Embraer E-Jet Limitations

The limitations of the Embraer E-Jets are the boundaries within which each model is certified and must be operated: its weights and maximum altitude, its speeds, the winds and runway conditions it may take off and land in, and the limits of its engines, APU and systems. The certified figures come from the EASA type-certificate data sheets (TCDS), IM.A.001 for the ERJ 170 series and IM.A.071 for the ERJ 190 series. The speed, engine and system limits come from the airplane flight manual (AFM) and are repeated in the operating manual.

Many limits differ between models and between the first generation (E1) and the E2, so every figure here names the model it applies to. Most of the published operating detail, and so most of this article, concerns the first-generation E190 (E190 E1) and the E190-E2, as given in a summary of the E190 operating manual. The operator's current AFM and operations manual always govern. The family and its flight deck are described in Embraer E-Jet family and flight deck.

How the limitations are presented

Three kinds of figure meet in an E-Jet operating manual. Certified limits belong to the type certificate: the data sheets list the maximum operating altitude and the maximum weights model by model and, for the weights, version by version. AFM limitations cover speeds, load factors, engines, the APU and the systems; the operating manual summary gives them system by system, with separate E1 and E2 values where the two differ. Operator limits are set in the operator's own operations manual, part B (OM-B), and may be stricter than the AFM. An operator's figures are not type limitations, so the E2 crosswind and tailwind limits of a particular airline's OM-B are not given here.

The data sheets and engines behind the models are:

The engine limits quoted below are those of the CF34-10E5A1 on the E190 E1 and the PW1919G on the E190-E2, the two installations the operating manual summary describes.

Weights by model

The data sheets give maximum weights for each model and version. On the first generation the versions are designated STD, LR or IGW, and some weights rise with a service bulletin; on the E2 the takeoff weight depends on the service bulletins embodied. The figures quoted here are:

On the E190-E2 only the takeoff and ramp weights vary with the service bulletins: the landing and zero fuel weights are single values, and the operating manual gives the same figures as the data sheet. The E195-E2's landing and zero fuel weights also agree between the two documents. The data sheets list further versions and options, and the AFM of the airplane flown gives its own figures.

The gap between maximum landing weight and maximum zero fuel weight is the most fuel an airplane loaded to its zero fuel limit may still carry at touchdown. On the E190-E2 it is 49,050 − 46,700 = 2,350 kg, and on the E195-E2 54,000 − 51,850 = 2,150 kg. An E190-E2 at its maximum zero fuel weight that would arrive with more than 2,350 kg of fuel would be over its maximum landing weight, so on such a flight the landing limit caps the fuel that can be loaded. On the day, runway, climb and obstacle performance often set a lower takeoff weight than the structural figure (see maximum structural and regulated masses and takeoff mass limitations).

Tank capacity is the other end of the chain. The E190 E1 carries 13,100 kg of usable fuel in two wing tanks of 6,550 kg; the E190-E2 carries 13,690 kg, 2,190 kg in each wing tank and 9,310 kg in its center tank (see E-Jet fuel system).

View full schematic

Speed limits

On the E190-E2 the maximum operating speed VMO is 300 kt at or below FL80 and 320 kt above FL100, and the maximum operating Mach number MMO is 0.82. The turbulent air penetration speed, VRA or MRA, is 250 kt below FL100 and 270 kt or M 0.76 above it. The E190-E2's flight load factor limits are -1 g to +2.5 g with flaps 0, and 0 g to +2 g with any flaps extended. The definitions behind these speeds are in structural and operating speed limits.

The E190-E2 flap limit speeds (VFE) are:

On the E190-E2 the flaps may not be extended above 20,000 ft, whatever the speed, and the AFM advises a margin of 10 kt below VFE when a setting is selected. At 220 KIAS, for example, only flaps 1 may be selected: flaps 2 would already exceed its 215 KIAS limit. Holding at FL210, no flap setting may be used at all.

The landing gear speeds differ between the generations:

On the E190-E2, with a landing gear door open the maximum speed is 250 KIAS, according to the QRH as quoted in Transport Canada's differences syllabus. The E190 E1 tire speed limit is 195 kt, a ground speed rather than an indicated airspeed, matching the 225 mph rating of the main tires in the data sheet (see E-Jet landing gear, brakes and steering). The windshield wipers may be used up to 253 KIAS on the E190 E1; on the E2 their limit is an altitude, 14,000 ft.

Two E190-E2 details concern VMO itself. After FLT CTRL N-MODE FAIL, which puts every flight control in direct mode, the Transport Canada syllabus notes that a new, lower VMO applies. And near the limit the autoflight's overspeed mode, OVSP, works around VMO ±5 kt and MMO ±0.01 (see E-Jet flight controls).

Wind, runway and altitude limits

Every model in both data sheets, from the ERJ 170-100 to the ERJ 190-400, has the same maximum operating altitude: 41,000 ft (12,497 m) pressure altitude. The E2 did not raise it. Other E190-E2 limits are set by altitude:

• Pressurization: maximum cabin altitude 8,000 ft; maximum differential pressure 7.8 psid up to 37,000 ft and 8.4 psid above. At FL390 the full 8.4 psid may be used, at FL330 only 7.8 psid.
• One pack inoperative in single-side pneumatic operation: 31,000 ft, so a flight planned at FL330 must be replanned at FL310 or below.
• Emergency ram air: below 25,000 ft.
• Temperature: -54 °C to +52 °C on the ground, and -70 °C to -21.5 °C at FL410.

The CABIN ALTITUDE HI warning at 9,700 ft is an alert, not the 8,000 ft limitation (see E-Jet air conditioning and pressurization). For RVSM the primary altimeters may differ by no more than 200 ft in flight, and the E190-E2's standby instrument is not for RVSM use (see RVSM).

For crosswind, the flight planning section of the operating manual summary lists these maximum components for the E190 E1:

These figures come from the summary's flight planning section, not from the limitations it gives system by system, and they apply to the E190 E1 only. For the E190-E2 the summary quotes only an operator's OM-B, and on both generations the crosswind and tailwind limits that apply are those in the operator's operations manual. The values fall with the runway condition because a contaminated runway lets the tires produce less side force. How the components are worked out is in wind components and crosswind limits.

Wind also limits the doors on the ground: on the E190-E2 the service doors carry a 65 kt limitation, and a cargo door may stay open and locked in up to 60 kt but only up to 40 kt in any intermediate position.

Engine and APU limits

The inter-turbine temperature (ITT) limits are:

An E190 E1 whose ITT stabilizes at 970 °C on takeoff is within its takeoff limit for at most 5 minutes but above its continuous limit, so thrust must come back before the time runs out. On the ground the E190 E1 FADEC protects the start against a hot start, an ITT above 740 °C, as well as a hung start and no light-off; in flight it gives no start protection, and the crew abort a relight that has not lit within 30 seconds.

The other engine limits:

• Oil temperature: the E190-E2 needs at least 24 °C of oil for takeoff, and no takeoff thrust is allowed during ENG WARM UP (otherwise OIL LO TEMP appears). The E190 E1's minimum oil temperature for engine start is -40 °C, and its thermal stabilization takes 2 minutes at idle.
• Starter: on the E190-E2, 4 minutes with at most three attempts, then 30 minutes of cooling. The E190 E1 uses a cycle table instead, for example 90 seconds on the ground then 10 seconds off for the first two attempts.

The E190 E1's APU is the APS2300, the E190-E2's the APS2600E. Their altitude limits are:

On the E190 E1 the APU may supply AC power up to 33,000 ft. In the cold, the APU start depends on the battery. The cold weather limitations give both generations a minimum battery temperature of -20 °C, and on the E190-E2, with BATT 2 below it or the batteries unavailable, the APU is started from a DC ground power unit (see E-Jet engines and APU).

System and autopilot limits

The autopilot heights differ between generations:

Transport Canada notes that an E190-E2 not yet modified by service bulletin 27-0002 has a different autopilot use height from the E195-E2, so the airplane's own AFM gives the figure. On the E190-E2 the normal flight envelope includes pitch limits of -15° and +30°, a maximum bank of 33°, the AOA shaker and VMO/MMO; these envelope functions are not available in direct mode.

For low visibility, the data sheet credits the E190 with Cat II, Cat IIIa autoland without rollout guidance and a head-up guidance system for low-visibility takeoff, Cat IIIa and rollout, and the E190-E2 with Cat II and Cat III fail-passive autoland without rollout guidance. The wipers are required for Cat II approaches.

The other main system limits of the E190-E2:

• Fuel: maximum imbalance 360 kg (FUEL IMBALANCE appears at 360 kg and clears at 45 kg or less); minimum fuel temperature -44 °C for Jet A-1, with FUEL TANK LO TEMP at -37 °C in the left tank; crossfeed not used during takeoff and landing.
• Brakes: above 739 °C the LG TEMP EXCEEDANCE advisory means the aircraft cannot be dispatched; BRK OVERHEAT appears above 420 °C.
• Oxygen: crew oxygen indicated green, 1,150 psi, allows dispatch with three crew members in the cockpit and cyan, 842 psi, with two; amber means no dispatch. Portable bottles need at least 1,200 psi for dispatch.

The procedures in which these limits are applied are in E-Jet normal procedures, and the comparable figures of other types in B737 limitations and A320 limitations.

Library articles are written for study and exam preparation. They do not replace your aircraft's approved documentation, your operator's procedures or the regulations themselves.