A chart addressed in The following areas of emphasis should be addressed during ground and flight training:. Altitude and airspeed are presented on vertical scale instruments in both digital and analog formats. Pilots need to be able to understand the multitude of information presented on these displays. Pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD.
Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. An operational understanding of the basic modes of operation as well as an understanding of the fly-by-wire primary and secondary flight control systems and their associated system components. An understanding of the various lateral and vertical modes and the ability to select and arm the modes during different phases of flight is essential.
Pilots should have an understanding of the switch position and system configuration as it relates to whether the light bar is illuminated or not. This understanding is required for both normal and abnormal system operation. If Head-Up Displays are installed and used, training in accordance with Appendix 6 or equivalent should be provided.
Accomplishment of certain tasks, procedures, or maneuvers require training of a crewmember for a particular crew position i. Accordingly, training programs should address seat dependent tasks or maneuvers to the extent necessary to satisfy crew qualification objectives, and IAW ODR tables when applicable.
These may include the following:. Such training should be conducted to improve basic crew member understanding and confidence regarding aircraft handling qualities, options and procedures as these relate to design characteristics and limitations. Examples of this training could include the following:. Due to continued industry efforts to reduce exposure to CFIT accidents, special emphasis on this topic is appropriate. Emphasis on altitude awareness, GPWS warnings, situational awareness and crew coordination is appropriate.
Unless an initial or transition program is completed for each variant, differences training is necessary for qualification in each variant as shown in the MDR. A training program addressing pertinent differences described by individual operator ODRs, including normal and abnormal operations, if applicable, is required for each aircraft flown. Recurrent training must include appropriate training in accordance with 14 CFR As part of an approved training program, an operator may use many methods when conducting recurrent training, including classroom instruction, pictures, videotape, ground training devices, computer-based instruction, and static aircraft training.
Recurrent ground training may be reduced below programmed hours required in 14 CFR Appropriate emphasis should be placed on systems and procedures that may not have been used operationally, and are expected to be used prior to the next recurrent training event e. As permitted by 14 CFR This knowledge is necessary for the flight attendant to perform the duties and procedures required in routine, abnormal, and emergency situations.
As part of an approved training program, an operator may use many methods when conducting aircraft ground training, including classroom instruction, pictures, videotape, ground training devices, computer based instruction, and static aircraft training. The following areas of emphasis should be addressed during checks as necessary:. In accordance with Order The approach should be flown to the point where the inspector or examiner can determine whether the landing would or would not occur in the touchdown zone.
Flight Director and Raw Data. When an airman is qualifying in only the ERJ or ERJ, oral test items need only address the model for which the test is being conducted. The same requirement should be followed by flight crewmembers operating under 14 CFR Parts 91 or Upon completion of required tests, and submission of an application FAA Form , authorized FAA inspectors or designees may issue the necessary pilot certificate with type rating.
Proficiency Checks are administered as designated in 14 CFR Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in 14 CFR Addressed separately unless otherwise approved.
The following currency provisions apply to programs approved through ODR tables:. Take off and landing credit is permitted. Free updates and revisions with purchase. Know you will aways have the most current and accurate inforrmation available on your aricraft. Our Copies are available anytime on request. Everything is about one or two clicks away.
And all the data is repeated in every related place. To the LEFT of a cockpit switch panel are the pop-ups explaining those associated aircraft systems. In many of the Systems we illustrate numerous situations. FMS performance management information is advisory information only, and may not be used as a basis for fuel load planning or airplane range predictions.
There is no automatic protection for engine out situation. The pilot must review the complete procedure, comparing the waypoints, speeds, and altitudes displayed on the FMS with those on the published procedure charts. If any doubt exists about the integrity of the coded procedure, the procedure should not be used. If the APPR annunciator is not visible, and the appropriate runway visibility indications are not observed, the pilot should request a missed approach. The flight crew must rely on the altimeter as the primary altitude reference during the final approach segment, including step down fixes.
If the misbehavior does occur, perform the following procedure in order to mitigate the effects: - Select Heading Select on the Flight Guidance Panel; - Perform FMS position update to best sensor position.
If a runway change is performed, the following is observed: - The new runway will become the From waypoint. Instead, perform the steps described above for the runway change and activation. Crew should reestablish proper lateral navigation in HDG mode, accomplish the procedure above to activate the new runway and only then reengage LNAV.
The airplane normal operating procedures are the same as those in the basic AFM except as follows:. Takeoff Pages After Takeoff:.
The course reversal appears as a Hold pattern in the flight plan H symbol. The FMS will provide automated guidance to perform the course reversal by performing the appropriate Hold entry, as determined by the Hold pattern entry geometry.
The Hold fix will be automatically sequenced after the Hold entry is performed. If a course reversal is to be flown as a direct entry, the pilot may elect not to fly the course reversal. NOTE: - It is advised to conduct course reversals at speeds less than kt. If course reversals are conducted at higher speeds, the crew should monitor position throughout the maneuver, to ensure protected airspace is maintained.
The procedure turn is indicated with a P symbol in the flight plan. The FMS will provide automated guidance to perform the procedure turn. Prior to sequencing the procedure turn fix, the pilot should confirm the outbound distance and turn angle. NOTE: It is advised to conduct procedure turns at speeds less than kt. If procedure turns are conducted at higher speeds, the crew should monitor position throughout the maneuver, to ensure protected airspace is maintained.
The FMS maps may be used during these approach types to provide supplemental data. Throughout all the approach sequence: Track Deviation At the IAF: Altimeters Approach Data Baro Altitude SET Minimums Speed Selector Knob FMS Autopilot MAN Speed If the APPR annunciator is not displayed, and the appropriate runway visibility indicators are not confirmed, then the pilot should declare a missed approach.
FMS Tune Preview LOC Localizer Preview Localizer 1 Preview NONE Minimums If a miscompare occurs that results in lack of ability to select independent sources, APPR2 will not be possible. FMS Altitude The Go- Around mode results in 8 nose up, which will then change to speed hold mode if landing speeds are entered. With only a single engine, speed hold will be Approach Climb Speed.
If landing speeds are not entered, GA mode will provide continued fixed pitch. NOTE: If Holding patterns are conducted at speeds higher than kt, the crew should monitor position throughout the maneuver, to ensure protected airspace is maintained. If Hold exit is selected on the outbound leg, guidance will be provided to immediately turn and capture the inbound course to the Hold fix. If Hold exit is selected on the inbound leg, guidance will be provided to continue to the Hold fix. The Hold fix will then be automatically sequenced.
If the off-side FMS is not available, procedures should be followed as described in the following table, and detailed in the paragraphs below:. De- select error causing sensor, if detectable. If not, declare Missed Approach.
RNP 0. De-select error causing sensor, if detectable. If an alternate source is not available or time does not permit, declare missed approach. If conducting an RNP If the offside FMS is not available, declare a missed approach. Perform a cross-comparison of all sensor positions and de-select the error-causing sensor, if it is detected. The accuracy and integrity of the FMS guidance data cannot be ensured in this mode. In this case, ATC must be notified of the loss of navigation capability on the airplane.
MAN Altitude All data will be blanked, or dashed. A large X is displayed in place of the lateral deviation indicator. If the offside FMS is not available, the following procedures should be followed, based on the nature of the operation:.
If not available, declare missed approach. Fixed radius leg transition capability is not provided. Each RNP type has a required steering method, which is necessary to maintain containment integrity. The default RNP types and their associated steering methods are as follows:. SB ; - 4 for airplanes equipped with Load SB or with an equivalent modification factory incorporated.
SB or prior to Load SB , performing any approach using FMS; - 0. SB , Load SB or with an equivalent modification factory incorporated, performing radio-based approach. For RNAV approaches the default value remains 0. The FMS does not provide an indication to the crew of an excessive lateral cross-track deviation. Lateral deviation is not considered in the display of the RNP integrity alert.
It is the pilots responsibility to monitor lateral deviation, and take appropriate action to ensure the airplane follows the flight plan with minimal error. Regardless of the sensors in use, the RNP integrity alert will always be provided at any time the current position determination mode of the FMS does not yield satisfactory accuracy and integrity to satisfy the containment requirements for the active RNP type. The following table describes the relationship between phase of flight and the time to alarm.
Time to Flight Phase Alarm sec. The information herein presented replaces or complements the equivalent information in the basic AFM. Approval must be obtained from the appropriate regulatory authority prior to conducting these operations.
For limitations, procedures and performance information not contained in this Supplement refer to the basic AFM and applicable supplements. To obtain a green APPR 2 annunciator the following conditions must be met: Radio altitude below ft. Flaps 5. Both courses set to same value. Both Flight Directors operational.
Attitude and Heading valid on both PFDs. Glide slope and Localizer deviation valid on both PFDs. No back course selected. No TCS Button pressed. NOTE: When the green APPR 2 annunciator is enabled, the localizer lateral deviation scale is expanded with the external limits representing the excessive deviation points. Airplane no longer APPR 2 capable.
Crew selects flaps position other than 5 below ft. LOC frequency or inbound course mismatch. Cross-side data valid. Go-around not selected on either side. For localizer, the following additional condition is required: Both LOC signals tuned and valid for at least 15 seconds. For glide slope, the following additional condition is required: Both glide slope signals valid and both LOC signals tuned and valid for at least 15 seconds.
For radio altitude, the following additional condition is required: Both radio altimeters signals valid and on scale. If radio altimeters indications differ more than 10 ft approximately, an amber RA annunciator will appear flashing for 10 seconds then steady in the ADI.
On-side radio altitude between and 80 ft. On-side localizer tuned and valid. On-side glide slope valid. NOTE: The on-side excessive deviation warning is also displayed when the cross-side system has detected an excessive deviation. Glide slope excessive deviation: If a glide slope deviation greater than approximately one dot is detected, the GS pointer on the PFDs ADI will change from green to amber, the GS scale will change from white to amber, and flash.
Set approach speeds. Test Radio Altimeter if only one is available. Set the airspeed bug to the approach speed AP. Set the airspeed bug to the Approach Speed and bled off in such a way that over the threshold the target speed is at reference speed. If no visual contact is made upon reaching the decision height or if any malfunction could not be promptly identified during approach, a missed approach must be immediately initiated.
Recovery initiated 1 second after failure recognition:. NOTE: The maximum demonstrated altitude loss due to autopilot malfunction is 20 ft. It may be recognized if one of the following symptoms occurs during approach:. Unusual glide slope small deviation. Change in the rate of descent small or large. Excessive glide slope deviation and the GS indications becoming amber. Autopilot self disconnection. If a Slowover tendency is confirmed: Autopilot If not recovered up to ft radio altitude: Discontinue the approach.
If warning occurs below ft Radio Altitude: Discontinue the approach. Roll angle in excess of Pitch angle below - 5 or above 5. Operational regulations may require additional CAFM landing distance adjustment. The information herein presented must replace or complement the equivalent data in the basic AFM. The local authority determines the requirements for an operational transponder in each area where operations are intended. The remaining Normal Procedures section remains unchanged.
Ensure that the airplane is flown at the cleared flight level and that ATC clearances are fully understood and followed. Do not depart from cleared flight level without a positive clearance from ATC except for a contingency or emergency situation. While changing flight levels, do not overshoot or undershoot the cleared flight level by more than ft 45 m. 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.
The actions listed below must complement the procedures contained in the basic AFM. The remaining Emergency and Abnormal Procedures section remains unchanged.
In case of emergency or abnormal situation or contingencies equipment failures, weather, etc. When the airplane is operated using the CDL, the limitations specified in the AFM must still be complied with, as amended in this Appendix.
All the items that are related to the airworthiness of the airplane and not included on the list are automatically required to be installed.
The associated limitations must be listed on a placard affixed in the cockpit in clear view of the pilots and other appropriate crewmember s. The pilot in command should be notified of each operation with a missing part s by listing the missing part s in the flight or dispatch release.
The operator should list in the airplane logbook an appropriate notation covering the missing part s on each flight. If an additional part is lost, the airplane may not depart the airport at which it landed following this event, until it complies with the limitation of the CDL.
This, of course, does not preclude the issuance of a ferry permit to allow the airplane to be flown to a point where the necessary repairs or replacement can be made. No more than one part for any one system may be missing, unless specific combinations of parts are included in the CDL. Unless otherwise specified, parts from different systems may be missing. The performance penalties are cumulative, unless specifically designated penalties are indicated for the combination of missing parts.
Where performance penalties are listed as negligible, no more than three negligible items may be missing without taking further penalty. For each missing item more than three, reduce the takeoff, landing and enroute climb limits by lb 45 kg. Where performance penalties are listed as no penalty, any accumulative number of items listed as no penalty may be missing without further penalty.
Takeoff performance penalties should be applied to the takeoff weights that are limited by performance considerations i. If the performance-limited takeoff weight is greater than the maximum certified takeoff weight, the takeoff performance penalties should be applied to the maximum certified takeoff weight to ensure compliance with the noise requirements.
Landing performance penalties should be applied to the landing weights that are limited by performance considerations i. If the performance- limited landing weight is greater than the maximum certified landing weight, the landing performance penalties should be applied to the maximum certified landing weight to ensure compliance with the noise requirements. En route performance penalties apply only to operations that are limited by the one-engine inoperative en route climb performance.
Refer to the Aircraft Maintenance Manual TASK A for speed tape application, inspection procedure, and replacement instructions information. The use of speed tape is time limited to days.
The parts within each system are identified by its functional description and, when necessary, by door or panel identification. See Maintenance Manual, Chapter 06, for panel identification.
Number required for dispatch Number 4. Refer to MMEL Refer to MMEL and SB Cover the cavity with speed tape. Cover the cavity with speed tape. Door AR Cover the cavity with speed tape. Door AL Cover the cavity with speed tape. Ground Connector, Cover the cavity with speed Hydraulic Pressure tape. Access Panel BL Cover the cavity with speed tape. SB missing simultaneously or with equivalent with any item from ATA modification factory 53 without additional incorporated penalty.
Cover the cavity with Access Doors speed tape. Doors BL Cover the cavity with speed tape. NOTE: -Items , 02, One access door panel is allowed to be missing with no speed tape and with negligible penalty until the next available maintenance base. NOTE: Wing-to-fuselage flap track fairing seals must be installed. Takeoff - Flaps retraction speed for flaps 1 to 0 must be increased in 10 kt.
NOTE: - Items , and should not be missing simultaneously with inboard nacelle strake. This appendix is not approved by the Authority and must be used as a guidance information.
Whenever necessary, the information contained herein shall be previously approved by the local authority. For any two of the 3 conditions, the sum of the exceedances at any 2 conditions must be less than -2 dB. The sum of the exceedances at all 3 conditions must be less than dB. The correspondent engine noise level, as perceived by human ear, is presented at the Maximum A-Weighted Sound Level table. Open navigation menu. Close suggestions Search Search. Where can I get them?
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