Embraer E-Jet Normal Procedures

The Embraer E-Jet normal procedures are the standard operating procedures (SOPs) for flying the E170, E175, E190 and E195 and the second-generation E190-E2 and E195-E2 with two pilots. Embraer's manuals set out the flows, checklists and flight techniques; each airline adapts them in its own operations manual, part B (OM-B), which may add to them or tighten them. Together they decide who does what in every phase, in which order, and what each pilot says.

Details differ between the first generation, the E1, and the E2, and from one operator to another. The figures below come from the operating manual summary for the E190 and E190-E2, from one operator's E190-E2 procedures and from Transport Canada's operational evaluation report on the family; where an item belongs to one generation or one operator, the text says so. The principles behind any SOP are covered in standard operating procedures and checklists and crew coordination, briefings and callouts.

SOP structure and crew duties

In flight the crew duties are split by role: the pilot flying (PF) flies and navigates, the pilot monitoring (PM) monitors, communicates and reads checklists. In one operator's procedures many ground tasks are assigned by seat instead, to the left-seat pilot (LSP) and the right-seat pilot (RSP). Normal tasks are done as flows from memory, such as the Before Start flow and the Before Landing flow, and then confirmed with the normal checklist.

Non-normal procedures have their own documents. In one operator's documents the quick access checklist (QAC) holds the time-critical items, such as an abnormal engine start, emergency descent, dual engine failure, smoke and engine fire. The QRH follows; on the E190-E2 it is organized in sections: annunciated procedures by system chapter, non-annunciated procedures in an emergency and an abnormal part, supplementary normal procedures and ground resets. In one operator's procedures the RSP reads the QAC and the LSP acts on the ground, without confirming vital items; in flight the PM reads and the PF acts.

In the same procedures some actions are confirmed by both pilots before they are made: the thrust levers, the engine START/STOP selectors, the fire handles (pulling only) and the IDG disconnect. The PF moves the thrust levers and the PM the START/STOP selectors, in an exchange such as "Associated START/STOP selector, confirm" answered by "Number 2, confirmed". When a failure occurs the PF first flies the aircraft and runs PPAA: power, performance, analysis, action. The checklist follows, then FORD for the decision and NITS to brief the cabin.

On the E190-E2 an amber light in the cabin's rainbow lighting marks the sterile flight deck phases, from engine start to FL100 and from FL100 to engine shutdown.

Preflight and before start

On the E190-E2 the exterior inspection includes the crew oxygen discharge indicator on the right side of the fuselage: a green disc shows that the bottle has not discharged overboard. On the flight deck each pilot tests the oxygen mask with the regulator at 100 %; the flow indicator shows a yellow star that then disappears.

The Before Start flow sets up the panels, the FMS and the instruments. In one operator's procedures the altimeters must show no flags and agree within 75 ft, the RVSM tolerance on the ground; in flight the RVSM limit between the primary altimeters is 200 ft. In the same procedures the pitch trim, main and backup, is checked once a day after the electrical power-up built-in test. Transport Canada's difference tables list two E2 changes to Before Start: the roll and yaw trim operation checks were removed, and the task of switching NO SMKG on was removed while one of switching NO ELEC DEVICES on was added. On the hydraulic panel of the E190-E2, the power transfer unit and electric pumps 1, 2 and 3B are set to AUTO before start, while pump 3A is not left in AUTO: it is switched on for flight and off at shutdown.

The takeoff briefing follows the general airline pattern: runway and taxi route, performance data and speeds, the departure and the engine-out procedure, the rejected takeoff criteria and duties, and the threats of the day. The Before Start checklist then confirms the critical items before start-up.

Engine start and taxi

With APU bleed air available, the E190-E2 normally starts engine 1, then engine 2. The order is built around hydraulic system 2: during the engine 1 start, electric pump 2 in AUTO comes on at 40 % N2 if the parking brake has been set within the last 6 minutes, so system 2 is pressurized for the flight control check. With the APU inoperative the order is reversed: engine 2 from a ground air cart, then engine 1 by crossbleed. The minimum recommended bleed duct pressure for a ground-cart start is 40 psi less 0.5 psi per 1,000 ft of aerodrome elevation, before a temperature correction.

In an E2 start the engine first motors at 8 to 11 % N2 to clear rotor bow; ignition and fuel follow at 18 % N2. The start is aborted if, among other criteria, there is no oil pressure within 10 seconds of N2 rising, no N1 rotation by 45 % N2, or the ITT exceeds the start limit. The recall action for an abnormal start is the START/STOP selector of that engine to STOP.

The recommended taxi speeds are the same for both generations:

In icing conditions the engines are run up during long taxis to shed ice: on the E190 E1 to 54 % N1 for 30 seconds, or until the vibration indication is normal; on the E190-E2 to 60 % N1 for 10 seconds, required with an OAT of 3 °C or below, visible moisture and 30 minutes or more at ground idle. On the E190-E2, routine advisories from the runway awareness and advisory system (RAAS) are analyzed silently, while a non-routine advisory is acknowledged with "RAAS checked" and acted on. The E190-E2's takeoff configuration warning sounds if thrust is applied, or T/O CONFIG is pressed, with the flaps out of a takeoff position or different from those set in the FMS, the parking brake on, the pitch trim outside the green band or a spoiler panel deployed.

Takeoff and climb

In a strong tailwind or crosswind, one operator's E190-E2 procedure sets 60 % N1, releases the brakes and has the PM engage the autothrottle at 30 kt. With anti-ice on, the same procedures bring the thrust to at least 60 % N1 and the engine parameters are checked before brake release. The RTO autobrake is armed before takeoff and activates above 60 kt wheel speed with both thrust levers at idle or in reverse.

The 80 kt call checks that both pilots are capable, cross-checks the airspeeds and marks the entry into the high-energy regime, above which the takeoff is rejected only for serious failures. In a rejected takeoff, in one operator's procedures, the LSP stops the aircraft, sets the parking brake and calls "Cabin crew at stations"; the RSP checks the spoilers and reversers, calls "60 kt", informs ATC and selects flaps 5 in case an evacuation is needed.

In the same operator's E190-E2 procedures, with both engines operating the PF rotates at about 3° per second toward 18° nose-up and then follows the flight director; at the PM's "Positive rate" the PF calls "Gear up". After an engine failure at or above V1 the rotation is slower, 1.5 to 2° per second toward 10°, and the PF flies V2 to V2 + 10 kt with about half rudder pedal at first. The operating manual summary gives an autopilot minimum engagement height after takeoff of 400 ft for the E190 E1 and 200 ft for the E2; Transport Canada notes that the E190-E2 before service bulletin 27-0002 has a different autopilot use height from the E195-E2.

The preferred noise abatement departure in this operator's procedures is NADP 2: VNAV, with climb thrust, engaged at 1,000 ft above field elevation, a speed limit of VFS + 10 kt, and 250 kt from 3,000 ft above field elevation. Where an airport requires NADP 1, VNAV is engaged at 1,500 ft and the speed held at V2 + 10 kt up to 3,000 ft above field elevation. The minimum acceleration altitude is 1,000 ft (see noise abatement procedures). For a steep climb the same manual gives VX as roughly VFS, the green dot, and VY as roughly VFS + 50 kt (see VX and VY).

Cruise, descent and approach

With flaps up, the E190-E2's green dot is the driftdown speed and the ideal speed for extending the slats and flaps at the current mass; it is at least 1.3 VSS. Holding in icing conditions is flown at green dot, with a minimum of 210 kt on the E190 E1; on the E2 that minimum was dropped. In VNAV, DESC NOW appears 50 NM before the top of descent and starts a 1,000 fpm descent until the aircraft meets the path. The speedbrake is used in FLCH, not in vertical speed mode, in which the autothrottle would advance the thrust to hold the speed.

The approach briefing includes the approach speed: VAP = VREF + ½ steady headwind + gust increment, the additive being at least 5 kt and at most 20 kt; in the E190-E2 procedures it is also applied for ice, low visibility and autoland. In one operator's procedures a discontinued approach, flown instead of a go-around when the approach is abandoned above the missed-approach altitude, is briefed when it may be expected.

On the E190-E2 the flaps are extended step by step before the speed falls below green dot, with a margin of 10 kt below VFE; on the E190 E1 in icing conditions, before green dot + 10 kt. In this operator's schedule the gear goes down and flaps 3 are selected at about 7 NM, and landing flap, 5 or FULL, at about 5 NM. APP is armed for an ILS only with the heading within 90° of the final track. A glideslope is intercepted from above in VS or FPA mode; it cannot be intercepted from above in pitch (PTH) mode. Since the GS and GP modes do not level off at the selected altitude, the missed-approach altitude can be set once on the glideslope or at the final approach fix. On an RNAV approach, DGRAD from 2 NM before the final approach fix means a go-around. In the operator's procedures the landing flap for CAT II and CAT III is 5, and on an autoland "APPR, A/L 1 engaged" must be called and checked by 800 ft.

In the same procedures the Before Landing flow sets fuel crossfeed off and rudder trim neutral; the checklist confirms the gear down and slats and flaps at 5 or FULL. Instrument approaches, in IMC or VMC, must be stabilized by 1,000 ft above aerodrome elevation, circling and visual pattern approaches by 500 ft (see stabilized approach). The operator's standard callouts of the final approach and landing are:

Landing, after landing and parking

In the operator's E190-E2 technique the PF follows the PAPI down to 200 ft and then the aiming point, brings the thrust to idle at 30 ft, matching the autothrottle's retard mode, and flares at 20 ft. Reverse is opened at touchdown, at maximum on a wet, slippery or contaminated runway, reduced to minimum reverse at the PM's "60 kt" call and closed at 30 kt; the same points apply to a rejected takeoff. A contaminated runway calls for autobrake, full reverse and a positive touchdown. In a crosswind the aircraft is de-crabbed shortly before touchdown with downwind rudder and upwind aileron, while on a slippery runway it touches down in the crab.

A go-around changes the flap setting differently in each generation:

After landing on snow or slush, the E190-E2 keeps its flaps extended until they are free of ice, snow and slush. Before shutdown the E2's engines need a cool-down of 3 minutes after nosewheel touchdown, 5 recommended; the E1's is 2 minutes at or near idle. For a taxi-in on engine 2 alone, the E1 crew first selects electric pump 1 on and checks for the HYD PUMP NOT AUTO message, then shuts down engine 1; on the E2, automatic logic does this.

At the stand the parking brake is set; on the E190-E2 it is fed by two accumulators of its own, which give 6 full applications or 12 hours of parking; electric pump 3A is switched off; and when the APU is turned off it closes its bleed valve, drops its generator and runs a 2-minute cool-down before the fuel valve closes. On the E190-E2 a GPU CONNECTED caution appears if a ground power unit is connected while the parking brake is released.

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.