SEC 3 FM 1 NORMALS

- Below 10,000 ft AGL, due to the increased need to clear for visual traffic,it is

highly desirable to use the guidance panel function in order to limit heads-

down time.

- The FMA must be monitored at all times by both pilots and changes shall

be verbalized.

- If any doubt about the flight safety, SPEAK UP with appropiate persistance

until there is some resolution. All crewmembers should balance

assertiveness WHITH TACT.

THE ISSUE MUST BE ALWAYS BE WHAT IS RIGHT , NOT WHO IS

RIGHT.

- Limit programming FMS during critical phases or conditions of flight.

- Change level of automated systems (up or down) to increased situational

awareness and avoid work overload.

- Because FMS position errors are posible when accurate FMS navaid

updating is not occuring (Periods of operation in IRS NAV Only OR

inaccurate navaid updates) ROUTINE MONITORING OF GROUND BASED

NAVAID RAW DATA IS REQUIRED

- If the pilot, normally expect to acomplish a given task is distracted by other

duties, or flight deck workload / convenience so dictate, it is permisible for

the other pilot to make the appropiate changes. IN THIS EVENT, THE

PILOT MAKING THE CHANGES MUST VERBALLY STATE THE

CHANGES MADE.

AUTOPILOT ON

While the autopilot is ON, all GP and MCDU (ABOVE 10,000 ft AGL)

operations that affect the aircrafts flight path should be done by the PF.

AUTOPILOT OFF

While the autopilot is ON, all GP and MCDU operations should be called for

by the PF and executed by the PM.

- Whenever entering a new route, it is the crews responsability to check all

the waypoints for correct coordinates and associated navigation aid. The PF

enters the flight plan and the PM check the data entered.

- Below 10,000 ft AGL, MCDU changes should be made by the PM and

executed only after confirmation by the PF. If necessary, revert to basic

autopilot/FD modes to avoid heads down time during high workload flight

phases.

- Its reccomended the engagement of the autopilot at mnimum engagement

height and disengagement at traffic patter altitude for a visual approach or at

MDA/DA/DH/DDA during an instrument approach (IF NOT PERFOMING

GO AROUND)

- Thr autothrottle should be used during the entire flight, Engage at taxi out

and disengage after landing or at pilot discretion.

- WARNING; Normally high level of automation induces crews to stay

out of the loop, with excessive confidence on automatic flight

systems.

- If the FD is not SYNCHRO with the actual airplanes maneuver it must be

updated or turn off.

- When the FD is selected OFF with the Autopilot disengaged on the source

side, the FD modes are disengaged and AT revers to the basic default

control mode (SPDt). When the FPA is active mode you need to press FPA

button once to desactive the FD.

- GREEN DOT

The GD will consider MACH speeds, aircraft weight, altitude and flap

selected.

For flaps zero, Green dot will indicated drift down speed. For remainin flap,

will be maneuvering speed.

GD does not account for ICE accretion. On ICE condition EMBRAER

recommends flying GD+10kts

GD is Removed momentarily during flaps surface movement and

reappears when the new flap position is reached. And use this PROC for

further flaps extenson at GD mat reduce fuel consumption.

The GD logic does not account for speed brakes actuation.

- For LOC and VOR cross check FMS info.(Preview or pointers)

- For RNAV and GPS check equipment PERF and local regulation (Predicted

raim and Jeppesen manual)

- EICAS messages should always be announced when displayed. When

more the one message is displayed careful consideration should be applied

in order to prioritize actions.

- Compliance with the TCAS resolution advisory is required unless the pilot

considers it unsafe to do so.

- Altitud Callouts above 100 ft AGL are Barometric or BELOW 100ft are

made with reference to the radio altimeters. IF the designated crewmember

is distracted at the time a standart callout is required the other pilot will

make the CALL.

- PREFLIGHT

Safety Inspection Exterior

Safety Inspection - Flight Deck

Power Up

Exterior Inspection

Cabin inspection (NOT REQUIRED FOR TCM)

Crew Briefings

Receiving Aircraft Procedure / Checklist

- On GROUND the LS pilot will handle COMM with Ground personnel while

the RS pilot COMM with ATC

- IN FLIGHT PM should oprate the flight guidance panel, at the direction of

the PF, WHEN THE AIRPLANE IS MANUALLY FLOWN.

- SAFETY INSPECTION EXTERIOR

- Surfaces and Chocks.CHECK

- Maintenance Status.CHECK

- INTERNAL SAFETY INSPECTION FLIGHT DECK

- Maintenace Status.CHECK

- Cockpit Emergency Equipment.CHECK

*PBE

*Fire Extinguisher

*Crash Axe

*Life vests

*Escape ropes

*Flashlights

- GPU Button..PUSH OUT

- APU GEN Button.PUSH IN

- FUEL Panel..CHECK

- Windshield Wiper Selector..OFF

- Hydraulic PanelCHECK

- Air Conditioning/Pneumatic Panel..CHECK

- PAX Oxygen Panel...CHECK

- Landing Gear Lever..DOWN

- Start/Stop Selector..STOP

- RAT Manual Deploy.STOWED

- Slat/Flap Lever..VERIFY POSITION

- Circuit Breakers.CHECK

- POWER UP

If receiving the airplane already powered up, verify compliance with all tems and

perform FIRE EXTINGUISH panel, Electronic CBs and DVDR CONTROL panel

CAUTION: ENSURE THE AIRPLANE IS NOT MOVED BEFORE THE EISS IS

INITIALIZED.

- Battery 1..ON

- Battery 2 AUTO

CAUTION: VERIFY THAT ONLY DISPLAYS 2 AND 3 ARE AVAILABLE

CAUTION: EACH BATTERY VOLTAGE MUST BE AT LEAST 22,5 VOLTS.

IF BATTERIES VOLTAGE IS BELOW 21 VOLTS REPORT TO MAINTENANCE

- GPU ButtonAS REQUIRED

- FIRE EXTINGUISHER PANEL (OVERHEAD)..CHECK (TEST)

- APU CONTROL PANEL. AS REQUIRED

NOTE: If AC source is lost due to unintentional GPU or APU generator

disconnection, power down the airplane and perform the power up procedure.

- Navigation light.ON

- HYDRAULIC Panel..AS REQUIRED

- Electronic CBsCHECK

- DVDR CONTROL Panel..CHECK

- Cockpit Reinforced Door Panel..CHECK

- Photoluminecent StripsCHECK

- EXTERNAL INSPECTION

- The PM will conduct the Exterior Inspection for each flight

- When operationally efficient during crew changes, the exterior inspection

may accomplished while waiting for passengers and crew to deplane.

- Verify static discharges, If missing Refer to te CDL for dispatch with missing

tems.

- Check for Foreign Objects and leaks inside air inlet. Ensure that there is no

damage to the T12 Sensor and that the Fadec Cooling inlet is clear.

- After engine shutdown the scavenge system is no longer effective. A small

amount of oil may be leak, Verify the puddle size if encountered

- NORMAL CHECKLIST

- CALL FOR

- PROMPTED

- SELF INITIATED

- During preflight, if the flight deck is left unsupervised (all pilots away from

the flight deck) prior to engine start, all previously accomplished checklists

must be re-accomplished un their entirely.

- Any tem listing an AS REQUIRED response will be responded to by the

actual configuration or condition as described in the expanded section.

- Any action which has not been perfomed or completed when challege must

be completed before the next challege is read. If no completed reply

STANDBY until finished

- REVEIVING AIRCRAFT

- Each pilots RECEIVING AIRCRAFT flow may be initiated once their

departure from the flight deck is no longer anticipated.

- The procedure is normally conducted in the designated order; however,

variations in order are aceptable.

- Airplane manual and Documents

Jepp vol. 1,2 y alternos

Jump seat briefing

libro rojo D.G

Lista de chequeo

MOV

Tabla de performance

QRH

Analisis de aeropuerto vol 1,2

- GATE DEPARTURE PROCEDURE

- At this time, the parking brake should be set and wheel chocks removed

- If headset communication is not available, visual contact and hand signals must be made with the person in charge of the ground crew.

- BEFORE START - The Captain will call for the BEFORE START checklist after:

All cabin doors are closed All passengers are seated All carry-on luggage are properly stowed.

- If a pushback is required, the checklist will be completed prior to

aircraft movement. In the event a pushback is not required, the checklist will be completed prior to engine start

- PUSH BACK / TOW OUT PROCEDURE - Engine start is authorized during

pushback.

- If flight interphone is not available, engine start is not authorized until pushback / tow out procedure is complete and tow bar has been disconnected.

- NOTE: Powerback procedures are not authorized.

- PUSHBACK

- Both pilots must verify that their respective cockpit window is closed

and the RSP should select MFD status page to check all airplane doors closed indications.

- NOTE: On those airports with speed restrictions after Takeoff, select

FLCH and speed restriction (SELECT FLCH, SPEED____) during climb sequence flow. When speed restriction is not longer a factor call climb sequence.

- ENGINE START

- Engine start can be done simultaneously with push

Back

- In case of a static engine start be sure that the parking brake is set.

- During the start, the Captain should keep MFD1 in Flight Control

Page and First Officer should keep MFD2 in Status Page.

- NOTE: During ground starts only, the transition of the cockpit START/STOP switch from STOP to START must be less than 30 seconds or the FADEC will prevent an engine start until the switch is cycled through STOP.

- STABILIZED IDLE INDICATIONS

N1: 27% ITT: 460 N2: 62% Fuel Flow: 600 PPH

- ABNORMAL ENGINE START INDICATIONS - Although FADEC provides automatic ITT over-temperature

protection on ground and will automatically abort a start in the event of a hot start and hung start, it is the Captains responsibility to monitor engine parameters and manually abort the start in the cases described below:

No positive oil pressure 10 seconds after N2 speed starts to increase

During engine start with tailwind, if a positive increase of N1 is not indicated before starter cutout (50% N2). In this case the airplane should be repositioned prior to engine start to minimize tailwind effects.

If a fan rotation is not confirmed. No ITT indication within 1 minute after fuel is applied (15

seconds after fuel is re-applied).

ITT rapidly increasing or exceeding start limit (740C Hot Start).

N1 and/or N2 failing to accelerate to stable idle speed (hung start). If oil pressure stabilizes below the engine minimum limits. An intermittent electrical pneumatic or starter malfunction occurs before the s starter disengagement

- PACKS LOGIC DURING ENGINE START When REF ECS is selected ON in the MCDU T/O DATASET MENU page, the caution EICAS message ENG REF ECS DISAG may be temporarily displayed after both engines have started and are stabilized at idle. Refer to Section 7, ECS PACKS LOGIC. ENGINE START NOTES

- During a ground start at high altitude airports (at or above 8000 ft), both igniters are commanded on the first start attempt cycle .

- CAUTION: The following items should be noted and observed: Do not initiate second start until first engine duct pressure has returned to pre-start value.

- Discontinue start if significant duct pressure fluctuations are noted.

- Keep hand on engine start switch while observing RPM, ITT, and fuel flow until stabilized.

- If fuel is shut off inadvertently (by closing engine start switch), do not reopen engine start switch in an attempt to restart engine

- Failure of engine start switch to hold in RUN until starter cutout RPM is reached can result in a Hot Start.

- Do not re-engage engine start switch until N2 RPM is below 20%.

- A two minute warm-up at or near idle prior to advancing throttles to high power is required.

- If the APU is inoperative, and maximum cooling is desired, both engines should be started as soon as practical and used for air conditioning.

- In order to allow thermal stabilization of the engines, operate them at or near IDLE for at least 2 minutes before selecting high trust settings. Taxi time at or near IDLE can be included in the warm up period. NO BREAK POWER TRANSFER (NBPT) To avoid power interruptions it is reccomended to wait 30 sec after %N2 stabilizes before shutting the APU dowm or GPU disconnection, or to use the Electrical Synoptic Page to follow the power transfer.

- TAILWIND Before engine start, tailwind can cause the fan to rotate in the opposite direction. During engine start procedure, the airflow through the core engine overrides the tailwind effect and gradually turns the fan in the correct direction. If possible, the airplane should be repositioned to minimize tailwind effects. If it is necessary to perform an engine start with tailwind, monitor N1 indication. If there is no positive increase of N1 indication before starter cutout (50% N2) the engine start must be manually aborted.

- GROUND CREW COORDINATION The headset operator shall position himself between the aircraft and the terminal building in full view of the flight deck. The Captain should acknowledge with one cycle of the taxi light at day and night. Note: In order to avoid confusion during night operation, the Captain should leave the taxi light OFF for 1 -2 seconds before turning it back on for use during taxi operation.

- AFTER START - The Captain will call for the AFTER START checklist after the

engine(s) have reached a stabilized idle and the headset operator has been cleared to disconnect. The AFTER START checklist will be completed prior to releasing the brakes for taxi.

- NOTE: The Hydraulic P-BIT starts when all the three hydraulic systems are pressurized and takes about one minute to complete. Performing the flight controls check while the Hydraulic P-BIT is running may interrupt the P-BIT. A FLT CTRL TEST IN PROG status message is displayed to inform the pilot that the Hydraulic P-BIT is in progress.

- If the SLAT/FLAP lever setting is different from the input made on TAKEOFF page 2/3 of the FMS the aural message NO TAKEOFF FLAP will sound during the takeoff configuration check.

- TAXI

- Flight crews should minimize heads-down activities such as entering data into the FMS while the airplane is moving. Briefing the taxi route will reduce the cockpit workload. ATC should be contacted anytime there is a concern about a potential conflict. Avoid taxiing closely behind other airplane where FOD may be blown

- TAXI SPEEDS AND BRAKING - Recommended taxi speed: - Straight / DRY: 30 kt - Straight / WET or CONTAMINATED: 10 kt - Turns / DRY: 10 kt - Turns / WET or CONTAMINATED: 5 kt

- For EMBRAER 190/195 at speeds between 17 kt and 21 kt, a

slight vibration may occur. If this vibration occurs, accelerating or reducing the speed to exit this speed range will improve passenger comfort.

- THRUST USE DURING TAXI

- For economic and environmental reasons, FOD prevention, damage to other airplane and equipment in close proximity of the airplane, etc., it is desirable to limit the thrust to 40% N1 as much as possible and avoid rapid accelerations and decelerations.

- For normal operations a setting around 30% N1 will be enough for

ground maneuvering.

- SINGLE ENGINE TAXI

- single engine taxi should be avoided when operating on slippery or contaminated taxiways.

- When performing a single engine taxi with the engine 2 running, the Electric Hydraulic Pump 1 Selector knob must be set to ON to ensure that the hydraulic system 1 is pressurized.

- If possible, start slight turn in the direction of the non-operating engine. There will be less stress in nose gear structure; otherwise a higher thrust setting will be necessary with the incoming risks of the jet blast and foreign object ingestion in the engine.

- If performing the Flight Controls Check with one engine only, check one surface at a time (aileron, rudder or elevator) to avoid spurious FLT CTRL NO DISPATCH message display.

- SECOND ENGINE START The engine start should be preferably performed with the airplane static to avoid heads down condition during taxi.

- Prior to takeoff, the second engine warm up cycle must be

performed by keeping the engine running at or near IDLE for at least 2 minutes before selecting high thrust settings.

- TAXI IN

- When taxiing in, engines cool down cycle must be performed by keeping the engines running at least 8 minutes after IDLE thrust has been set before engine shutdown to allow engine thermal stabilization or at the GATE. (Operational Bulletin)

- ENGINE 2 SHUTDOWN

- The APU start cycle must be performed as follows:

- The APU start must be accomplished with the engine 2 running or after the engine 2 shutdown cycle has been completed.

- This procedure is necessary to ensure that battery 2 is available to the airplanes electrical network as a back-up and not isolated for APU start only.

- ENGINE 1 SHUTDOWN

- In order to maintain hydraulic pressure on both brake systems the Electric Hydraulic Pump 1 must be kept ON throughout the taxi.

- BEFORE TAKEOFF

- The Captain will call for the BEFORE TAKEOFF checklist when - cleared onto the active runway. - For both day and night operations all LANDING LIGHT, SIDE, and - STROBE lights will be turned ON only after the airplane enters the - runway for takeoff as an indication to other traffic that your aircraft is - on the runway and next to beginning the takeoff roll.

- Meteorological conditions permitting, the use of the LANDING

LIGHT, INSP, STROBE, NAVIGATION and RED BCN lights are required below 10.000 feet AFE for both day and night operations.

- EICAS ..CHECK .LSP/RSP

Check:

No EICAS messages displayed or only EICAS advisory and status messages related to a given airplane configuration resulted by crew action should be displayed.

Thrust rate mode (TO-1/TO-2).

ATTCS as applicable.

FLEX TEMP (__C).

- THRUST MANAGEMENT

- The FADEC determines flexible takeoff rates for TO-1/TO-2 mode reducing the takeoff thrust based on assumed temperature set on the FMS and TO-1/TO-2 mode.

- The indication FLEX TO-1/TO-2, will be displayed on the EICAS for the respective flexible takeoff thrust.

- REDUCED THRUST TAKEOFF

- TO-1/TO-2 RSV, are limited to 5 minutes during the takeoff phase.

- Reduced thrust is not authorized under the following conditions:

- Contaminated runways - With engine or airframe ice protection on. - Reported or suspected windshear. - Tailwind takeoff without PERF information. - With FMS inoperative. - Flap Low Rate MEL tem

- TAKEOFF TECHNIQUE

- LSP check A/T

ON. Equal power settings should be verified before releasing the brakes, especially on slippery runways. The A/T system will engage automatically when both throttles have been advanced beyond 50 TLA.

- In case the RSP is the PF, he will remove his hand from throttles

after T/O thrust has been checked. The LSP is always responsible for aborting the takeoff and will always hold the throttle levers from the moment takeoff thrust has been reached until V1 is announced.

- The ENG TLA NOT TOGA EICAS message is displayed anytime

during the takeoff with the thrust levers out of the position TO/GA.

- Make sure that the thrust levers are set to TOGA position before 60 kt, when HOLD mode is activated, even if the N1 has already reached the takeoff thrust (N1 target). In this case the thrust levers can be advanced without increase in N1.

- Use the steering pedal for normal take off.

- If the LSP decides to abort the T/O he must call out "REJECT"; if he - decides to continue he must call out "GO.

- Flight Director guidance must be used in all take-offs.

- NOTE: Any takeoff requiring a penalty or runway clutter will be - executed by the Captain.

The PM will call V1 at approximately 5 knots prior to the actual V1 speed (depending upon acceleration rate) so as to complete the call by the time the airspeed indicator has reached the bug set on the actual V1.

- In case of flight director inoperative, rotate the airplane

according to the takeoff pitch angle displayed on Takeoff page 3/3 on the MCDU

- ROTATION AND LIFTOFF

- At VR rotate smoothly with one continuous motion approximating, but no more than 2.5 degrees/sec.

- Selection of pitch and roll modes other than TO are inhibited below

400 feet RA.

- BIRD STRIKE AVOIDANCE PROCEDURE - When birds are reported in the vicinity of the airport BY ATC, Pilot report,

ATIS reporting birds in the vecinity of the airport.. the following procedure applies:

Climb at V2 + 10 kt until 1000 ft AFE. At 1000 ft AFE select FLCH and verify climb thrust is set,

then continue climb at V2 + 10 kt until 3000 ft AFE.

At 3000 ft AFE, CLIMB SEQUENCE, accelerate and retract SLAT/FLAP on schedule or following the F-BUG.

- NOTE: Set speed required for the procedure on SPEED Selector Knob or FMS DEP/APP SPD page. Fly the airplane manually and select a Flight Director Vertical Mode when takeoff thrust is no longer required. If the Autopilot is to be used, the Autopilot can be engaged only after selecting the desired vertical mode.

- CLOSE IN TURN AFTER TAKEOFF - Normally, a turn after takeoff should not be started until reaching

400 et AGL, even if ATC requests a turn as soon as practical.

- However, a turn required for obstructions, noise abatement, or adverse conditions may be started before reaching 400 feet AGL but no lower than 50 feet AGL.

- The maximum bank angle after takeoff will be 15 degrees until reaching V2 + 10. At an airspeed of V2 + 10 and above, bank angles of 30 degrees are allowable.

- FLAPS MANEUVERING SPEEDS When the Green Dot is not available the flaps maneuvering speeds table may be used for flaps extension.

- FLAP SPEED (KIAS) FLAP SPEED - (KIAS) - UP 210 - 1 ...180 - 2 160 - 3 150 - 4 140 - 5 140 - FULL 130

- These speeds allow an inadvertent 15 degrees overshoot beyond

the normal 25 degrees bank and provide 1.3G margin over stick shaker speed. They are valid for all weights up to the Maximum Structural Landing Weight.

- The speeds above or FMS speed may be used as reference for flaps extension and maneuvering.

- For weights above the Maximum Structural Landing Weight, the speeds above are maintained.

- AFTER TAKEOFF

- The Pilot Flying should call for the checklist in conjunction with the FLAPS 0 (ZERO) call.

- The Pilot Monitoring will ensure the procedures have been accomplished and then read the checklist. Do not allow the reading of the checklist to interfere with outside vigilance while departing the terminal area.

- THRUST MANAGEMENT - Once climb thrust is set, the FADEC will automatically compensate

for the various changes in environmental conditions during the climb.

- Selecting REDUCED CLB 1 or 2 will reduce the climb thrust 3% N1 for CLB 1 and 6% N1 for CLB 2 (approximately 8% and 16% thrust reduction).

- The Maximum Climb rating does not have a fixed thrust levers position. It is selectable through thrust lever adjustments between the IDLE and TOGA positions, or even manually selecting (CLB-1 or CLB-2) on the MCDU.

- CLIMB CONSTRAINTS Climb constraints may be automatically entered in the route when selecting a departure procedure, or manually entered through MCDU entry.

- For VNAV departures, when initiating a climb with multiple altitude constraints the highest cleared altitude will be set in the GP altitude window.

- CAUTION: IF A VNAV MODE IS NOT ENGAGED DURING THE CLIMB OR DISENGAGES, ALL HARD ALTITUDE CONSTRAINTS MUST BE SET IN THE GP. VNAV NORMAL OPERATION

- the FMS levels-off at an altitude set on the Altitude Pre Selector, after setting the Altitude Pre Selector to a higher altitude, the FLCH button must be pressed on the guidance panel to VNAV transition from VALT to VFLCH.

VNAV never exceeds the set altitude in the Altitude Selector.

A Vertical Track Alert (VTA) is issued 60 seconds before the FMS commands a climb.

There is no VTA if leveling-off is based on the altitude set in the Altitude Selector.

VNAV, whenever existing constraints allows it, defines constant climb paths.

- CLIMB SPEED - The Climb Speeds for the VNAV profile are as follows:

Up to 10000 ft MSL: 250 kt. Above 10000 ft MSL maintain 270 kt up to the IAS/MACH

Transition then Mach 0.73 or the speeds according with OPTIMUM CLIMB/DESCENT SPEED tables.

USE OF ALTITUDE ALERTING AND OTHER CONTROL INPUTS

- During climb, the flight crew shall set the next clearance altitude in the Altitude Selector Window.

- With the autopilot ON, the PF will set the new clearance altitude in - the altitude selector window.

- With the autopilot OFF the PM will set the new clearance altitudes inthe

altitude selector window.

- With VNAV engaged the Altitude Selector should always be set to the altitude cleared by ATC.

- The FMS speeds are default to the guidance below. If a different speed is required the change can be made on the PERF CLIMB page or in the PERFORMANCE INIT page.

Up to 10000 ft: 250 kt. Above 10000 ft: 270 kt up to the IAS/MACH transition then

Mach 0.73.

- To avoid TCAS Resolution Advisories during level offs, when pilots are aware of traffic in close vicinity at the adjacent flight level they should monitor the climb and reduce the vertical speed to 1500 ft/min or less at least 1000 ft before reaching the cleared flight level.

- Maximum Angle of Climb Speed: With flaps retracted, the recommended best Angle of Climb Speed for all operational gross weights and takeoff altitudes is VFS. It provides for a maximum altitude gain at a minimum ground distance.

- Maximum Rate of Climb Speed: Maximum rate of climb speed provides a maximum altitude gain in a minimum flight time, with flaps retracted and all operational gross weights. VFS added by 50 KIAS is approximately the maximum rate of climb speed. As it is a function of gross weight and altitude, refer to QRH (PERFORMANCE) for accurate speeds and Mach number.

- SPEED SELECTION

- MAXIMUM CRUISE SPEED

- Maximum Cruise Speed provides the maximum True Air Speed (TAS).

- It is achieved when maximum cruise thrust is used. Using maximum cruise speed, the trip time is reduced and fuel burn increased.

- MAXIMUM ENDURANCE - Maximum Endurance Speed provides the maximum time in-flight

and the minimum fuel flow. This speed mode is used when the trip time has to be prioritized. As example, when the airplane is performing a Holding or the arrival time at destine airport needs to be delayed for any reason.

- LONG RANGE CRUISE SPEED - In the Long Range Cruise Speed mode, the airplane is flown at a

speed corresponding to a specific range equal to 99% of maximum specific range. It is used when range is the main factor in a given route.

- MAXIMUM RESERVE SPEED Maximum Reserve Speed provides the maximum TAS while ensuring the destination airport can be reached with the proper fuel reserves.

- CRUISE SPEED MANAGEMENT - The crew should ensure, during walk around that the smart

probes delimited area is clean and free of obstructions, so that it may provide correct speed, Mach number and TAT calculations.

- ALTITUDE SELECTION

- Tables of Altitude Capability, Flight Level, and the Wind Altitude Trade are presented on FM 1 Flight Planning section. These tables will be helpful in enabling to use the aircraft more efficiently.

- ALTITUDE CAPABILITY - For a given speed, weight and thrust, there is a maximum altitude at

which straight and level flight is possible. This Maximum Altitude is also called "Airplane Ceiling".

- The altitude capability can be verified on AOM flight planning section for LRC and Mach 0.78 based on initial cruise weight for various ISA conditions and all engines operating with a residual rate of climb of 300 feet per minute. The computed ceiling altitude based in

performance initialization data is also displayed in the FMS PERF DATA page.

- The maximum altitude at which an airplane can fly is limited by three factors:

- Engine thrust. - Capacity of the wing to generate enough buffet-free lift. - Operational envelope.

- OPTIMUM ALTITUDE - The Optimum Cruise Altitude is the pressure altitude, for a given

weight and center of gravity, speed, air temperature that gives the maximum specific range.

- Many times, it is not possible to fly at the optimum altitude because the available flight level depends on the direction of the flight or may not be cleared by the ATC. In addition, the aircraft may not have enough buffet margins to fly at that altitude.

- The default for INIT CRZ ALT is OPTIMUM when the performance mode is FULL PERF. The FMS calculates the optimum cruise altitude based on the performance initialization data. After performance initialization is complete, the calculated optimum altitude is displayed in small characters on this page.

- The optimum altitude, as defined above, is based on the cruise specific range only, and does not consider the overall fuel consumption during an entire flight. For shorter-range flights, it makes more sense defining the Optimum Cruise Altitude as the altitude at which the entire flight fuel burn is minimized (i.e., minimizing Climb+Cruise+Descent fuel).

- It must be observed that on short flights the leveled cruise segment may be very small, or non-existent at all (descent starting immediately after the climb to cruise altitude is completed).

- WIND ALTITUDE TRADE In order to maintain the same ground specific range at another altitude than the one planned initially.

- The optimum altitude is normally calculated for zero wind, but wind is a factor that may justify operations considerably above or below the optimum altitude.

- If the optimum altitude headwind is stronger than lower altitude headwind, for example, it might be advantageous to fly at a lower altitude (and weaker headwind) in order to save fuel. This is called wind-altitude trade.

- FLIGHT CONTROLS TRIMMING

- AIRPLANE TRIMMING - The autopilot trims the airplane for pitch using the stabilizer trim

function. Roll and yaw trimming is achieved manually through dedicated switches.

- If the airplane is not properly trimmed for roll and yaw, the autopilot applies primary control displacements to compensate for tendencies, which under some conditions, may significantly increase drag and consequently affect fuel performance.

- TRIMMING TECHNIQUE

- Yaw Trimming: - With the auto pilot engaged, ensure the fuel is properly

balanced, engine thrust is symmetric, and HDG mode is selected.

- To avoid over trimming, allow approximately three to five seconds between actuations and observe the results. As the Slip/Skid Indicator gets closer to the center (below the Roll Pointer) only sharp, brisk actuations are required.

- Roll Trimming: - Roll trimming should be performed after the airplane has been

trimmed for yaw. An exception to this rule would be a wing heavy condition in manual flight when the slip/skid indicator is centered. In this case, Roll Trim should be actuated in the same direction where pilots inputs are needed or towards the down side of the control wheel if a deflection is noticeable. Both parts of the Roll Trim Switch should be pressed simultaneously and in most cases, only sharp, brisk movements are required.

- FUEL IMBALANCE - Fuel efficiency can be significantly affected as primary control

surfaces are deflected by the auto pilot in order to compensate for the imbalance condition.

- A fuel imbalance for which no EICAS message is displayed and has not yet exceeded 360 kg (800 lb) may be regarded as a normal procedure and corrected without the use of the QRH. It is recommended however, to assure no fuel leak is in place.

- With both engines operative, this can be done by comparing both fuel quantity indications on EICAS with fuel remaining information indication on FMS Fuel Management page before attempting a fuel crossfeed.

- NOTE: If the FUEL IMBALANCE caution message is not displayed on the EICAS and a crossfeed is performed, the advisory message FUEL EQUAL - CROSSFEED OPEN will be displayed regardless of the imbalance value, which may lead to an additional imbalance condition.

- THROTTLE TECHNIQUE

- When feasible, large speed changes with Auto Throttle engaged should be planned in advance. Excessive speed adjustments may cause thrust levers to completely retard and accelerate, which also contributes to engine deterioration and fuel consumption.

- TURBULENT AIR PENETRATION

- THRUST SETTING If severe turbulence cannot be avoided disconnect autothrottle and make an initial thrust setting for the target airspeed. Change thrust setting only in case of unacceptable airspeed variation.

- If the autothrottle is used the pilots can use the autothrotles override (OVRD) function to avoid changes on engine thrust setting.

- MANUAL FLIGHT IN SEVERE TURBULENCE The Autopilot should be maintained engaged when flying in severe turbulence. At pilots discretion, if the crew reverts to manual flight in severe turbulence, trim the airplane for penetration speed and do not change stabilizer position. Control the airplane pitch attitude with the elevators using the attitude indicator as the primary instrument. Do not make sudden large

- elevator control inputs. Corrective actions to regain the desired attitude should be smooth. Control de airplane attitude first, then make corrections for airspeed, altitude and heading

- REDUCED VERTICAL SEPARATION

- RVSM ALTIMETER CHECK - Prior to entering RVSM airspace, the crew will log the readings of

the Captains, First Officers and Standby altimeters on the RVSM ALTIMETER CHECK portion of the computerized flight plan. The Captain's and the F/O's altimeter must agree within 200 feet of each other. The Standby altimeter is not required to be within 200 feet of either the Captain or the First Officer, but may be useful in resolving a major difference between the two primary altimeters. Failure to satisfy this requirement of the two primary altimeters agreeing within 200 feet will prohibit the aircraft from entering or remaining in RVSM airspace. If this occurs, notify ATC and coordinate an alternate FL or routing.

- Within RVSM airspace, crosschecks between the primary altimeters should be made at each waypoint (minimum of once every hour).

- RVSM IN THE CARIBBEAN, SOUTH AMERICA

- RVSM implementation is expected effective January 20,

2005, in The Caribbean and South American regions between FL290 and FL410 (inclusive). To flight plan in RVSM airspace, the aircraft must be RVSM certified.

- EXCLUSIVE VS NON-EXCLUSIVE RVSM AIRSPACE - Only RVSM aircraft are allowed to file a flight plan in exclusive

RVSM airspace. In non-exclusive RVSM airspace both RVSM aircraft and non-RVSM aircraft can file a flight plan. In either case, RVSM aircraft will always have altitude priority over non-RVSM aircraft. A 2000 feet vertical separation from all traffic will apply to non-RVSM aircraft when flying in RVSM airspace.

- OPPOSITE DIRECTION TRAFFIC ON THE SAME

ROUTE

- Pilots must ensure they are at the correct flight level and monitor conflicting traffic for the proper flight level as well.

- Opposite direction traffic separated by 1,000 feet may also cause unexpected wake turbulence problems. Please review the wake turbulence offset procedures below. With the accuracy of GPS navigation (normally less than .2 of a mile deviation from the centerline of the route), your aircraft flying directly under other aircraft may encounter wake turbulence.

- Maintain vigilance for TCAS alerts with opposite direction traffic.

- OPERATING PROCEDURES WITHIN RVSM AIRSPACE

- Before entering RVSM airspace, the pilot should review the status of required equipment. The following equipment should be operating normally:

2 RVSM Compliant Air Data Systems, 1 Autopilot with Altitude Hold Mode operative, 1 Altitude Alert. 1 Transponder.

- The pilot must notify ATC whenever the aircraft:

Is no longer RVSM compliant due to equipment failure;

or Experiences loss of redundancy of altimetry systems;

or Encounters turbulence that affects the capability to

maintain flight level.

- The two primary altimeters must agree within plus or minus 200 ft. after level off. If at any time the readings of the two primary altimeters differ by more than 200 feet, the altimetry system should be considered defective and if in RVSM airspace ATC should be informed.

- During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 ft (45 m).

- When altitude difference between PFD 1 and PFD 2 exceeds 100ft, select ADS 3 on the PFD that does not agree with IESS.

- PROCEDURES FOR IN-FLIGHT CONTINGENCIES

- The following general procedures are intended as guidance only.

- Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to weather; aircraft performance and pressurization failure. The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport is required. The pilots judgment shall determine the sequence of actions to be taken, taking into account specific circumstances.

- If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal as appropriate.

- AIRCRAFT REQUIRING RAPID DESCENT, TURN-BACK

OR DIVERSION

- If unable to obtain a revised ATC clearance, the aircraftshould leave its assigned route or track by turning 90degrees right or left whenever possible. The direction of theturn should be determined by the position of the aircraftrelative to any organized route or track system (for example, whether the aircraft is outside, at the edge of orwithin the system). Other factors to consider are terrainclearance and the levels allocated to adjacent routes or tracks.

- AIRCRAFT ABLE TO MAINTAIN LEVEL

- An aircraft able to maintain its assigned level shouldacquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track and once established on the offset track, climb or descend 500 ft (150 m).

- AIRCRAFT UNABLE TO MAINTAIN LEVEL - Aircraft NOT able to maintain its assigned level should,whenever possible,

minimize its rate of descent while turning to acquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track. For subsequent level flight, a level should be selectedwhich differs by 500 ft (150 m) from those normally used.

- DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC

- Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 25 or 30 NM offset, expedite descent below levels where the majority of traffic operate (to a level below FL290) and then maintain a level which differs by 500 ft (150 m) from those normally used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500 ft above or below levels normally used until a new ATC clearance is obtained.

- PROCEDURES FOR SUSPENSION OF RVSM

- Air traffic services will consider suspending RVSM procedures when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 2,000 ft.

- TURBINE ENGINE MONITORING PROGRAM (TEMP)

- Aero Repblica employs an inflight engine condition monitoring procedure called T.E.M.P. (Turbine Engine Monitoring Program). Engine data, gathered by the crew and relayed by ACARS or individual forms, generates computerized trend analysis of each individual engines condition and performance. With this data, early engine deterioration can be detected and action taken to prevent failure.

- Each crew will send this information for each flight segment greater than one hour, conditions permitting. The minimum is one message per flight number for flights of over one hour.

- T.E.M.P. reports should be relayed via ACARS. If ACARS is inoperative or not installed, use the T.E.M.P. logbook provided in the flight deck.

- The ACARS format for relaying engine data is displayed in the ACARS MCDU by pressing the ENG key. A sequence of data entries will appear starting with Gross Weight.

- It is essential that the crew enter all the data carefully and

accurately. A complete engine condition report is illustrated on the following page.

- NOTE: Allow both engines to stabilize at cruise thrust for at least 3 minutes prior to initiating the recording sequence. The autothrottles should be disengaged during the engine recording period and engine anti-ice switches should be OFF.

- With a DFDMU, there will be an Interactive Display Unit (IDU) on the center pedestal. Engine Data Reports are transmitted automatically.

- No crew action is required. If maintenance requests an Engine Report from the crew, use the following steps to select the ENGINE DATA REPORT:

- Press

- SPEED EXPLANATIONS - The speeds published in the table are the speeds that must be

inserted in the FMS in order to guarantee idle descent. They are not the speeds that the airplane will actually fly or reach. They are just a reference to guarantee idle thrust.

- Due this fact, the amber LIM on the FMA may be presented during the descent procedure when the auto throttle is engaged. The actual airplane speed will change according to the altitude. It will vary from the cruise speed to a range from 250 KIAS to 260 KIAS at 12000 ft, never exceeding VMO / Mmo.

- The FMS VPATH mode prioritizes angle over speed, but if there is any waypoint with an altitude or speed constraint, the FMS will ignore the angle and respect this constraint.

- RATE OF DESCENT

- As the speed changes according to the altitude, the rate of descent also changes. For the tables presented below, this variation will be within a range from 1400 ft/min up to 3000 ft/min.

- ENROUTE DESCENT

- Due to the low drag of the advanced technology wing, proper descent planning is necessary to arrive at the desired altitude at proper speed and configuration.

- The distance required for the descent is approximately three times the altitude loss for no-wind conditions.

- In addition, excess airspeed is slow to dissipate and generally requires a level flight segment.

- Use the speed as indicated on the descent page of the MCDU.

- Normally, descend with idle thrust in clean configuration (no speedbrake). Maintain cruise altitude until the proper distance or time out for the planned descent and then hold the selected airspeed schedule during descent.

- Deviations from this schedule can result in arriving too high at destinations and require circling to descend, or arriving too low and too far out requiring extra time and fuel to reach destination. The speedbrake may be used to correct the descent profile if arriving too high.

- Plan the descent to arrive at traffic pattern altitude at flaps up maneuvering speed about:

12 miles out when proceeding straight-in. About 8 miles out when making an abeam approach.

- A good cross check is to be at 10,000 feet AFE, 35 miles from the

airport, with a speed of 250 knots.

- EMBRAER 190 aircraft are equipped to record the uninterrupted audio signals received by a boom or a mask microphone.

- Flight crewmembers are required to use the boom microphone from the Top of Descent point. DESCENT IN MODERATE TO HEAVY PRECIPITATION

- If at all possible, moderate or greater precipitation in the form of rain, hail, or sleet should be avoided. Advance planning and effective use of weather radar to detect areas of precipitation will usually provide alternative flight paths around hazardous weather conditions.

- SPEED BRAKES AND THRUST USAGE While using the Speedbrake during descent, allow sufficient margin in altitude and/or airspeed so that a smooth level off can be accomplished while lowering Speedbrake and adding thrust without causing passenger discomfort or overshooting the desired altitude. Lower the Speedbrake before adding thrust.

- AUTOBRAKE

- The Autobrake system (if operational) will be used for landing. It is estimated that manual braking techniques frequently involve a 4 to 5 second delay between main gear touchdown and brake pedal application, even when conditions reflect the need for a more rapid initiation of braking. This delayed braking can result in the loss of 800 to 1000 feet of runway.

- Directional control requirements for crosswind conditions and low visibility may further increase the above delays as can the distraction arising from a malfunctioning reverser system.

- Use of reverse thrust will allow the Autobrake system to reduce brake pressure to the minimum level, thus minimizing brake and tire wear and keeping brake temperatures in the normal range. The use of minimum reverse thrust wills almost double the brake energy requirements.

- During landing roll if the deceleration is not suitable for the desired stopping distance, take over manual braking.

- ARRIVAL BRIEFING

- Normally the approach briefing should be accomplished at cruise altitude when the destination ATIS information becomes available, check the MOV for detail.

- With the EGPWS inoperative, consider using radar to help identify prominent terrain features.

Transition Level 10-7 and SEOP Pages

- For a visual approach, the briefing may be abbreviated to only

include the following:

Weather and runway conditions

Non-standard crew or equipment requirements and company procedures. However, a discussion of the electronic aides (if available) to be used to verify proper runway and descent guidance is mandatory.

- NOTE: The pilot who will fly the approach briefs the approach. For monitored approaches the Captain will brief the required callouts and duties associated with the specific monitored approach. WARNING: PRIOR TO DESCENT INTO MOUNTAINOUS OR SIGNIFICANT TERRAIN:

ALL ENROUTE CHARTS, STARS, AND APPROACH CHARTS ASSOCIATED WITH ARRIVAL WILL BE OUT AND AVAILABLE.

THE FLIGHT CREW WILL REVIEW ALL GRID MORAS MEAS.

MOCAS TO INCLUDE POSITION OF HIGH TERRAIN ALONG THE ROUTE.

WITH THE EGPWS, AT LEAST ONE PILOT WILL HAVE TERR SELECTED.

IN MOUNTAINOUS TERRAIN BELOW 25,000 FEET AT LEAST ONE PILOT WILL MONITOR RAW DATA TO ENSURE NAVIGATIONAL ACCURACY MAINTAINING THE APPROPRIATE VHF NAV FREQUENCY AND COURSE. BOTH MFD COULD REMAIN IN TERRAIN MODE FOR BETTER AWARENESS.

- DESCENT TECHNIQUE

- DESCENT SPEEDS

- If the FMS speeds are in accordance with the desired the descent may be made on FMS speeds. Any change to these speeds must be made on the PERFORMANCE INIT page or on the PERF DESCENT page.

- VNAV OPERATION

- The FMS calculates the TOD based on the speeds and angle entered on the PERFORMANCE INIT page. The default angle is 3.0. Any change can be made on the PERFORMANCE INIT page or PERF DESCENT page during the FMS initialization or in flight.

- Approaching the TOD set the Altitude Selector to the cleared altitude and the FMS commands to descent upon reaching the TOD.

- The FMS commands a VPATH descent unless a late descent is required or if the lateral mode is other than LNAV.

- In VFLCH descents the altitude constraint may not be reached by the altitude constraint waypoint. VFLCH is similar to FLCH descents where the guidance is to maintain the selected speed with the engine thrust at idle.

- In case of a late or early descent the DES NOW prompt (displayed on the FLIGTH PLAN, DESCENT and ROUTE page) provides an easy command to start the EARLY / LATE descent or perform a vertical direct-to as follows:

Set the altitude selector to the altitude cleared by ATC;

Enter the direct-to altitude on the scratch pad and select it up on the right side of the desired waypoint. The FMS commands a descent if the selected altitude is equal to the one previously shown at the waypoint, if the selected altitude is a new one enter the new altitude on the scratch pad and select it again up on the right side of the desired waypoint.

Press the ACTIVATE prompt;

- Under radar vector it is suggested to disengage VNAV and set Speed Selector Knob to MANUAL.

DISTANCE ON DECELERATION SEGMENT

Use this guidance when VNAV is not available.

The distance on deceleration segment can be found as follows:

If the segment is accomplished leveled:

1 NM for each 10 knots without speed brakes. 0.5 NM for each 10 knots with speed brakes.

If the segment is accomplished with a rate of descent of 1000 ft/min:

2 NM for each 10 knots without speed brakes. 1 NM for each 10 knots with speed brakes.

In case of wind effects consider:

Add 1 NM for each 10 knots of tailwind. Subtract 1 NM for each 10 knots of headwind.

- VNAV SUB-MODES

- The logics for the vertical modes reside within the FGCS. VNAV only

selects the appropriate vertical mode to accomplish the vertical profile. When the vertical mode is selected via the VNAV function, it is said to be a VNAV sub-mode. The VNAV sub-modes are VARM, VFLCH, VASEL, VALT and VPATH.

- VARM: When VNAV is selected on the GP, the initial mode is VARM. The FMS keeps VARM up to the moment that it is possible to determine which vertical mode should be used. If the FMS cannot determine which mode to use or cannot determine whether to climb or descend, it stays in VARM until the conflict is resolved. An example of conflict is set the altitude selector to a higher altitude when the next waypoint constraint is below the actual altitude. While in theVARM mode the previous AFCS vertical mode remains engaged.

- VFLCH (VNAV Flight Level Change): AFCS maintains the

manual or FMS speed controlling the airplanes pitch attitude. When in VALT mode, the VFLCH mode can be selected by pressing the FLCH button on the GP with the Alt Selector set to an altitude different from the present airplanes altitude.

- VASEL (VNAV Altitude Capture): It captures the Alt Selector altitude or the FMS waypoint altitude constraints.

- VALT (VNAV Altitude Hold): Maintains the altitude commanded by the FMS or the Alt Selector. If the VNAV is disengaged while in VALT the active mode becomes FPA.

- VPATH (VNAV Path): In this mode the FMS flies a constant descent angle between two waypoints. This angle can be defined by the FMS, by a procedure retrieved from the database or entered by the pilot. The path angle can vary from 1 to 6 and it can be seen in the ACTIVE FLT PLAN page. The FMS maintains a required geometric path sending a vertical speed command to the AFCS. If the descent angle is too steep, the system might not be able to maintain the speed command shown on PFD and on the ACTIVE FLT PLAN page.

- AUTOPILOT APPROACH STATUS ANNUNCIATOR

- Autopilot Approach Status Annunciator is displayed on top of FMA upon pressing of APP button, using full line to clearly describe to flight crew current approach status, and some alert levels, when necessary.

- Left side of the annunciator displays either the armed status (white) or the discrepancy between system capability and flight crew intention (amber). Alert function associated to amber flashing invites for correction of RA Minimums, which has a digital read-out on PFD.

- Right side of annunciator displays current engaged status.

- The terminology used for the two system capability levels are:

APPROACH 2 (APPR 2) ILS CAT II capable.

APPROACH 1 (APPR 1) ILS CAT I capable.

- NOTE: Anytime the EICAS message STAL PROT ICE SPEEDS becomes active during approach on normal or abnormal conditions, the speeds must be adjusted for ICE ACCRETION table regardless of the icing condition on landing.

NOTE: VREF speed provides adequate buffet margin for an inadvertent 15 overshoot beyond 15 bank.

- STABILIZED APPROACH

- Approaches will be considered unstable, and result in a missed approach if:

The airspeed is greater than +15 knots of less than -5 knots

- from target speed, or

Vertical speed is greater than 1,000 ft/min.

- These parameters must be met for all operations before reaching 1,000 ft above touchdown zone elevation, or a go-around will be announced.

- Minimum altitude to initiate a side-step maneuver is 1000 ft. AFE. The decision made when passing DH, DA, DDA or MDA is not a commitment to land.

- It is only a decision to continue the approach. It is possible, after passing the applicable minimums, that visual references may deteriorate, or the aircraft may deviate from the desired flight path to a point where a safe landing may not be assured.

A missed approach capability exists until selection of reverse thrust.