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embraer 170 fms manualDiscover everything Scribd has to offer, including books and audiobooks from major publishers. Start Free Trial Cancel anytime. Report this Document Download Now Save Save NG FlightManagement System(FMS) for the Embraer 17. Full description Save Save NG FlightManagement System(FMS) for the Embraer 17. For Later 100 100 found this document useful, Mark this document as useful 0 0 found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 823 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. By using our site, you consent to the use of these cookies. For more information, see our Privacy Statement. You can also customize your browser’s cookie settings. During this time, the website will be intermittently available. We apologize in advance for any inconvenience. Voce sera redirecionado para a nossa pagina inicial no Brasil. You will be redirected to our US homepage. No matter how set speed switch position autothrottle follows only FMC speed. Am I doing anything wrong?No matter how set speed switch position autothrottle follows only FMC speed. Am I doing anything wrong?Not suported.But in any case the issue only arises at cruising altitude. During the descent I can control speed again manually Sent from my iPhone using Tapatalk Now I got another intermittent issue with a way FMC calculate altitude after APPROACH being selected ( STAR and landing runway) Looks like FMC pick inconsistent flight levels where some waypoints have different flight level in following order FL39 then FL70 then FL110 then FL98. Now sure why it happened.Instead it struggles with vertical stability pitching up and down and trying to catch correct pitch altitude. However, after manually stabilizing airplane and switching autopilot back it behave normally.http://www.italiangreyhound.pl/img1/userfiles/delonghi-dh100p-dehumidifier-manual.xml
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Now I got another intermittent issue with a way FMC calculate altitude after APPROACH being selected ( STAR and landing runway) Looks like FMC pick inconsistent flight levels where some waypoints have different flight level in following order FL39 then FL70 then FL110 then FL98. However, after manually stabilizing airplane and switching autopilot back it behave normally.If you can duplicate, please post screenshots.I haven't tried but maybe the same trick as before. Exit VNAV mode by pressing VNAV button and then press ALT.It was one of KDEN STARs One minute I look at it and all looks good then randomly and intermittently the TOD marker on the MFD disappears and nonsense altitudes appear in the FMC. This was always working perfectly for me in 10 and up till 11.02 so I don't think it's operator error. Many flights (including VNAV RNAV approaches to minimums) are fine - all works perfectly.Thank you! If you have an account, sign in now to post with your account.Paste as plain text instead Display as a link instead Clear editor Upload or insert images from URL.Do not use chat for extended support, only basic questions. Where can I get them. Also, I went to input a route into the FMS that had airways, but could not figure out how to enter airways into the FMS. Can you advise?Paste as plain text instead Display as a link instead Clear editor Upload or insert images from URL.Guidelines Privacy Policy We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue. Fms Guide Feelthere from instagram. Rear Axle and Brakes Chapter 2 FOOT THROTTLE submitted by online shoppers to assist you as was launched- the 300. 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It looks like your browser needs updating. For the best experience on Quizlet, please update your browser. Learn More. With a dash (-) at the end of the scratchpad entry, pushing the DEL key deletes the entire scratchpad entry. What will you see on the FMS following a power-up. First you'll see a non-FMS page. Pressing any button on the FMS will then take you NAV IDENT page by default prompting the flight crew to verify current FMS software and database. What does pressing the PERF key accomplish. It takes you to the first page of the active flight plan. What does pressing the PROG key accomplish. It takes you to the first progress page. What does pressing the RTE key accomplish. While on the ground, pushing the RTE function key shows the route page 1 with origin, destination, runway and company route identifier information. When the RTE key is pushed while in air, the RTE page 2 through X corresponding to the aircraft position in the flight plan is displayed instead of RTE page 1. What does pressing the RADIO key accomplish. Pushing the MENU function key shows the MCDU menu page, that gives access to maintenance and status information. DR is an alerting (amber) annunciator. This annunciator is displayed or lit when operating in the DR mode. The FMS enters DR mode after loss of required navigation performance (see DGRAD) and loss of radio updating and all other position sensors (IRS and GPS) for greater than 2 minutes. DGRAD is an alerting (amber) annunciator. This annunciator is displayed when the FMS loses required navigation performance (RNP). This is accompanied by the UNABLE RNP scratchpad message. The MSG annunciator is shown on the MCDU when there is a message on the MCDU scratchpad. The annunciator is removed or turned off after the message(s) has been cleared from the scratchpad. APPR is an advisory (magenta) annunciator. The annunciator indicates the FMS is in the approach mode of operation. In this mode, the EDS deviation sensitivity and FMS tracking gains are increased. VTA is an advisory (magenta) annunciator. A vertical track annunciator is given to warn of impending FMS vertical track command changes. A VTA is issued for the following conditions: — The aircraft is within 1,000 feet of capturing an altitude constraint that is not collocated with the altitude preselect — In CRUISE, one minute prior to top of descent (TOD) — One minute prior to resuming a climb or descent from a constrained waypoint. — Prior to resuming a vertical flight level change (VFLC) descent due to a speed limit altitude level- -off — In CRUISE, one minute prior to executing a step climb. The VTA is also issued as an audible annunciator. WPT is an advisory (magenta) annunciator. The FMS gives a lateral track annunciator (WPT) 30 seconds prior to sequencing a waypoint. On the NAV IDENT page, next to the NDB (Navigation Data Base), you'll see a Date and Time in Zulu. Where does the FMS derive that information from. The date and time shown on this page is synchronized with the global positioning system (GPS) date and time. You are in the RTE page programming your route. You want to fly J44 to ALS VOR. How do you enter this in the FMS properly. On the scratchpad, separate the J-airway and the VOR with a dot. (J44.ALS). Then insert this by pressing the applicable L Line Select Key (L1-L6). The FMS is commanding a change of altitude but the altitude selector has not been reset. The aircraft cannot change altitude until the selector has been reset. The FMS speed command is limited to the entered speed below the entered restriction altitude. How is aircraft gross weight in the PERF INIT page calculated. It adds the numbers entered in ZFW and FUEL together. What happens if gross weight exceeds the aircraft limit.This must be corrected before performance is initialized. On PERF DATA page 1, you'll be able to see ceiling altitude.What does this mean. The fuel FOM is an estimate of the accuracy of the fuel required calculation expressed in thousands of pounds. For example, if the FUEL FOM is 0.2, it means that the fuel required numbers have an estimated accuracy within 200 pounds. NAV INDEX - DATA BASE WPT What page would you go to in order to obtain information about a certain FIX, such as distance to it, bearing, ETA, Etc.? NAV INDEX - FIX INFO How do you access RAIM PREDICTION. By selecting the PRED RAIM prompt from any GPS STATUS page. It can also be accessed by How would you program the aircraft to hold at present position? 1 Select the HOLD prompt from the NAV INDEX. HOLD is placed in the scratchpad. Make any necessary changes. 4 Select INSERT (6R) or CANCEL (6L). How do you delete a hold. There are 2 ways of doing this. Either by deleting it from the active flight plan page or deleting it from the holding pattern page. Active flight plan page: Display the active flight plan page showing the holding fix waypoint. 2 Push the delete key. DELETE is displayed in the scratchpad. 3 Push the line select key to the left of the waypoint with reverse video of H. This deletes the HOLD but not the waypoint. A second DELETE deletes the waypoint. Holding pattern page: 1 Display the HOLDING PATTERN page. 2 Select the DELETE prompt at 6R. 3 Return to the Active Flight Plan page and activate any changes. As you approach a holding pattern, you see HIGH HOLDING GRD SPD on the scratch pad. What does this mean. Your ground speed is too high for the aircraft to remain within the protected airspace that the hold allows. It is prompting you to maintain a slower ground speed. In the active flight plan page, how can you see if a procedure turn is loaded. The FMS shows the ACTIVE FLT PLAN page with a P in reverse video next to the fix where the PT starts. You want to create a fix 20 NM out on XYZ VOR radial 360 and fly direct to it. How would you program it. Then place it in L1, select either direct or active and activate it. You want to create a fix defined by an intersection between ABC VOR radial 360 and XYZ radial 090 and fly direct to it. These include the following: ERJ-170-100, ERJ-170-200, ERJ-190-100, ERJ-190-200 and ERJ-190 ECJ. The ERJ-170-100, ERJ-170-200, and ERJ-190-100, ERJ-190-200 are often commercially referred to as the Embraer 170, Embraer 175 and Embraer 190, Embraer 195 respectively. The autopilot must be disengaged before the airplane descends below 50 feet AGL when it is coupled to an ILS glideslope and localizer unless it is in the go-around mode. The autopilot must be disengaged before the airplane descends below Minimum Descent Altitude (MDA) on a non precision approach with the autopilot engaged. This terminology acknowledges the need for operators to fully comply with provisions in this FSB report, if this AC method is to be applied as that operator's means of compliance with 14 CFR Partial, or selective application of the process or its provisions, does not constitute an acceptable means of compliance with 14 CFR Detailed Embraer generic ODR tables are on file with the Seattle AEG. Copies are available on request. These ODR tables are provided as Embraer generic, and therefore may not include items that are applicable to particular operators. New ODR tables proposed by operators should be coordinated with the FSB prior to FAA approval and implementation. Through this coordination, the FSB can ensure consistent treatment of variants and types between various operators and compatibility of the ODR tables with MDR provisions. Originally approved ODR tables are retained by the operator. Copies of all approved ODR tables should be forwarded to the FSB Chairman, Seattle Aircraft Evaluation Group (AEG), SEAAEG. The provisions of Section 6 of this report apply to programs for airmen who have experience in 14 CFR For airmen not having this experience, additional requirements may be appropriate as determined by the POI, FSB, and AFS-200. No unique provisions or requirements are specified. Training program hours may be reduced as specified in 14 CFR No unique provisions or requirements are specified. Training program hours may be reduced as specified in 14 CFR 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. 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. An operational understanding of the FADEC and the engine thrust mode selection is required. 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. If mixed flying of HUD and non-HUD equipped aircraft occurs, the operator should have approved ODR tables reflecting the HUD installation. 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. Recurrent ground training may be reduced below programmed hours required in 14 CFR Recurrent flight training requires appropriate maneuvers and procedures identified in 14 CFR In accordance with Order 8900.10, when the flight test is conducted in the airplane in actual flight, a touchdown from a no flap is not required. 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. Checking standards for HUD are equivalent to those for non-HUD operations except for Category III. For Category III, performance equivalent to or better than that demonstrated for manual Category III HUD operations in the original equipment STC, should be shown by each PIC. The satisfactory completion of a practical type rating evaluation in any ERJ-170 or ERJ-190 variant will meet the requirement for the ERJ-170, ERJ-190 type rating. In order to operate another variant, crewmembers operating under Airmen completing pertinent 14 CFR Upon completion of required tests, and submission of an application (FAA Form 8710-1), authorized FAA inspectors or designees may issue the necessary pilot certificate with type rating. These checks must be administered by an authorized check airman, or FAA Aviation Safety Inspector. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in 14 CFR For programs approved through ODR tables, currency is specified in accordance with MDRs. The following currency provisions apply to programs approved through ODR tables: Take off and landing credit is permitted.It is the responsibility of the Certificate Holding District Office (CHDO) to review compliance with pertinent operating rules prior to 14 CFR Accordingly, an additional 14 CFR Passenger capacity less than or equal to the demonstrated capacity may be authorized. A partial-evacuation for the ERJ-170-100 is required unless the particular certificate holder has previously operated a ERJ-170-100 with the same or similar interior and exit configuration. Accordingly, an additional 14 CFR Passenger capacity less than or equal to the demonstrated capacity may be authorized. A partial-evacuation for the ERJ-170-200 is required unless the particular certificate holder has previously operated a ERJ-170-200 with the same or similar interior and exit configuration. Accordingly, an additional 14 CFR Passenger capacity less than or equal to the demonstrated capacity may be authorized. 14 CFR A partial-evacuation for the ERJ-190-100 is required unless the particular certificate holder has previously operated an ERJ-190-100 with the same or similar interior and exit configuration. Accordingly, an additional 14 CFR Passenger capacity less than or equal to the demonstrated capacity may be authorized. 14 CFR A partial-evacuation for the ERJ-190-200 is required unless the particular certificate holder has previously operated a ERJ-190-200 with the same or similar interior and exit configuration. When an operator is currently operating either the ERJ-170 or ERJ-190 and it adds the other variant aircraft in the same kind of operation, proving tests are not required. Proving test requirements and reductions are as designated by FAA Order 8900.10 and the CHDO, or as otherwise specified by the FSB or AFS-200. The acceptability of differences between devices, simulators, and aircraft operated must be addressed by the POI. Requests for device approval should be made to the POI. If device characteristics clearly meet established FAA criteria and are qualified, the POI may approve those devices for that carrier. Where devices do not clearly satisfy a given level, POIs should request advice from the FSB Chairman (AEG), NSET, or AFS-200. Alternate means of compliance with differences requirements of 14 CFR Analysis, demonstrations, proof of concept testing, differences documentation, or other evidence may be required. In the event alternate compliance is sought, training program hour reductions, simulator approvals, and device approvals, may be significantly limited and reporting requirements may be increased to assure equivalent safety. FAA will generally not consider relief through alternate compliance means unless sufficient lead time has been planned by an operator to allow for any necessary testing and evaluation. In the event of clearly unforeseen circumstances in which it is not possible for an operator to comply with MDR provisions, the operators may seek an interim equivalent program rather than a permanent alternate compliance method.HGS training is required for those flight crewmembers whose initial training was accomplished without HGS equipped training devices. Compliance with the following Operational Regulations (FAR 91 and FAR Powered civil aircraft with valid airworthiness certificate. Operator's responsibility. The use of an approved Minimum Equipment List is an operators responsibility. Equipment and use. Turbojet powered civil airplanes. Equipment and use. Tests and inspections Night VFR operations. Each lavatory is equipped with a smoke detector, which provides an aural alert in the lavatory and cabin and additionally a light at the associated attendant station. Each lavatory has an automatic fire extinguisher located in the waste container cabinet. IFR flight operation. Equipment requirements. En route inspections. The observer’s seat is qualified by TSO-C127. It should be noted that the program focuses principally upon training events flown in the left seat by the pilot-in-command (PIC) in FAR For all operators, the initial ground training program should include the following elements: For operators wishing credit for low visibility operations predicated on use of the HUD, information should be provided on the operational characteristics, capabilities, and limitations of the ground facilities (surface movement guidance control system) and airborne CAT III system. Airline policies and procedures concerning low visibility operations should include a reporting process, MEL issues, operation following a missed approach, IOE and currency requirements. Emphasis on the availability and limitations of visual cures encountered on approach both before and after DH. This would include: For operators wishing credit for low visibility operations predicated on use of the HUD, this should include narrative descriptions and several low weather approach demonstrations with procedural call-outs and responses. All critical procedural callout possibilities should be covered. When a simulator is used, only FAA approved ERJ The following flight training program is generic in nature and should not be construed to dictate what the flight course of instruction must consist of. Each operator has his own unique requirements, route structure, fleet composition and operations policies to consider in developing their training program. Therefore, what follows might be considered as a guide to an operator who is tailoring a HUD training program to fit his own needs. Approaches After touchdown, raise weather to demonstrate position on runway This requirement should include three HUD assisted takeoffs: one visual approach and three instrument approaches in conditions not less than RVR 1800. Each approach must terminate in a manually controlled HUD assisted landing or HUD assisted go-around. In addition, each PIC must accomplish at least twenty-five HUD assisted takeoffs in VMC conditions prior to using the HUD mode in IMC conditions. Upon completion of this requirement the HUD qualified pilot would then be certificated to conduct HUD approaches to company authorized minima as set forth in their Operations Specifications. In response, we have issued some transportation-related measures and guidance. Please check if any of these measures apply to you. If you cannot get through, please contact us by email. For the purposes of this report, the EMBRAER 170 is considered as the base aircraft against which all variants are evaluated.The EMBRAER 175 is certified as an EMBRAER 170 amended Type Certificate. The EMBRAER 190 is certified on its own Type Certificate.It is equipped with GE CF34-8E5A1 and GE CF34-8E5 engines.The ERJ175 fuselage has the same cross section as the ERJ170 but is 70 inches (1.78m) longer than the EMBRAER 170. There is commonality in the hydraulics, flight controls, anti-ice, avionics, air conditioning and pressurization, electrical, fuel and APU systems. The basic EMBRAER 170 cockpit crew interfaces have been maintained in the variants. It is equipped with GE CF34-8E5A1 and GE CF34-8E5 engines.Approach speeds are dependent upon aircraft weight. Although the variant models operate at heavier weights than the base aircraft, critical speeds are presented to the pilot in a standardized manner for the base and the variant aircraft.A common type rating is a term used by the TCCA to indicate that a unique type rating applies to the aircraft evaluated and that differences training is required for the issuance of a type rating for the three aircraft.The highest speed to be flown (speed category) during a circling maneuver must be used by the flight crew to determine the appropriate minimums.The autopilot must be disengaged before the airplane descends below 50 feet AGL when it is coupled to an ILS glideslope and localizer unless it is in the go-around mode.These provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences).Partial, or selective application of the process or its provisions does not constitute an acceptable means of compliance.The ODR tables represent an acceptable means to comply with MDR provisions, for the aircraft evaluated, based on those differences and compliance methods shown. The tables do not necessarily represent the only acceptable means of compliance for operators with aircraft having other differences, where compliance methods (e.g., devices, simulators, etc.) are different, or for combinations of aircraft not evaluated. For operators flying variants, which are the same as the aircraft used for the ODR table development, and using the same compliance methods, the ODR tables in Appendix 2 have been found acceptable, and therefore, may be approved by a POI for a particular operator.New ODR tables proposed by operators should be coordinated with the OEB prior to TCCA approval and implementation.