TM

PHENOM 100 & 300

STANDARD OPERATING PROCEDURES

MANUAL

EMBRAER S.A.

This manual is applicable to PHENOM 100 and PHENOM 300

airplanes operating under ANAC, FAA and EASA certifications.

NOTE: PHENOM 100 is a commercial designation used in this

manual to refer to the EMB-500 airplanes.
PHENOM 300 is a commercial designation used in this
manual to refer to the EMB-505 airplanes.

SOP–4590
NOVEMBER 20, 2012

Copyright 2012 by Embraer S.A.. All rights reserved. This document shall not be copied or reproduced, whether in
whole or in part, in any form or by any means without the express written authorization of Embraer. The information,
technical data, designs and drawings disclosed in this document are proprietary information of Embraer or third parties
and shall not be used or disclosed to any third party without permission of Embraer.
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TABLE OF CONTENTS

SECTION 1 GENERAL

SECTION 2 PHILOSOPHY AND POLICIES OF

OPERATION

SECTION 3 NORMAL PROCEDURES

SECTION 4 PROCEDURES AND TECHNIQUES

SECTION 5 EMERGENCY PROCEDURES

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SECTION 1
GENERAL
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 1-00.......... 03
Definitions .......................................................................... 1-00.......... 05
Abbreviations and Acronyms Used ................................... 1-00.......... 08
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INTRODUCTION
The purpose of this manual is to provide the pilot with guidance for
safe and efficient operation of the PHENOM 100 and 300, in the
business and general aviation environment.
This manual is not directive in nature, and does not replace, or
supersede the Airplane Flight Manual (AFM). These Standard
Operating Procedures (SOPs) are recommendations which, if
followed, should minimize operational errors related to the following
human factors:
• Improper communication between crew members;
• Task saturation;
• Loss of situational awareness;
• Distraction from basic flying tasks;
• Complacency;
• Tunnel vision or obsession;
• Fatigue and stress.
The manual is divided in five sections:
The first section, General, brings an introduction to the manual and a
definition of terms.
The second section, Philosophy and Policies of Operation, has
directives that are principles related to how the operation should be
conducted in its broadest sense. Topics like task sharing, teamwork
principles and Captain's authority are included therein.
The third section, Normal Procedures, basically presents the AFM
normal procedures in a far more detailed manner. The intention is to
eliminate any doubts regarding it that may arise during the operation of
the airplane or during simulator sessions.
The forth section, Procedures and Techniques, brings operational
practices and flight profiles to a standard cockpit concept throughout
flight phases.
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The last section, Emergency Procedures, presents some AFM/QRH

Emergency/Abnormal Procedures in a detailed manner. The intention
is to guide the crew on how to perform the required tasks to correct a
situation or condition. Only the procedures requiring high level of crew
coordination are presented.
The PHENOM airplanes are certified for single pilot operation and the
Standard Operating Procedures was developed under this
assumption.
However, some kinds of operations require a second pilot in command
and taking into account both situations, the procedures were detailed
considering two pilots in the cockpit, applying the concepts of areas of
responsibility and task sharing.
When operating single, the pilot must occupy the left cockpit seat and
perform all the actions.

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DEFINITIONS
The definitions listed below are for the sole purpose of clarifying the
text in this manual. They do not replace or invalidate any operating
rules in force. If there are differences between these definitions and
the regulations, the regulations must prevail.

CAPTAIN (OR PILOT-IN-COMMAND)

It is the individual aboard the airplane who is ultimately responsible for
its operation and safety during flight. The CPT has the authority to take
action, to request action be taken by the SIC and to insure the safety
of the flight.

CHALLENGE AND RESPONSE

It is a checklist usage technique that consists of a designated pilot
reading the checklist item, and a designated pilot responding to the
challenge.

FLIGHT CREW
Crew members that conduct the airplane's flight operation.

FLIGHT OPERATION
It is the act of managing an airplane in all phases of flight achieving
the maximum equipment utilization.

PHILOSOPHY
It may be defined as the beliefs, values and principles you have about
how you should behave in particular situations, which in the context of
Standard Operating Procedures it is the flight operation.
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POLICIES
Policies are broad specifications of the manner in which things are
expected to be done (training, flying, exercise of authority, personal
conduct, etc). There is a link between policies and the philosophy of
operation. The philosophy in turn generates policies and then, the
policies should be consistent with the philosophy.

PROCEDURES
A procedure is a specification for conducting a set of predetermined
sub-tasks (or actions) that are components of a higher level task. The
procedures must be designed to be consistent with the policies, which
must be consistent with the overall guiding philosophy. The
procedures also serve to provide a common ground for two individuals
(comprising a flight crew) that at times may be totally unfamiliar with
each other.

QFE
It is the barometric altimeter setting that will cause an altimeter to read
zero when at the reference datum of a particular airfield (in general, a
runway threshold).

QNE
It is the barometric altimeter setting that will cause the altimeter to read
airfield elevation when on the airfield.

QNH
It is the standard barometric altimeter setting: 29.92 inHg or 1013 hPA.
This setting is equivalent to the air pressure at Mean Sea Level (MSL)
in the International Standard Atmosphere (ISA) and it is primarily used
above the transition altitude.

READ AND DO
It is a checklist usage technique that consists of reading and
accomplishing each of the checklist items.
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REFERENCE TO CREW MEMBERS

CPT Captain (or pilot-in-command)
SIC Second-In-Command (or first officer)
LSP Left Seat Pilot
RSP Right Seat Pilot
PF Pilot Flying
PM Pilot Monitoring

SCAN FLOW
It is a checklist usage technique that consists of completing all the
check list actions by memory and verifying them item by item
afterwards by reading and replying. It is also known as do and verify.

SECOND-IN-COMMAND (OR FIRST OFFICER)

It is the pilot who is designated to be Second-in-Command of an
airplane during flight time. The SIC assists the CPT conduct flight
operations and can carry out the duty of flying the airplane under all
circumstances.

STERILE COCKPIT
Sterile cockpit is the principle of restricting any activity, during a critical
phase of flight, which could distract a flight crewmember from the
performance of his or her duties, or which could interfere in any way
with the proper conduct of those duties.
"Critical phase of flight" includes all ground operations involving taxi,
takeoff and landing, and all other flight operations conducted below
10000 ft, except cruise flight.
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ABBREVIATIONS AND ACRONYMS USED

ABBREVIATIONS OR
MEANING
ACRONYMS
ADS Air Data System
AEO All Engines Operative
AFCS Automatic Flight Control System
AFM Airplane Flight Manual
AFT Afterwards (back)
AGL Above Ground Level
AOA Angle of Attack
AP Autopilot
AS REQ As required
ASL Above Sea Level
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATR Automatic Thrust Reserve
CAS Crew Alert System
CB Circuit Breaker
CDFA Constant Descent Final Approach
CDL Configuration Deviation List
CKD Checked
COM Communication
CPT Captain (or pilot-in-command)
CWS Control Wheel Steering
DA Decision Altitude
DH Decision Height
ECL Electronic Checklist
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ABBREVIATIONS OR
MEANING
ACRONYMS
ECS Environmental Control System
EFIS Electronic Flight Instrument System
FAF Final Approach Fix
FD Flight Director
FF Fuel Flow
FLC Flight Level Change
FMA Flight Mode Annunciation
FMS Flight Management System
GND Ground
GPU Ground Power Unit
HF High Frequency
IAF Initial Approach Fix
Integrated Air Data and Stall Protection
IASP
Probe
ICAO International Civil Aviation Organization
IESI Integrated Electronic Standby Instrument
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
ISA International Standard Atmosphere
ITT Inter Turbine Temperature
KIAS Indicated Airspeed (knots)
LDG Landing Gear
LFE Landing Field Elevation
LH Left Hand
LNAV Lateral Navigation
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ABBREVIATIONS OR
MEANING
ACRONYMS
LND Landing
LOC Localizer
LRC Long Range Cruise
LSP Left Seat Pilot
MAP Missed Approach Point
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum Enroute Altitude
MFD Multi Function Display
MLG Main Landing Gear
MMO Maximum Operating Mach
MORA Minimum Off-Routes Altitude
MRC Maximum Range Cruise
MSA Minimum Safe Altitude
Low Pressure Compressor Speed (fan
N1
speed)
N2 High Pressure Compressor Speed
NADP Noise Abatement Departure Procedure
NAV Navigation
NDB Non-Directional Beacon
NLG Nose Landing Gear
NOTAM Notice to Airman
OAT Outside Air Temperature
OEI One Engine Inoperative
OM Outer Marker
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ABBREVIATIONS OR
MEANING
ACRONYMS
PAX Passengers
PF Pilot Flying
PFD Primary Flight Display
PM Pilot Monitoring
POH Pilot's Operating Handbook
QRH Quick Reference Handbook
RA Resolution Advisory
RH Right Hand
RNAV Random Navigation (area navigation)
RNP Required Navigation Performance
RSP Right Seat Pilot
RTO Rejected Takeoff
RVSM Reduced Vertical Separation Minimum
SAT Static Air Temperature
SIC Second-In-Command (or first officer)
SID Standard Instrument Departure
SLD Super Cooled Large Droplet
SOP Standard Operating Procedures
TA Traffic Advisory
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TCAS Traffic Collision Avoidance System
Takeoff Decision Speed or Maximum
V1
Rejected Takeoff Speed
V2 Takeoff Safety Speed
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ABBREVIATIONS OR
MEANING
ACRONYMS
VAC Approach Climb Speed
VFR Visual Flight Rules
VFS Final Segment Speed
VMC Visual Meteorological Conditions
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF Omnidirectional Range (radio)
VR Rotation Speed
VREF Landing Reference Speed
VS Vertical Speed
X-CKD Cross Checked
YD Yaw Damper

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SECTION 2
PHILOSOPHY AND POLICIES
OF OPERATION
TABLE OF CONTENTS
Block Page
Safety Priority .................................................................... 2-00.......... 03
Team Mentality .................................................................. 2-00.......... 03
Authority............................................................................. 2-00.......... 03
Coordination and Relationship .......................................... 2-00.......... 04
Areas of Responsibility ...................................................... 2-00.......... 04
Task Sharing...................................................................... 2-00.......... 04
Briefings and Communications.......................................... 2-00.......... 06
Dark and Quiet Cockpit Concept....................................... 2-00.......... 07
Buttons Concept ................................................................ 2-00.......... 07
Normal Checklist ............................................................... 2-00.......... 07
Emergency and Abnormal Procedures ............................. 2-00.......... 09
Electronic Checklist (ECL)................................................. 2-00.......... 14
Reading ............................................................................. 2-00.......... 14
Use of Automation ............................................................. 2-00.......... 14
Automatic Flight ................................................................. 2-00.......... 15
Flight Director .................................................................... 2-00.......... 15
Flight Management System............................................... 2-00.......... 15
Altimeters........................................................................... 2-00.......... 15
Weather Radar .................................................................. 2-00.......... 15
Lights ................................................................................. 2-00.......... 16
Flight Deck Access ............................................................ 2-00.......... 16
Sterile Cockpit.................................................................... 2-00.......... 16
Meals ................................................................................. 2-00.......... 16
Shoulder Harnesses .......................................................... 2-00.......... 16
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Headphones.......................................................................2-00 ..........17
Pilot Incapacitation.............................................................2-00 ..........17
Approach............................................................................2-00 ..........18
Towbar ...............................................................................2-00 ..........19
Training ..............................................................................2-00 ..........20

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SAFETY PRIORITY
Passengers and public safety are the highest priority.

TEAM MENTALITY
The flight crew must get along as a team. A sense of collaboration and
mutual help must prevail for the objective of safely and efficiently
completing the flight.

AUTHORITY

CAPTAIN'S AUTHORITY
He/she is ultimately responsible for whatever happens to the
occupants, to the airplane or to any goods or persons outside the
airplane as result of the flight operation under his command.
The Captain must use crew resources in the most effective way and
must encourage other crew members to engage in teamwork by
allowing them to participate in and give suggestions whenever useful
for the execution of the flight.
He must treat all crew members with respect and consideration at all
times.

SECOND-IN-COMMAND RIGHTS AND DUTIES

The Second-in-Command can be designated as PF for any flight leg if
the Captain finds it appropriate.
The Second-in-Command can and should immediately advise the
Captain of any operational discrepancy that may develop into a flight
safety problem. This entitlement to intervene must be practiced
extensively in the simulator so that he understands how and to what
extent this intervention is to be exercised. If the Captain becomes
incapacitated, the Second-in-Command acquires all the rights and
duties of the Captain.
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COORDINATION AND RELATIONSHIP

The flight crew must be on coordination. They must know their duty
and activities into the cockpit during a normal operation as well as in
an abnormal situation. It is recommended that this coordination should
be carried out to practice during simulator training. They should also
brief between them before the flight and about the whole flight
operation.
Crew members should never be rude or harsh to anybody when on
duty unless there is an undeniable practical reason to act in such a
way for the sake of the passengers or for reasons of flight safety.

AREAS OF RESPONSIBILITY

ON GROUND
The entire cockpit is responsibility of the Left Seat Pilot (LSP).

IN-FLIGHT
The entire cockpit is responsibility of the Pilot Flying (PF).

NOTE: Actions outside the crew member's area of responsibility may

be sometimes applicable and are properly indicated in this
manual or are initiated at the discretion of the Captain.

TASK SHARING
Ground operations are divided between the Left Seat Pilot (LSP) and
Right Seat Pilot (RSP), while in-flight operations are divided between
Pilot Flying (PF) and Pilot Monitoring (PM).
The PF and PM task sharing concept applies from the start of takeoff
to the end of landing only.
On the ground, the RSP is responsible for reading the checklist and
generally the LSP in answering. The in-flight reading of the items is
done by the PM. The pilot that responds also performs the action and
it is specified to the right of the checklist item.
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In flight:
The PF is in charge of:
• Throttles;
• Controlling flight path and speed;
• Airplane configuration;
• Navigation;
• Annunciating the mode of operation displayed in the Flight
Mode Annunciation (FMA) on the PFD.
The PM is in charge of:
• Checklist reading;
• ATC communications;
• Passenger briefing (only if seated on the right);
• Monitoring the flight and alerting the PF of any abnormal
condition;
• Engine shutdown (coordinated with the PF).

PF/PM
LSP/RSP
EM500ENAOM140466A.DGN

FIGURE 2.1 – TASK SHARING

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If the airplane is being hand-flown, then such actions as selecting

heading or course, pre-selecting altitude, switching to another FD
mode or changing the configuration of the airplane (except speed
brakes) must be asked for by the PF and executed by the PM and any
system management action such as flipping switches or turning knobs
desired by the PF must be asked for by him and acted upon by the
PM.
If the airplane is on a coupled flight (autopilot engaged) then such
actions as selecting heading or course, pre-selecting altitude or
switching to another FD mode is carried out by the PF. Changing the
configuration of the airplane (except speed brakes) must still be asked
for by the PF and executed by the PM, while system management can
be carried out by the PF.
The PM must also check the limit speeds for configuration change
before complying with any request from the PF.
Navigation FMS changes should be confirmed by both pilots before
execution, and both pilots should also confirm ATC directed changes
in heading, course, and altitude.
The PM is not entitled to abort a takeoff nor is he entitled to take any
action that can make an abort unavoidable. He is, however required to
call out any condition that the PF needs to make a good go-no go
decision. If the Captain is not the PF, he may take this decision but it
have to be briefed with the Second-in-Command before flight. In this
case, the Captain call out "Reject, Reject, Reject" and the PF will
perform the RTO.

BRIEFINGS AND COMMUNICATIONS

The passengers must be informed regarding matters that need their
action. It is highly recommended that the flight crew members brief the
passengers before the flight as in-flight when special non-routine
procedures are to be carried out. For example, briefing for a landing
that may possibly end up with an evacuation, or when turbulent
weather is expected en-route.
Any communication with the passengers should be coordinated
between the Captain and the Second-in-Command. However, the
Captain may delegate this task to the Second-in-Command if he finds
it appropriate.
Non-essential conversation should be avoided during high workload
flight phases.
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DARK AND QUIET COCKPIT CONCEPT

The concept used to design and operate the airplane was based on
the assumption that while in-flight, all systems are normal when:
• Lights panel, main panel, glare shield and control pedestal
panel have no lights on;
• No aural warnings are being issued;
• A white striped bar illuminates on any button to indicate that it is
not in its normal position.

BUTTONS CONCEPT
The normal operating position of the push in/out buttons is identified
with no light bar illuminated, regardless of switch position.
The selector knobs are positioned at twelve o'clock.
To assure proper signal transmission when using the selector knobs
that have momentary positions, hold the knob for at least 2 seconds at
the positions before releasing it.

NORMAL CHECKLIST
SCAN FLOW AND READ AND DO
The crew must accomplish all the AFM normal procedures.
The use of the on board checklist is based on the assumption that
pilots have properly been trained on the type of airplane and therefore
have a thorough knowledge of the airplane's systems and procedures.
It further assumes that they know the consequences of their actions
(or the consequences of not performing the right actions at the right
time).
The procedures to be carried out in each phase are not restricted to
the checklist. These procedures are explained in detail after each
phase checklist and are consistent with the procedures set forth in the
AFM.
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The Normal Checklist has been divided and named according to its
specific phase.
All the Normal Checklist may be performed using Scan Flow or Read
and Do techniques. The exceptions are the After Takeoff and Before
Landing checklists that should be performed using Scan Flow, since
some of the items will already be performed at the time of the
checklist.
In order to reduce the amount of activity in the cockpit during high
workload flight phases, the After Takeoff and After Landing checklists
will be silent checklists.
In case of interruption the pilot should stop the reading, and when he
restarts it, he must be sure of where he stopped. If not, the checklist
must be read from the start again.
When a disagreement between the response and the checklist answer
is found, the checklist should be interrupted until the item is solved.
The crew should exercise judgment to establish the proper
coordination between normal and emergency/abnormal procedures
towards the safest course of action.
Should any discrepancy between the SOP and the AFM be detected,
the AFM prevails.

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EMERGENCY AND ABNORMAL PROCEDURES

MEMORY ITEMS AND READ AND DO
The emergency/abnormal procedures will provide the procedural steps
required to resolve non-normal situations on the ground or in-flight.
On modern airplanes, situations for which there are no written
procedures are not likely to occur. It is not possible to develop
checklists for every condition, especially when multiple failures occur.
The emergency/abnormal procedures are published in the AFM in a
descriptive form and in the QRH in a flow chart form.
In order to use the AFM/QRH pilots have to be properly trained on the
execution of all operational, emergency and abnormal procedures set
forth in the approved AFM and also have a thorough knowledge of the
airplane and its systems.
All abnormal and emergency procedures other than the Memory Items
are to be carried out using the Read and Do technique.
In case a discrepancy is found among the QRH, SOP and the
approved AFM, the AFM shall prevail.
Three blocks of procedures are contained in these manuals:
• Non-Annunciated Procedures: it describes procedures
referring to a non-routine operation requiring flight crew action,
due to conditions that are not sensed by the airplane's avionics
system (not related to CAS messages) such as an emergency
descent or emergency evacuation. Although non-annunciated,
these procedures have the same priority of the CAS messages,
which is identified by the type of procedure and color of the
titles. They are grouped by priority and alphabetic order.
• Annunciated Procedures: procedures related to a CAS
message. These procedures are grouped by system, priority
and alphabetic order. They are titled with the corresponding
CAS message wording.
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• Smoke Procedures: contain all the non-annunciated

procedures associated with malfunctions that lead to a smoke
condition in the cockpit, cabin or cargo compartments. In the
QRH, the procedures are written with bigger size letters for
easier reading.

MEMORY ITEMS
The actions marked with a greek letter "phi" (Φ) on AFM or contained
in the bold square boxes in QRH are recall items. They must be
performed immediately, from memory. After these actions execution,
they must be crosschecked with QRH for proper completion. The other
actions should be performed as soon the condition permits.
Full knowledge of the memory items is mandatory.

NON-ANNUNCIATED PROCEDURES
The non-annunciated procedures are grouped by:
• Emergency Procedures: a procedure requiring immediate
flight crew action to protect the airplane and occupants from
serious harm.
• Abnormal Procedures: a procedure requiring flight crew
action, due to failure of a system or component, to maintain an
acceptable level of airworthiness for continued safe flight and
landing.
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ANNUNCIATED PROCEDURES
Crew alerting system messages should always be announced when
displayed.
When more than one message is displayed, careful consideration
should be applied in order to prioritize actions.
A category was assigned for each CAS message. These categories
define the message priority in order to present it in the avionics
display. The messages are presented in chronological order according
to their category. The system does not provide any prioritization of
messages within a category.
There are four message priority levels:
• WARNING (red): indicates an emergency operational condition
or airplane system condition that requires immediate corrective
or compensatory crew action.
• CAUTION (yellow): indicates an abnormal operational or
airplane system conditions that require immediate crew
awareness and a subsequent corrective or compensatory
action.
• ADVISORY or NOTE (white): indicates operational or airplane
conditions that require crew awareness. Subsequent or future
crew action may be required.
• GOLDEN (red/yellow/white): golden CAS messages improve
pilot awareness and help their decision process when multiple
CAS messages are triggered. They are considered root cause
of other failures and flight crew is requested to consider them
during the decision process to define the adequate order of
procedures to be followed. They are identified as a steady
reverse video after acknowledgement by the crew.
If more than one CAS messages appear at same time, the crew
should consider perform the required checklists following the message
priority level: WARNING (red), CAUTION (yellow) and ADVISORY
(white).
If more than one CAS messages, within a category, appear at same
time, the crew should analyze and define which one should be dealt
first.
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Some procedures require "LAND AS SOON AS POSSIBLE". It means

that a landing should be accomplished at the nearest suitable airfield
considering the severity of the emergency, weather conditions, field
facilities, ambient lighting, airplane gross weight and command
guidance. Depending on the severity of the situation, landing on a
surface, other than a runway may be considered, for the safety of the
occupants.
Some procedures may advise to "LAND AS SOON AS PRACTICAL".
In this case the emergency conditions are less urgent, and although
the mission is to be terminated, the degree of the emergency is such
that an immediate landing at the nearest adequate airfield may not be
necessary.
The procedures contained in AFM and QRH assume that:
• Airplane systems were operating normally prior to the failure;
• All emergency/abnormal actions are performed in the order they
are presented in the procedure;
• Normal procedures have been properly accomplished;
• System controls were in normal condition prior to beginning of
the associated procedure;
• Aural warnings are silenced as applicable. Any message
warning button is acknowledged as soon as the failure is
recognized;
• In case of depressurization and presence of smoke, oxygen
masks and smoke goggles (if applicable) have been donned
and communication has been established;
• Circuit breakers must not be reset, unless is requested by the
procedures instruction.
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EMERGENCY AND ABNORMAL PROCEDURES

HANDLING PHILOSOPHY
The crew member recognizing the malfunction calls it out.
Flying the airplane is always the priority in any emergency/abnormal
situation. Checklists should only be called for, by the crew, after the
flight path is under control, critical phases of flight (takeoff and landing)
have ended and all recall items have been accomplished.
In an abnormal takeoff, no action should be taken until the airplane
flight path and configuration are properly established and a safe
altitude (400 ft minimum) has been attained. The recommended level
off is at least 1000 ft AGL, where the AP may be engaged and the
emergency procedures accomplished. Obstacles clearance must be
consider for the definition of the level off altitude.
Procedures have to be initiated on the pilot in command. On the
ground it is the LSP and in-flight it is the PF. If the Captain is not the
pilot in command, he may ask the commands for the Second-in-
Command when he finds it appropriate.
When airborne, items referring to throttles, fire handles, and engine
start/stop selectors should be confirmed by both pilots prior to be
accomplished.
Exercise common sense and caution when accomplishing checklists
for multiple failures.
In case of emergency/abnormal situation, both crew members
systematically and without delay should accomplish all memory items
in their area of responsibility.
When the flight is under control and all memory items are completed,
the PF calls for the appropriate emergency/abnormal procedure in the
QRH.
The emergency/abnormal procedures have priority over the normal
checklist. After the procedure is completed, the pilot should revert
back to the normal checklist, and amend it with the appropriate items
requested in the abnormal checklist (e.g. different flap setting).
Any time an engine shutdown is required in-flight, good coordination is
essential, to avoid shutting down the incorrect engine.
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ELECTRONIC CHECKLIST (ECL)

The main purpose of the ECL is to assist the flight crew in controlling
airplane operations. The ECL has the same contents of a paper
checklist, but its use causes a reduction in flight crew workload and a
performance improvement throughout the flight.
The most commonly made mistakes while handling a paper checklist
such as skipping an item due to an interruption or stating that an item
had been completed when it has not, are minimized with the use of
this tool.
All checklist items, normal and emergency/abnormal checklists, must
be manually checked.

READING
In flight reading activity by the flight crew should be restricted to
material that is relevant and necessary for the current flight operation.

USE OF AUTOMATION
On highly automated airplanes monitoring is an active role that it is as
important as acting. Monitoring skills and discipline must be enforced
and checked during training.
Pilots must be alert and avoid "automation complacency" generated by
the automated airplane systems. Usage of automation must be well
trained in order to provide workload reduction and the ability to
correlate the different scenarios and systems.
The pilot flying must determine the optimal use of automation.
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AUTOMATIC FLIGHT
Plan to be synchronized with the airplane's automation. Being "ahead"
of the airplane is essential for smooth operation of the automated
systems. When the airplane does not perform as expected, the
autopilot must be disconnected and a manual flight promptly
established.
The PF must keep one hand on the yoke at all times when the
autopilot is coupled below 1500 ft AGL.

FLIGHT DIRECTOR
It must be consistent with what the airplane is doing or must be taken
out of view.

FLIGHT MANAGEMENT SYSTEM

Any heavy reprogramming made by the PF (approaches, runways,
missed approaches) should not be done below 10000 ft. If ATC directs
the airplane to an unexpected runway or approach procedure, the
approach procedure shall be carried out using the AFCS control unit.
Holding patterns can however be programmed at holding altitudes if
the need arise.
Any FMS changes should be confirmed by the other pilot before
execution.

ALTIMETERS
They must be set to QNH or to QNE, i.e., it must be changed to QNE
at the transition altitude during climb and must be set to QNH at the
transition level during descent.

NOTE: Some countries use QFE instead of QNH.

WEATHER RADAR
When available, the weather radar should always be used for night
operations or anytime at the pilot's discretion.
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LIGHTS
Navigation lights should be ON whenever the airplane is electrically
powered.
Strobe lights must be ON from the moment the airplane enters the
runway for takeoff to the point where the airplane leaves the runway
after landing.
Taxi lights should be ON during airplane ground movement.
Landing lights should be ON for takeoff and landing, when below
10000 ft AFE and inside congested areas.
Wing inspection light must be used when visual inspection of the wing
surfaces is required.

FLIGHT DECK ACCESS

Check local regulations.

STERILE COCKPIT
The concept of sterile cockpit must be used below 10000 ft. This must
be called out by the PF and must be advised to the passenger by the
PM.

MEALS
Each flight crewmember should have his/her meal separately. It is
recommended that they choose different menus, whenever possible.

SHOULDER HARNESSES
They must be used from engine start to transition altitude and from the
start of descent until the engines shut down procedures have been
finished. Their use is also recommended in the presence of moderate
or severe turbulence and any time at crew's discretion.
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HEADPHONES
Use of headphones is mandatory from engine start to the top of climb
and from the top of descent until engine shut down.

PILOT INCAPACITATION
Pilot incapacitation is a possibility in all age groups and during all flight
phases, ranging from sudden death to partial loss of mental or
physical performance. Proper crew coordination involves checks and
crosschecks using verbal communications and standard operating
procedures to detect this problem.
Failure of any crewmember to respond to a second request or a
checklist will be considered a pilot incapacitation condition and crew
action is immediately required.

CREW ACTION
If one pilot confirms that the remaining pilot is incapacitated, he/she
shall take over checking the position of essential controls and
switches. An emergency should be declared and the autopilot used to
reduce crew workload.
After the autopilot is engaged and the airplane is under control, notify.
If practicable, try to restrain the incapacitated pilot and slide the seat to
the full back position. The shoulder harness lock may be used to
restrain the incapacitated pilot.
Request assistance from any medically qualified passenger and
consider using help from other pilots or crew members who may be
among the passengers.
Consider landing at the nearest suitable airport.
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APPROACH

STABILIZED APPROACH
Pilots must be on a stabilized approach (on track, on slope, at the
target speed and configured to land) when on a three-mile final. A
stabilized final approach enhances touchdown precision.
Non-stabilized approaches increase the chance of high sink rate at
touch down or an excessive flare.
Additionally, and equally important, a stabilized approach gives the
pilot the opportunity to set his mind on the missed approach procedure
and be prepared if he needs to do so.
Stabilized approaches do burn some extra fuel when compared with
power off approaches and some other unorthodox techniques.
However, compromising safety for nominal fuel savings is not
acceptable.
Circle-to-land approaches are very critical because they contain a
portion that lacks instrument reference and are not stabilized. These
approaches must be extensively trained in the simulator especially in
marginal weather. The usage of the autopilot on circle-to-land
approaches is recommended.
Sidestepping to a parallel runway can be done if airplane is at more
than three miles from touch down. Obviously there are many pilots that
can do it closer to the runway and do safely, but as a safety rule to be
applied to all pilots tight sidesteps must be avoided.

EFIS AND NAV USAGE DURING APPROACH

An approach based on NAV aids should not be performed based
solely on FMS position. Direct NAV aid indication should always be
used as primary means. However in case of a non-precision approach
the FMS-based course/vertical path indication, along with the MAP
mode on the MFD, can be used on the PM side as a reference.
ILS approaches must always be performed with direct ILS indications
on both sides.
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MISSED APPROACH
There have been many accidents in aviation caused by the decision to
land when all evidence signaled that the safest alternative was a
missed approach.
The approach must be planned with the missed approach in mind. The
missed approach must be briefed in detail and both pilots must be
totally aware of what will happen if a missed approach is carried out.

HIGH SINK RATE NEAR THE GROUND

High sink rates during approach should be avoided. As a general rule,
two thirds of the height can be used as a maximum sink rate target
when at heights of 2000 ft or less and not on the final approach
segment. For example, at a height of 1500 ft the maximum sink rate
would be 1000 ft/min, while at a height of 2000 ft the maximum sink
rate would be 1300 ft/min.
Capturing the glide slope from above should be avoided when
possible. If it is possible to alternate to better glide slope interception,
the alternate procedure must be chosen.
No attempt should be made to intercept the glide slope from above
under instrument meteorological condition after having passed the
outer marker. Should such a situation ever arise, a missed approach
should be carried out.

TOWBAR
If towing is to be performed without trained ground personnel, the pilot
is responsible for orienting and following the tow bar installation,
correct usage and stowage.
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TRAINING

EMPHASIS ON SITUATION AWARENESS

Pilots must undergo extensive simulator training to efficiently manage
their workload and prioritize flying the airplane. Critical high workload
situations must be simulated to make sure that the pilots are capable
of avoiding distraction from the basic tasks.

TAKING PROCEDURES SERIOUSLY

It is recommended that all flight crew members develop the habit of
pointing at or looking at an item that is being mentioned in the check
list as they read it. This technique helps to prevent the loss of attention
due to absent-minded and mechanical reading of procedures. The
flight crew member that is reading a checklist must also make sure
that the other pilot heard and is aware of each item read. If any doubt
persists, the item must be called out again until it is clear that it was
grasped.
If single pilot operation, the technique of read it aloud also helps to
prevent the loss of attention due to absent-minded and mechanical
reading of procedures.
Full knowledge of the recall items is mandatory. A flight crew member
unable to recall memory items of the checklist can not be considered
proficient.
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SECTION 3
NORMAL PROCEDURES
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 3-00.......... 03
Normal Checklist ............................................................... 3-00.......... 05
Detail Normal Procedures ................................................. 3-00.......... 15
Cockpit/Cabin Safety Inspection .................................. 3-00.......... 15
External Inspection ....................................................... 3-00.......... 20
Power Up...................................................................... 3-00.......... 30
Before Start .................................................................. 3-00.......... 33
Engine Start.................................................................. 3-00.......... 37
After Start...................................................................... 3-00.......... 38
Before Takeoff .............................................................. 3-00.......... 42
Takeoff.......................................................................... 3-00.......... 43
After Takeoff/Climb....................................................... 3-00.......... 46
Descent ........................................................................ 3-00.......... 48
Approach ...................................................................... 3-00.......... 50
Before Landing ............................................................. 3-00.......... 51
Go-Around .................................................................... 3-00.......... 52
Landing ......................................................................... 3-00.......... 54
After Landing ................................................................ 3-00.......... 55
Shutdown...................................................................... 3-00.......... 56
Leaving the Airplane..................................................... 3-00.......... 58
Operation in Icing Conditions ............................................ 3-00.......... 61
External Inspection (Icing Conditions).......................... 3-00.......... 64
Before Start (Icing Conditions) ..................................... 3-00.......... 66
Engine Starting (Icing Conditions)................................ 3-00.......... 66
After Start (Icing Conditions) ........................................ 3-00.......... 67
Taxi (Icing Conditions).................................................. 3-00.......... 68
Before Takeoff (Icing Conditions)................................. 3-00.......... 69
Takeoff (Icing Conditions) ............................................ 3-00.......... 72
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Climb/Cruise (Icing Conditions) ....................................3-00 ..........72

Holding (Icing Conditions).............................................3-00 ..........73
Approach (Icing Conditions) .........................................3-00 ..........74
Go-Around (Icing Conditions) .......................................3-00 ..........74
Landing on Wet or Slippery Runways ..........................3-00 ..........75
After Landing (Icing Conditions) ...................................3-00 ..........76
Leaving the Airplane (Icing Conditions)........................3-00 ..........77

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INTRODUCTION
The Normal Procedures described in this section are to be used by a
trained flight crew to ensure that the airplane is in a proper condition
and correctly configured for each phase of flight, intending to a safe
and efficient operation.
The procedures before Engine Start should be accomplished with
electrical power supplied from Ground Power Unit. In the event that
GPU is not available, batteries may be used.
The normal procedures are broken down into the following phases:
• COCKPIT/CABIN SAFETY INSPECTION
• EXTERNAL INSPECTION
• POWER UP
• BEFORE START
• ENGINE START
• AFTER START
• BEFORE TAKEOFF
• TAKEOFF
• AFTER TAKEOFF/CLIMB
• DESCENT
• APPROACH
• BEFORE LANDING
• GO-AROUND
• LANDING
• AFTER LANDING
• SHUTDOWN
• LEAVING THE AIRPLANE
• OPERATION IN ICING CONDITIONS
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NORMAL CHECKLIST
COCKPIT/CABIN SAFETY INSPECTION
CHALLENGE RESPONSE ANSWERED BY

Courtesy Light...............................................CKD...........................LSP
Emergency Door Locking Pin .......................REMOVED ................LSP
Emergency Door...........................................LOCKED ...................LSP
Water Barrier ................................................CKD...........................LSP
Documents, Manuals and Charts .................CKD...........................LSP
Maintenance Status ......................................CKD...........................LSP
Emergency Equipment .................................CKD...........................LSP
Oxygen Bottle Valve Handle.........................PUSHED ...................LSP
SUPPLY CONTROL Knob ...........................PAX AUTO ................LSP
Oxygen Mask Regulator ...............................CKD 100% ....... LSP/RSP
BATT 1 & 2 Switches....................................OFF ...........................LSP
BUS TIE Knob ..............................................AUTO ........................LSP
GEN 1 & 2 Switches .....................................AUTO ........................LSP
GPU Button...................................................AS REQ.....................LSP

PHENOM 300 ONLY

BLEED 1 & 2 Switches ............................AUTO ........................LSP
XBLEED Knob .........................................AUTO ........................LSP
TEST Panel .............................................OFF ...........................LSP

Circuit Breakers ............................................CKD...........................LSP

FUEL PUMP 1 & 2 Switches ........................AUTO ........................LSP
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 100 ONLY

XFR Button ............................................. PUSHED OUT.......... LSP
HYD PUMP Knob ................................... AUTO........................ LSP

PHENOM 300 ONLY

XFEED Knob........................................... OFF .......................... LSP
HYD PUMP SOV 1 & 2 Switches ........... OPEN ....................... LSP

ELT Switch ................................................... ARMED..................... LSP

PUSHER CUTOUT Button........................... PUSHED OUT.......... LSP
Gust Lock Pin............................................... REMOVED ............... LSP
Rudder Gust Lock ........................................ RELEASED .............. LSP
WSHLD 1 & 2 Switches ............................... OFF .......................... LSP

PHENOM 100 ONLY

ADS-AOA Knob ...................................... AUTO........................ LSP

PHENOM 300 ONLY

ADS PROBES Knob ............................... AUTO........................ LSP

ENG 1 & 2 Switches .................................... OFF .......................... LSP

WINGSTAB Switch ...................................... OFF .......................... LSP
INSP LIGHT Switch ..................................... OFF .......................... LSP
LDG GEAR Lever ........................................ DN ............................ LSP
MODE Switch............................................... AUTO........................ LSP
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 100 ONLY

BLEED Knob ...........................................BOTH ........................LSP

PHENOM 300 ONLY

ECS Knob ................................................BOTH ........................LSP

DUMP Button................................................PUSHED OUT...........LSP

AIR CONDITIONING Panel..........................AS REQUIRED .........LSP
SHUTOFF 1 & 2 Buttons ..............................PUSHED OUT...........LSP
BOTTLE Switch ............................................OFF ...........................LSP
ENG START/STOP Knobs ...........................STOP ........................LSP
FLAP .............................................................ZERO ........................LSP
SPEED BRAKE Switch (if applicable) ..........CLOSE ......................LSP
Parking Brake ...............................................SET ...........................LSP
Seats and Belts.............................................CKD...........................LSP

NORMAL CHECKLIST
POWER UP
CHALLENGE RESPONSE ANSWERED BY

BATT 1 & 2 Switches....................................ON.............................LSP

GPU Button (if applicable) ............................AS REQ.....................LSP
VOICE/DATA RECORDER Panel ................CKD...........................LSP
Electronic Check List ....................................CKD...........................LSP
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NORMAL CHECKLIST
BEFORE START
CHALLENGE RESPONSE ANSWERED BY

Oxygen Mask Flow and Microphone ........... CKD ..................LSP/RSP

PHENOM 300 ONLY

Fire Protection......................................... CKD .......................... LSP
Smoke Detector ...................................... CKD .......................... LSP
Annunciator............................................. CKD .......................... LSP

SIGNS/OUTLET Switch ............................... BELTS/ON................ LSP

External Lights ............................................. AS REQ .................... LSP

PHENOM 300 ONLY

LIGHTS EMER LT Switch....................... ARMED..................... LSP

Fuel Quantity and Balance........................... CKD .......................... LSP

Oxygen Pressure for Dispatch..................... CKD .......................... LSP

PHENOM 100 ONLY

Annunciator............................................. CKD ..........................RSP
Fire Protection......................................... CKD ..........................RSP
Stall Protection........................................ CKD ..........................RSP

ENG IGNITION Switches............................. AUTO........................ LSP

Thrust Levers ............................................... IDLE.......................... LSP
Parking Brake .............................................. SET........................... LSP
Doors............................................................ CLOSED................... LSP
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NORMAL CHECKLIST
AFTER START
CHALLENGE RESPONSE ANSWERED BY

GPU (if applicable) .......................................DISCONNECT ..........LSP

ELEC EMER Button......................................PUSH IN....................LSP
Battery 1 & 2 Voltage....................................CKD...........................LSP
ELEC EMER Button......................................PUSH OUT................LSP

PHENOM 300 ONLY

Stall Protection (TEST panel)..................CKD...........................LSP

AFCS Control Unit ........................................SET ...........................LSP

Takeoff Data (OAT and ATR) .......................SET ...........................LSP
Landing Field Elevation ................................SET ...........................LSP
Takeoff Speeds.............................................SET ...........................LSP
Transponder/TCAS II (if applicable) .............SET ...........................LSP
Altimeters (pilots and IESI) ...........................SET & X-CKD... LSP/RSP
Flight Controls...............................................CKD FREE ................LSP
Trims .............................................................CKD & SET ...............LSP
FLAP .............................................................SET TO .....................LSP
External Lights ..............................................AS REQ.....................LSP
Ice Protection................................................AS REQ.....................LSP
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PROCEDURES
OPERATING
PROCEDURES

NORMAL CHECKLIST
BEFORE TAKEOFF
CHALLENGE RESPONSE ANSWERED BY

TO Configuration.......................................... CKD .......................... LSP

CAS Messages ............................................ CKD ..................LSP/RSP
SIGNS/OUTLET Switch ............................... PED-BELTS/OFF ..... LSP
Yaw Damper ................................................ OFF .......................... LSP

--------------------------SHORTLY BEFORE TAKEOFF-------------------------

Passengers .................................................. ADVISE ....................RSP
Lights............................................................ AS REQ .................... LSP

NORMAL CHECKLIST
AFTER TAKEOFF/CLIMB
CHALLENGE RESPONSE ANSWERED BY

LDG GEAR Lever ........................................ CHECK UP.................PM

FLAP ............................................................ ZERO..........................PM
Thrust Levers ............................................... CON/CLB ...................PM
Altimeters (pilots and IESI) .......................... SET & X-CKD....... PF/PM
Yaw Damper ................................................ ON ..............................PM
Icing Conditions ........................................... VERIFY.......................PM

----------------------------------ABOVE 10000 FT----------------------------------

SIGNS/OUTLET Switch ............................... AS REQ .................... LSP
External Lights ............................................. AS REQ ......................PM
Weather Radar (if installed) ......................... AS REQ ......................PM
Airspeed ....................................................... AS REQ ......................PM
WSHLD 1 & 2 Switches ............................... AS REQ ......................PM
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PROCEDURES
OPERATING
PROCEDURES

NORMAL CHECKLIST
DESCENT
CHALLENGE RESPONSE ANSWERED BY

WSHLD 1 & 2 Switches................................ON.............................. PM

Pressurization ...............................................CKD LFE .................... PM
Landing Speeds (VREF, VAC, VFS) ..................SET ............................ PM
Icing Conditions ............................................VERIFY ...................... PM

----------------------------------BELOW 10000 FT---------------------------------

SIGNS/OUTLET Switch................................PED-BELTS/OFF ......LSP
External Lights ..............................................AS REQ...................... PM

NORMAL CHECKLIST
APPROACH
CHALLENGE RESPONSE ANSWERED BY

External Lights ..............................................AS REQ...................... PM

Passengers...................................................ADVISE ...................... PM
XFEED Knob ................................................OFF ............................ PM
Altimeters (pilots and IESI) ...........................SET & X-CKD....... PF/PM
Icing Conditions ............................................VERIFY ...................... PM
WSHLD 1 & 2 Switches................................AS REQ...................... PM
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PROCEDURES
OPERATING
PROCEDURES

NORMAL CHECKLIST
BEFORE LANDING
CHALLENGE RESPONSE ANSWERED BY

Yaw Damper ................................................ OFF ............................ PF

LDG GEAR Lever ........................................ DN .............................. PF
FLAP ............................................................ SET LND .................... PF
Airspeed ....................................................... VREF............................. PF

NORMAL CHECKLIST
AFTER LANDING
CHALLENGE RESPONSE ANSWERED BY

FLAP ............................................................ ZERO........................RSP

Transponder................................................. AS REQ ....................RSP
Lights............................................................ AS REQ ....................RSP

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OPERATING
PROCEDURES

NORMAL CHECKLIST
SHUTDOWN
CHALLENGE RESPONSE ANSWERED BY

Thrust Levers (at least 2 min).......................IDLE ..........................LSP

Emergency/Parking Brake............................APPLY.......................LSP
GPU Button...................................................AS REQ.....................LSP
WSHLD 1 & 2 Switches................................OFF ...........................LSP

PHENOM 100 ONLY

ADS/AOA Knob .......................................AUTO ........................LSP

PHENOM 300 ONLY

ADS PROBES Knob................................AUTO ........................LSP

ENG 1 & 2 Switches .....................................OFF ...........................LSP

WINGSTAB Switch .......................................OFF ...........................LSP
INSP LIGHT Switch ......................................OFF ...........................LSP
ENG START/STOP Knobs ...........................STOP ........................LSP
MFD Status Pages........................................CKD...........................LSP
SIGNS/OUTLET Switch................................OFF/ON.....................LSP
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PROCEDURES
OPERATING
PROCEDURES

NORMAL CHECKLIST
LEAVING THE AIRPLANE
CHALLENGE RESPONSE .................. AANSWERED BY

Oxygen Bottle Valve Handle ........................ PULL......................... LSP

PHENOM 300 ONLY

EMER LT Switch..................................... OFF .......................... LSP

BATT 1 & 2 Switches ................................... OFF .......................... LSP

BATT 1 & 2 Switches ................................... OFF .......................... LSP
Gust Lock Pin............................................... INSTALL ................... LSP

PHENOM 100 ONLY

Rudder Gust Lock................................... LOCK........................ LSP

Lights............................................................ OFF .......................... LSP

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PROCEDURES
OPERATING
PROCEDURES

COCKPIT/CABIN SAFETY INSPECTION

SCAN FLOW OR READ AND DO
The cockpit/cabin safety inspection procedure must be performed
before power up.
CHALLENGE ACTION PERFORMED BY

"Cockpit/Cabin Safety Inspection

Checklist" ...............................................CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

Courtesy Light ............................................CKD ......................... LSP

Emergency Door Locking Pin ...................REMOVED ............... LSP
Emergency Door .........................................LOCKED .................. LSP
Water Barrier ...............................................CKD ......................... LSP
It must be installed for single pilot operation or if the flight is going
to be conducted over water.
Documents, Manuals and Charts..............CKD ......................... LSP
Check for regulations in countries intended to fly in.
Check all required documents on board, including:
Airplane Flight Manual...................................................CKD
Approved Minimum Equipment List ..............................CKD
Quick Reference Handbook ..........................................CKD
Pilot's Operating Handbook...........................................CKD
Navigation and Approach Charts ..................................CKD
Runway and Driftdown Analysis (if applicable) .............CKD
Airplane Weight Forms..................................................CKD
Certificate of Airworthiness ...........................................CKD
Insurance Policy ............................................................CKD
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OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

Maintenance Status ................................... CKD.......................... LSP

Emergency Equipment .............................. CKD.......................... LSP
Check for availability, status and proper location of the following
equipments:
Fire Extinguisher (cockpit and cabin) ............................CKD
Flashlight .......................................................................CKD
First Aid Kit ....................................................................CKD
Water Barrier .................................................................CKD
Life Vest (optional).........................................................CKD
Life Raft (optional) .........................................................CKD
Smoke Goggles (optional) .............................................CKD
Protective Breathing Equipment (optional)....................CKD
Survival Kit (optional).....................................................CKD
Hatchet (PHENOM 300) ................................................CKD
OXYGEN Panel
Oxygen Bottle Valve Handle ................ PUSHED .................. LSP
Push oxygen supply handle to restore oxygen distribution.
SUPPLY CONTROL Knob .................... PAX AUTO............... LSP
Oxygen Mask Regulator ............................ CKD 100%........LSP/RSP
ELECTRICAL Panel
BATT 1 & 2 Switches ............................ OFF .......................... LSP
BUS TIE Knob........................................ AUTO ....................... LSP
GEN 1 & 2 Switches.............................. AUTO ....................... LSP
GPU Button............................................ AS REQ.................... LSP
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OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

PHENOM 300 ONLY

PNEUMATIC Panel
BLEED 1 & 2 Switches.....................AUTO ....................... LSP
XBLEED Knob...................................AUTO ....................... LSP
TEST Panel.............................................OFF .......................... LSP

Circuit Breakers ..........................................CKD ......................... LSP

Check all circuit breakers IN at the LH and RH circuit breaker
panels. If any CB is PULLED, verify the reason for that.
For PHENOM 300 verify also the AFT circuit breaker panel.

PHENOM 100 ONLY

FUEL Panel
FUEL PUMP 1 & 2 Switches ............AUTO ....................... LSP
XFR Button........................................PUSHED OUT.......... LSP
HYD PUMP Knob ...................................AUTO ....................... LSP

PHENOM 300 ONLY

FUEL Panel
FUEL PUMP 1 & 2 Switches ............AUTO ....................... LSP
XFEED Knob .....................................OFF .......................... LSP
HYD PUMP SOV 1 & 2 Switches ..........OPEN ....................... LSP

ELT Switch ..................................................ARMED .................... LSP

PUSHER CUTOUT Button ..........................PUSHED OUT.......... LSP
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PROCEDURES
OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

Gust Lock Pin ............................................. REMOVED ............... LSP

Rudder Gust Lock...................................... RELEASED.............. LSP
PHENOM 100: Pull the pilot's or co-pilot's control wheel to unlock
the rudder gust lock.
PHENOM 300: A light actuation of the pedal unlocks the rudder
gust lock.
HEATING Panel
WSHLD 1 & 2 Switches ........................ OFF .......................... LSP
ADS-AOA Knob (PHENOM 100) .......... AUTO ....................... LSP
ADS PROBES Knob (PHENOM 300) ... AUTO ....................... LSP
ICE PROTECTION Panel
ENG 1 & 2 Switches.............................. OFF .......................... LSP
WINGSTAB Switch................................ OFF .......................... LSP
INSP LIGHT Switch ............................... OFF .......................... LSP
LDG GEAR Lever ....................................... DN ............................ LSP
PRESSURIZATION Panel
MODE Switch ........................................ AUTO ....................... LSP
BLEED Knob (PHENOM 100) ............... BOTH ....................... LSP
ECS Knob (PHENOM 300) .................... BOTH ....................... LSP
DUMP Button......................................... PUSHED OUT.......... LSP
AIR CONDITIONING Panel ........................ AS REQ.................... LSP
ENG FIRE EXTINGUISHER Panel
SHUTOFF 1 & 2 Buttons....................... PUSHED OUT.......... LSP
BOTTLE Switch..................................... OFF .......................... LSP
ENG START/STOP Knobs ......................... STOP........................ LSP
FLAP............................................................ ZERO........................ LSP
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OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

SPEED BRAKE Switch (if applicable).......CLOSE..................... LSP

Parking Brake..............................................SET .......................... LSP
Seats and Belts ...........................................CKD .................LSP/RSP
Verify condition.

CHALLENGE ACTION PERFORMED BY

"Cockpit/Cabin Safety Inspection

Checklist Completed" ...........................CALL OUT ............... RSP
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OPERATING
PROCEDURES

EXTERNAL INSPECTION
SCAN FLOW OR READ AND DO
The external inspection procedures are usually performed by the RSP
prior to each flight.
While conducting the external inspection, pilots must be aware of
moving vehicles around the airplane and surroundings.
When approaching the airplane, take time to watch the area where the
airplane is parked. Evaluate if there is room for the taxi-out or push-
back maneuver. Make sure that there will be enough clearance
throughout the maneuver.
Also take time to have a look at the airplane as a whole from a
reasonable distance. See if the airplane looks good, level and normal.
Experience shows that this "initial look" can reveal details that will
otherwise go unnoticed such as fluid spots on the ground, unexpected
things attached to the airplane, bent or unaligned airframe
components, etc.
Make sure that the airplane has the chocks and safety pins on as
required.
Prior to start external inspection:
CHALLENGE ACTION PERFORMED BY

Parking Brake............................................. SET........................... LSP

NOTE: If parking brake pressure is suspected to be low, use
wheel chocks to secure the airplane.
External Lights ........................................... CHECK.....................RSP
Turn the external lights ON and check them. Turn the lights OFF
immediately after check to avoid batteries discharge. It is
recommended the use of an external power supply (GPU).
NOTE: If dual pilot operation, the RSP may performs the external
inspection while the LSP performs the cockpit/safety
inspection. In this case, when both finished, the LSP power
up the airplane and the RSP performs the external lights
check.
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OPERATING
PROCEDURES

Recommended walk-around sequence:

EM500ENAOM030001B.DGN
FIGURE 5.1 – PHENOM 100 EXTERNAL INSPECTION

EM500ENAOM140228B.DGN

FIGURE 5.2 – PHENOM 300 EXTERNAL INSPECTION

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OPERATING
PROCEDURES

DETAILED EXTERNAL INSPECTION:

CHALLENGE ACTION PERFORMED BY

PHENOM 100 ONLY

AOA Vane 1 ........................................... CHECK FREE ..........RSP
Check angle of attack vane free.
Pitot Tube 1 and Static Port 1.............. CHECK.....................RSP
Verify conditions with no obstruction, covers or damage.

PHENOM 300 ONLY

IASP 1..................................................... CHECK.....................RSP
Integrated Air Data and Stall Protection Probe (IASP).
Verify conditions with no obstruction, covers or damage.
Ice Detector (if installed) ...................... CONDITION .............RSP
Check condition.

Oxygen Discharge Indicator ..................... CHECK.....................RSP

Check green disk in place.
Antennas..................................................... CONDITION .............RSP
Check undamaged.
Red Beacon Light ...................................... CONDITION .............RSP
Clean and undamaged.
Nose Landing Gear .................................... CONDITION .............RSP
Doors, Wheel and Tire............................ CONDITION .............RSP
Torque Link ............................................. CONNECTED...........RSP
Safety Pin................................................ REMOVED ...............RSP
Forward LH Baggage
Compartment Door ............................... LATCHED ................RSP
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Radome........................................................CONDITION ............. RSP

Check condition.

PHENOM 100 ONLY

Air Inlet ...................................................CLEAR..................... RSP
Access Doors.........................................LATCHED ................ RSP
Check forward RH access doors latched.
Pitot-Static Probe ..................................CHECK .................... RSP
Verify conditions with no obstruction, cover or damage.
Static Port 2 and Pitot Tube 2 ..............CHECK .................... RSP
Verify conditions with no obstruction, covers or damage.
AOA Vane 2 ............................................CHECK .................... RSP
Check angle of attack vane free.

PHENOM 300 ONLY

Forward RH Baggage
Compartment Door...........................LATCHED ................ RSP
IASP 2 .....................................................CHECK .................... RSP
Integrated Air Data and Stall Protection Probe (IASP).
Verify conditions with no obstruction, covers or damage.
Pitot-Static Probe ..................................CHECK .................... RSP
Verify conditions with no obstruction, cover or damage.
Refueling Panel......................................CLOSED .................. RSP

LDG/Taxi Lights ..........................................CHECK .................... RSP

Clean and undamaged.
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Fuselage Air Inlet ....................................... CLEAR .....................RSP

No obstruction or damage.
Engine Fan.................................................. CKD..........................RSP
Check for damaged fan blades and ensure fan is free to rotate.
Engine Air Inlet........................................... CLEAR .....................RSP
Starter/Generator Air Inlets....................... CLEAR .....................RSP
* Fuel Drains ............................................... CHECK.....................RSP
Perform prior to the first flight of the day.
Open access door on center to wing fuselage fairing.
Drain until the fuel in container shows no water. Examine the
collected fuel for contamination (microorganisms or unwanted
matter), especially at the fuel/water interface.
Fuel Drains and Dump Valves .................. CHECK.....................RSP
Open access door on center to wing fuselage fairing.
Check condition and no leaks.
Right Main Landing Gear .......................... CHECK.....................RSP
Doors, Wheels, Brakes and Tires........... CONDITION .............RSP
Check if brake pads and disks are consumed. When the brake
wear pins are flush with the brake return spring assembly upper
face, the brakes need replacement.
The parking brake must be set for an accurate wear pin reading.
Safety Pin................................................ REMOVED ...............RSP

PHENOM 100 ONLY

Right Wing De-Ice Boot........................ CONDITION .............RSP

PHENOM 300 ONLY

Right Wing Leading Edge .................... CONDITION .............RSP
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Fuel Cap.......................................................LOCKED .................. RSP

Check closed and locked.
Fuel Tank Air Inlet.......................................CLEAR..................... RSP
Navigation/Strobe Lights ...........................CHECK .................... RSP
Clean and undamaged.

PHENOM 300 ONLY

Right Winglet .........................................CHECK .................... RSP
Right Winglet Static Dischargers.........CHECK .................... RSP
Verify number (2) and condition.

Right Aileron ...............................................CHECK .................... RSP

Check free and clear.
Right Aileron Static Dischargers ..............CHECK .................... RSP
Verify number (2 or 3) and condition.
Refer to CDL for dispatch with missing items.
Right Spoilers (if applicable) .....................CONDITION ............. RSP
Right Flap ....................................................CONDITION ............. RSP
Battery Access Door ..................................LATCHED ................ RSP
Cowlings......................................................CHECK .................... RSP
Check engine cowlings condition and closed.
Engine 2 Exhaust........................................CLEAR..................... RSP
Drain Masts .................................................CHECK .................... RSP
Check engine drain masts with no obstruction or damage.
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Engine 2 Oil Level ...................................... CKD..........................RSP

Open access door and check engine oil level indication between
MIN and MAX.
For PHENOM 100, observe also the oil filter impending by pass
indicator not extended.
Heat Exchanger Air Exhaust..................... CLEAR .....................RSP
Pylon ........................................................... CONDITION .............RSP
Check condition and undamaged.
Vertical Stabilizer ....................................... CONDITION .............RSP
Check condition and undamaged.
Rudder......................................................... CHECK.....................RSP
Check free and clear.
Rudder Static Dischargers........................ CHECK.....................RSP
Verify number (2) and condition.
Refer to CDL for dispatch with missing items.
Yaw Trim Tab.............................................. CHECK.....................RSP
Check condition and undamaged.
Horizontal Stabilizer .................................. CHECK.....................RSP
Check condition and undamaged.

PHENOM 100 ONLY

Horizontal Stabilizer De-Ice Boot ........ CHECK.....................RSP

Elevators ..................................................... CHECK.....................RSP

Check free and clear.
Elevators Static Dischargers .................... CHECK.....................RSP
Verify number (4) and condition.
Refer to CDL for dispatch with missing items.
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Pitch Trim Tab.............................................CHECK .................... RSP

Antennas .....................................................CONDITION ............. RSP
Check undamaged.

PHENOM 300 ONLY

Ventral Rudder.......................................CONDITION ............. RSP

Air Exhaust..................................................CHECK .................... RSP

No obstruction and clear.
Aft Baggage Compartment Door ..............LATCHED ................ RSP
Pylon ............................................................CONDITION ............. RSP
Cowlings......................................................CHECK .................... RSP
Check engine cowlings condition and closed.
Engine Exhaust...........................................CLEAR..................... RSP
Drain Masts .................................................CHECK .................... RSP
No obstruction or damage.
Engine 1 Oil Level.......................................CHECK .................... RSP
Check oil level indication between MIN and MAX.
For PHENOM 100, observe also the oil filter impending by pass
indicator not extended.
DC Power Receptacle.................................CHECK .................... RSP

PHENOM 300 ONLY

Hydraulic Reservoir Access Door .......LATCHED ................ RSP

Left Flap.......................................................CONDITION ............. RSP

Left Spoilers (if applicable)........................CONDITION ............. RSP
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Left Aileron ................................................. CONDITION .............RSP

Left Aileron Static Dischargers ................ CHECK.....................RSP
Verify number (2 or 3) and condition.
Refer to CDL for dispatch with missing items.
Roll Trim Tab .............................................. CONDITION .............RSP
Navigation/Strobe Lights .......................... CHECK.....................RSP
Clean and undamaged.

PHENOM 300 ONLY

Left Winglet ........................................... CONDITION .............RSP
Left Winglet Static Dischargers .......... CHECK.....................RSP
Verify number (2) and condition.

Fuel Tank Air Inlet...................................... CLEAR .....................RSP

Fuel Cap ...................................................... LOCKED ..................RSP
Check closed and locked.

PHENOM 100 ONLY

Left Wing De-Ice Boot .......................... CONDITION .............RSP

PHENOM 300 ONLY

Left Wing Leading Edge....................... CONDITION .............RSP
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OPERATING
PROCEDURES

CHALLENGE ACTION PERFORMED BY

Left Main Landing Gear..............................CHECK .................... RSP

Doors, Wheels, Brakes and Tires ...........CONDITION ............. RSP
Check if brake pads and disks are consumed. When the brake
wear pins are flush with the brake return spring assembly upper
face, the brakes need replacement.
The parking brake must be set for an accurate wear pin reading.
Safety Pin ................................................REMOVED ............... RSP
LDG/Taxi Lights ..........................................CHECK .................... RSP
Clean and undamaged.
Wing Inspection Light ................................CHECK .................... RSP
Clean and undamaged.
Fuselage Air Inlet........................................CHECK .................... RSP
No obstruction or damage.
Engine Fan ..................................................CHECK .................... RSP
Check for damaged fan blades and ensure fan is free to rotate.
Engine Air Inlet ...........................................CLEAR..................... RSP
Starter/Generator Air Inlets .......................CLEAR..................... RSP
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OPERATING
PROCEDURES

POWER UP
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Power Up Checklist"................................ CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

BATT 1 & 2 Switches ................................. ON ............................ LSP

The status synoptic page shall be displayed as the default page at
the electrical power up.
Verify batteries voltage at or above 24 V. If battery voltage is below
19 V it must be replaced. If battery voltage is below 24 V report to
the maintenance personnel or recharge the affected battery by
using an external power supply (GPU). The minimum GPU voltage
for batteries charging is 27 V.
Power up cause Flight Director (FD) to become active, regardless
of the last FD status selected.
Check for "Aural Warning Test Ok" a few seconds after power up.
Automatically power up tests: Autopilot (AP), Yaw Damper (YD),
High Frequency (HF) (optional), Terrain Awareness and Warning
System (TAWS) (optional), Radar Altimeter (optional).
NOTE: The airplane must not be moved during the first 90
seconds after power-up, while the IESI is undergoing
alignment. Moving the airplane during this period can
cause in-flight attitude indication errors that are not
noticeable on ground.
GPU Button................................................. AS REQ.................... LSP
Verify AVAIL light illuminated before pushing the GPU button in.
When GPU is not available or is not necessary, maintain GPU
button pushed out.
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OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

VOICE/DATA RECORDER Panel ...............CKD ......................... LSP

Set the toggle switch to TEST HOLD 5 SEC position and hold for
5 seconds. Verify no fail indication on cockpit voice and data
recorder panel annunciators.
Electronic Check List (if applicable).........CKD ......................... LSP
Verify that this ECL database corresponds to the paper QRH
revision present in the cockpit.

CHALLENGE ACTION PERFORMED BY

"Power Up Checklist Completed".............CALL OUT ............... RSP

After power up:

CHALLENGE ACTION PERFORMED BY

COM Radio Frequency ...............................SET .......................... RSP

ATIS, clearance, ground, tower.
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OPERATING
PROCEDURES

If GPU is available, the following set up may be also performed after

power up the airplane:
CHALLENGE ACTION PERFORMED BY

AFCS Control Unit ................................ SET........................... LSP

Set flight plan, NAV source, and weight and balance
information.
It is recommended to set the heading bug of the runway on the
HDG SEL and the departure altitude on the ALT SEL.
Takeoff Data (OAT and ATR) ............... SET........................... LSP
Set outside air temperature and automatic thrust reserve (ON or
OFF) on ENG TDS SET page on MFD.
Landing Field Elevation ....................... SET........................... LSP
Enter manually or use the flight plan data.
Takeoff Speeds ..................................... SET........................... LSP
Set speed bugs for V1, VR, V2 and VFS as per runway analysis.
Transponder/TCAS II (if applicable).... SET........................... LSP
Set code and verify GND mode.
If TCAS II, verify transponder in ALT mode and TCAS II in STBY
mode. On ground, transponder in ALT mode does not transmit.
Altimeters (pilots and IESI) .................. SET & X-CKD ..LSP/RSP
Set altimeters barometric pressure and cross check.
The LSP also sets the IESI altimeter barometric pressure.
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OPERATING
PROCEDURES

BEFORE START
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Before Start Checklist".............................CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

Oxygen Mask Flow and Microphone ........CKD .................LSP/RSP

On AUDIO JACKS panel set MASK MIC switch to the ON position.
With the mask stowed, keep the TEST/RESET button pressed to
test the oxygen mask and activate the microphone. The flow
indicator star momentarily illuminates and oxygen flow will be
audible through cabin speakers.
Release the button to terminate the test.
Set MASK MIC switch to the OFF position.

PHENOM 300 ONLY

TEST Panel
Set the TEST knob to the desired position and press start
button.
Fire Protection (FIRE) ......................CKD ......................... LSP
Message "FIRE, FIRE" sounds.
FIRE message shown on ITT dials.
ENG 1 and ENG 2 SHUTOFF push buttons red and white
lights illuminate.
E1 and E2 FIRE CAS messages are displayed.
Baggage Smoke Detector
(SMK DET)....................................CKD ......................... LSP
The CAS message "BAG SMK" shall be displayed while the
START button is pressed.
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OPERATING
PROCEDURES

CHALLENGE RESPONSE ANSWERED BY

PHENOM 300 ONLY

TEST Panel
Annunciator (ANN) .......................... CKD.......................... LSP
All push buttons illuminate.
Check for aural warnings and CAS messages.
The systems operate normally if not tested, but a CAS message
may be displayed.
It is not possible to test the systems in flight.

SIGNS/OUTLET Switch.............................. BELTS/ON ............... LSP

External Lights ........................................... AS REQ.................... LSP

PHENOM 300 ONLY

LIGHTS EMER LT Switch ..................... ARMED .................... LSP

Fuel Quantity and Balance........................ CKD.......................... LSP

Check on fuel synoptic page on Multi Function Display (MFD).
Confirm if onboard fuel quantity matches required fuel for the
intended flight.
Oxygen Pressure for Dispatch ................. CKD.......................... LSP
Check oxygen cylinder pressure on status synoptic page on MFD.
If on normal operating range (GREEN), the airplane has the
minimum oxygen pressure for dispatch.
If on advisory operating range (WHITE), the minimum pressure for
dispatch must be checked according to oxygen dispatch pressures
table on POH.
If on cautionary operating range (YELLOW), no dispatch.
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 100 ONLY

TEST Panel
Annunciator ......................................CKD ......................... RSP
Press the ANNUNCIATOR button.
All push buttons illuminate.
Fire Protection ..................................CKD ......................... RSP
Press the FIRE button.
Message "FIRE, FIRE" sounds.
FIRE message shown on ITT dials.
ENG 1 and ENG 2 SHUTOFF push buttons red and white
lights illuminate.
E1 and E2 FIRE CAS messages are displayed.
Stall Protection .................................CKD ......................... RSP
Pull the control wheel out and press and hold the STALL
PROT button for 4 seconds.
Hold the control wheel during the test.
Message "STALL, STALL" sounds three times and the stick
pusher actuates.
Check for aural warnings and CAS messages.
The systems operate normally if not tested, but a CAS message
may be displayed.
It is not possible to test the systems in flight.
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CHALLENGE RESPONSE ANSWERED BY

ENG IGNITION Switches ........................... AUTO ....................... LSP

Thrust Levers ............................................. IDLE ......................... LSP
Parking Brake............................................. SET........................... LSP
Doors........................................................... CLOSED .................. LSP
Check doors closed on status page on MFD.

CHALLENGE ACTION PERFORMED BY

"Before Start Checklist Completed" ........ CALL OUT ...............RSP

Before start the engines:

CHALLENGE ACTION PERFORMED BY

Passengers Briefing .................................. PERFORM ...............RSP

If GPU is not available, perform passengers briefing before power
up the airplane.

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ENGINE START
Prior to engine start, obtain ATC and ground personnel clearance and
check if the doors are closed and the parking brake is set.
Whenever possible, initiate the engine starting procedure with the right
engine.
CHALLENGE ACTION PERFORMED BY

"Starting Engine 1 (2)" ...............................CALL OUT ............... LSP

Associated ENG START/STOP Knob .......START/RUN ............ LSP
Engine Parameters .....................................MONITOR ................ LSP
N2, ignition, FF, ITT, oil pressure, N1.
"Normal Start".............................................CALL OUT ............... LSP
Verify that the engine stabilizes at IDLE and call out.
Repeat the sequence for the other engine.

NOTE: The pilot can abort any start attempt at any time by moving the
ENG START/STOP knob to STOP position with the thrust
lever angle at idle.

ENGINE WARM UP
In order to allow thermal stabilization of the engines, operate them at
or near to IDLE for at least 2 minutes before selecting higher thrust
settings. Taxi time at or near IDLE can be included in the warm up
period.
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AFTER START
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"After Start Checklist" ............................... CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

GPU (if applicable) ..................................... DISCONNECT.......... LSP

ELEC EMER Button ................................... PUSH IN ................... LSP
Battery 1 & 2 Voltage ................................. CKD.......................... LSP
Check three white lines on MFD electric synoptic page before
check the battery voltage.
Each battery voltage must be at least 24 V.
ELEC EMER Button ................................... PUSH OUT............... LSP

PHENOM 300 ONLY

TEST Panel
Set the TEST knob to the desired position and press start
button.
STALL PROT .................................... CKD.......................... LSP
Hold the control wheel during the test.
Message "STALL, STALL" sounds three times and the stick
pusher actuates.
Check for aural warnings and CAS messages.
The systems operate normally if not tested, but a CAS
message may be displayed.
It is not possible to test the systems in flight.
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 300 ONLY

TEST Panel
ICE PROT...........................................CKD ......................... LSP
An automatic test is performed every flight as part of the
pneumatic system built-in test.
If it is required to perform the test on ground, it can be
manually executed if conditions below are satisfied:
• TEST knob selected to "ICE PROT";
• Dual engines/bleed operative;
• Wheel speed 1 and 2 less than 50 kt;
• Engine 1 and 2 N2 more than 72%;
• Thrust lever 1 and 2 less than 40 deg;
• Test button is pressed.
Check for CAS messages.

AFCS Control Unit ......................................SET .......................... LSP

Set flight plan, NAV source, and weight and balance information.
It is recommended to set the heading bug of the runway on the
HDG SEL and the departure altitude on the ALT SEL.
Takeoff Data (OAT and ATR) .....................SET .......................... LSP
Set outside air temperature and automatic thrust reserve (ON or
OFF) on ENG TDS SET page on MFD.
Landing Field Elevation .............................SET .......................... LSP
Enter manually or use the flight plan data.
Takeoff Speeds ...........................................SET .......................... LSP
Set speed bugs for V1, VR, V2 and VFS as per runway analysis.
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CHALLENGE RESPONSE ANSWERED BY

Transponder/TCAS II (if applicable)......... SET........................... LSP

Set code and verify GND mode.
If TCAS II, verify transponder in ALT mode and TCAS II in STBY
mode. On ground, transponder in ALT mode does not transmit.
Altimeters (pilots and IESI) ....................... SET & X-CKD ..LSP/RSP
Set altimeters barometric pressure and cross check.
The LSP also sets the IESI altimeter barometric pressure.
Flight Controls ........................................... CKD FREE ............... LSP
Elevator: full up, neutral, full down and neutral.
Aileron: full left, neutral, full right and neutral.
Rudder: full left, neutral, full right and neutral.
Trims ........................................................... CKD & SET .............. LSP
Verify that roll, yaw and pitch (NORM and BKP) trims are operating
properly both ways.
Adjust yaw and roll trims to the neutral position.
Adjust pitch trim to takeoff (green band) according to CG position.
For PHENOM 300 use the table below to adjust the pitch trim angle
according to CG position:
PHENOM 300

TAKEOFF PITCH TRIM SETTING

CG %MAC 19 24 27 30 33 36 39 42

FLAP 1 7.7 8.9 9.6 10.3 11.0 11.7 12.4 12.4

FLAP 2 6.8 8.2 9.0 9.9 10.7 11.5 12.4 12.4

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CHALLENGE RESPONSE ANSWERED BY

FLAP ............................................................SET TO .................... LSP

Press TO/GA button on thrust levers to turn ON flight director on
PFD, check the TO angle according to FLAP selection and select
desired lateral mode.
External Lights............................................AS REQ ................... LSP
Ice Protection ..............................................AS REQ ................... LSP

CHALLENGE ACTION PERFORMED BY

"After Start Checklist Completed"............CALL OUT ............... RSP

Before taxi in:

CHALLENGE ACTION PERFORMED BY

Departure Briefing ......................................PERFORM .......LSP/RSP

• Weather/runway conditions;
• NOTAMS;
• Departure review: confirm selected taxiway, runway, SID and
transition;
• Obstructions and high terrain;
• Review emergency procedures.
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BEFORE TAKEOFF
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Before Takeoff Checklist" ....................... CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

TO Configuration ....................................... CKD.......................... LSP

Press T/O CONFIG button on the central console and check the
aural "TAKEOFF OK" sounds.
If any other announcement is heard, the airplane is out of the
normal configuration and must be properly configured prior to
takeoff.
CAS Messages ........................................... CKD.......................... LSP
SIGNS/OUTLET Switch.............................. PED-BELTS/OFF..... LSP
Yaw Damper ............................................... OFF .......................... LSP
Verify yaw damper OFF.

Shortly before takeoff:

Passengers ................................................. ADVISE ....................RSP
Lights .......................................................... AS REQ.................... LSP

CHALLENGE ACTION PERFORMED BY

"Before Takeoff Checklist Completed" ... CALL OUT ...............RSP

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TAKEOFF
CHALLENGE ACTION PERFORMED BY

Thrust Levers ..............................................TO/GA.........................PF

Engine Parameters .....................................MONITOR .................. PM
During takeoff roll, check N1 equal to N1 target. If ATR ON is
selected, check green ATR indication presented on MFD.
"70 KIAS".....................................................CALL OUT ................. PM
"Checked" ...................................................CALL OUT ..................PF
"V1"...............................................................CALL OUT ................. PM
Pilot flying takes the decision to continue take off.
At VR:
"Rotate" ..................................................CALL OUT ................. PM
VR .............................................................ROTATE .....................PF
Rotate the airplane following the flight director guidance.
In case the flight director is inoperative, rotate the airplane
according to following table:

PITCH ANGLE
FLAP 1 FLAP 2
PHENOM 100 9.5° 9°
PHENOM 300 10.5° 8°

With positive rate of climb:

"Positive Rate".......................................CALL OUT ................. PM
"Gear UP" ...............................................CALL OUT ..................PF
LDG GEAR Lever ...................................UP .............................. PM
PM commands landing gear UP after PF has requested and
confirms three gear legs indicate up and locked.
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CHALLENGE ACTION PERFORMED BY

Airspeed (minimum) .................................. V2 + 10 KIAS .............. PF

After the airplane reaches V2 + 10 KIAS, adjust pitch attitude to
values shown in the table below and press CWS button to
synchronize flight director with the pitch attitude set:

RECOMMENDED PITCH ANGLE

FOR 2ND SEGMENT
PHENOM 100 12.5°
PHENOM 300 15°

NOTE: In case of an engine failure during 2nd segment climb, the

pilot should maintain pitch angle allowing airspeed to
decrease until V2 is reached and then press CWS button.
Maintain V2 until acceleration altitude.

At acceleration altitude:
"Acceleration Altitude" ........................ CALL OUT .................PM
Autopilot ................................................ AS REQ...................... PF
Recommended minimum engagement height: 600 ft (dual
engine).
Lateral Mode.......................................... AS REQ...................... PF
Select lateral mode according to departure profile.
"Climb Sequence" ................................ CALL OUT ................. PF
Flight Level Change.............................. PRESS .......................PM
SPD SEL................................................. 160 KIAS....................PM
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CHALLENGE ACTION PERFORMED BY

FLAP .......................................................ZERO ......................... PM

Retract FLAP on schedule:
PM retracts flaps at or below the maximum FLAP extended
speed (VFE) for each position and calls out when flaps reach
the position.
Maximum FLAP extended speed (VFE):
(Refer to AFM Section 2 – Limitations)

PHENOM 100 PHENOM 300

FLAP 1 200 KIAS 180 KIAS
FLAP 2 160 KIAS 170 KIAS

"Climb Thrust" .......................................CALL OUT ..................PF

Thrust Lever...........................................CON/CLB....................PF
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AFTER TAKEOFF/CLIMB
SCAN FLOW (SILENT CHECKLIST)
This checklist should be initiated as soon as possible after flaps are
retracted. This checklist should be read in silence by the PM.

CHALLENGE ACTION PERFORMED BY

"After Takeoff Checklist" .......................... CALL OUT ................. PF

CHALLENGE RESPONSE ANSWERED BY

LDG GEAR Lever ....................................... CHECK UP.................PM

FLAP............................................................ ZERO..........................PM
Thrust Levers ............................................. CON/CLB ...................PM
"Transition Altitude".................................. CALL OUT .................PM
Altimeters (pilots and IESI) ....................... SET & X-CKD ...... PF/PM
At transition altitude both pilots set the altimeters to standard
pressure (29.92 inHg or 1013 hPa) as required by local regulations.
The LSP also sets the IESI altimeter.
Yaw Damper ............................................... ON ..............................PM
At AFCS control unit press YD button.
Icing Conditions......................................... VERIFY.......................PM
Icing conditions may exist whenever the Total Air Temperature
(TAT) in flight is 10°C (50°F) or below and visible moisture in any
form is present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet or ice crystals).

CHALLENGE ACTION PERFORMED BY

"After Takeoff Checklist

Completed Until the Line".................... CALL OUT .................PM
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Above 10000 ft AGL:

CHALLENGE ACTION PERFORMED BY

"Ten Thousand"..........................................CALL OUT ................. PM

CHALLENGE RESPONSE ANSWERED BY

SIGNS/OUTLET Switch ..............................AS REQ ................... LSP

External Lights............................................AS REQ ..................... PM
Weather Radar (if installed) .......................AS REQ ..................... PM
Airspeed ......................................................AS REQ ......................PF
WSHLD 1 & 2 Switches ..............................AS REQ ..................... PM

CHALLENGE ACTION PERFORMED BY

"After Takeoff Checklist Completed" .......CALL OUT ................. PM

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DESCENT
SCAN FLOW OR READ AND DO

Prior to start descent:

CHALLENGE ACTION PERFORMED BY

Descent/Approach Briefing ...................... PERFORM .......LSP/RSP

Refer to Section 4, Descent/Approach Briefing.
"Descent Checklist"................................... CALL OUT ................. PF

CHALLENGE RESPONSE ANSWERED BY

WSHLD 1 & 2 Switches ............................. ON ..............................PM

Pressurization ............................................ CKD LFE....................PM
Check landing field elevation.
Landing Speeds ......................................... SET.............................PM
Set speed bugs for VAP, VREF, VAC and VFS as per runway analysis.
Icing Conditions......................................... VERIFY.......................PM
Icing conditions may exist whenever the Total Air Temperature
(TAT) in flight is 10°C (50°F) or below and visible moisture in any
form is present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet or ice crystals).

CHALLENGE ACTION PERFORMED BY

"Descent Checklist Completed

Until the Line" ....................................... CALL OUT .................PM
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At 10000 ft AGL:
CHALLENGE ACTION PERFORMED BY

"Ten Thousand"..........................................CALL OUT ................. PM

"Complete Descent Checklist"..................CALL OUT ..................PF

CHALLENGE RESPONSE ANSWERED BY

SIGNS/OUTLET Switch ..............................PED-BELTS/OFF .... LSP

External Lights............................................AS REQ ..................... PM

CHALLENGE ACTION PERFORMED BY

"Descent Checklist Completed" ...............CALL OUT ................. PM

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APPROACH
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Approach Checklist"................................ CALL OUT ................. PF

CHALLENGE RESPONSE ANSWERED BY

External Lights ........................................... AS REQ......................PM

Passengers ................................................. ADVISE ......................PM
XFEED Knob ............................................... OFF ............................PM
Altimeters (pilots and IESI) ....................... SET & X-CKD ...... PF/PM
Both pilots set altimeters barometric pressure and cross check.
The LSP also sets the IESI altimeter barometric pressure.
Icing Conditions......................................... VERIFY.......................PM
Icing conditions may exist whenever the Total Air Temperature
(TAT) in flight is 10°C (50°F) or below and visible moisture in any
form is present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet or ice crystals).
WSHLD 1 & 2 Switches ............................. AS REQ......................PM

CHALLENGE ACTION PERFORMED BY

"Approach Checklist Completed" ............ CALL OUT .................PM

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BEFORE LANDING
SCAN FLOW
CHALLENGE ACTION PERFORMED BY

"Before Landing Checklist".......................CALL OUT ..................PF

CHALLENGE RESPONSE ANSWERED BY

Yaw Damper ................................................OFF .............................PF

LDG GEAR Lever ........................................DN ...............................PF
PM places the landing gear down when commanded by PF.
FLAP ............................................................SET LND.....................PF
PM selects FLAP control lever as directed by PF.
Airspeed ......................................................VREF .............................PF

CHALLENGE ACTION PERFORMED BY

"Before Landing Checklist

Completed" ............................................CALL OUT ................. PM
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GO-AROUND
CHALLENGE ACTION PERFORMED BY

"Go-Around"............................................... CALL OUT ................. PF

TO/GA Buttons ........................................... PRESS ....................... PF
Thrust Levers ............................................. TO/GA ........................ PF
PF rotates the airplane following the flight director guidance or
according to the table below:

LANDING FLAP GO-AROUND

POSITION PITCH ANGLE
3 7.5°
PHENOM 100
FULL 5.5°
3 8°
PHENOM 300
FULL 6°

"FLAP _" ..................................................... CALL OUT ................. PF

FLAP............................................................ GA FLAP....................PM
Select GA FLAP according to the table below:

LANDING FLAP GO-AROUND

POSITION FLAP POSITION
3 1
PHENOM 100
FULL 2
3 1
PHENOM 300
FULL 2

CAUTION: DO NOT PRESS THE TO/GA BUTTON AFTER

SELECTING GO-AROUND FLAPS.
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CHALLENGE ACTION PERFORMED BY

"Positive Rate"............................................CALL OUT ................. PM

PM verify that the airplane rotates to flight director guidance or go-
around pitch angle and when rate of climb becomes positive,
callout.
"Gear UP" ....................................................CALL OUT ..................PF
LDG GEAR Lever ........................................UP .............................. PM
PM commands landing gear UP after PF has requested and
confirms three gear legs indicate up and locked.
Airspeed (minimum) ...................................VAC...............................PF
Approach climb speed.
Lateral Mode................................................AS REQ ......................PF
Select lateral mode according to missed approach profile.

At acceleration altitude:
"Acceleration Altitude" .........................CALL OUT ................. PM
"Climb Sequence" .................................CALL OUT ..................PF
Flight Level Change ..............................PRESS ....................... PM
Airspeed .................................................160 KIAS.................... PM
FLAP .......................................................UP .............................. PM
Retract FLAPS on schedule.
ATC ..............................................................CONTACT.................. PM
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LANDING
CHALLENGE RESPONSE ANSWERED BY

Thrust Lever ............................................... IDLE ........................... PF

At runway threshold reduce thrust levers to idle.
Maintain attitude until MLG touchdown.
Brakes ......................................................... APPLY........................ PF
After main wheel touches down, apply main brakes as required.
Spoilers (if applicable)............................... VERIFY.......................PM

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AFTER LANDING
SCAN FLOW OR READ AND DO (SILENT CHECKLIST)
This checklist should be read in silence by the RSP.
After clearing the runway:
CHALLENGE ACTION PERFORMED BY

"After Landing Checklist"..........................CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

FLAP ............................................................ZERO ....................... RSP

Transponder................................................AS REQ ................... RSP
RSP selects the transponder to STBY or in accordance with local
requirements.
Lights ...........................................................AS REQ ................... RSP
RSP turns off the unnecessary external lights.

CHALLENGE ACTION PERFORMED BY

"After Landing Checklist Completed" ......CALL OUT ............... RSP

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SHUTDOWN
SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Shutdown Checklist" ............................... CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

Thrust Levers ............................................. IDLE ......................... LSP

It is recommended to keep the engine running at idle during
2 minutes to permit engine thermal stabilization prior to shutdown
the engine. Time of operation at or near idle, such as taxing, is
included in this 2 minutes period.
Emergency/Parking Brake ........................ APPLY...................... LSP
Pull the emergency/parking brake to the set position after airplane
has stopped. Make sure that the airplane is static before doing so.
GPU Button................................................. AS REQ.................... LSP
If GPU is available, PUSH IN the GPU button.
HEATING Panel
WSHLD 1 & 2 Switches ........................ OFF .......................... LSP
ADS/AOA Knob (PHENOM 100)........... AUTO ....................... LSP
ADS PROBES Knob (PHEMOM 300) ... AUTO ....................... LSP
ENG 1 & 2 Switches ................................... OFF .......................... LSP
ICE PROTECTION Panel
ENG 1 & 2 Switches.............................. OFF .......................... LSP
WINGSTAB Switch................................ OFF .......................... LSP
INSP LIGHT Switch ............................... OFF .......................... LSP
ENG START/STOP Knobs ......................... STOP........................ LSP
If GPU is required, verify if the GPU connected message is
displayed.
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CHALLENGE RESPONSE ANSWERED BY

MFD Status Pages ......................................CKD ......................... LSP

Check MFD status page for engine messages.
SIGNS/OUTLET Switch ..............................OFF/ON.................... LSP

CHALLENGE ACTION PERFORMED BY

"Shutdown Checklist Completed" ............CALL OUT ............... RSP

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LEAVING THE AIRPLANE

SCAN FLOW OR READ AND DO
CHALLENGE ACTION PERFORMED BY

"Leaving the Airplane Checklist" ............. CALL OUT ............... LSP

CHALLENGE RESPONSE ANSWERED BY

Oxygen Bottle Valve Handle ..................... PULL ........................ LSP

Pull to cut out.

PHENOM 300
LIGHTS EMER LT Switch ..................... OFF .......................... LSP

Electrical Panel
GPU Button............................................ AS REQ.................... LSP
If GPU is available, PUSH OUT the GPU button.
BATT 1 & 2 Switches ............................ OFF .......................... LSP
Gust Lock Pin ............................................. INSTALL .................. LSP
LIGHTS Panel ............................................. OFF .......................... LSP
External Lights ........................................ OFF .......................... LSP
Cockpit Lights ......................................... OFF .......................... LSP
Cabin Lights ............................................ OFF .......................... LSP
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 100 ONLY

Rudder Gust Lock .................................LOCK ....................... LSP
Pull the external control lever to engage the locking mechanism
on the rudder sector.

CHALLENGE ACTION PERFORMED BY

"Leaving the Airplane Checklist

Completed" ............................................CALL OUT ............... RSP
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INTENTIONALLY LEFT BLANK

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OPERATION IN ICING CONDITIONS

This section contains amplified procedures to operate in cold weather
and/or icing conditions.
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 (50°F) or below and visible moisture in any form is present (such
as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice
crystals).
Icing conditions may also exist when the SAT on the ground and for
takeoff is 10°C (50°F) or below when operating on ramps, taxiways, 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.
Crew must activate the ice protection system when icing conditions
exist or are anticipated according to the Visual Moisture Criteria as
follows:
If SAT (TAT in-flight) is between 5°C (41°F) and 10°C (50°F) with
visible moisture:
ENG 1 & 2 Switches...................................... ON
WINGSTAB Switch........................................ OFF
WSHLD 1 & 2 Switches................................. OFF
At the first sign of ice formation or if SAT (TAT in-flight) is below
5°C (41°F) with visible moisture:
WSHLD 1 & 2 Switches................................. ON
ENG 1 & 2 Switches...................................... ON
WINGSTAB Switch........................................ ON
After leaving ice conditions:
ENG 1 & 2 Switches...................................... OFF
WINGSTAB Switch........................................ OFF
WSHLD 1 & 2 Switches................................. OFF
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After leaving icing conditions and if there is no ice accretion on the

airplane:
WINGSTAB Switch ........................................ ICE SPEED
RESET

WARNING: • EVEN IF THE ICE DETECTOR IS INSTALLED, THE

FLIGHT CREW STILL HAS THE PRIMARY
RESPONSIBILITY TO DETERMINE WHEN TO
ACTIVATE ICE PROTECTION SYSTEM.
• ICE SPEED MUST NOT BE RESET UNTIL CREW IS
CERTAIN ALL ICE HAS BEEN REMOVED.

CAUTION: ON GROUND, DO NOT RELY ON VISUAL ICING

EVIDENCE TO TURN ON THE DE-ICING/ANTI-ICING
SYSTEM. USE THE TEMPERATURE AND VISUAL
MOISTURE CRITERIA AS SPECIFIED ABOVE.
DELAYING THE USE OF THE DE-ICING/ANTI-ICING
SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE
COCKPIT MAY RESULT IN ICE INGESTION AND
POSSIBLE ENGINE DAMAGE OR FLAMEOUT.

NOTE: The WINGSTAB switch must remain at the ON position until

the entire wing, including unprotected areas and areas behind
the wing deicing boot (PHENOM 100) or wing leading edge
(PHENOM 300) are free of ice accretion.
The airplane must exit the Super Cooled Large Droplet (SLD) icing
conditions environment. SLD conditions will be recognized by ice
formation aft of protected surfaces or in areas that are not normally
observed to collect ice.
Intentional flight in freezing drizzle or freezing rain is prohibited. If the
airplane encounters conditions that are determined to contain freezing
rain or freezing drizzle, the pilot must immediately exit the freezing rain
or freezing drizzle conditions by changing altitude or course. Such
conditions may be identified by the following visual cues:
• Unusually extensive ice accreted on the airframe in areas not
normally observed to collect ice.
• Accumulation of ice on the upper surface or lower surface of the
wing aft of the protected area.
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When flying in icing conditions:

• Continuously monitor engine parameters, airplane pitch, attitude
and airspeed.
• Be careful with any mistrimed condition that may be masked by
the autopilot. Consider turning autopilot off if any ice is visible on
the airplane or if you suspect you are flying in severe icing
conditions. The autopilot use is prohibited in the following
conditions:
- Severe icing;
- Unusual control force or control deflection, or unusually
large control forces to move flight controls when the
autopilot is disconnected periodically for checking
purposes; or
- Indications of frequent autopilot re-trimming during
straight and level flight.
• Monitor anti-ice systems for proper operation. Apply the
associated AFM abnormal procedure in case of system failure.
If the failure persists, exit and avoid icing conditions. Make the
air traffic controller know you are requesting a change due to
icing conditions and keep him informed about it.
• Strictly follow AFM Limitation and Operation in Icing
Conditions Normal Procedures, according to Wing and
Stabilizer Anti-Ice System Operational Envelope.
• Avoid landing at an airport where icing conditions exist or are
anticipated if anti-ice system, brakes or flight controls have
failed.
• Do not hesitate to leave icing conditions when icing cannot be
handled, even with anti-ice system operating properly.
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EXTERNAL INSPECTION (ICING CONDITIONS)

Operating regulations clearly state that no takeoff is allowed when
snow, ice or frost is adhering to the airplane.
Make sure nose wheel chocks are in place. If required, chock main
wheels as well. Remove engine air inlet/outlet plugs and covers from
pitot/static tubes, static ports and NACA air inlets. If required, leave
engine plugs installed until engine start.
The captain or pilot in command has the final responsibility for
ensuring that the airplane is clear of ice, frost or snow. The primary
method for the pilot to ensure a clean airplane is through close visual
and physical inspection prior to takeoff. Visually check the wing,
control surfaces, engines and fuselage prior to takeoff. In addition, as
no frozen contamination is allowed on the wing upper surface, carry
out a physical (hands-on) inspection to ensure that there is no ice
accumulation. Do not touch the surfaces with bare hands, as the skin
may stick to a freezing surface.
Even at intermediate stops, an external walk around is necessary due
to the possibility of ice forming after landing from either cold soaking
frost, conventional frost or precipitation freezing on the airplane.
During the pre-flight walk-around, ensure that the pitot tubes,
pressurization static ports, all inlets, outlets and vents are clear of ice
and unobstructed.
If the airplane has become cold soaked as a result of flight at very cold
temperatures, fuel might be at a subfreezing temperature. This can
cause ice accumulation if the airplane is subjected to high humidity,
fog, drizzle or rain even when the outside air temperature is
substantially above freezing.
At the completion of the walk-around, if ice, snow or frost is
discovered, de-icing procedure will be required. Unheated/heated
water or Type I, II, III or IV de-icing fluid can be used.
Refer to POH instructions for deicing/anti-icing fluid application.
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The check for ice accumulation should be done in a well-lit area.

CHALLENGE ACTION

Fuselage, Wing, Tail and

Control Surfaces................................................. FREE OF FROST,
ICE OR SNOW
Check that the fuselage, wing upper and lower surfaces, tail and
control surfaces are free of frost, ice or snow. Inspect control
surfaces, gaps and hinges for signs of residual fluid or gel.
No contamination is permitted on the lower or upper surface of the
horizontal stabilizer or wing. Polished frost is not allowed.
A thin layer of hoarfrost where you can easily see below the
airplane marking, letters, or paint lines on the fuselage top is
permitted.
All snow and ice must also be cleared from nose radome and
fuselage nose forward of windshield, as it is likely to blow back into
windshields during taxi or takeoff.
Pitot Tubes/Static Ports ........................................... CLEAR OF ICE
AND ANTI-ICING
RESIDUE
CONTAMINATION
Check if the pitot/static tubes and the static ports are free from
residual de-icing fluid and that there are no hardened residues on
any of those components. If any contamination is found on these
components, call maintenance.
Engine/Pylon............................................................ CLEAR OF ICE
OR SNOW
Check that the engine inlet is clear of ice or snow and that the fan
is free to rotate. Ensure that all ice deposits are removed prior to
engine starting.
Landing Gear ........................................................... CLEAR OF ICE,
UNOBSTRUCTED
Check that doors, gear locks and mechanisms are unobstructed
and clear of ice and snow and ensure no leaks exist.
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CHALLENGE ACTION

Fuel Tank Air Inlets .................................................. CLEAR OF ICE

OR SNOW
Check all inlets, outlets and vents are clear of ice and
unobstructed.
Batteries ................................................................... INSTALLED
Cold ambient temperatures require batteries removal to prevent
cold soaking or the batteries should be pre-heated to warmer
temperatures before start the engine. Verify that batteries have
been re-installed or pre-heated.

BEFORE START (ICING CONDITIONS)

CHALLENGE RESPONSE ANSWERED BY

ADS/AOA HTR Switch (PHENOM 100)..... ON ............................ LSP

ADS PROBES Knob (PHENOM 300)......... ON ............................ LSP

NOTE: It is recommended to turn on the system immediately before

engine start.

ENGINE STARTING (ICING CONDITIONS)

Do not start the engine until it has been verified that all ice deposits
have been removed from the air inlet.
Perform normal engine starting. If the engine does not start,
maintenance procedures may be required or ground heating may be
necessary to warm the engines.
Battery assisted engine startings during cold weather operation may
result in high ITTs.
In the event of oil temperature below -40°C (-40°F) for starting, ground
heating is necessary to warm the engines.

NOTE: If the airplane stayed exposed for 2 hours or more at an

ambient temperature of -18°C (0°F) or lower for PHENOM 100
and -10°C (14°F) or lower for PHENOM 300, it is
recommended using a GPU (if applicable) or pre-heating the
battery to a warmer temperature for starting the engine.
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AFTER START (ICING CONDITIONS)

CHALLENGE ACTION PERFORMED BY

Engine Parameters .......................................MONITOR ........ LSP/RSP

Monitor engine parameters, mainly oil pressure and temperature.
Apply associated abnormal procedure if any failure arises.
PHENOM 100: After completing a start under cold conditions or
with cold fuel (below 0°C (32°F)) and achieving a stabilized idle,
remain at ground idle for the time required for the oil to reach the
minimum operating temperature of 14°C (57°F). During this time
the transient oil pressure limit applies. Run the engine for an
additional 3 minutes to ensure that no ice particles are present in
the fuel supplied to the engine.
PHENOM 300: For operation in severe cold environments,
following engine start, it is permissible to operate engine up to 70%
N2, in order to warm the oil to the minimum temperature for normal
operation (above 10°C (50°F)).
HEATING/ICE PROTECTION Panel............AS REQ.....................LSP
Flight Controls...............................................CKD...........................LSP
Check control wheel and rudder pedals for freedom of movement
and full travel. Control forces can be increased at low
temperatures.
Operate all trim systems, including backup pitch trim system,
checking for freedom of movement and full travel. If any flight
control is suspected of restricted movement or jamming, report to
the maintenance personnel.
FLAP .............................................................CKD...........................LSP
Extend and retract the flaps. Make sure the flaps are free from
snow or ice before moving them. Leave FLAP UP if application of
anti-icing/deicing fluids is expected.

NOTE: If necessary, set the CKPT FAN switch to HI position to avoid

fog in the cockpit side window.
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TAXI (ICING CONDITIONS)

Use minimum thrust for breakaway and taxiing, to avoid blowing snow
or slush on personnel or airplanes nearby.
Maintain ground speed below 10 kt when taxiing in snow covered or
icy runways. Lower speeds will also avoid throwing slush on the
mating wheel and brake assembly.
Use firm brake pressure on taxi stops whenever pavement conditions
permit in order to warm up the brakes and dry moisture buildup within
the disk stack. Anti-skid protection is not provided below this speed, so
apply brakes accordingly.
During taxi, "cold set" (the condition where the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi. Do not initiate your takeoff run before the "cold set" disappears.
Turns should be performed at the largest turning radius, preferably at
a speed which does not require braking during the turn.
Maintain a greater than normal distance from other airplanes while
taxiing in snow or slush-covered runways, to avoid contamination by
snow blown by jet blasts.
When taxiing through slush or standing water, flaps should be
retracted to avoid snow and slush contamination from the main gear
wheels.

WARNING: IF FLAPS WERE LEFT UP DURING TAXI, COMPLETE

AFTER START CHECKLIST BEFORE TAKING OFF.

CAUTION: TAXI AT REDUCED SPEED ON ICE-COVERED

RUNWAYS TO AVOID SKIDDING. REDUCE SPEED
FOR ALL TURNS AND USE CAUTION WHEN TAXIING
WITH HIGH CROSSWINDS.
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BEFORE TAKEOFF (ICING CONDITIONS)

CHALLENGE ACTION PERFORMED BY

Flight Controls...............................................CKD...........................LSP
Check freedom of movement and full travel of all flight controls
(including trims).
FLAP .............................................................SET TO .....................LSP
Set flaps to takeoff setting (if flaps were left up after starting the
engines).
Takeoff Configuration ...................................CKD...........................LSP
Press T/O CONFIG button on the central console and check the
aural "TAKEOFF OK" sounds.
If any other announcement is heard, the airplane is out of the
normal configuration and must be properly configured prior to
takeoff.
Ice Accumulation ..........................................CKD...........................LSP
A pre-takeoff contamination check should be performed prior to
takeoff and within the holdover time.
Aerodynamic surfaces must be confirmed free of all forms of frost,
ice, snow and slush prior to entering the takeoff runway or initiating
takeoff. This check is particularly important when the published
holdover times are about to run out. When contamination is in
evidence, the de-icing/anti-icing operation must be repeated.
Visually inspect wing surfaces/leading edge and engine by looking
through an appropriate window. The pilot-in-command must ask for
the assistance of trained and qualified ground personnel to assist in
the pre-takeoff check, so that tail surfaces and fuselage are also
inspected.
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With engines running check the ice protection system as follows:

CHALLENGE RESPONSE ANSWERED BY

WSHLD 1 & 2 Switches ............................. ON ............................ LSP

The CAS messages WSHLD 1 (2) HTR FAIL must not be
displayed.
WSHLD 1 & 2 Switches ............................. OFF .......................... LSP
ENG 1 & 2 Switches ................................... ON ............................ LSP
The CAS messages A-I E1 (2) ON must be displayed (after
10 seconds).
ENG 1 & 2 Switches ................................... OFF .......................... LSP
The CAS messages must disappear.

PHENOM 100 ONLY

BLEED Knob.......................................... OFF VENT................ LSP
WINGSTAB Switch................................ ON, THEN OFF ........ LSP
The CAS message D-I WINGSTB FAIL must be displayed (after
6 seconds). After 1 minute maximum, the CAS message must
disappear.
BLEED Knob.......................................... AS REQ.................... LSP
N2 ........................................................... SET........................... LSP
Depending on the conditions, it will be required N2 as high as
87%.
WINGSTAB Switch................................ ON ............................ LSP
The CAS message D-I WINGSTB ON must be displayed.
WINGSTAB Switch................................ OFF .......................... LSP
After completing a successful test:
Ice Protection System ..................... SET........................... LSP
ADS/AOA Knob ................................ AUTO ....................... LSP
Shortly before takeoff:
N2 MINIMUM ..................................... 87% .......................... LSP
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CHALLENGE RESPONSE ANSWERED BY

PHENOM 300 ONLY

BLEED 1 & 2 Switches ..........................AS REQ ................... LSP
WINGSTAB Switch ................................ON............................ LSP
The CAS message A-I WINGSTB ARM or A-I WINGSTB INHB
may be displayed.
WINGSTAB Switch ................................OFF .......................... LSP
The CAS message A-I WINGSTB ARM or A-I WINGSTB INHB
must disappear.
If ice detector is available:
ICE PROT...........................................TEST ........................ LSP
Set the TEST knob to the ICE PROT position and press start
button.
The CAS messages ICE CONDITION must be displayed.
After completing a successful test:
Ice Protection System......................SET .......................... LSP
ADS PROBES Knob .........................AUTO ....................... LSP

WARNING: TAKEOFF MUST NOT BE PERFORMED WITH CAS

MESSAGE A-I WINGSTB INHB PRESENTED.
REFER TO THE ASSOCIATED PROCEDURE.

NOTE: - Set ice protection system according to the temperature and

visual moisture criteria specified above.
- The windshield is the best indication for early ice formation
detection. If no ice is building up in the windshield and if not
required for defog, leave the windshield heater off, turning it
on when required.
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TAKEOFF (ICING CONDITIONS)

Do not apply static takeoff technique on an icy or slippery runway, as
the airplane may begin to slide when thrust lever is advanced with
brakes applied. In this case, release brakes and advance thrust levers
simultaneously.
However, takeoff distance for slippery runways is calculated in the
AFM using the static takeoff technique only. For rolling takeoffs,
performance data is valid from the point where takeoff thrust is
achieved.
Apply light forward pressure on control wheel to increase nose wheel
steering effectiveness.
For PHENOM 100, initially rotate the airplane according to the table
below:

PITCH ANGLE IN ICE

FLAP 1 FLAP 2
PHENOM 100 6° 5.5°

Furthermore, proceed as in normal takeoff.

CLIMB/CRUISE (ICING CONDITIONS)

Operation in moderate to severe icing conditions may induce ice build
up on the fan spinner and/or blades. If ice accumulates, its
asymmetrical shedding may result in high fan vibration.

NOTE: Engine vibration indication may peek to the maximum value

prior to ice shedding; however, this will not affect the engine.
When flying in icing conditions or after flying in icing conditions, ice
accretion on unprotected areas may cause vibration at high speeds. If
vibration and/or buffeting occur, a change in the current airspeed will
eliminate these effects. At high speeds, reduce the airspeed as
required.

WARNING: ICE SPEED MUST NOT BE RESET UNTIL CREW IS

CERTAIN ALL ICE HAS BEEN REMOVED.
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HOLDING (ICING CONDITIONS)

CHALLENGE ACTION PERFORMED BY

Holding configuration:
LDG GEAR Lever ...................................UP
FLAP .......................................................ZERO

Recommended airspeed:
PHENOM 100 ONLY
Airspeed (minimum).........................160 KIAS.....................PF

PHENOM 300 ONLY

Above 30000 ft:
Airspeed (minimum) ...................165 KIAS.....................PF
Below 30000 ft:
Airspeed (minimum) ...................150 KIAS.....................PF

CAUTION: EVEN SMALL ACCUMULATIONS OF ICE ON THE WING

LEADING EDGE MAY CHANGE THE STALL
CHARACTERISTICS OR THE STALL PROTECTION
SYSTEM WARNING SYSTEM.
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APPROACH (ICING CONDITIONS)

CHALLENGE RESPONSE ANSWERED BY

PHENOM 100 ONLY

Airspeed (minimum) ............................. VREF + 5 KIAS............. PF

NOTE: The airspeed to be maintained at runway threshold is VREF.

GO-AROUND (ICING CONDITIONS)

PHENOM 100 ONLY
PF rotates the airplane according to the table below:

LANDING FLAP GO-AROUND

POSITION PITCH ANGLE
3 4.0°
PHENOM 100
FULL 2.0°

Furthermore, proceed as in normal go-around.

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LANDING ON WET OR SLIPPERY RUNWAYS

Conduct a positive landing to ensure initial wheel spin-up and initiate
firm ground contact upon touchdown, achieving wheel load as quickly
as possible. Such technique avoids hydroplaning on wet runways and
reduces the strength of any ice bond that might have been eventually
formed on brake and wheel assemblies during flight.
The factors that influence the occurrence of hydroplaning are high
speed, standing water and poor runway macro texture. When
hydroplaning occurs, it causes a substantial loss of tire friction and
wheel spin-up may not occur.
Icy runways can be very slippery at all speeds depending on
temperature.
Stopping the airplane with the least landing run must be emphasized
when landing on wet or slippery runways.
Anticipate the approach procedures and speeds: a well-planned and
executed approach, flare and touchdown minimize the landing
distance.
Lower nose wheel immediately after touch the runway. It will decrease
lift and will increase main gear loading.
Apply brakes with moderate-to-firm pressure, smoothly and
symmetrically and let the anti-skid do its job.
If no braking action is felt, hydroplaning is probably occurring. DO NOT
apply emergency/parking brake, as it will remove anti-skid protection.
Maintain runway centerline and keep braking until airplane is
decelerated.
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AFTER LANDING (ICING CONDITIONS)

CHALLENGE ACTION PERFORMED BY

Ice Protection System ............................... AS REQ....................RSP

After landing, set the ice protection system according to weather
conditions.
FLAP............................................................ AS REQ....................RSP
Make sure the flaps are free from snow, ice or slush before
retracting them.

CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED

RUNWAYS TO AVOID SKIDDING THE AIRPLANE AND
THROWING SLUSH ON WHEEL AND BRAKE
ASSEMBLIES.

NOTE: If any difference is felt while taxiing, verify if tires present any
flat spot which may indicate that the brake was blocked at
touchdown.

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LEAVING THE AIRPLANE (ICING CONDITIONS)

Securing for Cold Soak or an Extended Period
Anti-icing fluid can be applied to the airplane surfaces at the time of
arrival, on short turnarounds during freezing precipitation and on
overnight stops. This will minimize ice accumulation before departure
and usually makes subsequent deicing easier.
The procedures below should be performed in the event of extended
airplane exposure to low temperatures. At non-maintenance stations,
the crew should ensure that the following actions have been
accomplished.
CHALLENGE ACTION PERFORMED BY

FLAP ............................................................UP ............................ LSP

Wheel Chocks .............................................IN PLACE ................ LSP
Emergency/Parking Brakes .......................AS REQ ................... LSP
For an icy ramp, leave emergency/parking brakes applied.
Otherwise, emergency/parking brakes must not be applied to avoid
brakes freezing.
Protective Covers .......................................INSTALL .................. LSP
Install the available protective covers.
Batteries ......................................................REMOVE.................. LSP
For PHENOM 100, remove the batteries if ambient surface
temperature of -18°C (0°F) or lower is forecasted.
For PHENOM 300, remove the batteries if ambient surface
temperature of -10°C (14°F) or lower is forecasted.
Doors ...........................................................CLOSE..................... LSP
All doors must be closed to prevent snow and humidity from
entering into the airplane.
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INTENTIONALLY LEFT BLANK

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SECTION 4
PROCEDURES AND TECHNIQUES
TABLE OF CONTENTS
Block Page
Ground Operations ............................................................ 4-00.......... 03
Push Back .................................................................... 4-00.......... 03
Taxi ............................................................................... 4-00.......... 03
Carbon Brakes (PHENOM 300 Only)........................... 4-00.......... 05
Influences on Tire Wear ............................................... 4-00.......... 06
Nose Wheel Steering System ...................................... 4-00.......... 06
Takeoff............................................................................... 4-00.......... 07
Departure Briefing ........................................................ 4-00.......... 07
Takeoff Technique........................................................ 4-00.......... 07
Rolling Takeoff.............................................................. 4-00.......... 07
Close in Turn Takeoff ................................................... 4-00.......... 08
Normal Takeoff Pattern ................................................ 4-00.......... 09
Crosswind Takeoff........................................................ 4-00.......... 10
Noise Abatement Procedure ........................................ 4-00.......... 10
Climb.................................................................................. 4-00.......... 13
General ......................................................................... 4-00.......... 13
Initial Climb ................................................................... 4-00.......... 13
En-Route Climb ............................................................ 4-00.......... 13
Climb Speed ................................................................. 4-00.......... 14
Climb Technique........................................................... 4-00.......... 15
Cruise ................................................................................ 4-00.......... 16
Cruise Speed................................................................ 4-00.......... 16
Altitude Selection.......................................................... 4-00.......... 17
Flight Controls Trimming .............................................. 4-00.......... 18
Fuel Imbalance ............................................................. 4-00.......... 19
Throttle Technique........................................................ 4-00.......... 19
Turbulent Air Penetration ............................................. 4-00.......... 20
RVSM ........................................................................... 4-00.......... 21
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Descent ..............................................................................4-00 ..........22

Descent Methods..........................................................4-00 ..........22
Initial Distance to Descent ............................................4-00 ..........23
Descent/Approach Briefing ...........................................4-00 ..........23
Tracking Descent Profile...............................................4-00 ..........24
Descent Procedure .......................................................4-00 ..........26
Holding ...............................................................................4-00 ..........27
Flap Maneuvering Speeds............................................4-00 ..........27
Approach............................................................................4-00 ..........28
Stabilized Approach......................................................4-00 ..........28
Approach Speeds .........................................................4-00 ..........28
Basic Approach Modes.................................................4-00 ..........29
Initial Approach .............................................................4-00 ..........30
Precision Approach.......................................................4-00 ..........31
Non Precision Approach ...............................................4-00 ..........34
Circling Approach .........................................................4-00 ..........38
Visual Approach............................................................4-00 ..........41
Go-Around .........................................................................4-00 ..........44
Landing ..............................................................................4-00 ..........45
General .........................................................................4-00 ..........45
Landing Procedure .......................................................4-00 ..........45
Landing Performance ...................................................4-00 ..........46
Brakes Usage ...............................................................4-00 ..........46
Emergency/Parking Brake ............................................4-00 ..........46
Crosswind Landing .......................................................4-00 ..........47
Recovery from Offset Position ......................................4-00 ..........48
Low Visibility Landing ...................................................4-00 ..........49
Rejected Landing..........................................................4-00 ..........49
Bounced Landing..........................................................4-00 ..........50
Tail Strike During Landing ............................................4-00 ..........51
Touch and Go Landing .................................................4-00 ..........51
Miscellaneous ....................................................................4-00 ..........53
Lightning Strike .............................................................4-00 ..........53
Traffic Collision and Avoidance System (TCAS) ..........4-00 ..........56
Windshear.....................................................................4-00 ..........57
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GROUND OPERATIONS

PUSH BACK
Pushback procedure is used to move the airplane from the terminal
gate before flight and also to facilitate ground movement on ramps and
taxiways.
It is recommended to complete the before start checklist prior to start
the maneuver. Assure with ground personnel that area is clear.
One towing supervisor is necessary to control the towing operation.
The towing supervisor should establish communication with towing
personnel and flight crewmembers at all times.
The engines can be started before, during or after the push back
maneuver.
For towing instructions, refer to POH.

TAXI

GENERAL
Before the taxi out sequence the flight crew shall have the after start
checklist completed thoroughly.
Prior to taxi both pilots have to:
• Adjust the seats and rudder pedals;
• Check the actual airplane parking position;
• Verify the airport related charts for possible taxi routes;
• If applicable write and brief the taxi clearance when received;
• The LSP checks left side of the airplane and call out "left side
clear" and the RSP checks right side of the airplane and call out
"right side clear".
Turn on the taxi light and after parking brake release check normal
brakes.
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During taxi:
• Follow the ATC taxi instructions and check the differences from
the initial briefing when applicable;
• Use standard phraseology and read back ATC instructions.
Flight crews should minimize "heads-down" activities such as entering
data into the FMS while the airplane is moving. Briefing the taxi route
will reduce the cockpit workload. ATC should be contacted anytime
there is a concern about a potential conflict.
Avoid taxiing closely behind other airplane where foreign object
damage may be blown.

TAXI UNDER ADVERSE WEATHER

Taxi on a wet or contaminated surface requires lower speeds.
Turns should be performed at the largest turning radius, preferably at
a speed which do not required braking during the turn. Turn the
airplane with caution to avoid skidding during turns.
Use firm brake pressure on taxi stops whenever pavement conditions
permit in order to warm up the brakes and dry moisture buildup within
the disk stack. Anti-skid protection is not provided below 10 KIAS, so
apply brakes accordingly.
During taxi, "cold set" (the condition where the tire retains the flat
shape it had while parked) may induce vibration in the airplane.
Vibration should disappear as the tires recover their elasticity during
taxi.
During low visibility or unfamiliar airport operation observe the ground
markings and consider requesting a FOLLOW ME vehicle to proceed
taxiing safely.

TAXI SPEEDS AND BRAKING

Recommended taxi speed:
• Straight/dry: 20 KIAS;
• Straight/wet or contaminated: 10 KIAS;
• Turns/dry: 10 KIAS;
• Turns/wet or contaminated: 5 KIAS.
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At idle thrust, the airplane may accelerate to a higher taxi speed than
desired.

CARBON BRAKES (PHENOM 300 ONLY)

The brake assembly on the PHENOM 300 has a carbon brake heat
sink. This differs from traditional steel brakes since carbon brake wear
is strongly affected by brake temperature. Carbon brakes wear less
when operated at high temperatures while steel brakes wear less
when operated at low temperatures.
Overnight or long period parking in cold weather:
• Avoid leaving the parking brake set. This will decrease the
chances of having brake stacks frozen together in case
moisture was present prior brake application.
General rules for carbon brakes:
• During taxi, minimize the duration of each brake application
when practical by using shorter applications with higher
pressure on the pedals;
• Avoid using brakes asymmetrically;
• Minimize the number of brake applications when practical. The
number of brake applications governs carbon brake wear.
Taxi when brakes are cold:
• Do not intentionally use the brakes solely to heat them;
• Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed, and then use the brakes in one
increasingly firm application to slow the airplane. Then release
the brakes and allow the airplane to accelerate again. Less
frequent use of brakes with higher braking pressure improves
brake life.
Taxi when brakes are warm:
• Carefully manage taxi speed. Let airplane accelerate to a
maximum safe speed then use brakes in a short but firm
application. This will help keep the brake within operating
temperature range limits by allowing more cooling time and less
brake friction time.
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INFLUENCES ON TIRE WEAR

Tire inflation: An increase or decrease in pressure from the specified
operational value can cause deterioration on the tire, and have the
most important effect on the tire life.
Airport conditions: Pavement surfaces texture significantly
contributes to tire wear, which tends to increase when runways, taxi
strips, ramps and other paved field areas are in bad condition, strewn
with debris, contaminated (with hydraulic fluid, fuel, oil, grease, etc) or
poorly maintained. Tires are more susceptible to increase wear in
airports where longer taxi distances are required.
Environmental conditions: Tires are more susceptible to a higher
wear rate when the airplane operates in hot temperatures combined
with low relative humidity.
Average takeoff and landing weight: Tires are more susceptible to a
higher wear rate when the airplane operates regularly at higher
average take-off and landing weight.
Flight leg time and turn around time: Lower flight leg time and lower
turn around time have influence in the tire wear rate. In this scenario
the tires work in higher temperatures.
Temperature between departure and arrival airport: High
differences of temperature between departure and arrival airports
could also influence in the tire wear when proper inflation adjustment
is not observed.

NOSE WHEEL STEERING SYSTEM

For information about nose wheel steering system, turning radius and
techniques refer to POH.
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TAKEOFF
DEPARTURE BRIEFING
Departure briefing shall be performed prior to taxi in. The briefing shall
cover all actions for both normal and non-normal takeoff procedures
expected to be used during the takeoff phase. Additional briefing items
may be required when different elements exist, such as adverse
weather, runway in use, runway conditions, noise abatement
requirements, dispatch using the Minimum Equipment List (MEL),
terrain clearance, special engine failure departure procedure or any
other situation or special consideration that differ from routine.

TAKEOFF TECHNIQUE
The approved takeoff performance data is based on assumption of a
static takeoff, under the following conditions:
• Thrust lever set to TO/GA position with the airplane stopped and
brakes applied;
• Brakes released after N1 stabilized;
• When VR is attained the airplane is rotated to appropriate pitch
angle according to flap selection until 35 ft or until reaching V2;
• Pitch angle adjusted as required to maintain V2;
• Landing gear retracted when a positive rate of climb is
established.

ROLLING TAKEOFF

PHENOM 100
For rolling takeoff, performance data is valid from the point where
takeoff thrust is achieved.

PHENOM 300
Considering a transition of 5 seconds from the thrust lever IDLE
position to TO/GA, the increase in the required runway length is
30 m (100 ft).
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CLOSE IN TURN TAKEOFF

In case of an immediate turn after takeoff due to noise abatement,
obstacle or special departure procedures, do as follow:
During the turn:
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

"Flight Level Change and

Speed V2 + 15 KIAS"........................ CALL OUT ................. PF
Flight Level Change.............................. PRESS .......................PM
SPD SEL................................................. V2 + 15 KIAS ..............PM
FLAP TO................................................. MAINTAIN.................. PF
Autopilot ................................................ AS REQ...................... PF
Recommended minimum engagement height: 600 ft (dual
engine).
At acceleration altitude (when the turn is completed):
Lateral Mode.......................................... AS REQ...................... PF
Select lateral mode according to departure profile.
"Climb Sequence" ................................ CALL OUT ................. PF
SPD SEL................................................. 160 KIAS....................PM
FLAP....................................................... ZERO..........................PM
Retract flaps on schedule and calls out.
"Climb Thrust" ...................................... CALL OUT ................. PF
Thrust Lever .......................................... CON/CLB ................... PF
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NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)

ORIGINAL
· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE
TM

· RETRACT FLAPS ON SCHEDULE

· SET CON/CLB THRUST
· SPEED 160 KIAS

· AFTER TAKEOFF CHECKLIST

· MAINTAIN TAKEOFF FLAPS

· ENGAGE AUTOPILOT
· SELECT FLC AND
SPEED V2 + 15 KIAS

4-00
STANDARD
OPERATING
PROCEDURES

· ENGAGE AUTOPILOT
· THRUST LEVERS · ROTATE · SELECT LATERAL MODE ACCORDING
−TO/GA THRUST · POSITIVE RATE OF CLIMB TO DEPARTURE PROFILE
−GEAR UP · SELECT FLC AND SPEED 160 KIAS
· RETRACT FLAPS ON SCHEDULE
· CON/CLB THRUST

· AFTER TAKEOFF CHECKLIST MINIMUM FLAPS RETRACTION SPEED SCHEDULE

FIGURE 4.1 – NORMAL TAKEOFF PATTERN

SELECT FLAPS AT SPEED
T/O FLAPS
1 0

1 V2 + 11 KIAS
2 V2 + 9 KIAS V2 + 20 KIAS
EM500ENAOM140474A.DGN

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CROSSWIND TAKEOFF
The crosswind takeoff technique consists mainly to maintain
directional control by applying small control inputs in order to seek
runway alignment. Directional deviation should be corrected
immediately with smooth control inputs.
The ailerons become more effective as the airplane accelerates.
Command control wheel into the wind to maintain wings level
throughout the takeoff run. This control wheel input will decrease as
speed increases. Over control can be avoided by using smooth rudder
control and small control wheel inputs.
During rotation, maintain control wheel in the displaced position to
keep the wings level during liftoff and smoothly recover from the
sideslip by slowly neutralizing the control wheel and rudder pedals
after liftoff.

NOISE ABATEMENT PROCEDURE

Noise abatement procedures minimize the overall exposure to noise
on the ground and at the same time maintain the required levels of
flight safety. There are several methods, including preferential
runways and routes, as well as noise abatement procedures for
takeoff, approach and landing. The appropriateness of any of the
procedures depends on the physical layout of the airport and its
surroundings, but in all cases it must be given all priority to safety
considerations.
Pilots are required to adhere to the noise abatement procedures
published specifically for each airport. The procedures presented
below are just a guide to help pilots to perform a takeoff with noise
reduction.
If an engine failure occurs, the noise abatement procedure should be
terminated. In this case an engine failure procedure and profile should
be performed.
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NOISE ABATEMENT PROCEDURE ICAO PROC A/NADP 1:

This is a procedure to protect areas located close to the airport.
From runway to 1500 ft AGL (ICAO PROC A) or 800 ft AGL (NADP 1):
• Takeoff thrust;
• Climb at V2 + 10 KIAS (or as limited by body angle);
• Takeoff flaps.
At 1500 ft AGL (ICAO PROC A) or 800 ft AGL (NADP 1):
• Reduce to climb thrust;
• Climb at V2 + 10 KIAS (or as limited by body angle).
At 3000 ft AGL:
• Airspeed VFS (minimum);
• Retract flaps on schedule;
• Accelerate smoothly to en-route climb speed.

NOISE ABATEMENT PROCEDURE ICAO PROC B/NADP 2:

This is a procedure to protect areas located distant from the airport,
along the departure flight path.
From runway to 1000 ft AGL (ICAO PROC B) or 800 ft AGL (NADP 2):
• Takeoff thrust;
• Climb at V2 + 10 KIAS (or as limited by body angle);
• Takeoff flaps.
At 1000 ft AGL (ICAO PROC B) or 800 ft AGL (NADP 2):
• Accelerate to VFS;
• Retract flaps on schedule.
When flaps are up:
• Maintain VFS + 10 KIAS;
• Reduce to climb thrust.
At 3000 ft AGL:
• Accelerate smoothly to en-route climb speed.
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Climb Thrust
VFS Minimum
3000 ft AGL FLAP ZERO

Climb Thrust
V2 + 10 KIAS
FLAP TO
1500 ft AGL (PROC A)
800 ft AGL (NADP 1)

Takeoff Thrust
V2 + 10 KIAS
FLAP TO

RWY

FIGURE 4.2 – PROC A/NADP 1 NOISE ABATEMENT PROCEDURE

Climb Thrust
3000 ft AGL Climb Speed

Climb Thrust
VFS + 10 KIAS

FLAP UP Altitude

Takeoff Thrust
1000 ft AGL (PROC B) VFS
800 ft AGL (NADP 2) FLAP ZERO

Takeoff Thrust
V2 + 10 KIAS
FLAP TO

RWY

FIGURE 4.3 – PROC B/NADP 2 NOISE ABATEMENT PROCEDURE

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CLIMB
GENERAL
The climb phase has a significant impact in fuel consumption when
considering short and medium range flights since it represents from
20% to 40% of the trip time, registering fuel flows 40% greater than on
cruise phase.
When considering trip fuel, the climb phase shall not be analyzed
separately. The impact over the total trip fuel is the best way to check
a climb schedule.
Embraer provides in the POH Climb Planning tables for fuel
consumption, distance and time elapsed from the initial altitude of
climb (sea level) to the top of climb.

INITIAL CLIMB
Best fuel and time efficiency is obtained by retracting flaps as soon as
practicable, considering that a quick climb is important to maximize
efficiency. After selection of a vertical AFCS mode, verify that climb
thrust (CON/CLB) is selected and displayed on the avionics.
After flaps retraction, the initial climb speed should be chosen based
on the operational requirements (obstacles, SID tracks and
constraints, weather conditions, noise restrictions, etc) as well as local
regulations.
With the vertical navigation modes engaged the altitude selection
adjustments should always be made in compliance with ATC
instructions.

EN-ROUTE CLIMB
The en-route climb speeds should be selected by the operators to
match their operational practices and requirements.
In general, the en-route climb speeds should be attained as soon as
practical to improve the flight efficiency, even at altitudes below
10000 ft where the local rules allow.
Usually a constant IAS is selected as en-route climb speed. This IAS
is maintained until a certain altitude where this speed intercepts a
selected Mach number that should be maintained until cruise altitude.
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CLIMB SPEED
The climb speeds may be selected taking into account the following
aspects:
• Highest climb angle;
• Best rate of climb;
• Lowest fuel consumption;
• Shortest total flight time;
• Local regulations.

MAXIMUM ANGLE OF CLIMB SPEED

It provides a maximum altitude gain at a minimum ground distance.
This speed is recommended for obstacle clearance. The
recommended best angle of climb speed for both PHENOM 100 and
300, all operational gross weight, altitudes and temperatures, with
flaps retracted is approximately the final segment speed (VFS).

MAXIMUM RATE OF CLIMB SPEED

It provides a maximum altitude gain in a minimum flight time. This
speed is recommended to clear traffic or bad weather conditions. The
climb schedule speed that provides the maximum rate of climb is
approximately:
PHENOM 100: 160 KIAS up to 31000 ft and Mach 0.50 above it.
PHENOM 300: 200 KIAS up to 30800 ft and Mach 0.50 above it. For
outside air temperature more than ISA + 10°C, use 160 KIAS up to
31000 ft and Mach 0.50 above it.

LOWEST FUEL CONSUMPTION CLIMB SPEED

The climb schedule speed that provides the lowest fuel consumption is
approximately the same as for maximum rate of climb speed:
PHENOM 100: 160 KIAS up to 31000 ft and Mach 0.50 above it.
PHENOM 300: 200 KIAS up to 30800 ft and Mach 0.50 above it. For
outside air temperature more than ISA + 10°C, use 160 KIAS up to
31000 ft and Mach 0.50 above it.
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SHORTEST TOTAL FLIGHT TIME

Higher climb speeds decrease the total flight time, but can significantly
increase fuel burn, as the flight time in a high thrust, higher drag
condition is prolonged, especially in hot weather.

AUTOPILOT CLIMB SCHEDULE

The auto pilot climb mode is a compromise solution among rate of
climb, fuel consumption and flight time. It is the climb schedule speed
considered to develop the Climb Planning tables on POH.
PHENOM 100: 200 KIAS up to 30800 ft and Mach 0.55 above it.
PHENOM 300: 225 KIAS up to 29600 ft and Mach 0.60 above it.

For more detailed information and optimized climb schedule speeds

refer to Embraer in-flight performance software.

CLIMB TECHNIQUE
During climb monitor pitch attitude and airspeed continuously,
performance changes such as airspeed decrease, reduced climb rate
and/or higher than normal pitch angle may be an indication that ice
has already accreted on to the airframe. If ice related performance
decreases are noted, ensure that all icing systems are selected ON.
Make sure the required thrust and attitude are being properly
maintained.
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CRUISE
This section presents information that is pertinent to the cruise phase
of the flight. More in depth performance information is provided in the
POH, Flight Planning section.

CRUISE SPEED
MAXIMUM CRUISE SPEED
Maximum cruise speed provides the maximum True Air Speed (TAS).
It is achieved when maximum cruise thrust is used (thrust lever at
MAX CRZ position). Using maximum cruise speed, the trip time is
reduced and fuel burn increased.

LONG RANGE CRUISE SPEED

The long range cruise speed is related with the maximum range cruise
speed, which is the speed that will provide the furthest distance
traveled for a given amount of fuel burned and the minimum fuel
burned for a given cruise distance.
LRC speed has been historically defined as the speed above MRC
that will result in 1 percent decreased in fuel mileage in terms of
nautical miles per fuel burned. The advantage is that 1 percent of
range is traded for 3 to 5 percent higher cruise velocity.

MINIMUM FUEL CONSUMPTION SPEED (MAXIMUM

ENDURANCE)
The minimum fuel consumption speed provides the maximum time in-
flight and the minimum fuel flow. This speed mode is used when the
trip time has to be prioritized. As example, when the airplane is
performing a holding or the arrival time at destine airport needs to be
delayed for any reason.

CRUISE SPEED MANAGEMENT

The maximum cruise speed, the long range speed and the minimum
fuel consumption speed for holding are provided on POH Performance
tables (Flight Planning section) and in the Embraer in-flight
performance software.
Speed variations above the planned speeds may lead to significant trip
fuel burn as speed has a large impact on specific range.
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The crew should ensure, during walk around that the smart probes
delimited area is clean and free of obstructions, so that it may provide
correct speed, Mach number and TAT calculations.

ALTITUDE SELECTION
ALTITUDE CAPABILITY
For a given speed, weight and thrust, there is a maximum altitude at
which straight and level flight is possible. This "Maximum Altitude" is
also called "Airplane Ceiling".
The altitude capability can be verified on POH Flight Planning section
for speeds between long range cruise and maximum cruise speed,
based on initial cruise weight for various ISA conditions, all engines
operating, with a residual rate of climb of 300 ft/min. It can be also
verified in the Embraer in-flight performance software.
This information will be helpful in enabling the use of the airplane more
efficiently.
The maximum altitude at which an airplane can fly is limited by three
factors:
• Engine thrust;
• Capacity of the wing to generate enough buffet-free lift;
• Operational envelope.

OPTIMUM ALTITUDE
The optimum cruise altitude is the pressure altitude, for a given weight
and center of gravity, speed, and air temperature that gives the
maximum specific range.
Many times, it is not possible to fly at the optimum altitude because the
available flight level depends on the direction of the flight or may not
be cleared by the ATC. In addition, the airplane may not have enough
buffet margin to fly at that altitude.
The optimum altitude, as defined above, is based on the cruise
specific range only, and does not consider the overall fuel
consumption during an entire flight. For shorter-range flights, it makes
more sense defining the optimum cruise altitude as the altitude at
which the entire flight fuel burn is minimized (i.e., minimizing climb +
cruise + descent fuel).
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It must be observed that on short flights the leveled cruise segment

may be very small, or non-existent at all (descent starting immediately
after the climb to cruise altitude is completed). Embraer publishes on
its POH a cruise altitude table based on a combination of minimum
fuel consumption and at least 5 minutes in cruise.

FLIGHT CONTROLS TRIMMING

AIRPLANE TRIMMING
The autopilot trims the airplane for pitch using the stabilizer trim
function. Roll and yaw trimming is achieved manually through
dedicated switches.
If the airplane is not properly trimmed for roll and yaw, the autopilot
applies primary control displacements to compensate for tendencies,
which under some conditions, may significantly increase drag and
consequently affect fuel performance.

TRIMMING TECHNIQUE
Yaw Trimming:
With the auto pilot engaged, ensure the fuel is properly balanced, and
engine thrust is symmetric.
Proper monitoring of the sky pointer, roll pointer and slip/skid indicator
is fundamental for a correct airplane trimming.
The yaw trim switch should be actuated in the direction that
corresponds to the slip/skid indicator position and in most cases, only
small and brief actuations are sufficient.
To avoid over trimming, allow approximately 3 to 5 seconds between
actuations and observe the results. As the slip/skid indicator gets
closer to the center (below the roll pointer) only sharp, brisk actuations
are required.
Roll Trimming:
Roll trimming should be performed after the airplane has been
trimmed for yaw. An exception to this rule would be a heavy wing
condition in manual flight when the slip/skid indicator is centered.
In this case, roll trim should be actuated in the same direction where
pilot's inputs are needed or towards the down side of the control wheel
if a deflection is noticeable.
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FUEL IMBALANCE
Fuel efficiency can be significantly affected as primary control surfaces
are deflected by the auto pilot in order to compensate for the
imbalance condition.
The CAS message "FUEL IMBALANCE" is displayed when an
imbalance of fuel between the two tanks is greater than 100 kg
(220 lb). It remains displayed until the imbalance is reduced to 60 kg
(132 lb) in PHENOM 100 and 40 kg (88 lb) in PHENOM 300.
The lateral balance is maintained with fuel transference by gravity
through the inter wing fuel transfer valve.
In case of fuel imbalance, the wings must be leveled and the airplane
correctly trimmed, before open the fuel transfer valve.
If the imbalance correction does not occur with the transfer valve
open, short period inputs either on the rudder pedals or on the rudder
trim must be done to produce a sideslip on the direction of the wing
with highest fuel level (e.g.: if the left wing tank is the heaviest, either
apply the left rudder pedal or yaw trim to the left side).

THROTTLE TECHNIQUE
Rapid and large thrust lever excursions should be avoided, as they
can be detrimental to various engines components and can accelerate
engine deterioration.
Excessive speed adjustments may cause thrust levers to completely
retard and accelerate, which also contributes to engine deterioration
and fuel consumption.
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TURBULENT AIR PENETRATION

If possible, flight through severe turbulence must be avoided. If not
possible, the following procedure is recommended for turbulent air
penetration:
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

PAX SIGNS Switch..................................... BELTS/ON ............... LSP

Airspeed...................................................... AJUST...................... LSP
Set thrust for penetration and avoid large thrust variations.
Set trim for target speed and do not change it.
The maximum recommended turbulent air penetration target
speeds are:
PHENOM 100
Below 28000 ft ................................... 230 KIAS .................. LSP
Above 28000 ft................................... 0.59 Mach................. LSP
PHENOM 300
Below 32000 ft ................................... 232 KIAS .................. LSP
Above 32000 ft................................... 0.65 Mach................. LSP
Attitude........................................................ MAINTAIN................ LSP
Use attitude indicator as the primary instrument. Allow altitude and
airspeed to vary and maintain attitude. Avoid abrupt and large
control inputs.

NOTE: Do not extend flaps except for approach and landing.

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RVSM
Before entering RVSM airspace, the flight crew should review the
status of the required equipment. If any required equipment fails prior
to entering RVSM airspace, a new ATC clearance should be obtained.
While flying in RVSM airspace:
• Crew should increase the vigilance to prevent deviations from
the assigned flight level;
• When changing flight levels, the airplane should not overshoot
or undershoot FL by more than 150 ft (45 m);
• The autopilot should be operative and engaged during level
cruise, except for circumstances such as the need to re-trim the
airplane or when it must be disengaged due to turbulence;
• Crew should notify ATC of contingencies (equipment failures,
weather conditions) which affect the ability to maintain the
current flight level;
• If unable to notify ATC and obtain a clearance prior to deviating
from the cleared flight level, follow established contingency
procedures and obtain ATC clearance as soon as possible.
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DESCENT

DESCENT METHODS
Even thought descent fuel consumption has a minor impact comparing
with other flight phases, it is important to plan a correct descent profile.
Good descent planning is also necessary to arrive at the desired
altitude with correct speed and configuration.
While flying the arrival procedure, the airplane is cleared for descent in
preparation for the approach. Three methods are presented for
descent:
Flight level change descent: Flight level change mode can be used
to descend to the selected altitude at a constant airspeed. This
descent method does not account for flight plan waypoint altitude
constraints. The Descent tables on POH consider this method to
evaluate fuel consumption, distance and time from the top of descent
to final altitude (1500 ft) for various cruise altitudes. The data are
calculated in ISA conditions and maintaining the following profile
descent:
PHENOM 100: Mach 0.68 above 30900 ft,
250 KIAS between 30900 ft and 1500 ft.
PHENOM 300: Mach 0.70 above 35600 ft,
250 KIAS between 35600 ft and 1500 ft.
Vertical path tracking descent: Vertical path tracking mode is used
to follow the vertical descent path defined in the GPS flight plan.
Altitude constraints correspond to waypoints in the flight plan. Before
VNV flight control can provide vertical profile guidance, a VNV flight
plan must be entered and enabled.
Non-path descent in a VNV scenario: A VNV flight plan is entered
and enabled however, pitch hold, vertical speed, or flight level change
mode can be used to descend to the VNV target altitude prior to
reaching the planned top of descent.
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INITIAL DISTANCE TO DESCENT

The ideal descent is the one that can be made at idle thrust throughout
the descent. Starting the descent too soon means that the airplane will
be consuming additional fuel at lower altitudes when thrust for
additional maneuvering is needed to reach the airport.
On the other hand, starting the descent too late means that additional
fuel will be consumed at the cruise fuel flow rate, and drag will
probably be necessary later in the descent to get the airplane back
onto a proper descent profile.
Therefore, to optimize a descent, it's necessary to optimize the point at
which the descent is initiated.
As a rule of thumb, if VNAV is not available, the ground distance (NM)
during descent is approximately equal to the flight level difference
(∆FL) divided by the flight path angle (in degrees).
Ground Distance (NM) = ∆FL/FPA (degrees)
To avoid delay in initiating the descent and to ensure an optimum
management of descent and approach profile, descent preparation
and approach briefings should be completed before the top of descent.
If descent initiation is delayed by ATC, reduce speed as appropriate to
minimize the impact on the descent profile.

DESCENT/APPROACH BRIEFING
It is recommended an approach briefing be performed before starting
descent.
The items to be covered are:
• Airplane status (inoperative airplane components);
• NOTAM;
• Weather at destination/alternate airports;
• Fuel status/delays;
• Runway conditions;
• Low visibility procedures;
• Terrain/minimum safe altitude;
• Descent profile;
• Approach and missed approach procedures;
• Taxi-in route.
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If the destination airport runway is reported to be slippery or

contaminated, it is necessary to discuss the outcome on the landing
distance during the approach briefing. The same discussion is
applicable if the crew has planned to use additional speed for the
approach due to wind/gust conditions.
The missed approach should be considered as being part of the
approach. It may be part of the FMS flight plan, and it should be
reviewed against the applicable approach chart.
If any failure that affects the required landing distance occurs in the
final approach, consider a missed approach in order to better evaluate
the situation and an appropriate runway length. Failures that affect the
landing distance are commonly associated to brakes, flaps or electrical
issues.
A thorough understanding by the PF and PM of all the applicable
approach charts and NOTAMS is essential, including taxi-in
procedures.
Both pilots should set RA/BARO minimums, pre-select radios and
courses for the approach.

TRACKING DESCENT PROFILE

The descent profile should be monitored, using all available instrument
and chart references:
• FMS vertical deviation indication;
• NAVAIDS and instruments raw data;
• Descent and approach charts profile.
Wind conditions and wind changes should be monitored closely to
anticipate any reduction in head wind component or increase in tail
wind component, and to adjust the flight path profile in a timely
manner.
If flight path is significantly above the desired descent profile, to
recover the desired flight path:
• Revert, if necessary, from FMS vertical navigation to a selected
vertical mode, with an appropriate speed target;
• Maintain a high airspeed as long as practical and possible;
• If applicable, use speed brakes;
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• Consider extend landing gear, if the use of speed brakes is not

sufficient;
• If the airplane is unable to recover the desired flight path, notify
ATC for timely coordination, as soon as it is ascertained.
If flight path is below the desired descent profile and the airplane is
above minimum safe altitude, decrease flight path angle or maintain
altitude until the descent profile could be intercepted again.
Throughout the entire flight a next target should be defined, in order to
stay ahead of the airplane at all times.
The next target could be any required combination of one or more of
the following elements:
• Airplane position;
• Altitude;
• Airspeed;
• Vertical speed;
• Airplane configuration;
• Power setting.
If it is anticipated that one or more elements of the next target will not
be met, the required corrective actions should be taken without delay.
During the approach and landing, the successive next targets should
constitute gates that should be met for the approach to be continued.
The Final Approach Fix (FAF), the Outer Marker (OM) or an equivalent
fix, as applicable, constitute an assessment gate to confirm the
readiness to proceed further.
The minimum stabilization height should constitute a particular gate
(i.e. decision gate) along the final approach.
If the airplane is not stabilized on the approach path in landing
configuration, at the minimum stabilization height, a go-around must
be initiated unless the crew estimates that only small corrections are
necessary to rectify minor deviations from stabilized conditions due,
amongst others, to external perturbations.
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PROCEDURES

DESCENT PROCEDURE
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Prior to start descent:

Approach Briefing ................................ PERFORM ........... PF/PM
Approach Parameters .......................... SET.............................PM
• Approach speeds;
• DH/DA set minimums at RA/BARO minimums;
• NAV approach frequencies: set NAV aid frequency on stand.
Descent Checklist................................. PERFORM ........... PF/PM
At transition level (if prior to 10000 ft AGL):
"Transition Level" ................................. CALL OUT .................PM
Altimeters (pilots and IESI) .................. SET & X-CKD ...... PF/PM
Both pilots set altimeters barometric pressure and cross check.
The LSP also sets the IESI altimeter barometric pressure.
At 10000 ft AGL:
"Ten Thousand" .................................... CALL OUT .................PM
Complete Decent Checklist ................. PERFORM ........... PF/PM SOP-4590

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HOLDING
In order to achieve maximum fuel economy, holding should be
performed at clean configuration, gear UP and minimum fuel
consumption speed (maximum endurance speed), even if flying under
turbulence conditions. Performing a holding pattern with flaps
extended should be avoided, since it significantly increases fuel flow.
The holding tables for clean configuration are provided in the POH,
Flight Planning section.
In case the minimum FLAP ZERO maneuvering speed exceeds
maximum holding pattern speed, pilot should obtain ATC clearance to
maintain present speed or use minimum FLAP setting to comply to
speed restriction.
Crew should start slowing to the appropriate holding speed before
entering the HOLD pattern, configured with: FLAP ZERO and gear UP.

FLAP MANEUVERING SPEEDS

The FLAP maneuvering speeds were defined based on the capacity of
the airplane to perform a coordinated turn of maximum 40 degrees
bank without the stall warning activation.

PHENOM 100 PHENOM 300

Gear/FLAP Speed Gear/FLAP Speed
UP/ZERO 160 KIAS UP/ZERO 150 KIAS
UP/1 140 KIAS UP/1 140 KIAS
UP/2 130 KIAS UP/2 130 KIAS
DN/3 130 KIAS DN/3 130 KIAS
DN/FULL 125 KIAS DN/FULL 125 KIAS
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APPROACH

STABILIZED APPROACH
The airplane should be stabilized by 1000 ft AGL if in Instrument
Meteorological Conditions (IMC) and no lower than 500 ft AGL if in
Visual Meteorological Conditions (VMC). An approach is considered
stabilized when all of the following criteria are met:
• The airplane is on the correct flight path;
• Only small changes in heading/pitch are required to maintain
the correct flight path;
• The airplane speed is not more than VREF + 20 KIAS indicated
airspeed and not less than VREF;
• The airplane is in the correct landing configuration;
• Sink rate is no greater than 1000 ft/min; if an approach requires
a sink rate greater than 1000 ft/min, a special briefing should be
conducted;
• Power setting is appropriated for the airplane configuration;
• All briefings and checklists have been conducted;
• ILS approaches should be flown within one dot of the glide
slope and localizer.

APPROACH SPEEDS
The Performance Approach section of POH presents tables for
approach climb (VAC), landing climb (VLC) and landing reference
speeds (VREF) for approach with FLAP 1 and landing with FLAP 3 or
approach with FLAP 2 and landing with FLAP FULL.
For landings in abnormal conditions a new VREF must be defined with
information derived from the AFM/QRH, where:
VREF NEW = VREF + abnormal speed correction

NOTE: Performance values calculated by OPERA consider the

threshold is passed at the screen height and at VREF or
VREF NEW according to the inputted reference speed.
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BASIC APPROACH MODES

The pilots are responsible for monitoring all phases of the approach
and calls out any observed discrepancies, especially below
1000 ft AGL:
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Monitor Approach.......................................PERFORM ........... PF/PM

Monitor and call out deviations:
"Sink Rate"...............................................CALL OUT............ PF/PM
Rate of descent in excess of 900 ft/min.
"Guidance"...............................................CALL OUT............ PF/PM
Any deviation from the flight director guidance. If flight director
failure to arm or to engage the next expected mode: calls out
the failure.
"Speed"....................................................CALL OUT............ PF/PM
Airspeed above target speed + 10 KIAS; or
Airspeed below VREF or target speed – 5 KIAS, whichever is
higher.
"LOC".......................................................CALL OUT............ PF/PM
Localizer deviation in absence of flight director.
"Glide"......................................................CALL OUT............ PF/PM
Glide slope or FMS vertical deviation in absence of the flight
director.
"Autopilot Failure" ....................................CALL OUT............ PF/PM
If autopilot malfunctions. Consider disengage AP.
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INITIAL APPROACH
Both pilots should avoid "heads-down" during the approach, especially
in high density traffic.
The initial approach procedure may be flown using LNAV (preferred)
or HDG mode for lateral tracking, and VNAV or VS for altitude
changes.
VNAV is the preferred mode for the initial approach when the FMS
flight plan is programmed for the intended arrival.

NOTE: The flight mode annunciation on PFD should be observed

after changing a flight mode to ensure that the correct mode
has been selected and is being reflected by the airplane
behavior.
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

At transition level (if below 10000 ft AGL):

"Transition Level" ................................. CALL OUT .................PM
Altimeters (pilots and IESI) .................. SET & X-CKD ...... PF/PM
Both pilots set altimeters barometric pressure and cross check.
The LSP also sets the IESI altimeter barometric pressure.
Before start the approach:
Approach Checklist .............................. PERFORM ........... PF/PM
• Airspeed: 170 KIAS;
• Gear UP;
• FLAP ZERO.
At outbound track or 15 NM to RWY threshold:
AIRSPEED.............................................. 150 KIAS.................... PF
"FLAP 1" ................................................ CALL OUT ................. PF
FLAP....................................................... 1..................................PM
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PRECISION APPROACH
If a complete arrival procedure to the localizer and glide slope capture
point is intended, the initial approach phase may be completed using
LNAV and VNAV. Ensure the flight plan pages sequence, altitude
restrictions and the map display reflects the air traffic clearance.
Last minute air traffic changes or constraints may be managed by
appropriate use of the HDG for lateral mode, and VS for vertical mode.
Updating the FMS sequencing should be accomplished only as time
permits.
When performing an ILS, pilots should use the autopilot to minimize
crew workload.
When cleared for the approach:
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

APR .........................................................PRESS ........................PF

"LOC Alive" ............................................CALL OUT ................. PM
First positive inward motion of localizer.
"Glide Slope Alive"................................CALL OUT ................. PM
"LANDING GEAR DOWN".....................CALL OUT ..................PF
LDG GEAR Lever ...................................DN .............................. PM
"FLAP 2" .................................................CALL OUT ..................PF
FLAP .......................................................2 ................................. PM
AIRSPEED ..............................................130 KIAS.....................PF
At one dot to intercept the glide slope:
"FLAP 3" or "FLAP FULL" ....................CALL OUT ..................PF
Call out landing FLAP as required.
FLAP .......................................................LND............................ PM
PM set landing FLAP as required by PF.
AIRSPEED ..............................................VREF .............................PF
Reduce to VREF.
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

At glide slope:
"Set Go-Around Heading
and Altitude" .................................... CALL OUT ................. PF
HDG SEL ................................................ SET.............................PM
ALT SEL ................................................. SET.............................PM
At outer marker:
AIRSPEED.............................................. VREF............................. PF
"Before Landing Checklist" ................. CALL OUT ................. PF
Before Landing Checklist .................... PERFORM ........... PF/PM
At 1000 ft AGL:
"One Thousand" ................................... CALL OUT .................PM
"Checked".............................................. CALL OUT ................. PF
Verify instruments.
At 500 ft AGL:
"Five Hundred"...................................... CALL OUT .................PM
"Checked".............................................. CALL OUT ................. PF
At 100 ft to DA/DH:
"One Hundred to Minimums" .............. CALL OUT .................PM
At DA/DH:
"Minimums, Minimums"....................... VERIFY.......................PM
Verify if the aural alert "Minimums, Minimums" is generated.
"Landing"............................................... CALL OUT ................. PF
Call out if visual reference is established at an adequate
position for a safe landing.
If no visual reference is established or visual contact is established
at an inadequate position for a safe landing.
"Go-Around".......................................... CALL OUT ................. PF
GO-AROUND Procedure ...................... PERFORM ........... PF/PM
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PRECISION APPROACH

ORIGINAL
· HOLDING SPEED: 160 KIAS
· FLAP 1
TM

· GEAR UP
· 150 KIAS · FLAP 0

· COMPLETE APPROACH
CHECKLIST
· 160 KIAS
· GEAR UP
· FLAP 0

· PUSH GO−AROUND BUTTON

· TO/GA THRUST
· ROTATE TO GO−AROUND ATTITUDE
· SET GO−AROUND FLAP
· WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING

4-00
TO MISSED APPROACH PROFILE
STANDARD
OPERATING

· SELECT FLC AND SPEED 160 KIAS

PROCEDURES

· RETRACT FLAP ON SCHEDULE

· AFTER FLAP ARE UP, AFTER TAKEOFF
CHECKLIST
· GEAR DOWN
· FLAP 2
· 130 KIAS

FIGURE 4.4 – PRECISION APPROACH

· SET LANDING FLAP AFTER ESTABLISHED ON GLIDESLOPE
· REDUCE SPEED TO V REF · SET GO−AROUND ALTITUDE AND HEADING
· MAINTAIN V REF
· BEFORE LANDING CHECKLIST

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NON PRECISION APPROACH

The procedures presented herein are applicable to the following non-
precision approach types: GPS only, RNAV, LOC, VOR, VOR/DME,
NDB and NDB/DME.
Use of the autopilot reduces crew workload and allows more time for
approach management and monitoring. The correct use of the altitude
selector can help prevent descents below authorized altitudes.
The FMS must be operated as at least a single system, with a
minimum of one PFD and one MFD operational prior to commencing
the approach. The signal of the station(s) that defines the approach
and on board equipment must be verified operational prior to start the
approach.
If required by local regulations to maintain a raw data crosscheck
throughout the procedure both pilots must select the bearing pointer
and radio frequency to the station where the procedure is based.
Embraer recommends using VS mode from FAF to MDA.

FMS DATABASE
The procedure to be flown must be retrieved from the FMS database
and a thorough verification of all waypoints, tracks, distances, glide
path angles, altitude constraints and threshold crossing altitudes must
be enforced and should be addressed on approach briefings.

VECTORS TO FINAL
When on vectors to a final approach to be flown using the FMS as a
primary source of navigation the following recommendation applies:
• Use HDG lateral mode and VS vertical mode until clear to
intercept the final approach course;
• Arm LNAV through the APR or NAV button only when on the
last heading to intercept the final approach course.
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LOC ONLY APPROACH

On LOC only approach when cleared to intercept the localizer, the
transition from FD modes LNAV, VNAV must be as follows:
• Select an appropriate FD vertical mode;
• Select FD HDG mode;
• Change the PFD primary source of navigation to LOC;
• Arm FD LOC mode pressing NAV mode on the guidance panel.

CONSTANT DESCENT FINAL APPROACH (CDFA)

On CDFA approach, set go-around altitude at FAF.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

On inbound track:
"LANDING GEAR DOWN".....................CALL OUT ..................PF
LDG GEAR Lever ...................................DN .............................. PM
"FLAP 2" .................................................CALL OUT ..................PF
FLAP .......................................................2 ................................. PM
AIRSPEED ..............................................130 KIAS.....................PF
Prior to FAF (1 NM):
"FLAP 3" or "FLAP FULL" ....................CALL OUT ..................PF
Call out landing FLAP as required.
FLAP .......................................................LND............................ PM
PM set landing FLAP as required by PF.
AIRSPEED ..............................................VREF .............................PF
Reduce to VREF.
"Before Landing Checklist"..................CALL OUT ..................PF
Before Landing Checklist .....................PERFORM ................. PM
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

At FAF:
"Final Approach Fix" ............................ CALL OUT .................PM
At 1000 ft AGL:
"One Thousand" ................................... CALL OUT .................PM
"Checked".............................................. CALL OUT ................. PF
Verify instruments.
At 100 ft to MDA:
"One Hundred to Minimums" .............. CALL OUT .................PM
At MDA capture or visual contact:
"Set Go-Around Altitude" .................... CALL OUT ................. PF
ALT SEL ................................................. SET.............................PM
At MDA:
"Minimums, Minimums"....................... VERIFY.......................PM
Verify if the aural alert "Minimums, Minimums" is generated.
If visual reference is established at an adequate position for a safe
landing:
"Visual" ............................................. CALL OUT .................PM
"Landing" ......................................... CALL OUT ................. PF
If no visual reference is established or visual contact is established
at an inadequate position for a safe landing:
"Go-Around" .................................... CALL OUT ................. PF
GO-AROUND Procedure ................. PERFORM ........... PF/PM
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 SOP-4590

NON PRECISION APPROACH

ORIGINAL
TM

· FLAP 1 VOR/NDB · HOLDING SPEED: 160 KIAS

· 150 KIAS · GEAR UP
· FLAP 0

· COMPLETE APPROACH
CHECKLIST
· 160 KIAS
· GEAR UP
· FLAP 0

· PUSH GO−AROUND BUTTON

· TO/GA THRUST
· GEAR DOWN · ROTATE TO GO−AROUND ATTITUDE
· FLAP 2 · SET GO−AROUND FLAP
· 130 KIAS · WITH POSITIVE RATE OF CLIMB, GEAR UP

4-00
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE
STANDARD
OPERATING
PROCEDURES

· SELECT FLC AND SPEED 160 KIAS

· RETRACT FLAP ON SCHEDULE
· AFTER FLAP ARE UP, AFTER TAKEOFF
CHECKLIST

· SET LANDING FLAP

· REDUCE SPEED TO V REF
· BEFORE LANDING CHECKLIST

FIGURE 4.5 – NON PRECISION APPROACH

· SET GO−AROUND ALTITUDE
· MAINTAIN V REF

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CIRCLING APPROACH
A circling maneuver is a maneuver initiated by the pilot to align the
airplane with a runway for landing, when a straight-in landing from an
instrument approach is not possible or is not desirable. This maneuver
is initiated only, after the pilot has established visual contact with the
airport.
During circling approaches, maximum use of the autopilot should be
made to minimize crew workload. Circling altitude must be maintained
during the whole maneuver and the runway must be in sight during the
circling maneuver.
Fly the approach conventionally and configure the airplane in a similar
manner to a precision or non-precision approach.
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Prior to FAF (1 NM):

"LANDING GEAR DOWN" .................... CALL OUT ................. PF
LDG GEAR Lever .................................. DN ..............................PM
"FLAP 2" ................................................ CALL OUT ................. PF
FLAP....................................................... 2..................................PM
ALT SEL ................................................. SET............................. PF
Set circling minimum on altitude selector.
Airspeed................................................. 130 KIAS.................... PF
At FAF or runway insight:
Vertical Speed ....................................... SET............................. PF
Set vertical speed accordingly to level at circling altitude.
At circling altitude:
"Set Go-Around Altitude" .................... CALL OUT ................. PF
ALT SEL ................................................. SET.............................PM
PF proceed to downwind leg using HDG mode and maintain a track
parallel to the landing runway approximately 1.0 NM abeam.
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

At abeam threshold:
Visual Reference....................................MAINTAIN...................PF
"FLAP 3" or "FLAP FULL" ....................CALL OUT ..................PF
Call out landing FLAP as required.
FLAP .......................................................LND............................ PM
PM set landing FLAP as required by PF.
"Before Landing Checklist"..................CALL OUT ..................PF
Before Landing Checklist .....................PERFORM ........... PF/PM
Just before start the turn:
Autopilot .................................................DISENGAGE...............PF
At final:
Airspeed .................................................VREF .............................PF
"Landing" ...............................................CALL OUT ..................PF
Call out if visual path is intercepted at an adequate position for a
safe landing.
If the airplane cannot meet the stabilized approach criteria, execute
a missed approach.
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 CIRCLING APPROACH
· PUSH GO−AROUND BUTTON
· TO/GA THRUST

Page 40
· ROTATE TO GO−AROUND ATTITUDE
· SET GO−AROUND FLAP
TECHNIQUES

· WITH POSITIVE RATE OF CLIMB, GEAR UP

· SET GO−AROUND · MINIMUM AIRSPEED VAC
ALTITUDE · SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE
PROCEDURES AND

· SELECT FLC AND SPEED 160 KIAS

· RETRACT FLAP ON SCHEDULE
· AFTER FLAP ARE UP, AFTER TAKEOFF
CHECKLIST

· GEAR DOWN · V REF

· FLAP 2
· SET CIRCLING MINIMUM
· 130 KIAS

4-00
STANDARD
OPERATING
PROCEDURES

· CIRCLING ALTITUDE MUST BE MAINTAINED

DURING THE WHOLE MANEUVER
· RUNWAY MUST BE IN SIGHT DURING
THE CIRCLING MANEUVER

FIGURE 4.6 – CIRCLING APPROACH

· MISSED APPROACH POINT
ACCORDING TO THE TYPE OF
APPROACH · MAINTAIN VISUAL REFERENCE
· USE OF AUTOPILOT IS RECOMMENDED · SET LANDING FLAP
· DISENGAGE AUTOPILOT
· BEFORE LANDING CHECKLIST

EM500ENAOM140196D.DGN

ORIGINAL
TM

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 STANDARD PROCEDURES AND
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TECHNIQUES
OPERATING
PROCEDURES

VISUAL APPROACH
Perform a visual approach at an altitude of 1500 ft above the runway
elevation or according to local authority regulations. Maintain a track
parallel to the landing runway approximately 1.5 NM abeam.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

At abeam runway midpoint:

LDG GEAR Lever ...................................UP ...............................PF
"FLAP 1" .................................................CALL OUT ..................PF
FLAP .......................................................1 ................................. PM
Airspeed .................................................150 KIAS.....................PF
At abeam threshold:
Start Chronometer.................................PERFORM ..................PF
"LANDING GEAR DOWN".....................CALL OUT ..................PF
LDG GEAR Lever ...................................DN .............................. PM
"FLAP 2" .................................................CALL OUT ..................PF
FLAP .......................................................2 ................................. PM
Airspeed .................................................130 KIAS.....................PF
Turning base leg, approximately 30 seconds after passing abeam of
the threshold with maximum bank angle of 30°.
At base leg:
Airspeed .................................................130 KIAS.....................PF
FLAP .......................................................2 ..................................PF
Maintain FLAP 2.
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

At final:
"FLAP 3" or "FLAP FULL" ................... CALL OUT ................. PF
Call out landing FLAP as required.
FLAP....................................................... LND ............................PM
PM set landing FLAP as required by PF.
"Before Landing Checklist" ................. CALL OUT ................. PF
Before Landing Checklist .................... PERFORM ........... PF/PM
"Set Go-Around Altitude" .................... CALL OUT ................. PF
ALT SEL ................................................. SET.............................PM
"Landing"............................................... CALL OUT ................. PF
Call out if visual path is intercepted at an adequate position for a
safe landing.
If the airplane cannot meet the stabilized approach criteria, execute
a missed approach.

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 SOP-4590

VISUAL APPROACH (TYPICAL)

ORIGINAL
· GEAR UP · COMPLETE APPROACH
TM

· FLAP 1 CHECKLIST
· GEAR DOWN
· 150 KIAS · 170 KIAS
· FLAP 2
· GEAR UP
· 130 KIAS · FLAP 0

· MAXIMUM BANK 30°

· PUSH GO−AROUND BUTTON

30 s
· TO/GA THRUST
· ROTATE TO GO−AROUND ATTITUDE
· SET GO−AROUND FLAP
· WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE

1.5 NM

4-00
· SELECT FLC AND SPEED 160 KIAS
· FLAP 2 · RETRACT FLAP ON SCHEDULE
STANDARD

· AFTER FLAP ARE UP, AFTER TAKEOFF

OPERATING

· 130 KIAS
CHECKLIST
PROCEDURES

· SET LANDING FLAP

· REDUCE SPEED TO V REF
· BEFORE LANDING CHECKLIST

· VREF

FIGURE 4.7 – VISUAL APPROACH (TYPICAL)

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TECHNIQUES
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PROCEDURES

GO-AROUND
No approach should be initiated unless the prevailing conditions have
been understood and the crew found that landing is acceptable without
undue risk. Philosophically all approaches should be treated as
approaches followed by missed approaches, and landing should be
treated as the alternate procedure. This mindset depends on a good
approach briefing, on the knowledge of the missed approach
procedure and on proper programming of the FMS.
Sufficient visual cues must exist to continue the approach below DA
(DH) or MDA. If visual cues are lost due to shallow fog, snow flurries,
or heavy precipitation, the pilot shall immediately initiate a go-around
and fly the published missed approach procedure.
Although the PF is initially the responsible for the go-around callout,
the PM may also make this callout. The flying pilot's immediate
response to this callout by the PM is execution of a missed approach.
Go-around, when properly executed, involve little loss of altitude below
the altitude at which the go-around is "started". Conducting a missed
approach when not stabilized on a final approach course should be as
follows:
• If a go-around is required at any time while maneuvering in the
traffic pattern and visual conditions cannot be maintained,
perform a climbing turn toward the runway of intended landing;
• When over the airport and climbing, turn (in the shortest
direction) to the missed approach fix and proceed with
published procedure.
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PROCEDURES

LANDING

GENERAL
This section presents information pertinent to the landing phase of
flight that will enhance the ability to make the air-to-ground transition
as smooth and safe as it should be.
The airplane must be fully stabilized by 1000 ft from touchdown under
IMC and by 500 ft under VMC. A stable approach is a contributing
factor to a successful flare and touchdown.
Unstable approaches may result in difficult landings with unexpected
sink rates, side loads or bounce backs.

LANDING PROCEDURE
For a normal landing procedure, the landing configuration, gear down
and flaps should be established early on the final approach or at the
outer marker on an ILS or FAF on a non precision approach. Airspeed,
power and descent rate also should be stabilized early. Changes in
airspeed require changes in thrust and attitude. An airspeed deviation
is considered significant if it is 10 KIAS above target approach speed.
Indicated airspeed may not be less than VREF.
A significant vertical speed deviation occurs when it is greater than
1000 ft/min (precision approaches) or 1500 ft/min (non-precision
approaches) when below 1000 ft AGL. If the stabilized approach
parameters are not met before reaching the stabilized approach
height, a go-around should be initiated.
Make sure that the airplane is properly trimmed during the approach.
This maximizes elevator authority for the flare or in the event of a
missed approach.
Target approach speed is VREF. As the airplane approaches the touch
down point slowly reduce thrust levers to idle so that they are at idle
when the airplane touches down, and initiate the flare approximately
20 ft to 10 ft from the ground as required, by reducing the rate of
descent.
Plan to touch down as close as possible to the 1000-foot point. Do not
allow the airplane to float in ground effect, which unnecessarily
increases the landing distance and risk of a tail strike.
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After main wheel touches down, apply main braking as required for the
runway condition and length available while easing the nose wheel
onto the runway. Verify spoiler's actuation as applicable.

LANDING PERFORMANCE
The approved landing performance data is based on the following
procedures and conditions:
• Steady three degree angle approach at VREF in landing
configuration;
• VREF airspeed maintained at runway threshold;
• Idle thrust established at runway threshold;
• Attitude maintained until MLG touchdown;
• Maximum brake applied immediately after MLG touchdown;
• Antiskid system operative.
If these performance techniques are not strictly used for a typical
landing made during normal operations, the distances may be longer.

BRAKES USAGE
Pilot seat and rudder pedals should be adjusted so it is possible to
apply maximum braking with full rudder deflection.
Apply the brakes with no delay after the main landing gear wheels
have touched down. Move directly to a single firm and steady brake
application and hold pedal pressure until decelerated to taxi speed.
Apply pressure up to a maximum comfortable deceleration. Do not
pump the brakes.

EMERGENCY/PARKING BRAKE
Some emergency and abnormal procedures require the pilot to use
the emergency/parking brake to stop the airplane during landing.
Immediately after MLG touch down, put control wheel forward in order
to NLG touch down as well. It is important maintain directional control
prior to apply the emergency brakes.
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There is no anti-skid function in the emergency brake system. So

CAUTION shall be taken during emergency brake actuation in order to
avoid tire skid and consequently tires blowout.
If a tire burst occurs applying the emergency brake, do not release the
handle until the airplane stops.
When applying emergency brakes pull the handle gently and
progressively until an airplane deceleration is felt. Stop pulling handle
and hold this lever position. Check if the emergency parking brake
light is on.
Use brake as required to bring the airplane to a stop, evaluating the
runway conditions and the amount of landing field length remaining.
As speed decreases the required handle deflection increases to
maintain continuous braking.
The emergency/parking brake accumulator allows 6 actuations.

CROSSWIND LANDING
Four methods for crosswind landing can be used:
Sideslip: In the sideslip condition, the airplane's longitudinal axis
remains parallel to the runway course, but the airplane no longer flies
straight along its original track. Downwind rudder combined with
aileron applied into the wind. The upwind wheels touchdown before
downwind wheels.
Crab: Proper rudder and upwind aileron. On very slippery runways the
crab may be maintained to touchdown, reducing the drift toward the
downwind when touchdown.
De-Crab: On final approach the crab is accomplished, just prior to
touchdown while flaring, downwind rudder is applied to align the
airplane with the runway centerline simultaneously with aileron control
(to keep wings level) into the wind. Both main landing gear touchdown
simultaneously.
Crab and Sideslip: The crab method is applied until the touchdown.
When the upwind wheels touchdown, a slight increase in downwind
rudder simultaneously with aileron aligns the airplane with the runway
centerline while keep the wing level. This combined method may be
used during strong cross wind.
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RECOVERY FROM OFFSET POSITION

According to ICAO, required visual references means the section of
the visual aids or of the approach area which should have been in
view for sufficient time for the pilot which made the assessment of the
airplane position and rate of position change, in relation to the desired
flight path.
Lateral and vertical offset may occur during any kind of approach,
when pilot cannot assess horizontal and/or vertical flight path, which
requires major corrections on the final visual section of flight. Upon
recognizing an offset position, the pilot determines whether a
correction can be safely performed.
In case of any doubt about a safe approach and landing, an immediate
go-around should be done.
On lateral and/or vertical offset approach, adequate monitoring of pitch
attitude, bank angle and power settings is required, together with
cockpit raw data instruments available in order to prevent crew
disorientation.
Lateral Offset
For lateral offset recovering, pilot shall select a reference point on the
extension of the runway centerline which is about half the distance to
the touchdown point, and establish airplane toward this point. Maintain
proper thrust, airspeed and flight path. Shortly before crossing the
aiming point, pilot shall start turning to get established aiming for the
extended inner edge line.
Vertical Offset
High sink rates at low thrust settings are unsafe and may result in a
touchdown short of the runway or a high landing. A flat approach at
high thrust settings, if too low, may lead to an extended flare and long
floating landing.
To correct a vertical offset, the following procedures shall apply,
considering that pilot must adjust the airplane to stabilize on the
correct flight path as soon as practicable, taking immediate and
precise action:
• For a low offset position, establish level flight;
• For a high offset position use maximum permissible sink rate
until stabilized on the correct flight path.
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LOW VISIBILITY LANDING

When flying under conditions of haze, smoke, dust, glare or darkness,
airplane height may appear higher than it actually is. Shadows are one
of the key factors in depth perception.
This effect is also encountered during night landings, or when smoke
or dust appears lying low across the threshold. The effect varies with
individuals and is modified by the intensity and clarity of runway
lighting. Situational alert must be emphasized on precision
approaches, since pilots tend to reduce power and drop below glide
path as soon as the runway is in sight.
Moisture on windshield interferes with visibility and may cause any
type of glide path illusion. Light rays will refract (bend) as they pass
through the layer of moisture of the windshield. You can appear to be
above or below the glide path or left or right of centerline. This can be
as much as 200 ft error at one mile from the runway which, when
combine with effect mentioned above, could result in risk of landing
short of runway threshold or in a long landing.
Crosscheck vertical speed indication for rate of descent and fly to the
touchdown aim point.

REJECTED LANDING
A rejected landing (also referred to as an aborted landing) is defined
as a go-around maneuver initiated after touchdown of the main landing
gear or after bouncing.
The rejected landing procedure is similar to the go-around procedure.
The ground spoilers will retract as thrust levers are advanced for a
rejected landing initiated after touchdown. Attention must be given to
the intended flight path as the published missed approach procedure
may not be valid after passing the published missed approach point.
If a rejected landing is initiated, the flight crew must be committed to
proceed with the intended maneuver and not retard the throttle/thrust
levers in an ultimate decision to complete the landing.
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BOUNCED LANDING
The bouncing occurs more frequently during landings by one or a
combination of the following factors:
• Windshear;
• Low-level turbulence;
• High flare initiation;
• Excessive rate of descent;
• Late flare initiation;
• Incorrect flare technique;
• Excessive airspeed;
• Power on touchdown.
The key factor for a successful landing is a stabilized approach and
proper thrust/flare coordination. Do not extend the flare at idle thrust
as it will significantly increase landing distance. Reducing to idle
before the flare will also require an increase in pitch. Flaring high and
quickly reducing thrust to idle can cause the airplane to settle abruptly.
Do not apply stabilizer trim during the flare.
The bounce recovery technique depends on the height reached during
the bounce.
Recovery from Light Bounce
When a light bounce occurs, maintain or re-establish a normal landing
attitude. Increasing pitch can lead to a tail strike. Beware of the
increased landing distance and use power as required to soften the
second touchdown. It is very difficult to evaluate landing distance
remaining and the airplane energy.
Recovery from a Severe Bounce
When a more severe bounce occurs, initiate a go-around and do not
attempt to land. Press the takeoff/go-around button and advance
thrust levers to TO/GA. Hold the flare attitude until the engines spool
up and reset stabilizer trim, then follow normal go-around procedures.
If the airspeed has dropped below the VREF initiate the go-around
procedure and retract the flaps only when the airspeed becomes
greater than VREF.
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TAIL STRIKE DURING LANDING

Tail strikes are more frequent during landings than takeoffs. In fact, tail
strikes occur more frequently during landings by a factor of two to one.
Based upon information gathered from tail strike occurrences,
deviation from the normal landing maneuver, below, is the main cause
of tail strikes. The mistakes most commonly made are:
• Approach at improper pitch, speed, thrust and glide path;
• Prolonged flare, hold-off for a smooth touchdown;
• Starting to flare the airplane too high above the runway;
• Improper crosswind correction during flare;
• Over-rotation during a touch and go.
Of these commonly made mistakes, flaring the airplane too high above
the runway has the greatest potential for a tail strike and resulting
damage. When the flare is started too high above the runway,
airspeed will decrease below VREF causing the pilot to compensate.
When placed in this situation, the tendency is to continue to increase
pitch in an effort to arrest the excessive sink rate. The correct action to
take is to immediately lower the pitch attitude and fly the airplane to
the runway before the airspeed dissipates any further. This corrective
action will prevent a tail strike. Lack or poor handling could lead to a
destabilized approach thus increasing the tail strike exposure.

TOUCH AND GO LANDING

The primary objective of touch and go procedure is approach and
landing training practice and to reduce the amount of training time
wasted in taxing the airplane back to the holding point.
In order to maintain a high level of safety, they must be conducted in a
proper disciplined manner.
The following techniques are to be used:
• Follow the published visual approach pattern to configure the
airplane;
• The trainee should accomplish a normal final approach and
landing;
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• On final approach, the ALT SEL should be set to traffic altitude;

• The trainee will land the nose wheel after main landing gear
touchdown and track the runway centerline;
• The instructor move the flap handle to FLAP 1, configure pitch
trim to takeoff band, yaw and roll trim to neutral;
• The trainee will press TO/GA button and manually advance the
thrust levers to TO/GA position;
• The instructor will check thrust;
• If the trainee is the PF, he/she will keep his/her hand on throttles
to prevent any inadvertent reduction of power or unwanted stop;
• The trainee will rotate performing a normal TO procedure.
General RTO guidance can be used to decide to interrupt the touch
and go procedure. In case of emergency, the decision to abort is
solely at the instructor's discretion. The instructor will call "REJECT"
and simultaneously take control of the airplane and bring it to a halt
using maximum braking. Once the airplane has stopped, he/she will
call for any appropriate emergency/abnormal checklist.
The decision to discontinue a touch and go after the application of TO
power must only be taken if the instructor is certain that the airplane
cannot safely fly.

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MISCELLANEOUS

LIGHTNING STRIKE

IN FLIGHT OPERATIONS
IF A LIGHTNING STRIKE IS LIKELY TO OCCUR
Indication of imminent lightning strike event:
• Buildup of static discharge which causes interference on ADF
indicators or noise in communication receivers;
• Elmo's fire, which is visible at night as small electrical
discharges running across the windshields and sparking on the
wings.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Penetration of Thunderstorm ....................AVOID.........................PF

Avoid penetration and maintain visual contact with thunderstorm
and lightning. Circumnavigate the detected thundercloud or area by
25 miles or more when traffic conditions permit.
Weather Radar ............................................CHECK .......................PF
Check for precipitation.

NOTE: Remember that radar detects only liquid droplets, not the
cloud itself.
All Cockpit Lights .......................................ON........................ PF/PM
Full brightness.
Sunglasses..................................................WEAR .................. PF/PM
Consider wearing sunglasses to protect your eyes from the flash or
have one pilot keep eyes downward.

IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING

Apply the associated emergency/abnormal procedure if any failure
arises after a lightning strike. If the situation is under control after a
lightning strike, apply the following procedure to ascertain whether the
flight may proceed safely.
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Altitude........................................................ MAINTAIN.................. PF
If not required by performance, obstacle clearance or operational
contingencies, stop climbing during airplane check.
Circuit Breakers ......................................... CHECK................. PF/PM
Navigation Systems ................................... CHECK.......................PM
Check magnetic compass and heading system for normal
indications.
Engine Indication ....................................... CHECK.......................PM
Check engine for normal indications. In case of engine shutdown,
the flight crew shall analyze the circumstances of the event and
consider an engine air start.
Pressurization ............................................ CHECK.......................PM
Check for no evidences of pressurization leaks.
Flight Controls ........................................... CHECK....................... PF
Check all flight controls for freedom of movement. Verify that flaps
and speed brakes are working properly.
Fuel System ................................................ CHECK.......................PM
Check fuel system for normal operation. Monitor fuel remaining and
fuel consumption to ascertain that no fuel leak exists.
All Other Airplane Systems....................... CHECK.......................PM
Check for CAS messages and airplane instruments following a
panel scan sequence to ascertain that safety of flight prevails.
Communication Systems .......................... CHECK.......................PM

NOTE: Consider discontinuing the flight and land at the nearest

suitable airport if any unsafe condition is revealed after
checking systems operation.
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AFTER LANDING
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Lightning Strike Event................................REPORT .................. LSP

Report the lightning strike to maintenance personnel.

ON GROUND OPERATIONS
IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING
External Safety Inspection
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Airframe .......................................................CHECK .................... RSP

Check for holes, punctures, discoloration and de-lamination
throughout the whole airframe.
Rivets ...........................................................VERIFY .................... RSP
Verify that there are no loose, melted or missing rivets.
Static Dischargers ......................................CHECK .................... RSP
Check number and condition. Refer to the CDL for dispatch with
missing items.
External Lights............................................CHECK .................... RSP
Clean and undamaged.
Check landing and taxi lights, wing inspection, navigation, strobe
and red beacon lights.
Pitot/Smart Probes/Ice Detectors .............CHECK .................... RSP
Verify condition with no obstructions, covers or damage.
Radome........................................................CHECK .................... RSP
Antennas .....................................................CONDITION ............. RSP
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TRAFFIC COLLISION AND AVOIDANCE SYSTEM

(TCAS)
Upon receiving TCAS Traffic Advisory (TA) or a possible conflict is
advised by ATC:
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Be Prepared ................................................ PERFORM ................. PF

Place hands on control column and thrust levers to be prepared to
react to TCAS resolution.
PAX SIGNS Switch..................................... BELTS/ON ............... LSP
External Lights ........................................... ON ..............................PM
Turns all external lights ON.
ATC Communications ............................... MAINTAIN..................PM
Scan............................................................. PERFORM ........... PF/PM
Scan for visual contact with the intruder.
Upon receiving TCAS Resolution Advisory (RA):
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Autopilot ..................................................... DISENGAGE.............. PF

RA ................................................................ PERFORM ................. PF
Compliance with TCAS resolution advisory is required unless the
pilot considers it unsafe to do so. Maneuvers that are in the
opposite direction of the RA are extremely hazardous, especially
RAs involving altitude crossing and thus are prohibited unless it is
visually determined to be the only means to assure safe separation.
When commanding nose down, reduce the engine thrust.
When commanding nose up, increase the engine thrust.
Clear of Conflict ......................................... CKD............................ PF
In the absence of an amended clearance, return to the last ATC
assigned altitude and course.
For further information on TCAS refer to AFM, for limitations and
procedures, and POH, for System Description.
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WINDSHEAR
Severe windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15 KIAS
or vertical speed changes greater than 500 ft/min.
The most important policy is to avoid windshear. But as pilots may not
perceive that an area of a potential windshear may be encountered
ahead, some aids must be used by flight crews to develop an
awareness of windshear causes and perceive danger signals to
successfully avoid it. The following information can be used:
• Presence of thunderstorms, microburst, convective clouds or
squall lines;
• Visual observation of strong winds near the ground;
• Onboard weather radar;
• Pilots or air traffic services reports.
To prepare for encountering a windshear condition, the flight crew
should consider the following:

AVOID AREAS OF KNOWN SEVERE WINDSHEAR

Areas of known severe windshear must be avoided.
On ground, consider delay takeoff until field conditions improve.
In-flight, divert around the known windshear areas and if windshear is
encounter during approach, initiate a go-around procedure or hold until
conditions improve.

TAKEOFF INTO SUSPECTED WINDSHEAR AREA

The following procedures are to be used when performing a takeoff
into areas of suspected windshear conditions:
• Use the longest runway available that takes you away from
potential windshear;
• Monitor airspeed closely during takeoff roll to detect early signs
of windshear;
• Rotate to initial climb attitude, and maintain this attitude. This
technique provides a higher initial climb speed;
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• After establishing a positive rate of climb, accelerate and

configure to en-route climb as soon as possible;
• The PM should also closely monitor the vertical flight path, and
call out in case any deviation occurs;
• If windshear is detected on the runway, the takeoff should be
aborted prior to V1;
• If windshear is detected after lift-off by any of the clues
described on Windshear Recovery Techniques, perform the
windshear escape maneuver.

NOTE: In case windshear is encountered during takeoff from short

runways just prior to, at V1 or even near VR and speed
suddenly decreases, there may not be sufficient runway for a
RTO since V1 has been reached beyond its computed
position. In this case, apply maximum thrust, rotate at VR and
perform Windshear Escape Maneuver.

APPROACH AND LANDING INTO SUSPECTED WINDSHEAR

AREA
The following procedures are to be used when approaching and
landing into areas of suspected windshear conditions:
• Achieve a stabilized approach at or above 1000 ft AGL and
before 3 NM on final;
• Use the longest suitable runway for landing;
• Consider the use of autopilot to provide increased monitoring
capabilities and reduced recognition time;
• The PM should closely monitor the vertical flight path and call
out for any deviations;
• If windshear is encounter during the approach phase, initiate a
go-around procedure immediately;
• In this case, avoid large power reductions near idle thrust or trim
changes in response to sudden airspeed increases, since these
may be followed by airspeed decreases.
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WINDSHEAR RECOVERY TECHNIQUES

The windshear escape maneuver described below should be
performed whenever windshear is encounter or when flight path
control becomes marginal below 1000 ft AGL.
The marginal flight path control may be indicated by changes in flight
path and/or in airplane control, whenever at least one of the following
parameters has variation greater than the given value.
• 15 KIAS;
• 500 ft/min vertical speed;
• 5° pitch attitude;
• One dot displacement from the glide-slope.

Windshear Escape Maneuver:

CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Windshear" ................................................CALL OUT ........... PF/PM

Thrust Lever ................................................MAX ............................PF
Autopilot ......................................................DISENGAGE...............PF
Disengage AP.
Pitch Attitude (nose up) .............................15°...............................PF
Initially adjust the airplane pitch angle toward 15° (nose up).
After that, adjust pitch attitude smoothly in order to achieve the
minimum airspeed possible without stall warning activation.
Always respect the stall warning aural alarm.
Configuration ..............................................MAINTAIN...................PF
Maintain present configuration (landing gear and flaps) until terrain
clearance is assured.
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

When terrain clearance is assured:

"Gear UP".................................................... CALL OUT ................. PF
LDG GEAR Lever ....................................... UP...............................PM
Check if terrain clearance is assured and command landing gear
UP after PF has requested and confirms three gear legs indicate
up and locked.
"FLAP ZERO" ............................................. CALL OUT ................. PF
FLAP............................................................ ZERO..........................PM
At acceleration height, PM retracts FLAP on schedule at or below
the maximum FLAP extended speed (VFE) for each position and
call out.
Thrust Lever ............................................... CON/CLB ................... PF

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SECTION 5
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Block Page
Ground Operations ............................................................ 5-00.......... 03
Engine Fire on Ground ................................................. 5-00.......... 03
Emergency Evacuation................................................. 5-00.......... 04
Takeoff............................................................................... 5-00.......... 06
Rejected Takeoff (RTO) ............................................... 5-00.......... 06
Takeoff with Engine Failure Above V1 .......................... 5-00.......... 09
Climb.................................................................................. 5-00.......... 15
One Engine Inoperative Climb ..................................... 5-00.......... 15
Cruise/Descent .................................................................. 5-00.......... 16
Unreliable Airspeed ...................................................... 5-00.......... 16
Upset Recovery Maneuver ........................................... 5-00.......... 17
Stall Recovery Maneuver ............................................. 5-00.......... 19
Engine Failure .............................................................. 5-00.......... 22
Engine Fire, Severe Damage or Separation ................ 5-00.......... 24
Driftdown....................................................................... 5-00.......... 26
Emergency Descent ..................................................... 5-00.......... 28
Approach ........................................................................... 5-00.......... 33
OEI Precision Approach ............................................... 5-00.......... 33
OEI Non Precision Approach ....................................... 5-00.......... 35
OEI Visual Approach .................................................... 5-00.......... 37
Engine Failure During Final Approach ......................... 5-00.......... 39
Abnormal FLAP Configuration...................................... 5-00.......... 40
Go-Around ......................................................................... 5-00.......... 41
Go-Around with OEI ..................................................... 5-00.......... 41
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Landing ..............................................................................5-00 ..........43

Overweight Landing ......................................................5-00 ..........43
Forced Landing .............................................................5-00 ..........44
Ditching .........................................................................5-00 ..........47

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GROUND OPERATIONS
ENGINE FIRE ON GROUND
When a fire condition is detected by the engine fire detection system,
the associated CAS messages and alarms are generated. Although,
the ENGINE 1 (2) FIRE procedure is designed to guide the pilots on
the right path to solve this emergency situation in all conditions, it has
some peculiarities when this event happens on ground.
In the event of a fire, the system provides the following indications:
• CAS Indication: FIRE icon on the associated ITT indicator is
displayed;
• Light: Associated SHUTOFF button illuminated;
• Aural Warning: FIRE, FIRE.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Engine 1 (2) Fire" ......................................CALL OUT .......LSP/RSP

The first pilot noticing the malfunction identifies and announce it.
Aural Alarm .................................................CANCEL .................. RSP
Φ Both Thrust Levers.................................IDLE ......................... LSP
Parking Brake..............................................SET .......................... LSP
Whenever possible, stop the airplane on a position so that the fire
is on the downwind of the fuselage.
Φ ENG START/STOP Knob
(affected engine)....................................STOP ....................... LSP
Φ Fire SHUTOFF Button
(affected engine)....................................PUSH IN................... LSP
Φ BOTTLE Switch.......................................DISCH ...................... LSP
"Engine Fire 1 (2) Checklist" .....................CALL OUT ............... LSP
Engine Fire 1 (2) Checklist.........................PERFORM .......LSP/RSP
EMERGENCY EVACUATION
Procedure ...............................................AS REQ ...........LSP/RSP
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EMERGENCY EVACUATION
An evacuation can be classified as planned or unplanned. A planned
evacuation allows the crew to revise the procedures and to prepare
the passengers during flight. An unplanned evacuation occurs
suddenly with almost no time for briefing.
In case of a planned evacuation, like in a partial or gear up landing,
the planning, communication, speed and the application of the
procedures are essential for the success of the operation.

EMERGENCY EVACUATION PROCEDURE

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

"Emergency Evacuation" .......................... CALL OUT ............... LSP

Φ Thrust Levers ......................................... IDLE ......................... LSP
Φ Emergency Parking Brake .................... SET........................... LSP
After complete stop of the airplane.
Φ ENG START/STOP Knobs ..................... STOP........................ LSP
Φ SHUTOFF 1 & 2 Buttons........................ PUSH IN ................... LSP
ENG FIRE EXTINGUISHER panel.
Φ PRESN MODE Switch ............................ MAN ......................... LSP
Φ Pressurization DUMP Button ................ PUSH IN ................... LSP
Φ ATC.......................................................... NOTIFY ....................RSP
Just after LSP call out emergency evacuation, the RSP may notify
ATC. The order is maintained here in case of single pilot operation.
Φ Emergency Evacuation ......................... PERFORM................ LSP
At this moment, the pilots should verify if the exit doors are clear for
evacuation. The LSP notify passengers and command the
emergency evacuation. In case the LSP is unable to do so, the
command will be given by the RSP.
If fire is an issue, after fire extinguishing agent discharge, in case of
the fire alarm persistence, the fire should be visually confirmed by
the crew or confirmed by requesting ground personnel's help. The
crew members must identify if an engine remains on fire and the
most suitable door(s) should be used.
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Emergency Evacuation Checklist"..........CALL OUT ............... LSP

After notify ATC, the RSP opens the emergency evacuation
checklist and wait for LSP call out.
Emergency Evacuation Checklist .............PERFORM .......LSP/RSP
Φ BATT 1 & 2 Switches ..............................OFF .......................... LSP
Before leaving the airplane the LSP must turn off the batteries.
From this moment, the alert system will be off.

In case of ditching, after completing the QRH procedures, pilots must

dress the lifejackets and should go to the passenger cabin to assure
the complete evacuation of the airplane.
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TAKEOFF

REJECTED TAKEOFF (RTO)

During the takeoff phase, a RTO procedure should be initiated, prior to
V1, if any adverse or abnormal event occurs that could affect the safety
of flight. Many faults can cause a decision to reject, like engine fire,
engine failure and some other system faults or events. As adequate
decision to reject is taken, the RTO should never be delayed, due to
the risk of a runway overrun, because it takes a few seconds for the
engines to spool down to idle thrust.
A successful RTO depends on:
• Accurate alert and monitoring during all takeoff phase;
• Captains timely decision;
• All callouts made on a loud, clear and precise communication
way;
• Adequate briefing, procedures and coordination.

RESPONSIBILITY
Whoever first identifies the undesirable event or malfunction must
announce it, but the decision to perform a RTO is the captain's
responsibility. The RTO must be immediately initiated.

ACTIONS
Actions are to be taken considering that, during all takeoff procedures,
the PF should keep his hand on the thrust levers until V1 has been
reached.
Once the RTO decision has been made, the first action is to set thrust
levers idle and apply maximum brakes. Directional control must be
kept by applying rudder pedal steering.
Monitor airplane deceleration, cancel any aural warnings upon
malfunction identification and advise ATC.
The airplane should remain on the runway until is absolutely clear that
an emergency evacuation is not necessary and the whole scenario
analyzed. If necessary, external aids should be requested or the
runway vacated to a safe position according to ATC instructions.
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If RTO decision was taken due to fire, take into consideration to

position the airplane so that fire is on the downwind of fuselage.

LOW AND HIGH ENERGY SPEEDS

The sooner an RTO decision is taken, the greater is the chance to
safely stop within runway limits. RTO above V1 may lead to a runway
overrun and is one of the main causes of overrun accidents.
Low energy speed is considered up to approximately 70 KIAS. During
takeoff, the 70 KIAS callout has three main purposes: pilot
incapacitation check, airspeed crosscheck and mark the transition
from low to high energy speed.
For high energy speeds only reject the takeoff if there is a malfunction
that severely affects the flight safety.
Upon reaching V1 and if no decision has been taken, continue the
takeoff since there is no assurance that the airplane is capable to stop
within the remaining runway length.
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REJECTED TAKEOFF PROCEDURE

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Malfunction ................................................. CALL OUT ........... PF/PM

The pilot first noticing the malfunction identifies and announces it.
"Reject" ....................................................... CALL OUT ...............CPT
Below V1.
Thrust Levers ............................................. IDLE ........................... PF
Brakes ......................................................... APPLY FULLY........... PF
Apply maximum brakes.
MONITOR .................................................... PERFORM..................PM
Monitor airplane deceleration.
Aural Warnings........................................... CANCEL.....................PM
Cancel any aural warnings.
ATC.............................................................. ADVISE ......................PM
When airplane has stopped:
Parking Brake........................................ SET............................. PF
Passengers............................................ ADVISE ......................PM
"Attention Passengers, wait for instructions".
Request Appropriate Checklist ........... CALL OUT ................. PF
Appropriate Checklist .......................... PERFORM............ PF/PM
Emergency Evacuation ........................ AS REQ.................... LSP
Perform emergency evacuation as required.
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TAKEOFF WITH ENGINE FAILURE ABOVE V1

RECOGNITION
The first principles to best manage an engine malfunction are to
identify the affected engine correctly and take the correct action,
considering airplane on ground or in flight.
There are several ways to recognize engine failures, including
messages and airplane reactions:
• Airplane heading change (differential "moment force");
• CAS message ENG 1 (2) FAIL, loss of thrust, MFD engine
indication FAIL in amber on N1 indication; the oil pressure
indication will turn red.
Engine Failure below V1
If an engine failure occurs prior to V1 a reject takeoff procedure (RTO)
has to be accomplished (refer to RTO procedure).
Engine Failure above V1
If an engine failure occurs above V1, airplane direction and thrust
levers must be controlled, aiming to keep airplane on runway
centerline by smoothly applying rudder.
As soon as an engine failure or FIRE is recognized (not always
accompanied by loss of thrust) and the affected engine is identified,
check maximum thrust on MFD engine indication.
Crew must keep close attention at first positive rate of climb to retract
landing gear, monitoring airplane profile.
The maximum takeoff thrust is limited to 10 minutes after takeoff, and
it is intended to for emergency situations. Total of 10 minutes is
allowed for any combination of maximum take-off thrust and normal
take-off thrust. It's recommended that emergency procedures be
accomplished as soon as safe altitude has been attained (at least
400 ft AGL or according to local acceleration altitude).
Following an engine failure, the automatic flight control system adjusts
operating engine thrust to its respective maximum takeoff thrust mode.
In event the maximum thrust is not reached for any reason, advance
the thrust levers to maximum thrust.
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When engine failure occurs after takeoff, noise abatement procedures

no longer apply.
Due to autopilot limitation, Embraer recommends the acceleration
altitude of 1000 ft for takeoff with engine failure above V1.
On departure procedures with acceleration altitudes above 1000 ft,
during takeoff briefing, emphasize that, in the event of an engine
failure, engine fire (with loss of thrust) or any other malfunction
requiring a memory item, actions can be commanded at an altitude
lower than the acceleration altitude, but not lower than 400 ft. Airplane
must be stabilized and on the profile.
For procedures with one engine inoperative, avoid bank angles of
more than 15 degrees.

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TAKEOFF WITH ENGINE FAILURE ABOVE V1 PROCEDURE

CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Engine 1 (2) Failure" .................................CALL OUT ........... PF/PM

The pilot first noticing the malfunction identifies and announces it.
Directional Control .....................................MAINTAIN...................PF
Maintain directional control of the airplane using rudder.
At VR:
"Rotate" ..................................................CALL OUT ................. PM
VR .............................................................ROTATE .....................PF
Rotate the airplane following the flight director guidance.
In case the flight director is inoperative, rotate the airplane
according to following table:

PITCH ANGLE
NO ICE IN ICE
FLAP 1 FLAP 2 FLAP 1 FLAP 2
PHENOM 100 9.5° 9° 6° 5.5°
PHENOM 300 10.5° 8° 10.5° 8°

With positive rate of climb:

CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Positive Rate".......................................CALL OUT ................. PM

"Gear Up" ...............................................CALL OUT ..................PF
LDG GEAR Lever ...................................UP .............................. PM
PM commands landing gear up after PF has requested and
confirms three gear legs indicate up and locked.
Airspeed .................................................V2.................................PF
Maintain directional control using rudder and yaw trim.
Airspeed and Altitude ...........................MONITOR .................. PM
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CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

At 400 AGL:
"Four Hundred"..................................... CALL OUT .................PM
"Select Lateral Mode and Bank" ......... CALL OUT ................. PF
Lateral Mode.......................................... SET.............................PM
At acceleration altitude:
"Acceleration Altitude" ........................ CALL OUT .................PM
"Engage Autopilot"............................... CALL OUT ................. PF
AP Button .............................................. PRESS .......................PM
Minimum engagement height (single engine): 1000 ft
(Refer to AFM Section 2 – Limitations).
"Select Flight Level Change
and Speed VFS"................................. CALL OUT ................. PF
FLC Button ............................................ PRESS .......................PM
SPD SEL................................................. SET.............................PM

NOTE: Optionally, instead of FLC and speed VFS, the PF may call
out for "Altitude Hold" and after retract flaps, FLC and
speed VFS.

"Flaps Up" ............................................. CALL OUT ................. PF

FLAP....................................................... ZERO..........................PM
Retract FLAP on schedule. For takeoff with FLAP 2, select
FLAP 1 position before setting to FLAP ZERO.
PM retracts FLAP at or above the minimum FLAP retraction
speed for each position and call out.

Minimum FLAP retraction speed

TO FLAP FLAP 1 FLAP ZERO
FLAP 1 - V2 + 11 KIAS
FLAP 2 V2 + 9 KIAS V2 + 20 KIAS
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Airspeed .................................................VFS ...............................PF

"Continuous" .........................................CALL OUT ..................PF
Thrust Lever ...........................................CON/CLB....................PF
Climb ............................................................PERFORM ..................PF
Climb at VFS to a safe altitude defined on TO briefing or as
assigned by ATC.
Thrust, Attitude and Airspeed ...................MONITOR .................. PM
"Engine 1 (2) Failure Checklist" ................CALL OUT ..................PF
After retracting FLAP, PF call out engine failure checklist of the
affected engine.
Engine 1 (2) Failure Checklist ...................PERFORM ........... PF/PM
"After Takeoff Checklist" ...........................CALL OUT ..................PF
After Takeoff Checklist...............................PERFORM ........... PF/PM
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1

Page 14
EMERGENCY
PROCEDURES

· ENGAGE AUTOPILOT
· SELECT LATERAL MODE
ACCORDING TO DEPARTURE
PROFILE
· SELECT ALT HOLD
· RETRACT FLAPS ON SCHEDULE · SELECT FLC AND V FS
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
· AFTER TAKEOFF CHECKLIST

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OPERATING
PROCEDURES

· THRUST LEVERS · ROTATE · GEAR UP

− TO/GA THRUST · V2

MINIMUM FLAPS RETRACTION SPEED SCHEDULE

SELECT FLAPS AT SPEED
T/O FLAPS
1 0

1 V2 + 11 KIAS
2 V2 + 9 KIAS V2 + 20 KIAS

FIGURE 5.1 – TAKEOFF WITH ENGINE FAILURE ABOVE V1

EM500ENAOM140473A.DGN

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CLIMB

ONE ENGINE INOPERATIVE CLIMB

After FLAP retraction, VFS and CON/CLB thrust should be set or
verified until all obstacles have been cleared.
After reaching a safe altitude, higher climb speeds can be employed to
improve airplane controllability.
Keeping the airplane trimmed at all times will minimize drag increment.
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CRUISE/DESCENT

UNRELIABLE AIRSPEED
Unreliable airspeed indications usually are associated with partial pitot
static system blocking, damage or frozen as well deterioration of
system parts.
The flight crew can recognize an unusual indication monitoring
airspeed indications and crosschecking PFD 1, 2 and IESI. Altitude
miscompare among PFD 1, 2 and IESI can be also used to aid pilots
to identify this condition. For altitude miscompare tolerances, refer to
POH.
When this situation occurs, the autopilot must be disengaged, once
this system uses the airspeed indications to adjust its gain. The flight
director may be also unreliable and should be turned off.
The use of speed brake should be avoided since the capacity of the
flight crew to monitor the speed change might be compromised.
Ground speed and wind information are displayed on the PFD and
could help the crew to manage this situation. Crew should try to
determine which instruments are reliable and, if an abnormal situation
is observed, a proper control of the airplane based on pitch attitude
and power setting should be established.
To maintain control of the airplane refer also to unreliable airspeed
tables on QRH.
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UPSET RECOVERY MANEUVER

An airplane upset is defined as an airplane in flight unintentionally
exceeding the parameters normally experienced in operations or
training. In other words, the airplane is not doing what it was
commanded to do and is approaching unsafe parameters.
For PHENOM airplanes, the following unintentional conditions
generally describe an airplane upset:
• Pitch attitude greater than 30 deg, nose up;
• Pitch attitude greater than 20 deg, nose down;
• Bank angle greater than 45 deg.
Recovery to a stabilized flight path should be initiated as soon as a
developing upset condition is recognized.
The amount and rate of control input to counter a developing upset
must be proportional to the amount and rate of pitch, roll or yaw
experienced. This preventive action may alleviate what might have
become a more serious event.

NOSE UP RECOVERY
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Upon recognizing the upset situation:

Autopilot ......................................................DISENGAGE...............PF
Airplane Attitude.........................................PITCH DOWN .............PF
Bank the airplane or maintain the bank angle if in a turn, until pitch
angle is reduced.
If required, use pitch trim or reduce engine thrust to lower the nose.
When the airplane pitch is back to normal:
Bank Angle ..................................................WINGS LEVEL ...........PF
Level the wings and resumes normal level flight.
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NOSE DOWN RECOVERY

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Upon recognizing the upset situation:

Autopilot ..................................................... DISENGAGE.............. PF
Bank Angle ................................................. WINGS LEVEL........... PF
Level the wings.
Airspeed...................................................... REDUCE .................... PF
If airspeed is too high, reduce both engine thrust and deploy speed
brakes (if applicable).
Airplane Attitude ........................................ PITCH UP................... PF
Recover smoothly to avoid high load factors.
If required use pitch trim to bring the airplane back to level flight.
When the airplane pitch is back to normal, resumes level flight.

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STALL RECOVERY MANEUVER

The lift force generated on a surface is a result of its Angle Of Attack
(AOA), the dynamic pressure of the air moving around it, which is a
function of the airspeed and air density, and the size and shape of the
surface.
As the AOA increases, lift increases proportionally. The lift increases
until the wing reaches its maximum AOA, named critical AOA. Beyond
the critical AOA the air flown around the upper side of the wing
separates, lift decreases, instead of increasing, and the airplane stall.
To sustain a lifting force on the wing, the pilot must ensure the surface
is flown at an angle below the stall angle.
Remember that the angle of attack is the angle between the relative
wind and the chord line of the airfoil, which should not be confused
with the flight path angle or the pitch attitude.
It is important to note that, being the lift generation directly related to
the airplane AOA, the stall phenomenon can occur at any point of the
airplane flight envelope. At high speed cruise, or during descents,
when it seems that there is plenty of airspeed, the wing can be stalled.
In other words, the stall can occur at any attitude, any altitude, at any
speed and at any load factor.
Speed and altitude will affect the stall as follows: as altitude increases,
the indicated airspeed at which low speed buffet occurs increases; as
altitude increases, high speed buffet speed decreases. Using buffet
boundary charts or referencing to g margins allows pilots to determine
how high or how fast they can go.
The aerodynamic stall, especially at high speed, is characterized by
buffeting, combined or not with some loss of lateral control. In low
speed situations, an aural stall warning and airspeed tape visual
indication is provided in advance to the aerodynamic stall.
During flight in icing conditions, the airplane may stall at much higher
speeds and lower angles of attack than normal. The activation of the
stall warning is anticipated to cope with the stall onset characteristics
in icing conditions.
The emphasis of the stall recovery maneuver is to effectively reduce
the AOA by putting the airplane in a nose down attitude.
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Upon recognizing a stall condition, stall warning or feeling the stall

buffeting, the crew must initiate the stall recovery procedure
immediately.
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Autopilot ..................................................... DISENGAGE.............. PF

While maintaining the attitude of the airplane, disconnect the
autopilot. Ensure the pitch attitude does not increase when
disconnecting the autopilot. This may be very important in out-of-
trim situations. Manual control is essential to recovery in all
situations. Leaving the autopilot connected may result in
inadvertent changes or adjustments that may not be easily
recognized or appropriate, especially during high workload
situations.
Monitor Parameters ................................... PERFORM..................PM
Check autopilot disengage. During the recovery the airplane will
accelerate, due to the nose down attitude. The PM should monitor
the speed to avoid the airplane flying above the VMO/MMO or other
applicable speed limit. The PM should also monitor and inform any
other airplane limitation exceedance.
Airplane Attitude ........................................ PITCH DOWN ............ PF
Apply nose down pitch control until stall warning is eliminated.
Reducing the angle of attack is crucial for recovery. This will also
address autopilot-induced excessive nose up trim.
Pitch Trim.................................................... AS REQ...................... PF
If the control wheel does not provide sufficient response, pitch trim
may be necessary. However, excessive use of pitch trim may
aggravate the condition, or may result in loss of control or high
structural loads.
Bank Angle ................................................. WINGS LEVEL........... PF
Thrust Lever ............................................... AS REQ...................... PF
During a stall recovery, maximum thrust is not always needed. A
stall can occur at high thrust or at idle thrust. Therefore, the thrust
is to be adjusted accordingly during the recovery.
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

SPEED BRAKE Switch (if applicable).......CLOSE........................PF

Close speed brake will improve lift and stall margin.
FLAP.............................................................MAINTAIN...................PF
Flight Path ...................................................ESTABLISH................PF
Once out of stall, return the airplane to the desired flight path. Apply
commands gradually to avoid secondary stalls. At high altitudes,
normally smooth and small control inputs are required so as to
keep speed and rate of climb within reasonable values. It may take
less force to generate the same load factor as altitude increases.
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ENGINE FAILURE
CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

"Engine 1 (2) Failure" ................................ CALL OUT ........... PF/PM

The pilot first noticing the malfunction identifies and announces it.
"Engine 1 (2) Failure Checklist" ............... CALL OUT ................. PF
Engine 1 (2) Failure Checklist................... PERFORM............ PF/PM
LAND AS SOON AS POSSIBLE.
"Thrust Lever 1 (2) Idle Confirm?" ...... CALL OUT ................. PF
PF places his/her hand on thrust lever of affected engine and
call out. Wait for PM confirmation.
"Confirmed"........................................... CALL OUT .................PM
Confirms that the affected engine is going to be reduced by PF.
Thrust Levers (affected engine) .......... IDLE ........................... PF
If the affected engine was not successfully restarted via auto
relight:
"ENG START/STOP 1 (2)
Confirm?" .................................... CALL OUT .................PM
PM places his/her hand over the affected ENG
START/STOP knob and call out. Wait for PF confirmation.
"Confirmed" ..................................... CALL OUT ................. PF
Confirms the affected ENG START/STOP knob.
ENG START/STOP 1 (2) Knob ........ STOP..........................PM
Affected engine.
"Continuous" ................................... CALL OUT ................. PF
Thrust Lever (operative engine)..... CON/CLB ................... PF
Thrust Rate....................................... MONITOR...................PM
Verifies thrust rate of the operative engine to continuous.
ATC.................................................... ADVISE ......................PM
Report emergency type and intentions.
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

If fuel leak is suspected:

FUEL LEAKAGE Procedure .......ACCOMPLISH ..... PF/PM
If fuel leak is not suspected and a restart is considered:
ENGINE IN-FLIGHT START
Procedure ...............................ACCOMPLISH ..... PF/PM
Fuel Balance .....................................MONITOR ............ PF/PM
When appropriate:
ONE ENGINE APPROACH
AND LANDING Procedure .....ACCOMPLISH ..... PF/PM
"Engine 1 (2) Failure Checklist
Completed" .......................................CALL OUT ................. PM
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ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

"Engine 1 (2) Fire"...................................... CALL OUT ........... PF/PM

The pilot first noticing the malfunction identifies and announces it.
"Memory Items" ......................................... CALL OUT ................. PF
Engine Fire, Severe Damage or
Separation Memory Items .................... PERFORM............ PF/PM
"Thrust Lever 1 (2) Idle Confirm?" ...... CALL OUT ................. PF
PF places his/her hand on thrust lever of affected engine and
call out. Wait for PM confirmation.
"Confirmed"........................................... CALL OUT .................PM
Confirms that the affected engine is going to be reduced by PF.
Φ Thrust Lever (affected engine) ........ IDLE ........................... PF
"ENG START/STOP 1 (2) Confirm?" ... CALL OUT .................PM
PM places his/her hand over the affected ENG START/STOP
knob and call out. Wait for PF confirmation.
"Confirmed"........................................... CALL OUT ................. PF
Confirms the affected ENG START/STOP knob.
Φ ENG START/STOP 1 (2) Knob.......... STOP..........................PM
Affected engine.
"SHUTOFF 1 (2) Button Confirm?" ..... CALL OUT .................PM
PM places his/her hand over the affected engine SHUTOFF
button and call out. Wait for PF confirmation.
"Confirmed"........................................... CALL OUT ................. PF
Confirms the affected engine SHUTOFF button.
Φ SHUTOFF 1 (2) Button ...................... PUSH IN .....................PM
Affected engine.
CHRONOMETER Button....................... PRESS .......................PM
"Engine Fire, Severe Damage or
Separation Checklist"................................ CALL OUT ................. PF
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CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

Engine Fire, Severe Damage or

Separation Checklist ..................................PERFORM ........... PF/PM
LAND AS SOON AS POSSIBLE.
Wait 30 seconds and if fire persists:
BOTTLE Switch......................................DISCH ........................ PM
Altitude ...................................................31000 MAX .................PF
BLEED Knob (PHENOM 100) ................SET ............................ PM
Unaffected side.
ECS Knob (PHENOM 300).....................SET ............................ PM
Unaffected side.
Thrust Lever (operative engine)...........AS REQ ......................PF
ATC .........................................................ADVISE...................... PM
Report emergency type and intentions.
Fuel Balance ..........................................MONITOR ............ PF/PM
If airplane high vibration exists:
Airspeed ............................................REDUCE .....................PF
Reduce airspeed as required to keep vibration within
acceptable levels.
PHENOM 100: 130 KIAS (minimum)
PHENOM 300: 140 KIAS (minimum)
When appropriate:
ONE ENGINE APPROACH AND
LANDING Procedure ...................ACCOMPLISH ..... PF/PM
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DRIFTDOWN
Following an engine failure or in-flight engine shutdown, an airplane
may not be able to maintain its cruise altitude. The driftdown profile
assures the airplane altitude is kept as high as possible throughout the
descent.
During a driftdown, the available thrust increases as the airplane
descends. Eventually, at a certain altitude the available thrust will
become equal to the airplane drag, and the airplane will level off. This
altitude is called the gross level off altitude. The gross level off altitude,
when corrected by the 1.1% (2 engines), 1.4% (3 engines) or 1.6% (4
engines) gradient margins, is called the net level off altitude and will
depend on the atmospheric temperature and the airplane weight.
Regulations require that the airplane be able to clear all terrain by a
given margin when an engine fails. Two means of compliance for en-
route obstacle clearance are allowed:
• The net level-off altitude must clear all en-route obstacles by at
least 1000 ft; or
• The net flight path must clear all en-route obstacles between the
point where the engine is assumed to fail and an airport where a
landing can be made by at least 2000 ft.

GROSS DRIFTDOWN PATH

NET DRIFTDOWN PATH

EM170AOM980143A.DGN

2000 FT
NET LEVEL−OFF

1000 FT

OBSTACLE OBSTACLE

FIGURE 5.2 – DRIFTDOWN PATH

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DRIFTDOWN PROCEDURE
After an engine failure or in-flight engine shutdown during cruise, if
driftdown procedure is required, pilots should place thrust lever of
operational engine in CON/CLB, adjust altitude selector (ALT SEL) to
appropriate altitude in accordance with route analysis. When reaching
driftdown speed, pilots select flight level change (press FLC button),
and set driftdown speed at speed selector (SPD SEL). Perform
applicable checklist, notify ATC and monitor descent.
For driftdown speeds and ceiling altitude refer to AFM.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Continuous" ..............................................CALL OUT ..................PF

Thrust Lever (operative engine)................CON/CLB....................PF
Thrust Rate..................................................MONITOR .................. PM
Verifies thrust rate of the operative engine to continuous.
ALT SEL.......................................................SET .............................PF
Sets altitude capability for OEI.
FLC Button ..................................................PRESS ........................PF
When reaching driftdown speed, press FLC button.
SPD SEL ......................................................SET .............................PF
Set driftdown speed.
ATC...............................................................ADVISE...................... PM
Report emergency type and intentions.
Descent........................................................MONITOR ............ PF/PM
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PROCEDURES

EMERGENCY DESCENT
GENERAL
This maneuver is designed to bring the airplane down to a safe
altitude in the minimum amount of time when experiencing a rapid
depressurization or any other situation requiring immediate and rapid
loss of altitude. This procedure should be accomplishing by the crew
members from memory.
During an emergency descent, a permanent communication in the
cockpit should be maintained in order to identify a possible pilot
incapacitation.
If structural damage is suspected, use flight controls with care, limit
speed as appropriate and evaluate the use of landing gear to perform
the descent. When turbulence is encountered, reduce to turbulent air
penetration speed.

CABIN DEPRESSURIZATION
If descending due to cabin depressurization the crew members should
don masks and establish communication immediately after, accurately,
verifying cabin is depressurizing uncontrollably.
Opening the mask stowage box, the flow of oxygen will be available,
according to demand and oxygen supply control knob position.
Pressing the harness inflation control valve will inflate the harness,
enabling its quick donning. Releasing the button will deflate the
harness firmly fitting it to the head. The mask is designed to be
donned within 5 seconds.
The mask may also be connected to the communications system,
according to the mask microphone switch selection on the jack panels.
To eliminate the breathing inhalation noise, the microphone will be
automatically suppressed during inhalation.
The cockpit oxygen masks are operated at three selectable modes:
The NORMAL mode is to be used as a supplemental, when a regular
amount of oxygen, diluted with cabin air is capable to maintain a safe
physiologic level until a preset altitude, where the user inhales 100%
oxygen.
The 100% mode is mandatory during an emergency descent, as it's
not diluted with cabin air, regardless cabin altitude.
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PROCEDURES

The EMER mode is useful to remove smoke and fumes, as it is non-

diluted oxygen regardless of cabin altitude with a slightly positive
pressure. When the mask is on emergency mode, the air pressure and
flow make communication more difficult. To avoid communication
disruption it is recommended not to use the EMER setting
continuously, selecting the mode back to 100% or normal after the
mask is clear of smoke, fumes or condensation.

DESCENDING WITH AUTOPILOT ENGAGED

Use of automated resources is recommended.
Flight level change mode is the recommended vertical mode due to
airspeed and altitude protection, as well as low crew workload.
As crew decision is to perform the emergency descent, crew must
alert passengers, select 10000 ft ASL or MEA, whichever is higher,
selects FLC, set or verify thrust levers IDLE and extend speed brake
(if applicable), selects speed selector knob to target speed to
maximum appropriate.
Crew must descend straight ahead or initiate turn with maximum 30°
bank. HDG mode can be used to turn the airplane off the airway, it's
recommended to start a turn before commencing the emergency
descent. Then sets seat belts and no smoking signs ON, advises ATC
(EMERGENCY DESCENT), monitors cabin altitude, squawks 7700 on
transponder, checks all instrument and engines parameters.
If flying in RVSM airspace, pilot shall notify ATC and follow the
appropriate RVSM contingency procedure. Use TCAS as a reference
in this situation.
If passenger masks are not deployed automatically or PAX OXY NO
PRES message is displayed, set immediately the SUPPLY CONTROL
knob to the PAX OVRD position.
During descent, crew must perform the EMERGENCY CHECKLIST,
flight profile must be monitored and TERRAIN set on MFD. At 1000 ft
to MEA or 10000 ft ASL crew should close speed brake (if applicable)
and reduce to appropriate speed.
Altitude callouts are performed every 10000 ft
(30000 ft/20000 ft/10000 ft) by the pilot to check crew awareness.
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OPERATING
PROCEDURES

MANUAL DESCENT
Exceptionally, an emergency descent can be performed manually, but
additional recommendations must be considered due to an expected
high crew workload.
To start descend, smoothly lower the nose to initial descent attitude.
Approximately 10 kt before achieving target speed or VMO/MMO, slowly
adjust pitch attitude to maintain this speed. If structural integrity is in
doubt, especially after an explosive depressurization, use flight
controls with care, and maintain current speed.
Altitude callouts are performed by crew member every 10000 ft during
descent to check crew situational awareness. At 2000 ft above the
level off altitude, crew must reduce speed to 250 kt, and at 1000 ft
above the level off altitude must reduce to appropriate airspeed.

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OPERATING
PROCEDURES

EMERGENCY DESCENT/RAPID DEPRESSURIZATION ACTIONS

AND CALL OUTS
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Emergency Descent"................................CALL OUT ..................PF

If depressurization is an issue:
Φ Crew Oxygen Masks..........................DON, 100% .......... PF/PM
Φ Crew Communication........................ESTABLISH......... PF/PM
"Memory Items" ..........................................CALL OUT ..................PF
Φ SIGNS/OUTLET Switch...........................PED-BELTS/OFF..... LSP
Φ Altitude.....................................................10000 ft or MEA .........PF
ALT SEL..................................................SET .............................PF
Set 10000 ft or MEA on ALT SEL, whichever is higher. Check
for obstacles clearance in lower altitudes before descent.
FLC..........................................................PRESS ........................PF
Φ Thrust Levers ..........................................IDLE ............................PF
Φ SPEED BRAKE Switch (if applicable)...OPEN ..........................PF
Φ Airspeed (maximum) ..............................250 KIAS/MMO .............PF
"Landing Gear Down" ................................CALL OUT ..................PF
Φ LDG GEAR Lever ....................................DOWN........................ PM

NOTE: In order to achieve the recommended emergency descent

airspeed, the pilot may use of the control wheel steering
button to override autopilot.

SPD SEL ......................................................SET .............................PF

Set 250 KIAS or MMO (maximum).
For PHENOM 100, after landing gear down, the emergency
descent procedure allows to increase the airspeed for
275 KIAS/MMO (maximum).
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PROCEDURES

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Φ Transponder ........................................... 7700............................PM

Φ ATC.......................................................... NOTIFY ......................PM
"Emergency Descent Checklist" .............. CALL OUT ................. PF
Emergency Descent Checklist.................. PERFORM............ PF/PM
Altitude Callouts ........................................ CALL OUT .................PM
Every 10000 ft the PM call out altitude: "thirty thousand", "twenty
thousand", and "ten thousand".
If passenger masks are not deployed automatically or PAX OXY NO
PRES message is displayed:
OXYGEN SUPPLY CONTROL Knob .... PAX OVRD............... LSP
At 10000 ft or MEA:
If depressurization is an issue:
Pressurization DUMP Button.......... PUSH IN ..................... PF
BLEED Knob (PHENOM 100) .......... OFF VENT.................. PF
ECS Knob (PHENOM 300) ............... OFF VENT.................. PF
SPEED BRAKE Switch
(if applicable).................................... CLOSE ....................... PF
LDG GEAR Lever .................................. AS REQ...................... PF
If landing is not soon, consider retracting landing gear.
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PROCEDURES

APPROACH

ONE ENGINE INOPERATIVE PRECISION APPROACH

In case of engine failure on approach, use the same procedure
described in Section 4 Precision Approach. Only FLAP 3 should be
used for landing.

DURING APPROACH
• Plan to be stabilized on final in landing configuration on the
outer marker;
• Pilot should maintain the directional control using the rudder
pedals and trim;
• If approach is to be made using autopilot, the pilot should adjust
the rudder trim to zero when rudder servo are engaged.

GO-AROUND
If the approach was made on autopilot, in case of a go-around is
required, be prepared to overcome the directional control since the
autopilot disengages when the TO/GA button is pressed.

PHENOM 100
VREF = VREF FULL + 10 KIAS

PHENOM 300
VREF = VREF FULL + 12 KIAS
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 ONE ENGINE INOPERATIVE PRECISION APPROACH

Page 34
· HOLDING SPEED: 170 KIAS
· FLAP 1 · GEAR UP
EMERGENCY

· 150 KIAS · FLAP 0

PROCEDURES

· COMPLETE DESCENT/APPROACH · PUSH GO−AROUND BUTTON

CHECKLIST · TO/GA THRUST
· 170 KIAS · ROTATE TO GO−AROUND ATTITUDE
· GEAR UP · FLAP 1
· FLAP 0 · WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE

· SELECT ALT HOLD

· RETRACT FLAP ON SCHEDULE

5-00
· SELECT FLC
· CON/CLB THRUST
STANDARD

· COMPLETE APPLICABLE CHECKLIST

OPERATING

· AFTER TAKEOFF CHECKLIST

PROCEDURES

PRECISION APPROACH
· GEAR DOWN
· FLAP 2
· 130 KIAS

FIGURE 5.3 – ONE ENGINE INOPERATIVE

AFTER ESTABLISHED ON GLIDESLOPE
· SET GO−AROUND ALTITUDE AND HEADING
· FLAP 3 (FINAL FLAP SETTING)
· REDUCE SPEED TO V REF
· BEFORE LANDING CHECKLIST

EM500ENAOM140475A.DGN

ORIGINAL
TM

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PROCEDURES
OPERATING
PROCEDURES

ONE ENGINE INOPERATIVE NON PRECISION

APPROACH
In case of engine failure on approach, use the same procedure
described in Section 4 Non Precision Approach. Only FLAP 3 should
be used for landing.

DURING APPROACH
• Plan to be stabilized on final in landing configuration on the final
approach fix;
• Pilot should maintain the directional control using the rudder
pedals and trim;
• If approach is to be made using autopilot, the pilot should adjust
the rudder trim to zero when rudder servo are engaged.

GO-AROUND
If the approach was made on autopilot, in case of a go-around is
required, be prepared to overcome the directional control since the
autopilot servo disengages when the TO/GA button is pressed.

PHENOM 100
VREF = VREF FULL + 10 KIAS

PHENOM 300
VREF = VREF FULL + 12 KIAS
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 ONE ENGINE INOPERATIVE NON PRECISION APPROACH

Page 36
· FLAP 1
EMERGENCY

· 150 KIAS · HOLDING SPEED: 170 KIAS

PROCEDURES

· FLAP 0
· GEAR UP

· COMPLETE APPROACH · PUSH GO−AROUND BUTTON

CHECKLIST · TO/GA THRUST
· 170 KIAS · ROTATE TO GO−AROUND ATTITUDE
· GEAR UP · FLAP 1
· FLAP 0 · WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE
· GEAR DOWN
· FLAP 2
· 130 KIAS · SELECT ALT HOLD
· RETRACT FLAP ON SCHEDULE

5-00
STANDARD

· SELECT FLC
OPERATING

· CON/CLB THRUST
PROCEDURES

· COMPLETE APPLICABLE CHECKLIST

· AFTER TAKEOFF CHECKLIST

NON PRECISION APPROACH

· FLAP 3 (FINAL FLAP SETTING)

FIGURE 5.4 – ONE ENGINE INOPERATIVE

· REDUCE SPEED TO V REF
· BEFORE LANDING CHECKLIST

· SET GO−AROUND ALTITUDE

· MAINTAIN V REF

EM500ENAOM140476A.DGN

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PROCEDURES
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PROCEDURES

ONE ENGINE INOPERATIVE VISUAL APPROACH

In case of engine failure on approach, use the same procedure
described in Section 4 Visual Approach. Only FLAP 3 should be used
for landing.

DURING APPROACH
• Pilot should maintain the directional control using the rudder
pedals and trim;
• When stabilized and on final approach, set the rudder trim to
neutral and go-around altitude.

GO-AROUND
If the approach was made on autopilot, in case of a go-around is
required, be prepared to overcome the directional control since the
autopilot servo disengages when the TO/GA button is pressed.

PHENOM 100
VREF = VREF FULL + 10 KIAS

PHENOM 300
VREF = VREF FULL + 12 KIAS
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 ONE ENGINE INOPERATIVE VISUAL APPROACH
· COMPLETE APPROACH

Page 38
CHECKLIST
· GEAR UP
· 170 KIAS
EMERGENCY

· FLAP 1
· GEAR UP
PROCEDURES

· 150 KIAS
· GEAR DOWN · FLAP 0
· FLAP 2
· 130 KIAS

· PUSH GO−AROUND BUTTON

· TO/GA THRUST
· MAXIMUM BANK 30° · ROTATE TO GO−AROUND ATTITUDE
· FLAP 1
· WITH POSITIVE RATE OF CLIMB, GEAR UP
30 s · MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING
TO MISSED APPROACH PROFILE

· SELECT ALT HOLD

· RETRACT FLAPS ON SCHEDULE

5-00
1.5 NM
· SELECT FLC
· CON/CLB THRUST
STANDARD
OPERATING

· COMPLETE APPLICABLE CHECKLIST

PROCEDURES

· FLAP 2 · AFTER TAKEOFF CHECKLIST

· 130 KIAS

VISUAL APPROACH
· FLAP 3 (FINAL FLAPS SETTING)
· V REF
· BEFORE LANDING CHECKLIST

FIGURE 5.5 – ONE ENGINE INOPERATIVE

· VREF

EM500ENAOM140477A.DGN

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TM

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PROCEDURES
OPERATING
PROCEDURES

ENGINE FAILURE DURING FINAL APPROACH

If an engine failure occurs during final approach it will be the Captain's
responsibility to decide to continue the approach or initiate a go-
around. In case of any doubt that the landing can be conducted safely,
a go-around must be accomplished.

FLAP 3 LANDING
When landing with FLAP 3 the airplane will already be in the required
configuration for an OEI landing. Only a speed adjustment is
necessary to continue the approach.
Crew must be sure that runway distance is enough to complete
landing safely; taking into account the speed additive and the
abnormal landing factor.

FLAP FULL LANDING

Considering a landing with FLAP FULL, a reasonable increase in
workload will occur, including FLAP retraction and thrust increments to
reach the target speed.
Usually it is recommended to go around, unless there is plenty of time
to reconfigure the airplane, or if the crew judges that the safest course
of action is to continue the approach in the same configuration.
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ABNORMAL FLAP CONFIGURATION

If FLAP fails at a specific position, select the desired FLAP position
and use data according to QRH configuration tables.
The following recommendations are valid for all abnormal FLAP
configuration approach and landing:
• Use of autopilot is recommended;
• If possible reduce gross weight to lowest practicable (burn off
fuel) to reduce VREF;
• Check landing distance (select the longest runway available);
• Limit bank angle to 20° maximum when maneuvering for
landing;
• Attitude and speed will be higher than normal;
• Establish landing configuration early, flight large patterns and
establish a long final approach;
• Plan touchdown at 1000 ft touchdown zone, a go-around should
be made if landing occurs beyond touchdown zone;
• Flare enough just to reduce the rate of descent and do not float;
• Over threshold set thrust levers to IDLE;
• After touchdown, apply forward control wheel and brakes
without delay.
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OPERATING
PROCEDURES

GO-AROUND

GO-AROUND WITH ONE ENGINE INOPERATIVE

Perform the one engine inoperative go-around procedures in a similar
manner to AEO. Control yaw with rudder and trim.
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Go-Around" ...............................................CALL OUT ..................PF

TO/GA Buttons............................................PRESS ........................PF
Thrust Levers ..............................................TO/GA.........................PF
PF rotates the airplane following the flight director guidance or
according to the table below:

LANDING FLAPS GO AROUND

POSITION PITCH ANGLE
PHENOM 100 3 7.5°
PHENOM 300 3 8°

CAUTION: DO NOT PRESS THE TO/GA BUTTON AFTER

SELECTING GO-AROUND FLAP.
"FLAP 1" ......................................................CALL OUT ..................PF
FLAP.............................................................1 ................................. PM
"Positive Rate"............................................CALL OUT ................. PM
PM verify that the airplane rotates to flight director guidance or go
around pitch angle and when rate of climb becomes positive,
callout.
"Gear Up" ....................................................CALL OUT ..................PF
LDG GEAR Lever ........................................UP .............................. PM
PM commands landing gear up after PF has requested and
confirms three gear legs indicate up and locked.
Minimum Airspeed......................................VAC ..............................PF
Approach climb speed.
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OPERATING
PROCEDURES

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Lateral Mode ............................................... AS REQ...................... PF

Select lateral mode according to missed approach profile.
At acceleration altitude:
"Acceleration Altitude" ........................ CALL OUT .................PM
"Select Flight Level Change
and Speed VFS"................................. CALL OUT ................. PF
Flight Level Change.............................. PRESS .......................PM
SPD SEL................................................. VFS ..............................PM
Airspeed................................................. VFS .............................. PF
"Flaps Up" ............................................. CALL OUT ................. PF
FLAP....................................................... ZERO..........................PM
"Continuous Thrust" ............................ CALL OUT ................. PF
Thrust Levers ........................................ CON/CLB ................... PF
After flaps are up.
ATC.............................................................. CONTACT ..................PM

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OPERATING
PROCEDURES

LANDING

OVERWEIGHT LANDING
Overweight landing may safely be accomplished by using normal
landing procedures and techniques. There are no adverse handling
characteristics associated with heavier than normal landing weights.
Select the longest available runway, when feasible. Slope and wind
effects should also be considered.
Where possible avoid landing in tailwinds, on runways with negative
slope or runways with less than normal braking conditions.
Reduce the landing weight as much as possible. To save time and at
pilot discretion this can be done using high drag configuration (landing
gear and/or speed brake) and flying at a lower altitude (respect MORA
and MSA).
Configure the airplane earlier so you will have more time to get used to
the higher approach speeds.
Do not carry excess airspeed on final.
It is recommended to land under visual meteorological conditions. You
will have more time to focus on the handling of the airplane rather than
on the instruments panel.
Try a smooth landing. In the other hand, do not allow the airplane to
float above the runway. Consider a go-around if a long landing is likely
to occur.
The maximum rate of descend is 300 ft/min at touchdown. If stop
capability is in doubt use it until certain that the airplane will stop within
limitations. Use brakes consistent with runway length.
Maintenance inspection is required after landing. Alert ground crew if
brake temperature is too high.
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PROCEDURES
OPERATING
PROCEDURES

FORCED LANDING
This procedure is intended for use in case of emergency landing
outside an airport and enough time is available to prepare the
passengers.
Set transponder code 7700, if ATC contact is possible (if not transmit
in blind), transmit a distress messages "MAYDAY" with your present
position, course, altitude, speed, situation, time available and intention
of touchdown.
• Plan to land with maximum FLAP available;
• Burn of fuel to a practical minimum reducing the touch down
speed;
• If engine(s) is(are) running perform a landing using thrust to
maintain a minimum rate of descent;
• An extended landing gear will absorb part of initial impact load;
• Review emergency checklist, landing and evacuation
procedures.
Pilot should inform passengers of the upcoming event and passes the
following information:
• Nature of the failure;
• How much time is left;
• Secure all loser equipment in cabin and cockpit;
• Emergency evacuation procedures;
• Any further instructions that might be deemed necessary;
• The order to assume protective position must be communicated
from the cockpit 30 seconds before landing or at any moment
an accident occurs, by using the following phraseology:
"Impact, Impact, Impact".
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PROCEDURES
OPERATING
PROCEDURES

FORCED LANDING PROCEDURE

CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Forced Landing" .......................................CALLOUT ...................PF

Passengers..................................................NOTIFY ...................... PM
ATC...............................................................ADVISE...................... PM
Transponder................................................7700 ........................... PM
SIGNS/OUTLET Switch...............................PED-BELTS/OFF..... LSP
ELT ...............................................................ON.............................. PM
Landing Data ...............................................SET ............................ PM
At 10000 ft:
DUMP Button .........................................PUSH IN......................PF
Altimeters ...............................................SET ...................... PF/PM
Set the altimeters during approach.
Before landing:
"Gear Down" or "Gear Up" ...................CALL OUT ..................PF
The decision to land with gear up or extended is left to pilots.
The choice of configuration is based on airplane load
distribution, controllability and conditions of the landing field.
LDG GEAR Lever ...................................AS REQ ..................... PM
PM set the LDG GEAR lever as required by PF.
"FLAP (max available)" .........................CALL OUT ..................PF
PF call out the maximum available FLAP.
FLAP .......................................................LND............................ PM
PM set landing FLAP as required by PF (maximum available).
Oxygen Bottle Valve Handle.................PULL TO CUTOUT.. LSP
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OPERATING
PROCEDURES

CHALLENGE .............................................................................................ACTION......................... PERFORMED BY

Just before touchdown:

Airspeed................................................. VREF ............................PM
Maintain minimum rate of descent with thrust available.
Passengers............................................ NOTIFY ......................PM
Announce impact: "Impact, Impact, Impact".
After landing:
EMERGENCY EVACUATION
Procedure ......................................... PERFORM........LSP/RSP

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OPERATING
PROCEDURES

DITCHING
NOTE: The airplane is not certified for ditching. The procedure below
is recommended, if required.
This procedure is intended for use in case of emergency landing on
water and enough time is available to prepare the passengers.
If ATC contact is possible, set transponder code 7700 (if not transmit
in blind), transmit a distress messages "MAYDAY" with your present
position, course, altitude, speed, situation, time available and intention
of touchdown. If possible ditch near shorelines, offshore platforms or
boats.
When the decision has been made to ditch the airplane, use the QRH
to complete the ditching preparation checklist. Review emergency
checklist, landing and evacuation procedures.
Pilot should inform passengers of the upcoming event and passes the
following information:
• Nature of the ditching;
• How much time is left;
• Exits available for evacuation;
• Secure all loser equipment in cabin and cockpit;
• Any further instructions that might be deemed necessary;
• Advise crew and passengers to prepare for ditching and
assume protective position. It must be transmitted from the
cockpit 30 seconds before ditching or at any moment an
accident occurs, by using the phraseology: "Impact, Impact,
Impact".
Plan to land with maximum flap available and burn off fuel to a
minimum onboard to increase buoyancy. Leave the gear UP.
Consider landing parallel to waves taking in account wind direction
and sea condition. If at all possible, land parallel to the swell, not
across it. The best location is along the crest of the swell which
minimizes the chance of a wingtip digging into the water. Second best
is in the trough or bottom of the swell.
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PROCEDURES

Maintain airspeed at VREF and 200 - 300 ft/min rate of descent or as

low as possible, rotate smoothly attitude during flare and keep flying
the airplane at all times until touchdown. After touchdown, reduce
thrust to idle.
After the airplane has come to rest, evacuate as soon as possible,
assuring that all passengers are out of the airplane.

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PROCEDURES
OPERATING
PROCEDURES

DITCHING PROCEDURE
CHALLENGE............................................................................................. ACTION ......................... PERFORMED BY

"Ditching" ....................................................CALLOUT ...................PF

Passengers..................................................PREPARE.................. PM
Notify passengers and request them to wear the life vests, if
available.
ATC...............................................................ADVISE...................... PM
Transponder................................................7700 ........................... PM
SIGNS/OUTLET Switch...............................PED-BELTS/OFF..... LSP
ELT ...............................................................ON.............................. PM
Water Barrier ...............................................INSTALL .................... PM
At 10000 ft:
DUMP Button .........................................PUSH IN......................PF
Before ditching:
LDG GEAR Lever ...................................UP .............................. PM
Check LDG GEAR lever up.
"FLAP (max available)" .........................CALL OUT ..................PF
PF call out the maximum available FLAP.
FLAP .......................................................LND............................ PM
PM set landing FLAP as required by PF (maximum available).
Oxygen Bottle Valve Handle.................PULL TO CUTOUT.. LSP
Just before water contact:
Airspeed .................................................VREF ............................ PM
Maintain minimum rate of descent with thrust available.
Passengers ............................................NOTIFY ...................... PM
Announce impact: "Impact, Impact, Impact".
After ditching:
Fire Extinguishing System ...................AS REQ ................... LSP
EMERGENCY EVACUATION
Procedure..........................................PERFORM .......LSP/RSP
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PROCEDURES
OPERATING
PROCEDURES

INTENTIONALLY LEFT BLANK

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