SOP Notes Flashcards
The autopilot perfectly trims the airplane in pitch, but does not trim
for roll and yaw.
“Holding” the checklist:
— When the Captain elects not to accomplish an item on the checklist when it is called, s/he will state,
“Stop checklist”.
Continuing the checklist:
— When the Captain desires to continue the checklist, s/he will state,
“Continue the checklist”. The checklist will then resume with the item at which it was held.
Use of TCS, or disregarding flight director commands while operating in FLCH (SPD E),
may result in speed deviations.
To read the battery voltage, the GPU pushbutton must be
disconnected (pushed OUT).
BATT1 / BATT 2 . . . . . . . . . 1-ON / 2-AUTO
— Ensure aircraft is not moved until IESS is initialized. Initialization occurs within
90 seconds after power-up.
Prior to performing the FIRE Panel Test ensure that
no ‘FAIL’ fire detection / extinguishing system messages are displayed on the EICAS.
If the APU is running, pressing and holding the Fire Detection TEST button for more than
10 seconds will result in APU shutdown.
For E1 airplanes, to allow for the flight controls built-in-test (BIT), wait
three (3) minutes after AC power is applied or for the FLT CTL TEST IN PROG message to clear before turning any hydraulic pump on.
3 seconds after APU speed has reached 95%,
electrical and pneumatic loading are available. If the APU does not reach proper speed or acceleration rate within the starting cycle time, the APU will automatically shut down.
During the Power-up, wait
30 seconds after EICAS has been energized prior to start the APU.
If FLT CRTL BIT EXPIRED message is displayed,
refer to the QRH.
The action of reading and checking the OEBs must be performed by both pilots at the same time. The PF will read the OEBs and the PM will
cross check the information.
To allow for the flight controls built-in-test (BIT), wait three (3) minutes after AC power is applied, or
wait for the FLT CTL TEST IN PROG EICAS message to disappear before accomplishing the TRIMS check.
For all of the following trim checks, push and hold for more then
three (3) seconds to verify automatic stop:
NAV lights: During day time NAV lights must be turned ON prior to the inspection and
turned OFF once the inspection is accomplished. At night NAV light must be turned ON and remain ON after the inspection.
- Inspection lights: At night inspection lights must be turned ON prior to commencing the inspection and turned OFF once the inspection is accomplished
Check engine for leaks and obstructions in the air inlets. Oil puddles in exhaust nozzle exceeding
23 cm by 15 cm require logbook entry and maintenance action
Static Wicks (number) . . . . . . . . . Check
— Ensure four (4) on the rudder, one on the vertical stabilizer,
three (3) on each elevator and three (3) on each horizontal stabilizer.
Static Wicks (number) . . . .Check
— Ensure
three (3) on the aileron and six (6) on the winglet.
After the software calculates the takeoff performance the
Captain will read the ePerf results card on his EFB while the First Officer will cross check the information on the results card of his EFB.
Use CG 22% for E190, CG
25% for E195 and 29% for E195-E2.
Low pressure external (pre-conditioned) air in combination with APU BLEED air is acceptable. The use of HP air in combination with the
APU BLEED air is prohibited.
Normal limits are ± _______ between PFD 1 and 2. If a difference above the tolerance is noticed, report on technical logbook.
20 feet
Hydraulic Synoptic page . . . . . . Check
— Ensure hydraulic fluid quantity is
“green.”
Status page . . . . . . . . . . Check
— Ensure the following are green (‘Box Check’): •
BRAKES EMER ACCUM SYS 1 & SYS 2 If required, pressurize HYD SYS 1 and 2 (once the PBIT is complete) to pressurize the accumulators. • ENGINE OIL LEVEL • CREW OXY PRESSURE
IESS . . . . . . . . . . . . . . . . . Check and set
CAGE BUTTON (E1 Only) . . . . . . . . . . . . . . Press and hold for
2 seconds
— Observe amber CAGE flag displayed on the upper right corner of the IESS.
ELEVATOR DISCONNECT . . .. . . . . IN and
NO EICAS
Source: DIM MP-DSP-272
2.3.9. Cálculo de MTOW após o PARKING CHECKLIST
Procedimento para rodar o ePerf
CG (%) = 25 (E1) / 29 (E2)
Data must be inserted before releasing the Parking Brake. Do not press
AUTO INIT (6R).
DLK - Data must be inserted before
releasing the Parking Brake. Do not press AUTO INIT (6R).
After clearance: Guidance Panel - Set
— ALT SEL - Initial Assignet altitude — EHSI -
Departure course and NAV source selected — Heading - Set for departure procedure.
Before start - after clearance - Flight plan: Check altimeter setting, initial assigned…(4 things)
altitude, runway and departure heading and RVSM within limits for cruise flight level.
First Officer’s Expanded Flow - Climb Speeds - Acceleration height is obtained calculating the difference between
field elevation and MSA.
FMS - climb speeds - VNAV CAP AFE: difference between Eperf acceleration altitude and:
Field elevation. (AOMII Instruments- go around: On the VNAV CAP AFE field, set the height where VNAV engages.)
Once TRS is confirmed, check all data on EICAS (Flex, TO, ATTCS, temperature, N1). On E1 airplanes only the difference between N1 target indication on the EICAS and N1 target calculated via the performance software must be within
-0.1% and 0.5%. Most reliable values are obtained with engines running.
Prior to arm VNAV pressing TOGA on ground, check the performance software for the level-off height of the runway in use. Insert the level off information in the
VNAV CAP AFE and in the VNAV CAP <-EO-> on DEP LIM 1/1 FMS page.Maintain 15º as BANK LIM.
After the Ground Crew has communicated to the Flight Crew that their walkaround is complete, the aircraft is secure, and the ramp area is clear, Crew will call for pushback clearance. Do not release parking brake until
pushback clearance is received.
Ground Crew may be cleared to disconnect after parking brake has been set and
Engine #1 ITT rises, even before the “Good Start” callout.
Engine #1 should be started first. The starting cycle should be initiated
30 seconds prior to the end of pushback.
The FADEC will not allow fuel flow if ITT is above
120°C during ground start. In this case a dry motoring will be performed automatically and the fuel flow is commanded with ITT below 120°C.
Pilots will verbally confirm with one another that they have verified the safety of the crossing:
— When crossing active runways — When crossing hot spots depicted on the airport diagram
before deciding to single engine taxi away from the gate
Consider gross weight, temperature, ramp congestion, taxiway surface conditions and special airports (Airport Briefing)
On E1 airplanes, when performing a single engine taxi with engine 2 running, the Electric Hydraulic Pump 1 Selector knob must be set to ON in order to
pressurize the Hydraulic System 1.
SETO is authorized in icing conditions (<10°C and Visible moisture) except when:
- Contamination is present on ramps and taxiways
and/or
- Snow or freezing precipitation is falling.
High thrust settings required to initiate taxi can damage equipment in close proximity to the aircraft. Limit breakaway thrust to
40 % N1.
Do not start an engine in a turn because
nose-wheel steering effectiveness could be degraded.
Maximum taxi speed straight dry / wet
30 / 15kt - turns 10 / 5kt
After start- Check the following:
• Engine indications • Oil pressure • Oil temperature • Engine vibrations — Ensure all displayed EICAS messages are normal for the current operational aircraft configuration.
To avoid electrical power interruptions, check
Electrical Synoptic Page (IDG1 and IDG2 supplying AC power).
important items to consider for a crossbleed start of the second engine:
The management of the runway in use, brake temperature, number of aircraft on the holding point, and the condition of the pavement to prevent foreign objected ingestion by the engines
The power applied to start the second engine can only be reduced when
the engine 2 ignition indication is removed from EICAS. The premature reduction could lead to a hot start.
To avoid power interruptions before shutting the APU down or GPU disconnection, use the
Electrical Synoptic Page to follow the power transfer instead of waiting 30 s after %N2 stabilizes.
Xbleed start - For E1 airplanes the minimum recommended bleed duct pressure prior to start is
40 minus 0.5 psi for every 1000 ft above sea level.
If ATTCS remains white, PM must call
“No ATTCS” and takeoff must be rejected.
Make sure that the thrust levers are set to TOGA position before
60 kt, when HOLD mode is activated, even if the N1 has already reached the takeoff thrust (N1 target). In this case the thrust levers can be advanced without increase in N1.
If “ENG TLA NOT TOGA” displayed on EICAS anytime during takeoff or go around with the thrust levers out of the position TO/GA,
throttles must be advanced forward to the correct position (TO/GA) and FADEC will adjust power automatically.
Under normal conditions, the handwheel steering mode should not be used above
normal taxi speeds (30 KIAS) and for takeoff roll.
For takeoff the actual rudder will became aerodynamically effective above
40-60 KIAS
Xwing takeoff - Control wheel inputs increase drag due to spoiler deployment when
Control wheel inputs greater than 4°
The ailerons become effective as the aircraft accelerates through approximately
80 KIAS. Use aileron as needed to maintain wings level and rudder to maintain center line.
STATIC TAKEOFF
— Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1, — When engines stabilize at 40% N1, pilot advances thrust levers to TO/GA detent. — Pilot releases the brakes when the takeoff thrust (N1 target) is achieved.
All takeoffs at SDU must be done using the Static Takeoff technique
NORMAL TAKEOFF
— 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.
ROLLING TAKEOFF
— 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.
Pilots should consider using Rolling Takeoff when taking off from runways with lenght greater than
1800 meters and where backtrack is not required.
Static takeoff must be used when required by performance calculations and at airports where Static Takeoff is required according to
MGO, Airport Briefing, NOTAM AZUL and any other operational publication.
Rotation and lift off - An abrupt increase of rotation rate close to lift off might result in a tail strike. If t he established pitch rate is not satisfactory, t he PF must correct it as soon as detected. If pitch reaches
8°, PM must say “Pitch, Pitch”.
With all engines operating, adjust the pitch attitude to maintain
V2 + 10 knots to the acceleration altitude
Initial climb: With the flight director…
— Operative - Fly the flight director pitch commands. — Inoperative -
Fly a maximum pitch attitude of 12°.
In case of “F-BUG” disappears before total accomplishment of Slat/Flap retraction, retract Slat/Flap following
Green Dot + 10 Kt.
Close in turn path: 1 DURING THE TURN - 2 ACCELERATION ALTITUDE - 3 PF REQUESTS - 4 - WHEN THE TURN IS COMPLETED
1 - MAINTAIN FD BANK ANGLE LIMITS − MAINTAIN V2+10 Knots, 2 - VNAV, 3 - “set climb 1”, 4- RETRACT FLAPS ON SCHEDULE
During takeoff, track mode is displayed at
100kt
Initial climb - CLB 1 can be retarded if
there is any altitude restriction after the reading of checklist.
During climb and descent when operating within 5 NM and 2.000ft of other aircraft,
reduce the rate of climb to 1.000 fpm (feet per minute) to avoid the generation of TAs and RAs.
Climb Speed Schedule - Up to FL100 :
250 KIAS or greater if desired and airspace classification allows
Climb Speed Schedule - FL100 and Above - Best Rate:
VFS + 50 Kt (Maintain VFS + 50kt until intercepting Mach 0.60 or green dot speed, whichever is higher, following this until level off)
Climb Speed Schedule - FL100 and Above - Long Range:
250 KIAS / M 0.70
Climb Speed Schedule - FL100 and Above - Normal:
Optimum Climb Speed
Climb Speed Schedule - FL100 and Above - High Speed:
310 KIAS / M 0.77
The power will be set automatically when passing the acceleration altitude, if selected prior to departure. If not selected, set
VNAV passing the acceleration altitude
The Engines have two modes of climb thrust:
— CLB-1: Maximum Available Climb Thrust; — CLB-2: Reduced Climb Thrust at sea level, corresponding to approximately
90% of Maximum Climb Thrust at sea level
Climb FL 100 PF flow: one zero zero, MCDU PRF:
PROG Page - Clear any remotely tuned navaids if used to support departure. — RADIO Page - Clear any DME Holds if entered to support departure or EO-SID. — FIX INFO - Clear any fix inserted to support departure or EO-SID. — Confirm CLB1 has been selected
Climb FL 100 PF flow: one zero zero, MCDU, Flight Level Cruise: Check on FMS
the estimated weight on TOC and consider to manage the Optimum Level for best fuel consumption. Turbulence and wind must be observed.
Climb FL 100 PM flow: Exterior Lights - landing, taxi, logo, insp; sterile - off; MFD WX; Pressurization: Monitor
rate of climb, diff. pressure and cabin altitude. — Confirm CLB1 has been selected.
In range report.
Maximum Cruise Speed provides the maximum True Air Speed (TAS). It is achieved when maximum cruise thrust is used. Using maximum cruise speed, the trip time is
reduced and fuel burn increased
Maximum Endurance Speed provides the maximum time in-flight and the minimum fuel flow. This speed mode is used when the
trip time has to be prioritized. As example, when the airplane is performing a Holding or the arrival time at destination airport needs to be delayed for any reason.
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.
When operating in RVSM airspace (at or above FL290) and changing flight levels, do not overshoot or undershoot the CRFL by more than
150 ft. The autopilot should be operative and engaged during level cruise except during an obvious malfunction or when it must be disengaged due to turbulence.
Cruise Flows PF: Altimeters (RVSM), Thrust Rating Selection (CRZ), speed (LCR speed or another if requested by ATC), radar (tilt), Flight Progress:
Destination and alternates weather conditions (ACARS and VOLMET). — Manage the optimum flight level considering best fuel consumption, wind and turbulence; — Flight Monitoring: After the first flight hour ACARS free text message must be sent with the following information: • LAST WAYPOINT+TIME OVER_DESTINATION+ETA • Exemple: — FERMA1003 SSA1103
Cruise PF flow Flight Monitoring - After the first message, last position and ETA must be updated every
two hours of flight.
Whenever a “direct to” is used last way point information is missed, in this case the message must sent with NEXT WAYPOINT+ETO…
Changes in ETA greater than 10 minutes, Flight Monitoring message should be updated
Cruise PM flow: System Synoptic Pages, Pressurization, Flight Progress: The following items must be monitored in accordance with the Flight Release: — Time — Fuel: For flights shorter than 90 minutes, OFP must be crosschecked
with actual performance and deviations must be noted for TOC and every one hour of flight time.
For flights greater than 90 minutes, OFP must be crosschecked with actual performance and deviations must be noted for TOC and every one hour of flight time.
Navigation (secondary flight plan alternates, reclearance) Grid MORA, ATC frequency boundaries
Approach - Wind Correction: VAP = VREF + Wind Correction [Wind Correction =
1/2 steady headwind component + gust factor (min 5kt, max 20kt
If the STALL PROT ICE SPEED message is present, or icing conditions are anticipated on any portion of the arrival or approach, landing speeds should be populated with
STALL PROT ICE SPEED values
Descent PM In Range Report - The following items must be informed:
ETA; — Maintenance status; — And if necessary: • GPU/LPU; • QTA/QTU; • Special requirements for passenger (ex. Wheel chair); • Parking spot, passengers on-board during transit and next schedule flight for aircraft.
As a guide, in level flight without speed brakes, it takes approximately
ten (10) seconds and one-half (1/2) mile to decelerate each ten (10) knots of airspeed
Idle descent- QRH table angle until FL120, then
That angle minus 1 degree to decelerate
Decent - When changing altimeters setting crosscheck the primary barometric altimeters against one another. Executing Baro-VNAV procedure the difference between the altimeter indications must not exceed ±
100ft. If the difference exceeds ±100 ft, the approach may be continued with LNAV minimums only
deceleration distances required for IDLE thrust speed brake stowed: 1- level off 2- descend 1,000fpm
1- 10kt every 1NM
2- 10kt every 2 NM
deceleration distances required for IDLE thrust speed brake deployed: 1- level off 2- descend 1,000fpm
1-10kt every 0.5 NM
2- 10kt every 1NM
Approach- If instrument and/or navigation discrepancies become evident, abandon the approach, climb to the missed approach altitude but
delay required turns until arriving at the published missed approach point (MAP).
Approach - If flying under turbulent air condition, use
Green Dot + 10 kt.
Approach - The preferred maximum speed for extending Flaps is
VFE-20 Kt. However, this is not a limitation
Preview is applicable only for
ILS and LOC
It’s considered normal Vap below
GD on final.
The precision approach begins when the aircraft is over
the initial approach fix for the procedure being used and ends when the aircraft either lands or completes the transition to a missed approach.
Non precision approach - To use GP is necessary to check if
the angle after FAF is in capital letters.
Pilot modifications to the stored procedures (to include fixes, altitudes or angles from the FAF to the runway) are
not permitted.
Vertical Glide Path (VGP) profile is authorized when conditions below are satisfied:
— FMS is the selected Nav source; — Non-localizer based approached selected in the active flight plan; — Aircraft is within 30 NM of destination; — Altitude and angle constraint values have not been changed; — Vertical direct-to the FAF has not been executed; — VGP Unavailable message is not displayed on the scratpad of the MCDU
RNP AR The approach must be discontinued if any of the following messages annunciate, unless under VMC:
— DGRAD message on the PFD — GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or GPS FAILED messages on the MCDU
Visual - Align with the runway approximately 5 miles on final at 1500 ft. AFE or 3 miles on final at 1000 ft. AFE. This profile is based on an approximate
300 ft. AFE per NM reference (3:1 Ratio).
The PM will only verbalize “Approach lights” or “Runway” during
low visibility procedures
Do not shutdown an engine with
nosewheel steering inputs applied. Do not shutdown Engine 2 during APU Start Cycle
Engine 1 & 2 off:
Captain should check OFF icon on N1 for both engines and state “OFF” — In case of using GPU, wait 10 seconds or check Electrical Synoptic Page (GPU supplying one side) before an engine stop.
Battery 1&2 off:
If powering down for system reset, accomplish QRH Power-Down / Power-Up Checklist.
