTENT
The maximum water tank content for the toilet hand-wash water is 20 litres.
The maximum pressure should be limited to 25 psi when re-filling this tank.
1.16 DIRECT VISION WINDOW
Max recommended airspeed to remove the Direct Vision Window is 140 kts IAS.

PART B
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1.17 AUTOPILOT
Minimum Decision Height 200 ft AGL

Minimum Engagement Height after take off 1000 ft AGL
Minimum Use Height Cat I 160 ft
Minimum Use Height Cat II 80ft
Malfunction Altitude Loss:
Cruise 50 ft
Manoeuvre 40 ft
ILS Approach 15 ft
The following operation is prohibited when Autopilot is engaged:
1)Single engine go-around.

2)Rudder manual reversion mode.
3)Aileron manual reversion mode.
4)Yaw damper engagement with rudder in
manual reversion mode.
Approach mode selection during localiser capture is allowed only when
aircraft is inbound.
Autopilot coupled go-around in basic mode (roll and pitch) is

permitted. Height loss may be 40 ft.
1.18 INSTRUMENT/NAVIGATION EQUIPMENT
The table below presents the maximum indication differences between

ADC-1/2 and between ADC-1/2 and the standby altimeter:
Altitude ADC 1/2 Max

Difference
Sea Level 50 150 ft
5,000 ft 60 200 ft
10,000 ft 60 280 ft
15,000 ft 70 320 ft
20,000 ft 70 500 ft
25,000 ft 100 600 ft
30,000 ft 120 750 ft
35,000 ft 150 750 ft
37,000 ft 160 750 ft

PART B
Revision: 00
(EMBRAER 145)
1.18.1 Radar
Do not operate weather radar during re-fuelling, near fuel spills or people.
1.18.2 AHRS
The aircraft must not be moved until all Attitude and Heading information
presented on PFD is valid. The AHARS alignment time is indicated in the
graph below:
The AHRS Latitude limit graph is below:

PART B
Revision: 00
(EMBRAER 145)
1.18.3 Enhance Ground Proximity Warning System (EGPWS)
The following limitations are applicable to the EGPWS:
1) Navigation is not to be based on the use of the Terrain Awareness Display.

2) The EGPWS database, displays, and alerting algorithms currently do
not account for man-made obstructions.
3) Pilots must inhibit the Terrain Awareness Alerting System and Display
function by pressing TERRAIN SYS OVRD button when within 15 nm
of take-off, approach, or landing at an airport when the following conditions
apply:
4) The airport has no approved instrument approach procedure
a) The longest runway is less than 1070 m in length
b) The airport is not included in the Allied Signal database.
5) Terrain Display must be inhibited when using QFE altimeter settings
6) Pilots are authorised to deviate from their current Air Traffic
Control clearance to the extent necessary to comply with an
EGPWS warning
7) The Terrain Display is intended to be used as a situational tool only, and
may not provide the accurate and/or fidelity on which to solely base terrain
avoidance manoeuvring.
8) In the event that accuracy of the aircraft’s position data from the FMS
becomes inadequate for navigation (Dead Reckoning mode – D/R), the
Terrain Awareness alerting and Display functions must be inhibited. This
will not affect the basic GPWS functions (modes 1 - 7). If the FMS is
restored after running in D/R mode for a period, the Terrain Awareness
may be enabled again by pressing the TERRAIN SYS OVRD button.
9) In case of conflict between the terrain alerts and an auto-pop-up picture,
pilots must check the sweeping marker movement on the horizontal line
below the terrain picture. If the marker has frozen, the MFD terrain
indication must be deselected on the MFD bezel panel.
10) The Allied Signal EGPWS Pilots’ Guide ( No 060 4241-000 March 97
Edition or later revision) must be immediately available to the Flight
Crew.
NOTE: Aircraft equipped with EGPWS 202-202 (EMB 145) does not
incorporate additional features such as Peaks Mode, Runway Field
Clearance Floor, Obstacle Alerting and Geometric Altitude.
1.18.4 WV ONLY (EGPWS)
EMB 145 is the only company aircraft equipped with EGPWS 202-202 which, unlike the
other EMB aircraft, does not incorporate Peaks Mode, Runway Field Clearance Floor,
Obstacle Alerting and Geometric Altitude.
Peaks Mode: The lack of this mode removes the digital elevations of the surrounding
terrain which are present on the other EMB aircraft regardless of the aircraft’s altitude.
Runway Clearance Floor: The lack of this mode removes the additional alerts based on
the aircraft’s GPS position and height above the destination runway using geometric

PART B
Revision: 00
(EMBRAER 145)
altitude.
Obstacle Alerting: The EGPWS 202-202 does not have an obstacle database for obstacle
conflict alerting and display.
Geometric Altitude: This mode optimizes EGPWS alerting and display capability using an
algorithm and additional system inputs and allows continuous EGPWS operations in QFE
environments.
The EGPWS 202-202 provides adequate protection provided the correct responses are made
to the Warnings and Cautions as described in Chapter 3. Nevertheless, the system is not
intended to substitute for thorough pre-flight planning, situational awareness and adherence
to SOPs.
Warning: EGPWS 202-202 Terrain Display must be inhibited

when using QFE altimeter settings. (applicable to EGPWS
202-202 only)
1.18.5 Integrated Standby Instrument System (ISIS) (Some EMB145)
APL EMB 145 is fitted with an integrated Standby Instrument System (ISIS). The ISIS
provides the following parameters:
 Attitude (pitch and roll);
 Standard or barometric-corrected altitude and associated barometric
pressure;
 Indicated airspeed;
 Indicated Mach number;
 VMO (Maximum Operating Speed);
 Skid/Slip information;
 Magnetic heading (from AHRS 1).
Note: The ISIS relies on 28 V DC power, provided by the Essential DC Bus 2. In case of
an electrical emergency, it will operate solely on the airplane batteries for
approximately 40 minutes.
NOTE: The airplane must not be moved during the first 90 seconds after power-up
while the ISIS is undergoing alignment. Moving the airplane during this period can
cause in-flight attitude indication errors, that are not noticeable on ground. For further
information see ISIS STUDY GUIDE Chapter 2 of this manual.

PART B
Revision: 00
(EMBRAER 145)
1.18.6 UNS – 1K FMS
The Universal UNS1 Operators Manual or an Operating Manual accepted by the Certifying
Authority, must be immediately available to the flight crew whenever navigation is
predicated on the use of FMS. The software status in the Operators Manual must match that
displayed on the FMS Control display Unit (CDU).
Universal FMS Software version 603.0 (or later approved version) must be installed.
IFR en-route and terminal navigation is prohibited unless the pilot verifies the currency of
the database or verifies each selected waypoint for accuracy by reference to current
approved data.
The pilot must review the complete transition – approach, comparing the waypoints and
altitudes displayed on the FMS with those on the published procedure prior to activation to
ensure that the correct procedure and transition are selected.
VNAV is advisory only, and the aircraft altimeter should be the primary source of altitude
information at all times.
When conducting FMS guided missed approach procedures autopilot coupled operation is
prohibited until the flight crew has established a rate of climb that ensures all altitude
requirements will be met.
IFR en-route and terminal navigation is prohibited unless the pilot verifies the currency of
the database or verifies each selected waypoint for accuracy by reference to current
approved data.
The fuel flow and fuel used presented on the FMS are supplementary information only. The
flight crew must use fuel information primarily from the MFD and EICAS display.
Coupled FMS vertical guidance is not available. During FMS operation with Autopilot
coupled, pilots must use the Flight Guidance Controller for vertical control. Advisory vertical
guidance is available only in descent. GPS stand-alone approaches are prohibited.
Precision instrument approaches using the FMS for guidance are prohibited. Non-precision
instrument approaches using the FMS for guidance are prohibited.
During oceanic, NAT MNPS, en-route and terminal area operation with DR annunciated on
the PFD, the flight crew must verify the FMS position using VOR, DME raw data or other
appropriate means.
The aircraft must have other navigation equipment installed and operating appropriate to
the route of flight.
Operation above 73° north latitude and below 60° south latitude is prohibited due to unreliable
magnetic heading. FMS PVOR outbound function is prohibited.
FMS missed approach using the CDU Mode Select Buttons is prohibited. During terminal
area operation the flight crew must crosscheck the FMS/GPS data against the VOR, DME,
NDB and/or radar fix.
During FMS Fuel Management Initialisation the flight crew must enter manually the fuel on

PART B
Revision: 00
(EMBRAER 145)
board data.
During performance initialisation the pilot must not accept the OPTIMUM cruise altitude, but
must instead enter with the desired cruise altitude. FMS approaches are not approved for
Air Peace aircraft.
1.19 TOW BAR LESS TUGS
LEKTRO AP8750B-AL and DOUGLAS TBL-50 tow-bar less tugs are approved
for use on EMB145 aircraft.
1.20 GUIDE DOGS
The seats of choice for passengers with guide dogs is at Row 3.
1.21 LEAST RISK LOCATION
The place inside the cabin where structural damage or system damage is
least likely to jeopardise flight safety is the third overhead bin from the front
of the cabin
1.22 GROUND AIR CONDITIONING
Air supplied to the aircraft for ground conditioning via the air conditioning ground
connection must be supplied within the following parameters: Max Press - 127mm
H2O: Max Temp - 71 Celsius: Max Flow Rate - 3.6m3/min: Min Rating - 50040
BTU. The main door should be left open when using external conditioning
air to avoid pressurising the aircraft.
1.23 B-RNAV / P-RNAV
Air Peace Limited aircraft equipped with the UNS-1K and Honeywell FMS are
approved for BRNAV operations in accordance with AC 20– 130A, provided the
FMS is receiving navigation information from at least one VOR and one DME
station, or from two DME stations. Refer to OM Part A Chapter 8.3 for B-RNAV /
P-RNAV description.
P-RNAV is not approved for Air Peace Limited aircraft.

PART B
Revision: 00
(EMBRAER 145)
NORMAL PROCEDURES Chapter : 2
2.1 INTRODUCTION
The Standard Operating Procedures (SOPs) for the operation of the EMB 145 have been
developed from the recommended procedures of the manufacturer and are approved by the
certification authorities.
2.1.1 Crew Responsibility
Prior to a flight the aircraft commander is to decide which crew member will act as pilot “in
charge of the sector”, and which as co-pilot or “assistant” pilot. This is a short-term, flight
specific, assignation. For the purposes of the SOP, the “pilot (in charge)” is abbreviated as
PF (Pilot Flying) and the “co-pilot” as PM (Pilot Monitoring). Once assigned, these
designations will not normally be expected to change before the flight ends. The Captain may
change these roles at any time should the necessity arise, such as in cases of emergencies,
when changes in weather require it, or for particular circumstances such as training. PF and
PM are therefore terms describing an individual’s role, usually for the duration of one specific
flight, and are not determined by the individual’s rank.
Duties, which are allocated to the Aircraft Commander, and may not be assigned to the other
pilot, are designated as "CPT" duties.
2.1.2 Briefing
The Captain should brief his crew prior to boarding the aircraft on any expected problems
during that days flying, i.e. weather related, expected slot delays, special passenger
requirements.

PART B
Revision: 00
(EMBRAER 145)
2.2 CHECKLIST PROCEDURES
The normal procedures contained in this Section have been developed and recommended
by the manufacturer and approved by the certification authorities for use during the
operation of the EMB-145.
General
The purpose of the expanded checklist is to explain the actions to be taken in connection with
each item of the Normal Operating Checklist. This section combines both the Expanded
Checklist and Normal Operating Procedures from Pre-flight to Post-flight.
The checklist shall be read by the RP whilst on the ground and PM when airborne.
When a specific set of check items is complete, the pilot accomplishing the challenge will call
e.g. “After Take-off checklist complete”.
Normal and Expanded Checklist symbols
The Expanded Checklist description will confirm which pilot actions which specific task.
However, a symbol running down the right hand side of the checklist will indicate which pilot
is required to respond to each check.
Checklist Symbols
 • First Flight AND Turnaround checks
 PF Response from Pilot Flying
 PM Response from Pilot not Flying
 LP Response from the Left Pilot
 RP Response from the Right Pilot
 P Response from both pilots. (PF first)
 SET/CHKD When both pilots are required to respond, e.g.
SET/CHKD, PF shall respond first (e.g. “SET”) and PM second (e.g.
“CHKD”). The LP will initiate the response on the ground and PF whilst
in-flight.
 “..........” Words inside quotation marks should be regarded as a specific spoken
response.
 Items without explanation are considered self-explanatory.
The normal checklist is “challenge and response” the accomplishment of checklist items
should precede and not follow the checklist. Both pilots can accomplish their functions in
accordance with the expanded checklist, as circumstances and good judgement dictate. The
checklist then becomes verification that items have not been forgotten.

Issue: 0101
Issue: OPERATIONS MANUAL
Revision: PART B
Revision: 0001
(EMBRAER 145)
Date: 24stthJuly,
Date:31 Sept,2017
2018
Normal Checklist

Issue: 0101
Revision: PART B
Revision: 0001
(EMBRAER 145)
Date: 24stthJuly,
Date:31 Sept,2017
2018

PART B
Revision: 00
(EMBRAER 145)
2.2.1 Expanded Checklist

2.2.1.1 External Checks:
The External Checks are normally completed by the PF while the PM completes the internal
checks.
As the crew approaches the aircraft, the general area should be observed and a note made
of safety-related items and activities that may be affected by the preparation checks. Note in
particular:
Personnel
Wheel chocks
Tow bar installation
Area around the APU
Refuelling
Flight control surfaces clear
Blanks and gear pins
Any obvious fluid leaks or irregularities with the aircraft
Manoeuvring area
Aircraft antenna
The external inspection should cover a complete circuit of the Aircraft to ensure every item is
checked.
Nose
Forward Entry Door CHECK CONDITION
Door Control Panel CLOSED & SECURE
Static Port (No.1 & No.3) NO OBSTRUCTIONS
Left Cockpit Side Window CHECK CONDITION
AOA Sensor CHECK CONDITION
Pitot Tube No.1 NO OBSTRUCTIONS
Left TAT Probe CHECK CONDITION
Ice Detector No.1 CHECK CONDITION
Battery Compartment Access Panel CLOSED & SECURE
This compartment should only be opened when a security inspection is

required.
Battery Compartment Inlets & Vents NO OBSTRUCTIONS

Left Avionics Compartment Inlet & Vent NO OBSTRUCTIONS
Windshield and Rubber Seal CHECK CONDITION
Windshield Wipers CHECK CONDITION
Radome CHECK CONDITION & SECURE
Nose Gear and wheel well CHECK CONDITION
Note: Ensure hydraulics systems are not energised whilst personnel are
in the nose-wheel bay.
Landing & Taxi Lights CHECK CONDITION

Static Wick CHECK CONDITION
Wheels & Tyres CHECK CONDITION

PART B
Revision: 00
(EMBRAER 145)
Tyres should not be worn past the bottom of the tyre grooves. Operation past the grooves
will result in the loss of cut protection and penetration of the first ply will render the tyre
unsatisfactory for retread.
Gear Pins REMOVED

Gear Uplock UNLOCKED
Note: If the uplock hook is in the LOCKED position, fit the locking pins
before cycling the free fall lever to reposition the uplock to the UNLOCKED
position.
Forward Avionics Access Hatch CLOSED & SECURE

Nose Gear Doors CHECK CONDITION
Right Avionics Compartment Inlet & Vent NO OBSTRUCTIONS
Hydraulic Compartment CHECK CONDITION,
CLOSED & SECURE
Pitot Tube No.2 & TAT Probe NO OBSTRUCTIONS
Pitot / Static Tube No.3 NO OBSTRUCTIONS
Ice Detector No.2 CHECK CONDITION
AOA Sensor CHECK CONDITION
Oxygen Blow-out Disk CHECK GREEN
Static Port (No.2 & No.4) NO OBSTRUCTIONS
Oxygen Recharge Panel CHECK PRESSURE -
COMPARE WITH FLIGHT
DECK GAUGE, SECURE
Service Door CHECK CONDITION
Bottom Fuselage and Antennas CHECK CONDITION
Right Wing
Right Fuselage, Windows, Emergency Exits CHECK CONDITION
Refuelling Panel and OverWing Fuel Caps CLOSED & SECURE
Ensure refuelling procedure is complete.
Refuel Procedure:
Ensure the system is energised for pressure refuelling by selecting the power switch to
NORMAL or BATTERY as appropriate. Initiate the self-test by selecting TK SEL/TEST switch
to TEST. All light segments illuminate and a failure code is presented if a failure is detected.
If the test is passed select the desired tank quantity using the INCR/DECR switch. As fuel
pressure is applied on the adapter the two CLOSED lights will illuminate to indicate that the
refuelling shut off valves are closed. Select the refuelling switch to OPEN will open the shut
off valves starting the refuelling operation. The shut off valves will close, stopping the
refuelling operation, when:
1. The fuel level reaches 30 litres below the tank full capacity.
2. The selected fuel quantity on the refuelling panel is achieved.
3. The refuelling switch is commanded to closed.

PART B
Revision: 00
(EMBRAER 145)
Note: The APU must not be started during refuelling operations.

Note: The stall protection test must not be conducted during refuelling operations.
Conducting the test while fuelling may cancel the preset fuel figure on the fuelling
panel resulting in over fuelling.
ECU Pack Inlets & Vents NO OBSTRUCTIONS
Warning: Considerable suction is generated in this area when the Air

Conditioning Packs are running.
Landing, Inspection, Emergency Light CHECK CONDITION

Over-wing Vortex Generators CHECK CONDITION
Right Leading Edge CHECK CONDITION
Right Main Gear CHECK CONDITION
Wing De-Ice Vents NO OBSTRUCTIONS
Direct Measuring Stick SECURE
Refuelling Valve Vent NO OBSTRUCTION
Fuel Tank NACA Vent NO OBSTRUCTIONS
Vortilons (4) CHECK CONDITION
Wingtip Lights & Strobe CHECK CONDITION
Static Wicks (5) CHECK
Aileron & Flaps CHECK CONDITION
Spoilers CHECK CONDITION/
RETRACTED
Right Main Gear and wheel well CHECK CONDITION
Gear Pin REMOVED
Gear Uplock (See Note from Nose Section) UNLOCKED
Brake Wear Indicators CHECK
Wear indicators should be no less than flush with the housing.
Right Hydraulic Service Panel CLOSED & SECURE
Right Rear Fuselage
Toilet Service Door CLOSED & SECURE

Potable Water Service Door CLOSED & SECURE
Engine Inlet and N1 Fan CHECK CONDITION
Check the condition of the intake lip, N1 Fan Blades, Spinner and anti-icing
snubber.
Engine Pylon & Right Rear Fuselage CHECK CONDITION
Engine Nacelle CHECK CONDITION
Generator Inlets & Vents NO OBSTRUCTIONS
Nacelle Drain Port NO OBSTRUCTIONS
Thrust Reverse Panels CHECK CONDITION

PART B
Revision: 00
(EMBRAER 145)
Rear Electronic Compartment Access Door CLOSED & SECURE

Cabin Air Outflow Vent NO OBSTRUCTIONS
APU Air Inlet NO OBSTRUCTIONS
APU Starter-Generator Inlet & Exhaust Vent NO OBSTRUCTIONS
APU Compartment Vent NO OBSTRUCTIONS
APU Exhaust Outlet NO OBSTRUCTIONS
Right Pressurisation Static Port NO OBSTRUCTION
Tail
Horizontal Stabiliser CHECK CONDITION
Elevators & Trim Tabs CHECK CONDITION
Rudders CHECK CONDITION
Static Wicks (Elevator x 4, Rudder x 2) CHECK
Logo Lights, Navigation Lights, Strobe CHECK CONDITION
Left Rear Fuselage

Cargo Door and Hold CHECK
Check hold, optical sight, smoke detector and cargo door.
Left Pressurisation Static Port NO OBSTRUCTIONS
Engine Pylon & Left Rear Fuselage CHECK CONDITION
Engine Nacelle CHECK CONDITION
Generator Inlets & Vents NO OBSTRUCTIONS
Nacelle Drain Ports NO OBSTRUCTIONS
Engine Inlet and N1 Fan CHECK CONDITION
Check the condition of the intake lip, N1 Fan Blades, Spinner and anti-icing
snubber.
Left Wing
Overwing Refuelling Cap CLOSED & SECURE
Hydraulic Service Panel CLOSED & SECURE
Left Main Gear and wheel well CHECK CONDITION

Brake Wear Indicators
(See Note from Right Wing Section) CHECK
Gear Pin REMOVED
Gear Uplock UNLOCKED
Spoilers CHECK CONDITION /
RETRACTED
Aileron & Flaps CHECK CONDITION
Overwing Vortex Generators CHECK CONDITION
Static Wicks (5) CHECK
Wingtip Lights & Strobes CHECK CONDITION
Vortilons (4) CHECK CONDITION
Fuel Tank NACA Vent NO OBSTRUCTIONS
Refuelling Valve Vent NO OBSTRUCTIONS
Direct Measuring Sticks SECURE

PART B
Revision: 00
(EMBRAER 145)
Wing De-Ice Vents NO OBSTRUCTIONS

Left Main Gear CHECK CONDITION
Left Leading Edge CHECK CONDITION
Landing, Inspection, Emergency Lights CHECK CONDITION
ECU Pack Inlets & Vents NO OBSTRUCTIONS
Warning: Considerable suction is generated in this area

when the Air Conditioning Packs are running.
Left Fuselage, Windows, Emergency Exits CHECK CONDITION

Ram Air Valves CHECK FOR
OBSTRUCTIONS &
CONDITION
Gear Pins (4) CHECKED & ONBOARD
NOTE: Dynamic aquaplaning occurs when a tyre is lifted off a runway surface by
water pressure and requires a surface-water depth greater than the tyre-tread depth
and sufficient groundspeed to prevent the water from escaping from the tyre’s
footprint. The Embraer 145 Maintenance Manual does not require a tyre change
until the general depth of tread is 0.8mm. However, the following recommendations
are issued to Engineering as to when the wet runway performance of a tyre would
be seriously impaired.
An engineer would be expected to reject a tyre if:

 The tread groove at any place is no longer visible, or
 Any tread groove has a depth of less than 2mm of tread for more than
one quarter of the tread circumference, or
 At any place on the circumference, the average depth of all tread grooves
across the full width of tread is less than 2 mm. To find average depth of
tread 1) Measure depth of each tread groove at required place and add
values together. 2) Divide this total value by number of tread grooves to
give average depth of tread at that place.
An engineer would NOT be expected to reject a tyre if:
 Wear is not symmetrical. If wear is not excessive, tyre can be removed from
wheel and turned round to increase working life of tyre, or
 There are large amounts of wear in shoulder area or in centre of tread
pattern, but the tread pattern is not fully worn, or
 Fabric reinforcement is visible in ribs of tread, but tread pattern is not fully
worn. (Some types of tyre have a fabric reinforcement in the tread, that is
exposed during the normal working life of the tyre).
Tyre or wheel damage limits are also specified to engineers, but are not
reproduced here. If pilots observe such damage, engineering staff should
be consulted.

PART B
Revision: 00
(EMBRAER 145)
2.2.1.1.1 Internal Safety Inspection (Normally completed by Cabin Crew

when carried)
PASSENGER CABIN
Cabin Emergency Equipment CHECK

Protective Breathing Equipment Indicator GREEN
Emergency Exits CLOSED AND LATCHED
Overwing Fuelling Caps SECURED
Passenger Seats and Belts CONDITION
Galley and Toilet CONDITION
Note: Where possible all First flight/Turnaround checks should be completed 15

minutes before Standard time of departure. Following a security check, the RP will
usually Read and Respond to the First flight or Turnaround checks. At the
discretion of the Captain, the Turnaround checks may be completed by the LP. A
spoken response must be made to all Checklist items.
FLIGHT DECK
The ‘First flight Checks’, to include those checks annotated with a black dot,
must be completed:
o Prior to the first flight of the day.

o After release from engineering action.
o and/or anytime the aircraft has been ‘powered down’ or not flown
for more than 90 minutes.
The ‘Turnaround Checks’, highlighted on the Normal and Expanded checklist by a

black dot, should be completed prior to any other flight.
Normal procedures and QRH drills rely on the correct positioning of all levers and
switches to achieve predictable results. In addition, many systems will not usually need
to be tested or checked on subsequent flights even after handover to another Crew.
Observation of correct EFIS indications during checks will ensure that all sensors are
operative remembering that invalid data is either removed from the display or replaced
by amber dashes. For these reasons the first flight checks must be completed in a
thorough and unhurried manner.
Generally, panel buttons in their ‘normal’ position will be black, the striped bar within the
button being illuminated when selected to their ‘abnormal’ position. Buttons are described
as being ‘pressed’ (flush with the panel), or ‘released’ (protruding from the panel). Knobs are
generally vertical in their ‘normal’ position.
Panel lighting and screen brightness should be set as required during preparation
checks. To prevent oil contamination, glare or damage, care should be taken not to
touch any of the Displays.

Issue:
Issue: 01
01 OPERATIONS MANUAL
Revision: 0001 PART B
Revision:
(EMBRAER 145)
Date:31
24stth Sept, 2018
Date: July, 2017
2.2.1.2 INTERNAL SAFETY INSPECTION
Once inside the Aircraft, a Security Search should be completed. If required, this should be
followed by a Safety Inspection to ensure that it is safe to energise the aircraft. This check
should flow down the overhead panel, across the glareshield and down the central
pedestal. The following items in particular should be checked and are in flow order:
1. Aft Circuit Breaker panels

2. Overhead Circuit Breaker Panel and Steering Circuit Breaker pulled (if
required).
3. Fire Handles stowed
4. Fuel Pumps OFF
5. APU Master selected to OFF
6. Engine Start/Stop selectors selected to STOP
7. Electric Hydraulic Pumps selected to OFF
8. Radar OFF
9. Passenger Oxygen AUTO
10. Gear Selector down
11. Control disconnects normal
12. Gust Lock engaged
13. Flap selector 0º (or matched with the externally observed setting if
different)
14. Speed Brake selector in the CLOSE position
15. Emergency / Park Brake ON
MAINTENANCE STATUS………………………………………………….CHECKED
COCKPIT EMERGENCY EQUIPMENT....................................CHKD

Check the following equipment:
Aft Flight deck Partition:

PBE............................................................................................. Stowed
Check Green indicator and date.
Fire Extinguisher ...................................................................... Stowed
Check Red disk/pin in place, date and gauge if fitted.
Torch .................................................................................Stowed
Check flashing red LED light
Life Jackets (3) ...................................................................... Stowed
Check Dates
Axe ................................................................................Stowed
Captain/First Officer’s side stowage
Smoke Goggles .................................................................. Stowed both sides

Escape Rope ....................................................................... Stowed both sides

Issue: 0101
Revision:
(EMBRAER 145)
Date:31
24stth Sept, 2018
Date: July, 2017
Torch .................................................................................... Stowed both sides

REINFORCED COCKPIT DOOR VENT LOUVER…………………. OPEN
CIRCUIT BREAKERS…………………………………………………. CHECK
Verify all circuit breakers IN at the overhead panel, behind the LP seat and behind the RP seat
to ensure agreement with maintenance status.
ELECTRICAL PANEL………………………………………………….............. SET
Generators PUSHED IN
GPU PUSHED OUT
APU GEN PUSHED IN
BATT 1 & 2 OFF
Essential Power GUARDED OUT
Bus Ties & Shed Buses AUTO
AC Power (if applicable) PUSHED IN
Back-up PUSHED IN
Avionics Master 1 & 2 PUSHED OUT
EMERGENCY LIGHTS……………………………………………………..…….......OFF
FIRE EXTINGUISHING HANDLE 1………………………………………….…....... PUSHED IN
FUEL PANEL……………………………………………………………………...........SET
Fuel Crossfeed OFF
Pump Power 1 & 2 OFF
APU..........................................................................................................................SET
APU Fire Extinguishing .......................................GUARDED OUT
APU Master.........................................................OFF
APU FUEL SHUTOFF ........................................GUARDED OUT
IGNITIONS ...............................................................................................................AUTO
START/STOP Selectors ........................................................................................STOP
Fire Extinguishing Handle 2................................................................................. PUSHED IN
Ailerons & Rudders Shutoff ................................................................................ PUSHED IN
HYDRAULIC Panel ................................................................................................SET

Engine Pump Shutoff ..........................................GUARDED OUT
Electric Hydraulic Pumps ....................................OFF

Issue: 0101
Revision:
(EMBRAER 145)
Date:31
24stth Sept, 2018
Date: July, 2017
Windshield Heating......................................................................................... PUSHED OUT
Sensors ................................................................................................................ PUSHED IN
ICE DETECTION OVERIDE………........................................................................AUTO
AIR COND/PNEUMATIC Panel ............................................................................SET
Recirculation & Gasper .......................................IN

Packs 1 & 2.........................................................PUSHED OUT
Engine & APU Bleed...........................................PUSHED OUT
Windshield Wipers (if installed) .........................................................................OFF
Lights ..................................................................................................................OFF
ELT ......................................................................................................................ARMED
Weather Radar ....................................................................................................OFF
Landing Gear Lever ............................................................................................DOWN
Crew Oxygen........................................................................................................ON
PASSENGER OXYGEN Panel ........................................................................... SET

Verify Masks Deploy Selector Knob in AUTO.
Gust Lock .............................................................................................................LOCKED
Speed Brake ........................................................................................................ CLOSED
Emergency/Parking Brake ............…………………………………………………..AS

REQUIRED
If the airplane is to be pushed back for start and if start is to be performed with the APU, the
crew may leave the parking brake released as long as the chocks are in place.
NOTE: To prevent hydraulic fluid transfer between systems: To apply the parking brake, first
press the brake pedals to full deflection, then pull the emergency/parking brake handle. To
release the parking brake, first press the brake pedals to full deflection then release the
emergency/parking brake handle.
FLAPS Selector Lever ...........................................................................................VERIFY

Verify and make sure that the actual FLAPS Selector lever position
agrees with the surface position
.
CAUTION: NEVER MOVE CONTROL SURFACES SUCH AS FLAPS AND SPOILERS
WITHOUT FIRST MAKING SURE THAT THE AREA IS CLEAR.
Alternate Gear Extension Compartment ............................................................ CHECK

Verify the alternate gear extension lever is fully down and the
electrical override switch is in the “NORMAL” position.

Issue: 0101
Revision:
(EMBRAER 145)
Date: 24stthJuly,
Date:31 Sept,2017
2018
POWER UP
The POWER UP procedures and checklist must be performed every crew’s first flight of the
day on a particular airplane or when a power down was required. If receiving the airplane
already powered up, verify compliance with all items and perform FIRE EXTINGUISHER
Panel Test.
Batteries/ Batteries voltage................................................................AUTO/CHECKED…...............RP

Immediately after the batteries are switched ON the aural message “AURAL UNIT OK” should
be heard.
Check battery voltage on MFD.
If battery voltage is below 19 V it must be replaced. If battery voltage is below 24 V report to

the maintenance personnel or recharge the affected battery by using the APU generator. In
case of recharging, it is recommended that battery 1 be turned OFF before APU start. After
APU start wait 3 minutes then select battery 1 to AUTO. The minimum time for battery
recharging is 30 minutes.
For cold soak operation, refer to AOM section 1-02-79 – “Operation In Icing Conditions”.
Once the batteries are on, the pilot must concentrate on starting up the APU shortly, so as to
save the batteries. Avoid, for example, taking time to adjust the seat or to look at documents.
Plan to do these things after starting the APU and its generator is on.
Navigation Lights ....................................................................................... ON .............. RP
FIRE WARNING .................................................................................CHECKED .............. RP
- Press and hold (for at least 2 seconds) the FIRE DETECTION TEST button and observe the
following EICAS messages, lights and warnings:
- Aural warning.
- Fire handles illuminated.
- BAGG EXTG button illuminated (for airplanes with baggage hold extinguishing only).
- Warning lights flashing.
- “APU FIRE” EICAS message.
- “ENG 1(2) FIRE” EICAS message.
- “BAGG SMOKE” EICAS message (class C compartment only).
- “APU FIREDET FAIL” EICAS message.
- “E1 (2) FIREDET FAIL” EICAS message.
NOTE: - On the ground if the FIRE DETECTION TEST button is held for more than 10
seconds with APU running, it will cause an automatic APU Shutdown.
- If it’s necessary to repeat the test, wait at least 6 seconds to press the TEST button.
- If FIRE DETECTION TEST button is held for less than 2 seconds the BAGG EXTG button
may remain illuminated. If this happen, repeat the test.

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GPU (if available) ........................... ……………………………...CHECKED...............RP
Check the ELEC page on the MFD if voltage is within 28.0 V (-2.0 V+1.0 V)
When the GPU button is selected, the "GPU AVAIL" message on it goes off and its white
stripe lights up.
Fuel Pump Tank 2 ...............................................................................….ON .............. RP
To start the APU, select one of the TANK 2 electric fuel pumps and switch the PUMP PWR
TANK 2 to on. If necessary, the TANK 1 may be used via Fuel XFEED Procedure.
APU Bleed......................................................................................CLOSED…….............RP
Avionics Master 1 & 2.............................…………...........………………OFF................. RP
APU ...................................................................................................START......................RP
To start the APU, turn the knob to ON, wait 3 seconds and then momentarily to START.
Monitor APU EGT and RPM increasing within limits. The APU generator will come on line after
RPM exceeds 95%.
NOTE: For airplanes equipped with AHRS-900 or IRS, do not star the APU before 30 seconds
after airplane energization to prevent disturbances in the AHRS/IRS initialization.
Avionics Master 1 & 2...................................................................................ON...............RP
Amperage may be greater than 400 A (APU GEN OVLD may appear on the EICAS) at first
while the APU recharges the batteries. Do not bring any additional load on line until amperage
is below 400 A. Allow a few seconds for the APU GEN OVLD message to disappear before
switching the avionics master to ON.
APU GENERATOR……………………………………………………………..ON…………..RP
With APU Power, Crew must deselect the GPU (if available) as soon as the APU is running
and stable to prevent the ground crew from disconnecting it while it is still powering the busses,
which causes an unwanted transient.
...................................3 minutes After APU Start..............................
NOTE: Following every APU start attempt, allow 3 minutes of APU warm-up before adding
pneumatic load. This is particularly important after unsuccessful APU start attempts, so as to
permit that excessive fuel accumulated during the previous start attempts is burned,
preventing fuel odor inside the cabin/cockpit.
SHED BUSES……………………………………………………………OVERIDE………….RP
Shed buses must be set to OVRD to operate the recirculation fans or galley power when APU
generator energizes the electrical system.

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Date:31 Sept,2017
2018
2.2.2 Before Start Checks
BLANKS & PITOT COVERS………………………………………STOWED ............... RP
During the walkaround, ensure all blanks and pitot covers are removed and stowed.
Ensure Pitot Covers are placed in the stowage opposite to ground lock pins.
Observation of the area around the Aircraft prior to commencing the Pre-flight Checks will
ensure that the safety related items and activities that may be affected by the preparation
checks are noted.
GEAR PINS.........................................................................................................STOWED……… RP
The RP visually checks confirms that the Hydraulic and Landing Gear Pins (4 total) are
stowed on the Flight Deck.
SAFETY INSPECTION………………………………………………COMPLETE ………...RP
Once inside the Aircraft, a Security Search should be completed. If required, this should be
followed by a Safety Inspection to ensure that it is safe to energise the aircraft. This check
should flow down the overhead panel, across the glareshield and down the central pedestal.
The following items in particular should be checked and are in flow order:
1. Aft Circuit Breaker Panels

2. Overhead Circuit breaker Panel and Steering Breaker pulled (if required)
3. Fire Handles stowed
4. Fuel Pumps OFF
5. APU Master selected to OFF
6. Engine Start/Stop selectors selected to STOP
7. Electric Hydraulic pumps selected to OFF
8. Radar OFF
9. Passenger Oxygen AUTO
10. Gear Selector down
11. Control disconnects normal
12. Gust Lock engaged
13. Flap Selector 0o (or matched with the externally observed setting if different)
14. Speed brake selector in the CLOSE position
15. Emergency park Brake ON
MANUALS AND DOCUMENTS....................................................................... ON BOARD…….. RP
The following items of the Ship’s Library should be checked including revision status where
applicable:
Technical Logbook: Review any ADD entries and labels. Ensure that there are
no open engineering entries and the Aircraft will remain within all expiry dates
and total hours, including Out Of Phase checks and Intermediate Inspections.
 Cabin Defects Log. (Cabin - forward hat bin)

PART B
Revision: 00
(EMBRAER 145)
 Cabin Crew Manual stored in Cabin.

 Documents Folder (Captain’s library):
 Certificate of Airworthiness.
 Certificate of Registration.
 Certificate of Insurance.
 Noise Certificate
 Copy of AOC
 Radio Station Approval
 Radio License
 Weight and Balance Statement sheet. (Captain’s Glareshield stowage)

 Operations Manual (Captain’s library)
 Part A
 Part B
 Part C
 MEL/CDL/DDL
 FMS Pilots Operating Manual
 Cabin Crew Operations Manual
 SMS
 QRH. (Central Pedestal Stowage)

 Flightdeck Handbook (Central Pedestal Stowage)
 Speed Booklet (Central Pedestal)
 Normal Checklist x2 (CPT and FO Glareshield)
 Flight Guide Manuals x 2 (Departure and Destinations), En Route Chart Folder,
Yellow and Grey Flight Info Supplements (FO Library)
 Performance Manuals x 2 (Destinations and Alternates) (FO Library)
 Flight Guide Manuals x 2 (Destinations and Alternates) (CPT Library)
 CBs .............................................................................. CHKD…..………..RP

Confirm all CBs (except Steering CB) are in.
WARNING: First Flight Checks: Confirm the steering CB is pulled

and the EICAS message STEER INOP is displayed. This will prevent
nose wheel steering from being activated during the hydraulic test.
 STEERING CB ......................................................... AS REQD…………….RP

Confirm the Steering CB is pulled if a pushback is required.

PART B
Revision: 00
(EMBRAER 145)
EMERGENCY EQUIPMENT ........................................................CHKD……. RP

Check the following equipment:
Aft Flight deck Partition:

PBE............................................................................................. Stowed
Check Green indicator and date.
Fire Extinguisher ...................................................................... Stowed
Check Red disk/pin in place, date and gauge if fitted.
Torch .................................................................................Stowed
Life Jackets (3) ...................................................................... Stowed
Check Dates
Axe ................................................................................Stowed
Captain/First Officer’s side stowage
Smoke Goggles .................................................................. Stowed both sides

Escape Rope ....................................................................... Stowed both sides
Torch .................................................................................... Stowed both sides
PARK BRAKE..............................................................................................................ON……….. RP
Confirm the Park Brake selector is ON and the BRAKE ON indicator is illuminated. If not,
select the Hydraulics momentarily to AUTO, set the Parking Brake, and then turn the
Hydraulics OFF again.
CVR …………………………………………………………………… .TESTED …… ..RP

Press the CVR test button and verify that the STATUS LED flashes 3 times for approximately
one second (each flash indicates a serviceable channel of the CVR).
ELECTRICAL PANEL ...................................................................SET……….. RP

If GPU has been deselected, select the MFD Electrics page and check: APU
Generator output, battery temperature and bus voltage. Ensure all bus bars
are green.
On the Electrical Panel Check:

o Four Generator and APU buttons are pressed.
o GPU button is released.
o Batteries 1 and 2 are selected to AUTO.
o Essential Power button is released (no white bar) and guarded.
o Bus Ties Selector to AUTO.
o Shed Bus Selector to OVERRIDE if APU generator is supplying
power, otherwise AUTO.
o AC Power, Back-up Battery and Avionics 1 & 2 buttons pressed.

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 EMERGENCY LIGHTS ........................................................................... ARMED……… RP
Caution: Whenever the Emergency Lights have been selected ON they

will run off dedicated batteries and will not be charging.
PUSH BUTTON LIGHTS TEST……………………………………………CHECKED…….…RP

Select and hold the Push button light switch to the test position. Confirm that all bulbs within
the press buttons and indicator lights illuminate. Note that each cluster has a minimum of 2
bulbs. The following press buttons do not have any bulbs or are not included in the test
circuit:
o Attendant Call.
o GPU Button.
o APU Fire Extinguisher.
o Engine Takeoff Data Store.
o Pressurisation Dump and Auto/Manual.
o EGPWS terrain system override.
o BAGG EXT button.
o Electromechanical GUST LOCK indication lights.
NAV LIGHTS…………………………………………………………………ON………………….RP
FUEL PANEL...................................................................................SET……….…………… RP
Select the Fuel Page on both MFDs. Check the Fuel Quantity indications and reset both
Fuel Used indications. On the overhead Fuel Panel, note which Fuel Pumps are currently
in use and select the next Pump in sequence (either a, b or c). Ensure Cross feed is
selected OFF.
If the APU is operating, the Fuel System Panel should be set as required, otherwise
ensure both Pumps OFF.
o Select Crossfeed LOW 1: Check Tank 1 Fuel Pump indicates OFF and
Tank 2 Pump remains running. EICAS message FUEL X-FEED OPEN.
o Select Crossfeed LOW 2: Check Tank 2 Fuel Pump indicates OFF and
Tank 1 Pump remains running. EICAS message FUEL X-FEED OPEN.
o Select Crossfeed OFF: Check both Fuel Pumps indicate that they are
running. FUEL X-FEED OPEN EICAS message removed.
FIRE DETECTION …………………………………………………TESTED ……….RP

Verify test was carried out in the Power Up phase.

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FIRE EXTINGUISHING PANEL…………………………………CHECKED ………RP

Ensure Engine fire handles are properly placed and check EICAS no
extinguishing bottle has been discharged.
POWER PLANT PANEL……………………………………………SET…………… RP

Confirm that the Ignition Selector knobs are set to AUTO.
FLT CONTROLS/HYDRAULICS ………………………………….CHECKED/OFF……
WARNING: Confirm the steering CB is pulled and the EICAS message

STEER INOP is displayed. This will prevent nose wheel steering from being
activated during the hydraulic test.
CAUTION: If the Batteries are powering the Aircraft on the ground the DC Bus
Bars are powered. Do NOT select the Hydraulic Pumps to AUTO or ON, as the
Batteries will be depleted very quickly. Complete the hydraulic checks only
when APU or GPU are available.
Select the Hydraulics page on the MFD. Note System 1 and 2 quantity, pressure indications
and Pump status. On the overhead Hydraulic Panel, confirm that the Engine Driven Hydraulic
Pump Shut-off Valve button is released (no bar) and guarded. Select System 1 Electric
Hydraulic Pump to AUTO. Note on the MFD the Hydraulic Pump indicates ON and the
pressure rises to approximately 2900 +/- 200 PSI. Confirm removal of AIL SYS 1 INOP and
RUD SYS 1 INOP EICAS messages.
Check the Ailerons and Rudder for full and free movement (only 10º Rudder travel available).
Select System 1 Electric Hydraulic Pump to ON. Confirm the Pump remains ON. Select the
Electric Pump OFF.
Repeat the above sequence of tests with System 2.
Note: System 2 also incorporates the Rudder Stop system. When System 2 is
checked, full 15º Rudder travel should be noted in conjunction with the removal
of the EICAS message RUD STOP DISAG).
Confirm both Electric Hydraulic Pumps are selected to OFF.
PASSENGER SIGN PANEL…………………………………………………………. ON……… RP

The Fasten Belt and No Smoking switches must be in the ON position for boarding. However,
the Fasten Belt switch should remain in the OFF position during refueling with passengers
onboard e.g on transit, and the Cabin Crew must be informed.

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ICE PROTECTION PANEL……………………………………………………….. IN/AUTO….. RP

Ensure that all push buttons (Engine air inlet, wing, stab, pitot1,2,3 sensors, TAT1&2 sensors,
AOA1&2 sensors) except for the windshield push buttons, are pushed in and the Ice Detection
override knob is the Auto Position.
AIR CONDITIONING/PNEUMATIC PANEL..........................................SET………………..RP
Confirm the APU has been running for a minimum of 3 minutes. If air conditioning is
required, open the APU Bleed by pressing the APU bleed button. Confirm the OPEN
inscription is displayed and the bar is illuminated in the button. Select the Cross-Bleed
knob to OPEN noting the EICAS message CROSS BLD OPEN is presented. Select
Pack 2 ON by pressing its button. If additional air-conditioning is required, a ground air
conditioning cart should be sourced instead of using Pack 1 in order to save wear on
the APU. Confirm the Gasper and Re-circulation Fan buttons Pack 1 may also be
selected ON. Confirm the Gasper and Re-circulation Fan buttons are ON (pressed).
Set the Temperature Control knobs to the desired position.
NOTE: Both Temperature and Mode Selectors should be selected to AUTO

(pressed) unless the auto function is inoperative. The Cabin Temperature
knob should be set to the ATTD position to allow the Cabin Crew to control
the cabin temperature.
PASSENGER OXYGEN...................................................................................... AUTO……….. RP
Confirm the Passenger Oxygen Control Panel selector is in the AUTO

position and the ON light is not illuminated.
OXYGEN MASKS & REGULATORS…………………………………CHECKED/100%.......... P

Test each of the Pilot’s Oxygen masks and intercom system:
o On the Audio Panel, check that the Speaker selector button
is OFF (pressed in). Select the Boom/Mask push-button to
MASK (out). This will activate the O2 Mask microphone and
the speaker.
o Select the Control Wheel Communications Switch to
the HOT MIC position. Depress and hold the
TEST/SHUTOFF slider control.
Check:
o The yellow Flow Indicator star shows briefly then returns to black.
o The flow of O2 is heard briefly over the speaker thereby
confirming the integrity of the microphone, intercom and
speaker systems.
o Press and release the regulator TEST/EMERGENCY
button and confirm the yellow Flow Indicator star
shows briefly. Release the Test slider.
o Check the NORMAL/100% selector is depressed to the
100% position and return the Audio Control Panel
Boom/Mask switch to BOOM. Test the Observer

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Oxygen mask by momentarily pressing the

TEST/EMERGENCY selector and noting the flow of
Oxygen.
DISPLAY CONTROL PANEL………………………………………………………SET……... RP
Select the desired PFD display format (full compass or arc).

Select the navigation source for the Course Deviation Bar (NAV or FMS).
Select the Bearing Pointers to appropriate source (VOR, ADF or FMS).
Remove any DH display from the PFD by rotating the DH Set knob fully
anti-clockwise.
AUTOPILOT/FGC……………………………………………………………….CHECKED……..RP
Confirm that both Flight Directors are ON (green indicator illuminated in the FD button). Test
that the Autopilot disconnects as follows:
Select the FGC Couple button to the No.1 Flight Director and note PFD Couple Arrow.
Release the Gust Lock and place the Control Column in the mid-pitch position.
Engage the Autopilot and Yaw Damper by pressing only the AP button. Confirm AP and YD
indicate engaged on the PFDs. Operate the left Control Column Pitch Trim switch and
confirm the Autopilot disconnects. The Yaw Damper will remain engaged and a continuous
“Autopilot” aural warning will sound. Press the left Quick-Disconnect button and release
following the second aural “Autopilot” announcement.
Re-engage the Autopilot. Press and hold the left Quick-Disconnect button and confirm the
Autopilot and Yaw Damper disconnect immediately. Couple the Autopilot to the No.2 Flight
Director and repeat the above steps. With Capt autopilot disconnect button pressed operate
each of the trim switches in turn and check on the trim position indicator that the trim does not
move. Repeat for First Officers autopilot disconnect button.
Re-engage the Gust Lock and set the Couple button to PFS side. Cycling the Couple button
will cancel any Flight Director modes. Reset the Pitch Trim to 7. Do not operate either 1 part
or both parts of the trim switch for longer than 7 seconds or the switch will become
deactivated.
NOTE: When the wind is strong enough to force the horizontal stabiliser,
an automatic pitch trim may occur if the aircraft is on the ground and the
autopilot is engaged.
WEATHER RADAR…………………………….……...TESTED/STBY ……… RP
Select MFD page and WX through the MFD Bezel

Select Radar Turn knob to the TEST position and wait for indication on MFD.
Select Radar turn knob to STBY position.
FLIGHT NO & CLOCKS………………………………………………………..SET…………. LP

The LP should set the flight number on the Left clock:

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NOTE: The last digit only may be selected as a blank
NOTE: Ensure the correct date is set as the date feed for the DFDR is taken from
this clock.
Select the FLT number position on the mode selector. Press the ET button to select the
digit to be adjusted. Press the CHR button to adjust the selected digit.
Press the ET button to select the remaining digits and adjust, as above until the required
flight number is set.
If required, Check and adjust the left and right side clocks:
Rotate the mode selector anticlockwise to its stop, press in and continue rotating to the
Clock Set position. The HOUR display will be selected (flashing). Adjust by pressing the
CHR button. Press the ET button to select the MINUTES display and adjust as required by
pressing the CHR button. Return the mode selector to the Zulu time display. Both pilots
should ensure they have the correct time set.
REVERSION PANEL.....................................................................................................CHKD…. P
Check both MFD reversion panels. Ensure the MFD selector knob is selected to MFD and
check the ADC, AHRS and SG buttons are released (white bar is not illuminated).
FLIGHT/STBY INSTRUMENTS……………………………………. SET/X-CHKD…………. P

Verify;
 Airspeed tapes not showing speed.
 EADIs leveled and flag-free.
 Initial assigned altitude on the ALT SEL (or set Transition Altitude if not given).
 Altitude tape indications cross-check.
 Both VSIs showing Zero.
 EHSIs with the courses selected according to the intended departure procedure and
NAV source selected.
 EHSIs and magnetic compass flag free and showing the same magnetic heading.
 HDG bug set according to the proposed departure procedure.
 Weather set on PFD and/or MFDs MAP page as required.
 Set the MFDs MAP page as required.
 Adjust the Altimeter setting (The LP will state appropriate QNH obtained from the
aerodrome ATIS or ATC and confirms that all three Altimeters are set and within limits,
+/- 50’ of each other and the airfield elevation).
 Standby instruments checked and set.
 RMUs/TBCH .....................................................................................SET……….. RP
Select the appropriate COM frequencies. Enter the navigation frequencies for the
expected departure. A Pilot Activated Self-Test (PAST) of the TCAS is only required
during the full Pre-flight Checks.
Select the yellow cursor to either field in the TCAS window. Press and hold the Test
Button until TCAS TEST is annunciated. Observe the following:
o An aural TCAS TEST announcement. Both MFD TCAS windows are presented

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and TCAS TEST presented in the top left of each window.

o Traffic symbols representing Other, Proximate, TA and RA are
displayed.
o Both Vertical Speed Indicators are displayed with RA red and green zones and
red pointers. Successful Test is indicated by aural announcement TCAS TEST
PASS and indications returning to normal and green.
NOTE: Occasionally, the VSI RA scale remains presented following a successful

test. To clear the VSI, select the Transponder ON then OFF.
Select both TCAS displays to ABOVE, PF range to 6 and PM range to 12 or 20.

On the ATC/TCAS Control Page, confirm Intruder Altitude is selected to RELATIVE and TA
Display to AUTO.
Set the Callsign in the RMU Transponder display window:

Press the PGE button. Select ATC/TCAS and the Callsign field. Rotate the outer selector
knob to select the letter/number to be adjusted. Rotate the inner selector knob to adjust the
selected letter/number. Select ‘Return to Radios’.
TBCH: Verify NORMAL mode is selected and the frequencies displayed match the
frequencies on RMU 2. Clear any power-up error codes by cycling the Frequency Transfer
button.
STALL PROTECTION SYSTEM…………………………CHECKED ............................ RP
Release GUST LOCK and pull contrrol column to neutral position.

Press STALL PROTECTION TEST button and check if both stick shaker
and pusher actuate and if button amber light extinguish.
The test takes about 5 seconds and is valid only if the amber light on the
TEST button extinguishes.
Verify the STALL PROTECTION CUTOUT 1 and 2 buttons PUSHED
OUT, guarded and no striped bars illuminated.
TR I M PA N E L .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C H E C K E D …… …… . RP
Verify that ROLL, YAW and PITCH (Main and Backup) trims are operating
properly both ways. Verify system’s 3 seconds protection working properly.
Adjust YAW and ROLL trims to the neutral position and PITCH trim to the green
band.
PRESSURISATION PANEL…....................................................SET………..RP
Set the Pressurisation Controller to the landing airfield elevation rounded up to the nearest
100 feet. Confirm the MANUAL/AUTO and DUMP buttons are released, guarded and their
inscriptions are not illuminated. Confirm the Manual Control Knob is set to the full ‘DOWN’
position. Check the pressurisation indications on the EICAS indicate airfield pressure altitude
and zero rate-of-climb and differential.

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FMS………………………………………………………………………………..….SET………….P
Check NAVIGATION DATABASE expiry date.
PF sets the route according to the flight plan and both pilots check course, distance, time and
altitude on each waypoint.
LP must complete data entry into the FMS including TOTAL FUEL, CARGO DATA and PAX
NUMBER.
EMERGENCY/DEPARTURE BRIEF ..........................................................COMPLETE PF

To be completed by the PF.
-----------------------------------------------------------------------------------------------
MOBILE PHONES/ELECTRONIC DEVICES………………………………………OFF P

Both pilots must ensure all mobile phones and electronic devices are switched OFF.
START/PUSHBACK CLEARANCE…………………………………………RECEIVED LP
RP requests for clearance from ATC prior to start and/or pushback.
RED BEACON…………………………………………………………………..ON LP
LP must ensure the Red Beacon switch on the External Lights Panel is switched to ON prior to
engine start.
FUEL PUMPS/QUANTITY...........................................................................CHKD LP
The RP will state the planned fuel requirement for the flight, as per the Flight Plan and the LP
will confirm that the required fuel is on board and in balance, as displayed on the MFD, and
the Fuel Used indicators have been reset. Also, ensure setting Pump Power for TANK 1 and
2 to ON position.
SPEED BUGS………………………………………………………………………….SET P
Setting Take-off Speeds:
On the MFD, select the MFD menu then SPEEDS. Double-box the V1 speed by pressing the
button below its display. Dial in the required speed using the rotary set knob. Double-box the
VR speed by pressing the key below its display. Set the V rotate speed as above. Note that the
V1 speed remains single boxed indicating that it will be displayed on the IAS Tape. Set the V2
speed as above and VAP to the VFS. Set V2+15 speed (Flap 9) or V2+10 (Flap 18) on the
Target Speed Bug by rotating the IAS/VS set knob on the Flight Guidance Controller.

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TRIM ………………………………………………………………………… 0/0_/SET………….LP
The RP sets the Elevator (PITCH) Trim based on the Loadsheet MACTOW/trim index and
ensures the Aileron (ROLL) & Rudder (YAW) Trims are neutral (zero). The LP crosschecks
and responds
EMB 145
Pitch Trim 8 7 6 5 4
CG Psn % < 25 30 35 40 43
DOORS AND WINDOWS..........................................................................................CLOSED………P

The LP confirms that all Doors are closed as indicated on the MFD T/O page and both pilots
ensure that their respective DV window Lock Indicator is flush with the handle.
NOTE 2: The Before Start Checks must be completed prior to any pushback.
EMERGENCY/PARK BRAKE…………………………………………………………ON LP
NOTE 3: Both Pilots must monitor external activities as well as the Engine start.
Verify the Emergency/Park brake is set in accordance with the engine start proceedures.
NOTE 4: Both Pilots must remain clear of the Brakes, Rudder Pedals and Tiller
during Push Back.
NOTE
 Do not interrupt an engine start to put the park
brake on. Wait until the engine being started has stabilised and
the start cycle is complete.
 Complete the After Start Checklist whilst the
Ground equipment is being removed.
The Captain shall communicate with the Ground crew, and release/apply the
Park Brake on command from the ground crew.
Engine Starting Procedure

If aircraft engines are started, for any reason, the Before Start and After Start
checklists are to be completed.
APU Assisted Start

With the main door closed and after the 3 minute APU post start stabilisation period, select
the APU bleed OPEN. Select the Cross Bleed to AUTO and Packs 1 and 2 off. Proceed
with Engine Start as below. Note: Pack logic will open the Cross Bleed whilst in AUTO for
engine starts and anti-icing but not for AC Pack or pressurisation. A check of this automatic
function should be carried out during the engine start by confirming the EICAS advisory
CROSS BLD OPEN is displayed and observing engine 2 rotation.

PART B
Revision: 00
(EMBRAER 145)
Normal Engine Start

Obtain ATC and Ground Crew clearances for Engine Start.
Confirm the Bleed Panel is set as required (normally set both packs ON).
PF shall Pull and rotate the Start/Stop Selector momentarily to Run, then to the Start
position, release back to Run. Activate the stopwatch and announce “starting and timing”.
The ITT scale is re-scheduled to indicate the Start Limit ITT. Guard the Start/Stop
Selector for the duration of the start. Both Pilots monitor the Engine parameters on the
EICAS and PF shall announce as follows:
o “N2” on first indication of rotation.

o “Ignition” when indicated on the EICAS.
o “N1” on first indication of rotation.
o “Fuel Flow”
o “Light up” based on the first positive rise of ITT on the digital scale. (Note that ITT is
not indicated on the analogue scale until 300 C).
NOTE: The Engine starting sequence will be announced by PF. Both crew members
must monitor and highlight any abnormal parameters or malfunctions.
o “Oil Pressure”.
The Starter Control Valve will close as N2 accelerates through 53%. However, Maximum
ITT is reached as the Engine continues to accelerate to idle. This must be monitored.
The PF announces a good start when the ITT has fallen below its peak and the FADEC N1
Target ‘T’ is displayed on the N1 scale (e.g. “stabilised”). The start cycle takes
approximately 60 seconds.
External Air Start

If an external air start is planned instruct Cabin Crew not to begin passenger brief until
pushback is complete (selection of Shed Bus to normal will interrupt Cabin Demo
Announcement).
Plan to start the No. 1 Engine on stand using the External Air Starter and perform a
cross-bleed start on the No.2 Engine following completion of the Pushback:
o GPU Power will normally be connected and selected ON.
o Confirm with the ground crew that the Air Starter is delivering air.
o Check that the Cross Bleed is AUTO and the Packs are OFF.
o Start the No.1 Engine as above.
Following completion of the No.1 start, de-select the GPU (Button out, GPU AVAIL inscription
illuminated) and request the disconnection of the GPU and Air Starter.
Open the No.1 Engine Bleed Valve. If required, select Pack 1 Valve open but close it prior to
the N0.2 Engine start (the bleed logic will not close the valve of the operating Engine during a
cross bleed start).
Ensure hydraulic pressure is available for Park Brake (light illuminated). If hydraulic pressure
is not available the No 2 Hydraulic Pump should be selected to Auto.

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Commence Pushback.
Once pushback is complete and the Tug disconnected, perform a Cross-Bleed Start on the
No.2 Engine.
Cross Bleed Start

Prior to commencing a cross bleed start, consideration must be given to the Engine blast and
noise generated by the Engine delivering the air supply. Push back should be directed as
necessary.
o Select the running Engine Bleed Valve OPEN.
o (PM) Remove the Gust Lock and restrain the Control Column.
o Advance the operating Engine Thrust Lever to 80% N2.
o Start the No.2 Engine as above.
o After start, return the Thrust Lever to idle and
replace the Gust Lock.
o Set the Bleed Panel as required.
Wherever possible the Ground Crew should be on intercom during this procedure, which
should only be deviated from when operationally necessary.
Abnormal Engine Start

Abort an Engine start by selecting the Start / Stop selector to Stop for any of the following
reasons:
o N2 remains steady or decreases for more than 5 seconds.

o ITT does not rise in 10 seconds after fuel flow indications.
o ITT rises rapidly toward start limit.
o ITT approaches start limit.
o Oil pressure does not reach at least 34 psi after the
engine reaches stabilised idle.
o Engine instruments indicate abnormal conditions.
o Visible burning on the exhaust pipe or excessive smoke.
o Fuel flow rate exceeds 365kg/hr prior to light up (ITT rise).
o Any unusual noise or vibration occurs.
In case an engine fails to rotate or the start is aborted due to an abnormality, do not attempt
further starts but report to the maintenance personnel. However, a hung start or a failure to
light up alone are not considered failures to start and a second start may be attempted. A dry
motoring run must always be completed following a hung start / failure to light up or if the
residual ITT is above 210 C to clear the Engine of unburned fuel. Complete the QRH
Engine Dry Motoring procedure.
In the event of a second attempt to start simply due to failure to light up, then maintenance
personnel must be advised after arrival, an ADD and a Tech Log entry made.
NOTE: For ease of reference, External Air Starting and Cross bleed starting
procedures are provided in the Flight deck Handbook located in the Flight deck’s
Central Pedestal Stowage.

Issue:
Issue: 01
Revision:
(EMBRAER 145)
Date: 24stthJuly,
Date:31 Sept,2017
2018
2.2.3 After Start Checks

Duties:
Both pilots may complete their appropriate after start checks, in accordance with the
expanded checklist, prior to completing the Normal Checklist.
AIR CONDITIONING/PNEUMATIC PANEL.................................................SET……………LP
The RP shall confirm that the Gasper and Recirc Fans are selected on (buttons pressed) and
set the Air Conditioning/Pneumatics Panel according to the following conditions:
T/O 1 Anti-Ice OFF (APU air used to power Air Conditioning Packs)
NOTE: Following a normal Engine start using the APU bleed air, no panel
adjustments should be required. Confirm the Engine Bleed Valves are Closed
(Buttons released, bars illuminated). Confirm the APU Bleed is Open (button
pressed, the white bar and OPEN inscription illuminated). Select the Cross-Bleed
Valve to OPEN (the advisory EICAS message CROSS BLD OPEN will be
presented).
Confirm both Pack Buttons are selected Open (Buttons pressed and black).
T/O 1 Anti-Ice ON OR
ALT T/O 1 Anti-Ice ON or OFF
Select both Engine Bleed Valves Open (Buttons pressed) and immediately press the APU
Stop Button (unless APU is required for electrical back-up). Select the APU Bleed button to
Closed (released). Select the Cross Bleed Valve to AUTO. Confirm that both Pack Valves
are Open (buttons pressed).
NOTE: The start should not be aborted if fuel flow drops to zero immediately after light
up. The flight or sequence of flights may continue but maintenance must be notified
for any light up occurring later than 5 seconds after the first fuel flow introduction, or
one producing a visible flash. If the light up occurs between 5 and 10 seconds after the
first fuel flow indication, smoke and a momentary flash of combustion may be
produced.
ELECTRIC HYDRAULIC PUMPS…………………….AUTO……………… RP

LP must select the Electric Hydraulic Pumps’ knobs to AUTO after start.
APU/GPU…………………………………………………OFF…………………………………..LP

Issue: 0101
Revision: PART B
Revision: 0001
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Date: 24stthJuly,
Date:31 Sept,2017
2018
If the APU is not required for T/O, it should be shut down by the LP and the APU Master
Knob selected to OFF once the RPM has decreased below 10%. The advisory EICAS
message APU FUEL SOV CLSD will be presented briefly. Selection of the APU switch does
not need to be confirmed whilst the aircraft is on the ground.
The LP confirms that the GPU button is released and the GPU is disconnected.
Disconnect the GPU only after releasing the GPU button.
The LP shall respond e.g. “OFF & disconnected” or “Available &

disconnected”.
Note: The APU may be needed for departure.
FADECs .........................................................................RESET & ALTERNATE ………..LP
The FADEC RESET/ALTERNATE switch on the roof panel must be selected to RESET then
ALTERNATE by the LP. Following any FADEC reset procedure, a period of 15 seconds
should be given before that FADEC is “used” or a further reset is attempted, otherwise
FADEC faults may occur.
The FADEC must be seen to have changed, and the target N1 figure must be the same on
both FADECs for the same engine. If there is any difference between these target N1 figures,
the engine take-off data must be re-entered.
THRUST RATING/T.O DATA............................................................. CHECKED/SET…….LP
The LP confirms that the briefed Thrust Setting (T/O or ALT T/O) is indicated above the N1
gauges.
LP confirms that the Engine T/O DATA entered on the MFD has been accepted by the
FADECs and presented cyan (blue). If the information was not accepted the data will remain
amber. In this case re-enter the T/O data.
SHED BUSES…………………………………………………………..AUTO.................................. LP
If the shed buses are set to Overide, switch them to AUTO.
STEERING……………………………………………………………ON........................................... LP
Engage by pressing STEERING HANDWHEEL and observe STEERING INOP message
disappears on EICAS.
NOTE: Steering handle actuation with nose-wheels beyond their operational limits may
cause damage to the nose-wheel steering system.
RUDDER .......................................................................................CHECK………………. LP
The LP should ensure that the Tiller is released and the steering disengaged by pressing the
Steering Disconnect Switch on the Control Column. The STEERING INOP caution message
will be presented on the EICAS. Check full movement and freedom of the Rudders. For each
direction, check that the EICAS message RUD HDOV PROTFAIL is not presented when

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pedal is at full travel. The Steering should then be re-engaged by depressing the Tiller and
confirming that the STEERING INOP EICAS message has cleared.
FL A P S .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ° SE T LP
 LP calls for required T/O flaps if not already set.
 RP selects flap. (normally set at the request of the lp following the after
start checks).
 Both pilots confirm required setting indicated on the EICAS display.
2.2.4 Taxiing
Duties:
Prior to taxi, the LP should select the Taxi light ON. When the Aircraft is moving forward, the
LP should check the Main Brakes and Steering are operative. The hydraulics page should be
displayed on the RP MFD during taxi. The TCAS should be displayed on the LPs MFD,
especially when taxiing in Low Visibility or when crossing or entering an active runway. The
RP shall check his brakes on the first crew flight of the day.
Once clear of the ramp area, the initial section of the taxi checks should be accomplished at
an appropriate time.
NOTE: To use the Tiller Steering, the Tiller must be depressed and
remain depressed until the nose wheel is re-centred. Releasing the
tiller off-centre will cause the Nose Wheel to remain off centre and
the steering to disengage. It will return abruptly to neutral and
once the steering is re-engaged. Rudder Fine Steering may be used
for maintaining straight ahead and gentle turns.
Manoeuvring the aeroplane on the ground is, in most respects, similar to manoeuvring other
conventional tricycle gear aeroplanes. Nose wheel steering and engine thrust are used for
directional control. Make all turns at a slow speed. Good taxi technique requires awareness
of the proximity of obstacles, the effects of excessive noise, and the force of the jet exhaust.
Important guidelines when taxiing are the following: -
Make all turns with as large a radius as possible. Minimum radius turns cause heavy side
loads and unnecessary scrubbing of the tyres. Slow the aeroplane as much as possible
before turning. After completing a turn and before stopping, return the nose wheel steering
control to centre, and roll forward to allow the nose and main wheels to align, relieving tyre
twisting stresses.
Braking action is good and positive with a smooth response. It is not desirable to
continuously ride the brakes to prevent acceleration. Very little air-cooling takes place when
the brakes are in continuous contact. Allow the aeroplane to accelerate, and then brake to a
slow taxi speed. Release the brakes and repeat the sequence. Intermittent brake use
provides a cooling period between brake applications.
When an outboard engine is used to assist a turn, use as little thrust as possible, and do not
allow the aeroplane to stop while turning. The engines are effective on minimum radius turns.
Use of the inboard brake in a turn should be kept to a minimum. The Ground Crew should

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ensure that the wing tips clear all obstacles on the ramp. While making turns, the swept wing
tip effectively moves outboard.
NOTE: Do not apply reverse thrust during taxi.
2.2.4.1 Ground Delays
Whenever the aeroplane is stopped, the parking brake should be set.
In order to avoid fluid transfer via the brake shuttle from System 1 to System 2, firstly apply
the normal brake and keep it applied until the park brake is fully applied. The same procedure
must be followed for brake release.
Jet exhaust ingestion may be reduced by adequate spacing and/or angling the aeroplane on
the taxiway.
If delays are encountered in icing conditions, apply the procedures given in the Ice and Rain
Protection section of the “Normal Procedures” chapter in this manual.
2.2.4.2 Taxiing Out of Terminal Ramp Areas
To prevent damage to the facilities or ground support equipment due to jet exhaust blast
when taxiing into or out of terminal areas, the thrust levers should be moved slowly forward
after receiving the clear-to-taxi signal. If the aeroplane is heavily loaded, or if soft pavement
or a slight incline exists, it may be necessary for this power application to remain on for a few
seconds for the aeroplane to begin to roll.
If the aeroplane will not move, contact the Ground Crew (via interphone) or determine that
the area behind the aeroplane is clear of personnel and equipment before exceeding normal
maximum taxi N1 values (i.e. gust lock needs to be disengaged).
NOTE: With 2 packs running and the APU generator under load the APU fuel burn is
1.24kg/min). The following procedures will apply:
 Carry out normal start push drills

 Taxi to the hold area (do not complete taxi checks)
 When parked, complete the shut down checks
 When ready to start again re-enter checklist at Before Starts (an engineer is
not required for the engine starts).
2.2.4.3 Push and Hold Procedures
Crews can use the following procedure when departure delays due to slots are
1 hour or less. The passengers should be boarded and the aircraft pushed
back on time and taxied to a holding area designated by ATC. The aircraft
must have a serviceable APU.
Captains should use their discretion over whether to shut down the main engines having
given due regard to fuel/noise/slot considerations.

PART B
Revision: 00
(EMBRAER 145)
2.2.4.4 TAXY CHECKS
TAXY LIGHT…………………………............................................................ON LP
The LP should select the Taxi Light ON, gently test the Main Brakes and check the Rudder
Fine Steering in both directions.
TAKE-OFF BRIEF REVIEW .....................................................................COMPLETE PF
Consider any changes to the briefed departure (include a check of the programmed SID,
ensuring FMS is not in Command Heading Mode) due to weather, runway conditions, air
traffic control requirements, etc. Cross check the heading against the runway QDM and
confirm the initial stop ALT/Level is set.
BRAKE TEMPERATURE ........................................................................... CHKD LP
Confirm Brake Temperature on the RP HYD page are in the green.
EICAS .............................................................CHKD …………… LP

Check and assess any EICAS messages. Check all other indications are
normal.
GUST LOCK………………,…………………………………………………….FREE……...LP
FLIGHT CONTROLS .................................................................................CHKD…………..RP

The RP should check full movement and freedom of the Ailerons and Elevators.
CABIN ............................................................................................SECURED………………P
Once the aircraft is moving forward under it’s own power, the Cabin Crew will call the Flight
deck via the interphone to give a “Cabin Secure” report.
NOTE: Taxiing is to be regarded as a critical phase of flight and crews are to apply
sterile flight-deck procedures. The intercom is not to be used for non-operational
conversation.

PART B
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(EMBRAER 145)
2.2.5 BEFORE TAKE OFF
STROBES………………………………………………………………..ON…………………….LP
LANDING LIGHTS………………………………………………………ON………………….LP
Both Pilots must confirm that the approach and runway is clear prior to crossing the stop bar.
During Low Visibility Procedures a report should be made to ATC when entering the active
Runway. The LP should select the Strobe light and L/R main landing lights ON, leaving the
centre landing light OFF until take-off clearance is received.
TRANSPONDER ................................................................................. _TA/RA/ABOVE LP

RP will set the transponder to TA/RA and to the PF side i.e. number 1 (LP) or 2 (RP). LP
Warning: Pilots should be aware that the TOCWS would produce a “TAKE-OFF OK” with
the flaps set at 22°. Particular care must be taken that the correct flap configuration is
set for take-off.
responds “TARA 1(2) 3427”.

off.
Confirm transponder is set to ABOVE. The TCAS should be displayed on both MFDs.
(TCAS must be displayed on one MFD at all times. However it is recommended that it is
normally displayed on both pilots MFDs during departure and arrival).
NOTE: The TCAS ranges should be set: PF 6nms, PM 12 or 20nms depending

on traffic density.
T/O CONFIG WARNING ............................................................................CHECKED……LP

The RP presses the Take-off Configuration Test button on the pedestal. The AWU should
announce “Take-off OK”. If any other announcement is heard the aircraft will require
re-configuration and the test repeated prior to take-off.
WEATHER RADAR………………………………………………………………..ON…………..LP
If required, should be displayed on the PF’s MFD. EGPWS Terrain must be displayed on at
least one MFD at all times.
If the use of the weather radar is required on the ground (for T/O) it should be displayed on
PF‘s MFD. The procedure to be used is as follows:
a) Select auto gain
b) Press the stab button 4 times in 3 seconds.
Select manual or auto gain as required.
CABIN CREW……………………………………………… .ADVISED ……… LP

When cleared for line-up or when line-up is imminent, the RP should announce “Cabin Crew
seats for departure” via the PA system or a double chime. The Warning should allow time for
them to take their seats prior to commencing the take-off roll. The LP will respond “Secured”
and the RP “Informed”.

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Revision:
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Date:3124
Date: July, 2017
TAKEOFF CLEARANCE……………………………………….RECEIVED................................................ P
Both Pilots must ensure Take off clearance is received from ATC prior to advancing thrust for
Take off.
2.2.6 Take-off
2.2.6.1 Normal Take-off Flap 9o
When the aircraft is cleared to line-up, the LP should select the Strobe light and L/R main
landing lights ON, leaving the centre landing light OFF until take-off clearance is received.
When the aircraft is aligned with the runway, the aircraft heading should be checked. A
positive transfer of controls should take place if the RP is PF (“You have control”, “I have
NOTE: AE 3007A/1 Engines will only provide ATTCS with Alternate Take Off mode
selected (ALT T/O), but not Take Off mode (T/O).
control”).
NOTE: If ALT T/O 1 is used and the thrust levers are advanced beyond the thrust set
position, T/O 1 will automatically be set and ATTCS will not be displayed. The packs
will require a reset above 1700 ft AAL.
NOTE: If the runway used for departure is performance or runway limited and the
actual take off weight is within 500kg of the RTOW the thrust must be set against
the brakes.
Prior to a Runway Limited Take-off, maximum turn inputs are required to align the aircraft to
prevent exceeding the Alignment Allowance.
A stopwatch should be started and then the thrust levers should be smoothly advanced to the
thrust set position (in approx 4 seconds) and a check made of engine performance on the
EICAS. The PM should verify engine acceleration and respond, “ATTICS ARMED” (ALT T/O
1 only) “Thrust set”, as the N1 thrust target is reached.
If a static take-off is performed the brakes should not be released until the engines have
reached the N1 thrust target (all performance take-offs). As the thrust is set the PM should
start a timer to ensure compliance with engine limitations (five minutes).
The PM should monitor engine parameters during the initial take-off roll and call out “80
knots, V1, Rotate”. When Take-off power is confirmed, The LP is to guard the Thrust
Levers in readiness for a rejected takeoff.
Below 80 kts, either pilot may command the stop for any significant failure. This is because
the aircraft has relatively low energy and the risk of a runway excursion is negligible. In this
event, the captain retains the power levers and the steering tiller and brings the aircraft to a
halt, and the right-seat pilot retains the control column.
Above 80 kts, the FO must only command a stop for a potential runway blockage or a control
malfunction. For any other malfunction the FO must announce it to the Captain who will
make the clear decision to stop or to continue the take-off. This is because the aircraft has
high energy, and the risk of Excursion increases as the aircraft approaches V1.

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Revision:
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Date:3124
Date: July, 2017
If it is the RP handling the aircraft and the decision to stop occurs above 80kts, the LP will
automatically take control. The take-off should be abandoned.
Upon reaching V1, the Captain will remove his hand from the thrust levers and, at VR, PF will
initiate a smooth rotation to a pitch attitude of 14°. This pitch attitude should be achieved in
approximately four seconds. With a heavy aircraft care must be taken to avoid
over-rotation to a higher pitch attitude, which could result in a tail-strike and,
particularly under hot weather conditions, care should be taken against early rotation.
Appropriate corrections should be applied for any existing crosswind.
With a positive rate of climb indicated, the PM should call “Positive climb”. The PF should
then request the “gear up”. PM should select the gear lever to the UP position call “gear
selected up”, and then “Gear is up” once the gear indicates UP on the EICAS.
NOTE: No more than 15º of bank should be used at speeds below Vfs (1/2 bank mode).
The PF should maintain 14° of pitch and allow the aircraft to accelerate to V2 + 15 kts. The
PM should monitor aircraft performance and upon reaching the acceleration altitude, call,
“Acceleration Altitude, XXX kts” (where XXX is the value of V2+15), upon which the PF calls
“CLIMB SEQUENCE”. PM should verify the speed and select Flaps to 0, press the CLB
thrust button on the Thrust Rating Panel, select Speed Mode and set 210 kts” and confirm,
“Flaps 0, Climb Thrust, Speed 210kts”.
2.2.6.2 Noise Abatement take-off
The following Air Peace Limited noise abatement take-off Procedure meets the requirements
for noise abatement and should be used for all take-offs where a generic vertical noise
abatement procedure is promulgated by the airport operator. Where only a noise abatement
routing is promulgated, a noise abatement take-off is not required. If as a result of a noise
abatement routing or procedure, a safety conflict arises, safety must take priority over any
noise abatement requirements.
Noise Abatement Take-off Procedure

Follow the normal take-off flaps 9° or 18° procedure to acceleration altitude. At
acceleration altitude reduce to climb thrust, and following a flaps
18° take-off select flaps 9°. Continue the climb at second segment speed flaps
9°. Delay selection of zero flap until 3,000 ft aal. At 3,000 ft agl accelerate the
aircraft and select flaps zero at the scheduled speed. Once flaps are retracted,
follow the normal climb procedure to MSA.
2.2.6.3 Flap 18o Take-off
Flap 18° is only used when performance will not allow the use of Flap 9°. Flap 18°
performance pages must be available for the intended take-off runway. The V1 speed is
obtained from the performance pages and not the data card. There are no handling
characteristics specific to Flap 18 but the following procedure must be used:

PART B
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NOTE: The aircraft will accelerate quickly through the speed calls above when on two
engines but Flaps must not be selected from Flap 18° to 0° in one go. This is to ensure
commonality with engine out procedures.
 Use T/O 1 thrust only
 At VR rotate to 13
 At AA PM calls Acceleration Altitude, XXXkts (V2+10)
PF calls for Flap 9°
PM calls XXX kts (V2+30)
PF calls for Flap 0°
It may be necessary to reduce the pitch angle to 10 after passing AA when hot and/or high
to accelerate the aircraft.
2.2.6.4 Crosswind Take-off
Rudder steering is highly effective and the use of asymmetric thrust on take-off is not to be
used. Even in limiting crosswinds, tiller steering is not required and should be avoided unless
absolutely necessary. Into-wind aileron must be applied to stop the wing lifting during the
take-off roll.
Into-wind aileron should be applied during every crosswind take-off. Rotation must be
positive, smooth and accurately stopped at 14º to prevent over-rotation.
2.2.6.5 After Take Off Check Duties:
PF should normally call for the After Take-off checklist once the aircraft is clean
configured and standard (1013mb) has been set.
Th
NOTE: The brakes should not be applied prior to gear retraction. e
Aft
er Take-off Checks must also be completed following a go around.
2.2.6.6 AFTER TAKE-OFF
LA N D I N G GE A R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP PM
Confirm the Landing Gear Selector is in the UP position and the EICAS shows 3 white
Gear UP indicators. PM may also select the Taxi and Nose gear lights OFF.
FLAPS .................................................................................................. ZERO PM

Confirm the Flap Selector is in the 00 detent and the EICAS indicates 00.
THRUST RATING ............................................................................ AS REQD PM

Confirm the required thrust rating is indicated on the EICAS above the N1

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Date: July, 2017
Gauges.
Thrust Levers need to be in the Detent before the mode will be accepted.
PRESSURISATION ......................................................................... CHKD PM
NOTE: Whilst this check is carried out automatically by the PM, they must advise PF of
their actions. Generally, expect the Cabin Differential to increase to approximately 4
PSI prior to climbing at approximately 400 FPM. Following a take off with the Pack
Valves closed or following a go-around, the Cabin Rate of Climb indicator may initially
show a descent to achieve this schedule
Above Airfield Elevation + 1700’, check:

For all Take-offs or following a Go around
 Check the advisory EICAS messages PACK 1/2 VALVES CLOSED are
not presented.
 If the messages are presented, reset the Pack Valves one at a time by
releasing and re-pressing the Pack buttons.
 Check the EICAS Pressurisation indications to confirm
normal indications.
For T/O 1 without APU for pressurisation

The advisory EICAS messages PACK 1 and 2 VALVES CLOSED will be presented above 400’
RA. Reset the Air conditioning Packs as above.
For T/O 1 using the APU for pressurisation

Open the Engine Bleeds by pressing both Bleed buttons together.
ALTIMETERS ..........................................................................................SET/CHKD P
Altimeter check in accordance with Part A, ‘Altimeter setting and checking procedures’.
Confirm both main Altimeters are set to Standard (1013) mbs. To select 1013mbs press the
STD button on the bottom of the PFD.
EXTERNAL LIGHTS…………..…………………………………………….OFF……………..PM
LP should ensure all landing and taxy light switches are selected to the OFF position when
passing 10,000ft AAL.
FASTEN BELT SIGN…………………………………………………………….OFF………..PM

The Cabin Crew should be released by cycling the Seatbelt Sign, when the aircraft is above
at least 5000’ AAL and it is deemed safe to do so. Consideration should be made regarding
turbulence and weather ahead.
The Fasten Belt switch should be set to the OFF position when passing 10,000ft if
conditions permit.
2.2.6.7 Turn
Bank angles, during turns, must be limited to 300 or that demanded by the flight director. Only
in an emergency, or for avoiding action, will this bank angle be exceeded. Pilots should be
particularly alert to the danger of over-banking.

PART B
Revision: 00
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2.2.6.8 Autoflight/Manual Flight Operation

The following section details type specific information for the ERJ 145 Flight Guidance
system.
Autoflight
Flight Director (FD) and Autopilot (AP) selections are made through the Flight Guidance
Controller (FGC). During the Turnaround/Turnaround checks, both Flight Directors are
selected ON by pressing the Flight Director Buttons (FD1 and FD2). The Couple Button is
selected to PF’s side, thereby selecting the FGC’s ‘master’ (on-side) ADC, AHRS, SG and
NAV source. This selection is critical when diagnosing malfunctions of the above
equipment as they may be feeding invalid or corrupt data to both Flight Directors that will
be followed by the AP or manual flying PF (see section 3 for procedures).
AP and FD mode ‘requests’ are made by pressing the appropriate Mode Button on the
FGC, confirmation of engagement being made by reference to the mode annunciations
on the FMA at the top of the PFD. Blue bugs are displayed on the Compass, Altitude
tape and either IAS tape or VSI (but not at the same time). Selecting the associated FD
Mode will latch the FD Command Bars to the bug and command attitude changes to
achieve and maintain the selected parameter. When the bugs are not latched to their
Modes, they are used as visual references for monitoring purposes and the relevant
parameters are referred to as ‘targets’. Their adjustment does not alter the FD
commands (e.g. IAS bug adjustment has no effect when in Altitude Hold and is therefore
referred to as the Target Speed Bug. However, selecting Speed Mode will then latch the
FD Pitch Command Bar to the IAS Bug and adjusting the bug will cause pitch command
changes).
Both the LP and RP FD Command Bars present the same information and cannot be
programmed independently.
However, on aircraft equipped with Honeywell FMS, PM’s Command Bars are removed
when LNAV Mode is engaged. Cycling the Couple Button twice will cancel all FD modes,
removing the Command Bars when in manual flight and leaving the FGC coupled to the
PF’s side. If the AP is engaged, the FD bars will remain displayed in Basic Pitch and Roll
Modes. AP/YD disconnection is achieved through the Disconnect Button on the Control
Columns and not the FGC AP/YD buttons. The TCS button temporarily de-clutches the AP
pitch and roll channels and allows the Pilot to manoeuvre the aircraft manually. However,
whilst the TCS button is pressed the Pitch Trim Switch on the control column cannot be used
and it is possible for the airspeed to be changed sufficiently to stall the Horizontal Stabiliser
Actuator when the TCS Button is released. For this reason the use of the TCS button is
prohibited.
PF should announce the engagement of the Autopilot anytime that it is engaged and
subsequently read off the FMA. PF should make all FGC selections when the autopilot is
engaged. However, the selection of HDG Mode on a go around and the setting of the speed
bug to VFS on approach should be actioned by PM to reduce PF workload. Any time an FGC
Mode or target bug is changed, PF must announce the new setting to PM. PM must
ensure that the monitoring of the FGC change takes priority over other
tasks such as checklists or the Airplane.

PART B
Revision: 00
(EMBRAER 145)
Manual Flight
When the Autopilot is not engaged, PF should request PM to make all FGC selections. The
FD should be programmed correctly and its commands must be followed unless making a
visual approach when the FD Modes may be cancelled. The Commands are sensitive to
rates of change as well as angles of pitch and roll and must be followed smoothly and
accurately, maintaining the magenta FD Command Bars centred in the yellow box of the
EADI’s aircraft symbol. At no time should the aircraft attitude be deliberately flown away from
the FD commands unless the commands are known or suspected to be incorrect. To ensure
FD faults or program errors are detected early, the aircraft attitude should always be
monitored by ‘looking through’ the Flight Director.
When flying manually the Yaw Damper must not be used during departure or
arrival/approach phases. The Yaw Damper may be used during the cruise if conditions (e.g.
turbulence) are encountered/expected that are likely to cause excessive Dutch Roll.
Flight Guidance Use
The following information is for general guidance in use of the Flight Guidance system.
Take-off:
Take-off Submode should be selected by pressing either Thrust Lever Go Around
Button. This will select 14 degrees (flap 9) or 13 degrees (flap 18) on the FD Pitch
Command Bar and Basic Heading Hold Submode (ROL). Heading Mode should then be
selected unless departing on an RNAV SID with conventional navigation backup below
MSA, when NAV (LNAV displayed on the PFD) may be selected. In all cases the
Heading Bug should be selected to the Runway QDM or Performance Turn +/- the wind
correction so that the net take-off flight path (NTOFP) is tracked after the aircraft gets
airborne. Half the crosswind component is a good guide.
Climb:
After flap retraction on take-off, Speed Mode 210 kts should be used until above MSA and
turbulent conditions. 210kts will provide a good climb rate, a 20kt margin above Flap 0
Manoeuvre Speed and is minimum speed in icing conditions. For these reasons, 210 kts
can also be used at other phases of flight when an expedited climb is required. When
above the MSA and turbulence FLC Mode should be selected which will provide a
continues climb and smooth acceleration to 240 KIAS. FLC Mode then follows a
pre-programmed climb SPEED schedule, holding an IAS target speed up to FL175 where it
automatically changes to a Mach hold target of 0.56 up to FL370. In Mach hold the IAS will
decay in the climb into colder air, intermediate level-off the aircraft may be allowed to
accelerate to VMO/MMO –10kts provided consideration is given to the increased fuel burn
above AirPlan. Entry into a subsequent climb should be made by selecting the new
assigned level in the ASEL, then:
 If within 10kts of the FLC schedule, select FLC and increase thrust gently to the
Climb Thrust detent. Confirm “FL/xxxx’ set and armed” as soon as the ASEL
automatically arms.
 If more than 10 kts above the FLC schedule, select Speed Mode (IAS or Mach hold
as appropriate) and gently set the Thrust Levers to the detent. Confirm “FL/xxxx’ set
and armed” as soon as the ASEL automatically arms. ‘Trickle' the selected speed in
10/M 0.01 maximum increments back to the FLC schedule, then select FLC mode.

PART B
Revision: 00
(EMBRAER 145)
 If more than 10 kts above the FLC schedule VS mode may be used to initiate the
transition into the climb with the intention of returning to the FLC schedule at which
point FLC mode should be selected. Confirm “FL/xxxx’ set and armed” as soon as the
ASEL automatically arms and select Thrust as required. Be aware that an over speed
condition may be possible with certain combinations of VS and Thrust.
Sensible use of vertical speed mode (V/S) for prolonged periods of climb are permitted
during phases of flight experiencing turbulence, or excessive climb rates that may result in a
high Cabin Differential Pressure. However, the use of V/S is not speed protected and may
result in a stall condition. Therefore, it is imperative that the use of vertical speed mode is
highlighted to the other crew member and distractions are kept to a minimum during its use.
A NOT below speed of 210 kts MUST be observed while climbing in V/S mode. Crew should
consider reverting back to FLC or Speed mode in the event of a malfunction which may
subsequently distract and reduce crew monitoring of IAS while in V/S mode.
NOTE: With a heavy aircraft and in temperatures above ISA, a climb of 500'/min at
210 kts may not be achievable. In this circumstance, a stepped climb may be
required and ATC advised.
CAUTION: Do not use VS mode in the climb below IAS 210 kts / Mach 0.56
(whichever is the lower).
CAUTION: Use of Pitch mode is prohibited due to a previous history of autopilot

malfunctions when in pitch mode and the lack of Over speed / Underspeed
protection.
NOTE: A Speed hold mode (FLC, IAS hold or Mach hold) must be engaged during climb
prior to commencing and during any abnormal drills or for any other reason that may
cause distraction from monitoring the aircraft flight path e.g. weather avoidance or
complex navigation changes.
Automatic overspeed and underspeed protection is available when FLCIAS hold, Mach
hold and VS modes are engaged. These protections are NOT available in Pitch
Mode.

PART B
Revision: 00
(EMBRAER 145)
Overspeed Protection:
If the 10-second IAS trend vector reaches or exceeds VMO/MMO the Overspeed
Protection will ignore the selected mode and raise the Flight Director Pitch Command Bar
to reduce airspeed and MAX SPD in amber will be presented on the PFD. If the Autopilot is
engaged it will follow the FD Command Bars. In extreme cases this may result in a
climb, with the potential for a Level Bust.
Underspeed Protection:
Should the IAS decay to 1.13 VS (top of the IAS amber band) the Underspeed Protection
will ignore the selected mode and lower the Flight Director Pitch Command Bar to prevent
further IAS decay and MIN SPD in amber will be presented on the PFD. If the Autopilot is
engaged it will follow the Command Bars but will automatically
disengage if the Stick Shaker activates.
Reaching assigned level, climbing:

The minimum climb rate expected by ATC is 500 fpm. If at any time the climb rate becomes
less than 500fpm pitch/thrust should be adjusted or ATC informed. Climb rate should be
limited to a maximum 1000 fpm when within 1000ft of a cleared level. If in IAS or FLC
mode, reduce the thrust to reduce the ROC. A VS Mode of 1000 fpm or less should be
selected before the Pre-level/Pre-Altitude call to reduce the risk of triggering a TCAS RA.
No changes to the FGC vertical modes or other actions that may cause distraction from
monitoring the level-off are to be made within 1000’of the selected level. The Target Speed
should not be re-set to the intended cruise speed until in ALT HOLD. If the ASEL is
inadvertently disarmed close to the Target Altitude or the ASEL is not captured as
expected, pressing ALT HOLD immediately will latch the Flight Director to the current
altitude and command a level-off.
Descent:
Entry into a descent should be made by selecting the new assigned level in Altitude
Preselect Mode (ASEL), then:
Above FL120:
 Select FLC Mode and gently reduce thrust to approximately 70% N1. Confirm
“FL/xxxx’ set and armed” as soon as the ASEL automatically arms at commencement
of the descent. Modulate the thrust to control the speed to a maximum of VMO/MMO –
20 above FL100. FLC Mode will command a 2000 FPM ROD above FL120.
 Should a higher rate of descent be required VS mode may be used to select the
desired rate followed by a reduction of thrust to idle and the Speed Brake opened if
required. A maximum of 3000 FPM can be expected. VS Mode may also be used for a
shallower descent angle.
NOTE: Selecting Speed Mode above FL250 will engage Mach Hold Mode and the IAS
will increase as the aircraft descends into warmer air.

PART B
Revision: 00
(EMBRAER 145)
Passing FL120:
 Confirm FLC Mode is selected and reduce thrust to idle. FLC Mode will
reduce the target VS from 2000 FPM to 1000 FPM by FL100 and the
IAS will decrease to 240 kts at which point Speed Mode 240 kts should
be selected.
NOTE: For descents from a high-speed cruise at FL100 or FL110 the IAS should be
reduced to 240kts before commencement of the descent.
Below FL 100:
 Select Speed Mode (maximum 240kts) and gently reduce thrust to achieve
the desired rate of descent. Confirm “FL/xxxx’ set and armed” as soon as the
ASEL automatically arms at commencement of the descent.
 Should a higher rate of descent be required the Thrust Levers may be
reduced to idle and the Speed Brake opened. A maximum of 2000 FPM can
be expected.
 Should the IAS need to be reduced whilst descending (e.g. in the approach
area) select FLC Mode (preset 1000 FPM) or VS Mode adjusted to the
required ROD and Thrust Levers and Speed Brake used appropriately.
When the desired speed is reached IAS Mode should be re-engaged. In IAS
Mode the Target Speed may be adjusted at any time in increments of 10kts
or less.
NOTE: For normal descents the Gear must not be selected down when in Speed
Mode as this will generate an excessive descent rate that may reach 6000 FPM.
Descent in Icing Conditions:
When icing conditions are encountered the FADEC will schedule an increase in the Idle N1 to
achieve sufficient bleed air pressure for Airframe and Engine Anti-icing. This will reduce the
ROD in IAS Mode or cause an acceleration/lack of deceleration in FLC or VS Modes. Opening
the Speed Brake will usually compensate for this effect but the IAS should be monitored
carefully and the ROD reduced to prevent an overspeed condition if required.
Reaching assigned level, descending:
The minimum descent rate expected by ATC is 500 fpm. If at any time the descent rate
becomes less than 500fpm pitch/thrust/speed brake should be adjusted or ATC informed.
Descent rate should be limited to a maximum 1000fpm when within 1000ft of a cleared level.
If in IAS Mode, increase thrust to reduce the ROD. If in VS Mode, adjust to 1000fpm or less
before the ‘Pre-level/Pre-Altitude’ call. The Target Speed should not be re-set to the intended
speed until in ALT HOLD. If the ASEL is inadvertently disarmed close to the Target Altitude or
the ASEL is not captured as expected, pressing ALT HOLD immediately will latch the Flight
Director to the current altitude and command a level-off.

PART B
Revision: 00
(EMBRAER 145)
Caution: No changes to the FGC vertical modes or other actions that may
cause distraction from monitoring the level-off are to be made within 1000’of
the selected level. Regular checks of the FMA should be made to ensure
compliance with the cleared Level or Altitude.
Capturing Instrument Approaches:
 Approach Mode should be used to capture ILS and VOR approaches.

The ILS Glideslope will be captured and flown to CAT I minima. NAV
Mode should be used to capture a Localiser approach. Heading
Mode must be used and adjusted to establish and maintain NDB,
SRA and PAR final approach tracks. FMS, GPS and Localiser Back
Course Approaches are not approved. For all non-precision
approaches the vertical profile must be established and maintained
by use of the VS Mode and the ROD manually adjusted accordingly.
For Circling Approaches, the instrument approach must be flown as a
non-precision approach even if a serviceable ILS Glideslope is
available. This will allow the FD to capture the ASEL set to Circling
Minima.
 When turning to intercept the FAT the Approach Mode (ILS,
VOR)/NAV Mode (LOC) should be armed when within 90 degrees of
the FAT. This will prevent the FD from capturing the FAT early and
turning away from the airfield. The Modes will initially be displayed in
white on the PFD indicating the armed condition. These will box and
turn green when the FAT and Glideslope are captured and the
Heading Mode will drop out. PF should announce when the armed
Modes “capture”. The A/C is considered established on FAT when
within 1 dot (LOC or VOR) or 5 degrees (NDB).
NOTE: The FD will not capture a Glideslope before the Localiser has captured. Prior to
capturing a Glideslope from a constant descent a gross error check (height x3 = range
to touchdown) must be made to ensure that a false glide is not captured. In the event
the Glideslope is not captured as intended the Approach Mode must be de-selected to
prevent the FD capturing a false Glideslope as the aircraft flies over the antenna.
Go Around:
Unless the Windshear system has detected either an increasing or decreasing

performance shear condition, pressing either Thrust Lever Go Around button below
2500RA will engage the Go Around Mode. The engaged FD Modes will drop out and the
Command Bars will demand wings level (heading hold submode) and a fixed pitch of 10
degrees. ROL and GA will be presented on the PFD and should be confirmed by PF. If the
Autopilot is engaged, it will remain engaged and follow the Command Bars. To prevent
acceleration whilst descending, thrust should not be increased until the aircraft is
confirmed to be pitching up and following the Flight Director. PM should select HDG

PART B
Revision: 00
(EMBRAER 145)
Mode when instructed after selecting the Gear UP.

20 seconds after activation of Go Around Mode, the IAS Speed Hold mode becomes
active and once the aircraft has achieved the pre-selected speed on the speed bug, the
flight director will provide pitch up commands to maintain that speed. This speed
latching is limited to speeds between 1.23 Vs and 170 kias.
Under normal GA conditions, this point occurs at low weight, T/O1 thrust, Flaps 9
with the aircraft speed in excess of 170 kias and therefore, crews are to expect
the commanded speed to be 170 kias with a resultant excessive climb, often
close to ASEL. Therefore, this engagement of Speed Mode must be observed and
announced.
As soon as the Speed Mode Capture is observed the Speed Bug should be increased to
200kts unless a high gradient is required or climb gradient is compromised.
NOTE 1: If the Go-Around Mode is activated after a non-precision approach, then the
IAS Speed Bug will be set to the speed at the time of the initiation of the Go-Around.
NOTE 2: If at any time in the Go Around Mode the IAS decreases to 1.23 Vs (top of the
white LSA band /VREF 45) the Speed Mode will automatically capture 1.23 Vs to prevent
an underspeed.
Heading Mode:
When required, pressing the HDG SYNCH button will align both HDG Bugs to the current
heading and this feature should be used throughout an approach so that the Bug remains
correctly aligned for any subsequent go around. The Heading Bug can be selected more than
180 degrees (i.e. past the tail) and the FD will command a turn in the direction the bug was
moved. This feature may be used to perform an orbit. Selecting Low Bank Mode will display a
15-degree bank arc on the PFD. This feature must not be used in the approach or departure
area where procedures and ATC expect rate 1 turns or minimum 25 degrees bank angle.
Low Bank Mode must be used for all turns below VFS.
NAV Mode:
NAV Mode can be used to capture and track the ‘on-side’ navigation source determined by the
Couple Arrow. This may be the on-side VOR or Localiser (green CDI)(CDI=Course Deviation
Indicator), opposite side VOR or Localiser (yellow CDI selected by pressing the Display
Controller NAV button twice) or FMS (magenta CDI). NAV is presented on the PFD for VOR
and LOC sources, LNAV for FMS. Heading Mode is usually used to position the aircraft within
the capture zone of the selected course at which point the Heading Mode is dropped and the
NAV Mode changes from Armed (white) to Captured (green) and the FD will command a turn
to track the CDI. This NAV Mode capture must be confirmed by PF. The CDI can be
cantered when selected to a VOR by pressing the CDI Synch button allowing the current VOR
radial to be captured immediately.

PART B
Revision: 00
(EMBRAER 145)
The DTO feature of the FMS will perform a similar function when FMS is selected
as the navigation source.
For Flight Director and Autopilot Malfunctions: See section 3.
2.2.6.9 FMS Operation In-Flight
Provided the FMS is serviceable and its position information is not degraded, PF is to
select FMS as the Navigation Source to his CDI for departure (magenta display). MFD
ranges should be adjusted so that displacement from the SID track can be easily
recognised (5-10 nm). Should there be no FMS selectable or published SID (SOU, BRS),
PF may depart with basic NAV data displayed (green display).
On all departures, PM is to back up departure navigation with conventional navigation

information displayed on his PFD until reaching MSA. Once the aircraft is above MSA, PM
may back up PF’s navigation with FMS displayed on his PFD.
FMS must be used for navigation above FL 95. On aircraft fitted with dual FMS, FMS may
be displayed on both PFDs as long as both FMS units are identically matched, permitting
PM to monitor PF’s navigation. Radar headings must be selected on the Heading Bug with
HDG MODE engaged and not selected through the FMS. On aircraft fitted with the
Honeywell FMS, abeam waypoints should be entered when given direct routings to enable
timing and fuel checks to be carried out.
PF is responsible for navigation entries and revisions to the FMS. If the revision affects the
active waypoint, the new entry must be confirmed by PM before insertion, as the aircraft
will change course immediately on activation. PF's MFD must be selected to a range that
displays the active waypoint. PM may use all available Navaids (i.e. NAV 1 & 2 and ADFs,
if not being used by PF) to monitor the progress of the flight, keeping PF informed of all
selections. When using Green Screen his Course Bar should be selected to the Navaid
that the aircraft is tracking to/from. When proceeding towards an FMS/RNAV fix the PM’s
CDI is to be selected to the track being flown with appropriate RMI needles selected to
relevant Navaids. NAV is to be selected on at least one MFD sub-menu to display Navaids
on the MFD.
PF should set up the ARRIVAL procedure and descent profile as required, confirming with
PM the settings.
Before activation, both Pilots must confirm all Holding data. On leaving a hold the Exit
feature must be selected.
Vertical navigation must be used as advisory information only.

PART B
Revision: 00
(EMBRAER 145)
2.2.6.10 Additional Information For Use of The Dual FMS UNS 1K
Each FMS must be programmed independently by the LP and RP, and subsequent
navigational data cross checked.
X-fill may be used provided the X-filled information is checked independently from the pilot
who entered the data.
2.2.6.11 Duties in the Climb and Cruise:
At FL100, PM shall call “Altimeters”. PF should check the pressurisation, cross-check

‘standard’ (1013mb) set on both main altimeters, select the Landing, Taxi, Wing and Logo*
lights OFF (consider leaving lights ON while in busy/uncontrolled airspace), and at the
discretion of the Captain, PF should select the seatbelt sign OFF.
(*during hours of darkness.)
An Altimeters and Pressurisation check should be made every 10,000 feet climbing and
descending through FL100, 200 and 300. (Part A, ‘Altimeter Setting and Checking’)
Passing FL 100 in the descent, PM calls “Altimeters, Check speed”. Pilot flying must
ensure that speed is below 250kts prior to encountering the Vmo speed tape and
subsequent “High Speed” warning.
The pressurisation should be checked against the following guideline values:
FL100, Cabin Alt 400, Cabin Dif 4.4, Rate of Climb 400
To prolong its serviceable life, the Windshield heating system should remain OFF
(released, bar illuminated) unless required for de-misting or de-icing.
When above FL100, PM should use the FMS to record the airborne time
onto the AirPlan and complete the paperwork in accordance with OM Part A.

Issue: 0101
Revision:
(EMBRAER 145)
Date:31
24stth Sept, 2018
Date: July, 2017
2.2.7 CRUISE CHECKS
THRUST SETTING……………………………………………CRUISE PM
After level-off at TOC, the thrust levers can remain in THRUST SET detent or reduced to a
lower thrust setting as desired and the IAS target speed set to a maximum of MMO – 0.02
M (if indicated Mach on Target Speed) or VMO – 10kts (if indicated IAS on Speed Tape).
Do not exceed 790ºC ITT. Select Cruise Thrust (CRZ) when above 0.6 Mach.
The following should also be completed:
 PM should carry out a Gross Fuel Check at the next convenient waypoint (plus at
hourly intervals thereafter). Make a passenger PA, to include time of arrival,
expected delays and the destination weather.
 Contact destination Ops – passing ETA and aircraft serviceability. Note that
any aircraft defects should be passed using the MEL reference codes only.
Obtain appropriate destination and alternate weather. Set arrival Navaids and
crosscheck the FMS arrival.
 PF should periodically check the MFD systems pages and EICAS indications.
Brief an approach, set Navaids and the FMS. Crosscheck landing speeds. Cross
check performance and set the landing speeds.
 Both pilots should set TCAS to NORMAL/BELOW as required.
MFD SYSTEM PAGES…………………………………………CHECKED PM

PF should periodically check the MFD systems pages and EICAS indications
2.2.7.1 Descent Check

2.2.7.1.1 Duties
Both pilots should select their TCAS to BELOW and PF shall ask for the Descent
Checks.
2.2.7.1.2 DESCENT
WINDSHIELD HEAT ING.........................................................................PUSHED IN PM

Windshield heaters 1 and 2 ON.
APPROACH BRIEFING...................................................COMPLETE PF
Confirm that the approach brief has been completed using the Briefing Aide
Memoire in the following manner:
Type of approach. Runway in use. Approach Plate. Confirm the minima? Safety
Altitude. Terrain. RVA procedures.
Discuss the type and detail of the approach to be flown, including autopilot usage,
mentioning approach check points, altitudes/heights and the speeds and configuration
to be flown.
Discuss MAP/Div or Holding plan (if applicable). Aids to be set. Runway exit/Ground

PART B
Revision: 00
(EMBRAER 145)
brief (if required, e.g. Low Visibility). Crew actions in the event of a go around (In the
event of a missed approach I will call “Go-around”. Your response is “Go-around. Flap
9.” I will select Flap 9 and call “Flap 9”. When established in a climb I will call “Positive
climb”. You will call “Gear Up, Heading Mode”. I will raise the gear and select HDG on
the FGC). Any questions?”
LANDING DATA/SPEED BUGS.................................................SET/CROSS CHKD P
Usually the PF will set the landing data as follows:
1) Check/update the landing weight. Using data from the Speed Booklet
(rounding the landing weight up to the nearest 500 kgs). AA should be
calculated as airfield elevation plus 1000ft and corrected for surface
temperatures below zero.
2) On the MFD Speed page set the following:
CAT I
V1 = VFS
VR = VREF for flap 22º or 45º
V2 = V2+15
VAP = VREF + wind correction (min 5kts)
The main AP (IAS) speed bug should be set to the required target speed
during the intermediate approach.
NOTE: In gusty conditions, VAP may be increased by 1/2 the head wind plus the full
gust factor up to a maximum of 10 kts (Vapp bug should be adjusted). VREF must not
be adjusted in gusty conditions.

Issue: 0101
Revision: 0001
PART B
Revision:
(EMBRAER 145)
stth
Date:
Date:31
24 July,
Sept,2017
2018
The V2 speed should remain unboxed. V2+15 will be set in the box above the airspeed
tape on the PFD using the airspeed setting knob on the FGC during the approach.
PRESSURISATION PANEL.............................................................................SET………. PM
Check that the Destination Airfield Elevation (rounded up to the nearest 100’) is
set in the Pressurisation Controller. Monitor the cabin rate of descent.

PART B
Revision: 00
(EMBRAER 145)
2.2.7.3 Descending
The descent should be planned using estimated track miles to touchdown, not
DME range.
The standard descent profile equates to a 3° descent slope. To calculate a descent point,
divide the aircraft’s altitude by three, i.e.: FL 330 = 110 nm. To correct for head or tail winds
add or subtract 2.5 nm per 10 kts of If ATC requires an early descent then the profile should
be adjusted as required, bearing in mind the lower fuel burn and better TAS when flying at
high altitude. If a high rate of descent is flown for a prolonged period of time, ensure the
aircraft does not catch up with the cabin altitude.
During descent and approach, a continuous assessment of aircraft altitude and position, in
relation to terrain clearance and track miles to touchdown, must be made with the aim of
achieving a 3 degree descent path. If any crewmember assesses that the aircraft descent
profile is inappropriate, this must be announced and appropriate action taken by PF.
An unnecessarily early descent should be avoided, as it will reduce TAS, increase fuel burn,
increase the likelihood of EGPWS warnings, and possibly lengthen the time spent in
turbulence and icing.
Should ATC issue a clearance such as ‘Descend when ready to FL XXX’, FL XXX should be
set in the ASEL window when the clearance is received. Descent should be commenced as
required to achieve the desired profiles.
The most efficient operation, in terms of fuel usage, is to operate the aircraft clean for as long
as possible. Thus following normal profiles, flap should only be selected to 9 degrees when
the aircraft’s IAS is decreasing through 200kts with the intention of achieving 180kts/flap 9
configuration. If a little more anticipation is allowed for it is possible to select the thrust to
flight idle earlier to give the IAS decrease and thus fuel usage is decreased. The aim should
be to limit the amount of high thrust settings at low altitude.
Flap only needs to be selected to a greater setting than 9 degrees when it is intended to
operate the aircraft below 160kts. Therefore, if the aircraft is level and ATC require 160kts to
be maintained the most efficient configuration to operate the aircraft in (allowing for flap
manoeuvre speeds) is Gear Up, Flap 9. If a speed below 160kts is required then the flap
must be extended further.
On occasions, ATC will require a quick reduction in speed or a higher rate of descent than is
being achieved. In this instance the speedbrake should be used. Only if this does not give the
required ROD or IAS decrease (e.g. in icing) should the flap be deployed outside the above
guidelines.
LANDING LIGHTS…………………………………………………ON PM
When passing FL100 the Landing/Logo lights should be selected ON. In low visibility
conditions the Landing Lights may remain OFF to prevent glare. The Taxi light may remain
OFF until the clearance to land has been
given by ATC.
FASTEN BELT SIGN……………………………………………….ON PM

Approximately 15 minutes to landing or passing 10,000ft, the seatbelt sign should be selected

PART B
Revision: 00
(EMBRAER 145)
CABIN CREW……………………………………………………….ADVISED PM
Cabin Crew stating “10 minutes to landing”. Once the cabin is secure, the Cabin Crew will give
the “cabin secure for landing” check via the interphone. The seatbelt sign should be cycled
OFF and ON by the PM, to advise the cabin crew that final approach has commenced”.
2.2.8 Approach Check

2.2.8.1 Duties
When the QNH is set, both pilots must cross check their respective Altimeter and the
Standby Altimeter in accordance with Part A, ‘Altimeter setting Procedures’. The Approach
Checks should be accomplished as soon as convenient, once the aircraft has been cleared
to an altitude and QNH is set.
2.2.8.2 Approach Checks
ALTIMETERS ............................................................................... QNH SET/CHKD P
Confirm that airfield QNH is set on all altimeters and cross checked.
APPROACH AIDS ....................................................................... SET/CHKD P

Both pilot must individually check all Navaids are correctly set for the
approach.
2.2.9 Landing Procedures

2.2.9.1 Normal Approach, Landing and Crosswind Landing
A visual approach should be flown with a standard traffic pattern, or as directed by ATC.
Traffic pattern entry should be made at not less than 1,500 feet AGL at a maximum airspeed
of 200 knots. Once established on downwind, flaps should be selected to 9 and the aircraft
slowed to 180 knots (60% N1).
Thrust off approaches should be avoided when past the outer marker or equivalent position
(where there is no equivalent position 1000ft AAL may be substituted). At no time should the
aircraft be deliberately side-slipped.
Gear and flap 22 must have been selected and indicating by no later than the outer marker or
equivalent position (where there is no equivalent position 1000ft AAL may be substituted).
The following stabilised approach criteria are to be adhered to:
Outer Marker/4nm/Equivalent Position

The aircraft shall be stabilised on the approach path both vertically and
horizontally.
Maximum Rate of Descent 1000 fpm.
Maximum speed 160kts.

PART B
Revision: 00
(EMBRAER 145)
Flap indicating 22 degrees.

Gear Down.
‘SHOULD GATE’: 1000 ft Radio (IMC and VMC)

The aircraft should be stabilised on the approach path both vertically and
horizontally. Any deviation to the following, MUST be highlighted by PM.

Vapp + 10kts maximum.
Gear Down.
Landing Flap.
Landing Check Complete.
‘MUST’ GATE: 500 ft Radio (IMC and VMC)

Vapp + 10kts maximum.
Gear Down.
Landing Flap.
Landing Check Complete.
PM should look to make a “stabilised” call at both the 1000’ and 500’ gates. Any deviation at
1000’ should be highlighted to PF e.g. “1000’ check speed”. A deviation at 500’ radio will
require an immediate go-around.
NOTE: The outer marker criteria may not be appropriate for visual approaches and
on certain circling approaches. Therefore, on visual approaches and circling
approaches the speeds/profiles in this manual are mandatory.
On short final, the aircraft should be approximately in a level pitch attitude. Crossing the
runway threshold at 50 feet AGL and VREF (for a normal approach), the thrust levers should
be smoothly retarded to flight idle in order for the engine thrust to reduce to idle at
touchdown. An increase in pitch of 2 to 30 is required in the flare for landing. If a crosswind
is present, use the crab method for correction on final. As the aircraft is about to touch
down the rudder should be used to point the aircraft down the runway and the aileron used
to keep the wings level.
2.2.9.2 Missed Approach and Rejected Landing
An approach may not result in a landing in circumstances such as poor approach tracking,
RVR deterioration or under the instruction of ATC which require the approach to be
terminated. This is generally regarded as a typical ‘missed approach’. When the decision is
made to initiate a missed approach, the PM should call “Go-Around”. The PF should
immediately reply “Go Around, Flap 9” and simultaneously press the go-around button. An
autopilot go-around should be the standard procedure.
However, a manually flown go-around shall follow the same calls and clean up technique.
The only difference being, when an auto go-around is flown the aircraft should be seen to be

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pitching up before thrust is advanced to the MAX THRUST SET position. If an auto go
around is not flown, the PF should initiate a pitch-up to 100 and the thrust levers should be
advanced to the MAX THRUST SET position.
The PM should select flaps 9 and call, “Flaps 9 selected”. The PM should confirm that
maximum thrust and flaps 9 are indicated on the EICAS and call “Flap 9 set”. As soon as a
positive rate of climb is indicated, the PM should call out, “Positive climb”. The PF should
verify a positive rate of climb on the vertical speed indicator and altimeter tape and call,
“Checked, Gear up, HDG mode”. The PM will select the gear lever to the UP position, call
out “Gear selected up” and select HDG mode on the FGC. When the gear indicates UP on
the EICAS, the PM should call out, “Gear is up”.
Under less common circumstances, it will be necessary for the approach to be terminated
after DA/MDA *. The probability of being unable to complete the landing in this circumstance is
low, once a decision to land has been made. If this decision has to be reversed, the resulting
go-around is in effect a ‘rejected landing’. Pilots should bear in mind that, reverse it, even if
reversal actually becomes advisable. It is therefore harder to initiate a rejected landing than a
missed approach.
In the case of a rejected landing, the effective callout is “Go-Around”, and the actions are as
for a manually flown missed approach.
* Note that 30 feet must be added to the published MDA to prevent

undershoot on the Go Around.
2.2.9.3 Landing Check Duties
The Landing Checks should be called for by PF once Landing Flap has been
set and the approach has been stabilised.
2.2.9.4 LANDING
LANDING GEAR……………………………………………………….DOWN ...................... PF

Confirm on the EICAS that gear is locked DOWN.
FLAPS……………………………………………………………………___SET................... PF
Confirm the required Landing Flap setting is indicated on the EICAS.
MISSED APPROACH ALTITUDE………………………………………SET....................... PF

PF calls for PM to “set Go-around Altitude” from the approach chart following G/S capture
on the ILS or, following descent from the FAP on a non-precision approach.
CABIN/CREW..........................................................................................SECURED/ADVISED P
Confirm that the ‘Cabin Secure for Landing’ report has been received.
LANDING CLEARANCE……………………………………………..RECEIVED PM

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2.2.9.5 Crew Duties

Both Pilots will identify all approach aids. The PM will monitor the approach, paying particular
attention to track keeping and vertical profile.
Prior to minima, standard altimeter call-outs shall be given.
Deviation calls
Callout By
Callout indicates
“Speed High” PM Actual deviation from desired final approach
and Vref speed when exceeded by 10 kts, or
from other required speed exceeded by 10 kts.
(e.g. ATC restriction).
“Speed Low” PM Deviation from corrected airspeed.

- Pattern speed minus 10 kts
- Approach speeds minus 5 kts
- Vref speed minus 0 kts
“Sink Rate” PM Rate of descent more than

1250 ft/min below 2500 RA
PM Rate of descent more than

2000 ft/min below MORA/MOCA/MSA plus
2000 ft
“On profile” PM If the outer marker or equivalent position check

or non-precision approach check altitude is on
profile.
“Fifty feet high/low” PM Highlight any profile deviation during an outer

marker or equivalent position check or
non-precision approach check altitude.
“Localiser” PM Flight path deviation from ILS localiser by

more than one dot.
“Glideslope” PM Flight path deviates from ILS GS by
more than one dot.

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Approach calls
APPROACH PHASE PF PM
T/O, Climb & Cruise

TOD Conducts Descent Brief
and then calls for Descent
Checks Conducts Descent Checks
Throughout approach Controls and navigates Monitors aircraft
aircraft to follow descent operations and descent
profile and ATC speed profile
requirements
Outer Marker( or At Outer Marker calls e.g.
equivalent position) “OUTER MARKER Check”.
Responds “PASSING
....FEET”.
Calls for “LANDING Reads Landing check list.
CHECKS”
1000 feet RA Calls “1000’ stabilised” or
“1000’ check speed”
Responds “CHECK” or
“GO-AROUND”
500 feet RA Calls “500’ stabilised” or “500’
go-around”
Responds “CHECK” or
“GO-AROUND”
At 100 ft above Searches for visual Calls “100 ABOVE”.
decision height references. Responds
“CHECK”
At decision height In response to “DECIDE”, Calls “DECIDE”.

calls “LAND” if adequate
visual references
established; otherwise
calls “GO-AROUND”
After a “GO_AROUND” Executes a go-around

call
After a “LAND” call Disconnects autopilot and Advises any deviation
yaw damper at 160 ft and from desired flight
lands aircraft. path/speed.
If no response to Assumes control and
“DECIDE” call executes a go-around.
At any time PF reverts “VISUAL” Continues with remaining
to visual Responds to calls as challenge calls e.g. “Outer
above. Marker, 1000’, 500’, 100
ABOVE & DECIDE”

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2.2.10 After Landing

Duties:
On touchdown, with the thrust levers at idle, the ground spoilers will automatically open and
the nose may drop briskly. This should be cushioned with aft Control Column input. After the
nose wheel has touched down, the Control Column should be gently moved fully forward and
toe brakes smoothly applied to reduce speed for the runway turnoff. The PM should confirm
on the EICAS that the Spoilers have opened and call “spoilers open”. PM shall then call 80kts
and 60kts as the aircraft slows. At 60kts (higher if required), the LP shall assume control
following a right seat landing [“I have control”]. Directional control should be maintained with
Rudder Fine Steering, only transitioning to Tiller steering once below 40kts. The LP should
then call “engage Gust-lock”.
The After Landing Checks should only be actioned when clear of the runway, and at the
request of the LP after consideration of the impacts of any icing conditions on flap retraction,
i.e.'once vacated, Flap zero, arm APU and the after landing checks'.
Reverse Thrust
NOTE: It is Company policy not to use reverse thrust nor reverse idle on the landing
roll, except when operationally necessary, or in an emergency. Some EMB 145 are
not fitted with reverse thrust.
When fitted, use of reverse thrust should be briefed. After landing, with the thrust levers at
idle and the nose wheel touched down, PF shall initially select idle reverse by lifting the
Reverse Lock Levers and moving the Thrust Levers to the Idle Reverse position. Followed
the “Spoilers Open” call, PM shall announce “Reverse two green” when green Reverse
indications are noted on the EICAS display. Reverse Thrust other than idle reverse shall only
be selected once two green reverse indications have been confirmed.
Reversers should be set to idle reverse by 60 kts, and must be closed by 40 kts. During a
RTO the thrust reverser can be used until the aircraft comes to a complete stop.
NOTE: Do not use asymmetric reverse thrust
NOTE: Thrust Reverser cycles must be monitored by the engineering department.

Therefore, any use of the Thrust Reversers must be annotated as a ‘For Info Only’
entry in the tech log. i.e. ‘Reversers used x 1’.

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After Landing:
GUST LOCK ....................................................................................... LOCKED RP
LANDING / STROBE LIGHTS ........................................................... OFF RP

Select the Landing and Strobe Lights to OFF. The Taxi Light should be ON.
APU ......................................................................................................... AS REQD RP

The APU should be started prior to arriving on stand so as to preserve Battery power
following Engine Shutdown. If Ground Power is anticipated the APU should remain running
until the GPU is online. The APU start may be delayed at noise sensitive Airports if a long taxi
is expected.
To start the APU, select the APU Start Master to START for 3 seconds and then select RUN
and monitor the RPM and EGT until the indications are presented green and stable. Guard
the Stop Button and press if abnormal indications are presented. Start a stopwatch once the
indications are stable.
WINDSHIELD HEATING.............................................................................. AS REQD RP

Ensure both Windshield Heating buttons are OFF (released) unless required for de-misting or
ice protection. To prevent Engine damage in icing conditions, select the Ice Detector
Override knob to ENGINE and confirm the Engine Anti Ice Valves indicate OPEN.
WEATHER RADAR……. ......................................................................... STBY RP

Ensure both Left and Right Radar units are selected to STBY.
TRIM SETTING..................................................................................................0/0/GREEN RP
Set the Aileron and Rudder Trims to neutral.
Set the Stabiliser Trim to 7. This reference will be visually checked during the
external checks.
TRANSPONDER .................................................................................STANDBY RP
Select the Transponder to ATC ON pressing the line select button adjacent to the
Transponder Mode and rotating the frequency select knob.
FLAPS ............................................................................................... 0 RP
Select and confirm that Flaps indicate 0º on the EICAS (unless flap leading edge icing is
suspected when flaps should be retracted to 22 , prior to inspection on stand).

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2.2.10.1 Single Engine Taxy Procedures
Single Engine Taxy has numerous benefits, namely fuel saving; less brake wear, and
assisting brake cool down times during turnarounds. The benefits will be particularly
pronounced when operating into large airports with long taxi routings.
The procedure will be used only for taxi to Stand after landing, and NOT before take off.
SET must only be used at the discretion of the operating Captain when he/she is satisfied
that it’s appropriate and conditions permit its use. The procedure itself is fairly simple to
accomplish via the RP completing a ‘read-and-do’ checklist.
SET PROCEDURE:
On vacating the runway, RP checks that right engine is at ground idle and starts his
stopwatch. When RP reports “After Landing Checklist Complete” LP requests the SET
Checklist if required. RP checks that one minute has expired since idle thrust then carries out
the SET Checklist. The following items will be incorporated into the checklist:
AFTER LANDING:
Right engine......................................................................IDLE THRUST FOR 1 MINUTE
Shed bus............................................................................OVRD
Right Hydraulic Pump..................................................... AUTO
Right Pack/bleed...............................................................OFF
Right Engine.................................................................... SHUTDOWN
ABNORMAL PROCEDURES
If the operating engine fails during SET, the procedure below shall be
followed:
Park Brake............................................................................ ON
Hydraulic Pumps............................................................. OFF
Electrical Load.....................................................................REDUCE
APU........................................................................................ START
No 2 Engine.......................................................................... START
The APU can be used to start the remaining engine to taxi to stand.
Note: Under certain circumstances, shutting an engine down can produce a spurious
over-current leading to loss of electrical loads. The engine should not be shut down
just before or during a turn as steering may be lost. Engine shut-down and APU start
should not be carried out within one minute of each other.
There is no requirement to have the APU running whilst carrying out SET.

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SET must not be carried out in the following circumstances:
Slippery or contaminated taxiways

Strong wind conditions
Heavy aircraft and/or with associated tight left turns or uphill sections of taxiway
Low Visibility Procedures are in force
In snow or freezing precipitation conditions
When operating under an abnormal condition
Single Engine Taxi for Positioning

SET can be used to taxi the aircraft for repositioning on the ground. The Number 1 engine
should be used for this procedure. The Normal Checklist up to, and including, the “After
Start Checklist” must be used when starting a single engine for taxi. For SET, the Shed Bus
should be in the ‘OVRD’ position. The APU should be left running during taxi for
positioning. The “Taxi Checklist” need not be completed for SET for positioning, but the
normal taxi SOPs and checking brakes shall be adhered to. When SET is complete, the
Normal Shut-down Checklist must be used if the engine is to be shut down.
Before subsequent engine starting the normal Turnaround, Below the Line and Before
Start Checklists must be carried out.
Crews should endeavour to use these procedures wherever possible; however, the
overriding theme is that it should be used entirely at the Captain’s discretion.
2.2.11 SHUTDOWN
2.2.11.1 Shutdown Duties
The LP should complete the shutdown checks from memory before completing the Shutdown
Checklist. Headsets must be worn until it has been confirmed that both engines have shut
down. Both pilots should independently calculate the hours flown and no. of landings, as a
means of cross-checking, prior to making an entry in the Tech Log.
Shut Down:
PARK BRAKE......................................................................................................................... ON LP
To engage the Park Brake, apply full Main Brake Pedal travel and then pull the Park Brake
up and rotate to lock in the on position. Confirm the BRAKE ON light is illuminated.
ELECTRIC HYDRAULIC PUMPS ....................................................................... OFF LP

Select both Electric Hydraulic Pumps to OFF.
.
SHED BUS .................................................................................................. AS REQD LP

If remaining on APU power, select the Shed Bus knob to OVERRIDE. If transferring to
GPU power, confirm the GPU Voltage on the MFD Electrics page is within the range 26.0 –
29.0 volts and press the GPU button. Shutdown the APU by pressing the APU Stop button
and select the APU Master to OFF when the RPM is below 10%.

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stth
Date:
Date:31
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Sept, 2018
RED BEACON..........................................................................................................OFF LP
Selecting the Beacon OFF indicates that it is safe for the Ground Crew to
approach the Aircraft.
FASTEN BELT LIGHTS...............................................................................................OFF LP
Selecting the Seatbelt Signs OFF signals the Cabin Crew to open the Main
Door.
2.2.12 Aircraft Secure Checks

Duties:
The Secure Checks must be fully completed by both Pilots as challenge and response
unless the Aircraft is being handed directly over to another Crew or an Engineer.
Secure:
AVIONICS MASTERS .......................................................................................OFF……. RP

Buttons 1 and 2 should be Pushed Out.
EMERGENCY LIGHTS ................................................................................OFF……. RP

The Emergency Lights must be selected to OFF before the Batteries are selected OFF.
EXTERNAL/INTERNAL LIGHTS .................................................................... OFF ………RP

Switch exterior lights and Cockpit lights OFF. To prevent Battery depletion,
confirm that the Flight Deck Dome Light and the Courtesy Light Switch at the
Main Door are selected to OFF.
PAX SIGN PANEL………………………………………………………………..OFF…………RP

Ensure switches are in the OFF position.
AIR CONDITIONING/PNEUMATIC PANEL.............................................................OFF RP

Select Both Packs OFF (buttons released). Select the Cross-Bleed to AUTO. Select the
Engine and APU Bleed Valves to CLOSED (buttons released).
WEATHER RADAR................................................................................................ OFF RP

Select the Radar and Lightning Detector to OFF.
STANDBY ATTITUDE....................................................................................... CAGED RP

Cage the Standby Attitude/ Horizon by pulling the knob and rotating clockwise.
GPU/APU ........................................................................................................... OFF RP

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Select the GPU to OFF by releasing the GPU button. The Ground Services Bus will remain
energised if the GPU AVAIL light is still illuminated in the button thereby retaining cabin
lighting.
FUEL PUMPS ................................................................................................... OFF RP

Select both Fuel Pumps to OFF position.
BATTERIES 1 & 2................................................................................................................OFF P
NOTE: FMS screens located adjacent to crew lap-straps are susceptible

to being cracked by seatbelt buckles. Reconnecting lap-straps behind
you after use will help prevent FMS damage.
Post Flight Inspection

In a continued effort to improve dispatch reliability, crew must complete a Post Flight
Inspection whenever the aircraft is on an extended period of aircraft ‘down time’.
The Post Flight Inspection is primarily a visual inspection to ensure that the overall condition
of the aircraft is acceptable for the following flight. Particular attention should be given to fluid
leaks, tyre condition and servicing panels. If anything is untoward, the Captain should inform
LMC immediately and consider recording any findings in the Technical Log.
A few minutes to complete a Post Flight Inspection will help to highlight any external defects,
allowing more time for rectification and reduce the risk of significant delays to our colleagues
and passengers.
Following the last flight of the day (when away from a base with Engineering cover)
ensure pitot heads are cool and then fit the 3 pitot covers.

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2.3 NORMAL FLIGHT PROFILES
1. Prior to a Performance Take-off, (T/O weight is within 500kgs of RTOW) maximum turn inputs are required to align the aircraft to prevent exceeding
the Alignment Allowance (Could be as low as 17 metres). Do not roll forward to a displaced landing threshold. Take-off thrust must be set prior to
brake release.
2. To ensure the runway centreline is tracked after T/0, the Heading Bug should be set into-wind (approx 1/2 x-wind component, max 10°).
3. To prevent Low N1 indications, the Thrust Levers should be smoothly and continuously advanced to the Detent in 3-4 seconds.
4. Into-wind aileron should be applied during crosswind take-offs and maintained during rotation.
5. PNF must monitor the EICAS and IAS throughout the takeoff.
6. Rotation should be smooth and accurate using visual and instrument references, achieving 14° in 4 seconds to prevent over-rotation.
At AA (AFE * 1000’):
PM *Acceleration XXXkts
PF CALLS for “CLIMB SEQUENCE”
PM Selects flap to 0
Selects climb “CLB”from the thrust rating panel
Selects speed “SPD”on the F9C and sets 210kts
Fig 1 Normal Take Off

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Flap 18° take-off may only be used:
 When the actual take-off weight exceeds the flap 9° RTOW but not the Flap 18° RTOW
 Roth Pilots have checked the Vi from the RTOW table
 When T/O 1 thrust mode is used
Notes:
1. Unstick forces are greater. Once rotation commenced, pitch loads are lighter and care is required to
prevent over-rotation.
2. Flap 18° is not authorised for any flight phase other than take-off. Caution will prevent the inadvertent
selection of Flap 18° in the approach area.
3. V R and V2 take-off speeds are extracted from the yellow Flap 18° column on the TIC 1 side of the
glareshield data card.
Continue as normal take-off
Above V2 + 30 kts:
At AA:  PNF Calls "XXXkts"
PNF calls "Acceleration, XXXkts  PF Calls "Flaps 0°"
 Climb Thrust
 Speed Mode, 200 kts
Above V2 + 10 kts:
 PF calls "Flaps 9°"
1 3°

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Fig. 2 Normal Flight Profile

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2.3.1 Precision Approach
Precision approaches are accomplished using ILS or Ground-Controlled Approach (GCA)

facilities.
The Autopilot (AP) can be used to a Minimum Use Height (MUH) of 160 ft AGL. HDG and VS
mode coupled to the AP during a GCA e.g. Precision Approach Radar (PAR) can also be
used down to the MUH. If visibility is restrictive (less than 1500m) during approach,
maintained use of the AP down to the MUH will allow the PF time to gain all visible clues for a
safe landing, and restrict any tendency to go high when the AP is disconnected.
The following procedure is based on the use of the Auto Flight Control System (AFCS) during
an ILS approach:
Both pilots should have the appropriate localiser frequency active on RMU NAV 1 & 2, and
the inbound radial displayed on the PFD. The AFCS NAV and/or HDG mode should be
selected to establish on the LOC. When cleared to descend with the glide path (GP), APPR
may be selected. Intercept the LOC before intercepting the GP. The AFCS should not
capture the G/S before the LOC is capture.
The aircraft configuration and speeds for a precision approach using the ILS is applicable for
CAT I approaches. It is recommended to use the FD and AP.
When starting the inbound turn on a full procedural approach or when on an intercept
heading during a vectored approach, slow to 200 kts.

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2.3.2 Cat I ILS Approach
CAT I ILS APPROACH

PILOT FLYING PILOT NON FLYING
“Localiser/Approach Armed” (only arm
APPR mode when cleared to descend “Checked”
with the G/S).
“Speed checked, flap 9, inform “Speed checked flap 9 selected.

cabin” Flap 9 set, Cabin Informed”
“Localiser Capture”
“Glideslope Armed” (only arm G/S when “Checked”

cleared.)
“Checked”
“Speed checked, gear
DOWN” “Speed checked, gear selected
down”
“Gear is down”
After GS capture PM sets go-around altitude
on the altitude pre-selector.
“Speed checked, flap 22, (landing
checks” if conducting a flap 22 landing) “Speed checked, flap 22 selected, Flap 22
set” Complete checklist if applicable
“Glideslope Capture”
“Checked”
“Speed checked, flap 45, landing checks”
“Speed checked, flap 45 selected, Flap 45
set” Complete checklist
e.g. “4 DME check”
e.g. “1300 feet” Actual passing altitude.
“checked” Refer to approach chart,
discrepancy greater than 50’ must be
highlighted.
“Checked” “1000 feet stabilised”(RadAlt.)
“Checked” “500 feet stabilised”(RadAlt)
“Checked” “100 above” 100 ft above DA
“landing” “decide”

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Note: During manual flight, PM should call “localiser active”, “Glideslope active” as
soon as the LOC and G/S begin to move

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Fig. 3 Normal Stabilised Radar Line Approach

35 miles: Descent Planning
 10,000 To calculate TOD and check the profile during 3o descent:
 240 kts a. Altitude / 3= Distance to go (FL330 = 110 nms)
 Clean b. Time may be used to calculate a descent point for intermediate descent restrictions e.g. To
 ~1500 fpm ROD achieve a level restriction 12000’below, commence an FLC descent 6 minutes before the fix.
Caution: Check this desent point against the 3o slope to prevent being high at the level
restriction.
Make corrections to the above for head/tail winds (+/-2.5nm/10kts).

Descent rate required to achieve 3o glide = Groundspeed x 5.
Energy Management
 Plan ahead
 Check profile regularly
 Reduce speed/increase descent rate using Thrust, Speed Brake, Flap 9, in that order.
 Maximum achievable normal descent rate above 10,000’= 3000 fpm (no ice condition, Speed
Brake open).

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Fig. 4 Procedural Precision Approach

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2.3.3 Procedural Non Precision Approach
Non-Precision Approach (Two Engines)
A non-precision approach can be accomplished with lateral guidance from a LLZ, VOR, NDB
or an SRA controller, and shall be performed as a CDFA (Continuous Descent Final
Approach). ‘Dive and Drive’ techniques are not to be used.
The landing checks should be completed once the final flap has been selected. After passing
the FAF, PM sets the go-around altitude on the Altitude Preselector. Use VS mode for
descent.
CAUTION: ‘ALT HOLD’ will not allow the aircraft to descend in any mode during an
autopilot flown approach, therefore, once level in ALT HOLD, increase the Pre-set
Altitude using the Altitude Pre-selector. This will allow descent in V/S mode.
Approaches can be flown using the FGC in the following modes:
Localizer approach APPR or HDG

SRA approach HDG
VOR approach APPR or HDG
NDB approach HDG
When performing a non-precision approach the following procedures apply:
 When the runway is in sight, follow a normal visual glide path.

 Disconnect the autopilot at minimum 160 ft AGL.
 The NDB audio ident. must be monitored by PM throughout the NDB
approach. If any suspect indications are found, discontinue the
approach.
2.3.4 Constant Descent Approach (CDA)

CDA Call-outs:
When leaving the final descent point in the landing configuration, PM must call
the next advisory or mandatory altitude and the next DME fix/time check as
applicable.
The following rules apply:

 Normal stabilized approach concept is valid from the FAF; however it is
acceptable to be a maximum of 150 ft below a published advisory altitude.
 A mandatory step-down fix and/or a minimum descent altitude underlined
on the approach chart must be passed at or above the prescribed altitude.

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 Normal temperature corrections must be applied.
Example Altimeter check calls with DME
When leaving 13 DME and 4500’ “Descent point, next, 12 miles

PM calls 4100”
When passing 12 DME at 4100’ PM

“On profile, next, 10 miles 3450”
Calls
When passing 10 DME at 3550’ PM

“100 high, next 8, miles 2840”
Calls
When passing 6 DME at 2690’ PM “150’ low, next, 5 miles 1900’ mandatory”
Calls
Example Altimeter check calls with timing: (no DME)
When passing “FS” inbound PM Calls “Descent point next, 20 seconds 2190”
When passing 20 sec. 100’ high

“100 high, gn next, 40 seconds 1930”
PM calls
When passing 40 sec. 50’ low PM

“On profile, next, 60 seconds 1660”
Calls
When passing 60 sec. 100’ low PM “100 low, next, OM 1070

Calls mandatory”
The required lateral and vertical profile must be followed by the PM, carefully monitoring
and announcing the prescribed check altitudes against DME distances as required. The
lateral profile must be accurately flown within 5° of the prescribed track to maintain the
required ‘safety lane’ margin. All ‘not below’ altitudes stated on the approach chart MUST
be observed.
If at MDA, the required visual references has not been achieved a go-around must be
initiated.
Note: To establish an MDA, 30 feet must be added to the published figure, to avoid
compromising the required terrain clearance as the aircraft sinks during the Go
Around. This is catered for on a precision approach, and therefore the 30 feet
correction must not be applied.

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NON PRECISION APPROACH

PILOT FLYING PILOT MONITORING
5 NM prior to FAF
“Speed checked, flap 9, inform cabin”
“Speed checked flap 9 selected,
Flap 9 set, cabin informed”
4 NM prior to FAF
“Speed checked gear DOWN” “Speed checked, gear selected
down”
“Gear is down”
3 NM to FAF
“Speed checked, flap 22, (landing
checks” if conducting a flap 22 landing) “Speed checked, flap 22 selected,
Flap 22 set” Complete checklist if
applicable
2 NM to FAF
“Speed checked, flap 45, landing
“Speed checked, flap 45 selected,
checks”
Flap 45 set” Complete checklist
0.5 NM prior to FAF commence descent
“Descent point. Next, 4 miles,
1300 feet”
“4 DME check”
“On profile. Next, 3 miles, 1000 feet”
Refer to approach chart, discrepancy
greater then 50’ must be highlighted.
“1000 feet stabilised” (RadAlt)
“3 miles, on profile”
“500 feet stabilised” (Rad Alt)
“100 above” 100 ft above MDA+30
“decide”
“Checked”
e.g. “1300 feet” Actual passing altitude.
“Checked”
“Checked”
“Checked”
“Checked”
“Checked” (Look up)
“landing” (minimum 160 ft agl, disconnect
the autopilot.)

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Fig. 5 Procedural Non Precision Approach

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Fig 6: Cat II Approach
Cat II approach profiles to be issued at a later date.
2.3.5 Circling Approach (Two Engines)
When performing the approach briefing, initially review the visual part of the circling
procedure, the missed approach procedure and the use of navigation aids that can support
the procedure. Circling shall be performed at the highest possible altitude free from clouds
up to 1500 ft AGL. Use maximum 140-160 KIAS during the visual manoeuvre.
The approach to circling altitude follows the same procedures/callouts and use of the AFCS
as for a normal precision/non-precision approach, except that only flaps 22 is used until base
leg. Use ALT mode to level off at circling altitude. When you have visual contact, use HDG
mode to fly a low circuit 45o offset for 45 seconds.
Fly min 140 kts in the circling pattern. When passing abeam the landing threshold start
timing. When 20 seconds has elapsed, commence the base turn. Once on base leg, select
landing flap and complete the Landing Checks.
NOTE: An autopilot coupled ILS approach followed by a circle to land, must be

conducted using LOC or HDG and VS mode. Selecting ALT mode at circling
minima will not work if APPCH mode is selected.
NOTE. Timing is only advisory guidance, runway/approach lights must be in sight

during all phases of the visual phase of circling.
2.3.6 Circling – Missed Approach Procedure
If visual reference is lost and/or a missed approach is required at any point during the circling
manoeuvre, crew shall turn in the safest direction onto the Missed Approach track prescribed
for the initial instrument approach flown (NOTE: This may require an initial procedure
turn). If below circling minima or MSA crews must establish best rate of climb to the final stop
altitude prescribed in the missed approach procedure and advise ATC of their intentions as
soon as possible.
Circling approaches are high workload, in which PF must control the aircraft flight path whilst
maintaining visual references. PM is to carefully monitor the flight path, and critical settings,
selections and indications such as power, speed and angle of bank.

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Fig. 7 Circling Approach

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Fig. 8 Visual Circuit

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2.3.7 DME ARC Procedure
The DME ARC procedure is an effective way of establishing an aircraft onto the final
approach track without the necessity of tracking to and from the beacon. This procedure can
be used for a non-precision approach or used to position the aircraft for a precision approach.
The procedure is nevertheless a procedural approach. As with all approaches and especially
in the vicinity of terrain, EGPWS should be displayed.
Whilst this procedure is termed a DME ARC procedure both the RMI and the DME are used
to maintain the required track. The required tolerance is a maximum deviation in distance of
+ 1NM of the ARC. Careful crew coordination must be maintained throughout this procedure
to ensure the correct tracking and vertical profile is flown. Once the initial turn has been made
just before the required DME ARC range a combination of small heading changes of
approximately 10 are then made to maintain the required DME distance. Correct speed
control is vital. These procedures must not be rushed.
As soon as the lead radial has been passed the aircraft should be turned onto an intercept
heading and the appropriate FD approach mode armed to capture the required final course.
The intercept heading should be 30- 45 from the required final course. Once established on an
intercept heading, the aircraft should be configured as appropriate for the type of approach
being flown. The criteria for a stabilised approach must be applied.

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Fig. 9 - Two Engine Go Around

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Fig 10 - Normal Landing

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2.4 WINTER OPERATIONS
As a result of flight tests in icing conditions, the aircraft has demonstrated good response and
requires no special procedures. Flights in all conditions required by the certification
authorities were assessed and ice accretion did not present a noticeable change in the
controllability of the aircraft.
2.4.1 Icing Condition
Icing conditions may exist whenever the Static Air Temperature (SAT) on the ground, or Total
Air Temperature (TAT) in flight, is 10°C or below and visible moisture in any form is present
(such as clouds, fog with visibility of 1850m or less, rain, snow, sleet and ice crystals). Icing
conditions may also exist when the OAT on the ground and for take-off is 10°C or below and
operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush
may be ingested by the engine, or freeze on the engines, nacelles, or engine sensor probes.
An icing on RTOW must be calculated and used if icing conditions are anticipated
from take off to 1500 ft AAL (for temperatures between +5 and +10 C only Engine
Ant-Icing ON needs to be considered for CARD calculations). In this circumstance the
REF ANT ICE should be set to ON and the Engine Anti Ice selected On after engine
start.
2.4.2Thermal Anti-Ice Protection and Ice Detection System Operation
The airframe ice detection system assists the flight crew with identification of ice
accumulation and automatic operation of the aircraft thermal anti-icing system.
The ice detector requires airflow across the probe to provide a reliable signal, therefore, it is
operative on the ground at speeds above 25 kts. Engine anti-icing may be required below 25
kts. Consequently, the ice detection override should be selected to ENG during all ground
operations when icing conditions exist or are anticipated.
If either or both detectors fail after dispatch, the crew must refer to the QRH procedures to
monitor icing conditions and manually activate the ice protection system whenever
necessary.
When the ICE CONDITION advisory message appears on EICAS as a consequence of the
signal from an ice detector, stall speeds (stick pusher speeds) are slightly increased.
Please note that following an icing encounter, the advisory message ICE/SPS ADVANCED is
presented on the EICAS. This will extinguish only on the ground by pressing the SPS Test
Button, which means that the increase in the stall speeds will prevail for the remainder of the
flight, whether in icing condition or not.
Operation in icing conditions also affects the FADEC:

 A reference for operation in icing conditions must be
given by the pilot before starting engines, together with
the setting of take-off data. This reference is accessed
only on the ground.
 The FADEC provides a different take-off thrust for
take-off in icing conditions.

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 In flight, the FADEC manages the available thrust

according to the flight condition. The logic provides an
increased N1 when the anti-icing system is operating.
The ice protection panel in its normal configuration during an icing encounter is shown below:
Fig. 11
Override knob in AUTO, OPEN lights illuminated on engine/wing/stab buttons, Windshield

and Sensors buttons pressed and associated stripped bars extinguished.
The ENG position of the Ice Detection Override Knob turns on the engine anti-icing
system either on ground or in flight. Once airborne (or above 25 kts on the ground), if
ice condition is detected, the wing and horizontal stabiliser anti-icing systems will be
turned on automatically. The AUTO position of the Ice Detection Override Knob turns
on the wing, horizontal stabiliser and engine anti-icing systems provided that the
aircraft is airborne (or above 25 kts on the ground) and ice condition is detected.
The ALL position of the Ice Detection Override Knob turns on the wing, horizontal stabiliser
and engine anti-icing systems provided the aircraft is airborne (or above 25 kts on the
ground) either in icing condition or not.
The ALL position must not be used on ground, except during test.
The ENG position must not be used in flight after it has been selected to AUTO in the after
take-off checks. The ALL position must not be used in temperatures below -40 C SAT.
2.4.3 Performance
The EMB145 is NOT cleared for operations from contaminated runways without the
specific approval of the Chief Pilot or his deputy. However in Wintry conditions the
following apply:

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2.4.4 Internal Inspection
Observe fuel and oil limitations before APU starting.Minimum fuel temperature is –40°C.
Minimum oil temperature is –40°C. Minimum number 2 battery temperature to start the APU
is –20°C. Minimum temperature to start APU using external electrical power is –54°C. If
APU cannot be started, apply heat from a ground cart directly into the APU compartment.
Do not allow the hot air from the ground-heating cart to exceed 100°C as it may damage the
components inside the compartment.
2.4.5 Engine Start
Do not start the engine until it has been checked that all ice deposits have been removed
from the air inlet. Embraer recommend that if the OAT is below 5°C, for the first start of the
day both ignition systems should be used by rotating the ignition switch to ON. The ignition
switch must be rotated back to AUTO after start.
Fuel and oil temperature limits are the same as those prescribed for APU start. Monitor oil
pressure and temperature, the maximum oil pressure limit (110-psi) may be exceeded during
starts if oil temperature is below 21°C. In this case, maintain the engine at IDLE until oil
pressure reduces to within the normal range. If the oil pressure does not rise to at least 34 psi
after the engine reaches stabilised idle or engine instruments indicate abnormal conditions,
shutdown the engine immediately.
If the engine does not start, ground heating may be necessary to warm the nacelle, Air
Turbine Starter (ATS) and Starting Control Valve (SCV). Do not allow the hot air from the
ground-heating cart to exceed 100°C, as it may damage the components inside the nacelle.
2.4.6 After Engine Starting
Ice Detection Override Knob .............................................................................. ENG
The Ice Detection Override Knob must be at ENG during all ground operations in icing
conditions except during ice protection system test. Wing and stabiliser anti-icing must be
kept off.
CAUTION: DELAYING THE USE OF THE ENGINE ANTI-ICING SYSTEM

UNTIL ICE BUILD-UP IS VISIBLE FROM THE COCKPIT MAY RESULT IN ICE
INGESTION AND POSSIBLE ENGINE DAMAGE OR FLAMEOUT. FOR THIS REASON
THE SYSTEM SHOULD ALSO BE SELECTED AFTER LANDING IF IN ICING
CONDITIONS.
When Ice Detector Override Knob is at ENG on the ground, TAT heating is on.
2.4.7 Taxi
Use minimum thrust so as to avoid blowing snow or slush on personnel or aircraft nearby.
During taxi, 'cold set' (the condition where the tyre retains the flat shape it had whilst
parked) may induce vibration in the aircraft. Vibration should disappear as the tyres recover

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their elasticity during taxi. Do not initiate your take-off run before the cold set disappears.
Fan Blade icing during taxi can be identified by the aircraft vibrating at low frequency (Note:
Engine vibration indicators may not register this vibration as they detect high frequency
vibration). If Fan Blade icing is encountered during taxi the affected engine should be run at
60% N1 for 5 seconds. This procedure will shed any accumulated Fan Blade ice.
Maintain a greater than normal distance behind other aircraft while taxiing in snow-covered
runways, to avoid contamination of snow blown by jet blasts.
Taxi at Reduced Speed on Ice-Covered Taxiways to Avoid Skidding.

If remote de- icing is required the Before Take-Off checks should delayed until after
de-icing is complete.
2.4.8 Before Take-Off
Perform the test of the ice protection system. If during test other system related messages
appear, in addition to those which normally appear, it is a failure indication. In the same
way, if any of the messages expected to occur do not appear, it is again a failure indication.
After test is finished, set the Ice Detection Override Knob to ENG. Check that engine REF
A/ICE on MFD takeoff page is set to 'ON'. Do not apply static take-off technique on a
runway with reduced braking action, as the aircraft may begin to
slide when thrust lever is advanced with brakes applied. An engine war up period must be
complied with. N2 should not exceed 83% until the oil temperature has reached 40°C.
2.4.9 Climb Cruise
After take-off the ice detection override knob should be reset to AUTO and ignition set as
required. Once the ice detect override knob is selected to AUTO in the after take-off checks,
it should not then be set to ENG in the air. Below -40°C SAT the override knob must remain
in AUTO.
If climbing in icing conditions, the minimum IAS for a clean configuration is 200-kts. If a
slower speed is required (e.g. SID procedures) flap retraction should be delayed.
During Cruise, observe minimum fuel temperature (-40°C). If fuel temperature is reaching the
limit apply the FUEL LOW TEMPERATURE procedure in the QRH.
If ice accretion is observed on the airframe (windscreen/wipers) do not rely on the automatic
ice protection system. If the system has not operated, force the override knob to ALL.
If engine vibration increases, advance thrust levers one at a time, to obtain 60% N1
minimum for 5 seconds and then return to the former setting.
If ITT increases beyond limits, reduce Thrust Levers as required to maintain ITT within limits.
When flying in icing conditions or after flying in icing conditions, ice accretion on unprotected
areas may cause vibration at high speeds. This phenomenon, due to ice accretion, does not
occur below 230 KIAS.

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2.4.10 Descent and Holding
A greater rate of descent may be needed due to the increased idle N1 when anti-ice
system is on. Anticipation of icing conditions when planning the descent may be required.
The minimum IAS for holding in icing conditions is 200 kts. The configuration for holding
must be gear up and flaps zero.
2.4.11 Approach and Landing
When landing gear is down, the increased N1 logic for the anti-icing system is inhibited. If
in icing conditions, the landing gear should not be selected down above 3000-ft aal so as to
maintain the ice protection. Following a gear down selection, the associated low pressure
may cause anti-icing system messages to appear on the EICAS. To avoid those messages
from appearing, it is recommended to maintain a minimum of 55% N1 when landing gear is
down, reducing only when needed for landing.
The possible messages are WG 1(2) A/ICE FAIL, WG A/ICE ASYMMETRY and/or STAB
A/ICE FAIL. If these are displayed for more than 20 seconds whilst in icing conditions, the
ICE COND-A/I INOP message will appear.
2.4.12 Landing on Wet or Slippery Runways
General advice on landing on wet or slippery runways is to be found in OM Part A. The

following additional advice is type specific advice that applies to the EMB 145.
1. Aquaplaning may commence on the EMB145 at any speed above 108

knots (9 √ main tyre pressure – 145psi), although, once started, it may
continue to speeds well below this value.
2. Cross the threshold at 50ft agl, stable at Vref.
3. At about 30 – 40 ft agl reduce thrust to idle TLA before flaring with only an
increase in pitch of 2 – 3 degrees. (Note: N1 takes approximately 5
seconds to achieve flight idle from 62%) Thrust should not be carried into
the flare as this will result in an increased likelihood of a bounce, balloon or
fast, flat touchdown without spoiler deployment. The aircraft is not to be
allowed to float and if a landing beyond the touchdown zone is inevitable,
a baulked landing should be carried out.
4. As soon as the nose wheel is in contact with the runway, apply
brakes smoothly, progressively and symmetrically. Achieve
moderate to firm pressure only when below 108 knots.
5. Check for ground spoiler deployment. (When landing in crosswind
conditions ensure into-wind aileron is maintained to keep main gear
loading applied and spoilers open.)
6. Push the control column forward to maintain directional control.
7. As soon as the main wheels have spun up to 50 knots or 3 seconds have
elapsed since touchdown, braking will be available. The anti-skid and
locked wheel protection systems sense differential wheel speeds and will
release braking to the affected wheel (s) in order to allow wheel speed
recovery. This may cause a “juddering” but is an indication that the Brake
Control Unit is working normally.

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8. If no braking action is felt, full aquaplaning is probably occurring. If all 4

main wheels have locked up, then the anti-skid and locked wheel
protection systems cannot compute an action and will not automatically
release brake pressure. In this case brake pedal inputs must be
released, allowing wheel speed recovery and then reapplied. Maintain
runway centreline and keep braking. Do not a p p l y m e r g e n c y
B r a k e protection is lost, ground spoilers will close and braking action
and directional control will decrease.
9. A baulked landing may be flown at any time during the approach or flare
if either pilot doubts that a safe stop may be accomplished on the
runway. However, the aircraft is committed to a landing if the main
wheels have touched the runway with the thrust levers at IDLE in the act
of landing. Note that a very low height baulked landing may result in the
main wheels touching the runway during the go-around action but in this
event the go-around is to continue. The standard go-around actions
apply to a baulked landing procedure. Do not attempt to take off once
the aircraft is committed to a landing.
2.4.13 General Remarks When Flying in Icing Conditions
Continuously monitor engine parameters, aircraft pitch attitude and airspeed.

Be aware of any mis-trimmed condition that may be masked by the autopilot – keep the
aircraft trimmed all the time. Consider turning autopilot off if flight in severe icing conditions
are anticipated.
Monitor anti-ice systems proper operation. Apply the associated QRH abnormal procedure in
case of system failure. Remember to apply the correct factor to Landing Distance Required –
even if you have left icing conditions. In this case the EICAS messages may disappear
without the fault being cleared. If the failure persists, exit and avoid icing conditions. Make the
air traffic controller know you are requesting a change due to icing conditions and keep him
informed about it.
Strictly follow Part B Operation in Icing Condition normal procedures. Do not reduce airspeed
below 200 KIAS unless committed to land.
Avoid landing in an airport where ice conditions exist or are anticipated if anti-ice system,
brakes, ground spoilers, nose wheel steering or flight controls have failed.
Do not hesitate to leave ice conditions when icing cannot be prevented and/or removed, even
with anti-ice systems operating normally
2.4.14 Removal of Snow and Ice Procedure

2.4.14.1 Configuring the Aircraft for De-/anti-Icing
De/Anti-Icing Procedures
Prior to starting the de/anti-icing procedure, configure as follows:

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Warning: APU operation should not be used during the aircraft de-icing
/anti-icing procedure, as damage may occur to the APU. If APU operation is
absolutely necessary, make sure that the APU bleed Air valve is closed, packs are
set to off, and the deicing/ anti-icing fluid is not applied directly to, or near the
APU air inlet. Ground crew must be briefed.
Caution: Due to the position of the APU air intake, de-icing fluid can enter the
APU intake during horizontal stabiliser de-icing. APU bleed must not be used for
air conditioning during the subsequent take-off following de/anti-icing.
The following procedure is also available in the aircraft Flightdeck Handbook
A. With Engines Shutdown
Parking Brake ............................................................................................................. ON

GPU ........................................................................................................ AS REQUIRED
Gust Lock ...................................................................................................... ENGAGED
Doors ............................................................................................................... CLOSED
Flaps ..................................................................................................................... ZERO
Pitch Trim .................................................................................... FULL NOSE DOWN
Air Conditioning Packs ............................................................................................ OFF
Engine Bleeds ................................................................................................ CLOSED
APU Bleed ...................................................................................................... CLOSED
APU.................................................................................................... AS REQUIRED1
Note: Consider de-icing with the aircraft powered down or a GPU connected. Avoid
de-icing with the APU running. The APU may be used to warm the cabin prior to
de-icing.
After De-Icing
Pitch Trim ....................................................................................................................SET

Air Conditioning Packs ............................................................................................. OFF
APU ........................................................................................................................ START
BEFORE START Checklist ........................................................................COMPLETE
Engines (3 minutes after APU Start) .................................................................START
Air Conditioning Packs ....................................................................... AS REQUIRED
B. With Engines Running
Parking Brake ............................................................................................................ ON

Thrust Levers............................................................................................................ IDLE
Flaps......................................................................................................................... ZERO
Pitch Trim ...................................................................................... FULL NOSE DOWN
Gust lock ...................................................................................................... ENGAGED

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Ice Detection Override ............................................................................................. ENG

Air Conditioning Packs............................................................................................. OFF
Engine Bleed.....................................................................................................CLOSED
APU ................................................................................................................. OFF
After De-Icing
Pitch Trim ....................................................................................................................SET
Engine Bleeds (1 minute after De-icing) .......................................................... OPEN
Air Conditioning (3 minutes after De-icing) ............................................................. ON
APU ..........................................................................................................AS REQUIRED
APU Bleed ........................................................................................................ CLOSED
Before Takeoff Checklist.......................................................................... COMPLETE
The aircraft must be clear of all forms of frost, ice, slush and snow before take-off. A thin layer
of frost is permitted on the fuselage or on the underside of the wing provided the layer is thin
enough to distinguish surface features underneath, such as painting and markings. However,
all vents, probes and ports must be free of frost. Frost is not permitted on the lower surface of
the horizontal stabiliser or the upper surface of the wing. The EMB 145 is particularly
susceptible to under wing icing. The aircraft can become cold-soaked during flight, so that
fuel can be at a subfreezing temperature at the next destination. It can cause ice accretion on
the underside of the wing if the aircraft is subjected to high humidity, fog, drizzle or rain. An
even frost area under the wing of 3 mm can be accepted. Anything more, particularly ice
ridges, must be cleared.
Deposits of snow should be mechanically removed (use of the hand, broom, or mop head)
from engine intakes prior to departure. Any frozen deposits that may have bonded to either
the lower surface of the intake or the fan blades must be removed by the application of hot
air from a source such as a cabin heater before engine start.
Icing of the flap leading edge can occur when the aircraft has landed in conditions of low
visibility and low temperatures (SAT 0 to -10°C with a dew point within 5°C). If this occurs the
flaps will be partially retracted to 22° and must be inspected for leading edge ice before full
retraction. If ice is apparent it may be removed by mechanical means or by gentle application
of de-icing fluid from a hand held device such as a hose from a ground de-icing vehicle or a
portable de-icing sprayer. Minimal fluid should be used and care must be taken not to spray
flight control and flap activation mechanisms.
Do not apply fluids directly into the pitot / static port / ice detector, engine and/or APU air
inlets. The fluid should be applied above the probes and allowed to run down.
2.4.14.2 Post De-/Anti-Icing Procedures
Sufficient time must be allowed for fluid run-off before starting the APU or Air Conditioning.
The APU is not to be used to supply Air Conditioning air after De-/Anti-Icing
procedures and the APU Bleed Valve is to remain closed. Engine air bleeds should
be used for the air supply and should T/O-1 thrust be required, the packs will need to
be reset after take-off. In addition the APU is not to be used to supply Air
Conditioning air after landing whilst passengers are on board. (Restrictions on the

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use of APU does not apply if only under wing de-icing has been carried out.)
On any sector where there is no restriction on APU use for conditioning, the No 2 pack must
be switched on in advance of boarding. This is so that if any fumes are generated by the air
conditioning it will be noticed by the crew before passengers arrive at the aircraft (passenger
boarding should be delayed until any fumes have dispersed).
De-icing fluid is an expensive commodity. Without compromising safety, captains are to

ensure that ground staff do not use excessive volumes. As a rough guide, 300 litres is usually
enough to de-ice the aircraft. Commanders are to brief the de-icing team as to specific
requirements, e.g. ‘wings and tail’, and ensure that their instructions have been complied with
by intercom, or face-to-face.
Following reports of poor weather radar performance Embraer have conducted a study of
how operators’ crews use the weather radar. They found that in many cases improved use
of the Tilt control would have improved the radar's performance.
When the Tilt control knob is pulled out, the system engages the Altitude Compensation
Tilt (ACT). In ACT the antenna tilt is automatically adjusted with regard to the selected
range and barometric altitude. The antenna tilt automatically readjusts with changes in
altitude and/or selected range. In ACT the tilt control can fine tune the tilt setting by +/- 2
degrees. ACT is best suited for high altitude operation while in the weather surveillance
mode. However since ACT uses ADC barometric altitude to adjust the tilt, operating near
high altitude airports or even high terrain can result in a lower than desired tilt angle. In
such cases the use of manual tilt is recommended (ACT assumes a ground level of
2000ft). However, as soon as weather is detected and at lower altitudes, manual tilt
should be used to frequently sweep above and below the flight level to avoid flying
under or over storms.
Fig. 12
The upper levels of convective storms are the most dangerous because of the probability
of violent wind shear and large hail. But hail and winds shear are not very reflective

PART B
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because they lack reflective liquid water. Convective thunderstorms therefore become
much less reflective above the freezing level. As an aircraft, at a given level and tilt setting,
approaches a thunderstorm the radar will paint progressively higher levels within the storm
(i.e. levels above the freezing level). Thus if the tilt is not adjusted the radar will show the
thunderstorm weakening in intensity as the aircraft approaches the storm cell. Proper tilt
management demands that tilt be changed continually when approaching hazardous
weather.
With the tilt control knob in the manual position, the tilt should be adjusted as follows: Tilt
the antenna downward in 1 degree increments until ground targets begin to appear at the
display periphery. Ground returns can be distinguished from strong storm cells by
watching for closer ground targets with each small downward increment of tilt. When
ground targets are displayed, move the tilt angle upward in 1 degree increments until the
ground targets begin to disappear. Proper tilt adjustment is a pilot judgement but typically
the best tilt angle lies where ground targets are barely visible or just off the radar image.
The table below shows the approximate tilt settings required for different altitudes and
ranges.

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2.5 ALL WEATHER OPERATIONS
All Weather Operations concerns aircraft operations in low visibility conditions. The
term AWOPS includes Low Visibility Take-Off (LVTO), Landing Category II (Cat II),
Landing Category III (Cat III), and Low Visibility Taxi (LV Taxi). The Embraer 145 is
not approved for Landing Cat III operations.
When NCAA approval is obtained for Category II Operations for the Air Peace
Embraer aircraft, the approved aircraft will be listed here.
Extract from Section 1 Limitations
1.3.8 Wind Limitations

Maximum wind components for Cat II approach
Headwind: 23 kts.
Crosswind: 25 kts.
Tailwind: 10 kts.
1.18 Autopilot
Minimum Use Height Cat II: 80 ft
Extract from Section 4 Performance
4.2.4 Cat II Landings

See section 2.5.10.3 Cat II Performance
2.5.1 Approach Category
CAT I approach
A CAT I approach is a precision approach and landing with a decision height not lower
than 200ft (60m) and an RVR not less than 550m.
CAT II approach
A CAT II approach is a precision approach and landing with a decision height lower
than 200ft (60m) but not lower than 100ft (30m), and an RVR not less than 300m.
2.5.2 Abbreviations
AP………………………………………………………………………………….………. Autopilot
APP PLT………………………………………………………………………...Approach Pilot
AWOPS………………………………..…………………….….. All Weather Operations
CM1….…………………………………………………………………….…..Crew Member 1
CM2……………………………………………………………………….….. Crew member 2
FD………………………………………………………………….…………….. Flight Director
FGC…………………………………………………………... Flight Guidance Computer
GA…………………………………………………………………….……………….. Go Around
HI…………………………………………………………….…………………… High Intensity
ILS………………………………………………….…….. Instrument Landing System
IRVR………………………………………..….. Instrument Runway Visual Range

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LDG PLT……………………………….……………………………………….. Landing Pilot

LI…………………………………………….….……………………………….. Low Intensity
LOC/LLZ……………………….……………………………………………………… Localiser
LSA……………………………….……………………………… Localiser Sensitive Area
LVPs………………………………….……………………….. Low Visibility Procedures
LVTO………………………………….…………………………… Low Visibility Take Off
MLS……………………………………..…………………. Microwave Landing System
MM………………………………………….…………….……………………… Middle Marker
OCH…………………….…………………………….…….. Obstacle Clearance Height
OCL……………………………….……….…………………… Obstacle Clearance Limit
OFZ………………………………………..……………………………. Obstacle Free Zone
SG………………………………………………………………………….. Symbol Generator
SVR…………………………………………….………………………… Slant Visual Range
TCS…………………………………………………………………..Touch Control Steering
TDZ…………………………………………….………………………….. Touchdown Zone
THR……………………………………………….……………………………………. Threshold
2.5.3 Approach Ban (Commencement and Continuation of an Approach
There is no change to the criteria governing an approach ban when operating to

Cat II minima.
2.5.4 Required Visual References For Cat II
A pilot may not continue the approach below DH unless a visual reference containing
not less than a 3 light segments of one of the following is obtained:
i. The centreline of the approach lights.

ii. The runway centre line lights.
iii. The touchdown zone lights.
iv. The runway edge lights.
The visual reference must include at least one lateral element of the ground
pattern as follows:
i. An approach lighting crossbar.

ii. The landing threshold.
iii. A barrette of the touchdown zone lighting.
In limiting conditions the required visual references will only be seen through the lower part
of the windscreen. To assist orientation while approaching DH, Cat II (and Cat III) approach
lighting systems have red barrettes on either side of the centreline. In addition and to
provide some ‘texture’ for touchdown Cat II (and Cat III) runway lighting systems have white
touchdown ‘carpets’ in the touchdown zone. These consist of white barrettes on either side
of the centreline with the same spacing along the runway as the red barrettes on the app
roach.

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Fig 13 shows a typical Cat II/III runway approach lighting system:

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Fig 14 shows airfield taxiway lighting.
Figure 15 shows runway lead off lights.

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2.5.5 The Aircraft
Air Peace Limited Engineering support has established a maintenance

procedure for the aircraft guidance system to ensure the checking and
maintenance of equipment of those aircraft approved for Cat II approaches
satisfies the standard required for this level of operation. Each aircraft with this
maintenance approval has had its technical log cover placarded ‘Cat II ’.
The aircraft equipped for Cat II will be clearly listed in this manual when acquired
by APL.
2.5.6 Performance Monitoring
Following NCAA approval to start Cat II operations the Performance Report

form will be completed after each Cat II approach. This form will be collected for
a period of 1 year and a summary will be available for inspection upon request.
The aircraft Captain will also record in the aircraft technical log that a Cat II
approach was undertaken. This will include Cat II approaches undertaken in
simulated limiting visibility.
2.5.7 Low Visibility Operations

2.5.7.1 Planning Requirements
Take-off alternate
When planning a LVTO, crews must consider a suitable airport as a take-off alternate.
The airport selected must satisfy the following conditions:
Met reports and/or forecasts must indicate that the weather at the alternate
airport will be at or above the applicable landing minima for +/-1 hour of the
aircraft’s expected time of arrival.
This must be within 1 hour‘s flying time at single engine TAS (275nm), and if
only non-precision and/or circling approaches are available cloud ceiling must
be taken into account.
Any one engine inoperative limitations e.g. Loss of Cat II capability must be
taken into account.
Destination airport
The airport selected as a destination airport must satisfy the following conditions:
Met reports and/or forecasts must indicate that the weather at the airport will be at
or above the applicable planning minima for +/- 1hr of the aircraft’s ETA as
specified in below:
RVR/Visibility complies with the published operating minima.
For a non-precision or circling approach the cloud ceiling must be above DA.
Notwithstanding the above, an aircraft may depart for a destination airport if the weather is
below or forecast +/- 1hr of the ETA to be at or below the minima required providing 2
suitable destination alternates have been selected.

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Destination Alternate & En-Route Alternate

The airport selected as a destination or en-route alternate must satisfy the
following conditions:
Met reports and/or forecasts must indicate that the weather at the airport
will be at or above the applicable planning minima for +/- 1hr of the
aircraft’s ETA as specified in Fig 2 below:
Airport NOTAMS must be checked for any changes that may affect Low
Visibility Procedures, for example unserviceable lighting.
Planning Minima - En Route Alternate and Destination Alternates.
Type of approach Planning Minima

CAT II and CAT III CAT I (See note i)
CAT I Non-precision (See notes i & ii)
Non-precision Non-precision Plus 200ft/1000m
(See notes i & ii)
Circling Circling
Note i. RVR
Note ii. The ceiling must be at or above the DA.
2.5.7.2 Fuel Planning
Departures
LVPs at airports are likely to result in delayed start, slow taxiing and extended holding for
departure. Crews must carefully consider the need to uplift extra fuel to cover these
contingencies. Any changes made to the minimum fuel figure must be annotated on the
Airplane.
Arrivals
In addition, potential CAT II approach and landings may be lost if an early diversion is
required owing to insufficient holding fuel. ATC delays may continue after CAT II traffic flow
restrictions have been removed. A sensible amount of Extra Fuel should be carried due to
expected delays prior to commencing an approach.
Note: Crew must consider any takeoff and landing performance restrictions due to
Extra fuel. If the carriage of extra fuel jeopardises payload, operations must be
informed.

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2.5.7.3 Start-up and Taxiing
Prior to start-up, crew should read and brief the airport low visibility procedure found in
each applicable Aerad booklet. Should any malfunction occur whilst on stand or taxiing,
immediately advise ATC giving the aircraft location. Poor visibility will restrict the view of
ATC and Fire services.
Prior to taxiing, the crew should review the taxi clearance and brief the taxi routeing. In low
visibility, typically 125m, bright lights may be seen at 200m but unlit or poorly lit obstacles
such as aircraft tail and wing tips may not be seen. Taxiway centreline lights are generally
30m apart, reducing to 15m or 7.5m apart on bends.
Aircraft movement rates will be low in LVPs but taxi slowly. Great care is required to
identify and comply with taxiway routings, and also to ensure that the correct Cat II/III
holding points are used when approaching the runway for departure. In order to prevent the
use of incorrect taxiways, infringing ILS sensitive areas, or inadvertently entering or
crossing an active runway, aircraft heading should be frequently checked against expected
taxiway orientation. If in doubt, stop and request the assistance of a “follow me” vehicle.
Crew should consider delaying non-essential taxi checks until arriving at the runway
holding point. Brake checks and taxi lights, for example, are obviously essential.
Taxiway centreline lights may be illuminated beyond the holding point if it does not coincide
with a stop bar, or if another aircraft is just lining up. Prior to entering the runway consider
the runway state and braking action. Taxi lights must be used even by day, improving
conspicuity to other aircraft and vehicles.
2.5.7.4 Taxiing in Low Visibility

Taxiing in conditions of low visibility requires great care. It is important to observe the
following precautions:
The Captain performs all taxiing operations.

Both pilots must have the relevant airport taxi chart/s on display.
Both pilots must use the eye level indicator to ensure they have their seats positioned
correctly.
The FO must provide the greatest possible support to the Captain in both lookout and
correct navigation of the airport taxiways
The completion of checklists must take second place to maintaining a good lookout and
correct taxi routeing. If there is any conflict between these requirements, checklists must
only be carried out when the aircraft is stationary.
Taxi slowly, and maintain awareness of the position of other aircraft by careful monitoring
of ATC transmissions.
Be especially watchful of aircraft like Boeings that have their rear white navigation lights on
the wingtips and no light on the tail of the aircraft.

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If the crew become uncertain of their position at any time, or realise that
they have taken an in correct routeing, they must advise ATC immediately.
If at any time additional guidance is required, stop and request help from
ATC.
Make use of the PFD or MFD heading to assist in confirming the orientation
of taxiways.
Ensure the correct runway QFU is set in HDG before being cleared to line
up and then check the QFU with the runway alignment once lined up.
Observe the correct CAT II/III holding points.
2.5.7.5 Take-Off in Low Visibility
For a LVO take-off the following conditions must apply: The Captain must be PF.
A departure alternate airport must be available within 60 minutes

engine-out still-air flying time with CAT I weather minima or better.
The full length of the runway must be used. Intersection take-offs are not permitted.
Flap setting is flap 9° or 18°.
Reduced thrust take off is not permitted.
If there is an in-line localiser on the departure runway, it should be displayed on
the F/O’s PFD.
Once the brakes are released, the Captain’s main task is controlling the aircraft and
monitoring ‘outside’ and the F/O’s main task is ‘inside’ monitoring the instruments. If
the F/O sees a localiser deviation he is to call ‘Centreline’.
Make use of the TDZ lights as they are always spaced at 30 metre intervals. Do not
NOTE: For RVR Take-off Minima

The minimum Take-off RVR minima is 150m for Air Peace aircraft.
use the runway lighting or centreline lighting as their spacing can vary from airport to
airport.
Once airborne, ATC should be informed ‘Call sign xxx airborne’.
Rejected LVTO
When rejecting an LVTO, the FO should call “900m” when the runway centreline lights
change from all white to alternating red and White, and “300m” when the centreline lights
become Red only.
Training must include ensuring that the turn off from the live runway in the wake of a
rejected LVTO is included in the brief.
As soon as reasonably practicable, ATC should be informed ‘Call sign xxx stopping’.

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2.5.8 Standard Operating Procedures for a CAT II approach:
The approach is flown by the F/O (APP PLT) until DH when a manual landing is completed
by the Captain (LDG PLT).
The AP/FD must be used for all CAT II approaches.
A Go-Around at or before DH is flown by the F/O (APP PLT).
A Go- Around/Baulked Landing below DH is flown by the Captain (LDG

PLT).
Strict discipline, application of precise SOP calls/responses and flight

monitoring must be observed during all phases of the approach. Prior to
a Cat ll approach and before the descent the F/O (APP PLT) should take
over PF duties. This will enable both pilots to become familiarised with
their respective roles for the approach.
The Captain remains responsible for briefing all aspects of the Cat II
approach. The brief must be completed prior to descent and specifically
include correct thrust lever handling in the event of a single engine
go-around.
2.5.8.1 Required Visual References
To obtain the optimum view over the nose of the aircraft while maintaining an unrestricted
view of the instruments, pilots must use the eye position indicator to achieve their seating
position.
In limiting conditions the required visual references will only be seen through the lower part
of the windscreen.
To assist orientation while approaching DH, Cat II approach lighting systems have red
barrettes on either side of the centreline.
To assist orientation and provide some runway ‘texture’ for touchdown, Cat II runway
lighting systems have white touchdown ‘carpets’ in the touchdown zone. These consist of
white barrettes on either side of the centreline, at the same spacing along the runway as
the red barrettes on the approach.
At night in poor visibility, light from landing lights and strobe/conspicuity lights reflected
back from water or ice particles or snowflakes can adversely affect visual reference. Pilots
should therefore consider switching off these lights in these conditions, or possibly using
taxi lights instead of landing lights.
2.5.8.2 Cat II Approach Requirements
A Cat II approach is flown as an autopilot-coupled approach to a DH between 200 and 100

ft radio altitude (RADALT), followed by a manual landing.

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The requirements for a Cat II approach are as follows:

 The aircraft must be placarded serviceable for Cat II operations.
 There must be no unserviceabilities disallowed in the
MEL for Cat II operations.
 The ILS must be serviceable to Cat II standards.
 The runway lighting must be serviceable to Cat II standards.
 LVPs must be in force.
 The weather must be within Cat II limits:
DH MINIMUM RVR
100ft-120ft 300m at Touch-down 125m at Mid- Point 75m at Stop End
121ft-140ft 400m at Touch-down
141ft and 450m at Touch-down

above
2.5.8.3 Cat II Performance
Performance data specific to a Cat II landing and missed approach must be used. This
data can be found with the normal landing data located in the Route Performance Manual
(RPM).
Landing Mass – Field Length Limit
The Landing Mass – Field Length Limit Table on the first RPM page presents the maximum
landing weight for the calculated runway. The table shows both weights for Dry runway
condition NO ICE/AFTER ICE ENCOUNTER. On the reverse side information is given for
Wet runway conditions
Enter the table from the left (Ldg Flap 22 - Cat II) and read off the weight from the
appropriate wind column. The left bold value is for NO ICE runway condition and the right
value is for AFTER ICE ENCOUNTER. A nuance of the certification process means that for
CAT II these two values are always identical.
Landing Mass – Climb Limit (Approach (2.5), Landing (3.2))

The Landing Mass – Climb Limit Table presents the maximum landing weight
for a missed approach climb with gradient 2.5% and landing climb gradient
3.2%.
Enter the table from the left (Ldg Flap 22 - Cat II) and read off the weight from

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the appropriate temperature column.
2.5.8.4 Contaminated Runways

Note: Cat II approaches are not permitted on contaminated or slippery runways.
2.5.8.5 Runway lighting
At least 60 metre edge lighting and at least 30 metre centreline lighting is required for
cat 11 approaches.
2.5.8.6 Visual References required at DH

See Chapter 2.5.6 above
2.5.8.7 Maximum Wind components
Headwind: 23 kts.
Crosswind: 25 kts.
Tailwind: 10 kts.
2.5.8.8 Aircraft Equipment & Serviceability Requirements – prior to a Cat

II approach.
 1 Yaw Damper System

 1 Autopilot
 2 Flight Director Systems
 2 Primary Flight Displays (PFD)
 Windshield Wipers
 2 VHF/NAV Systems
 1 VHF/COMM System
 Both Engines
 Cat II Checklist Logic
 1 Electrical Trim System
 Radio Altimeter 1 (LHS)
 1 Ground Proximity Warning System (GPWS or EGPWS)
 1 Aural Warning Unit (AWU) Channel

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 2 Air Data System (ADS)

 1 Standby Attitude Indicator
 1 Standby Airspeed indicator
 1 Standby Altimeter
NOTE: Cat II operation shall be performed by the RHS pilot who has the
Flight Director coupled to the Autopilot.
At Glideslope capture, GS (green) and ‘CAT 2’ (green) must be displayed on
both PFDs. ‘CAT 2’ (green) and the Radio Altitude (RA) must continuously
display throughout the approach on both EADI’s.
The following conditions must be met to achieve ‘CAT 2’ annunciation;
 Cat II Decision Height setting on both Display Control

Panels (greater than 80 ft and less than 200 ft)
 Radio altitude between 2500 and 80 ft
 Flaps 22°
 NAV 1 on pilot's side and NAV 2 on co-pilot’s side, both
NAV's tuned to the same frequency
 An active approach mode selected
 Both Flight Directors operational (command bars visible)
 Attitude and heading valid on both PFDs. − Glide slope
and localizer deviation valid on both PFDs
 No reversions (SG, AHRS, IRS or ADC) modes selected on both PFDs
 Valid airspeed and barometric altitude on both PFDs
 No comparison monitors are tripped (attitude, heading,
airspeed, barometric altitude, localizer, glide slope and
radio altitude) on both PFDs
 No back course selected. − Autopilot engaged
If all conditions are met, a green CAT 2 annunciation is displayed on the PFDs. If any of the
required conditions for establishing CAT 2 goes invalid, the green CAT 2 will be replaced by
flashing amber CAT 2 annunciation. It will flash for ten seconds and then go steady.
Note: During LVP Operations ATC will provide full protection to ensure
the integrity of the ILS system is maintained.
A Cat II approach shall be flown at the flap 22, Ice condition landing reference speed
throughout the approach (Blue Bug). Therefore, the green approach bug (AP) is not
required and shall remain unboxed.
Note: Pilots must be aware that the Landing Reference Speed for a Cat II approach
(VREF 22) must be corrected to reflect icing speeds, even if the aircraft has not
encountered icing conditions during flight.

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2.5.8.9 Cat II Approach Briefing
In addition to the normal briefing the Captain should review the equipment requirements
listed above and include the following aspects in the briefing:
 Cat II DH set on both PFDs and RadAlt tested.

 The Monitored Approach callouts; the go-around procedure above & at DH (flown by
the APP PLT); and the take-over of control by the Captain (LDG PLT).
 Thrust lever handling in the event of single engine go around. (advance
BOTH thrust levers).
 The importance of accurate speed control.
 As the F/O is the APP PLT the AP coupled to Co-Pilot.
 High-speed approaches should be avoided. The localiser should be captured before
the glideslope. (This might depend upon ATC, but the crew should avoid close-in
interceptions, 4nm before outer marker is recommended.)
 The aircraft must be stabilised by 1000ft RA.
 As APP PLT the F/O should lightly guard the disconnect controls including the
Go-Around button.
 The approach, runway lighting, runway exits point and taxi plan is reviewed.
 Both pilots check that their respective seats are correctly positioned by reference to
the eye level indicator.
Note: To perform the Radio Altimeter test the DH must be set to 200 ft and the
button must be kept pressed. The following indications are presented on the PFD:
 A magenta TEST annunciation is presented adjacent to the upper le side of the

attitude sphere.
 An amber MIN label is displayed in the RA Minimum annunciator. The label
flashes for about 5 seconds, and then becomes steady.
 An amber RA comparison label is displayed in the down left side of the attitude
sphere.
 The Radio Altitude field indicates 100 ± 10 ft. Additionally, the following EICAS messages
are presented:
 (E)GPWS INOP - WINDSHEAR INOP - RAD ALT 1(2) FAIL When released, the
PFD indications resumes the initial condition and the EGPWS voice message may
occur: TOO LOW TERRAIN

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2.5.8.10 Cat II ILS Approach - Normal Procedures
The following table outlines the standard calls and actions for a Cat 2 approach:
Note: Flap 22 selection is normally the last condition fulfilled for Cat 2 (green)
illumination on the FMA. Flap 22 is also a prompt for the crew to initiate the landing
checklist.
In order to minimise the possibility of multi tasking during a critical phase of the approach, it is
recommended that Flap 22 is selected, and landing checks requested, when the aircraft is
one dot below the glideslope. This should, in most cases, allow for timely completion of the
checklist before Cat 2 (green) is illuminated on the FMA.
If ‘Cat 2’ illuminates on the FMA during landing checklist completion, or during R/T
exchanges with Air traffic Control, the confirmation of the annunciation must be completed as
soon as practically possible. This may involve interruption of the landing checklist. The
landing checklist must be resumed immediately after the confirmatory calls. In the case of
radio transmissions, Cat 2 (green) should be confirmed as soon as the radio call has been
completed.

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Event Captain (LDG PLT) FO (APP PLT)

Fully  Calls ‘CAT 2 GREEN’.
established  Confirms CAT 2 status Remains on instruments at all
on ILS and responds times, monitors the automatic
above 1100ft ‘Checked, CAT 2 ‘GREEN’. approach. Controls speed.
RA Ensures aircraft is configured Calls for all configuration
to land confirming gear down, changes.
and flap 22 selected.
Passing  Responds ‘PASSING...... FEET’  Calls ‘Passing 4dme/or OUTER
4dme/OM MARKER Check’.
(approx 1500ft)
1000ft RA  Calls ‘Check’
 Checks trajectory and
responds ‘1000 ft stabilised’.
500ft RA  Calls ‘Check’.
 Checks EADI & EHSI and
calls ‘500ft stabilised’.
100ft above DH  Calls ‘Check’.
 Checks and responds ‘100
ABOVE’. Looks outside for
the required visual references.
DH  With the required visual  Calls ‘DECIDE’.
references calls ‘LAND’ and Remains on
takes control. instruments.
 Disconnects AP at 80ft RA.  At 80ft RA calls ’80 FEET’.
OR  Initiates the go-around calls ‘GO
 If the required visual references AROUND, Flap 9’.
are not acquired calls ‘GO
AROUND’. Monitors flight
trajectory.
‘LAND’ call by o The ‘LAND’ call also  Monitors instruments

Captain means the Captain is throughout
taking full control of the touchdown and landing roll. When
aircraft. In the event of a indicated calls ‘SPOILERS
baulked landing the Captain OPEN’. As aircraft slows calls
flies the go-around. ’80kts’ and ’60kts’ At 60kts FO
takes control column and at
Runway 40kts ‘Runway
 Requests after landing checklist  Makes Gust-Lock
vacated’can
call to be
vacated & ATC.
clear of  Continues with normal after-landing
protected actions when requested by the
area Captain.
Taxiing in Both: Do not relax! Apply same standard of crew coordination
and take same precautions as for taxiing out for departure in low
visibility.

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2.5.8.10.1 Localiser, Glideslope and Radio Altitude Comparators Warnings
A comparison between the Localizer, Glide Slope and Radio Altitude deviation
indications are performed when the following conditions are met:
 On-side Radio Altitude valid and between 1200 and 80 ft.

 APR mode selected on Flight Guidance Controller.
 Autopilot engaged.
 Flaps 22°.
 CAT II Decision Height setting on both Display Control Panels.
 On-side RMU with VOR/LOC active course valid.
 Cross-side data valid.
 Go-around not selected on either side.
 No back course selected.
For Localizer, the following additional condition is required:
 Both LOC signals tuned and valid for at least 15 seconds.
If LOC indications differ by values above approximately
1/2 dot, an amber LOC annunciator will appear flashing
(for 10 seconds) then steady on the left side on both
PFD’s between EADI and EHSI.
For Glide Slope, the following additional condition is required:
 Both Glide Slope signals valid and both LOC signals tuned and
valid for at least 15 seconds. If GS indications differ by values
above approximately 2/3 dot, an amber GS annunciator will
appear flashing (for 10 seconds) then steady on the left side on
For Radio Altitude, the following additional condition is required:
 Both radio altimeters signals valid and on scale.
If Radio Altimeters indications differ more than 10 ft
approximately, an amber RA annunciator will appear
flashing (for 10 seconds) then steady on the left side on
NOTE: - For aircraft equipped with single Radio Altimeter the Radio Altitude
comparison is made between both displayed RA values. If the Radio Altimeter is off
scale, its value is set to maximum for comparison purposes.

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2.5.8.10.2 Excessive Localiser and Glideslope Deviation Warnings
The on-side Localizer and Glide Slope excessive deviations are compared to the Cat II
limits and displayed when the following conditions are met:
 APR mode selected on both Flight Guidance Controller.
 AUTOPILOT engaged.
 Flaps 22°.
 CAT II Decision Height setting on Display Control Panels.
 VOR/LOC is the active course from the on-side RMU.
 On-side Radio Altitude between 500 and 80 ft.
 On-side Localizer tuned and valid.
 On-side Glide Slope valid.
 No back course selected.
 Go-around not selected on either side.
Localizer excessive deviation:
If a Localizer deviation greater than approximately 1/3 dot is detected, the EHSI lateral
deviation bar on the PFD’s EHSI will change from green to amber, the lateral deviation
scale will change from white to amber, and flash.
NOTE: The on-side excessive deviation warning is also displayed when the
cross-side system has detected an excessive deviation.
Glide Slope excessive deviation:
If a Glide Slope deviation greater than approximately one dot is detected, the GS pointer on
the PFD’s EADI will change from green to amber, the GS scale will change from white to
amber, and flash.
NOTE: The on-side excessive deviation warning is also displayed when the
cross-side system has detected an excessive deviation.
2.5.8.10.3 Hardover
If any unusual acceleration or motion is noticed on the aircraft flight path the
approach must be discontinued, and:
Autopilot .......................................................................................... DISENGAGE

MISSED APPROACH Procedure .................................................. PERFORM

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Perform a normal MISSED APPROACH Procedure, unless the approach is continued under
visual conditions and the aircraft position and attitude assure a safe landing.
2.5.8.10.4 Slow over

The Slow over consists in a smooth and slow aircraft attitude change due to an autopilot
system malfunction. It may be recognized if one of the following symptoms occurs during
approach:
 Unusual Glide Slope small deviation.
 Change in the rate of descent (small or large).
 Excessive Glide Slope deviation and the GS indications becoming amber.
 Flight Director command bar diverging from the aircraft symbol.
 Autopilot self disconnection.
If a Slowover tendency is confirmed:
Autopilot ........................................................................................................ DISENGAGE

MISSED APPROACH Procedure ............................................................ PERFORM
Perform a normal MISSED APPROACH Procedure, unless the approach is continued under
visual conditions and the aircraft position and attitude assure a safe landing.
NOTE: under circumstances such as a visual continuation of the approach as

outlined above, such continuation would necessarily mean the suspension of the Cat
2 approach procedure (and therefore the associated monitored approach). It is
therefore necessary that the F/O remains in control of the aircraft and executes the
landing in this case.
2.5.8.10.5 Engine Failure on Approach or During Go around
AUTOPILOT ............................................................................................... DISENGAGE

GA BUTTON ................................................................................................ PRESS
ENGINE THRUST LEVERS ......................................................................... MAX
CALL “GO AROUND, FLAP 9”
2.5.8.10.6 Autopilot Malfunction
1/ Before 4 miles/OM
If the autopilot disengages or has to be disengaged before 4nm/OM, a Cat 2
NOTE: under circumstances such as a visual continuation of the approach as

outlined above, such continuation would necessarily mean the suspension of the Cat
2 approach procedure (and therefore the associated monitored approach). It is
therefore necessary that the F/O remains in control of the aircraft and executes the
landing in this case.

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approach is not permissible. If the autopilot cannot be successfully re-engaged,

carry out the missed approach procedure.
2/ Within 4nm/OM
If the autopilot disengages or has to be disengaged, do not attempt to re-engage the
autopilot. Carry out the missed approach procedure.
2.5.8.10.7 Display Warnings During Final Approach
Discontinue the approach if any of the following warnings occur:
 CAT 2 (not displayed or amber);

 AURAL WARN FAIL (amber);
 RAD ALT FAIL (cyan)
 RA (amber);
 GS (red or amber);
 LOC (red or amber);
 ILS (amber);
 ATT FAIL (red);
 ATT (amber);
 PIT (amber);
 ROL (amber);
 HDG FAIL (red);
 HDG (amber);
 FD (red).
Perform a normal MISSED APPROACH Procedure, unless the approach is continued

under visual conditions and the aircraft position and attitude assure a safe landing.
2.5.8.10.8 Excessive Deviation Warning
If warning occurs above 500 ft Radio Altitude:
 Monitor the ILS deviation to ensure that the aircraft returns to the
centre beam.
 If not recovered by 500 ft Radio Altitude:

Discontinue the approach.
 If warning occurs below 500 ft Radio Altitude:

Discontinue the approach.
On both cases, perform a normal MISSED APPROACH Procedure, unless the approach is
continued under visual conditions and the aircraft position and attitude assure a safe
landing.

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2.5.8.11 Pilot Incapacitation
2.5.8.12 Crew Requirements

2.5.8.12.1 Type and Command Experience
Before commencement of Cat II operations, the following additional requirements are

applicable to Commanders who are new to type;
a) 50 hours, or 20 sectors on type INCLUDING line

flying under supervision.
b) An increment of 100m must be added to the RVR minimum
until 100 hours or 40 sectors INCLUDING line flying under
supervision has been completed on type.
c) This can be reduced to 50 hours, or 20 sectors, where a
flight crew member has been previously qualified for Cat
II manual landing operations with a Community operator.
NOTE: the Authority may authorise a reduction in the above

command experience requirements for flight crew members
who have Cat II command experience.
2.5.8.12.2 Recency Requirements
Regulations dictate that each pilot must complete at least three Cat II approach every 6
months. (This can be undertaken in actual CAT II conditions or conditions better than CAT II).
Therefore, recency requirements can be fulfilled during revalidation training at the OPC.
However, it will be company policy to strongly recommend that crews perform a practice Cat

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II approach (or an actual) once every 28 days. Licence inserts will be supplied upon
successful completion of initial training in order that a record of Cat II approaches performed
(actual or practice) can be maintained.
A Category II Approach Card is to be maintained by individual pilots

to record practice Category II approaches carried out between
re-current Checks.
A Category II Validation/Re-validation Card is to be carried by all pilots to

be signed by instructors on recurrent checks
Practice Cat 2 Approaches

Practice Cat 2 approaches may only be conducted in Cat 1 or better conditions. Furthermore,
they may only be conducted to Cat 2 equipped runways.
NOTE: The afforded protection of the Cat 2 approach system is not

available during such approaches in Cat 1 conditions, and extra vigilance
must be exercised for cases of flight path anomalies caused by such as
NOTE: It has been determined that Aberdeen Airport calibrates its ILS to Cat 3
tolerances, and its alarm thresholds for reductions in performance are set
accordingly. It is, therefore, permissible to operate practice Cat 2 approaches
to both runways at Aberdeen, despite them not operating to Cat 2 parameters.
2.5.8.13 Pre Approach Checklist and Forms Utilised
Prior to commencing a Cat II approach, crew must consult the laminated Cat II briefing
cards. On one side can be found the points to brief over and above the ‘normal’ approach
briefing. On the reverse side, there is a minimum equipment required aide memoire. The
third page contains the approach SOP calls.
Cat II Approach Briefing

LVPs must be in force for all Cat II approaches carried out in Cat II meteorological
conditions. If LVPs are not in force; this does not prevent Cat II approaches from being
carried out for the purposes of training or pilot currency with minima at Cat I or
greater.
To perform the Radio Altimeter test the DH must be set to 200 ft and the button must be
kept pressed. The following indications are presented on the PFD:
 A magenta TEST annunciation is presented adjacent to the upper left side

of the attitude sphere

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 An amber MIN label is displayed in the RA Minimum annunciator. The

label flashes for about 5 seconds, and then becomes steady
 An amber RA comparison label is displayed in the down left side of
the attitude sphere.
 The Radio Altitude field indicates 100 ± 10 ft.
Additionally, the following EICAS messages are presented:

 (E)GPWS INOP - WINDSHEAR INOP - RAD ALT 1(2) FAIL When
released, the PFD indications resumes the initial condition and the
EGPWS voice message may occur: TOO LOW TERRAIN
In addition to the normal briefing the Captain should review the

equipment requirements listed below and include the following aspects
in the briefing:
 Cat II DH set on both PFDs
 The Monitored Approach callouts; the go-around procedure above & at
DH (flown by the APP PLT); and the take-over of control by the Captain
(LDG PLT).
 Thrust lever handling in the event of single engine go-around. (ensure
both Thrust Levers are advanced)
 The importance of accurate speed control.
 As the F/O is the APP PLT the AP coupled to Co-Pilot.
 High-speed approaches should be avoided. The localiser should be
captured before the glideslope. (This might depend upon ATC, but the
crew should
 The aircraft must be stabilised by 1000ft RA.
 As APP PLT the F/O should lightly guard the disconnect controls
including the Go-Around button.
 The approach, runway lighting, runway exits point and taxi plan is
reviewed. Both pilots check that their respective seats are correctly
positioned by reference to the eye level indicator.
NOTE: THERE ARE NO REVERSIONARY PROCEDURES FOR EMBRAER

CAT II APPROACHES. IN THE EVENT OF SYSTM ARILURE CONTINUE
VISUALLY OR GO-AROUND.

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Aircraft Equipment & Serviceability Requirements –

Prior to a Cat II approach.
• 1 Yaw Damper System

 1 Autopilot
 2 Flight Director Systems
 2 Primary Flight Displays (PFD)
 Windshield Wipers; - 2 VHF/NAV Systems
 1 VHF/COMM System
 Both Engines
 Cat II Checklist Logic
 1 Electrical Trim System
 Radio Altimeter 1 (LHS)
 1 Ground Proximity Warning System (GPWS or EGPWS)
 1 Aural Warning Unit (AWU) Channel
 2 Air Data System (ADS)
 1 Standby Attitude Indicator
 1 Standby Airspeed indicator
 1 Standby Altimeter

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Event Captain (LDG PLT) FO (APP PLT)

Fully  Calls ‘CAT 2 GREEN’.
established Remains on instruments at all

Confirms CAT 2 status
on ILS and times, monitors the automatic
responds ‘Checked, CAT 2
above 1100ft approach. Controls speed.
‘GREEN’. Ensures aircraft is
RA Calls for all configuration
configured to land confirming
changes.
gear down, and flap 22 selected.
Passing  Responds ‘PASSING..... FEET’.  Calls ‘Passing 4dme/or OUTER
4dme/OM MARKER Check’.
(approx
1500ft)
 Calls ‘Check’.
1000ft RA  Checks trajectory and responds
‘1000ft stabilised’.
500ft RA  Checks EADI & EHSI and
calls ‘500ft stabilised’.
 Checks and responds ‘100
100ft above DH ABOVE’. Looks outside for the
required visual references.
DH  Calls ‘DECIDE’.
 With the required visual Remains on
references calls ‘LAND’ and instruments.
takes control.  At 80ft RA calls ’80 FEET’.
 Disconnects AP at  Initiates the go-around calls ‘GO
80ft RA. OR AROUND, Flap 9’.
 If the required visual references
are not acquired calls ‘GO
AROUND’. Monitors flight
trajectory.
‘LAND’ call by  The ‘LAND’ call also means the  Monitors instruments throughout
Captain Captain is taking full control of the touchdown and landing roll. When
aircraft. In the event of a baulked indicated calls ‘SPOILERS
landing the Captain flies the go- OPEN’. As aircraft slows calls
around. ’80kts’ and ‘60kts’. At ‘60kts FO
takes control column and at 40kts
Gust-Lock can be engaged.
Runway  Requests after landing checklist  Makes ‘Runway vacated’ call to

vacated & ATC.
clear of  Continues with normal
protected after-landing actions when
Taxiing in Both: Do not relax! Apply same standard of crew coordination and
take same precautions as for taxiing out for departure in low visibility.

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Performance Report Form

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REGRADING FORM
ALL WEATHER OPERATIONS CAT II

GENERAL SUBMISSION

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LICENSE INSERT
ALL WEATHER OPERATIONS RATING

VALIDATION/REVALIDATION
*Delete as appropriate
Aircraft Registration* CAT 2* Date Signature and Licence

Simulator Code* CAT 3* Number

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2.6 RVSM PROCEDURES
2.6.1 Introduction To RVSM
Reduced Vertical Separation Minimum (1000 feet) apply in designated Nigerian airspace
between FL290 and FL410. The separation between levels is 1000 feet for approved aircraft
operators. For details of the lateral extend of NAMA’s airspace, consult the Nigeria AIP and
appropriate charts. Air Peace has RVSM approval for the EMB 145.
Operators intending to conduct flights within the notified RVSM Airspace require an RVSM
Approval from the appropriate authority of the State in which the Operator is based. Air
Peace RVSM approval encompasses several aspects of the operation, which are set out
below.
2.6.2 Flight Planning
During flight planning the flight crew are to pay particular attention to conditions that may
affect operation in RVSM airspace.
These include:
a) Verifying that the airframe is approved for RVSM operations.
b) Reported and forecast weather on the route of flight.
c) Minimum equipment requirements pertaining to height keeping and
alerting systems, and
d) Any airframe or operating restriction related to RVSM approval.
NOTE: Flights shall be operated in accordance with Instrument Flight Rules when
operated within, or above, RVSM airspace.

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2.6.3 Pre-Flight Procedures at the Aircraft for Each Flight
The following actions should be accomplished during the pre-flight procedure:
a) Review technical logs to determine the condition of

equipment required for flight in the RVSM airspace.
Ensure that maintenance action has been taken to
correct defects to required equipment.
b) During the external inspection of aircraft, particular attention
should be paid to the condition of Sensors, Static Ports
and Pitot Tubes and the condition of the marked area and
of the markings on the fuselage skin near each primary
static source and any other component that affects
altimetry system accuracy.
c) Before take-off, the aircraft altimeters should be set to
the QNH of the airfield and should display a known
altitude, within the limits specified in the aircraft
operating manuals. The two primary altimeters should
also agree within limit specified by the aircraft operating
manuals. Any required functioning checks of altitude
indicating systems should be performed.
NOTE: The maximum value for these checks for the primary altimeters on the
EMB 145 is 50ft.
d) Before take-off, equipment required for flight in RVSM airspace

should be operative, and any indications of malfunction should be
resolved.
2.6.4 Procedures Prior To RVSM Airspace Entry
The following equipment should be operating normally at entry into RVSM airspace:
a) Two primary altitude measurement systems.

b) One autopilot with altitude mode operative.
c) One altitude-alerting device.
d) One transponder.
Operating Transponder. An operating transponder may not be required for entry into
all designated RVSM airspace. However there is a requirement for an operational
transponder in each RVSM area where Air Peace Limited operations occur.
NOTE: Should any of the required equipment fail prior to the aircraft entering
RVSM airspace, the pilot should request a new clearance to avoid entering this
airspace.

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2.6.5 In-Flight Procedures
The following practices are to be adhered to:
1) Flight crews will need to comply with any aircraft operating

restrictions; if required for the specific aircraft group e.g. limits on indicated Mach number,
given in the RVSM airworthiness approval (to be issued when RVSM approval obtained).
2) Emphasis should be placed on promptly setting the sub-scale on all
primary altimeters to Standard (1013.2) when cleared to a Flight Level. The altimeters
should be rechecked for proper altimeter setting when reaching the initial cleared flight
level. See Company Altimetry procedures.
3) In level cruise it is essential that the aircraft be flown at the cleared
flight level. This requires that particular care is taken to ensure that ATC clearances are
fully understood and followed. The aircraft should not intentionally depart from cleared
flight level without a positive clearance from ATC unless the crew are conducting
contingency or emergency manoeuvres.
4) When changing levels, the aircraft should not be allowed to
overshoot or undershoot the cleared flight level by more than 150-ft.
The Pilot should notify ATC as soon as possible of any circumstances (equipment failures,
weather) where the vertical navigation performance requirements for the RVSM airspace
cannot be maintained. In such cases the pilot shall obtain a revised air traffic control
clearance prior to initiating any deviation from the cleared route and/or flight level whenever
possible. Where a revised clearance could not be obtained prior to such a deviation the Pilot
shall follow any established contingency procedures and obtain a revised clearance as soon
as possible thereafter.
Examples of equipment failures which should be notified to ATC are:
a) Failure of all automatic altitude-control systems aboard the aircraft:

b) Loss of redundancy of altimetry systems.
c) Loss of thrust on an engine necessitating descent: or
d) Any other equipment failure affecting the ability to maintain cleared
flight level.
The pilot should notify ATC when encountering greater than moderate turbulence. If an
aircraft encounters severe turbulence due to weather or wake vortex that the pilot believes
will impact the aircraft’s capability to maintain its cleared level the pilot shall inform ATC. ATC
shall establish either an appropriate horizontal separation or an increased vertical separation.
ATC shall solicit reports from other aircraft to determine whether RVSM should be
suspended entirely or within a specific flight level band or area.
Where a meteorological forecast is predicting severe turbulence within the RVSM Airspace
ATC shall determine whether RVSM should be suspended and if so the period of time and
specific flight level(s) and/or area.
Pilots shall inform ATC as soon as practicable of any restoration of the proper
functioning of equipment required to meet RVSM Minimum Aircraft System
Performance Specifications (MASPS).

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2.6.7 Post Flight
In making technical log entries against malfunctions in height keeping systems, the pilot
should provide sufficient details to enable maintenance to effectively troubleshoot and repair
the system. The pilot should detail the actual defect and the crew action taken to try to
isolate and rectify the fault.
The following information should be recorded when appropriate.
1) Primary and standby altimeter readings.

2) Altitude selector setting.
3) Subscale setting on altimeter
4) The Flight Director used with the Autopilot to control the aeroplane
and any differences when the other side Flight Director was coupled.
5) Use of air data computer selector for fault diagnosis procedure.
6) The transponder selected to provided altitude information to ATC and any
difference noted when the second transponder was selected.

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2.6.8 R/T Phraseology
PURPOSE PHRASE
For controller to ascertain RVSM approval status of CONFIRM RVSM
an aircraft. APPROVED
For pilot to report non-RVSM approval status: # on the NEGATIVE RVSM
initial call on any frequency within the RVSM Airspace
(controller shall provide a read back with this same
phrase) and
# in all requests for flight level changes pertaining to
flight levels within the RVSM Airspace and
# In all read backs to flight level clearances
pertaining to flight levels within the RVSM Airspace.
Additionally, except for State aircraft, pilots shall include
this RTF phrase to read back flight level clearances
involving the vertical transit through FL290 or FL410.
For pilot to report RVSM approval status AFFIRM RVSM
For pilot of a non-RVSM approved State aircraft to report NEGATIVE RVSM STATE
non-RVSM approval status in response to the RTF AIRCRAFT
phrase; CONFIRM RVSM APPROVED.
For controller to deny an ATC clearance into the UNABLE CLEARANCE

RVSM Airspace. INTO RVSM AIRSPACE,
MAINTAIN or DESCEND
For pilot to report when severe turbulence affects the TO or CLIMB
UNABLE TODUE
RVSM FL ###.
aircraft’s capability to maintain the height keeping TURBULENCE
requirements for RVSM.
For pilot to report that the aircraft’s equipment has UNABLE RVSM DUE
degraded below the MASPS required for flight EQUIPMENT
within the RVSM Airspace.
This phrase is to be used to convey both the initial
indication of the non-MASPS compliance and
henceforth on initial contact on all frequencies within
the lateral limits of the RVSM Airspace until such time
as the problem ceases to exist or the aircraft has exited
RVSM Airspace.
For pilot to report the ability to resume operation READY TO RESUME RVSM
within the RVSM Airspace after an equipment or
weather related contingency.
For controller to confirm that an aircraft has regained its REPORT ABLE TO
RVSM approval status or to confirm that the pilot is RESUME RVSM
ready to resume RVSM operations.

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2.7 AIRCRAFT DIFFERENCES
This section is included to show the aircraft differences within the pool of aircraft
in Air Peace Limited EMB145 fleet.
2.7.1 Aircraft Differences Table
Engines AE3007AIP
Electro-Mech. Gust
Thrust Reversers
Engines AE3007
T-62T-C40C14
Cat II Equipped
T-62T-40C11
AIRCRAFT
Approved
RVSM
A1
APU
APU
EMB 145 LR x √ √ x √ √ √ x
(MSN 145144)
EMB 145 LR x √ √ x √ √ √ x
(MSN 145168)
EMB 145 LR x √ √ x √ √ √ x
(MSN 145199)
EMB 145 MP x √ √ x √ √ √ x
(MSN 145322)
EMB 145 MP x √ √ x √ √ √ x
(MSN 145337)
EMB 145 MP x √ √ x √ √ √ x
(MSN 145203)

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Integrated STBY
Class ‘C’ Hold

(Extinguishant)
Conventional
Ver. 202-202
Ver. 216-216
Instruments
Instruments
AIRCRAFT
AHRS 900
Standby
EGPWS
EGPWS
(ISIS)
fitted
EMB 145 LR √ x x x √ √
(MSN 145144)
EMB 145 LR √ x x x √ √
(MSN 145168)
EMB 145 LR √ x x x √ √
(MSN 145199)
EMB 145 MP √ x x x √ √
(MSN 145322)
EMB 145 MP √ x x x √ √
(MSN 145337)
EMB 145 MP √ x x x √ √
(MSN 145203)

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2.7.2 Cockpit Layout

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2.7.3 Flight Deck
Integrated Standby Instrument System (ISIS)
Some aircrafts are fitted with an integrated Standby Instrument System (ISIS).
The ISIS provides the following parameters:
 Attitude (pitch and roll);
 Standard or barometric-corrected altitude and associated barometric pressure;
 Indicated airspeed;
 Indicated Mach number;
 VMO (Maximum Operating Speed);
 Skid/Slip information;
 Magnetic heading (from AHRS 1).
Note: The ISIS relies on 28 V DC power, provided by the Essential DC Bus 2. In case
of an electrical emergency, it will operate solely on the aircraft batteries for
approximately 40 minutes.
Note: The aircraft must not be moved during the first 90 seconds after power-up
while the ISIS is undergoing alignment. Moving the aircraft during this period can
cause in-flight attitude indication errors, that are not noticeable on ground.
The system is powered as soon as the aircraft batteries are switched to AUTO.
The ISIS will then commence its automatic alignment phase which takes
about 90 seconds to complete and can be identified on the screen by the
“INIT 90 s” flag. Use the Baro Rotary Knob to set the aerodrome QNH.
Note: Should it be required, selecting the CAGE button resets the attitude
indication
to provide a fast erect function.
Note: The CAGE function is not operational during the initialization mode and must
only be used in stabilized flight conditions. When pressed for more than
2.7.4 Single Cabin Crew Operation

Some aircraft have a steel flight-deck door with no break-in panel. This means that when it is
locked from inside using the slide bolt, the flight-deck is completely inaccessible from the
cabin. The primary risk is that if one pilot takes a comfort break and the remaining pilot locks
the door and subsequently suffers an incapacitation, no-one would be able to access the
flight-deck and the aircraft could suffer a complete loss of control.
This primary risk was addressed by the cabin crewmember occupying the jump seat during
pilot comfort-breaks, so he / she could open the door should a solitary pilot suffer an
incapacitation.
The secondary risk was that with single cabin crew occasionally having to sit on the jump
seat, the cabin could be left unsupervised more often than normal, which would have raised
security issues, particularly on the longer flights. The requirement for dual cabin crew

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addressed this secondary risk.

 When a passenger has been identified as disruptive
 If the galley is not secured.
A new risk assessment has been conducted to consider the risk from leaving the cabin
unattended. Whilst we recognize that the risk is greater on this aircraft because of the pilot
incapacitation scenario above, there are no incidents or events recorded in Air Peace Limited
of a comfort break exacerbating or causing an incident or emergency.
Moreover, if an additional pilot, engineer or cabin attendant is occupying the jump seat (as is
often the case on some charters) the operating cabin attendant will not be required to do so,
further reducing the risk. In this situation, the jump seat occupant must be briefed by the
Captain (in addition to the normal jump-seat safety brief) on the actions required in the event
of single pilot incapacitation. The action required of the jump seat occupant is to contact
the cabin by intercom and open the flight-deck door using the slide lock, having
identified the crew member by use of The ‘peep-hole’.
Crews are to be aware that comfort breaks are more likely on those flights of greater than two
hours and are to plan accordingly. In addition, coordination is required between the Captain
and cabin attendant to ensure that, except ‘in extremis’, comfort breaks are not taken:
 In the initial climb or final descent

 During periods of high workload
 In turbulence
 When a passenger has been identified as disruptive
 If the galley is not secured.
Note that in terms of disruptive passengers, some groups may be considered as higher than
normal risk: football supporters, or Deportees, for example. It is impractical to consider every
possible situation so crews are to exercise airmanship and basic principles in establishing
when comfort breaks are inappropriate.
If a cabin attendant leaves the cabin between engine start and engine
shut-down, for whatever reason, the captain is to be consulted beforehand.
Comfort breaks are always to be kept to the minimal time necessary and
minimal frequency by sensible crew planning beforehand.
The conclusion reached through the Risk Assessment process is that is that
the aircraft may now operate with single cabin crew.

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2.7.5 AH – 900
AH-900 AHRS VERSION

The AH-900 AHRS version is an attitude and heading reference system that senses
linear motion and angular rates through inertial sensors. Heading orientation is also
obtained through the inertial sensors, not magnetic flux detectors.
There are no cockpit control panels.

The Attitude and Heading Reference Unit (AHRU) requires initialization data from the
FMS and ADC. From inertial measurements, initialization data, and air data inputs,
the AHRU performs the calculations necessary to provide heading and attitude data to
the aircraft.
Each AHRU uses two 28 VDC power inputs. The AHRU 1 primary power source is the
Essential DC Bus 1 and its backup power source is the Backup Essential Bus. The
AHRU 2 primary power source is the DC Bus 2 and its backup power source is the
Backup Bus 2. If the AHRU loses primary power, it automatically transfers to backup
power. When the AHRU operates solely on backup power, it will operate for 40
minutes and the AHRS 1 (2) ON BATT advisory message will be presented on the
EICAS.
2.7.6 NORMAL COCKPIT PROCEDURES
Note: The AH900 begins aligning as soon as the aircraft is energised

and requires 30 seconds of uninterrupted power to complete BIT. Do
not start the APU or connect GPU within 30 seconds of selecting
batteries on or the AH900 may fail BIT.
1. Turn on aircraft power iaw normal checklist.
2. After 30 seconds check that AHRS 1-2 ALIGN advisory
message has stopped flashing.
3. Start APU/connect GPU as required.
4. Check that there are no AHRS related EICAS cautions displayed.
If there are then follow the reset procedure.
5. Start stopwatch to provide alignment datum – normal 8 minutes
at UK latitudes. Turn on the FMS.
6. Check the stored present position against the Flight Guide
airfield data. Accept the co-ordinates or re-enter via FMS if
stored position is inaccurate.
7. Check no AHRS related EICAS cautions (AHRS 1-2 ALIGN
advisory message present).
8. If EICAS cautions present then re-enter present position by FMS.
9. If problems persist then enter position by MFD 1 PPOS INIT option.
Ordinarily the above procedures are readily accommodated within the normal first
flight checks. If the EICAS caution AHRS 1(2) FAIL occurs then the equipment may
need to be reset.

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Reset procedure
Back up Battery button – PUSH OUT
AHRS CBs pull and reset
Back up Battery Button – PUSH IN

This procedure restarts the AH900 and a further 8 minutes will be required
for alignment. A present position will need to be entered as above.
Present Position entry

The FMS allows present position entry at FMS start up. If, for any reason, you need
to enter a present position having navigated past the FMS start up screens then this
can be done by selecting NAV twice followed by UPDATE SENSORS.
2.7.7 AH-900 OPERATING MODES
ALIGNMENT MODE
The alignment mode initiates when the aircraft is energized. The latitude at which the AHRU
is aligned affects the alignment time. It is normally approximately 8 minutes with increasing
alignment times at high latitude.
The aircraft must remain stationary during alignment (AHRS 1 (2) ALN advisory message
presented on the EICAS). If the AHRU detects excessive aircraft motion (AHRS 1 (2) EXC
MOTION advisory message is presented on the EICAS), it starts an automatic full
realignment 30±1 seconds after the motion stops. Normal passenger loading or
cargo-loading activities should not cause excessive aircraft motion.
NOTE: To complete the alignment, the AHRU requires a valid input of

the aircraft’s present position (latitude and longitude) from the FMS or
optionally through the MFD 1.
If the present position is not entered during the normal alignment time, the AHRS 1 (2) NO
PPOS or ARHS 1-2 NO PPOS advisory messages will be displayed on the EICAS. The
AHRU will not enter the NAV mode until it receives a valid position input. Ordinarily check
and accept the stored position or input the position as coordinates via the FMS.
The AHRU conducts a position-compare test on latitude and longitude immediately after
each data has been entered. To pass the test, the entered data must compare within 1
degree of the stored latitude/longitude from the last power down from the NAV mode. If the
test fails, the AHRS 1 (2) ALN FAULT caution message is presented on the EICAS.
NOTE: More than one position entry may be necessary to confirm, update or correct a
position. Check and re-enter the position on the FMS using co-ordinate format. If
alignment problems persist then enter the position using the MFD1 procedure below.
Whenever the aircraft is on the ground and the AH-900 is in align mode, the MAP/PLAN
label on MFD 1 main menu changes to PPOS INIT. By selecting PPOS INIT, the operator
will access the Present Position Initialization menu, and will be able to set the present-
position coordinates with the data set knob or confirm the stored one. The coordinates are
sent to the AH-900 computer when the ENT bezel button is pressed. No attitude and
heading data is displayed during align mode.

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NAVIGATION MODE
The AHRU enters the NAV mode from the align mode. In the NAV mode, the AHRU
uses the last valid position data entered during the align mode as its initial present
position, and updates the present position based only on inertial data while it remains
in the NAV mode.
The AHRU algebraically adds computed magnetic variation from a magnetic

variation topographical map (MAGVAR) to true heading and true track to produce
magnetic heading and track magnetic angle.
ATTITUDE MODE
The attitude mode is the AHRU’s reversionary mode. It is automatically entered by
the AHRU if power is lost in flight, and it provides a quick attitude restart: during the
first 20 seconds in the attitude transitional mode, the AHRU enters the erect attitude
transitional mode. In this transitional mode the AHRS 1 (2) ALN advisory message is
displayed on the EICAS and the AHRU computes a new level axis set. The aircraft
must be held steady, straight and level until the AHRS 1 (2) ALN message
extinguishes. When operating in the attitude mode the AHRS 1 (2) ATT MODE
advisory message is presented on the EICAS. In this mode, attitude outputs
are not as accurate as when operating in the NAV mode, and magnetic
heading is not available. The AH-900 must be initialized with magnetic
heading. In this case the operator needs to know the aircraft’s magnetic
heading. Whenever the aircraft is in the air and the AH-900 is in attitude mode,
a menu bezel button annunciates MHDG INIT on the pilot’s MFD. The AHRS 1
(2) NO MAG HDG or AHRS 1-2 NO MAG HDG advisory messages will be
displayed on the EICAS. By selecting MHDG INIT, the operator will access the
Magnetic Heading Initialization menu, and will be able to set the magnetic
heading with the data set knob. The magnetic heading data is sent to the
AH-900 computer when the ENT bezel button is pressed. The associated
EICAS messages are cleared.
POWER-DOWN MODE
The AHRU enters the power-down mode automatically when the system
detects an “end-of-flight” event. In this mode, the AHRU will transfer the last
calculated position and other AHRS parameters to its non-volatile memory.
2.8 POST MAINTENANCE FLIGHT TEST

Aircraft that come out of the hanger following a “C” check will be required to
successfully complete a function flight test before being released to the commercial
flying programme. Crews may be rostered to carry out this flight test.
The following is the required flight test schedule. Engineering will provide the
applicable paperwork.
First Flight Checklist

Engine Start
Taxy
Flap 9 T/O-1 Take-off
Normal Climb to FL250

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 check manual flight characteristics

 check FGS/AP
 check auto pressurisation
Set Cruise Thrust

 ensure normal thrust available and note engine parameters
and thrust lever stagger.
 check fuel X-feed
 Check Manual Pressurisation Control
 Check Anti-icing Systems
 Check Flight Deck/Cabin Manual Temperature Control
Normal Descent
 check reception of all radio aids (if possible)
 Check Speed Brake Operation
 Auto Coupled ILS (if possible)
Flap 45° Landing & Engine Shutdown
2.9 SUMMER TAKE OFF
Extending Engine Life

If T/O 1 mode is used continuously instead of ALT T/O, engine life is reduced by 25%. The
cooler the internal engine temperature, the longer the engine life.
With this in mind, taking off with the Engine Bleeds closed will also help reduce engine
temperature and subsequently extend engine life. Crews are therefore encouraged to
consider a ‘Summer Take-off’, anytime that Icing Equipment is not required soon after
take-off.
A ‘Summer Take-off’ must be briefed, and the following air-conditioning and APU setup shall
be confirmed as follows:
After Engine Start:

After start, the Right Pilot (RP) shall ensure that the Engine Bleed Valves are closed (buttons
released, bars illuminated). Confirm the APU bleed is OPEN (button pressed, bar and OPEN
inscription illuminated), ensure the cross bleed Valve is OPEN (one o’clock position) and the
CROSS BLD OPEN message is presented on the EICAS. For passenger comfort, air
conditioning must be provided by the APU while on the ground.
The LP shall ensure that the APU remains running after engine start.
After Take-off:
After take-off but not before the aircraft is ‘clean’ configured, Pilot not Flying (PM) shall Open
the engine bleed valves individually (button pressed and black), deselect the APU bleed
(button released and black), rotate the cross bleed valve to the AUTO position (12 o’clock)
and ensure the CROSS BLD OPEN message disappears from the EICAS display. If not
required for operational purposes, the APU should then be shutdown. Once below 10%
RPM, the APU Master knob should be selected OFF.

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2.10 INTEGRATED STANDBY INSTRUMENT SYSTEM (ISIS) STUDY

GUIDE
The ISIS system replaces and combines conventional Standby Instruments and
provides the following parameters:
 Attitude (pitch and roll);

 Standard or barometric-corrected altitude and associated barometric
pressure;
 Indicated airspeed;
 Indicated Mach number;
 VMO (Maximum Operating Speed);
 Skid/Slip information;
 Magnetic heading (from AHRS 1).
The ISIS system relies on 28 V DC power, provided by the Essential DC Bus 2. In case of
an electrical emergency, it will operate solely on the airplane batteries for approximately 40
minutes.
The system is powered as soon as the airplane batteries are switched to AUTO. Then, the
ISIS starts its alignment phase, which takes about 90 seconds to be completed and can be
identified on the screen by the “INIT 90 s” flag.
Note: The airplane must not be moved during the first 90 seconds after power-up,
while the ISIS is undergoing alignment. Moving the airplane during this period can
cause in-flight attitude indication errors which are not noticeable on ground.
ATTITUDE
Using the data from the respective sensors after its conversion to digital format, the system
computes and displays attitude. The CAGE button resets the attitude to provide a fast erect
function. The CAGE function is not operational during the initialization mode and must
only be used in stabilized flight conditions. If a failure of the attitude function is detected
by internal monitoring, attitude display information, e.g. brown and blue background, pitch
scale, roll scale and roll pointer is removed and replaced by a black background, and an
ATT flag is displayed.
ALTITUDE
Altitude data is provided by processing static pressure sensed by Pitot/Static tube 3. Altitude
is displayed in tape format. Pushing the STD button sets the ISIS reference barometric
pressure to standard (QNE). The barometric pressure can be adjusted, starting from the
standard value by using the rotary BARO knob. In case a failure of the altitude function is
detected by the internal monitoring system, the altitude tape is removed and an ALT flag is
displayed.
INDICATED AIRSPEED
Airspeed data is provided by processing dynamic pressure sensed by Pitot/Static tube 3.
Airspeed is presented in tape format. In case a failure is detected by the internal monitoring
system, the airspeed tape and pointer are removed and a SPD flag is displayed.

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SECONDARY PARAMETERS
In addition to primary parameters, the system computes and displays the following secondary
parameters:
 Magnetic heading.
 Mach number.
 VMO.
 Lateral acceleration/Slip indication.
2.10.1 ISIS CONTROLS AND INDICATORS
1 - BRIGHTNESS ADJUSTMENT
 Push buttons labelled + and - adjust brightness.
2 - AIRSPEED INDICATION
 Airspeed tape positioned vertically on the upper left segment of the
display.
 Ranges from 40 to 520 kts and the scale is graduated every 5 kts
between 40 and 250 kts. From 250 to 520 kts the scale is
graduated every 20 kts with digital indications every 20 kts. The
indications and graduations are displayed in white.
3 - VMO/MMO
 VMO is indicated by a red tape associated to the airspeed tape.
 Digits of the airspeed tape and Mach number display are green when the
airspeed and Mach number are lower than VMO/MMO and red when the
airspeed and Mach number are equal to or greater than VMO/MMO.
4 - ROLL INDICATION
 Roll scale graduated at 0°, 10°, 20°, 30°, 45° and 60°,
to provide bank angle measurement, indicated by the roll pointer.
5 - STD BUTTON
 Pushing the button sets the barometric setting to Standard
Atmospheric Pressure.
6 - REFERENCE BAROMETRIC PRESSURE

 Displayed in cyan on a digital read-out in hPa or inHg.
 When Standard Atmospheric Pressure is selected, the 1013 value is
displayed in cyan instead of barometric pressure value.
 HPA or IN displayed in white and in upper case.
7 - LATERAL ACCELERATION
 The range is ± 0.2 g. Symbol displayed in black surrounded in white, just
below the roll reference triangle.
8 - ALTITUDE INDICATION
 Altitude tape positioned vertically on the upper right segment of the
display.
 Ranges from -2000 to 50000 ft with 5 digits green display readout in a
yellow frame. A NEG indication is displayed vertically in white in case of
negative altitude.

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9 - PITCH INDICATION
Note: The CAGE function is not operational during the initialization mode
and must only be used in stabilized flight conditions. When pressed for
more than two seconds it will reset the horizon function to zero and a
“ATT 10s” warning flag is displayed.
 The pitch scale comprises white reference lines every 2.5° between - 30°
and +30°, and the associated pitch angle values, in white, every 10°
between -50° and +50° and at ±80°. The sector above the horizon line of
the screen is blue and the sector below is brown.
 Beyond ±30°, red chevrons are displayed to indicate excessive pitch angle
and the direction to follow in order to reduce it.
10 - BARO ROTARY KNOB

 Allows performing QFE/QNH settings.
 When the knob is turned at a slow rate, the value increases in 0.01 inHg or
1 hPa increments. When turned at a faster rate, the increment is in 0.05
inHg or 5 hPa steps.
11 - MAGNETIC HEADING
 Given by the horizontal displacement of the heading scale.
 Indication symbol yellow and heading scale graduated by white dots every
5°, with a white two-digit indication every 20°. The last digit (0) is not shown
(e.g., 320° is thus presented as 32). The visible range is 50°.
12 - CAGE BUTTON
 Resets attitude to provide a fast erection function.
 When it is maintained pressed for more than two seconds, resets the
horizon function to zero and warning a “ATT 10s” flag is displayed.
only be used in stabilized flight conditions. When pressed for more than two seconds
it will reset the horizon function to zero and a “ATT 10s” warning flag is displayed.
13 - MACH NUMBER INDICATION

 The range is from 0.1 to 1 M and is displayed for Mach above 0.45 and when
decreasing until Mach 0.40. The decimal point and the two digits on the
lower left corner of the display are green when the airspeed and Mach
number are lower than VMO/MMO and red when the airspeed and Mach
Number are equal to or greater than VMO/MMO.
14 - AIRCRAFT SYMBOL
 Displayed on the centre of the horizon area.
 Black symbol surrounded by a yellow area.

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2.10.2 Operational Procedures
Integrated Standby Instrument System (ISIS)
The system is powered as soon as the airplane batteries are switched to AUTO. The ISIS will
then commence its automatic alignment phase which takes about 90 seconds to complete
and can be identified on the screen by the “INIT 90 s” flag. During the ‘Standby Horizon’
check (First Flight/Turnaround checks), ensure no flags are present and use the Baro Rotary
Knob to set the aerodrome QNH.
In response to the ‘Flight & Standby Instruments’ Check during the ‘After Start’ Checks, the
LP will ensure that the aerodrome QNH is set and ensure no flags or warnings are present.
Note: Should it be required, selecting the CAGE button resets the attitude indication
to provide a fast erect function.
only be used in stabilized flight conditions. When pressed for more than two seconds
it will reset the horizon function to zero and a “ATT 10s” warning flag is displayed.

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2.10.3 ISIS ABNORMAL OPERATION
In case of abnormal operation or failure detection in one or several ISIS functions, the
following flags are displayed:
LABEL MEANING ACTION

ALT (white Indicates loss of altitude Report to
digits inside a function. It is displayed maintenance.
red tilled box) instead of the altitude
scale.
ATT (white If during alignment phase, The system's

digits inside a indicates an ISIS failure to electrical power must be
red filled box) align. reset Make sure
the airplane is
stationary during
subsequent ISIS
alignment.
If during any other phase of Report to

operation, indicates loss of maintenance.
attitude function.
ATT : CAGE Indicates that ISIS has to Hold the airplane in

(black digits be caged. It is displayed in straight and level
inside an the upper mid-section of flight and at constant
yellow filled the screen. speed_Press the
box) CAGE Button for at least
2 seconds until the ATT
les flag is removed.
HD G (white Indicates loss of magnetic Report to

digits inside a heading function. It is maintenance.
red filled box) displayed in place of the heading
scale.

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Continued
LABEL MEANING ACTION

M (white digit Indicates loss of Mach Report to
inside a red number function. It is maintenance.
filled box) displayed instead of the
Mach number.
MAINT (white Indicates a parity error Report to

digits) presented by the discrete maintenance.
Inputs. In thiscase, the
previous discrete input
configuration is maintained.
OUT OF Indicates failure detection Report to

ORDER with loss of integrity. It is maintenance.
(white digits) displayed with the
associated code failure.
The associated parameters
are saved in memory for
future equipment
maintenance.
SPD (white Indicates loss of airspeed Report to

digits over a function. It isdisplayed maintenance.
red filled box) Instead of theairspeed
scale.
VMO (white Indicates VIA° error. It is Report to

digits over a displayed in the upper left maintenance.
red filled box) corner of the screen, in lieu of
the 'MAINT' flag.
WAIT ATT Indicates that IMU is out of Report to

(black digits domain attitude. In this maintenance.
over an yellow case, theroll and pitch
filled box) scale, the lateral acceleration,
and the airplane symbol are not
displayed. It is displayed in
theupper mid-section of
the screen.

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2.10.4 AIR PEACE LIMITED ISIS SELF - STUDY QUESTION PAPER
1) Where does the ISIS Magnetic heading obtain its input from?
2) In case of an electrical emergency, the ISIS system will
operate solely on airplane batteries. Approximately how
long will it last?
3) The airplane must not be moved during the first 90
seconds following initial power-up during ISIS alignment.
Why is this?
4) The ISIS system will commence its 90 second alignment
once powered up. How is ISIS selected ON?
5) How is the required Pressure Setting set on the ISIS display?
6) What will selecting the STD button located at
the top of the ISIS instrument achieve?
7) A quick press of less than 2 seconds will reset the
attitude by providing a fast erect function. In only what
flight conditions must this function be used?
8) When is the CAGE function not operational?

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ABNORMAL AND EMERGENCY
Chapter : 3
PROCEDURES
3.0 EMERGENCY AND ABNORMAL PROCEDURES PREAMBLE
General
Abnormal procedures are the actions required to ensure adequate safety, and to enable
further safe conduct of flight following any failure. Abnormal procedures are to be initiated on
command of the Captain and the following assignment of tasks is recommended:
 Pilot flying (PF) remains in control of aircraft handling and flight navigation and assumes
ATC radio communications.
 Pilot not flying (PM) is responsible for reading the QRH checklist and executing required
actions.
PF shall monitor any action taken by PM during the accomplishment of each memory item or
QRH procedure, and cross confirmation between PF and PM is essential. Abnormal
procedures are applied following the read-and-do-principle and the procedures are
presented in the form of a checklist.
If the abnormal situation is positively corrected before completion of the procedure, the
Captain should evaluate the situation before proceeding with the next step. When the
relevant checklist is completed the PM should announce e.g. “QRH checklist complete”.
Except for aural/visual alert cancellation, checklists should be actioned only after the aircraft
is established on the correct flight path and is under control.
Unless specifically mentioned in a particular procedure, it is left to the Captain to decide,

after the application of an abnormal procedure, whether to return to the aerodrome of
departure, to continue to the destination or to land at the nearest suitable aerodrome.
Unless specifically stated otherwise, all procedures only apply when the aircraft is airborne.
For dispatch with certain systems inoperative, reference should be made to the EMB 145
MINIMUM EQUIPMENT LIST (MEL).
Introduction
The procedures contained within this section include only those procedures where an action
or sequence of actions, or prohibitions of correct action(s), which if not observed could
significantly affect the airworthiness of the aircraft or the safety of passengers and crew.
These procedures supplement and supersede normal procedures.

 R/T call
 ATC transponder
 Advise and brief cabin crew, QNITS
 PA call
 Normal checks
 Reducing landing weight
 Use of oxygen
 Establishing crew communication
 Cancelling cautions/warnings

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 Selection of flight deck/cabin emergency lighting
 Check circuit breakers
And any other items of airmanship the crew may consider appropriate.
An abnormal procedure describes actions which are necessary to protect the aircraft
and its occupants from impending serious or critical harm, respectively to cope with
an impending or affective failure of any aircraft system or component.
When applying QRH procedures, alternative crew task allocation may be more
appropriate. It is therefore essential that the Captain assesses the situation and
clearly determines the task distribution for the various phases of flight.
Abnormal operation is non-routine, therefore all abnormal procedures and actions shall
be announced.
Abnormal Procedures - Sequence of Events
(a) Notification/verification of condition

Any crew member detecting an impending or existing abnormal condition shall
immediately inform the other crew member.
As a general rule PM will first announce any Warning or Caution message, only
cancelling the associated aural alert following verification from PF.
NOTE: Cancelling the aural alerts and caution/warning light is considered normal crew
action and is not specified in each procedure.
Both crew members analyse the problem, flying task permitting, during the following course
of action:
If applicable:
 Check Power and Performance

 Aural warnings shall be silenced by PM after verification from PF.
 The affected system shall be rechecked for a normal set up and
 CBs checked.
 All available indications shall be cross checked to confirm system malfunction.
(b) Identification of applicable procedure

After coordinated analysis the PF shall identify the applicable procedure once the
correct course of action has been confirmed by the Captain.
(c) Task sharing
Depending on a particular scenario, the Captain may choose to re-designate
the PF/PM duties, taking into account flight deck resource management.
(d) Initiation of procedure
Once both crew members have correctly identified the applicable procedure,

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“Memory items”, if included, should be performed by the assigned crew member
(generally PM unless indicated otherwise) before reference is made to the QRH
Checklist.
Other actions are performed following the “read-and-do” concept. Once both pilots
have identified the applicable procedure and this has been confirmed by the
Captain, PF will continue to monitor and adjust the aircraft’s Navigation and Flight
profile, shall assume radio control and initiate the required procedure by
announcing e.g. “My radios, left engine failure QRH checklist”. PM shall confirm
and respond e.g. “Your radios, left engine failure checklist”.
(e) Reading
 Abnormal procedures are read by PM starting with the procedure title.
 All applicable text shall be read loudly, including memory items already
performed, and only when PF is attentive. Understanding should be confirmed
by the PF before continuing. Required action shall be read.
 An abnormal procedure must be continued to its definite end (“i.e. end of
procedure”), unless otherwise instructed by the captain.
NOTE: Under special circumstances, when loud reading conflicts with other
flight deck duties, the Captain may decide that the text is read silently. In such
case PM shall however, inform the PF of essential steps and progress of the
procedure.
NOTE: If in special circumstances individual termination results in a higher

degree of safety, the Captain may decide to do so.
Explanation of Handling
(a) Notification
Notification is the first announcement of any malfunction or existing
abnormal condition (e.g. ‘Engine fire’).
(b) Verification
Verification is the analysis and confirmation of the malfunction by both
crew members and must be completed before definite identification is
made by the Captain.
(c) Identification
Identification of an applicable abnormal procedure by the Captain shall
include the location of the affected system (e.g. ‘Left engine fire’).
(d) Monitored actions
Monitored actions contained in the Abnormal List are movement of:
 Thrust lever
 Fire handles
 Guarded switches
 Generator switches
 Control disconnect

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Monitoring is accomplished as follows:

 PM places hand on the appropriate switch or lever and requests confirmation
from PF by announcing e.g. “Confirm Thrust Lever”. Do not specify left or
right.
 PF checks correct lever and responds e.g. “Left Thrust Lever, confirmed”.
 PM performs the required action.
The Emergency Procedures contained in this manual have been developed by the aircraft
manufacturer and approved by the certification authority. Further information may be found
in the AFM / AOM.
Some procedures require a landing at the nearest suitable airport. Such information is
provided with the intent of establishing that the flight should be terminated at the Captain’s
discretion. It is the captain’s responsibility to make a good judgment concerning the time the
aircraft may safely operate in a certain configuration to determine when to land, as well as to
evaluate factors such as airplane condition, weather, landing field, etc., to determine
where to land.
However, it is emphasized that for fire or smoke that cannot be positively located and
extinguished, an immediate descent, landing, and passenger evacuation should be
performed.
These procedures assume the following:
 All aircraft systems are operating normally prior to

occurrence of the failure.
 Normal procedures have been properly accomplished.
 System controls are in normal condition prior to
initiation of the associated procedure.
 Aural warnings are silenced as applicable. Master
warning/caution lights are reset as soon as the failure is
recognised.
 Calling of the associated system page on the MFD is normal
crew action upon occurrence of a failure.
 Oxygen masks and smoke goggles are donned when cabin
altitude is excessive or ambient air is contaminated.
 Crew communication is established when required.
 Circuit breakers are checked.
The Emergency Procedures are presented below:

 The actions contained in a box are vital actions. They must
be performed expeditiously and from memory to minimise
hazards. The following is an example of a memory item:
Thrust Lever ............................................................................................. IDLE
 The other actions should be performed as soon as conditions permit.
 All the actions must be performed in the order given.
 It is suggested that, in a quick-developing emergency, the
captain, at his/her discretion, delegate the physical flying of the

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aircraft to the first officer while course of corrective action is
being determined.
 The Emergency/Abnormal Procedures (EAP) are presented in
the Quick Reference Handbook (QRH).
The Emergency and Abnormal Procedures are divided into 3 sections.
Section 1 – Smoke Procedures
This section is in large print to enable ease of reading whilst wearing smoke goggles and in
poor visibility. This section includes action for all annunciated and non annunciated
procedures. The pages are numbered with the prefix’s.
Section 2 – Non-Annunciated Procedures
This section relates to aircraft condition and not EICAS messages.
It is arranged in alphabetical order with emergency procedures first and then followed by
abnormal procedures. The pages are numbered with the prefix ‘NAP’.
Section 3 – Annunciated Procedures
These relate to specific EICAS messages. The message index is arranged alphabetically
with Warnings first followed by Cautions. The message in the index is exactly the same as
the EICAS message presented on the screen.
The annunciated procedures are grouped by aircraft system in alphabetical order. The
pages are numbered with the prefix ‘EAP’.
Crew Awareness Messages
These do not have a QRH procedure and are identified in the QRH index as ‘Crew
Awareness’. If a crew awareness message is displayed on the EICAS take-off is prohibited
unless:
 The message is the expected result of an intentional Operation.
 Flight Crew action is taken to clear the message.
 Maintenance action is taken to clear the message.
 The aircraft is dispatched in accordance with the company MEL
Note: The emergency and abnormal procedures are the same on

each aircraft with the exception of those with ISIS installed. In
addition, this aircraft has a steel door and different means of
evacuating the flight-deck in some circumstances. The Rear
Baggage Hold fire protection system is fitted and identical to some
of the EMB 145

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3.1 TURBULENT AIR PENETRATION
Flight through severe turbulence must be avoided, if possible. If not possible, reduce altitude
to increase buffet margin.
The recommended procedures for turbulent air penetration are:
3.1.1 Airspeed
At or below 10,000 ft. 200 KIAS
Above 10,000 ft 250 KIAS/0.63 M
WHICHEVER IS
LOWER
Se ve r e tur b ul e nc e wi l l cau se la r g e an d of t e n ra p i d variations in indicated

airspeed. Do not chase the airspeed.
3.1.2 Attitude
Maintain wings level and proper pitch attitude. Use attitude indicator as the primary
instrument. In extreme drafts, large attitude changes may occur. Do not use sudden large
control inputs.
3.1.3 Pitch Trim
Maintain control of the aeroplane with the elevators. After establishing the
trim setting for penetration speed, do not change pitch trim.
3.1.4 Altitude
Large altitude variations are possible in severe turbulence.

Sacrifice altitude in order to maintain the desired attitude. Do not chase altitude.
3.1.5 Thrust Setting
Make an initial thrust setting for the target airspeed. Change thrust setting only in case of
extreme airspeed variation.
In case of inadvertent negative-g condition, reduce thrust levers.

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3.2 DEFUELLING
Defueling by suction reduces fuel pressure in the APU supply line and may cause the APU
to surge or flameout. Therefore the APU must be shut-down before defueling. The Cross-
feed Valve will need to be opened to allow fuel to be pumped or sucked from the left tank
but the familiar x-feed logic will not select the ‘low tank’ fuel pump OFF during defueling.
Therefore the fuel pumps will need to be manually selected on/off as required to control the
fuel balance. Taking the fuel level below that required by a small amount then performing
an auto refuel up to the required quantity is acceptable procedure if approved by the Fuel
Supplier.
Following defueling operations if the defuel valve sticks in the open position and the refuel
panel is closed, when a No 2 fuel pump starts to operate the LH fuel tank will receive part of
the fuel being pumped to the No 2 Engine. This will be evident by the LH fuel quantity
increasing. When the pilot carries out the normal fuel imbalance drill the No.2 fuel pumps will
be switched off. This will then stop the fuel transfer.
If the LH fuel tank becomes over full the system is designed to vent fuel in order to avoid
damage to the fuel tank. Crews should therefore not only be aware of any fuel imbalance and
take corrective action early, but should also note the fuel quantity in the tank to ensure that it
does not increase.
3.3 MANUAL PRESSURISATION
If a flight has to be made using manual pressurisation, to avoid large pressure pulses in the
aircraft the following procedures should be adopted:
a) On the ground before closing the aircraft doors the pressurisation manual
controller should be set to the fully up position (only one pack, usually Pack
2, should be used prior to engine start to reduce cabin airflow and
uncomfortable pressure changes).
b) Just prior to take off set the pressurisation manual controller to the 11
o’clock position. After take-off, set the Cabin Rate of climb to Zero and
compare the indicated Cabin Altitude to the Pressurisation Table in the
QRH. At the appropriate Aircraft Altitude start the Cabin climbing at 500
FPM and recheck the EICAS pressurisation parameters every 5000’.
When the Aircraft is levelled the Cabin Rate of Climb should be levelled
as well and monitored. Usually the controller will be positioned between
the 11 and 12 o’clock positions. At TOD the Cabin Rate of Descent should
be set at 500 FPM and levelled each time the Aircraft is levelled for a
significant period. The QRH Aircraft/cabin Altitude conversion table (NAP
26) can be used to maintain cabin altitude consistent with aircraft altitude.
c) The aircraft should be fully depressurised (diff pressure = zero) a the manual
controller set to fully up by 1000 agl on approach.
It should also be noted that whilst in manual control the pressurisation dump
button will not be operative. To depressurise the aircraft select UP on the
manual controller.

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3.4 UNCOMMANDED BRAKE APPLICATION
If a fault occurs in a Brake Control Unit it may cause uncommented braking equivalent to
50% pedal displacement to either inboard or outboard wheels. If this occurs, commanding
the pedals to more than 50% of pedal displacement may not increase braking.
Antiskid and Touchdown protections are not affected by this failure.

Emergency/parking brake is not affected by this failure.
EICAS messages may not be displayed when this fault occurs. If an uncommented brake
application occurs the procedure to adopt is as follows :
Affected Wheel Brakes................................................................................................IDENTIFY

Affected Wheel Brake Circuit Breaker.............................................................................. PULL
Return to stand and report to maintenance personnel.
(To identify which pair of wheel brakes has been affected by the BCU fault, pull either the
outboard wheel brakes circuit breaker, or the inboard wheel brake circuit breaker, and check
that the uncommented brake actuation has ceased. If the actuation has not ceased, reset the
pulled circuit breaker and pull the other.)
Flight tests and simulations have shown that with a failure during take-off or landing all
distances remained within allowed limits.
3.5 RADIO ALTIMETER
The EICAS advisory message RADALT FAIL indicates the failure of RadAlt 1 in the case of a
single installation, or radalts 1 and 2 in the case of a dual installation. The message RADALT
1(2) FAIL indicates which RadAlt has failed in the case of dual installation. The EGPWS
interfaces only with RadAlt 1, and therefore also fails if RadAlt 1 fails. In this case EICAS will
display GPWS and TER INOP cautions. If a Radio Altimeter fails it is acceptable to trip the
associated Radio Altimeter Circuit Breaker to avoid spurious GPWS warnings.
3.6 CIRCUIT BREAKER RESETTING
If a CB trips (due to a fault), it should not be reset by the Flight Crew, either during ground
operations or in flight. Tripped CBs must be reported to maintenance personnel (this does
not apply to the Nose Wheel Steering CB). Resetting a tripped CB may cause the CB to
trip again and may cause the entire Busbar associated with this CB to be de-energised.
If, in the Captain’s judgement, the equipment associated with a tripped CB is essential to the
safety of the flight, the following must be considered prior to a CB reset.
1. Allow the tripped CB a minimum cooling period of at least 3 minutes

before attempting a reset.
2. Whenever possible, switch the corresponding equipment off before
resetting the tripped CB.
3. A briefing on the possibility of losing all the equipment associated

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with the same Busbar and on fire fighting equipment location and
procedures should take place before resetting the CB.
If the CB trips a second time the corresponding equipment must be considered inoperative
and the CB must not be reset again.
Resetting the fuel pump circuits, or the fuel quantity indicating system CBs is
prohibited.
3.7 AIRFRAME VIBRATION
Vibration can occur at any airspeed or phase of flight and is felt through the control column
and/or throughout the cabin. It has been determined that the vibration is produced by the
elevator surfaces. The vibration is an undesirable characteristic, but it produces no effect on
the flying qualities, controllability or structural integrity of the aircraft.
The aeroplane may be operated normally, provided that the following aircraft
behaviour is confirmed:
a) The vibration is affected (eliminated or reduced) by slight pitch up

or down commands, or
b) The vibration is reduced when the stabiliser anti icing system is
turned on in flight.
In order to verify that the vibration is eliminated or reduced by using the stabiliser
anti-icing system, proceed:
a) Temp range – Below 100C and above –400C.

b) Ice Detection Override Button – ALL.
After 5 minutes Max.
c) Ice Detection Override Button – AUTO.
The EICAS message NO ICE – A/ICE ON may be displayed during the test.
Once the phenomenon has been clearly identified there is no need to repeat the
procedure above if the vibration appears again during the flight.
3.8 SPEED BUGS DURING EMERGENCY AND ABNORMAL OPERATIONS
When the QRH calls for an increase in airspeed for landing, the speed bugs
must be set as follows:
VR............................................. Flap 45 VREF from the Speed Booklet
Vapp .................................................... Flap 45 VREF + QRH increment
Vapp now becomes the target speed to achieve above the runway threshold
except for an abnormal flap landing where Vapp should be maintained until
touchdown.

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3.9 TAXIING - ABNORMAL
In any situation where both engines are not operating, or a system or part of a system is not
functioning normally, consideration should be given as to the advisability of taxiing the
aircraft.
When in doubt, the aircraft should be stopped as soon as possible without causing
congestion, if necessary using the emergency brake, and the aircraft towed to its parking
position. In such circumstances, contact the handling Agent and adopt the Company SOP
for passenger handling, if appropriate.
3.10 GALLEY EMERGENCIES
In the event of a galley emergency (e.g. fire) the shed bus must be switched OFF. This will
isolate all electrical power to the galley. The Cabin Crew should be informed of this
selection, as it will disable some of the cabin lighting systems and the pre-programmed
briefing system.
3.11 REJECTED TAKE - OFF (RTO)
3.11.1 Procedures for All runways
Below 80 kts, either pilot may command the stop for any significant failure. This is because
the aircraft has relatively low energy and the risk of a runway excursion is negligible. In this
event, the captain retains the thrust levers and applies the brakes to bring the aircraft to a
halt, and the right-seat pilot retains the control column.
Above 80 kts, the FO must only command a stop for a potential runway blockage or a
control malfunction. For any other malfunction the FO must announce it to the Captain who
will make the clear decision to stop or to continue the take-off. This is because the aircraft
has high energy, and the risk of Excursion increases as the aircraft approaches V1.
If it is the RHS Pilot handling the aircraft and the decision to stop occurs above 80kts, the
LHS Pilot will automatically take control. The take-off should be abandoned by retarding the
Thrust Levers.
For any other indication, the Captain may call "Stop, Stop" if he considers the safety of the
aircraft is in doubt. If he considers it safer to continue he must call "GO". The acceleration
rate of the aircraft (3 – 5 kts per sec) means that the decision to stop must be taken, and
action to stop the aircraft must be initiated, by V1, otherwise stopping the aircraft within
the runway is not guaranteed.
Following an engine failure below V1 the take off MUST be rejected because the aircraft
may not be capable of achieving flight before the end of the runway. Pilots must be vigilant
on every take-off and alert for the unexpected.
Pilots are advised that a burst tyre on take off will significantly increase the distance in which
the aircraft can be stopped. Therefore it is recommended that in this situation the take off is
continued if it occurs above 80 kts.

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Caution: With a shredded tyre, retracting the gear after take off could be unwise subject to
climb out performance considerations.
Following a RTO a further take-off may be made without inspection of the brakes and
wheels provided:
 The RTO occurred before 8o kts

 The cause of the RTO is positively identified and corrective action taken
 All relevant checklists are repeated
 Brake temperatures are in the normal range
If these conditions are not met the aircraft must be returned to stand for maintenance
inspection.
3.11.2 Aircraft Handling on RTO
For all Take-offs, the LP will guard the Thrust levers. Following a call of "Stop, Stop [I have
control]" the LP should pull both Thrust Levers to idle whilst simultaneously applying
maximum appropriate anti-skid braking.
The RP Calls:
a. "Spoilers OPEN"
b. Speed Calls every 10 kts decreasing
c. “900 m” - alternating red and white centreline lights
d. “300 m” - all red centreline lights
The RP should then advise ATC that the aircraft is rejecting and if appropriate that a fire
warning is indicated. ATC should be asked if they can see any evidence of fire from the
tower. In the event of a fire or situation that may deteriorate (brake fire, fluid leakage),
the aircraft should be stopped on the Runway and parked in an appropriate direction to
position the fire downwind, followed by a review of the failure and appropriate actions.
The Cabin Crew should be contacted by use of the Cabin Emergency Button at an
appropriate time within 15 seconds of coming to rest. Crews should be alert to the
potential for Brake Overheat conditions that may lead to fire and therefore should
monitor the Hydraulics page.
3.11.3 Engine Fire on Start/Take Off (Duties)
Engine Fire on Start.
In the event of an engine fire indication on start the Captain is to glean as much
information as possible from the ground crew via intercom and if the warning is considered
not to be spurious, carry out the Vital Actions for the Engine Fire. The Captain is then to
take control and direct the actions to be taken.

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Engine Fire on take off Before V1
LP:
Stop the aircraft on the runway and park appropriately for the wind.
Confirms Fire on Eng 1 or 2 then:
Requests RP to complete Fire Drill immediate actions
RP:
Completes the Fire Drill immediate actions
LP:
Monitors the drill then liaises with ATC and the CC
RP:
Completes the Fire Drill items from the QRH
NOTE: If the fire message remains illuminated after both fire
extinguishers have been discharged the aircraft must be evacuated.
3.11.4 Evacuation Drills
Captain:
Informs the CC that evacuation is required on his PA command
Completes his memory items of the evacuation drill
Informs ATC
First Officer:
Completes his memory items of the evacuation drill
Completes the evacuation drill from the QRH on command

NOTE: If a fire has been visually confirmed (e.g. by ATC) the Captain has the discretion
to call for and action the Emergency Evacuation Drill in preference to the Fire Drill.
NOTE: If the Captain considers that a Fire Warning was a spurious warning and it has
been confirmed by Fire Crews that there are no signs of fire and the fire warning has
cancelled, the aircraft may be taxied clear of the runway once the Fire Drill has been
completed.

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3.12 SINGLE ENGINE DRIFTDOWN
If an engine failure occurs at altitude and an immediate descent is not required (i.e. terrain
clearance) continuous thrust must be selected (thrust lever in the detent). The aircraft IAS
should be allowed to decrease in level flight to Vfs (clean). The drift down is then flown in
"speed mode". Gross driftdown altitudes are available from chapter 5 of this manual.
3.13 SINGLE ENGINE CRUISE
If a single engine cruise is required to divert, then the IAS for aircraft weight, altitude and
SAT should be obtained from section 5 of this manual.
NOTE: The aircraft must always be operated within one hour’s flight time
from a suitable alternate on one engine (275 kts).
3.14 SINGLE ENGINE APPROACH
The ‘One Engine Inoperative Approach and Landing’ Checklist is to be completed as an

aide memoire as part of the Approach Brief, prior to commencing a single engine approach.
The autopilot may be used for single engine approaches. At all times during single engine
operations with the autopilot engaged care should be taken to ensure that the rudder trim is
used as required to maintain the slip ball centralised. The autopilot must be disengaged for
a go-around. Vapp for a single engine approach is Vref45 + 10 kts and a Flap 22 landing
should be made.
3.15 WINDSHEAR PREVENTION/RECOVERY
When in receipt of a red wind shear warning the following actions must be carried out from
memory:
Thrust Levers...................................................................................................MAX
Autopilot.............................................................................................. DISENGAGE
Go Around Button....................................................................................... PRESS
An Amber caution is advisory. It is therefore not usually mandatory to carry out the escape
manoeuvre in the event of an amber caution. However, should the guidance be engaged
by pressing of a Go-Around button capture or automatically it is to be followed.
Rotate the aircraft smoothly to minimise speed loss. Flight guidance on EADI must be
followed.
NOTE: Pitch attitude may be well above normal angles.

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Maintain aircraft configuration. Do not change gear and flap position until terrain clearance is
assured (It is possible that Flap limiting speeds will be exceeded). PM should call out the RA
heights and climbing/descending. Once the aural warning has cancelled, aircraft is climbing
and ground contact is no longer an immediate concern the G/A button should be pressed to
re-program the FD. If the FD wind shear Recovery Mode cancels the standard go around
actions should be carried out to ensure the correct configuration and FGC Modes are made.
If the wind shear Recovery Mode does not cancel the wind shear Recovery actions must be
continued. During the clean-up note limiting speeds such as Gear retraction and Flap 45
and record any exceedances in the Tech Log after landing.
NOTE 1: Above 1500ft RA the wind shear Warning/Escape Guidance Mode is

inactive.
NOTE 2: Above 2500ft RA the GA button is inactive.
3.16 LIGHTNING
Take the precautions under ‘Turbulence’. Also make full use of weather radar advising ATC
of all course changes. Turn all cockpit lights fully up. In the event of a lightning strike, review
integrity of compasses, radios and electrical systems. Be aware of the possibility of
structural damage and make a PA to the passengers.
If a lightning strike is experienced on departure, consideration should be given to a diversion

as the extent of external damage will not be known.
After a lightning strike a Tech Log entry must be made and the aircraft inspected by an
engineer before the next flight.
There is a potential hazard of a lightning strike affecting both intake airflows on narrow
bodied aircraft with FADEC controlled, fuselage mounted engines, with the associated
potential for a double engine flame out. When approaching an area where the potential for
lightning strikes exist, when the APU is available, it is to be started.
If an engine auto shuts down following a lightning strike, dependant on the phase of flight
and that there are no other abnormal engine indications an airstart should be attempted.
3.17 FLAP MANOEUVRING SPEEDS & APP FACTORS
Certain QRH drills call for use of the flap manoeuvring speed. In this context the
speeds are as follows:
Flap 0 - 180 kts (200kt in icing conditions)

Flap 9 - 160 kts
Flap 22 - 140 kts
Flap 45 - 140 kts

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When multiple malfunctions exist, each of which has a unfactored Landing Distance factor
in the QRH, the factors should be dealt with in the following manner:
Where the factors are cumulative e.g. Brakes Degraded and Reduced Flap Landing, the
factors should be multiplied.
Where the factors are not cumulative e.g. Reduced Flap Landing and Jammed Rudder,
the higher factor should be used along with the associated IAS.
3.18 FLIGHT INSTRUMENT FAILURES/ILS APPROACHES

3.18.1 Flight Instrument Failures
Following a Flight Instrument failure or failure of an aid in use on the PF’s instrumentation
only e.g. ASI, Altimeter, Localiser, Glideslope. The following actions should be carried out
promptly:
1. Hand control to other pilot

2. Couple FD to new PF
3. Select FD Modes as required
4. Compare with Standby Instruments
5. The QRH Instrument/Display failure table should be consulted prior to
any reversions being carried out. The autopilot may or may not be
available depending on the failure.
3.18.2 Integrated Computer Failure
Failure of the No 1 Integrated Computer (IC-600 1) is indicated by the display of a red “X”
on PFD 1, MFD 1 and the EICAS.
Failure of the No 2 Integrated Computer (IC-600 2) is indicated by the

display of a red “X” on PFD 2 and MFD 2. An IC BUS FAIL message may be presented.
In both events the SG Button on the Reversionary Panel of the affected

side should be pressed. The following features will be inoperative:
 EICAS messages mis-compare monitoring.

 Takeoff speeds synchronisation.
 Flight Director mode synchronisation.
NOTE: The emergency and abnormal procedures are the same on each aircraft with the
exception of those fitted with ISIS as described in Section 2.7.3

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3.19 DASHED INDICATIONS ON RMU
The following procedures are to be adopted in the event of dashed indications on an

RMU:
Airborne
If the COMM that is connected to the Back Up Tuning Head becomes dashed on the RMU
the COMM may be tuned with this tuning head but only when it is in Emergency Mode.
If the transponder mode or code is dashed on the RMU the other transponder may be
selected by placing the tuning cursor on the transponder mode/code and pressing the 1/2
button. This may be done on either RMU.
Ground
Cycling the Avionics Masters Switches will remove the dashed indications.
3.20 HIGH FULE TANK TEMPERATURE
A high fuel tank temperature in flight can be considered as spurious.
3.21 UNCOMMANDED STEERING INPUT ON LANDING
If uncommented aircraft swerving occurs on landing the following actions should be taken:
CONTROL THE AIRCRAFT USING DIFFERENTIAL BRAKES AND

RUDDER
STEERING TILLER.................................................................................. DO NOT USE
STEERING DISENGAGE BUTTON.................................................................. PRESS
The use of maximum differential brakes and maximum rudder pedal input may
be needed and should be used until the aircraft has come to a standstill.

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3.22 ABNORMAL PROFILES (see overleaf)
On all abnormal approaches (except abnormal flap landings) Vapp is to be

maintained to the threshold.
3.22.1 Bounced Landing Recovery Guidance
The key factor for a successful landing is a stabilised approach and proper thrust/flare
coordination.
Do not extend the flare at idle thrust as it will significantly increase landing distance.
Reducing to idle before the flare will also require an increase in pitch. Flaring high and
quickly reducing thrust to idle can cause the aircraft to settle abruptly.
Do not apply stabiliser trim during the flare.
When a light bounce occurs, maintain or re-establish a normal landing attitude. Increasing
pitch can lead to a tail strike. Beware of the increased landing distance and use thrust as
required to soften the second touchdown. When a more severe high, hard bounce occurs,
initiate a go-around – do not attempt to land. Press the go-around button and
advance thrust levers to MAX. Hold the flare attitude until the engines spool up and reset
stabiliser trim, then follow normal go-around procedures.
Note that a second touchdown may occur during such a low level procedure. Therefore,
the landing gear must NOT be retracted until a positive rate of climb is achieved.
All hard landings must be reported to LMC after landing and before the aircraft operates
any further flights.

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Fig 1: Single Engine Precision Approach

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Fig 2: Single Engine Non-Precision Approach

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Fig. 3: Single Engine Go Around

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Fig. 4: Abnormal Flap Approach

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Fig. 5: Emergency Descent

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Fig. 6: Dual Engine Failure

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Fig. 7: Engine Failure on Take Off

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Fig 8: Engine Failure on Take Off (Flap 18)

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Fig.9: Single Engine Visual Circuit

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Fig.10: Stall Recovery

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3.23 GROUND PROXIMITY WARNING SYSTEM / ENHANCED GROUND

PROXIMITY WARNING
3.23.1 General
1) The EGPWS may provide little, if any, warning for flight towards
steep terrain.
2) The EGPWS will provide little, if any, warning for a normal stabilised
descent in landing configuration into level terrain, where there is no
operating glide-slope or where the “Minimums” alert feature has not been
utilised.
3) All modes are inactive below 30 feet AGL in order to avoid nuisance
warnings caused by ground-effect-induced static pressure fluctuations.
4) All modes are inactive above 2450 feet AGL, which represents the
altitude cut off limit to eliminate nuisance warnings at en-route altitudes.
3.23.2 GPWS/EGPWS Warning (Memory Actions)
If an EGPWS / GPWS WARNING occurs PF is to:

1. Disconnect the autopilot and set thrust levers to MAX position.
2. Rotate the aeroplane to increase pitch attitude
to the highest possible value.
3. When stick shaker is encountered, reduce pitch
rate/angle of attack to keep the shaker speed as
minimum.
4. Do not retract flaps or landing gear until at MSA
and VMC or MSA and cessation of warning.
3.23.3 Warnings - Action by Crew
EGPWS WARNING RESPONSE IS A MEMORY ITEM, IS MANDATORY

AND REQUIRES AN IMMEDIATE RESPONSE.
3.23.4 GPWS / EGPWS Caution
When an EGPWS / GPWS CAUTION occurs, adjust the aeroplane flight path until the
CAUTION alert ceases
3.23.5 EGPWS
The terrain image can be selected manually or automatically to be displayed on the

MFDs. Manually the display can be selected by either crew-member at any time by
using the "TERR/WX" selection on the MFD bezel menu. Use of this switch selects
between the terrain display, weather radar and OFF position. If the terrain image is shown
on the display, and the crew member wishes to remove it, he can select either "WX" or
"OFF". Automatically the terrain image will appear on the MFD when the event of a terrain
threat occurs. Terrain alerts are depicted by the colour yellow or red.

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3.23.6 EGPWS Operation
The operation of the EGPWS will occur on the aircraft power-up, through the 115 V AC Bus
During this phase, the pilot can insert the airport ID (identification) through the CDU, or if
necessary he can just press the accept button on the CDU to accept the current position
stored in the FMC's memory. At the power-up of the equipment, if there is a failure
with the system, the EICAS can display a warning message, or even during its test
procedure, the computer can show a failure message. Prior to T/O the EGPWS is to be
displayed on the P2 MFD. In the event of an engine failure followed by an emergency turn
procedure the EGPWS may activate but must be ignored. this occurs because the limits
defined in the terrain function of the EGPWS are greater than those specified for an
emergency turn procedure.
The following limitations are applicable:
a. Navigation is not predicated on the use of the terrain awareness

display.
b. The EGPWS database, displays, and alerting algorithms currently do
not account for man-made obstructions.
c. Pilots are authorised to deviate from their current ATC clearance to
the extent necessary to comply with an EGPWS warning.
d. The terrain display is intended to be used as a situational tool only
and may not provide the accuracy and/or fidelity on which to solely base
terrain avoidance manoeuvring.
e. In the case of a conflict between the terrain alerts and an au
popped up picture, pilots must check the sweeping marker movement on the
horizontal line below the terrain picture. If the line is frozen, the MFD terrain
indication must be deselected on the MFD bezel panel.
3.23.7 EGPWS Terrain Inhibit Switch
The switch is installed on the main panel and is used during approach mode in airports not
covered by EGPWS database. It assures protection against unwanted terrain alerts. It
inhibits the terrain mode operation, and, if actuated, the caution message "TERRAIN INOP"
is displayed on the EICAS display.
The terrain function is to be inhibited if :
a. The accuracy of the aeroplane position data from the FMS becomes
inadequate for navigation (DR mode). This will not affect the basic
GPWS functions. If the FMS is restored after a period of inadequacy,
the terrain awareness may be enabled by pressing the Terrain
Override button a second time.
b. Within 15 nm of T/O, approach or landing at an airport where any of
the following conditions apply :
1. The airport has no approved instrument approach procedure.
2. The longest runway is less than 1070 m in length.
3. The airport is not included in the Allied Signal database.

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3.23.8 EGPWS CAS MESSAGES
The table below shows the messages on the EICAS display.
INDICATION LOGIC
GPWS (WARNING) WARNING condition
GPWS INOP (CAUTION) GPWS function inoperative
TERR INOP TERRAIN function inoperative
3.24 T R A F F I C A N D C O L L I S I O N A V O I D A N C E S Y S T E M
The following will be adopted as standard operating procedures.
3.24.1 Testing
TCAS will continuously test and monitor itself, but a pilot initiated TCAS test during flight
deck preparation is recommended by the manufacturer. This check will be performed as part
of the first flight of the day checks under the item headed RMU.
To initiate the Pilot Activated Self-Test, (PAST), locate the yellow cursor box over any item
of the TCAS section of the RMU radio page and press the TST button. An aural message
‘TCAS TEST’ is generated along with the same message being displayed on the RMU.
Release the test button after the TCAS TEST message to prevent red lines on VSI staying
in place at end of test. In the event of a successful test, the aural message ‘TCAS TEST
PASS’ is generated after a few seconds. Pilots should confirm the appearance of the
TCAS test screen on the MFD, which shows an example of each type of traffic and also
the appearance of red and green arcs on the VSI.
The TCAS test display on the MFD should be cleared by momentarily selecting the
transponder to TA/RA before reverting to STANDBY.
3.24.2 Basic Operating Procedures
Before start, check that both displays are selected to AUTO by reference to the TCAS page
on the RMU.
Taxiing in LVPs or crossing runways the TCAS should be selected to TA/RA and
displayed on at least one of the MFD. At all other times ATC Mode A only should be
selected in accordance with the normal checklist. Just prior to take-off, TA/RA mode
should be selected on the transponder control on the RMU and the TCAS display should
be activated on at least one MFD.
During climb, the ABOVE display should be selected on the RMU, along with a suitable
range, 12 or 20 nm initially, then 20 or 40 nm once at higher levels.
Once in the cruise, the NORMAL display can be selected on the TCAS control, until BELOW
is selected at the top of descent. As the aircraft descends into the lower levels, the selected
range should be reduced in order to avoid a cluttered and possibly confusing display.

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The TCAS RA mode is not to be switched off in the holding pattern.

Whoever notices the existence of any traffic which is displayed as proximate should notify
the other, thus ensuring that both pilots are alert to the increased possibility of a TA or a RA.
From the moment that other traffic achieves proximate status, a continuous assessment
should be made, using the information on the TCAS display of the intruders flight path, as to
the possibility of it becoming a TA or RA, until a conflict no longer exists.
3.24.3 Conflicting Traffic (TA and RA)
CAUTION: Only intruder aircraft equipped with an operating transponder can generate
advisories on the TCAS display.
Follow all RAs, even if this takes the aircraft above the maximum certified flight level of
FL370.
Respond to the RA within 5 seconds (2.5 seconds for a reversal RA) to achieve the desired
rate within 5 seconds.
If stick shake or initial buffet occurs during the manoeuvre, immediately accomplish stall
recovery or if high-speed buffet occurs, relax stick force as necessary but continue with
manoeuvre.
If and when TCAS is unable to track the bearing of an intruder, the traffic advisory appears
in the top right of the TCAS display in amber e.g. TA 2.0 + 00. This shows traffic 2nm away
at a similar altitude. In the event of an RA, the display would show e.g. RA 3.0 + 02. A
vertical arrow pointing either up or down, indicating rates of climb / descent in excess of
500 feet per minute will display to the right of the altitude figure. TCAS’s ability to compute
a traffic or resolution advisory is not degraded by lack of bearing information.
NOTE: For any Resolution Advisory event, of for any visually acquired TA where
avoidance action was considered necessary, an Air Safety Report must subsequently
be filed.
3.24.4 General
Although RA instructions are in the vertical plane, if one is received whilst in a turn, that
turn may be continued but be aware that TCAS assumes that bank angle will be less than
15 degrees for climb performance purposes.
Note that at higher speeds, TCAS can generate a RA at considerable horizontal miss
distances. Additionally, TCAS has no knowledge of intent; it will issue a RA on the basis of
current vertical speed, unaware of any intention to level off before the encounter occurs.
When high vertical rates are involved, TCAS can issue a RA while one or both aircraft are
still well short of their cleared levels. A RA need not imply a loss of standard ATC
separation, nor does it necessarily imply an ATC error.

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3.24.5 TCAS MFD Display

With the display directly in the PF’s scan, situational traffic awareness is improved, and
continuous assessment of proximate traffic becomes more effective.
PM should still alert PF to the first appearance of proximate traffic. However, the PM
workload is effectively reduced by removing the need to constantly update the position of
multiple proximities.
3.24.6 TCAS RTE Phraseology
Some amplification of the required phraseology is necessary.
A) Notification during the RA response

Pilot : TCAS RA
ATC : ROGER
B) Notification after the RA response is completed

Pilot : CLEAR OF CONFLICT RETURNING TO (assigned
clearance)
ATC : Acknowledges & may issue a revised clearance
C) Notification after returning to original clearance

Pilot : CLEAR OF CONFLICT, FL / ALTITUDE ( assigned
clearance) RESUMED
ATC : Acknowledges
D) In the event of an ATC clearance or information contradictory

to the RA:
Pilot: UNABLE, TCAS RA
ATC: ROGER
3.24.7 TCAS Failures
The equipment will continuously test and monitor itself. If an in-flight failure of the TCAS
occurs, TCAS FAIL is enunciated at the top/right of the traffic display. In this case, select the
Transponder mode to ATC+ALT, replacing TA/RA, on the RMU, and de-select the TCAS
display on the MFD.
In the event of Transponder failure, the alternate unit should be selected and it should be
verified that the XPDR FAIL message extinguishes and that the TCAS display remains
active.

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3.25 CREW INCAPACITATION

Incapacitation of flight crew members can be gradual or sudden, subtle or overt, partial or
complete and may not be preceded by any warning.
3.25.1 Partial or Gradual Incapacitation
The following procedures are to be used if a pilot suffers any medical symptoms in flight
which might impair his ability to handle the aeroplane such that, if he were in a two pilot
crew, he would hand over control. These symptoms include severe pain (especially sudden
headache or chest pain), dizziness, blurring or partial loss of vision, disorientation, vomiting
or diarrhoea. The procedures must be followed even if the pilot has apparently recovered,
as temporary symptoms are often a warning of more severe illness to follow, and self
diagnosis is notoriously unreliable.
If the affected pilot is handling the aeroplane, he is immediately to inform the other pilot and
hand over control to him. The destination, base or appropriate agency, is to be informed of
the problem and a diversion made to the nearest suitable landing aerodrome, bearing in
mind the nature and severity of the symptoms and the availability of medical facilities.
The affected pilot is not to take control again for the remainder of the flight and is to lock his
shoulder harness to prevent him falling on to the controls if the illness becomes more
severe. The affected pilot is not to fly again as a crew member until he has been medically
examined or, in the case of diarrhoea or vomiting, has had no symptoms for 24 hours. Refer
to Operations Manual Part A.
3.25.2 Sudden or Complete Incapacitation
Complete incapacitation may be subtle or overt, and may not be preceded by any warning.
Whilst incapacitation may occur at any stage of flight, fatal collapse among flight crew has
most commonly occurred in the critical stages of approach and landing when ground
proximity presents a direct hazard. Where the pilot handling the aeroplane is incapacitated,
an accident is inevitable, unless the other pilot detects the collapse and is able to assume
control in sufficient time.
Detection of the incapacitation in the subtle case may be indirect, i.e. only as a result of
the pilot not taking some expected action. If for example, the pilot conducting the approach
to land collapses without any overt sign and the body position is maintained, the other pilot
will not be aware of his colleague's collapse until the expected order of events becomes
interrupted.
In the context of pilot incapacitation, it is essential that crew members closely monitor the
aeroplane's flight path in the critical stages of take-off, initial climb, final approach and
landing, and immediately question any deviation from the norm.
Normal crew duties require that during all stages of the flight, pilots and other crew members
call the handling pilot's attention to any deviation from the normal flight path or ATC
clearance. Adherence to this procedure should assist early detection of the incapacitation of
the handling pilot.
Where the pilot handling the aeroplane has collapsed, the other pilot will assume control.

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Taking control presupposes that the collapsed pilot's body does not interfere with the
essential primary flying controls and for this reason there is a requirement to wear full
harness whilst occupying a pilot seat.
Once incapacitation has been detected, the first requirement is to ensure that the affected
pilot does not interfere with any control, and to control the aircraft’s flight path. It is
therefore essential that his harness should be locked and, if possible, the seat slid back.
Consideration should be given, if practical, to the briefing and use of cabin crew or
passengers for this task, but caution must be observed due to the risk of the seat moving
forward when it becomes unlocked. The next priority is to re-plan the flight, including
consideration of diverting to the nearest suitable destination.
Medical advice indicates that immediate first aid is not essential or necessary in cases of
sudden incapacitation. Therefore, any attempts at first aid should be delayed until the
immediate operational problems have been dealt with.
Summary
In a two pilot operation, the recovery from a detected incapacitation of the handling pilot
shall follow the sequence below:
a) the fit pilot must assume control and return the aeroplane to safe
flight path;
b) the fit pilot must take whatever steps are possible to ensure that the
incapacitated pilot cannot interfere with the handling of the aeroplane. These steps
may include involving cabin crew and passengers to restrain the incapacitated pilot.
c) the fit pilot must land the aeroplane as soon as practicable to ensure
the safety of the occupants.
The 'Two communication' rule of thumb should be invoked to assist in detecting

incapacitation. This states that a flight crew member should suspect the onset of
incapacitation any time when a pilot does not respond appropriately to a second verbal
communication associated with a significant deviation from a standard operating procedure or
flight profile.
3.25.3 Co-Ordination with the Cabin
In the event of incapacitation on the flight deck, the Cabin Attendant is to be called on the
intercom by the fit pilot and informed. The fit pilot must remain at the controls.
The Cabin Attendant is to gain entry to the flight deck by use of the flight deck door key,
located with the forward oxygen manual release tool on both the EMB 145.
3.25.4 Single Cabin Crew Incapacitation
The following procedure should be adopted by pilots if a cabin crewmember becomes

incapacitated when operating single cabin crew:
1. Switch the seat belt sign on and make a PA requesting positioning crew or if

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there are any medically trained passengers to assist.
2. Consider a diversion and request for medical attention on arrival.
3. Make a PA to passengers to explain the situation and prepare them for landing.
4. Consider slowing down the aircraft or taking up the Hold while the First Officer
goes into the cabin to complete the following tasks:
 Give first aid and if possible secure the cabin crewmember in their seat.
 Clear in the cabin and secure all trolleys, drawers, and
cupboards in the galley.
 Position an able bodied person adjacent to the main door and brief them on
its operation in the event of an emergency.
 Make a cabin secure check that hand baggage is clear of emergency exits
and either under the seat in front or in overhead lockers. Seatbelts must be
fastened, tables stowed, armrests down and seats in the upright position.
5. Make the following PA 5 minutes before commencing an approach:
“Please return to your seats and ensure that your seatback and table are in the
upright position and the armrests down. All hand luggage must be stowed under
the seat in front of you or in an overhead locker. Do not use mobile telephones or
other electronic equipment. Your seatbelt must be securely fastened in preparation
for landing. After landing please remain seated with your seatbelt fastened until the
seatbelt sign is switched off.”
6. After shutdown leave the seatbelt sign ON until the First Officer has entered the cabin
to open the main door and supervise the disembarkation of the incapacitated
crewmember.

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3.26 MEMORY ITEMS

1)
AIR CONDITIONING SMOKE
Condition: Smoke or odour inside

the cabin and/or cockpit.
Crew Oxygen Masks.......................................... DON, 100%
Smoke Goggles..................................................... DON
Recirculation Fan............................................... PUSH OUT
Crew Communication........................................ESTABLISH
2)
BAGGAGE SMOKE
EICAS Warning: BAGG SMOKE

Fire Extg Bagg Button
(if installed) ..........................................................PUSH IN
3)
CABIN FIRE OR SMOKE
Condition: Smoke or odour inside

the cabin and/or cockpit.
Crew Oxygen Masks.......................................... DON, 100%
Smoke Goggles..................................................... DON
Recirculation Fan............................................... PUSH OUT
Crew Communication........................................ESTABLISH
4)
ELECTRICAL SYSTEM FIRE OR

SMOKE
Condition: Smoke confirmed from

electrical source.
Crew Oxygen Masks.......................DON, 100%
Smoke Goggles................................. DON
Recirculation Fan............................ PUSH OUT
Crew Communication.....................ESTABLISH

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5 )
6)
CAUTION: IF STRUCTURAL DAMAGE IS SUSPECTED,

USE THE FLIGHT CONTROLS WITH CAUTION AVOIDING
HIGH MANEUVERING LOADS AND REDUCING
AIRSPEED AS APPROPRIATE.

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7)
Specific allocation of Evacuation duties:

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9)
10)

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12)
13)

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15)
16)

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18)
19)

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21)
22)

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24)
TAKEOFF CONFIGURATION WARNING
EICAS WARNING: NO TAKEOFF CONFIG
AURAL WARNING: Voice Message TAKEOFF – BRAKES,
TAKEOFF – FLAPS,
TAKEOFF – TRIM,
TAKEOFF – SPOILERS
EICAS INDICATION: Spoiler and pitch trim may be red.
Do not take off.
Airplane configuration ………………………… CORRECT

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PERFORMANCE Chapter : 4
4.1 PERFORMANCE DATA
Performance data is specific to the EMB 145 MP (engines AE3007A1P) The aircraft specific
Gross Mass Chart performance manuals are identical in layout and calculated by crew in the
same way. Applicable engine and aircraft specific performance tables are provides on each
aircraft flight deck for destination and alternates. The use of EMB 135 Performance on a
EMB 145 aircraft (or vice versa) could be catastrophic and therefore crews must ensure they
are using the correct data as identified on each page. The Performance Folder will also be
clearly marked with the relevant aircraft variant.
4.1.1 Compliance with Operating Regulations
For the purpose of complying with Nig.CAR’s, the EMB 145 aircraft is classified in
Performance Group A. The performance information in this section is in compliance with the
Transport Category (passenger) of Nig.CAR’s 8.9 commercial air transport (Passenger).
25. This volume contains the performance data required to despatch the aircraft taking in
account certified performance standards and operating rules. Reference is made also to the
EMB 145 Aeroplane Flight Manual (AFM), Technical Data. Aerodrome Performance pages
(Gross Mass Charts – GMC) are produced by Navtech Performance Program using the
Embraer Performance modules and based on field length and obstacle data.
Airfields, runways or intersections take-offs not covered by GMCs shall not be used.
Pilots are not permitted to use the AFM directly to calculate take-off or landing data.
The performance information given for the EMB 145 is applicable to the engine AE
3007A1P.
4.1.2 Validity of Data
All performance data in this section are based on the following conditions:
 Pertinent power less installation, air bleed, and accessory losses.

 Full temperature accountability within the operational limits for which the
aeroplane is certified.
 Appropriate wing flap position.
 The wind correction grids are factored in compliance with the regulations,
and represent the headwind/tailwind components measured at 10 m (32.8 ft)
height.
 Humidity has no appreciable effect on the power of the engines;
therefore, it has not been considered in the performance data.
 Anti-skid and ground spoilers are considered to be operative.
 All takeoff and landing based on paved runways, either dry or wet.
Contaminated Landing Data is available
An Icing ON RTOW must be calculated and used if icing conditions are anticipated from
take off to 1500 ft AAL.

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The performance information is not valid if:
 The aeroplane gross weight exceeds the appropriate maximum allowable

limits.
 Any of the AFM Section 2 limitations are not observed.
 Data is obtained by extrapolation.
NOTE: In the case of headwind components, the aeroplane may be operated

in reported components greater than 30 kts, but a maximum effect of only
30 kts may be taken.
Tyre speed limits are not applicable to this specific aircraft.
4.1.3 Performance Configuration
Operating Thrust Flaps Gear Airspeed

Engines
Take Off 2 until VEF MAX (1) 9º DOWN 0 - V2
1 after VEF THRUST SET
1st 1 MAX 9º DOWN to VLOF - V2
Segment UP
2nd 1 MAX 9º UP V2
Segment
3rd 1 MAX 9º UP UP V2 - VFS
Segment
Final 1 MAX (CON UP UP VFS
Segment after 5 min)
En Route 1 CON UP UP Ver

Approach 1 MAX 9º UP Vac
Climb
Landing 2 MAX 22º or DOWN VREF x x
Climb 45o
Landing 2 IDLE 22º or DOWN VREF x x

45º

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4.1.4 Definitions
4.1. 4. 1 Airsp eed
Indicated Airspeed - KIAS. It is the reading on the airspeed indicator (knots), as installed
in the aeroplane, uncorrected for static source position error. Zero instrument error is
assumed.
Calibrated Airspeed - KCAS. It is the indicated airspeed (knots), corrected for static
source position error.
True Airspeed-TAS. It is the equivalent airspeed corrected for atmospheric density

effects.
Critical Engine Failure Speed - VEF. It is the speed at which, if one engine fails, the failure
is recognised at V1.
1G Stall Speed - VS1G. Is the minimum speed at which the lift provided by the aeroplane is
capable of supporting its weight.
Reference Stall Speed - VSR. It is stall speed used as the reference in

determining the various aeroplane speeds. VSR may not be less than VS1G.
Take off Decision Speed - V1. The maximum speed in the take-off at which the pilot must
take the first action (e.g. apply brakes, reduce power, deploy speed brakes) to stop the
aeroplane within the accelerate-stop distance. V1 also means the minimum speeds in the
take-off, following a failure of the critical engine at VEF at which the pilot can continue the
take-off and achieve the required height above the take-off surface within the take-off
distance.
Rotation Speed - VR. It is the speed at which rotation is initiated during the take off, to
attain the take off safety speed at or before a height of 35 ft above runway surface.
Take off Safety Speed - V2. The target speed to be attained at a screen height, during a
take off with an engine failure.
Air Minimum Control Speed - VMCA. The minimum flight speed at which the aeroplane is
controllable with a maximum 5° bank, when one engine suddenly becomes inoperative
with the remaining engine operating at takeoff power. The value presented represents the
most critical combination of power, weight, and centre of gravity.
Ground Minimum Control Speed - VMCG. The minimum speed on the ground at which
the take off can be continued, utilising aerodynamic controls alone, when one engine
suddenly becomes inoperative and the remaining engine is operating at take off power.
The value presented represents the most critical combination of power, weight, and
centre of gravity.
Approach Climb Speed Vac-Following a discontinued approach, with one engine

inoperative, the speed to be flown with maximum take off power and with landing gear up
to achieve at least a 2.5% positive gradient.

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Landing Reference Speed. VREF xx. The speed at a 50 ft height in a normal landing. This
speed is presented in the Landing Reference Speed Charts according to landing
configuration (gear down or specific landing flaps 22º or 45º).
Manoeuvring Speed. VA. The maximum speed at which application of full available aileron
rudder will not overstress the aeroplane. Manoeuvre involving pitching control must not
exceed the limit load factor defined in AFM Chapter 2 - Limitations.
Minimum Control Speeds During Landing And Approach. VMCL. It is the minimum
control speed in the landing configuration.
Final Take off Segment Speed VFS. It is the speed to be achieved during final take off
segment, with landing gear up and flaps retracted.
4.1.4.2 Performance
Gross Performance. This represents the average performance which a fleet of aeroplanes
can be expected to achieve if satisfactorily maintained and when flown in accordance with
the required techniques.
Net Performance. The majority of the data scheduled is net performance which is the gross
performance diminished by the amount considered necessary to allow for various
contingencies which cannot be directly accounted for operationally, such as the need to
manoeuvre, unavoidable variations in piloting technique, temporarily below average
performance etc. It is extremely improbable that the net performance will not be achieved in
operation provided that the correct maintenance procedures are adopted and that the
aeroplane is flown in accordance with the required techniques.
Air temperature. Unless otherwise qualified this means ambient air

temperature, the true temperature (0°C) of the free air near to but uninfluenced by the
aeroplane.
Runway Surface. A surface such as concrete or tarmac.
Wet Runway. A runway is considered wet when the runway surface is covered with water,
or equivalent. less than 3 mm or when there is sufficient moisture on the runway surface to
cause it to appear reflective, but without significant areas of standing water.
Damp Runway. A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance. Dry runway performance is to be used.
Dry Runway. A dry runway is one which is neither wet nor contaminated and includes those
paved runways which have been specially prepared with grooves or porous pavement and
maintained to retain 'effectively dry' braking action even when moisture is present.
4.1.4.3 Meteorological
International Standard Atmosphere - ISA. As accepted by the International Civil Aviation

Organisation.

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Static Air Temperature - SAT. Outside air temperature as indicated on the MFD.
True Outside Air Temperature. The free air static (ambient) temperature.
Wind Velocity. The actual wind velocity at a 10 m (32.8 ft) height, reported from the tower
and corrected by the wind component chart to a headwind or tailwind component parallel to
the flight path.
4.1.4.4 Take off

The take off path extends from a standing start to a point in the take off at which the
aeroplane is at least 1500 ft above the take off surface or has achieved the en-route
configuration and final segment speed. The take off path is divided into segments related to
the distinct changes in the configuration, power, and speed.
Some of the terms used in the take off path are defined below.
Screen Height. The altitude to be attained above the take off surface at the end of take off
distance (35 ft for dry runways and 15 ft for wet runways).
Take off Distance. The greater of the distance from the start of the take off to the point at
which the aeroplane is at the screen height, with a failure of one engine at VEF; or 115 per
cent of the distance with all engines operating, from the start of the take off to the screen
height.
Take off Run.
When a clearway exists: the greater of the distance from the start of the take off to a point
equidistant between lift-off and the point at which the aeroplane is at screen height, with a
failure of one engine at VEF; or 115 per cent of the distance from the start of the take off to a
point equidistant between lift-off and the point at which the aeroplane is at screen height,
with all engines operating.
When a clearway does not exist: the greater of the distance from the start of the take off to
the point at which the aeroplane is at screen height, with a failure of one engine at VEF; or
115 percent of the distance from the start of the take off to the point at which the aeroplane
is at screen height, with all engines operating.
Accelerate-Stop Distance. The horizontal distance traversed from brake release to the
point at which the aeroplane comes to a complete stop on a take off during which the pilot
elects to stop at V1. The accelerate-stop distance must not exceed the length of the runway
plus the length of the stop way.
Clearway. A clearway is an area beyond the runway, not less than 500 feet wide, centrally
located about the extended centre line of the runway, and under the control of the airport
authorities. The clearway is expressed in terms of a clearway plane, extending from the end
of the runway with an upward slope not exceeding 1.25%, above which no object nor any
portion of the terrain protrudes, except that threshold lights may protrude above the plane if
their height above the end of the runway is not greater than 36 inches and if they are located
to each side of the runway.
Stopway. A stop way is an area beyond the runway, not less in width than the width of the
runway, centrally located about the extended centre line of the runway, and designated by

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the airport authorities for use in decelerating the aeroplane during a rejected take-off. To be
considered as such, a stop way must be capable of supporting the aeroplane during a
rejected takeoff without inducing structural damage to the aeroplane.
4.1.5 Net Take-off Flight Path
The net flight path is the gross (actual) path diminished by the gradient required by
regulation.
Take-off Flight Path. The take-off flight path begins 35 ft above the take-off surface at the
end of the take-off distance required and extends to a point at which the aeroplane is at
least 1500 ft above the take-off surface or has achieved the en route configuration and final
segment speed, whichever occurs last.
Reference Zero. This is the reference to which the co-ordinates of the various points in the
take-off are referred to. It is defined as the end of the take-off distance required and 35 ft
below the flight path at this point.
Acceleration Altitude. The barometric altitude used to initiate the retraction of flaps for an
all-engines operating go-around, or to commence level-off and acceleration to Vfs for a one-
engine inoperative go-around. Normally go–around Acceleration Altitude should be a
barometric altitude 1000’ (one thousand) above the airfield elevation rounded up to the next
hundred feet, unless specified otherwise by the Gross Mass Chart (GMC).
First Segment. Extends from the 35 ft above reference zero to the point at which the
landing gear is fully retracted, using take-off power and take-off flaps, at a speed not less
than V2.
Second Segment. Extends from the point at which gear is fully retracted to the level off
height (400 ft minimum), using take-off power and take-off flaps at a constant V2.
Third Segment. The horizontal distance required to accelerate, at constant altitude, using
take-off power to the final segment speed while retracting flaps.
Final Segment. Extends from the end of the third segment to a gross height of at least
1500 ft, with flaps up, take-off power during five minutes and maximum continuous power
after that, and at final segment speed.
Gross Climb Gradient. The ratio, expressed as a percentage of the change in geometric
height divided by the horizontal distance (both in the same unit) travelled in a given time.
The gradients shown on the charts are true gradients, i.e., they are derived from geometric
(not pressure) rates of climb.
Net Climb Gradient. The demonstrated gross gradient reduced by 0.8% during take-off
phase and 1.1% en-route.
Gross Height. The geometric height attained using gross climb gradient in a given time.
Net Height. The geometric height attained using net climb gradient in a given time. Net
height is used to determine a net flight path which will clear any obstacle by at least 35 ft to
comply with the regulations.

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4.1.6 Demonstrated Crosswind
The maximum demonstrated crosswind component for takeoff and landing is 30 kts
measured at tower height of 10 m (32.8 ft). The demonstration was made with both engines
operating on a dry runway and using VREF plus half the maximum gust intensity.
4.1.7 Recommended Crosswind Components
The following maximum crosswind limits are recommended by the manufacturer (these are
not AFM limitations):
Dry Runway 30 kts

Wet Runway 30 kts
*Runway with Compacted Snow 25 kts
*Runway with standing water / slush 20 kts
*Runway with ice (not melting) 10 kts
4.1.8 Take-Off Thrust
Take-off performance is provided for max Take-off thrust (T/O-1), and reduced, or Alternate
(ALT T/O-1), take-off thrust modes. Whenever possible, ALT T/O-1 thrust must be used as it
significantly increases engine life. For A1/3 engines, T/O mode is the maximum permissible
thrust at take-off for the existing conditions and pressure altitude. This rating is limited to 5
minutes.
In the case of engine failure the remaining FADEC will command the operating engine to
T/O RSV mode.
Also for A1/3 engines, ALT T/O-1 is an engine rating lower than the take-off thrust, intended
for engine life extension. It is also time-limited to 5 minutes. In the case of engine failure the

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remaining FADEC will command the operating engine to T/O RSV mode.
T/O-1 is the maximum permitted thrust for go-around. While the thrust is the same as for the
take-off with engine failure case, the N1 scheduled will be different because the effect of the
aircraft speed during go-around is considered. Go-around thrust is also limited to 5 minutes.
Maximum continuous thrust (CON) is the maximum thrust for continuous use. CON thrust
should be used whenever the Captain considers it necessary for safety reasons. It should
not be used as a regular climb mode as it significantly increases engine wear.
4.1.9 Flap 18º Take-Off

For the shorter runway, usually below 1800 m TORA, Flap 18º Take-Off will provide
improved RTOW as the field length required will be significantly reduced.
There are no particular handling issues with the use of Flap 18° for take-off. Pitch changes
are minimal and the unstick force required is only slightly greater than that required for a flap
9º departure.
The retraction schedule when using Flap 18 requires two stages. Once airspeed is above V2
+ 10, retraction to Flap 9° takes place and when the IAS is V2 + 30, flaps can be further
retracted to zero.
VR, V2, flap retract speeds and VFS are all weight/altitude/temperature related.
The V1 must be obtained by reference to the relevant runway performance pages in OM B4,
where V1 figures are presented after the RTOW. Both pilots must, before every departure,
independently verify the V1 speed to be used.
The C of G envelope and the trim settings for Flap 18° are identical to those for Flap 9°.
4.1.10 Brake Energy Limits
In still air or better, below 6,000 ft altitude, there is no Brake Energy limitation below a weight
of 19,990 kgs. Effectively, this limit may be ignored.
When brake temperature indications are working normally a take-off must not be
commenced whilst the brake temperatures are in the amber range.
When brake temperature indications are not working normally a take-off must not be
commenced for 33 minutes from completion of the previous landing, after which time a
check of the thermal wheel plugs must be conducted.

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4.1.11 Flap Retraction Schedule

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4.1.12 Flap Manoeuvring Speeds
Flap Manoeuvring Speeds allow for an inadvertent 15 degree overshoot beyond the normal
30 degrees of bank over stick actuation.
FLAP MANOUVERING SPEED
BELOW MSLW* ABOVE MSLW*
FLAPS GEAR NO ICING WITH ICING NO ICING WITH ICING

CONDITIONS CONDITIONS CONDITIONS CONDITIONS
0 UP 180 200 180 200
9 UP/DN 160
18/22 UP/DN 140 150
45 DN 140
4.1.13 Aerodrome Analysis Data Pages
The Aircraft Flight Manual has a complete set of charts for determination of the
limiting take-off weights, but pilots are not to operate from airfields, runways or
intersections for which GMC data is not provided.
The GMCs are produced for Air Peace Limited by Navtech. An example chart is shown at
Appendix as part of the EAG preamble.
All performance calculations are made to comply with Nig.CAR’s.
4.1.14 Obtaining Performance Data
The following procedure will be followed for obtaining the necessary performance data from
the available information on board the aircraft:
From the GMC obtain a Regulated Take Off Weight (RTOW) for the runway to be used,
taking into account the conditions on the day (Temperature, wind component etc). Adjust
this figure for QNH and if taking off in icing conditions. The V1 is then obtained for this
adjusted RTOW.
4.1.15 Take Off and Landing Speed Booklet
Refer Chapter 2.2.1.3 Performance data.

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4.1.16 En-route, Approach and Landing
En-route Climb. Climb in the en-route configuration and speed.
Approach Climb. Climb from a missed or aborted approach, with approach

configuration and speed.
Landing Climb. Climb from an aborted landing with landing configuration and
speed.
4.2 LANDING
For the final approach wing flaps should be in the landing position and the speed set for that
flap configuration. At 50 ft and at VREF speed, the thrust levers are reduced smoothly. When
the aeroplane is firmly on the ground with the nosewheel in contact the brakes are applied.
4.2.1 Unfactored Landing Distances
Un-factored landing distance is the actual distance to land the airplane from a point 50 ft
above runway threshold at Vref, using only the brakes and spoilers as deceleration
devices (i.e. no engine reverse thrust is used). Unfactored Landing Distance tables are
provided in the QRH.
The Performance data section of the QRH includes Unfactored Landing Distance tables
for Non-Ice and After Ice Encounter speeds. These distances can be corrected for
temperature, slope and runway state to calculate the Landing Distance Required for
abnormal landings.
The required landing distance for dispatch is the unfactored landing distance increased by
1.67 for dry runways or 1.92 for wet runways.
For obtaining the DRY runway factored distance, multiply the unfactored landing distance
by 1.67.
For obtaining the WET runway factored distance, multiply the unfactored landing distance
by 1.92.
4.2.2 Unfactored Landing Distance Corrections
a) Temperature:
Flap 22: Add 4.5 m per each °C above ISA.
Decrease 2.5 m per each oC below ISA.
Flap 45: Add 3.0 m per each °C above ISA.

Decrease 1.5 m per each oC below ISA.
b) Slope:
Flap 22: Add 80 m per each 1 % slope down.

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Decrease 40 m per each 1 % slope up.
Flap 45: Add 50 m per each 1 % slope down.

Decrease 20 m per each 1 % slope up.
4.2.3 Abnormal Landing Distance Required Increments
For abnormalities that affect the LDR, the Emergency and Abnormal procedures in the QRH
require the unfactored landing distance to be increased by a specific factor. For most
abnormalities the factor to be applied is less than the normal landing distance required
factors of 1.67 for a dry runway and 1.92 for a wet runway. For many abnormalities it is
therefore acceptable to use the maximum landing weight obtained from the GMC.
NOTE: The landing distance correction factors mentioned in some emergency

or abnormal procedures must be applied to the flap 45 unfactored landing
distance.
If the runway is wet and/or if an optional 10 KIAS overspeed above

reference speed corrections are considered, use the factors indicated in the
abnormal and emergency procedures multiplied by the following correction
values:
10 KIAS overspeed............................................ 1.15

Wet......................................................................... 1.50
10 KIAS overspeed and wet.............................1.69

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4.2.4 LANDING DISTANCE CORRECTION FACTOR - EMB-145
Refer to AFM and QRH EMB145
4.2.5 Speeds
Landing speeds are provided in the Landing reference Speed tables in the AFM. These
speeds are reproduced in the performance section of the QRH.
The Performance data section of the QRH also includes Unfactored Landing
Distance tables for non-ice and After Ice Encounter speeds.
Non-ice encounter speeds may be used when:

 Anti ice is OFF
 There is no ice accretion
 ICE/SPS ADVANCED MESSAGE is not displayed on EICAS
Ice encounter speeds must be used when:

 Anti ice is ON
 Ice accretion is present
 ICE/SPS ADVANCED MESSAGE is displayed on EICAS
4.2.5.1 Landing Speed - Vref

Vref should be obtained from the QRH for the actual landing mass, rounded up to the
nearest 500kg.
4.2.5.2 Final Approach Speed – Vapp

Vapp = Vref + wind correction where:
Wind Correction = 1/2 mean headwind component + full gust increment above
steady wind.
 For flap 45 the minimum wind correction is 5 KIAS and the
maximum is 15 KIAS. Vapp = flap 45 should not be greater
than 140 kts.
 For flap 22 approaches the minimum wind correction is 5
kts and the maximum is 20 kts.
 For emergency and abnormal procedures using flap 0, 9,
or 18, the minimum wind correction is 0 kts and the
maximum is 20 kts.
 When there is a wind and an abnormal increment, use the
sum of both increments.
 When there are multiple abnormal increments, use the
highest Vref obtained to calculate Vapp.
4.2.6 En Route Climb

Climb in the en-route configuration and speed.

PART B
Revision: 00
(EMBRAER 145)
4.2.7 Approach Climb, Landing Climb and Reference Speeds

Approach Climb. Climb from a missed or aborted approach, with approach
configuration and speed.
Landing Climb. Climb from an aborted landing with landing configuration and speed.
4.2.8 Gear Down / Flap 9 Ferry Flight

Certified Performance data for Gear Down, or flap 9 Ferry Flight is available in the EMB
AFM. It is not to be used without the approval of the Chief Pilot or his deputy.
4.3 GROSS MASS CHARTS (GMC)
The GMCs are produced for Air Peace Limited by Navtech and contained in the Route
Performance Manual (RPM). GMCs contain information regarding takeoff and landing
performance limitations for the EMB 145, AE3007A1P engines operated by Air Peace
Limited. They cover Dry, Wet, Contaminated and Slippery runway performance.
All performance calculations comply with Nig.CAR’s.
If taking off or landing at airports for which the appropriate GMC is not available, the takeoff
and landing mass should be determined as follows:
1. For Take off data, request the GMC from the Operations Department who will fax it
to the handling agent (make sure that the data is up-to-date).
2. For landing data, use the Scheduled Landing Distance Chart provided in the QRH.
3. Pilots are not permitted to use the AFM directly to calculate take-off or landing data
except where indicated in the Operations Manual B (for instance, gear down ferry).
Instructions for the use of the GMCs is contained in the following
document issued by Navtech and consisting of pages 1-23.
4.3.1 Explanations and Definitions
AD Name of the airport. Presented in the page header of the RPM.
AFM Aircraft Flight Manual.

AIP Aeronautical Information Publication.
ASDA Accelerate-stop distance available. The length of the take-off run
available plus the length of the stopway, if such stopway is declared
available by the appropriate Authority and is capable of bearing the mass
of the airplane under the prevailing operating conditions. Presented in
page header of the RPM.

PART B
Revision: 00
(EMBRAER 145)
Contamin- A RWY is considered to be contaminated when more than 25% of the

ated RWY RWY surface area (whether in isolated areas or not) within the required
length and width being used is covered by the following:
Surface water more than 3mm deep, or by slush, or loose snow,
equivalent to more than 3mm of water.
Snow which has been compressed into a solid mass which resists
further compression and will hold together or break into lumps if picked
up (compacted snow).
Ice, including wet ice.
Damp A RWY is considered damp when the surface is not dry, but when the
RWY moisture on it does not give it a shiny appearance. For performance
purposes, a damp runway may be considered to be dry.
CLP Climb Out Procedure

Dry Ice A RWY is considered as Dry Ice when the braking action is given, that
is a friction coefficient between 0.4 and 0.16
Dry RWY A dry RWY is one which is neither wet nor contaminated, and includes
those paved RWYs which have been specially prepared with grooves or
porous pavement and maintained to retain “effectively dry” braking action
even when moisture is present. To use the 'DRY when WET' provisions
of a grooved/porous runway, the manufacturer must provide supporting
data in the AFM.
Elev Airport Reference Point elevation. It is presented in the page header of

the RPM.
Flaps Flap setting of the specific calculation.
ICAO ICAO code of the airport. Presented along with IATA code in page
header of the RPM.
LDA Landing Distance Available. The length of the runway which
is declared available by the appropriate Authority and suitable for the

ground run of an airplane landing. Presented in page header of the
RPM.
MLM Maximum Landing Mass (kg).
MTOM Maximum Takeoff Mass (kg).
N1 Ref N1 Setting for a rated power take off.
N1 flex N1 setting for reduced thrust take off (flex take off)
PIC Pilot In Command
RTOW Regulated Take Off Weight
RWY RWY denomination or Intersection TKOF position this RPM chart is
calculated for. Presented in page header of the RPM.

PART B
Revision: 00
(EMBRAER 145)
SCAP Standard Computerized Aircraft Performance
Stopway Extension of the runway with limited runway bearing capacity.

Used to extent the ASDA in case of a rejected take-off.
Tflex Flexible temperature. Assumed temperature used for reduced

thrust setting.
TODA The length of the take-off run available plus the length of the clearway
available. Presented in page header of all RPM:s.
TOM Take-off Mass
TOR Take Off Run Available. The length of a runway which is declared
A available by the appropriate Authority and suitable for the ground run of an
aircraft taking off. Presented in page header of all RPM:s.
V1 The maximum speed in the take-off at which the pilot must take the first
action (e.g. apply brakes, reduce thrust, deploy spoilers) to stop the
airplane within the accelerate-stop distance (V1max) . V1 also means the
minimum speed in the take-off, following a failure of the critical engine at
VEF, at which the pilot can continue the take-off and achieve the required
height above the take-off surface within the take-off distance (V1 min).
VA The speed at which application of full available aileron or rudder will

not overstress the airplane.
VEF Critical Engine Failure Speed. The speed at which, if one engine
fails, the failure is recognized at V1.
VF Final Sector Climb speed
S
VMCA Air Minimum Control Speed. The minimum flight speed at which
the airplane is controllable with a maximum 5° bank, when one
engine suddenly becomes inoperative with the remaining engines
at take-off power.
VMCG Ground Minimum Control Speed. The minimum speed on ground at
which the take-off can be continued, utilizing aerodynamic control
alone, when one engine suddenly becomes inoperative and the
remaining engines are operating at take-off power.
VMCL The minimum control speed in the landing configuration.

VR The speed at which the rotation is initiated during take-off, to attain the
take-off safety speed at or before a height of 35 ft above RWY surface.
VREF Landing Reference Speed. The speed at 50 ft height in a normal

landing.

PART B
Revision: 00
(EMBRAER 145)
Vso Stall Speed. The minimum speed at which the lift provided
by the airplane is capable of supporting its weight.
WED Water Equivalent Depth.
Wet Ice - A RWY is considered as Wet Ice or Slippery when the braking action is
Slippery poor, that is with a friction coefficient of 0.16.
Wet RWY A RWY is considered wet when the RWY surface is covered with water,
or equivalent, less than 3mm WED or when there is sufficient moisture on
the RWY surface to cause it to appear reflective, but without significant
areas of standing water.
4.3.2 General Aircraft Configuration
The RPM charts are based on:

 EMB-145 with AE3007A1P engines
 QNH – 1013 hPa
 Acceleration height - 1000 ft
 ECS - Auto
 Anti-Ice – Off
 Brakes Configuration – All Brakes Open
 Rudder deflection – 15°
 Take-off Flight Path – 2nd Segment
 Thrust reverse – No credit
 Landing Gear – Normal
4.3.3 Company Standards
Minimum Acceleration Altitude (Minimum Engine Failure Flaps Retraction

Altitude (EFFRA)) 1000 ft.
4.3.4 Runway Conditions

4.3.4.1 Definition
Dry runway
A dry runway is one that is neither wet nor contaminated.
Damp runway
The runway surface has changed colour due to moisture, but the
runway surface does not appear reflective.
For performance purposes a damp runway is considered to be dry.
Wet runway
A runway is considered wet when the runway surface is covered with water
which is equivalent or less than 3mm or when there is sufficient moisture on
the runway surface to cause it to appear reflective.

PART B
Revision: 00
(EMBRAER 145)
Contaminated runway
A runway is considered to be contaminated when more than 25% of the
runway surface area (whether in isolated areas or not) within the required
length and width being used is covered by the following:
a) Surface water more than 3 mm deep, or by slush, or loose snow, equivalent to more
than 3 mm of water.
b) Snow that has been compressed into a solid mass that resists further compression and
will hold together or break into lumps if picked up (compacted snow).
c) Ice, including wet ice.
4.3.4.2 Use of Take-off and Landing data
Use Dry runway data at:

 Dry runway
 Damp runway
Use Wet runway data when:
 Shining wet equivalent or less than 3 mm standing water
 F.C. more than 0.40
Use Reduced braking action data when:
 Reported friction coefficient is at or below 0.40
Use Precipitation covered runway data when:
 25% or more of the runway is contaminated with more than 3
mm of equivalent water depth.

PART B
Revision: 00
(EMBRAER 145)
4.3.5 Windrose
4.3.6 Take-off presentation
4.3.6.1 Airport Data
All airport data used in the calculation is presented on the RPM. The official distances are
presented as TORA, ASDA, TODA and LDA.
The slope is the difference in elevation between the line-up position and the runway end
divided by the distance. This is a mean slope used for calculations.
Aerodrome elevation is the elevation of the Airport Reference Point. This is used for
deciding the general pressure altitude, and is not used for obstacle calculations.
Obstacle data is given as distance from and height above the end of the runway, i.e. the
end of TORA. When calculating obstacle clearance the effect of the slope when the TOD
is shorter than the TODA is considered, i.e. the lift off point will have a different height than
the runway end.
Runway alignment penalties are included. There are three different line up methods
considered.

PART B
Revision: 00
(EMBRAER 145)
Line-up from behind the take-off position.

This assumes that the nose wheel is behind the take-off position.
Line-up with 90 degree entry. (TORA/TODA – 20.0 m; ASDA – 20.0 m) This assumes
that the aircraft comes from a taxiway perpendicular to the runway and makes a 90
degree turn onto the runway. Note that the taxi runway markings will take the aircraft too
far into the runway.
Line-up with 180 degree turnaround. (TORA/TODA – 20.0 m; ASDA –

20.0 m)
This assumes that a back track has been done and a full 180
degree turnaround is made.
Runways marked NIGHT assumed that taxi lights are followed when
making the alignment.
4.3.7 Performance Restrictions / Engine Failure Procedure
The engine failure procedure is published in the note in the upper part of the
RPM. Acceleration Height/Altitude.
The RPM is based on a standard Engine Failure Flaps Retraction height of 1000ft
AAL in case of an engine failure. If there are special considerations in conflict with
the standard acceleration height, a non-standard acceleration altitude will be
printed in the note on the RPM.
4.3.8 Engine failure procedures standard
The Engine Failure Procedure standard consists of the following procedures:

 ENG FAIL PROCEDURE TERMINOLOGY: Implementation of “STD” and
“NON-STD” as initial wording in the procedures.
 “STD”: Will be used for all procedures where a straight climb to 1500ft
above runway end threshold can be obtained before turning to the engine
failure holding pattern.
Example new standard: STD. At 1600 turn left to XXX HP.
 “NON-STD”: Will be used for all procedures with an initial turn before
1500ft above runway end threshold.
Example: NON-STD. At D4 XXX turn right and intercept R360 XXX. At 2000 turn right to
XXX HP.
For both the “STD” and “NON-STD” procedures the initial climb will be the
runway QFU unless otherwise specified.
Reason for the use of “STD” and “NON-STD” is that it will make it possible for the pilot to
differentiate between the procedures where an early turn needs to be performed and the
ones where a straight climb and acceleration shall be performed before initiating the turn.
Furthermore it will no longer be required to issue new procedure updates each time the
runway QFU is updated, thus reducing the number of updates.

PART B
Revision: 00
(EMBRAER 145)
Note: The use of the term “STD” in the procedure only identifies that it conform with the
design standard where a straight climb to obtain 1500ft above runway end threshold can
be performed before turning to the engine failure procedure holding pattern. It shall in no
way be interpreted as less significant than the “NON-STD” procedures. All published
procedure must always be followed as described in order to obtain and secure required
obstacle clearance and include acceleration phases and temporary obstacle data surveys.
 ENGINE FAILURE PROCEUDRE HOLDING PATTERNS: Introduction of

holding patterns based on VOR/DME FIX for engine failure procedures climbing
over sea.
HP’s based on NAVAID fix (VOR/DME) are used for all runways where the climb will take
place over sea. The possible loss in navigational accuracy is compensated by the fact that
the holding pattern track will be located over water where no significant obstacles exist and
where slight drift off doesn’t involve a problem.
 ENGINE FAILURE PROCEUDRES WITH EARLY TURNS: Wherever possible

engine failure procedure turns are based on a DME distance (or radial/NAVAID
crossing)rather than altitude.
This standard applies for all runways where the initial engine failure procedure turn is below
1500ft (i.e. “NON-STD” procedures). Please note that exceptions can be required for certain
runways due to operational criteria etc.
Altitudes will continue to be used for runways were no DME guidance is available or when
the DME is unreliable. The same NAVAID used for the holding pattern will preferentially
be used also for the initial turn.
Note that altitudes will still be used as turn indicator for the “STD” procedures.
Example: NON-STD. At D4.5 XXX turn right to 090°. At 2000 turn right to XXX HP.
4.3.9 Engine fail Procedure
Criteria
Unless otherwise clearly stated in ENG FAIL, the following

criteria/procedures apply:
 TOM calculations shall be made in accordance with RPM.

 Take-off thrust for max. 5 minutes.
 Gear must be retracted as soon as positive rate of climb is established.
 V2 speed for correct configuration until clean up. If the engine fails at a higher
speed, maintain the IAS obtained at the time of engine failure.
 Wings level, sideslip indicator centred. A maximum of 5° bank towards the
operating engine is allowed.
 Turn altitudes below 500FT above field elevation must be clearly
specified.
 All turns based on 15° bank, unless stated. Climb gradient in second segment
resulting from MAX TOM according to RPM. However, gradient never less than:
2 engine aircraft: Gross 2.4% Net 1.6%

PART B
Revision: 00
(EMBRAER 145)
 Terrain clearance provided for failure at V1 and any point after V1. If engine fails
after turn point or turn altitude for the SID/CLP: necessary obstacle clearance is
provided. Turn as stated in ENG FAIL Proc. or shortest way to HP.
 Clean up: at normal acceleration altitude or as stated in ENG FAIL
procedure.
 Continue to climb at VFS, to obtain one engine out safety altitude, then proceed for
approach to the departure airport, or climb in the engine failure pattern/HP to
MOCA/MORA and proceed to the alternate TKOF airport for landing.
 Whenever possible, the ENG FAIL HP will be the same as the published HP. If no
HP is published, or due to obstacle clearance, a special ENG FAIL HP will be
described.
Note: MNM altitude for holding patterns used in ENG FAIL procedures may be lower than
depicted in Route Manual as different design criteria are used, therefore no altitude will be
given in ENG FAIL HP’s.
WARNING: In case of an engine failure during take-off, deviation from the published
ENG FAIL procedure may compromise obstacle clearance. Cessation of the
procedure is permitted when the PIC can be assured of obstacle clearance under the
current flight conditions.
EXPLANATION OF TERMS
 COT (Climb On Track) No restriction apply in any direction.
 Restrictions. States restrictions such as crosswind limits as well as alternate
procedures to be used in case of unserviceable nav aids etc. Flap settings stated
in ENG FAIL procedure must be used.
ENG FAIL PATTERN (EFP) / HP’S

Whenever possible, the engine failure procedure is designed so that climb to the relevant
altitude for joining a landing procedure or to obtain MOCA/MORA will be made overhead a
navigation facility.
Note 1: Unless stated no corrections are calculated for:

 Turbulence.
 Heavy rain.
 Inversion.
Note 2: The altitude reached when entering the holding pattern used in the ENG FAIL
procedure may be lower than depicted in Route Manual as different design criteria are
used, therefore no altitude will be depicted in ENG FAIL HP’s.
Note 3: EFP may be a pattern or only a track.
ENG FAIL DURING VISUAL DEPARTURES

 During visual climb-out the pilot in command must, in case of an engine failure, be
prepared to establish on the engine failure procedure.

PART B
Revision: 00
(EMBRAER 145)
4.3.10 Normal climb procedure (DEPARTURE, SID AND CLP)
Unless otherwise stated in the CLP/SID, the following criteria apply:
 TOM shall be calculated according to RPM.

 Gear up.
 Speed: V2 to clean up altitude.
 Bank angles stated in SID/CLP must be applied. Angle of bank during turns 15°
that is design standards.
 All altitudes are QNH and must be corrected for cold weather operations according
to Part A - Flight Operations Adverse Weather.
Take-off thrust to 1000ft above field elevation.
All printed compass courses are magnetic tracks.
All available NAVAIDS to be used for track keeping.
CLP: Continue climb to appropriate MSA.
Note: A visual climb-out may be carried out when actual cloud base is above
highest sector altitude and surrounding terrain is clearly visible and when
clearance to deviate from SID/CLP is obtained from ATC. Max. Take-off mass as
calculated from the GMC must be respected. The PIC must ensure obstacle
clearance and compliance with Noise abatement procedures, if any.
4.3.11 Acceleration Altitude
The RPM is based on a standard Engine Failure Flaps Retraction Altitude (EFFRA) of
1000ft in case of engine failure. If there are special considerations in conflict with the
standard acceleration altitude, a non-standard acceleration altitude will be printed in
the note on the RPM.
This acceleration altitude is the minimum acceleration altitude for both all engine and
engine failure take-off.
4.3.12 Aircraft Configuration
The aircraft configuration and RWY is shown in the header of the RPM.
Item Options
T/O Flaps Optimum, 9, 18
A/I OFF, Eng A/I (5-10°C), ON or Eng A/I valve stuck open
Air-condition ECS Auto
TKOF Thrust T/O or ALT T/O-1
Rudder Deflection 10 or 15

PART B
Revision: 00
(EMBRAER 145)
4.3.13 Take-off performance data

4.3.13.1 Dry & Wet RPM charts:
DRY AND WET – WIND & OAT
Reference to EMB 145 Aircraft Flight Manual (AFM) & EMB145 Quick Response Handling
manual (QRH)
4.3.13.2 Contaminated charts:
CONTAMINTED CHART - DEPTH & OAT

Contaminated charts with depth and OAT are calculated with wind 0kt (calm
wind).
Reference to EMB 145 Aircraft Flight Manual (AFM) & EMB145 Quick Response Handling
manual (QRH).

PART B
Revision: 00
(EMBRAER 145)
4.3.14 Performance Limited Take-off Mass

The take-off mass presented is based on the following limitations:
Limit code Limiting factor

B Brake Energy
C......................................... Climb Limit
F..........................................Field length
O.........................................Obstacle limitation
P......................................... T/O thrust
R ........................................ V2 restriction
S Structural limitation
T .........................................Tyre
V......................................... Min Vmcg
A......................................... App Climb
* ...........................................SCAP
The maximum allowed take-off mass is the lower of:
 1. The take-off mass depending on Field length, Obstacle, Tyre Speed

and Brake Energy and Climb Limits with applicable corrections.
 2. The structural limited mass.
4.3.15 Take-off Speeds
V1, VR and V2 are presented for each take-off mass, all speeds KIAS.
4.3.16 Performance limited Take-off Mass Calculation
The take-off masses in the RPM are only valid for the indicated flaps setting. It is allowed to
interpolate in the wind/depth and the temperature as long as all data is for the same flaps
setting. If the OAT is not found in the RPM use the closest worse condition. Extrapolation
outside the range of the RPM is NOT ALLOWED.
Procedure
a. Enter the RPM at the ambient wind/depth and OAT. Obtain the performance
limited mass and the QNH correction.
b. Subtract the negative QNH correction per hPA to the limited performance mass if
QNH is below 1013.
If available, add the Wind correction per knot to the performance mass if Wind > 0.
Subtract the Wind correction per knot from the performance mass if Wind < 0.
c. Add or subtract any additional corrections, e.g. Anti-Ice etc, to establish the
corrected Performance Limited Mass.
d. Select speeds using the methods described in Speed selection, chapter 2.11.
e. Note the Maximum V1, VR and V2.

PART B
Revision: 00
(EMBRAER 145)
4.3.17 Performance Limited Take-off Mass Example Dry Runway
BIRK 01 (see chart above), DRY runway, Flaps 9, OAT 0°C, TW 5, QNH
= 998 hPa (1013-980=33 hPa), ECS Auto and Anti Ice Off.
a. Ambient TW5 and OAT 0°C. Performance Limited Mass = 17605kg and QNH
correction is -330kg (33hPa x -11kg).
b. Subtract QNH correction (17605–330) = 17275kg.
c. No additional correction needed. Corrected Performance Limited Mass = 17275kg.
d. Re-enter the RPM at the ambient wind and locate the nearest value to the Corrected
Performance Limited Mass, rounded up. In this case the closest mass is 17409kg, which
corresponds to OAT 5 °C. Use speeds for OAT 5°C (108-117-121).
e. V1 108, VR 117, V2 121.
4.3.18 Performance Limited Take-off Mass Example Contaminated Runway

BIRK 01 (see chart above), Standing water runway, Depth 6mm, Flaps 18, OAT 0°C,
TW 5, QNH = 1000 hPa (1013-1000=13 hPa), ECS Auto and Anti Ice Off.
a. Depth 6 mm, OAT 0°C. Performance Limited Mass = 17562 kg and QNH
correction is -143kg (13hPa x -11kg).
b. Subtract QNH correction (17562-143) = 17419 kg.
c. Subtract wind correction for TW 5, -2745 kg (5 kts x -549 kg). 17419 – 2745 =
14674 kg. Corrected Performance Limited Mass = 14674 kg.
d. Extrapolation is not allowed, use speeds for OAT 0°C (104-119-123).
e. V1 104, VR 119, V2 123.
4.3.19 Reduced Take-off Power Calculation
Reduced take-off power may be used when the Actual Take-off Mass is lower than the
Maximum Permissible Take-off Mass. Maximum power reduction is limited to 25% of the
rated take-off power for the actual ambient temperature.
Note: Reduced Power Take-off must not be used with the Anti-skid system inoperative
or on a contaminated or slippery runways or following de/anti- icing.
Procedure
a. Enter the RPM chart at the ambient wind and OAT. Obtain the
performance limited mass and the QNH correction.
b. Add (not subtract) any negative corrections, e.g. QNH (if actual QNH is below
1013 add the correction per hPa), Anti-Ice etc, to establish a Corrected Actual
Take-off mass.
c. Re-enter the RPM at the ambient wind and locate the nearest value to
the Corrected Actual Take-off Mass, rounded up. Note the Assumed OAT and
lowest available Reduced Take-off Power.
d. Select take off speeds for the Assumed OAT. Note the Maximum V1, VR
and V2.

PART B
Revision: 00
(EMBRAER 145)
4.3.20 Reduced Take-off
Power Example
BIRK 01 (see chart above), DRY runway, Flaps 9, OAT 0°C, TW 5, QNH = 1003
hPa (1013-1003=10 hPa), ECS Off and Anti Ice Off. Actual
Take-off Mass is 15500kg.
a. Ambient TW5, OAT 0°C. Performance Limited Mass = 17605kg and

QNH correction is 110kg (10hPa x 11kg).
b. Add the negative corrections, QNH 110kg, to the Actual Take-off Mass.
Corrected Actual Take-off mass = 15610kg.
c. Closest to 15610kg rounded up is 15743kg.
d. Assumed OAT = 45° and 88.7% PU.
e. V1 110, VR 119, V2 124.
4.3.21 Speed selection
The take-off speeds shall be selected for the actual take-off mass. This can be
achieved in three different ways:
 The performance limited mass is very close to the actual take-off mass. In this case the
proper speeds can be taken from the RPM chart directly.
 The actual take-off mass is lower than the performance limited weight. Two
different methods can be used:
a. Find the assumed temperature in the RPM chart. Select speeds for the
corrected actual take-off mass at the assumed temperature. In order to
select take off speeds using an Assumed temperature, enter the RPM
chart at the ambient wind and find the highest Assumed temperature
where the value is greater than the corrected Actual take-off mass. This is
the standard method when using reduced take-off thrust and will also work
at normal take-off thrust. This method is valid for all RPM charts.
b. Select speeds from speed booklet.
c. V1 must not be lower than VMCG for the actual OAT. If V1 is less than
VMCG, find the appropriate take-off speeds by selecting a higher Take-off
Mass for the ambient wind that does not exceed the calculated Performance
Limited Take-off Mass.
Note: When using reduced take-off power, select speeds for the
Assumed OAT and Corrected actual Take-off Mass.

PART B
Revision: 00
(EMBRAER 145)
4.3.22 Use of corrections
The corrections are calculated for each runway. Anti-Ice corrections are based on OAT of
less than 10°C.
4.3.23 RPM Text
At the bottom of the RPM there is a footer that contains audit information regarding
the versions of the ToDc or LDc software, SCAP, dataset, and obstacle data used
for the calculation.
e.g. ©Navtech – Air Peace Limited CM TKOF Ver 1.0.2 | SCAP Version:
15/JAN/2007 | Dataset:
EMB145/AE3007A1P/TAKEOFF/JAA/ATOSEP2003/001.30/REV | ObstData:
040513_110000 | Air Peace Limited CM LDG Ver 1.0.1 | SCAP Version LDG :
2.5 |Dataset LDG: 01OCT2007 Elja13_1.dat
4.3.24 Landing presentation

4.3.24.1 Landing performance data 3.1.1
Dry and Wet charts
LANDING MASS – FIELD LENGTH LIMIT (DRY / WET)
The Landing Mass – Field Length Limit Table on the first GWC page presents the
maximum landing weight for the calculated runway. The table shows both weights for
Dry and Wet runway condition.
Enter the table from the left with the desired Flaps configuration and read the weight value in
the appropriate wind column. The left bold value is for Dry runway condition and the right
value is for Wet.

PART B
Revision: 00
(EMBRAER 145)
LANDING MASS – CLIMB LIMIT (APPROACH (2.5), LANDING (3.2))
The Landing Mass – Climb Limit Table on the second GWC page presents the maximum
landing weight for a missed approach climb with gradient 2.5% and landing climb gradient
3.2%.
Enter the table from the left with the desired Flaps configuration and read the weight value in
the appropriate temperature column.
4.3.24.2 Contaminated charts
CONTAMINATED – DEPTH & OAT

PART B
Revision: 00
(EMBRAER 145)
CONTAMINATED – WIND & OAT
4.3.24.3 WET AND CONTAMINATED RUNWAYS OPERATIONS
Wet Runway
A runway is considered wet when the runway surface is covered with water or Water
Equivalent Depth (WED) of less than 3mm, or when there is sufficient moisture on the
runway surface to cause it to appear reflective, but without significant areas of standing
water.
Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway surface
area (whether in isolated areas or not) within the required length and width being used is
covered by the following:
Surface water more than 3mm deep, or by slush, or loose snow equivalent to more than
3mm of water (WED). Snow which has been compressed into a solid mass which resists
further compression and will hold together or break into lumps if picked up is known as
compacted snow.
Wet or Slippery Runways

Wet runways can cause aquaplaning with an associated loss of tyre friction and braking
action. The factors that add to the aquaplaning risk are high speed, standing water and
poor runway surface friction. Icy or snow- covered runways can be very slippery at all
speeds. White line markings can have very poor braking action when wet.
Caution: Taxi at reduced speeds on slippery runways or taxiways.

PART B
Revision: 00
(EMBRAER 145)
Maximum Wind Components
The maximum wind speeds for aircraft towing, pivoting, turning and taxiing are:
o Dry Taxiways/Runways 50 kts

o Wet Taxiways/Runways 45 kts
o Snow Covered Taxiways/Runways 30 kts
o Ice Covered taxiways/Runways 10 kts
Take-off from Contaminated or Slippery Runways

An acceptable overall level of safety will be ensured only if operations from contaminated or
slippery runways are carried out on rare occasions. The LP must be PF for all take-offs on
contaminated and/or slippery runways.
Every effort should be made to ensure that the runway surface is cleared of any significant
depth of contaminant before take-off or landing. The performance calculation carried out at
the flight planning stage may no longer be appropriate at the time of take-off. Therefore,
further calculations based on the prevailing conditions may be necessary. Gross Mass
Chart (GMC) take-off performance data is provided for take-off from wet runways and also
from contaminated and slippery runways. The following points apply:
 T/O1 thrust and Flaps 9° should be used for take-off from a contaminated
runway.
 Use a static take-off if runway friction permits, but do not attempt to hold the
aircraft on the brakes before take-off from a slippery surface.
 The ignition system must be switched ON when standing water, ice or snow is
present on the runway.
 Apply light forward pressure on the control column to increase nose wheel
steering effectiveness.
 During a rejected take-off, apply brakes with moderate to firm pressure, smoothly
and symmetrically. Do not release the brakes and allow the anti-skid system to
operate.
 Take-off on a contaminated runway with a tailwind is not permitted.
Landing on Contaminated or Slippery Runways

Landing performance tables are provided in the GMC for contaminated and slippery
runways. The performance calculation carried out at the approach planning stage may no
longer be appropriate at the time of approach. Subsequently, further calculations based on
the prevailing conditions may be necessary. The LP must be PF for all landings on
contaminated or slippery runways.

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 Landing Performance with poor braking action

assumes a stable approach at the correct speed.
 Cross the threshold at 50 ft and VREF.
 Landing flaps setting should be 45°.
 Land on the longest available runway consistent with the
recommended maximum crosswind component.
 Reduce thrust to idle by touchdown. Thrust above idle at
touchdown may result in a float, bounce or a flat
touchdown with delayed spoiler deployment. Reduce rate
of descent before touchdown with a flare of 2°–3°. Do not
allow the aircraft to float or balloon.
 Land in the touchdown zone. If this is not possible, go around.
 Immediately after touchdown check spoiler deployment
when thrust levers are reduced to IDLE.
 In a crosswind apply the correct aileron input to maintain
gear loading and spoiler deployment.
 Lower the nose wheel immediately to decrease lift and
increase main gear loading.
 Landing on a contaminated runway with a
tailwind is not permitted.
Braking Technique
The following techniques should be used:
 Once the nose wheel is on the runway, apply brakes with
moderate to firm pressure, smoothly and symmetrically. Do not
release the brakes; allow the anti-skid system to operate. This
also applies to a rejected take-off.
 If the aircraft is hydroplaning do not apply the emergency
brake, as this will remove anti-skid protection and may cause
the spoilers to close.
 Maintain centreline and keep brakes applied until the aircraft
is slowed to a safe speed.
Note: There is no requirement to apply full forward elevator

for the Embraer aircraft. It is also not recommended to apply
backward elevator pressure after lowering the nose wheel
onto the runway.
Aquaplaning
Aquaplaning may commence on the Embraer 145 at any speed above 108 kts (9 x √ main
tyre pressure of 145 psi). Once started, aquaplaning may continue to speeds well below 108
kts.
The anti-skid and locked wheel protection system senses differential wheel speeds and
releases pressure to the affected wheel or wheels. Correct operation of the anti-skid
system will be felt as a juddering as pressure is reduced to the affected wheel or wheels.
The anti-skid and locked wheel protection becomes available 3 seconds after touchdown or
when the main wheels have spun up to 50 kts.
Application of brakes before anti-skid is available may cause aquaplaning. If all four main
wheels are locked up, the anti-skid protection system will not detect any difference in wheel

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speeds and will not function. If no juddering or braking action is felt, the main wheels may be
locked up and aquaplaning. In this case, brake pedal inputs must be released to allow wheel
speed recovery and then the brakes should be reapplied. The emergency brake must not be
used in this case, as anti-skid protection will be lost, ground spoilers will close and
directional control will be reduced.
4.3.25 Performance Limited Landing Mass
The RPM Landing Mass is only valid for the indicated flap setting stated on each chart.
Interpolation using both wind and temperature is permitted, providing all data used is for the
same landing flap setting.
The landing mass presented is based on the following limitations:
Limit code Limiting factor

S ..................................................... Structural limitation
F.......................................................Field length
A...................................................... Approach Climb
L ......................................................Landing Climb
T ......................................................Tyre Speed
P...................................................... T/O thrust
Q...................................................... Quick turn-around
B...................................................... Brake Energy
The maximum allowed take-off mass is the lower of:

1. The take-off mass depending on Field length, Tyre Speed and Brake
Energy and Climb Limits with applicable corrections.
2. The structural limited mass.
4.3.26 Performance limited Landing Mass Calculation
The landing masses in the RPM are only valid for the indicated flaps setting. It is allowed to
interpolate in the wind and the temperature as long as all data is for the same flaps setting.
If the OAT is not found in the RPM use the closest worse condition. Extrapolation outside
the range of the RPM is NOT ALLOWED.
PROCEDURE
a. Enter the RPM at the ambient wind/depth and OAT. Obtain the
performance limited mass and the QNH correction.
b. Subtract the negative QNH correction per hPA to the
limited performance mass if QNH is below 1013.
c. Add the Wind correction per knot to the performance mass if Wind > 0.
Subtract the Wind correction per knot from the performance mass if
Wind < 0.

PART B
Revision: 00
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4.3.26.1 Performance Limited Landing Mass Example
BIRK 01 (see chart above), CONT runway, Flaps OPT, Depth 3mm, OAT
25°C, TW 5, QNH = 1003 hPa (1013-1003=10 hPa), ECS Auto and Anti Ice
Off.
a. Ambient depth 3mm and OAT 25°C. Performance Limited Mass =
18500kg and QNH correction is 0kg (0hPa x 10kg).
b. Subtract QNH correction (18500–0) = 18500kg.
c. Wind correction is 780kg (5kt x 156kg). Substract Wind correction
(18500-780) = 17720kg. Corrected performance limited mass is
17720kg.

PART B
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LOADING Chapter : 7
7. 0 LO A D I N G
7. 1 LO A D I N G GE N E R A L
The procedures described below are for the guidance and instruction of personnel
engaged in EMB 145 aircraft dispatch. This section contains aircraft dimensions, interior
arrangement data for loading purposes and loading capacity information for the
passenger cabin and baggage compartment.
7.1.1 Aircraft Commander’s Responsibility
The aircraft commander is responsible for the correct and safe loading of the aircraft. He
remains ultimately responsible even when he delegates supervision of loading to a
Handling Agent. Under no circumstances must the aircraft be dispatched if, or there is
any doubt that, the load is different from that on the load sheet as an out of trim
condition may result which could have serious FS implications.

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LOADING Chapter : 7
7.1.2 Dimensions
EMB 145 LR/MP

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LOADING Chapter : 7
7.1.3 Aircraft Seating Configuration
Air Peace Limited offers differing fare structures; however, the seating configuration of the
aircraft is the same for all fare classes.
The passenger cabin has a 0.43m (17in) wide aisle, with a recessed floor leaving a 1.82m
(6ft) height, allows for stand-up walking and the use of standard size catering trolleys. The
cabin is 2.10m (6ft 11in) wide and the configuration operated accommodates:
EMB 145 LR/MP– 50 passenger seats, 16 double seats on the right side (fwd facing) and
18 single seats on the left side.

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LOADING Chapter : 7
7.1.4 Cabin Layout
EMB 145
NOTE: The EMB 145 LR/MP has 18 rows of seats as above. However Air Peace Limited
do not designate a Row 13 hence Cabin compartment C rows are designated 14-19 on
the aircraft.

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General
Seat Pitch standard: 79cm (31 inches) Seat
Pitch at Emergency Exits: 97cm (39 inches)
Cabin Configuration: 2 seats / aisle / 1 seat
Flight Deck: 2 +1 observer, if required Wardrobe
capacity/weight: 0.93 m3 (32.9 ft3) = 70kg (154lb)
Overhead bin capacity (total): 10.8 m3 (380.7 ft3) = 224kg (494lb)
Overhead bin capacity (each): 1.20 m3 (42.3 ft3) = 24.8kg (54.8lb)
EMB 145 LR/MP

Cabin passenger Capacity: 50
Cabin Crew: 2 (see note below)
No. of Rows: 16 (double seats)
18 (single seats)
EMB 145 aircraft must operate with a minimum of single cabin crew, and a maximum of two.
Two jump seats are available.
The normal complement is single cabin crew.

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LOADING Chapter : 7
7.2 CARRIAGE OF PASSENGERS / BAGGAGE / FREIGHT
7.2.1 Unaccompanied Minors
With a normal Cabin Crew complement, the carriage of unaccompanied minors should be
restricted to two. However, this number may be exceeded where no clear safety issues
arise.
Unaccompanied Minors should be seated in rows 2 and / or 3, seat A.
7.2.2 Infants
Five Infant Seat Belts are carried as standard equipment. More may be requested through
Operations, giving as much notice as possible.
Infants should be seated in rows 4, 5, 6, 7, 8, 10, 11, 12, 14, seats D or F.
7.2.3 Passengers of Reduced Mobility (PRM)
Passengers of reduced mobility, including those who may require lift-on/off assistance should,
whenever possible, be seated in rows 3, 4, 12, 14, seats A or F.
7.2.4 Passenger Hand Baggage
Passenger hand baggage is, whenever possible, to be stowed in the overhead bins. The
aircraft has 7 standard overhead bin assemblies, one short and one very short overhead bin
assembly. The Maximum Mass carried in the overhead bins is 27, 20 and 14 Kgs
respectively. A maximum of 10kg of passenger hand baggage (2 pieces) may be carried in
the cabin. Personal items may be placed in the under-seat stowage provided they are
restrained to prevent sliding. Other items of hand-baggage must be tagged, stowed in the
Hold, and returned to the passenger after disembarkation.
7.2.5 Hold Baggage and Freight Compartment
Passenger baggage and company mail is normally to be loaded in the baggage

compartment located in the pressurised area of the rear fuselage.
Total Volumetric Capacity: 9.21 m3

Main baggage door dimensions: 100 x 110 cm (3ft 3in x 3ft 7in)
EMB 145 LR/MP

Total Mass Capacity:................................................................................... 1200 kg
Note: Cargo and baggage loading up to 990 kg are not required to be tied down. If the
baggage compartment is loaded with more than 990 kg (2182 lb), only the exceeding load
must be tied down with a horizontal net.

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LOADING Chapter : 7
7.2.6 Baggage Restraint
A baggage restraint is installed to prevent loose baggage shifting in flight and blocking the
inward and upward opening motion of the baggage door.
7.2.7 Live Animals
 Guide dogs and Hearing dogs may be carried in the cabin.

 Other live animals are NOT permitted for carriage.
7.2.8 Lighting
Hold lighting is provided by roof dome lights, automatically controlled by the opening of the
baggage bay door.
7.2.9 Carriage of Dangerous Goods
Air Peace Limited does not permit carriage of any items considered as Dangerous Goods
(see IATA Dangerous Goods Regulations manual or refer to the Air Peace Dangerous
Goods Manual).
7.2.10 Loading Baggage
Baggage loading up to 990 kg does not need to be restrained. Loads exceeding this value
up to the Compartment limit must be placed under the cargo restraint net.
Baggage should be evenly distributed across the Hold Compartment and the safety net
secured before closing the door. Baggage may be placed on top of or around secured
cargo, but care must be taken to avoid exceeding the maximum permissible floor loading of
1200kgs and a maximum intensity of floor loading of (390 kg/sqm).
During loading and unloading, the aircraft may adopt a tail-down attitude if the rear fuselage
is too heavily loaded. Whenever heavy loads are carried in the cargo area, care is to be
taken with the embarkation and disembarkation of passengers, and loading and unloading
of baggage, to minimise this effect. In such cases passengers should be embarked or
disembarked to ensure even distribution throughout the cabin.
To load the baggage compartment above 800 kg the following conditions should be
observed:
 A minimum of 907 kg of fuel shall be on the aircraft AND
 No more than one person should be in the cone section
inside the baggage compartment or the rear electronic
compartment.
7.2.11 Load and Trim Sheet
A Load and Trim Sheet is to be completed for all flight to ensure the Centre of Gravity is
within the prescribed envelope.
With a full cabin, the EMB aircraft may have a forward C of G depending upon the
specification ( e.g. the absence of thrust reversers) and therefore ballast may be required.

PART B
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LOADING Chapter : 7
7.2.12 Ballast
With all cabin seats occupied, there are occasions when the payload in the Hold is
insufficient to satisfy C of G limits, and it will be necessary to add ballast. Ballast should
be loaded at the front of the baggage compartment, end-on to the forward bulkhead.
Aircraft ballast is normally loaded / unloaded by Ground Handling Staff. To avoid any
confusion (and a possible out-of-trim condition), when ballast is carried it is to be recorded in
the Ballast Sheet in the Tech Log, and a ‘ballast tag’ (see figure below) displayed in the
flight-deck (using the document retaining clip on the Left Pilot’s horizontal side console) until
the Hold ballast is removed and the ballast tag returned to the Tech Log. It is the
commander’s responsibility to ensure that the load sheet correctly reflects the amount of
ballast (or lack of) carried on each flight.
Engineering will ensure there is supply of Ballast Control Sheets in the Tech Log.

PART B
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LOADING Chapter : 7
7.3 AIRCRAFT DOORS

7.3.1 Passenger Access Door
The passenger access door is located on the left side of the aircraft at the forward end
of the main fuselage.
7.3.2 Baggage Hold Door
A hinged door is located on the rear left side of the fuselage. The door can only be
operated from outside the aircraft. There is no access from the cabin to the
baggage bay area.
7.3.3 EMB 145 Reinforced Cockpit Door
The EMB 145 is fitted with a reinforced cockpit door. Crew are not to operate the
EMB 145 until they have conducted cockpit door familiarisation on the aircraft.
Description
The reinforced cockpit door is a bullet-proof door and ensures that the flight and landing
will not be disrupted by intrusion or discharges of a firearm.
The cockpit door comprises the following:
o PEEPHOLE
o STRAP HANDLES
o DECOMPRESSION PANEL
o SLIDE BOLT
o LOCKING MECHANICAL DEADBOLT
o VENT PANELS
o PRESSURE SENSITIVE LATCH

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LOADING Chapter : 7
The cockpit door is located between the passenger cabin and the cockpit. The reinforced
door is ballistic and intrusion resistant. The reinforced cockpit door has a ballistic-resistant
peephole, a mechanical deadbolt, slide bolt and a pressure sensitive latch.
If the flight crew members need to evacuate from the cockpit in an emergency situation,
there is a pressure sensitive latch that is set manually to release the decompression panel.
Also, there are two strap handles installed at the cockpit side that help remove the
decompression panel. The reinforced door has a vent panel in the upper portion of the door
to assure ventilation. For pressure equalization in the event of a sudden decompression a
pressure sensitive latch is installed to allow the pressure equalization. The pressure-
sensitive latch is set to release when an increase of pressure of 0.88 psi (6.6067 kPa) in 4
ms is detected. This will cause the unit to open. In an emergency situation, the
pressure-sensitive latch can be set manually.

PART B
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LOADING Chapter : 7
REF DESCRIPTION
1 Vent Panel
2 Locking Deadbolt Assembly
3 Slide Bolt
4 Strap Handle
5 Strap Handle
6 Pressure Sensitive Latch Cover
7 Pressure Sensitive Latch
8 Decompression Panel (Blow-out Panel)
9 Peephole

PART B
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LOADING Chapter : 7
Decompression Panel Operation

1) Remove latch cover
2) Rotate the bottom retainer
3) Pull top and bottom straps
4) Lift and slide the panel in

PART B
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LOADING Chapter : 7
Deadbolt Operation
Some Embraer 145 have a spring loaded turn handle with a locking latch mechanism
on the flight-deck side which is the normal method of locking the door to prevent
unauthorized access.
Other types EMB 145 have reinforced steel door. It has a slide bolt and a deadbolt
mechanism (see diagram) on the flight- deck side. The normal means of locking the
door to prevent intrusion is by using the side bolt. However, because of the
structure of the reinforced steel door, there is no alternative means of access to the
flight-deck if the slide bolt cannot be unlocked from inside. This situation is only
likely to occur if one pilot leaves the flight-deck for a ‘comfort break’, for example,
and the remaining pilot is incapacitated whilst the door is locked on the inside.
Clearly this could be catastrophic.
To avoid this situation, if either pilot has to leave the flight-deck for any reason, the
cabin crew member must occupy the jumpseat until that pilot returns.
The door also has a mechanical latch (deadbolt) that is manually operated. It has three
positions, but both ‘locked’ positions allow the door to be unlocked from the cabin using a
‘Yale type’ key, two of which are stowed in the cabin: one in the forward safety equipment
stowage next to the oxygen door opening tool, and the second at the rear of the audio
player stowage in the galley. The first key is clearly marked with a tag and is the primary
key. The presence and functionality of these keys must be checked by the Cabin Crew as
part of their pre-flight checks. Loss of the primary key must be reported to the Captain and
Engineers, but the flight may continue providing the secondary key is functional.
In the event of a failure of the slide bolt, the MEL permits dispatch if there is an
alternative means of locking the flight-deck door. The alternative means is to use the
deadbolt lock. In these circumstances at least one of the keys is to be available to
unlock the flight-deck door from the cabin side. The MEL refers.
On aircrafts with reinforced steel door, the door is to be locked using the slide bolt before
engine start. Except for emergency / abnormal use it is to remain locked until the cruise
phase of flight. It is to be locked for the descent and until engine shutdown on Stand.
In the cruise, the door may be opened for comfort breaks / refreshment. To provide
refreshments, the Cabin Crew member must call the Flight Crew using the forward
interphone and request that they unlock the door to allow the Cabin Crew member access.
One of the flight crew will unlock the door having checked it is safe to do so using the ’peep
hole’.
If a member of Flight Crew is to leave the flight deck for a comfort break, they will contact
the Cabin Crew member via the interphone. At this time, the Cabin Crew member will
proceed to the flight deck. The Flight Crew member requiring the comfort break will check
through the peep hole that it is safe to open the door. During the comfort break, the Cabin
Crew member will occupy the flight deck until the Flight Crew member returns.
The flight deck door must remain locked at this time. When the Flight Crew member is ready
to re-enter the flight deck, he must contact the flying Pilot via the forward interphone. At this
time, the Cabin Crew member occupying the flight deck will check through the peep hole
that it is safe to open the door. If so, the Cabin Crew member will unlock the door and leave
the flight deck to enable the Pilot to return to his seat.

PART B
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LOADING Chapter : 7
NOTE: if an additional pilot, engineer or cabin attendant is occupying the jump seat (as is
often the case on some charters) the operating cabin crew member will not be required to
occupy the flight deck. In this situation, the jump seat occupant must be briefed by the
Captain (in addition to the normal jump-seat safety brief) on the actions required in the event
of single pilot incapacitation. The action required of the jump seat occupant is to contact the
cabin by intercom and open the flight-deck door using the slide lock, having identified the
cabin crew member by use of the ‘peep-hole’.
Crews are to be aware that comfort breaks are more likely on those flights of greater
than two hours and are to plan accordingly. In addition, coordination is required between
the Captain and cabin attendant to ensure that, except ‘in extremis’, comfort breaks are
not taken:
 In the initial climb or final descent

 During periods of high workload
 In turbulence
 When a passenger has been identified as disruptive
 If the galley is not secured.
Note: that in terms of disruptive passengers, some groups may be considered as higher
than normal risk: football supporters, or Deportees, for example. It is impractical to consider
every possible situation so crews are to exercise airmanship and basic principles in
establishing when comfort breaks are inappropriate.
If a cabin attendant leaves the cabin between engine start and engine shut-down, for
whatever reason, the captain is to be consulted beforehand.
Comfort breaks are always to be kept to the minimal time necessary and minimal
frequency by sensible crew planning beforehand.
Door Lock positions:
UNLOCKED position: Deadbolt is unlocked.

LOCKED KEY- OPERABLE positions: Deadbolt is locked and it can only be
unlocked from the cabin with the deadbolt key.

PART B
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LOADING Chapter : 7
7.4 GROUND EQUIPMENT LOCATION

PART B
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LOADING Chapter : 7

PART B
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MASS AND BALANCE Chapter : 6
6.0 MASS AND BALANCE

6.1 General
The Mass and Balance Manual provides instructions referring to the weighing and loading of
the EMB 145.
The instructions and Data herein presented are approved by the Airworthiness Authority to
comply with the applicable regulations.
Based on the contained information, the operator can determine the aircraft mass and CG at
any time of flight.
6.2 BALANCE REFERENCE SYSTEM
Aircraft Datum EMB 145

The Airplane Datum is a plane, perpendicular to the fuselage centreline, located at 13.601
m ahead of the wing stub front spar. For external reference, the Datum is located at
16.500 m ahead of the wing jack points.
EMB 145 (MP) Wing Mean Aerodynamic Chord (MAC)

The length of the MAC is 2.865 m. The leading edge of the MAC (LEMAC) is
Balance Arm 14.600 m.
Percentage of MAC is obtained using the following formula:
%MAC = (X - 14.600) x100

2.865
Where X = Balance Arm of airplane CG measured in meters.
6.3 STANDARD TERMS AND DEFINITIONS
Equipped Empty Mass (EEM) or Manufacturer Empty Mass (MEM)
This is the mass of structure, power plant, instruments, interior furnishings, systems,
optional, portable and emergency equipment and other items of equipment that are an
integral part of the aircraft configuration. I t is essentially a dry mass, including only those
fluids contained in closed systems such as oxygen, fire extinguisher agent, landing gear
shock absorber fluid, etc.

PART B
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Basic Empty Mass (BEM)
This is the MEM plus the mass of the following items:

 APU oil
 Engine oil
 Hydraulic fluid
 Unusable fluid
This is the BEM plus the mass of the operational items.
Operational items are those necessary for aircraft operation and not included in the
BEM.
The operational items are:
 Crew and crew baggage.

 Navigation kit (manuals, charts, etc.)
 Catering (beverages and food) and removable service equipment for
galley (such as standard units etc.
 Lavatory rinse water.
 Lavatory chemical fluid.
Zero Fuel Mass (ZFM) - is the DOM plus actual payload.

Payload - is the mass of passengers, baggage, cargo and when used pay load fuel.
Maximum Allowable Payload - is the maximum approved mass that can be loaded
into the aircraft. Maximum payload is the maximum zero fuel mass (MZFM) minus
DOM.
Maximum Design Zero Fuel Mass (MZFM) - is the maximum mass allowed before
usable fuel and other specified usable agents must be loaded in defined sections of
the aircraft as limited by strength and airworthiness requirements.
Maximum Design Ramp Mass (MRM) - is the maximum authorised ramp mass.
Maximum Design Takeoff Mass (MTOM) - is the maximum authorised mass
for takeoff.
Minimum Operating Mass (MOM) - is the minimum authorised mass to

operate the aircraft.
Minimum Operating Mass (MOM) - is the minimum authorised mass to

operate the aircraft

PART B
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6.4 MAXIMUM GROSS MASS AND CENTER OF GRAVITY LIMITS
When performing an approved loading schedule, ensure that the aircraft mass and centre of
gravity remains within the weight x CG envelope by accounting for aircraft mass and
balance with all load conditions.
EMB 145 (MP) EMB 145 (LR)

Maximum
(kg) (kg)
Mass
Maximum Ramp Mass 21,090 22,100
(MRM)
Maximum Takeoff 20,990 22,000
Mass (MTOM)
Maximum Landing 19,300 19,300

Mass (MLM)
Maximum Zero Fuel 17,900 17,900

Mass (MZFM)
CG Constraints
When performing the aircraft weighing and balancing, appropriate constraints must be
established and applied in order to assure that the centre of gravity limits are not exceeded
in any aircraft operating conditions, due to:
 Fuel density variation

 Passenger seat variation
 Cargo location variation
 Landing gear in flight movement
 Passenger and crew member in flight movement
When used correctly, the load sheet systems issued by Air Peace Limited covers for all of
the above.

PART B
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Figure: CG Envelope for Operation – EMB 145

PART B
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6.5 FUEL DATA
6.5.1 Fuel Definitions
Usable fuel – is the fuel to be effectively consumed by the engines.

Unusable fuel – is the fuel remaining after a fuel run-out test has been accomplished.
Drainable fuel – is that portion of fuel, which can be drawn off through fuel
drains with the aircraft levelled.
Undrainable fuel – is that portion of fuel, which cannot be drawn off by standard
draining procedures.
FUEL QUANTITIES
EMB145
NOTE: Fuel density may range from 0.785 to 0.811 kg/l. The values above have been
determined for an adopted fuel density of 0.0811kg/l
NOTE: When EICAS fuel quantity is Zero in level flight, any fuel remaining in the tanks
cannot be used safely in flight
NOTE: When performing pressure refuelling the usable fuel quantity may be reduced by
30 litres.
Maximum Permitted Fuel Imbalance between tanks……………. 363 kgs

PART B
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6.6 MISCELLANEOUS FLUIDS
EMB145
Fluid Mass (kg)
Engine Oil (1) 24.0
APU Oil (1) 2.0

Hydraulic (2)
With Thrust Reverser 36.0
Without Thrust Reverser 33.0
Lavatory Chemical Fluid 7.0
Lavatory Rinse Water 20.0
NOTE: Adopted engine oil density (ref. MIL-L-7808) 0.98 kg/l. Adopted hydraulic fluid
density (ref. SAE AS 1241 A TYPE IV) 0.99 kg/l.
6.7 FLIGHT CREW ITEMS
Item Mass (kg)
Pilot 85
Co-pilot 85
Observer 85
Attendant 75
Navigation Kit 10
NOTE: The adopted flight crew items are in accordance with the approved average
mass including the respective carry-on baggage.

PART B
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6.8 PASSENGERS
Passenger Location
Cabin Sections, seat rows and the maximum number of passengers seated in each
section is given below.
EMB 145 LR/MP
* Section Rows Totals

A 1-6 14
B 7-12 18
C *14-19 18
50
Air Peace Limited does not assign a row 13
Passenger Mass
Passenger Non Charter Charter

Adult Male 88 kg 83 kg
Adult Female 70 kg 69 kg
Children 35 kg 35 kg
Infant own Seat 35 kg 35 kg
Infant Sharing Seat 0 kg 0 kg
 Adult = Male or Female over the age of 12 years

 Child = Male or female over 2 years but less than 12 years
 Infant = Male or female under 2 years old
The following standard average mass shall be used
Adult passenger........................84kg
Child........................................... 35kg
Infant............................................ 0kg

PART B
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(EMBRAER 145)
6.9 INTERIOR ARRANGEMENT
NOTE: The EMB 145 LR/MP has 18 rows of seats as above. However, Air Peace
Limited do not designate a Row 13 hence Cabin compartment C rows are designated
14-19 on the aircraft.

PART B
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(EMBRAER 145)
EMB 145 LR/ MP Galley Detail
6.10 AIRCRAFT INDEX FORMULA
IX = M* (STA-15.5) / 200 + 60
Dry Operating Mass and Dry Operating Index Statement
The Dry Operating Weight and Dry Operating Index for each aircraft are
issued to each pilot through FCIs. Below is an example.
X_XXXX
Number of Crew in Cockpit/Cabin
2/0 2/1 2/2 3/0 3/1
Catering 3/2
X X X X X X
Int 215 Kg X x x x x x
X X X X X X
Dom 60 Kg X x x x x x
X X X X X X
Nil 0 Kg X x x x x x

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Passenger and Baggage Masses

Passenger Average Masses
Adult................................................. 84 kg
Child................................................. 35 kg
Infant.................................................. 0 kg
Cabin Baggage Masses

Cabin baggage is 5kg. This mass is included in the passenger average mass.
Crew Masses
Cockpit crew........................... 85.0 kg
Cabin crew............................. 75.0 kg
Cabin baggage is included in the above crew masses.
Aircraft Mass Limitation - EMB 145 LR

MRAMP MTOM MZFM MLM
22100kg 22000kg 17900kg 19300kg
Aircraft Mass Limitation - EMB 145 MP

MRAMP MTOM MZFM MLM
21090kg 20990kg 17900kg 19300kg
6.11 ELECTRONIC DATA PROCESSED (EDP) LOADSHEET AND

BALANCE CHART
The following is an example of an EDP (Electronic Data Processed) Load sheet, with
detailed explanation of printed lines :-
1. Checked (Load Controller’s signature), Approved (Captain’s
signature), Ed. No. (Edition Number).
2. Routing / Flight Number and Date / Aircraft Registration /
Version / Crew / Date and time of load sheet print.
3. Dead Load (Baggage / Cargo / Mail) Hold distribution.
4. Passenger breakdown TTL = Total heads on board.
5. Pax = total passengers in seats (not including infants).
6. BLKD = seats blocked.
7. The letter ‘L’ indicates the limiting factor for allowable traffic
load. In this case Landing Mass.
8a Confirmation of Dry Operating Index (DOI), Loading Index,
Zero Fuel Mass, Max for Zero Fuel and Take-off Mass.
(MAXZFW / MACTOW) The Elevator Trim Setting for take-
off, distribution of Passengers by Compartment (A, B and C.)
and the Underload before LMC are all correct.
8b Last Minute Changes as detailed, usually hand-written by load controller.
9. Load message as sent with departure signal.

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6.12 MANUAL LOADSHEET INSTRUCTION
EMB 145
There are three sections in the EMB 145 cabin: A, B & C, and one cargo compartment C1.
Section A is rows 1 to 6, and has 14 passenger seats, the mid-section B is from row 7 to
row 12 has 18 passenger seats and the aft section C is from row 14 to row 19 has 18
passenger seats (row 13 does not exist).
Note: Except for clear colour coded identification of the Variant in the top left corner
and the shape of the C of G envelope, the EMB 135 and EMB 145 load sheets look
similar. Use of the incorrect load sheet could be catastrophic, so the block shading is
BLUE for the EMB 145 MP and red for the EMB135. Crews must be meticulous in
checking the correct load sheet is being used.
6.12.1 Passenger Seating Plan

On all flights Dispatcher should give the Cabin Crew a Passenger Seating Plan with the
appropriate hold section completed and initialled. Cabin crew shall then fill in the passenger
seating section and hand it to the Captain.
The captain must ensure the ACTUAL passenger seating positions on the Plan are
reflected on the load sheet.
Cabin crew will be responsible for keeping and replenishing a sufficient number of blank
Passenger Seating Plans and must issue one to dispatchers unfamiliar with this
procedure; these will generally be charter or ad-hoc flights. Cabin crew will ensure the
dispatcher then completes the hold distribution section, initials and returns the plan for
their completion.
Completed Seating Plans shall be kept with the Ship’s Papers for auditing purposes.
 The captain should, if possible, inform the cabin crew of any special passenger
distribution requirements, for trim purposes, as soon as possible.
 Cabin baggage stowed under the seat and in the overhead bin are included in
passenger weights. Large or heavy cabin baggage can be stowed in the forward RH
Wardrobe and LH stowage, index corrections shall be made on the load sheet for
this baggage.

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Each loadsheet consists of the following:
 Original (white): Shall be kept with the ships papers and

subsequently filed for 3 months.
 Carbon Copy (yellow): Shall be left with ground personnel
at the departing airport, and will be filed until the actual
flight is complete.
1 2 3
4 5 6 7
1. From: Departure airport 3 letter IATA code.

2. Flight: Flight number.
3. A/C Reg: Aircraft registration.
4. Crew: Crew compliment – Flight deck/Cabin Crew
5. Date: Date of the flight.
6. Prepared by: Signature and code of person that has
prepared the load sheet.
7. Checked by: Signature and code of person that has checked the
load sheet.
10
8. Alternate(s): Destination alternate(s) 3 letter IATA code.

9. EET: AirPlan estimated en-route time.
10. Endurance: Total Endurance
11
13
12
14

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11. Transit passengers

12. Dest: Destination 3 letter IATA code & Joining Passengers, details
given by dispatcher:
M: Male
A/F: Total Adults or females (May be used for combined male and
female passengers if standard adult weights are used),
Ch: Child
Inf: Infant
Cabin bag: Cabin Baggage in excess of 5 kgs, stowed in forward
stowage.
13. Total Transit Hold Load (Tr), Joining Hold Baggage (B), Cargo (C)
and Mail (M).
14. Total passenger numbers (Transit and Joining) and total Hold load
(kgs).
6.12.2 DOM and Index statement sheet

The Dry operating Mass and Dry Operating Index sheet is stowed in the flight-deck. It
provides variations of aircraft specific DOM in kilos and trim index depending on catering and
crew configuration.
Passenger and baggage mass are also included for reference.
Not for Operational use
6.12.3 Calculating Max allowed takeoff mass

15
17
16
18
19
20
21
22

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15. Maximum mass for: Enter Max Zero fuel and Landing mass.
16. Trip Fuel
17. Take-off fuel
18. Lowest TOM: Find the most restricting TOM. Column 1: Enter the
total sum of the zero fuel and take-off fuel figures. Column 2:
Enter
the max allowed Take-off Mass, this maybe the aircraft structural limit or
performance restricted limit. Column 3: Enter the total sum of the maximum landing
mass and trip fuel.
19. DOM+T/O Fuel: Using the column with the lowest calculated TOM, enter the
sum of the DOM+T/O fuel.
20. Allowed traffic: Lowest TOM less the DOM+T/O fuel calculation from above (19).
21. Total Traffic: Enter the actual traffic load.
22. Underload: Subtract Total Traffic from the Allowed Traffic.
23
24
25
26
27
28
32 29
30
31
Once the passengers are onboard the Cabin will complete and pass
on the Seating Report).
23. Passengers: Calculate the total passenger load using the
appropriate Mass from the DOM/DOI statement sheet, or the
Part A. Enter the total passenger figures in kilos.
24. Total traffic: Total baggage mass + total passenger mass.
25. Dry Operating Mass: Extracted from the DOM and DOI
statement sheet.
26. Extra crew: Enter 85 kilos for the additional flight deck
observer if not already included in the Dry Operating Mass.
27. Zero fuel mass: Total traffic + DOM + Extra crew.
28. Takeoff fuel: Fuel required less the taxi fuel.
29. Take-off mass: Zero fuel mass + Take-off fuel
30. Trip fuel: Figure obtained from the AirPlan.
31. Landing mass: Take-off mass – Trip fuel.
32. Enter the Max Allowed Takeoff and Landing Mass

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Once the cabin crew have completed the seating report, trim calculation can
be completed. For this Example:
A = 7 adults and 1 infant.

B = 9 adults.
C = 12 adults and 1 child.
C1 = 316 kilos in the Hold.
For clarity, circle each corresponding Cabin, Cargo, Fuel and Wardrobe
index on the loadsheet (Infants should not be included) and enter each
index into the appropriate columns/rows.
33
34
35 36
37
38
39
40
41
42
43
44
33. Dry Operating index: from the DOM and DOI statement sheet.
34. Jump seat: Enter -5 if the flight deck observer seat is
occupied at the last minute, LMC the additional weight.
Note: Only use if not included in the original Dry Operating Index and Dry Operating
Mass.
35. Cabin Section: Cabin A, B and C index.

36. C1 Hold Load
37. Wardrobe
38. Subtotal: Subtotal of the left hand (-) column and Subtotal of the
right hand (+) column.
39. Transfer the subtotal of the left hand column (-) below the sub
total of the right hand column (+).
40. Zero Fuel index: Sum of both subtotals.
41. Take-off Fuel: Take-off Fuel Index
42. Take-off Index: Zero Fuel index plus or minus the Take-off Fuel Index.
43. Fuel Burn: Index shift between Take-off Fuel and Landing Fuel
44. Landing Index: Take off Fuel less the Fuel Burn Index.

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Trim
45. Enter the top index line with the Take-off Mass, Landing Mass, Zero
Fuel Mass index and draw a cross where each line intersects the
Actual Take-off, Landing and Zero Fuel Mass entered from the left
hand side of the graph.
Note: All Takeoff, Landing and Zero Fuel intersections must fall within the solid lines of
the envelope when carrying more than 33 passengers. When carrying 33 passengers or
less, the envelope marked by a dotted line must be used.
6.12.4 Last Minute Changes (LMC)

Details of any Last Minute Changes must be passed to the Captain and entered in the Load
sheet as such. Only one Last Minute Change may be done, and if more changes become
necessary, a new Load sheet must be completed. Any changes of load in any aircraft
section must be considered as having an effect on the C of G, and a revised C of G must be
calculated, and the original lightly crossed out.
1 2 3 4 5
7
1. Enter the destination of the LMC.
2. Enter the designator code for the LMC. For example M for male, F for female,
C for Cargo.
3. State the compartment. A, B, C, C1.

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4. Enter the load Mass.

5. State the Index shift.
6. Calculate the LMC total.
7. Correct the Zero Fuel, Take-off and Landing Mass sections.
8. Use the second column to recalculate the new Zero Fuel, Take-off and Landing
Index before re-plotting the envelope.

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FLIGHT PLANNING Chapter : 5
5.0 FLIGHT PLANNING
The following information is available in the EMB 145 AFM:
 Block Time and Fuel Tables

 Climb Planning - All Engines
 Cruise Tables - Maximum Speed
 Descent Tables
 Hold
 Single Engine Climb, Cruise, Descent and Hold Tables
However, Air Peace Limited uses PPS Computer Generated Flight Plans for all EMB 145
operations, including non-revenue.
5.1 PPS FLIGHT PLANS
Air Peace Limited utilises PPS Computer Flight Plans. PPS provide computed route plans
taking into account the latest winds and temperatures. The flight times and fuel burns are
based upon manufacturer’s data, modified slightly to reflect fleet mean fuel performance. The
route plans are delivered to handling agents via SITA, 45 minutes before blocks and
usually include both outbound and inbound plans.
The route plan is divided into three sections:
- The first section provides the planning data.

- The second section is the Navigation log and includes the Routes to
Alternates.
- The third section contains TAFs and Metars for the route flown, but note
that scheduled route Airplans do not always include this section.

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FLIGHT PLANNING Chapter : 5

PART B
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CONFIGURATION DEVIATION LIST Chapter : 8
CONFIGURATION DEVIATION LIST
The Configuration Deviation List (CDL) is published in a separate folder and it is available in
hard copy on all EMB145 Company aircraft.

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CONFIGURATION DEVIATION LIST Chapter : 8

PART B
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SURVIVAL AND EMERGENCY
Chapter : 10
EQUIPMENT
10.0 SURVIVAL AND EMERGENCY EQUIPMENT
10.1 INTRODUCTION
This section deals with the survival and emergency equipment carried aboard the aircraft.
The location of the equipment is described, and any crew checks that are required of the
equipment.

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10.2 EMERGENCY EQUIPMENT

Item Location
Crew Oxygen Mask Outboard fwd. of each pilot, behind First Officers’ seat for
use by observer
Crew Oxygen Bottle Behind the First Officers seat
Crash Axe Attached to the back of First Officers seat
Smoke Goggles Inside side console outboard of each pilot
Torch On bulkhead behind Captain
Inside console outboard First Officer
Above C/C seat
Behind Seat 14D/F or 18DF EMB 145
Smoke Hood On bulkhead behind Captain
Galley or forward equipment stowage EMB 145
BCF Fire Extinguisher Bulkhead behind Captain
Galley or forward equipment stowage EMB 145
Behind Seat 14 A o/ 19A EMB 145
Crew Life Jacket Captain seat aft pouch
First Officer seat aft pouch
Outboard console behind First Officer
Underneath C/C seat – CCM No2 behind 19A
Emergency Overhead Panel above Captain
Light Switch Fwd. C/C Panel
Loud Hailer First locker / upper wardrobe EMB 145
Fire Gloves Captain seat aft in pouch
Galley
Forward equipment stowage EMB 145
Behind 19A EMB 145
First Aid Kit First locker / Upper wardrobe EMB 145
Oxygen Door Opening Galley / Behind19A EMB 145
Tool
Spare Life Jacket Galley / Drawer Stowage EMB 145
Infant Life Jacket Galley / Drawer Stowage EMB 145
Infant Life Cot Galley / Upper Wardrobe EMB 145
Portable Oxygen Bottle Galley
Behind Seat 14A / 19A EMB 145 Forward
Equipment Stowage EMB 145
Portable Oxygen Masks Galley

Behind Seat 14A / 19A EMB 145 Forward
Equipment Stowage EMB 145
Demo Kit First locker / Upper Wardrobe and last locker EMB 145
Infant Seat belts First locker / Drawer stowage EMB 145
Extension Seat belts First locker / Drawer Stowage EMB 145
Escape Ropes In the flight deck, above each DV window

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EQUIPMENT
10.2.1 EMERGENCY EQUIPMENT – ABBREVIATIONS – EMB 145

CODE LETTER TO ENTER
NUMBER OF ENTRIES REQUIRED

No: of ITEMS OF EQUIPMENT
EQUIPMENT / DESCRIPTION
CLJ 3 5 Crew Life-Jackets
T 3 4 Torch
COM 1 3 Crew Oxygen Masks
SG 1 2 Smoke Goggles
POB 2 2 Portable Oxygen Bottle
POM 2 4 Portable Oxygen Masks
FAK 1 1 First Aid Kit
FE 4 4 Fire Extinguisher
EE 5 6 Emergency Exit & Light
ELT 1 1 Emergency Location
Transmitter
SH 3 3 Smoke Hood
ER 1 2 Escape Rope
A 1 1 Fire Axe Fire
FG 3 4 Gloves Loud
LH 1 1 Hailer Demo
DK 1 1 Kit Infant Life
ILC 1 2 Cot
ILJ 1 5 Infant Life Jacket
ESB 1 2 Extension Seat Belt
ISB 1 5 Infant Seat Belt
ELS 2 2 Emergency Light Switch
ODOT 1 2 Oxygen Opening Tool
SLJ 1 5 Spare Life-Jackets
COB 1 1 Crew Oxygen Bottle
SC 2 51 Safety Card

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EQUIPMENT
10.2.2 EMERGENCY EQUIPMENT LOCATION DIAGRAM – EMB 145 LR/MP

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EQUIPMENT
10.3 LIFE JACKET

The life jacket is the R.F.D. Beaufort Ltd. type and is DAY-GLO orange or yellow in colour.
The jacket is made of a rubberised nylon material and has only one inflation chamber.
It is equipped with :-
1. A CO2 inflation cylinder. Attached to the CO2 cylinder is a lanyard and a red
toggle, this cylinder provides the primary means of inflation.
2. An inflation / deflation tube with deflation key attached for use in the event
of a CO2 cylinder failing to inflate the jacket, or the jacket being over
inflated. This is referred to as the secondary means of inflation.
3. A light for easy identification at night, which is operated by a water
activated battery (24 hours duration).
4. Whistle - for attracting attention.
5. Tapes for attaching the jacket firmly to the wearer.
10.3.1 Method of Operation
Remove the jacket from its valise and place the jacket over the head, jacket facing the front.
Take the tapes around to the back of the body, bring the tapes to the front, taking the right
hand tape beneath the jacket and tie both tapes in a secure double knot on the left hand
side of the body. This then leaves one long end, to enable the person wearing the jacket to
tie his or herself to another person’s jacket, to enable a close circle to be formed in the
water.
If the life jacket is too tight around the neck, a small amount of air can be released by using
the deflation key - insert the deflation key into the opening on the rubber mouth piece and
press key down as far as possible, this will then open the by-bass in the valve.
10.3.2 Entry into Water
It is important that the correct way of entry into water is observed by all passengers and
Crew. Grasp the forward lower neck of the life jacket with both hands and pull hard down,
giving full support to the back of the neck, keep elbows tightly tucked in over the top of the
jacket, thus forming a ‘V’ shape which will act as a water break. If this position is not taken,
severe injuries to the neck can result. Enter the water feet first, knees and ankles tightly
together. Avoid snagging the life jacket on jagged metal, etc.
Warnings
1. Never inflate the jacket inside the aircraft, unless for a very small child.
2. Inform the passengers of the danger of touching the CO2 cylinder (dry ice)
resulting in skin burns and skin removal.

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10.3.3 Method of Fitting an R.F.D. Adult Life Jacket onto a Child

Small Child
1. Open out the life jacket and inflate the jacket, preferably away
from the child.
2. Take the two tapes to the back, cross over, bring to the front,
cross the tapes over the front of the jacket and take the tapes
once again to the rear and tie in a secure double knot.
Large Child
Whenever insufficient tape is available to tie the tapes at the back (due to the size of the
child) tapes may be tied at the front of the jacket, as the following diagram shows.
Checks:
Amount - Correct number on board for all passengers and Crew.
Stowed - In a plastic valise and in date.

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10.3.4 R.F.D. Life Jacket (Adult)

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EQUIPMENT
10.3.5 Adult Life Jacket Donning Instructions

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10.3.6 Method of Operation
1 2 3 4 5
1. After removing Life Jacket from its valise, place over
head (Jacket facing the front).
2. Take the tapes around the back of the body.
3. & 4. Bring the tapes to the front, taking the right hand
tape beneath the jacket and tie both tapes in a secure
double knot on the left hand side of the body.
5. When outside the aircraft, pull sharply down on the red toggle to
inflate. If CO2 fails to inflate, use the rubber oral inflation tube.

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EQUIPMENT
10.3.7 Infant Life Jackets
These life jackets are carried for infants too large for baby cots and too small to be fitted with
an adult life jacket. They are recommended for children between the ages of two and five
years.
Type R.F.D. 105 Mk.1

The life jacket is fitted with a light which is activated by a battery when immersed in water
and a nylon cord lifeline.
Method of Operation
1. Place life jacket over the head, take the tapes to the back, cross, bring
to the front and tie in a knot at the side of the body.
2. Inflate by pulling the red toggle downwards. The oral inflation valve
can be used for further inflation or deflation.
3. A lifting becket is attached by Velcro to the mouth inflation tube. After
ditching, the Velcro is removed and the lifting becket used to lower the
infant into the water. The lifting becket is positioned on the life jacket to
correspond to the centre of gravity of the infant, to give comfort and
ease of lifting and lowering.
NOTE: Infant Life Jackets to be inflated INSIDE the aircraft.
Checks: Correct number on board.

Stowed in valise.
In date

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EQUIPMENT
10.3.8 Infant Life Jacket R.F.D. 105 Mk.1

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10.3.9 Baby Survival / LifeCots
Manufacturer - Beaumont Air / Sea Rescue Equipment.

This equipment is for use with children under two years old in the event of an emergency
ditching only, for the purpose of protection and flotation on water, and not as restraint
devices prior to impact.
Each cot is similar to a carry cot, but in the form of a small rubber dingy with a hood to
provide protection from the elements. The cot is inflated with a CO2 cylinder by operation of
a red toggle at the lower end: a mouth inflation tube is also provided. Suspension straps
attached to the cot allow it to be carried easily. In a pouch on one of the straps is a twenty
foot lifeline with a toggle by which the cot may be attached to the parent’s life jacket. A
lamp attached to the top of the hood is illuminated by a water activity battery. Two tapes
are provided inside the cot, so that the child may be secured when the cot is in use.
Inflation and securing procedures should be carried out after impact. The procedures are
listed below:-
a) Open out the cot and inflate by pulling the red toggle. If the cot fails to
inflate, use the mouth inflation tube.
b) Wrap the child in a blanket or other warm soft material with their arms
enclosed.
c) Pull back the apron from the inflated hood arch and place the child
in the cot, feet first, with the child’s head under the canopy.
d) Place the child in a lying position on its side, as far towards the closed
end of the hood as possible. Position folded blankets alongside the
baby to keep it on its side. Tie the securing tapes diagonally across the
child. Avoid over-tightening, especially around the chest.
e) Pull the apron up over the arch tube, ensuring that the corners fit
neatly and pass the lamp housing through the hole in the centre of the
apron top. Fit the metal suspender hooks at the corners of the apron
to the rubber buttons at the side of the cot.
f) Engage the press stud where the suspension straps cross.
After ditching, the cot may be lowered from an emergency exit window by means of the
suspension straps or lifeline, depending on the circumstances.
This operation should be carried out by a member of the Cabin Crew, after the parents or
able bodied passengers are already in the water with life jackets inflated, ready to receive the
cot. The lifeline may be secured to the parent’s life jacket. The Cabin Crew member should
not jump into the water clutching the cot.

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EQUIPMENT
Lowering by lifeline to parents in

EMERGENCY DITCHING
Checks:
Stowed.
Dated.
Wirelocked.

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EQUIPMENT
Baby Survival / Life Cots

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EQUIPMENT
10.4 OXYGEN EQUIPMENT
10.4.1 General
The oxygen system is divided into two different systems: a gaseous-type for cockpit
crewmembers (pilot, copilot and observer) and a chemical generated-type for passengers
and flight attendants.
10.4.2 Flight Crew Oxygen

The flight crew oxygen system is a conventional high-pressure gaseous-type, in which the
oxygen is stored in a cylinder at high pressure (1,850 psi) and distributed under low
pressure to the flight crew masks. It is installed behind the First Officer’s seat.
Minimum pressure for dispatch is 1100 psi (2 pilots) at 15°C, 1500 psi with an observer
occupying the jump seat. Pressure may be checked either at Oxygen Service Panel or MFD
submenu ECS.
A quick-donning diluter/demand mask is available in each mask stowage box adjacent to

each crew station.
The smoke protection equipment consists of two pairs of smoke goggles to be used with
oxygen masks by the pilot and copilot, and one Protective Breathing Equipment (PBE) unit
for fire fighting outside cockpit.
There is an additional PBE located in the cabin.
The mask is provided with an automatic oxygen dilution system which provides pure
oxygen when the cabin altitude is over 33000 feet. It can also be manually selected to
the 100% or EMERGENCY position to maintain positive pressure in the venting orifice.

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EQUIPMENT
10.4.2.1 Mask Stowage Box And Crew Mask
1. Test/Shutoff Sliding Control (Pilot’s and Co-pilot’s Boxes Only)

With the mask stowed, pressing the spring-loaded control tests the oxygen mask. The
flow indicator turns yellow for a short time. The OXY ON flag appears on the lid face.
With the mask not stowed and the left door closed, pressing the control shuts off oxygen
to the mask. The OXY ON flag on the lid face disappears.
2. OXY ON Flag (White)

This flag appears when the box shutoff valve is open and oxygen is supplied to the mask.
3. Flow Indicator (Pilot’s and Co-pilot’s Boxes Only) A yellow star appears
when oxygen is flowing.
4. Venting Valve Control (Pilot’s and Co-pilot’s Masks Only) Actuating the control
forward opens the venting valve. A red band is visible to indicate that the control is actuated.
5. Harness Inflation Control Valve (Red Ear) Pressing the control inflates the harness
and allows donning the mask.
6. Flow Indicator (Observer’s Mask Only)
The black shutter disappears when pressure is applied to the mask.
7. Test/Emergency Selector Knob

When the knob is rotated clockwise, 100% oxygen is supplied under positive pressure at
all cabin altitudes. This mode must be selected when using smoke goggles. Pressing the
knob tests if the regulator demand mechanism operates satisfactorily.
8. Normal/100% Selector The selector has the following positions:

 N - Oxygen/air mixture is supplied. Mixture ratio is dependent on the cabin altitude.
Above 33000 feet, pure oxygen is supplied.
 100% - Pure oxygen is supplied at all cabin altitudes. When protective breathing
is required, this mode must be selected in conjunction with the EMERGENCY
position of the test/ emergency selector knob.

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EQUIPMENT

PART B
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EQUIPMENT
10.4.3 Passenger Oxygen
The passenger oxygen system consists of chemical oxygen generators and continuous-flow
masks installed in cabin dispensing units.
Dispensing units are located above the cabin crew seat, in the galley and in the toilet. All of
these contain 2 masks. There are also dispensing units above the passenger seats as
follows:
EMB 145: one mask on the left hand side (rows 1A-19A) and 3 masks on the right hand side
(rows 3DF-19DF except row 12 which is the overwing exit row). The Passenger Oxygen
Control Panel is located in the flight-deck, on the right lateral console, above the copilot
mask stowage box.
The system is automatically activated, provided the Passenger Oxygen Selector Knob on
the Flight Deck is set to AUTO position and the cabin pressure altitude is above 14,000 ft.
The system may be manually activated, at any altitude, by setting the Passenger Oxygen
Selector Knob to MANUAL position.
Automatic drop-down of the continuous-flow masks is operated by a dedicated altimetric

switch and electric latches, which open the dispensing units.
A timer circuit is provided to keep the electric latches energized for 6 seconds after altimetric
switch actuation (in automatic mode), or operation in manual mode.
When the system is activated, the oxygen ON indicator light on the Passenger Oxygen
Control Panel illuminates to indicate that the electric latches are energized. In this case, the
NO SMOKING and FASTEN SEAT BELTS signs in the passenger cabin are automatically
illuminated. These indicator and passenger advisory lights remain illuminated until the
oxygen system is reset.
Activating the system causes the masks to drop from the dispensing units. Each oxygen
generator is activated when any mask in the associated dispensing unit is pulled down.
Pulling one mask down causes all masks in that unit to come down and 100 per cent oxygen
flows to all masks. The oxygen flows for approximately 12 minutes and cannot be shut off.
Note: When the oxygen masks drop from the PSU they are held in a Mask Retaining Clip
(see diagram). In the pre-flight safety demonstration the passengers will be instructed to pull
the mask away from the Retaining Clip.
CAUTION :
ONCE ACTUATED, EACH CHEMICAL GENERATOR SUPPLIES OXYGEN
CONTINUOUSLY, WHETHER THE MASKS CONNECTED TO IT ARE BEING USED OR
NOT.
10.4.3.1 CONTROL
NOTE: When oxygen is supplied, high temperature is produced in the oxygen
chemical generator.
1 Oxygen ON Indicator Light (White) This light indicates that the electric are
energized.

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2 Passenger Oxygen Selector Knob

This switch has the following positions:
 CLOSED - Disables the automatic deployment of passenger masks. Also resets
oxygen ON indicator and passenger cabin sign after system activation whether in
automatic or manual mode.
 AUTO - Automatically deploys the passenger masks, provided that cabin pressure
altitude is above 14000 feet.
 MANUAL - (momentary position) - Actuates the passenger oxygen system at any
altitude, overriding the altimetric switch, and may be used in case of AUTO mode
failure.

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NOTE: When oxygen is supplied, high temperature is generated in the oxygen

chemical generator.
An in-line flow indicator is visible in the transparent oxygen hose whenever oxygen is
flowing to the mask.
If the passenger oxygen system is activated and the door of a dispensing unit does
not open, the masks may be dropped manually by the Cabin Crew using a door
opening tool. The tool (stowed in the galley) is inserted into a small hole in the PSU:
this will release the door of the unit.
WARNING
A RAPID DECOMPRESSION AT 37,000 FT WILL RESULT IN
LOSS OF CONSCIOUSNESS IN 10 TO 30 SECONDS!

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10.4.3.2 Passenger Oxygen System Schematic

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10.5 PORTABLE SMOKE HOOD
The smoke hood is stowed in a vacuum sealed aluminised bag. It is self contained and
attached to the bottom side of a rigid flat orange box. The box is provided with a green ‘good
condition’ indicator. If the indicator becomes red, the smoke hood must be replaced.
Checks:
 Correct quantity onboard
 Indicator showing green
 Spring Lock not tampered with
 In date
Operation
The operation automatically starts when the hood is donned. The user can hear the
oxygen flow release inside the hood.
 Remove box from stowage

 Push the spring lock
 Pull the box cover upward
 Take out the smoke hood
 Open the neck collar by placing thumbs in front of red pointers
 Don the hood

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10.5A DRAGER OXYCREW SMOKE HOOD – Portable Breathing Equipment

(PBE)
The pre-flight check on the Drager Oxycrew Smoke Hood is defined by the manufacturer
and confirms that the unit is in working order prior to flight.
The Drager Oxycrew is a portable, self-contained oxygen breathing apparatus. The unit
generates chemically produced oxygen. It is used for fighting fire in a smoke filled
environment. The hood also protects the user from falling burning materials as it is made
from a flame resistant material. The hood is fitted with an ori-nasal to fit over the nose and
mouth with a speech diaphragm enabling the wearer to communicate. The unit is also fitted
with an anti-suffocation valve.
PRE-FLIGHT CHECKS
 Quantity on board.
 Secure in stowage.
 In date.
 Yellow serviceability indicator should be partially intact.
Yellow
serviceabilit
y indicator
should be
partially
intact
NOTE: The smoke hood is packed in a vacuum-sealed bag, and the serviceability of the
bag is ascertained from the partially intact yellow serviceability indicator fitted around the
bag. This should be visible through the viewing window on the smoke hood box. Should
humidity from the atmosphere enter the vacuum-sealed bag, the chemical generator
would be activated and the yellow indicator would not be visible. In this situation the
smoke hood is no longer serviceable.
Cabin Crew must continue to report any pre-flight equipment defect directly to the Captain,
who will then communicate immediately with LMC to resolve.

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10.6 SMOKE GOGGLES
Smoke goggles are carried in the flight deck for use by the operating crew, which, when
used in conjunction with the oxygen mask system will give complete protection for the eyes,
mouth and nose during a fire or smoke emergency.
The goggles can also be used for eye protection in case of flight deck windscreen failure.
Check:
Correctly stowed Condition
10.7 PORTABLE OXYGEN THERAPY SETS/CYLINDER
In the cabin there are two portable oxygen cylinders for first aid therapeutic purposes only.
Each has two continuous-flow masks supplying oxygen at a rate of 4 litres per minute.
Each cylinder has 312 litres (11 cu.ft) holding 280 useable litres, and is provided with an
ON/OFF regulator installed on the cylinder neck, which regulates the outlet pressure from 60
to 90 psi.
A gauge is provided to monitor the cylinder pressure.

The cylinder is equipped with two outlets that permit the connection of the continuous-flow
masks furnished in the cylinder bag.
The useful duration of a full bottle with:

 One outlet in use would be approximately 55 minutes.
 Two outlets in use would be approximately 25 minutes
The cylinders are positioned near the Cabin Crew stations, to be used for first-aid
therapeutic purposes only.

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10.8 TORCHES
Breakaway battery operated torches are provided for emergency use. They are located as
indicated on the Emergency Equipment Location Diagrams. The torch is automatically
activated when removed from its stowage bracket, and turned off automatically when
properly returned to its stowage bracket. When correctly stowed, the torches are
automatically charged from the aircraft electrical system.
The torches have a red ON light which can only be checked when the aircraft power is on.
The red light indicates the torch is recharging. When in use the torch will last up to
approximately 4 hours.
Checks: Correctly
stowed. Red light on
Quantity.

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10.9 CRASH AXE
A crash axe is mounted behind the First Officer’s seat. The crash axe is shaped basically
as a normal axe, with the exception of a hook. It is made of steel and has a rubber sleeve
fitted over the handle. This is to prevent the user from receiving an electrical shock if the
axe is used for cutting through live electric cabling. The axe is particularly useful for
levering-off panels, behind which an electrical fire may have started, thus enabling access
to the cabling, for BCF extinguishant. Please note that cabling runs throughout an aircraft
cabin, behind bulkheads, lockers, panelling in toilets, etc. The axe may also be used for
levering open any exit which may be partially jammed open.
The crash axe cannot be used for opening any type of exit which is inoperable, due to the
strength of the aircraft structure, nor can it be used for breaking through the aircraft’s hull or
windows.
Checks: Stowed.
10.10 FIRE GLOVES
A pair of protective fire gloves is located in a pouch on the bulkhead behind the
Captain’s seat.
Checks: Stowed
10.11 FIRE BAGS
There is a fire retardant bag onboard. Gash bags must be placed in the fire retardant bag
and placed in the toilet before landing.
Checks: 1 onboard.
10.12 FIRST AID KIT
One Mandatory First Aid Kit is stowed in the First Locker, and is wire locked or
sealed, to be used in an emergency only, with the Captain’s permission. Contents
are listed.
Checks: Locking wire or seal unbroken.

In Date.
Stowed securely.

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10.13 HALON FIRE EXTINGUISHERS

Three Halon Extinguishers are carried. They are located as per the Emergency Location
Diagram.
Operation of Halon Extinguishers
NOTE: ANY FIRE EXTINGUISHER DISCHARGE MUST BE RECORDED IN THE

TECHNICAL LOG.

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10.14 EMERGENCY LIGHTING
The emergency lighting consists of internal and external lights which provide proper
illumination for emergency cabin evacuation.
These lights are powered by four dedicated batteries, located along the fuselage. Fully
charged batteries are sufficient to supply all emergency lights for approximately 15
minutes.
Two external emergency lights are installed on each side of the wing-to-fuselage area in
order to illuminate the wing escape route and the ground area. In addition, emergency lights
are installed on the main door and galley service door in order to illuminate the ground area
around these doors in case of an emergency evacuation.
Internal emergency lights comprises the flight deck light, aisle lights, main door lights, galley
service door lights, over wing emergency exit lights, floor proximity lights and EXIT signs.
A flight-deck light is located on the flight-deck ceiling and provides general emergency
illumination of the flight deck area.
Aisle lights comprise four dome lights located along the aisle and provide general
emergency cabin illumination.
Lights are located over the main door, galley service door and over wing emergency exits to
provide general illumination of these areas.
Exit signs are installed near each door and emergency exits.
Floor proximity emergency lights provide emergency escape path marking for visual
guidance during cabin evacuation. It consists of red and white lights spaced along the left
side of the aisle. The route from the rear of the aircraft to the over wing exits is identified by
red arrows pointing forwards. Red lights and an exit identifier are located near each door
and emergency exit.
Emergency lighting is controlled through the Emergency Lighting Switch, located on the
overhead panel in flight deck on/off/arm selection, and through the Cabin Crew Emergency
Lighting Button.
10.14.1 Controls and Indicators
Overhead Panel
1 - EMERGENCY LIGHTING SWITCH
ON Emergency lights illuminate with power supplied by the dedicated
batteries.
ARM Emergency lights are in standby mode (lights turned off and the
batteries being charged) and illuminate automatically in case of an electrical
emergency, with power supplied by the dedicated batteries.

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OFF Emergency lights are turned off. Emergency lighting dedicated

batteries are not charged.
NOTE: The emergency lights are controlled by the Emergency Lighting Switch when
the Attendant Emergency Lighting Button, on the Attendant’s Panel, is in the NORM
mode.
Cabin Crew Panel - Forward Cabin Crew Emergency Lighting Control

Button
The control button has the following positions:

NORM Emergency lights remain in the mode selected by the flight
deck emergency lighting selector knob.
ON Emergency lights are illuminated by power supplied from dedicated batteries,

regardless of the position of the flight deck emergency lighting knob.

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The control button has the following

position
NORM: Emergency lights remain in the

mode selected by the flight deck
emergency lighting selector knob.
ON: Emergency lights are illuminated

by power supplied from dedicated
batteries, regardless of the position of
the flight deck emergency lighting knob.
Rear Cabin Crew Call Panel (EMB 145 aircraft).
LAV (Red) – Illuminates when the call is from the toilet
PA (Amber) – Illuminates when the call is from the passenger cabin
PILOT (Green) – Illuminates continuously when the call is from the Flight Crew (a discrete
bell tone is heard)
Emergency (Red) – Illuminates blinking when an emergency call to the Cabin Crew is
made from the Flight Crew (a discrete bell tone is heard)

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10.15 LOUD HAILER
The loud hailer (megaphone) is stowed in the Entrance Locker. It is powered by 8 penlight
batteries and used during and post evacuation for crowd control, or during complete
electrical failure. It may also be used if the P.A. system fails.
To operate, hold the loud hailer with one hand, press the trigger switch and speak into the
mouthpiece. The volume control is pre-set to high and can only be adjusted by a qualified
engineer.
Checks: Stowed.
Operational.

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10.16 LAVATORY FIRE PROTECTION
10.6.1 Lavatory Smoke Detection
The lavatory smoke detection system consists of a smoke sensor installed in the lavatory
ceiling and the Smoke Detector Panel located near the forward galley.
Upon detection of smoke inside the lavatory, the smoke detector signals the panel to
activate a red alarm light and a horn. In addition, a warning message is presented in the
flight deck. The smoke sensor is less sensitive to smoke from cigarettes.
The sensor must not be blocked by any objects like tissue or paper, etc.
10.16.2 Automatic Toilet Fire Extinguisher
A single fire extinguishing bottle is installed for fire protection of the lavatory waste
container. The bottle discharging tube outlets are fitted in the waste container and
are provided with temperature sensitive heads.
When the temperature inside the container reaches 77o C, the heads will melt and
open outlet passage, causing automatic discharge of the extinguishing agent
(approximately duration of discharge is ten (10) seconds).
Check that the black pointer is in the green section.
10.16.3 Lavatory Smoke Detector Panel

1. LAVATORY SMOKE DETECTOR LIGHT OPERATION:
This green light illuminates during normal system operation.
2. LAVATORY SMOKE DETECTOR ALARM LIGHT:
This alarm light flashes if smoke is detected inside the lavatory. The
flashing red light is accompanied by an aural warning (horn).
3. LAVATORY SMOKE DETECTOR TEST BUTTON:
Pressing, momentarily, this guarded button stimulates a smoke detection
condition and activates all associated alarms (red alarm light and horn).
During this test, the green operation light will extinguishes.
4. LAVATORY SMOKE DETECTOR RESET BUTTON
Pressing this button cancels the horn and resets the system for operation.

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PART B
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EQUIPMENT
10.17 EMERGENCY LOCATOR TRANSMITTER

10.17.1 General
The Emergency Locator Transmitter (ELT), when activated, transmits a radio signal at
frequencies of 121.5,243.0 and 406.0 MHz to facilitate aircraft location during search and
rescue operations.
The system comprises a transmitter, antenna, switch, and impact switch installed in the
lavatory ceiling and a control panel located in the cockpit.
A red light on the cockpit control panel flashes to indicate ELT activation.
Manual activation is achieved by setting the control switch to the MAN position. Automatic
activation occurs when the transmitter switch is set to AUTO, and the aircraft suffers a
deceleration greater than 5 g’s.
Whether the ELT has been activated manually or automatically, the pilot may
deactivate it by performing the reset procedure with the ELT control switch.
Note: the ELT is hard-wired to the aircraft systems. It is not accessible to crew and
is not a carry-off item.
10.17.2 ELT PANEL CONTROLS AND INDICATORS
1 – Activation Indication Light (Red)

This red light flashes to indicate ELT activation, whether in
manual or automatic.
2 – ELT Control Switch (Guarded)
 MAN – Activates the emergency locator transmitter.
 AUTO – Allows the ELT to be automatically
activated at 5-g deceleration.
 Test/reset procedure – Deactivates the ELT after
a manual or automatic activation.

PART B
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EQUIPMENT

PART B
Revision: 00
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MINIMUM EQUIPMENT LIST Chapter : 9
MINIMUM EQUIPMENT LIST (MEL)
The Minimum Equipment List (MEL) is published in a separate folder and it is available in
hard copy on all EMB145 Company aircraft.

PART B
Revision: 00
(EMBRAER 145)
MINIMUM EQUIPMENT LIST Chapter : 9

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Issue: 01

0.1 APPROVAL PAGE

TITLE OF MANUAL : OPERATIONS MANUAL PART B (EMB145 SOP)

Prepared by: Name : CAPT. VICTOR EGONU

Name: CAPT. WELLINGTON EYIMINA

Approved by: Name : BARR. ALLEN IFECHUKWU ONYEMA

Approved by NCAA: Name :

APL Page 1 OM-B (EMB145)

1. To establish the sequence in which the designated steps are accomplished

2. To designate which crewmember normally accomplishes each step.

APL Page 2 OM-B (EMB145)

0.2 STATEMENT OF COMPLIANCE

APL Page 3 OM-B (EMB145)

0.3 LIST OF EFFECTIVE PAGES

CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

APL Page 4 OM-B (EMB145)

0.3 LIST OF EFFECTIVE PAGES (CONT’D)

CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

APL Page 5 OM-B (EMB145)

43 00 31st Jul, 2017 87 00 31st Jul, 2017

CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

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131 00 31st Jul, 2017 24 00 31st Jul, 2017

CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

6 1 00 31st Jul, 2017

APL Page 7 OM-B (EMB145)

21 00 31st Jul, 2017

0.3 LIST OF EFFECTIVE PAGES (CONT’D)

CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

9 1 00 31st Jul, 2017

10 1 00 31st Jul, 2017

APL Page 8 OM-B (EMB145)

15 00 31st Jul, 2017

0.4 TABLES OF CONTENTS

0.1 Approval Page ..................................................................................... 1

CHAPTER ONE: LIMITATIONS

1.1 Introduction ................................................................................................... 1

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1.8.2 Starter Limits ........................................................................................................... 11

CHAPTER TWO - NORMAL PROCEDURES

2.1 Introduction ............................................................................................ 1

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2.2.3 After Start Checks ................................................................................. 35

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2.4.6 After Engine Starting ................................................................................ 93

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2.6.2 Flight Planning .............................................................................................. 128

CHAPTER THREE - ABNORMAL AND EMERGENCY PROCEDURES

3.0 EMERGENCY AND ABNORMAL PROCEDURES PREAMBLE ................ 1

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3.16 LIGHTNING ............................................................................... 14

CHAPTER FOUR - PERFORMANCE

4.1 PERFORMANCE DATA ............................................................................... 1

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4.1.9 Flap 18o Take off ............................................................................... 8

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4.3.24.3 Wet and Contaminated Runways Operations ...................................... 30

CHAPTER FIVE - FLIGHT PLANNING

5.0 FLIGHT PLANNING ................................................................................ 1

CHAPTER SIX - MASS AND BALANCE

6.0 MASS AND BALANCE ................................................................................. 1

CHAPTER SEVEN - LOADING

7.0 LOADING .................................................................................................. 1