SECTION 1-01 Limitations: Airplane Operations Manual

AIRPLANE LIMITATIONS
OPERATIONS
MANUAL
SECTION 1-01
LIMITATIONS
TABLE OF CONTENTS
Page Block
Introduction ................................................................................ 1-01-00
General Limitations .................................................................... 1-01-01
Weight and CG .......................................................................... 1-01-05
Operational Limitations .............................................................. 1-01-10
Systems:
Crew Alerting......................................................................... 1-01-30
Electrical ............................................................................... 1-01-32
Fuel ....................................................................................... 1-01-36
APU ...................................................................................... 1-01-38
Powerplant ............................................................................ 1-01-40
Pressurization ....................................................................... 1-01-48
Ice and Rain Protection......................................................... 1-01-50
Navigation, Communication and Autopilot ............................ 1-01-56
FMS ...................................................................................... 1-01-60
Doors (*)................................................................................ 1-01-70
Cat II Operation.......................................................................... 1-01-80
HGS Operation (*)...................................................................... 1-01-82
Steep Approach Operation (*).................................................... 1-01-90
NOTE: Items marked with an asterisk (∗) may not be present in this
manual.
Page Code
REVISION 31 1-01-00 1 03
LIMITATIONS AIRPLANE
OPERATIONS
MANUAL
INTRODUCTION
The airplane must be operated in accordance with the limitations
presented in this Section. These limitations also apply to operations in
accordance with an approved Supplement or Appendix to the AFM,
except as modified by such Supplement or Appendix.
The information contained in this section is derived from the Approved
Airplane Flight Manual.
Flight crewmembers should have all limitations committed to memory
(except tables and charts). Some items may not be included herein, as
they may be identified in a panel/placard or annunciated by some kind
of alarm/warning. Compliance to the Emergency and Abnormal
Procedures will also assure that certain limitations are complied with.
In the event that a limitation in this manual disagrees with the AFM
limitation, the AFM must prevail.
In the event that a placard or instrument marking disagrees with the
limitations shown in this manual, the more restrictive limitation must
prevail.
Page Code
1-01-00 2 03 REVISION 13
OPERATIONS
MANUAL
GENERAL
MINIMUM CREW
Minimum Flight Crew .................................................... PILOT AND
COPILOT
KINDS OF OPERATION
This airplane may be flown day and night in the following conditions,
when the appropriate equipment and instruments required by
airworthiness and operating regulations are approved, installed and in
an operable condition:
− Visual (VFR);
− Instrument (IFR);
− Icing conditions.
NOTE: The CAT II operation is not approved for ERJ-140 and

EMB-145 XR Pre-Mod. SB 145-31-0040 airplanes.
MAXIMUM NUMBER OF SEATS (NON-AFM)

The maximum number of available seats is 42 on the EMB-135, 49 on
the ERJ-140, and 55 on the EMB-145. It includes 2 seats for pilots, 2
for attendants (1 optional), 1 for cockpit observer, and up to 37
passenger seats on the EMB-135, up to 44 passenger seats on the
ERJ-140, and up to 50 passenger seats on the EMB-145.
Page Code
REVISION 26 1-01-01 1 01
OPERATIONS
MANUAL
THIS PAGE IS LEFT BLANK INTENTIONALLY
Page Code
1-01-01 2 01 REVISION 13
OPERATIONS
MANUAL
WEIGHT AND CENTER OF GRAVITY

EMB-145 EU MODEL - WITH FLAPS 9° OR 18°
MAXIMUM WEIGHT
Max. Ramp Max. Takeoff Max. Landing Max. Zero Fuel
Weight (MRW) Weight (MTOW) Weight (MLW) Weight (MZFW)
20090 kg 19990 kg 18700 kg 17100 kg
INFLIGHT LIMITS (FLAPS AND GEAR UP)

TAKEOFF AND LANDING LIMITS
22000
21000
16.4% 43%
14.5%
MRW
20000
MTOW
19000 MLW
18000
WEIGHT - kg
MZFW
17000
16000
15500 kg
15000
14000
13000 13000 kg 13000 kg

43%
12%
12000 12000 kg
40%
145CTA48B - 08MAR2002
11000
10000
0 10 20 30 40 50 60
CG POSITION - %MAC
Page Code
REVISION 25 1-01-05 1 01
OPERATIONS
MANUAL
To comply with the performance and operating limitations of the
regulations, the maximum allowable takeoff and landing operational
weights may be equal to, but not greater than, the design limits.
The takeoff weight (weight at brake release or at start of takeoff run) is
the lowest among MTOW and the following weights:
− Maximum takeoff weight for altitude and temperature
determined from Maximum Takeoff Weight - Climb Limited
chart.
− Maximum takeoff weight, as limited by (dry or wet) runway
length and determined from Maximum Takeoff Weight - Field
Length Limited chart (if applicable, determined from Takeoff
Distance on Contaminated Runway and Accelerate Stop
Distance on Contaminated Runway charts).
− Maximum takeoff weight, as limited by brake energy and
determined from Maximum Takeoff Weight - Brake Energy
Limited chart.
− Maximum takeoff weight, as limited by obstacle clearance,
enroute, and landing operating requirements.
The landing weight is the lowest among MLW and the following
weights:
− Maximum approach and landing weight for altitude and
temperature determined from Maximum Landing Weight - Climb
Limited charts.
− Maximum landing weight, as limited by (dry or wet) runway
length and determined from Maximum Landing Weight - Field
Length Limited chart (if applicable, determined from Landing
LOADING
The airplane must be loaded in accordance with the information
contained in the Weight and Balance Manual.
Page Code
1-01-05 2 01 REVISION 13
EMB-145 EP JAA
OPERATIONS
MANUAL

EMB-145 EP MODEL WITH FLAPS 9° AND 18°
APPLICABLE TO AIRPLANES PRE-MOD. SB 145-53-0064.

MAXIMUM WEIGHT
21090 kg 20990 kg 18700 kg 17100 kg

22000
15.3% 17.4% 39.5%
MRW
43%
21000
MTOW
20600 kg
20000
19000 MLW
18000
WEIGHT - kg
MZFW
17000
16000
15500 kg
15000
14000
13000 13000 kg 13000 kg
12% 43%
12000 12000 kg
145JAA79E - 03APR2006
40%
11000
10000
0 10 20 30 40 50 60
CG POSITION - %MAC
Page Code
REVISION 32 1-01-05 1 03
EMB-145 EP JAA
OPERATIONS
MANUAL
APPLICABLE TO AIRPLANES POST-MOD. SB 145-53-0064 OR
EQUIPPED WITH AN EQUIVALENT MODIFICATION FACTORY
INCORPORATED.
MAXIMUM WEIGHT
21090 kg 20990 kg 18700 kg 17350 kg

22000
17.4% 39.5%
15.3%
MRW
43%
21000
MTOW
20600 kg
20000
19000 MLW
18000
MZFW
WEIGHT - kg
17000 17100 kg
16000
15500 kg
15000
14000
13000 13000 kg 13000 kg
12% 43%
12000 12000 kg
145JAA79F - 03APR2006
40%
11000
10000
0 10 20 30 40 50 60
CG POSITION - %MAC
Page Code
1-01-05 2 03 REVISION 32
EMB-145 EP JAA
OPERATIONS
MANUAL
The takeoff weight (weight at brake release or at start of takeoff run)
is the lowest among MTOW and the following weights:
chart.
Limited chart.
weights:
temperature determined from Maximum Landing Weight -
Climb Limited charts.
LOADING
Page Code
REVISION 32 1-01-05 3 03
EMB-145 EP JAA
OPERATIONS
MANUAL
INTENTIONALLY BLANK
Page Code
1-01-05 4 03 REVISION 32
OPERATIONS
MANUAL

EMB-145 MP MODEL - TAKEOFF WITH FLAPS 9° AND 18°
MAXIMUM WEIGHT
21090 kg 20990 kg 19300 kg 17900 kg

24000
23000
22000 17.4% 39.5%

15.3% MRW
21000
MTOW
20000
MLW
19000 19300 kg
MZFW
18000
WEIGHT - kg
17000 17100 kg
16000
15500 kg
15000
14000
13400 kg 13400 kg
13000
12% 43%
12400 kg
12000
145CTA314 - 08MAR2002
30%
11000
10000
0 10 20 30 40 50 60
CG POSITION - %MAC
Page Code
REVISION 25 1-01-05 1 10
OPERATIONS
MANUAL
chart.
Limited chart.
weights:
Limited charts.
LOADING
Page Code
1-01-05 2 10 REVISION 13
OPERATIONS
MANUAL

EMB-135 ER MODEL - TAKEOFF WITH FLAPS 9° AND 18°
MAXIMUM WEIGHT
19090 kg 18990 kg 18500 kg 15600 kg

21000
20000
20% 38%
18%
MRW
19000
MTOW
MLW
18000
17000
WEIGHT - kg
MZFW
16000
15600 kg
15000
14500 kg
14000
13000
12500 kg
12000 12000 kg
15%
11500 kg 38%
135CTA109 - 27NOV2003
11000 30%
10000
0 5 10 15 20 25 30 35 40 45 50 55 60
CG POSITION - %MAC
Page Code
REVISION 25 1-01-05 1 13
OPERATIONS
MANUAL
EMB-135 ER MODEL - TAKEOFF WITH FLAPS 18°° - CG 21.1%

21000
20000
18% 21.1% 38%
MRW
19000
MTOW
MLW
18000
17000
WEIGHT - kg
16000 MZFW
15000
14000
13000
12500 kg
12000 12000 kg
15%
11500 kg 38%
135JAA401 - 16JUL2003
11000 30%
10000
0 5 10 15 20 25 30 35 40 45 50 55 60
CG POSITION - %MAC
Page Code
1-01-05 2 13 REVISION 27
OPERATIONS
MANUAL

chart.
Limited chart.
weights:
Limited charts.
LOADING
Page Code
REVISION 27 1-01-05 3 13
OPERATIONS
MANUAL
Page Code
1-01-05 4 13 REVISION 27
JAA
OPERATIONS
MANUAL
OPERATIONAL LIMITATIONS
OPERATIONAL ENVELOPE
40000
-65°C -21.5°C
37000 ft
35000
30000
25000
ISA + 35°C
ALTITUDE - ft
20000
15000
10000
8000 ft
5000
c
0 -1000 ft
-54°C -40°C 52°C

-5000
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
145CTA47 - 08OCT98
STATIC AIR TEMPERATURE - °C
TAKEOFF, LANDING c
NOTE: - In the event of a landing below -40°C, the airplane may not
takeoff without further hard landing maintenance inspection
(Refer to AMM Task 5-50-02).
- Minimum Total Air Temperature above 25000 ft is -45°C.
However, if momentary deviations happen to temperature up
to -50°C, no maintenance action is required.
AOM-145/1114
Page Code
1-01-10 1 03 TEMPORARY REVISION 37.2
JAA
OPERATIONS
MANUAL
OPERATIONAL LIMITATIONS
OPERATIONAL ENVELOPE
40000
-65°C -21.5°C
37000 ft
35000
30000
25000
ISA + 35°C
ALTITUDE - ft
20000
15000
10000
8000 ft
5000
0 -1000 ft
-54°C -40°C 52°C

-5000
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
145CTA47 - 08OCT98
STATIC AIR TEMPERATURE - °C
TAKEOFF, LANDING
NOTE: - In the event of a landing below -40°C, the airplane may not
takeoff without further hard landing maintenance inspection
(Refer to AMM Task 5-50-02).
AOM-145/1114
- Minimum Total Air Temperature above 25000 ft is -45°C.
Page Code
REVISION 36 1-01-10 1 03
JAA
OPERATIONS
MANUAL
AIRSPEEDS
LANDING GEAR OPERATION/EXTENDED SPEED (VLO AND VLE)
VLO for retraction.......................................................... 200 KIAS

VLO for extension ......................................................... 250 KIAS
VLE .............................................................................. 250 KIAS
NOTE: - VLO for retraction is the maximum speed at which the

landing gear can be safely retracted.
- VLO for extension is the maximum speed at which the
landing gear can be safely extended.
- VLE is the maximum speed at which the airplane can be
safely flown with the landing gear extended and locked.
MANEUVERING SPEED (VA)
VA .................................................................................. 200 KIAS

NOTE: Maneuvers that involve angle of attack near the stall or full
application of rudder, elevator, and aileron controls should be
confined to speeds below VA. In addition, the maneuvering
flight load factor limits, presented in this Section, should not be
exceeded.
CAUTION: RAPID AND LARGE ALTERNATING CONTROL INPUTS,

ESPECIALLY IN COMBINATION WITH LARGE
CHANGES IN PITCH, ROLL, OR YAW (E.G. LARGE
SIDE SLIP ANGLES) MAY RESULT IN STRUCTURAL
FAILURES AT ANY SPEED, EVEN BELOW VA.
AOM-145/1114
Page Code
1-01-10 2 03 REVISION 36
JAA
OPERATIONS
MANUAL
MAXIMUM OPERATING SPEED

APPLICABLE TO ALL MODELS
40000
35000
30000
MMO=0.78
25000
ALTITUDE - ft
20000
VMO
15000
10000
5000
145CTA49 - 27JAN1997
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
AIRSPEED - KIAS
NOTE: The VMO/MMO may not be deliberated exceeded in any regime

of flight (climb, cruise, or descent).
AOM-145/1114
Page Code
REVISION 36 1-01-10 3 03
JAA
OPERATIONS
MANUAL
FLIGHT CONTROLS
MAXIMUM FLAP EXTENDED SPEED (VFE) - FOR EMB-135,
ERJ-140 AND EMB-145 MODELS
Flaps 9° ......................................................................... 250 KIAS
Flaps 18° ....................................................................... 200 KIAS
Flaps 22° ....................................................................... 200 KIAS
Flaps 45° ....................................................................... 145 KIAS
ELECTROMECHANICAL GUST LOCK

Each time electromechanical gust lock lever is set to unlocked (FREE)
position elevator movement must be checked. This check must be
performed at least 10 seconds after positioning the gust lock lever to
the unlocked (FREE) position by moving the control column from the
full up stop to the full down stop and back to the full up stop position.
MAXIMUM FLAP EXTENDED ALTITUDE

Maximum Altitude for Flap Extension ........................... 20000 ft
PITCH TRIM
Maximum Airspeed after Takeoff/During Climb
without Retrimming .................................................. 160 KIAS AOM-145/1114
Page Code
1-01-10 4 03 REVISION 36
JAA
OPERATIONS
MANUAL
TAILWIND
Maximum Takeoff and Landing Tailwind Component...... 10 kt
DIRECT VISION WINDOW (AFM PROCEDURES)

Maximum recommended speed to remove direct vision windows is
140 KIAS.
UNPRESSURIZED FLIGHT (NON-AFM)

Maximum altitude for operation after an in-flight depressurization, is
10000 ft MSL unless MEA or otherwise required.
Maximum altitude for dispatch for an unpressurized flight is 10000 ft.
TURBULENT AIR PENETRATION SPEED (AFM

PROCEDURES)
At or below 10000 ft...................................................... 200 KIAS
Above 10000 ft.............................................................. 250 KIAS/0.63M,
WHICHEVER
IS LOWER
MAXIMUM RECOMMENDED CROSSWIND (NON-AFM)

Embraer aerodynamics analysis have resulted in the following
maximum recommended crosswinds for takeoff and landing:
Dry runway............................................................... 30 kt
Wet runway.............................................................. 30 kt
Runway with Compacted Snow............................... 25 kt
Runway with Standing Water/Slush ........................ 20 kt
Runway with Ice (no melting) .................................. 10 kt
AOM-145/1114
Page Code
REVISION 36 1-01-10 5 03
JAA
OPERATIONS
MANUAL
MANEUVERING FLIGHT LOAD FACTORS

These corresponding accelerations limit the bank angle during turns
and limit the pull-up maneuvers.
FLAPS DOWN
LOAD FACTOR LIMIT FLAPS UP
(9°,18°, 22° and 45°)
Positive 2.50 g 2.00 g
Negative -1.00 g 0g
RUNWAY
Runway Slope ............................................................... -2% TO +2%
Runway Surface Type................................................... PAVED
TOWING
Towbarless towing is restricted to the towing vehicles that are
specifically accepted for this type of airplane and which are listed in
AMM Chapter 9.
NOTE: Compliance with JAR OPS 1.308 must be observed.

AOM-145/1114
Page Code
1-01-10 6 03 REVISION 36
OPERATIONS
MANUAL
ENHANCED GROUND PROXIMITY WARNING

SYSTEM (EGPWS)
The following limitations are applicable to the Enhanced Ground
Proximity Warning System (EGPWS):
The Allied-Signal Enhanced Ground Proximity Warning System

Pilot’s Guide, Document Number 060-4241-000, March 1997
edition (or later revision of the manual) or EASA accepted
Operating Manual, must be immediately available to the flight crew.
Navigation is not to be predicated on the use of the Terrain
Awareness Display.
The EGPWS data base, displays, and alerting algorithms currently
do not account for man-made obstructions.
Pilots should inhibit the Terrain Awareness Alerting and Display
function by pressing the TERRAIN SYS OVRD button when within
15 NM of takeoff, approach, or landing at an airport when any of
the following conditions apply:
- The airport has no approved instrument approach procedure.
- The longest runway is less than 1070 m in length.
- The airport is not included in the Allied Signal data base.
Terrain Awareness Alerting and Display functionality must be
manually inhibited when the flight crew knows in advance that:
- An approach to an airport not included in the EGPWS database
will be performed;
- GPS is failed;
- QFE operation is the altimeter operational mode below the
transition altitude on approach into an airport which is more than
200 ft above or below Sea Level (not applicable to EGPWS
software version 216 and on with FMS Honeywell or FMS
Universal Post Mod.SB145-34-0122).
AOM-145/1114
Page Code
1-01-30 1 02 TEMPORARY REVISION 37.2
OPERATIONS
MANUAL
ENHANCED GROUND PROXIMITY WARNING

SYSTEM (EGPWS)
The following limitations are applicable to the Enhanced Ground
Proximity Warning System (EGPWS):
− The Allied-Signal Enhanced Ground Proximity Warning System
Pilot’s Guide, Document Number 060-4241-000, March 1997
edition (or later revision of the manual) or JAA accepted Operating
Manual, must be immediately available to the flight crew.
− Navigation is not to be predicated on the use of the Terrain
Awareness Display.
− The EGPWS data base, displays, and alerting algorithms currently
do not account for man-made obstructions.
− Pilot’s should inhibit the Terrain Awareness Alerting and Display
function by pressing the TERRAIN SYS OVRD button when within
15 NM of takeoff, approach, or landing at an airport when any of the
following conditions apply:
− The airport has no approved instrument approach procedure.
− The longest runway is less than 1070 m in length.
− The airport is not included in the Allied Signal data base.
− Terrain Display must be inhibited when using QFE altimeter settings
(not applicable to software version 216 and on).
− Pilots are authorized to deviate from their current Air Traffic Control
(ATC) clearance to the extent necessary to comply with an EGPWS
warning.
− The Terrain Display is intended to be used as a situational tool only
and may not provide the accuracy and/or fidelity on which to solely
base terrain avoidance maneuvering.
Page Code
REVISION 28 1-01-30 1 02
OPERATIONS
MANUAL
- Pilots are authorized to deviate from their current Air Traffic Control
(ATC) clearance to the extent necessary to comply with an
EGPWS warning.
- The Terrain Display is intended to be used as a situational tool only
and may not provide the accuracy and/or fidelity on which to solely
base terrain avoidance maneuvering.
- In the event that accuracy of the airplane position data from the
FMS becomes inadequate for navigation (Dead Reckoning Mode),
the Terrain Awareness Alerting and Display functions must be
inhibited. This will not affect the basic GPWS functions (modes 1 to
7). If the FMS is restored after a period of inadequacy, the Terrain
Awareness may be enabled by pressing again the TERRAIN SYS
OVRD button.
- In case of a conflict between the terrain alerts and an auto-popped-
up picture, pilots must check the sweeping marker movement on
the horizontal line below the terrain picture. If the marker is frozen,
the MFD terrain indication must be deselected on MFD bezel
panel.
AOM-145/1114
Page Code
TEMPORARY REVISION 37.2 1-01-30 2 02
OPERATIONS
MANUAL
− In the event that accuracy of the airplane position data from the
FMS becomes inadequate for navigation (Dead Reckoning Mode),
the Terrain Awareness Alerting and Display functions must be
inhibited. This will not affect the basic GPWS functions (modes 1 to
7). If the FMS is restored after a period of inadequacy, the Terrain
Awareness may be enabled by pressing again the TERRAIN SYS
OVRD button.
− In case of a conflict between the terrain alerts and an auto-popped-
up picture, pilot’s must check the sweeping marker movement on
the horizontal line below the terrain picture. If the marker is frozen,
the MFD terrain indication must be deselected on MFD bezel panel.
Page Code
1-01-30 2 02 REVISION 13
OPERATIONS
MANUAL
ELECTRICAL
Maximum Load on Main Generator .............................. 400 A

Maximum Load on APU Generator:
Up to 30000 ft .......................................................... 400 A
Above 30000 ft......................................................... 300 A
Maximum Battery Temperature .................................... 70°C
Page Code
SEPTEMBER 20, 1999 1-01-32 1 01

OPERATIONS
MANUAL
Page Code
1-01-32 2 01 SEPTEMBER 20, 1999
OPERATIONS
MANUAL
FUEL (STD, MK, MP, ER, EU, EP MODELS)

Maximum usable quantity per tank 2573 l (2087 kg)
Unusable quantity per tank
(All electric fuel pumps operating) 27 l (22 kg)
Unusable quantity per tank (Any Up to 149 l
electric fuel pumps inoperative) (121 kg)
Maximum permitted imbalance between tanks............. 363 kg
NOTE: - When the EICAS fuel quantity is zero in level flight, any fuel
remaining in the tanks can not be used safely in flight.
- The values above have been determined for an adopted fuel
density of 0.811 kg/l.
- When performing pressure refueling, the usable fuel quantity
in each tank may be reduced by 30 liters maximum.
FUEL SPECIFICATION
Brazilian Specification ................................................... QAV1
ASTM Specification....................................................... D1655-JET A
AND JET A-1
American Specification ................................................. MIL-T-83133A-
JP8
Chinese Specification.................................................... 3 JET FUEL
Russian Specification.................................................... TS-1
KEROSENE
NOTE: - When operating with the TS-1 fuel, the FQIS may display a
fuel quantity 2% (two percent) higher than the actual fuel
loaded in the airplane.
- The use of Red Dye contaminated fuel is restricted to
emergency conditions and must comply with Rolls-Royce’s
recommendations.
FUEL TANK TEMPERATURE

Minimum ....................................................................... -40°C
Maximum ...................................................................... 52°C
NOTE: If fuel does not contain an icing inhibitor, the temperature of
fuel leaving FCOC must be above 4°C (refer to FUEL LOW
TEMPERATURE Procedure).
Page Code
REVISION 30 1-01-36 1 01
OPERATIONS
MANUAL
Page Code
1-01-36 2 01 REVISION 13
OPERATIONS
MANUAL
AUXILIARY POWER UNIT

OPERATIONAL LIMITS
APU Model T-62T-40C11 T-62T-40C14

PARAMETER MIN MAX MIN MAX
ALTITUDE FOR START - 25000 ft or - -
- 30000 ft (1) - 30000 ft
OPERATION ALTITUDE - 37000 ft - 37000 ft
TAILWIND FOR START - 34 kt - 30 kt
ROTOR SPEED - 108% - 108% (7)
EGT: - - - -
START - 884°C (2) - 884°C
CONTINUOUS - 680°C (6) - 680°C (5) (6)
NOTE: 1) For APU Post-Mod. Sundstrand SB-T-62T-49-152 or
equipped with an equivalent modification factory
incorporated. In this case, the minimum temperature for
APU start is -54°C up to 25000 ft and increases to -48°C
above this altitude.
2) May be exceeded up to 925°C above 25000 ft during
10 seconds.
3) Minimum battery temperature for APU start is -20°C.
4) Refer to Fuel Tank Temperature for other APU starting
related limits.
5) May be exceeded up to 732°C for 3 seconds, for APU
assisted in-flight engine starting.
6) The APU EGT may be exceeded up to 717°C for 5 minutes
maximum.
7) The APU automatically shuts down at 104% rotor speed.
APU STARTER LIMITS

Cooling period between each starting attempt:
Between Three Consecutive Attempts................ 1 MINUTE OFF
Between Two Series of
Three Consecutive Attempts ......................... 30 MINUTES OFF
Page Code
REVISION 31 1-01-38 1 03
OPERATIONS
MANUAL
INTENTIONALLY BLANK
Page Code
1-01-38 2 03 REVISION 21
OPERATIONS
MANUAL
POWER PLANT
WARNING: ALL FOUR FADECS INSTALLED ON THE AIRPLANE
MUST BE THE SAME PART NUMBER. INCORRECT
ENGINE OPERATION CAN RESULT FROM USING
FADECS WITH TWO DIFFERENT PART NUMBERS.
OPERATIONAL LIMITS (ROLLS-ROYCE AE3007A1)
PARAMETER MIN MAX
N1 - 100%
N2 - 102.4% (7)
ITT:
START - 800°C
TAKEOFF MODES - 948°C (1)
CONTINUOUS - 901°C
OIL PRESSURE:
BELOW 88% N2 34 psi 95 psi (2)(5)
110 psi (2)(6)
AT OR ABOVE 88% N2 50 psi 95 psi (5)
110 psi (6)
OIL TEMPERATURE 21°C (3) 126°C
VIBRATION:
LP SPOOL - 1.8 IPS (4)
HP SPOOL - 1.1 IPS (4)
NOTE: 1) Takeoff Thrust is time limited to 5 minutes.
2) May be exceeded during cold day starts, if oil temperature is
below 21°C. In this case, engine must be at IDLE until the oil
pressure is below 95 psi. For oil temperature above 21°C, oil
pressure must be below 95 psi (110 psi for airplanes Post-
Mod. SB 145-73-0021 or equipped with an equivalent
modification factory incorporated).
3) Minimum oil temperature for starting is -40°C for lubrication
oil specified by MIL-L-23699D and -54°C for lubrication oil
specified by MIL-L-7808K.
4) Vibration in the amber range below 2.5 IPS is time limited to
5 minutes during the takeoff or go-around phases or
10 seconds during the remainder flight phases.
CONTINUES ON NEXT PAGE
Page Code
REVISION 35 1-01-40 1 06
OPERATIONS
MANUAL
CONTINUED FROM PREVIOUS PAGE
5) Operation in oil pressure amber range between 96 and

115 psi is permitted in all operational modes and time limited
to 5 minutes or between 116 and 155 psi in all operational
modes time limited to 2 minutes. Total time above 95 psi
may not exceed 5 minutes.
6) For airplanes Post-Mod. SB 145-73-0022 or equipped with
an equivalent modification factory incorporated the upper
limit of the oil pressure green band is 110 psi. Operation in
oil pressure amber range is permitted between 111 and
115 psi in all operational modes and time limited to
5 minutes, or between 116 and 155 psi in all operational
7) For airplanes Pre-Mod. SB 145-73-0029 the N2 limit is
102.5%.
STARTER LIMITS
On Ground:
Starting or Dry Motoring .........................................UP TO
5 MINUTES ON,
5 MINUTES OFF
OR
First to Fourth Cycles .............................................1 MINUTE ON,
1 MINUTE OFF
Following Cycles ....................................................1 MINUTE ON,
5 MINUTES OFF
In Flight:
Maximum Continuous Operation Time ..................5 MINUTES ON
NOTE: No cool down time is required should an in-flight start be re-
attempted.
AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM

(ATTCS)
ATTCS must be operative to select ALT T/O-1 mode.
For airplanes equipped with FADEC versions previous than B8.0:
At least once a week a Thrust Assurance Check must be
performed by selecting maximum takeoff mode during takeoff and
checking engine parameters.
Page Code
1-01-40 2 06 REVISION 35
OPERATIONS
MANUAL
The Thrust Assurance Check is not required if the owner/operator
actively participate in Engine Condition Monitoring, as described
Chapter 5 of the AE3007A Series Engine Maintenance Manual.
For airplanes equipped with FADEC versions B8.0 and on, the Thrust
Assurance Check is not required.
THRUST REVERSER
Thrust reversers are intended for use during rejected takeoff or landing
only. Do not attempt a go-around procedure after deployment of the
thrust reversers following a landing.
Selection of thrust reversers in flight or their preselection before
touchdown is prohibited.
ENGINE WARM-UP
Prior to takeoff, the engines must be allowed to run at low thrust to
stabilize the engine temperatures before takeoff thrust is adjusted.
After start, the engines must run at idle or taxi thrust during at least
4 minutes for cold engines or 2 minutes for warm engines.
NOTE: - To increase N2 above 83% the engine oil temperature must

be at 40°C minimum. In lieu of this limit, it is acceptable to
either run the engine for at least 8 minutes or complete a
static run-up to 88% N2, stabilize, and check to ensure that
oil pressure is equal or less than 83 psi.
- The engine is considered cold if it has been shutdown for
more than 90 minutes.
ENGINE COOL DOWN

The engines must run for at least 1 minute at idle or taxi thrust before
shutdown.
Page Code
REVISION 35 1-01-40 3 06
OPERATIONS
MANUAL
INTENTIONALLY BLANK
Page Code
1-01-40 4 06 REVISION 17
EMB-135 A1/3 JAA
OPERATIONS
MANUAL
POWER PLANT
WARNING: ALL FOUR FADECS INSTALLED ON THE AIRPLANE
MUST BE THE SAME PART NUMBER. INCORRECT
ENGINE OPERATION CAN RESULT FROM USING
FADECS WITH TWO DIFFERENT PART NUMBERS.
EMB-135 OPERATIONAL LIMITS (ROLLS-ROYCE
AE3007A1/3)
PARAMETER MIN MAX
N1 - 100%
N2 - 102.4% (7)
ITT:
START - 800°C
TAKEOFF MODES - 948°C (1)
MAX CONTINUOUS - 901°C
OIL PRESSURE:
95 psi (2)(5)
BELOW 88% N2 34 psi
110 psi (2)(6)
95 psi (5)
AT OR ABOVE 88% N2 50 psi (2)
110 psi (6)
OIL TEMPERATURE 21°C (3) 126°C
VIBRATION:
LP SPOOL - 1.8 IPS (4)
HP SPOOL - 1.1 IPS (4)
NOTE: 1) Takeoff Thrust is time limited to 5 minutes.
2) May be exceeded during starts if oil temperature is below
21°C. The engine must remain at IDLE until the oil pressure
is less than 95 psi (110 psi for airplanes Post-Mod.
SB 145-73-0024 or equipped with an equivalent modification
factory incorporated).
3) Minimum oil temperature for starting is -40°C for lubrication
oil specified by MIL-L-23699D and -54°C for lubrication oil
specified by MIL-L-7808K.
4) Vibration in the amber range below 2.5 IPS is time limited to
5 minutes during the takeoff or go-around phases or
10 seconds during the remainder flight phases.
CONTINUES ON NEXT PAGE
Page Code
REVISION 35 1-01-40 1 14
EMB-135 A1/3 JAA
OPERATIONS
MANUAL
CONTINUED FROM PREVIOUS PAGE
5) Operation in oil pressure amber range is permitted between

96 and 115 psi in all operational modes time limited to
5 minutes or between 116 and 155 psi in all operational
6) For airplanes Post-Mod. SB 145-73-0024 or equipped with
an equivalent modification factory incorporated the upper
limit of the oil pressure green band is 110 psi. Operation in
oil pressure amber range is permitted between 111 and
115 psi in all operational modes and time limited to
5 minutes, or between 116 and 155 psi in all operational
7) For airplanes Pre-Mod. SB 145-73-0031 the N2 limit is
102.5%.
TAKEOFF THRUST MODE

Only T/O and ALT T/O-1 modes are allowed for takeoff.
AIRSPEEDS
Only Normal V2 is allowed for takeoff.
STARTER LIMITS
On Ground:
Starting or Dry Motoring .........................................UP TO
5 MINUTES ON,
5 MINUTES OFF
OR
First to Fourth Cycles .............................................1 MINUTE ON,
1 MINUTE OFF
Following Cycles ....................................................1 MINUTE ON,
5 MINUTES OFF
In Flight:
Maximum Continuous Operation Time ..................5 MINUTES ON
NOTE: No cool down time is required should an in-flight start be re-
attempted.
Page Code
1-01-40 2 14 REVISION 35
EMB-135 A1/3 JAA
OPERATIONS
MANUAL
AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM
(ATTCS)
ATTCS must be operative to select ALT T/O-1 or T/O modes.
For airplanes equipped with FADEC versions previous than B8.0:
At least once a week a Thrust Assurance Check must be
performed by selecting maximum takeoff mode during takeoff and
checking engine parameters.
The Thrust Assurance Check is not required if the owner/operator
actively participate in Engine Condition Monitoring, as described
Chapter 5 of the AE3007A Series Engine Maintenance Manual.
For airplanes equipped with FADEC versions B8.0 and on, the Thrust
Assurance Check is not required.
THRUST REVERSER
Thrust reversers are intended for use during rejected takeoff or landing
only. Do not attempt a go-around procedure after deployment of the
thrust reversers following a landing.
Selection of thrust reversers in flight or their preselection before
touchdown is prohibited.
ENGINE WARM-UP
Prior to takeoff, the engines must be allowed to run at low thrust to
stabilize the engine temperatures before takeoff thrust is adjusted.
After start, the engines must run at idle or taxi thrust during at least
4 minutes for cold engines or 2 minutes for warm engines.
NOTE: - To increase N2 above 83% the engine oil temperature must
be at 40°C minimum. In lieu of this limit, it is acceptable to
either run the engine for at least 8 minutes or complete a
static run-up to 88% N2, stabilize, and check to ensure that
oil pressure is equal or less than 83 psi.
- The engine is considered cold if it has been shutdown for
more than 90 minutes.
ENGINE COOL DOWN

The engines must run for at least 1 minute at idle or taxi thrust before
shutdown.
Page Code
REVISION 29 1-01-40 3 14
EMB-135 A1/3 JAA
OPERATIONS
MANUAL
Page Code
1-01-40 4 14 REVISION 25
OPERATIONS
MANUAL
PNEUMATIC, AIR CONDITIONING AND

PRESSURIZATION
PRESSURIZATION
Maximum differential pressure...................................... 7.8 psi
Maximum differential overpressure............................... 8.1 psi
Maximum differential negative pressure ....................... -0.3 psi
Page Code
SEPTEMBER 20, 1999 1-01-48 1 01

OPERATIONS
MANUAL
Page Code
1-01-48 2 01 SEPTEMBER 20, 1999
OPERATIONS
MANUAL
ICE AND RAIN PROTECTION

OPERATION IN ICING CONDITIONS
Maximum Temperature for Anti-Icing Operation................ 10°C
Minimum Temperature for Manual Anti-Icing Operation.... -40°C
Single engine or single bleed maximum altitude operation in icing
conditions ...................................................................... 15000 ft
Holding configuration:
Landing Gear ........................................................... UP
Flaps ........................................................................ UP
Minimum Airspeed ................................................... 200 KIAS
Normal landing:
Landing gear extension is prohibited at altitudes higher than 3000 ft
above runway elevation.
NOTE: - There is no temperature limitation for anti-icing system
automatic operation.
- Use Static Air Temperature (SAT) on ground or for takeoff
operations and Total Air Temperature (TAT) for operations in
flight.
- Icing conditions may exist whenever the Static Air
Temperature (SAT) on the ground or for takeoff, or Total Air
Temperature (TAT) in flight, is 10°C or below and visible
moisture in any form is present (such as clouds, fog with
visibility of one mile or less, rain, snow, sleet, and ice
crystals).
- Icing conditions may also exist when the SAT on the ground
and for takeoff is 10°C or below when operating on ramps,
taxi ways, or runways where surface snow, ice, standing
water, or slush may be ingested by the engines, or freeze on
engines, nacelles, or engine sensor probes.
- Notwithstanding ice detector monitoring, the crew remains
responsible for monitoring icing conditions and for manual
activation of the ice protection system if icing conditions are
present and the ice detection system is not activating the ice
protection system.
Anti-icing system must be selected to ENG during all ground
operations when icing conditions exist or are anticipated.
Page Code
REVISION 32 1-01-50 1 03
OPERATIONS
MANUAL
CAUTION: ON GROUND, DO NOT RELY ON VISUAL ICING

EVIDENCE OR ICE DETECTOR ACTUATION TO TURN
ON THE ANTI-ICING SYSTEM. USE THE TEMPERATURE
AND VISUAL MOISTURE CRITERIA AS SPECIFIED
ABOVE. DELAYING THE USE OF THE ANTI-ICING
SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE
COCKPIT MAY RESULT IN ICE INGESTION AND
POSSIBLE ENGINE DAMAGE OR FLAME-OUT.
WINDSHIELD WIPER OPERATION (AFM PROCEDURES)

Maximum Airspeed for Windshield Wiper Operation ...... 170 KIAS
Page Code
1-01-50 2 03 REVISION 17
OPERATIONS
MANUAL
NAVIGATION EQUIPMENT
RADAR
Do not operate weather radar during refueling, near fuel spills or
people.
ATTITUDE AND HEADING REFERENCE SYSTEM
Airplane must not be moved until all attitude and heading information
presented on PFD is valid.
For the AH-900 AHRS version the following limits are applicable:
- Maximum latitude for alignment......... 78°15’ Northern and Southern
- AHRS alignment will complete only after a valid airplane present
position (latitude and longitude) is received.
- Time to Alignment:
20
ALIGNMENT TIME - minutes.....
15
10
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
ALIGNMENT LATITUDE - degrees Northern and Southern
Page Code
REVISION 29 1-01-56 1 03
OPERATIONS
MANUAL
- The airplanes may not be operated within the following North and
South magnetic polar cut-out regions:
MAGNETIC
CUT-OUT LATITUDE LONGITUDE
REGIONS
Between 70°N and Between 80°W and
North 82°N 135°W
North of 82°N Between 0° and 180°W/E
Between 60°S and Between 118°30’E and
South 82°S 160°E
South of 82°S Between 0° and 180°W/E
NOTE: Within the magnetic polar cut-out regions AHRS heading
data is not available.
COMMUNICATION EQUIPMENT
HF
- Do not rely on ADF indications shown on PFD while transmitting in
HF.
- Do not transmit through HF Radio during airplane fueling.
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1-01-56 2 03 REVISION 29
OPERATIONS
MANUAL
TRANSPONDER MODE S ENHANCED SURVEILLANCE

For airplanes Post-Mod. SB 145-34-0096 or equipped with an
equivalent modification factory incorporated, the installed Mode S
system satisfies the data requirements of ICAO Doc 7030/4, Regional
Supplementary Procedures for SSR Mode S Enhanced Surveillance in
designated European airspace.
The system is not capable to transmit the Track Angle Rate parameter.
AUTOPILOT
The following limitations are applicable to the Autopilot:
− For airplanes Pre-Mod. SB 145-31-0016, the use of the Autopilot

below 1500 ft AGL is only permitted when coupled to the captain's
Flight Director.
− Minimum Barometric Decision Height
During ILS Approach ........................................ 200 ft
− Minimum Engagement Height After Takeoff ......... 1000 ft AGL
− Minimum Use Height ............................................. 160 ft
− Malfunction altitude loss:
− Cruise ............................................................ 80 ft
− Maneuver....................................................... 40 ft
− ILS Approach ................................................. 15 ft
− The following operation is prohibited when Autopilot is engaged:
− Single engine go-around.
− Rudder manual reversion mode.
− Yaw damper engagement with rudder in manual reversion
mode.
− Aileron manual reversion mode.
− Approach mode selection during localizer capture is allowed only
when airplane is inbound.
− Go-around in basic mode (roll and pitch) is allowed only with
wings level.
NOTE: Coupled go-around height loss may be 75 ft.
Page Code
REVISION 29 1-01-56 3 03
OPERATIONS
MANUAL
Page Code
1-01-56 4 03 REVISION 17
OPERATIONS
MANUAL
FMZ2000 FLIGHT MANAGEMENT SYSTEM

- The Honeywell Flight Management System (FMS) Pilot's Operating
Manual, Honeywell Publication Number A28-1146-122-00, August
1997 edition (or later revision of the manual) for the software
version NZ4.8, Honeywell Publication Number A28-1146-133-00,
February 1999 edition (or later revision of the manual) for the
software version NZ5.2 or Certification Authority accepted
Operating Manual, must be immediately available to the flight crew
whenever navigation is predicated on the use of the FMS. The
software status stated in the Pilot's Manual must match that
displayed on the FMS Control Display Unit (CDU).
- Honeywell software version NZ4.8 (or later approved version) must
be installed.
- The pilot must review the complete transition-approach, comparing
the waypoints and altitudes displayed on the FMS with those on the
published procedure prior to activation to insure that the correct
procedure and transition are selected.
- The Flight Director must be coupled to the LNAV mode (autopilot
coupled or not coupled), to accomplish GPS only approaches.
- FMS vertical guidance is not available. Therefore, during FMS
operation with Autopilot coupled, the pilot must use the Flight
Guidance Controller for vertical control.
- The FMS is approved for those oceanic and North Atlantic (NAT)
Minimum Navigation Performance Specification (MNPS) routes
requiring only a single FMS and a single GPS in accordance with
AC 20-130A.
- During oceanic, NAT MNPS, enroute and terminal area operation
with DGR or DR annunciated on the PFD, the flight crew must verify
the FMS position using VOR, DME, NDB and/or radar fix.
- During terminal area operation and non-precision approach, the
flight crew must cross-check the FMS/GPS data against the VOR,
DME, NDB and/or radar fix.
- The aircraft must have other navigation equipment installed and
operating, appropriate to the route of flight.
- The pilot must check for leg gaps in the Flight Plan Display on EFIS
and input waypoints to fill in any gaps as necessary.
Page Code
JUNE 29, 2001 1-01-60 1 03

OPERATIONS
MANUAL
- IFR enroute and terminal navigation is prohibited unless the pilot

verifies the currency of the data base or verifies each selected
waypoint for accuracy by reference to current approved data.
- Operation above 72° 30.0' north latitude and below 59° 30.0' south
latitude is prohibited due to unreliable magnetic heading.
- The fuel flow and fuel used presented on the FMS are
supplementary information only. The flight crew must use fuel
information primarily from the MFD and EICAS display.
- FMS Performance information is based on data entered by the pilot
and calculated by the FMS and is supplementary data only. FMS
fuel requirement prediction data must not be used as the sole
source of preflight or enroute fuel planning.
TM
- FMS SmartPerf Learning must be set to OFF when operating the
airplane away from normal routine airline operation, that is during
training and testing.
- NBAA (National Business Aircraft Association) fuel reserves do not
have any validity in European theatre of operation and must not be
selected for preflight or enroute fuel planning.
- During the performance initialization the pilot must not accept the
OPTIMUM cruise altitude, but must instead enter with the desired
cruise altitude.
- FMS approaches and missed approaches are prohibited. This
limitation is not applicable for airplanes equipped with NZ4.8
Mod C, NZ5.2 Mod B or later software version installed.
- FMS missed approaches using the CDU Mode Select Unit are
prohibited.
- ALT/ORG DISPLAY configuration must be selected OFF. This
limitation is not applicable for airplanes equipped with NZ4.8
Mod C, NZ5.2 Mod B or later software version installed.
NOTE: The NZ4.8 Mod C software version may be identified by
checking if the RTN TO SRVC maintenance page is
available. This page may be accessed by pressing the NAV
mode select button, then NEXT, then selecting the
MAINTENANCE submode through the respective line
select button, and finally pressing the NEXT mode select
button twice. This page is not available for NZ4.8 Mod A.
Page Code
1-01-60 2 03 OCTOBER 02, 2001
OPERATIONS
MANUAL
NAVIGATION AIRWORTHINESS APPROVALS

The single Honeywell FMZ2000 Flight Management System, with the
software version NZ4.8 Mod A or Mod C, and the single or dual
Honeywell FMZ2000 FMS software version NZ5.2 Mod B and on have
been demonstrated to be capable of and have been shown to meet the
requirements for the following operations:
− Oceanic - Oceanic and Remote - In accordance with JAA

Temporary Guidance Leaflet Nº. 3 Revision 1, AC 20-130A and
FAA Notice 8110.60 the Dual FMS is approved as a two
independent Long Range Navigation (LRN) System on these
routes, provided it is receiving usable signals from the GPS
which meets requirements of AC 90-94 for use as the only LRN
System sensor. The dual FMZ2000 installation with dual GPS
sensors as installed has been found to comply with the
requirements for GPS primary means of navigation in oceanic
and remote airspace, when used in conjunction with Honeywell
Off Line RAIM prediction program. For single FMS installation,
in accordance with AC 20-130A, along routes requiring a single
Long Range Navigation (LRN) System, provided it is receiving
usable signals from the GPS which meets requirements of AC
90-94 for use as the only LRN System sensor on these routes.
Page Code
REVISION 25 1-01-60 3 03
OPERATIONS
MANUAL
− North Atlantic (NAT) Minimum Navigation Performance

Specification (MNPS) airspace.
− Provided two FMS installations are operating with each
receiving information from two inertial reference systems
(IRS) or from two global positioning systems (GPS) when
used in conjunction with Honeywell Off Line RAIM prediction
program, the FMS is capable of unrestricted flight into North
Atlantic (NAT) Minimum Navigation Performance
Specification (MNPS) airspace and has been shown to meet
the accuracy specification in accordance with AC 120-33 or
AC 91-49.
− For single FMS installation as defined in AC 91-49 and
AC 91-70, along the special routes requiring a single LRN
(Long Range Navigation System), provided it is receiving
usable signals from the GPS which meets requirements of
AC 90-94 for use as the only LRN System sensor on these
routes.
− RNP-10 - Required Navigation Performance.
− The dual FMZ2000 installation with dual Global Positioning
Systems (GPS) sensors as installed has been found to
comply with the requirements of JAA Order 8400.12A, as
amended, as a primary means of navigation with no time
limitation, when used in conjunction with Honeywell Off Line
RAIM prediction program.
− The dual FMZ2000 installation with dual Inertial Reference
Systems (IRS) as installed has been found to comply with the
requirements of JAA Order 8400.12A, as amended, as a
primary means of navigation for flights up to 6.2 hours after
the system is placed in the navigation mode.
− The dual FMZ2000 installation with dual Global Positioning
Systems (GPS) sensors and dual Inertial Reference Systems
(IRS) as installed has been found to comply with the
requirements of JAA Order 8400.12A, as amended, as a
primary means of navigation with no time limitation.
− Enroute and Terminal - In accordance with AC 20-130A and
TSO C129 C1 provided it is receiving usable signals from:
− One VOR/DME or multiple DME’s.
− GPS.
Page Code
1-01-60 4 03 REVISION 25
OPERATIONS
MANUAL
− Non-Precision Approach - In accordance with AC 20-130A,

TSO C129 C1 and AC 90-94 ( * ) (Phase II and III overlay
approaches and GPS only approaches), provided:
− The APP annunciation is set on the PFD at the Final
Approach Fix.
− The DGR or DR is not annunciated on the PFD.
− The flight director is coupled to the LNAV mode (GPS only
approaches).
NOTE: ( * ) AC 90-94 deals with the use of GPS in the US National
Airspace System (NAS) and in oceanic areas. The general
approval to use GPS to fly overlay instrument approaches
as described in the AC, is initially limited to the NAS. Refer
to SECTION II - LIMITATIONS, for use of GPS for non-
precision approaches outside the NAS.
− BRNAV Operations - In accordance with AC 20-130A, provided
it is receiving navigation information from at least one VOR and
one DME or from two DME’s.
− P-RNAV Operations - Provided FMS is receiving automatic
position update from GPS, or from two DME’s or from
VOR/DME.
NOTE: Compliance with the above regulations does not constitute

operational approvals.
Page Code
REVISION 25 1-01-60 5 03
OPERATIONS
MANUAL
Page Code
1-01-60 6 03 REVISION 25
OPERATIONS
MANUAL
UNS-1K FLIGHT MANAGEMENT SYSTEM

- The Universal UNS1 Operator´s Manual or an Operating Manual
accepted by the Certification Authority, must be immediately
available to the flight crew whenever navigation is predicated on the
use of FMS. The software status stated in the Operator´s Manual
must match that displayed on the FMS Control Display Unit (CDU).
- Universal FMS Software version 603.0 (or later approved version)
must be installed.
- FMS instrument approaches must be accomplished in accordance
with approved instrument approach procedures that are retrieved
from the FMS navigation data base. The FMS data base must
incorporate the current update cycle.
- Instrument approaches must be conducted in FMS approach status
(APP) and GPS integrity monitoring (when using GPS for approach
guidance) must be available at the Final Approach Fix, as indicated
to the pilot by the INTEG amber annunciator being off and APP
annunciator displayed on PFD.
- Use of FMS guidance for conducting instrument approach
procedures is prohibited with the FMS operating in the dead
reckoning mode (DR annunciation set on PFD).
- The pilot must review the complete transition-approach, comparing
the waypoints and altitudes displayed on the FMS with those on the
published procedure prior to activation to insure that the correct
procedure and transition are selected.
- VNAV is advisory only, and the aircraft altimeter should be the
primary source of altitude information at all times.
- When using FMS guidance for conducting instrument approach
procedures that do not include a GPS reference in the title of the
published procedure, the flight crew must verify that the procedure
specified navaid and associated avionics are operational.
Page Code
JUNE 29, 2001 1-01-60 1 05

OPERATIONS
MANUAL
- When using FMS guidance for conducting instrument approach

procedures, the procedure navaid must be tuned and valid, and the
raw data must be displayed in the cockpit, under the following
conditions:
- For VOR approaches (where the procedure specified navaid
is a VOR only navaid-no DME capability) and NDB
approaches, without GPS (GPS failed or RAIM out of limits or
unavailable).
- For any instrument approach (other than GPS stand alone
approach).
- ILS, LDA, SDF and MLS approaches, using the FMS for guidance,
are prohibited.
- When conducting FMS guided missed approach procedures,
autopilot coupled operation is prohibited until the flight crew has
established a rate of climb that ensures all altitudes requirements of
the procedure will be met.
- When flying to an airport where GPS (non-overlay) is the intended
approach, prior to dispatch, the flight crew is required to verify that
the predictive RAIM at the destination ETA is within the approach
criteria.
- When the approach at the destination is based on GPS and an
alternate airport is required by the applicable operating rules, the
alternate airport must be served by an approach based on a
navigation aid other than GPS. The navigation aid must be
operational and the aircraft must have operational equipment
capable of using that navigation aid.
- IFR non-precision approaches on airports are not approved unless
authorized by the appropriate governing authority.
- IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the data base or verifies each selected
waypoint for accuracy by reference to current approved data.
- The fuel flow and fuel used presented on the FMS are
supplementary information only. The flight crew must use fuel
information primarily from the MFD and EICAS displays.
Page Code
1-01-60 2 05 SEPTEMBER 20, 1999
OPERATIONS
MANUAL
- Coupled FMS vertical guidance is not available. Therefore, during

FMS operation with Autopilot coupled, the pilot must use the Flight
Guidance Controller for vertical control. Advisory vertical guidance
is available only in descent.
- During oceanic, North Atlantic (NAT) Minimum Performance
Specification (MNPS), enroute and terminal area operation with DR
annunciated on the PFD, the flight crew must verify the FMS
position using VOR/DME raw data or other appropriate means.
- The airplane must have other navigation equipment installed and
operating, appropriate to the route of flight.
- Operation above 73° north latitude and below 60° south latitude is
prohibited due to unreliable magnetic heading.
- FMS PVOR outbound function is prohibited.
- FMS missed approach using the CDU Mode Select Buttons is
prohibited.
- During FMS Fuel Management initialization, the flight crew must
enter manually the fuel onboard data.
- GPS stand-alone approaches are prohibited.
- During terminal area operation and non-precision approach, the
flight crew must cross-check the FMS/GPS data against the VOR,
DME, NDB and/or radar fix.
NAVIGATION AIRWORTHINESS APPROVALS
The Universal UNS-1K Flight Management System, with the version
603.X software, has been demonstrated capable of and has been
shown to meet the requirements for the following operations:
− Oceanic and Remote - In accordance with JAA Temporary
o
Guidance Leaflet N 3 Revision 1, AC 20-130A and FAA Notice
8110.60 the Dual FMS is approved as a two independent Long
Range Navigation (LRN) System on these routes, provided it is
receiving usable signals from the GPS which meets
requirements of AC 90-94 for use as the only LRN System
sensor.
The dual UNS-1K installation with internal GPS sensors as
installed has been found to comply with the requirements for
GPS primary means of navigation in oceanic and remote
airspace, when used in conjunction with the Universal Off Line
Page Code
REVISION 25 1-01-60 3 05
OPERATIONS
MANUAL
− North Atlantic (NAT) Minimum Navigation Performance
Specification (MNPS) airspace.
− Provided two FMS installations are operating with each
receiving information from global positioning systems
(GPS) when used in conjunction with Universal Off Line
RAIM prediction program, the FMS is capable of
unrestricted flight into North Atlantic (NAT) Minimum
Navigation Performance Specification (MNPS) airspace
and has been shown to meet the accuracy specification in
accordance with AC 12-33 or AC 91-49.
− For single FMS installation as defined in AC 91-49 and
AC 91-70, along the special routes requiring a single LRN
(Long Range Navigation System), provided it is receiving
usable signals from the GPS wich meets requirements of
AC 90-94 for use as the only LRN System sensor on these
routes.
− RNP-10 - Required Navigation Performance.
− The dual UNS-1K installation with dual Global Positioning
Systems (GPS) sensors as installed has been found to
comply with the requirements of JAA Order 8400.12A, as
amended, as a primary means of navigation with no time
limitation, when used in conjunction with Universal Off Line
− Enroute and Terminal - In accordance with AC 20-130A and
TSO C129a B1 provided it is receiving usable signals from:
− One VOR/DME or multiple DME’s.
− GPS.
− Instrument Approach - LOC and BC approaches in
accordance with AC 25-15 and RNAV, VOR, VOR/DME, NDB
and GPS approaches in accordance with AC 20-130A,
TSO C129a B1, TSO C115b and AC 90-94 (Phase II and III
overlay approaches and GPS only approaches), provided:
− The APP annunciation is set on the PFD at the Final
Approach Fix.
− The DR is not annunciated on the PFD.
− The flight director is coupled to the LNAV mode (GPS only
approaches).
Page Code
1-01-60 4 05 REVISION 25
OPERATIONS
MANUAL
NOTE: AC 90-94 deals with the use of GPS in the US National
Airspace System (NAS) and in oceanic areas. The general
approval to use GPS to fly overlay instrument approaches
as described in the AC, is initially limited to the NAS. Refer
to Section II - LIMITATIONS of this Supplement, for use of
GPS for non-precision approaches outside the NAS.
− BRNAV Operations - In accordance with AC 20-130A, provided
it is receiving navigation information from at least one VOR and
one DME or from two DME’s.
− P-RNAV Operations - Provided FMS is receiving automatic
position update from GPS, or from two DME’s or from VOR/DME.
− Compliance with the above regulations does not constitute
operational approvals.
Page Code
REVISION 25 1-01-60 5 05
OPERATIONS
MANUAL
Page Code
1-01-60 6 05 REVISION 25
OPERATIONS
MANUAL
CAT II OPERATION WITH PRIMUS 1000

AUTOMATIC FLIGHT CONTROL SYSTEM
MINIMUM EQUIPMENT REQUIRED

The performance of Category II approaches requires that the following
equipment and instruments be in proper operating conditions:
− 2 Attitude and Heading Reference Systems or 2 Inertial
Reference Systems;
− 1 Yaw Damper System;
− 1 Autopilot;
− 2 Flight Director Systems;
− 2 Primary Flight Displays (PFD);
− Windshield Wipers;
− 2 VHF/NAV Systems;
− 1 VHF/COMM System;
− Both Engines;
− Cat II Checklist Logic;
− 1 Electrical Trim System;
− 1 Radio Altimeter;
− 1 Ground Proximity Warning System (GPWS or EGPWS);
− 1 Aural Warning Unit (AWU) Channel;
− 2 Air Data System (ADS);
− 1 Standby Attitude Indicator;
− 1 Standby Airspeed indicator;
− 1 Standby Altimeter.
NOTE: Cat II operation shall be performed by the pilot who has the
Flight Director coupled to the Autopilot.
Page Code
REVISION 32 1-01-80 1 02
OPERATIONS
MANUAL
AUTOPILOT SYSTEM
Minimum Decision Height (DH) .....................................100 ft
NOTE: Although the radio altitude setting may be adjusted down to

80 ft, if requested by an ILS Cat II Approved Chart, the
approval for CAT II assumes a minimum Decision Height (DH)
of 100 ft above runway threshold elevation.
Minimum Use Height (MUH) .........................................80 ft
Runway Visual Range (RVR) ........................................300 m (1000 ft)
NOTE: Flight Director monitored manual approaches are restricted to

Category I minimums.
WIND COMPONENTS
Maximum Headwind......................................................23 kt
Maximum Tailwind.........................................................10 kt
Maximum Crosswind .....................................................25 kt
APPROACH AND LANDING FLAPS

CAT II approach and landing must be performed with flaps 22°.
Page Code
1-01-80 2 02 REVISION 23

SECTION 1-01 Limitations: Airplane Operations Manual

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AIRPLANE LIMITATIONS

NOTE: The CAT II operation is not approved for ERJ-140 and

MAXIMUM NUMBER OF SEATS (NON-AFM)

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WEIGHT AND CENTER OF GRAVITY

20090 kg 19990 kg 18700 kg 17100 kg

INFLIGHT LIMITS (FLAPS AND GEAR UP)

13000 13000 kg 13000 kg

WEIGHT AND CENTER OF GRAVITY

APPLICABLE TO AIRPLANES PRE-MOD. SB 145-53-0064.

INFLIGHT LIMITS (FLAPS AND GEAR UP)

13000 13000 kg 13000 kg

INFLIGHT LIMITS (FLAPS AND GEAR UP)

13000 13000 kg 13000 kg

WEIGHT AND CENTER OF GRAVITY

INFLIGHT LIMITS (FLAPS AND GEAR UP)

22000 17.4% 39.5%

WEIGHT AND CENTER OF GRAVITY

INFLIGHT LIMITS (FLAPS AND GEAR UP)

EMB-135 ER MODEL - TAKEOFF WITH FLAPS 18°° - CG 21.1%

INFLIGHT LIMITS (FLAPS AND GEAR UP)

To comply with the performance and operating limitations of the

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-54°C -40°C 52°C

STATIC AIR TEMPERATURE - °C

-54°C -40°C 52°C

STATIC AIR TEMPERATURE - °C

- Minimum Total Air Temperature above 25000 ft is -45°C.

VLO for retraction.......................................................... 200 KIAS

NOTE: - VLO for retraction is the maximum speed at which the

VA .................................................................................. 200 KIAS

CAUTION: RAPID AND LARGE ALTERNATING CONTROL INPUTS,

MAXIMUM OPERATING SPEED

NOTE: The VMO/MMO may not be deliberated exceeded in any regime

ELECTROMECHANICAL GUST LOCK

MAXIMUM FLAP EXTENDED ALTITUDE

DIRECT VISION WINDOW (AFM PROCEDURES)

UNPRESSURIZED FLIGHT (NON-AFM)

TURBULENT AIR PENETRATION SPEED (AFM

MAXIMUM RECOMMENDED CROSSWIND (NON-AFM)

MANEUVERING FLIGHT LOAD FACTORS

NOTE: Compliance with JAR OPS 1.308 must be observed.

ENHANCED GROUND PROXIMITY WARNING

 The Allied-Signal Enhanced Ground Proximity Warning System

ENHANCED GROUND PROXIMITY WARNING

Maximum Load on Main Generator .............................. 400 A

Maximum Battery Temperature .................................... 70°C

SEPTEMBER 20, 1999 1-01-32 1 01

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FUEL (STD, MK, MP, ER, EU, EP MODELS)

FUEL TANK TEMPERATURE

THIS PAGE IS LEFT BLANK INTENTIONALLY

AUXILIARY POWER UNIT

APU Model T-62T-40C11 T-62T-40C14

APU STARTER LIMITS

CONTINUES ON NEXT PAGE

5) Operation in oil pressure amber range between 96 and

AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM

The Allied-Signal Enhanced Ground Proximity Warning System