SUMMARY EMB145

Cockpit Circuit breaker panel, overhead panel, glareshield panel, main instrument panel, consoles, control pedestal 2 cockpit windows, can be opened from inside and outside  home 1-4 Doors Indications on MFD T/O page (and EICAS in case of MC/MW) 2 overwing exits, can be opened from inside and outside (MC) Baggage door cannot be opened from inside 135BJ No service door, only one overwing exit (RH) Aft baggage compartment accessible via swing door (MC in cockpit) Hatches AOM 2-02-40 Fwd Cockpit underfloor access hatch door LH Battery compartment RH Hydraulic compartment Aft RH Rear electronic compartment access hatch (rudder servo, cables) Connections AOM 1-12-05 ELEC LH fuselage nose LPU RH of rear fuselage A/C RH wind root  home 1-5 2-02 EQUIPMENT AND FURNISHINGS Water 20l potable water Heated drains Cold WX Drain water to prevent freezing Toilet 135BJ 6l "blue water"  home 1-6 2-03 EMERGENCY EQUIPMENT Operator specific.  home 1-7 2-04 CREW AWARENESS EICAS DAUs provide each 2 channels; select channel B via DAU button on reversionary panel on center pedestal DAU deliver messages to IC-1 and IC-2 and to the RMU DAU-1 Front part of A/C systems, ENG 1 DAU-2 Rear part of A/C systems, ENG 2 PFD "CAS MSG" #messages disagree between IC-1/2 Inhibition logic T/O v1-15kts until RA > 400ft or CAS < 60kts or after 1min LDG 200ft RA until on GND for ≥ 3sec or after 1min Backup display on RMU if SG fail. Selections on the RMU can be done as before, but 20sec after last selection backup EICAS is displayed again TEST button on display controller with WOW and A/S < 50kts: EICAS invalid display Stall protection Components SPC, AOA sensor, stick shacker, stick pusher Inputs 2 channels, from IRS, ADC, flaps, spoilers, LDG gear, ice detection, W/S detection, RA SPS Light is on after power-up, remains on after unsuccessful test Stick shaker May be activated at 1.0 .. 1.13 vS Stick pusher Is activated at or below 1.0 vS Inhibited if: Quick disconnect switch pushed or cutout switch pushed, below 200ft RA, RA failure, until 10sec after T/O, below 0.5g, above 200KIAS, SPS advanced Activation needs agreement of both stall protection computers Servo motor on LSP side SPS advanced AOA disagree, flaps/spoilers disagree, SPC/ADC/IRS fail Amber AOA Loss of PLI indication due to an invalid stall protection computer signal EGPWS Includes windshear detection and escape guidance function Updrafts MC, yellow WINDSHEAR on PFD, 1x "Caution windshear" Downdrafts MW, red WINDSHEAR on PFD, 3x "Windshear" Escape guidance mode by pressing G/A buttons (< 1500ft) Windshear mode does not stop at ASEL ALT Inputs IRS, ADC, SPS, RA1; DC-550 control panel (no CAT II if RA1 failed) Outputs Both IC600 (2 PFD, EICAS for WINDSHEAR INOP), AWU 'E': Terrain DB. Red: 30sec. Yellow: 60sec. Mode I Excessive descent rate "sink rate", "pull up" Mode II Excessive terrain closure "terrain", "pull up" IIa Flaps not in LDG configuration IIb Flaps in LDG configuration Mode III Baro ALT loss after T/O "don't sink" Mode IV Min terrain clearance "too low" IVa/b/c "terrain", "gear", "flap" Mode V Excessive G/S dev (1.3 dots) "glideslope" Mode VI VIa 10°/30ft .. 55°/ ≥ 2450ft "Bank angle" VIb DH "minimum" VIc APP "500", "200", "100" Enhanced GPWS Based on a terrain database No warnings when landing 2NM short of the RWY Inhibit terrain awareness alerting and display (TERRAIN SYS OVRD) within 15NM of T/O, APP or LDG when - no instrument APP procedure, - longest RWY < 1067m / 3500ft, or - A/P not in data base  home 1-8 Terrain awareness: Solid yellow 60sec to impact Solid red 30sec to impact Red dots 2000ft above A/C Yellow dots 1000..2000ft above A/C Medium yellow dots 500ft below to 1000ft above A/C Medium green dots 500..1000ft below A/C Light green dots 1000..2000ft below A/C Black > 2000ft below A/C TCAS II Range indication Normal range -27..+27, above/below: ±70 Climb: Above; Cruise: Normal; Descent: Below Inner ring 2NM, removed if range above 20NM TA Inform ATC, do NOT perform an escape manoeuvre RA Preventive ("Monitor V/S") / corrective ("Climb, climb now") Has priority over instructions from ATC RA inhibited During descent 400ft/AGL During climb 600ft/AGL RA DESC inhibited During descent 1000ft/AGL During climb 1200ft/AGL TA auto TCAS automatically pops up in case of TA/RA TA only During abnormal situations (OEI, ...) Test RMU Cursor into ATC/TCAS, TST for 7sec ◊ Other traffic ♦ Proximate traffic (within 6.5NM, 1200ft) ● TA 35..45sec amber "Traffic" ■ RA 20..30sec red "Monitor" (preventive) "..." (corrective) Rate of intruder is only indicated if > 500FPM Weather radar 12" flat type antenna, tiltable ±15° Avoid storm cells by 5..10NM (recommended: 25NM), divert to luv side Adjust tilt regularly (no GND echoes) Limitations 300ft from refueling operations 15ft from personnel or flammables Tilt T/O 8°, manual tilt selection 5000ft 5°, for each additional 5000ft subtract 1° Operation Do not switch on if large metallic objects within scan sector, (re)fueling within 100ft or GND personal too close to 270° sector Colors Magenta - red - yellow - green - white (turbulence) TRB Turbulence detection STB Antenna stabilization Exit forced STBY mode by pressing 4x STB in 3sec TGT Display a 'T' (on PFD/MFD) if a red level is within ±7.5° SECT Select between ±120° and ±60° GAIN Calibrated (pushed) / variable (pulled) RCT Cyan where further compensation is not possible FP Flightplan mode. Radar STBY ACT Auto tilt based on barometric ALT, ±2°  home 1-9 2-05 ELECTRICAL Batteries BATT 1/2 2 NiCad 24VDC 44Ah. Min 23.5V. Disconnect if < -10°C MW if temp above 70°C (2 temp sensors, only one used for indication, but both for the MW). BATT must be switched off BATT charging: 1 GEN required BATT are not charged with GPU online (even not by APU) BATT can only be loaded if ≥ 19V (if below: exchange) Connected to hot buses 1/2. Hot bus 1 powers backup buses ELEC EMG: Power supply via BATT 1/2 for 40min (ESS PWR) Backup BATT 1 lead-acid 24VDC 5Ah Stabilized power for hot bus 1 / backup ESS bus; for GCUs Charged if BACKUP button is in Generators Primary ELEC source inflight. 4 ENG GEN, 1 APU Starter/GEN Max load 400A, except APU GEN above 30'000ft: 300A 28VDC. All brushless, except APU GEN ENG GEN GEN 1, 3: LH ENG; GEN 2, 4: RH ENG Online when N2 reaches 56.4% GND: Cooled by a fan. Inflight: Via NACA air inlet. BEARING FAIL advisory: 20h on auxiliary bearings possible APU GEN Starter/generator Supplies DC BUS 2 via central DC bus, can also replace a DC BUS 1 GEN Online 7sec after 95% RPM GND: Air cooled. Inflight: Via NACA air inlet. GCU GEN control (voltage regulation, line contactor control, parallel ops, current limiting to 400A [e.g. APU start]), system protection, BIT To reset GCU: Cycle GEN button GPU 28VDC (26..29V). Isolated if > 32VDC (only if BATT 1 is installed) Does not charge BATT For APU start 1600A required, 300A for maintenance/servicing Has priority over BATT or GEN (cannot be in parallel to any GEN) Buses EDL Controls power contactors, fault protection and load shedding Left and right distribution systems (EDS 1/2) ≥ 4 GEN Normal operation, two independent networks left/right (DC bus 1; central and DC bus 2) BATT 1: DC bus 1, parallel to GEN 1/3 BATT 2: Via central DC bus to DC bus 2, parallel to GEN 2/4 ≥ 3 GEN All buses energized, networks connected via BTC On GND only: 1 GEN+OVRD to power shed buses Or: GPU to energize all buses < 3 GEN Load shedding. Cabin: EMER PILOT illuminated 0 GEN ELEC EMG. Only "inner circle", no DC BUS 1/2 Central DC bus To connect APU GEN or GPU to DC buses via BTCs, and to connect DC buses in case of asymmetrical configuration GND service bus Energized if GPU connected but no BATT/GEN online Interior lights, dome, baggage compartment light Shed buses SHED BUSES AUTO if GPU online SHED BUS OFF MC → Check GPU  home 1-10 AC power 115VAC, 400Hz through a static inverter (LH nose section) powered by DC BUS 1 INV does not work on BATT only. MC if < 108.5VAC Consumers TCAS, GPWS, W/S detection Failures Electrical EMG Loss of all GENs, only on (2) BATT Still powered: ESS DC buses, central DC bus (to start APU), HOT BATT buses, backup EMG bus, backup HOT BATT bus (inner circle) → no DC BUS, no SHED BUS (no DME depending on A/C configuration), no AC power → Max A/S 250kts (nose gear doors could open) → ISIS, RMU 1, EICAS available No MCDU, no flaps operation, manual gear extension ESS PWR button Overrides automatic transfer of the electrical system Connects BATT directly to ESS buses ELEC EMERG EDS has transferred to ELEC EMG condition ABNORM MC without needing to do so. Check ESS PWR switch is off (out), start APU If APU GEN u/s: 40min BATT power to land Only "inner circle" of displays available: EICAS, RMUs, ISIS ELEC ESS XFR Loss of all 4 GENs but no automatic transfer to ELEC EMG FAIL MW condition (ESS interconnection contactor did not close) QRH: Press ESS PWR button Display units PFD and EICAS must always be displayed Reversion of PFD to MFD or EICAS possible via rotary knob Each DU: Two fans and two sensors Durations Flashlights 45min 6VDC NiCad. Switch off while in assembly ELT 48h (121.5/243/406MHz) Right ceiling panel of lavatory, antenna on top of A/C. :00..:05 for testing ULB 30 days (37.5kHz) EMG cabin lights 15min  home 1-11 (subject to variant-specific changes)  home 1-12 2-06 LIGHTING Main Lights TAXI 2, LH on nose gear, wide and narrow angle 450W (gear must be down and locked) WING LDG 2. Wing leading edge, close to fuselage 450W NOSE LDG 1, RH on nose gear 600W (gear must be down and locked) NAV 3, main and standby lamps each NAV LT STBY switch on PIC side maintenance panel INSP, LOGO each side (fuselage / under vertical stabilizer) 150W ACL Strobes (3), red beacon (2) Other Lights Nose cone, cockpit underfloor compartment, fwd electronic compartment, refueling/defueling panel, baggage compartment, rear electronic compartment, tail cone Cockpit 2 dome lights (ESS DC bus 1 - available in ELEC EMG), 3 reading lights, 2 chart holder lights (7 lamps each), 3 floodlight assemblies (below glareshield) 6 dimmers, 9 potentiometers Cabin PAX cabin lights (ceiling, sidewall), PAX warning signs, reading lights (PSU), ATTND call lights, courtesy/stair, lavatory, gallery FSTN BELTS/NO SMKG automatically on if > 14'000ft (mask deployment) EMG cabin lights 4 dedicated batteries, recharged by essential bus, 6 static INV converting 6VDC → 130VAC, 450Hz Come on when ESS DC power is lost (15min) MC if not armed F/A may switch them on regardless of cockpit switch  home 1-13 2-07 FIRE PROTECTION Engines 2 single loop detectors (engine accessory region, pylon region) consisting of 16 thermocouples each ENG, ESS DC bus 1/2 These tubes contain gas, its pressure increases with heat Fire extinguisher halon 1301 bottles (tail cone), hot bus 1/2 Fire handles Fuel shutoff Hydraulic shutoff Bleed air shutoff ENG air inlet (lip) A/I shutoff valves Arm the cartridges → First rotate outboard Test Press at least for 2sec. 3 MW, 2 MC, Bagg comp fan goes off (on GND, if pressed > 10sec, APU shuts down) To repeat: Wait ≥ 6sec If pressed ≤ 2sec: BAGG EXTG button may remain illuminated APU 1 single loop detection, powered by ESS DC bus 2 On GND (only), APU shuts down automatically after 10sec, but no fire extinguisher is automatically activated EXTG APU stop, Fuel S/O close, discharge bottle (not automatically) TST On GND, APU shuts down if pressed more than 10sec Lavatory Smoke detection Lavatory ceiling: Smoke sensor (indicated on EICAS), DC bus 1 Test via smoke detection panel in fwd galley N/a on 135BJ Fire extinguisher Fire extinguisher tubes tips (in the lavatory waste compartment) melt at 77°C (no warning in cockpit), 9 cu inch 120g agent mass (auto discharge into waste compartment). No indication for fire in cockpit 135BJ Additional fire extinguisher of this type in galley Baggage Compartment 2 smoke detectors + temperature sensor to trigger BAGG SMOKE MW Button remains illuminated as long as there is smoke 2 bottles High rate and metering (re-ignition protection min 60min / 75min on 135BJ) Powered by ESS DC BUS 1 Fan goes off (also if test switch is pressed) 135BJ Close baggage access swing door if smoke in baggage compartment before discharging baggage fire extinguisher bottle  home 1-14 2-08 FUEL Tanks [kg] 135ER 135LR 135XR Legacy Legacy 145ER 145LR 145XR 600 650 Wing tank 2 x 2087 2 x 2594 2 x 2594 2 x 2587 2 x 2722 Fwd aux tank - - - 2 x 900 2 x 900 Aft aux tank - - - 2 x 670 2 x 670 Ventral tank - - 845 - 821 Total 4174 5188 6033 8314 9405 Auxiliary tanks 2 aux tank systems (fwd, aft); = 4 aux tanks Fwd Front section of wing to fuselage fairing Aft Inside rear area of fuselage, aft of baggage compartment (pressurized) Ventral tank Between main LDG gear (650 only) System Engines and APU are fed by the wing tanks only (APU by RH tank) Indication 7 capacity-type sensors per tank Mechanical 3 measuring points each wing (first read outboard, if no indication read root, then stub. Do not add values) Ventilation 2 float valves, flame arrestor, NACA air inlet, vent tank 135BJ Wing, fwd aux and ventral tank vented by NACA air intake Aft aux tank vented by cabin air pressure Collector box Flap valves to keep pump inlets submerged Transfer ejector pump keep fuel in box Fuel pumps Wing 3 ELEC centrifugal pumps per tank; 1 req (2 for T/O / G/A) Fuel pumps A on respective essential DC bus, pumps B on opposite essential DC bus, pumps C on respective DC bus ELEC EMG No pumps if C selected Failure of 1 pump Remaining pumps alternate of 2 pumps MC FUEL LO PRESS of 3 pumps ABC steady indication ENG driven fuel pump: Suction feed, only up to 25'000ft Avoid rapid TL movements and unusual A/C pitch Auxiliary Fwd 2 pumps per tank (1 on stby; A/B selectable) Aft 1 pump per tank plus cabin air pressure (automatically if > 20'000ft; "P" indication) Ventral 2 pumps (1 on stby; A/B selectable) Shut-off valves ENG 28VDC brushless motor, controlled by fire handle APU Closed by APU master switch, FUEL SHUTOFF or APU EXTG  home 1-15 Operation Normal ENG1 from LH wing tank, ENG2/APU from RH wing tank 135BJ Auxiliary tanks and ventral tank feed wing tanks XFEED Wing imbalance max 363kg, FUEL IMBALANCE MC disappears if < 45kg Start XFEED when imbalance ~100kg When QRH asks for XBLEED: Consider XFEED No T/O, LDG and G/A with XFEED XFER (aux/ventr) Transfer from auxiliary fuel tanks to wing tanks 2 independent fuel transfer systems: FUS 1 From lefthand fwd aux tank 1 to righthand wing tank and from lefthand aft aux tank 1 to lefthand wing tank FUS 2 From righthand fwd aux tank 2 to righthand wing tank and from righthand aft aux tank 2 to lefthand wing tank Operation Wait 3sec when switching between FUS1/2 1. Level off fwd and aft aux tanks (feed fwd into wings 1+2) 2. Fwd aux tank into wing 2, Aft aux tank into wing 1 ("clockwise") FUS1/2 on XFER starts if wing ≤ 1900kg, stops if ≥ 2400kg FUS1/2 off EICAS FUEL XFER CHECK message 7sec after wing ≤ 1850kg Aux ventral tank can be transferred to both wing tanks simultaneously No T/O, LDG and G/A with XFER Refueling Pressure 35..50psi Drain fuel before refueling or if parked > 2h Procedure: BATT on if A/C not energized; WINGS, amount, connect, go, wait until valves closed, switch OPEN. Switch CLOSED ~ 1min / 100kg No APU start during refueling and packs off during refueling De-Fueling Pressure ≤ 4psi. Open de-fuel SOV; XFEED LOW1 for left tank If no suction on fuel truck: Fuel pumps on ~ 3min / 100kg Limitations Density 0.785..0.811kg/l (1000l ≈ 800kg) Temperature Measured in LH tank only -40°C .. +52°C (FUEL TANK LO TEMP) Use TAT if fuel temperature sensor U/S Fuel without icing inhibitor: Fuel leaving FCOC ≥ 5°C Freezing point -40°C (JET-A), -47°C (JET-A1, JP8) Level FUEL 1/2 LOW LEVEL MC: 210..400kg (30min), MW if below Unusable: 22kg, any pump inoperative: 203kg Usable fuel may be reduced by 2x50l if pressure refueled Pressure MC if fuel press < 6.5psi before FPMU inlet Two remaining pumps are energized Vent valve opens at 13psig fuel press  home 1-16 2-09 AUXILIARY POWER UNIT APU Sunstrand single stage centrifugal compressor, reverse flow annular combustion chamber, single stage radial turbine Constant SPD gas turbine Does not contact in parallel to GPU Fed by RH tank Do not start while refueling Packs off while refueling Leave on if trip time less than 30min and GPU not included Fuel filter block Unfiltered fuel flows through bypass valve to fuel pump Starter / Generator 28VDC, 400A (300A above 30'000ft) On DC bus 2 via central bus, but will replace any other GEN ELEC load: 100% up to 39'000ft Start With GPU, with BATT 2, or with BATT 2 assisted by GENs Starter power from BATT bus 2, BATT bus 1 is disconnected, supplying the avionics. Start with GPU requires 1600A (300A for maintenance/servicing). Consider no APU start out of GPU because there is no AMPs indication APU bleed must be closed prior APU start Packs on after 3min ESU Ignition at 0% (inflight) / 3% (on GND) RPM FF at 15% RPM Starter disengagement at 50%/70% (depending on APU model) Ignition exciter de-energize at 70% RPM Online after 95% and 7sec Stop Via STOP button; ESU sends overspeed signal APU bleed on while stopping APU Switch off when ≤ 5% Auto shutdown GND only: Fire (10sec delay), overtemp, bleed valve opening, low oil press, high oil temp, oil press switch short, loss of EGT GND/inflight: over-/underspeed, failure to start/accelerate/light, loss of speed data, external short, loss of ESU signal, ESU failure Limitations Rotor speed MW if > 108% or ≤ 95% (auto shutdown) (green: 96..104, amber: 0..95/105..110, red if above) EGT Start EGT max 884°C (925°C for 10sec above 25'000ft) Continuous max 680°C (717°C for 5min) (732°C for 3sec for APU assisted inlight ENG start) APU oil MC if < 6psi or > 166°C (APU OIL HI TEMP MC) APU fuel MC if < 6.5psi (APU FUEL LO PRESS MC) Start limitations Min BATT 23.5V and -20°C. No APU start when fueling Max ALT 30'000ft (min -54°C up to FL250, then -30°C) TWND 34kts Starter Max 15sec on Between 3 attempts 1min off Between 2 series of 3 attempts 30min off Pneumatic APU bleed on after ≥ 3min warm-up Max ALT for bleed air 37'000ft  home 1-17 2-10 POWERPLANT Engine Rolls Royce / Allison AE3007A1E (T406 engine core) 2 x 8169lbs T/O thrust High bypass, 2 spool axial flow turbofan, single stage fan driven by 3 stage low pressure turbine, 14 stage axial flow high pressure compressor gas generator (with inlet guide vanes and 5 variable- geometry stator stages) driven by 2 stage high pressure turbine Pneumatically started Green: Fan (N1) Blue: Compressor (N2) 1-stage low press compressor 14-stage high-press compressor 3-stage low-press turbine 2-stage high-press turbine Variants 135, 145 145LR, early 600 145XR, late 600 650 Type AE3007A1A AE3007A1P AE3007A1E AE3007A2 Thrust 3365kg 3705kg 3996kg 4208kg Modes ALT-T/O-1 ALT-T/O-1 ALT-T/O-1 ALT T/O-1 T/O-1 T/O T/O T/O T/O (RSV) E-T/O A2 TO ALT T/O-1 E T/O (RSV) A2 TO (RSV) CON T/O (RSV) T/O (RSV) CLB ALT T/O-1 ALT T/O-1 CRZ CON CON (E) CLB (A2) CLB CRZ CRZ Fan blades 24 (A1) / 22 (A2) Fuel System FPMU, FCOC, CVG actuators, FF meter and fuel nozzles Routing Tank - Centrifugal pump (increases pressure) - FCOC - Filter assembly (with a bypass if blocked) - High pressure pump (with overpressure relief valve) - Fuel metering valve (constant 70psi, excess is returned to gear pump inlet; operated by dual coil torque motor) - Fuel flow meter - Fuel flow nozzles - Combustion liner  home 1-18 Oil System For cooling (main purpose) and lubrication Components Oil tank, lube and scavenge pump, oil filter, ACOC, FCOC, sumps In case of blockage: Oil filter bypass valve opens Quantity 6..14qts (green range; amber below) (MFD T/O page) in oil tank Min dispatch 8qts Min ENR 6qts Temperature 40°C .. 126°C (at FCOC) (EICAS) (green range: 21°C .. 126°C) -40°C min temp for start 21°C min temp for T/O thrust Pressure 34..95psi if N2 < 88% (green range) (EICAS) 50..95psi if N2 ≥ 88% 96..155psi for max 2min 95psi (red range) if oil temp < 21°C, only idle Quality Impending bypass sensor; E1/2 OIL IMP BYP advisory message ENG Components AGB Driven by HP spool (N2 shaft) Drives FPMU (centrifugal and gear pumps), PMA, oil pumps, hydraulic pump, electrical generators, pneumatic starter (6) CVG To prevent engine stall at low speed conditions Driven by servo fuel pressure from FPMU, controlled by a dual coil torque motor (commanded by FADEC) PMA Primary electrical source for engine control Supplies FADEC (> 50% N2) and igniter (> 10% N2) (two coil windings) (else: ESS DC) Ignition system 2 ignition exciters, 2 high tension igniter leads, 2 igniter plugs FADEC A Bottom igniter FADEC B Top igniter (prefer if wet) OFF No IGN, no FF (for motoring) Heavy turbulences: Switch ignition to ON (both IGN come on) ATS Components: Air inlet assembly, impeller turbine, reduction gear set, clutch assembly, output shaft. Controlled by SCV Thrust reversers 3 locking systems to avoid inadvertent inflight deployment Electrically commanded/controlled, 1, 2: hydraulically powered; 3: electrically powered FADEC Dual lane FADEC (A, B), one in hot spare mode (stand-by) Initially powered by ESS DC bus, at 50% N2 by PMA FADEC controls FPMU (FF and CVG) and IGN Indication A/B (FADEC), IGN A/B (IGN exciter) RESET Reset the fault buffer ALTN Automatically prior ENG start to other FADEC, not the one that attempted last GND start Inflight restart FADEC in control will command own ignition ON and request other FADEC to command ignition ON too Fuel SOV is not connected to FADEC  home 1-19 Start First start RH ENG. BAGG door must be closed Sources APU bleed, ENG bleed, GND source (hatch near RH ENG) Sequence N2 (→ oil pressure) → IGN → FF → N1 → Light up 14% N2 IGN (if AUTO or ON) 31.5% N2 / 12sec after IGN FF, after max 10sec ITT↑ 54..57% N2 IGN off Stabilized N1 24, ITT 4xx, N2 64 Motoring IGN OFF → No FF, no IGN exciter - dry motoring possible After motoring, to STOP, then START again X-bleed First start LH ENG. Requires ~80% N2. Close ENG bleeds (SOPM 2-63) LPU SOPM 2-65 Airstart Check if ENG is eligible to being restarted (not if N1/N2 zero or no ENG oil - N2 could read zero below 160KIAS) Both IGN come on (FADEC requests other FADEC to ignite) Abort start if No N1/N2 acceleration to stable idle speed (hung start) N1 rotation is not confirmed or decreases No N2 increase within 5sec after START ITT rises rapidly towards or approaches 800°C (hot start) (new FADEC B8.0 will shut-down automatically) Oil pressure stabilizes below minimum limit Intermittent ELEC/pneum or starter malfunction before starter diseng Abnormal noise, vibration, fire or smoke → ABNORMAL ENGINE START checklist Warm-up Idle during ≥ 4min for cold engines (off for > 90min) ≥ 2min for warm engines N2 above 83% only if oil temp ≥ 40°C, or run for 8min or complete a static run-up to 88% N2, oil pressure ≤ 83psi Spool-up From idle Up to 8sec Cool-down Before shutdown 1min at idle Thrust ratings T/O-1 Max 5min ALT T/O-1 Max 5min. ATTCS armed for T/O-1 if OEI GO AROUND = T/O-1, but different N1, max 5min CON OEI, severe icing, ... FADEC selects T/O-1 if T/O mode button is pressed, TL above THRUST SET, FADEC power up or power interruption, T/O-1 mode T/O data selected, gear down and locked below 15'000ft, disagreement between thrust mode selection on each engine for > 350msec Limitations N1 Max 100% Fan speed N2 Max 102.4% Core speed Starter 1min on → 1 min off, after 5th cycle 5min off Motoring 5min on → 5min off, ITT Measured by 16 open-tip thermocouples in 1st stage (LP) ITT 210°C (no motoring needed) Start ITT max 800°C T/O 948°C (5min) (135BJ: 970°C) CONT 901°C (135BJ: 935°C) Normal ops 790°C recommended. Accelerate to M 0.65 if higher SE Max ALT 15'000ft Vibrations HP indication Turbine max 1.1IPS LP indication Top outer fan max 1.8IPS < 2.5IPS Monitor ENG > 2.5IPS Reduce thrust Fan blade icing ENG LP VIB; N1 max 60% 3..5sec Vibrations on GND in icing conditions: Increase N1 to max. 75% N1  home 1-20 2-11 HYDRAULIC System System 1 Gear, steering, door (incl accumulator); IB spoilers, OB brakes (more critical system, more time req for gear operation, no steering on GND) Priority valve for flight controls (only minimum flow for gear retraction, which will operate through accumulator pressure) if on EMDP only and gear is operated and pressure difference below 2400psi (e.g. ENG 1 fail after T/O and gear retraction in a turn) (lower EMDP flow) System 2 EMG/park brake accumulator charging; OB spoilers, IB brakes Components Reservoir (pressurized by high-pressure HYD system fluid), EDP, EMDP, manifold, shut-off valve, filter EDP 3000psi 9.2GPM (100% N2)at engine AGB De-selectable; requires maintenance to re-engage EMDP (stby) 2900psi 1.5GPM intermittently (smaller HYD lines) 0.7GPM continuously AUTO mode EMDP on if < 1600 ±100psi or N2 < 56.4%; advisory msg Accumulators Sys 1 LDG gear + main door For 4 closure operations If blocked (closing line remains pressurized after door closing / solenoid valve failure; BLOCKED inscription illuminates on entrance door panel), actuate altn opening valve for 2min clockwise Sys 2 EMG/prk brk For 6 brake applications, or min 24h parking HYD shut-off Between reservoir and and EDP Closed by buttons on OVHD panel or by fire handles Used in case of overheat or a leak Limitations Temperature Thermal switch in reservoir if > 90°C Qty indication 6l reservoir > 1l Green ≤ 1l Amber, advisory MSG Press indication Amber if < 1300psi (HYD SYS FAIL MC) or > 3300psi  home 1-21 2-12 LANDING GEAR AND BRAKES System Hydraulically operated, electrically controlled, mechanically locked Nose gear doors Kept closed by HYD pressure 1, LDG gear door command via DC bus 2 Doors of main landing gears Mechanically operated/linked to gear LG/LEVER DISAGREE MW after 20sec 2 WOW switches each main LDG gear, 1 on nose gear Nose gear switches for thrust reversers and nosewheel steering Indications On EICAS and RMU, ENG backup page 2 "Gear" if - Flaps below 22, RA < 1200ft, 1 TL < 59°, 1 TL < 45° or OEI; or - F22 or more If flaps < 22°: Voice message can be cancelled Controls LG WRN CUTOUT To cancel gear warning in case of RA loss DN LOCK REL Mechanically releases gear handle down lock if the downlock solenoid fails (prevents raising the gear on GND). Wait 10sec, check LG AIR/GND FAIL, do not select gear up Extension 3 ways to extend - LG lever LGEU - ELEC override NORMAL LGEU has control DOORS Open nose LDG gear doors GEAR/DOORS Extend LDG gear - Freefall lever Depressurizes LDG gear HYD line, releases gear uplocks Steering Hydraulically operated, electronically controlled ±71° with wheel, ±5° with rudder → max ±76° deflection Radom is limiting in narrow turns if steering fully deflected Brakes Carbon brakes. Automatic gear retraction braking function Wear is mostly related to number of applications rather than the energy applied. Do not pump the brakes BCU TD protection Permits braking only 3sec after TD or when wheel speed 50kts Anti-skid Triggered if ∆speed 30%. Deactivated below 10kts Only relieves pressure (no increase) → Reduce brake pedal pressure opposite side of turn instead of applying pressure to the desired side Locked wheel Protection above 30kts Hydraulics System 1 for OB brakes, system 2 for IB brakes Parking brake First fully apply pedal brakes, keep it, then set parking brake (=EMG brake) (to prevent fluid transfer between systems) To release: As well first fully apply pedal brakes Accumulator for 24h brakes engagement Overrides TD protection / anti-skid / locked wheel protection (→ pull slowly, modulate manually, accumulator for 6 full applications) MC if accumulator pressure < 2200psi (max 3700psi)  home 1-22 2-13 FLIGHT CONTROLS Elevator Only elevator operates fully mechanically Elevator tabs Inner spring tabs, opposite movement at high SPD, neutral at low SPD Outer servo tabs, two-channel HSCU with motors Ailerons Hydraulic. Left: Autopilot. Right: Roll trim, artificial feel unit Rudder Hydraulic via PCU Fwd/aft rudder, aft rudder deflected depending on fwd rudder System 1 shuts off above 135kts (RUDDER OVERBOOST MC else) If SYS 2 fails, SYS 1 takes over Yaw trim not available in mechanical reversion mode Hardover protect Mechanical reversion in case of rudder runaway, if - rudder deflected > 5°±1°, - pedal force > 59kg (=excessive pedal inputs), and - both ENG > 56% N2 (disabled if OEI) Trims Trimming stops after 3sec actuation Pitch trim 2 systems/motors. Triggers aural warning if > 3sec No priority between main and backup trims (first activation counts), Main LH trim has priority over main RH trim Aileron/Rudder Shutoff Manual reversion in case of HYD problems/runaway Controls Disconnection Reset of elevator/aileron disconnection requires maintenance action Flaps Double slotted fowlers, electrically driven by 2 ELEC motors FLAP LOW SPEED if FECU monitors that only one channel works Position indication shows every degree Consider early configuration and F22 LDG FLAP FAIL if both failed Velocity sensors to detect flap panel asymmetry Spoilers GND spoilers Deploy if > 25kts & (TL < 30° or N2 < 56%), both panels (anticipate SPOILER FAIL MC if taxi speed around 25kts) Speed brakes Deploy if TL < 50°, F0 or F9, ob panels only (because of ENG) Shall not be used below 1000ft/AGL Leave hand at control while deployed (as a reminder) Panels Inboard 52° deflection Outboard 30° deflection Gust Lock Electromechanical Check elevator travel each time after release Wait ≥ 10sec after release  home 1-23 2-14 PNEUMATICS, AIR CONDITIONING AND PRESSURIZATION System Inputs Engine 9th and 14th HP compressor stage (N2 > 56.4%), APU or GND bleed air source (GND: 40..45psi) 14th stage HSV: At low power settings, or with A/I on ENG bleed air has priority over APU bleed air - White stripe in APU bleed Button is pressed ( ENG bleeds) - OPEN inscription APU bleed is actually open X-bleed AUTO CBV opens if A/I on or XBLD start sel Outputs Engine starting, air conditioning (ventilation, temperature, humidity reduction), pressurization, wing/horizontal stabilizer/air intake thermal A/I protection Fans RECIRC fan Located at wing root GASPER fan Located between cabin and cargo comp Pressurization From forward to aft pressure bulkhead PACK Dual heat exchanger. Pneumatic air conditioning kit Valves High stage valve closes at 45.5 ±2.5psi Press seq T/O Thrust set (TL > 75°) → descent 450FPM to 0.2psi below, until A/C ALT is lower or until 15min (so return is possible without having to change the LDG field elevation) LDG Cabin stays 300ft below (avoids pressure bumps), then climbs at 500..650FPM A/C rate of descent > 200FPM: Depressurization seq More thrust T/O Close ENG bleeds; use APU bleed for A/C Indications Temperature Bleed air temperature downstream of the precooler MW BLEED OVTMP ENG BLD and XBLD valves close MC PACK OVLD if pack outl > 55psi or compressor outlet > 243°C PACK OVHT if pack outl > 93°C or downstream condenser > 95°C ELEKBAY OVTEMP Electronic compartment > 71°C MC if ventilation > 71°C "CABIN" if cabin ALT > 10'000ft Controls Temp control Manual 3 .. 82°C Automatic 18 .. 29°C (default 24°C if knob failed) Press control Pneumatic outflow valve (manual) Electropneumatic outflow valve (automatic) CAB ∆P -0.3 .. +8.4psi, overpressure max 8.6psi, target 8.1psi (145 / 135BJ: slightly higher values) Cabin ALT limiter at 14'000ft (valve closes) Manual press ctrl 12 o'clock position LDG ALT If no LDG ALT is entered, the system takes 8'000ft Dump To open pneumatic outflow valve AUTO mode Press DUMP. Stops at 14'500ft Rate 2000FPM MAN mode Select full up (full open) Rate 2500FPM Connections A/C SRC RH wing root Indication on A/C / pneumatics panel: GND CONN LPU SRC Aft right side Limitations Max 10'000ft for unpressurized flight, unless MEA higher Single bleed / Max ALT with one bleed or pack closed 25'000ft single pack Exception: If bleed 1 u/s and APU bleed used for pack 1 Consider FF, use LRC tables in PIH Max ALT for SE or single bleed in icing is 15'000ft If both packs closed, ram air valve opens, providing ventilation Left pack Is automatically closed if A/I on below 24'600ft Refueling Packs must be off  home 1-24 2-15 ICE AND RAIN PROTECTION System Input Engine 14th HP compressor stage APU bleed is not hot enough to provide inflight A/I Output Horizontal stabilizer fed by left pneumatic system (no A/I for vertical stab) Temperature -40°C .. 10°C (SAT) Indications ICE CONDITION, SPS ADVANCED, CROSS BLD OPEN Operation OVDERRIDE knob ENG < 25kts ENG air inlet > 25kts WING/STAB as well if ice detected ALL ≥ 25kts ENG/WING/STAB; ENG only if < 25kts Operation On GND Switch to ENG if visible moisture (VIS < 1 mile) and ≤ 10°C Icing conditions FADEC reduces maximum available T/O thrust, and gives minimum thrust setting (+20%) to ensure A/I as long as gear is up → Do not extend gear > 3000ft/AGL in icing (not applicable on 135BJ) ENG AIR INLET Valves open if - ICE DETECTION TEST to 1/2, or - ICE DETECTION OVERRIDE to AUTO and ice detected (any of the 2 ice detectors), or - ICE DETECTION OVERRIDE to ALL/ENG WING/STAB Valves open if - ICE DETECTION TEST to 1/2, or - A/C on GND, GSPD ≥ 25kts and ICE DETECTION OVERRIDE to AUTO (ice detected; any of the 2 ice detectors) or ALL, or - A/C inflight and ICE DETECTION OVERRIDE to AUTO (ice detected; any of the 2 ice detectors) or ALL Red MW ICE COND-A/I INOP if icing encountered below 25kts (will disappear during T/O roll when ≥ 25kts) Test SOPM 2-75 9ff, AOM 1-02-79 10ff TEST switch simulates icing conditions on the respective ice detector Must be carried out when icing conditions are prevailing/forecasted May be completed on GND (A) or in 2 phases (GND/AIR; B): A Prevailing icing conditions: Test on GND, before T/O 83% N2, ICE DET OVRD ALL, A/I buttons pressed, ICE DET TST 1 (10", < 15") then 2 (10", < 15"), chk OPEN inscr / ICE DET 1/2 FAIL / BLD 1/2 LOW TEMP / ICE CONDITION, idle, OVRD ENG B No prevailing icing conditions, not anticipated for T/O / CLB; once a day: Test in two phases - GND before ENG start: Air cond packs open, APU/ENG bleeds close, A/I buttons press, ICE DET OVRD AUTO, ICE DET TST 1 (10", < 15") then 2 (10", < 15"), check ICE DET 1/2 FAIL / BLD 1/2 LOW TEMP / ICE COND - CLB: ENG bleeds open, 2000..23000ft, TAT < 10°C, before entering icing conditions, ICE DET OVRD ALL (20"), chk OPEN inscr., NO ICE-A/ICE ON Ice Detection Ice detection on any of the two sensors: Signal to activate A/I SYS, EICAS advisory message SPS/ICE Speeds Advisory message; higher stall and approach speeds SPS will activate at reduced AOA for F9/18/22 Reset Can't be reset inflight (on GND: Stall protection test) Windshield 2 circuits, 1 normal, 1 OVTMP, 1 spare sensor each On if icing cond or windshield fogging anticipated, and during descent MC at 55°C De-icing SOPM 2-75, AOM 1-02-79 (229) Trim settings: Full down during de-icing (acc CL)  home 1-25 2-16 OXYGEN Systems Crew OXY Cylinder Composite, high PRESS. RH side of A/C Delivers 300l/min if cylinder PRESS 200..1850psi 3 Masks NORM OXY/air mixture (above 33'000ft: Pure OXY) 100% (center position) EMERG Overpress; to clear the mask from smoke Observer No vent-valve system, "blinker", on/off valve, test/shutoff slide MIC Push BOOM/MASK button on DAP Consider MIC cold if mask to EMERG Smk goggle Right of observer seat PAX OXY 145 36 chemical oxygen generators for passengers 60 continuous-flow masks For 12min Masks drop if ESS buses energized, PAX OXY AUTO, > 14'000ft. FSTN BELTS and NO SMKG come on Masks are not suited in case of smoke as chemically generated OXY is mixed with ambient air (only for decompression; use a wet towel) 2 tools near ATTND stations to open manually 135BJ 1 or 2 oxygen cylinders for passengers Portable OXY Cylinders 5 cylinders 120l. Min press 1'500psi. 2 outlets: HI 4 I/min 30min for 1st aid use LO 2 I/min 60min for walk around PBE 2 PBEs (15min/20min) in cabin, 1 in cockpit Limitations Crew OXY Minimum pressure for dispatch 1100/1500psi at 21°C for 2/3 pilots (normal: 1850psi) OXY LO PRESS MC if oxygen press < 400psi (12min for pilots+observer) Disc bursts if > 2700psi at 21°C PAX OXY (135BJ) Min dispatch PRESS 1730psi PAX OXY LOW PRESS MC if < 750psi  home 1-26 2-17 FLIGHT INSTRUMENTS General Primus P-1000 Inhibit aural MC - Steer Diseng - MC ADS ADC 1 (from static ports 1 and 4) and ADC 2 (ports 2 and 3) Static ports 1 and 3 on LH A/C side, 2 and 4 on RH side A/S indication Red .. vS .. amber .. 1.13vS1g .. white .. 1.23vS1g Switches to M if > 0.45M Trend vector Situation in 10sec Speed bugs Removed at v2 + 42kts / 230KIAS Comparison Amber IAS if difference 5KIAS → Use lower indication, or PLIs in pitch mode ALT indication Trend vector Situation in 6sec Comparison Amber ALT if difference 200ft (RVSM requirement) RA low ALT band below 550ft PFD FMS information Magenta VHF NAV Green On-side pointers Blue Opposite side pointers White CDI opposite Yellow PLIs Shown if ≤ 10° between pitch and stick shaker activation Limitations PFD ALT indication Δ max 50ft PFD ALT to ISIS ALT Δ max 90ft HDG tolerance 6° (12° if bank > 6°) RA 2 systems. 2 antennas each: Lower center and lower rear fuselage Connected to EFIS/IC-600, TCAS, GPWS, AWU, SPS Range 0..2500ft Brown awareness tape on ALT indicator if below 550ft DH 5..999ft Boxed in white if at or below 100ft above DH Amber if at or below DH Tests RA TST button on display controller (inflight) First level test Press for < 6sec (WoW, < 50kts) Second level test Hold ~35sec until all green Inflight test Displays 100 ±10ft RA1 Required by GPWS (therefore required for CAT II) Amber RA1 RA1 is source, RA2 has failed IC-600s Test RA 920, RA TST (on GND) AWU 2 channels, channel B activated automatically if A failed 4 levels: Emergency, abnormal, advisory, information NAV Consider calculation time for CRS homing after new NAV freq No DME in ELEC EMER IRS 3 ring laser gyros and 3 accelerometers Align Insertion of position (via FMS) is required Flashing ALIGN: Wrong LAT/LON entered A/C must remain stationary during alignment, no power interruptions Max LAT for alignment 78.25° N and S Remaining align time NAV, POS SENSORS, STATUS ATT Quick Attitude/HDG restart (like a free gyro) TEST Only in ALIGN/NAV. Below 20kts, ALIGN. After 24sec original state  home 1-27 ISIS On ESS DC bus 2 Air data from pitot/static 3 MAG HDG and slip from IRS 1 Reversionary To select offside ADC, ARS or SG (symbol generator) SG REV Changes as well ADC and IRS, and AP changes CPL Clock On ESS DC bus 1 (clock 1) / DC bus 2 (clock 2) ET: Shows elapsed time Enter flight nr in lefthand clock (connected to CMC/CVR/FDR) FDR Stores 25h of data, solid state On if red beacon is on or aircraft is airborne On ESS DC bus 1 In rear electronic compartment With tri-axial accelerometer, de-energized if longitudinal acc > 5g CVR Stores 2h Power cut at 5g Erasable on GND only with parking brake on  home 1-28 2-18 NAVIGATION AND COMMUNICATION FMS Universal Nearest A/P NAV DTO LIST [PLN LANG] XTK Will be canceled after each WPT Extended centerline Via PVOR FMS Honeywell Honeywell CD-810 / NZ2000 Tasks Manage NAV sensors, high accuracy in NAV performance, position and guidance calculation Functions Navigation, flight planning, data base, lateral and vertical navigation, performance, NAV display on EFIS Components 2 CDU (keyboard, CRT display, annunciators), 2 NAV computers (forward electronic compartment; for position computation and flight planning), 2 FMS configuration modules (forward electronic compartment), data loader (PIC side), FMS joystick Databases Navigation, custom, aircraft, maintenance Dual FMS 4 modes (FMS Maintenance page): - Dual mode Autotransferring active FPL, perf, pilot defined WPT, stored FPL, offside rdo cmds - Initiated XFER Active FPL and performance on command - Independent mode Autotransferring offside radio commands - Single mode No data XFER Priorities for sources for position determination: GPS, DME/DME, VOR/DME, IRS Messages Alerting ("MSG" also on PFD) / Advisory (only on FMS panel) Message is displayed on scratch pad Clear with CLR (cannot be recalled) MFD Buttons NAV-APT (NavAid / Airport), DATA (WPT identifier), JSTK, SKP (skip), RCL (recall, set designator at A/C position), ENT Displays Long range source, WPT data, wind vector, drift bug, WPT, lateral deviation, navaids, airport, designator bearing, range Colours Vertical navigation Cyan Lateral navigation Green From Yellow To Magenta Prompts, titles White Flight plan names Orange Atmospheric data Cyan Range WX Via arrow keys on weather radar TERR Via rotary knob (n/a on SPD bug page) WX+TERR displayed simultaneously: WX MAP TERR PLAN then push 1x MAP, 1x WX, 2x MAP, → WX MAP TERR PLAN Initialization Fast down alignment 1min. NAV, ALIGN, insert POS, NAV DME must be out of hold 1h on GND or Do a fast alignment (do not move A/C, (un)loading is ok). error > 2NM If A/C is moved during alignment (takes 5..10min), IRS restarts 30sec after motion stopped. If ATT is selected inadvertently, start a new align  home 1-29 FMS pages NAV Tune NAV-Tune. Auto Tune: Displayed in magenta NAV Ident Default page. Active NDB (NAV DB) Possible to change on ground only POS Init 3 ways to initialize: Load last POS; define and load reference WPT; load GPS POS. Maintenance: FMS mode, list of failed sensors / history, TRUE or MAG mode Data Load Up-/download. NDB: Update every 28 days Sub PERF Performance calculations: 3 modes: Current GS/FF (with default G/S), pilot SPD/FF (pilot entered), full performance (based on pilots' selection and learned values). Certain pages are only available in last mode Fuel reserve: NBAA considering DEST to ALTN but min 200NM and 30min at 5000ft What-if and stored flight plan (to estimate fuel for next flight) functions Fuel management and single engine FF: PERF - NEXT - FUEL MGT - NEXT FMS is not linked to FF meters LDG mass: PERF - PERF DATA - NEXT NAV FMS considers A/C inflight if G/S > 50kts or IAS > 80kts of WOW Following entries cannot be made: Temporary WPT, SID, Alternate FPL with DEST, another stored flight plan ATIS: NAV - DATALINK - ACARS - RETURN - ATS MENU - ARRIVAL/DEPART - REQUEST NAV - NEXT - CROSS PTS - PT ABEAM PROG DIST/ETE/FUEL to DEST or WPT Page 1 EPU Page 3 Offset can be entered (L/R...) Navigation DB (VOR frequencies) on PROG page T/O time PROG - NEXT - FLT SUM Autotune PROG - DEL - TUNE GPS STATUS RAIM Receiver autonomous integrity monitoring Predictive RAIM (yes/no at point/time) "/ETD" on FPL, NAV - POS SENSORS - NEXT - GPS STATUS - PRED RAIM - DEST FOM Figure of Merit H/VDOP Horizontal/vertical dilution of precision Patterns Hold H, Flyover F, Procedure Turn P Holdings over a fix To remove, DEL, then LSK Turn left L, turn right R 1min over fix Exit Hold prompt appears GND Operation Check NDB date POS INIT Reference WPT: Ramp WPT or A/P WPT within 3NM is chosen Otherwise enter Reference WPT. Positions are not transferred, so both FMS have to be initialized PERF Initialize fuel reserve data, transition ALT and CRZ ALT, WND, Temp, speed restrictions, weights Climb 270 / 0.65 Cruise 290 / 0.76 Descent 290 / 0.76 / 3.0° FPL Activate DEP RWY, SID, Transition Within 200NM of DEST: Arrival prompt appears. Within 25NM of DEST: Alternate prompt appears Before: Enter via NAV page Check no discontinuity, connect to ALTN After LDG Flight summary page appears Can be cleared when prompt appears after 30sec  home 1-30 ENR Operation Information about airports: NAV, DATA BASE Patterns Press DIR / or NAV - NEXT - PATTERNS SLOP PROG 3/3 - OFFSET Holdings Insert latest 5NM before fix Delete hold: DEL, LSK APP During APP, MISSED APRCH prompt appears; will display MAP on MFD Sensor fail IRS will be used as a reference (degraded mode) De-select sensors: POS SENSORS page (DEL, LSK) Pt insertion LAT/LON, P/B/D or P/B/P/B (place bearing distance) Postfix "T" for true bearings x NM prior to a point Pt // x [First WPT "."] AWY name "." last WPT Diversion On FPL, change DEST Horizontal Restr bank on direct-to turns towards points that are not on the flight plan, but ≥ 30° off Vertical FLx y NM before Pt Pt // y / x NDBs xxNB ADF standby frequency: First stby, then actual freq Edit - PREV, then PREV/NEXT/CLR/DEL Del scratch - DEL Default val Press DEL and the desired LSK Tune Always tune COM from same FMS Auto tune NAV, TUNE, DEL, LSK (NAV 1/2) Space key Press twice '/' (CD-820 would have a space key) Parallaxis Type PX. Ext centerl DIR, Pt, DIR, Intercept LSK, Pt, IB CRS, HDG SEL LSK, YES Overlay APP: Both NAV SRC to FMS, RMU to NAV page ACARS NAV - DATALINK - ACARS - PRE FLT - INITIALIZE (DEP, DEST) Flight times: NAV - DATALINK - ACARS - NEXT - FLT TIMES HGS DC bus 1. Fail-passive. BIT - built-in tests. Own built-in IRS. Data entry Threshold ELEV APP chart RWY ELEV RWY LEN 10-9 chart Beyond threshold Symbols Refer to HGS manual appendix A PRI Use PRI mode except AIII for CAT III APP or IMC to monitor a CAT II APP (no APCH WARN) FGS guidance source, except LVTO submode (when ILS freq is tuned) AIII HGS guidance source. ILS must be captured, within limits for 5sec, diff magn track and detected CRS < 15°, RA > 500ft RWY data is displayed for 5sec after AIII mode is selected or whenever values are changed NO AIII APCH WARN if below 500ft G/S -2.50° .. -3.00° for AIII APP APP Speed bug changes to vAPP when - RA < 1300ft, gear down, A/C in air, FD: T/O mode - no WSHR / G/A ("SPD" symbol changes to "VAP") 300ft RA RWY symbol appears. 95ft AGL AIII flare command symbol Below 70ft G/S deviation raw data no longer displayed Below 60ft No RWY edges displayed any more 45..55ft AGL Flare maneuver 35ft IDLE message Rollout RWY remaining from touchdown until < 20kts  home 1-31 DAP Volume knobs Unlatch to connect source to headphone/speaker BOOM/MASK To select microphone. SPKR goes un if unlatched (MASK) ID/VOICE ID (latched) for VOR/ADF identification VOICE (unlatched) to reduce the morse code signal (ADF audio unaffected) ST Sidetone, to prevent undesirable feedback of speaker into microphone Unlatch to switch on SPKR MUTE To control sensitivity, or push to temporarily mute the marker audio EMER In case of power loss LSP is connected to COM1 / NAV1 RSP is connected to COM2 / NAV2 OBS is disconnected No intercom RMU On ESS DC bus 1/2 Can store 12 COM and 6 NAV frequencies Dashes when the radio system fails to respond to commands PGE NAV page source is always NAV 1 Test Cursor into subsystem, then press and hold TST TBCH Alternative mean of tuning COM 2 and NAV 2 if RMU 2 failed On DC bus 2 EMRG to take control: RMU2 cmds are ignored, AUX indication on RMU 2 NAV AUDIO to identify NAV MIC Switch For intercom, both switches must be in HOT position on yoke PTT – HOT – OFF connector panel PTT – OFF – HOT ICU BACKUP INPH If normal mode failed. Both CABIN and CAB EMER illuminate Ramp Interphone Stations 2 (fwd lh, aft rh)  home 1-32 2-19 AUTOPILOT System Primus P-1000, autopilot and flight guidance, GC-550 control panel 3-axes autoflight system and automatic pitch trim Incorporated in IC-600 1. Fail-passive FD Hold thumb overhead DISC button when ordering to engage Subsystems 2 FD, 1 autopilot (incl. YD), comparison monitor module (located in IC-600, can disengage the autopilot) Only IC-600 1 has an (enabled) autopilot (coupled to FD1 or FD1) Inputs ATT, HDG, air data, RA, NAV, pilot inputs Modes Basic modes Roll and pitch Entered when changing CPL, changing NAV src on VOR/LOC/ILS, pitch wheel or TURN knobs on autopilot controller, TOGA buttons, invalid sensor signals, changing SG or an armed mode is captured Roll Engaged from HDG mode via TCS or TURN knob on center pedestal Canceled if bank < 6° (wings level) Use TURN knob to determine bank angle Pitch Use PITCH wheel to determine pitch angle Half bank 14° instead of 27°. Only available in HDG mode Used for OEI and for PAX comfort Automatically when climbing through 25'000ft and cancelled when descending through 24'750ft ALT mode Maintains barometric ALT at the time of selection Entered after ASEL capturing (25ft, < 5FPS) SPD mode IAS below 25'000ft, Mach number if above SPD bug is synchronized when engaged Does not cancel GS captured mode V/S mode Descent: Brakes rate if approaching red line speed (as well valid for FLC in descent) FLC mode Climb or descend depending on ASEL ALT Climb speed FL100 and below 240KIAS FL120..FL170 270KIAS FL170 and above M 0.56 145XR/600/650 290/M 0.6/M 0.65, different ALT (depending on EICAS version) Descend rate FL370..FL120 -2000FPM FL100 and below -1000 FPM Max acceleration 0.1G, overspeed protected Difference to SPD mode in climb: FLC won't descend to catch up speed GS mode canceled if GS signal is invalid for > 5sec GS mode does not capture ASEL ALT Non-prec APP VOR APR mode (higher gain, more accurate) LLZ NAV mode (prevent inadvertent GS capture) NDB HDG mode Once LLZ established, bank is limited to 8°..10° G/A equals ROL-TO. Will level wings Transitions to SPD hold if < 1.23vS or 20sec after G/A and > 170KIAS G/A buttons On GND, < 80kts, or < 400ft Put FD into T/O submode (14° ANU) During a windshear Put FD into W/S mode, switch AP off Otherwise Put FD into G/A mode  home 1-33 YD Is engaged when AP is engaged Disengages when red QUICK DISC button is pressed TCS to manoeuvre the airplane without disengaging the autopilot When TCS is released: - primary servos re-engage - new pitch attitude and vertical modes are synced (exc in APR mode) - lateral control is returned to the previously selected mode AP Failure AP, YD FAIL MC Pull IC-1 CB (3, 3→) BACKUP BATT off Limitations Min engagement height (MEH) 1000ft Min use height (MUH) 160ft, 80ft if CAT II 300ft for 2D APP Off for SE GA, rudder manual reversion, yaw damper engagement with rudder in manual reversion, aileron manual reversion APP mode selection during LLZ capture only when IB G/A in basic modes allowed if wings LVL  home 2-1 2. OPERATIONAL FLIGHT PLANNING Planning on GND VIS (not RVR) required at ETA ±1h; plus ceiling for non-prec METAR with NOSIG: VIS is valid for 2h, but RVR is not If both VIS+RVR is given with a NOSIG, then - RVR overrules VIS for current situation - VIS however is valid for 2h (trend appended to a METAR/SPECI overrules the TAF for that period) Snowtam: 2h prior A/D opening; MOTNE: With METAR WND Only consider mean X/WND (w/o gusts) VIS APP / Circling 600ft MDH, VIS 2400m (Cat C A/C) CAT I and 2D CRVR := f(VIS) acc conversion table: HIALS/RWY lights x 1.5 (day) / x 2 (night) other lights x 1.5 (night) no lights / day x 1 (VIS: Prefix "V"; equal to RVR if no prefix) (not for T/O, CAT II/III , circling) Low VIS T/O if RVR < 550m (MIN 125m, 90m visually [slant range]) Consider T/O-1 T/O RVR < 150m: High-intensity RWY centerline lights spaced 15m apart, high-intensity edge lights spaced 60m apart; 90m visual segment from flight crew compartment at the start of the T/O run; required RVR value is achieved for all of the relevant RVR reportings Start T/O roll at threshold (in case of displaced threshold) LVP in force Perform monitored APP T/O ALTN If not possible to return, considering OEI Max 60min OEI CRZ SPD (270kts max CONT) No T/O if moderate or heavy freezing rain Closed DEST 2nd ALTN required; calculate with the higher ALTN fuel ALTN Must be open for lower APP category: CAT II/III → CAT I → Non-prec → Incr 200ft / 1000m RVR No DEST ALTN required if two separate RWYs, CEIL ≥ 2000ft / circling height + 500ft, whichever is higher at ETA ±1h and flight time ≤ 6h Add 15min holding at 1500ft for 2nd APP Max dist to adequate A/D: 2h @ 333kts (OEI CRZ SPD) Planning inflight Req Wx at ETA (no ±1h margin) Ceiling/VV not required (only VIS). ALTN must be open (no lower APP category req as during planning on GND) APP may be started irrespective of RVR when there is a reasonable chance for a success APP may be startet, but continue beyond OM / 1000ft only if latest RVR ≥ RM chart CAT I: Required RVR is 550m/125m/75m. CAT II: 300m/150m If RVR drops after having passed OM: Look and see AP ILS, DH 300ft / RVR/VIS ≥ 800m May be flown raw data ILS, DH 200ft / RVR ≥ 700m FD compulsory ILS, DH 200ft / RVR ≥ 550m/300m AP, RSP flies, LSP lands MDA Must not be undershoot; add 50ft DA Altitude at which the decision has to be taken (land / G/A) Contact if at least 3 consecutive lights in sight (one of which with a central row)  home 2-2 Airports Fire fighting For DEP/DEST 4 other sources: 6 (145/140) / 5 (135) For ALTN 3 XCHK with dispatch Class B Self-briefing airport Class C SAAA airport RWY Factored LDG DEST unfactored x 1.67 for dry RWY distance (for unfactored x 1.92 for wet RWY planning) ALTN unfactored x 1.67 for both dry and wet RWY Inflight Use unfactored LDG distances (dry) / QRH tables/factor (wet) WED Slush 0.85 Wet snow (loose) 0.40 Dry snow (loose) 0.20 T/O Max 8mm WED LDG Max 20mm WED Wet Wet if ≥ 50% shiny and water coverage < 3mm Grooved RWY May be considered dry Contaminated ≥ 3mm (but < 13mm); Plan at least with wet No ALT-T/O. IGN on BA BA unreliable does not imply a poor BA Balanced T/O T/O dist to 35ft (w/ENG failure at v1) = ASD (dry RWY) (by adjusting v1 within vMCG .. vR to obtain max TOM) - Wet RWY: v1 is reduced to compensate for longer ASD; screen height reduced from 35ft to 15ft, usage of reversers is allowed for ASD - Reduced acc (deposits, uphill, density ALT, OAT, ... → increase v1) and reduced stopping capability (e.g. slippery, downhill, ... → reduced v1, 15ft margin only) No v1 correction if RWY is covered with roll-resisting deposits - Contaminated RWY: vR/v2 are increased for better climb Unbalanced T/O Only if not RWY limited (2..2.5km) T/O Segment Ground roll v1 - vR - vLOF 1st segment clb Gear in transit, 35ft at v2 2nd segment clb Up to acceleration ALT (400ft) 3rd/acceleration Flaps up 4th/final segm clb vFS or 1.25vS, max cont power, up to 1500ft CLB Gradient Indicated on APP chart only if > 2.5%; then brief OEI MAP RVSM FL290 to FL410 (both inclusive; six additional FL) Operator, crew and aircraft must be approved Check blue documents booklet and ATC FPLN (10/equip 'W') MEL 2 independent primary ALT, 1 AP w/ALT hold (±65ft), 1 ASEL (alerting deviations > 300ft), 1 XPDR w/ALT enc ∆ALT GND max 75ft (in between and compared to known ALT) Inflight max 200ft. XCHK and log prior entering A/S / every 60min (ATC interferes latest at 300ft) ALT changes Do not over-/undershoot by more than 150ft, Reduce to max 1500FPM the last 1000ft "Affirm/negative RVSM" / "Unable RVSM due to EQ / turb" / "Ready to resume RVSM" Non-RVSM odd FL290 FL330 FL370 Non-RVSM even FL310 FL350  home 2-3 Jeppesen Charts MSA Clearance by 1000ft within 25NM MOCA ("T") Min obstruction clearance ALT. Radio NAV signal coverage only within 22NM from the VOR ( MEA) MORA ("a") Min off-route ALT (grid/route). Obstacle clearance left/right 10NM by 1000ft (< 7000ft/MSL) or 2000ft respectively JeppView PLN 24.WOOD1B HELEN HELE1A.27 SWC WND speeds ≥ 120 kts: ALT of WND is being indicated 80kts isotachs (from LVL / to LVL) OFP Fuel Trip fuel 3.5kg / NM air 3.2kg / NM air for longer flights Rule of thumb # kg / 20 = # minutes 1st hour 1500kg trip 2nd hours and ff 1200kg Contingency fuel 5%, or 3% with fuel ALTN Diversion fuel Dest ALTN fuel + company fuel + final res = fuel from MAP to dest ALTN + final res Final reserve 15min holding at 1500ft Calculate +20% for 180KIAS instead of vHold Target: Arrive w/2000kg fuel onboard Fuel checks at least once an hour Icing conditions Climb fuel Increase by 10% (ISA or below) Increase by 20% (above ISA) Holding fuel Increase by 20% (ISA) CRZ LVL Optimum 1.4 x trip NM Fastest Around FL258; where vMO meets MMO Lower LVL Add 3% to trip fuel for each 1000ft Loadsheet Min fuel 18'500 - 16'000 = 2500 Burnoff + 2500 with full house Taxi/APU 70kg Trip fuel DEST with burn-off correction a) ZFM + ramp fuel - taxi/APU b) MTOM/RTOM c) MLM/RLM + trip fuel Underload Lowest of a/b/c - actual TOM Dangerous Goods Articles/substances capable of posing significant risks to health, safety, environment, property "No Carry Operator" if no approval Dispatch MEL Minimum Equipment List, for A/C systems, on GND as long as A/C is not operating under own power If a system is not listed, then it has to be ok (O): specific operations procedure, (M): specific maintenance proc Rectifying intervals: A (specific), B (3 days), C (10 days), D (120 days) After off-blocks QRH applicable, not MEL any more CDL Configuration Deviation List, outside parts of A/C No time frame given for rectification HIL Maintenance has to transfer tech log entries to HIL (or pilot with assistance of maintenance, if pilot is trained)  home 2-4 Blue Booklet EASA Regulation (EU) 965/2012 on air operations, CAT.GEN.MPA.180; customs regulations, OFCOM Originals of: - Aircraft flight manual (AFM) - Certificate of registration - Certificate of airworthiness - Noise certificate - Air operator certificate (AOC) - Operations specifications - Aircraft radio station operating licence - Third party liability insurance certificate - Journey log - Technical log - ATS flight plan, charts - Procedures and visual signals information for interceptions (ICAO Annex 2) - Information concerning search and rescue (AIP) - Operations manual (relevant parts) - MEL - OFPNOTAMs, briefing documentation, MET - Passenger/cargo manifests - M&B  home 2-5 NORMAL PROCEDURES Manuals AFM Certified document, must be strictly applied AOM Additional details of applicable procedures SOPM Proposed actions/CRM in order to best cope with a situation Priorities Stall warning → EGPWS → TCAS FGS Always follow FD, except TCAS RA, EGPWS hard warnings, or when in doubt about correctness - switch off otherwise CRM MCDU Below FL100, PF orders all MCDU entries. PM enters, PF confirms FGS If flying manually or OEI (even if AP is engaged): Order all settings Closed loop Simplified PF executes and calls out, PM: "Checked" Extended PF orders, PM executes silently, PF checks silently AP Below 1500ft/AGL Always one hand at yoke Call-outs "On/Off" or Change of system status "Engage/Disengage" "Select" Including mode change "Set" Change of a value, but same mode "NAV1 … active, CRS …, preset …" "Insert" FMS; PM: "Inserted" - PF: "Checked" "Select FL ..." PM: "FL ... armed" "Gear" / "Flaps" Only silent check "LLZ / G/S alive" But no capture call-out Deviations Call out "guidance", "speed" (+10/-5), "sink" (-900FPM), "pitch", "thrust", "LLZ" - PF: "Checked" Guarded switches Always need confirmation ALT "CLD FL/ALT ..., STD/QNH, passing FL/ALT ...", "CHKD, ±...ft, STBY ±...ft" "FL100" Handover "Ready for handover?", "Ready" Call out actual modes, "Checked" "Your controls", "My controls" "NAV source to FMS" on (new) PF DCP, CPL AP, "AP on your side" Re-engage and call out modes, "Checked" "NAV source to NAV" on PM DCP TCAS page on PF side, FUEL page on PM side Cabin N - ature of problem T - ime available I - ntentions or E - mergency type T - ime S - ignals to be used S - pecials T - ransmit additional instructions Areas of Responsibility LSP Glareshield panel incl. middle part, control pedestal RSP Overhead panel, RH RMU, RH CDU PF Spoilers PM Gear, Flaps Shoulder Harness May be removed between TOC and TOD Lock in case of turbulence, expected crash, pilot incapacitation FD Always follow, except for TCAS RA, EGPWS hard warnings, or if in doubt VIS APP: FD OFF