LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

1. WEIGHTS
Max RampWeight ..kg. ..kg. Max TakeoffWeight ..kg. ..kg. Max LandingWeight ..kg. ..kg. Ft Max Zero FuelWeight ..kg. ..kg.

170LR 190 AR

2. MAXIMUM ALTITUDE FOR FLAPS EXTENSION 3. AIRSPEEDS

LANDING GEAR OPERATION/EXTENDER SPEED(Vlo and Vle)

VLO 170 190

for retraction

KIAS

VLO for extension KIAS KIAS

VLE safety flown L/G extended KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS Kts

MAXIMUM FLAPS EXTENDED SPEED

Flaps 1 Flaps 2 Flaps 3 Flaps 4 Flaps 5 Flaps Full

MAXIMUM SPEED TO OPEN THE DIRECT VISION WINDOW MAXIMUM TIRE GROUND SPEED

4. WIND LIMITATIONS Max. TO and Landing Tailwind component Max. Recommended crosswind TO and Landing Dry Rwy Wet Rwy Rwy with compacted snow Rwy with Standing Water/Slush/Wet Snow/DrySnow Rwy with wet ice(no melting) Due to engine compressor stall possibility,Static take off is not recommended with crosswind Component greater than 5. KIND OF OPERATION

Kts Kts Kts Kts Kts Kts Kts

This airplane 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:

190-170 190-170 190-170 190-170 190-170 190-170 190 6. MANEUVERING FLIGHT LOAD FACTORS
LOAD FACTOR LIMIT FLAPS UP FLAPS DOWN (1, 2, 3, 4, 5 ANDFULL)

Dueo del Proceso: Jefatura de Pilotos

1 Aprobado por: Gerente de Operaciones

LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011 Positive Negative 7. RUNWAY SLOPE:
RUNWAY RANGE FROM -2.23% TO +2.23%

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

g g

g g

Runway Slope.............................................................. % TO % Runway Surface Type................................................ 170 only The pressure altitude must be between ft and to .ft. Flap takeoff is 8. FUEL 170 Max usable quantity per tank Unusable quantity per tank Max fuel capacity
Max permitted imbalance between wing

190 kg. kg kg Kg C kg. kg. kg.

Fuel tank minimum temperature Cross feed selector knob must be set 9. AUXILIARY POWER UNIT
APU OPERATIONAL LIMITS

during takeoff and landing

MIN MAX START: TEMPERATURE -54C (1) ALTITUDE ft. OPERATION TEMPERATURE (1) (1) ALTITUDE: ft. ELECTRICAL GEN ft. BLEED ft. TO ASSIST ENGINESTART ft. ROTOR SPEED % EGT: [2] [3] START C CONTINUOUS C 1.APU temperature matches the Airplane Operational Envelope temperature. 2.In flight, there is no automatic shutdown if EGT exceeds the limits. 3.There is no time limitation for operating the APU on ground or inflight in the amber range between 662C and 717C.

PARAMETER

APU STARTER LIMITS:

Cooling period after each starting attempt:

First and Second Attempts............................ Third Attempt................................................ 10. POWER PLANTS 170 Two General Electric STARTER LIMITS

s. Min

190

DRY MOTORING DUTY CYCLE LIMITS

Motoring Number 1 2 through to 5 (1)

Maximum Time seconds seconds

Cool-Down Time minutes minutes

Dueo del Proceso: Jefatura de Pilotos

2 Aprobado por: Gerente de Operaciones

LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

Note :(1) after five sequential motoring, cycle may be repeated following a 15 minutes cool down period

STARTING DUTY LIMITS

Motoring Number 1 and 2 3 through to 5

Maximum Time seconds (on ground) seconds (on flight) seconds (on ground) seconds (on flight)

Cool-Down Time seconds Minutes

NOTE: For ground starts, the maximum cumulative starter run time per start attempt is 90 seconds (motoring plus start time). For in-flight starts, the maximum cumulative starter run time per start attempt is 120 seconds (motoring plus start time).

ENGINE OPERATIONAL LIMITS

PARAMETER N1 N2 ITT Start Normal Takeoff Normal go around Maximum takeoff and go around Maximum continuous OIL PRESSURE OIL TEMPERATURE: continuous Transient MIN % PSI

170
MAX % % C C(1) C(2) C(1) C(2) C(1) C(2) C PSI C C(3) MIN % -

190
MAX % ground inflight C C C(1) (2) PSI(5)

C(1)(2)(3)(4) C C

(1) Limited to the first 2 min of the total 5 min limit (2) Limited to the remaining 3 min of the total min limit (3) Transient operation above 155 C limited to 15 min

(1). Time limited to 5 min. (2). ITT transients above the nominal ITT limits are allowed to Normaland Maximum takeoff, up to 5.5C for 2 s, 4.4C for 5 s, 3.6C for15 s and 2.4C for 30 s. (3). The takeoff time limit is extended to 10 min with one engineinoperative for airplanes Post-Mod. SB 190-73-0004 or equivalent Factory incorporated modification. (4). Automatically engaged mode in one engine inoperative or windshear conditions, when the thrust lever is in the TOGA position. (5). During starts with oil temperature below -22C the minimum oilpressure is 5 psi, time limited to 2 min..

ENGINE THRUST

Powerback is The total thrust reduction must not exceed ..of the full takeoff thrust. As a condition to the use of reduced thrust procedures, operators must establish a means to ensure

that the engines are capable of producing full takeoff thrust without exceeding any engine operating limits Use of reduced takeoff thrust procedures is not allowed on runaways contaminated with standing water, slush, snow or ice and not allowed on wet runaway unless, increase stopping distance. Application of reduced takeoff thrust is always at the pilot discretion.

Dueo del Proceso: Jefatura de Pilotos

3 Aprobado por: Gerente de Operaciones

LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

time during the takeoff operation. 11. THRUST REVERSER

When conducting a takeoff using reduced takeoff thrust, normal takeoff thrust may be selected at any

After applying thrust reverser, do not move thrust levers back to the forward thrust range, unless the REV icon on EICAS is shown or . 12. PRESSURIZATION Maximum differential pressure. Maximum differential overpressure. Maximum differential negative pressure. Maximum differential pressure for Takeoff and Landing. 13. OPERATION IN ICING CONDITIONS On ground: The TO DATASET MENU on the MCDU must be set to .in the following cases when OAT is between and and: If there is any possibility of encountering visible moisture. up to 1700 ft AFE 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. The TO DATASET MENU on the MCDU must be set to in the following cases when OAT is below and: if there is any possibility of encountering visible moisture up to1700 ft. 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. In flight: The engine and wing anti-ice systems operate automatically, in case of ice encounter when the ice protection mode selector is in the AUTO position. If either one or both ice detectors are failed, the crew must set the mode selector to ON when icing conditions exist or are anticipated below 10C TAT with visible moisture.
PSI PSI PSI PSI

Note: Icing conditions may also exist when the OAT on the ground and for takeoff or TAT in flight is 10C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystal). Icing conditions may also exist when the OAT on the ground and for takeoff is 10C 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. CAUTION: ON GROUND, DO NOT RELY ON 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.

Maximum Airspeed for Windshield Wiper Operation 14. AUTOPILOT Minimum Engagement Height Minimum Use Height 15. NAVIGATION EQUIPMENT

KIAS

FT FT

TAS, TAT, and SAT information are only valid above ..KIAS

Dueo del Proceso: Jefatura de Pilotos

4 Aprobado por: Gerente de Operaciones

LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

While transmitting in VHF 1 the standby magnetic compass indication is . Baro altimeter minimums must be used for all .Approaches ..using IESS is prohibited

16. FLIGHT MANAGEMENT SYSTEM NAVIGATION OPERATIONAL APPROVALS

Required Navigation Performance (RNP) Operations. The airplane capability does not constitute RNP operation approval. The operators must be granted local approval to conduct RNP Navigation using GPS The FMS has been demonstrated compliant with the requirements of the aeronautical authority regarding the use of GPS for IFR navigation in en-route, terminal, and nonprecision approach operations. Navigation using IRS - The FMS has been demonstrated compliant with the requirements of the aeronautical authority, regarding the use of IRS as a long range navigation system. Pilot qualification is required to comply with operation. Enroute and Terminal Operation The FMS has been demonstrated compliant with the requirements of the aeronautical authority, regarding multi-sensor system IFR operation in enroute/terminal flight, with at least a single PFD, MFD, FMS, VOR, Approach Operation The FMS has been demonstrated compliant with the requirements of the aeronautical authority regarding multi-sensor system instrument non-precision approach operation. The FMS has been demonstrated compliant with the aeronautical authority, regarding the use of GPS for non-precision approaches. The FMS supports the following non-precision approach types: only (type III FAA overlay definition) (Including type II or type III FAA overlay definition);

17. NAVIGATION LIMITATIONS

The use of FMS speed guidance is prohibited when the FD vertical mode is standby. The use of speed mode in FMS is prohibited for one engine operative condition. The use of VNAV guidance is prohibited when the FD vertical mode is standby. The use of the VNAV guidance when the FD mode is other than VNAV is prohibited unless pilots set the ALT SEL to each waypoint altitude constraint required by the FMS entered procedure. The use of GPS is limited to areas where GPS is approved. Deselection of GPS should be performed in other non-approved areas. Prior to flight using the FMS for IFR navigation, a minimum of one VOR, DME, and IRS must be verified to be installed and operational. Also, any appropriate ground facilities (VOR, DME) that are utilized by the procedures to be flown must be verified as operational using an approved method (NOTAM, etc.). If GPS RAIM is annunciated as not available during terminal, enroute, or remote/oceanic operation, the pilot must monitor FMS guidance data and crosscheck against raw data from an alternate source (i.e. VOR, DME, or IRS). Due to priority use of GPS by the FMS, IFR Navigation using the FMS is limited to use with procedures that are referenced to the aeronautical authority authorized procedures, unless other appropriate authorized procedures are used. IFR Navigation using the FMS is prohibited unless the pilot verifies the currency of the selected navigation database cycle on the NAVIDENT page.

Dueo del Proceso: Jefatura de Pilotos

5 Aprobado por: Gerente de Operaciones

LIMITATIONS EMB 170/190

AOM1502-203 Revision 14 30-May-2011

Codigo: FO.OP.030 Version: 04 Fecha: SEP- 2011

Operation above 72 30.0 north latitude and below 59 30.0 south latitude is prohibited due to unreliable magnetic heading, unless at least one Inertial Reference System (IRS) is verified operational as a sensor to the FMS. FMS performance management calculations have not been certified by the Airworthiness Authority. FMS performance management information is advisory information only, and may not be used as a basis for fuel load planning or airplane range predictions. The use of the Step Climb function is prohibited. The selection of course interception to a conditional waypoint (waypoints created automatically by FMS that is not part of nav database, i.e. TOC) is prohibited. FMS LNAV may command bank angles above the local regulations limits. Departure procedures design must incorporate the appropriate adjustments.

18. APPROACH LIMITATIONS

ILS, LOC, LOC-BC, LDA, SDF, GLS, Visual, and Radar approaches, using the FMS as the navigation source for guidance, are prohibited. FMS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrievable from the FMS navigation database (as displayed on the APPROACH page on the MCDU). The pilot must review the complete procedure, comparing the waypoints, speeds, and altitudes displayed on the FMS with those on the published procedure charts. If any doubt exists about the integrity of the coded procedure, the procedure should not be used. Prior to commencing and during the final approach, the APPR annunciator must be visible on the PFD. If the APPR annunciator is not visible, and the appropriate runway visibility indications are not observed, the pilot should request a missed approach. When using FMS guidance to conduct an instrument approach procedure that does not include GPS in the title of the published procedure, the flight crew must verify that the procedure specified navaids (s) and associated avionics are operational (i.e. VOR, DME, ADF). If GPS RAIM is annunciated as not available during the approach, the pilot must monitor FMS guidance data and crosscheck against raw data from the alternate source(s). When the reported station temperature exceeds the limits published in the approach chart, the use of VNAV barometric procedures are prohibited unless the pilot uses the VNAV temperature compensation function. The pilot must rely on the altimeter as the primary vertical reference during the final approach segment, including step down fixes. VNAV path guidance is supplementary guidance information. Use of VNAV guidance below the published approach minimums is prohibited. When using VGP, use of Temperature Compensation is prohibited.

NOMBRE: _______________________ FECHA: ________________________

Dueo del Proceso: Jefatura de Pilotos

6 Aprobado por: Gerente de Operaciones