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Embraer 145/140/135 > Revision 3 (15MAR16) Limitations > Flashcards

Revision 3 (15MAR16) Limitations Flashcards

1
Q

Required Flight Crew

A

Pilot (Captain)

Co-Pilot (First Officer)

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2
Q

Types of Aircraft Operations

A

Day and Night

VFR and IFR

Flight into Icing Conditions

RVSM

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3
Q

Airworthiness Requirements

A

Parts 25 and Part 36

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4
Q

Maximum Cabin Differential Pressure

A

8.1 PSI

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5
Q

Auto Mode Maximum Differential Pressure

A

7.8 PSI

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6
Q

Maximum Negative Differential Pressure

A

-0.3 PSI

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7
Q

Maximum Altitude After Depressurization

A

10,000 Feet MSL, unless MEA or other constraints require a higher altitude

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8
Q

Maximum Altitude for Dispatched Unpressurized Flight

A

10,000 Feet

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9
Q

VMO/MMO

Maximum Operating Airspeed

A

320 Knots/0.78 Mach

Do not deliberately exceed in any regime of flight

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10
Q

VMO from 8,000 to 10,000 Feet MSL

A

Red Line

Increases linerarly from 250 knots at 8,000 feet to 320 knots at 10,000 feet

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11
Q

VMO up to 8,000 Feet

A

250 Knots

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12
Q

VB/MB

Maximum Turbulence Penetration

A

250 Knots/0.63 Mach (whichever is lower)

200 Knots at or below 10,000 feet

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13
Q

VA

Maximum Maneuvering

A

200 Knots

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14
Q

Manuevering Speed Limitation

A

Full application of rudder and ailerons, and maneuvers involving angle of attack near stall, must be confined to speeds below VA

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15
Q

Landing Gear Speed Limitations

A

Extension: 250 Knots

Retraction: 200 Knots

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16
Q

Flap Placard Speeds

A

9 Degrees: 250 Knots

18/22 Degrees: 200 Knots

45 Degrees: 145 Knots

Momentary airspeed excursions that are due to wind gusts or turbulence are allowed up to 155 knots with no crew or maintenance action required

Steady state operation over 145 knots is not allowed and must be entered into the AML

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17
Q

Maximum Wiper Operation

A

160 Knots

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18
Q

Rudder Limitation

A

A full or nearly full rudder deflection in one direction, followed by a full or nearly full deflection in the opposite direction, even at speeds bleow the design manuevering speed, can dramitically increase the risk of structural failure of the vertical stabilizer or the rudder

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19
Q

VMCG

VMCA

VMCL

A

V1 Speeds are always higher

VR Speeds are always higher

VREF Speeds are always higher

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20
Q

Maximum Operation Altitude

A

37,000 Feet

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21
Q

Minimum Takeoff and Landing Pressure Altitude

A

-1000 Feet

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22
Q

Maximum Takeoff and Landing Pressure Altitude

A

8,000 Feet

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23
Q

Minimum Takeoff and Landing Temperature

A

-40 Degrees C SAT

In the event of a landing below -40 Degrees C SAT, the aircraft may not takeoff without further maintenance inspection

TAT in crusie flight above 25,000 Feet is limited to -45 Degrees C

Momentary deviations up to -50 Degrees C do not require maintenance action

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24
Q

Maximum Takeoff Temperature

A

-1000 Feet: 52 Degrees C SAT

8000 Feet: 34 Degrees C SAT

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25
Q

Icing Definition

On the Ground and Takeoff

A

Icing conditions exist when the OAT is 10 Degrees C or below AND visible moisture in any form is present (rain, snow, sleet, ice, clouds, or fog with visibility of 1 mile or less)

Icing conditions also exist when the OAT is 10 Degrees C or below when operation on ramps, taxiways, or runways where surface snow, slush, ice, or standing water may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes

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26
Q

Icing Caution on the Ground

A

Do not rely on visual icing condtions or ice detector actuation to turn on the Anti-Icing System. Use the temperature and visible moisture criteria. Delaying the use of the Anti-Icing System until ice build-up is visible from the cockpit may result in ice ingetstion and possible engine damage or flameout.

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27
Q

Icing Definition

In Flight

A

Icing conditions may exist whenever the TAT is 10 Degrees C or below AND visibile moisture in any form is present (rain, snow, sleet, ice, clouds, or fog with visibility of 1 mile or less)

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28
Q

Icing Caution in Flight

A

Notwithstanding ice detector monitoring, the crew remains responsible for monitoring potential icing conditions and for manual activiation 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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29
Q

Minimum Temperature for Manual Anti-Icing Operation

A

-40 Degrees C

SAT on the Ground and Takeoff

TAT in Flight

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30
Q

Maximum Temperature for Manual Anti-Icing Operation

A

10 Degrees C

SAT on the Ground and Takeoff

TAT in Flight

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31
Q

Takeoff with Airframe Icing

A

Takeoff is prohibited when frost, snow, ice, or slush is adhering to the wings, control surfaces, stabilizers, pitot static ports, or AOA vanes

1/8 inch frost layer is permitted on the underwing surfaces. Frost is NOT permitted on the lower or upper surface of the horizontal stabilizer or the upper surface of the wing

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32
Q

Runway Contamination

A

MORE than 25% of the required field length, within the width being used, is covered by:

More than 1/8 of water, slush, or wet snow

More than 3/4 inch of dry snow

Compacted Snow

Ice

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33
Q

Tactile Check

A

When the outside temperature is 5 Degrees C or below and:

Visibile Moisture or Water is Present on the Wing

Dew Point and Temperature spread is 3 Degrees C or less

Atmospheric Conditions are conducive to frost formation

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34
Q

Autopilot Engagement

A

500 Feet

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35
Q

Autopilot Disengagement

A

Instrument Approach: MDA/DA/DH

Visual Approach: TPA (1500 Feet AFL)

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36
Q

Autopilot Limitations

A

Single Engine GA is Prohibited

Approach Mode selection during localizer capture is allowed only when aircraft is inbound

CAT I coupled go-around height loss may be 95 Feet

37
Q

Yaw Damper

A

Not Authorized for Takeoff to 500 Feet AFL

Not Authorized for Landing

38
Q

CAT II ILS

A

Minimum Decision Height: 100 Feet

Coupled Go-Around height loss may be 50 feet

Minimum Altitutude during Coupled CAT II: 80 Feet

Max Tailwind: 10 Knots

Max Crosswind: 15 Knots

Must Be Flaps 22 Degrees

Must Fly Coupled to DH

If the approach plate shows RA 80’, round up to 85’

39
Q

APU Maximum Operation Altitude

A

37,000 Feet

40
Q

APU Maximum Altitude for Starting

A

30,000 Feet

41
Q

APU Maximium Start EGT

A

884 Degrees C

42
Q

APU Maximum Continuous EGT

A

680 Degrees C

Up to 717 Degrees C for 5 minute maximum

43
Q

APU Rotor Speed Limit

A

104%

Automatic Shutdown

44
Q

Minimum APU Start Temperature

A

-54 Degrees C

45
Q

Minimum Battery Temperature for APU Start

A

-20 Degrees C

46
Q

APU Starter Limits

A

Between 3 Consecutive Attempts: 1 minute OFF

Between 2 Series of 3 Consectuive Attempts 30 minutes OFF

47
Q

AHRS Initialization

A

The aircraft must not be moved when the AHRS is in the initialization mode until all attitude and heading information presented on the PFD is displayed

48
Q

AHRS Regions

A

May not be operated within the North and South Magnetic Polar cut-out Regions of 70 Degrees N and 60 Degrees S

49
Q

EGPWS Inhibition

A

FMS in Dead Reckoning Mode

Before takeoff or within 15NM of apporach or landing at an airport with longest runway less than 3500 feet

No IAP

Not in the Database

GPS 1 and 2 Fail

50
Q

Maximum Load on Main Generators

A

400 Amp

51
Q

Maximum Load on APU Generator

A

Up to 30,000 Feet: 400 Amp

Above 30,000 Feet: 300 Amp

52
Q

Maximum Battery Temperature

A

70 Degrees C

53
Q

Engine Cool Down

A

Run each engine for a minimum of 1 minute at idle or taxi thrust before shutdown

54
Q

Engine Oil Minimums

A

Before Engine Start: 8 Quarts

After Engine Start: 7 Quarts

55
Q

Engine Type

A

EMB 145: AE3007-A1

EMB 140/135: AE3007-A1/3

56
Q

Engine Warm-Up

A

The engines must be allowed to run at low thrust to stabilize engine temperatures before takeoff thrust is selected. Run the engine at idle or taxi thrust a minimum of 4 minutes for cold engines (shutdown for more than 90 minutes) or 2 minutes for warm engines

Prior to increasing N2 above 83% the engine oil temperature must be a minimum of 40 Degrees C

May run engine for at least 8 minutes and ensure the oil temperature is in the green range prior to advancing the thrust levers for takeoff

57
Q

T/O-1 (A1)

T/O RSV (A1/3)

A

ITT: 948 Degrees C

N1: 100%

N2: 57 - 102.4

58
Q

T/O-1 (A1/3)

T/O (A1/3)

A

ITT: 929 Degrees C

N1: 100%

N2: 57 - 102.4

59
Q

ALT T/O-1

A

ITT: 917 Degrees C

N1: 100%

N2: 57 - 102.4

60
Q

Max Continuous

A

ITT: 901 Degrees C

N1: 100%

N2: 57 - 102.4

61
Q

Engine Start ITT

A

800 Degrees C

62
Q

Minimum Oil Pressure

A

Below 88% N2: 34 PSI

At or Above 88% N2: 50 PSI

63
Q

Oil Pressure Limits

A

AMBER range up to 115 PSI for 5 minutes

AMBER range from 115 to 155 PSI for 2 minutes

Total Time in the AMBER not more than 5 minutes

NO operation in the RED range

64
Q

Minimum Oil Temperature for Starting

A

-40 Degrees C

65
Q

Minimum Oil Temperature for Takeoff

A

40 Degrees C

66
Q

Vibration Range

A

Amber range for 5 minutes during T/O or GA

10 Seconds all other flight phases

67
Q

Engine Starting Limits - Ground

A

Starting or Dry Motoring: 5 minutes ON, 5 minutes OFF

OR

1st - 4th Cycles: 1 minute ON, 1 minute OFF

Following Cycles: 1 minute ON, 5 minutes OFF

68
Q

Engine Starting Limits - Air

A

5 minutes ON with no cool down time

69
Q

Maximum Flap Extension Altitude

A

20,000 Feet MSL

70
Q

Maximum Airspeed after Takeoff without Retrimming

A

160 Knots

71
Q

ISIS Duration

A

40 Minutes on batteries

45 Minutes with Pitot 3 turned OFF

72
Q

Maximum Fuel Imbalance

A

800 Pounds

73
Q

Total Useable Fuel

A

11,100 Pounds

Pressure Refueling decreases capacity by 13.2 gallons

74
Q

Total Unusable Fuel

A

78 Pounds

Inoperative Electric Pumps increase unusable fuel by 365 pounds per wing

75
Q

Pressure for Re-Fueling

A

35-50 PSI

76
Q

Fuel Tank Temperatures

A

Minimum: -40 Degrees C

Maximum: 52 Degrees C

77
Q

Holding Configuration

A

Gear Up

Flaps Up

Minimum Airspeed of 200 Knots (Icing Only)

78
Q

Ozone Concentrations

A

Flights above FL270 must comply with ozone concentration requirements

79
Q

Thurst Reversers

A

For use during rejected takeoff or landing only

After intitiating reverse thrust, a full stop must be made

80
Q

Maximum Reverse Thrust

A

MUST be used when:

Stopping distance is deemed critical and its use will prevent a runway excursion

Fair to Poor braking action reports, unless the appropriate landing distance penalty is applied

81
Q

Idle Reverse Thrust

A

MAY be used on:

Dry runways 7,000 feet or shorter

Non-dry runways with Good braking action

82
Q

Thrust Reverse Prohibitions

A

Power-Back

Taxi

Any intermediate positons between IDLE and MAXIMUM

83
Q

Circling Approaches

A

Not authorized when the weather is less than 1,000 feet ceiling and 3 miles visibility

84
Q

Maximum Crosswind

A

30 Knots

85
Q

Load Limitations

A

Flaps Up: +2.5/-1.0 G

Flaps Down: +2.0/0 G

86
Q

Runway Slope

A

+/-2%

87
Q

Maximum Tailwind

A

10 Knots

88
Q

Engine Start Sequence

A

10% N2 - PMA powers ignition

14% N2 - FADEC enables ignition

28% N2 - FADEC enables fuel flow

42 - 48% N2 - Possible hung start range

50% N2 - The PMA powers the FADEC

57% N2 - FADEC declares a good start, start control valve closes, ignition off, generators online

60-64% N2 - Ground Idle (varies with temp)

Embraer 145/140/135 (2 decks)

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