1

GENERAL
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STANDARD OPERATING PROCEDURES

MANUAL 2

EMBRAER S.A.

PROCEDURES
NORMAL
THIS MANUAL IS APPLICABLE TO EMB-135BJ
AIRPLANES OPERATING UNDER ANAC, FAA AND EASA
CERTIFICATIONS.

NOTE: THE EMB-135BJ MODEL HAS THE COMMERCIAL

DESIGNATION OF LEGACY 600 OR LEGACY 650.

3
PROCEDURES
TECHNIQUES

SOP–135/1664
AND

OCTOBER 31, 2002

REVISION 7 – MAY 31, 2023
In connection with the use of this document, Embraer does not provide any express or implied warranties and
expressly disclaims any warranty of merchantability or fitness for a particular purpose.
This document contains trade secrets, confidential, proprietary information of Embraer and technical data subject to
U.S. Export Administration Regulation ("EAR") and other countries export control laws and regulations. Diversion
contrary to the EAR and other laws and regulations is strictly forbidden. The above restrictions may apply to data on
all pages of this document.
Copyright © 2023 by Embraer S.A. All rights reserved.
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 CUSTOMER COMMENT FORM
Standard Operating Procedures Manual
SOP–135/1664

Please use this Customer Comment Form to notify us of

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any discrepancies or problems you find in the Standard

Operating Procedures Manual (SOP). We would also
welcome constructive suggestions on how we can further
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Your feedback will be acknowledged, and we will advise

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 Standard Operating Procedures Manual
SOP–135/1664

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 STANDARD LIST OF EFFECTIVE
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ORIGINAL ............ 0................ OCT 31, 2002

REVISION ............ 1................NOV 29, 2002
REVISION ............ 2................ JUN 20, 2006
REVISION ............ 3................ OCT 10, 2010
REVISION ............ 4................ FEB 10, 2014
REVISION ............ 5................ SEP 30, 2019
REVISION ............ 6................MAY 18, 2021
REVISION ............ 7................MAY 31, 2023
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 STANDARD TABLE OF
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TABLE OF CONTENTS

General .............................................................................. 1-00

Normal Procedures............................................................ 2-00

Procedures and Techniques.............................................. 3-00

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SECTION 1
GENERAL
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 1-05 .......... 01
Indentation .................................................................... 1-05 .......... 02
Airplanes ....................................................................... 1-05 .......... 03
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The On Board Checklist Concept ...................................... 1-10 .......... 01

Procedural Deviation and Its Relation to Safety ................ 1-10 .......... 01
Airplane Sophistication and Checklists.............................. 1-10 .......... 02
Abbreviations and Acronyms ............................................. 1-15 .......... 01
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 STANDARD GENERAL
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INTRODUCTION
The SOP provides information and guidance for the efficient operation
of the EMBRAER 135BJ airplanes.
This manual is not a replacement of any of the operational manuals
required by applicable regulations such as the Airplane Flight Manual
or the Company Operations Manual.
This SOP is optimized for a business operation environment.
The underlying philosophy behind the operating framework of this
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Manual is based on reducing as much as possible the operational

shortcomings related to human factors, namely:
– Improper coordination between flight crew members;
– Improper coordination among flight and cabin crew members;
– Distraction from basic flying tasks;
– Misunderstandings;
– Perplexity;
– Tunneling;
– Obsession.

The Normal Procedures section presents the AOM/QRH normal

checklists and the AFM/AOM normal procedures.
The intention of the Normal Procedures section is to eliminate any
doubts regarding Flight Standards that may occur during the operation
of the airplane.
Items marked with an asterisk are to be performed at least once a day,
by flight crew or maintenance personnel, at the operator’s discretion.
The Procedures and Techniques section brings operational practices
and flight profiles to a standard cockpit concept throughout flight
phases. It has directives related to how the operation should be
conducted. Topics like Crew Coordination, Captain authority and
Areas of responsibility are included.
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 GENERAL STANDARD
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It also contains guidelines to be observed should a specific situation

arise regardless of when and where it occurs during the flight. Topics
such as handling of the autopilot and task sharing when hand-flying
the airplane are covered in those sections.
Information regarding Low Visibility standardizes the procedures under
this scenario emphasizing the crew coordination and presents the
configurations approved to perform the operation with low visibility
divided in flight phases.
Emergency/Abnormal Procedures are also presented according to its
flight phase in the Procedures and Techniques section. Some
AFM/AOM Emergency/Abnormal Procedures are shown in a detailed
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manner. The intention is to guide the crew on how to perform the

required tasks to correct a situation or condition. Only the QRH
procedures requiring high level of crew coordination are presented.

INDENTATION
Indentation exists when the information is displaced to the right relative
to the paragraph that immediately precedes it. The indentation is used
to establish a relationship between the indented and the preceding
information.
Indented information is normally preceded by a condition (e.g. “during
landing”, “if something is true”, “when something happens”). When this
is the case, observe the indented information when the preceding
condition is satisfied.
Patterns and Techniques exemplify some procedures using
illustrations.
Each procedure phase starts presenting a proposed checklist followed
by a thorough explanation of the procedures for that phase.
The checklist is supposed to be routinely used on board and its
conception was based on the principle as follows.
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 STANDARD GENERAL
OPERATING
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AIRPLANES
Legacy 600: EMB-135BJ equipped with FUS 1 and FUS 2 fuselage
auxiliary fuel tanks and equipped with either two
AE3007A1P or two AE3007A1E engines.

Legacy 650: EMB-135BJ equipped with FUS 1, FUS 2 and VTRL

fuselage auxiliary fuel tanks, equipped with two
AE3007A2 engines and with increased maximum
structural design weights.
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NOTE: Legacy 600 and Legacy 650 have different limitations, which
must be observed in the AFM.
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 STANDARD GENERAL
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THE ON BOARD CHECKLIST CONCEPT

The use of the Onboard Checklist assumes that both pilots have
properly been trained on the type of airplane (Legacy 600 or Legacy
650). In other words, the crew must have a thorough knowledge of the
systems and procedures for the airplane.
It further assumes that they know the consequences of not performing
the right actions at the right time and in the correct order.
The Onboard Checklist is just an aid to help pilots remember the
critical tasks when the Normal Procedures are performed by memory.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The procedures to be done in each phase are not restricted to the

checklist. These procedures are explained in detail after each phase
checklist and are consistent with the procedures established in the
AFM.
Should any discrepancy between the SOP and the AFM be detected,
the AFM prevails.

PROCEDURAL DEVIATION AND ITS

RELATION TO SAFETY
The highest percentage of problems that generate crew-caused
accidents and incidents manifest themselves in the form of procedural
deviation. If the flight goes well, these deviations are not perceived and
in most cases are left unresolved. The deviation only becomes
apparent following an incident or an accident.
SOP-135/1664

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REVISION 6 Page 1
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 GENERAL STANDARD
OPERATING
PROCEDURES

AIRPLANE SOPHISTICATION AND

CHECKLISTS
The degree of technological sophistication in the design of this family
of airplanes directly affects the checklist. On older airplanes, the flight
crew must manually select and monitor most items. In more advanced
airplanes, automatic systems accomplish the same items which relieve
the flight crew of these tasks. Even with this different concept, the crew
is always on the loop and, therefore, still own the ultimate decision on
the flight. For automated systems, the flight crew must monitor most
items and manually deselect it when they do not understand or agree
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

with the automation behavior. This concept guarantees a proper

situational awareness. Remember the basic flight priority: Aviate,
Navigate, Communicate.
This manual recommends the use of automated systems in every
situation which implicates in crew workload reduction. In this sense,
three airplane configurations are considered:
– Airplanes equipped with Autothrottle and LNAV/VNAV.
– Airplanes equipped with LNAV/VNAV but no Autothrottle.
– Airplanes equipped only with LNAV.
The use of FMS and Autopilot are considered whenever possible.
Flight Director or autothrottle alone are adopted when the other
automated systems are unpractical. SOP-135/1664

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Page 2 REVISION 6
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 STANDARD GENERAL
OPERATING
PROCEDURES

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS OR
MEANING
ACRONYMS
A/T AutoThrottle
ADS Air Data System
AEO All Engines Operative
AFCS Automatic Flight Control System
AFE Above Field Elevation
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

AFM Airplane Flight Manual

AFT Afterwards (back)
AGL Above Ground Level
AOA Angle of Attack
AOM Airplane Operations Manual
AP Autopilot
AS REQ As Required
ASL Above Sea Level
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATR Automatic Thrust Reserve
CAPT Captain (or pilot-in-command)
CB Circuit Breaker
CDFA Constant Descent Final Approach
CDL Configuration Deviation List
CDU Control Display Unit
CKD Checked
COM Communication
CWS Control Wheel Steering
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 GENERAL STANDARD
OPERATING
PROCEDURES

ABBREVIATIONS OR
MEANING
ACRONYMS
DA Decision Altitude
DH Decision Height
ECS Environmental Control System
EFIS Electronic Flight Instrument System
EICAS Engine Indication Crew Alerting System
FAF Final Approach Fix
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FD Flight Director
FF Fuel Flow
FLC Flight Level Change
FMA Flight Mode Annunciation
FMS Flight Management System
F/O First Officer
GND Ground
GPU Ground Power Unit
HF High Frequency
HSA Horizontal Stabilizer Actuator
IAF Initial Approach Fix
Integrated Air Data and Stall Protection
IASP
Probe
ICAO International Civil Aviation Organization
IESI Integrated Electronic Standby Instrument
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
ISA International Standard Atmosphere
ITT Inter Turbine Temperature
SOP-135/1664

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 STANDARD GENERAL
OPERATING
PROCEDURES

ABBREVIATIONS OR
MEANING
ACRONYMS
KIAS Indicated Airspeed (knots)
LDG Landing Gear
LFE Landing Field Elevation
LH Left Hand
LNAV Lateral Navigation
LND Landing
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LOC Localizer
LPU Low Pressure Unit
LRC Long Range Cruise
LSP Left Seat Pilot
MAP Missed Approach Point
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum Enroute Altitude
MFD Multi Function Display
MLG Main Landing Gear
MMO Maximum Operating Mach
MORA Minimum Off-Routes Altitude
MRC Maximum Range Cruise
MSA Minimum Safe Altitude
Low Pressure Compressor Speed (fan
N1
speed)
N2 High Pressure Compressor Speed
NADP Noise Abatement Departure Procedure
NAV Navigation
NDB Non-Directional Beacon
NLG Nose Landing Gear
SOP-135/1664

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REVISION 6 Page 3
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 GENERAL STANDARD
OPERATING
PROCEDURES

ABBREVIATIONS OR
MEANING
ACRONYMS
NOTAM Notice to Airman
OAT Outside Air Temperature
OEI One Engine Inoperative
OM Outer Marker
PASS Passengers
PBE Protective Breathing Equipment
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PF Pilot Flying
PFD Primary Flight Display
PM Pilot Monitoring
Altimeter Pressure Setting – Atmospheric
QFE
Pressure at Aerodrome Elevation
Question Normal Elevation – Standard
QNE
Pressure (1013 hPa/29.92 in.Hg) (Q-code)
Altimeter Pressure Setting – Atmospheric
QNH
Pressure at Mean Sea Level
QRH Quick Reference Handbook
RA Resolution Advisory
RAAS Runway Awareness and Advisory System
RH Right Hand
RNAV Random Navigation (area navigation)
RNP Required Navigation Performance
RSP Right Seat Pilot
RTO Rejected Takeoff
RVSM Reduced Vertical Separation Minimum
SAT Static Air Temperature
SIC Second-In-Command (or first officer)
SID Standard Instrument Departure
SOP-135/1664

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 STANDARD GENERAL
OPERATING
PROCEDURES

ABBREVIATIONS OR
MEANING
ACRONYMS
SLD Super Cooled Large Droplet
SOP Standard Operating Procedures
TA Traffic Advisory
TAF Terminal Aerodrome Forecast
TAS True Air Speed
TAT Total Air Temperature
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TAWS Terrain Awareness and Warning System

TCAS Traffic Collision Avoidance System
Takeoff Decision Speed or Maximum
V1
Rejected Takeoff Speed
V2 Takeoff Safety Speed
VAC Approach Climb Speed
VFLC VNAV Flight Level Change
VFR Visual Flight Rules
VFS Final Segment Speed
VMC Visual Meteorological Conditions
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF Omnidirectional Range (radio)
VPTH VNAV Path
VR Rotation Speed
VREF Landing Reference Speed
VS Vertical Speed
X-CKD Cross Checked
YD Yaw Damper
SOP-135/1664

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 GENERAL STANDARD
OPERATING
PROCEDURES
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SOP-135/1664

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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Block Page
On board Checklist ............................................................ 2-03 .......... 01
Internal Safety Inspection ............................................. 2-03 .......... 01
Power Up ...................................................................... 2-03 .......... 03
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Before Start................................................................... 2-03 .......... 05

Cleared to Start ............................................................ 2-03 .......... 06
After Start...................................................................... 2-03 .......... 06
Taxi ............................................................................... 2-03 .......... 07
Before Takeoff .............................................................. 2-03 .......... 07
Cleared Into Position .................................................... 2-03 .......... 07
After Takeoff ................................................................. 2-03 .......... 08
Climb ............................................................................. 2-03 .......... 08
Cruise ........................................................................... 2-03 .......... 08
Descent......................................................................... 2-03 .......... 09
Approach ...................................................................... 2-03 .......... 09
Before Landing ............................................................. 2-03 .......... 10
After Landing ................................................................ 2-03 .......... 10
Engine Shutdown ......................................................... 2-03 .......... 11
Leaving the Airplane ..................................................... 2-03 .......... 11
External Safety Inspection ............................................ 2-05 .......... 01
Detailed Normal Procedures ............................................. 2-09 .......... 01
Internal Safety Inspection ............................................. 2-09 .......... 01
Internal Safety Inspection
(Airplane Already Energyzed) ................................. 2-09 .......... 09
Power Up ...................................................................... 2-13 .......... 01
Before Start (First Flight) .............................................. 2-17 .......... 01
Before Start (Through Flight) ........................................ 2-21 .......... 01
SOP-135/1664

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 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

Cleared to Start ............................................................. 2-25 .......... 01

Engine Start Procedure ................................................ 2-27 .......... 01
Engine Start Assisted by the APU ................................ 2-27 .......... 04
Engine Start Assisted by the Opposite
Engine (Cross Start) ................................................ 2-27 .......... 05
Engine Start with Airplane Batteries and
Low Pressure Unit (LPU) ......................................... 2-27 .......... 06
Abnormal Engine Start Indications ............................... 2-27 .......... 08
After Start (Legacy 600) ................................................ 2-29 .......... 01
After Start (Legacy 650) ................................................ 2-29 .......... 04
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Taxi ............................................................................... 2-29 .......... 06

Single Engine Taxi and Cross Start .............................. 2-29 .......... 07
Before Takeoff .............................................................. 2-33 .......... 01
Cleared Into Position .................................................... 2-37 .......... 01
Takeoff .......................................................................... 2-40 .......... 01
After Takeoff ................................................................. 2-45 .......... 01
Climb ............................................................................. 2-47 .......... 01
Cruise ............................................................................ 2-47 .......... 02
Descent ......................................................................... 2-49 .......... 01
Approach ....................................................................... 2-57 .......... 01
Go-Around .................................................................... 2-59 .......... 01
Before Landing.............................................................. 2-61 .......... 01
Landing ......................................................................... 2-69 .......... 01
After Landing................................................................. 2-69 .......... 02
Engine Shutdown .......................................................... 2-73 .......... 01
Leaving the Airplane ..................................................... 2-77 .......... 01
Supplementary Normal Procedures ................................... 2-79 .......... 01
Hot Weather .................................................................. 2-79 .......... 02
Ice Conditions, Cold Weather and Cold Soak .............. 2-79 .......... 03
Engine Start .................................................................. 2-79 .......... 10
After Start ...................................................................... 2-79 .......... 11
Before Takeoff .............................................................. 2-79 .......... 15
WindShear .................................................................... 2-79 .......... 29
Turbulent Air Penetration .............................................. 2-79 .......... 30
SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

Lightning Strike ............................................................. 2-79 .......... 31

Hot Weather.................................................................. 2-88 .......... 01
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SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
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SOP-135/1664

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Page 4 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

ON BOARD CHECKLIST

QRC – QUICK REFERENCE CHECKLIST

NOTE: ∗ Items marked with an asterisk are to be performed at least
once a day, by flight crew or maintenance personnel, at the
operator's discretion.

INTERNAL SAFETY INSPECTION

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHALLENGE ACTION PERFORMED BY

COCKPIT
Maintenance Status .................................... CKD ......................... RSP
Manuals & Documents ............................... ON BOARD .............. RSP
Cockpit Emergency Equipment ................ CKD ......................... RSP
Overhead/Main/Pedestal/
Circuit Breakers Panels ........................ CKD ......................... RSP
Radar ........................................................... OFF .......................... RSP
ELT ............................................................... OFF .......................... RSP
IRS 1 & 2 ...................................................... OFF .......................... RSP
Landing Gear ............................................... DOWN ...................... RSP
Passenger Oxygen ..................................... AUTO ....................... RSP
Gust Lock .................................................... LOCKED .................. RSP
Speed Brake ................................................ CLOSED .................. LSP
Emergency/Parking
Brake Handle ......................................... APPLY ..................... LSP
Flaps............................................................. 0° .............................. RSP
Free Fall Lever ............................................ FULL DOWN ............ RSP
SOP-135/1664

2-03
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

CABIN
Cabin Emergency Equipment ................... CKD .......................... RSP
PBE Indicator.............................................. GREEN ..................... RSP
Emergency Exits ........................................ CLOSED AND
LATCHED ................ RSP
Overwing Fueling Caps ............................. SECURED ................ RSP
Passenger Seats & Belts ........................... CONDITION ............. RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Galley and Toilet ........................................ CONDITION ............. RSP

Lav Smoke Det System ............................. CHECKED ................ RSP
BAGG Comp. Access Door ....................... CLOSED AND
LOCKED .................. RSP
Pocket Door ................................................ OPEN AND
LOCKED .................. RSP

SOP-135/1664

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Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

POWER UP
CHALLENGE ACTION/RESPONSE PERFORMED BY

APU START WITH BATTERIES

Internal Safety Inspection ............................. COMPLETED ........... RSP
BATTERIES 1 & 2 ........................................ AUTO ....................... RSP
AVIONICS MASTER 1 or 2 .......................... PUSHED IN .............. RSP
∗ Batteries Voltage........................................ CKD .......................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

∗ Backup Batteries ........................................ CKD .......................... RSP

AVIONICS MASTER 1 & 2 ........................... PUSHED OUT .......... RSP
FUEL PUMP PWR ........................................ ON ............................ RSP
∗ FIRE DET ................................................... TESTED ................... RSP
APU MASTER .............................................. STARTED ................ RSP
AVIONICS MASTER 1 & 2 ........................... PUSHED IN .............. RSP
PB LT Switch ................................................ TESTED ................... RSP
------------------------------------WAIT 3 MINUTES---------------------------------
APU BLEED .................................................. PUSHED IN .............. RSP
AIR COND Panel .......................................... AS REQ .................... RSP

APU START WITH GPU

Internal Safety Inspection ............................. COMPLETED ........... RSP
BATTERIES 1 & 2 ........................................ AUTO ....................... RSP
AVIONICS MASTER 1 or 2 .......................... PUSHED IN .............. RSP
∗ Batteries Voltage........................................ CKD .......................... RSP
∗ Backup Batteries ........................................ CKD .......................... RSP
GPU Voltage ................................................. CKD .......................... RSP
AVIONICS MASTER 1 & 2 ........................... PUSHED OUT .......... RSP
GPU Button ................................................... PUSHED IN .............. RSP
FUEL PUMP PWR ........................................ ON ............................ RSP
SOP-135/1664

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REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

∗ FIRE DET .................................................. CKD .......................... RSP

APU Master .................................................. STARTED ................. RSP
GPU Buttton ................................................. PUSHED OUT .......... RSP
AVIONICS MASTER 1 & 2 .......................... PUSHED IN .............. RSP
PB LT Switch................................................ TESTED ................... RSP
------------------------------------WAIT 3 MINUTES---------------------------------
APU Bleed.................................................... OPEN ....................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

AIR COND Panel ......................................... AS REQ .................... RSP

GPU POWER (NO APU)

Internal Safety Inspection ............................ COMPLETED ........... RSP
BATTERIES 1 & 2 ........................................ AUTO........................ RSP
AVIONICS MASTER 1 & 2 .......................... PUSHED IN .............. RSP
∗ BATTERIES Voltage ................................. CKD .......................... RSP
∗ Backup Batteries ....................................... CKD .......................... RSP
GPU Voltage ................................................ CKD .......................... RSP
GPU Button .................................................. PUSHED IN .............. RSP
∗ FIRE DET .................................................. CKD .......................... RSP
SOP-135/1664

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Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

BEFORE START
CHALLENGE RESPONSE PERFORMED BY

CVR .............................................................. CKD .......................... RSP

Electrical Panel ............................................. SET .......................... RSP
Emergency Lights ......................................... CKD & ARMD ........... RSP
Cockpit/Glareshield Lights ............................ AS REQUIRED ........ RSP
♦Fuel Panel & Qty ........................................ SET__lb/kg ............... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

♦POWERPLANT Panel ................................ SET .......................... RSP

∗ ELEC HYD PUMPs .................................... CKD & OFF .............. RSP
♦PASS SIGNS ............................................. ON ............................ RSP
ICE PROTECTION Panel ............................. SET .......................... RSP
AIR COND Panel .......................................... SET .......................... RSP
Oxygen Press & Masks ................................ CKD/100% ....... LSP/RSP
Weather Radar ............................................. SBY .................. LSP/RSP
Autopilot ........................................................ CKD .................. LSP/RSP
IRS 1 & 2 ...................................................... NAV .................. LSP/RSP
♦Flight Instruments ...................................... SET & X-CKD ... LSP/RSP
♦Speed Bugs................................................ SET .......................... RSP
♦TRIMs ......................................................... CKD & SET .............. LSP
DISCONNECT .............................................. CKD .......................... RSP
Speed Brake ................................................. CLSD ........................ RSP
♦PARK BRAKE ............................................ ON ............................ LSP
♦RMU ........................................................... SET .................. LSP/RSP
♦FMS ............................................................ SET .................. LSP/RSP
♦STALL PROTECTION System .................. CKD .......................... LSP
♦Pressurization ............................................ SET .......................... LSP
SOP-135/1664

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REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Safety Pins ................................................... 5 ON BOARD ........... RSP

♦EICAS Messages ...................................... CKD .......................... LSP
♦Pass Briefing ............................................. COMPLETED ........... LSP

♦ ON THROUGH FLIGHTS CHECKLIST

CLEARED TO START
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHALLENGE RESPONSE PERFORMED BY

Doors & Windows ........................................ CLSD ................ LSP/RSP

RED BCN ..................................................... ON ............................ RSP
FUEL PUMP PWR ....................................... ON ............................ RSP
THRUST Levers ........................................... IDLE.......................... LSP

AFTER START
CHALLENGE RESPONSE PERFORMED BY

ELECTRICAL Panel ..................................... SET........................... RSP

FADEC (Legacy 600) ................................... RESET/ALT .............. RSP
ELEC HYD PUMPs ...................................... AUTO........................ RSP
WINDSHIELD Heating (Legacy 600 only) ... AS REQ .................... RSP
WINDSHIELD Heating (Legacy 650 only) ... ON ............................ RSP
AIR COND PANEL ...................................... AS REQ .................... RSP
APU .............................................................. AS REQ .................... RSP
SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

TAXI
CHALLENGE ACTION PERFORMED BY

Ground Equipment........................................ REMOVED ............... RSP

Wheel Chocks ............................................... REMOVED ............... RSP
TAXI Light ..................................................... ON ............................ RSP
STEERING ................................................... CKD .......................... RSP

BEFORE TAKEOFF
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CHALLENGE ACTION/RESPONSE PERFORMED BY

Pass Announcement .................................... PERFORMED .......... LSP

Takeoff Briefing ............................................. COMPLETED ........... LSP
PC POWER .................................................. PUSHED OUT .......... RSP
FUEL Panel & XFeed ................................... SET .......................... RSP
Ice Protection Test ........................................ AS REQ .................... RSP
Flight Director ............................................... SET .......................... LSP
Engine THURST RATING ............................ CKD .......................... RSP
Brakes Temperature ..................................... CKD .......................... RSP
FLAPs ........................................................... 9 ° ............................. RSP
Flight Controls ............................................... CKD .................. LSP/RSP

CLEARED INTO POSITION

CHALLENGE ACTION PERFORMED BY

EXTERIOR LIGHTS ..................................... ON ............................ RSP

EICAS Messages .......................................... CKD .......................... LSP
Transponder ................................................. TA/RA ....................... RSP
Takeoff Configuration ................................... CKD .......................... RSP
GUST LOCK ................................................. UNLCKD .................. RSP
SOP-135/1664

Elevator ......................................................... CKD .......................... RSP

2-03
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

AFTER TAKEOFF
CHALLENGE ACTION/RESPONSE PERFORMED BY

Fuel Transfer & XFeed ................................. AS REQ ...................... PM

WINDSHIELD Heating ................................. AS REQ ...................... PM
AIR COND Panel ......................................... SET............................. PM
Altimeters ..................................................... SET............................. PM
Engine THRUST RATING ............................ CLB............................. PM
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Landing Gear ............................................... UP............................... PM

FLAP ............................................................ 0° ................................ PM
Pressurization .............................................. CKD ............................ PM
APU .............................................................. AS REQ ...................... PM
VNAV (if applicable) ..................................... ENGAGED ................. PM

CLIMB
CHALLENGE ACTION PERFORMED BY

------------------------------AT TRANSITION ALTITUDE-------------------------

Altimeters ..................................................... SET & X-CKD ............. PM
------------------------------------ABOVE 10000 FT---------------------------------
PC POWER.................................................. AS REQ ...................... PM
EXTERIOR LIGHTS ..................................... OFF ............................ PM
FSTN BELTS ............................................... AS REQ ...................... PM

CRUISE
CHALLENGE ACTION/RESPONSE PERFORMED BY

FUEL XFER System .................................... AS REQ ...................... PM

Engine THRUST RATING ............................ CRZ ............................ PM
SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

DESCENT
CHALLENGE ACTION PERFORMED BY

WINDSHIELD Heating .................................. PUSHED IN ................ PM

Speed Bugs .................................................. SET ............................ PM
Pressurization ............................................... CKD ............................ PM
Approach Briefing ......................................... COMPLETED .............. PF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

------------------------------------BELOW 10000 FT---------------------------------

PC POWER .................................................. PUSHED OUT ............ PM
EXTERIOR LIGHTS ..................................... ON .............................. PM
PASS SIGNS ................................................ ON .............................. PM
Pass Announc ............................................... PERFORMED ............ PM
Pocket Door .................................................. OPN & LKD ................ PM

APPROACH
CHALLENGE ACTION/RESPONSE PERFORMED BY

FUEL XFER System ..................................... OFF ............................ PM

Altimeters ...................................................... SET & X-CKD ....... PF/PM
Approach Aids .............................................. SET & X-CKD ....... PF/PM
Engine THRUST RATING ............................ MODE CKD ................ PM
SOP-135/1664

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REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

BEFORE LANDING
CHALLENGE ACTION PERFORMED BY

Landing Lights .............................................. AS REQ ...................... PM

A/T (if applicable) ......................................... ARMED..................... RSP
Landing Gear ............................................... DOWN ........................ PM
Spoiler .......................................................... CLOSED ..................... PM
FLAP ............................................................ ____°SET ................... PM
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Autopilot & Yaw Damper .............................. OFF ............................ PF

AFTER LANDING
CHALLENGE ACTION PERFORMED BY

APU .............................................................. SET........................... RSP

EXTERIOR LIGHTS ..................................... SET........................... RSP
WINDSHIELD Heating ................................. AS REQ .................... RSP
AIR COND Panel ......................................... AS REQ .................... RSP
Weather Radar ............................................. STBY ........................ RSP
Transponder ................................................. AS REQ .................... RSP
GUST LOCK ................................................ LOCKED ................... RSP
FLAP ........................................................... 0° .............................. RSP
PITCH TRIM................................................. SET........................... RSP
Pressurization .............................................. CHECK ..................... RSP
SOP-135/1664

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Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

ENGINE SHUTDOWN
CHALLENGE ACTION/RESPONSE PERFORMED BY

GPU/APU ...................................................... SET .......................... LSP

SHED BUSES ............................................... AS REQ .................... LSP
FUEL PUMP PWR ........................................ SET .......................... LSP
RED BCN ...................................................... OFF .......................... LSP
START/STOP Selectors ............................... STOP ....................... LSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ELEC HYD PUMPs ....................................... OFF .......................... RSP

PASS SIGNS ................................................ OFF .......................... LSP
AIR COND Panel .......................................... SET .......................... RSP
PAX Signs ..................................................... STBY ........................ RSP
PARK BRAKE ............................................... APPLYED ................. LSP

LEAVING THE AIRPLANE

CHALLENGE ACTION/RESPONSE PERFORMED BY

GPU (if applicable)........................................ OFF .......................... RSP

SHED BUSES ............................................... AUTO ....................... LSP
AVIONICS MATER 1 & 2.............................. OFF .......................... RSP
EMERG LT ................................................... OFF .......................... RSP
FUEL PUMP PWR ........................................ OFF .......................... RSP
EXTERIOR & INTERNAL Lights .................. OFF .......................... RSP
APU............................................................... OFF .......................... RSP
AIR COND Panel .......................................... SET .......................... RSP
Weather Radar ............................................. OFF .................. LSP/RSP
IRS 1 & 2 ...................................................... OFF .................. LSP/RSP
BATTERIES 1 & 2 ........................................ OFF .......................... RSP
SOP-135/1664

2-03
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

2-03
Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL SAFETY INSPECTION

When approaching the airplane, take time to watch the area where the
airplane is parked. Evaluate if there is room for the taxi-out or push-
back maneuver. Make sure that there will be enough clearance
throughout the maneuver.
Also take time to have a look at the airplane as a whole from a
reasonable distance. See if the airplane looks good, level, and normal.
Experience shows that this "initial look" can reveal details that will
otherwise go unnoticed such as fluid spots on the ground, unexpected
things attached to the airplane, bent or unaligned airframe
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

components, etc.
If icing is an issue, examine the airplane external surface to determine
the exact nature and extent of the airplane icing. A close inspection of
critical areas such as the wing upper surface is recommended since
clear ice however critical, is not always visible at a distance. Advise
the other pilot immediately if it helps having de-icing equipment
available in a timely manner. Frost-like ice along the wing lower
surface where the fuel tank stations are located comes as a result of
fuel cooling during a previous long flight. This phenomenon does not
have a significant effect on the airplane flight characteristics if frost
thickness is less than 3 mm (0.12 in).
If evidence is found that type IV anti-icing fluid has been applied to the
airplane before the previous flight and it is not clean, a fluid residue
cleanup is required.
Make sure that the airplane has the chocks and safety pins placed as
required.
The External Safety Inspection must be carried out prior to the first
flight of the day, between flights, whenever the crew-airplane
combination changes, and after the final flight of the day.
The external lights must be turned on for inspection with the exception
of the ones that may be a nuisance to other people in the vicinity of the
airplane. The lights must be checked and switched off before
commencing the walk around.
SOP-135/1664

2-05
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

RECOMMENDED WALK AROUND

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EM145AOM021052A.DGN

WALK AROUND SEQUENCE

SOP-135/1664

2-05
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

The inspection can be done according to the list below:

External Lights ............................................ AS REQUIRED
Maintenance personnel should make the external lights check. If
necessary, flight crew should perform the external lights test,
turning the lights ON, and then OFF immediately after checking
them.
Emergency/Parking Brake ......................... APPLIED
Wheel Chocks ............................................. IN PLACE
Fuel Tanks Draining ................................... AS REQUIRED
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Refer to AOM Section 1-12-25 for further information.

EXTERNAL INSPECTION CHECK

− Main Door
− Access Doors and Panels
− Sensors/Static Ports
Verify condition with no obstructions, covers
LEFT FWD or damage.
FUSELAGE − Windows
Verify conditions and undamaged.
− Windshield Wipers (if applicable)
Verify conditions and undamaged.
SOP-135/1664

2-05
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

−Air Inlets / Outlets
No obstruction or damage.
− Pitot Tubes and Sensor
Verify condition with no obstructions, covers or
damage.
− Access Doors and Panels
− Radome
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Nose Gear Bay

− Nose Gear Struts/Wheel Well/Doors
Verify condition and no leaks
− Nose Gear Up Lock Hook
Unlocked. If the uplock hook is in the LOCKED
NOSE position, cycle the freefall lever to reposition the
SECTION uplock to the UNLOCKED position.
− Landing and Taxi Lights
Clean and undamaged.
− Wheel Position Indication Scale Limits
Check if the nose-wheel position indication mark is
within the nose-wheel position indication scale limits.
− Shock Absorber Extension
Check minimum extension according to the table
below:
CG 17 20 25 28 32 35
POSITION
(% MAC)
MINIMUM 56 51 47 51 57 62
EXTENSION
(2.20) (2.01) (1.85) (2.01) (2.24) (2.44)
mm (in)

(Continued)
SOP-135/1664

2-05
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Wheels and Tires
Verify condition with no obstructions, covers or
damage. Tire should not be worn past the bottom
of the tire grooves.
* – Tires Pressure
Cold tire pressure should be within gray range.
For Legacy 600:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Gray range corresponds to 84 ± 2 psi.

For Legacy 650:
Gray range corresponds to 104 ± 3 psi.
NOTE: - According to the tire manufacturer, this
step should be performed before the
first flight of the day or three hours
after landing, in order to have a proper
NOSE pressure reading.
SECTION - Special attention should be given
when SB 145LEG-25-
0078 is applied, regarding tire
pressure.
− Static Discharger
Verify condition. Make sure that the static
discharger is present and touches the ground.
Otherwise, refer to the CDL for dispatch with
missing item.
− Ground Locking Pin
Remove.
−Air Inlets
No obstruction or damage.
− Hydraulic Compartment
No Leaks. Remove Maintenance Safety Pin.
−
SOP-135/1664

2-05
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Pitot Tube/ Sensors/Static Ports
Verify condition with no obstructions, covers or
damage.
− Oxygen Discharge Indicator
Check oxygen overpressure green disc in place.
− Access Doors and Panels
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Secured.
− Antennas
Undamaged.
− Ram Air Inlet
No obstruction or damage.
RIGHT
FWD − Air Inlets and Outlets
FUSELAGE No obstruction or damage.
− Fluid Drain Holes
Condition and no leaks.
− Fueling Compartment Door
Secured.
− Inspection Light
Clean and undamaged.
− Emergency Lights
Clean and undamaged.
− Red Beacon
Clean and undamaged.
SOP-135/1664

2-05
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Landing Light
Clean and undamaged.
− Wing Leading Edge
Condition.
− Clear Ice Detector
Condition.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Access Doors and Panels

Secured.
− Direct Measuring Sticks
Pushed IN and with no leaks.
− Fluid Drain Holes
No Leaks.
RIGHT
WING − Air Inlets, Outlets and Vent
No obstruction or damage.
− Vortilons and Vortex Generators
Number and condition.
− Navigation and Strobe Lights
Clean and undamaged.
− Static Dischargers
Number and condition. Refer to the CDL for dispatch
with missing items.
− Flight Control Surfaces and Fairings
Flaps must be retracted, and Spoilers closed.
Surfaces are unobstructed and free from ice and
snow.
SOP-135/1664

2-05
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Gear Struts/Wheel Wells
Verify condition and no leaks.
− Main Gear Up Lock Hook
Unlocked. If the uplock hook is in the LOCKED
position, cycle the freefall lever to reposition the
uplock to the UNLOCKED position. Carry out this
procedure with pins in place.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Shock Absorber Extension

Check 48 mm (1.89 in) minimum extension.
− Brake Wear Indicators
Wear indicators should be no less than flush with
the housing. The Parking Brake must be applied.
− Wheels and Tires
Verify condition with no obstructions, covers or
RIGHT damage.
MAIN * – Tires Pressure
GEAR Cold tire pressure should be within gray range.
For Legacy 600:
Gray range corresponds to 160 ± 4 psi.
For Legacy 650:
Gray range corresponds to 174 ± 4 psi.
NOTE: - According to the tire manufacturer, this
step should be performed before the first
flight of the day or three hours after
landing, in order to have a proper pressure
reading.
- Special attention should be given when
SB 145LEG-25-0078 is applied, regarding
tire pressure.
− Ground Safety Pin
Remove.
SOP-135/1664

2-05
Page 8 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Air Inlets and Outlets
No obstruction or damage.
* – Emergency /Parking Brake Hydraulic
Accumulator
The pressure from the Emergency/Parking Brake
hydraulic accumulator must be fully released at least
once a day.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

To accomplish this task, proceed as follows:

− Park the airplane where there is no slope;
− Put chocks at the landing gear wheels;
− Release the parking brake. Make sure that the
airplane will not move;
− Open the access panel and hold the oil discharge
RIGHT AFT valve open until the hydraulic accumulator is fully
FUSELAGE discharged;
− Wait for 2 (two) minutes and, after this interval,
make sure that the precharge of nitrogen shown
on the pressure gage is 2000 psi at the ambient
temperature of 21.1°C (70°F). For other ambient
temperatures, refer to the graph shown beside
the valve;
− Turn the hydraulic pump ON to recharge the
hydraulic accumulator;
− Apply the parking brake.

CAUTION: • DISCHARGING THE HYDRAULIC

ACCUMULATOR WILL MAKE THE
EMERGENCY/PARKING BRAKE
INOPERATIVE.
Perform this procedure with the airplane energized.
−
(Continued)
SOP-135/1664

2-05
REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Antennas
Undamaged.
− Access Doors and Panels
Secured.
− Pylon
Undamaged.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Engine
Check engine for leaks and damage.
RIGHT AFT Foreign Objects / Obstructions in the air inlets.
FUSELAGE
Check access panels secured.
All cowling latches are secured.
− Thrust Reverser Doors
Flush with Nacelle.
− Fluid Drain Holes
No Leaks.
− Pressurization Static Ports
No obstruction or damage.
SOP-135/1664

2-05
Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Horizontal Stabilizer
Surfaces clear and unobstructed.
− Navigation and Logo Lights
Clean and undamaged.
− Flight Control Surfaces
Surfaces clear and unobstructed.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Static Dischargers
Number and condition. Refer to the CDL for dispatch
TAIL with missing items.
SECTION
− APU
− General Condition
− Access Doors and Panels
Secured.
− Fluid Drain Holes
No Leaks.
− Air Inlets and Outlets
No obstruction.
SOP-135/1664

2-05
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Air Inlets and Outlets
No obstruction or damage.
− Fluid Drain Holes
No leaks.
− Antennas
Undamaged.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Thrust Reverser Doors

Flush with Nacelle.
− Pylon
LEFT AFT Undamaged.
FUSELAGE
− Left Engine
Check engine for leaks and damage.
Foreign Objects / Obstructions in the air inlets.
Check access panels secured.
All cowling latches are secured.
− Baggage Compartment Door
Latched. Lock Panel Closed.
− Access Doors and Panels
Secured.
SOP-135/1664

2-05
Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Gear Struts/Wheel Wells
Condition and no leaks.
− Main Gear Up Lock Hook
Unlocked. If the uplock hook is in the LOCKED
position, cycle the freefall lever to reposition the
uplock to the UNLOCKED position. Carry out this
procedure with pins in place.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Shock Absorber Extension

Check 48 mm (1.89 in) minimum extension.
− Brake Wear Indicators
Wear indicators should be no less than flush with
the housing. The Parking Brake must be applied.
− Wheels and Tires
Verify condition with no obstructions, covers or
damage.
LEFT MAIN
* – Tires Pressure
GEAR
Cold tire pressure should be within gray range.
For Legacy 600:
Gray range corresponds to 160 ± 4 psi.
For Legacy 650:
Gray range corresponds to 174 ± 4 psi.
NOTE: - According to the tire manufacturer, this
step should be performed before the first
flight of the day or three hours after
landing, in order to have a proper pressure
reading.
- Special attention should be given when
SB 145LEG-25-0078 is applied, regarding
tire pressure.
− Ground Safety Pin
Remove.
SOP-135/1664

2-05
REVISION 6 Page 13
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

− Flight Control Surfaces and Fairings
Flaps must be retracted, and Spoilers closed.
Surfaces are unobstructed and free from ice and
snow.
− Static Dischargers
Number and condition. Refer to the CDL for
dispatch with missing items.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Navigation and Strobe Lights

Clean and undamaged.
− Vortilons and Vortex Generators
Number and condition.
− Wing Leading Edge
LEFT Condition.
WING − Air Inlets, Outlets and Vent
No obstruction or damage.
− Access Doors and Panels
Secured.
− Direct Measuring Sticks
Pushed IN and with no leaks.
− Clear Ice Detector
Condition.
− Landing Light
Clean and undamaged.
− Fluid Drain Holes
No Leaks.
SOP-135/1664

2-05
Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

EXTERNAL INSPECTION CHECK

LEFT FWD − Ram Air Inlet

FUSELAGE No obstruction or damage.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

2-05
REVISION 6 Page 15
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

2-05
Page 16 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

DETAILED NORMAL PROCEDURES

NOTE: ∗ Items marked with an asterisk are to be performed at
least once a day, by flight crew or maintenance personnel,
at the operator's discretion.

INTERNAL SAFETY INSPECTION

The Internal Safety Inspection procedures must be performed before
the POWER UP.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHALLENGE RESPONSE PERFORMED BY

Maintenance Status .................................... CHECK .......... LSP&RSP

Manuals & Documents ............................... ON BOARD .............. RSP
Check for regulations in countries intended for flight and company
policy for the required on-board operational documents.
Other documents required by the operator's authority or company.
SOP-135/1664

2-09
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

Make sure that documents that are legally required to be on board

are really on board, such as:
– Certificate of Airworthiness.
– Copy of the Insurance Policy.
– Airplane Weighing document.
– The Crew handles the documents such as General
Declaration and passenger documentation.
– Technical Log.
– AFM.
– AOM.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– QRH.
– Approved MEL.
– Radio Station Certificate.
– Navigation Kit.
– Data such as Runway Analyses, Driftdown Analyses (if
applicable), En route Diversion Data and any other flight
analysis must also be on board.
– Even if the predicted en route meteorological information
does not foresee in-flight icing conditions, landing analysis
for both flaps 45° and flaps 22° must be carried on board.

CHALLENGE RESPONSE PERFORMED BY

Cockpit Emergency Equipment ................ CHECK ..................... RSP

Check for the availability, status and proper location of the following
equipment:
– Protective Breathing Equipment (PBE).
– Fire Extinguisher.
– Life Vests.
– Crash Axe.
– Escape Ropes.
– Oxygen Masks.
– Smoke Goggles.
– Flashlights.
SOP-135/1664

2-09
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Internal Light ............................................... AS REQUIRED ........ RSP

Circuit Breakers .......................................... CHECK .................... RSP
Verify all circuit breakers IN at the overhead panel, behind the LSP
and RSP seats to ensure agreement with maintenance status.
If any CB is pulled, check the reason for it and, if there is any
operational implication, advise the other pilot.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

OVERHEAD PANEL
IFE Button .................................................... PUSHED IN .............. RSP
PC POWER Button...................................... AS REQUIRED ........ RSP
ELECTRICAL Panel .................................... CHECK .................... RSP
GEN 1, 3, 2 & 4 Buttons .......................... PUSHED IN
GPU Button ............................................. PUSHED OUT
APU GEN Button ..................................... PUSHED IN
BATT 1 & 2 Knobs ................................... OFF
ESSENTIAL POWER Button ................... GUARDED OUT
BUS TIES Selector .................................. AUTO
SHED BUSES Selector ........................... AUTO
AC POWER Button (if applicable) ........... PUSHED IN
BACKUP Battery Button .......................... PUSHED IN
AVIONICS MASTER 1 & 2 Buttons ......... PUSHED OUT
EMERG LT Switch ....................................... OFF .......................... RSP
ENGINE 1 FIRE EXTG Handle .................... STOWED ................ RSP
SOP-135/1664

2-09
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

OVERHEAD PANEL (CONTINUED)

CHALLENGE RESPONSE PERFORMED BY

FUEL Panel ................................................ CHECK ..................... RSP

XFEED Knob .......................................... OFF
PUMP PWR TK 1 & 2 Selector ............... OFF
LEGACY 600
FUS TK XFER Knob .......................... OFF
LEGACY 650
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

XFER OVRD Button .......................... GUARDED IN (OFF)

MASTER FUEL XFER Knob.............. OFF
EXTERIOR LIGHTS .................................... CHECK ..................... RSP
NAV Switch ............................................. OFF
RED BCN Switch .................................... OFF
STROBE Switch ..................................... OFF
INSP Switch ............................................ OFF
FIRE Panel ................................................. CHECK ..................... RSP
APU FIRE EXTG Button ......................... GUARDED
BAGG FIRE EXTG Button ...................... GUARDED
APU CONTROL Panel ............................... CHECK ..................... RSP
APU MASTER Selector .......................... OFF
APU FUEL SHUTOFF Button ................. GUARDED OUT
POWERPLANT Panel ................................ CHECK ..................... RSP
IGNITION 1 & 2 Knobs ........................... AUTO
ENG 1 & 2 START/STOP Selectors ....... STOP
EXTERIOR LIGHTS .................................... CHECK ..................... RSP
LDG 1 Switch .......................................... OFF
NOSE Switch .......................................... OFF
LDG 2 Switch .......................................... OFF
SOP-135/1664

TAXI Switch ............................................ OFF

2-09
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

OVERHEAD PANEL (CONTINUED)

CHALLENGE RESPONSE PERFORMED BY

ENGINE 2 FIRE EXTG Handle .................... STOWED ................. RSP

FLIGHT CONTROLS Panel ......................... CHECK .................... RSP
AILERON SHUTOFF 1 & 2 Buttons ........ PUSHED IN
RUDDER SHUTOFF 1 & 2 Buttons ........ PUSHED IN
HYDRAULIC Panel ..................................... CHECK .................... RSP
ENG PUMP SHUTOFF Buttons .............. GUARDED OUT
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ELEC HYD PUMP 1 & 2 Knobs .............. OFF

EXT LT / CKPT PANEL ............................... CHECK .................... RSP
LOGO Switch (if applicable) .................... OFF
DOME Switch .......................................... AS REQUIRED
PASS SIGNS PANEL................................... CHECK .................... RSP
FSTN BELTS Switch ............................... OFF
NO SMKG Switch .................................... OFF
ICE PROTECTION Panel ............................ CHECK .................... RSP
ENG AIR INLET 1 & 2 Buttons ................ PUSHED IN
WING Button ........................................... PUSHED IN
STAB Button ............................................ PUSHED IN
WINDSHIELD Heating 1 & 2 Buttons ...... PUSHED OUT
SENSORS Buttons .................................. PUSHED IN
ICE DETECTION OVERRIDE Knob ....... AUTO
AIR CONDITIONING /
PNEUMATIC Panel................................. CHECK .................... RSP
RECIRC & GASPER Buttons .................. PUSHED IN
PACK 1 & 2 Buttons ................................ PUSHED OUT
ENG XBLEED Knob ................................ AUTO
ENG BLEED 1 & 2 Buttons ..................... PUSHED OUT
SOP-135/1664

APU BLEED Button ................................. PUSHED OUT

2-09
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

OVERHEAD PANEL (CONTINUED)

CHALLENGE RESPONSE PERFORMED BY

WINDSHIELD WIPER Knobs (if installed) OFF .......................... RSP

GLARESHIELD PANEL
Weather RADAR 1 & 2 Knobs .............. OFF .......................... RSP

MAIN PANEL
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ELT.....................................................ARMED or AUTO .......... RSP

NOTE: - ELT ARTEX 110-4 / C406-2 Models ARMED

- ELT SATORI 96 or 97 Models AUTO
IRS 1 & 2 Knobs (if applicable) ............ OFF .......................... RSP
Landing Gear Lever .............................. DOWN ...................... RSP

RIGHT SIDE PANEL

PASSENGER OXYGEN Panel ............. SET........................... RSP
Verify LATCHES Selector in AUTO position
Crew Oxygen Cylinder ............................... CHECK
"ON" POSITION ...... RSP SOP-135/1664

2-09
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

PEDESTAL PANEL
CHALLENGE RESPONSE PERFORMED BY

ELEV DISC Handle ...................................... PUSHED IN .............. RSP

AIL DISC Handle ......................................... PUSHED IN .............. RSP
GUST LOCK Lever ...................................... LOCKED .................. RSP
THRUST Levers ........................................... IDLE ......................... RSP
SPEED BRAKE Lever ................................. CLOSED .................. RSP
EMERG / PARK BRAKE Handle ................ APPLY ..................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: - Make sure that there is sufficient hydraulic pressure to

active the Emergency / Parking Brake system.
- If the airplane is pushed back for engine start and if the
start is performed with the APU, the crew may leave the
EMERG / PARK BRAKE Handle released as long as the
chocks are in place.
- To prevent hydraulic fluid transfer between systems, do as
follows:
- Before applying the EMERG / PARK BRAKE Handle,
press the brake pedals to full deflection and then pull
the EMERG / PARK BRAKE Handle.
- Before releasing the EMERG / PARK BRAKE Handle,
press the brake pedals to full deflection and then
release EMERG / PARK BRAKE Handle.
FLAP Lever .................................................. VERIFY POSITION . RSP
Make sure that the FLAP selected position is consistent with the
position observed during external inspection. If not, be aware that,
once the airplane is energized and the lever is lifted from the
detent, the flaps will move to the commanded position.

CAUTION: NEVER MOVE CONTROL SURFACES SUCH AS

FLAPS AND SPOILERS WITHOUT FIRST MAKING
SURE THAT THE WING AREA IS CLEAR.
SOP-135/1664

2-09
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

LANDING GEAR
EMERGENCY Compartment ................ CHECK ..................... RSP

Verify:
– Electrical Override switch is in the “NORMAL” position / locked.
– FREE FALL Lever is fully down.
Close the compartment.

NOTE: If, during the external inspection, one of the gear uplock
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

hooks is found mispositioned, the FREE FALL Lever may

be pulled for the uplock hook repositioning.
This procedure must be carried out with the gear pins in
place.

PASSENGER CABIN
Cabin Emergency Equipment ................... CHECK ..................... RSP
PBE Indicator.............................................. GREEN ..................... RSP
Emergency Exit .......................................... CLOSED&LATCHEDRSP
Emergency Exit Locking Pin
(if applicable) ......................................... REMOVE .................. RSP
Overwing Fueling Caps ............................. SECURED ................ RSP
Passenger Seats and Belts ....................... CONDITION ............. RSP
Galley and Toilet ........................................ CONDITION ............. RSP
BAGG Compartment Access Door ........... CLOSED&LOCKED . RSP
BAGG Compartment Door ........................ CLOSED................... RSP
Pocket Door ................................................ OPEN & LOCKED ... RSP
Curtains....................................................... STOWED .................. RSP

CAUTION: DURING TAXIING AND TAKEOFF OPERATIONS,

THE UPPER CABIN PARTITION MUST BE
REMOVED WHEN IT IS EXPECTED TO HAVE A
PASSENGER SEATED IN THE DIVAN
FORWARDMOST POSITION.
SOP-135/1664

2-09
Page 8 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

INTERNAL SAFETY INSPECTION (AIRPLANE

ALREADY ENERGYZED)
CHALLENGE RESPONSE PERFORMED BY

Internal Safety Inspection .......................... COMPLETE ............. RSP

FUEL QUANTITY and FUEL USED ............ CHECK & SET ......... RSP
APU FIRE EXTG Button.............................. GUARDED & NOT
ILLUMINATED ......... RSP
BAGG FIRE EXTG Button .......................... GUARDED & NOT
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ILLUMINATED ......... RSP

CREW / PAX OXYGEN Pressure ............... CHECK .................... RSP
Check the Crew and Passenger minimum oxygen pressure on the
MFD ECS page.
SOP-135/1664

2-09
REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

2-09
Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

POWER UP
The POWER UP procedures and checklist must be performed at every
crew’s first flight of the day or when a power down was required.
If receiving the airplane already powered up, verify compliance with all
items and perform the FIRE EXTINGUISHER Test.

APU START RECOMMENDATIONS

For APU start and operation, the following is recommended:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Starting cycle:
After First Attempt..............................................60 SECONDS OFF
After Second Attempt.........................................60 SECONDS OFF
After Third Attempt.............................................30 MINUTES OFF
In case of an unsuccessful APU start, or if BATT 1 OFF BUS is
followed by APU GEN OFF BUS, messages are displayed on EICAS,
the APU master switch must be set to OFF position, and time intervals
as stated above shall be observed before the next start attempt.
If during start ignition is not detected at about 30% engine speed, the
starter generator is de-energized. When the engine decelerates to
about 5% engine speed, the starter is automatically re-energized for
another start attempt (Swing Start). Swing Start is limited to one time
per start attempt.

CAUTION: DO NOT TOUCH THE PROBES IMMEDIATELY AFTER

AIRPLANE POWER UP (APU OR GPU) BECAUSE,
DURING FADEC INITIALIZATION, THE HEATERS ARE
ACTIVATED FOR 20 SECONDS AND TOUCHING THEM
CAN CAUSE INJURIES.
SOP-135/1664

2-13
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

APU START WITH BATTERIES

CHALLENGE ACTION PERFORMED BY

External & Internal Safety Inspection ...... COMPLETED ........... RSP

BATT 1 & 2 Knobs ...................................... AUTO ...................... RSP
Immediately after the batteries are switched ON, aural message
"AURAL UNIT OK" should be heard.

NOTE: Once the batteries are ON, the pilot must concentrate on
starting up the APU shortly, to save the batteries charge.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

AVIONICS MASTER 1 or 2 Button ............ PUSH IN ................... RSP

In order to save the batteries, only one of the AVIONICS MASTER
should be turned ON.
∗ Batteries Voltage .................................... CHECK ..................... RSP
Check battery voltage on the MFD.
If battery voltage is below 19 V, it must be replaced.
If battery voltage is below 24 V, report to the maintenance
personnel or recharge the affected battery using the APU
generator.
In case of recharging, it is recommended that battery 1 be turned
OFF before APU start. After APU start, wait 3 minutes then set
battery 1 to AUTO.
The minimum time for battery recharging is 30 minutes.
For cold soak operation, refer to AOM section 1-02-79 – “Operation
in Icing Conditions”.
Once the batteries are ON, the pilot must concentrate on starting
up the APU shortly, to save the batteries. Avoid, for example,
taking time to adjust the seat or to look at documents. Plan to do
these things after starting the APU and after its generator is ON.
SOP-135/1664

2-13
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

∗ BACKUP Battery Button.......................... PUSH OUT

THEN
PUSH IN ................... RSP
Momentarily release the BACKUP Battery Button and check if ISIS
remains operating normally.

NOTE: This action is not applied to airplanes S/N 484, 495, 528,
540 and 555.
AVIONICS MASTER 1 & 2 Buttons ............ PUSH OUT ............... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Once the battery charge is checked, AVIONICS MASTER 1 & 2

Buttons must be switched to OFF before starting the APU.
PUMP PWR TK 2 Selector .......................... ON ............................ RSP
– Select one of the TANK 2 fuel pumps and switch the PUMP
PWR WING TK 2 Selector to ON.
– If TANK 1 has more fuel than TANK 2, select XFEED knob to
Low 2 and select one of the TANK 1 fuel pumps, then switch the
PUMP PWR WING TK 1 Selector to ON.
SOP-135/1664

2-13
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

∗ FIRE DET TEST Button ........................... PRESS ..................... RSP

Press and hold (for at least 2 seconds) the Fire Detection Test
button and, at the same time, observe the following EICAS
messages, lights and warnings:
– Aural Fire Warning.
– ENGINE 1 & 2 FIRE EXTG Handle illuminated.
– BAGG FIRE EXTG button illuminated.
– Warning / Caution Lights flashing.
– EICAS messages:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Warning: APU FIRE, ENG 1 (2) FIRE, BAGG SMOKE.

Caution: APU FIREDET FAIL, E1 (2) FIREDET FAIL.

NOTE: If the FIRE DET TEST Button is held for less than 2
seconds, the BAGG FIRE EXTG button may remain
illuminated. If it happens, repeat the test.
If it is necessary to repeat the test, wait at least 6 seconds
to press the TEST button.
On the ground, if FIRE DET TEST Button is held for more
than 10 seconds with the APU running, the APU will
automatically shutdown.
APU MASTER Selector .............................. ON/WAT
3 SEC/START .......... RSP
Turn the selector to ON, wait 3 seconds, and then momentarily turn
it to START.
Monitor APU EGT and RPM increasing within limits.
The APU generator will come online after RPM exceeds 95%.

NOTE: Start the APU only 30 seconds after the airplane is

energized, to prevent disturbances in the IRS (AHRS, if
applicable) initialization.
Following every APU start attempt, allow 3 minutes of APU
warm-up before adding pneumatic load. This is particularly
important after unsuccessful APU start attempts, so as to
permit that excessive fuel accumulated during the previous
start attempts is burned, preventing fuel odor inside the
cabin/cockpit.
SOP-135/1664

2-13
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

AVIONICS MASTER 1 & 2 Buttons ............ PUSH IN ................... RSP

Verify voltage and amperage on the electrical page. Amperage
may be greater than 400 A (APU GEN OVLD may appear on the
EICAS) at first, while the APU recharges the batteries. Do not bring
any additional load online until amperage is below 400 A.
If the message APU GEN OVLD appears before Avionics Master is
turned to ON, wait a few seconds until the message disappears
and then turn the Avionics Master to ON.
EXTERIOR & Internal Lights ...................... AS REQUIRED ........ RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NAV Lights Switch ................................... ON ............................ RSP

Turn the NAV lights ON, even during day or night.
NAV lights ON show the ramp personnel that the airplane is
powered up and make wingtips and tail end more visible to
people driving vehicles and other airplanes in the proximity
of the airplane.
The LOGO light may also be switched ON during nighttime.
PB LT Switch ........................................... CHECK ..................... RSP
Moving the PB LT Switch to the TEST position will illuminate all
the bars and button annunciators.

NOTE: The ENGINE 1 & 2 FIRE EXTG Handle, APU FIRE

EXTG Button, BAGG FIRE EXTG Button, GUST LOCK
indication lights, GPU AVAIL annunciator, digital
pressurization control button and ATTD CALL button
will not illuminate and will not be tested.
SOP-135/1664

2-13
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

--------------------WAIT 3 MINUTES AFTER APU START---------------------

CHALLENGE ACTION PERFORMED BY

APU BLEED Button .................................... AS REQUIRED ........ RSP

AIR CONDITIONING/PNEUMATIC Panel .. AS REQUIRED ........ RSP
Should it be necessary to climatize the airplane:
Temperature Control Knobs ................... .AUTO....................... RSP
PACK 1 & 2 Buttons ............................... PUSH IN ................... RSP
ENG XBLEED Knob ............................... .OPEN ...................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

APU BLEED Button ................................ .PUSH IN .................. RSP

If Pack 2 control by galley or VIP seats controller is desired,
select the corresponding knob to ATTD.

NOTE: - Turn Pack 2 to OFF during forward lavatory and potable

water servicing in order to avoid the ingestion of foreign
objects by the ducts.
- If only PACK 2 is capable of keeping a comfortable cabin
temperature, PACK 1 can be left OFF until after both engines
are running (after going through the After Start Checklist), in
order to reduce the external noise in the vicinity of the main
passenger door for better passenger comfort.
- To avoid the possibility of ice formation on the Air
Conditioning System (ACS), do not select “AUTO FULL
COLD” position after cabin/cockpit cooling down (pull down).
Set the ACS as required.
- With continuous operation of the ACS positioned at "AUTO
FULL COLD", select the “AUTO FULL HOT” position for one
minute, at every 30 minutes and before takeoff. This
procedure will not cause a significant increase in the internal
temperature of the aircraft.
- SHED BUSES Knob must be set to OVRD position to turn
ON the Cockpit & Passenger Cabin Recirculation Fans and to
activate the IFE system when the electrical system is
energized by the APU generator only.
SOP-135/1664

2-13
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

APU START WITH GPU

CHALLENGE ACTION PERFORMED BY

External & Internal Safety Inspection ....... COMPLETED ........... RSP

BATT 1 & 2 Knobs ...................................... AUTO ....................... RSP
Immediately after the batteries are switched ON the aural message
"AURAL UNIT OK" should be heard.
AVIONICS MASTER 1 or 2 Button ............. PUSH IN ................... RSP
In order to save the batteries, only one of the AVIONICS MASTER
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

should be turned ON.

∗ Batteries Voltage...................................... CHECK .................... RSP
Check battery voltage on the MFD.
If battery voltage is below 19 V, it must be replaced.
If battery voltage is below 24 V, report to the maintenance
personnel or recharge the affected battery using the APU
generator.
In case of recharging, it is recommended that battery 1 be turned
OFF before APU start. After APU start, wait 3 minutes and then set
battery 1 to AUTO.
The minimum time for battery recharging is 30 minutes.
While GPU is energizing the airplane electrical system, batteries
will not be recharged.
For cold soak operation, refer to AOM section 1-02-79 - "Operation
In Icing Conditions".
∗ BACKUP Battery Button.......................... PUSH OUT
THEN
PUSH IN ................... RSP
Momentarily release the BACKUP Battery Button and check if ISIS
remains operating normally.

NOTE: This action is not applied to airplanes S/N 484, 495,

528, 540 and 555.
GPU Voltage ................................................ CHECK .................... RSP
Check the ELEC page on the MFD if voltage is within 28.0 V
(-2.0 V / + 1.0 V).
SOP-135/1664

2-13
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

GPU Button ................................................. PUSH IN ................... RSP

When the GPU Button is pushed in, the "GPU AVAIL" inscription
goes OFF and the white stripe lights up.
AVIONICS MASTER 1 & 2 Buttons ........... PUSH OUT ............... RSP
Once the Batteries and GPU voltage are checked, AVIONICS
MASTER Buttons 1 & 2 must be turned OFF.
PUMP PWR TK 2 Selector ......................... ON ............................ RSP
– Select one of the TANK 2 fuel pumps and switch the PUMP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PWR WING TK 2 Knob to ON.

– If TANK 1 has more fuel than TANK 2, select FUEL XFEED
knob to Low 2 and select one of the TANK 1 fuel pumps, then
switch the PUMP PWR WING TK 1 Knob to ON.
∗ FIRE DET TEST Button ........................... PRESS ..................... RSP
Press and hold (for at least 2 seconds) the Fire Detection Test
button and, at the same time, observe the following EICAS
messages, lights and warnings:
– Aural Fire Warning
– ENGINE 1 & 2 FIRE EXTG Handle illuminated
– BAGG FIRE EXTG button illuminated
– Warning / Caution Lights flashing
– EICAS messages:
Warning: APU FIRE, ENG 1 (2) FIRE, BAGG SMOKE
Caution: APU FIREDET FAIL, E1 (2) FIREDET FAIL

NOTE: If the FIRE DET TEST Button is held for less than 2
seconds, the BAGG FIRE EXTG button may remain
illuminated. If it happens, repeat the test.
If it is necessary to repeat the test, wait at least 6 seconds
to press the TEST button.
On the ground, if FIRE DET TEST Button is held for more
than 10 seconds with the APU running, the APU will
automatically shutdown.
SOP-135/1664

2-13
Page 8 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

APU MASTER Selector ............................... ON/WAIT

3 SEC/START .......... RSP
Turn the selector to ON, wait 3 seconds, and then turn it
momentarily to START.
Monitor APU EGT and RPM increasing within limits.
The APU generator will come online after RPM exceeds 95%.

NOTE: Start the APU only 30 seconds after the airplane is

energized, to prevent disturbances in the IRS (AHRS, if
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

applicable) initialization.
Following every APU start attempt, allow 3 minutes of APU
warm-up before adding pneumatic load. This is particularly
important after unsuccessful APU start attempts, so as to
permit that excessive fuel accumulated during the previous
start attempts is burned, preventing fuel odor inside the
cabin/cockpit.
GPU Button ................................................. PUSH OUT ............... RSP
Crew must deselect the GPU as soon as the APU is running and
stable to prevent the ground crew from disconnecting it while it is
still powering the buses, which causes an unwanted transient.
AVIONICS MASTER 1 & 2 Buttons ............ PUSH IN ................... RSP
Verify voltage and amperage on the electrical page. Amperage may
be greater than 400 A (APU GEN OVLD may appear on the
EICAS) at first, while the APU recharges the batteries. Do not bring
any additional load online until amperage is below 400 A.
If the message APU GEN OVLD appears before Avionics Master is
turned to ON, wait a few seconds until the message disappears
and then turn the Avionics Master to ON.
SOP-135/1664

2-13
REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

EXTERIOR & Internal Lights ..................... AS REQUIRED ........ RSP

NAV Lights Switch ................................ ON ............................ RSP
Turn the NAV lights ON, even during day or night.
NAV lights ON show the ramp personnel that the airplane is
powered up, and also make wingtips and tail end more visible to
people driving vehicles in the proximity of the airplane.
The LOGO light may also be switched ON during nighttime.
PB LT Switch ......................................... CHECK ..................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Moving the PB LT Switch to the TEST position will illuminate all

the bars and button annunciators.

NOTE: The ENGINE 1 & 2 FIRE EXTG Handle, APU FIRE

EXTG Button, BAGG FIRE EXTG button, GUST LOCK
indication lights, GPU AVAIL annunciator, digital
pressurization control button and ATTD CALL button
will not illuminate and will not be tested.

SOP-135/1664

2-13
Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

-----------------------WAIT 3 MINUTES AFTER APU START--------------------

CHALLENGE ACTION PERFORMED BY

APU BLEED Button .................................... AS REQUIRED ........ RSP

AIR CONDITIONING/PNEUMATIC Panel ... AS REQUIRED ........ RSP
Should it be necessary to climatize the airplane:
Temperature Control Knobs ................. .AUTO ...................... RSP
PACK 1 & 2 Buttons .............................. PUSH IN ................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ENG XBLEED Knob ............................... .OPEN ...................... RSP

APU BLEED Button ............................... .PUSH IN .................. RSP
If Pack 2 control by galley or VIP seats controller is desired,
select the corresponding knob to ATTD.

NOTE: - Turn Pack 2 to OFF during forward lavatory and potable

water servicing in order to avoid the ingestion of foreign
objects by the ducts;
- If only PACK 2 is capable of keeping a comfortable cabin
temperature, PACK 1 can be left OFF until after both engines
are running (after going through the After Start Checklist), in
order to reduce the external noise in the vicinity of the main
passenger door for better passenger comfort;
- To avoid the possibility of ice formation on the Air
Conditioning System (ACS), do not select “AUTO FULL
COLD” position after cabin/cockpit cooling down (pull down).
Set the ACS as required;
- With continuous operation of the ACS positioned to "AUTO
FULL COLD", select the “AUTO FULL HOT” position for one
minute, at every 30 minutes and before takeoff. This
procedure will not cause a significant increase in the internal
temperature of the aircraft.
- SHED BUSES Knob must be set to OVRD position to turn
ON the Cockpit & Passenger Cabin Recirculation Fans and to
activate the IFE system when the electrical system is
energized by the APU generator only.
SOP-135/1664

2-13
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

GPU POWER AND EXTERNAL PNEUMATIC SOURCE (NO APU)

When APU is unserviceable, it is recommended that a GPU be used in
conjunction with an External Pneumatic Start Unit to start the engines.
NOTE: - The External Pneumatic Start Unit output must be set
between 40 and 45 psi.
- Engine Start relying on the airplane batteries as the sole
source of electrical power is possible, but it puts a heavy
stress on the batteries because of the amount of time
required to power the airplane systems. If the batteries are
not properly charged, spurious messages and indications
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

may occur as battery voltages drop below minimum

acceptable levels.
CHALLENGE ACTION PERFORMED BY

External & Internal Safety Inspection ...... COMPLETED ........... RSP

BATT 1 & 2 Knobs ...................................... AUTO ....................... RSP
Immediately after the batteries are switched ON the aural message
"AURAL UNIT OK" should be heard.
AVIONICS MASTER 1 & 2 Buttons ........... PUSH IN ................... RSP
Make sure that both AVIONICS MASTER Buttons are Pushed IN.
∗ Batteries Voltage ..................................... CHECK ..................... RSP
If battery voltage is below 19 V, it must be replaced.
If battery voltage is below 24 V, report to the maintenance
personnel or recharge the affected battery using the engine
generators.
In case of recharging the batteries by engine generators, it is
recommended that battery 1 be turned OFF before GPU
disconnection. After GPU disconnection, wait 3 minutes, and then
select battery 1 to AUTO.
While GPU is energizing the airplane electrical system, batteries
will not be recharged.
The minimum time for battery recharging is 30 minutes.
For cold soak operation, refer to AOM section 1-02-79 - "Operation
In Icing Conditions".
SOP-135/1664

2-13
Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

∗ BACKUP Battery Button.......................... PUSH OUT

THEN
PUSH IN ................... RSP
Momentarily release the BACKUP Battery Button and check if ISIS
remains operating normally.

NOTE: This action is not applied to airplanes S/N 484, 495, 528,
540 and 555.
GPU Voltage ................................................ CHECK .................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Check on the ELEC page, on the MFD, if the voltage is within

28.0 V (-2.0 V / +1.0 V).
GPU Button ................................................. PUSH IN ................... RSP
When the GPU Button is pushed in, the "GPU AVAIL" inscription
goes OFF and the white stripe lights up.
EXTERIOR and Internal Lights .................. AS REQUIRED ........ RSP
NAV Lights Switch................................. ON ............................ RSP
Turn the Navigation lights ON, even during day or night.
NAV lights ON show the ramp personnel that the airplane is
powered up, and also make wingtips and tail end more visible to
people driving vehicles in the proximity of the airplane.
The LOGO light may also be switched ON during nighttime.
PB LT Switch .......................................... CHECK .................... RSP
Moving the PB LT Switch to the TEST position will illuminate all
the bars and button annunciators.

NOTE: The ENGINE 1 & 2 FIRE EXTG Handle, APU FIRE

EXTG Button, BAGG FIRE EXTG button, GUST LOCK
indication lights, GPU AVAIL annunciator, digital
pressurization control button and ATTD CALL button
will not illuminate and will not be tested.
SOP-135/1664

2-13
REVISION 6 Page 13
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

∗ FIRE DET TEST Button ........................... PRESS ..................... RSP

Press and hold (for at least 2 seconds) the FIRE DET TEST Button
and, at the same time, observe the following EICAS messages,
lights and warnings:
– Aural Fire Warning
– ENGINE 1 & 2 FIRE EXTG Handle illuminated
– BAGG FIRE EXTG button illuminated
– Warning / Caution Lights flashing
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– EICAS messages:
Warning: APU FIRE, ENG 1 (2) FIRE, BAGG SMOKE
Caution: APU FIREDET FAIL, E1 (2) FIREDET FAIL

NOTE: If the FIRE DET TEST Button is held for less than 2
seconds, the BAGG FIRE EXTG button may remain
illuminated. If it happens, repeat the test.
If it is necessary to repeat the test, wait at least 6
seconds to press the TEST button.

SOP-135/1664

2-13
Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

APU SHUTDOWN
CHALLENGE RESPONSE PERFORMED BY

APU STOP Button ....................................... PRESS ..................... RSP

Monitor APU EGT decreasing and RPM reaching zero.

NOTE: The APU should be shutdown while loaded, that is, with
APU BLEED and APU GEN ON, or immediately after the
load is removed (within 10 seconds) – (Reference -
Hamilton Sundstrand – SIL 352-APU Turbine Wheel Life
Enhancement – Legacy 600/650).
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PUMP PWR TK 1 & 2 Selectors ................. AS REQUIRED ........ RSP

APU MASTER Selector ............................... OFF .......................... RSP
Check APU SOV CLOSED message on the EICAS Display within
10 seconds.

NOTE: After pressing the APU Shutdown button, the RPM and
EGT APU indications on the EICAS Display will decrease.
When the APU Speed reaches 10% RPM or less, the pilot
should select APU MASTER Selector to OFF. The RPM
and EGT indications will be replaced by OFF inscription.
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REVISION 6 Page 15
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

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Page 16 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

BEFORE START (FIRST FLIGHT)

TO BE PERFORMED ON THE FIRST FLIGHT OF THE DAY OR
FIRST FLIGHT BY THE CREW / AIRPLANE COMBINATION.
CHALLENGE RESPONSE PERFORMED BY

External & Internal Safety Inspection ....... COMPLETED........... RSP

Seat, PEDALs and Seat Belts ................... ADJUST ......... LSP&RSP
CVR .............................................................. TEST ........................ LSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

When pressing the CVR TEST button check if the STATUS LED
stays illuminated for about one second.
ELECTRICAL Panel ................................... SET .......................... LSP
CHECK IF:
GEN 1, 3, 2 & 4 Buttons ................................ PUSHED IN
GPU Button ................................................... AS REQUIRED
APU GEN Button ........................................... PUSHED IN
BATT 1 & 2 Knobs......................................... AUTO
ESSENTIAL POWER Button ........................ GUARDED OUT
BUS TIES Selector ........................................ AUTO
SHED BUSES Selector ................................. AS REQUIRED

SHED BUSES Selector must be set to OVRD to operate the

galley oven, recirculation fans and to activate the IFE system
when the electrical system is energized by the APU generator.
AC POWER Button (if applicable) ................. PUSHED IN
BACKUP Battery Button ................................ PUSHED IN
AVIONICS MASTER 1 & 2 Buttons .............. PUSHED IN

EMERG LT Switch....................................... CHECK ARM .......... LSP

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2-17
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

COCKPIT LIGHTS ...................................... AS REQUIRED ........ LSP

Adjust the OVHD PNL LIGHT Controller, MAIN PANEL and
PEDESTAL Lights.
Set DOME light as required.
FUEL Panel ................................................ SET & CHECK ......... LSP
Check if onboard fuel quantity (lb/kg) matches the required fuel for
the intended flight.
Select the fuel pumps according to the alternating policy in use.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

If the APU is running, feed it from the wing tank that has more fuel.
Reset the fuel used readout on the MFD Fuel page.
Check the Fuselage Tanks Transfer System according to the
procedure that follows:

NOTE: The test must be performed only if there is fuel in the

auxiliary tanks.
– Set FUS 1 on the overhead fuel panel and keep it in this
position for at least 10 seconds.
– Check the MFD Fuel Page for pump indications.
FWD tank must display pump A or B indication. Alternate the
FWD pumps and check if the other pump (A or B) is displayed.
AFT tank must display pump A indication.

LEGACY 600 ONLY

Repeat the procedure for FUS 2 system.
LEGACY 650 ONLY
Repeat the procedure for FUS 2 and VENTRAL TANK system.

NOTE: During the test, the EICAS Caution FUEL XFER

OVERFLOW may be displayed.
Turn the Fuselage Transfer System to OFF.
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Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

∗ FIRE DET TEST Button ............................ PRESS ..................... RSP

Press and hold (for at least 2 seconds and no more than 10
seconds) the FIRE DET TEST Button and, at the same time,
observe the following EICAS messages, lights and warnings:
– Aural Fire Warning
– Fire Extinguisher handles illuminated
– BAGG FIRE EXTG button illuminated
– Warning / Caution Lights flashing
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– EICAS messages:
WARNING: WARNING: APU FIRE, ENG 1 (2) FIRE, BAGG
SMOKE
CAUTION: CAUTION: APU FIREDET FAIL, E1 (2)
FIREDET FAIL
NOTE: If it is necessary to repeat the test, wait at least 6 seconds
to press the TEST button.
If the FIRE DET TEST button is held for less than 2
seconds, the BAGG FIRE EXTG button may remain
illuminated. If it happens, repeat the test.
SOP-135/1664

2-17
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

POWERPLANT Panel ................................. SET...........................RSP

IGNITION 1 & 2 Knobs ........................... AUTO........................RSP
TAKEOFF DATA SET Controller ............ SET...........................RSP
Proceed as follows to enter the takeoff data:
– Select the T/O page on the MFD.
– Press the STORE button once and verify the white mark
beside the T/O MODE line, which means that it is prompting
for the selection of engine takeoff thrust rating mode.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Use the DEC/INC knob to select the takeoff thrust rating

mode.
NOTE: As a general guideline, the lower engine thrust
rating mode should always be used if the
airplane's performance for the prevailing ambient
conditions and the intended departure runway
allows it.
– Press the STORE button one more time and the white mark
will move to the REF TO TEMP line.
– Use the DEC/INC knob again to select the reference local
temperature. Each movement of the knob will change the
reference temperature by 1°C.
– Press the STORE button one more time and the white mark
will move to the FADEC REF A-ICE line.
– Use the DEC/INC knob to select FADEC REF A-ICE to ON or
OFF.
If there are chances of ice being encountered during
takeoff, FADEC REF A-ICE must be set to ON, so that the
FADEC allows an ITT margin for the anti-icing ON
condition.
If FADEC REF A-ICE is set to ON, the takeoff
performance-limitations must be based on the AFM and/or
Takeoff Analysis Software in icing conditions.
SOP-135/1664

2-17
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

The following FADEC REF A-ICE Policy must be observed

when setting it to ON or OFF:
Whenever temperature on the ground is at or below 10°C
(50°F) and there is visible moisture in the air, it must be
assumed that icing conditions are present. Under these
circumstances, the use of engine anti-icing (anti-icing
override switch to ENG) is mandatory.
The anti-icing system works in a way that, if any ice is
detected at a speed above 25 kt, the whole ice protection
system goes ON.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Press STORE Button to complete the TAKEOFF DATA.

CHALLENGE RESPONSE PERFORMED BY

ENG 1 & 2 START/STOP Selectors ...... STOP ....................... RSP

FLIGHT CONTROLS Panel ......................... CHECK .................... RSP
AILERON SHUTOFF 1 & 2 Buttons ........ PUSHED IN
RUDDER SHUTOFF 1 & 2 Buttons ........ PUSHED IN
HYDRAULIC Panel ..................................... CHECK ................... RSP
ENG PUMP SHUTOFF Buttons ......... GUARDED OUT
ELEC HYD PUMP 1 & 2 Knobs ......... CHECK/THEN OFF
Check if the pump is working on both positions (AUTO and
ON).
The ELEC HYD PUMPs should NEVER be switched ON if
batteries are the sole source of electrical power. Wait until
the APU or a GPU is available before switching ON the
ELEC HYD PUMPs.
Select the MFD HYD page and switch ELEC HYD PUMPs 1
and 2 (one at a time) to AUTO.
– Make sure that the indicated pressures are within 2900 ±
200 psi.
– Check also if the hydraulic fluid quantity indications of
systems 1 and 2 are on the “green band”.
SOP-135/1664

2-17
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

PASS SIGNS Panel .................................... SET...........................RSP

– Turn FSTN BELTS Switch to ON after finishing refueling the
airplane.
– Turn NO SMKG Switch to ON.
CHALLENGE RESPONSE PERFORMED BY

ICE PROTECTION Panel ............................ SET...........................RSP

ENG AIR INLET 1 & 2 Buttons ............... PUSHED IN
WING Button ........................................... PUSHED IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

STAB Button ........................................... PUSHED IN

WINDSHIELD Heating 1 & 2 Buttons ..... AS REQUIRED
The WINDSHIELD Buttons must be PUSHED IN only if
windshield defogging or deicing is required.
SENSORS Buttons ................................. PUSHED IN
ICE DETECTION OVERRIDE Knob ....... AUTO

SOP-135/1664

2-17
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

AIR CONDITIONING / PNEUMATIC Panel . SET .......................... RSP

RECIRC & GASPER Buttons ............................. PUSH IN
PACK 1 & 2 Buttons ........................................... AS REQUIRED
Set the panel according to the source bleed / engine start:
ENGINE START ASSISTED BY THE APU
ENG XBLEED Knob ...................................... OPEN OR AUTO
ENG BLEED 1 & 2 Buttons ........................... PUSH OUT
APU BLEED Button ....................................... PUSH IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ENGINE START WITH GPU AND LPU

GPU Button ................................................... PUSH IN
PACK 1 & 2 Buttons ...................................... PUSH OUT
ENG XBLEED Knob ...................................... OPEN
ENG BLEED 1 & 2 Buttons ........................... PUSH OUT
APU BLEED Button ....................................... PUSH OUT
LPU ............................................................... CONNECT

ENGINE START WITH BATTERIES AND LPU

PACK 1 & 2 Buttons ...................................... PUSH OUT
ENG XBLEED Knob ...................................... OPEN
ENG BLEED 1 & 2 Buttons ........................... PUSH OUT
APU BLEED Button ....................................... PUSH OUT
LPU ............................................................... CONNECT
WINDSHIELD WIPER Knobs
(if applicable) ......................................... OFF .......................... RSP
SOP-135/1664

2-17
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Oxygen Press & Masks ............................. CHECK

100% ................ LSP/RSP
Both pilots must check their masks for supply of oxygen and for
microphone functionality. The masks must be set to 100% oxygen.

NOTE: Both pilots must adjust the respective goggles.

The MFD ECS page must be checked for available crew/passenger
oxygen pressure.
The minimum oxygen pressure values for dispatch are:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

MIN PRESS
CREW OXYGEN
AT 21°C (70°F)
LSP and RSP 1130 psi
LSP, RSP and Observer 1570 psi

MIN PRESS
PASSENGER OXYGEN
AT 21°C (70°F)
Airplane equipped with one cylinder
1730 psi
(77 cu ft)
Airplane equipped with two cylinders
1250 psi
(77 cu ft) (optional)
Airplane equipped with one cylinder
1570 psi
(115.7 cu ft) (optional)
Airplane equipped with one cylinder
1040 psi
(77 cu ft and 115.7 cu ft) (optional)
NOTE: The minimum oxygen pressure for dispatch was
calculated considering an ambient temperature of 21°C
(70°F). For other temperatures, refer to Oxygen
Pressure Correction Chart on AOM Section 2-16.
SOP-135/1664

2-17
Page 8 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

Perform a mask complete check as follows:

– Select the MASK position on the Audio Panel;
– Set the mask to 100%;
– Select SPKR on the Audio Panel and set the volume to mid-
range;
– Select HOT MIC on the control wheel communication switch;
– Actuate the test button on the mask stowage location. Check if
the blinker changes color (1);
– The OXY ON flag must appear on the stowage box (1);
– For EROS masks: While maintaining the RESET TEST lever
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

(TEST/SHUTOFF sliding control) depressed, check if the blinker

changes color momentarily, then depress the PRESS-TO-TEST
regulator for 1 second;
– For Puritan Bennett or B/E Aerospace masks: Set the
regulator's control knob to EMERGENCY and momentarily
actuate the test button on the mask stowage location;
– Check that the blinker changes color;
– The OXY ON flag must appear on the box (1);
– The sound of oxygen flowing must be heard momentarily on the
speaker, thereby assuring the microphone electrical integrity;
– Set the mask to 100% (1);
– After finishing the test, select the BOOM position on the Audio
Panel.
(1) Applicable only to Puritan Bennett or B/E Aerospace masks.
SOP-135/1664

2-17
REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

If there is an observer on the jump seat, check the observer oxygen

mask as follows:
– Select the MASK position on the observer Audio Panel;
– Set the mask to 100%;
– Select SPKR on the Audio Panel and set the volume to mid-
range;
– Select HOT MIC on the control wheel communication switch;
– For EROS masks: Depress the PRESS-TO-TEST regulator for
1 second; or
– For Puritan Bennett or B/E Aerospace masks: Turn the regulator
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

knob to the EMERGENCY position momentarily and then turn

back the knob to 100% position;
– The sound of oxygen flowing must be heard momentarily on the
speaker, thereby assuring the microphone electrical integrity;
– After finishing the test, select the BOOM position on the Audio
Panel.
CHALLENGE RESPONSE PERFORMED BY

Glareshield Lights Control Panel ............. AS

REQUIRED .... LSP&RSP

Weather RADAR 1 & 2 Knob ..................... TEST &

STANDBY ........ LSP/RSP
– Select MFD page and WX through the MFD bezel.
– Set the Weather RADAR Knob to TST position and wait for
indication on the MFD.
– Set the Weather RADAR Knob to SBY position.

Display Controller Panel ........................SET... ............... LSP & RSP

– Press FULL/WX Button for Full Compass format or Arc format.
– Select NAV or FMS as the PFD lateral navigation mode.
– BRG circle (O) to OFF, NAV1, ADF1 or FMS1 as required.
– BRG diamond (◊) to OFF, NAV2, ADF2 or FMS2 as required.
– DH on the PFD as appropriate.
SOP-135/1664

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Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Flight Guidance Controller ........................ AS

REQUIRED ...... LSP/RSP
Autopilot................................................... CHECK
THEN OFF ....... LSP/RSP
The PF assigned for the flight must carry out the AUTOPILOT
check as follows:
– Release the GUST LOCK Lever, bring the control column to its
midcourse position, between full up and full down.
– Select the AP to PF side and engage it, verifying the "AP" and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"YD" indications on the PFD.

– Press the AP/PUSHER/TRIM button on the control wheel and
check if the AP is disengaged and if the respective indications
on the PFD disappeared.
NOTE: When the wind is strong enough to force the horizontal
stabilizer, an automatic pitch trim action may occur if the
airplane is on the ground and the autopilot is engaged.
CLOCKS ...................................................... SET .................. LSP/RSP

LSP/RSP set the respective CLOCKS.

– Set date, time and flight number (if applicable)
Both pilots check time on FMS.
Reset the Chronometers.
SOP-135/1664

2-17
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

IRS 1 & 2 Knobs ......................................... NAV ..................LSP/RSP

Enter Present Position through FMS on both CDUs.
The initial alignment must be performed by setting the MSU switch
to NAV.
Make sure that the airplane is not moved or bumped during the
alignment process. Alignment time varies with latitude.
It is necessary to enter the airplane present position through the
FMS CDU to complete the initial alignment.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: The IRS knob should never be moved to ATT on ground. If

for any reason it is set to ATT, restart the alignment
process from scratch by setting the knob to OFF then back
to NAV.
AHRS (if applicable) ................................... SET...........................RSP
Enter Present Position through FMS CDU.
Digital Audio Panel .................................... SET...................LSP/RSP
Select the microphone and audio reception buttons as required
and adjust the volume levels.
REVERSIONARY 1 & 2 Panels .................. CHECK .............LSP/RSP
MFD Knob ............................................... NORMAL
ADC Button ............................................ PUSHED OUT
IRS (AHRS if applicable) Button ............ PUSHED OUT
SG Button .............................................. PUSHED OUT
SOP-135/1664

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Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Flight Instruments ...................................... SET&

X-CHECK ......... LSP/RSP
Verify:
– Airspeed tapes not showing speed.
– EADIs leveled and flag-free.
– Initial assigned altitude on the ALT SEL.
– Crosscheck PFDs altitude tape indications.
Set altimeter setting on PFDs, QNH (QHE if applicable), and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

cross-check it with the field elevation.

CAUTION: VNAV IS PROHIBITED ON QFE OPERATIONS.

– Both Vertical Speed Indications (VSI) showing zero.
– EHSIs with the courses selected according to the intended
departure procedure or runway course for a possible return and
select lateral/vertical modes for the departure.
– EHSIs and magnetic compass flag free and showing the same
magnetic heading.
NOTE: In case of heading split, check if there are ferrous structures or
other magnetic interference sources close to the airplane,
and/or move the airplane to a different location.
– Weather set on PFD and/or MFDs MAP page as required.
– It is recommended that PM sets the Terrain on MFD up to MSA.
– Set the MFDs MAP page menu as required.
– TCAS should be always displayed on both MFDs.
NOTE: Set both VORs to the same station and X-Check. If the
bearing difference is greater than 4°, register it in the airplane
flight log book.
If the clearance is not available, select the requested altitude
minus 100 ft as a reminder until have the cleared altitude from
the ATC.
SOP-135/1664

2-17
REVISION 6 Page 13
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

ISIS .............................................................. SET & CHECK .........RSP

The airplane must not be moved during the first 90 seconds after
power-up, while the ISIS is undergoing alignment. Moving the
airplane during this period can cause in-flight attitude indication
errors that are not noticeable on ground.
After the Integrated Standby Instruments System (ISIS)
initialization, adjust the altimeter setting QNH (QFE if applicable),
then compare its indication with PFDs Attitude and Altitude.
Speed Bugs ................................................ SET...........................RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Set V1, VR, and V2 on the MFD according to the runway analysis.
Set the VAP bug to VREF 45 plus 5 kt (or plus wind correction,
whichever is greater) so, if an air return is to be carried out, the final
approach speed is already set.
The wind correction to be added to the VAP is limited to 15 kt.
The VFS is shown at the upper left corner of the PFD and is set
through the SPD button.
MFD SYS Pages ......................................... CHECK ......... LSP & RSP
– Select T/O page on the MFD and check the ENGINE OIL
LEVEL.
NOTE: The Minimum Dispatch Oil Quantity is 8 quarts before
engine start or 6 quarts after engine start.
– Select and check other systems page.
SOP-135/1664

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Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

RMU .............................................................. SET .................. LSP/RSP

– Set COMM and NAV radios.
PF assigned for the flight must set the COMM and NAV
frequencies as appropriate for the expected SID or departure
procedure.
The use of the VHF COMM setting must follow the arrangement
described below:
COMM 1: ATC.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

COMM 2: Company frequency, ATIS, VOLMET, (121.5) and

air-to-air broadcast, etc.
COMM 3 (if available): DATA (for ACARS communication).
– TCAS Test.
– Verify if the ATC/TCAS window is in STBY.
– Select the ABOVE function.
– Test the TCAS.
– Place the yellow cursor box over the code.
– Press the RMU test button for 5 to 7 seconds until the
test OK message shows on the RMU and the "TCAS
TEST, PASSED" aural annunciation is heard.
– To insert CALL SIGN on the RMU, select PAGE button and
press ATC/TCAS line select key.
SOP-135/1664

2-17
REVISION 6 Page 15
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

FMS.............................................................. SET...................LSP/RSP
The PF must enter all the data into the FMS, including passengers’
number and cargo data. So, the FMS initialization includes the
check to see if the DATABANK is still valid, the check for correct
date and time and for possible messages related to the status of
the FMS. If the flight plan needs to be entered, it can be done at
this time. It is recommended that the FMS be used in dual mode. In
case of single operation, the flight plan must be copied by the PF
from his FMS to the other to ensure consistency among flight plans.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

If VNAV is installed and it is intended to use PERF INIT Page 2, it

is suggested that both LSP and RSP carefully set the descent
schedule regarding:
– the difference from cruise schedule (if VFLC is intended), and
– the descent angle (if VPATH is intended).
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
DESCENT SPEEDS OR HIGH DESCENT ANGLES
ON FMS SETTINGS MIGHT CAUSE
UNCOMFORTABLE PITCH CHANGES.
To activate the VNAV (if applicable), the crew must close the flight
plan with a destination and complete all performance initialization
data. The ACTIVE FLIGHT PLAN page and PROGRESS page 2
display VNAV information.

CAUTION: VNAV IS PROHIBITED IN QFE OPERATIONS.

SOP-135/1664

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Page 16 REVISION 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Flight Control Disconnect Handles........... CHECK IN .... LSP & RSP

Verify if ELEV DISC and AIL DISC lights are OFF.
SPEED BRAKE Lever ................................. CLOSED .................. LSP
THRUST Levers........................................... IDLE ......................... LSP
EMERG / PARK BRAKE Handle ................ AS REQUIRED ........ LSP
Verify if the PARK BRAKE Handle is set in accordance with the
Engine Start Procedures.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– If the PARK BRAKE Handle is applied the corresponding light

on the Main Panel is ON.
– If the EICAS Message "EMRG BRK LO PRESS" appears,
select the HYD ELEC PUMP 2 to ON position in order to re-
pressurize the accumulator.
SOP-135/1664

2-17
REVISION 6 Page 17
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

STALL PROTECTION Panel ...................... CHECK ..................... LSP

Wait for IRS alignment.
– Pull the control column to neutral position.
– Press STALL PROTECTION TEST Button and check if both stick
shaker and pusher actuate and if button amber light extinguishes.
– The test takes about 5 seconds and is valid only if the amber light
on the TEST button extinguish.
– Verify the STALL PROTECTION CUTOUT 1 and 2 buttons
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PUSHED OUT, guarded and with no striped bars illuminated.

– Apply the GUST LOCK.
NOTE: Before testing the SPS, wait 40 seconds for power up built
in test to finish.
TEST Button must be released at the first stick shaker
actuation signal.
Charts & Maps (if applicable).................... SET...................RSP/LSP
Press the Map Button for system initialization and select the
desired option on Map Data presented on the MFD.
Press the Chart Button for system initialization, check Map
coverage subscription, and push the Enter button to view chart
information. SOP-135/1664

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Page 18 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

TBCH - Tuning Backup Control Head ....... SET .......................... LSP

Set to NORMAL and copying RMU 2.
Press the transfer button in case of an ERROR message on the
radio display.
TRIMs Panel ................................................ CHECK &
SET .......................... LSP
Verify PITCH TRIM MAIN & BACKUP CUTOUT Buttons are
PUSHED OUT / Guarded and Not Illuminated.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Verify that ROLL, YAW and PITCH (Main and Backup) trims are
operating properly both ways. Verify system’s 3 seconds protection
working properly.
Adjust YAW and ROLL trims to the neutral position and PITCH trim
to the green band according to required takeoff CG position.

PITCH
TRIM 8 7 6 5 4
UNITS
LESS ABOVE
CG THAN OR 26.1 28.6 30.6 OR
POSITION EQUAL UP TO UP TO UP TO EQUAL
(%) TO 28.5 30.5 33.5 TO
26.0 33.6

COMM 3 (if applicable) ............................... SET .......................... LSP

Pressurization ............................................. SET .......................... LSP
– Set destination airport elevation.
– DUMP and AUTO/MAN buttons are guarded and not illuminated.
– Manual controller knob set on FULL DOWN (green mark) position.
If High Altitude Operation (HALTO) Procedure is applicable, refer to
HALTO Supplement on the AFM.

NOTE: If HIGH ALT Mode is applied in airports with pressure altitude

between 8400 ft and 13800 ft, the cabin altitude displayed on
the EICAS will be amber.
SOP-135/1664

2-17
REVISION 6 Page 19
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

EICAS Messages ........................................ CHECK ..................... LSP

The PF should check if there are any critical messages on the
EICAS that may affect the engine starting.
Safety Pins, Covers, and Chocks ............. ON BOARD ..............RSP
Verify if the 5 safety pins (3 gears, 1 hydraulic safety, and
1 emergency exit) are on board, behind the LSP seat.
Passenger Briefing .................................... COMPLETE ............. LSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The passenger briefing must be carried out by the CREW and must
cover the items on Passenger Briefing Card, as follows:
– Fasten seat belts and all shoulder harnesses.
– Seats back must be in upright position.
– Seats must be positioned outboard (against the sidewall).
– Headrest must be in the up position for aft facing seat and in the
down position for the forward-facing seats.
– Leg rest must be in down position.
– Divan must be in the seating position.
– All tables and monitors must be stowed.
– Extinguish all smoking materials.
– Passenger must inform the crew before entering the baggage
compartment.
– The baggage compartment door must be kept opened while
there is anyone inside.
SOP-135/1664

2-17
Page 20 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

BEFORE START (THROUGH FLIGHT)

TO BE PERFORMED ONLY DURING THROUGH FLIGHTS.
CHALLENGE RESPONSE PERFORMED BY

FUEL Panel & Quantity............................... CHECK__lb/kg ........ RSP

The PF must alternate the fuel pumps, reset the fuel used readout
(MFD/FMS progress page) and check if the onboard fuel quantity
matches the required fuel for the intended flight.
The PM must also reset the fuel used readout on his MFD.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

POWERPLANT Panel.................................. SET .......................... RSP

As a general guideline, the lower thrust rating should always be
used if the airplane's performance for the prevailing ambient
conditions and the intended departure runway allow it.
Set the appropriate takeoff data:
– Engine T/O mode.
– REF TO TEMP.
– FADEC REF ANTI-ICE.
PASS SIGNS Panel ..................................... SET .......................... RSP
– Turn FSTN BELTS Switch to ON after finishing refueling the
airplane.
– Turn NO SMKG Switch to ON.
SOP-135/1664

2-21
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

Flight Instruments ...................................... SET &

X-CHECK ......... LSP/RSP
Verify:
– Airspeed tapes not showing speed.
– EADIs leveled and flag-free.
– Initial assigned altitude on the ALT SEL.
– Crosscheck PFDs altitude tape indications.
Set altimeter setting on PFDs, QNH (QHE if applicable), and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

cross-check it with the field elevation.

CAUTION: VNAV IS PROHIBITED ON QFE OPERATIONS.
– Both Vertical Speed Indications (VSI) showing zero.
– EHSIs with the courses selected according to the intended
departure procedure or runway course for a possible return and
select lateral/vertical modes for the departure.
– EHSIs and magnetic compass flag free and showing the same
magnetic heading.
NOTE: In case of heading split, check if there are ferrous structures or
other magnetic interference sources close to the airplane,
and/or move the airplane to a different location.
– Weather set on PFD and/or MFDs MAP page as required.
– It is recommended that PM sets the Terrain on MFD up to
MSA.
– Set the MFDs MAP page menu as required.
– TCAS should be always displayed on both MFDs.
NOTE: Set both VORs to the same station and X-Check. If the
bearing difference is greater than 4°, register it in the airplane
flight logbook.
If the clearance is not available, the requested altitude minus
100 ft is a reminder that the selected altitude has not been
authorized by ATC.
SOP-135/1664

2-21
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

ISIS ............................................................... SET .......................... RSP

Adjust the altimeter setting QNH (QFE if applicable), then compare
its indication with PFDs Attitude and Altitude
Speed Bugs ................................................. SET .......................... RSP
Set V1, VR, and V2 on the MFD according to the runway analysis.
Set the VAP bug to VREF 45 plus 5 kt (or plus wind correction,
whichever is greater) so, if an air return is to be carried out, the final
approach speed is already set.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The wind correction added to the VAP is limited to 15 kt.

The VFS is shown at the upper left corner of the PFD and is set
through the SPD button.
MFD SYS Pages .......................................... CHECK ........ LSP & RSP
– Select T/O page on the MFD and check the ENGINE OIL LEVEL.
– Select and check other systems page.
RMU .............................................................. SET .................. LSP/RSP
The PF assigned for the flight must select the applicable COMM
and NAV frequencies for the intended departure and select ABOVE
and a proper range on the TCAS.
FMS .............................................................. SET .................. LSP/RSP
The PF must enter all the data into the FMS, including
passengers’number and cargo data. So the FMS initialization
includes the check to see if the DATABANK is still valid, the check
for correct date and time and for possible messages related to the
status of the FMS. If the flight plan needs to be entered, it can be
done at this time. It is recommended to use the FMS in dual mode.
In case of single operation, the flight plan must be copied by the PF
from his FMS to the other to ensure consistency among flight plans.
If VNAV is installed and it is intended to use PERF INIT Page 2, it
is suggested that both LSP and RSP carefully set the descent
schedule regarding:
– the difference from cruise schedule (if VFLC is intended), and
– the descent angle (if VPATH is intended).
SOP-135/1664

2-21
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND

DESCENT SPEEDS OR HIGH DESCENT ANGLES
ON FMS SETTINGS MIGHT CAUSE
UNCOMFORTABLE PITCH CHANGES.
To activate the VNAV (if applicable), the crew must close the flight
plan with a destination and complete all performance initialization
data. The ACTIVE FLIGHT PLAN page and PROGRESS page 2
display VNAV information.

CAUTION: VNAV IS PROHIBITED IN QFE OPERATIONS.

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHALLENGE RESPONSE PERFORMED BY

EMERG / PARK BRAKE Handle ................ AS REQUIRED ........ LSP

Verify if the parking brake is set in accordance with the engine start
procedures.

NOTE: Check on the MFD if the brake temperature is within the

green range. If so, the parking brake can be applied;
otherwise, the parking brake must be left released until
the brakes cool down and, in this case, the next flight
cannot commence because the accelerate-stop
performance would fall short of the published
performance.
Stall Protection System ............................. AS REQUIRED ........ LSP
– If required to reset de stall protection system (SPS
ADVANCED), release the GUST LOCK and pull control column
to neutral position.
– Press STALL PROTECTION TEST button and check if both
stick shaker and pusher actuate and if button amber light
extinguishes.
– Apply the GUST LOCK.
SOP-135/1664

2-21
Page 4 REVISION 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

TRIMs Panel ................................................ CHECK & SET ......... LSP

Set the pitch trim to the units required for takeoff according to the
CG position.

PITCH
TRIM 8 7 6 5 4
UNITS
LESS ABOVE
CG THAN OR 26.1 28.6 30.6 OR
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

POSITION EQUAL UP TO UP TO UP TO EQUAL

(%) TO 28.5 30.5 33.5 TO
26.0 33.6

Pressurization ............................................. SET .......................... LSP

– Set destination airport elevation.
– If applicable, refer to High Altitude Operation Procedure on the
AFM.
NOTE: If HIGH ALT Mode is applied in airports with pressure
altitude between 8400 ft and 13800 ft, the cabin altitude
displayed in EICAS will be amber.
Safety Pins, Covers and Chocks............... ON BOARD.............. RSP
Verify if the 5 safety pins (3 gears, 1 hydraulic safety, and 1
emergency exit) are on board, behind the LSP seat.
EICAS Messages......................................... CHECK .................... LSP
The PF should check if there are any critical messages on the
EICAS that may affect the engine starting.
Passenger Briefing ..................................... COMPLETE ............. LSP
The passenger briefing must be carried out by the CREW and must
cover the items on Passenger Briefing Card.
SOP-135/1664

2-21
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

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SOP-135/1664

2-21
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CLEARED TO START
CHALLENGE RESPONSE PERFORMED BY

Baggage Compartment .............................. CLOSED .................. RSP

Hazard Areas ............................................... CLEAR ............. LSP/RSP
Ground Crew Communication
(if applicable) ......................................... ESTABLISH ............. LSP
It is recommended that audio communication with the ground crew
be used instead of signaling, if this service is available.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Doors & Windows ....................................... CLOSED .......... LSP/RSP

FUEL Panel .................................................. SET .......................... RSP
XFEED Knob ........................................... AS REQUIRED ........ RSP
PUMP PWR TK 1 & 2 Selectors.............. ON ............................ RSP
NOTE: Alternate wing fuel pumps on each engine starting.

RED BCN Switch ......................................... ON ............................ RSP

The RED BEACON Switch must be set to ON:
– Whenever the airplane is moved as part of a flight operation, or
– When an engine is being operated.
EXTERIOR LIGHTS Switch ........................ AS REQUIRED LSP/RSP
THRUST Levers........................................... IDLE ......................... LSP
Make sure that both thrust levers are in idle position before starting
engines.
EMERG / PARK BRAKE Handle ................ AS REQUIRED ........ LSP
Verify if the PARKING BRAKE Handle is set in accordance with the
engine start procedures.
SOP-135/1664

2-25
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
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SOP-135/1664

2-25
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

ENGINE START PROCEDURE

Whenever possible, initiate the engine starting procedure with the
right engine.
ENG 1 & 2 START/STOP Selector ........................ START, THEN
RUN
– Turn the ENGINE START/STOP Selector to RUN for 2 seconds,
then turn the switch to START position momentarily and then to
RUN.
– Start the Chronometer.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The ENGINE START/STOP Selector activates the starter air-

control valve. Rotating the Selector to START position signals the
initiate start sequence to the FADEC. When released, the Selector
returns to the central RUN position. In this position, fuel and ignition
(with ignition in AUTO position) will be commanded by the FADEC.
If the ENGINE START/STOP Selector is held on the START
position for more than 3 seconds, it will cause the FADEC to
discontinue the start.
N2 Increasing ......................................................... CHECK
Verify the N2 RPM increasing within 5 seconds after start selection.
Make sure N2 accelerates normally.
IGN A (B) Annunciation ......................................... CHECK ON
Ignition is activated when N2 is at approximately 14%.
Observe the annunciation IGN A (B) on the EICAS Display.
With ignition in AUTO, only the FADEC in control activates the
ignition system.
The FADEC in control is alternated on every subsequent ground
start. Only one ignition channel is activated on grounds starts.
Ignition channels are also alternated on every subsequent start.
If ignition is set to OFF, FADEC neither activates ignition nor
actuates the fuel valve to open, thus allowing dry motoring.
However, a dry motoring procedure must not be performed if one of
the FADECs is declared incapable.
SOP-135/1664

2-27
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

FF/ITT ...................................................................... CHECK

LEGACY 600
Observe the Fuel Flow and ITT indications raise with N2 at
about 31.5% (28.5% for airplanes equipped with FADEC B7.4
and on), or 12 seconds after ignition is activated.
For airplanes equipped with FADEC older than B8.0, there is
NO automatic shutdown by the FADEC if an overtemperature
occurs during start.
Airplanes equipped with FADEC B8.0 and on have an automatic
shutdown as a backup protection.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

LEGACY 650
Observe the Fuel Flow and ITT indications raise with N2 at
about 28% or 12 seconds after ignition is activated.
As a backup protection, there is an automatic shutdown by the
FADEC for an overtemperature on start.
Regardless of the FADEC version, the pilot must keep his/her hand on
the ENGINE START/RUN/STOP Selector and manually abort the
engine start, if necessary.
IGN A (B) Annunciation ......................................... CHECK OFF
Verify if annunciation IGN A (B) goes OFF at about 57% N2.
The start cycle ends at approximately 57% N2, which can be
observed when IGNITION A or B annunciation on EICAS
disappears.

LEGACY 600
After start is completed, engine stabilizes with N2 at about 64%
and N1 at 24%.

LEGACY 650
After start is completed, engine stabilizes with N2 at about 70%
and N1 at 24%.
SOP-135/1664

2-27
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

Engine Parameters ................................................ CHECK

Check N1, ITT, N2, Fuel Flow, Oil Pressure, and Oil
Temperature for normal indications.

NOTE: - Light-up at 28% N2 will be achieved with systems meeting

minimum performance requirements. If light-up are occurring
below 28%, the airplane should be scheduled for
maintenance to avoid disruptions to passenger service.
- If the light-up occurs between 5 and 10 seconds after the first
Fuel Flow indication, smoke and a momentary flash of
combustion may be produced.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- If any starting limit is exceeded prior to aborting a start, do

not attempt further starts.
- If a hung or no start occurs, accomplish the Dry Motoring
Procedure before attempting another start.
CAUTION: ABORT THE ENGINE START BY SELECTING THE
START/STOP SELECTOR TO STOP IF ANY ABNORMAL
INDICATION IS DETECTED.
Repeat the procedure for the other engine.
SOP-135/1664

2-27
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

ENGINE START ASSISTED BY THE APU

This procedure may be used to start the engine using the APU bleed
as the pneumatic source.
CHALLENGE ACTION

BEFORE START & CLEARED TO START ............ COMPLETED

ENG XBLEED Knob ............................................... OPEN OR AUTO
ENG BLEED 1 & 2 Buttons .................................... PUSH OUT
APU BLEED Button ................................................ PUSH IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Engine Start Procedure ......................................... ACCOMPLISH

With the APU BLEED Button PUSHED IN and the ENGINE XBLEED
Knob in the AUTO position, Engine 1 will always be started assisted by
the APU, even when Engine 2 is running with the associated ENGINE
BLEED 2 Button PUSHED IN.

SOP-135/1664

2-27
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

ENGINE START ASSISTED BY THE OPPOSITE

ENGINE (CROSS START)
This procedure may be used to start the second engine using the
operating engine bleed as the pneumatic source.
CHALLENGE ACTION

BEFORE START & CLEARED TO START............ COMPLETED

ENG XBLEED Knob ............................................... AUTO OR OPEN
ENG BLEED Button (non-operating engine) ....... PUSH OUT
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ENG BLEED Button (operating engine)............... PUSH IN

N2 Operating Engine ............................................. ABOVE 80%
Engine Start Procedure ......................................... ACCOMPLISH
N2 Operating Engine ............................................. IDLE

After the start of the second engine is completed, reduce the

other engine power to idle.
SOP-135/1664

2-27
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

ENGINE START WITH AIRPLANE BATTERIES AND

LOW-PRESSURE UNIT (LPU)
This procedure may be used when operating without APU or GPU, but
with the batteries and a Low-Pressure Unit (LPU) available for engine
start.

NOTE: - Before attempting to start the engines using the batteries,

ensure that the minimum voltage of the batteries is 24.0 VDC.
- The engine pneumatic start does not affect the electrical
system or the individual loads connected to it. The voltage of
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

the buses fed by the batteries remain steady during engine

starts, with no power transients. After the first engine start
and with generators online, the normal electrical system
voltage will be between 24 V and 28.5 V.
- It is recommended that audio communication with the ground
crew be used instead of signaling.

CAUTION: • MAKE SURE THAT IS SAFE TO START THE

PNEUMATIC START UNIT.
• LPU BLEED DUCT PRESSURE MUST BE BETWEEN
40 AND 45 PSI FOR ENGINE START AND ACHIEVED
BEFORE ATTEMPTING A START.
SOP-135/1664

2-27
Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

AIR CONDITIONING PACKS

Before connecting the ground pneumatic cart, the packs must be
pushed out in order to avoid any cabin air contamination.

BEFORE START WITH LOW PRESSURE UNIT (LPU)

Accomplish a BEFORE START - FIRST FLIGHT procedure as
soon as the electrical source is established.
CHALLENGE ACTION

BEFORE START & CLEARED TO START............ COMPLETED

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PACK 1 & 2 Buttons .............................................. PUSH OUT

ENG XBLEED Knob ............................................... OPEN
ENG BLEED 1 & 2 Buttons ................................... PUSH OUT
APU BLEED Button ............................................... PUSH OUT
LPU .......................................................................... CONNECT
– All safety measures for ground personnel must be observed.
– LPU bleed duct pressure must be between 40 and 45 psi for engine
start and achieved before attempting a start.
ENGINE START Procedure ................................... ACCOMPLISH
The LSP may choose to start the remaining engine using a crossbleed
start or perform with the LPU.

NOTE: Engine starts using Low Pressure Unit (LPU) usually

present higher ITT values.
Consider performing a crossbleed start on the second engine.
SOP-135/1664

2-27
REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

ABNORMAL ENGINE START INDICATIONS

The pilot performing the engine start is responsible for monitoring
engine parameters and manually aborting the start in the cases
described below:
– N1 and/or N2 failing to accelerate to stable idle speed (hung
start).
– N1 rotation is not confirmed or decreases.
– ITT exceeds start limit (hot start).
– No N2 increase within 5 seconds after start selection.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– If Oil Pressure stabilizes below the engine minimum limits.

– An Intermittent Electrical Pneumatic or Starter Malfunction
occurs before the starter disengagement.
– Abnormal Noise, Vibration, Fire, or Smoke.

NOTE: In case an automatic abort occurs, hung start or engine

start is manually aborted due to abnormal engine
indications. Its cause must be investigated and
corrected before further attempts to start.
The pilot must call for the ABNORMAL ENGINE START
checklist before attempting another start.

If any starting limit is exceeded prior to aborting a start, do not attempt

further starts.
SOP-135/1664

2-27
Page 8 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

PUSH-BACK OPERATION
Push-Back operation is not usual to corporate aviation. However, pilots
must be aware of this operation.

NOTE: For Push-Back and Engine Start Procedure, make sure that:
– There is no person or object in the dangerous areas;
– Doors and panels are closed;
– Push-Back path is clear;
– Steering is disengaged.
If the Push-Back procedure is required, the ground equipment must be
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

cleared and the ramp communication must be established.

Prior to the push-back, the STEERING must be disengaged by the
LSP, by pressing the trigger on the yoke, or by the ground personnel,
by putting the External Steering Disengagement Switch in the
disengaged position. After that, the LSP must check if the STEERING
INOP message is shown on the EICAS.
If the disengagement is done by the trigger on the yoke, as an extra
safety measure, the LSP's left hand must be kept away from the
STEERING HANDWHEEL during push-back to prevent any unwanted
steering command in case the steering is mistakenly left active (trigger
not set to deactivation).

NOTE: Steering handle actuation with nose wheels beyond their

operational limits may cause damage to the nose wheel
steering system.
After Push-Back, the LSP must ask the ramp personnel for a positive
confirmation that the area is clear and then the STEERING must be
engaged by the LSP through the STEERING HANDWHEEL or by the
ground personnel, by putting the External Steering Disengagement
Switch in the engaged position.
SOP-135/1664

2-27
REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES

SUGGESTED PUSH-BACK AND START SEQUENCE

(LSP) "Brake is released. Cleared to push-back. Starting sequence will
be 1 (2) or 2 (1)".
Extra information may be added here such as "airplane shall be
facing north" or "runway in use is 14L".
(GND) "Roger. Number 1 (2) engine is clear".
(LSP) "Starting number 1 (2)".
(LSP) Turns the start selector to START momentarily and then to RUN
and starts the Chronometer.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

(RSP) Watches N2 raising and calls out: "N2 Rising".

(RSP) Observes the annunciation IGN A (B) with N2 at about 14% and
calls out: "Ignition".
(RSP) Waits for the steady rise of the oil pressure.

LEGACY 600 ONLY

(RSP) Waits for first indication of Fuel Flow and ITT rise at about
31.5% N2. or 28.5% N2
(LSP) Makes sure that N2 accelerates normally and the oil
pressure has increased as expected. The LSP must keep his hand
on the START selector to abort the engine start if necessary.
(RSP) Verifies if annunciation IGN A (B) goes out with N2 at about
57%.
(LSP) Checks if the engine stabilizes with N2 at about 64% and N1
at 24% and calls out "Normal Start".

NOTE: The starting procedure above must be repeated for the

second engine.
SOP-135/1664

2-27
Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
OPERATING PROCEDURES
PROCEDURES

LEGACY 650 ONLY

(RSP) Waits for first indication of Fuel Flow and ITT rise at about
28% N2.
(LSP) Makes sure that N2 accelerates normally and the oil
pressure has increased as expected. The LSP must keep his hand
on the START selector to abort the engine start if necessary.
(RSP) Checks if annunciation IGN A (B) goes out with N2 at about
57%.
(LSP) Verifies that the engine stabilizes with N2 at about 70% and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

N1 at 24% and calls out "Normal Start".

NOTE: The starting procedure above must be repeated for the

second engine.

SUGGESTED SEQUENCE AFTER START AND PUSH-BACK

(GND) "Push-back is complete. Please set the brakes".
(LSP) (After setting the brakes) "Brakes are set".
Once the start procedures are completed and the presence of the
ground crew is no longer necessary:
(LSP) "Normal start. You can engage the steering and disconnect the
ramp communication. Visual at my left (or right)".
(GND) "Roger. Disconnecting. Visual at your left (or right)".
The crew can then switch off the DOME light, adjust VHF audio
volumes and request taxi clearance.
SOP-135/1664

2-27
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD
NORMAL
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

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Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

AFTER START (LEGACY 600)

CHALLENGE RESPONSE PERFORMED BY

ELECTRICAL Panel .................................... SET .......................... RSP

GPU Button ............................................ PUSH OUT............... RSP
GPU (if applicable)................................. DISCONNECT ......... LSP
Disconnect the GPU only after the release of the GPU Button. If
not, spurious EICAS messages may be presented.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

If the SHED BUSES are set to OVRD, switch them to AUTO.

APU (if applicable) ...................................... AS REQUIRED ........ RSP

NOTE: When shutting the APU down, a cool down period is not
required. APU should be shut down while loaded, that is,
with APU Bleed and APU GEN ON, or immediately after
the load is removed.

A1P Engines – Pre-Mod. SB145LEG-73-0009

A1E Engines – Pre-Mod. SB145LEG-73-0010
FADEC 1 & 2 Controllers ...................... RESET / ALTN......... RSP
This swapping of the FADECs is important because it ensures
that both the controlling and the standby FADECs are properly
set.
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REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

ELEC HYD PUMP 1 & 2 Knobs.................. AUTO .......................RSP

The RSP must set the ELEC HYD PUMP 1 & 2 Knobs to AUTO
after engine start.
ICE PROTECTION Panel ............................ AS REQ ....................RSP

Windshield Sierracin without Goodrich Temperature Controller

(PRE MOD SB145LEG-30-0013).
WINDSHIELD Heating Buttons ....... AS REQ ....................RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Turn WINDSHIELD Heating to ON only if icing conditions or

windshield fogging is encountered or anticipated.

Windshield Sierracin with Goodrich Temperature Controller

(POS MOD SB145LEG-30-0013).
WINDSHIELD Heating Buttons ....... PUSH IN ...................RSP

CAUTION: ICE DETECTION OVERRIDE KNOB MUST NOT BE

SET TO ALL ON GROUND, EXCEPT DURING TEST.

WARNING: IF ICING CONDITIONS EXIST OR ARE FORECAST,

REFER TO OPERATION IN ICING CONDITIONS
PROCEDURE.
SOP-135/1664

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Page 2 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

AIR CONDITIONING / PNEUMATIC

Panel ....................................................... SET .......................... RSP
The AIR CONDITIONING / PNEUMATIC Panel must be set
according to the RWY analysis on the performance software.
Set the panel considering the APU ON.
ENGINE ENG APU ENG
TAKEOFF
TAKEOFF BLEED BLEED XBLEED
CONDITIONS
MODE Button Button Knob
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

A ALT T/O-1 PUSH IN PUSH OUT AUTO

NO
P T/O PUSH OUT PUSH IN OPEN
ICING
U
E T/O PUSH OUT PUSH IN OPEN
ALT T/O-1 PUSH IN PUSH OUT AUTO
O
ICING T/O PUSH IN PUSH OUT AUTO
N
E T/O PUSH IN PUSH OUT AUTO

Set the panel considering the APU OFF.

ENGINE ENG APU ENG
TAKEOFF
TAKEOFF BLEED BLEED XBLEED
CONDITIONS
A MODE Button Button Knob
P ALT T/O-1 PUSH IN PUSH OUT AUTO
NO
U T/O PUSH IN PUSH OUT AUTO
ICING
E T/O PUSH IN PUSH OUT AUTO
O
ALT T/O-1 PUSH IN PUSH OUT AUTO
F
ICING T/O PUSH IN PUSH OUT AUTO
F
E T/O PUSH IN PUSH OUT AUTO

ENGINE TAKEOFF DATA ........................... CHECK .................... RSP

Check the ATTCS annunciation on the EICAS Display.
SOP-135/1664

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REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

AFTER START (LEGACY 650)

CHALLENGE RESPONSE PERFORMED BY

ELECTRICAL Panel .................................... SET...........................RSP

GPU Button............................................ PUSH OUT ...............RSP
GPU (if applicable) ................................ DISCONNECT .......... LSP
Disconnect the GPU only after the release of the GPU Button. If
not, spurious EICAS messages may be presented.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

If the SHED BUSES are set to OVRD, switch them to AUTO.

APU (if applicable) ..................................... AS REQUIRED ........RSP

NOTE: When shutting the APU down, a cool down period is not
required. APU should be shut down while loaded, that is,
with APU Bleed and APU GEN ON, or immediately after
the load is removed.
ELEC HYD PUMP 1 & 2 Knobs.................. AUTO .......................RSP
The RSP must set the ELEC HYD PUMP 1 & 2 Knobs to AUTO
after engine start.
ICE PROTECTION Panel ............................ SET...........................RSP
WINDSHIELD Heating Buttons ............ PUSH IN ...................RSP

CAUTION: ICE DETECTION OVERRIDE KNOB MUST NOT BE

SET TO ALL ON GROUND, EXCEPT DURING TEST.

WARNING: IF ICING CONDITIONS EXIST OR ARE FORECAST,

REFER TO OPERATION IN ICING CONDITIONS
PROCEDURE.
SOP-135/1664

2-29
Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE PERFORMED BY

AIR CONDITIONING / PNEUMATIC Panel . SET .......................... RSP

The AIR CONDITIONING / PNEUMATIC Panel must be set
according to the RWY analysis on the performance software.
Set the panel considering the APU ON.
ENGINE ENG APU ENG
TAKEOFF
TAKEOFF BLEED BLEED XBLEED
CONDITIONS
MODE Button Button Knob
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

A ALT T/O-1 PUSH IN PUSH OUT AUTO

NO
P T/O PUSH OUT PUSH IN OPEN
ICING
U
A2 T/O PUSH OUT PUSH IN OPEN
ALT T/O-1 PUSH IN PUSH OUT AUTO
O
ICING T/O PUSH IN PUSH OUT AUTO
N
A2 T/O PUSH IN PUSH OUT AUTO

Set the panel considering the APU OFF.

ENGINE ENG APU ENG
TAKEOFF
TAKEOFF BLEED BLEED XBLEED
CONDITIONS
A MODE Button Button Knob
P ALT T/O-1 PUSH IN PUSH OUT AUTO
NO
U T/O PUSH IN PUSH OUT AUTO
ICING
A2 T/O PUSH IN PUSH OUT AUTO
O
ALT T/O-1 PUSH IN PUSH OUT AUTO
F
ICING T/O PUSH IN PUSH OUT AUTO
F
A2 T/O PUSH IN PUSH OUT AUTO

ENGINE TAKEOFF DATA ........................... CHECK .................... RSP

Check the ATTCS annunciation on the EICAS Display.
SOP-135/1664

2-29
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

TAXI
CHALLENGE RESPONSE PERFORMED BY

Ground Equipment .................................... REMOVE .................. LSP

NOTE: - The STEERING Handle engagement actuation with the

Nose wheels beyond their operational limits may cause
damage to the Nose Wheel Steering System.
- If applicable, do not start taxiing before receiving
confirmation from the ground crew that the airplane is free
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

to taxi. Then acknowledge that and switch OFF the

COCKPIT DOME Lights.
Wheel Chocks............................................. REMOVE ..................RSP
TAXI Light Switch ...................................... ON ............................RSP
It is recommended that the TAXI light be ON during taxi even
during daytime
Transponder ............................................... AS REQUIRED ........RSP
Set the transponder to the appropriated mode according to the
local regulations.
STEERING ................................................... CHECK ..................... LSP
Verify the STEER INOP message displayed on the EICAS.
Press and hold for 5 seconds the STEERING Handwheel,
maintaining it in the neutral position. Verify if the STERR INOP
message is removed and, after handwheel is released, the
message is not displayed again.

NOTE: Avoid use of reverse below 50 KIAS in order to prevent engine

damage due to foreign objects ingestion.
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Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

SINGLE ENGINE TAXI AND CROSS START

If a single engine taxi is intended, the full after-start checklist must be
completed after the start of the first engine.
The crossbleed start of the second engine requires a minimum of
80% N2 operating engine.
It is recommended that the cross start be carried out at a run-up area
or in a position where the jet blast does not affect other airplane or
objects in general (containers, ground support equipment, etc.) behind
it.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The start of the second engine should preferably be carried out with
the airplane static. Paying attention to the engine start while taxiing the
airplane may lead to distractions and dangerous situations.
The following items must be checked before the start of the second
engine:
CHALLENGE RESPONSE PERFORMED BY

EMERG / PARK BRAKE Handle ........... APPLY ..................... LSP

ENG XBLEED Knob ............................... AUTO OR OPEN ..... RSP
ENG BLEED Button
(non-operating engine) .................... PUSH OUT............... RSP
ENG BLEED Button
(operating engine) ............................ PUSH IN................... RSP
APU BLEED Button ............................... PUSH OUT............... RSP
After the start of the second engine is completed, a full AFTER START
Checklist must be carried out.
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REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

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Page 8 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

BEFORE TAKEOFF
NOTE: - Make sure that a "cold" engine operates at least 4 minutes
before increasing N2 above 83%. An engine is considered
"cold" if it has not run for the previous 90 minutes.
- Make sure that a "warm" engine operates at least 2 minutes
before increasing N2 above 83%. An engine is considered
"warm" if it has run for the previous 90 minutes.
- Should the pilot observe any noticeable change in the
weather conditions or when total time between setting of the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

T/O data and takeoff roll is expected to be longer than

20 minutes, it is recommended that the temperature stored in
the T/O data setting be updated shortly before takeoff.
- To increase N2 above 83%, the engine oil temperature must
be at 40°C (104°F) minimum. If the oil temperature is below
40°C (104°F) after 4 minutes, the engine should be run for
additional 4 minutes before advancing the Thrust Levers for
takeoff.
The reading of these procedures is normally called for by the PF when
the clearance is already available, the briefing is already complete,
and if there is an attendant at the cabin when the cabin has been
already reported for departure. These actions must be carried out
during taxi when the airplane is clear of any congested area.
The flight controls must be checked one more time, close to the
holding point, after a prolonged taxi under cold soak conditions, or
under any weather condition that may possibly cause flight control
problems due to freezing or due to accumulation of snow or slush.
SOP-135/1664

2-33
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

MAP MAP
TCAS TCAS
SPEEDS SPEEDS
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EM145AOM021053A.DGN

MFDS SET UP FOR TAKEOFF

NOTE: - For airplanes equipped with Charts and Maps, it is

recommended that the PM select the Charts and Maps
function on his MFD side.
- The TCAS and GPWS Pop-ups are effective even if Charts
and Maps are selected on the MFD.
- Do not arm the A/T before cleared into position.
Leave the GUST LOCK LOCKED for the beginning of the taxi. The
available thrust with GUST LOCK LOCKED is normally enough to start
the taxi.
The TAXI Light must be ON whenever the airplane is taxiing. As a
general guideline, the TAXI Light switch can be associated with the
EMERG / PARK BRAKE Handle: whenever the parking brake is
released the TAXI Light must be turned ON and vice versa.
The PF must ask the PM to smoothly brake the airplane during taxi to
verify the availability of braking at the right station.
SOP-135/1664

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Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

Avoid pressing the brake pedals continuously if the airplane tends to

accelerate excessively. Alternate between brakes released and brakes
applied instead. This technique helps keep the brakes cool and is
particularly important on hot days.
CHALLENGE ACTION/RESPONSE PERFORMED BY

Passenger Announcement ........................ PERFORM ............... LSP

This announcement is performed by the CREW in order to inform
the passengers that the cabin must be in takeoff configuration
according to Passenger Briefing.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Takeoff Briefing .......................................... COMPLETE ............. LSP

It is recommended that the briefing be performed before engine
start if there is time for that, and if there is enough information
about the cleared departure procedure.
If briefing is performed before engine start and there are clearance
amendments afterwards, or if there are any new facts that may
cause significant changes in the departure procedure, the briefing
must be amended.

NOTE: It is highly recommended that the briefing be performed

with the active participation of both pilots. Techniques such
as reading back or posing questions to each other enhance
this participation. Briefings consisting of mechanical
repetition of a memorized speech, without having the mind
set on the subject are useless.
SOP-135/1664

2-33
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

The PF must perform the TAKEOFF BRIEFING according to the

following guidelines:

TAKEOFF BRIEFING PART I

Pilots should have a detailed conversation about the intended normal
departure. If weather build ups are expected shortly after takeoff,
possible actions must be considered; the sequence of air traffic
departure/acc, etc. must be well known by both pilots. If a SID is to be
flown, the setting of the navigation equipment must be well planned
such as changing VOR frequencies, selected courses, and altitude
steps. Non-standard use of equipment such as anti-icing, radar,
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ignition, landing gear (cooling), appropriate level off or acceleration

altitude (extracted from the performance calculation), etc. must be
addressed.

TAKEOFF BRIEFING PART II

"THIS WILL BE A (STATIC or ROLLING), TAKEOFF WITH FLAPS….
FROM RUNWAY…. WITH A V1 OF…, A VR OF…, AND A V2 OF…,
N1 OF ....
IN CASE OF AN ALERT OR ANY WARNING AFFECTING SAFETY
BEFORE V1, I (OR YOU, if the RSP is performing the briefing) WILL
ABORT THE TAKEOFF.
AFTER V1, I WILL CONTINUE THE TAKEOFF CLIMBING TO
SAFETY ALTITUDE OF …. FT. VFS WILL BE...."
"IN CASE OF RETURN, IT WILL BE VECTORS (OR VISUAL
CIRCUIT OR INSTRUMENT APPROACH) TO RUNWAY…."
Important aspects of the departure must be discussed such as:
ESCAPE ROUTE (alternate contingency departure to avoid
obstacles in case of an engine failure). The Escape Route must be
discussed if the normal departure requires a climb gradient beyond
the engine-out capabilities of the airplane. And it must be clear to
both pilots how to transition from normal departure to the Escape
Route at any point along the departure, should an engine failure
occur. The Escape Route chart must be available if applicable.
DEPARTURE ALTERNATE. If takeoff is to be performed below
weather minima, there must be a departure alternate in case of engine
failure. The applicable charts must be available. An example of
pertinent PF briefing is:
SOP-135/1664

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Page 4 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

"THE ESCAPE ROUTE IS: AS SOON AS PRACTICAL, LEFT

TURN LIMITED TO 15 DEGREES BANK, (...) IF ENGINE FAILS
AFTER STOCKSBURG BEACON, WE CAN PROCEED
DIRECTLY TO (...)"
"IN CASE OF ENGINE FAILURE OR ANY SITUATION THAT
CALLS FOR DIVERSION TO THE CLOSEST SUITABLE
AIRPORT, THE ALTERNATE AIRPORT FOR TAKEOFF WILL BE
(…) YOU WILL REQUEST VECTORS TO BRIDD INTERSECTION
AND ADVISE DEP CONTROL THAT WE ARE DIVERTING TO
ALAMEDA AIRPORT AND TELL THEM THE REASON. THE
CONTINGENCY FLIGHT LEVEL WILL BE.... I WILL LET YOU
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

KNOW IF WE SHOULD DECLARE AN EMERGENCY (...)"

If the same crew did the previous flight, then the takeoff briefing
concerning part II can be shortened as exemplified below (part I must
always be performed).

SHORTENED TAKEOFF BRIEFING PART II

"THIS WILL BE A (STATIC OR ROLLING) TAKEOFF WITH
FLAPS… ON RUNWAY…WITH A V1…, A VR…, AND A V2…., N1
OF...., ACCELERATION ALTITUDE…, LEVEL OFF ALTITUDE
FOR DEPARTING AIRPORT BASED ON PERFORMANCE
CALCULATION…
THE SAFETY ALTITUDE IS….AND, IN CASE OF RETURN, WILL
BE VECTORS (OR VISUAL CIRCUIT OR INSTRUMENT
APPROACH) TO RUNWAY…."
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2-33
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

PC POWER Button ..................................... PUSH OUT ...............RSP

The PC Power System must be turned OFF until the airplane
reaches 10000 ft.
FUEL Panel ................................................. SET...........................RSP
XFEED Knob........................................... OFF ..........................RSP
LEGACY 600
FUS TK XFER Knob .......................... OFF ..........................RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

LEGACY 650
XFER OVRD Button .......................... GUARDED IN (OFF) RSP
MASTER FUEL XFER Knob ............. OFF ..........................RSP
Ice Protection Test ..................................... AS REQUIRED ........RSP
The ice protection test must be carried out once a day (not
necessarily at the first flight of the day) when icing conditions are
forecast.
The test may be carried out completely on the ground, or in 2
separate phases (first phase on the ground and second phase in
flight), depending on weather conditions and crew discretion. For
ice protection test information, refer to SOP Supplementary Normal
Procedures, Environmental, Section 2-79.
Flight Director............................................. SET........................... LSP
Make sure that the Auto Pilot is selected to his/her side, then press
the FD button and select GO AROUND by pressing the respective
button at the thrust lever head. Check that the flight director bar on
T/O mode became visible on the PFD.
Engine THRUST RATING........................... CHECK .....................RSP
Check the selected Engine Thrust Rating and ATTCS annunciation
on the EICAS.
Brakes Temperature .................................. CHECK .....................RSP
Check on the MFD HYD page if the brakes temperature is within
the green range.
SOP-135/1664

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Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CAUTION: TAKEOFF CANNOT BE ATTEMPTED WITH BRAKE

TEMPERATURES OUTSIDE THE GREEN RANGE.
CHALLENGE ACTION/RESPONSE PERFORMED BY

FLAP Lever .................................................. SET 9° ...................... RSP

Flight Controls ............................................ CHECK .................... RSP
– Release the GUST LOCK
– Check AILERON and ELEVATOR free travel.
– The LSP should press the STEERING DISENGAGE SWITCH
and check the rudder pedals full travel in both directions. The
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

RSP should follow the LSP during rudder check.

– Flight controls should be checked for freedom of movement in a
smooth and continuous manner.
– For each direction, check that the EICAS message RUD SYS 1-
2 INOP is not presented when pedal is at the stop.
– Once this check is complete, the GUST LOCK Lever must be
applied again.
NOTE: The flight controls must be checked close to the holding
point during a prolonged taxi in cold soak or under any
other weather conditions that can possibly affect the flight
controls, due to freezing, snow and/or slush accumulation.

Each time the electromechanical GUST LOCK Lever is set

to the unlocked (FREE) position, the elevator movement
must be checked. This check must be performed by lifting
the GUST LOCK Lever and moving it to the intermediate
detent position. At this position, the locking pins are
commanded to open and the elevators are unlocked after
approximately 10 seconds. To complete the unlocking
cycle, lift the GUST LOCK Lever and move it to the full
forward in-flight resting position. The indication lights come
into view during the unlocking cycle. After the indication
lights go out, the control column must be moving from full-
up stop to the full-down stop and back to the full-up stop
position.
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REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

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Page 8 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CLEARED INTO POSITION

CHALLENGE ACTION PERFORMED BY

GUST LOCK Lever ...................................... UNLOCK .................. RSP

Elevator ........................................................ CHECK .................... RSP
The elevator movement must be checked after the GUST LOCK
Lever is in the unlocked (FREE) position.
For airplanes equipped with electromechanical gust lock
system, the elevator movement must be checked at least 10
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

seconds after setting the GUST LOCK Lever to the unlocked

(FREE) position by moving the control column from the full-up
stop to the full-down stop, and back to the full-up stop position.
EXTERIOR Lights........................................ ON ............................ RSP
The following lights must be turned to ON by the PM prior to
entering the runway: LDG 1, NOSE, LDG 2, TAXI (if not ON yet)
and STROBE.
It is advisable to have STROBE lights ON whenever entering or
crossing an active runway.
EICAS Messages......................................... CHECK .................... LSP
Make sure that there are no CAUTION or WARNING messages on
the EICAS Display. If there is any ADVISORY message, evaluate
the associated condition and its effects on the takeoff.
Transponder ................................................ TA/RA ...................... RSP
Check if the TCAS is set to ABOVE and that a proper range has
been selected. Also check if the transponder code is the correct
one and if it is set to TA/RA.
TO CONFIG Button ..................................... PRESS & CHECK.... RSP
The TAKEOFF CONFIGURATION TEST Button (TO CONFIG)
must be pressed once runway line up is authorized. The
"TAKEOFF OK" aural message should be heard. If any other
announcement is heard, the airplane is out of the normal
configuration and must be properly configured prior to takeoff.
SOP-135/1664

2-37
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Autothrottle (if applicable) ........................ ARM ........................... PF

To arm the Autothrottle (TO mode in white on the FMA), press A/T
on the Flight Guidance Controller (FGC) Panel.
Autothrottle automatically engages with TLA above 45° and speed
lower than 60 KIAS. If not armed and engaged during takeoff, it can
be engaged after 400 ft and pressing the A/T button on the FGC
Panel.

NOTE: Arm the A/T when the airplane is lined up and ready for
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

takeoff.

SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

TAKEOFF
CHALLENGE ACTION/RESPONSE PERFORMED BY

THRUST Levers........................................... AS REQUIRED ........... PF

Check if the green ATTCS indication shows on the EICAS.
During takeoff run, pedals should be used to steer the airplane.

NOTE: For airplanes not equipped with autothrottle, set Thrust

Levers to Thrust Set Position.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

For airplanes equipped with autothrottle, A/T is

engaged at 45° TLA (TO mode in green on FMA). After
engagement, A/T automatically commands the throttles
to Thrust Set Position. After 60 KIAS, A/T HOLD mode
is automatically engaged up to 400 ft AGL and reverted
back to A/T TO mode after 400 ft AGL or to the
correspondent active navigation mode. Monitor this
behavior during takeoff.
If the runway is considered to be limiting, a static takeoff
must be accomplished. In this case, release brakes after
engine has reached target N1.
For rolling takeoffs, performance data is valid from the
point where takeoff thrust is achieved.

NOTE: If 60 KIAS is reached, the A/T engagement is

inhibited.
SOP-135/1664

2-40
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

Engine Parameters .................................... MONITOR................... PM

NOTE: High vibration indicates a malfunction which may worsen

and increase vibration severity. Therefore, continuous
engine operation with vibration in the amber range is not
recommended. According to engine vibration limits, the
pilot may choose not to reduce TLA for vibration below 2.5
IPS, and time limited to 5 minutes. If vibration returns to the
green range within 5 minutes, the flight may continue but
vibration causes should be investigated before the next
flight. According to Rolls-Royce AE3007A Series Operation
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Manual, vibration in any flight phase in the amber range,

up to 1.5 IPS for less than 30 seconds does not require
maintenance action.
Flight Director Guidance ........................... FOLLOW .................... PM
At VR rotate the airplane to 14° or follow the Flight Director.
WITH POSITIVE RATE OF CLIMB:
Landing Gear Lever ................................ SET UP....................... PM
Command gear up on request, after confirming on the altimeter
the rate of climb is positive.
Confirm the three white UP indications on the EICAS Display.
Do not apply brakes after becoming airborne. The main wheels
will stop automatically.
Minimum Airspeed .................................. V2 ................................ PF
If maneuvering is required, maintain a minimum airspeed of V2 +
10 KIAS with a maximum bank of 25°.
PITCH TRIM ........................................... AS REQUIRED ........... PM

NOTE: The airplane should be trimmed before 160 KIAS to

avoid excessive loads on the Horizontal Stabilizer
Actuator. Failure to accomplish the above procedure
may lead to an inoperative trim condition not associated
with any EICAS message.
AT LEVEL OFF HEIGHT ALTITUDE:
V2 + 15 KIAS ..................................... FLAP 0° ......................PM
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 STANDARD NORMAL
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OPERATING
PROCEDURES

AFTER TAKEOFF
CHALLENGE ACTION/RESPONSE PERFORMED BY

Engine THRUST RATING ........................... CLB ............................ PM

LEGACY 600 (A1P Engines)
Select CLB mode on the THRUST RATING panel and confirm
the climb mode indication on the EICAS Display.
LEGACY 600 (A1E Engines)
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Select E CLB or CLB mode on the THRUST RATING panel and

confirm the respective climb mode indication on the EICAS
Display.
LEGACY 650
Select A2 CLB or CLB mode on the THRUST RATING panel
and confirm the respective climb mode indication on the EICAS
Display.

NOTE: For airplanes equipped with AutoThrottle (A/T), the engine

mode selection does not change the A/T mode. A/T mode
changes according to the engaged Flight Director mode.
SPEED .......................................................... SET ............................ PM
Select 210KT, FLC, or according to local restrictions.
Autopilot / Flight Director ......................... AS REQUIRED .......... PM
VNAV (if applicable).................................... AS REQUIRED .......... PM
The VNAV must be selected at or above 500 ft AGL and it engages
automatically when all the conditions for engagement are satisfied
(refer to AOM Section 2-18-60).
The crew can change the altitude restriction associated with a
waypoint on the CDU or use altitude pre-selector to include
intermediate altitude clearance.

NOTE: For airplanes equipped with A/T, the A/T mode changes
according to the engaged FD mode.
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 NORMAL STANDARD
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PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

WINDSHIELD Heating 1 & 2 Buttons ........ AS REQUIRED ........RSP

Applicable to Legacy 600 with Windshield Sierracin and without
Goodrich Temperature Controller.
Turn WINDSHIELD Heating to ON only if icing conditions or
windshield fogging is encountered or anticipated.
AIR CONDITIONING / PNEUMATIC Panel SET............................. PM
Check for the proper air conditioning and pressurization settings
and parameters.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Takeoff with APU BLEED:

- ENG BLEED 1 & 2 Buttons ............. PUSH IN.
- ENG XBLEED Knob ........................ AUTO
- APU BLEED Button ......................... PUSH OUT
Takeoff with Engine BLEED
LEGACY 600 - before SN 0644 (Except SN 0462, 0516, and
0591)
– Takeoff performed by E/TO or T/O mode. Both PACKS
must be reset manually, preferably one at a time, one
shortly after the other for the sake of passenger comfort.
LEGACY 600 (SN 0462; 0516; 0591; 0644 and on); and
LEGACY 650
– The packs are automatically reset when the conditions for
the ECS OFF signal cease to exist.
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 STANDARD NORMAL
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OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

Pressurization ............................................. CHECK ...................... PM

Once the air conditioning system is set, make sure that the
pressurization is functioning properly. Verify the cabin altitude, the
differential pressure and the cabin rate of climb on the EICAS.
APU .............................................................. AS REQUIRED .......... PM
Shut the APU down in case this has not yet been done.
If the expected flight time to destination is less than 30 minutes, it is
recommended that the APU be left running throughout the flight
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

because the wear caused by the start is more significant than the
wear caused by 30 minutes of continuous operation.

NOTE: To extend APU life, shut down the APU IMMEDIATELY

(within 10 seconds) after the engine bleed valves are open,
that is, without cool down period.
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User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

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 STANDARD NORMAL
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OPERATING
PROCEDURES

CLIMB
------------------------------AT TRANSITION ALTITUDE-------------------------
CHALLENGE ACTION/RESPONSE PERFORMED BY

Altimeters and Standby Altimeter ............. SET &

X-CHECK .......... PF & PM
Both pilots must set the altimeters to standard (QNE) upon passing
the transition altitude if it is an operation in ICAO airspace or an
altitude defined by local regulations.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The LSP must also set the Standby altimeter.

------------------------------------ABOVE 10000 FT---------------------------------
EXTERIOR Lights........................................ OFF ............................ PM
Upon passing 10,000 ft, the PM switches OFF the EXTERIOR
lights according to the operating policies.
Set EXTERIOR lights switches to OFF, except for STROBE and
RED BEACON lights. The LOGO light must also be switched to
OFF.
FSTN BELTS Switch ................................... AS REQUIRED ......... PM
Check the local regulations for compliance.
Set the FSTEN SEAT BELTS Switch to OFF if conditions permit.
PC POWER Button...................................... AS REQUIRED .......... PM
If PC Power supply is desired, push in the PC POWER Button on
the IFE Overhead Panel.
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 NORMAL STANDARD
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PROCEDURES

CRUISE
Engine THRUST RATING........................... CRZ ........................... PM
Weather RADAR ......................................... AS REQUIRED ......... PM
FUEL XFER System ................................... AS REQUIRED .......... PM
Select the system only if there is usable fuel in the selected
auxiliary tank.

LEGACY 600
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Set the FUS TK XFER Knob to FUS 1 or FUS 2.

LEGACY 650
Set the MASTER FUEL XFER Knob in the following
recommended order: FUS 1, then FUS 2, then VTRL.

SOP-135/1664

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 STANDARD NORMAL
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OPERATING
PROCEDURES

DESCENT
CHALLENGE ACTION PERFORMED BY

Approach Briefing..................................... . COMPLETE ........ PF&PM

(Answered by PF)
It is recommended that the approach briefing be performed before
starting descent and it must be carried out by the PF and must
address at least the following items:
– Inoperative airplane components.
– Weather conditions and runway conditions at destination/alternate
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

airports (LDA; Contamination; Prevailing Winds; Lighting; etc.).

Assess the landing distance for current conditions and compare it
with the runway length available.
The approach must be planned to allow a stabilized approach for
the last 3 miles before touchdown.
If the destination airport runway is reported to be slippery or
contaminated, it is necessary to discuss the outcome on the
landing distance during the approach briefing. The same
discussion is applicable if the crew has planned to use additional
speed for the approach due to wind/gust conditions.
If any failure that affects the required landing distance occurs on
the final approach, consider a missed approach in order to better
evaluate the situation and an appropriate runway length.
Failures that affect the landing distance are commonly associated
to brakes, ground spoilers and/or thrust reversers.
The missed approach procedure must be discussed in detail and
both pilots must be totally aware of what to do should the need for
a missed approach procedure ever arise.
Discuss the best alternate airport to satisfy the operational
constraints. Reserve time before proceeding to the alternate
airport; analyze conditions, radio aids, arrival and ground facilities.
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 NORMAL STANDARD
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NOTE: - It is highly recommended that the briefing be performed

with the active participation of both pilots. Techniques
such as reading back or posing questions to each other
enhance this participation. Briefings consisting of
mechanical repetition of a memorized speech without
having the mind set on the subject are useless.
- SPS ADVANCED advisory message indicates that the
Stall Protection System trigger speeds have been
increased and, therefore, ice speeds must be used. When
ice conditions are suspected or detected on Approach,
use landing distance for ice condition speeds.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Closely monitor the SAT indication and presence of

moisture. If environmental ice conditions exist, even
intermittent, check the windshield, windshield wiper, and
wing surface for ice accumulation. To visualize ice
formation, if necessary, use a flashlight on the windshield
and the wing inspection light on the wing. If any ice
formation is detected or suspected, select the anti-icing
protection system override knob to ALL. When flying in
detected or suspected ice conditions, use ice speeds as a
reference.
- Check the VNAV performance initialization on the FMS
and make the adjustment as necessary to comply with the
remaining portions of the flight. SOP-135/1664

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Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD NORMAL
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

WINDSHIELD Heating 1 & 2 Buttons ........ PUSH IN................... RSP

Applicable to Legacy 600 with Windshield Sierracin without
Goodrich Temperature Controller.
The system must be ON to prevent fog and ice formation on the
windshield inner layer.
Approach Aids ..............................SET & X-CHECK ....... PF & PM
A thorough understanding by the PF and PM of all the applicable
Descent Profile, STAR, Terrain/ MSA, Approach Procedures
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Charts, Low Visibility Procedures, and NOTAMS is essential,

including Taxi-In Procedures.
Set the Radios, select the radio frequencies, identify the radios
aids, set courses, altitudes and heights for the intended approach.
Both pilots should perform RA test and set RA minimums (CAT II
Approach only).

NOTE: Setting DH is mandatory for CAT II operations. For

other operations, it is a reminder only.
Also verify that the FMS is properly programmed for the type of
approach in use.
Keep in mind that is the last opportunity to do major reprogramming
on the FMS. Once airplane is below 10000 ft AGL, entries into the
FMS must be limited to basic data such as DIRECT TO.
Ensure that both PFDs are displaying appropriate information.
On the EFB or Charts & Maps, if applicable, prepare the approach
charts.
With VNAV engaged, the PF should select the Altitude Selector
only to altitudes cleared by ATC.
SOP-135/1664

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REVISION 6 Page 3
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 NORMAL STANDARD
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OPERATING
PROCEDURES

Speed Bugs ................................................ SET............................. PM

Check on the FMS the expected landing weight and set VFS VREF,
VAPP CLB, and VAPP on the MFD:
For VREF, VAPP CLB and VFS definitions, see the Speed definitions on
Section 3-05.
VAPP = VREF + wind correction.
Wind correction = ½ steady headwind component + gust
increment above steady wind.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

For Flaps 45° landing, the minimum wind correction is 5 kt

and the maximum is 15 kt.
For Flaps 22° landing, the minimum wind correction is 5 kt
and the maximum is 20 kt.
EXAMPLE:
– VREF = 118 KIAS
– Reported wind = 16 kt, gusting to 25 kt
– The wind correction would be ½ (16) + (25 - 16) = 17 kt
– However, the maximum wind correction is 15 kt (Flaps 45°),
thus:
– VAPP = 118 KIAS + 15 kt = 133 KIAS
This policy is for normal flight only. Refer to the Abnormal and
Emergency procedures to obtain the approach speeds for specific
non-standard configurations.

MAGENTA BUG = VFS (the same bug used for V1)

CYAN BUG = VREF (the same bug used for takeoff VR)
WHITE BUG = VAPP CLB (the same bug used for takeoff V2)
GREEN BUG = VAPP (the same bug used for takeoff
Vap)
SOP-135/1664

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Page 4 REVISION 6
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 STANDARD NORMAL
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OPERATING
PROCEDURES

V1 VR V2 AP
RTN −−− −−− −−− −−− SET

VFS VREF VAPPCLB VAPP

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EM145AOM021035A.DGN

SPEEDS SETTING

CHALLENGE ACTION PERFORMED BY

TCAS ............................................................ SET BELOW .............. PM

Pressurization ............................................. CHECK ...................... PM
Make sure that the digital controller was set to the destination
airport elevation.
If High Altitude Operation (HALTO) Procedure is applicable, refer to
HALTO Supplement on the AFM.

NOTE: If HIGH ALT Mode is applied in airports with pressure

altitude between 8400 ft and 13800 ft, the cabin altitude
displayed on the EICAS will be in amber.
SOP-135/1664

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REVISION 6 Page 5
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 NORMAL STANDARD
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PROCEDURES

-----------------------------------PASSING 10000 FT-------------------------------

CHALLENGE ACTION PERFORMED BY

PC POWER Button ..................................... PUSH OUT ................. PM

Below 10000 ft, the PC Power System must be turned OFF by
pressing the PC POWER Button on the IFE Overhead Panel.
EXTERIOR Lights ....................................... ON .............................. PM
The following lights must be turned ON upon crossing 10000 ft:
– LDG1, NOSE, AND LDG2.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

During nighttime, the LOGO light must also be turned ON.

PASS SIGNS Panel .................................... SET............................. PM
Turn the FSTN BELTS Switch and NO SMKG Switch signs to ON
upon passing 10,000 ft, if they are not ON yet.
Pocket Door ................................................ OPN & LOCK ............. PM
Assure that the Pocket Door is in open and locked position.

CAUTION: THE UPPER CABIN PARTITION MUST BE

REMOVED DURING LANDING OPERATIONS,
WHEN IT IS EXPECTED TO HAVE A PASSENGER
SEATED IN THE DIVAN FORWARDMOST
POSITION
Curtains....................................................... STOW ......................... PM
Stow any curtain used during flight.
Passenger Announcement........................ PERFORM..................PM
This announcement is performed by the CREW in order to inform
the passengers that the cabin must be in landing configuration
according to Passenger Briefing.
SOP-135/1664

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 STANDARD NORMAL
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OPERATING
PROCEDURES

APPROACH
CHALLENGE ACTION/RESPONSE PERFORMED BY

FUEL Panel .................................................. SET .......................... RSP

XFEED Knob ........................................... OFF .......................... RSP
LEGACY 600
FUS TK XFER Knob........................... OFF .......................... RSP
LEGACY 650
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

XFER OVRD Button ........................... GUARDED IN (OFF) RSP

MASTER FUEL XFER Knob .............. OFF .......................... RSP
Altimeters .................................................... SET & X-CHECK . PF/PM
If the flight is being conducted in ICAO airspace, set the altimeters
to QNH (QFE if applicable) when passing the Transition Level.
Otherwise, set as required by local regulations.
The standby altimeter is set to QNH (QFE if applicable) by the PM.
The PM must check if both altimeters and the standby altimeter are
set to QNH (QFE if applicable).

NOTE: VNAV is prohibited on QFE operations.

Approach Aids ............................................ SET &X-CHECK .. PF/PM
Both pilots must verify that the frequencies and courses that were
selected and pre-selected are correct for the intended approach.
Ensure that both PFDs are displaying appropriate information.
It is recommended that PM sets the Terrain on MFD below the
MSA.
Also verify that the radio altimeter alert (DH) and the FMS are
properly selected for the type of approach in use.
They must also check if the radio altimeter alert (DH) and the FMS
are properly selected for the type of approach in mind.
SOP-135/1664

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REVISION 6 Page 1
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 NORMAL STANDARD
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OPERATING
PROCEDURES

CAUTION: RADIO ALTIMETER-BASED DECISION HEIGHTS

ARE NOT RECOMMENDED ON CAT I
APPROACHES. THE DECISION ON A CAT I
APPROACH HAS TO BE BASED ON THE
ALTIMETER RATHER THAN ON THE RADIO
ALTIMETER. THE DH ALERT IN THESE CASES IS A
REFERENCE ONLY THAT MUST BE USED WITH
CARE AND ITS VALIDITY DEPENDS ON THE
PILOTS' KNOWLEDGE OF THE TERRAIN BEFORE
THE RUNWAY.
ALTIMETER-BASED DECISIONS ARE NOT
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ALLOWED ON CAT II APPROACHES. THE DECISION

ON THESE APPROACHES HAS TO BE BASED ON
THE RADIO ALTIMETER.
NOTE: The VAPP (VOR Approach) mode should be selected only
on final approach segment, with airplane below 2500 ft
AGL. Therefore, the outbound segment should be flown
using any other mode.
For airplanes equipped with Autothrottle, when GS or VGP
are engaged for FD, the A/T engages the A/T SPD mode
and commands thrust to achieve the target speeds.
Engine Thrust Rating ................................. CHECK MODE ........... PM
LEGACY 600 (A1P Engines)
Check T/O Mode on the EICAS Display.
LEGACY 600 (A1E Engines)
Check E T/O Mode on the EICAS Display.
LEGACY 650
Check A2 T/O Mode on the EICAS Display.

NOTE: Engine Takeoff Mode is automatically selected in flight,

below or descending through 15,000 ft, provided the
landing gear is down and locked.
SOP-135/1664

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 STANDARD NORMAL
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OPERATING
PROCEDURES

GO-AROUND
CHALLENGE
ACTION/RESPONSE PERFORMED BY

GO-AROUND Button................................... PRESS ........................ PF

Press the GO-AROUND Button at the THRUST Levers and check if
Flight Director goes to pitch 10° nose up.
Manually rotate or check if the Autopilot rotates the airplane
following the Flight Director.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

THRUST Levers........................................................MAX ............... PF

Advance the THRUST Levers to MAX position and verify the
engines parameter.
For airplanes equipped with Autothrottle:
Press GO-AROUND Button.
The A/T System engages the A/T GA mode if FD GA mode
is engaged.
Check Thrust Levers moving toward Thrust Set Position and
then manually advance both levers to the MAX position.
The A/T commands both levers to Thrust Set position only.
The A/T system is automatically disengaged with THRUST
Levers beyond Thrust Set position and an aural message
"THROTTLE" is triggered.
FLAP Lever .................................................. SET 9° ........................ PM

WITH POSITIVE RATE OF CLIMB:

Landing Gear Lever ................................. UP .............................. PM
SOP-135/1664

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 NORMAL STANDARD
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OPERATING
PROCEDURES

CHALLENGE
ACTION/RESPONSE PERFORMED BY

Minimum Airspeed ..................................... VAC ............................ PM

Maintain the pitch as commanded by the Flight Director or pitch 10°
if Go-Around is being performed on raw data to maintain the
airplane airspeed above the minimum airspeed (approach climb
speed selected on the MFD).

NOTE: - For coupled Go-Around, the altitude loss may be 40 ft.

- During Go-Around procedure, the DON´T SINK aural
warning may sound. In this case, monitor the sink rate
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

and follow the Go-Around Guidance.

For airplanes equipped with autothrottle, during Go-Around
procedure, the speed reference displayed on the PFDs will be set
to the VAPP CLB value inserted in the MFD bezel (V2 button),
when GA mode is activated. If no value is set on the MFD bezel, or
if this value is invalid, the speed reference will be set to a default
value of 170 KIAS or the VFE for Flaps Full (160 KIAS) as VAPP CLB.
AT THE LEVEL OFF HEIGHT, PROCEED AS A NORMAL
TAKEOFF.

Autothrottle (if applicable, on request) .... AS REQUIRED .......... PM

SOP-135/1664

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 STANDARD NORMAL
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OPERATING
PROCEDURES

BEFORE LANDING
CHALLENGE ACTION PERFORMED BY

LANDING Lights.......................................... AS REQUIRED .......... PM

Taxi (NOSE) switch may be used to assist landing.
Landing Gear Lever .................................... DOWN & CHECKPF&PM
The PM must command the Landing Gear to down when requested
by the PF and check whether the speed is within limits for landing
gear extension. Both pilots must check the three green lights on the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EICAS Display before this item is confirmed.

FLAP Lever .................................................. ___°SET........... .......... PM
Both pilots must check if the 22° or 45° flap position on the EICAS
Display is the intended for landing.
Autopilot & Yaw Damper ............................ OFF ............................. PF
If this item is challenged when the Autopilot is still coupled, the PF
must respond "STANDBY" later during the approach. When the
Autopilot and the Yaw Damper are no longer coupled, the PM must
respond: "BEFORE LANDING CHECKLIST COMPLETED".

CAUTION: THE AIRPLANE DIRECTIONAL CONTROLLABILITY

ON THE RUNWAY WITH YAW DUMPER COUPLED
IS MORE DIFFICULT, ESPECIALLY WITH GUSTS
AND CROSS WINDS.
------------------------------------AT 200 FT AGL------------------------------------
Autothrottle RTD Mode (if applicable) ...... ARMED ...................... PM
Below DA (DH) or MDA (MDH), whichever is applicable:
Airspeed .................................................. Vref xx ......................... PF
SOP-135/1664

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 NORMAL STANDARD
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User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

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 STANDARD NORMAL
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PROCEDURES

LANDING
CHALLENGE ACTION PERFORMED BY

Airspeed ...................................................... Vref xx ........................ PF

THRUST Levers........................................... IDLE or REVERSE ..... PF
Upon landing, if thrust reversers have been used, it must be stowed
at 60 KIAS.
Brakes .......................................................... AS REQUIRED ........... PF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: During landing run, pedals should be used to steer the

airplane.
SOP-135/1664

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REVISION 6 Page 1
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 NORMAL STANDARD
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OPERATING
PROCEDURES

AFTER LANDING
Normal landing is accomplished by using idle and braking as
necessary. Braking is most effective at low speeds. If maximum
braking is necessary, apply maximum and steady force to the brake
pedals. The anti-skid will modulate the pressure applied to each wheel
to ensure maximum braking for the runway condition. Do not pump the
pedals.
Use pedal steering to maintain runway centerline. Avoid using the
steering handle at high speeds, which may result in losing the runway
centerline and causing passenger discomfort due to its sensitivity.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Reverse thrust can be used whenever required to reduce the runway

rollout. Reverse thrust is available when the main wheels are rolling at
a speed greater than 25 KIAS. Use reverse thrust judiciously: it is most
effective when the airplane is moving at high speed. After the nose
wheel contacts the ground, lift idle gates, smoothly retard thrust levers
into Reverse range, then set the proper amount of thrust according to
the runway length. Avoid making the first turnoff and use maximum
reverse whenever it is operationally essential, but within safety limits.
Applying reverse at low ground speeds may cause ingestion of fine
sand and debris, which can damage the engine. Therefore, select Idle
below 60 KIAS and use brakes for deceleration.
With speed below 60 KIAS, if the LSP is the PF, he/ she must ask for
the Gust Lock control.
With speed below 60 KIAS, if the RSP is the PF, the LSP must take
the airplane steering control and ask for the Gust Lock control.
SOP-135/1664

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 STANDARD NORMAL
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

EXTERIOR & Internal Lights ...................... AS REQUIRED ........ RSP

The STROBE lights must be turned OFF by the RSP as soon as
the airplane leaves the runway.
However, LDG1, NOSE and LDG2 are switched OFF at the PF’s
discretion.
The TAXI light must remain ON throughout the taxi regardless of
the time of the day.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Transponder ................................................ AS REQUIRED ........ RSP

RSP selects the transponder to STBY or in accordance with local
requirements.
GUST LOCK Lever ...................................... LOCK ....................... RSP
The GUST LOCK Lever must be applied immediately after the
airplane leaves the runway.
APU .............................................................. AS REQUIRED ....... RSP
If the intention is to start the APU, do it at this time.
Do not use the APU Bleed until the airplane is parked and with
blocks on.
After start, wait at least 3 minutes to use APU bleed (this will
maximize the APU life).

NOTE: To prevent spurious overcurrent in the electrical system,

engines must not be shut down concurrently with the starting
of the APU. A minimum one-minute interval between those
two procedures is recommended.
SOP-135/1664

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REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

WINDSHIELD Heating 1 & 2 Buttons ........ AS REQUIRED ........RSP

Windshield Sierracin without Goodrich Temperature Controller

WINDSHIELD Heating 1 & 2
Buttons ........................................... AS REQ ....................RSP
Turn Windshield Heating to OFF only if it is not necessary to
Defog or De-Ice the windshield.
AIR CONDITIONING / PNEUMATIC Panel AS REQUIRED ........RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Weather RADAR 1 & 2 Knobs ................... SBY ..........................RSP

Switch both Weather RADARs to standby position.
Pressurization ............................................ CHECK .....................RSP
FLAP Selector Lever .................................. SET 0° ......................RSP

NOTE: Flaps retraction from 22° to 0° following landing on a

contaminated runway or after operation in icing condition
should be delayed until maintenance can visually inspect
flap gaps and actuators for freedom of contamination or
ice.
PITCH TRIM................................................. SET...........................RSP
Set the PITCH TRIM to the "GREEN BAND" on the EICAS Display.

CAUTION: DURING TAXI, ENGINE 2 MUST NOT BE SHUTDOWN

JUST BEFORE OR DURING A TURN, AS THIS MAY
CAUSE STEERING COMMAND LOSS (STEERING IS
SUPPLIED BY DC BUS 2).
NOTE: In case an overcurrent protection is actuated, and the EICAS
message DC BUS 2 OFF (PFD 2 and MFD 1 blank and MFD
2 displaying a red X) is displayed after a commanded engine 2
shutdown during taxi, the following actions must be carried
out:
– Stop the airplane.
– Restart engine 2.
– Taxi the airplane normally to the appropriate area.
– To shut the airplane down and reset the overcurrent
protection, refer to Shutdown Procedures.
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

ENGINE SHUTDOWN
CHALLENGE ACTION/RESPONSE PERFORMED BY

THRUST Levers........................................... IDLE ......................... LSP

EMERG / PARK BRAKE Handle ................ APPLY ..................... LSP
Typically, when approaching the parking position and turning
towards the marshal, turn OFF the TAXI light. This is especially
important at night.
Apply the EMERGENCY / PARKING BRAKE Handle after airplane
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

has stopped. Make sure that the airplane is static before doing so.
Verify brake temperature. If close to the cautionary range, verify
that chocks are on and release the EMERGENCY / PARKING
BRAKE to reduce the brake cooling time.

NOTE: To avoid hydraulic fluid transference from system 1 to

system 2, first apply brakes using the pedals, then pull the
EMERGENCY / PARKING BRAKE handle. To release the
EMERGENCY / PARKING BRAKE, repeat this procedure.
ELECTRICAL Panel .................................... SET .......................... RSP
GPU Button (if available) ......................... PUSH IN................... RSP
If the APU (or the APU generator) is unserviceable and there is
a GPU available, select the GPU before shutting down the
engine. Check the GPU voltage on the MFD ELEC page before
selecting it.
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 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

SHED BUSES Selector ......................... CHECK & SET .........RSP

When the electrical system is being powered by the APU after the
shutdown of both engines, the LSP must verify if the switch is in
OVRD position if the galley and IFE power are necessary.
If the electrical system is being powered by a GPU after shutdown,
the SHED BUSES can be left in AUTO.
EXTERIOR and Internal Lights ................. AS REQUIRED ........RSP
APU.............................................................. AS REQUIRED ........RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

If the APU is not running yet, then start it up before the engines are
shut down.
ELEC HYD PUMP 1 & 2 Knobs.................. OFF ..........................RSP
Once the airplane is parked and the EMERGENCY / PARKING
BRAKE is applied, the RSP must switch ELEC HYD PUMP 1 & 2
Knobs to OFF.
ICE PROTECTION Panel ............................ SET...........................RSP
WINDSHIELD Heating 1 & 2 Buttons ..... PUSH OUT ...............RSP
AIR CONDITIONING / PNEUMATIC Panel SET...........................RSP
RECIRC & GASPER Buttons ................. PUSHED IN
PACK 1 Button ........................................ PUSH OUT
PACK 2 Button ........................................ PUSHED IN
APU BLEED Button ................................ PUSH IN
ENG XBLEED Knob ............................... OPEN
ENG BLEED 1 & 2 Buttons..................... PUSH OUT
Switch PACK 1 to OFF, thus reducing the external noise in the
vicinity of the main passenger door, for better passenger
comfort. If better cooling is required after disembarkation is
finished, PACK 1 can be switched ON again.
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION/RESPONSE PERFORMED BY

ENG 1 & 2 START/ STOP Selectors .......... STOP ....................... LSP

Once the EMERGENCY / PARKING BRAKE is applied, shut down
the engines by selecting the ENGINE START/ STOP Selectors to
STOP.

NOTE: The engines will not shut down with START/STOP Selectors
unless Thrust Levers are first moved to IDLE.
If STOP is selected before THRUST Lever is retarded to IDLE,
momentarily cycle START/STOP Selector to RUN and back to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

STOP.
LEGACY 600 - The engines must run for at least 1 minute at
IDLE thrust before shutdown. Time operation at or near idle,
such as taxing, is included in this 1-minute period.
According to the Rolls Royce, operating the engines at idle for
3-5 minutes before shutdown reduces thermal soakback
effects.
LEGACY 650 - The engines must run for at least 2 minutes at
IDLE thrust before shutdown. Time operation at or near idle,
such as taxing, is included in this 2-minute period. According
to the Rolls Royce, operating the engines at idle for 3-5
minutes before shutdown reduces thermal soakback effects.
To prevent spurious overcurrent in the electrical system,
engines must not be shut down concurrently with the starting
of the APU. An interval of one-minute minimum between those
two procedures is recommended.
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 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

NOTE: If the overcurrent protection is actuated, the airplane will enter

in electrical emergency when both engines are shut down
(both PFDs and MFDs de-energized, but EICAS display
energized). In this case, the following steps must be
accomplished:
BATT 1 & 2 Knobs ...................................... OFF
BUS TIES Selector...................................... OFF
– Properly trained personnel must reset the electrical
system through ELEC SW switch on the Maintenance
Panel behind the pilot's seat.
– If the failure persists, the related fault isolation task (FIM
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

TASK 24-60-00-810-820-A) should be accomplished.

CHALLENGE ACTION/RESPONSE PERFORMED BY

RED BCN Switch ................................... OFF .......................... LSP

The RED BCN Switch should be set to OFF after the engines
are shut down. The use of the RED BEACON Light should be
associated with engine(s) running or airplane in movement.
PUMP PWR TK 1 & 2 Selectors ........... AS REQUIRED ........ LSP
If the APU is running, keep the FUEL PUMP PWR WING TK 2
ON (or the FUEL PUMP PWR WING TK 1 ON and FUEL
XFEED to LOW 2).
If the APU is not running, turn WING FUEL PUMP Knobs to
OFF.
PASS SIGNS Panel ............................... SET........................... LSP
Set FASTEN SEAT BELT and NO SMOKING Switches to OFF
by the LSP as soon as the airplane is static, and the engines
are shut down.
Transponder .......................................... STANDBY ................RSP
The RSP must set the TCAS to STBY on the RMU and press
the button related to the transponder code for 3 seconds to
recall the discrete number that was stored in memory (ex.: 2000
or 1200).
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Page 4 REVISION 6
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 STANDARD NORMAL
PROCEDURES
OPERATING
PROCEDURES

LEAVING THE AIRPLANE

The Leaving the Airplane phase actions can be carried out by any of
the pilots. However, it is recommended that both pilots perform them.
CHALLENGE ACTION PERFORMED BY

IRS 1 & 2 Knobs .......................................... OFF .............. LSP & RSP

NOTE: Switching the IRS to OFF ensures transfer process of the

transfer last calculated latitude and longitude and other IRS
parameters.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The airplane must not be de-energized before the ALIGN

annunciator light extinguishes.
Weather RADAR 1 & 2 Knobs .................... OFF .............. LSP & RSP
Switch both Weather RADARs Knobs from standby (SBY) to OFF
position.
SHED BUSES Selector ............................... AUTO ....................... RSP
AVIONICS MASTER 1 & 2 Buttons ............ PUSH OUT............... RSP
Select AVIONICS MASTER 1 & 2 to OFF prior to switching GPU or
APU OFF.

NOTE: If the airplane is equipped with UNIVERSAL FMS installation,

switch the FMS to OFF prior to switching AVIONICS MASTER
1 & 2 to OFF.
EMERG LT Switch....................................... OFF .......................... RSP
The EMERGENCY LIGHTs must be switched from ARM to OFF
before the batteries are switched OFF. Otherwise, the emergency
lights will illuminate and drain their batteries.
EXTERIOR & Internal Lights ...................... OFF .......................... RSP
Pilots should make sure that all EXTERIOR and Internal lights are
switched OFF (except for the cockpit DOME Light at night) before
switching GPU or APU to OFF.
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 NORMAL STANDARD
PROCEDURES
OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

GPU/APU (if available) ............................... OFF ..........................RSP

Shut the APU down by pressing the STOP button on its panel.
Verify the shutdown on the EICAS. Wait until APU rotation drops to
10% before switching APU Master OFF.

NOTE: Do not close the air conditioning PACKS before shutting

down the APU. Shutting down the APU while bleed air is
coming out of it helps extending APU life.
If a GPU is the source of electrical power, switch it OFF through the
GPU button on the ELECTRICAL System panel after the APU is
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

turned OFF.
Pilots should never leave the airplane unattended and energized. A
member of the maintenance team (if applicable), familiar with the
airplane, should always be left in charge before the Crew leaves.
PUMP PWR TK 1 & 2 Selectors................. OFF ..........................RSP
WINGs FUEL PUMPs are needed only while the APU is in use.
Once the APU is shut down, the WINGs FUEL PUMPs are no
longer needed. So, if the airplane is being powered by the GPU or
solely by the BATTERIES, FUEL PUMPs are not required.
AIR CONDITIONING / PNEUMATIC Panel SET...........................RSP
Set the air conditioning and pressurization panel as follows:
- RECIRC & GASPER Buttons .......... PUSHED IN
- PACK 1 & 2 Buttons ........................ PUSH OUT
- ENG XBLEED Knob ....................... AUTO
- ENG BLEED 1 & 2 Buttons ............. PUSH OUT
- APU BLEED Button ......................... PUSH OUT
EMERG / PARK BRAKE Handle ................ AS REQUIRED ........ LSP
BATT 1 & 2 Knobs ...................................... OFF ..........................RSP
Switch BATTERY 1 & 2 Knobs from AUTO to OFF.
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

SUPPLEMENTARY NORMAL PROCEDURES

This Section contains amplified procedures for the following operations
that supplement those procedures published in the AFM. In case of
disagreement, the AFM shall prevail.
– Hot Weather
– Icing Conditions, Cold Weather Operation, and Cold Soak
– Lightining Strike
– Pressurization in Manual Mode
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Turbulent Air Penetration

– Volcanic Ash
– Windshear
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 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

HOT WEATHER
The following procedures will improve cockpit and cabin cooling during
ground operations.
When engine is shut down, apply cool air from the air conditioning cart
whenever possible.
CHALLENGE ACTION PERFORMED BY

RECIRC & GASPER Buttons ..................... PUSHED IN ..............RSP

CKPT/PAX CABIN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Temperature Controllers ..................... MAX COLD .............. RSP

At every 30 minutes during continuous ground operations and also
prior to takeoff the airplane, set both controllers to AUTO FULL
HOT for approximately 1 minute and then back to AUTO FULL
COLD.
Doors and Windows ............................ KEEP CLOSED ...LSP & RSP
Passenger Cabin Gasper
and Cockpit Outlets ....................................... OPEN ............... N/A
Window Shades on the
Sun-Exposed Side of the Cabin ...............CLOSED ............... N/A

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Page 2 REVISION 6
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

ICE CONDITIONS, COLD WEATHER, AND COLD SOAK

Operating regulations clearly state that no takeoff is allowed when
snow, ice, or frost is adhering to the airplane.
The responsibility for ensuring a clean airplane rests with the flight
crew. The primary method for the flight crew to ensure a clean airplane
is through close visual and physical inspection of the critical surfaces
prior to takeoff. Visually check the wing, control surfaces, engines and
fuselage prior to takeoff. In addition, as no frozen contamination is
allowed on the wing upper surface, carry out a physical (hands-on)
inspection to ensure that there is no ice accretion. Do not touch the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

surfaces with bare hands, as the skin may stick to a freezing surface.
When approaching the airplane, evaluate it from a reasonable
distance, watch the area where the airplane is parked and evaluate if
there is room for the taxi-out or push-back maneuver. Do a complete
walk around.
Even at intermediate stops, an external walk around is necessary due
to the possibility of ice forming after landing from either cold soaking
frost, conventional frost or precipitation freezing on the airplane.
During the pre-flight walk-around, ensure that the pitot tubes, static
ports, TAT probe, AOA vanes, all inlets, outlets and vents are clear of
ice and unobstructed. Ice buildup or gel close to pitot and static ports
may disturb airflow over the sensor, resulting in erroneous readings
even when sensors themselves are clear.
A 3-mm (1/8 inch) frost layer is permitted on the underwing surfaces.
Frost is not permitted on the lower surface of the horizontal stabilizer
or the upper surface of the wing.
If the airplane has become cold soaked as a result of flight at very cold
temperatures, fuel might be at a subfreezing temperature. This can
cause ice accretion if the airplane is subjected to high humidity, fog,
drizzle or rain even when the outside air temperature is substantially
above freezing.
At the completion of the walk-around, if ice, snow or frost is
discovered, de-icing, and possibly anti-icing will be required. The
check for ice accumulation should be done in a well-lit area.
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REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

EXTERNAL SAFETY INSPECTION

CHALLENGE ACTION PERFORMED BY

Wheel Chocks............................................. CHECK IN

PLACE .....................RSP
All Protective Covers ................................. REMOVED ...............RSP
Remove covers from engine air inlet/outlet, APU air outlet, pitot
tubes, TAT probes and wheels.
Fuselage, Wing, Tail and
Control Surfaces ................................... FREE OF FROST,
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ICE OR SNOW.........RSP
Check that the fuselage, wing upper and lower surfaces, tail and
control surfaces are free of frost, ice or snow. Inspect control
surfaces, gaps and hinges for signs of residual fluid or gel.
A thin layer of hoarfrost is permitted on the fuselage provided that
the layer is thin enough to distinguish surface features underneath,
such as painting and markings. Frost is not permitted on the
lower/upper surface of the horizontal stabilizer or on the upper
surface of the wing.
Pitot Tubes/TAT/Static
Ports and AOA Vanes ........................... CHECK .....................RSP
Check clear of ice and residual deicing and anti-icing fluids.
Engine/APU Air Inlet .................................. CLEAR OF ICE
OR SNOW ................RSP
Check that the engine inlet and the APU air inlet are clear of ice or
snow. Check that the engine fan is free to rotate. Fluid applied
close to the inlet area may be ingested and cause a flameout and
result in APU internal parts damage. Preferably, all soft snow
should be mechanically removed by blowing cold air across the
airplane surface, using brooms or soft hand scrappers.
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Landing Gear............................................... CLEAR OF ICE,

UNOBSTRUCTED ... RSP
Check that doors, gear locks and mechanisms are unobstructed
and clear of ice and snow. Check that no leakage exists.
Air Conditioning Inlets/Outlets .................. CLEAR OF ICE ........ RSP
Fuel Tank Vents .......................................... CLEAR OF ICE
OR SNOW ............... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Batteries ...................................................... CHECK

INSTALLED ............. RSP
Certain temperatures require batteries removal to prevent cold
soaking. Check if batteries have been reinstalled.
Tires Pressure ............................................. CHECK ................... RSP
Before the flight, the temperatures from the departure and the
destination airports must be checked. For detailed information
regarding tire pressure when there is a large temperature decrease
between the departure and destination airport, check AOM Section
1-12-40.
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REVISION 6 Page 5
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 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

INTERNAL SAFETY INSPECTION

CHALLENGE ACTION PERFORMED BY

Batteries Voltage ........................................ CHECK .....................RSP

Check battery voltage on the MFD.
If battery voltage is below 24 V and battery temperature is colder
than -15°C (5°F), replace the battery, as it may not recharge under
very low temperatures.
APU.............................................................. START......................RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Observe fuel and oil limitations before APU starting. Minimum fuel
temperature is -40°C (-40°F). Minimum MIL-L-23699 oil
temperature is -43°C (-45°F). Minimum MIL-L-7808 oil temperature
is -54°C (-65°F).
Minimum battery temperature to start the APU is -20°C (-4°F).
Minimum temperature to start APU using external electrical power
is -54°C (-65°F).
If APU cannot be started, apply heat from a ground cart directly into
the APU compartment. Do not allow the hot air from the ground
heating cart to exceed 100°C (212°F), as it may damage the
components inside the compartment.
Observe the RPM and EGT during starting. If the APU flames out,
make sure that ice or snow deposits are cleared before attempting
a second start.
After the APU has been started, RPM and EGT fluctuation may be
an indication of fluid ingestion into the APU. Record any
discrepancy in the logbook.
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

AIR CONDITIONING / PNEUMATIC

Panel ....................................................... SET .......................... RSP
Bleed Air from the APU
RECIRC & GASPER Buttons ........................ PUSHED IN
PACK 1 & 2 Buttons ...................................... PUSH IN
ENG XBLEED Knob ...................................... OPEN
ENG BLEED 1 & 2 Buttons ........................... PUSHED OUT
APU BLEED Button ....................................... PUSH IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Bleed Air from the Ground Conditioned Air Car

RECIRC & GASPER Buttons ............................. PUSHED IN
PACK 1 & 2 Buttons ........................................... PUSHED OUT
ENG XBLEED Knob ........................................... AUTO
ENG BLEED 1 & 2 Buttons ................................ PUSHED OUT
APU BLEED Button ............................................ PUSHED OUT

The warm-up should be accomplished with all doors closed, if

possible.
In very cold days, Embraer recommends a gradual warming of the
cabin, as follows:
– Set air conditioning control to manual mode;
– Put the cockpit temperature selection knob in the 9 o'clock
position;
– Wait approximately 3 minutes;
– Change control to automatic mode;
– Wait other 2 minutes before controlling the temperature as
required.

CAUTION: • MAINTAIN CABIN AT THE FIELD ELEVATION. DO NOT

PRESSURIZE THE AIRPLANE.
• WITH PACKS OPERATING AND DOORS CLOSED, DO
NOT LEAVE THE AIRPLANE UNATTENDED.
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REVISION 6 Page 7
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 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

NOTE: - To warm up the cabin temperature using both packs, it may

take 10 minutes to raise the temperature from 0°C to 21°C
(32°F to 70°F). Furniture and seat inside the cabin might
follow that rate with just 5 minutes delay, so you can count
with a proper boarding condition within 15 minutes after
warm-up has started. Using only one pack, it will double
warm-up time.
- Cockpit and cabin temperature indication may show some
difference due to temperature sensor positioning. Use the
cockpit indication as the primary temperature reference for
warming up.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Crew awareness is required to monitor electrical load and not exceed

the APU generator limits. Normally with the APU generator supplying
the airplane, only windshield heating 1 is available. Once the shed
buses are overridden, heating will be available for windshield 2. Crew
awareness is required to monitor electrical load so as not to exceed
APU generator limits.

Main Panel .................................................. CHECK .....................RSP

Check proper operation of all instruments and systems. Liquid
Cristal Display may not be readable at temperature below -20°C…
(-4°F).
ELEC HYD PUMP 1 & 2 Knobs.................. ON ............................RSP
Check hydraulic pressure. If pressure does not rise to normal
values, warm up the hydraulic reservoir compartment with hot air
and keep the electric hydraulic pumps running for 15 minutes.
Do not allow the hot air from the ground cart to exceed 100°C
(212°F) as it may damage the components inside the compartment.
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Flight Controls ............................................ CHECK .................... LSP

Check control wheel, control column and rudder pedals for freedom
of movement and full travel. Control forces can be increased at low
temperatures.
Operate all trim systems, including back-up pitch trim system,
checking for freedom of movement and full travel. If any flight
control is suspected of restricted movement or jamming, report to
maintenance personnel.
Flaps............................................................. CHECK .................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Extend and retract the flaps. Make sure the flaps are free from
snow or ice before moving them. Leave flaps at 0° position if
application of anti-icing/deicing fluids is expected.
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REVISION 6 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

ENGINE START
Minimum fuel temperature is -40°C (-40°F), which is a value that
represents the fuel freezing point. This limitation stands for the fuel
temperature conditions that could result in the precipitation of waxy
products in the fuel, which could risk fuel lines and filter becoming
blocked.
SPS/ICE SPEEDS message will remain displayed after icing
encounter. Before takeoff the message must be removed by testing
the Stall Protection System.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Do not start the engine until it has been checked that all ice deposits
have been removed from the air inlet.
Fuel and oil temperature limits are the same as those prescribed for
APU start.
Proceed with normal engine start.
In cold weather conditions, the usage of dual ignition (ignition switch
rotated to the ON position) is highly recommended for the first engine
start of the day or if the engine has not been run in the previous 90
minutes. This procedure may reduce the time from fuel introduction to
light-up.
As a reference, this procedure can be used for temperatures below
5°C (41°F), or at operator's discretion.
After a successful start, the Ignition Switch must be switched to the
AUTO position.
If the engine does not start, ground heating may be necessary to warm
the nacelle, Air Turbine Starter (ATS) and Starting Control Valve
(SCV).
Do not allow the hot air from the ground cart to exceed 100°C (212°F),
as it may damage the components inside the nacelle.
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 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

AFTER START
CHALLENGE ACTION PERFORMED BY

ICE DETECTION OVERRIDE Knob ............ ENG ......................... RSP

The ICE DETECTION OVERRIDE Knob must be at ENG during all
ground operations (in icing conditions), except during ice protection
system test. Wing and stabilizer anti-icing must be kept off.
ENG XBLEED Knob .................................... AUTO ....................... RSP

CAUTION: • BOTH ENGINE BLEEDS MUST BE OPEN, IN ORDER

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

TO ENSURE BLEED AIR FLOW THROUGH THE

LEADING EDGES. APU BLEED MUST NOT BE USED.
• DELAYING THE USE OF THE ENGINE ANTI-ICING
SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE
COCKPIT MAY RESULT IN ICE INGESTION AND
POSSIBLE ENGINE DAMAGE OR FLAME-OUT.
Engine Instruments .................................... MONITOR ................ LSP
Continue to monitor engine instruments, mainly oil pressure and
temperature. Apply associated abnormal procedure if any failure
arises.

NOTE: - After start and prior to takeoff, the engines must run at idle or
taxi thrust for at least 4 minutes for cold engines or 2
minutes for warm engines. An engine is considered cold if it
has been shut down for more than 90 minutes.
- To increase N2 above 83%, the engine oil temperature must
be at 40°C (104°F) minimum.
- One engine taxi is authorized when OAT is 4°C (39°F) or
higher and falling precipitation is not present.
- When thrust is set to N2 below 83%, the ENG 1-2 A/ICE FAIL
message may appear due to the low pressure available for
anti-icing. Moving THRUST Levers forward will cause the
message to disappear.
Main Panel ................................................... CHECK .................... LSP
Check proper operation of all instruments and systems.
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REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

AIRPLANE ANTI-ICING/DEICING FLUID APPLICATION WITH

ENGINES/APU RUNNING

WARNING: APU OPERATION IS NOT RECOMMENDED DURING

THE AIRPLANE DEICING/ANTI-ICING PROCEDURE. IF
THE APU IS KEPT IN OPERATION DURING THE
DEICING/ANTI-ICING PROCEDURE, DAMAGE CAN
OCCUR TO IT. IF APU OPERATION IS ABSOLUTELY
NECESSARY, MAKE SURE THAT THE APU BLEED
AIR VALVE IS CLOSED, PACKS ARE SET TO OFF,
AND THE DEICING/ANTI-ICING FLUID IS NOT
APPLIED DIRECTLY TO OR NEAR THE APU AIR
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INLET.
CHALLENGE ACTION PERFORMED BY

EMERG / PARK BRAKE Handle ................ APPLY...................... LSP

THRUST Levers .......................................... IDLE ......................... LSP
GUST LOCK Lever ..................................... LOCK ....................... LSP
Doors ........................................................... CHECK
CLOSED ...... LSP & RSP
FLAP Lever ................................................. CHECK 0° ................RSP
PITCH TRIM................................................. AS REQUIRED ........ LSP
To avoid APU fluid ingestion, it is recommended that PITCH TRIM
be set from 0° to FULL NOSE DOWN, hence, fluid cascades
downwards and aft, keeping the stabilizer leading edge free from
the fluid drip that could be ingested by the APU.
However, operators are reminded to frequently inspect surfaces for
residue, as prescribed in the SNL 145LEG-30-0003. This is
applicable mainly to fluid Types II, III and IV, which may leave
residues on the aerodynamic quiet areas.
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Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

ICE DETECTION OVERRIDE Knob ............ ENG ......................... RSP

PACK 1 & 2 Buttons ................................... PUSH OUT............... RSP
ENG BLEED 1 & 2 Buttons ........................ PUSH OUT............... RSP
APU BLEED Buttons .................................. PUSH OUT............... RSP
Packs should be off to avoid contamination of cabin air with fumes
generated from ingestion of fluids in engine/APU.

AFTER DEICING/ANTI-ICING PROCEDURE IS COMPLETE:

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

---------------------------WAIT AT LEAST 1 MINUTE-----------------------------

ENG BLEED 1 & 2 Buttons ........................ PUSH IN................... RSP
--------------------------WAIT AT LEAST 3 MINUTES----------------------------
PACK 1 & 2 Buttons ................................... PUSH IN................... RSP
APU BLEED Buttons .................................. PUSH OUT............... RSP
APU Bleed remain closed during Takeoff and initial Climb.
Wait at least one minute to open engine bleed and three minutes to
turn air conditioning packs ON, thereby avoiding contaminating the
airframe air conditioning system with deicing/anti-icing fluid gases.
The deicing/anti-icing fluid shall drop out after initial climb, allowing
the APU bleed valve opening.
ICE DETECTION OVERRIDE Knob ............ ENG ......................... RSP
The Ice Detection Override Knob must be at ENG during all ground
operations in icing conditions.
PITCH TRIM ................................................. SET .......................... LSP
PITCH TRIM must be set as per CG position stated in the Weight
and Balance sheet.
SOP-135/1664

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REVISION 6 Page 13
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

TAXI
The maximum recommended wind speeds for airplane towing,
pivoting, turning and taxi are:
- Dry Runways .................................................... 50 kt
- Wet Runways ................................................... 45 kt
- Snow-Covered Runways .................................. 30 kt
- Ice-Covered Runways ...................................... 10 kt
One engine taxi is authorized when OAT is 4°C (39°F) or higher and
falling precipitation is not present.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

During taxi, "cold set" (the condition in which the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi. Do not initiate your takeoff run before the cold set disappears.
Use minimum thrust to avoid blowing snow or slush on personnel or
airplanes nearby.
Maintain a distance greater than normal from other airplanes while
taxiing in snow-covered runways, to avoid contamination by snow
blown by jet blasts.
Do not apply reverse thrust during taxi, unless it is strictly necessary.
Power back is not allowed.

CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED

RUNWAYS TO AVOID SKIDDING THE AIRPLANE.
REDUCE SPEED FOR ALL TURNS AND USE CAUTION
WHEN TAXING WITH HIGH CROSSWINDS.
FLAP Lever ................................................. CHECK 0° ................RSP
When taxiing through slush or standing water, flaps should be
retracted to avoid snow and slush contamination to the main gear
wheels.
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Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

BEFORE TAKEOFF
Ice Protection Test:
NOTE: - The ice protection test must be carried out once a day (not
necessarily at the first flight of the day) when icing conditions
are forecasted.
- The test may be carried out completely on the ground (TEST
A), or in 2 separate phases (TEST B - First Phase on the
ground and Second Phase in flight), depending on the
weather conditions, crew discretion or airport regulations.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- For takeoffs when icing conditions exist or are anticipated for

takeoff or climb, the tests in paragraph “TEST A” must be
performed.
On the ground, if engine vibration increases, advance THRUST
Levers, one at a time, to obtain at least 60% N1 for 5 seconds and
then return to the former setting.
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2-79
REVISION 6 Page 15
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

TEST A
When actual icing conditions exist or are anticipated for takeoff
and climb, proceed:
CHALLENGE ACTION PERFORMED BY

ICE PROTECTION Panel ............................ SET...........................RSP

ENG AIR INLET 1 & 2 Buttons ............... PUSHED IN
WING Button ........................................... PUSHED IN
STAB Button ........................................... PUSHED IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ICE DETECTION OVERRIDE Knob ....... ALL

THRUST Levers .......................................... 83% N2 ..................... LSP
ICE DETECTION TEST Controller ............. 1 THEN 2 ..................RSP
TEST Knob must be held at least 10 seconds in each test position
but no more than 15 seconds.
For each side separately, check that OPEN inscriptions in the
buttons are illuminated and the following EICAS messages:
CAUTION - ICE DET 1 (or 2) FAIL and BLD 1 (or 2) LOW TEMP
ADVISORY - ICE CONDITION
The CROSS BLD OPEN advisory message may also be displayed.

NOTE: When the ICE DETECTION TEST Controller is selected to

1, the CLR ICE 1, CLR ICE 2, CLR/I INOP1, and CLR/I
INOP2 caution messages are displayed on the EICAS and
lights CLR ICE 1 and CLR ICE 2 illuminate. When the ICE
DETECTION TEST Controller is selected to 2, none of
those caution messages are displayed on the EICAS.
Wait for the messages go out of view after each release of the Test
knob.
THRUST Levers .......................................... IDLE ........................RSP
ICE DETECTION OVERRIDE Knob ........... ENG .........................RSP

CAUTION: ICE DETECTION OVERRIDE KNOB MUST NOT BE SET

TO "ALL" ON GROUND, EXCEPT DURING TEST.
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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

TEST B – FIRST PHASE - BEFORE ENGINES START

For flight when no actual icing conditions exist nor are
anticipated for takeoff and climb, proceed:
Before engines start, perform the on-ground test:
ICE PROTECTION Panel .................. SET .......................... RSP
ENG AIR INLET 1 & 2 Buttons ........ PUSHED IN
WING Button .................................... PUSHED IN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

STAB Button .................................... PUSHED IN

ICE DETECTION OVERRIDE
Knob ......................................................... AUTO
AIR CONDITIONING /
PNEUMATIC Panel ........................... SET .......................... RSP
PACK 1 & 2 Buttons ........................ PUSHED IN
APU BLEED Button ......................... PUSH OUT
ENG BLEED 1 & 2 Buttons .............. PUSHED OUT
ICE DETECTION TEST Knob ........... 1 THEN 2 ................. RSP
TEST Knob must be held at least 10 seconds in each test
position.
For each side separately, check the following EICAS
messages:
CAUTION - ICE DET 1 (or 2) FAIL and BLD 1 (or 2) LOW
TEMP
ADVISORY - ICE CONDITION.
The CROSS BLD OPEN advisory message and/or the PACK
1 (2) VLV FAIL caution message may also be displayed.
NOTE: When the Ice Detection Test Knob is selected to 1, the
CLR ICE 1, CLR ICE 2, CLR/I INOP1, and CLR/I
INOP2 caution messages are displayed on the EICAS
and lights CLR ICE 1 and CLR ICE 2 illuminate.
When the Ice Detection Override Knob is selected to 2, none of
those caution messages are displayed on the EICAS.
SOP-135/1664

2-79
REVISION 6 Page 17
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

TEST B – SECOND PHASE – DURING CLIMB

During climb, perform the in-flight test:
CHALLENGE ACTION PERFORMED BY

ENG BLEED 1 & 2 Buttons................... PUSHED IN ................ PM

THRUST Levers ..................................... THRUST SET ............. PF
Altitude................................................... FROM 2000 ft
TO FL 230 .................. PF
TAT ......................................................... LESS THAN 10°C (50°F)
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ICE DETECTION OVERRIDE Knob ...... ALL............................. PM

Check if the OPEN inscriptions in the buttons are illuminated and
the NO ICE-A/ICE ON caution message is displayed on the EICAS.
The CROSS BLD OPEN advisory message may also be displayed.
-----------------------------------WAIT 20 SECONDS-------------------------------
ICE DETECTION OVERRIDE Knob ........... AUTO ......................... PM

NOTE: The ice protection test must be fully accomplished before

entering icing conditions and before reaching 23000 ft.

In case the first attempt of Ice Protection Test method B is

unsuccessful, a second attempt of Ice Protection Test by method A is
allowed.
Do not reset/alternate a FADEC after the Anti-Icing System test.
IGNITION 1 & 2 Knobs ............................... ON ............................ LSP
Turn IGNITION 1 & 2 Knobs to ON when standing water, ice, or
snow is present on the takeoff runway.
Takeoff Briefing ........................................... COMPLETE . LSP & RSP
Confirm V1/VR/V2 and VFS speeds for the associated runway or
takeoff condition.
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Page 18 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Flight Controls ............................................ CHECK ........ LSP & RSP

The flight controls must be checked close to the holding point
during a prolonged taxi in cold soak or under any other weather
conditions that can possibly affect the flight controls, due to
freezing, snow and/or slush accumulation.
UNLOCK the GUST LOCK Lever and check the AILERON and the
ELEVATOR for free travel.
Once this check is completed, the GUST LOCK Lever must be
LOCKED again.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Each time the electromechanical GUST LOCK Lever is set to the

unlocked (FREE) position, the elevator movement must be
checked. This check must be performed lifting the GUST LOCK
Lever and moving it to the intermediate detent position. At this
position, the locking pins are commanded to open, and the
elevators are unlocked after approximately 10 seconds. The
indication lights come into view during the unlocking cycle. After the
indication lights go out, the control column must be pulled
backwards to any position from neutral to full nose up. To complete
the unlocking cycle, lift the GUST LOCK Lever and move it to the
full forward in-flight resting position.
During the airplane taxi on a straight line or standing still, check the
RUDDER. The rudder check consists of pressing the steering
disengage button on the control wheel and moving the RUDDER
pedals from full right to full left. Then, press the steering handle to
connect the steering again.

NOTE: Allow time for engines warm-up according to the

recommended engine operating procedures before departure.
If the engines are cold (have not run for the previous 90
minutes), a 4-minute warm-up time is required.
If the engines are warm, then a 2-minute warm-up time is
sufficient.
To increase N2 above 83% the engine oil temperature must
be at least 40°C (104°F).
SOP-135/1664

2-79
REVISION 6 Page 19
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ............................................................................................. ACTION......................... PERFORMED BY

FLAP Lever ................................................. SET 9° ......................RSP

Set flaps to takeoff position.
TO CONFIG Button .................................... PRESS & CHECK ....RSP
Ice Accumulation ....................................... CHECK ......... LSP & RSP
Continuously monitor ice accumulation by checking windshield and
windshield wiper (If installed). High winds and jet blast may cause anti-
icing fluid to flow off and many other factors contribute to reduce fluid
effectiveness.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

2-79
Page 20 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

TAKEOFF
Takeoff normally. Check Engine Thrust Rating mode on the EICAS
Display.
Do not apply static takeoff technique on an icy or slippery runway, as
the airplane may begin to slide when THRUST Levers are advanced
with brakes applied. In this case, release brakes and advance
THRUST Levers simultaneously.
However, appropriate assessment of the takeoff distance is required
as performance data available in the AFM for slippery runways is
predicted on the use of static takeoff technique only. For rolling
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

takeoffs, performance data is valid from the point where takeoff thrust
is achieved.
Check if N1 indication is consistent with takeoff thrust setting tables
(check AFM performance tables which have dedicated thrust setting
tables for takeoff in icing conditions). Check if N1 pointer reaches the
N1 target.
Apply light forward pressure to the control column to increase nose
wheel steering effectiveness.
Check if engine operation during takeoff run is stable. Rotate the
airplane at VR smoothly to takeoff attitude. After lift-off, smooth flight
control inputs should be applied if any tendency in pitch and roll are
felt. Use of flight director takeoff sub-mode is recommended (on those
certifications which allow the use of flight director during takeoff).
Flight controls forces may be heavier than normal, without causing any
difficulty in controllability.
Increased V2 procedures (if available in the approved AFM) may be
used if runway length is not a limiting factor.
Increased V2 procedures (if available in the approved AFM) may be
used if runway length is not a limiting factor.
SOP-135/1664

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REVISION 6 Page 21
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

AFTER TAKEOFF
CHALLENGE ACTION PERFORMED BY

Ice Protection Test (if applicable)............. COMPLETE ..... PF & PM

Monitor weather conditions for an encounter with ice for the
remainder of the flight. Closely monitor the static air temperature
indication so that, when moisture is present, a look at the
windshield and windshield wiper (if applicable) will indicate if ice is
accumulating. Notwithstanding, the installation of the ice detector,
the crew remains responsible for monitoring icing conditions and
for manual activation of the ice protection system whenever
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

necessary.
IGNITION 1 & 2 Knobs ............................... AS REQUIRED .......... PF

SOP-135/1664

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Page 22 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CLIMB/CRUISE
If engine vibration increases, advance THRUST Levers, one at a time,
to obtain N1 of 60% minimum for 5 seconds, and then return them to
the former setting.
For airplanes equipped with and using Autothrottle, disengage the
Autothrottle. If engine vibration increases, advance THRUST Levers,
one at a time, to obtain N1 of 60% minimum for 5 seconds, and then
return them to the former setting. As required, reengage the
Autothrottle.
If ITT increases beyond limits, reduce THRUST Levers as required to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

maintain ITT within limits.

When flying in icing conditions or after flying in icing conditions, ice
accretion on unprotected areas may cause vibration at high speeds. If
vibration and/or buffeting occurs, a change in the current airspeed will
eliminate these effects. At high speeds, reduce the airspeed as
required, limited to a minimum of 200 KIAS. Observe normal (including
operation in icing conditions) procedures contained in the approved
AFM.
No special technique is required to fly with the autopilot ON or OFF.
Climbing using FLC mode provides enough speed margin for stall.
SPD and VS modes may also be used, provided that the airspeed is
not allowed to decrease below 200 KIAS (when flying IAS) or 0.56 M
(when flying Mach). During autopilot operation, monitor pitch attitude
and speed continuously.
If BLD 1 (2) LOW TEMP message appears, advance the respective
THRUST Lever until the message disappears and check bleed
temperature pointer (MFD ECS and Pneumatic page) in the green
range.
During cruise, observe minimum fuel tank temperature -40°C (-40°F).
If fuel temperature is reaching the limit, apply the FUEL LOW
TEMPERATURE procedure in the AFM.
CHALLENGE ACTION PERFORMED BY

ICE DETECTION OVERRIDE Knob ............ AUTO ......................... PM

SOP-135/1664

2-79
REVISION 6 Page 23
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

HOLDING
CHALLENGE ACTION PERFORMED BY

Landing Gear Lever ................................... UP............................... PM

FLAP Lever ................................................. 0° ................................ PM
Minimum Airspeed ..................................... 200 KIAS .................... PF

CAUTION: MAINTAIN A MINIMUM AIRSPEED OF 200 KIAS

BECAUSE EVEN SMALL ACCUMULATIONS OF ICE ON
THE WING LEADING EDGE MAY CHANGE THE STALL
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHARACTERISTICS OR THE STALL PROTECTION

SYSTEM WARNING MARGIN.
NOTE: It is recommended to closely monitor the SAT indication and
presence of moisture. If environmental ice conditions exist,
even intermittently, check the windshield, windshield wiper,
and wing surface for ice accumulation. To visualize ice
formation, if necessary, use a flashlight on the windshield and
the wing inspection light on the wing. If any ice formation is
detected or suspected, select the ICE DETECTION
OVERRIDE Knob to ALL. When flying in detected or
suspected ice conditions, use ice speeds as reference.

DESCENT
Observe normal (including operation in icing conditions) procedures
contained in the approved AFM.
When using the autopilot, monitor pitch attitude and speed
continuously.
If approaching the terminal area in icing conditions, an increased rate
of descent may be necessary. In this case, a combination of flaps set
at 9° and speed brakes open may be used.
SOP-135/1664

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Page 24 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

APPROACH AND LANDING

Observe normal approach/landing procedures (including operation in
icing conditions) contained in the approved AFM.
When landing below -40°C (-40°F), make sure that the rate of descent
before touchdown is less than 300 ft/min. After landing, report to the
maintenance personnel.

NOTE: During approach and landing with engines and anti-icing

system ON, the FADEC logic automatically reduces the Flight
Idle thrust when landing gear is lowered. On airplanes
equipped with an EICAS version earlier than the 16.5, the WG
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

1 (2) A/ICE FAIL, WG A/ICE ASYMMETRY and/or STAB

A/ICE FAIL messages may be presented due to low bleed
pressure available. If these messages appear, the OPEN
inscription on the buttons may still be illuminated. To avoid
that these messages appear, it is recommended to maintain a
minimum of 55% N1 during descent and landing phases when
landing gear is down. Reducing N1 to below 55% is
recommended only when needed for landing.

LANDING ON WET OR SLIPPERY RUNWAYS

Refer to Section 3-40 for guidance and techniques regarding landing
on Wet or Slippery Runways.

TAXI IN AND PARKING

CHALLENGE ACTION PERFORMED BY

ICE DETECTION OVERRIDE Knob ............ ENG ......................... RSP

FLAP Lever .................................................. 0° .............................. RSP

NOTE: Make sure that the flaps are free from snow, ice or slush
before moving them to the zero-degree position.
CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED
RUNWAYS TO AVOID SKIDDING THE AIRPLANE.
Flight Controls............................................... NOSE UP
Set PITCH TRIM to at least 4° nose UP after landing in icing
conditions to prevent melting snow from accumulating and freezing
between control surfaces.
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REVISION 6 Page 25
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

THROUGH FLIGHTS
Doors and Windows .................................. CLOSE ......... LSP & RSP
Whenever possible, to maintain the cabin warm, keep the
passenger, baggage and service doors closed at intermediate
stops.
APU.............................................................. ON ............................RSP
APU should be ON to provide bleed air to maintain cabin warm.
PACK 1 & 2 Buttons ................................... PUSHED IN ..............RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

RECIRC & GASPER Buttons ..................... PUSHED IN ..............RSP

Walk around the airplane and check the following items:
CHALLENGE ACTION PERFORMED BY

Fuselage, Wing, Tail and

Control Surfaces ................................... FREE OF FROST,
ICE OR SNOW .........RSP
Pitot Tubes/TAT/Static
Ports and AOA Vanes ........................... CHECK ..................... RSP
Check clear of ice and residual deicing and anti-icing fluids.
Engine/APU Air Inlet .................................. CLEAR OF ICE
OR SNOW ................RSP
Landing Gear .............................................. CLEAR OF ICE,
UNOBSTRUCTED ...RSP
Air Conditioning Inlets/Outlets ................. CLEAR OF ICE ........ RSP
Fuel Tank Vents ......................................... CLEAR OF ICE
OR SNOW ................RSP
Ask for deice/anti-icing fluid application, if necessary.
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Page 26 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

LEAVING THE AIRPLANE - SECURING FOR COLD SOAK OR AN

EXTENDED PERIOD
The procedures below should be performed in the event of extended
airplane exposure to low temperatures. In the event that the airplane is
off the maintenance base, the crew should make sure that all actions
have been accomplished.
CHALLENGE ACTION PERFORMED BY

Wheel Chocks ............................................. CHECK IN

PLACE ..................... RSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EMERG / PARK BRAKE Handle ................ AS REQUIRED ........ LSP

For an icy ramp, leave EMERG / PARK BRAKE Handle applied.
Otherwise, EMERG / PARK BRAKE Handle must not be applied to
avoid freezing of the brakes.
GUST LOCK Lever ...................................... LOCK ....................... LSP
Protective Covers ....................................... INSTALL .................. RSP
Water and Waste System ........................... DRAIN ...................... RSP
In the event of extended airplane exposure at low temperatures,
the Water and Waste Systems must be drained.
Fuel System................................................. DRAIN ...................... RSP
Drain water from all fuel tanks, if cold soak temperature is expected
to be below 0°C (32°F).
Batteries ...................................................... REMOVE.................. RSP
As the batteries may not fully recharge under very low
temperatures, batteries should be removed whenever the
temperature forecast during the overnight is below -15°C (5°F).
Doors and Windows ................................... CLOSE ..................... RSP
All doors and windows must be closed to prevent snow and
humidity from entering into the airplane.
PITCH TRIM Setting .................................... FULL NOSE
DOWN ...................... RSP
For overnight with high precipitation, it is recommended that
stabilizer be left at the full nose down position.
SOP-135/1664

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REVISION 6 Page 27
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

GENERAL REMARKS WHEN FLYING IN ICING CONDITIONS

– Continuously monitor engine parameters, airplane pitch attitude
and airspeed.
– Closely monitor the SAT indication and presence of moisture. If
environmental ice conditions exist, even intermittently, check the
windshield, windshield wiper, and wing surface for ice
accumulation. To visualize ice formation, if necessary, use a
flashlight on the windshield and the wing inspection light on the
wing. If any ice formation is detected or suspected, select the ICE
DETECTION OVERRIDE Knob to ALL. When flying in detected or
suspected ice conditions, use ice speeds as a reference.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Be careful with any mistrimmed condition that may be masked by

the autopilot - keep the airplane trimmed at all times. Consider
turning the autopilot off if you suspect you are flying in severe icing
conditions.
– Monitor anti-icing systems for proper operation. Apply the
associated AFM abnormal procedure in case of system failure. If
the failure persists, exit and avoid icing conditions. Let the air traffic
controller know you are requesting a change due to icing conditions
and keep him informed about it.
– Strictly follow AFM Operation In Icing Condition normal procedures.
– Avoid landing in an airport where icing conditions exist or are
anticipated if anti-icing system, brakes, thrust reverse, ground
spoilers, nosewheel steering or flight controls have failed.
– Do not hesitate to leave icing conditions when icing cannot be
handled, even with anti-icing system operating properly.
NOTE: Engine and Wing Ice Protection Systems operation is
automatic and based on the primary ice detection system.
However, the crew remains responsible for monitoring icing
conditions and for manual activation of the ice protection
system, if icing conditions are present and the ice detection
system is not activating the ice protection system.
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Page 28 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

WINDSHEAR
INDICATION: WDSHEAR on the PFD (red or amber)
AURAL WARNING: WINDSHEAR voice message is generated if
WDSHEAR red indication is presented, and
CAUTION WINDSHEAR voice message is
generated if WDSHEAR amber indication is
presented (GPWS warning may also be
activated).
CONDITION: Airplane loses altitude after windshear is encountered
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

and threat of ground contact exists.

CHALLENGE ACTION PERFORMED BY

THRUST Levers........................................... MAX ............................ PF

For airplanes equipped with Autothrottle, the A/T system is
automatically disengaged with THRUST Levers beyond Thrust Set.
Aural message "THROTTLE" is triggered.
GO-AROUND Button................................... PRESS ........................ PF
Rotate the airplane smoothly to minimize altitude loss. Flight guidance
on the EADI must be followed.

NOTE: Pitch attitude may be well above normal angles.

Maintain airplane configuration. Do not change gear and flap position
until terrain clearance is assured.
SOP-135/1664

2-79
REVISION 6 Page 29
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

TURBULENT AIR PENETRATION

Flights through severe turbulence must be avoided, if possible.
If it is not possible, reduce altitude to increase buffet margin.
The recommended procedures for turbulent air penetration are:

1. AIRSPEED
At or Below 10000 ft ........................................... MAX 200 KIAS
Above 10000 ft .................................................... MAX 250 KIAS
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

0.63 M,
WHICHEVER
IS LOWER
Severe turbulence will cause large and often rapid variations in
indicated airspeed. Do not chase the airspeed.

2. ATTITUDE
Maintain wings level and proper pitch attitude. Use attitude
indicator as the primary instrument. In extreme drafts, large attitude
changes may occur. Do not use sudden large control inputs.

3. PITCH TRIM
Maintain control of the airplane with the elevators. After
establishing the trim setting for penetration speed, do not change
pitch trim.

4. ALTITUDE
Large altitude variations are possible in severe turbulence.
Sacrifice altitude in order to maintain the desired attitude. Do not
chase altitude.

5. THRUST SETTING
Make an initial thrust setting for the target airspeed. If installed and
selected, disengage Autothrottle. Change thrust setting only in
case of extreme airspeed variation.
In case of inadvertent negative-g condition, reduce THRUST
Levers setting.
SOP-135/1664

Do not extend flaps except for approach and landing.

2-79
Page 30 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

LIGHTNING STRIKE
ON GROUND OPERATIONS
IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING, PERFORM AN
EXTERNAL SAFETY INSPECTION:
CHALLENGE ACTION PERFORMED BY

Holes, Punctures,
Discoloration and Delamination
Throughout the Whole Airframe .......... CHECK .................... LSP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Loose, Melted or Missing Rivets ............... VERIFY .................... LSP

Check if there are no loose, melted or missing rivets.
Static Dischargers ...................................... NUMBER AND
CONDITION ............. LSP
Wing Inspection, Landing
and Taxi Lights ...................................... CONDITION ............. LSP
Clean and undamaged.
Navigation, Strobe
and Red Beacon Lights......................... CONDITION ............. LSP
Clean and undamaged.
AOA Vanes/TAT Sensor/Ice Detectors ..... CHECK .................... LSP
Check condition with no obstructions, covers or damage.
Radome ........................................................ CHECK .................... LSP
Proceed Maintenance in Accordance with AMM MPP 05-50-01
Before the Airplane Next Flight ............ CONFIRM ................ LSP
SOP-135/1664

2-79
REVISION 6 Page 31
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

IN FLIGHT OPERATIONS
IF A LIGHTNING STRIKE IS LIKELY TO OCCUR:
Indication of imminent lightning strike event:
– Buildup of static discharge which causes interference on ADF
indicators or noise in communication receivers.
– Elmo's Fire, which is visible at night as small electrical
discharges running across the windshields and sparking on the
wings.
CHALLENGE ACTION PERFORMED BY
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

All Cockpit Lights ...................................... ON/FULL

BRIGHTNESS ............ PM
Penetration of Thunderstorm ................... AVOID ........................ PF
Visual Contact with
Thunderstorm and Lightning............... MAINTAIN .................. PF
Weather RADAR ......................................... CHECK FOR
PRECIPITATION........ PF
Remember that radar detects only liquid droplets, not the cloud itself.
Thundercloud Detected ............................. CIRCUMNAVIGATE .. PF
Circumnavigate the detected thundercloud or area by 25 miles or
more when traffic conditions permit.
All Cockpit Lights ...................................... ON/FULL
BRIGHTNESS .. PF & PM
Sunglasses ................................................. CONSIDER
WEAR .............. PF & PM
Consider wearing sunglasses to protect your eyes from the flash or
have one pilot keep eyes downward.
SOP-135/1664

2-79
Page 32 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING:

Apply the associated emergency/abnormal procedure if any failure
arises after a lightning strike. If the situation is under control after a
lightning strike, apply the following procedure to ascertain whether the
flight may proceed safely.
CHALLENGE ACTION PERFORMED BY

Altitude ........................................................ MAINTAIN................... PF

If not required by performance, obstacle clearance or operational
contingencies, stop climbing during airplane check.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Circuit Breakers .......................................... CHECK ............. PF & PM

Compass/Heading System ........................ CHECK ...................... PM
Check magnetic compass and heading system for normal
indications.
Engine Indication ........................................ CHECK ...................... PM
Check engine for normal indications. In case of engine shutdown,
the flight crew shall analyze the circumstances of the event and
consider an engine air start.
Pressurization ............................................. CHECK ...................... PM
Check pressurization system for normal indication.
If loss of pressurization is presented, structural damage may be
considered. In this case, the associated procedure must be
accomplished.
Flight Controls ............................................ CHECK ....................... PF
Check all flight controls for freedom of movement. Make sure that
flaps and speed brakes are working properly (refer to flaps and
speed brakes operating limits).
Fuel System................................................. CHECK ...................... PM
Check fuel system for normal operation. Monitor fuel remaining and
fuel consumption to make sure that no fuel leak exists.
SOP-135/1664

2-79
REVISION 6 Page 33
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES

CHALLENGE ACTION PERFORMED BY

All Other Airplane's Systems .................... CHECK ....................... PM

Check all airplane instruments following a panel scan sequence to
make sure that flight safety prevails.
The display colors may be changed. However, the display
information remains valid.
Communication Systems .......................... CHECK ....................... PM
Apply the associated emergency/abnormal procedure if any failure
arises after a lightning strike. Consider discontinuing the flight and land
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

at the nearest suitable airport if any unsafe condition is revealed after

checking system operation and general airplane condition.

AFTER LANDING
Lightning Strike Event ............................... REPORT TO
MAINTENANCE ....... LSP
Report the lightning strike to the maintenance personnel, by filling
out the LIGHTNING STRIKE INCIDENT REPORT form.

SOP-135/1664

2-79
Page 34 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD SUPPLEMENTARY
NORMAL
OPERATING
PROCEDURES
PROCEDURES

HOT WEATHER
The following procedures will improve cockpit and cabin cooling during
ground operations.
When engine is shut down, apply cool air from the air conditioning cart
whenever possible.
CHALLENGE ACTION PERFORMED BY

RECIRC & GASPER Buttons ..................... PUSHED IN.............. RSP

CKPT/PAX CABIN
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Temperature Controllers ...................... MAX COLD .............. RSP

At every 30 minutes during continuous ground operations and also
prior to takeoff the airplane, set both controllers to AUTO FULL
HOT for approximately 1 minute and then back to AUTO FULL
COLD.
Doors and Windows ................................... KEEP
CLOSED ...... LSP & RSP
Passenger Cabin Gasper
and Cockpit Outlets............................... OPEN ........................ N/A
Window Shades on the
Sun-Exposed Side of the Cabin ........... CLOSED ................... N/A
SOP-135/1664

2-88
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 SUPPLEMENTARY STANDARD
NORMAL
OPERATING
PROCEDURES
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

2-88
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

SECTION 3
PROCEDURES AND TECHNIQUES
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 3-01 .......... 01
Work Distribution and Philosophy...................................... 3-01 .......... 01
Airplane on Ground, Below V1 ...................................... 3-01 .......... 01
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Airplane Above V1 and In Flight Up to VFS ................... 3-01 .......... 02

Airplane at VFS and on Climb Out ................................. 3-01 .......... 02
Definition of Terms............................................................. 3-05 .......... 01
Abnormal ...................................................................... 3-05 .......... 01
Acceleration Altitude ..................................................... 3-05 .......... 01
Advisory ........................................................................ 3-05 .......... 01
AFE ............................................................................... 3-05 .......... 01
Approach Sequence ..................................................... 3-05 .......... 01
Areas of Responsibility ................................................. 3-05 .......... 02
Automation Complacency............................................. 3-05 .......... 02
Cabin Attendant ............................................................ 3-05 .......... 02
Callouts ......................................................................... 3-05 .......... 02
Captain (CAPT) ............................................................ 3-05 .......... 02
Caution ......................................................................... 3-05 .......... 02
Challenge and Response ............................................. 3-05 .......... 03
Climb Sequence ........................................................... 3-05 .......... 03
Critical Phases of Flight ................................................ 3-05 .......... 03
CRM.............................................................................. 3-05 .......... 03
Dark and Quiet Cockpit ................................................ 3-05 .......... 03
Do and Verify ................................................................ 3-05 .......... 03
Emergency ................................................................... 3-05 .......... 04
Expanded Procedures .................................................. 3-05 .......... 04
SOP-135/1664

3-00
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

First Officer (F/O) or Second-in-Command (SIC) ......... 3-05 ......... 04

Flight Crew .................................................................... 3-05 ......... 04
Flight Operation ............................................................ 3-05 ......... 04
Immediate Action .......................................................... 3-05 ......... 04
In-Flight Abnormality ..................................................... 3-05 ......... 05
In-Flight Emergency ...................................................... 3-05 ......... 05
Instructor Pilot ............................................................... 3-05 ......... 05
Land at the Nearest Suitable Airport............................. 3-05 ......... 05
LOFT ............................................................................. 3-05 ......... 05
Maximum Performance Landing ................................... 3-05 ......... 05
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Memory Items ............................................................... 3-05 ......... 06

Non-Annunciated .......................................................... 3-05 ......... 06
Observer ....................................................................... 3-05 ......... 06
Pilot Flying (PF) ............................................................ 3-05 ......... 06
Pilot-in-Command ......................................................... 3-05 ......... 06
Pilot Incapacitation ........................................................ 3-05 ......... 06
Precision-Like Approach ............................................... 3-05 ......... 06
Pilot Monitoring (PM) .................................................... 3-05 ......... 07
Rapid Deboarding ......................................................... 3-05 ......... 07
Read and Do ................................................................. 3-05 ......... 07
Reference to Crew Members ........................................ 3-05 ......... 07
Rejected Takeoff ........................................................... 3-05 ......... 08
Safety Pilot .................................................................... 3-05 ......... 08
Silent Checklist ............................................................. 3-05 ......... 08
Situational Awareness .................................................. 3-05 ......... 08
Speeds .......................................................................... 3-05 ......... 09
Stabilized Approach ...................................................... 3-05 ......... 09
Status ............................................................................ 3-05 ......... 09
Sterile Cockpit ............................................................... 3-05 ......... 10
Supplementary Procedures .......................................... 3-05 ......... 10
Warning......................................................................... 3-05 ......... 10
SOP-135/1664

3-00
Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

Philosophy of Operation .................................................... 3-05 .......... 11

Safety Priority ............................................................... 3-05 .......... 11
Corporate Operation ..................................................... 3-05 .......... 11
Authority........................................................................ 3-05 .......... 12
Use of Automation ........................................................ 3-05 .......... 12
Coordination and Relationship ..................................... 3-05 .......... 13
Altimeters ...................................................................... 3-05 .......... 14
Dark and Quiet Cockpit Concept .................................. 3-05 .......... 15
Buttons Concept ........................................................... 3-05 .......... 15
Training ......................................................................... 3-05 .......... 16
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Pilot Incapacitation............................................................. 3-05 .......... 17

Crew Action .................................................................. 3-05 .......... 17
Checklist Philosophy.......................................................... 3-05 .......... 18
Normal Checklist .......................................................... 3-05 .......... 19
Emergency and Abnormal Procedures ........................ 3-05 .......... 20
Non-Annunciated Procedures ...................................... 3-05 .......... 20
Smoke Procedure ......................................................... 3-05 .......... 20
Law and Security ............................................................... 3-05 .......... 21
Legal Coverage ............................................................ 3-05 .......... 21
Crew Coordination ............................................................. 3-05 .......... 22
Automation ......................................................................... 3-05 .......... 23
Automatic Flight ............................................................ 3-05 .......... 23
Autopilot ........................................................................ 3-05 .......... 23
Autothrottle (If Applicable) ............................................ 3-05 .......... 24
Flight Director ............................................................... 3-05 .......... 24
Use of the CDU ............................................................ 3-05 .......... 25
Stabilized Approaches ....................................................... 3-05 .......... 27
EFIS and NAV Usage During Approach....................... 3-05 .......... 28
Missed Approach Mentality .......................................... 3-05 .......... 28
High Sink Rate Near the Ground .................................. 3-05 .......... 28
SOP-135/1664

3-00
REVISION 6 Page 3
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

Crew Awareness ................................................................ 3-05 ......... 29

Weather Radar.............................................................. 3-05 ......... 29
PFD/EICAS ................................................................... 3-05 ......... 29
TCAS ............................................................................ 3-05 ......... 30
Windshear ..................................................................... 3-05 ......... 32
Areas of Responsibility ...................................................... 3-05 ......... 33
On Ground .................................................................... 3-05 ......... 33
In Flight ......................................................................... 3-05 ......... 34
Task Sharing ...................................................................... 3-05 ......... 35
Miscellaneous Items .......................................................... 3-05 ......... 38
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Communications ........................................................... 3-05 ......... 38

Briefings ........................................................................ 3-05 ......... 39
Flight Deck Access ....................................................... 3-05 ......... 39
Headphones.................................................................. 3-05 ......... 39
Reading......................................................................... 3-05 ......... 39
Meals ............................................................................ 3-05 ......... 40
Lights ............................................................................ 3-05 ......... 40
Shoulder Harness ......................................................... 3-05 ......... 40
Approaches ................................................................... 3-05 ......... 41
Brakes Usage ............................................................... 3-05 ......... 41
Thrust Reverser ............................................................ 3-05 ......... 41
Tow Bar ......................................................................... 3-05 ......... 41
QFE Operation ................................................................... 3-05 ......... 42
Ground Operations ............................................................ 3-10 ......... 01
Engine Start ....................................................................... 3-10 ......... 01
Engine Warm Up........................................................... 3-10 ......... 01
Icing, Cold Weather and Cold Soak Conditions ........... 3-10 ......... 01
Actions and Callouts ..................................................... 3-10 ......... 02
Push Back .......................................................................... 3-10 ......... 04
Flight Controls Check ................................................... 3-10 ......... 04
Actions and Callouts ..................................................... 3-10 ......... 04
SOP-135/1664

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Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

Taxi .................................................................................... 3-10 .......... 07

Taxi Speeds and Braking ............................................. 3-10 .......... 08
Influences on Tire Wear ............................................... 3-10 .......... 10
Thrust Use During Taxi................................................. 3-10 .......... 10
Rudder/Steering Use and Turning Radius ................... 3-10 .......... 11
Single Engine Taxi........................................................ 3-10 .......... 13
Taxi Under Adverse Weather ....................................... 3-10 .......... 14
Engine Fire on Ground ...................................................... 3-10 .......... 15
Engine Fire on Ground Procedure ............................... 3-10 .......... 15
Actions and Callouts ..................................................... 3-10 .......... 16
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Emergency Evacuation ...................................................... 3-10 .......... 17

Emergency Evacuation Procedure ............................... 3-10 .......... 17
Actions and Callouts ..................................................... 3-10 .......... 18
Takeoff ............................................................................... 3-15 .......... 01
Takeoff Technique ........................................................ 3-15 .......... 01
Flap Retraction ............................................................. 3-15 .......... 02
Flight Crew Coordination During Takeoff ..................... 3-15 .......... 03
Actions and Callouts ..................................................... 3-15 .......... 08
Rejected Takeoff – RTO .................................................... 3-15 .......... 13
Responsibility ............................................................... 3-15 .......... 13
Actions .......................................................................... 3-15 .......... 13
Low and High Energy Speeds ...................................... 3-15 .......... 14
Actions and Callouts ..................................................... 3-15 .......... 15
Crosswind Takeoff ............................................................. 3-15 .......... 16
Tailwind Takeoff................................................................. 3-15 .......... 16
Tail Strike Considerations .................................................. 3-15 .......... 17
Noise Abatement Procedures ............................................ 3-15 .......... 18
ICAO "A" Actions and Callouts ..................................... 3-15 .......... 20
ICAO "B" Actions and Callouts ..................................... 3-15 .......... 25
Takeoff in Adverse Conditions........................................... 3-15 .......... 29
Windshear During Takeoff ................................................. 3-15 .......... 30
SOP-135/1664

3-00
REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

Engine Failure .................................................................... 3-15 ......... 32

Recognition ................................................................... 3-15 ......... 32
On Ground .................................................................... 3-15 ......... 32
Flap Retraction.............................................................. 3-15 ......... 34
Engine Failure at or Above V1 ............................................ 3-15 ......... 35
Actions and Callouts ..................................................... 3-15 ......... 35
Engine Fire, Severe Damage or Separation
(On Takeoff After V1) .................................................... 3-15 ......... 42
Actions and Callouts ..................................................... 3-15 ......... 42
Single Engine Flight Technique ......................................... 3-15 ......... 48
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Climb .................................................................................. 3-20 ......... 01

Climb Based on Vertical Green Modes (FD) ................ 3-20 ......... 02
Climb Based on Vertical Magenta Modes (FMS)
(VNAV) (If Applicable).............................................. 3-20 ......... 04
Actions and Callouts ..................................................... 3-20 ......... 06
Engine Ice Climb ................................................................ 3-20 ......... 07
One Engine Inoperative Climb ........................................... 3-20 ......... 08
Cruise ................................................................................. 3-25 ......... 01
Speed Selection ............................................................ 3-25 ......... 01
Cruise Speed Management .......................................... 3-25 ......... 01
Flight Controls Trimming ............................................... 3-25 ......... 02
Fuel Imbalance ............................................................. 3-25 ......... 03
Throttle Technique ........................................................ 3-25 ......... 03
Turbulent Air Penetration ................................................... 3-25 ......... 04
Airspeed ........................................................................ 3-25 ......... 04
Manual Flight in Severe Turbulence ............................. 3-25 ......... 04
Driftdown ............................................................................ 3-25 ......... 05
Driftdown Procedure ..................................................... 3-25 ......... 05
Actions and Callouts ..................................................... 3-25 ......... 06
RVSM ................................................................................. 3-25 ......... 07
SOP-135/1664

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Page 6 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

Emergency Descent .......................................................... 3-25 .......... 07

Loss of Altitude ............................................................. 3-25 .......... 08
Autopilot Operation (Recommended) ........................... 3-25 .......... 09
Instructions ................................................................... 3-25 .......... 10
Actions and Callouts ..................................................... 3-25 .......... 11
Touch Control Steering Button (TCS) Operation ......... 3-25 .......... 14
Manual Descent............................................................ 3-25 .......... 14
Unreliable Airspeed ........................................................... 3-25 .......... 16
Upset Recovery Maneuver ................................................ 3-25 .......... 17
Actions and Callouts ..................................................... 3-25 .......... 17
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Stall Recovery Maneuver .................................................. 3-25 .......... 19

Actions and Callouts ..................................................... 3-25 .......... 19
Descent .............................................................................. 3-30 .......... 01
Descent Based on Vertical Green Modes (FD) ............ 3-30 .......... 02
Descent Based on Vertical Magenta Modes (FMS)
(VNAV) (If Applicable) ............................................. 3-30 .......... 07
Actions and Callouts ..................................................... 3-30 .......... 14
Ice Condition ................................................................. 3-30 .......... 15
RNP 0.3 ........................................................................ 3-30 .......... 15
Approach ........................................................................... 3-35 .......... 01
Fuel Consumption ........................................................ 3-35 .......... 01
Flap Maneuvering Speed ............................................. 3-35 .......... 02
Instrument Approaches...................................................... 3-35 .......... 03
Basic Approach Callouts .............................................. 3-35 .......... 05
Decision Altitude/Height ............................................... 3-35 .......... 07
Stabilized Approach...................................................... 3-35 .......... 07
CAT I, Non-Precision and Visual Approaches.............. 3-35 .......... 08
CAT II Approaches with AP or FD ................................ 3-35 .......... 09
Initial Approach .................................................................. 3-35 .......... 11
FMS as Primary Source ............................................... 3-35 .......... 11
FMS Database .............................................................. 3-35 .......... 12
Pilot Intervention to the Database ................................ 3-35 .......... 12
SOP-135/1664

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REVISION 6 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

Procedure Turn .................................................................. 3-35 ......... 13

Precision Procedures ......................................................... 3-35 ......... 14
Actions and Callouts ..................................................... 3-35 ......... 15
ILS CAT I............................................................................ 3-35 ......... 20
ILS CAT II........................................................................... 3-35 ......... 21
Steep Approach ................................................................. 3-35 ......... 22
Steep Approach Operation ........................................... 3-35 ......... 22
Engine Failure ............................................................... 3-35 ......... 23
Actions and Callouts ..................................................... 3-35 ......... 23
Low Visibility Approach ...................................................... 3-35 ......... 24
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Basic Statements .......................................................... 3-35 ......... 24

Work Distribution........................................................... 3-35 ......... 25
Go-Around .................................................................... 3-35 ......... 26
Malfunctions .................................................................. 3-35 ......... 26
Engine Failure During Final Approach .......................... 3-35 ......... 26
Actions and Callouts ..................................................... 3-35 ......... 27
One Engine Inoperative Precision Approach ..................... 3-35 ......... 35
Approach Preparation ................................................... 3-35 ......... 36
Non Precision Procedures ................................................. 3-35 ......... 37
FMS as Primary Source ................................................ 3-35 ......... 37
FMS Database .............................................................. 3-35 ......... 38
Vectors to Final ............................................................. 3-35 ......... 38
VNAV Approach ............................................................ 3-35 ......... 39
LOC Only Approach ...................................................... 3-35 ......... 40
Actions and Callouts ..................................................... 3-35 ......... 41
One Engine Inoperative Non-Precision Approach ............. 3-35 ......... 47
Circling Approach ............................................................... 3-35 ......... 49
One Engine Inoperative Circling Approach........................ 3-35 ......... 51
Visual Approach ................................................................. 3-35 ......... 53
One Engine Inoperative Visual Approach .......................... 3-35 ......... 55
Go-Around.......................................................................... 3-35 ......... 57
Actions and Callouts ..................................................... 3-35 ......... 59
SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

One Engine Inoperative Go-Around .................................. 3-35 .......... 61

Actions and Callouts ..................................................... 3-35 .......... 62
Abnormal Flap Configuration ............................................. 3-35 .......... 65
EGPWS Warning Corrective Maneuver ............................ 3-35 .......... 66
Actions and Callouts ..................................................... 3-35 .......... 66
Landing .............................................................................. 3-40 .......... 01
Landing Procedure ....................................................... 3-40 .......... 01
Actions and Callouts ..................................................... 3-40 .......... 03
Brakes Usage .................................................................... 3-40 .......... 04
Emergency/Parking Brake ............................................ 3-40 .......... 04
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Carbon Brakes .............................................................. 3-40 .......... 05

No Flaps Landing Technique ............................................. 3-40 .......... 06
Maximum Performance Landing........................................ 3-40 .......... 07
Landing on Wet, Slippery or Contaminated Runways ....... 3-40 .......... 08
Crosswind Landing ............................................................ 3-40 .......... 09
Operational Factors Affecting Landing Distance ............... 3-40 .......... 11
Recovery from Offset Position ........................................... 3-40 .......... 12
Lateral Offset ................................................................ 3-40 .......... 12
Vertical Offset ............................................................... 3-40 .......... 13
Windshear .......................................................................... 3-40 .......... 14
Windshear Recovery Techniques ................................ 3-40 .......... 15
Windshear Escape Maneuver Due to EGPWS
Announcement ........................................................ 3-40 .......... 15
Windshear Escape Maneuver Without EGPWS
Announcement ........................................................ 3-40 .......... 16
Low Visibility Landing ........................................................ 3-40 .......... 16
Rejected Landing ............................................................... 3-40 .......... 17
Actions and Callouts ..................................................... 3-40 .......... 18
Bounced Landing ............................................................... 3-40 .......... 20
Recovery from Light Bounce ........................................ 3-40 .......... 20
Recovery from a Severe Bounce ................................. 3-40 .......... 21
Tail Strike During Landing ................................................. 3-40 .......... 21
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Overweight Landing ........................................................... 3-40 ......... 22

Ditching .............................................................................. 3-40 ......... 24
Actions and Callouts ..................................................... 3-40 ......... 25
Forced Landing .................................................................. 3-40 ......... 28
Actions and Callouts ..................................................... 3-40 ......... 29
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INTRODUCTION
This section is intended to provide a guideline for pilots to perform
certain abnormal and emergency procedures that require a greater
amount of crew coordination.
The workload distribution that is outlined in the procedures described
herein provides a logical sequence of actions to be executed by a two-
pilot crew in order to perform the safe handling of the airplane and the
configuration of its systems.
Except for the Windshear Escape Maneuver procedure, no action
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other than Landing Gear retraction and the silencing of the associated
alarm should be taken by the crew when the airplane is below a safe
altitude (acceleration altitude).
When memory items include the configuration of the Thrust Levers,
Start Stop Selector or Fire Handles systems, a positive confirmation
from the PF should be requested by the PF. Example: "Thrust Lever
Eng 1 Idle, Confirm?", and the PF then answers: "Confirmed".

WORK DISTRIBUTION AND PHILOSOPHY

AIRPLANE ON GROUND, BELOW V1

The LSP is responsible for:
– Rejecting the takeoff;
– Performing the associated Memory Items;
– Cabin Crew Coordination.
The RSP is responsible for:
– Advising ATC;
– Performing associated Memory Items;
– Executing the applicable Checklists.
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AIRPLANE ABOVE V1 AND IN FLIGHT UP TO VFS

The PF is responsible for:
– Flight Path and Speed;
– Airplane configuration, commanding flaps and Flight Director
Modes, as required.
The PM is responsible for:
– Selecting Landing Gear Up;
– Identifying the emergency and abnormal condition and silencing
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the associated alarm;

– Actively monitoring the flight path and speed.

AIRPLANE AT VFS AND ON CLIMB OUT

The PF is responsible for:
– Communication (while the applicable Checklist is being
completed by the PF);
– Flight Path and Speed;
– Actively monitoring the execution of critical memory items;
– Calling for the applicable Checklist.
The PM is responsible for:
− Executing the applicable Checklist and advising when it is
completed, e.g.: "_____________Checklist Complete";
− Communication;
− Actively monitoring flight path and speed.

NOTE: Some circumstances may require deviations from the areas of

responsibility described above. In this case, Flight Crews
should constantly monitor both Flight Path and Speed and
apply CRM policies to effectively cope with such deviations.
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DEFINITION OF TERMS
The Definitions herein exist for the sole purpose of making the text in
this Manual unequivocal and clear. They do not replace or invalidate
any Operating Rules in force. Should there be differences between
these Definitions and the Regulations, the Regulations must prevail.

ABNORMAL
When abnormal is used to describe a procedure or checklist, it refers
to a non-routine operation, in which certain procedures or actions must
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be taken to maintain an acceptable level of airworthiness for a

continued safe flight and landing. When associated with a caution
condition message, it will indicate procedures that, if not followed,
may result in damage to equipment. The abnormal procedures have
been written assuming that oxygen masks will be donned and
communications established between crew members whenever
oxygen deficiency or contamination is suspected.

ACCELERATION ALTITUDE
It is defined as Level off Altitude on the Runway Analysis performance
chart. It is the takeoff 3rd segment and it is used for level flight,
acceleration and flap retraction. The acceleration altitude varies
between 400 ft and 1500 ft according to the takeoff path, obstacles
and engine limitations.

ADVISORY
Used to indicate a condition that requires crew awareness and may
require subsequent or future crew action.

AFE
Above Field Elevation.

APPROACH SEQUENCE
Actions to be performed by the Pilot Monitoring upon Pilot Flying
request during the approach phase.
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AREAS OF RESPONSIBILITY
Cockpit panel and console areas that are operated by a specific pilot.
These areas exist for the sake of crew coordination and a pilot must
always advise the other pilot if he is intending to operate something in
the other pilot's Area of Responsibility. Refer to the Operating Policies
Section to determine what areas are assigned to which pilot.

AUTOMATION COMPLACENCY
Failure to monitor airplane systems due to overconfidence in
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automation.

CABIN ATTENDANT
Crew member that reports to the Pilot-in-Command and is in charge of
assuring the safety and the efficient handling of the passengers in all
circumstances.

CALLOUTS
Callouts are aids in maintaining awareness of the crew as to the status
of given tasks. They are extremely important in aiding situational
awareness. They are made to indicate that a system has deviated
from the assigned parameters, or to describe tasks or events requiring
a high level of monitoring of highly dynamic and unstable events.

CAPTAIN (CAPT)
The pilot that is legally responsible for the operation of the airplane
and who commands the operation of the airplane. He has the authority
to take actions, to request or to delegate any crew member action as
he finds appropriate to ensure the safety of the flight.

CAUTION
Used to indicate a hazard that, if ignored, could result in damage to an
airplane component or system which would make continued safe flight
improbable (immediate crew awareness and subsequent corrective or
compensatory crew action required).
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CHALLENGE AND RESPONSE

A Checklist usage technique that consists of completing all the
checklist actions by memory, and verifying them, item by item
afterwards by reading and replying.

CLIMB SEQUENCE
Actions to be performed by the Pilot Monitoring upon Pilot Flying
request during initial climb phase.
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CRITICAL PHASES OF FLIGHT

The high workload phases of flight. Flight phases below 10000 ft AFE
(not including cruise flights), Takeoffs, Landings, Taxi procedures and
all parts of the flight operation considered as critical by the flight crew.

CRM
Crew Resource Management is the effective use of all resources to
include human and other aviation system resources.
ACRM: Advanced Crew Resource Management - a package including
CRM procedures, training of the instructor/evaluators, training of the
crews, a standardized assessment of crew performance, and an
ongoing implementation process providing an integrated form of CRM
by incorporating CRM practices with normal and emergency SOP.

DARK AND QUIET COCKPIT

A concept used to design and operate an airplane based on the
assumption that in flight all systems are normal when the overhead,
main, glare-shield and control pedestal panels have no lights on, and
no aural warnings are taking place. This concept enforces the need of
a quiet environment inside the cockpit during most phases of flight.

DO AND VERIFY
A technique that consists of completing the Normal Procedures actions
by memory and verifying them afterwards, by using the On Board
Checklist reading and replying.
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EMERGENCY
When emergency is used to describe a procedure or Checklist, it
refers to a non-routine operation (warning) in which certain procedures
or actions must be taken to protect the crew, passengers or the
airplane from a serious hazard or potential hazard. When associated
with an EICAS warning message, it will indicate procedures that, if not
followed, may result in personal injury or loss of life. The emergency
procedures have been written assuming oxygen masks will be donned
and communications established between crew members whenever
their use is required.
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EXPANDED PROCEDURES
A description of sequential procedural steps with detailed explanations
and/or instructions accompanying each step.

FIRST OFFICER (F/O) OR SECOND-IN-COMMAND (SIC)

Pilot that is not in command but can carry out the duty of flying the
airplane under all circumstances.

FLIGHT CREW
Crew members that conduct the airplane's flight operation. The flight
crew will be composed of Captain and First Officer.

FLIGHT OPERATION
The act of managing an airplane in all phases of flight, achieving the
maximum equipment utilization.

IMMEDIATE ACTION
An action that must be taken in response to a non-routine event so
quickly that reference to a checklist is not practical because of a
potential loss of airplane control, incapacitation of a crew member,
damage to or loss of an airplane component or system, which would
make a continued safe flight improbable.
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IN-FLIGHT ABNORMALITY
A situation that, if not handled with the appropriate procedures, may
develop into an imminent flight safety risk.

IN-FLIGHT EMERGENCY
A situation in which there is an imminent flight safety risk.

INSTRUCTOR PILOT
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Pilot that acts both as Safety Pilot and as Flight Instructor to a not-yet-
qualified pilot, or to a qualified pilot undergoing flight instruction for
refreshment or for any other reason.

LAND AT THE NEAREST SUITABLE AIRPORT

Some checklists require landing at the nearest suitable airport. This
statement may be presented below the associated
emergency/abnormal characterization, or at the beginning of a task
that requires so. When the crew determines that significant threat to
safety is present, they should always accomplish the earliest possible
descent, land at the nearest suitable airport regardless of having this
statement present in the checklist.

LOFT
Line Oriented Flight Training: simulator training session in which the
focus is on reproducing an environment as similar as possible to the
operation, with similar workload and routine. The objective of these
sessions is to identify areas of difficulty related to crew coordination
and ergonomics. LOFT sessions may include abnormal and
emergency situations that require knowledge-based actions by the
crew.

MAXIMUM PERFORMANCE LANDING

Maximum Performance Landing is a set of techniques that leads to
stop the airplane within minimum landing distance.
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MEMORY ITEMS
Items of the checklist that must be memorized by the flight crew, and
whose execution must be carried out immediately, should the
corresponding checklist become applicable (immediate action).
Memory items should be verified after completion.

NON-ANUNCIATED
When Non-Annunciated is used to describe a procedure or checklist, it
refers to a non-routine operation requiring flight crew action, due to a
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condition not capable to be sensed by the airplane avionics system

(e.g.: Smoke, Emergency Descent, etc).

OBSERVER
Person (crew member or check airman) sitting on the jump seat.

PILOT FLYING (PF)

Pilot who is controlling the path and thrust setting of the airplane in
flight (it is the primary responsibility of each pilot to monitor the
airplane).

PILOT-IN-COMMAND
Pilot legally responsible for the operation of the airplane, and who
commands the operation of the airplane. He has the power to take
action, to request action by the other pilot, or to prevent the other pilot
from acting as he finds appropriate for the sake of flight safety.

PILOT INCAPACITATION
A situation in which one of the pilots is not able to perform his duties.

PRECISION-LIKE APPROACH
Technique to fly all non-precision approaches with a stabilized vertical
descent path to the runway end.
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PILOT MONITORING (PM)

Pilot who is actively assisting/monitoring Pilot Flying during operation
of the airplane. The active monitoring concept must be implemented,
trained, practiced and must have its effectiveness evaluated in order to
provide benefits. It is the primary responsibility of each pilot to monitor
the airplane and the other pilot.

RAPID DEBOARDING
There are situations that require passengers to leave the airplane in an
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expeditious manner but do not justify an Emergency Evacuation. In

these cases, the Pilot In Command may command a Rapid
Deboarding procedure.
Rapid Deboarding consists of leading the passengers out of the
airplane by using normal means of deboarding such as stairways or
jetways.

READ AND DO
It consists of reading and accomplishing each of the Normal
Procedures items. The Normal Procedures items will follow the
sequence corresponding to the airplane systems, flight rules
requirement and flow.

REFERENCE TO CREW MEMBERS

CAPT : Pilot-in-command
F/O : First Officer
C/F : Refers to both pilots in general
PF : Flying Pilot
PM : Pilot Monitoring
F/A : Any Cabin Attendant in general
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REJECTED TAKEOFF
A takeoff that is discontinued after takeoff thrust is set and initiation of
the takeoff roll has begun.

SAFETY PILOT
The pilot in charge of ensuring that no flight operational situation that
places flight safety at risk ever develops.
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SILENT CHECKLIST
Performed during high workload periods. The procedure reduces the
amount of activity on the flight deck that the pilots normally have to
contend with. The crew member executing the checklist should
announce "_______ Checklist completed" when all checklist items
have been accomplished.
The only silent checklist is the After Takeoff.

SITUATIONAL AWARENESS
Refers to the fact that the crew should be conscious of the airplane's
condition under specific operational and environmental circumstances.
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SPEEDS
– Approach Climb Speed (VAPP CLB) – It is the speed to be used in
case of a single engine go-around with Go-around Flaps and
Landing Gear retracted.
– Approach Speed (VAPP) – It is the speed on the final approach,
in landing configuration.
– Decision Speed (V1) – It is the speed in the takeoff, with which
the pilot must take the first action to stop the airplane within the
accelerate-stop distance. V1 also means the minimum speed in
the takeoff, following a failure of the critical engine, at which the
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pilot can continue the takeoff and achieve the required height
above the takeoff surface within the takeoff distance.
– Landing Reference Speeds (VREF) – It is a reference for VAPP
calculation. It is the minimum recommended speed at 50 ft over
the threshold. It is the speed used in the landing distance
calculations.
– Final Segment Speed (VFS) – It is the speed to be achieved
during the final takeoff segment, with landing gear up and flaps
retracted.
– Rotation Speed (VR) – The speed at which the pilot initiates
action to raise the nose gear off the ground.
– Takeoff Safety Speed (V2) – The speed attained at the screen
height (e.g. 35 ft), assuming one engine inoperative and rotation
initiated at VR.

STABILIZED APPROACH
Criteria used to judge an approach according to the capability of the
airplane to perform a safe landing after a determined point at the
approach procedure (on the Approach speed plus applicable additives,
on the proper flight path, on the proper sink rate and with thrust
stabilized no lower than 1000 ft AFE when operating IMC and 500 ft
AFE for VMC operations).

STATUS
Used to indicate a condition that requires cockpit indications, but not
necessarily as part of the integrated warning system.
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STERILE COCKPIT
The principle of restricting cockpit and cockpit/cabin talk strictly to what
is required for the Flight Operation and for the safety of the occupants.

SUPPLEMENTARY PROCEDURES
Used to describe a non-routine procedure that may be employed in
addition to a normal procedure. Infrequently used procedures should
be performed by reference (read and do).
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WARNING
Used to indicate a hazard that if ignored could result in injury, loss of
airplane control, or loss of life (immediate corrective or compensatory
crew action required).

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PHILOSOPHY OF OPERATION

SAFETY PRIORITY
Passenger and public safety are the highest priority.

CORPORATE OPERATION
Corporate flight operations are not usually assisted by dispatch,
ground handling, maintenance or catering infrastructure every time
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and everywhere. Therefore, the corporate pilot ends up with the

responsibility to manage all those ground support activities. He or she
must have the mind set on planning the operation earlier and the
attention focused on the operation until way after the flight ends. Since
corporate pilot duties range from making sure that maintenance
personnel is advised of action items, checking that next day's needs
are properly addressed and will be available in a timely manner, up to
making sure that nothing is overlooked, corporate pilot skills such as
creativity, good communication, pro-activity and a sharp sense of
responsibility are essential.

EM145AOM962002A.DGN
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AUTHORITY
CAPTAIN'S AUTHORITY
He is ultimately responsible for whatever happens to the occupants, to
the airplane or to any goods or persons outside the airplane as result
of the flight operation under his command.
The Pilot-in-Command must use crew resources in the most effective
way and must encourage other crew members to engage in teamwork
by allowing them to participate and give suggestions whenever useful
for the execution of the flight.
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He must treat all crew members with respect and consideration at all
times.

FIRST OFFICER RIGHTS AND DUTIES

The First Officer can be designated as PF for any flight leg if the Pilot-
in-Command finds it appropriate.
The First Officer can and should immediately advise the Pilot-in-
Command of any operational discrepancy that may develop into a
flight safety problem. This entitlement to intervene must be practiced
extensively in the Simulator, so that the First Officers understand how
and to what extent this intervention is to be exercised. Should the
Pilot-in-command become incapacitated, the First Officer acquires all
the rights and duties of the Pilot-in-Command.

USE OF AUTOMATION
On highly automated airplanes monitoring is as important as acting.
Monitoring skills and discipline must be enforced and checked during
training.
Pilots must be alert and avoid "automation complacency" generated by
the highly automated airplane systems. Usage of automation must be
well trained in order to provide workload reduction and the ability to
correlate the different scenarios and systems.
Monitoring is an active role that should be placed on the same level
of importance as in acting, when task sharing is the issue.
The pilot is the most capable component during the flight and he must
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COORDINATION AND RELATIONSHIP

FLIGHT CREW COORDINATION
The Flight Crew must be on coordination. They must know their duty
and activities into the cockpit during a normal operation as well as in
an abnormal situation. It is recommended that this coordination be
carried out to practice during simulator training. Also, they should brief
between them about the whole flight operation before the flight.

FLIGHT CREW COORDINATION WITH CABIN ATTENDANT

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In addition, the Flight Crew must be on coordination with the Cabin

attendant. The attendant must understand situations such as sterile
cockpit, calls from the cockpit, pilot incapacitation and other specific in-
flight situations where the participation of the Cabin attendant is
instrumental. It is recommended that the flight crew members brief the
attendant before the flight.

INTERPERSONAL RELATIONSHIP
Crew members should never be rude or harsh to anybody when on
duty, unless there is an undeniable practical reason to act in such a
way for the sake of the passengers or for reasons of flight safety.

EMPHASIS ON COMMUNICATION
The flight attendant as well as the passengers must be informed
regarding matters that need their action. Therefore, preflight briefings
are highly recommended, as are in-flight briefings when special non-
routine procedures are to be carried out, for instance. Examples are:
briefing for a landing that may possibly end up with an evacuation, or
when turbulent weather is expected enroute, etc.
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AREAS OF RESPONSIBILITY
This manual establishes areas in the cockpit that are placed under the
responsibility of each specific cockpit crew member.
Ground operations are divided between the Left Seat Pilot (LSP) and
the Right Seat Pilot (RSP), while in Flight Operations they are divided
between Pilot Flying (PF) and Pilot Monitoring (PM). Actions outside
the crew member's area of responsibility may be applicable sometimes
and are properly indicated in this manual or are initiated at the Captain
discretion. For training purposes, the Captain will be considered the
Left Seat Pilot and the First Officer will be considered the Right Seat
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Pilot.

BRIEFINGS
All members of the crew have the right to be informed regarding
matters that affect their functions. Therefore, preflight briefings with the
cabin crew are highly recommended, as are in-flight briefings when
special non-routine procedures are to be carried out.

COMMUNICATIONS
Non-essential conversation should be avoided during high workload
flight phases.

TEAM MENTALITY
The flight and cabin crew must get along as a team. A sense of
collaboration and mutual help must prevail for the ultimate objective of
safely and efficiently completing the flight.

ALTIMETERS
They must be set to QNH (QFE if applicable) or to QNE, i.e., it must be
changed to QNE at the transition altitude during climb and must be set
to QNH (QFE if applicable) at the transition level during descent.
NOTE: Some countries use QFE instead of QNH.
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DARK AND QUIET COCKPIT CONCEPT

The design philosophy of the airplane states that under normal flight
operation of its systems the pushbuttons and annunciators on the
overhead, main, glare-shield and control pedestal panels must be dark
(no lights).
No visual or aural warnings mean normal operation of the systems.

STERILE COCKPIT
The concept of sterile cockpit must be used below 10000 ft. This must
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be called out by the PF and must be advised to the passenger by the

PM.

BUTTONS CONCEPT
Depending on the situation, the recommended switch position is
indicated on the applicable flight phase procedure.
The white striped bar indicates that the related system is turned off.
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TRAINING
EMPHASIS ON SITUATION AWARENESS
Pilots must undergo extensive simulator training to efficiently manage
their workload and prioritize flying the airplane. Critical high workload
situations must be simulated to make sure that the pilots are capable
of avoiding distraction from the basic tasks.
If the pilot is faced with too many things to be managed single-
handedly, he must be trained to delegate and seek help as necessary.
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TRAINING OF FIRST OFFICERS

First Officers must be trained to be fully proficient in all maneuvers and
actions that they are entitled to carry out. As an example, they must be
fully capable of continuing a takeoff with an engine failure after V1
carrying out all procedures that are required.
Therefore, it is a Company obligation to make sure that this level of
proficiency is reached. If there are facts that indicate that the required
proficiency is absent, a training review process must be started by the
Company to develop changes to correct this deficiency.

TAKING PROCEDURES SERIOUSLY

It is recommended that all Flight Crew Members develop the habit of
pointing at or looking at an item that is being mentioned in the checklist
as they read it. This technique helps to prevent the loss of attention
due to absent-minded, mechanical reading of procedures. The pilot
reading a checklist must also make sure that the other pilot heard and
is aware of each read item. Should any question persist, the item must
be called out again until it is clear that it was grasped.
Full knowledge of the Memory Items is mandatory. A flight crew
member unable to recall Memory Items of the Checklist can not be
considered proficient.
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PILOT INCAPACITATION
Pilot incapacitation is a possibility in all age groups and during all flight
phases, ranging from sudden death to partial loss of mental or physical
performance. Proper crew coordination involves checks and
crosschecks using verbal communications and standard operating
procedures to detect this problem.
Failure of any crew member to respond to a second request or to a
checklist will be considered a pilot incapacitation condition, and crew
action is immediately required.
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CREW ACTION
If one pilot confirms that the remaining pilot is incapacitated, he/she
shall take over checking the position of essential controls and
switches. An emergency should be declared and the autopilot must be
used to reduce crew workload.
After the autopilot is engaged and the airplane is under control, notify.
If practicable, try to restrain the incapacitated pilot and slide the seat to
the full back position. The shoulder harness lock may be used to
restrain the incapacitated pilot.
Request assistance from any medically qualified passenger and
consider using help from other pilots or crew members who may be
among the passengers.
Consider landing at the nearest suitable airport.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CHECKLIST PHILOSOPHY
The use of the Onboard checklist is based on the assumption that both
pilots have been properly trained on the type of airplane and therefore
have a thorough knowledge of the airplane's systems and procedures.
It further assumes that they know the consequences of not performing
the right actions at the right time.
The crew should exercise judgment to establish the proper
coordination among Normal and Emergency/Abnormal procedures
towards the safest course of action.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

NORMAL CHECKLIST
SCAN FLOW AND READ AND DO
The crew must accomplish all the AOM Normal Procedures.
The use of the OnBoard Checklist is based on the assumption that
pilots have properly been trained on the type of airplane and therefore
have a thorough knowledge of the airplane's systems and procedures.
It further assumes that they know the consequences of their actions
(or the consequences of not performing the right actions at the right
time).
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The procedures to be carried out in each phase are not restricted to

the checklist. These procedures are explained in detail after each
phase checklist and are consistent with the procedures set forth in the
AFM.
The Normal Checklist has been divided and named according to its
specific phase.
In case of interruption the pilot should stop the reading, and when he
restarts it, he must be sure of where he stopped. If not, the checklist
must be read from the start again.
When a disagreement between the response and the checklist answer
is found, the checklist should be interrupted until the item is solved.
The crew should exercise judgment to establish the proper
coordination between normal and emergency/abnormal procedures
towards the safest course of action.
Should any discrepancy between the SOP and the AFM be detected,
the AFM prevails.
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REVISION 6 Page 19
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

EMERGENCY AND ABNORMAL PROCEDURES

MEMORY ITEM + READ AND DO
The Emergency/Abnormal checklist will provide the procedural steps
required to resolve abnormal situations on the ground or in flight.
On modern airplanes, situations for which there are no written
procedures are likely to occur. It is not possible to develop checklists
for every condition, especially when multiple failures occur. Full
knowledge of the Memory Items is mandatory. Abnormal procedures
have been written assuming oxygen masks will be donned and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

communications established between crew members whenever

oxygen deficiency or contamination is suspected.

NON-ANUNCIATED PROCEDURES
MEMORY ITEM + READ AND DO
The Non-Annunciated checklist describes procedures referring to a
non-routine operation requiring flight crew action, due to conditions
that are not sensed by the airplane's avionics system such as an
emergency descent or emergency evacuation.

SMOKE PROCEDURE
MEMORY ITEM + READ AND DO
The Smoke checklist describes procedures associated with
malfunctions that lead to a smoke condition in the cockpit, cabin or
cargo compartments. The procedures are written with bigger size
letters for easier reading.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

LAW AND SECURITY

LEGAL COVERAGE
The Company must provide information regarding legal responsibilities
of the crew members, especially that of the Pilot-in-Command, when it
comes to liabilities resulting from legal violations, incidents and
accidents. The crew members must be informed about the legal
implications of their acts and statements, as well as how to proceed in
case of abnormal situations such incidents, accidents and situations
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

involving law enforcement authorities.

The information made available to crew members is especially
important in case of flights to countries other than the country the
company is located in.
Should a legal dispute arise as a consequence of the operation of a
company airplane, the company must take all measures to make sure
that the crew members are not unfairly or improperly charged and do
not suffer negative consequences that are unduly or unfairly imposed
upon them.
This company attitude is important to encourage flight crews to act in a
rightful rather than in a "trouble-avoiding" manner.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CREW COORDINATION
The Flight Crew must be trained in coordination with the Cabin Crew.
Cabin crew members must understand situations such as sterile
cockpit, calls from the cockpit, pilot incapacitation, emergency
evacuation, hijacking and other specific in-flight situations where the
participation of the Cabin Crew is essential. It is recommended that
joint training sessions be carried out to practice this coordination.
These joint-training sessions can be LOFT sessions.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

AUTOMATION

AUTOMATIC FLIGHT
Make sure that there is synchronization with the airplanes automation.
Since auto-flight systems may receive incorrect inputs from the flight
crew or may contain database errors, anticipation of airplane
commands is essential for smooth operation during the use of
automated systems.
Pilots should use the automation as much as possible, allowing
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

effective monitoring of the flight. The amount of automation to be used

during each phase of flight should be determined by the PF.
Pilots must always be alert and monitor the automation. Usually, high
use of automation induces crews to stay out of the loop, with
excessive confidence on auto flight systems.
When the airplane does not perform as expected, or the command is
unrecognized, the automated systems must be disconnected and a
manual flight immediately established. If any undesirable automated
system behavior occur, it must be immediately disconnected.
The modes selected on the FGC (Flight Guidance Controller) must be
monitored on the PFD at all times by both pilots.

AUTOPILOT
It is recommended that autopilot be engaged at minimum engagement
height and disengaged at traffic pattern altitude, for a visual approach,
or at MDA/DA/DH during an instrument approach (if not performing a
go around).
The PF must keep one hand on the yoke at all times when the
autopilot is coupled below 1500 ft AGL.
Pilots must never try to counteract the autopilot. Should any
undesirable autopilot behavior occur it must be immediately
disconnected.
If during the autopilot-engaged flight the airplane flies out of the FD/AP
commanded attitude, the autopilot must be immediately disconnected.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

AUTOTHROTTLE (IF APPLICABLE)

It is recommended that autothrottle be engaged from takeoff to
landing.
The PF must keep one hand on the throttle at all times when the auto-
throttle is coupled below 1500 ft AGL.
Pilots may override the auto-throttle for momentary thrust adjustments.
If repeated override interventions are required, A/T should be
disconnected and resumed as required.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

FLIGHT DIRECTOR
The Flight Director should be used and updated at all times.
The PF can request the PM to perform the tasks required to update
the Flight Director when maneuvers are performed.
If the Flight Director is not synchronized with the actual airplane's
maneuver it must be updated or turned off.
Removing the FD cue by pressing the FD Button on the FGC (Flight
Guidance Controller) does not disengage the Flight Director.

IF NOT USING DESELECT IT

2O 2O 2O 2O

1O 1O 1O 1O

1O 1O MIN 1O 1O MIN

35O 35O

EM145AOM021040B.DGN

FLIGHT DIRECTOR FMS USAGE

Any heavy reprogramming made by the PF (approaches, runways,
missed approaches) should not be done below 10000 ft. If ATC directs
the airplane to an unexpected runway or approach procedure, the
approach procedure shall be carried out using the FD panel.
Holding patterns can however be programmed at holding altitudes,
should the need arise.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

USE OF THE CDU

CDU usage must be coordinated in all flight phases (VHF frequency
tuning and navigation, performance, progress monitoring and
changes). Whenever entering a new route, it is the crew's
responsibility to check all the waypoints for correct coordinates and
associated navigation aids. It is recommended that one pilot enters the
flight plan and the other pilot checks the data entered.
Below 10000 ft AFE, CDU 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
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workload flight phases.

DUAL INSTALLATION (HONEYWELL FMS)

This is a master-slave installation. Therefore, whatever is entered in
one of the FMS units is immediately and automatically copied to the
other one if the system is operating normally, i.e., if its functionality is
not degraded. The PF enters data into his CDU, unless he is hand-
flying the airplane. In this case, the PM enters data into the PM's CDU
as requested by the PF.
Initial route data must be entered into one of the FMS units and copied
to the other. Consistency among the FMS units must be kept
throughout the flight, i.e., whenever something is changed in one unit it
is required a similar change to the other FMS unit. Having the active
route on both FMS units makes cross-checking and role-switching
(should it become necessary) easier.
Whenever data is entered into the FMS, the other pilot must cross-
check the entered data provided that this cross-checking does not
distract him from more important flying tasks.
There must never be two pilots entering data into the FMS units at the
same time.
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REVISION 6 Page 25
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

DSPLY DR DGRAD MSG OFFSET APRCH

Honeywell

PERF NAV PREV NEXT FPL PROG DIR BRT

A B C D E F 1 2 3
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G H I J K L 4 5 6

M N O P Q R 7 8 9

S T U V W . 0

X Y Z DEL CLR −

10000 ft

DSPLY DR DGRAD MSG OFFSET APRCH

Honeywell

PERF NAV PREV NEXT FPL PROG DIR BRT

A B C D E F 1 2 3

G H I J K L 4 5 6

M N O P Q R 7 8 9

S T U V W . 0

X Y Z DEL CLR −

NO MAJOR
REPROGRAMMING
BY PF
EM145AOM021041A.DGN

FMS REPROGRAMMING POLICY IN FLIGHT

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

STABILIZED APPROACHES
Pilots must be on a stabilized approach (on track, on slope, at the
target speed and configured to land) when on a three-mile final. A
stabilized final approach increases touchdown precision.
Non stabilized approaches increase the risk of high sink rate at touch
down or an excessive flare.
Additionally and equally important, it also gives the flying pilot the
opportunity to set his mind on the missed approach procedure and to
be prepared if he needs to do so.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Stabilized approaches do burn some extra fuel when compared with

power off approaches and some other non-orthodox techniques. But
trading safety for near insignificant fuel economy is not acceptable.

STABLE SPPED (VAPP)

STABLE PATH
STABLE THRUST
STABLE PITCH
FULL LDG CONFIGURATION

EM145AOM021051B.DGN

STABILIZED APPROACHES

Circle-to-land approaches are very critical because they contain a

portion that lacks instrument reference and are not stabilized. These
approaches must be exhaustively trained in the simulator, and if the
First Officers are allowed to fly circle-to-land procedures in marginal
weather, they must be trained to do so proficiently. The usage of the
autopilot on Circle-to-land approaches is recommended.
Sidestepping to a parallel runway can be done if airplane is more than
three miles from touchdown. Obviously there are many pilots that can
do it closer to the runway and do safely, but as a safety rule to be
applied to all pilots tight sidesteps must be avoided.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

EFIS AND NAV USAGE DURING APPROACH

An approach based on NAV aids should never be performed based
solely on FMS position. Direct NAV aid indication should always be
used as primary means. However, in case of a non-precision approach
the FMS-based course/vertical path indication, along with the MAP
mode on the MFD, can be used on the PF side as a reference.
ILS approaches must always be performed with direct ILS indications
on both sides.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

MISSED APPROACH MENTALITY

There have been many accidents in aviation caused by the decision to
land when all evidence signaled that the safest alternative was a
missed approach.
The approach must be planned with the missed approach in mind. In
other words, the crew must plan a missed approach and not a landing.
Landing is the alternative. This statement may not seem significant but
it is. This mentality must be emphasized during training and during
normal operation. The missed approach must be briefed in detail and
both pilots must be totally aware of what will happen if a missed
approach is carried out.

HIGH SINK RATE NEAR THE GROUND

High sink rates during approach, be it an IFR approach, a visual
approach or a circle-to-land maneuver, should be avoided. As a rule of
thumb, two thirds of the height can be used as a target maximum sink
rate when at heights of 2000 ft or less, and not on the final approach
segment. Therefore, as an example, at a height of 1500 ft the
maximum sink rate would be 1000 ft/min, while at a height of 2000 ft
the maximum sink rate would be 1300 ft/min.
Capturing the Glide Slope from above should be avoided when
possible. If it is possible to alternate to a GS interception from below,
the alternate procedure must be chosen.
No attempt should be made to intercept the Glide Slope from above
under IMC conditions after having passed the outer marker.
Should such a situation ever arise, a missed approach should be
SOP-135/1664

carried out.

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CREW AWARENESS

WEATHER RADAR
The weather radar should always be used when necessary as
determined by the flight crew.
During slaved weather radar operations, the pilot operating the radar
should inform any change before its execution, since it will affect the
other pilots' presentation as well. While on the ground, if the radar is to
be operated in any mode other than STBY, associated AOM
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restrictions apply.

PFD/EICAS
Precision approaches should be flown with ILS indications on both
sides. VOR and NDB approaches should use some form of raw data to
cross check FMS information. RNAV and GPS approaches should
always be conduced after ensuring equipment performance limits and
local regulations are considered.
EICAS messages should always be announced when displayed. When
more than one message is displayed, careful consideration should be
applied in order to prioritize actions.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

TCAS
Compliance with TCAS resolution advisory is required unless the pilot
considers it unsafe to do so. Maneuvers that are in the opposite
direction of the RA are extremely hazardous, especially RAs involving
altitude crossing, thus they are prohibited, unless it is visually
determined to be the only means to ensure safe separation.

WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE

INSUFFICIENT AIRPLANE PERFORMANCE TO
FOLLOW THE TCAS COMMAND WITHOUT FLYING
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INTO STALL WARNING OR BUFFET. CONDITIONS

WHERE THIS MAY OCCUR INCLUDE:
• BANK ANGLE GREATER THAN 15°.
• ENGINE INOPERATIVE.
• FAILURE TO CONFIGURE THE AIRPLANE TO GO-
AROUND FOLLOWING A CLIMB RA IN LANDING
CONFIGURATION.
• FAILURE TO ADVANCE THRUST TO MAXIMUM
CONTINUOUS THRUST FOLLOWING A CLIMB RA
AT REDUCED THRUST.
• SPEEDS LESS THAN NORMAL OPERATION
SPEEDS.
• ABNORMAL CONFIGURATIONS, WHICH REDUCE
PERFORMANCE (E.G. GEAR DOWN).
• TCAS COMMAND REVERSAL TO A "CLIMB-CLIMB
NOW".
• BUFFET MARGIN OF LESS THAN 0.3 G.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CALL OUTS

TCAS – ACTIONS AND CALLOUTS

PF PM
− Place hands on − Turns all external
control column and lights ON.
Upon receiving thrust levers to be
− Communicates
TCAS TRAFIC prepared to react
with ATC.
ADVISORY or a to TCAS resolution.
possible conflict is − Turns FSTN
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− Scans for visual

advised by the pilot BELTS ON.(1)
contact with the
intruder. − Scans for visual
contact with the
intruder.
− Disengages the − Monitors the
Autopilot. airspeed and
altitude and calls
− Immediately
PF attention for
Upon receiving follows the VSI
altitude or
TCAS guidance.
airspeed too low
RESOLUTION or airspeed close
ADVISORY to maximum.

− In the absence of
an amended
CLEAR OF clearance, return to
CONFLICT the last ATC
assigned altitude
and course.

(1)
Pilot should Turn ON the FSTN BELTS at pilot discretion and/or
according to company police.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

WINDSHEAR
The most important policy is to avoid a windshear. Although
Windshear detection and annunciation system is installed, pilots may
not perceive that an area of a potential windshear could be
encountered ahead.
Therefore, some aids must be used by flight crews to develop an
awareness of windshear causes and perceive danger signals to
successfully avoid it. The following information can be used:
– Presence of thunderstorms, microburst, convective clouds or
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

squall lines;
– Visual observation of strong winds near the ground;
– Onboard weather radar;
– Pilots or Air Traffic Services reports;

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

AREAS OF RESPONSIBILITY
ON GROUND
A brief description of the Areas of Responsibility in the cockpit is
necessary. Refer to the definition of Areas of Responsibility in the
Definitions Section for more details.
The illustration below displays flow sequence and areas of
responsibility for ground procedures. Unshaded areas are under the
responsibility of the pilot seated on the respective side. The Left Seat
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Pilot will handle Communications with ground personnel while the

Right Seat Pilot communicates with ATC. Checklists refer to LSP and
RSP.

A B C D E

2 3 H
G
5 6 L K
4 J
1 F
7

EM145AOM021050B.DGN

RECOMMENDED FLOW SEQUENCE

The flow sequence must be used during the Internal Safety inspection
and the Before Start phase. The numbers, letters and arrows show the
recommended flow sequence.
The numbers and arrows show the recommended flow sequence. The
CAPT must follow the numbers, and the F/O must follow the letters.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

Due to the low workload concept, no major actions are expected

during taxi. If necessary, the pilot not taxiing will perform the required
actions.

IN FLIGHT
Flow sequence and areas of responsibility for in-flight procedures with
the autopilot engaged. Unshaded areas are under the responsibility of
the pilot seated on the respective side. The PF should annunciate the
mode of operation displayed in the FMA on the PFD. The PM should
monitor the flight and alert the PF for any abnormal condition. He/she
should operate the Flight Guidance Controller, at the discretion of the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF, when the airplane is manually flown.

Checklists refer to PF and PM.

PF AIRPLANE THRUST SETTING, FLIGHT PATH AND NAVIGATION.

PM CHECKLIST READINGS COMMUNICATIONS EM145AOM020138A.DGN

AREAS OF RESPONSIBILITY
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

TASK SHARING
The PF/PM task-sharing concept applies from start of takeoff to after
landing only.
On-ground procedures are shared between the Captain and the First
Officer according to the pertinent procedures in this Manual.
The First Officer is responsible for reading the checklist and the
captain is responsible for answering.
In flight:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The PF is in charge of:

– Throttles;
– Controlling flight path and speed;
– Carrying out the required actions at his areas of responsibility
(normal, abnormal and emergency procedures);
– Airplane configuration;
– Navigation;
– Annunciating the mode of operation displayed in the FMA
(Flight Mode Annunciator) on the PFD.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

The PM is in charge of:

– Checklist reading;
– Carrying out the required actions at his areas of responsibility
(normal, abnormal and emergency procedures);
– Engine Shutdown (Coordinated with the PF);
– ATC communications;
– Passenger Briefing;
– Monitoring the flight and alerting the PF of any abnormal
condition;
– Call-outs.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF/PM
Capt/F.O.

EM145AOM021045B.DGN

TASK SHARING
If the airplane is being hand-flown, then such actions as selecting
heading or course, pre-selecting altitude, switching to another FD
mode or changing the configuration of the airplane (except speed
brakes) must be asked for by the PF and executed by the PM and any
system management action such as flipping switches or turning knobs
desired by the PF must be asked for by him and acted upon by the
SOP-135/1664

PM.

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

If the airplane is on a coupled flight (autopilot engaged), then such

actions as selecting heading or course, pre-selecting altitude or
switching to another FD mode is carried out by the PF. Changing the
configuration of the airplane (except for speed brakes) must still be
asked for by the PF and executed by the PM, while system
management can be carried out by the PF provided that it does not
distract him from the task of monitoring flight path, speed, angle of
attack and attitude.
The PM must also check the limit speeds for configuration change
before complying with any request from the PF.
NOTE: Any communication with the cabin attendant or with the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

passengers should be coordinated by the Pilot-in-Command.

He may however delegate this task to the First Officer if he
finds it appropriate.
All the normal procedures are to be carried out using the Challenge
and Response technique. The actions in this case are carried out
according to the procedures checklist; the in-flight reading of the items
is done by the PM while the on-ground reading is done by the F/O.
The pilot that responds is specified to the right of the checklist item.
All Abnormal and Emergency Procedures other than the Memory
Items are to be carried out using the Read and Do technique.
The First Officer is entitled to carry out the following flight maneuvers:
– Instrument approaches, coupled or not, down to CAT I minima;
– Circle to Land maneuvers on right hand circuits;
– Profile Descents and STARS;
– SIDS;
– Visual departures and arrivals;
– Takeoff with engine failure after takeoff;
– Contingency Departures;
– Emergency Descent;
– Engine Out enroute flight;
– Engine Out approach and landing.
The First Officer is not entitled to abort a takeoff nor is he entitled to
take any action that can make an abort unavoidable.
The First Officer is not entitled to decide about what is to be
communicated to the passengers unless specifically authorized by the
SOP-135/1664

Pilot-in-Command.

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

MISCELLANEOUS ITEMS

COMMUNICATIONS
Normal communications between the airplane and ATC should be
performed by the PM. Whenever the PM is performing a "read and do"
checklist, ATC communications should be performed by the PF in
order to minimize interruptions.
Communications from the flight crew to the passengers and between
the flight and cabin crew can be performed by any flight crew member
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

at the Captain's discretion.

Whenever the Captain believes an emergency situation can develop
into an accident, he must inform the flight attendant to prepare the
cabin for an emergency landing, over land or water in order to assure
maximum safety of the airplane's occupants. If time permits, the
Captain will brief the cockpit crew and when applicable, the cabin
crew.

CAPTAIN  FLIGHT ATTENDANT

In this briefing, the Captain will give the following information:
– T ime available.
– E mergency (type).
– S ignals to be used.
– T ransmiting additional instructions (structural damages,
restricted exits, loss of landing gear, etc).
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

BRIEFINGS
Briefings should be conducted with casual language and personal
style to prevent the repetitive use of sentences and terms. Preflight
briefings are recommended on the first flight of the day and with any
crew changes. Briefings to the cabin crew should include:
– Significant weather.
– Status of relevant airplane systems.
– Refueling.
– Information on the terrain/water to be over flown.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Flight Routes/Cruising Altitudes/Flight Time/Alternate Airports.

– Special procedures (like hijacking, ditching…).
Takeoff and approach briefings are detailed in the normal procedures.
The Captain must make sure the passengers receive a briefing
covering procedures for all flight phases. The cabin crew usually
makes that briefing. All special, non-routine operations must be
briefed.
A debrief allows feedback of crew performance and planning of non-
critical issues such as airplane servicing. Debriefs also allow closer
interaction among crew members on future common assignments.

FLIGHT DECK ACCESS

Check local regulations.

HEADPHONES
Use of headphones is recommended from engine start to the top of
climb and from the top of descent until engine shutdown.

READING
In-flight reading activity by the flight crew should be restricted to what
is relevant and necessary for the current flight operation.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

MEALS
Each flight crew member should try to have his/her meal separately. It
is recommended that they choose different menus.

LIGHTS
NAVIGATION lights must be ON whenever the airplane is energized.
LOGO lights must be on from sunset to sunrise and during low
visibility operations (if applicable).
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

RED BEACON must be on whenever one or more engines are running

or during airplane movement.
TAXI (NOSE) lights must be on during airplane ground movement.
STROBE lights must be on from the moment the airplane enters the
runway for takeoff to the point where the airplane exits the runway
after landing.
LANDING lights must be ON for takeoff and landing, when below
10000 ft AFE and inside congested areas.
INSPECTION lights must be used when visual inspection of the wing
surfaces is required.

SHOULDER HARNESS
The shoulder harness must be used from engine start to transition
altitude and from the start of descent until the engine shutdown
procedures have been completed. Harness use is also recommended
during moderate or severe turbulence and any time at crew's
discretion.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

APPROACHES
The airplane must be on a stabilized approach which is defined as
airplane is on approach speed, plus applicable additives, on the proper
flight path, within the proper sink rate, and with the thrust stabilized at
an altitude no lower than 1000 ft AFE when operating under IMC, and
500 ft AFE for VMC operations. A go around is required anytime the
above criteria is not satisfied.

BRAKES USAGE
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

In order to reduce carbon brake wear, avoid applying the brakes too
often during taxi with "cold brake" procedures. Wear is mostly related
to the number of applications rather than to the energy applied.
Carbon brakes wear less when operated at high temperatures.

THRUST REVERSER
Upon landing, if thrust reversers have been used, reverser should be
set to MIN REV at 60 kt, and be closed by 30 kt. Full thrust reverser
should be used when landing on contaminated runways. During RTO,
the thrust reverser can be used until the airplane comes to a complete
stop.

TOW BAR
If towing is to be performed without trained ground personnel, the pilot
is responsible for orienting and following the tow bar installation,
correct usage and stowage.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

QFE OPERATION
This operation is accomplished when ATC altitude assignments are
referenced to QFE altimeter settings.
NOTE: Do not use FMS LNAV information in procedures that contain
conditional waypoints. Altitudes in the navigation database are
not referenced to QFE. Navigation raw data information must
be used (green).

Altimeters ........................................................................SET
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Set altimeters to QFE when below transition altitude/level.

NOTE: If QFE altimeter setting is beyond the range of the altimeters,
QNH procedures must be used with QNH set in the altimeters.

Pressurization .................................................................SET
Set the system to zero and verify that the DUMP and AUTOMAN
switches are guarded and were not pushed (if they have been
pushed the white mark on the buttons will be lit). The manual
controller knob must be set to the green mark (DN position) to
enable automatic pressurization control.
NOTE: QFE Operation is prohibited with:
– VNAV (FMZ 2010 if applicable).
– RAAS (if applicable).
– Airports above 200 ft ASL with operating EGPWS
software version prior to 216. EGPWS aural warning may
be inhibited on those situations.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

GROUND OPERATIONS

ENGINE START
Prior to engine start, obtain ATC and ground personnel clearance and,
if applicable, check if the jet way is removed and the doors are closed.
Engine start may be performed simultaneously with the push back
procedure, requiring the release of the parking brake and
disengagement of the steering (verify STEER INOP EICAS message).
In case of a static engine start be sure that the parking brake is set.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ENGINE WARM UP
In order to allow thermal stabilization of the engines, operate them at
or near to IDLE for at least 2 minutes before selecting higher thrust
settings. Taxi time at or near IDLE can be included in the warm up
period.

ICING, COLD WEATHER AND COLD SOAK

CONDITIONS
Do not start the engine until it has been checked that all ice deposits
have been removed from the air inlet.
Perform normal engine start. If the engine does not start, maintenance
procedures may be required or ground heating may be necessary to
warm the nacelle, Air Turbine Starter (ATS) and Starting Control Valve
(SCV).
During start with low oil temperatures, the oil pressure may drop
temporarily below the minimum oil pressure levels after start. If the oil
pressure remains below minimum levels for more than 2 min, the
engine must be shut down and the oil heated. In this case, in order to
improve the chances of a successful engine start, the oil temperature
should be raised to at least -20°C (-4°F). During the subsequent start
after heating the oil, if the oil pressure does not recover, the engine
must be shut down and the cause investigated.
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OPERATING
PROCEDURES

CAUTION: • TO PREVENT DAMAGE TO NACELLE COMPONENTS,

DO NOT ALLOW THE HOT AIR FROM THE GROUND
CART TO EXCEED 100°C (212°F).
• DURING COLD WEATHER OPERATIONS, OIL
PRESSURE PEAKS TO FULL SCALE MAY OCCUR
DUE TO HIGH OIL VISCOSITY. OIL PRESSURE
SHOULD DECREASE AS THE OIL TEMPERATURE
INCREASES. IF THE OIL PRESSURE REMAINS
ABOVE NORMAL OPERATING RANGE, THE ENGINE
SHOULD BE SHUT DOWN AND THE CAUSE
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INVESTIGATED.

ACTIONS AND CALLOUTS

ENGINE START – ACTIONS AND CALLOUTS

LSP RSP
"STARTING ENGINE 1
(2)"
• Turn the
START/STOP
selector to START
ENGINE momentarily and
START back to RUN,
SEQUENCE keeping the hand on
the START/STOP
selector to abort the
engine start if
necessary.
• Start Clock.
• Check N2 rising. • Check N2 rising.

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CONTINUED FROM PREVIOUS PAGE

ENGINE START – ACTIONS AND CALLOUTS

LSP RSP
• Monitor IGN A (B) • Start Clock with fuel
with N2 at 14%, fuel flow indication and
flow with N2 at verify ITT rise within
approximately 28% or 10 seconds.
12 seconds after
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ignition is activated.
• Make sure that N2 • Check if the
ENGINE and N1 accelerate annunciation IGN A
START normally and that (B) goes out with N2
SEQUENCE positive oil pressure at approximately
is indicated. 57%.
• Stop clock with N2 at
57% (Starter
limitation).
• Verify that the engine
stabilizes at idle and
call out "NORMAL
START".

NOTE: Callouts are shown in bold text.

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OPERATING
PROCEDURES

PUSH BACK
Push back procedure is used to move the airplane from the terminal
gate before flight and also to facilitate ground movement on ramps and
taxiways. It is recommended to complete the Before Start Checklist
prior to start the maneuver. Check with ground personnel if area is
clear.
One towing supervisor is necessary to control the towing operation.
The towing supervisor should establish communication with towing
personnel and flight crew members at all times.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The engines can be started before, during or after the push back
maneuver.
Power back is not allowed.

FLIGHT CONTROLS CHECK

Each time electromechanical gust lock lever is set to the unlocked
(FREE) position, elevator movement must be checked. This check
must be performed at least 10 seconds after positioning the gust lock
lever to the unlocked (FREE) position, by moving the control column
from the full up stop to the full down stop and back to the full up stop
position.
With the airplane taxiing on a straight line or standing still, check the
RUDDER by pressing the steering disengage button on the control
wheel and moving the pedals from full right to full left, and pressing the
steering handle to reconnect the steering.
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ACTIONS AND CALLOUTS

AFTER START – ACTIONS AND CALLOUTS

LSP RSP
"SELECT TAKEOFF • Move flap lever to
FLAPS___, FLIGHT the desired position
CONTROLS and verify EICAS
CHECK". indication.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"TAKEOFF FLAPS
___SET".

• Presses the
STEERING
DISENGAGE
SWITCH.
AFTER ENGINE • Checks the flight
START IS controls before
COMPLETE AND taxi. ELEVATOR,
AIRPLANE IS AILERON and
STOPPED RUDDER should
be checked for free
travel to their full
deflection stops.
• Perform the rudder
• Selects MAP on check following the
MFD and presses LSP movement.
the steering
handle. • Reads the after
"AFTER START start check list and
CHECKLIST". calls.
"AFTER START
CHECKLIST
COMPLETED".

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CONTINUED FROM PREVIOUS PAGE

AFTER START – ACTIONS AND CALLOUTS

LSP RSP
AFTER ENGINE • Check left side of • Check right side of
START IS the airplane. the airplane.
COMPLETE AND
AIRPLANE IS "LEFT SIDE
STOPPED CLEAR".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"RIGHT SIDE
CLEAR".

NOTE: Callouts are shown in bold text.

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TAXI
Before the taxi out sequence, the flight crew shall have the After Start
Checklist completed thoroughly.
After brake release, check normal brakes.
Taxi can normally be initiated without increasing thrusts at light and
medium weights. Do not use large amount of thrust to avoid FOD.
Do not maintain brakes partially applied during taxi to control the
speed, let the airplane accelerate and reduce speed with a steady
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

medium pressure brake application. This technique increases brake

temperature, increasing brake life.
It is recommended to use the rudder pedal to steer the airplane when
taxing straight.
Prior to taxi, both pilots have to:
- Adjust the seats and rudder pedals;
- Check the actual airplane parking position;
- Verify the airport related charts for possible taxi routes;
- If applicable, write and brief the taxi clearance when received.
Turn on the taxi light and after parking brake release, check normal
brakes.
During taxi:
- Follow the ATC taxi instructions and check the differences from
the initial briefing when applicable;
- Use standard phraseology and read back ATC instructions.
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 airplanes where FOD may be blown.
The cockpit workload can be reduced if flight crew plan taxi operations
and be alert when pre-taxi briefing differs from ATC instructions.
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 PROCEDURES AND STANDARD
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Pilots should use airport diagrams, check all chart notes, write down
taxi instructions, use standard phraseology and read back ATC
instructions.

TAXI SPEEDS AND BRAKING

Recommended taxi speed:
- Straight/DRY: 30 kt
- Straight/WET or CONTAMINATED: 10 kt
- Turns/DRY: 10 kt
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Turns/WET or CONTAMINATED: 5 kt
The speed could be checked on PFD selecting FMS as the information
source.
At speeds between 20 kt and 40 kt, use the steering handle only if
necessary and carefully, as at these speeds the steering handle is
very responsive.
At idle thrust, the airplane may accelerate to a higher taxi speed than
desired.

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CARBON BRAKES
The brake assembly on Legacy airplanes has a carbon brake heat
sink. This differs from traditional steel brakes since carbon brake wear
is strongly affected by brake temperature. Carbon brakes wear less
when operated at high temperatures, while steel brakes wear less
when operated at low temperatures.
Overnight or long period parking in cold weather:
− Avoid leaving the parking brake set. This will decrease the
chances of having brake stacks frozen together in case
moisture was present prior to brake application.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

General rules for carbon brakes:

− During taxi, minimize the duration of each brake application
when practical by using shorter applications with higher
pressure on the pedals.
− Avoid using brakes asymmetrically.
Number of brake applications:
− Minimize the number of brake applications when practical. The
number of brake applications governs carbon brake wear.
Taxi when brakes are cold:
− Do not intentionally use the brakes solely to heat them.
− Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed, then use the brakes in one increasingly
firm application to slow the airplane. Release the brakes and
allow the airplane to accelerate again. Less frequent use of
brakes with higher braking pressure improves brake life.
Taxi when brakes are warm:
− Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed, then use brakes in a short but firm
application. This will help keep the brake within operating
temperature limits by allowing more cooling time and less brake
friction time.
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INFLUENCES ON TIRE WEAR

− Tire inflation: An increase or decrease in pressure from the
specified operational value can cause deterioration on the tire,
and have the most important effect on the tire life.
− Airport conditions: Pavement surfaces texture significantly
contributes to tire wear, which tends to increase when runways,
taxi strips, ramps and other paved field areas are in bad
condition, strewn with debris, contaminated (with hydraulic fluid,
fuel, oil, grease, etc) or poorly maintained. Tires are more
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

susceptible to increase wear in airports where longer taxi

distances are required.
− Environmental conditions: Tires are more susceptible to a
higher wear rate when the airplane operates in hot
temperatures combined with low relative humidity.
− Average takeoff and landing weight: Tires are more susceptible
to a higher wear rate when the airplane operates regularly at
higher average take-off and landing weight.
− Flight leg time and turn around time (TAT): Lower flight leg time
and lower TAT have influence in the Tire wear rate. In this
scenario, the tires work in higher temperatures.
− Temperature between departure and arrival airport: High
differences of temperature between departure and arrival
airports could also influence in the tire wear when proper
inflation adjustment is not observed.

THRUST USE DURING TAXI

Taxi can normally be initiated without increasing thrust at light to
medium weights. Increase the thrust smoothly until the airplane starts
moving to avoid a setting higher than needed.
Use reverse thrust during taxi only if really necessary.
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OPERATING
PROCEDURES

RUDDER/STEERING USE AND TURNING RADIUS

For straight ahead taxiing or for small changes of direction, the rudder
pedal steering mode may be used. The maximum steering angle of
rudder pedal is +/- 5°.
At speeds between 20 kt and 40 kt, use the steering handle only if
necessary and carefully, as at these speeds the steering handle is
very responsive.
Handwheel steering mode should be used for wider turn angles. To
operate in this mode, the handle must be kept pressed, otherwise the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

system reverts to rudder pedals. Whenever the handle is pressed, the

system reverts back to the handwheel steering. The wheel deflection
as function of handle deflection is not linear. For detailed information,
refer to AOM section 2-12-15.
Let the airplane move a little forward before starting a turn and avoid
stopping the airplane in a turn, as excessive thrust will be required to
start taxiing again. After completing a turn and prior to stopping, center
the nosewheel and allow the airplane to roll straight ahead for a short
distance.
Nosewheel skidding may occur with:
− Excessive steering angle;
− High taxi speed during turns;
− On wet surfaces during turn.
When taxiing, make turns with the largest feasible turn radius possible.
The minimum turn radius should still allow the tire closer to the center
of the turn to continue rolling. When making a tight turn, the tires are
subject to high lateral loads and can experience damage. Asymmetric
thrust may be used in tight turns to minimize side loads on gear and
tires.
Minimize thrust assist from outboard engine in 180° turns, particularly
if outboard engine overhangs dusty areas next to the taxiway.
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OPERATING
PROCEDURES

R5

R3 R6
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

R1 3.10 m
11 ft 10 in

R2 R4

18,54 m
60 ft 10 in
76° (RUN WAY MINIMUM WIDTH)

NOSE OUTBOARD INBOARD RIGHT RIGHT

STEERING NOSE GEAR GEAR GEAR WINGTIP TAILTIP
STEEL R1 R2 R3 R4 R5 R6
14.94 m 13.05 m 5.49 m 0.72 m 13.27 m 13.34 m
76°
49 ft 0 in 42 ft 10 in 18 ft 0 in 2 ft 4 in 43 ft 7 in 43 ft 9 in

EM145AOM122016.DGN

MINIMUM TURNING RADII FOR LEGACY 600/650

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OPERATING
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SINGLE ENGINE TAXI

To improve fuel savings, a single engine taxi can be used, delaying
the start of the second engine prior to take-off and/or shutting one
engine just after landing when taxiing in.
Single engine taxi may be performed when operating under icing
conditions, provided that the Engine Run-Up procedure is used before
takeoff. However, single engine taxi should be avoided when operating
on slippery or contaminated taxiways.
When performing a single engine taxi, both Electric Hydraulic Pumps
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Selector knob must be set to AUTO. Check on MFD Hydraulic Page if

both hydraulic systems pressure are within green range.
Consider airplane weight, uphill slopes, time to warm up and cool
down the engine and time to the active runway to perform this
procedure. Smoothly increase thrust to move the airplane until
sufficient forward speed has been attained. 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. Consider to evaluate the turns along the taxi route for the
election of the engine to be shut down when taxing.
Maintain constant pressure on the tiller, due to asymmetric thrust
during taxi. The appropriate taxi speed depends on the turn radius and
surface condition.

SECOND ENGINE START

The engine start should be performed preferably 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 for at least 1 minute after IDLE thrust has
been set before engine shutdown to allow engine thermal stabilization.
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OPERATING
PROCEDURES

ENGINE 1 (2) SHUTDOWN

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

TAXI UNDER ADVERSE WEATHER

Taxi on a wet or contaminated surface requires lower speeds. Use the
nose wheel steering with caution to avoid skidding during turns.
During cold weather, use minimum thrust for breakaway and taxiing, to
avoid blowing snow or slush on personnel or airplanes nearby.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Use firm brake pressure on taxi stops whenever pavement conditions

permit in order to warm up the brakes and dry moisture buildup within
the disk stack. Anti-skid protection is not provided below 10 kt, so
apply brakes accordingly.
On ground, if engine vibration increases, advance thrust levers, one at
a time, to obtain N1 of at least 60% for 5 seconds and then return to
the former setting.
During taxi, "cold set" (the condition where the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi. Turns should be performed at the largest turning radius,
preferably at a speed which does not required braking during the turn.
Maintain a greater than normal distance behind other airplanes while
taxiing in snow or slush-covered runways, to avoid contamination by
snow blown by jet blasts.
During low visibility or unfamiliar airport operation, observe the ground
markings and consider requesting a FOLLOW ME vehicle to proceed
taxiing safely.
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ENGINE FIRE ON GROUND

When a fire condition is detected by the Engine Fire Detection System,
the associated EICAS messages and alarms are generated. Although,
the ENGINE 1 (2) FIRE procedure is designed to guide the pilots on
the right path to solve this emergency situation in all conditions, there
are some peculiarities when this event happens on ground.

ENGINE FIRE ON GROUND PROCEDURE

Reduce thrust levers to idle. Whenever possible, stop the airplane on
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

a position in which the fire is on the downwind of the fuselage. After

the complete stop of the airplane, apply parking brakes, alert cabin
crew, shutdown the affected engine, pull the associated Fire
Extinguisher Handle. If fire persists, accomplish the ENGINE 1 (2)
FIRE CHECKLIST until the second fire extinguishing bottle is
discharged, the subsequent items related to high vibration, EICAS
associated fuel indication, APU setting and fuel balance are not
applicable to the ENGINE FIRE ON GROUND procedure. If
emergency evacuation is required, accomplish emergency evacuation
procedure.
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ACTIONS AND CALLOUTS

ENGINE FIRE ON GROUND – ACTIONS AND CALLOUTS

LSP RSP
With the • The pilot first noticing the malfunction identifies
airplane static, and announces it.
taxing in,
taxing out or "ENGINE___FIRE".
after a RTO • Reduce thrust
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

levers to idle.

• Sets Parking Brake

ON.
• Alerts cabin crew
(P.A.):
With the
airplane static "ATTENTION CREW,
or when the WAIT FOR
airplane has INSTRUCTIONS".
stopped • Sets affected
engine • Pulls the associated
START/STOP engine Fire
selector to STOP. Extinguisher
Handle.

"ENGINE 1 (2) FIRE

If fire persists
CHECKLIST" (1)
If emergency • Accomplish Emergency Evacuation
evacuation is Procedure.
required
NOTE: - Callouts are shown in bold text.
- (1) Perform the ENGINE 1 (2) FIRE CHECKLIST until the
second fire extinguishing bottle is discharged. The
subsequent items related to high vibration, EICAS
associated fuel indication, APU setting and fuel balance are
not applicable to the ENGINE FIRE ON GROUND
procedure.
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OPERATING
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EMERGENCY EVACUATION
An evacuation can be classified as planned or unplanned. A planned
evacuation allows the crew to revise the procedures and to prepare
the passengers during flight. An unplanned evacuation occurs
suddenly, with almost no time for briefing.
In case of a planned evacuation, like in a partial or gear up landing,
the planning, communication, speed and the application of the
procedures are essential for the success of the operation.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

EMERGENCY EVACUATION PROCEDURE

After the complete stop of the airplane, apply parking brakes, set
thrust levers to idle, shutdown the engines, pull and rotate the Fire
Extinguisher Handles, press the APU Fuel Shutoff Valve and
discharge the APU Fire Extinguisher Bottle. Depressurize the cabin
and notify the ATC. At this moment, pilot should verify which side(s)
is(are) clear for evacuation, notify the cabin crew members and
command the emergency evacuation through the P.A. system. In case
the pilot is unable to do so, the command will be given by the next
ranking and capable crew member. After fire extinguishing agent
discharge, in case of fire alarm persistence, the fire should be visually
confirmed by the crew or confirmed by requesting ground personnel's
help.
Before leaving the airplane, the pilot must turn off the batteries and
from this moment, the alert system, and the P.A. will be off. In case of
ditching, after completing the QRH procedures, pilots must dress the
lifejackets and should go to the passenger cabin to ensure the
complete evacuation of the airplane, and to supervise the after
evacuation tasks. If it is not possible to reach the passenger cabin,
both pilots have to evacuate the airplane through the cockpit window.
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ACTIONS AND CALLOUTS

EMERGENCY EVACUATION – ACTIONS AND CALLOUTS

LSP RSP
"EMERGENCY
–
EVACUATION".
− Sets Parking Brake to − Presses the
ON. Pressurization DUMP
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Sets Thrust Levers to Button.

idle. − Fire Extinguishing
Handles PULL, APU
When airplane Shutoff Valve PUSH
has stopped − Alerts cabin crew IN (Extinguishing
(P.A.): Bottles if necessary
DISCHARGE).
"ATTENTION CREW,
WAIT FOR
INSTRUCTIONS". − Fuel Pumps Pwr 1 and
2 OFF.
− Hyd Elec Pumps 1 and
2 OFF.

CONTINUES ON NEXT PAGE

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PROCEDURES

CONTINUED FROM PREVIOUS PAGE

EMERGENCY EVACUATION – ACTIONS AND CALLOUTS

LSP RSP
− Alerts cabin crew − Emergency Lights ON.
(P.A.):
"INITIATE
EMERGENCY − Notifies ATC.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

When airplane EVACUATION".

has stopped
"EMERGENCY − Accomplish checklist.
EVACUATION "EMERGENCY
CHECKLIST". EVACUATION
CHECKLIST
COMPLETED".
− Selects Batteries OFF.
NOTE: - Callouts are shown in bold text.
- The command to initiate emergency evacuation is given by
the Captain through the PA system. In case the Captain is
unable to do so, the command will be given by the next
ranking and capable crew member.
- Before initiating emergency evacuation, the captain should
verify and clearly announce which side(s) is safe for
evacuation.
- If it is possible, both pilots should evacuate the airplane
through the passenger cabin doors.
- F/O evacuates the airplane and assists passengers on the
ground.
- Captain should be the last crew member to leave the
airplane, checking that all persons have already been
evacuated.
- If it is not possible to reach the passenger cabin, both pilots
have to evacuate the airplane through the cockpit windows.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES
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INTENTIONALLY BLANK

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Page 20 REVISION 4
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

TAKEOFF
Before the takeoff sequence the flight crew shall have the Before
Takeoff Checklist and Cleared Into Position Checklist completed
thoroughly.
Takeoff briefing shall be performed prior to engines start in order not to
interfere with takeoff preparation. The briefing shall cover all actions
for normal procedures, such as the applicable takeoff flaps and
abnormal takeoff procedures expected to be used during the takeoff
phase.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Additional briefing items may be required when different elements

exist, such as adverse weather, runway in use, runway conditions,
noise abatement requirements, dispatch using the Minimum
Equipment List (MEL), terrain clearance, special engine failure
departure procedure or any other situation or special consideration
that differ from routine.
For airplanes equipped with autothrottle, when the airplane lines up
and is ready for takeoff, arm the A/T. The A/T takes over above 45°
TLA when advancing the thrust levers to THRUST SET. If any A/T
malfunction occurs, disconnect the A/T and set the desired thrust
manually. If thrust is set manually, advance thrust levers to THRUST
SET detent.

TAKEOFF TECHNIQUE
For a Normal Takeoff: After the airplane is lined up, PF adjusts the
Thrust Levers to the THRUST SET detent. Equal power settings
should be verified before releasing the brakes, especially on slippery
runways.
For a Rolling Takeoff: After the airplane is lined up, PF adjusts the
Thrust Levers to THRUST SET. Equal power settings should be
verified especially on slippery runways.
NOTE: For normal and rolling takeoffs, performance data is valid from
the point where takeoff thrust (N1 target) is achieved. During
acceleration of the engines from idle to N1 target
approximately 20 m (66 ft) of the available runway will be
used.
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3-15
REVISION 6 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

For a Static Takeoff: After the airplane is lined up, move throttles to
THRUST SET detent, release brakes only after engines have reached
the takeoff thrust (N1 Target).

LEGACY 650 ONLY

See AFM ANAC Supplement 18 and 25 (Section 2 – Limitations)
for Crosswind Limitations in Static Takeoffs.
See AFM FAA Supplement 13 (Section 2 – Limitations) for
Crosswind Limitations in Static Takeoffs.
See AFM EASA Supplement 13 (Section 2 – Limitations) for
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Crosswind Limitations in Static Takeoffs.

During takeoff run, the PF shall use the pedals to steer the airplane.
The use of the nose wheel steering handle during the takeoff roll is not
recommended once it might lead to airplane overreaction as the
groundspeed increases.
Flight Director Guidance must be used in all takeoffs, except on
approved special procedures.

FLAP RETRACTION
Flap retraction should be accomplished after the specified acceleration
altitude is reached. The minimum acceleration altitude for Flap
retraction is 400 ft.
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Page 2 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

FLIGHT CREW COORDINATION DURING TAKEOFF

When the First Officer is the PF and it is a STATIC TAKEOFF, the
CAPT lines up the airplane on the runway, applies brakes and calls out
"YOUR CONTROLS"; the First Officer responds by applying the
brakes too and calling out "MY CONTROLS".
When First Officer is the PF and it is a ROLLING TAKEOFF, the CAPT
lines up the airplane on the runway and calls out "YOUR
CONTROLS"; the First Officer responds by calling out "MY
CONTROLS" without braking the airplane.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The PF moves the throttles to the THRUST SET detent carefully not to
pass it and calls out: "CHECK THRUST".
The PM checks if that the reached N1 is the target N1 and if the
engine parameters are normal. If parameters are normal, he responds
by calling out "THRUST CHECKED". For airplanes equipped with
autothrottle, also check A/T TO engaged and responds: "THRUST
CHECKED, AUTO-THROTTLE ENGAGED".
In case the RSP is the PF, he/she will remove his/her hand from thrust
levers after takeoff thrust has been checked.
If the PF is the First Officer, as the thrust levers reach the Thrust Set
Detent, the PF moves his left hand from the levers and holds the
control wheel with his two hands. The CAPT on his turn moves his
right hand to the thrust levers so as to be ready if an RTO becomes
necessary. At V1 the CAPT moves his right hand away from the thrust
levers.
All abnormalities as foreseen in the SOP Emergency/Abnormal
procedures must be called out in a loud and clear voice.
If the LSP decides to abort the takeoff, he must call out "REJECT"
applying Reverse Thrust as required and pushing the yoke forward to
prevent the inadvertent rotation; if the LSP decides to continue, he
must call out "GO".
The LSP is always responsible for aborting the takeoff and will always
hold the Thrust Levers, from the moment takeoff thrust has been
reached until V1 is announced.
The PM must also check, when appropriate, if ATTCS is armed and
call-out "ATTCS ARMED".
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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

As the airplane accelerates past 80 KIAS, the PM calls out "EIGHTY

KNOTS" and the PF checks if his speed tape is consistent and calls
out "CHECKED".
The First Officer must immediately report any abnormality that can
jeopardize the safety of the flight in a loud and clear voice.
If the CAPT decides to abort the takeoff, he must call out "ABORT" in
a loud and clear voice also.
As the airplane passes V1 the PM calls out "VEE ONE".
As the airplane passes VR the PM calls out "ROTATE".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Once a positive rate of climb is attained the PM calls out: "POSITIVE

RATE" and the PF verifies positive rate and calls out "GEAR UP". The
PM commands gear up and waits until the three gear legs indicate up
and locked, then calls out "GEAR IS UP".
Do not apply brakes after becoming airborne. The main wheels will
stop automatically.
The PF shall maintain the pitch as indicated by the Flight Director or
15° if the takeoff is being performed on raw data.
Once the acceleration altitude is reached, the PM should call out
"ACCELERATION"; after checking airspeed consistent with the flap
maneuver speed, the PF asks for "CLIMB SEQUENCE", which will
lead the PM to crosscheck the speed, retract flaps to 0°, set the CLB
mode on the Thrust Rating panel and FLC on the FGS according to
the SID. The FLC mode is recommended when the MSA is cleared.
The standard FD mode for takeoff should be T/O with the HDG BUG
set to either the runway heading, or an ATC/SID request after takeoff.
Any changes on this heading after airborne should be requested by
the PF as "SET HEADING. . . . ".
Once the autopilot is engaged the FD mode selections are done by the
PF.
Upon passing the transition altitude, the PM calls out "TRANSITION
ALTITUDE" and the PF responds "STANDARD AND AFTER
TAKEOFF". Both pilots press the STD buttons on their PFDs. The PM
checks if both altimeters are set to QNE with consistent indications
and calls out "CROSS CHECKED".
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Page 4 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

In case of operations other than ICAO, an altitude reference should be

established for the checklist call instead of the transition altitude.
Normally all the actions of the After Takeoff Checklist are to be taken
before the checklist is called for by the PF.
The After Takeoff Checklist should be read by the PM and responded
by himself. If he is interrupted by a call from the ATC, he should halt
the reading and when he restarts it he must be sure of where he
stopped. If not, the Checklist must be read from start again.
Upon completing the After Takeoff Checklist he must call out "AFTER
TAKEOFF CHECKLIST COMPLETED TO THE LINE".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

The After Takeoff Checklist should be read in silence by the PM.

Upon completing the After Takeoff Checklist, the PM must call out:
"AFTER TAKEOFF CHECKLIST COMPLETED"
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REVISION 6 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NORMAL TAKEOFF FLAPS 9˚ (TYPICAL)

Page 6
TECHNIQUES
PROCEDURES AND

END OF TAKEOFF PATH

G

3-15
STANDARD
OPERATING
PROCEDURES

A B C D E F

NORMAL TAKEOFF FLAPS 9°

Copyright © by Embraer S.A. All rights reserved – See title page for details.
MINIMUM FLAP RETRACTION SPEED SCHEDULE
· SELECT FLAPS 0˚ WITH V2 +15 kt

EM145AOM020180A.IDR

REVISION 6
SOP-135/1664
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

NORMAL TAKEOFF FLAPS 9˚ (TYPICAL)

REVISION 6
I

3-15
STANDARD
OPERATING
PROCEDURES

A B C D E F

Copyright © by Embraer S.A. All rights reserved – See title page for details.
NORMAL TAKEOFF FLAPS 9° (CLOSE-IN TURN)
MINIMUM FLAP RETRACTION SPEED SCHEDULE
· SELECT FLAPS 0˚ WITH V2 +15 kt

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PROCEDURES AND
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

BEFORE TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM

"BEFORE TAKEOFF − Performs BEFORE

AND CLEARED TAKEOFF and
INTO POSITION CLEARED INTO
CHECKLISTS". POSITION
A Before Takeoff Checklists.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Arms the A/T.

(If available)

TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
− Advances Thrust
Levers to N1 at
40% to allow
engines
stabilization.
− Advances, or
makes sure the A/T
has advanced the
Airplane on the Thrust Levers to
B Thrust Set Detent.
runway
"CHECK THRUST". − Verifies that the N1
reached is the
target N1, the
engine parameters
are normal and that
ATTCS is ARMED.
"THRUST
CHECKED".
NOTE: Callouts are shown in bold text.
CONTINUES ON NEXT PAGE
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
Airplane "EIGHTY KNOTS".
C accelerates past
80 KIAS "CHECKED".

D Passing V1 – "V1".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"ROTATE".
− Rotates airplane
E At VR according to the
FD pitch
indication.
− Verifies positive
rate of climb.
"POSITIVE RATE".
Positive Rate of − Confirms positive
F rate of climb.
Climb
"GEAR UP".
− Positions gear
lever up.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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3-15
REVISION 6 Page 9
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
"ACCELERATION".
"SELECT − Selects Lateral Mode.
HEADING or NAV".
"CLIMB Normal Takeoff Flaps 9°
SEQUENCE". − Speed check:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

V2 + 15 KIAS.
− Sets Flaps to 0°.
Above − Pushes Thrust Rating
400 ft AFE or CLB Button.
G
Acceleration − Pushes FLC Button.(1)
Altitude
− If equipped with VNAV,
push VNV Button.(2) (3)
− When flaps are zero:
"FLAPS ZERO".
"AUTOPILOT" − Engages Autopilot.
(If desired) "AUTOPILOT
ENGAGED"
(If requested)
(1)
FLC mode commands the pitch to a pre-programmed climb speed
schedule (without VNAV).
(2)
VFLC mode commands the pitch to the FMS programmed altitude
and speed targets. For airplanes not equipped with A/T, the crew
may select appropriate thrust to the desired climb rate.
(3)
For airplanes equipped with A/T, CLB mode for A/T is engaged.
NOTE: Callouts are shown in bold text.
The Climb Sequence is to be performed by the PM when requested by
the PF in a continuous manner and ends when the flaps reach 0°
position.
CONTINUES ON NEXT PAGE
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Page 10 REVISION 6
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
− Maintain Takeoff
Flaps.
"400 FT".
"SELECT HEADING − Selects Lateral Mode.
or NAV".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Maintain
V2 + 15 KIAS.
− Once outbound
heading is
established,
maintain VFS.
"CLIMB Normal Takeoff Flaps
SEQUENCE". 9°
− Check Speed:
H Close-In Turn
Minimum
V2 + 15 KIAS.
− Set Flaps to 0°.
− Push Thrust Rating
CLB Button.
− Push Flight Guidance
Controller Panel FLC
Button.(4)
− When flaps are zero:
"FLAPS ZERO".
"AUTOPILOT" − Engages Autopilot.
(If desired) "AUTOPILOT
ENGAGED"
(If requested)
(4)
If equipped with VNAV, push Flight Guidance Controller Panel VNV
Button to engage it.
NOTE: Callouts are shown in bold text.
CONTINUES ON NEXT PAGE
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3-15
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

AFTER TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
"AFTER TAKEOFF
CHECKLIST". − Performs the after
takeoff checklist
Upon Flap
I and calls out.
Retraction
"AFTER TAKEOFF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

REJECTED TAKEOFF – RTO

During the takeoff phase, a RTO procedure should be initiated, prior to
V1, if any adverse or abnormal event occurs that could affect the safety
of flight. Many faults can cause a decision to reject, like engine fire,
engine failure and some other system faults or events. As adequate
decision to reject is taken, the RTO should never be delayed, due to
the risk of a runway overrun, because it takes a few seconds for the
engines to spool down to idle thrust.
A successful RTO depends on:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Accurate alert and monitoring during all takeoff phase;

– Captain's timely decision;
– All callouts made on a loud, clear and precise communication way;
– Adequate briefing, procedures and coordination.

RESPONSIBILITY
Whoever first identifies the undesirable event or malfunction must
announce it, but the decision to perform an RTO is the captain's
responsibility. The RTO must be immediately initiated.

ACTIONS
– Actions are to be taken considering that, during all takeoff
procedures, the LSP should keep his hand on the thrust levers until
V1 has been reached;
– Once the RTO decision has been made, the first action is to set
thrust levers idle and apply maximum brakes and reverse thrust (if
available) as required;
– Directional control must be kept by applying rudder pedal steering;
– Monitor airplane deceleration, cancel any aural warnings upon
malfunction identification, verify reverse thrust status and advise
ATC;
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REVISION 6 Page 13
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

– At 60 KIAS or below, thrust lever(s) can be smoothly returned to

minimum reverse, then to idle at 30 KIAS, or kept on reverse until
airplane comes to a complete stop, considering airplane speed,
runway length available, slippery surfaces with ice, snow etc;
– As airplane stops, set parking brake to ON if the procedures are to
be carried out on the runway;
– The airplane should remain on the runway until it is absolutely clear
that an emergency evacuation is not necessary and the whole
scenario is analyzed. If necessary, external aids should be
requested or the runway vacated to a safe position according to
ATC instructions.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

LOW AND HIGH ENERGY SPEEDS

– The sooner an RTO decision is taken, the greater is the chance to
safely stop within runway limits. RTO above V1 may lead to a
runway overrun and is the main cause of overrun accidents;
– Low energy speed is considered until approximately, 80 KIAS;
– During takeoff, the 80 KIAS callout has three main proposes: pilot
incapacitation check, airspeed crosscheck and the transition from
Low to High Energy speed;
– For High energy speeds, only reject the takeoff if there is a
malfunction that severely affects the flight safety;
– Upon reaching V1 and if no decision has been taken, continue the
takeoff since there is no assurance that the airplane is capable to
stop within the remaining runway length;
– If RTO decision was taken due to fire, take into consideration to
position the airplane so that fire is on the downwind of fuselage.
SOP-135/1664

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Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

REJECTED TAKEOFF – ACTIONS AND CALLOUTS

LSP RSP
− The pilot first noticing the malfunction
identifies and announces it.

"REJECT"
− Reduces thrust levers
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Monitors airplane
to idle, apply reverse as
deceleration.
required.
If decision was − Verifies the
− Applies maximum
REJECT reverse status.
braking.
− Uses reverse as − Cancels any
necessary, and aural warnings.
− Smoothly returns thrust − Calls out
levers to idle. "SIXTY KNOTS".

− Advises ATC
stating the abort.

− Sets parking brake ON.

− Alerts cabin crew

(P.A.):
"ATTENTION CREW,
When airplane WAIT FOR
has stopped INSTRUCTIONS".

− Requests appropriate − Performs

checklist if applicable. appropriate
checklist.

If emergency − Comply with Emergency Evacuation

evacuation is Procedures.
required
NOTE: Callouts are shown in bold text.
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3-15
REVISION 6 Page 15
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CROSSWIND TAKEOFF
There is no special related procedure, just maintain directional control
using positive rudder and small control wheel inputs.
Runway alignment and smooth symmetrical thrust application are quite
important, especially when operating at contaminated runways.
Command control wheel into the wind to maintain wings level
throughout the takeoff roll. This control wheel input will decrease as
speed increases.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

TAILWIND TAKEOFF
The tailwind takeoff technique is basically the same as for any other
takeoff. Use normal rotation rate and target pitch to avoid fuselage
body contact with the runway and consider the use of full takeoff
thrust.
Special attention should be given if tailwind component increases
during liftoff.

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Page 16 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

TAIL STRIKE CONSIDERATIONS

Although tail strikes are more common during landing phase of flight, it
may also occur during takeoff and may cause extensive structural
damage. The major causes identified of a tail strike during takeoffs
are:
– Improper Stabilizer Trim
A mistrimmed stabilizer may be a result of an erroneous input data,
like loading weights for load sheet calculation, or even an incorrect
stab trim setting. In any case, the stabilizer could be wrongly set to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

nose up, which may induce the airplane attempting to fly before V1.
– Improper Rotation Speed
Wrong speed computations or early rotation could result in nose up
without wing lift enough to fly exposing the airplane to a tail strike.
– Excessive Rotation Rate
Initiate rotation at VR, at approximately 3°/sec, smoothly, towards
the flight director angle. Rotation at a pitch higher than normal and
inappropriate flight director use during rotation increase the risk of
tail strike.
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REVISION 6 Page 17
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

NOISE ABATEMENT PROCEDURES

Noise abatement procedures minimize the overall exposure to noise
on the ground and at the same time maintain the required levels of
flight safety. There are several methods, including preferential runways
and routes, as well as noise abatement procedures for takeoff,
approach and landing. The appropriateness of any of the procedures
depends on the physical layout of the airport and its surroundings, but
in all cases all priority must be given to safety considerations.
Pilots are required to adhere to the noise abatement procedures
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

published specifically for each airport. There are different procedures

for noise abatement, and the items listed below are only a guide to
help pilots to perform a takeoff with noise reduction:
– Set speed required for the procedure on SPEED Selector Knob.
– At required noise abatement altitude, the PF asks for the climb
sequence.
– If an engine failure occurs, the noise abatement procedure should
be terminated. In this case, an engine failure procedure and profile
should be performed.
ICAO "A" are procedures to protect areas located close to the airport
and ICAO "B" are procedures to protect areas located distant from the
airport.
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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

NOISE ABATEMENT TAKEOFF "A"

REVISION 6
3-15
STANDARD
OPERATING
PROCEDURES

THRUST 80 kt V1
SET AT 1500 ft AFE AT 3000 ft AFE
ROTATE
· SELECT CLB THRUST · SET SPEED TARGET AS REQUIRED
· MAINTAIN V2+10 kt

NOISE ABATEMENT TAKEOFF "A"

· RETRACT FLAPS ON SCHEDULE

Copyright © by Embraer S.A. All rights reserved – See title page for details.
UNTIL 3000 ft AFE
POSITIVE RATE
· GEAR UP
· V2 +10 kt

EM145AOM020140A.DGN

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TECHNIQUES
PROCEDURES AND
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

BEFORE TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM

"BEFORE TAKEOFF − Performs BEFORE

AND CLEARED INTO TAKEOFF and
POSITION CLEARED INTO
A Before Takeoff CHECKLISTS". POSITION
Checklists.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Arms the A/T.

(If available)

ICAO A – ACTIONS AND CALLOUTS

PHASE PF PM
− Advances Thrust
Levers to N1 at
40% to allow
engines
− Verifies that the N1
stabilization.
reached is the
− Advances, or target N1, the
Airplane on the makes sure the A/T engine parameters
B
runway has advanced the are normal and that
Thrust Levers to ATTCS is ARMED.
Thrust Set Detent.
"CHECK THRUST".
"THRUST
CHECKED".
(1)
− Releases brakes.
(1)
Static Takeoff is recommended for Noise Abatement Procedures.
However, Rolling or Normal Takeoff can be considered due to
airport restrictions.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
Page 20 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ICAO A – ACTIONS AND CALLOUTS

PHASE PF PM
Airplane "EIGHTY KNOTS".
C accelerates past
80 KIAS "CHECKED".

D Passing V1 – "V1".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"ROTATE".
E At VR − Rotates airplane
according to the
FD pitch indication.
− Verifies positive
rate of climb.
"POSITIVE RATE".
− Confirms positive
Positive Rate rate of climb.
F
of Climb "GEAR UP".
− Positions gear
lever up.
− Speed check:
V2 + 10 KIAS.
Above 400 ft AFE "ACCELERATION".
G or Acceleration "SELECT HEADING − Selects Lateral
Altitude or NAV". Mode.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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3-15
REVISION 6 Page 21
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ICAO A – ACTIONS AND CALLOUTS

PHASE PF PM
"CLIMB Normal Takeoff Flaps 9°
SEQUENCE". − Pushes Thrust Rating
CLB Button.
− Pushes FLC Button on
FGC.(2)
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− If equipped with VNAV,

Above pushes VNV Button.(3) (4)
H 1500 ft AFE
− Speed check:
V2 + 10 KIAS.
"AUTOPILOT" − Engages Autopilot.
(If desired) "AUTOPILOT ENGAGED"
(If requested)

− Set Flaps to 0° on
schedule.
Above
I – − When flaps are zero:
3000 ft AFE
"FLAPS ZERO".
− Speed check: VFS
(2)
FLC mode commands the pitch to a pre-programmed climb speed
schedule (without VNAV).
(3)
VFLC mode commands the pitch to the FMS programmed altitude
and speed targets. For airplanes not equipped with A/T, the crew
may select appropriate thrust to the desired climb rate.
(4)
For airplanes equipped with A/T, CLB mode for A/T is engaged.

NOTE: Callouts are shown in bold text.

The Climb Sequence is to be performed by the PM when requested by
the PF in a continuous manner and ends when the flaps reach 0°
position.

CONTINUES ON NEXT PAGE

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Page 22 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

AFTER TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
"AFTER TAKEOFF
CHECKLIST". − Performs the after
takeoff checklist
Upon Flap
J and calls out.
Retraction
"AFTER TAKEOFF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.
SOP-135/1664

3-15
REVISION 6 Page 23
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOISE ABATEMENT TAKEOFF "B"

Page 24
TECHNIQUES
PROCEDURES AND

3-15
STANDARD
OPERATING
PROCEDURES

THRUST 80 kt V1
SET AT 1000 ft AFE AT 3000 ft AFE
ROTATE
· SELECT CLB THRUST AND · SET SPEED TARGET AS REQUIRED

NOISE ABATEMENT TAKEOFF "B"

Copyright © by Embraer S.A. All rights reserved – See title page for details.
RETRACT FLAPS ON SCHEDULE
· MAINTAIN VFS+10 kt
POSITIVE RATE UNTIL 3000 ft AFE
· GEAR UP
· V2 +10 kt

EM145AOM020141A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

BEFORE TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM

"BEFORE TAKEOFF − Performs BEFORE

AND CLEARED INTO TAKEOFF and
POSITION CLEARED INTO
A Before Takeoff CHECKLISTS". POSITION
Checklists.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Arms the A/T.

(If available)

ICAO B – ACTIONS AND CALLOUTS

PHASE PF PM
− Advances Thrust
Levers to N1 at
40% to allow
engines
− Verifies that the N1
stabilization.
reached is the
− Advances, or target N1, the
Airplane on the makes sure the A/T engine parameters
B
runway has advanced the are normal and that
Thrust Levers to ATTCS is ARMED.
Thrust Set Detent.
"CHECK THRUST".
"THRUST
CHECKED".
(1)
− Releases brakes.
(1)
Static Takeoff is recommended for Noise Abatement Procedures.
However, Rolling or Normal Takeoff can be considered due to
airport restrictions.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 25
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ICAO B – ACTIONS AND CALLOUTS

PHASE PF PM
Airplane "EIGHTY KNOTS".
C accelerates past
80 KIAS "CHECKED".

D Passing V1 – "V1".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"ROTATE".
E At VR − Rotates airplane
according to the
FD pitch indication.
− Verifies positive
rate of climb.
"POSITIVE RATE".
− Confirms positive
Positive Rate rate of climb.
F
of Climb "GEAR UP".
− Positions gear
lever up.
− Speed check:
V2 + 10 KIAS.
Above 400 ft AFE "ACCELERATION".
G or Acceleration "SELECT HEADING − Selects Lateral
Altitude or NAV". Mode.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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Page 26 REVISION 6
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ICAO B – ACTIONS AND CALLOUTS

PHASE PF PM
"CLIMB Normal Takeoff Flaps 9°
SEQUENCE". − Pushes Thrust Rating
CLB Button.
− Pushes FLC Button on
FGC.(2)
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− If equipped with VNAV,

pushes VNV Button.(3) (4)
Above − Set Flaps to 0° on
H
1000 ft AFE schedule.
− When flaps are zero:
"FLAPS ZERO".
− Speed check:
VFS + 10 KIAS.
"AUTOPILOT" − Engages Autopilot.
(If desired) "AUTOPILOT ENGAGED"
(If requested)
Above − Speed check:
I – enroute climb speed as
3000 ft AFE
required.
(2)
FLC mode commands the pitch to a pre-programmed climb speed
schedule (without VNAV).
(3)
VFLC mode commands the pitch to the FMS programmed altitude
and speed targets. For airplanes not equipped with A/T, the crew
may select appropriate thrust to the desired climb rate.
(4)
For airplanes equipped with A/T, CLB mode for A/T is engaged.

NOTE: Callouts are shown in bold text.

The Climb Sequence is to be performed by the PM when requested by
the PF in a continuous manner and ends when the flaps reach 0°
position.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 27
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

AFTER TAKEOFF – ACTIONS AND CALLOUTS

PHASE PF PM
"AFTER TAKEOFF
CHECKLIST". − Performs the after
takeoff checklist
Upon Flap
J and calls out.
Retraction
"AFTER TAKEOFF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

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3-15
Page 28 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

TAKEOFF IN ADVERSE CONDITIONS

For snow pellets, snow grains, ice pellets, moderate and heavy
freezing rain and hail the anti-icing fluids have little or no effect. If
these conditions exist, perform a careful pre-takeoff check shortly
before takeoff.
Prior to takeoff in icing conditions, if engine vibration increases,
advance thrust levers, one at a time, to obtain an N1 of at least 60%
for 5 seconds and then return to the former setting.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

3-15
REVISION 6 Page 29
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

WINDSHEAR DURING TAKEOFF

The policy is always to avoid potential windshear areas. Takeoff
briefing can include recent weather reports, visual observations and
crew experience with the airport prevailing weather. Consider to delay
the takeoff until conditions improve.
Whenever a windshear is suspected during takeoff, the following
precautions should be taken:
– Use maximum takeoff thrust rating instead of reduced thrust;
– Increase airspeed (or V2) to get the best performance
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

compromise during windshear;

– Use the longest runway available with the lowest possibility of a
windshear encounter;
– Turn ON the radar used to enable it before initiating the takeoff
run;
– Crew should monitor airspeed trend during takeoff run. In case
of any evidence of windshear before V1, evaluate the possibility
to reject takeoff;
– Develop an awareness of normal airspeed, attitude and vertical
speed. The crew should closely monitor the vertical flight path
instruments, such as, vertical speed and altimeters, and call out
any deviations.
Crew must comply with the following actions if a windshear is
encountered after V1 and during initial climb:
– Advance thrust levers to MAX;
NOTE: For airplanes equipped with autothrottle, the A/T system
is automatically disengaged with thrust levers beyond
Thrust Set. Aural message "THROTTLE" is triggered.
– Press the Go-Around buttons;
– Follow the flight director guidance cue if a windshear warning is
given by the EGPWS during takeoff (automatically
activates).The windshear escape guidance mode does not
automatically revert to any other flight guidance mode. The pilot
must manually select another mode in order to exit windshear
escape guidance;
SOP-135/1664

3-15
Page 30 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

– Do not change flaps or landing gear configuration until airplane

is out of the windshear condition and terrain clearance is
assured;
– Reduce thrust to climb power, retract landing gear and flaps
when the airplane is out of the windshear condition.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

3-15
REVISION 6 Page 31
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ENGINE FAILURE

RECOGNITION
The first principles to best manage an engine malfunction are to
identify the affected engine correctly and take the correct action,
considering airplane on ground or in flight.
There are several ways to recognize engine failures, including
messages and airplane reactions:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Airplane heading change (differential "moment force");

– Engine Failure – loss of thrust, ENGINE 1 (2) LOW N1 EICAS
indication;
– Engine seize – EICAS N1 indicates 0;
– Engine separation – EICAS indicates amber dashes, thrust
rating mode will disappear;
– Engine Fire – on ENGINE 1 (2) FIRE EICAS indication and Fire
Handle illuminates.

ON GROUND
ENGINE FAILURE BELOW V1
If an engine failure occurs below V1, a reject takeoff procedure (RTO)
has to be accomplished (refer to RTO Procedures).

ENGINE FAILURE AT OR ABOVE V1

If an engine failure occurs at or above V1, airplane direction and thrust
levers must be controlled, aiming at keeping airplane on runway
centerline by smoothly applying rudder.
As soon as an Engine Failure or FIRE is recognized (not always
accompanied by loss of thrust) and the affected engine is identified,
check maximum thrust on EICAS.
SOP-135/1664

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Page 32 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

IN FLIGHT
Rotation must be done to achieve the appropriate pitch following the
Flight Director; set aileron to neutral and use rudder and yaw trim to
keep wings level. As a reference, the slip/skid indicator shall be
approximately ½ to ¼ off center and between 0° to 5° of bank,
according to speed, gross weight and altitude. Generally, the control
wheel in the horizontal position is a good indication of the lowest drag
for single engine.
Crew must keep close attention at first positive rate of climb to retract
landing gear, monitoring airplane profile.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Crew must follow the flight director guidance to maintain V2 up to the

acceleration altitude.
Takeoff thrust is limited to 5 minutes after takeoff, and it is
recommended that emergency procedures be accomplished as soon
as safe altitude has been attained (at least 400 ft AGL or according to
local operational regulations minimums).
When engine failure occurs after takeoff, noise abatement procedures
no longer apply.
On departure procedures with acceleration altitudes above 1000 ft,
during takeoff briefing, emphasize that, in the event of an Engine
Failure, Engine Fire (with loss of thrust) or any other malfunction
requiring a memory item, actions can be commanded at an altitude
lower than the acceleration altitude, but not lower than 400 ft. Airplane
must be stabilized and on the profile.
Upon crossing the briefed altitude, with the airplane stabilized and on
the proper flight path, the PF commands to initiate the memory items.

NOTE: - If manually flying the airplane, IAS mode may be used.

- Flight Director Mode selection should be done by the PM
upon PF requests.
For One Engine Inoperative, limit the bank angle to:
– 15° at V2
– 25° at V2 + 10 KIAS
SOP-135/1664

3-15
REVISION 6 Page 33
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

FLAP RETRACTION
Use flaps retraction schedule:
Normal Takeoff Flaps 9°:
Flaps 9° to 0° ...................................................... V2 + 15 KIAS
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

3-15
Page 34 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ENGINE FAILURE AT OR ABOVE V1

ACTIONS AND CALLOUTS

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM

"ENGINE___FAILURE".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

(pilot first noticing the engine failure)

− Controls airplane − Cancels aural

Before VR using rudder. warnings
"CHECK THRUST".
− Verifies maximum
thrust on operating
engine.
"THRUST
CHECKED".

− Rotates to "ROTATE".
At VR appropriate pitch
following the Flight
Director.
− Verifies positive
rate of climb.
"POSITIVE RATE".
Positive rate of − Confirms positive rate
climb of climb.
"GEAR UP".
− Positions gear
lever UP.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 35
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM

− Climbs at V2. − Monitors speed

and attitude.
− Controls the airplane
using elevator to
After lift-off maintain V2 besides
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

rudder and yaw trim

in the amount
necessary to keep
the aileron control in
neutral position.
"SELECT HEADING − Selects HDG and
At 400 ft AND BANK". BNK.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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3-15
Page 36 REVISION 6
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM
"SELECT
ALTITUDE HOLD".
− Selects Altitude
"ENGAGE Hold.
AUTOPILOT".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− At flaps retraction − Engages AP.(1)

speed:
"FLAPS___"
− Retracts flaps on
At Acceleration schedule upon
Altitude PF's command
until reaching flaps
zero then calls.(2)
"FLAPS ZERO".
− Reaching VFS:
"SPD AND "VFS".
CONTINUOUS
THRUST".
− Selects SPD on
FGC Panel and
CON on Thrust
Rating Panel.
(1)
For autopilot minimum engagement height, refer to AFM Section 2 –
Limitations.
(2)
Use flaps retraction schedule:
Normal Takeoff Flaps 9°:
Flaps 9° to 0° ................................................. V2 + 15 KIAS
Maximum bank angle:
One engine inoperative: 15° at V2
One engine inoperative: 25° at V2 + 10 KIAS
NOTE: Callouts are shown in bold text.
SOP-135/1664

CONTINUES ON NEXT PAGE

3-15
REVISION 6 Page 37
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM
− Climbs at VFS to a − Advise ATC.
safe altitude
defined on the − Monitor thrust,
takeoff briefing or attitude and speed.
as assigned by
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ATC.

Climbing to Safe − Flies runway

Altitude heading or comply
with One Engine
SID or maintains
the takeoff path
defined on the
takeoff briefing.
"(APPLICABLE
ABNORMAL)
CHECKLIST".

Reads the checklist

aloud:
"ASSOCIATED
− Upon receiving the
THRUST LEVER,
PM's challenge.
Performing Engine IDLE".
Failure Checklist "REDUCING
ENGINE__".
or Memory Items − Confirms that the
− Reduces affected
failed engine is
engine thrust lever
being reduced.
to idle.
"CHECKED__".

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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3-15
Page 38 REVISION 6
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM
Following the
checklist reading
− Upon receiving the
"START/STOP
PM's challenge.
SELECTOR, STOP".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"SHUT DOWN
ENGINE__".
− Confirms the failed
engine.

"SHUTTING DOWN
Performing Engine ENGINE__".
Failure Checklist
or Memory Items
− Takes the ATC − Sets the
communications. START/STOP
Selector to STOP.

− Completes
applicable
Checklist.

"(APPLICABLE
ABNORMAL)
CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 39
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FAILURE AT OR ABOVE V1 – ACTIONS AND

CALLOUTS

PF PM
"AFTER TAKEOFF − Accomplishes the
CHECKLIST". procedures and
checklist.
When Engine Failure
"AFTER TAKEOFF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Checklist is
completed CHECKLIST
COMPLETED".

− Set TCAS to TA
ONLY.

NOTE: Callouts are shown in bold text.

SOP-135/1664

3-15
Page 40 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

TAKEOFF WITH ENGINE FAILURE ABOVE V

1

REVISION 6
ACCELERATION
ALTITUDE

CLIMB AT V
2

3-15
35 ft
STANDARD
OPERATING
PROCEDURES

V POSITIVE FLAP RETRACTION SPEED SCHEDULE

R 35 ft
THRUST LEVERS RATE OF HEIGHT AT 400 ft ACCELERATION ALTITUDE END OF TAKEOFF PATH
CLIMB SELECT ALTITUDE HOLD

− CLIMB AT VFS
VFS − SELECT SPD MODE − THRUST RATING: CON
SELECT HDG/ V + 15 kt −−> FLAPS 0° − COMPLETE APPLICABLE

Copyright © by Embraer S.A. All rights reserved – See title page for details.
TAKEOFF WITH THRUST SET ROTATE TO GEAR UP V 2 LATERAL MODE
2 BANK CHECKLIST
FLAPS 9° 14° ACCORDING TO
DEPARTURE PROFILE − AFTER TAKEOFF
CHECKLIST

TAKEOFF WITH ENGINE FAILURE ABOVE V1

EM145AOM020126B.DGN

Page 41
TECHNIQUES
PROCEDURES AND
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION (ON TAKEOFF AFTER V1)
Engine power loss may not occur as a result of Engine Fire. In this
case a climb sequence should be performed.

ACTIONS AND CALLOUTS

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF PM

"ENGINE___FIRE".
(pilot first noticing the engine failure).

− Controls airplane using − Cancels aural

Before VR
rudder. warnings.
"CHECK THRUST". − Verifies maximum
thrust on operating
engine.
"THRUST CHECKED".
− Rotates to appropriate "ROTATE".
At VR pitch following the
Flight Director.

− Verifies positive rate of

climb.
− Confirms positive rate
"POSITIVE RATE".
After lift-off of climb.
"GEAR UP".
− Positions gear lever
UP.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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Page 42 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS

PF PM
− Climbs at V2. − Monitors speed and
attitude.
− Controls the airplane
using elevator to
After lift-off maintain V2 besides
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

rudder and yaw trim in

the amount necessary
to keep the aileron
control in neutral
position.

"SELECT HEADING, − Selects HDG and

At 400 ft BANK". BNK.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 43
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS

PF PM

"SELECT ALTITUDE
HOLD". − Selects Altitude
Hold.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"ENGAGE AUTOPILOT". − Engages AP.(1)

− Retracts flaps on
schedule upon
At Acceleration − At flap retraction speed: PF's command
Altitude "FLAPS___". until reaching
flaps zero then
calls.(2)
"FLAPS ZERO".

− Reaching VFS:

"VFS".

(1)
For autopilot minimum engagement height, refer to AFM Section 2 –
Limitations.
(2)
Use flaps retraction schedule:
Normal Takeoff Flaps 9°:
Flaps 9° to 0° ................................................. V2 + 15 KIAS
Maximum bank angle:
One engine inoperative: 15° at V2
One engine inoperative: 25° at V2 + 10 KIAS
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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Page 44 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS

PF PM

"SPD AND CONTINUOUS − Selects SPD on

At FGC Panel and
THRUST".
Acceleration CON on Thrust
Altitude Rating Panel.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"MEMORY ITEMS".(3)

− Climbs at VFS to a safe − Advise ATC.

altitude defined on the
takeoff briefing or as − Monitor thrust,
assigned by ATC. attitude and
speed.
− Flies runway heading or
Climbing to complies with airport
Safe Altitude "One Eng SID" or
maintains the takeoff path
defined on the takeoff
briefing.
"(APPLICABLE
ABNORMAL) CHECKLIST".

(3)
For altitude accelerations higher than 1000 ft, the PF may indicate
on takeoff briefing an altitude lower than acceleration altitude, but
not lower than 400 ft, where the memory items will be commanded.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-15
REVISION 6 Page 45
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS

PF PM
"REDUCING ENGINE__". − Confirms that the
failed engine is
being reduced.
− Reduces affected engine "CHECKED__".
thrust lever to idle.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"SHUT DOWN ENGINE__".

− Confirms the
failed engine.
"SHUTTING DOWN
ENGINE__".
"PULL FIRE − Selects the
Fire, Severe EXTINGUISHER START/STOP
Damage or HANDLE__". Selector STOP.
Separation
Checklist − Confirms the
failed engine fire
extinguisher
handle.
"ENGINE FIRE, SEVERE
"PULLING FIRE
DAMAGE OR SEPARATION EXTINGUISHER
CHECKLIST". HANDLE__".
− Completes the
− Takes the ATC Checklist.
communications. "ENGINE FIRE,
SEVERE DAMAGE
OR SEPARATION
CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

(ON TAKEOFF AFTER V1) – ACTIONS AND CALLOUTS

PF PM
"AFTER TAKEOFF − Accomplish the
CHECKLIST". procedures and
When Engine Fire,
checklist.
Severe Damage or
Separation Checklist "AFTER TAKEOFF
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

completed CHECKLIST
COMPLETED".

NOTE: Callouts are shown in bold text.

Upon crossing the briefed altitude, with the airplane stabilized and on
the proper flight path, the PF commands to initiate the memory items.

NOTE: - Engine Power loss may not occur as a result of Engine Fire.
In this case a climb through acceleration altitude and a climb
sequence should be performed. VFS and Bank Mode should
be used as required to meet the performance requirements.
- If manually flying the airplane, IAS mode may be used and
the VFS may be chased using the Touch Control Steering
(TCS). In this case, Flight Director mode selection should be
done by the PM upon PF's requests.
- Flight Director Mode selection should be done by the PM
upon PF requests.
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REVISION 6 Page 47
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

SINGLE ENGINE FLIGHT TECHNIQUE

When single engine situation is recognized:
During takeoff roll:
Apply rudder as necessary to maintain the center line and keep
this setting. When airborne maintaining the initial rudder setting
use the aileron to maintain wings leveled.
Airborne:
Apply rudder in the amount necessary to keep the control wheel
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

in the neutral position and maintain (shortly after takeoff

generally 127 mm (5 in)), use aileron to maintain wings leveled.
To improve performance:
The rudder commands should always be smooth, using small
and steady deflections in the proper direction.

NOTE: When stable the best performance is achieved bringing the

skid indicator to about ½ to ¼ off center and between 0° to
5° of bank (the exact amount varies with the relation of
thrust and speed, gross weight and altitude). Generally the
control wheel in the neutral position is a good indication of
the lowest drag for single engine.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CLIMB

CLIMB TECHNIQUE
The climb-to-cruise altitude should preferably be done by using the AP
FLC mode. However, if the flight is short and the cruise altitude is low
(25000 ft or less), or if the aircraft is heavy (weight above 20000 kg or
44000 lb), proceed as follows:
Climb up to 10000 ft on the FLC mode; then select 260 KIAS until
M=0.60 when the SPD selector knob must be pressed so that the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

autopilot maintains constant Mach number until the cruise level is

reached.
The cabin differential pressure may reach its maximum on lengthy
climbs to FL270 or higher, and this may result in high cabin rates with
the consequent passenger discomfort. To avoid this, the following
technique can be used:
When the cabin differential pressure reaches 8.1 psi on the
EICAS,select the autopilot VS mode and use a rate of climb of
1500 ft orless until reaching cruise level.
If, during a climb, the Air Traffic Control stops the climb momentarily,
maintain a speed of 240 KIAS maximum if at FL 100 or lower and 300
KIAS if above. To restart the climb, reselect the new target altitude
with the ASEL button and use the VS mode with a rate of 2000 to 3000
ft/min until the FLC speed is reached (240 KIAS below FL 100, 290
KIAS or Mach number 0.65 above); then select FLC.
During climbs through moderate to heavy turbulence where the SPD
or FLC modes are ON, changing to the VS mode may prevent the
aircraft from chasing the speed, which causes wide variations in rate of
climb.

CAUTION: THE USE OF THE VS MODE CALLS FOR EXTRA

ATTENTION REGARDING THE SPEED OF THE
AIRCRAFT. AS THE AIRCRAFT CLIMBS ON A
CONSTANT RATE OF CLIMB, THE AIRSPEED TENDS
TO DECREASE.
Once the aircraft levels at the cruise level, the PNF must wait until the
aircraft reaches Mach 0.70 (or 300 KIAS at lower levels) to select
CRZ.
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REVISION 6 Page 1
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CLIMB BASED ON VERTICAL GREEN MODES (FD)

The climb to cruise altitude should be preferably done by using the AP
FLC mode, described on AOM Section 2-19-10.
The cabin differential pressure may reach its maximum on lengthy
climbs to FL 270 or higher, and this may result in high cabin rates with
the consequent passenger discomfort. To avoid this, the following
technique can be used:
When the cabin differential pressure reaches 8.1 psi on the EICAS,
select the autopilot VS mode and use a rate of climb of 1500 ft or
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

less, until reaching cruise level.

For airplanes not equipped with or not using the autothrottle, if the
ATC stops the climb momentarily:
Maintain a maximum speed of:
– if at FL 100 or lower, 240 KIAS, or
– if above FL 100, 300 KIAS.
To restart the climb, reselect the new target altitude with the ASEL
button and use the VS mode with a rate of 2000 to 3000 ft/min, until
the FLC speed is reached (240 KIAS below FL 100, 290 KIAS or
Mach number 0.65 above); then select FLC.
Set the altitude pre-selector to the cleared altitude.
During climbs through moderate to heavy turbulence with the SPD or
FLC modes ON, changing to the VS mode may prevent the airplane
from chasing the speed, which causes wide variations in the rate of
climb.

CAUTION: FOR AIRPLANES NOT EQUIPPED WITH OR NOT

USING THE AUTOTHROTTLE, THE USE OF THE VS
MODE CALLS FOR EXTRA ATTENTION REGARDING
THE SPEED OF THE AIRPLANE, AS IT CLIMBS ON A
CONSTANT RATE OF CLIMB AND THE AIRSPEED
TENDS TO DECREASE.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

Once the airplane becomes leveled at the cruise level, the PM must
wait until the airplane reaches at least Mach 0.70 (or 300 KIAS at
lower levels) to select CRZ THRUST RATING.
After flaps retraction, the initial climb speed should be chosen based
on the operational requirements (obstacles, SID tracks and
constraints, weather conditions, noise restrictions, etc) and company
policies, as well as local regulations.

ALTERNATIVE CLIMB TECHNIQUE

As the MSA is cleared and no turbulence is forecasted, if the actual
airplane weight is heavy, it is recommended to change the autopilot
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

vertical mode to "PITCH MODE", 4° when passing FL 180.

This technique can produce good results for the climb phase normally
reaching the FL 400 with Mach 0.74.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CLIMB BASED ON VERTICAL MAGENTA MODES

(FMS) (VNAV) (IF APPLICABLE)
NOTE: It is necessary to have theoretical and practical training to
operate all the features of the FMS 6.1.

CAUTION: WHEN THE VERTICAL DIRECT-TO IS USED, ALL

CONSTRAINTS BETWEEN THE AIRPLANE AND THE
SELECTED WAYPOINT ARE REMOVED FROM THE
FLIGHT PLAN.
For airplanes not equipped with or not using the autothrottle, when
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

approaching or leaving any level off altitude, the crew must adjust
throttles to the appropriate speed and climb rate. The VTA is designed
also as an aid for crew to remember setting the thrust.

WARNING: FOR AIRPLANES NOT EQUIPPED WITH OR NOT

USING THE AUTOTHROTTLE, THE CREW MUST SET
THE THROTTLES ACCORDINGLY.
The transition to climb initiates automatically when the following
conditions are met:
– the altitude preselector is set to a higher altitude, and
– the engine thrust is sufficiently increased.
CAUTION: IF A LATE CLIMB IS REQUIRED, THE CREW MUST SET
THE ALTITUDE PRESELECTOR IN THE CURRENT
ALTITUDE.
During climb, the VNAV mode uses the VFLCH mode, which
commands the A/P with:
– the speed set on PERF INIT page for climb, and
– an altitude constraint or altitude preselector, whichever is lower.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

The speeds may be changed by revising the PERF INIT data, or using
speed intervention. To follow the FMS climb plan, adjust the
preselector to the highest altitude cleared by ATC.

CAUTION: DO NOT SET THE PRESELECTOR ALTITUDE TO

CRUISE ALTITUDE, AS IT MAY CAUSE VIOLATION OF
AUTHORIZED AEROSPACE.
The crew can change the altitude restriction associated with a
waypoint on the CDU or use altitude preselector to include
intermediate altitude clearance.
During climbs through moderate to heavy turbulence, evaluate
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

changing to VS green mode, as it may prevent the airplane from

chasing the speed, which causes wide variations in the rate of climb.

CAUTION: FOR AIRPLANES NOT EQUIPPED WITH OR NOT

USING THE AUTOTHROTTLE, THE USE OF THE VS
MODE CALLS FOR EXTRA ATTENTION REGARDING
THE SPEED OF THE AIRPLANE, AS IT CLIMBS ON A
CONSTANT RATE OF CLIMB AND THE AIRSPEED
TENDS TO DECREASE.
For detailed information regarding VNAV operation, refer to Honeywell
FMS 6.1 manual.
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REVISION 7 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

CLIMB – ACTIONS AND CALLOUTS

PF PM
"TRANSITION
ALTITUDE".
Transition Altitude
− Pushes the BARO − Pushes the BARO
SET (PUSH STD), SET (PUSH STD)
Standby Button and and crosschecks.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

crosschecks.
− External lights OFF,
except NAV,
STROBE and red
Upon passing beacon.
–
10000 ft AFE − FSTN BELTS signs
may be switched
OFF upon Captain's
consent.
NOTE: Callouts are shown in bold text.

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ENGINE ICE CLIMB

During climb monitor pitch attitude and airspeed continuously,
performance changes such as airspeed decrease, reduced climb rate
and/or higher than normal pitch angle may be an indication that ice
has already accreted on to the airframe. If ice-related performance
decrease is noted, make sure that all icing systems are set to ON.
Make sure that the required thrust and attitude are being properly
maintained.
Operation in moderate to severe icing conditions may allow ice to build
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

up on the fan spinner and/or blades. If allowed to accumulate,

asymmetrical ice shedding may result in high fan vibration. If fan ice
build-up is suspected, (high indicated or perceived vibration)
accomplish the following periodic engine run up (one engine at a time):
Advance one thrust lever at a time to a minimum N1 of 60% for
5 seconds. Then, return the thrust lever to the position required for
flight conditions.
Monitor the anti-icing systems for proper operation. Apply the
associated AFM abnormal procedure in case of system failure. If the
failure persists, exit and avoid icing conditions. Let the air traffic
controller know that you are requesting a change due to icing
conditions and keep him informed about it.
NOTE: - Engine and Wing Ice Protection Systems operation is
automatic and based on the primary ice detection system.
However, the crew remains responsible for monitoring icing
conditions, and for manual activation of the ice protection
system if icing conditions are present and the ice detection
system is not activating the ice protection system.
- It's recommended to closely monitor the SAT indication and
presence of moisture. If environmental ice conditions exist,
even intermittent, check the windshield, windshield wiper,
and wing surface for ice accumulation. To visualize ice
formation, if necessary, use a flashlight on the windshield
and the wing inspection light on the wing. If any ice formation
is detected or suspected, select the anti-ice protection
system override knob to ALL. When flying in detected or
suspected ice conditions, use ice speeds as reference.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE CLIMB

After flaps retraction, VFS and Maximum Continuous (CON) thrust
should be set or verified until all obstacles have been cleared. If
autothrottle aural warning is still sounding, acknowledge the
autothrottle disengagement by pressing the A/T disconnect button.
After reaching a safe altitude, higher climb speeds can be employed to
improve airplane controllability.

NOTE: Keeping the airplane trimmed at all times will minimize drag
increment.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CRUISE
This Section presents information pertinent to the cruise phase of the
flight. More in depth performance information is provided in the AOM
Section 1-05 – Flight Planning.

SPEED SELECTION
MAXIMUM CRUISE SPEED
Maximum Cruise Speed provides the maximum True Air Speed (TAS).
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

It is achieved when maximum cruise thrust is used. Using maximum

cruise speed reduces the trip time and increases fuel burn.

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.

CRUISE SPEED MANAGEMENT

Speed variations above the planned speeds may lead to significant trip
fuel burn as speed has a large impact on specific range.
The crew should make sure, during walk around, that the Pitot Tubes,
Total Air Temperature Probe (TAT) and Static Ports delimited areas
are clean and free of obstructions, so that it may provide correct
speed, Mach number and TAT calculations.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

FLIGHT CONTROLS TRIMMING

AIRPLANE TRIMMING
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:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

With the autopilot engaged, make sure that the fuel is properly
balanced, engine thrust is symmetric, and HDG mode is selected.
Proper monitoring of the Slip/Skid Indicator is fundamental for a
correct airplane trimming.
The yaw trim switch should be actuated in the direction that
corresponds to the Slip/Skid Indicator position and in most cases,
only small and brief actuations are sufficient.
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 pilot's 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.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

FUEL IMBALANCE
Fuel efficiency can be significantly affected as primary control surfaces
are deflected by the autopilot in order to compensate for the imbalance
condition.
A wing fuel imbalance for which no EICAS message is displayed and
has not yet exceeded 363 kg (800 lb) (or a fuselage fuel imbalance for
which no EICAS message is displayed and has not yet exceeded the
values shown in AOM Section 1-01-36) may be regarded as a normal
procedure and corrected without the use of the QRH. It is
recommended however, to make sure that there is no fuel leakage.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: If the WING FUEL IMBALANCE or FUSELAGE FUEL IMB

caution messages are not displayed on the EICAS and a
crossfeed is performed, the advisory message FUEL XFEED
OPEN will be displayed regardless of the imbalance value,
which may lead to an additional imbalance condition.

THROTTLE TECHNIQUE
Rapid and large thrust lever excursions should be avoided, as they
can be detrimental to various engines components and can accelerate
engine deterioration.
When feasible, anticipate and reduce large speed changes. For
airplanes equipped with autothrottle, avoid large speeds changes in
the FD inputs, as the FD inputs are the ones that the thrust levers
follow. Excessive speed adjustments may cause thrust levers to retard
and accelerate completely, which also contributes to engine
deterioration and fuel consumption.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

TURBULENT AIR PENETRATION

Flight through severe turbulence must be avoided. If not possible,
reduce altitude to increase buffet margin.

AIRSPEED
Severe turbulence will cause large and often rapid variations in
indicated airspeed. Do not chase the airspeed.
The maximum recommended turbulence air penetration speed can be
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

obtained from the following chart.

At or Below 10000 ft ................................................ MAX 200 KIAS
Above 10000 ft ......................................................... MAX 250 KIAS/
0.63 M,
WHICHEVER
IS LOWER

MANUAL FLIGHT IN SEVERE TURBULENCE

If manual flight in severe turbulence becomes necessary, trim the
airplane for penetration speed and do not change stabilizer position.
For airplanes equipped with autothrottle, set thrust levers and do not
change TLA 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.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

DRIFTDOWN
Following an engine failure or inflight engine shutdown, an airplane
may not be able to maintain its cruise altitude. For airplanes equipped
with autothrottle, A/T is automatically disengaged. The driftdown profile
ensures that the airplane altitude is kept as high as possible
throughout the descent. The driftdown speed provides the lower
descent gradient.
During a driftdown, the available thrust increases as the airplane
descends. Eventually, at a certain altitude the available thrust will
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

become equal to the airplane drag, and the airplane will level off. This
altitude is called the gross level off altitude. The gross level off altitude,
when corrected by 1.1% (2 engines), 1.4% (3 engines) or 1.6%
(4 engines) gradient margins, is called the net level off altitude and will
depend on the atmospheric temperature and airplane weight.
Regulations (FAR 121.191/JAR-OPS 1.500) require that the airplane
be able to clear all terrain by a given margin when an engine fails. Two
means of compliance for enroute obstacle clearance are allowed:
– The net level-off altitude must clear all enroute obstacles by at
least 1000 ft; or
– The net flight path must clear all enroute obstacles between the
point where the engine is assumed to fail and an airport where a
landing can be made by at least 2000 ft.

DRIFTDOWN PROCEDURE
After an engine failure or inflight engine shutdown during cruise, if
driftdown procedure is required, pilots should place thrust lever of
operational engine in the THRUST SET position, select CON on the
Thrust Rating Panel and make sure that thrust rating is set to "CON",
adjust altitude selector to appropriate altitude in accordance with route
analysis and set driftdown speed. When reaching driftdown speed,
pilots select SPD on FGC panel, perform applicable checklist, notify
ATC and monitor descent.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

ENGINE EMERGENCIES IN CRUISE – DRIFTDOWN

ACTIONS AND CALLOUTS

PF PM
Failure "ENGINE___FAILURE/FIRE (OTHER)"
Identification
[Pilot first noticing the engine failure/fire (other)]
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Sets operative engine − Inform ATC: report

thrust lever to emergency type and
THRUST SET and intentions.
CON on Thrust Rating
Panel. − Turn FSTN BELTS to
ON.
− Sets MEA/MORA on
Altitude Selector.

− Sets Driftdown Speed

Preparation on SPEED TAPE.
for Descent
− Presses SPD on FGC
panel when Driftdown
Speed is reached.

− RVSM: take heading in

accordance with
established
emergency
procedures.

NOTE: Callouts are shown in bold text.

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

RVSM
Before entering RVSM airspace, the flight crew should review the
status of the required equipment. If any required equipment fails prior
to entering RVSM airspace, a new ATC clearance should be obtained.
While flying in RVSM airspace:
– Crew should increase the vigilance to prevent deviations from
the assigned flight level;
– When changing flight levels, the airplane should not overshoot
or undershoot FL by more than 45 m (148 ft);
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– The autopilot should be operative and engaged during level

cruise, except for circumstances such as the need to re-trim the
airplane or when it must be disengaged due to turbulence;
– Crew should notify ATC of contingencies (equipment failures,
weather conditions) which affect the capability to maintain the
current flight level;
– If unable to notify ATC and obtain a clearance prior to deviating
from the cleared flight level, follow established contingency
procedures and obtain ATC clearance as soon as possible.

EMERGENCY DESCENT
This maneuver is designed to bring the airplane down to a safe altitude
in the minimum amount of time when experiencing a rapid
depressurization or any other situation requiring immediate and rapid
loss of altitude. This procedure should be accomplished by the crew
members from memory.
During an emergency descent, a permanent communication in the
cockpit should be maintained in order to identify a possible pilot
incapacitation.
If structural damage is suspected, use flight controls with care, limit
speed as appropriate and evaluate the use of landing gear to expedite
the descent. When turbulence is encountered, reduce to turbulent air
penetration speed.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

LOSS OF ALTITUDE
If descending due to cabin depressurization the crew members should
don masks and establish communication immediately after, accurately,
verifying that cabin is depressurizing uncontrollably.
Opening the mask's stowage box automatically initiates the oxygen
flow. Pressing the harness inflation control valve will inflate the
harness, enabling its quick donning. Releasing the button will deflate
the harness firmly fitting it to the head. The mask is designed to be
donned within 5 seconds.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

To active the mask's microphone the pilots have to select MASK on

the Digital Audio Panel. The selection is made using BOOM/MASK
button.
If required, the speakers have to be activated on the Digital Audio
Panel selecting Side Tone knob (S.T.) and adjusting the Speaker
Master Volume control knob as required. Once activated the
communication reception is possible through the speakers or the
headsets.
Oxygen masks are operated at three selectable modes: The NORMAL
mode is to be used as a supplement, when a regular amount of
oxygen, diluted with cabin air is capable to maintain a safe physiologic
level until a preset altitude, where the user inhales 100% oxygen. The
100% mode is mandatory during an emergency descent, as it is not
diluted with cabin air, regardless cabin altitude.
The EMER mode is useful to remove smoke and fumes, as it is non-
diluted oxygen regardless of cabin altitude with a slightly positive
pressure. When the mask is on emergency mode, the air pressure and
flow make communication more difficult. To avoid communication
disruption it is recommended that the EMER setting do not be used
continuously, and that the mode be set back to 100% or Normal after
the mask is clear of smoke, fumes or condensation.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

AUTOPILOT OPERATION (RECOMMENDED)

Autopilot is recommended because of its high speed protection,
altitude protection, and reduced crew work load.
PF actions:
– Advise Cabin Crew;
– Select Lower Altitude on Altitude Selector;
– Select Vertical Mode.
NOTE: - For airplanes not equipped with autothrottle select SPD
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Button.
- For airplanes equipped with autothrottle select FLC Button.
- Disengage VNAV Mode or check it disengaged.
– Set the speed pre-selector near and below 250 KIAS (if
necessary, press the center of the button to change it from
MACH to IAS);
– Select Idle Thrust;
– Open Speed Brake.
When speed reaches 250 KIAS (if higher):
– Command Gear Down;
– If applicable, select HDG and initiate turn, as required;
– Select 250 KIAS on speed pre-selector;
– Adjust Altitude Selector to MEA, MOCA or 10000 ft, whichever
is higher.
PM actions:
– Turn Fasten Belts ON;
– Advise ATC;
– Select Gear Down.
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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

INSTRUCTIONS
– Emergency Descent maneuver is designed to bring the airplane
down smoothly, to a safe altitude in the minimum amount of time
when experiencing a rapid depressurization.
– This maneuver is performed with Landing Gear Down and Speed
Brake Open.
– Use of automated resources is recommended.
– If structural damage is suspected, use flight controls with care and
limit speed as appropriate.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Descend straight ahead or initiate turn with HDG selector, in

accordance with local regulations.
– If sudden loss of cabin pressure occurs and an emergency descent
must be initiated, all memory items for Rapid Cabin
Depressurization must be executed by the flight crew prior to the
descent.
– If cabin altitude reaches 14000 ft or above, check if the oxygen ON
indicator light is illuminated on the Passenger Oxygen Control
Panel. If the indicator light is not illuminated, set the Passenger
Oxygen Selector Knob to the MANUAL position.
– When turbulence is encountered, reduce to turbulent air
penetration speed. For airplanes equipped with autothrottle,
disengage A/T.
– Altitude callouts are performed every 10000 ft (30000 ft/
20000 ft/10000 ft) by the PM to check crew awareness.
– Reevaluate the situation based on weather, oxygen, fuel remaining
and available airports before defining the new course of action. The
use of long-range cruise may be appropriate.
– RVSM – The Pilot shall follow established emergency procedure,
notify ATC and follow the appropriate RVSM contingency
procedure for specific RVSM airspace. Use TCAS as a reference in
this situation.
– If use of oxygen is required for a long period of time, set the
Oxygen Masks Selector to NORMAL.
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Page 10 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

EMERGENCY DESCENT – ACTIONS AND CALLOUTS

PF PM
"EMERGENCY
–
DESCENT".
− Don crew oxy masks and check communications.
− Alerts cabin crew − Selects seat belts
(P.A.): sign ON.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"ATTENTION CREW, − Selects no smoking

EMERGENCY sign ON.
DESCENT". − Selects squawk
7700.
− Select Lower Altitude − Advises ATC: "(Call
on Altitude Selector. sign) Emergency
− Select Vertical Descent".
In Flight Mode.(1) (2) − Monitors cabin
− Disengage VNAV altitude.
Mode or check it
disengaged.
− Set the speed pre-
selector near and
below 250 KIAS.
− Sets Thrust Levers to
Idle.
− Opens Speed Brakes.

"GEAR DOWN". − Selects Gear Down.

− If applicable, select
HDG and initiate turn,
as required.
(1)
For airplanes equipped with autothrottle select FLC Button.
(2)
For airplanes not equipped with autothrottle or SPD Mode Button.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-25
REVISION 6 Page 11
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

EMERGENCY DESCENT – ACTIONS AND CALLOUTS

PF PM
− Completes final − Checks flight
adjustments for speed instruments and
and altitude selections. engine parameters.
− Confirms Pax
Oxygen (if cabin
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

reaches 14000 ft).

− Monitors descent
In Flight path and speed.
"EMERGENCY
DESCENT CHECKLIST".

− Accomplishes
checklist.
"EMERGENCY
DESCENT
CHECKLIST
COMPLETE".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-25
Page 12 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

EMERGENCY DESCENT – ACTIONS AND CALLOUTS

PF PM
"TWO THOUSAND TO
LEVEL OFF".
− Starts decreasing
2000 ft to MEA or rate of descent
10000 ft (use VS at pilot
discretion).
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Select 200 KIAS

at speed pre
selector.
"ONE THOUSAND TO
LEVEL OFF".
− When speed
reaches 200 KIAS
retracts Speed
1000 ft to MEA or Brakes and
10000 ft commands Gear
up.
"GEAR UP".
− Selects Gear Up.

− Informs cabin
crew.
At Safe Altitude "ATTENTION CREW –
WE HAVE
REACHED SAFE
ALTITUDE".
NOTE: Callouts are shown in bold text.
SOP-135/1664

3-25
REVISION 6 Page 13
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

TOUCH CONTROL STEERING BUTTON (TCS)

OPERATION
Optionally, the PF may use the TCS to manually chase 250 KIAS.
After releasing the TCS, the AP will reengage and maintain the current
airspeed.
PF actions:
– Select Idle Thrust;
– Open Speed Brake;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Select Lower Altitude on Altitude Selector;

– For airplanes not equipped with autothrottle:
– Press IAS on FGC (press the center of the button to change it
from MACH to IAS, if necessary);
– Press and hold AP Sync button;
– Manually chase 250 KIAS;
– Upon reaching 250 KIAS, release AP Sync Button.
– For airplanes equipped with autothrottle:
– Select 250 KIAS on speed pre-selector;
– Push VS Button;
– Engage autothrottle;
– Upon reaching 250 KIAS, press FLC and NAV to engage
VFLC mode.
PM actions: Remains as previously presented.

MANUAL DESCENT
The PF may also manually perform the Emergency Descent. In this
case, after disengaging A/T, retarding the throttles, opening the speed
brakes, and lowering the landing gear, the PF should cancel the Flight
Director and press the Auto Pilot Couple Button in order to transfer the
Flight Director to the PM side.
Use the Speed Tape Trend Vector as an aid to maintain target speed.
SOP-135/1664

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Page 14 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

EMERGENCY DESCENT

REVISION 6
· IDLE THRUST
· SPEED BRAKE
· GEAR DOWN
· TURN INTO 30° BANK ANGLE
· INITIATE DESCENT

3-25
STANDARD
OPERATING
PROCEDURES

· IF STRUCTURAL DAMAGE IS SUSPECTED,

AVOID HIGH MANEUVERING LOADS AND
REDUCE AIRSPEED AS APPROPRIATE

2000 ft

EMERGENCY DESCENT PROFILE

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· START
REDUCING
PITCH

· REDUCE SPEED TO 200 kt THEN

· SPEED BRAKE CLOSE
· GEAR UP

EM145AOM021055B.DGN

Page 15
TECHNIQUES
PROCEDURES AND
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

UNRELIABLE AIRSPEED
Unreliable airspeed indications usually are associated with partial pitot
static system blockage, damage or freezing, as well deterioration of
system parts.
The flight crew can recognize an unusual indication monitoring
airspeed indications and crosschecking PFD 1, 2 and Standby
Airspeed Indicator or ISIS. IAS and ALT miscompare monitor
annunciations can be also used to aid pilots to identify this condition.
When this scenario occurs the Autopilot and Autothrottle must be
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

disengaged. The Flight Director may be unreliable too, and should not
be followed.
With the Autopilot and Autothrottle disengaged, the crew must
maintain proper control of the airplane by means of pitch attitude and
power settings.
AOM and QRH – Emergency and Abnormal Procedures Sections
present Unreliable Airspeed procedures. The QRH has thrust and
pitch settings to be used on each flight phase.
The use of Speedbrake should be avoided since the capacity of the
flight crew to monitor the speed change might be compromised.
Under an Unreliable Airspeed scenario, Altitude and/or Vertical Speed
indications may also be unreliable.
Ground Speed indication available on PFD and GPS altitude may also
be used as reference if PFD indication is unreliable.
At pilot's discretion, when the airplane is stabilized under correct pitch
attitude and power setting, instruments should be crosschecked in
order to help identifying any possible reliable instrument. In case a
reliable source is identified, ADC reversion should be attempted.
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Page 16 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

UPSET RECOVERY MANEUVER

ACTIONS AND CALLOUTS

NOSE UP RECOVERY

UPSET RECOVERY MANEUVER – NOSE UP RECOVERY

ACTIONS AND CALLOUTS

PF PM
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Disengages the
Autopilot and − Checks if Autopilot and
Autothrottle. Autothrottle are
Upon disengaged.
recognizing − Reduces the airplane
the upset pitch angle.(1)
− Checks if all required
situation. actions have been
taken, monitors
altitude and speed.
Performs any
necessary callout.

− Levels the wings and

When the
resumes normal level
airplane
flight.
pitch is back − Reconfigures the
to normal. airplane as necessary.

(1)
If the airplane pitch is too high, consider:
– Using pitch trim or reducing engine thrust to lower the nose;
– Banking the airplane from 45° to 60°, or maintaining the bank
angle if in a turn, until pitch angle is reduced, then level the
wings.
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REVISION 6 Page 17
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

NOSE DOWN RECOVERY

UPSET RECOVERY MANEUVER – NOSE DOWN RECOVERY

ACTIONS AND CALLOUTS

PF PM
− Disengages the
Autopilot and − Checks if Autopilot and
Autothrottle. Autothrottle are
disengaged.
− Levels the wings.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− If the airspeed is too − Checks if all required

Upon high, reduces both actions have been
recognizing engines thrust and taken, monitors
the upset deploys the Speed altitude and speed.
situation. Brakes. Performs any
necessary callout.
− Pulls the Control
Column and, if
required, uses Pitch
Trim to bring the
airplane back to level
flight avoiding high
load factors.(1)

When the − Resumes normal level

airplane flight.
pitch is back − Reconfigures the
to normal. airplane as necessary.

(1)
When recovering the airplane to level flight monitor pitch command
and load factor to avoid entering a stall condition.
SOP-135/1664

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Page 18 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

STALL RECOVERY MANEUVER

ACTIONS AND CALLOUTS

STALL RECOVERY MANEUVER

ACTIONS AND CALLOUTS

PF PM
− Applies nose down
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

and levels the wings − Checks if Autopilot is

until airplane is out of disengaged.
stall.

− Moves both Thrust

Upon Stick Levers to MAX.(1) − Checks if both thrust
Shaker levers are on the MAX
activation or position.
feeling the
stall
− Accelerates the
buffeting
airplane to a safe − Monitors altitude and
speed and retracts the speed. Performs any
Speed Brakes. necessary callout.
− After recovery, returns
to the normal flight
path. − Reconfigures the
airplane as necessary.

(1)
For airplanes equipped with autothrottle, the A/T system is
automatically disengaged with thrust levers beyond Thrust Set.
Aural message "THROTTLE" is triggered.
After recovery, if the airplane is in landing or takeoff configuration,
retract landing gear and flaps as in a normal go-around procedure.
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REVISION 6 Page 19
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

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Page 20 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

DESCENT
The descent checklist must be called for by the PF, challenged and
responded by the PM, when leaving the cruise level to a lower level
and after the approach briefing is complete.
The PM must obtain the necessary meteorological information about
the destination and the alternate airport prior to the descent. He must
also carry out the company communication procedures regarding ETA,
required assistance upon arrival, etc.
If turbulence is expected during descent, speed must be reduced to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

the turbulent air penetration speed.

CAUTION: FOR AIRPLANES EQUIPPED WITH AUTOTHROTTLE,

THIS CAN BE DONE SETTING THE SPEED ON THE
GUIDANCE PANEL WITH FD MODES IN ALT OR VALT
MODES.
SOP-135/1664

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REVISION 5 Page 1
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

DESCENT BASED ON VERTICAL GREEN MODES (FD)

INITIAL DISTANCE TO DESCENT

Use this guidance as a reference to estimate the "Top of Descent"
(TOD) by taking the difference between the cruise altitude and the
initial approach altitude (in thousands of feet), multiply it by three and
add 10 NM.
Ex. Cruise altitude: 35000 ft
Initial Approach Altitude = 2000 ft
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

TOD = (35 – 2) x 3 + 10 = 109 NM

If a descent angle of 3° is taken:

− Calculate the difference between actual flight level and the

desired flight level. Divide this value by 10 and multiply by 3.

FLDifference
Dist = 3 ×
10
NOTE: - Deceleration from normal descent speed to 250 kt was
considered.
- Deceleration segment and wind effects were not
considered.
Example:
If a descent angle of 3° is taken:

(350 − 70)
Dist = 3 × = 84 NM
10
SOP-135/1664

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Page 2 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES NOT EQUIPPED WITH AUTOTHROTTLE (GREEN

MODE)
The descent can be initiated by selecting FLC after having set the
desired target altitude on the ASEL. Use power as necessary to
maintain the cruise Mach number that was in use when in cruise flight
until reaching 310 KIAS. From this point on, the speed of 310 KIAS
should be maintained until passing 11000 ft.
In some cases, depending on the weight of the airplane, the use of
SPEED BRAKE and/or of the autopilot VS mode may be necessary to
decelerate the airplane.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ALTERNATIVE DESCENT TECHNIQUE

Alternatively, an economic descent technique can be used. In this
case, the altitude difference is divided by four instead of three. The
economic descent is initiated by selecting FLC to ensure a smooth
transition. Once the airplane is descending at 2000 ft/min, VS mode is
selected and the rate of descent is increased to 3000 ft/min. That rate
of descent is maintained down to 10000 ft, where it is reduced to
1000 ft/min.
DESCENT SPEEDS
When leaving the cruise level with the approach briefing completed
and speed bugs set, the PF requests the descent checklist, PM
challenges and answers.
In order to choose the AP Modes during descent, consider the
following to be performed by PF:

− ASEL on FGC: select desired altitude and use the following

modes as necessary:
− FLC: press and wait for the start of descent;
− VS: select desired rate of descent; or
− Speed Selector: set desired speed. Avoid to use this mode in
turbulence.
− Thrust Levers: adjust as necessary.
SOP-135/1664

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REVISION 5 Page 3
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES NOT EQUIPPED WITH AUTOTHROTTLE (GREEN

MODE) (CONTINUED)
As a suggestion, the following technique can be used:
− ASEL on FGC: select desired altitude.
− FLC: press and wait for the start of descent, adjusting the thrust
to maintain Cruise Mach or 310 kt until passing 11000 ft where
Thrust Levers are reduced to Idle in order to pass 10000 ft with
250 KIAS or less.
Below 10000 ft:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Speed: 250 KIAS or 200 KIAS in turbulence.

If necessary, use speedbrakes to correct the descent profile. For small
adjustments, allow the airspeed to vary initially, using the speed
brakes at a lower altitude if further speed adjustments are required.
The pilot should keep a hand on the speedbrakes lever anytime the
speedbrakes are used. This action prevents the speedbrakes from
being opened when no longer required.

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (GREEN MODE)

For airplanes equipped with autothrottle, use of VNAV is
recommended, as maximum automation is preferred. The FLC mode
(green, not VFLC) works exactly the same as the VFLC mode
(magenta). Refer to "DESCENT BASED ON VERTICAL MAGENTA
MODES (FMS) (VNAV)" - "AIRPLANES EQUIPPED WITH
AUTOTHROTTLE".
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Page 4 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (GREEN MODE)

(IF APPLICABLE)
The descent can be initiated by selecting FLC after having set the
desired target altitude on the ASEL. Control the speed via speed
selector knob on FGC.

CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND

DESCENT SPEEDS OR HIGH DESCENT ANGLES
MIGHT CAUSE UNCOMFORTABLE PITCH CHANGES.

NOTE: - FLC (green mode, not VFLC) commands the pitch to the FD
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

target speed.
- The A/T engages the DES mode. The DES mode commands
the throttle backwards, 10° from the TLA position at initial
descent. In DES mode, the A/T override does not return the
lever to the previous position. Speed is controlled via pitch
command from FD/AP.
- The PF shall set the thrust at his/her discretion, managing
the airplane energy manually as appropriate.
In some cases, depending on the weight of the airplane, the use of
SPEED BRAKE and/or of the FD VS mode may be necessary to
decelerate the airplane. In this case, for airplanes equipped with A/T,
adjust Speed Selector to desired speed and press VS, then adjust the
target descent rate accordingly. The A/T engages the A/T SPD mode
and commands thrust to the target speed and the FD commands the
pitch to the descent rate. Upon reaching the desired speed, FLC can
be reengaged as appropriate.
If necessary, use speedbrakes to correct the descent profile. For small
adjustments, allow the airspeed to vary initially, using the speed
brakes at a lower altitude if further speed adjustments are required.
The pilot should keep a hand on the speedbrakes lever anytime the
speedbrakes are used. This action prevents the speedbrakes from
being opened when no longer required.
DESCENT SPEEDS
When leaving the cruise level with the approach briefing completed
and speed bugs set, the PF requests the descent checklist, PM
challenges and answers.
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REVISION 5 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (GREEN MODE)

(IF APPLICABLE) (CONTINUED)
In order to choose the AP Modes during descent, consider the
following to be performed by PF:

− ASEL on FGC: select desired altitude and use the following

modes as necessary:
− FLC: press and wait for the start of descent;
NOTE: - For airplanes equipped with autothrottle, the FLC
mode (green, not VFLC) commands the pitch to the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

target speed. In this case, there are no constraints

to the descent rate.
- The A/T engages the DES mode. The DES mode
commands the throttle backwards, 10° from the
TLA position at initial descent. In DES mode, the
A/T override does not return the lever to the
previous position. Thrust defines the descent rate.
- The FLC green mode does not consider the next
waypoint. The PF shall set the thrust at his/her
discretion, managing the airplane energy and
trajectory manually as appropriate.
− Speed Selector: set desired speed.
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
DESCENT SPEEDS MIGHT CAUSE
UNCOMFORTABLE PITCH CHANGES.
NOTE: Avoid to use this mode in turbulence.

− If thrust levers are already at IDLE, and deceleration is still

necessary: press VS, then adjust the target descent rate
accordingly. Upon reaching the desired speed, FLC can be
reengaged as appropriate.
NOTE: In FD VS mode, the A/T engages the A/T SPD mode
and commands thrust to the target speed and the
FD/AP commands the pitch to the descent rate.
− Thrust Levers: adjust as necessary.
Below 10000 ft:
− Speed: 250 KIAS or 200 KIAS in turbulence.
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Page 6 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

DESCENT BASED ON VERTICAL MAGENTA MODES

(FMS) (VNAV) (IF APPLICABLE)

NOTE: It is necessary to have theoretical and practical training to

operate all the features of the FMS 6.1.

CAUTION: WHEN THE VERTICAL DIRECT-TO IS USED, ALL

CONSTRAINTS BETWEEN THE AIRPLANE AND THE
SELECTED WAYPOINT ARE REMOVED FROM THE
FLIGHT PLAN.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Before descent, the crew must verify VNAV is engaged, and the FMS
Settings are appropriate for VNAV.

CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND

DESCENT SPEEDS OR HIGH DESCENT ANGLES
ON FMS SETTINGS MIGHT CAUSE
UNCOMFORTABLE PITCH CHANGES.

On PERF INIT Page 2, verify the descent schedule. Specifically,

compare cruise and descent speeds, or check descent angle.
For high speed differences or high angles, consider using VS
mode to descend.
If VFLCH is intended, and speed differences are high, adjust
speed from current cruise to desired descent speed. If
necessary, use speed intervention to reduce the airplane
speed before TOD.
If VPATH is intended, and descent angle is high, to intercept
the descent with a lower path angle, use the vertical direct-to
function after passing the TOD.

CAUTION: WHEN THE VERTICAL DIRECT-TO IS USED,

ALL CONSTRAINTS BETWEEN THE AIRPLANE
AND THE SELECTED WAYPOINT ARE
REMOVED FROM THE FLIGHT PLAN.
For detailed information regarding VNAV features, refer to Honeywell
FMS 6.1 manual.
SOP-135/1664

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REVISION 5 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

INITIAL DISTANCE TO DESCENT

VNAV mode keeps the airplane as high as possible for as long as
possible. TOD is automatically calculated using the inputs from the
FMS flight plan.

CAUTION: TO AVOID HIGH PITCH CHANGES, REDUCE THE

DIFFERENCE FROM CRUISE TO DESCENT SPEED BY
ADJUSTING THRUST WHEN VTA SOUNDS.
The transition to descent initiates automatically at TOD when the
altitude preselector is set to a lower altitude. VPATH is automatically
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

engaged. If VFLC is desired, it must be selected on the FGC panel

and properly set. If a late descent is required, the crew must set the
altitude preselector in the current altitude.

SOP-135/1664

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Page 8 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES NOT EQUIPPED WITH AUTOTHROTTLE (MAGENTA

MODE) (IF APPLICABLE)
Based on the continuous and closed flight plan from the FMS, the
descent sequence is as follows:
Before descent, adjust speed and thrust to reduce the difference
between cruise and descent speeds.
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
DESCENT SPEEDS OR HIGH DESCENT ANGLES
MIGHT CAUSE UNCOMFORTABLE PITCH
CHANGES.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF selects the desired vertical navigation mode. Descent

schedule is as follows:
• VPATH mode: follows the target path angle from PERF INIT
page, and respects the FMS altitude constraints.
CAUTION: THE PF MUST MANUALLY ADJUST THRUST
TO CONTROL SPEED.

• VFLCH mode: follows the target speed from PERF INIT page,
and levels-off at an altitude constraint or at the altitude
preselector, whichever is lower. Speed is controlled via pitch
command from FD/AP.
CAUTION: THE PF MUST MANUALLY ADJUST THRUST
TO CONTROL DESCENT RATE.

When leaving the cruise level with the approach briefing

completed and speed bugs set, the PF requests the descent
checklist, PM challenges and answers.
PM checks appropriate vertical mode armed, and then engaged
(at TOD).
PF adjust thrust accordingly, monitoring speed and altitude
constraints.
If VPATH is used, just before the desired descent speed is
reached, the PF adjusts the throttles accordingly.
PF and PM monitor speed, altitude, and descent rate, as
appropriate.
SOP-135/1664

3-30
REVISION 5 Page 9
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES NOT EQUIPPED WITH AUTOTHROTTLE (MAGENTA

MODE) (IF APPLICABLE) (CONTINUED)
In some cases, depending on the weight of the airplane, the use of
SPEED BRAKE may be necessary to decelerate the airplane. Upon
reaching the desired speed, VFLC can be reengaged as appropriate.
If necessary, use speedbrakes to correct the descent profile. For small
adjustments, allow the airspeed to vary initially, using the speed
brakes at a lower altitude if further speed adjustments are required.
The PM should keep a hand on the speedbrakes lever anytime the
speedbrakes are used. This action prevents the speedbrakes from
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

being opened when no longer required.

DESCENT SPEEDS
In order to choose the AP Modes during descent, consider the
following to be performed by PF:
− ASEL on FGC: select desired altitude and use the following
modes as necessary:
− Speed Selector: set desired speed.
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
DESCENT SPEEDS MIGHT CAUSE
UNCOMFORTABLE PITCH CHANGES.

− FLC: press and wait for the start of descent;

NOTE: - The VFLC mode commands the pitch to the target
speed. In this case, there are no constraints to the
descent rate.
- The PF shall set the thrust at his/her discretion,
managing the airplane energy as appropriate.
− If thrust levers are already at IDLE, and deceleration is still
necessary: press VS (magenta), then adjust the target
descent rate accordingly. Upon reaching the desired speed,
VFLC can be reengaged as appropriate.
NOTE: The FD/AP commands the pitch to the descent rate.
− Thrust Levers: adjust as necessary.
Below 10000 ft:
− Speed: 250 KIAS or 200 KIAS in turbulence.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (MAGENTA

MODE) (IF APPLICABLE)
Based on the continuous and closed flight plan from the FMS, the
descent sequence is as follows:
Before descent, adjust speed and thrust to reduce the difference
between cruise and descent speeds.
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
DESCENT SPEEDS OR HIGH DESCENT ANGLES
MIGHT CAUSE UNCOMFORTABLE PITCH
CHANGES.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF selects the desired vertical navigation mode. Descent

schedule is as follows:
• VPATH mode: follows the calculated path angle from PERF
INIT page, and respects either: a default angle computed by
the FMS, an FMS procedure specified, or a crew input to the
FMS Flight Plan.
NOTE: The A/T engages the A/T SPD mode and commands
thrust to achieve the target speeds.
• VFLCH mode: follows the target speed from PERF INIT page,
and levels-off at an altitude constraint or at the altitude
preselector, whichever is higher. Speed is controlled via pitch
command from FD/AP.

CAUTION: THE A/T ENGAGES THE DES MODE. THE DES

MODE COMMANDS THE THROTTLE
BACKWARDS, 10° FROM THE TLA POSITION
AT INITIAL DESCENT. THE PF SHALL SET THE
THRUST AT HIS/HER DISCRETION, MANAGING
THE AIRPLANE ENERGY MANUALLY.

When leaving the cruise level with the approach briefing

completed and speed bugs set, the PF requests the descent
checklist, PM challenges and answers.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (MAGENTA

MODE) (IF APPLICABLE) (CONTINUED)
PM checks appropriate vertical mode armed, and then engaged
(at TOD).
If VFLC is used, the PF adjust thrust accordingly, monitoring
speed and altitude constraints.
PF and PM monitor speed, altitude, and descent rate, as
appropriate.
If VFLC is used, just before the desired descent speed is
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

reached, the PF adjusts the throttles accordingly.

In some cases, depending on the weight of the airplane, the use of
SPEED BRAKE and/or of the FD VS mode may be necessary to
decelerate the airplane. In this case, adjust Speed Selector to desired
speed and press VS, then adjust the target descent rate accordingly.
The A/T engages the A/T SPD mode and commands thrust to the
target speed and the FD commands the pitch to the descent rate.
Upon reaching the desired speed, VFLC can be reengaged as
appropriate.
If necessary, use speedbrakes to correct the descent profile. For small
adjustments, allow the airspeed to vary initially, using the speed
brakes at a lower altitude if further speed adjustments are required.
The PM should keep a hand on the speedbrakes lever anytime the
speedbrakes are used. This action prevents the speedbrakes from
being opened when no longer required.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

AIRPLANES EQUIPPED WITH AUTOTHROTTLE (MAGENTA

MODE) (IF APPLICABLE) (CONTINUED)
DESCENT SPEEDS
In order to choose the AP Modes during descent, consider the
following to be performed by PF:
− ASEL on FGC: select desired altitude and use the following
modes as necessary:
− Speed Selector: set desired speed.
CAUTION: HIGH DIFFERENCES BETWEEN CRUISE AND
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

DESCENT SPEEDS MIGHT CAUSE

UNCOMFORTABLE PITCH CHANGES.
NOTE: Avoid to use this mode in turbulence.
− FLC: press and wait for the start of descent;

NOTE: - The VFLC mode commands the pitch to the target

speed. In this case, there are no constraints to the
descent rate.
- The A/T engages the DES mode. The DES mode
commands the throttle backwards, 10° from the
TLA position at initial descent. In DES mode, the
A/T override does not return the lever to the
previous position. Speed is controlled via pitch
command from FD/AP.
- The PF shall set the thrust at his/her discretion,
managing the airplane energy as appropriate.
− If thrust levers are already at IDLE, and deceleration is still
necessary: press VS (magenta), then adjust the target
descent rate accordingly. Upon reaching the desired speed,
VFLC can be reengaged as appropriate.
NOTE: In FMS VS mode, the A/T engages the A/T SPD
mode and commands thrust to the target speed and
the FD/AP commands the pitch to the descent rate.
− Thrust Levers: adjust as necessary.
Below 10000 ft:
− Speed: 250 KIAS or 200 KIAS in turbulence.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM

− Calculates approach
speeds.
− Performs approach
briefing (airplane
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status, fuel, NOTAMs,

weather,
MORA/MEA/MSA,
basic statement for
CAT I, work distribution
and taxi-in route).
− Sets and crosschecks − Sets and crosschecks
the following items as the following items as
required for the required for the
Prior to start approach type: approach type:
descent − NAV approach − NAV approach
frequencies; frequencies;
− Approach course. − Approach course.
− Checks approach − Checks approach
speeds. speeds.

"DESCENT − Pushes in Windshield

CHECKLIST". Heating Buttons and
checks/sets the airport
elevation at the
Pressurization Panel.
"DESCENT CHECKLIST
COMPLETED".

NOTE: Callouts are shown in bold text.

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

ICE CONDITION
Observe normal procedures contained in the approved AFM.
When using the autopilot, monitor pitch attitude and speed
continuously.

CAUTION: EVEN SMALL ACCUMULATIONS OF ICE ON THE WING

LEADING EDGE MAY CHANGE THE STALL
CHARACTERISTICS OR THE STALL PROTECTION
SYSTEM WARNING MARGIN.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: It's recommended to closely monitor the SAT indication and

presence of moisture. If environmental ice conditions exist,
even intermittent, check the windshield, windshield wiper, and
wing surface for ice accumulation. To visualize ice formation, if
necessary, use a flashlight on the windshield and the wing
inspection light on the wing. If any ice formation is detected or
suspected, select the anti-ice protection system override knob
to ALL. When flying in detected or suspected ice conditions,
use ice speeds as reference.

RNP 0.3

PREFLIGHT CONSIDERATIONS

NOTE: It is necessary to have theoretical and practical training to

operate all the features of the FMS 6.1.
The pilot must refer to the specific airplane/operators letter of
authorization (LOA) operations manual for the specific equipment,
training and operational procedure requirements. In addition to the
requirements of this Section, the operator must continue to ensure
compliance with the general RNAV operating requirements; checking
notice to airmen (NOTAM), availability of navigation aids (NAVAID),
airworthiness of airplane systems, and aircrew qualification.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES
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INTENTIONALLY BLANK

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

APPROACH
This chapter outlines recommended normal and abnormal operating
practices and techniques for precision, non-precision, circling and visual
approaches, as well as missed approach and go-around maneuvers.

FUEL CONSUMPTION
The fuel consumption during the approach phase is influenced by two
main factors:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– ATC requirements;
– Pilot's flying techniques.
ATC requirements, such as accomplishment of the entire range of IFR
approach procedures and holdings are external factors that will vary with
airspace capacity and traffic flow management. They are beyond flight
crew control.

THRUST MANAGEMENT TECHNIQUE

As the airplane enters the final approach, proper thrust should be
established to guarantee a stable approach. When approaching the
touch down point, reduce the rate of descent and thrust levers to idle.
For airplanes equipped with Autothrottle, at a height of 40 ft RA the
thrust levers are moved to idle through RTD mode engaged. The crew
may override the A/T system at pilot's discretion.
Pilots must always be alert and monitor the autothrottle operation
checking the movement of the thrust levers in the correct direction.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

FLAP MANEUVERING SPEEDS

The table below shows the flap maneuvering speeds based on flaps,
gear position and ice condition, during a visual approach or during an
instrument approach:

FLAP MANEUVERING SPEED (KIAS)

FLAPS GEAR NO ICING CONDITIONS WITH ICING CONDITIONS

0° Up 180 200
9° Up 160
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

22° Dn 140
45° Dn 140
CAUTION: WHEN THE LEGACY 650, LANDING WEIGHT IS MORE
THAN 18500 KG (40700 LB), IN ICING CONDITIONS
WITH GEAR DOWN AND FLAP 22°, THE FLAP
MANEUVERING SPEED IS 150 KIAS.
NOTE: These speeds allow a maximum 40° bank angle which provides
1.3 g margin over stick shaker speed. They are valid for all
weights up to the maximum structural landing weight.
If an overweight landing is unavoidable, the speeds above are
maintained, except for GEAR DN/FLAP 22° configurations,
which must be 150 KIAS.
If fuel consumption is to be taken in consideration, consult the
In-flight performance software for maximum endurance speeds.

FLAPS CHOICE
The use of Flaps 22° provides lower fuel consumption and reduced
approach noise levels. An assessment should be performed in order to
evaluate the best option between Flap 22° and Flap 45° to achieve best
values of fuel consumption and noise, considering available runway
landing length.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

INSTRUMENT APPROACHES
Approximately 50 NM before descent, pilots should perform the
approach briefing.
It is recommended that instruments be set before the briefing.
The items to be covered by the briefing are:
– Weather and NOTAMs at destination and alternate airports;
– Runway length, width and best taxiway for exit strategy;
– Landing flaps and deceleration devices;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Assessment of the landing distance for current conditions and

comparison with the runway length available;
– Checking of MORA/MEA;
– Instrument Approach plates, checking of MSA, frequencies,
courses, MDA/DA, selecting raw data sources (CDIs/needles –
VOR/FMS/ADF) and use of FMA modes during approach;
– FMS/CDU settings, checking on each leg to make sure that the
altitude constraints during descent are assigned as DES on FPL
page. Checking of HOLDING patterns at HOLD page;
– Missed approach procedures – check if it is set on FMS according
to the plate;
– Apron facilities and stands.
Pilots must keep close attention to the altitude and speed restrictions
according to the charts. Some airports are provided with contingency
and special procedures.
Speeds must be set according to the weight and flap selection,
considering weather status (CAT II, ICE conditions for EASA operators,
etc).
Based on the information available, such as NOTAMs, weather
reports and forecast, ATC reports or PIREPs, the crew should
evaluate the landing distance for the current conditions and
compare the calculated distance with the runway distance
available. If conditions change during descent and approach, the
crew should consider the impacts of that change on the required
landing distance.
At pilot's discretion a reassessment of the conditions should be
done and a maximum performance landing should be considered.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

Speeds must be set according to the weight and flap selection,

considering weather status (CAT II, ICE conditions etc).
If installed, thrust Reversers must be briefed in order to decide which
taxiway is supposed to be used for exit strategy. Pilots must evaluate
runway conditions. It is necessary to discuss the outcome on the landing
distance during the approach briefing. This detail, together with wind
gusts on surface will affect the landing distance in case crew have
planned to use additional speed for the approach.
Airplane status and operational restrictions must be discussed during
the briefing. If any failure that affects the required landing distance
occurs in the final approach, consider a missed approach in order to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

better evaluate the situation and an appropriate runway length. Failures

that affect the landing distance are commonly associated to brakes,
ground spoilers and/or thrust reversers.
It is recommended that an instrument crosscheck be performed as soon
as airplane is cleared by ATC to intercept the final approach course. At
this time, pilots crosscheck radios and minimums for that specific
approach. For far ILS captures, check if intercepted course is in
accordance with the MARKERS indications and the PFD MAP display.
If any discrepancy is found, disengage the AP and take the appropriate
corrective action.
The altimeter setting must be done when passing Transition Level, or
according to ATC.

NOTE: It's recommended to closely monitor the SAT indication and

presence of moisture. If environmental ice conditions exist,
even intermittent, check the windshield, windshield wiper, and
wing surface for ice accumulation. To visualize ice formation, if
necessary, use a flashlight on the windshield and the wing
inspection light on the wing. If any ice formation is detected or
suspected, select the anti-ice protection system override knob
to ALL. When flying in detected or suspected ice conditions, use
ice speeds as reference.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

BASIC APPROACH CALLOUTS

Crew coordination and airspeed variation callout is extremely important
during the entire approach and especially as the airplane approaches
the TDZ.
– Pilot is responsible for monitoring all phases of the approach and
for calling out any observed discrepancies:
– Any deviation from the flight director guidance –
"GUIDANCE".
– Rate of descent greater than 900 ft/min – "SINK RATE".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Airspeed above Target Speed + 10 kt – "SPEED".

– Airspeed below Target Speed - 5 kt or below VREF, whichever
is higher – "SPEED".
– Localizer deviation in the absence of flight director – "LOC".
NOTE: When flying a localizer intercept, the optimum
intercept angle must be 45° or less.
– Glide Slope or FMS vertical deviation in the absence of the
flight director "GLIDE".
– Calls out any autopilot malfunction.
– Calls out flight director failure to arm or to engage the next
expected mode.
– Performs the callouts in case the EGPWS fails to do so
automatically – calls out the crossing altitude.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

The recommended Call-outs for CAT I ILS and Non-Precision

approaches are:

CREW
CONDITION CALL OUT
MEMBER
At the first sign of
movement of the Localizer "LOC ALIVE" PM
deviation bar.
When the glide slope is
"GLIDE SLOPE" PM
one dot above.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Passing Outer Marker

"OUTER MARKER
under IMC, after checking
____FEET ALTITUDE PM
that the altitude over the
CROSS CHECKED"
OM is correct.
Any significant deviation
from the Localizer or GS
"LOC" or "GLIDE" or
(1/4 dot) or from target PM
"SPEED" as appropriate
speed (+10/-0 kt if ILS;
+10/-5 kt if otherwise).
100 ft above DA or MDA if "APPROACHING
PM
under IMC. MINIMUMS"
When having visual "APPROACH LIGHTS" or
contact with the approach "RUNWAY IN SIGHT" as PM
lights or with the runway. appropriate
"MINIMUM" or "NO
Reaching DA (or MDA)
CONTACT" as PM
without visual contact.
appropriate
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

DECISION ALTITUDE/HEIGHT
The ILS CAT I decision altitude is based on barometric altimeter
(BARO), and CAT II decision height is based on the radio altimeter (RA).

STABILIZED APPROACH
The airplane should be stabilized by 1000 ft AFE if in IMC conditions
and no lower than 500 ft AFE if in VMC conditions. An approach is
considered stabilized when all of the following criteria are met:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– The airplane is on the correct flight path;

– Only small changes in heading/pitch are required to maintain the
correct flight path;
– The airplane speed is not more than VREF + 20 kt indicated
airspeed and not less than VREF;
– The airplane is in the correct landing configuration;
– Sink rate is no greater than 1000 ft/min; if an approach requires
a sink rate greater than 1000 ft/min, a special briefing should be
conducted;
– Power setting is appropriate for the airplane configuration;
– All briefings and checklists have been conducted;
– ILS approaches should be flown within one dot of the glide slope
and localizer.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CAT I, NON-PRECISION AND VISUAL APPROACHES

FLAP SETTING: 22° OR 45°
VREF setting
The AOM Section 1-04-25 presents tables for VREF for flaps 22° or
45° and VAPPCL speeds for flaps 9° (ANAC/FAA).
The AOM Section 1-04-25 presents tables for VREF and VAPPCL
speeds for Flaps 22° or 45° (EASA).

NOTE: For EASA operators, if the EICAS message SPS/ICE

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SPEEDS is displayed, the approach speeds and VREF must

be adjusted for ICE ENCOUNTER, regardless of the icing
condition upon landing.
VAPP setting
The following method may be used for wind additive corrections:
VAPP = VREF + wind correction.
VAPP = VREF + ½ steady headwind component + gust increment
above steady wind.

NOTE: - Minimum VAPP = VREF + 5 kt.

- Maximum VAPP = VREF + 15 kt (Flaps 45°) or VAPP
= VREF + 20 kt (Flaps 22°).
- With SPS ICE SPEEDS, the minimum VAPP = VREF + 0 kt
and maximum VAPP = VREF + 15 kt.
For landings in abnormal conditions that require speed correction
derived from the QRH, the wind additive must be evaluated by the crew
at each specific situation.
If required, the wind correction should be added to the VREF NEW, which
is:
VREF NEW = VREF + abnormal speed correction.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

At the pilot's discretion, the same method above may be used

considering a minimum VAPP.
VAPP = VREF NEW + 0 kt and maximum VAPP = VREF NEW + 15 KIAS.

NOTE: - AFM landing performance considers that the threshold is

crossed at the screen height of 50 ft and at VREF or VREF NEW.
- No corrections are applied for tailwinds.
VAPPCL setting
FAA/ANAC requires VAPPCL to be higher than VREF.
EASA requires VAPPCL to be equal to VREF.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: For airplanes equipped with autothrottle, the pilot shall select
approach speed and program VAPPCL via MFD. VAPPCL will
automatically be selected as reference if GA Button is pressed
for Go-Around.

CAT II APPROACHES WITH AP OR FD

FLAP SETTING: 22°
VREF setting
FAA/ANAC considers that the reference speed for CAT II operations
are the same as CAT I.
EASA considers that the reference speeds for CAT II operations are
the VREF 22 (After Ice Encounter) regardless of SPS ICE SPEEDS
being displayed on EICAS.
VAPP setting
The following method may be used for wind additive corrections:
VAPP = VREF + ½ steady headwind component + gust increment
above steady wind.

NOTE: - Minimum VAPP = VREF 22 + 0 KIAS.

- Maximum VAPP = VREF 22 + 20 KIAS.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

For landings in abnormal conditions that require speed correction

derived from the QRH, the wind additive must be evaluated by the crew
at each specific situation.
If required, the wind correction should be added to the VREF NEW, which
is:
VREF NEW = VREF FLAPS 45 + abnormal speed correction.
At the pilot's discretion, the same method above may be used,
considering a minimum VAPP = VREF NEW + 0 KIAS and maximum
VAPP = VREF NEW + 15 KIAS.
For landings in abnormal conditions with or without the EICAS message
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

STAL PROT ICE SPEEDS active, the minimum VAPP = VREF NEW + 0
KIAS and maximum VAPP = VREF NEW + 20 KIAS.

NOTE: - AFM landing performance considers the threshold is

crossed at the screen height of 50 ft and at VREF or;
- No corrections are applied for tailwinds.
VAPPCL setting

- FAA/ANAC requires VAPPCL to be higher than VREF.

- EASA requires VAPPCL to be equal to VREF CAT II (Flaps 22° after
Ice Encounter).

NOTE: For airplanes equipped with autothrottle, the pilot shall select
approach speed and program VAPPCL via MFD. VAPPCL will
automatically be selected as reference if GA Button is pressed
for Go-Around.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

INITIAL APPROACH
Both pilots should avoid "heads-down" during the approach, especially
in high density traffic.
The initial approach procedure may be flown using LNAV (preferred) or
HDG mode for lateral tracking, and FLC or VS mode for altitude
changes. If equipped with VNAV, use VPTH with LNAV to reduce crew
workload. Autothrottle (if available) will be engaged in SPD mode with
VPTH.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

FMS AS PRIMARY SOURCE

The FMS supports the following non-precision approach types: GPS
only, RNAV, VOR, VOR/DME, NDB and NDB/DME.
Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS, MLS,
LNAV, VNAV, Visual, and Radar final approaches using the FMS as the
navigation source for guidance are prohibited.

NOTE: Not all the capabilities listed here are applicable to all airplanes.
For detailed information, refer to the applicable AFM
Supplement.
The FMS must be operated as at least a single system, with a minimum
of one PFD and one MFD operational prior to commencing the
approach. The signal of the station(s) that defines the approach and on
board equipment must be verified prior to commencing the approach.
If required by local regulations to maintain a raw data crosscheck
throughout the procedure, both pilots must select the bearing pointer
and radio frequency to the station where the procedure is based.
The DGRAD annunciator must be off throughout the approach. If the
DGRAD turns on, the FMS must not be used for the remainder of the
approach as the navigation source. The flight crew continues the
approach using raw data or performs the missed approach procedure.

NOTE: FMA should be observed after changing a flight mode to ensure

that the correct mode has been selected and is being reflected
by the airplane behavior.
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 PROCEDURES AND STANDARD
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OPERATING
PROCEDURES

FMS DATABASE
The procedure to be flown must be retrieved from the FMS database
and a thorough verification of all waypoints, tracks, distances, glide path
angles, altitude constraints and threshold crossing altitudes must be
enforced and should be addressed on approach briefings.

PILOT INTERVENTION TO THE DATABASE

LATERAL
During approaches, no changes in the lateral flight plan are allowed
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

beyond the IAF.

VERTICAL
The altitude constraints can only be modified to higher altitudes but the
altitude over FAF must not be changed since it changes the final path
descent angle.

GPS APPROACHES
If the flight is being dispatched for a GPS approach, the predictive RAIM
for the destination should be checked before takeoff.

LOC ONLY APPROACHES

On LOC only approach, when cleared to intercept the localizer, the
transition from FD modes LNAV, VNAV must be as follows:
– Select an appropriate FD vertical mode;
– Select FD HDG mode;
– Arm FD LOC mode pressing APR button on the Guidance panel.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

PROCEDURE TURN
Procedure turns are used to reverse course during an approach. A
procedure turn is only available from approaches in the navigation
database or via raw data.
If a full procedure turn is required, plan to have flaps 9° on the outbound
track. On inbound track, or 1 dot to glide slope, select flaps 22° and gear
down.
A normal outbound track is 45 seconds to 1 minute. Some procedures
for turns are specified by a procedure track in the NAV charts. The turns
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

must be flown as depicted and monitored in the PFD. The ground speed
and the airplane position relative to the procedure turn should be
monitored.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

PRECISION PROCEDURES
If a complete arrival procedure to the localizer and glide slope capture
point is intended, the initial approach phase may be completed using
LNAV and appropriate vertical mode. Make sure that the FLIGHT PLAN
(FPL) pages sequence, altitude restrictions and the MAP DISPLAY
reflect the air traffic clearance.
Last minute air traffic changes or constraints may be managed by
appropriate use of the HDG mode, ALT mode and FLC, or VS for vertical
mode. Updating the FMS sequencing should be accomplished only as
time permits.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Both pilots should avoid "heads-down" during the approach. Under

radar vectors to intercept the localizer, select the ACT VECTORS within
30 NM from the destination airport (available only at FMS 6.1).

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
− Calculates approach
speeds.
− Performs approach
briefing (airplane status,
fuel, NOTAMs, weather,
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

MORA/MEA/MSA,
basic statement for CAT
I, work distribution and
taxi-in route).
− Sets and crosschecks
the following items as
required for the − Sets and crosschecks
approach type: the following items as
Prior to start − NAV approach required for the
descent frequencies; approach type:
− Approach course. − NAV approach
frequencies;
− Checks approach
speeds. − Approach course.
− Checks approach
speeds.
"DESCENT
CHECKLIST".
− Pushes in Windshield
Heating Buttons and
checks/sets the airport
elevation at the
Pressurization Panel.
"DESCENT CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
"TEN THOUSAND".
"TEN − Selects external lights ON.
THOUSAND
CHECKED". − Selects No Smoking and
10000 ft AFE Fasten Belts ON.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Receives a verbal
confirmation from the
Cabin Attendant that the
airplane is SECURED for
landing.
"TRANSITION LEVEL".
− Sets and
− Sets and verifies
verifies
altimeters.
altimeters.
− Verifies that all altimeters
are set QNH (QFE if
applicable).(1)
− Sets the Terrain on MFD
Transition Level below the MSA.
"APPROACH
− Verifies pre-selected final
CHECKLIST".
approach course, radios
and DA minimums.
− Performs approach
checklist.
"APPROACH CHECKLIST
COMPLETED".

(1)
VNAV is prohibited in QFE operations.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
On heading to
intercept final − Pushes the APR − Checks proper
approach course Button on FGC.(2) annunciation on FMA.
(3) (4)
− Select Flaps 9°.
"FLAPS 9".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"LOCALIZER ALIVE".
First positive
inward motion of "CHECKED".
localizer

"GLIDE SLOPE
First positive ALIVE".
motion of glide "CHECKED".
slope

"LANDING GEAR − Selects landing gear

Glide Slope 1 dot DOWN, FLAPS 22". down.
above
− Selects flaps 22°.

(2)
If not equipped with VNAV and with ILS as navigation source, GS
mode is armed.
(3)
If equipped with VNAV, VGP is armed.
(4)
If equipped with autothrottle, A/T SPD mode is engaged.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
"SET GO-AROUND − Sets go-around
HEADING AND heading and altitude.
ALTITUDE".
Final approach fix
inbound or outer "FLAPS___, − Selects landing flaps.
BEFORE LANDING
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

marker NOTE: Performs before

CHECKLIST".
landing checklist.
"BEFORE LANDING
CHECKLIST
COMPLETED".
"ONE THOUSAND".
"CHECKED".
1000 ft AFE − Verifies − Verifies instruments
instruments and and no flags.
no flags.
− Calls out deviations:
− "GUIDANCE".
Below 1000 ft AFE – − "SPEED".
− "LOCALIZER".
− "GLIDE SLOPE".
− Verifies or calls out.
500 ft AFE "FIVE HUNDRED".
"CHECKED".
− Looks outside.
100 ft to minimums
EGPWS callout
– –
"APPROACHING
MINIMUMS"
NOTE: Callouts are shown in bold text.
CONTINUES ON NEXT PAGE
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
At DA – If visual "VISUAL".
reference is
established at an
adequate position
for a safe landing by
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

LSP. "LANDING".

At DA – If no visual
reference is "GO-AROUND".
established or visual
contact is − Initiates go- –
established at an around
inadequate position procedure.
for a safe landing.
NOTE: Callouts are shown in bold text.
SOP-135/1664

3-35
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ILS CAT I
When performing an ILS CAT I, pilots should use the autopilot and
autothrottle if available to minimize crew workload.
When starting the deceleration segment, approaching the airport while
either being radar vectored or using own navigation, slow the airplane
to 180 KIAS, at base leg select flap 9° reducing to flap 9° maneuvering
speed.
When cleared for the approach, with the airplane established on an
intercept heading of less than 90° of the inbound track, select the APP
mode on the guidance panel to arm the LOC and GS, and set the vertical
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

speed using SPD and/or IAS Selector, VS, FLC or VNAV (If available)
as required to capture the glide slope.
Once captured, the glide slope will become active and the go-around
altitude may now be set on the Guidance Panel. When at one dot to
intercept the glide slope, extend landing gear, select flap 22° reducing
to flap 22° maneuvering speed. At outer marker capture, select landing
flaps, reducing to the VAP. For far ILS captures, the gear extension and
landing flaps can be delayed, however the airplane must be configured
with gear down and landing flaps prior to FAF or 5 NM from the
threshold, whichever comes first.
If the airplane can not meet the stabilized approach criteria, execute a
missed approach.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ILS CAT II
In case of CAT II approach, use the same approach procedure
described in the ILS CAT I.
The selection of RA minimums on the PFD identifies that CAT II
approach is intended.
The pilots must make sure that correct approach mode is annunciated
on the FMA, and monitor the ILS APP mode. During approach, the pilot
places one hand on the throttles guarding the GO-AROUND button and
other hand on the control column, near or adjacent to the autopilot
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

disconnect button. At 80 ft above DH, when "Approaching Minimums"

call is announced, the pilot responds continuing the approach and
diverts his scan to outside visual cues. When the "Minimums" automatic
callout is announced, one of the following occurs:
– If the proper CAT II visual cues are not present, or if the airplane
is not in a position in which a descent to the runway can be made,
the pilot selects the GO-AROUND button and executes the go-
around. The pilots should monitor the instruments for deviation
from a normal go-around profile.
– If the proper CAT II visual cues are identifiable, and a descent to
landing can be made at a normal descent rate which will allow
touchdown within the touchdown zone, the pilot should proceed
to land. Flight instruments should continue to be monitored until
touchdown and any deviations from the normal descent and
speed profile should be warned.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

STEEP APPROACH
The Steep Approach procedure is applicable to approaches where the
angle of descent on final path for landing is greater than or equal to 5.5°.
The maximum tail wind for steep approach is 5 kt.
It must be flown following the standards applicable to the type of
approach, Precision or Non-Precision.
The use of AP is recommended, but no restrictions apply to Steep
Approaches with autopilot disengaged.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

STEEP APPROACH OPERATION

The rate of descent during the steep approach will be influenced by the
variation of the thrust setting. The steeper the approach, the less thrust
is needed. But remember, approaches with idle thrust should be
avoided. When an engine is at idle, spooling it up to a high thrust
condition takes far more time than when this engine is functioning above
idle.
Plan to be in landing configuration before intercepting the final approach
descent path, because of the lower deceleration rate attainable during
steep descents.
The airplane should reach Final Approach Fix configured for landing,
with landing gear DOWN, FLAP FULL, Steep Approach Mode
ENGAGED and at VREF for steep approach. The airplane must be fully
stabilized on approach when it is three miles or 1000 ft from touchdown,
whichever happens first.
Make sure the airplane is properly trimmed during the approach. This
maximizes the authority for the flare, or in the event of a missed
approach.
The approach configuration with steep mode engaged provides a slight
nose up pitch attitude which makes the flare maneuver almost identical
to those observed during a 3-degree approach. Anyway, good flare-
thrust coordination is essential, either on a normal or on a steep
approach.
Any failure of the steep approach mode on final should lead to a go-
around, unless it is possible to conduct the remainder of the approach
without the steep approach capability.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ENGINE FAILURE
An engine failure above DA (MDA) should lead to a go-around.
Below DA (MDA), the approach may be continued by maintaining the
current airplane configuration.

ACTIONS AND CALLOUTS

STEEP APPROACH – ACTIONS AND CALLOUTS

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PF PM
Approach − Presses the STEEP − Confirms the STEEP
Briefing button on pedestal panel. arm annunciation on
FMA.
− In landing configuration.
"BEFORE LANDING − Check STEEP
CHECKLIST". engaged
annunciation and
Before final
performs the
glide path
BEFORE LANDING
interception
checklist.
"BEFORE LANDING
CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

LOW VISIBILITY APPROACH

A knowledge of approach lighting systems and regulations, and of how
they apply to the required visual references are essential to perform safe
and successful approaches during low visibility conditions.
A review of the approach and runway lighting systems available during
the approach briefing is recommended, as the pilot has only a few
seconds to identify the lights required to continue the approach.
For all low visibility approaches, a review of the airport diagram,
expected runway exit, runway remaining lighting and expected taxi route
during the approach briefing is recommended.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

BASIC STATEMENTS
– Successful low visibility approach requires crew coordination.
– Any doubt about the approach's success must lead to a go-around.
– Observe strict adherence to standard call-out procedures since they
are vital to a successful approach.
– The PF should guard the controls and the throttles throughout all
phases of the automatic approach, landing and rollout and be
prepared to manually land or initiate a go-around any time it is
considered necessary.
– Use of the external lights while in IMC:
– Strobe lights may cause disorientation;
– Landing lights at night and/or during precipitation could reduce
the capability to acquire visual references.
– The external lights may be turned off and as soon as visual contact
is ensured, the PM turns ON the external lights upon PF request.
– It is recommended that the cockpit overall illumination be adjusted to
the minimum necessary.
– Adjust seat according to the visual reference located at the central
column of the windshield.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

WORK DISTRIBUTION
The pilot is responsible for monitoring all phases of the low visibility
approach remaining on instruments and for calling out any observed
discrepancies:

DEVIATION CALLOUT

Guidance Cue becomes

half-circle excursion out of
Flight Path Vector (HGS) "GUIDANCE"
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

or any deviation from

Flight Director.
Rate of descent more "SINK RATE"
than 900 ft/min.
Localizer and/or Glide
Slope deviation greater "LOC"/"GLIDE"
than 1 dot.
Above
Target speed + 10 kt.
Below "SPEED"
Target speed - 5 kt; or
any speed less than VREF,
whichever is higher.
Bank angle in greater than "BANK"
25°.
Pitch angle below - 5° or
above 5° in relation to the "PITCH"
established pitch.
Any Autopilot or Flight Calls the failure
Director malfunction.
EGPWS callouts not Performs the expected
performed automatically. callouts
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

GO-AROUND
– PILOT must immediately initiate a Go-Around at minimums if:
– Not enough visual guidance is available.
– Visual guidance is obtained but the airplane's position is
inadequate for a safe landing.

MALFUNCTIONS
Any airplane malfunction requiring crew action below 1000 ft AFE under
IMC should lead to a go-around.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Malfunctions above 1000 ft AFE are to be evaluated by the crew and

should lead to a go-around if necessary procedures can not be
completed before reaching 1000 ft.

NOTE: - In case of any failure that affects the flight director approach
mode capability, or the ability to continue on the same
approach category above 1000 ft AFE, the decision to continue
on a downgraded approach category must be made if the
missed approach considerations and the new approach
minimums have been set at or above 500 ft AFE, and no other
checklists or procedures are required below 1000 ft.
- For autothrottle failures, even below 500 ft AFE, the approach
may be continued if the airspeed is under control and
stabilized.
- In case of go-around, follow the normal go-around procedure
and a new approach may only be performed when the
appropriate action is accomplished and malfunction
consequences have been properly evaluated.
- Use of Autopilot engaged in GA mode is recommended.

ENGINE FAILURE DURING FINAL APPROACH

If an engine failure occurs during final approach it will be the captain's
responsibility to decide to continue the approach or initiate a go around.
In case of any doubt that the landing can be conducted safely, a go-
around must be accomplished.
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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

DESCENT
ACTIONS AND CALLOUTS

PF PM
− Calculates and sets
approach speeds.
− Performs approach
briefing (airplane
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

status, fuel, NOTAMs,

weather,
MORA/MEA/MSA,
basic statement for
low visibility approach,
work distribution and
Prior to start taxi-in route).
descent − Performs RA test. − Performs RA test.
− Sets DH minimums. − Sets DH minimums.
− Sets NAV approach − Sets NAV approach
frequencies.(1) frequencies.(1)
− Sets approach − Sets approach
course.(2) course.(2)
− Checks approach − Checks approach
speeds. speeds.

(1)
Both receivers must be on the same frequency.
(2)
Both approaches must be on the same course.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT
ACTIONS AND CALLOUTS

PF PM
"DESCENT − Pushes in
CHECKLIST". Windshield Heating
Buttons and
Prior to start checks/sets the
descent airport elevation at
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

the Pressurization
Panel.
"DESCENT
CHECKLIST
COMPLETED".
"TEN THOUSAND".

− Sets external lights

to ON.
"TEN THOUSAND
CHECKED". − Sets NO SMOKING
10000 ft AFE and FSTN BELTS to
ON.
− Alerts cabin crew.

"ATTENTION CREW,
PREPARE FOR
LANDING".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT
ACTIONS AND CALLOUTS

PF PM
"TRANSITION LEVEL".
− Sets altimeter to QNH
− Sets altimeters to (QFE if applicable).(3)
QNH (QFE if − Sets the Terrain on
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

applicable) and MFD below the MSA.

checks.
− Verifies pre-selected
− Verifies pre- final approach course,
selected final radio NAVs and RA
Transition Level approach course, minimums.
radio NAVs and RA
minimums.
"APPROACH
CHECKLIST".
− Performs approach
checklist.
"APPROACH
CHECKLIST
COMPLETED".
(3)
VNAV is prohibited in QFE operations.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

APPROACH
ACTIONS AND CALLOUTS

PF PM
On heading to
intercept final − Pushes the APR Button − Checks proper
approach course on FGC.(1) (2) (3) annunciation on
"FLAPS 9". FMA.
− Selects Flaps 9°.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

First positive "LOCALIZER

inward motion of ALIVE".
localizer "CHECKED".
First positive "GLIDE SLOPE
motion of glide ALIVE".
slope "CHECKED".
"LANDING GEAR DOWN
Glide Slope 1 dot FLAPS 22". − Selects landing
above gear down.
− Selects Flaps 22°.
"SET GO AROUND
HEADING AND
At Glide Slope "SET_______".(4)
ALTITUDE".
− Selects the go
around altitude.
(1)
If not equipped with VNAV and with ILS as navigation source, GS
mode is armed.
(2)
If equipped with VNAV, VGP is armed.
(3)
If equipped with autothrottle, A/T SPD mode is engaged.
(4)
Go around heading and altitude. For example: "SET 240° 5000 ft".

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

APPROACH
ACTIONS AND CALLOUTS

PF PM
"BEFORE LANDING
CHECKLIST".

Between 1500 ft
and 1000 ft RA − Performs the Before
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Landing checklist and

or calls out.
2 NM from outer "BEFORE LANDING
marker, CHECKLIST
whichever
comes first − Checks the CAT 2 COMPLETED".
label on PFD.

"CAT 2 ENGAGED".
"CHECKED".

"ONE THOUSAND".
"CHECKED".
At 1000 ft AFE − Verifies instruments − Verifies instruments
and no flags and no flags
displayed. displayed.
NOTE: Callouts are shown in bold text.

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

APPROACH
ACTIONS AND CALLOUTS

PF PM
− Calls out any
deviations:
"SPEED".
Below 1000 ft AFE
_ "LOCALIZER".
"GLIDE SLOPE".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

"GUIDANCE".(5)
"SINK RATE".
(6)
At 500 ft AFE , − Verifies or calls out.
EGPWS callout: –
"FIVE HUNDRED".
"FIVE HUNDRED"
100 ft above − Verifies or calls out.
Minimums "APPROACHING
EGPWS callout: MINIMUMS".
− Starts looking for
"APPROACHING visual cues.(5)
MINIMUMS"
(5)
On a NO AUTOPILOT NO HGS approach, the PF should keep
scanning the flight instruments and when reaching the MINIMA
altitude should call out "MINIMUMS" and look outside when receiving
the "VISUAL" call from PM. The PM starts scanning outside looking
for visual cues. When visual reference is established and adequate
position for a safe landing PM must call out "VISUAL".
(6)
Operator's policy may standardize 500 ft above airport elevation due
terrain area on final approach.

NOTE: Callouts are shown in bold text.

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

APPROACH
ACTIONS AND CALLOUTS

At DH (EGPWS PF PM
callout
"MINIMUMS") – If − Verifies or calls out.
visual reference is "MINIMUMS".
established and "LANDING".
adequate position
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

for a safe landing

exists

At DH (EGPWS − Verifies or calls out.

callout "MINIMUMS".
"MINIMUMS,
MINIMUMS") – If "GO AROUND".
no visual − Initiates go-around
reference is procedure.
established and/or
an inadequate
position for a safe
landing exists
NOTE: Callouts are shown in bold text.
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REVISION 6 Page 33
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PRECISION APPROACH (ILS)

Page 34
· FLAPS 9° · HOLDING SPEED: 180 KIAS
TECHNIQUES

· 160 KIAS · 200 KIAS IN ICING CONDITIONS

· GEAR UP
· FLAPS 0°
PROCEDURES AND

· COMPLETE DESCENT/APPROACH
CHECKLIST · PUSH GO−AROUND BUTTON
· 180 KIAS · ROTATE TO GO−AROUND ATTITUDE
· 200 KIAS IN ICING CONDITIONS · MAXIMUM THRUST
· GEAR UP · FLAPS 9°
· FLAPS 0° · POSITIVE RATE OF CLIMB
−GEAR UP
· LATERAL MODE ACCORDING TO
GO−AROUND PROFILE
· ACCELERATION ALTITUDE
CLIMB SEQUENCE
−RETRACT FLAPS ACCORDING

3-35
TO THE SCHEDULE
−CLIMB THRUST
−SPEED 210 KT
STANDARD
OPERATING

· AFTER TAKEOFF CHECKLIST

PROCEDURES

· VAPP

PRECISION APPROACH (ILS)

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· GEAR DOWN
· FLAPS 22°
· 140 KIAS
· 150 KIAS IN ICING CONDITIONS
· FLAPS 22° OR 45°
AFTER ESTABLISHED ON GLIDE SLOPE
· SET GO−AROUND ALTITUDE ·V
REF
· SET VAPPCL ON SPEED TARGET
· BEFORE LANDING CHECKLIST

EM145AOM020130B.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE PRECISION

APPROACH
In case of engine failure on approach, use the procedure given in the
ILS approach Section, on this Chapter.

APPROACH PREPARATION
– Plan to be stabilized on final in landing configuration at about 8 NM,
before 1000 ft;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

– Pilot should maintain the directional control using the rudder pedals
and trim;
– When stabilized and on short final, set the rudder trim to neutral;
– Wind and gust correction on VAPP should be applied normally, except
if the minimum wind additive is zero.
SOP-135/1664

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REVISION 6 Page 35
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

Page 36
· FLAPS 9° · HOLDING SPEED: 180 KIAS
TECHNIQUES

· 160 KIAS · 200 KIAS IN ICING CONDITIONS

· GEAR UP
· FLAPS 0°
PROCEDURES AND

· COMPLETE DESCENT/APPROACH
CHECKLIST
· 180 KIAS
· AUTOPILOT OFF
· 200 KIAS IN ICING CONDITIONS
· PUSH GO−AROUND ATTITUDE
· GEAR UP
· ROTATE TO GO−AROUND ATTITUDE
· FLAPS 0°
· MAXIMUM THRUST
· FLAPS 9°
· POSITIVE RATE OF CLIMB
−GEAR UP
· CLIMB ON VAPPCL SPEED
· LATERAL MODE ACCORDING TO
GO−AROUND PROFILE

3-35
· ACCELERATION ALTITUDE
−ALT HOLD
−VFS −5 − FLAPS 0°
STANDARD
OPERATING

−VFS − IAS MODE

PROCEDURES

−CONTINUOUS THRUST
· AFTER TAKEOFF CHECKLIST
·V
APP

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· GEAR DOWN
· FLAPS 22° (FINAL FLAP SETTING)
· 140 KIAS
· 150 KIAS IN ICING CONDITIONS

· FLAPS 22° OR 45°

AFTER ESTABLISHED ON GLIDE SLOPE
· SET GO−AROUND ALTITUDE ·V
REF
· SET V ON SPEED TARGET

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

APPCL
· BEFORE LANDING CHECKLIST

EM145AOM020131A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

NON PRECISION PROCEDURES

The procedures presented herein are applicable to VOR, NDB, GPS
and RNAV approaches.
All approaches may be flown using the FMS as a primary source of
navigation. On a non-precision approach, the use of VGP is
recommended when descending on the final approach path.
The use of the autopilot and autothrottle (if available) reduces crew
workload and allows more time for approach management and
monitoring. The correct use of the altitude selector can help preventing
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

descents below authorized altitudes.

Fly the intermediate approach conventionally, using HDG or LNAV
mode.
Start the deceleration segment approaching the airport in radar vectors
or using own navigation. Plan to have flaps 9° on the outbound track.
When turning for the approach and on an intercept heading of less than
90° of the inbound track, arm the LNAV mode or use the HDG mode.
Once on final inbound course before FAF (2 NM), extend landing gear
and select flap 22°. At FAF, select landing flaps, reduce to VAPP. If the
airplane can not meet the stabilized approach criteria, execute a missed
approach.

FMS AS PRIMARY SOURCE

The FMS supports the following non-precision approach types: GPS
only, RNAV, VOR, VOR/DME, NDB and NDB/DME.
Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS, MLS,
LNAV, VNAV, Visual, and Radar final approaches using the FMS as the
navigation source for guidance are prohibited.

NOTE: Not all the capabilities listed here are applicable to all airplanes.
For detailed information, refer to the applicable AFM
Supplement.
The FMS must be operated as a single system, with a minimum of one
PFD and one MFD operational prior to commencing the approach. The
signal of the station(s) that defines the approach and onboard
equipment must be checked prior to commencing the approach.
SOP-135/1664

3-35
REVISION 7 Page 37
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

If local regulations require that a raw data crosscheck be maintained

throughout the procedure, both pilots must select the bearing pointer
and radio frequency to the station where the procedure is based.

FMS DATABASE
The procedure to be flown must be retrieved from the FMS database
and a thorough verification of all waypoints, tracks, distances, glide path
angles, altitude constraints and threshold crossing altitudes must be
enforced and should be addressed on approach briefings.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

VECTORS TO FINAL
When on vectors to a final approach to be flown using the FMS as a
primary source of navigation, the following recommendations apply:
– Use HDG lateral mode and VS vertical mode until airplane is clear
to intercept the final approach course;
– On downwind leg it is recommended to use the ACT VECTORS (if
available) prompt to extend the final approach presentation;
– Arm LNAV mode through the APR or NAV button only when on the
last heading, to intercept the final approach course.

SOP-135/1664

3-35
Page 38 REVISION 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

VNAV APPROACH
The vertical guidance when flying based on FMS is the VNAV. FMS
allows Speed Intervention on ACTIVE FLT PLAN page. The VNAV
possible modes to fly a non-precision approach are VPATH and VGP.
The TEMP COMP feature compensates the approach altitudes from the
FMS database according to the destination temperature inserted on the
landing page.
NOTE: - Make sure that the temperature input is correct. Incorrect
temperature input creates altitude errors which may result in
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

incorrect values for MDA/DA and may reduce terrain

clearance.
- Prior to applying temperature compensation, the flight crew
must coordinate its use with ATC. A failure to do so could result
in a loss of vertical separation with other traffic.
- Temperature compensation to MDA/DA may be subjected to
local regulation.

DURING COLD WEATHER OPERATIONS

A compensated MDA (DA) is assigned on the TEMP COMP page and
must be used as current MDA (DA).
VPATH
With VPATH mode engaged, set the altitude selector to MDA for
continuous VNAV descent.
With VPATH mode engaged it is not possible to set the missed
approach altitude before reaching the leveled MDA. It is necessary to
be at VALT mode to set the missed approach altitude. If VALT mode is
not engaged, the airplane stops the descent, changes the vertical mode
from VPATH to VFLCH and starts to climb to the missed approach
altitude while adding thrust power on the final approach.
VGP
Whenever the VGP mode is available, fly all non-precision approaches
in VGP mode.
Perform the approach conventionally and configure the airplane in a
similar manner to an ILS approach.
On the heading to intercept the final approach track pressing the APP
button on the guidance panel arms the VGP mode. If preview function
SOP-135/1664

3-35
REVISION 7 Page 39
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

is not presented and flying HDG mode, pressing APP button also arms
LNAV mode.
Intercepting the final approach descent path engages the VGP mode.
From this point, the altitude selector can be set to the missed approach
altitude.
If it is the case the go-around is to be initiated from the glide path at
Decision Altitude rather than in a leveled MDA.
Pilots fly the VGP as if they were in a GS. Go around at the DA or in the
MDA+margin (depending on local authority). A reasonable value for this
value is 50 ft.
If a holding pattern is performed, VGP engages if the active waypoint is
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

the FAF or along track distance to the FAF is less than 2 NM. The
airplane, when holding, must be established on the inbound course to
the FAF.
VGP permits a glide path capture when the airplane is above the desired
GP if the vertical mode is ALT. This condition may cause excessive
descent angles, which may lead to destabilized approaches. This
specially occurs when the engagement of the VGP is close to the FAF.
For all other vertical modes, the VGP behaves like an ILS and captures
the glide path only within a certain frame (about 100 ft above or below
path).
NOTE: - There are certain approach plates where the termination
waypoint is disconnected from the runway. In this case, the
VGP disengages after passing the last coded waypoint in the
FMS database. Alternatively, another vertical mode may be
used to continue the approach.
- Although the recommended VNAV mode to fly a non-precision
approach is VGP, if flying with VPATH, set the altitude elector
to MDA for continuous VNAV descent.

LOC ONLY APPROACH

On LOC only approach when cleared to intercept the localizer, the
transition from modes LNAV must be as follows:
– Select an appropriate vertical mode;
– Select HDG mode;
– Arm LOC mode pressing NAV mode on the Guidance panel.
NOTE: When flying a localizer intercept, the optimum intercept angle is
45° or less.
SOP-135/1664

3-35
Page 40 REVISION 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

DESCENT AND NON-PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM

− Calculates approach
speeds.
− Performs approach
briefing (airplane status,
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

fuel, NOTAMs, weather,

MORA/MEA/MSA, basic
statements, work
distribution and taxi-in
route).
− Sets and crosschecks − Sets and crosschecks
the following items as the following items as
required for the required for the
approach type: approach type:
Prior to start − MDA; − MDA;
descent
− NAV approach − NAV approach
frequencies; frequencies;
− Approach course. − Approach course.

− Checks approach
speeds. − Checks approach
speeds.

"DESCENT
− Pushes in Windshield
CHECKLIST".
Heating Buttons and
checks/sets the airport
elevation at the
Pressurization Panel.
"DESCENT CHECKLIST
COMPLETED".
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
REVISION 6 Page 41
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND NON-PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
"TEN THOUSAND".
− Selects external lights
ON.
10000 ft AFE "TEN THOUSAND − Selects No Smoking and
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CHECKED". Fasten Belts ON.

− Alerts cabin crew.
"ATTENTION CREW,
PREPARE FOR
LANDING".
"TRANSITION LEVEL".
− Sets and verifies − Sets and verifies
altimeters. altimeters.
− Checks if all altimeters
are set QNH (QFE if
"APPROACH
CHECKLIST". applicable).(1)
− Sets the Terrain on
Transition MFD below the MSA.
level
− Verifies pre-selected
final approach course,
radios and MDA.
− Performs approach
checklist.
"APPROACH
CHECKLIST
COMPLETED".
(1)
VNAV is prohibited in QFE operations.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
Page 42 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND NON-PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
If VGP is
required(2) − Pushes APP Button
–
on FGC.(3) (4) (5)
− Checks proper annunciation on FMA.
On Outbound
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Track "FLAPS 9". − Selects Flaps 9°.

"Course is ALIVE".
First positive
inward motion of –
radial (Final
approach course)

"LANDING GEAR
DOWN, FLAPS 22". − Selects landing gear
On final inbound down.
before FAF
− Selects flaps 22°.

(2)
VGP is recommended for GPS and RNAV.
(3)
VGP is only available with VNAV.
(4)
If equipped with VNAV, VGP is armed.
(5)
If equipped with autothrottle, A/T SPD mode is engaged.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
REVISION 6 Page 43
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND NON-PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
"FINAL APPROACH FIX".

− Starts timer (if − Starts timer (if

applicable). applicable).
At FAF "SET MDA".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Sets MDA.
− Verifies altimeters,
instruments and − Verifies altimeters,
no flags. instruments and checks if
there are no flags.(6)
"FLAPS___,
BEFORE LANDING
− Selects landing flaps.
Between FAF CHECKLIST".
and 1000 ft AFE − Performs the before
if IMC or 500 ft if landing checklist.
VMC "BEFORE LANDING
CHECKLIST
COMPLETED".
"ONE THOUSAND".
− Verifies − Verifies instruments and
1000 ft AFE instruments and checks if there are no
checks if there are flags. (7)
no flags.
(6)
If during the approach the DGR annunciation appears, PM calls
"DEGRADED" and proceeds on the approach based on raw data or
rely on visual cues. If this is no possible, performs the missed
approach procedure.
(7)
Monitor the LPV Indications throughout final approach. If the APPR
annunciation is not displayed, revert to raw data or rely on visual cues.
If not possible, initiate a missed approach.
NOTE: Callouts are shown in bold text.
SOP-135/1664

CONTINUES ON NEXT PAGE

3-35
Page 44 REVISION 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DESCENT AND NON-PRECISION APPROACH

ACTIONS AND CALLOUTS

PF PM
Calls out deviations:
− "GUIDANCE".
Below 1000 ft AFE
– − "SPEED".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− "LOCALIZER".
− "CDI".
100 ft to minimums
EGPWS callout
– –
"APPROACHING
MINIMUMS"

− When ALT mode

At MDA or missed engages, sets go-
approach point – If around altitude on
visual reference is Altitude Selector.
established at an
adequate position
for a safe landing by "VISUAL".
LSP
"LANDING".

− When ALT mode

At MDA or missed engages, sets go-
approach point – If around altitude on
no visual reference Altitude Selector.
is established or
visual contact is "GO-AROUND".
established at an
inadequate position − Initiates go-
for a safe landing around
procedure.
NOTE: Callouts are shown in bold text.
SOP-135/1664

3-35
REVISION 6 Page 45
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NON PRECISION/GPS/RNAV APPROACH

Page 46
· FLAPS 9° FAF
· HOLDING SPEED: 180 KIAS
TECHNIQUES

· 160 KIAS
· 200 KIAS IN ICING CONDITIONS
· GEAR UP
· FLAPS 0°
PROCEDURES AND

· COMPLETE DESCENT/APPROACH
CHECKLIST
· 180 KIAS · PUSH GO AROUND BUTTON
· 200 KIAS IN ICING CONDITIONS · ROTATE TO GO−AROUND ATTITUDE
· GEAR UP · MAXIMUM THRUST
· FLAPS 0° · FLAPS 9°
· POSITIVE RATE OF CLIMB
−GEAR UP
· GEAR DOWN · LATERAL MODE ACCORDING TO
· FLAPS 22° GO−AROUND PROFILE
· 140 KIAS · ACCELERATION ALTITUDE
· 150 KIAS IN ICING CONDITIONS CLIMB SEQUENCE
−RETRACT FLAPS ACCORDING

3-35
TO THE SCHEDULE
−CLIMB THRUST
STANDARD

−SPEED 210 kt
OPERATING
PROCEDURES

· AFTER TAKEOFF CHECKLIST

·V
APP

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· FLAPS 22° OR 45°

NON-PRECISION/GPS/RNAV APPROACH
· BEFORE LANDING CHECKLIST

· SET GO−AROUND ALTITUDE ·V

· SET V APPCL ON SPEED TARGET REF

EM145AOM020142A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE NON-PRECISION

APPROACH
In case of engine failure, use the same procedure described in the non-
precision approach Section, in this Chapter. Flap 22° should be used for
landing and during approach, when stabilized and on short final, set the
rudder trim to neutral.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

SOP-135/1664

3-35
REVISION 6 Page 47
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB)

Page 48
· FLAPS 9°
TECHNIQUES

· 160 KIAS
· HOLDING SPEED: 180 KIAS
· 200 KIAS IN ICING CONDITIONS
· FLAPS 0°
PROCEDURES AND

· GEAR UP

· COMPLETE DESCENT/APPROACH
CHECKLIST
· 180 KIAS
· 200 KIAS IN ICING CONDITIONS · AUTOPILOT OFF
· GEAR UP · PUSH GO−AROUND ATTITUDE
· FLAPS 0° · ROTATE TO GO−AROUND ATTITUDE
· MAXIMUM THRUST
· FLAPS 9°
· GEAR DOWN · POSITIVE RATE OF CLIMB
· FLAPS 22° (FINAL FLAP SETTING) −GEAR UP
· 140 KIAS · CLIMB ON VAPPCL SPEED
· 150 KIAS IN ICING CONDITIONS · LATERAL MODE ACCORDING TO

3-35
GO−AROUND PROFILE
· ACCELERATION ALTITUDE

(VOR/NDB)
STANDARD

−ALT HOLD
OPERATING
PROCEDURES

−VFS −5 − FLAPS 0°
−VFS − IAS MODE
−CONTINUOUS THRUST
· AFTER TAKEOFF CHECKLIST

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· FLAPS 22°
· VAPP
· BEFORE LANDING CHECKLIST

· SET GO−AROUND ALTITUDE · V REF

ONE ENGINE INOPERATIVE NON-PRECISION APPROACH

· SET VAPPCL ON SPEED TARGET

EM145AOM020133A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CIRCLING APPROACH
A circling maneuver is a maneuver initiated by the pilot to align the
airplane with a runway for landing, when a straight-in landing from an
instrument approach is not possible or is not desirable. This maneuver
is initiated only, after the pilot has established visual contact with the
airport.
During Circling approaches, maximum use of the autopilot should be
made to minimize crew workload. Fly the approach conventionally and
configure the airplane in a similar manner to a precision or non-precision
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

approach.
At FAF, set Circling minimum on altitude selector.
Enter downwind leg using HDG mode and maintain a track parallel to
the landing runway approximately 1.5 NM abeam. Maintain downwind
leg configured with landing gear down, flaps 22° and 140 KIAS.
Turn to base leg, approximately 20 seconds after passing abeam the
threshold, select landing flaps, maintain 140 KIAS, set go-around
altitude and perform the before landing checklist.

CAUTION: WHEN THE LEGACY 650, LANDING WEIGHT IS MORE

THAN 18500 KG (40700 LB), IN ICING CONDITIONS
WITH GEAR DOWN AND FLAP 22°, THE FLAP
MANEUVERING SPEED IS 150 KIAS.
Prior to intercepting the final approach, reduce to VAPP.
If the airplane can not meet the stabilized approach criteria, execute a
missed approach.
SOP-135/1664

3-35
REVISION 6 Page 49
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

CIRCLING APPROACH
· PUSH GO−AROUND BUTTON

Page 50
· APPROACH CONFIGURATION · ROTATE TO GO−AROUND ATTITUDE
START APPROACH · GEAR DOWN · MAXIMUM THRUST
PROCEDURE · FLAPS 22° · FLAPS 9°
TECHNIQUES

· 160 KIAS · 140 KIAS · POSITIVE RATE OF CLIMB

· FLAPS 9° · 150 KIAS IN ICING CONDITIONS −GEAR UP
· LATERAL MODE ACCORDING TO
PROCEDURES AND

GO−AROUND PROFILE
· ACCELERATION ALTITUDE
CLIMB SEQUENCE
−RETRACT FLAPS ACCORDING
TO THE SCHEDULE
−CLIMB THRUST
−SPEED 210 KT
· AFTER TAKEOFF CHECKLIST

·V
REF · VAPP

3-35
· CIRCLING ALTITUDE MUST BE MAINTAINED
STANDARD

DURING THE WHOLE MANEUVER.

OPERATING

· RUNWAY MUST BE IN SIGHT DURING

PROCEDURES

THE CIRCLING MANEUVER

· MISSED APPROACH POINT

CIRCLING APPROACH
ACCORDING TO THE TYPE OF
APPROACH.
· USE OF AUTOPILOT IS RECOMMENDED

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· LANDING FLAPS 22° OR 45°
· 140 KIAS
· SET GO−AROUND ALTITUDE
· SET V APPCL ON SPEED TARGET
· BEFORE LANDING CHECKLIST

EM145AOM020134A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE CIRCLING

APPROACH
In case of a circling approach with one engine inoperative, the same
procedure for circling approach with all engines operating is to be used,
with some peculiarities due to the loss of one engine.
When stabilized and on short final, set the rudder trim to neutral. If the
airplane can not meet the stabilized approach criteria, execute a missed
approach.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

NOTE: This operation must be approved by the authority.

SOP-135/1664

3-35
REVISION 6 Page 51
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ONE ENGINE INOPERATIVE CIRCLING APPROACH

Page 52
· APPROACH CONFIGURATION · AUTOPILOT OFF
START APPROACH · GEAR DOWN · PUSH GO−AROUND ATTITUDE
PROCEDURE · FLAPS 22° (FINAL FLAP SETTING) · ROTATE TO GO−AROUND ATTITUDE
TECHNIQUES

· 160 KIAS · 140 KIAS · MAXIMUM THRUST

· FLAPS 9° · 150 KIAS IN ICING CONDITIONS · FLAPS 9°
· POSITIVE RATE OF CLIMB
PROCEDURES AND

−GEAR UP
· CLIMB ON VAPPCL SPEED
· LATERAL MODE ACCORDING TO
GO−AROUND PROFILE
· ACCELERATION ALTITUDE
−ALT HOLD
−VFS −5 − FLAPS 0°
−VFS − IAS MODE
−CONTINUOUS THRUST
· AFTER TAKEOFF CHECKLIST
·V
REF
·V
APP

3-35
· CIRCLING ALTITUDE MUST BE MAINTAINED
STANDARD

DURING THE WHOLE MANEUVER.

OPERATING

· RUNWAY MUST BE IN SIGHT DURING

PROCEDURES

THE CIRCLING MANEUVER

· MISSED APPROACH POINT
ACCORDING TO THE TYPE OF
APPROACH.

Copyright © by Embraer S.A. All rights reserved – See title page for details.
ONE ENGINE INOPERATIVE CIRCLING APPROACH
· 140 KIAS
· SET GO−AROUND ALTITUDE
· SET VAPPCL ON SPEED TARGET
· BEFORE LANDING CHECKLIST

EM145AOM020135A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

VISUAL APPROACH
Perform a visual approach at an altitude of 1500 ft above the runway
elevation, or according to local authority regulations, enter downwind leg
with flaps 9° and 160 KIAS. Maintain a track parallel to the landing
runway of approximately 1.5 NM abeam.
Abeam the threshold, select flaps 22°, reduce speed to 140 KIAS and
select gear down. Turn base leg, approximately 30 seconds after
passing abeam of the threshold.
The pilot should consider the maximum bank angle of 30° while turning
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

to base and final approach.

At base leg, select landing flaps reducing to VAPP and complete the
Before Landing Checklist.
The recommended final approach path is 3°.
If the airplane can not meet the stabilized approach criteria, execute a
missed approach.
SOP-135/1664

3-35
REVISION 6 Page 53
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

VISUAL APPROACH (TYPICAL)

Page 54
· FLAPS 9°
· 160 KIAS
· GEAR DOWN · GEAR UP · COMPLETE DESCENT/APPROACH
TECHNIQUES

· FLAPS 22° CHECKLIST

· 140 KIAS · 180 KIAS
· GEAR UP
· FLAPS 0°
PROCEDURES AND

· 140 KIAS
· PUSH GO AROUND BUTTON
· MAXIMUM BANK 30°
· ROTATE TO GO AROUND ATTITUDE
· MAXIMUM THRUST
30 s · FLAPS 9°
· POSITIVE RATE OF CLIMB
−GEAR UP
· LATERAL MODE ACCORDING TO GO
AROUND PROFILE
· ACCELERATION ALTITUDE CLIMB
SEQUENCE
−RETRACT FLAPS ACCORDING TO

3-35
1.5 nm THE SCHEDULE
−CLIMB THRUST
−SPEED 210 KT
STANDARD

· AFTER TAKEOFF CHECKLIST

OPERATING
PROCEDURES

· LANDING FLAPS 22° OR 45°

· SET TO GO AROUND ALTITUDE

VISUAL APPROACH
· SET VAPPCL ON SPEED TARGET
· BEFORE LANDING CHECKLIST
· VAPP

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· VREF
500/800 ft

EM145AOM021012C.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE VISUAL

APPROACH
For engine out visual approach, the pilot should accomplish all the
briefings and checklist prior to entering on the traffic, set an inbound
course and tune one appropriate navigation source for the landing
runway as reference if available. The approach should be performed in
a similar manner as in AEO visual approach, except for the selection of
flaps 22° as the final flap setting and the accomplishment of the before
landing checklist, which are made on final approach.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Abeam runway midpoint, select flaps 9° and reduce speed to 160 KIAS.
Abeam the threshold, select flaps 22°, reduce speed to 140 KIAS and
select gear down. Turn base leg, approximately 30 seconds after
passing abeam of the threshold.
The pilot should consider the maximum bank angle of 30° while turning
to base and final.
At base leg, maintain flaps 22°. Prior to intercepting the final approach,
reduce to VAPP.
Maximum use of the autopilot should be made to minimize crew
workload.
When airplane is stabilized and on short final, set the rudder trim to
neutral and go-around altitude. If the airplane can not meet the stabilized
approach criteria, execute a missed approach.
SOP-135/1664

3-35
REVISION 6 Page 55
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

ONE ENGINE INOPERATIVE VISUAL APPROACH

Page 56
· COMPLETE
DESCENT/APPROACH
· FLAPS 9° CHECKLIST
TECHNIQUES

· 160 KIAS · 180 KIAS

· GEAR DOWN · GEAR UP · GEAR UP
· FLAPS 22° · FLAPS 0°
PROCEDURES AND

· 140 KIAS

· AUTOPILOT OFF
· 140 KIAS · PUSH GO−AROUND ATTITUDE
· MAXIMUM BANK 30° · ROTATE TO GO−AROUND ATTITUDE
· MAXIMUM THRUST
· FLAPS 9°
30 s · POSITIVE RATE OF CLIMB
−GEAR UP
· CLIMB ON VAPPCL SPEED
· LATERAL MODE ACCORDING TO
GO−AROUND PROFILE
· ACCELERATION ALTITUDE
−ALT HOLD

3-35
−VFS −5 − FLAPS 0°
1.5 nm −VFS − IAS MODE
STANDARD

−CONTINUOUS THRUST
OPERATING
PROCEDURES

· AFTER TAKEOFF CHECKLIST

· VAPP
· FLAPS 22° (FINAL FLAP SETTING)

Copyright © by Embraer S.A. All rights reserved – See title page for details.
· VREF

500/800 ft

ONE ENGINE INOPERATIVE VISUAL APPROACH

EM145AOM020137A.DGN

REVISION 6
SOP-135/1664
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

GO-AROUND
No approach should be initiated unless the prevailing conditions have
been understood and the crew found that landing is acceptable without
undue risk. Theoretically speaking, all approaches should be treated as
approaches followed by missed approaches, and landing should be
treated as the alternate procedure. This mindset depends on a good
approach briefing, on the knowledge of the missed approach procedure
and on proper programming of the FMS.
Sufficient visual cues must exist to continue the approach below DA
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

(DH) or MDA. If visual cues are lost due to shallow fog, snow flurries, or
heavy precipitation, the pilot shall immediately initiate a go-around and
fly the published missed approach procedure.
Although the PF is initially the responsible for the go-around callout, the
PM may also make this callout. The flying pilot's immediate response to
this callout by the PM is the execution of a missed approach.
The go-around, when properly executed, involve little loss of altitude
below the altitude at which the go-around is "started". Conducting a
missed approach when not stabilized on a final approach course should
be as follows:

− If a go-around is required at any time while maneuvering in the traffic

pattern and visual conditions can not be maintained, perform a
climbing turn toward the runway of intended landing.
− When over the airport and climbing, turn (in the shortest direction) to
the missed approach fix and proceed with published procedure.
SOP-135/1664

3-35
REVISION 6 Page 57
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

– When starting the go-around procedure, the pilot flying must press
GA buttons simultaneously with maximum thrust setting while
rotating the airplane to match the FD bars (or 10° pitch up). Verify
FMA annunciations (ROL and GA). The ROLL HOLD submode is
activated when Go-Around button is pressed and disengaged when
another lateral mode becomes active. The selection of another
vertical mode de-activates the GA submode.
– The GA submode initially commands a go-around attitude, and then
transitions to speed hold mode following the GA submode logic.
– The PM must retract FLAPs to 9° and, when positive rate of climb is
achieved, he must select landing gear to UP (refer to the appropriate
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

profile).
For airplanes equipped with Autothrottle, Press Go-Around Button and
check Thrust Levers moving toward Thrust Set Position and then,
manually advance both levers to the MAX position.
The A/T System engages the A/T GA mode if FD GA mode is
engaged.
The A/T commands both levers to Thrust Set position.
The A/T system is automatically disengaged with Thrust Levers
beyond Thrust Set position and an aural message "THROTTLE" is
triggered.

NOTE: - During Go-Around procedure, the speed reference

displayed on the PFDs will be set to the VAPP CLB value
inserted in the MFD bezel (V2 button), when GA mode is
activated.
-If no value is set on the MFD bezel, or if this value is invalid,
the speed reference will be set to a default value of 170 kt
or the VFE for Flaps Full (160 KIAS) as VAPP CLB.
SOP-135/1664

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Page 58 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

NORMAL GO-AROUND – ACTIONS AND CALLOUTS

PF PM
"GO-AROUND".
− Presses either Go-
Around Button. − Verifies GA
annunciations.
− Moves thrust levers to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

MAX.(1)
Go-around − Verifies engine at
− Rotates smoothly the
go-around thrust.
airplane to the FD pitch
indication (GA).
− With the airspeed
greater than VREF. − Selects flaps 9°.
"FLAPS 9".

− Verifies positive
rate of climb.
− Confirms positive rate of "POSITIVE RATE".
climb.
"GEAR UP".
Positive Rate of
Climb − Positions gear lever
up.
− Selects VFS.
− Advises ATC.

(1)
For airplanes equipped with autothrottle, the A/T system is
automatically disengaged with thrust levers beyond Thrust Set. Aural
message "THROTTLE" is triggered.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
REVISION 6 Page 59
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

NORMAL GO-AROUND – ACTIONS AND CALLOUTS

PF PM

When "SELECT − Selects appropriate

reaching 170 HEADING and navigation primary source.
KIAS SPEED TWO TEN
− Selects Speed 210 kt..
or NAV".
− Selects Lateral Mode.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Speed check: VFS.

"CLIMB
SEQUENCE". − Sets Flaps to 0°.

− Executes − Pushes Thrust Rating CLB

published missed Button.
approach or − Pushes FLC Button.(2)
proceed as
Above instructed by ATC. − If equipped with (3)VNAV,
400 ft AGL or pushes VNV Button. (4)
Acceleration − When flaps are zero:
Altitude "FLAPS ZERO".
− Monitors missed approach
procedures.
"AUTOPILOT" − Engages Autopilot.
(If desired) "AUTOPILOT ENGAGED"
(If requested).
(2)
FLC mode commands the pitch to a pre-programmed climb speed
schedule (without VNAV).
(3)
VFLC mode commands the pitch to the FMS programmed altitude
and speed targets. For airplanes not equipped with A/T, the crew may
select appropriate thrust to the desired climb rate.
(4)
For airplanes equipped with A/T, CLB mode for A/T is engaged.
NOTE: Callouts are shown in bold text.
The Climb Sequence is to be performed by the PM when requested by
the PF in a continuous manner and ends when the flaps reach 0°
SOP-135/1664

position.

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 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE GO-AROUND

Perform the one engine inoperative go-around procedures similarly to
AEO.

CAUTION: SINGLE ENGINE GO-AROUND WITH AUTOPILOT

ENGAGED IS PROHIBITED.
Control yaw with rudder and trim. Rotation must be done at a slower
rate, slightly less than on a normal go-around. Set aileron to neutral and
use rudder and yaw trim to keep wings level, as high ailerons inputs will
raise spoilers and increase drag.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

As a reference, the slip/skid indicator shall be approximately ½ to ¼ off

center and between 0° to 5° of bank, according to speed, gross weight
and altitude. Generally, the control wheel in the neutral position is a
good indication of the lowest drag for single engine.
Verify the GA and ROLL modes annunciated on the FMA. At a positive
rate of climb, retract the landing gear. The flight director commands a
pitch attitude that will follow the GA submode logic. With one engine
inoperative, the resulting vertical speed will depend on temperature,
available thrust and airplane gross weight. The ROLL mode maintains
wings leveled.
Select HDG and BANK mode at acceleration altitude.
Advise ATC of your intentions. Either fly a published missed approach
procedure or fly the runway specific Engine Failure – Missed Approach
procedure.
At VFS with landing gear and flaps retracted, select continuous thrust on
Thrust Rating panel and check if continuous thrust (CON) is displayed
on the EICAS.
SOP-135/1664

3-35
REVISION 6 Page 61
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

ONE ENGINE INOPERATIVE GO-AROUND

ACTIONS AND CALLOUTS

PF PM
"GO-AROUND".
− Disengages autopilot.
− Press GO-AROUND − Checks GA
Button. annunciation.
Go-around
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Advances Operative − Checks if engine

becomes Engine Thrust Lever to thrust is at go-
necessary MAX. around.
− Selects GA flaps at
"FLAPS 9". 9°.
− Verifies or rotates
towards GA pitch
attitude.
− Verifies positive
rate of climb.
− Confirms positive rate "POSITIVE RATE".
of climb.
"GEAR UP".
Positive Rate of − Positions gear lever
Climb − Climbs at VAPP CLB. up.
− Controls the airplane
using rudder and yaw − Advises ATC.
trim in the amount
necessary to keep the
aileron control in
neutral position.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ONE ENGINE INOPERATIVE GO-AROUND

ACTIONS AND CALLOUTS

PF PM
"SELECT HEADING, − Selects HDG and
BANK". BNK.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Selects Altitude
"SELECT ALTITUDE
Hold.
HOLD".

− Reaching VFS.
Acceleration "FLAPS 0".
Altitude − Retracts flaps to 0°
then calls.
"FLAPS ZERO".

− Reaching VFS:
"VFS".

"SPD AND − Selects SPD on

CONTINUOUS FGC Panel and
THRUST". CON on Thrust
Rating Panel.
NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

3-35
REVISION 6 Page 63
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

ONE ENGINE INOPERATIVE GO-AROUND

ACTIONS AND CALLOUTS

PF PM
− Climbs at VFS to a safe
altitude defined on the
approach briefing or as − Monitors thrust,
assigned by ATC. attitude, speed and
Climbing to
− Flies runway heading missed approach
Safe Altitude
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

or complies with airport procedures.

"One Eng SID" or
maintains the go-
around path defined on
the approach briefing.

SOP-135/1664

3-35
Page 64 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ABNORMAL FLAP CONFIGURATION

If flap fails at a specific position, select the desired flap position and use
data according to QRH configuration tables. The best performance
combination of flap is the one that gives the lower landing coefficient
factor.
The following items are valid for all abnormal flap configuration
approaches and landings:
– Use of autopilot is recommended;
– If possible, reduce gross weight to lowest practicable (burn off fuel)
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

to reduce VREF;
– Check landing distance (select the longest runway available);
– Limit bank angle to 20° maximum when maneuvering for landing;
– Establish a long final approach, at least 6.5 NM at recommended
speed;
– Attitude and speed will be higher than normal;
– Use precision glide slope such as ILS for crosscheck;
– Establish landing configuration early, flight large patterns and long
final;
– Plan touchdown at 1000 ft touchdown zone. A go-around should be
made if landing occurs beyond touchdown zone;
– Flare enough only to reduce the rate of descent, do not float and
touch down at the normal touchdown zone;
– Over threshold, set thrust levers to IDLE;
– After touchdown, apply reverse thrust (if applicable) and brakes
without delay.
SOP-135/1664

3-35
REVISION 6 Page 65
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

EGPWS WARNING CORRECTIVE MANEUVER

ACTIONS AND CALLOUTS

EGPWS WARNING CORRECTIVE MANEUVER

ACTIONS AND CALLOUTS

PF PM
− Disengages the − Communicates
Autopilot. with ATC.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Simultaneously − Scans for visual

sets thrust levers to contact.
MAX (1) position
− Turns FSTN
and sets pitch 20°
BELTS ON.
or maintains pitch
Upon receiving on PLI. − Reads MFD
EPGWS Warning Terrain indications
− Climbs to the MSA
to check the
or MORA.
obstacle height,
− Clears of terrain guides for the best
resumes leveled course of action
flight. and indicates
when obstacle
− Engages Autopilot.
have been
− Resumes normal cleared.
speed.

(1)
For airplanes equipped with autothrottle, the A/T system is
automatically disengaged with thrust levers beyond Thrust Set. Aural
message "THROTTLE" is triggered.
SOP-135/1664

3-35
Page 66 REVISION 6
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

LANDING
This Section presents information pertinent to the landing phase of
flight that will enhance the ability to make the air-to-ground transition
as smooth and safe as it should be.
The airplane must be fully stabilized by 1000 ft from touchdown under
IMC conditions and by 500 ft under VMC conditions. A stable
approach is a contributing factor to a successful flare and touchdown.
Unstable approaches may result in difficult landings with unexpected
sink rates, side loads or bounce backs. An approach is considered
stabilized when all of the following criteria are met:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- The airplane is on the correct flight path;

- Only small changes in heading/pitch are required to maintain
the correct flight path;
- The airplane is in the correct approach speed;
- The airplane is in the correct landing configuration;
- Sink rate is not greater than 1000 ft per minute; if an approach
requires a sink rate greater than 1000 ft per minute, a special
briefing should be conducted;
- Power setting is appropriate for the airplane configuration;
- All briefings and checklists have been conducted.

LANDING PROCEDURE
For a normal landing procedure, the landing configuration, gear down
and flaps should be established early on the final approach or at the
outer marker on an ILS or FAF on a non-precision approach. Airspeed,
power and descent rate also should be stabilized early. Changes in
airspeed require changes in thrust and attitude. An airspeed deviation
is considered significant if it is 10 kt above target approach speed.
Indicated airspeed may not be less than the VREF or VAPP.
A significant vertical speed deviation occurs when it is greater than
1000 ft/min (precision approaches) or 1500 ft/min (non-precision
approaches) when below 1000 ft AGL. If the stabilized approach
parameters are not met before reaching the stabilized approach
height, a go-around should be initiated.
Make sure that the airplane is properly trimmed during the approach.
This maximizes elevator authority for the flare or for the event of a
SOP-135/1664

missed approach.

3-40
REVISION 5 Page 1
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

For airplanes equipped with autothrottle, the A/T RTD mode arms at
200 ft AGL and engages at 40 ft AGL. When engaged, the A/T
automatically commands the thrust levers to idle. After the main gears
touch the ground, A/T is disengaged.
Plan to touch down at the runway touchdown zone, which is typically
located 1000 ft ahead from the runway threshold. Monitor the final
approach path using all references available. Do not allow the airplane
to float in ground effect, which unnecessarily increases the landing
distance and risk of a tail strike.
After main wheel touches down, apply manual braking without delay
as required for the runway condition and length. Due to airplane
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

geometry, care should be taken while easing the nosewheel onto the
runway. Pull thrust levers to reverse, (if applicable) and verify spoilers
actuation.
If installed, reverse thrust should be selected consistent with runway
conditions and applied as required. Apply thrust reversers cautiously
and observe how the airplane responds before full reverse is used.
Full reverse thrust should be used when landing over wet, slippery and
contaminated runways. Maintain maximum reverse thrust until the
airspeed is approximately 80 kt. Then smoothly reduce thrust reverse
to MIN REV at 60 kt and idle thrust at 30 kt. Thrust reverser is more
effective at high speeds; the use of reverse below 60 kt increases the
chances of foreign object ingestion by the engine. If necessary, the
thrust reversers can be used until the airplane comes to a complete
stop.
Rudder control is effective to approximately 60 kt. Rudder pedal
steering is sufficient for maintaining directional control during the
rollout. Do not use the nosewheel steering tiller until reaching taxi
speed.
As soon as the airplane leaves the runway, the strobe lights must be
turned off. Though LDG 1, LDG 2 and NOSE lights are switched off,
the TAXI light must remain on throughout the taxi regardless of the
time of the day.

NOTE: AFM performance values consider that the threshold is

crossed at the screen height and at VREF or VREF NEW according
to the inputted reference speed or in accordance with
company policies.
SOP-135/1664

3-40
Page 2 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

LANDING ROLLOUT – ACTIONS AND CALLOUTS

PF PM

− Apply manual − Checks if Ground Spoiler

braking as required. is deployed.
− Use Thrust reverser
if required.
− Monitors Thrust reverser
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

if it is being used.
− Monitors airspeed.

After Main − Calls out

Wheel "SIXTY KNOTS".
touches down
− At 60 kt reduces
Thrust Levers to MIN
REV if Thrust
reverser is being
used.
− At 30 kt sets Thrust
Levers to IDLE
(forward thrust) if
Thrust reverser is
being used.
Reaching
normal
taxiing speed, "MY CONTROLS". "YOUR CONTROLS".
if LSP is not
the PF

Clearing "AFTER LANDING –

runway SEQUENCE".

NOTE: Callouts are shown in bold text.

SOP-135/1664

3-40
REVISION 5 Page 3
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

BRAKES USAGE
The following actions will give the optimum manual braking for all
runway conditions:

- Pilot seat and rudder pedals should be adjusted so that it is

possible to apply maximum braking with full rudder deflection;
- Apply the brakes with no delay after the main landing gear
wheels have touched down. Move directly to a single firm and
steady brake application and hold pedal pressure until airplane
is decelerated to taxi speed;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Do not pump the brakes;

- Carbon brake life is improved when operated in higher
temperatures;
- If the landing weight is limited by runway length, full reverse and
brakes should be used simultaneously to stop the airplane.

EMERGENCY/PARKING BRAKE
Some Emergency and Abnormal procedures require the pilot to use
the Emergency/Parking Brake to stop the airplane during landing.
When this happens, the following protections are not available:

- Locked Wheel Protection;

- Antiskid Protection; and
- Touchdown Protection.
At high speeds, apply the Emergency/Parking Brake handle to stop
the airplane monitoring the Emergency/Parking Brake light and
maintain steady pressure. The brake system provides sufficient
pressure to start braking. As speed decreases, the required handle
deflection increases to maintain continuous braking.
If a tire burst occurs during the Emergency/Parking Brake application,
do not release the Emergency/Parking Brake handle until the airplane
stops.
SOP-135/1664

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Page 4 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CARBON BRAKES
General recommendations to increase brake life during landing:

- Minimize the number of brake applications when practical. The

number of brake applications governs carbon brake wear.
- Apply brakes and move directly to a single firm and steady
brake application and hold pedal pressure until airplane is
decelerated to taxi speed. Apply pressure up to a maximum
comfortable deceleration.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- If thrust reversers are necessary, use it simultaneously with

brakes and stow them as soon as possible.
SOP-135/1664

3-40
REVISION 5 Page 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

NO FLAPS LANDING TECHNIQUE

Recommendations:

- If possible, reduce gross weight (burn off fuel) to reduce VREF.

- Use VAPP = VREF.
- Use autopilot as much as possible.
- Establish a long final approach, at least 6.5 NM.
- Attitude will be higher than normal.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Use precision glideslope such as ILS or LPV for crosscheck.

- Over threshold set thrust levers to IDLE.
- Flare enough only to reduce the rate of descent, do not float.
- Plan touchdown at touchdown zone. A go around should be
performed if landing occurs beyond touchdown zone.
- Use brake as required.

SOP-135/1664

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Page 6 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

MAXIMUM PERFORMANCE LANDING

Maximum Performance Landing comprehends a set o techniques that
leads to decelerate the airplane to a safe speed within minimum
landing distance. The following recommendations apply:

- Perform earlier the approach briefing, covering approach

procedures and speeds: keep your situation awareness over the
stabilized approach; a stabilized landing is mandatory for a well-
planned and executed approach;
- Use Flaps 45°;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Cross the Threshold at Screen Height of 50 ft and VREF;

- Avoid extended flare;
- Conduct a positive landing;
- If the airplane is equipped with thrust reversers, apply maximum
reverse thrust. If necessary, the thrust reversers can be used
until the airplane comes to a complete stop;
- Immediately after the main landing gear wheels have touched
down, apply firm and steady maximum manual brakes and hold
pedal pressure until the airplane decelerates to a safe taxi
speed within the runway;
- Lower nose wheel to the runway immediately. It will decrease lift
and increase main landing gear loading.
The same technique could be used for Flaps 22° configuration.
Nevertheless, the landing distance will increase accordingly.
SOP-135/1664

3-40
REVISION 5 Page 7
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

LANDING ON WET, SLIPPERY OR

CONTAMINATED RUNWAYS
Wet or contaminated runways have much lower friction levels than a
dry runway. Friction depends on the runway surface, materials and
conditions. Runway contamination may reduce friction to very low
levels. The FAA defines that a runway is contaminated whenever
standing water, ice, snow, slush, frost in any form, heavy rubber, or
other substances are present. If such conditions exist at the time of
arrival and were not taken into account during dispatch, a landing
distance reassessment must be conducted. The QRH presents tables
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

to aid this analysis.

Hydroplaning always occurs to some degree when operating on fluid-
contaminated runways. The degree of hydroplaning depends on the
following factors:

- Absence of runway surface roughness and inadequate

drainage;
- Depth and type of contaminant;
- Tire inflation pressure.
Additional considerations, as follows, should be taken:

- Use Maximum Performance Landing techniques;

- Conduct a positive landing to ensure initial wheel spin-up and
initiate firm ground contact upon touchdown. Such technique will
positively reduce hydroplaning on wet runways and the strength
of any ice bond that, during flight, might have been eventually
formed on brake and wheel assemblies;
- If the airplane is equipped with thrust reversers, apply maximum
reverse thrust. Do not use asymmetric reverse thrust on slippery
and icy runways;
- Apply firm and symmetrical brakes pedal pressure;
- Do not apply Emergency/Parking Brake if the airplane has lost
the friction with the runway, as it will inhibit anti-skid protection.
Maintain runway centerline and keep braking;
- Landing on wet, slippery or contaminated runway with tail wind
SOP-135/1664

is not recommended.

3-40
Page 8 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CROSSWIND LANDING
For airplanes equipped with autothrottle, if asymmetric thrust is used,
disengage the autothrottle.
Four methods for crosswind landing can be used:

- Sideslip: In the sideslip condition, the airplane's longitudinal

axis remains parallel to the runway course, but the airplane no
longer flies straight along its original track. Downwind rudder
combined with aileron applied into the wind. The upwind wheels
touch down before downwind wheels.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Crab: Proper rudder and upwind aileron. On very slippery

runways the crab may be maintained for touchdown, reducing
the drift toward the downwind when touching down.
- De-Crab: On final approach, the crab is accomplished, just
before touchdown while flaring, downwind rudder is applied to
align the airplane with the runway centerline, simultaneously
with aileron control (to keep wings level) into the wind. Both
main landing gears touch down simultaneously.
- Crab and Sideslip: The crab method is applied until the
touchdown. When the upwind wheels touch down, a slight
increase in downwind rudder, simultaneously with aileron, aligns
the airplane with the runway centerline while keeping the wing
level. This combined method may be used during strong
crosswind.
Especially when landing on slippery runways, during landing rollout
with crosswind and reverse thrust applied as the airplane starts to
have any tendency to weathervane into the wind, a reverse thrust side
force component will be added to the crosswind component, which
may result in a tendency to drift the airplane to the side of the runway.
On that condition, the landing gear tire cornering forces available may
not be sufficient to counteract that drift.
To realign the airplane with the runway centerline, momentarily set
thrust reverse to IDLE and release the brakes. This minimizes the
reverse thrust side force component and improves the landing gear
tire cornering forces available to realign the airplane with the runway
centerline.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

Apply rudder and differential braking as required to realign the airplane

with the centerline. Once the airplane is back on the centerline,
reapply braking and symmetrical reverse thrust as required to
decelerate the airplane.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Crosswind
Component
Reverse Thrust

Reverse Thrust
Side Force Component
Longitudinal Component

− Touchdown Crosswind − Realign the

− Reverse Thrust Applied airplane with the centerline
− Reapply Braking

− Release Brakes Apply symmetrical

− Set Reverse Thrust to IDLE reverse thrust

EM145AOM020096A.DGN

CROSSWIND LANDING
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

OPERATIONAL FACTORS AFFECTING

LANDING DISTANCE
The required landing distance for dispatch is calculated considering
that the landing will be performed with the airplane crossing the
runway threshold at the screen height of 50 ft and at VREF using
maximum manual braking.
In order to stay within the operational margins of the required landing
distance, the crew must conduct a stabilized approach and landing
using the correct landing techniques.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Several environment factors, such as airport elevation, runway slope,

runway conditions and winds may affect the landing distance.
However, if the approach and landing is performed with deviations
from the standard procedures, the operational margin available will be
reduced or even exceeded.
The following operational factors, among others, will affect the airplane
actual landing distance:

- Crossing runway threshold with airspeed above VREF;

- Crossing runway threshold above the screen height;
- Extended Flare;
- Unstabilized approach.
If the airplane crosses the threshold with 10 kt above the VREF, the
landing distance increases by approximately 16%. Crossing the
threshold at 70 ft instead of the normal screen height increases the
landing distance by approximately 20%.
Extending the flare during landing increases the landing distance,
because the airplane will touch down the runway in a point ahead of
the runway touchdown zone, usually located at 1000 ft from the
runway threshold. Extending the flare by 3 seconds increases the
landing distance by approximately 35%.
Considering an unstabilized approach, with the airplane crossing the
threshold at 100 ft, above VREF and with 3 seconds of extended flare,
the landing distance increases by approximately 70%. In this situation,
the distance necessary to stop the airplane exceeds the operational
margins provided by the dispatch required landing distance.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

RECOVERY FROM OFFSET POSITION

According to ICAO, required visual references means the section of
the visual aids or of the approach area which should have been in
view for sufficient time for the pilot which made the assessment of the
airplane position and rate of position change, in relation to the desired
flight path.
Lateral and vertical offset may occur during any kind of approach,
when pilot can not assess horizontal and/or vertical flight path, which
requires major corrections on the final visual section of flight.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Upon recognizing an offset position, the pilot determines whether a

correction can be safely performed.

NOTE: In case of any doubt about a safe approach and landing, an

immediate go-around should be performed.
On lateral and/or vertical offset approach, adequate monitoring of pitch
attitude, bank angle and power settings is required, together with
cockpit raw data instruments available in order to prevent crew
disorientation.

LATERAL OFFSET
For lateral offset recovering, pilot shall select a reference point on the
extension of the runway centerline which is about half the distance to
the touchdown point, and establish airplane toward this point. Maintain
proper thrust, airspeed and flight path. Shortly before crossing the
aiming point, pilot shall start turning to get established start a turn
aiming for the extended inner edge line.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

VERTICAL OFFSET
High sink rates at low thrust settings are unsafe and may result in a
touchdown short of the runway or a high landing. A flat approach at
high thrust settings, if too low, may lead to an extended flare and long
floating landing.
To correct a vertical offset, the following procedures shall apply,
considering that pilot must adjust the airplane to stabilize it on the
correct flight path as soon as practicable, taking immediate and
precise action:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- For a low offset position, establish level flight;

- For a high offset position use maximum permissible sink rate

until airplane is stabilized on the correct flight path.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

WINDSHEAR
The most important way to cope with windshear is to avoid areas of
known or potential windshear occurrence, such as thunderstorms.
Severe windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15 kt, or
vertical speed changes greater than 500 ft/min.
Whenever a windshear is suspected during landing, the following
precautions should be taken:
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- For airplanes equipped with autothrottle, disengage the

autothrottle.
- During approach, maintain the VAP with the applicable wind
additive corrections.
- Select Flaps 22° unless limited by other landing performance
considerations.
- If possible, plan to land on the longest runway available, with
the lowest possibility of a windshear encounter.
- Adjust the Weather Radar and get the best information about
weather formations on the airplane path.
- Crew should monitor airspeed trend during approach. In the first
evidence of Windshear, initiate a Go-Around. If necessary,
perform the windshear escape maneuver procedure.
- Develop an awareness of normal airspeed, attitude and vertical
speed. The crew should closely monitor the vertical flight path
instruments, such as, vertical speed and altimeters, and call out
any deviations.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

WINDSHEAR RECOVERY TECHNIQUES

The windshear escape maneuver should be performed whenever the
following happens:

- A warning windshear is annunciated during approach.

PFD: WSHEAR (red).
Voice message: "WINDSHEAR, WINDSHEAR, WINDSHEAR".
- A caution windshear is annunciated during approach and the
pilot decides to perform the windshear recovery technique.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

PFD: WSHEAR (amber).

Voice message: "CAUTION WINDSHEAR".
- Whenever the pilot decides to perform the recovery techniques
due to the presence of windshear clues, without EGPWS
announcement.

WINDSHEAR ESCAPE MANEUVER DUE TO EGPWS

ANNOUNCEMENT
Advance thrust levers to maximum thrust and follow Flight Director
Escape Guidance. When moving thrust levers, press either GO-
AROUND button. Maintain the actual configuration (landing gear and
flaps) until airplane reaches 1500 ft AGL and terrain clearance is
assured.

NOTE: For airplanes equipped with autothrottle, the A/T system is

automatically disengaged with thrust levers beyond Thrust Set.
Aural message "THROTTLE" is triggered.
The windshear escape guidance mode does not automatically revert
to any other flight guidance mode. The pilot must manually select
another mode in order to exit windshear escape guidance.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

WINDSHEAR ESCAPE MANEUVER WITHOUT EGPWS

ANNOUNCEMENT
Disengage autopilot, advance thrust levers to maximum thrust and
maintain pitch angle 20° or PLI, whichever is lower. When moving
thrust levers press either GO-AROUND button. Maintain the actual
configuration (landing gear and flaps) until airplane reaches 1500 ft
AGL and terrain clearance is assured.

NOTE: For airplanes equipped with autothrottle, the A/T system is

automatically disengaged with thrust levers beyond Thrust Set.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Aural message "THROTTLE" is triggered.

LOW VISIBILITY LANDING

When flying under conditions of haze, smoke, dust, glare or darkness,
airplane height may appear to be higher than it actually is. Shadows
are one of the key factors in depth perception.
This effect is also encountered during night landings, or when smoke
or dust appears lying low across the threshold. The effect varies with
individuals and is modified by the intensity and clarity of runway
lighting. Situational alert must be emphasized on precision
approaches, since pilots tend to reduce power and drop below glide
path as soon as the runway is at sight.
Moisture on windshield interferes with visibility and may cause any
type of glide path illusion. Light rays will refract (bend) as they pass
through the layer of moisture of the windshield. You can appear to be
above or below the glide path or left or right of centerline. This can be
an error of as much as 200 ft at one mile from the runway, which when
combined with the effect mentioned above, could result in risk of
landing short of runway threshold or in a long landing.
Crosscheck VSI for rate of descent and fly to the touchdown aim point.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

REJECTED LANDING
The rejected landing procedure is similar to the go-around procedure.
Auto spoilers will retract as thrust levers are advanced for a rejected
landing initiated after touchdown. Attention must be given to the
intended flight path as the published missed approach procedure may
not be valid after passing the published missed approach point.
If thrust reverse is used, after reverse thrust is initiated, a full stop
landing must be made due to the time the reverser requires to
transition from reverse to forward thrust and the possibility that it does
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

not stow back in the forward thrust position.

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

REJECTED LANDING – ACTIONS AND CALLOUTS

PF PM
"GO-AROUND".
− Press either Go-Around
Button. − Verifies GA
annunciations.
− Moves thrust levers to
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

MAX.(1)
− Checks if engine is at
go-around thrust.
Go-around − Rotates smoothly the
airplane to the FD pitch
indication (GA).
− Selects flaps 9°.

− With the airspeed

greater than VREF.(2)
"FLAPS 9".

(1)
For airplanes equipped with autothrottle, the A/T system is
automatically disengaged with thrust levers beyond Thrust Set.
Aural message "THROTTLE" is triggered.
(2)
The VREF should be used as a guidance to initiate the rotation of the
airplane.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

REJECTED LANDING – ACTIONS AND CALLOUTS

PF PM

− Checks for positive rate of

climb.
Positive − Confirms positive "POSITIVE RATE".
Rate of rate of climb.
Climb "GEAR UP".
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Positions gear lever up.

− Selects VFS.
− Advises ATC.

− Selects appropriate
"SELECT HEADING navigation primary source.
(NAV)".
400 ft AGL − Selects Lateral Mode.
− Engage the autothrottle (if
installed).

− Checks Speed: VREF + 25 kt.

"CLIMB
SEQUENCE". − Retracts Flaps to Zero.

− Executes − Selects CLB thrust.

published missed
Acceleration approach or
Altitude proceeds as − Selects Vertical Mode.
instructed by ATC. − When flaps are zero:
"FLAPS ZERO".
− Monitors missed approach
procedures.

NOTE: Callouts are shown in bold text.

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

BOUNCED LANDING
The bouncing occurs more frequently during landings by one or a
combination of the following factors:

- Windshear;
- Low-level turbulence;
- High flare initiation;
- Excessive rate of descent;
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Late flare initiation;

- Incorrect flare technique;
- Excessive airspeed;
- Power on touchdown.
The key factor for a successful landing is a stabilized approach and
proper thrust/flare coordination. Do not extend the flare at idle thrust
as it will significantly increase landing distance. Reducing to idle
before the flare will also require an increase in pitch. Flaring high and
quickly reducing thrust to idle can cause the airplane to settle abruptly.
Do not apply stabilizer trim during the flare.

RECOVERY FROM LIGHT BOUNCE

When a light bounce occurs, maintain or re-establish a normal landing
attitude. Increasing pitch can lead to a tail strike. Be careful with the
increased landing distance and use power as required to soften the
second touchdown. It is very difficult to evaluate landing distance
remaining and the airplane energy.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

RECOVERY FROM A SEVERE BOUNCE

When a more severe bounce occurs, initiate a go-around and do not
attempt to land. Press the go-around button and advance thrust levers
to MAX. Hold the flare attitude until the engines spool up and reset
stabilizer trim, then follow normal go-around procedures.

NOTE: For airplanes equipped with autothrottle, the A/T system is

automatically disengaged with thrust levers beyond Thrust Set.
Aural message "THROTTLE" is triggered.
If the airspeed has dropped below the VREF initiate the go-around
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

procedure and retract the flaps to go-around setting only when the
airspeed becomes greater than VREF.

TAIL STRIKE DURING LANDING

Tail strikes are more frequent during landings than takeoffs. In fact, tail
strikes occur more frequently during landings by a factor of two to one.
Based upon information gathered from tail strike occurrences, the
deviation from the normal landing maneuver, is the main cause of tail
strikes. The mistakes most commonly made are:
- Approach at improper pitch, speed, thrust and glide path;
- Prolonged flare, hold-off for a smooth touchdown;
- Starting to flare the airplane too high above the runway;
- Improper crosswind correction during flare;
- Over-rotation during a touch-and-go.
Of all these commonly made mistakes, flaring the airplane too high
above the runway has the greatest potential for a tail strike and
resulting damage. When the flare is started too high above the
runway, airspeed will decrease below VREF. When placed in this
situation, the tendency is to continue to increase pitch in an effort to
arrest the excessive sink rate. The correct action to take is to
immediately lower the pitch attitude and fly the airplane to the runway
before the airspeed dissipates any further. This corrective action will
prevent a tail strike.
Lack of handling or poor handling could lead to a destabilized
approach, thus increasing the tail strike exposure.
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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

OVERWEIGHT LANDING
Overweight landing may safely be accomplished by using normal
landing procedures and techniques. There are no adverse handling
characteristics associated with heavier than normal landing weights.
Select the longest available runway, when feasible. Slope and wind
effects should also be considered.
Where possible, avoid landing in tailwinds, on runways with negative
slope or runways with less than normal braking conditions.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Reduce the landing weight as much as possible. To save time and at

pilot discretion, this can be done using high drag configuration (landing
gear and/or speed brake) and flying at a lower altitude (respect MORA
and MSA).
Wind additives may be impacted by flap placard speeds.
At weights above the maximum landing weight, the final approach
maximum wind correction may be limited by the flap maneuvering
speed.
Configure the airplane earlier so you will have more time to get used to
the higher approach speeds.
Do not carry excess airspeed on final phase.
It is recommended to land under VMC. You will have more time to
focus on the handling of the airplane rather than on the instruments
panel.
Brake energy will not be exceeded for flaps 22° or 45° landing at all
gross weights. However, give special attention to wet or slippery
runways. The brake energy limits may be exceeded when landing at
high gross weights at speeds associated with abnormal procedures
requiring flaps to be set at 45° or less.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

Try a smooth landing. On the other hand, do not allow the airplane to
float above the runway. Consider a go-around if a long landing is likely
to occur.
The maximum rate of descend is 300 ft/min at touchdown. Use
maximum reverse thrust down to 60 kt if applicable. If you are not sure
or airplane stop capability, use it until you are certain that the airplane
will stop within limitations. Use brakes consistent with runway length.
Maintenance inspection is required after landing (report AGW and rate
of descent on the TLB).

NOTE: Alert ground crew if brake temperature is too high.

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

DITCHING
This procedure is intended for use in case of emergency landing on
water and enough time is available to prepare the passengers.
If ATC contact is possible, set transponder code 7700 (if not, transmit
in blind), transmit a "MAYDAY" distress message with your present
position, course, altitude, speed, situation, time available and intention
of touchdown. If possible, ditch near shorelines, offshore platforms or
boats.
When the decision has been made to ditch the airplane, using the
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

QRH, complete the ditching preparation checklist.

Pilot should inform pursers and passengers of the upcoming event and
pass the following information:

- Nature of the ditching;

- Review emergency checklist, landing and evacuation
procedures;
- How the flight crew will signal cabin crew to start evacuation;
- How much time is left;
- Exits available for evacuation and crew duties;
- Secure all loser equipment in cabin and cockpit;
- Any further instructions that might be deemed necessary;
- Advise crew and passengers to prepare for ditching and
assume protective position. It must be transmitted from the
cockpit 30 seconds before ditching or at any moment an
accident occurs, by using the phraseology:
"IMPACT/IMPACT/IMPACT".
Plan to land with maximum flap available and burn off fuel to a
minimum onboard to increase buoyancy. Leave the gear UP.
Consider landing parallel to waves taking in account wind direction
and sea condition. If at all possible, land parallel to the swell, not
across it. The best location is along the crest of the swell which
minimizes the chance of a wingtip digging into the water. Second best
is in the trough or bottom of the swell.
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

Maintain airspeed at VREF and a rate of descent of less than 180 ft/min
or as low as possible, rotate attitude smoothly (approx 4° nose up)
during flare and keep flying the airplane at all times until touchdown.
After touchdown, reduce thrust to idle.
After the airplane has come to rest, proceed to assigned ditching
stations and evacuate as soon as possible, assuring that all
passengers are out of the airplane. Note that entry into water is always
considered "catastrophic" and the cabin crew will initiate evacuation
without further instructions from the flight deck.

ACTIONS AND CALLOUTS

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

DITCHING – ACTIONS AND CALLOUTS

PF PM

− Notifies cabin crew. − Sets transponder

− Notifies ATC. to 7700.
In Flight
− Selects No
Smoking/Fasten
Seat Belts signs
ON.

− Monitor cabin rate. − Presses the

pressurization
DUMP button.
− Pulls EGPWS CB
(D2 or J8) and
Aural Warning
System CBs (B4
At 10000 ft AGL and E29 or B4 and
E30).
− Turns Emergency
Lights ON.

− Sets ELT ON.

− Adjust altimeters and set landing data.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DITCHING – ACTIONS AND CALLOUTS

PF PM

− Checks if passenger − Packs 1 and 2

cabin procedures are PUSH OUT.
At 1000 ft AGL completed.
− Engine Bleeds 1
− Monitors cabin altitude. and 2 PUSH OUT.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Review After Ditching Procedures.

− Notifies ATC about

ditching position.
Before Ditching "FLAPS 45". − Sets flaps.

− Confirms landing gear

UP.

− Adjusts landing profile. − Alerts cabin crew:

Just before "IMPACT,
water contact − Maintains VREF and
IMPACT,
minimum rate of
IMPACT".
descent.

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

DITCHING – ACTIONS AND CALLOUTS

PF PM

− Reduces thrust − Sets Start/Stop

levers to idle. Selector knobs to
STOP.
− Shuts down APU.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

− Fire Extinguishing
Handles PULL,
APU Shutoff Valve
PUSH IN.
− Engines and APU
After Ditching Fire Extinguishing
Bottles (if
necessary)
DISGHARGE.
− Fuel Pumps Pwr 1
and 2 OFF.
− Hyd Elec Pumps 1
and 2 OFF.
− Alerts cabin crew: − Selects both
"INITIATE batteries knobs
EMERGENCY OFF.
EVACUATION".

NOTE: Callouts are shown in bold text.

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

FORCED LANDING
This procedure is intended for use in case of emergency landing
outside an airport, with enough time available to prepare the
passengers.
Set transponder code 7700, if ATC contact is possible (if not, transmit
in blind), transmit a "MAYDAY" distress message with your present
position, course, altitude, speed, situation, time available and intention
of touchdown.

- Plan to land with flap 45°;

User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

- Burn of fuel to a practical minimum reducing the touchdown

speed;
- If engine(s) is(are) running, perform a landing using thrust to
maintain a minimum rate of descent;
- An extended landing gear will absorb part of initial impact load.
Pilot should inform pursers and passengers of the upcoming event and
pass the following information:

- Nature of the failure;

- Type of evacuation and crew duties;
- Review emergency checklist, landing and evacuation
procedures;
- How the flight crew will signal cabin crew to start evacuation;
- How much time is left;
- Secure all loose equipment in cabin and cockpit;
- Any further instructions that might be deemed necessary;
- The order to assume protective position must be transmitted
from the cockpit 30 seconds before landing or at any moment
an accident occurs, by using the following phraseology:
"IMPACT/IMPACT/IMPACT".
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 STANDARD PROCEDURES AND
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OPERATING
PROCEDURES

ACTIONS AND CALLOUTS

FORCED LANDING – ACTIONS AND CALLOUTS

PF PM

− Notifies cabin crew. − Sets transponder

In Flight to 7700.
− Notifies ATC.
− Sets No Smoking/
Fasten Seat Belts
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

signs to ON.

− Monitors cabin rate. − Presses

pressurization
DUMP Button.
− Pulls GPWS CB
(J7, J8,) and aural
warning CB (B4,
E30) Pulls.
At 10000 ft AGL
− Sets ELT ON
(LSP).
− Emergency Lights
ON.

− Set ELT ON.

− Adjust altimeters and set landing data.

CONTINUES ON NEXT PAGE

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 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

FORCED LANDING – ACTIONS AND CALLOUTS

PF PM

− Review After Landing Procedures.

− Notifies ATC about

forced landing
"FLAPS 45". position.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

Before landing
− Sets flaps.

"GEAR DOWN". − Extends landing

gear using landing
gear lever or
alternate gear
extension lever as
required.

− Adjusts landing − Fire Extinguishing

profile. Handles PULL,
APU Shutoff Valve
− Maintains VREF and PUSH IN.
Just before
minimum rate of
touchdown
descent. − Alerts cabin crew:
"IMPACT,
IMPACT,
IMPACT".

NOTE: Callouts are shown in bold text.

CONTINUES ON NEXT PAGE

SOP-135/1664

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Copyright © by Embraer S.A. All rights reserved – See title page for details.
 STANDARD PROCEDURES AND
TECHNIQUES
OPERATING
PROCEDURES

CONTINUED FROM PREVIOUS PAGE

FORCED LANDING – ACTIONS AND CALLOUTS

PF PM

− Reduces thrust − Engines and APU

levers to idle. Fire Extinguishing
Bottles (if
necessary)
− Alerts cabin crew: DISCHARGE.
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

After landing "INITIATE

− Fuel Pumps Pwr 1
EMERGENCY
and 2 OFF.
EVACUATION".
− Hyd Elec Pumps 1
and 2 OFF.

− Sets both batteries

knobs to OFF.

NOTE: Callouts are shown in bold text.

SOP-135/1664

3-40
REVISION 5 Page 31
Copyright © by Embraer S.A. All rights reserved – See title page for details.
 PROCEDURES AND STANDARD
TECHNIQUES
OPERATING
PROCEDURES
User: bvalljet - Printed By myTechCare - Jun 28/23 - 14:12:20

INTENTIONALLY BLANK

SOP-135/1664

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Page 32 REVISION 5
Copyright © by Embraer S.A. All rights reserved – See title page for details.