Normal Procedures

Question 1

Minimum Battery Voltage

Answer 1

22V

Question 2

Trim Panel Check

Answer 2

Verify that ROLL TRIM Switch, YAW Trim Controller and PITCH TRIM Switches (Captain, First Officer and BACKUP) are operating properly both ways and check that position indication on EICAS changes accordingly. Verify system’s 3second protection working properly. Adjust YAW and ROLL trims to the neutral position and PITCH trim to the green band (2.0 units UP).

NOTE: The PITCH TRIM Backup Switch may be checked once a day only.

Question 3

ECS OFF Takeoff Policy (Bleed Overpressure Events)

Answer 3

when using TO-1 with ECS OFF always select APU ON for takeoff,
unless A/I ALL is selected on TDS page.

Question 4

ECS OFF Takeoff Policy: APU and PACKS

Answer 4

APU will supply bleed air for PACKS operation during takeoff until 500 ft AGL. If APU bleed
is unavailable, the PACKS will remain OFF until 500 ft AGL.

Question 5

ECS OFF Take-off Policy: APU and A/I

Answer 5

The APU bleed cannot be used for the anti-ice system operation. During takeoff, if the REF/A-I is set to ENG, the engine anti-ice system will be supplied by engines and the PACKS will be supplied by the APU. If the REF/A-I is set to ALL, the engine and wing anti-ice systems will be supplied by engines and the PACKS will switch OFF.

Question 6

ECS OFF Take-off Policy: Available TO modes

Answer 6

Only TO-1 can be used with ECS OFF. Other modes are allowed only when following a DDPM/MEL.

Question 7

FMS Speed on departure (NADP 1)

Answer 7

V2 + 10kts

Question 8

FMS Speed on departure (NADP 2)

Answer 8

VFS

Question 9

FMS Speed on departure (Alternative method)

Answer 9

If the MCDU has not been set-up for FMS SPEED on departure, the feature SPEED FMS can be selected above 3000ft AGL, after the climb sequence and SLAT/FLAP zero.

Question 10

Loadsheet: TRIM/WEIGHT CRITICAL FLIGHT. When are changes acceptable?

Answer 10

Whenever the loadsheet reports “TRIM/WEIGHT CRITICAL FLIGHT – OBSERVE LMC”, changes to the load are acceptable only if the resulting aircraft CG moves away from the boundary of the Weight & Balance envelope, as verified on the W&B chart contained in QRH EN Supplementary.

Question 11

Landing Performance: which speed can be used if no landing speeds are calculated?

Answer 11

Green-Dot

Question 12

Engine Warmup Time

Answer 12

2 minutes

Question 13

Max APU EGT for engine startup

Answer 13

550°. If higher, PACKS off for the duration of engines start procedure

Question 14

Takeoff Techniques: Static

Answer 14

• Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1.
• When engines stabilize at 40% N1, advances thrust levers to TO/GA detent. Release the
  brakes when the takeoff thrust (N1 target) is achieved.

NOTE: Due to the possibility of compressor stall, a static takeoff is not recommended with a crosswind greater than 30 kt for the EMBRAER 190/195.

Question 15

Takeoff Techniques: Normal

Answer 15

• Pilot lines up the airplane on the runway, applies brakes and adjusts thrust to 40% N1.
• When engines stabilize at 40% N1, pilot releases brakes and advances thrust levers to TO/GA detent.

NOTE: the takeoff distance and accelerate-stop distance increases by approximately 75 meters comparing to a static takeoff procedure.

Question 16

Takeoff Techniques: Rolling

Answer 16

• Pilot lines up the airplane with the centerline and, if cleared for takeoff, adjusts thrust levers
  to 40% N1 without applying the brakes.
• When engines stabilize at 40% N1, pilot moves thrust levers to TO/GA detent.

NOTE: the takeoff distance and accelerate-stop distance increases by approximately 150 meters comparing to a static takeoff procedure.

Question 17

Takeoff Techniques: tailwind above 10Kts up to 15Kts

Answer 17

• Line up the airplane on the runway and apply brakes (do not set the Emergency/Parking
  Brake).
• Keep AT disarmed.
• Adjust Thrust Levers to 60% N1.
• When engines stabilize at 60% N1, release the brakes, arm AT and slowly advance or make
  sure that the AT has advanced both Thrust Levers to TO/GA detent before 60 KIAS.

Question 18

Can FLEX be used on contaminated runways?

Answer 18

No

Question 19

Vx?

Answer 19

Green-Dot

Question 20

Vy?

Answer 20

Greed-Dot + 50

Question 21

Holding Speed

Answer 21

Gree-Dot (No ice)
Greed-Dot or 210 wichever is higher (Ice)

Question 22

Minimum FMS Speed

Answer 22

250KIAS/M0.67

Question 23

Maximum FMS Speed

Answer 23

300 KT/M 0.79 (CLIMB)/M 0.78(DESCENT)

Question 24

Cruise Buffet Onset Chart: what to do in case of turbulence?

Answer 24

From ceiling, reduce altitude of at least 4000ft

Question 25

Turbulence penetration speed

Answer 25

Below 10.000ft: 250KIAS Above 10.000ft: 270KIAS/M0.76

Question 26

Maximum acceptable speed below FL100

Answer 26

280KIAS only in still air, with thrust lever idle, and required by ATC

Question 27

Does the greed dot consider the STALL PROT ICE SPEED?

Answer 27

Yes

Question 28

What if a SID or a STAR are not in the FMS database

Answer 28

- Ask for another SID/STAR - If not available, fly the procedure raw data - Do a complete briefing

Question 29

Vref speed additive

Answer 29

VREF + 1/2 steady headwind component + gust increment

Question 30

Maximum descent rates

Answer 30

Below 3000AGL: 2000FPM Below 2000AGL: 1500FPM Below 1000AGL: 1000FPM

Question 31

Maximum accettable DCT TO durante RNP

Answer 31

Direct to IF with max 45° track change at intercept

Question 32

Visual Swingover procedure

Answer 32

- AP OFF, FD OFF - Select FMS on both PFD - In case of missed approach, follow ATC instructions

Question 33

Is a new performance calculation allowed during swingover?

Answer 33

No

Question 34

Max deviation during RNP

Answer 34

1 DOT that consists in: - HOR: 1xRNP lateral precision - VER: 250ft/DOT (dist > 2NM FAF) or 75ft/DOT (dist < 2NM FAF)

Question 35

How much to wait between GPU/APU/Engines takeover to avoid elec power interruptions?

Answer 35

10s

Question 36

Is it recommended to deploy SLAT/FLAPS in turbulent air?

Answer 36

No

Question 37

How to reduce pitch changes in turbulence?

Answer 37

Use FPA mode

Question 38

What if a VOR approach is not coded?

Answer 38

Add 200ft to the minima and fly it with HDG and FPA

Question 39

In case of non coded vor, how to add the 200ft to a temp compensated minima?

Answer 39

First temp compensation then add 200ft

Question 40

Below which altitude no comms should be made unless strictly necessary?

Answer 40

400ft. In case of engine failure, the 400ft are reported by the system by triggering the aural alterts.

Question 41

During go around, gear up and...

Answer 41

gear up, speed up!

Question 42

In case of flight control failure or urgency situations, is PAN PAN call necessary?

Answer 42

Yes, recommended by Sizjarto.

Question 43

How is a coded VOR procedure flown?

Answer 43

APP magenta

Question 44

How is a LOC procedure flown?

Answer 44

NAV + FPA

Question 45

Discontinued Approach

Answer 45

PF: "Discontinued Approach" PF: Press ALT Button PM: Verifies altitude PF: "Select FMS and NAV (HDG)" PF: Selects the most appropriate vertical mode Resume proper airplane configuration

Question 46

Chiocciola

Answer 46

- Select HDG - Select FLCH - Select A/T - Engage A/P - Speed VFS

Question 47

Can static takeoff be used on contaminated runways?

Answer 47

In case of contaminated runway, regardless of flow chart guideline, STATIC TAKEOFF is not recommended and can be disregarded.

Question 48

Carburante extra per deicing

Answer 48

300/400Kg per giornata con poco traffico 600Kg per giornata con tanti aeroplani

Question 49

Sequenza di azioni per non precision approach

Answer 49

1. Doppio QNH 2. Temperature compensation dopo essere scesi sul QNH 3. Aumentare la quota di 100ft 4. Configurazione con FLAP3 e L/G Down 5. 2NM FPA 0 6. RNP APCH 0.3 (se necessario) 7. 0.3NM FPA -3°

Question 50

When temperature compensation should be used?

Answer 50

- If OAT reported at the landing aerodrome is below ISA the crew shall always correct the approach MINIMUM by means of the Temperature Compensation page of the MCDU and enter the corrected minima in the PFD BARO selection box. The only exception to this rule is the CAT II and III procedures that refer to RA altitudes - If an FMS BASED NON-PRECISION APPROACH is flown the crew must activate the temperature compensation function regardless of the OAT condition reported at the landing airport (also above ISA conditions). This consents to always fly the charted glide slope automatically. - Whenever a below ISA condition is present and a LOC or a NON-CODED procedure is flown the EFB ColdTemp AltCorr tool or eRM temperature correction calculator box must be used to compute compensated altitudes for the approach, entering the charted references from the altitude vs. distance box and thereafter using compensated data to adjust the descent path. Anyway, compensated altitudes must be computed in the FMS and the compensated profile is available on MFD. CAUTION: Missed Approach Procedure with Temperature Compensation active. Some Missed Approach Procedures contain conditional altitude constraints connected to flight path changes. Below is an example valid for EDDF R07R: MAP: 068 ° at D1 FFM/D2 FRD RT intercept R087 FFM at D8 FFM/D10.8 FRD or MNM 5000, whichever is later, RT to RID maintain 5000. The Temperature Compensation function, when activated, corrects for low temperature all altitudes in the approach and Missed Approach profiles. In the example, MNM 5000ft would be corrected and presented in the FMS as a higher altitude, thus inhibiting turn sequencing to RID, as the aircraft would level off at the lower altitude of 5000ft set in the altitude preselector (final MAP altitude). Crew awareness is required in this and similar cases, as incorrect WPT sequencing by the FMS must be corrected manually by the PF (in the example, select HDG Mode and turn to RID at D8 FFM and 5000ft indicated).