• Delta Embraer 190

Feb 28, 2018 - SECTION 2: (EMBRAER ERJ 190-100 VARIANT). Flight Manual. SECTION 3: (EMBRAER ERJ 190-200 VARIANT).

• Jul 17, 2014. Embraer Model ERJ-190 Airplane, Enhanced Flight-Vision System. In the Operating Limitations section of the Airplane Flight Manual to.
• Seeing a gap in the market for a regional aircraft with mainline capabilities, we launched the E190. Offering customers one of the most spacious interiors of all.

(i)   “EMBRAER 190 Aircraft”: shall mean the EMBRAER 190 LR (certification designation ERJ 190-100 LR) aircraft manufactured by Embraer according to Attachment “A”, for sale to Buyer pursuant to this Agreement, equipped with two engines identified therein (or, where there is more than one of such aircraft, each of such aircraft). (ii)   “EMBRAER 175 Aircraft”: shall mean the EMBRAER 175 STD (certification designation ERJ 170-200 STD) aircraft manufactured by Embraer according to Attachment “A2”, for sale to Buyer pursuant to this Agreement, equipped with two engines identified therein (or, where there is more than one of such aircraft, each of such aircraft). Buyer may choose to have carpets, tapestries, seat covers and curtain fabrics supplied to Embraer for installation in the Aircraft as BFE. Materials shall conform to the required standards and comply with all applicable regulations and airworthiness requirements. Delays in the delivery of BFE equipment or quality restrictions that prevent the installation thereof in the time frame required by the Aircraft manufacturing process shall entitle Embraer to either delay the delivery of the Aircraft or present the Aircraft to Buyer without such BFE, in which case Buyer shall not be entitled to refuse acceptance of the Aircraft. All BFE equipment shall be delivered in DDP conditions (Incoterms 2000) to C&D Zodiac — 14 Centerpointe Drive, La Palma, CA 90623, USA, or to another place to be timely informed by Embraer. The Aircraft shall be delivered to Buyer with the registration marks painted on them.

The registration marks, the transponder code and ELT protocol coding shall be supplied to Embraer by Buyer no later than ninety (90) days before each relevant Aircraft Contractual Delivery Date. Embraer shall be entitled to tender the Aircraft for delivery to Buyer without registration marks, with an inoperative transponder and without setting the ELT protocol coding in case Buyer fails to supply such information to Embraer in due time.

The Aircraft contains (i) an IESI (Integrated Electronic Standby Instrument System) manufactured by Thales Avionics with an embedded QRS-11 gyroscopic microchip used for emergency backup and flight safety information, and (ii) IRU (Inertial Reference Unit) manufactured by Honeywell International. The IESI and the IRU that are incorporated into this Aircraft are subject to export control under United States of America law. Transfer or re-export of such items (whether or not incorporated into the Aircraft), as well as their related technology and software may require prior authorization from the US Government. 1.1   Embraer will make available to Buyer’s Customer, at no additional charge, the services of a third party representative at the airport in which the Aircraft will make the last stop in Brazilian territory, to support Buyer’s Customer’s crew in the interface with Brazilian customs clearances. Such services do not include handling services as refueling, ground equipment and communications and Buyer’s Customer shall hire such services from a handling service company.

Buyer’s Customer shall also be responsible for the flight documents (including but not limited to IFR templates & charts) and overflight permits required for the ferry flight. If it is necessary that any ferry equipment be installed by Embraer in the Aircraft for the ferry flight between Brazil and final destination, Embraer will make available, upon Buyer’s Customer’s written request, a standard and serviceable ferry equipment kit to Buyer’s Customer (hereinafter the “Kit”) at no charge to Buyer’s Customer, except as set forth below. In this case, Buyer’s Customer shall immediately upon the Aircraft arrival at its final destination, remove the Kit from the Aircraft and return it to a freight forwarder agent as determined by Embraer, in FCA (Free Carrier — Incoterms 2000) condition. In case Embraer provides the Kit to Buyer’s Customer and (i) the Kit is utilized, whether totally or not, such decision to be taken in Embraer’s reasonable discretion (except for communication equipment temporarily installed for the ferry flight), or (ii) the Kit is not returned to Embraer complete and in the same condition as it was delivered to Buyer’s Customer within sixty (60) Days after the respective Aircraft Actual Delivery Date, complete and in the same condition as it was delivered to Buyer’s Customer. In any such cases, Buyer’s Customer shall pay Embraer the value of a new Kit upon presentation of an invoice by Embraer and then the original Kit shall become the property of Buyer’s Customer.

In addition, the availability of another Kit for the next occurring Aircraft ferry flight after such sixty (60) Day period shall not be an Embraer obligation. 2.1   MATERIAL SUPPORT   2.1.1. SPARES POLICY       Embraer guarantees the supply of spare parts, ground support equipment and tooling, except engines and their accessories, hereinafter referred to as “Spare(s)”, for the Aircraft for a period of ten (10) years after production of the last aircraft of the same type. Such Spares shall be supplied according to the prevailing availability, sale conditions, delivery schedule and effective price on the date of acceptance by Embraer of a purchase order placed by Buyer or Buyer’s Customer for any of such items. The Spares may be supplied either by Embraer in Brazil or through its subsidiaries or distribution centers located abroad. The sale and export of Spares to Buyer and Buyer’s Customer may be subject. To export controls and other export documentation requirements of the United States and other countries.

Buyer and Buyer’s Customer will agree that neither Embraer nor any of its subsidiaries, affiliates or Vendors shall be liable for failure to provide Spares and/or services, including without limitation the Services, under this Agreement or otherwise as a result of any ruling, decision, order, license, regulation, or policy of the competent authorities prohibiting the sale, export, re-export, transfer, or release of a Spare or its related technology. Buyer and Buyer’s Customer shall comply with any conditions and requirements imposed by the competent authorities and, upon Embraer’s request, shall execute and deliver to Embraer any relevant end-user certificates. Upon Buyer’s or Buyer’s Customers’ request, Embraer shall present to Buyer or Buyer’s Customer a recommended Spare provisioning list (the “RSPL”). The objective of the RSPL is to provide Buyer’s Customers with a detailed list of Spares and respective quantities that will be necessary to support the initial operation and maintenance of the Aircraft by Buyer’s Customers. Such recommendation will be based on the experience of Embraer and on the operational parameters established by Buyer’s Customers.

Embraer will maintain a call center for the AOG services, twenty four (24) hours a day, seven (7) days a week. All the contacts with the call center can be made through regular direct lines in Brazil (phone and fax), e-mail and also through the FlyEmbraer e-commerce in case any of Buyer’s Customers subscribe to this service. The information concerning regular direct lines and e-mail address shall be obtained through the Customer Account Manager designated to Buyer or Buyer’s Customer by Embraer or through Embraer’s Customer Service offices. Embraer will, subject to availability, deliver parts pursuant to an AOG order from the location which is nearer to Buyer’s Customer premises, in FCA (Free Carrier — Incoterms 2000) condition, Embraer facility, in accordance with Buyer’s Customer’s shipping instructions. One (1) copy of technical publications regarding parts, systems or equipment supplied by Vendors and installed by Embraer in the Aircraft during the manufacturing process, will be supplied to Buyer and Buyer’s Customer in connection with the delivery of each Aircraft directly by such Vendors, in their original content and available format/media. Vendors are also responsible for keeping publications updated through a direct communication system with Buyer’s Customer.

Embraer shall use commercially reasonable efforts to cause Vendors to supply their respective technical publications in a prompt and timely manner. The license of either software allows its installation and use by Buyer and Buyer’s Customer in., provided however that Buyer and Buyer’s Customer shall acknowledge that such software are the property of Embraer and guarantee to Embraer that it will not modify, sell, transfer or in any other way convey to any third party without the prior written consent of Embraer. The revision service for the software shall be provided at no additional charge to Buyer and Buyer’s Customer for a period. After such period, revision service will be available at the then prevailing Embraer list prices. Governing body in the country of such Buyer’s Customer’s operation and fluent in the English language as all training will be conducted in, and all training material will be presented in, such language. Pilots and mechanics shall also have previous experience in the operation and maintenance, as applicable, of jet aircraft or, at a minimum, of twin-engine turboprop aircraft. Neither Embraer, Flight Safety International nor other Embraer designated training provider make any representation or give any guarantee regarding the successful completion of any training program by Buyer’s Customers’ trainees, for which Buyer’s Customers are solely responsible.

The familiarization programs shall be carried. Training entitlements that. The familiarization programs referred to above covers. H.1 One (1) pilot familiarization program for. including (i) ground familiarization as regards Aircraft systems, weight and balance, performance and normal/emergency procedures. Simulator training includes the services of an instructor and will be carried out on a level D simulator. Buyer’s Customers shall be solely responsible for selecting experienced training pilots that are fluent in English and duly qualified in multi-engine aircraft operations, navigation and communication.

H.2 One (1) maintenance familiarization course for. qualified mechanics each entitled to. This course shall consist of classroom familiarization with Aircraft systems and structures and shall be in accordance with ATA specification 104, level III.

H.3 One (1) flight attendant familiarization course for. This course shall consist of classroom familiarization (2 Days duration), including a general description of Aircraft safety procedures and flight attendant control panels. At no charge to Embraer, Buyer’s Customers shall provide such FSR (hereinafter defined as “Embraer Rep”) with communication services (international telephone line, facsimile, internet service and photocopy equipment) as well as suitable secure and private office facilities and related equipment including desk, table, chairs and file cabinet, located at each of Buyer’s Customers’ main base of operation or other location as may be mutually agreed by the Parties.

Buyer will ask Buyer’s Customers to (a) arrange all necessary work permits and airport security clearances required for Embraer Rep, to permit the accomplishment of the Services mentioned in this item 2.3.2, in due time; and (b) obtain all necessary custom clearances both to enter and depart from Buyer’s Customers’ country for Embraer’s Rep and their personal belongings and professional tools. During the stay of the Embraer Rep at Buyer’s Customers’ facilities, Buyer’s Customers shall permit access to the maintenance and operation facilities as well as to the data and files of each Buyer’s Customer’s Aircraft fleet. Embraer shall bear all expenses of the Embraer Rep, including without limitation transportation, board and lodging, while the Embraer Rep is rendering such on site support at each Buyer’s Customers’ main facility or other location as may be mutually agreed by the parties. Buyer’s Customers shall bear all expenses related to the transportation, board & lodging of the Embraer Rep in the event any Embraer Rep is required to render the Services provided for herein in any place other than. or other location as may be mutually agreed by the parties.

The Embraer Rep shall not participate in test flights or flight demonstrations without the previous written authorization from Embraer. Buyer’s Customers shall include Embraer as additional insured in its Hull and Comprehensive Airline Liability insurance policies in accordance with the clauses contained in Exhibit “2” to this Attachment B. Buyer’s Customers shall supply Embraer with a copy of such endorsements to the insurance policies within forty eight (48) hours prior to the date of which the Services are to begin (and prior to each renewal of Buyer’s Customer Hull and Comprehensive Airline Liability insurance). The Parties further understand and agree that in the event Buyer elects not to take all or any portion of the on site support provided for herein, no refund or other financial adjustment of the Aircraft Basic Price will be made since such on site support is offered at no charge to Buyer. Any other additional on site support shall depend on mutual agreement between the Parties and shall be charged by Embraer accordingly. The presence of Embraer Rep shall be allowed exclusively in those areas related to the subject matter hereof and Embraer agrees to hold harmless Buyer and Buyer’s Customer from and against all and any kind of liabilities in respect of such Embraer Rep to the extent permitted and required by law. Embraer may, at its own cost and without previous notice to Buyer or Buyer’s Customer, substitute at its sole discretion the Embraer Reps rendering the Services with another Embraer Rep that is equally qualified, at any time during the period in which Services are being rendered.

The rendering of the Services by Embraer’s Rep shall, at all times, be carried out in compliance with the applicable labor legislation of the country from where the company employing the Embraer Rep is located. During the rendering of the Services, while on the premises of Buyer’s Customers, Embraer Reps shall strictly follow the administrative routines and proceedings of Buyer’s Customers, which shall have been expressly and clearly informed to Embraer Reps upon their arrival at said premises. Embraer shall have the right to interrupt the rendering of the Services (i) should any situation occur which, at the sole discretion of Embraer, could represent a risk to the safety or health of Embraer Reps or (ii) upon the occurrence of any of the following events: strike, insurrection, labor disruptions or disputes, riots, or military conflicts. Upon the occurrence of such an interruption, Embraer shall resume the rendering of the Services for the remainder period immediately after having been informed by Buyer’s Customer, in writing, of the cessation thereof. No such interruption in the rendering of the Services shall give reason for the extension of the Services beyond the periods identified above. Embraer shall assign non-dedicated Account Managers to support Buyer and Buyer’s Customers shortly after execution of the Purchase Agreement and to support the operations of all Aircraft in revenue service for passenger transportation. The Account Manager will be responsible for coordinating all product support related actions of Embraer aiming to assure a smooth Aircraft introduction into service and, thereafter, for concentrating and addressing all issues concerning the operation of the Aircraft by Buyer or Buyer’s Customers.

A team composed of regional technical representatives, regional spare parts representatives and regional field engineers, as necessary and applicable, shall support the Account Manager. 2.3.4   Technical and Engineering Support         Embraer shall provide remote technical and engineering support services, twenty-four (24) hours a Day and seven (7) Days a week, for airframe and systems.

This service may be accessed by phone, fax and e-mail at the main facilities of Embraer and is designed to support daily operations of the Aircraft by Buyer’s Customers by assisting Buyer or Buyer’s Customer swith the identification and investigation of the causes of in-services issues and during AOG situations, as required. This service is offered at no charge to Buyer and Buyer’s Customer within such scope and is available for as long as the Aircraft continues to operate in regular passenger revenue service. Technical and engineering support is also available to assist Buyer and/or Buyer’s Customers in performing structural repairs on the Aircraft. Such assistance consists of the analysis of damage reports submitted by Buyer or Buyer’s Customers, preparation of instructions for repair in accordance with structural repair standard of Embraer. This support shall be provided. the then current rates for engineering services in accordance with Embraer price list.

“It is hereby understood and agreed that Insurers agree to waive rights of subrogation against Embraer S.A. (Embraer) including any business entity owned by or subsidiaries to Embraer, and all partners, executive officers, employees and stock holders with regard to the insured Aircraft. This endorsement shall not operate to prejudice Insurer’s rights of recourse against Embraer as manufacturer, where such right of recourse might exist because of egregious misconduct, including, reckless, willful or intentional misconduct of Embraer as manufacturer of the Aircraft and had this endorsement not been effected under this Policy.”.

“It is hereby understood and agreed that Embraer S.A. (Embraer) including any business entity owned by or subsidiaries to Embraer, and all partners, executive officers, employees and stock holders, are added as an Additional Insured with respect to the services or Services to be provided pursuant to this Agreement or its Attachments. This endorsement does not provide coverage for Embraer with respect to claims arising out of its legal liability as manufacturer and shall not operate to prejudice Insurer’s right of recourse against Embraer in the event of egregious misconduct, including, reckless, willful or intentional misconduct of Embraer in the performance of the services or Services to be provided pursuant to this Agreement or its Attachments.”. FERRY FLIGHT ASSISTANCE   1.1   Embraer will make available to Buyer’s Customer, at no additional charge, the services of a third party representative at the airport in which the Aircraft will make the last stop in Brazilian territory, to support Buyer’s Customer’s crew in the interface with Brazilian customs clearances. Such services do not include handling services as refueling, ground equipment and communications and Buyer’s Customer shall hire such services from a handling service company. Buyer’s Customer shall also be responsible for the flight documents (including but not limited to IFR templates & charts) and overflight permits required for the ferry flight. If it is necessary that any ferry equipment be installed by Embraer in the Aircraft for the ferry flight between Brazil and final destination, Embraer will make available, upon Buyer’s Customer’s written request, a standard and serviceable ferry equipment kit to Buyer’s Customer (hereinafter the “Kit”) at no charge to Buyer’s Customer, except as set forth below.

In this case, Buyer’s Customer shall immediately upon the Aircraft arrival at its final destination, remove the Kit from the Aircraft and return it to a freight forwarder agent as determined by Embraer, in FCA (Free Carrier — Incoterms 2000) condition. In case Embraer provides the Kit to Buyer’s Customer and (i) the Kit is utilized, whether totally or not, such decision to be taken in Embraer’s reasonable discretion (except for communication equipment temporarily installed for the ferry flight), or (ii) the Kit is not returned to Embraer complete and in the same condition as it was delivered to Buyer’s Customer within sixty (60) Days after the respective Aircraft Actual Delivery Date, complete and in the same condition as it was delivered to Buyer’s Customer. In any such cases, Buyer’s Customer shall pay Embraer the value of a new Kit upon presentation of an invoice by Embraer and then the original Kit shall become the property of Buyer’s Customer. In addition, the availability of another Kit for the next occurring Aircraft ferry flight after such sixty (60) Day period shall not be an Embraer obligation. PRODUCT SUPPORT PACKAGE.

Delta Embraer 190

The sale and export of Spares to Buyer and Buyer’s Customer may be subject to export controls and other export documentation requirements of the United States and other countries. Buyer and Buyer’s Customer will agree that neither Embraer nor any of its subsidiaries, affiliates or Vendors shall be liable for failure to provide Spares and/or services, including without limitation the Services, under this Agreement or otherwise as a result of any ruling, decision, order, license, regulation, or policy of the competent authorities prohibiting the sale, export, re-export, transfer, or release of a Spare or its related technology. Buyer and Buyer’s Customer shall comply with any conditions and requirements imposed by the competent authorities and, upon Embraer’s request, shall execute and deliver to Embraer any relevant end-user certificates. Embraer will maintain a call center for the AOG services, twenty four (24) hours a day, seven (7) days a week. All the contacts with the call center can be made through regular direct lines in Brazil (phone and fax), e-mail and also through the FlyEmbraer e-commerce in case any of Buyer’s Customers subscribe to this service.

The information concerning regular direct lines and e-mail address shall be obtained through the Customer Account Manager designated to Buyer or Buyer’s Customer by Embraer or through Embraer’s Customer Service offices. Embraer will, subject to availability, deliver parts pursuant to an AOG order from the location which is nearer to Buyer’s Customer premises, in FCA (Free Carrier — Incoterms 2000) condition, Embraer facility, in accordance with Buyer’s Customer’s shipping instructions. One (1) copy of technical publications regarding parts, systems or equipment supplied by Vendors and installed by Embraer in the Aircraft during the manufacturing process, will be supplied to Buyer and Buyer’s Customer in connection with the delivery of each Aircraft directly by such Vendors, in their original content and available format/media.

Vendors are also responsible for keeping publications updated through a direct communication system with Buyer’s Customer. Embraer shall use commercially reasonable efforts to cause Vendors to supply their respective technical publications in a prompt and timely manner.

Purpose Purpose Purpose Purpose Purpose Purpose 1.1 This Operational Evaluation Board report specifies TCCA master training, checking, and currency requirements applicable to crews operating ERJ170/ERJ175/ERJ190 aircraft under CAR 705. 2.1.6 Approach Profiles and Speed: The approach profiles are the same for the base and the variant aircraft. Approach speeds are dependent upon aircraft weight.

Although the variant models operate at heavier weights than the base aircraft, critical speeds are presented to the pilot in a standardized manner for the base and the variant aircraft. 3.1 Transport Canada Civil Aviation has accepted the findings of the Central Joint Aviation Authorities (CJAA) Joint Operational Evaluation Board Report dated March 17, 2005 for the Embraer 170 (ERJ170) and Embraer 175 (ERJ175), Federal Aviation Administration’s Flight Standardization Board Report Embraer ERJ170 and the ERJ175. Note: A copy of the CJAA or the FAA evaluation report is available from the Chief Certification and Operational Standards (AARXB) Commercial and Business Aviation, Ottawa, Ontario Canada. 3.2 Pilot Type Rating. Based on the findings in this report and in accordance with the “ICAO Type Designator” list the ERJ170, ERJ175 and ERJ190 are found to be a common type for the purposes of the issuance of a pilot type rating, training, checking and currency.

A common type rating is a term used by the TCCA to indicate that a unique type rating applies to the aircraft evaluated and that differences training is required for the issuance of a type rating for the three aircraft. In conformity with the provisions of CAR Part IV, the Canadian pilot 'Type Rating' assigned for aircraft in the series (ERJ170/ERJ175/ERJ190) is designated as ' E170'. 4.1 Common requirements for all ERJ170/ERJ175/ERJ190 airplanes. The Master Common Requirements table specifies those items of crew qualification that apply to both the VARIANT MODEL(s) and the BASE MODEL. 4.1.1 Landing Minima Categories.

All ERJ170/ERJ175/ERJ190 airplanes are considered Category C aircraft for the purposes of determining 'straight-in landing weather minima'. The highest speed to be flown (speed category) during a circling maneuver must be used by the flight crew to determine the appropriate minimums. 4.1.2 Normal 'Final Landing Flap Setting'.

The normal 'final landing flap setting' is considered to be 'Flaps 5' for all ERJ170/ERJ175/ERJ190 airplanes. 4.1.3 Autopilot Engage/Disengage Altitudes. The autopilot must not be engaged below a minimum engage altitude of 400 feet AGL after takeoff. The autopilot must be disengaged before the airplane descends below 50 feet AGL when it is coupled to an ILS glideslope and localizer unless it is in the go-around mode. 4.1.4 No other special or unique requirements common to ERJ170/ERJ175/ERJ190 are identified beyond those provided by the CAR. These provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences). These provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences).

These provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences). 5.2 MDR Footnotes. Footnotes to MDR requirements define acceptable 'required means' or 'alternate means' of compliance. A footnote can indicate requirements that are less restrictive than the basic designation, or more restrictive than the basic designation, depending on the significance of the differences between particular variants. 5.3 Terminology.

The term 'must' is used in this report and certain MDR Footnotes even though it is recognized that this OEB report, and Common Procedures Document on which it is based, provides one acceptable means, but not necessarily the only means of compliance. Operators who choose this method must comply with each applicable MDR provision including footnotes. Partial, or selective application of the process or its provisions does not constitute an acceptable means of compliance. 6.1 ODR Tables. ODR tables are used to show an operator's compliance method. Acceptable Operator Difference Requirements tables for operators conducting mixed fleet operations, using the particular combination of ERJ170/ERJ175/ERJ190 variants evaluated, are shown in.

The ODR tables represent an acceptable means to comply with MDR provisions, for the aircraft evaluated, based on those differences and compliance methods shown. The tables do not necessarily represent the only acceptable means of compliance for operators with aircraft having other differences, where compliance methods (e.g., devices, simulators, etc.) are different, or for combinations of aircraft not evaluated. For operators flying variants, which are the same as the aircraft used for the ODR table development, and using the same compliance methods, the ODR tables in have been found acceptable, and therefore, may be approved by a POI for a particular operator. 6.2 Operator Preparation of ODR Tables. Operators flying 'mixed fleet' variants with differences not shown on, or addressed by, the acceptable ODR tables attached in, or operators seeking different means of compliance, must prepare and seek TCCA approval of specific ODR tables pertinent to their fleet. 6.3 ODR Table Coordination.

New ODR tables proposed by operators should be coordinated with the OEB prior to TCCA approval and implementation. Through this coordination, the OEB can ensure consistent treatment of variants between various operators’ ODR tables and compatibility of the MDR table with MDR provisions.

6.4 ODR Table Distribution. Originally the operator retains approved ODR tables. The POI retains copies of approved ERJ170/ERJ175/ERJ190 ODR tables. Copies of all approved ODR tables should be forwarded to the OEB Chairman. 7.1.1 Assumptions Regarding Flight Crew Previous Experience.

The provisions of Section 7.0 of this report apply to programs for pilots who have experience in CAR 705 or CAR 704 air carrier operations and multi-engine transport turbojet or turboprop aircraft. For pilots not having this experience, additional requirements may be appropriate as determined by the POI, OEB, and Chief Certification and Operational Standards. 7.1.2 ERJ170/ERJ175/ERJ190 - Full Course programs. POIs for operators initially introducing the ERJ170/ERJ175/ERJ190 aircraft type may approve programs consistent with programs previously approved.

For information regarding previously approved programs, the POIs for other existing ERJ170/ERJ175/ERJ190 operators may be consulted. In the event of uncertainty regarding the evaluation of a proposed program, the Chief, Certification and Operational Standards should be consulted. 7.2 Pilot Initial, Transition and Upgrade Ground Training 7.2.1 Pilots: Initial, Transition and Upgrade Ground Training, CAR 705.124. Initial, transition, or upgrade ground training for the ERJ170/ERJ175/ERJ190 is accomplished as specified by CAR 705.124(2) (iv) or an approved (Advanced Qualification Program) AQP program.

No unique provisions or requirements are specified in this report; however, “special emphasis training” has been identified. 7.2.2 Crewmember Emergency Training. Crewmember emergency training should be conducted for the ERJ170/ERJ175/ERJ190 in accordance with CASS 725.124(14).

The objective of emergency training for the ERJ170/ERJ175/ERJ190 aircraft is to provide crewmembers with the necessary knowledge concerning emergency equipment, situations, and procedures, to ensure implementation of the correct actions in the event of an emergency. Emergency training consists of instruction on the location, function, and operation of emergency equipment that is different in each variant of the ERJ170/ERJ175/ERJ190 and from other aircraft in the operator's fleet. Where emergency equipment is common, instruction may be adjusted for crewmembers qualified and current on this equipment, provided records are available which demonstrate that crewmembers meet CAR 705.124(2)(iv)(C) and CASS 725.124(14) requirements. For example, if the fire extinguishers are common to fire extinguishers on other aircraft in the operator's fleet, training may be simultaneously credited for both aircraft.

Conversely, for equipment that is unique to the ERJ170, training on the emergency equipment for each variant is required. Emergency training also consists of instruction in crewmember emergency assignments and procedures including crew coordination and communication, the handling of emergency or other unusual situations, and emergency performance and observation drills, that are specific to each variant of the ERJ170.

In accordance with CASS 725.124(14) and the Cabin Safety Inspector Manual TP 12854, emergency training requirements refer to two types of training: 'general' emergency training and 'aircraft-specific' emergency training. General emergency training is instruction on those emergency items that are common to the ERJ170/ERJ175/ERJ190 and all aircraft in the operator's fleet, e.g., instruction on fire extinguishers and firefighting procedures, if common to all aircraft.

Aircraft-specific emergency training is training on those items that are specific to the ERJ170/ERJ175/ERJ190 aircraft. An example of aircraft-specific emergency training is instruction on the location of emergency equipment for each variant of the ERJ170/ERJ175/ERJ190 aircraft. As part of an approved training program, an operator may use many methods when conducting aircraft-specific emergency training, including classroom instruction, pictures, videotape, ground training devices, computer-based instruction, and static aircraft training. There are no specified training program hours for Crewmember Emergency Training. The complexity of the different variants of the ERJ170/ERJ175/ERJ190 aircraft and the complexity of the type of operation to be conducted should be considered when approving the ERJ170/ERJ175/ERJ190 aircraft-specific emergency training. 7.2.3 Areas of Emphasis. The following areas of emphasis should be addressed during ground and flight training:.

The engine indication and crew alerting system (EICAS), the primary flight displays (PFDs), and multifunction displays (MFDs). Altitude and airspeed are presented on vertical scale instruments in both digital and analog formats. Pilots need to be able to understand the multitude of information presented on these displays. Pilots transitioning from traditional round dial basic 'T' instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed.

Flight Control System. An operational understanding of the basic modes of operation as well as an understanding of the fly-by-wire primary and secondary flight control systems and their associated system components.

Flight Guidance System including the Autopilot, Autothrottle, and Flight Director. An understanding of the various lateral and vertical modes and the ability to select and arm the modes during different phases of flight is essential. Full Authority Digital Electronic Control (FADEC). An operational understanding of the FADEC and the engine thrust mode selection is required.

System control panels using pushbuttons with integral light bars. Pilots should have an understanding of the switch position and system configuration as it relates to whether the light bar is illuminated or not. This understanding is required for both normal and abnormal system operation. Multiple derated thrust levels and reduced thrust. Pilots should have an understanding of the performance implications and operational procedures associated with multiple derated thrust levels, ATTCS, and reduced thrust settings.

Heads-up Guidance System – Reserved. 7.2.4 Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures, or maneuvers requires training of a crewmember for a particular crew position (i.e. Captain, first officer, check airman, etc.).

Training programs should recognize and address the necessary seat/position related tasks for the applicable crewmember. Accordingly, training programs should address seat dependent tasks or maneuvers to the extent necessary to satisfy crew qualification objectives, and in accordance with ODR tables when applicable. 7.2.5 Features or Procedures that can have seat dependent elements (as determined by each operator and POI). These may include the following:. Rejected Takeoff. Emergency descent. Manual gear extension.

HGS. Low energy go-around 7.2.6 Special Event Training. Special event training is recommended for the ERJ170/ERJ175/ERJ190.

Such training should be conducted to improve basic crew member understanding and confidence regarding aircraft handling qualities, options and procedures as these relate to design characteristics and limitations. Recommended special event training:. Recovery from unusual attitudes. High altitude stall recognition and recovery. Handling qualities and procedures during recovery from an upset condition (e.g., wake vortex encounter). 7.2.7 Controlled Flight Into Terrain (CFIT). Due to continued industry efforts to reduce exposure to CFIT accidents, special emphasis on this topic is appropriate.

Emphasis on altitude awareness, EGPWS warnings, situational awareness and crew coordination is appropriate. 7.3 Differences Training. 7.3.1 Differences Training.

Unless an initial or transition program is completed for each variant, differences training is necessary for qualification in each variant as shown in the MDR. A training program addressing pertinent differences described by individual operator ODRs, including normal and abnormal operations, if applicable, is required for each aircraft flown. 7.4 Recurrent Training 7.4.1 Recurrent Training, CAR 705.124(2)(a)(iv). Recurrent training for flight crews must include appropriate training in accordance with CASS 725.124 or an approved AQP program. For flight attendants, ERJ170/ERJ175/ERJ190 recurrent training consists of instruction as necessary in accordance with CAR 705.124(2)(b)(iv)(A) and (B) the ERJ170/ERJ175/ERJ190 aircraft-specific emergency subjects in accordance with CAR 705.124(2)(b)(iv)(C). As part of an approved training program, an operator may use many methods when conducting recurrent training, including classroom instruction, pictures, videotape, and ground training devices, computer-based instruction, and static aircraft training.

Recurrent training should include an examination to verify the state of the flight attendant's knowledge with respect to the duties and procedures required in routine, abnormal, and emergency situations for each variant of the ERJ170/ERJ175/ERJ190 aircraft. In addition, recurrent training should include a verification of skills to determine flight attendant ability to perform assigned duties and responsibilities for the ERJ-170/ERJ175/ERJ190 aircraft. The verification of skills should cover each piece of emergency equipment and each emergency procedure unique to each variant of the ERJ170/ERJ175/ERJ190 aircraft. 7.4.2 Recurrent Flight Training.

Recurrent flight training requires appropriate maneuvers and procedures identified in CAR 705 for the ERJ170/ERJ175/ERJ190 or an approved AQP. Appropriate emphasis should be placed on systems and procedures that may not have been used operationally, and are expected to be used prior to the next recurrent training event (e.g. FMS, GPS, HGS, etc.). As permitted by CAR 725.113 satisfactory completion of an approved training program or an approved AQP may be substituted for a PPC. 7.4.3 Recurrent Training Level Adjustments. (Reserved) 7.5 Other Training 7.5.1 LOFT Programs, CASS 725.124(20).

When operators have LOFT programs, POIs should review those programs to assure their suitability. 7.5.2 Flight Attendants, Initial and Aircraft Specific Ground Training. Training should be conducted in accordance with CAR 705. The objective of aircraft ground training is to provide flight attendants with an understanding of the ERJ170/ERJ175/ERJ190 aircraft. This knowledge is necessary for the flight attendant to perform the duties and procedures required in routine, abnormal, and emergency situations. Aircraft ground training includes instruction in two distinct subject areas: ERJ170/ERJ175/ERJ190 general operational subjects training and ERJ170/ERJ175/ERJ190 aircraft-specific emergency subjects training. The ERJ170/ERJ175/ERJ190 aircraft-specific emergency subjects training is addressed in 'Crewmember Emergency Training: CAR 705.

124.(2)(a)(iv)(C) and (2)(b)(iv)(C)”. ERJ170/ERJ175/ERJ190 general operational subjects training consists of instruction in the general description of the aircraft, aircraft equipment, furnishings, and systems; routine crewmember communication and coordination procedures; routine crewmember duties and procedures during each phase of flight; and passenger handling responsibilities for each variant of the ERJ170/ERJ175/ERJ190 aircraft. As part of an approved training program, an operator may use many methods when conducting aircraft ground training, including classroom instruction, pictures, videotape, ground training devices, computer based instruction, and static aircraft training.

Initial and Aircraft Specific Ground Training must include a verification of skills portion to determine flight attendant ability to perform assigned duties and procedures on the ERJ170/ERJ175/ERJ190 aircraft. A verification of skills should cover each piece of emergency equipment and each emergency procedure unique to each variant of the ERJ170/ERJ175/ERJ190 aircraft. Training program hours for Initial and Aircraft Specific Ground Training: The complexity of the different variants of the ERJ170/ERJ175/ERJ190 aircraft and the complexity of the type of operation to be conducted should be considered when approving ERJ170/ERJ175/ERJ190 Initial and Aircraft Specific Ground Training. 7.5.3 Aircraft Dispatchers, Initial and Transition Training should be conducted in accordance with CAR 705.124(2)(c). 8.1 General 8.1.1 Checking Items.

Pertinent knowledge, procedures, and maneuvers specified by CAR 705 pertinent to fly-by wire multi-engine turbojet transport aircraft apply. 8.1.2 Areas of emphasis.

The following areas of emphasis should be addressed during checks as necessary:. Proficiency with manual and automatic flight must be demonstrated. Proper selection and use of PFD/MFD displays, raw data, flight director, and Flight Guidance System modes should be demonstrated, particularly during instrument approaches. Demonstration of FMS navigation (departures and arrivals) proficiency. Proper outside visual scan without prolonged fixation on FMS operation should be demonstrated, and failure of component(s) of the FMS should be addressed. 8.1.3 No Flap Landings.

Demonstration of a No Flap approach and landing during a CAR 705 pilot proficiency check (PPC) is appropriate. 8.2 Type Ratings 8.2.1 Practical Tests. Practical tests may follow standard provisions of CAR 705.106, or approved Line Operational Evaluation (LOE) provisions of AQP.

If AQP LOEs apply, suitable LOEs should be available that are pertinent to the intended operations expected (e.g. Oceanic scenarios, etc.). 8.2.2 Application For and Issuance Of Type Ratings. Pilots completing pertinent CAR 401.40 requirements or AQP provisions in an ERJ170/ERJ175/ERJ190 in accordance with OEB requirements described in this report, may apply to the TCCA for the ERJ170/ERJ175/ERJ190 type rating endorsement. Upon completion of required tests, and submission of an application, authorized TCCA inspectors or designees may issue the necessary pilot certificate with type rating. 8.3 Proficiency Checks 8.3.1 General. Proficiency Checks are administered as designated in CAR 705.106(1)(c) for the ERJ170/ERJ175/ERJ190 or in accordance with an approved AQP.

Under a traditional program, an authorized check pilot or TCCA inspector must administer these checks. Satisfactory completion of a PPC may be substituted for recurrent flight training as permitted in CAR 705. In mixed fleet operations, a PPC on one of the aircraft in the series validates the pilot’s proficiency on other aircraft variants operated in the series, provided variants alternate for every PPC, or if a single type simulator is being used, differences training is provided at least once during each training interval.

Line indoctrination on one aircraft variant validates experience on the other variants in the series provided differences between the variants are addressed during line indoctrination. A line check on one aircraft variant validates proficiency on the other variants operated in the series. Under an AQP, an approved AQP evaluator or TCCA inspector must administer the appropriate validation and evaluation events.

In mixed fleet operations under AQP, validation and evaluation events, such as Maneuvers Training Validation/Line Operational Evaluation (MTV/LOE) events, held on one aircraft variant validates proficiency on the other variants operated in the series provided that variants alternate for every MTV/LOE, or if a single type simulator is being used, differences training is provided at least once during each training period. Initial Operating Experience (IOE) on one aircraft variant validates experience on the other variants operated in the series provided differences between the variants are addressed during the IOE. Online Evaluations (OE) on one aircraft variant validates proficiency on the other variants operated in the series. 9.1 Currency (Recency of Experience) is in accordance with CAR 705.106 and 705.113 or an approved AQP. In mixed fleet operations currency requirements (90-day) for aircraft in the series (ERJ170/ERJ175/ERJ190) may be met on any of the aircraft in the series. Operators must institute a pilot tracking system for establishing 90-day currency that records and stores the information required to satisfy the regulatory requirement.

9.1 Currency (Recency of Experience) is in accordance with CAR 705.106 and 705.113 or an approved AQP. In mixed fleet operations currency requirements (90-day) for aircraft in the series (ERJ170/ERJ175/ERJ190) may be met on any of the aircraft in the series. Operators must institute a pilot tracking system for establishing 90-day currency that records and stores the information required to satisfy the regulatory requirement. 10.1 Compliance Checklist.

EMBRAER provided the OEB with a complete compliance checklist to identify those specific operating rules or policies for which the ERJ170/ERJ175/ERJ190 complies. It is the responsibility of the Certificate Holding Office (CHO) to review compliance with pertinent rules prior to approval for an operator to use the ERJ170/ERJ175/ERJ190 in commercial service. A copy of the compliance checklist is located in 13.1 Approval Level and Approval Criteria.

Alternate means of compliance for differences requirements for the ERJ170/ERJ175/ERJ190 under CAR 705, other than as specified in provisions of this report, must be approved by Chief Certification and Operational Standards. If Alternate compliance is sought, operators will be required to establish that any proposed alternate means provides an equivalent level of safety to the provisions of Common Procedures Document and this OEB report. Analysis, demonstrations, proof of concept testing, differences documentation, or other evidence may be required. 13.2 Equivalent Safety.

In the event alternate compliance is sought, training program hour reductions, simulator approvals, and device approvals, may be significantly limited and reporting requirements may be increased to assure equivalent safety. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation. 13.3 Unforeseen Circumstances.

In the event of clearly unforeseen circumstances in which it is not possible for an operator to comply with MDR provisions, the operators may seek an interim equivalent program rather than a permanent alternate compliance method. Financial arrangements, schedule adjustment, and other such reasons are not considered 'unforeseen circumstances' for the purposes of this provision. (Reserved) APPENDIX 1 Master Differences Requirements. Note: The Embraer 170 is the base model. APPENDIX 2 ACCEPTABLE ODR TABLES EMBRAER 175 TO EMBRAER 170 DIFFERENCES - GENERAL Base Aircraft: EMBRAER 170 Difference Aircraft: EMBRAER 175 COMPLIANCE METHOD TRAINING Checking/Currency DESIGN REMARKS FLT CHAR PROC CHNG Training Level Device FLT CHK CURR DIMENSIONS Length increased in 5ft 10 in (1.78 m) Embraer 170 = 98 ft 1 in (29.90 m) Embraer 175 = 103 ft 11 in (31.68 m) No No A -CABIN Max passenger Capacity increased in 8 seats. EMBRAER 170 = 78 seats EMBRAER 175 = 86 seats No No A -CARGOS Cargo capacity increased in 2.92 cu. EMBRAER 170= 14,33m.cu (total) EMBRAER 175= 17,25m.cu (total) No No A -LIMITATIONS Weight Weight Limitations Increased.

STD. LR MRW. + 1510 kg. + 1590 kg MTOW. + 1510 kg.

+ 1590 kg MLW. + 1200 kg. + 1200 kg MZFW. + 2100 kg.

+ 2100 kg STD 170 175 MRW 36150 kg 37660 kg MTOW 35990 kg 37500 kg MLW 32800 kg 34000 kg MZFW 29600 kg 31700 kg LR 170 175 MRW 37360kg 38950 kg MTOW 37200 kg 38790 kg MLW 32800 kg 34000 kg MZFW 29600 kg 31700 kg No No A -LIMITATONS Center of Gravity Limits for conditions of cruise with flaps and gear ups. EMBRAER 170-STD = 7% to 27% at MTOW 4% to 27% at MZFW EMBRAER 170 -LR = 8.8% to 27% at MTOW 4% to 27% at MZFW EMBRAER 170 -SU = 8.8% to 27% at MTOW 4% to 27% at MZFW EMBRAER 170 SE = 8.8% to 27% at MTOW 4% to 27% at MZFW EMBRAER 175 STD = 10 to 25.6% at MTOW 4% to 30% at MZFW EMBRAER 175 LR = 8.1 to 28.1% at MTOW 4% to 30% at MZFW No No A -LIMITATIONS Speeds VA is different according to AFM chart. Refer to specific model AFM (CAFM) for VMCA and VMCG values. No No A -EMBRAER 175 to EMBRAER 170 DIFFERENCES - SYSTEMS. There are no systems differences between EMBRAER 170 and EMBRAER 175 that require differences training. Systems operation is identical, and existing physical differences are minor and unnoticed by the pilots.

There are no changes in flight characteristics and operational procedures EMBRAER 175 to EMBRAER 170 DIFFERENCES - MANEUVERS. There are no maneuvers differences between EMBRAER 170 and EMBRAER 175 that require differences training. There are no changes in flight characteristics and operational procedures.