p100 Faa Ptm

Embraer Phenom 100

Embrae Phenom

Pilot Training Manual

Pilot Training Man

T R A I N I N G

S E R V I C E S

March 2011

T R A I N I N G

Rev. 3

S E R

DATE OF RECORD REVISION SIGNATURE ISSUE REV. Original NO. Rev 01

DATE OF 01 August ISSUE

Original Original Rev Rev.01 1 Rev. 2 Rev. 3

01 April 2009 0101 August August 2010 01 January 2011 01 March 2011

SIGNATURE ANAC/FAA ANAC/FAA/EASA ANAC/FAA/EASA ANAC/FAA/EASA

Notice: This Embraer Phenom 100 Pilot Training Manual is to be used for aircraft familiarization and training purposes only. It is not to be used as, nor considered a substitute for, the manufacturer’s Pilot or Maintenance Manual.

T R A I N I N G

S E R V I C E S

Copyright © 2009, Embraer CAE Training Services, LLC

All rights reserved.

Excerpted materials used in this publication have been reproduced with permission of the Embraer Aircraft Company and Garmin Ltd..

Printed in the United States of America.

DATE OF R REVISION ISSUE REV. Original NO. Rev 01

DATE OF 01 August ISSUE

Original Original Rev Rev.01 1 Rev. 2 Rev. 3

01 April 2009 0101 August August 201 01 January 20 01 March 2011

Notice: This Embraer Phenom 100 Pilot aircraft familiarization and training purpo nor considered a substitute for, the man Manual.

T R A I N I N G

S

Copyright © 2009, Embraer CAE

All rights rese

Excerpted materials used in this publica permission of the Embraer Aircraft

Printed in the United Sta

Welcome to Embraer CAE Training Services

Welcome to Embraer CAE

Welcome to Embraer CAE Training Services!

Welcome to Embraer CAE Trainin

Our goal is a basic one: to enhance your safety, proficiency and professionalism within the aviation community. All of us at Embraer CAE Training Services know that the success of our company depends upon our commitment to your needs. We strive for excellence by focusing on our service to you.

Our goal is a basic one: to enhan professionalism within the aviatio CAE Training Services know that depends upon our commitment to excellence by focusing on our ser

We urge you to participate actively in all training activities. Through your involvement, interaction, and practice, the full value of your training will be transferred to the operational environment. As you apply the techniques presented through Embraer CAE Training Services training, they will become “second nature” to you.

We urge you to participate active your involvement, interaction, and training will be transferred to the o apply the techniques presented th Services training, they will becom

Thank you for choosing Embraer CAE Training Services. We recognize that you have a choice of training sources. We trust you will find us committed to providing responsive, service-oriented training of the highest quality.

Thank you for choosing Embraer recognize that you have a choice find us committed to providing res the highest quality.

Our best wishes are with you for a most successful and rewarding training experience.

Our best wishes are with you for training experience.

The Staff of Embraer CAE Training Services

The Staff of Embraer CAE Trainin

Phenom 100 Developed for Training Purposes

1-1 April 2009

Phenom 100 Developed for

Intentionally Left Blank

1-2 April 2009

Intentionally L


1-2 April 2009

Developed for Train

Overview

Airplane Basic Data

Airplane Basic Data

The PHENOM 100 is a low wing, T-tail, pressurized airplane, powered by two high by-pass ratio rear mounted turbofan engines. The tricycle landing gear is fully retractable, with a single tire at each leg. The Phenom 100 is to be operated on paved runways only.

The PHENOM 100 is a low wing, T-ta high by-pass ratio rear mounted turbo fully retractable, with a single tire at e ated on paved runways only.

A glass cockpit panel has been provided with highly integrated onboard avionics, allowing pilots to better monitor the airplane’s general operation.

A glass cockpit panel has been prov onics, allowing pilots to better monito

The passenger configuration consists of two seats opposite each other (one on each side of the aisle) which allows up to 2 pilots and 4 passengers. Interior configuration is customized, and can include a rear self contained recirculation lavatory. Convenient accommodation is provided for the flight crew.

The passenger configuration consist on each side of the aisle) which allow rior configuration is customized, and lation lavatory. Convenient accommo

External Dimensions

External Dimensions

Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 ft 8.4 in

Radome to Rudder . . . . . . . . . . . . .

Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ft 8 in

Main Gear to Main Gear . . . . . . . . .

Wing Tip to Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 ft 4.3 in

Wing Tip to Wing Tip . . . . . . . . . . . .

Horizontal Stabilizer (tip to tip) . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 ft 6.24 in

Horizontal Stabilizer (tip to tip) . . . . .

Ground to Top of Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 ft 2.6 in

Ground to Top of Stabilizer. . . . . . . .

Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 in

Cabin Height . . . . . . . . . . . . . . . . . .

Aisle Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 in

Aisle Width . . . . . . . . . . . . . . . . . . . .

Main Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.26 in high x 24.45 in wide

Main Door . . . . . . . . . . . . . . . . . . . .

Phenom 100

Phenom 100

Developed for Training Purposes

2-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

External Dimensions

S E R V I C E S

External Dimensions

4.35m (14ft 2.6in)

12.7m (41ft 8.4in)

12.7m (41ft 8.4i

5.34m (17ft 6.24in)

2-2 April 2009


3.55m (11ft 8i 12.3m (40ft 4.3

P100- OV-001i.ai

3.55m (11ft 8in) 12.3m (40ft 4.3in)

2-2 April 2009

Developed for Train

Overview Cockpit Arrangement LIGHTS PANEL

Cockpit Arrangement GUIDANCE PANEL

LIGHTS PANEL

MFD

MFD PFD 2

LH CONSOLE

RH CONSOLE CONTROL PEDESTAL


PFD 1

PH100-OV-002I.AI

PFD 1

2-3 April 2009

LH CONSOLE

CO


T R A I N I N G

S E R V I C E S

T R A I N I N G

Configuration

S E R V I C E S

Configuration

FWD BAGGAGE

P

C

F

PILOT & COPILOT (OR PASSENGER IN SINGLE PILOT OPERATIONS)

P

C

WARDROBE

1

2

3

4

P (O P

W

PASSENGERS 1 & 2

PASSENGERS 3 & 4

1

2

3

4

P

P

LAVATORY CABINET LAVATORY

L L

AFT BAGGAGE

A

EM500ENAOM060002A.DGN

2-4 April 2009


2-4 April 2009

Developed for Train

Overview Main Instrument Panel


2-5 April 2009

T R A I N I N G

S E R V I C E S


2-6 April 2009


Overview Lateral Console

Lateral Console


2-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Overhead Panel EXTERNAL LDG/TAXI LDG

NAV

LIGHTS STROBE

CKPT

PANEL

CABIN UP WASH

ON

TAXI OFF

OFF

OFF

B

BRT

OFF

BRT

EXTERNAL EFFECT

LDG/TAXI

BRT

LDG

DIM

TAXI

OFF

OFF

C

NAV

LIGHTS STROBE

ON

OFF

OF

B

E 6 3 N 33

E 6 3

Control Yoke

2-8 April 2009

S E R V I C E S

Overhead Panel

Control Yoke


2-8 April 2009

Developed for Train

Overview Control Pedestal

Control Pedestal


2-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Guidance Panel

FD

NAV

CRS1

PUSH DIR

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

CPL

ALT

ALT SEL

VNV

VS

DN

UP

FLC

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR

FMS Panel

2-10 April 2009

S E R V I C E S

Guidance Panel

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

ALT

ALT SEL

CPL

FMS Panel


2-10 April 2009

Developed for Train

Overview

Weight

Weight

Max Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4770 Kg / 10,516 lbs

Max Ramp Weight . . . . . . . . . . . . . .

Max Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 Kg / 10,472 lbs

Max Takeoff Weight . . . . . . . . . . . . .

Max Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4430 Kg / 9,766 lbs

Max Landing Weight . . . . . . . . . . . .

Max Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 3830 Kg / 8,444 lbs

Max Zero Fuel Weight . . . . . . . . . . .

Baggage Compartments

Baggage Compartments

Forward Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Kg / 66 lbs

Forward Compartment . . . . . . . . . . .

Aft Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lbs

Aft Compartment . . . . . . . . . . . . . . .

Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lbs

Wardrobe . . . . . . . . . . . . . . . . . . . . .

Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kg / 33 lbs

Lavatory Cabinet . . . . . . . . . . . . . . .

Maximum Pax Seating

Maximum Pax Seating

Maximum Passenger Seating Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 passengers and 1 infant

Maximum Passenger Seating Configuration . . . . . . . . . . . . . . . . . .

Performance Characteristics

Performance Characteri

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 nm

IFR Range1 . . . . . . . . . . . . . . . . . . .

VFR Range2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 nm

VFR Range2 . . . . . . . . . . . . . . . . . .

High Speed Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 ktas

High Speed Cruise . . . . . . . . . . . . . .

MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M 0.7

MMO . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,000 feet

Maximum Operating Altitude . . . . . .

Takeoff Field Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,400 ft

Takeoff Field Length. . . . . . . . . . . . .

1-

NBAA IFR reserves (35 min) with 100 nm alternate; 4 occupants @ 200 lbs. 2- VFR reserves (45 min); 4 occupants @ 200 lb

1-

Fuel

Fuel

Maximum Usable Quantity Per Tank . 636.5 Kg (792.5 L) / 1403 lb (209.4 gal)

Maximum Usable Quantity Per Tank

Unusable Quantity Per Tank . . . . . . . . . . . . . . 10 Kg (12.5 L) / 22 lb (3.3 gal)

Unusable Quantity Per Tank . . . . . .

Maximum Fuel Capacity . . . . . . . . . . . 1293 Kg (1610 L) / 2850 lb (425.4 gal)

Maximum Fuel Capacity . . . . . . . . .

Maximum Imbalance . . . . . . . . . . . . . . . . . . . 100 Kg (125 L) / 220 lb (33 gal)

Maximum Imbalance . . . . . . . . . . . .

Approved Fuel Types

Approved Fuel Types

Brazilian Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1

Brazilian Specification: . . . . . . . . . . .

ASTM Specification:. . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A and JET A-1

ASTM Specification:. . . . . . . . . . . . .

American Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIL-T-83133AJP8

American Specification: . . . . . . . . . .

Phenom 100

Phenom 100

IFR

Range1


Rev.1

2-11 July 2010

NBAA IFR reserves (35 min) with lbs. 2- VFR reserves (45 min); 4 occupan

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engines

Engines

Two rear fuselage mounted Pratt & Whitney PW617F-E engines are installed. The engines produce 1695 pounds of thrust for takeoff on a standard day at sea level. Each engine is controlled via a dual channel FADEC system providing flexible engine operation and reduced workload. Engine indications and alerts are displayed on the MFD.

Two rear fuselage mounted Pratt & Whitn The engines produce 1695 pounds of thru sea level. Each engine is controlled via a dual chann engine operation and reduced workload. Engine indications and alerts are displaye

Avionics

Avionics

Embraer's Prodigy™ flight deck offers an integrated flight display and aircraft systems monitor. The Prodigy™ is based on Garmin's G1000 avionics system. The cockpit features three 12-inch displays: two Primary Flight Displays (PFDs) and one Multi-Function Display (MFD).

Embraer's Prodigy™ flight deck offers an systems monitor. The Prodigy™ is ba system. The cockpit features three 12-inc plays (PFDs) and one Multi-Function Disp

The Garmin G1000 system integrates all primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation, and crew-alerting system data and presents the composite information in sunlight-readable color on high-definition displays.

The Garmin G1000 system integrates all cation, terrain, traffic, weather, engine ins tem data and presents the composite in on high-definition displays.

Acronyms

Acronyms

Temperature

Temperature

°

Degree

°

Degree

°C

Degree Celsius

°C

Degree Celsius

°F

Degree Fahrenheit

°F

Degree Fahrenhe

Alphabetical A A

Alphabetical Ampere

A A

Ampere

A.h

Ampere hour

A.h

Ampere hour

AC

Alternating Current

AC

Alternating Curren

ACC

Altitude Correcting Cabin

ACC

Altitude Correcting

ACC

Air Conditioning Controller

ACC

Air Conditioning C

ACC

Air Control Center

ACC

Air Control Center

ACFT

Aircraft

ACFT

Aircraft

ACMM

Abbreviated Component Maintenance Manual

ACMM

Abbreviated Com

ACOC

Air-Cooled Oil Cooler

ACOC

Air-Cooled Oil Co

ACU

Air Conditioning Unit

ACU

Air Conditioning U

2-12 April 2009

Developed for Train

2-12 April 2009


Overview AD

Airworthiness Directive

AD

Airworthiness

ADC

Air Data Computer

ADC

Air Data Com

ADF

Automatic Direction Finder

ADF

Automatic Dir

ADI

Attitude Director Indicator

ADI

Attitude Direc

ADJ

Adjustment

ADJ

Adjustment

ADS

Air Data System

ADS

Air Data Syst

ADS-B

Automatic Dependent Surveillance-Broadcast

ADS-B

Automatic De

AFCS

Automatic Flight Control System

AFCS

Automatic Fli

AFD

Auxiliary Flight Display

AFD

Auxiliary Fligh

AFH

Aircraft Flight Hours

AFH

Aircraft Flight

AFM

Airplane Flight Manual

AFM

Airplane Fligh

AFS

Auto Flight System

AFS

Auto Flight S

AFSCP

Automatic-Flight System Control-Panel

AFSCP

Automatic-Fli

AFSP

Automatic-Flight System Panel

AFSP

Automatic-Fli

AGB

Accessory Gearbox

AGB

Accessory Ge

AGCU

Auxiliary Generator Control Unit

AGCU

Auxiliary Gen

AGE

Aerospace Ground Equipment

AGE

Aerospace G

AGL

Above Ground Level

AGL

Above Groun

AGSETD

Abbreviated Ground Support Equipment Technical Data

AGSETD

Abbreviated G Data

AHRS

Attitude and Heading Reference System

AHRS

Attitude and H

AICA

Air Inlet Cowling Assembly

AICA

Air Inlet Cowl

AIPC

Aircraft Illustrated Parts Catalog

AIPC

Aircraft Illustr

AIRMET

Airman's Meteorological Information

AIRMET

Airman's Met

ALI

Airworthiness Limitation Items

ALI

Airworthiness

ALPA

Airline Pilots Association

ALPA

Airline Pilots

ALT

Altitude

ALT

Altitude

AM

Amplitude Modulation

AM

Amplitude Mo

AMLCD

Active Matrix Liquid Crystal Display

AMLCD

Active Matrix

AMM

Aircraft Maintenance Manual

AMM

Aircraft Maint

AMS

Air Management System

AMS

Air Managem

AMTOSS

Aircraft Maintenance Task Oriented Support System

AMTOSS

Aircraft Maint


2-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ANR

Active Noise Reduction

ANR

Active Noise Redu

ANT

Antenna

ANT

Antenna

AOA

Angle of Attack

AOA

Angle of Attack

AOC

Airline Operational Communications

AOC

Airline Operationa

AOD

Aircraft Operator Designator

AOD

Aircraft Operator D

AOG

Aircraft on Ground

AOG

Aircraft on Ground

AP

Automatic Pilot

AP

Automatic Pilot

APR

Approach

APR

Approach

AR

As Required

AR

As Required

ARINC

Aeronautical Radio Incorporated

ARINC

Aeronautical Radi

ARTCC

Air Route Traffic Control Centers

ARTCC

Air Route Traffic C

ASAP

As Soon as Possible

ASAP

As Soon as Possi

ASSY

Assembly

ASSY

Assembly

ATA

Air Transport Association of America

ATA

Air Transport Ass

ATC

Air Traffic Control

ATC

Air Traffic Control

ATCRBS

Air-Traffic Control-Radar Beacon-System

ATCRBS

Air-Traffic Control

ATDT

Attendant

ATDT

Attendant

ATR

Automatic Thrust Reserve

ATR

Automatic Thrust

ATT

Attitude

ATT

Attitude

AUX

Auxiliary

AUX

Auxiliary

AWG

American Wire Gauge

AWG

American Wire Ga

AZ

Azimuth

AZ

Azimuth

B BARO

Barometric Setting

B BARO

Barometric Setting

Baro-Alt

Barometric Altitude

Baro-Alt

Barometric Altitud

BATT

Battery

BATT

Battery

BAZ

Back Azimuth

BAZ

Back Azimuth

BC

Battery Contactor

BC

Battery Contactor

BCS

Brake Control System

BCS

Brake Control Sys

BCU

Brake Control Unit

BCU

Brake Control Uni

BCV

Brake Control Valve

BCV

Brake Control Val

BEW

Basic Empty Weight

BEW

Basic Empty Weig

2-14 April 2009

Developed for Train

2-14 April 2009


Overview BHD

Bulkhead

BHD

Bulkhead

BIT

Built-in Test

BIT

Built-in Test

BITE

Built-in Test Equipment

BITE

Built-in Test E

BNC

Bayonet Neill Concelman

BNC

Bayonet Neill

BOD

Bottom of Descent

BOD

Bottom of De

BOV

Bleed-Off Valve

BOV

Bleed-Off Val

BOW

Basic Operating Weight

BOW

Basic Operat

BTC

Bus Tie Contactor

BTC

Bus Tie Cont

BVA

Bleed Valve Actuator

BVA

Bleed Valve A

C C

Capacitor

C C

Capacitor

c.g.

Center of Gravity

c.g.

Center of Gra

C/M

Condition Monitoring

C/M

Condition Mo

CAM

Cockpit Area Microphone

CAM

Cockpit Area

CAN

Controller Area Network

CAN

Controller Are

CAS

Crew Alerting System

CAS

Crew Alerting

CAT

Category

CAT

Category

CB

Circuit Breaker

CB

Circuit Break

CBIT

Continuous Built-In Test

CBIT

Continuous B

CBP

Circuit Breaker Panel

CBP

Circuit Break

CCA

Circuit Card Assembly

CCA

Circuit Card A

CCS

Cabin Communications System

CCS

Cabin Comm

CCW

Counterclockwise

CCW

Counterclock

CD

Compact Disc

CD

Compact Dis

cd/in²

Candela per Square-Inch

cd/in²

Candela per

cd/m²

Candela per Square Meter

cd/m²

Candela per

CDI

Course Deviation Indicator

CDI

Course Devia

CDM

Compressor Drive Module

CDM

Compressor

CF

Center Fuselage

CF

Center Fusel

CFC

Carbon Fiber Composite

CFC

Carbon Fiber

CFIT

Controlled Flight Into Terrain

CFIT

Controlled Fli

CJC

Cold Junction Compensation

CJC

Cold Junction


2-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

CLB

Climb

CLB

Climb

cm

Centimeter

cm

Centimeter

cm²

Square Centimeter

cm²

Square Centimete

cm²

Cubic Centimeter

cm²

Cubic Centimeter

CMC

Central Maintenance Computer

CMC

Central Maintenan

CMM

Component Maintenance Manual

CMM

Component Maint

CMND

Command

CMND

Command

CMS

Central Maintenance System

CMS

Central Maintenan

CNTOR

Contactor

CNTOR

Contactor

COC

Customer Originated Changes

COC

Customer Origina

COM

Communications

COM

Communications

COMPT

Compartment

COMPT

Compartment

Cont

Continuous

Cont

Continuous

COSPAS

Cosmicheskaya Sistyema Poiska Avariynich Sudov

COSPAS

Cosmicheskaya S

CPAM

Cabin-Pressure Acquisition Module

CPAM

Cabin-Pressure A

CPC

Cabin Pressure Controller

CPC

Cabin Pressure C

CPC

Consumable Products Catalog

CPC

Consumable Prod

CPCP

Corrosion Prevention-and-Control Program

CPCP

Corrosion Preven

CPCS

Cabin Pressure Control-System

CPCS

Cabin Pressure C

CPL

Couple

CPL

Couple

CPM

Corrosion Prevention Manual

CPM

Corrosion Preven

cpm

Cycles per Minute

cpm

Cycles per Minute

CPS

Cycles per Second

CPS

Cycles per Secon

CRH

Constant Resistance Heating

CRH

Constant Resistan

CRS

Course

CRS

Course

CRT

Circuit

CRT

Circuit

CSC

Current Speed Control

CSC

Current Speed Co

CSMU

Crash Survivable Memory Unit

CSMU

Crash Survivable

CSN

COSPAS-SARSAT Number

CSN

COSPAS-SARSA

CSV

Cold Start Valve

CSV

Cold Start Valve

CTA

Centro Técnico Aeroespacial

CTA

Centro Técnico A

CTU

Cabin Telecommunication Unit

CTU

Cabin Telecommu

2-16 April 2009

Developed for Train

2-16 April 2009


Overview CVDR

Cockpit Voice and Data Recorder

CVDR

Cockpit Voice

CVR

Cockpit Voice Recorder

CVR

Cockpit Voice

CW

Clockwise

CW

Clockwise

CW

Continuous Wave

CW

Continuous W

CWDS

Clear Wing Detection-System

CWDS

Clear Wing D

CWS

Control Wheel Steering

CWS

Control Whee

D D

Diode

D D

Diode

D/LNA

Diplexer/Low Noise Amplifier

D/LNA

Diplexer/Low

D8PSK

Differential 8-Phase Shift Key

D8PSK

Differential 8-

daN

Deca-Newton

daN

Deca-Newton

DB

Database

DB

Database

dB

Decibel

dB

Decibel

dB/m²

Decibels per square-meter

dB/m²

Decibels per

dBA

A-Weighted Decibel

dBA

A-Weighted D

dBc

Decibel below carrier

dBc

Decibel below

dBi

Decibel above isotropic

dBi

Decibel abov

dBm

Decibel Milliwatt

dBm

Decibel Milliw

DBU

Data Base Unit

DBU

Data Base Un

dBZ

Z-Weighted Decibel

dBZ

Z-Weighted D

DC

Direct Current

DC

Direct Curren

DCTC

Direct Current Tie-Contactor

DCTC

Direct Curren

DCU

Data Concentrator Unit

DCU

Data Concen

DDM

Double Depth Modulation

DDM

Double Depth

DET

Detailed Inspection

DET

Detailed Insp

DIM

Dimmer

DIM

Dimmer

DME

Distance Measuring Equipment

DME

Distance Mea

DPRT

Departure

DPRT

Departure

DPSK

Differential Phase Shift Keying

DPSK

Differential P

DR

Dead Reckoning

DR

Dead Reckon

DS

Discard

DS

Discard

DTK

Desired Track

DTK

Desired Trac


2-17 April 2009


T R A I N I N G

E

S E R V I C E S

T R A I N I N G

S E R V I C E S

DTS

Duct Temperature Sensor/ Switch

DTS

Duct Temperature

DVD

Digital Versatile Disk

DVD

Digital Versatile D

DVM

Digital Voltmeter

DVM

Digital Voltmeter

EAI

Engine Anti-Icing

EBC

Essential Bus Contactor

EBC

Essential Bus Con

EBCF

Mid Fuselage Electronic Bay Cooling Fan

EBCF

Mid Fuselage Ele

EBU

Engine Buildup Unit

EBU

Engine Buildup U

ECHA

Microbiology Company

ECHA

Microbiology Com

ECMU

Electronic Control and Monitoring Unit

ECMU

Electronic Control

ECS

Environmental Control System

ECS

Environmental Co

ECU

Environmental Control Unit

ECU

Environmental Co

ED

Environmental Deterioration

ED

Environmental De

EDCU

Engine Data Collector Unit

EDCU

Engine Data Colle

EDP

Electronic Data Processing

EDP

Electronic Data P

EDR

Excessive Descent Rate Alert

EDR

Excessive Descen

EFCU

Electronic Fuel Control Unit

EFCU

Electronic Fuel Co

EFCV

Ejector Flow Control Valve

EFCV

Ejector Flow Cont

EFF

Effectivity

EFF

Effectivity

EGT

Exhaust Gas Temperature

EGT

Exhaust Gas Tem

EICAS

Engine Indication Crew Alert System

EICAS

Engine Indication

EIS

Engine Indication System

EIS

Engine Indication

ELT

Emergency Locator Transmitter

ELT

Emergency Locat

EMC

Electromagnetic Compatibility

EMC

Electromagnetic C

EMERG

Emergency

EMERG

Emergency

EMI

Electromagnetic Interference

EMI

Electromagnetic I

ENR

Enroute

ENR

Enroute

EO

Engineering Order

EO

Engineering Orde

EPDU

Emergency Power Distribution Unit

EPDU

Emergency Powe

EPGDS

Electrical Power Generation and Distribution System

EPGDS

Electrical Power G

EPU

Estimated Position Uncertainty

EPU

Estimated Positio

ERP

Effective Radiated Power

ERP

Effective Radiated

2-18 April 2009

Developed for Train

2-18 April 2009

E EAI


Engine Anti-Icing

Overview

F

ERS

Electronic Resource System

ERS

Electronic Re

ESA

En Route Safe Altitude

ESA

En Route Saf

ESD

Electrostatic Discharge

ESD

Electrostatic

ESDS

Electrostatic Discharge Susceptible

ESDS

Electrostatic

ESOV

Emergency Fuel Shutoff Valve

ESOV

Emergency F

ESS

Essential

ESS

Essential

ETA

Estimated Time of Arrival

ETA

Estimated Tim

ETE

Estimated Time en Route

ETE

Estimated Tim

EXTG

Extinguishing

EXTG

Extinguishing

F

Fuse

F

Fuse

FAA

Federal Aviation Administration

FAA

Federal Aviat

FADEC

Full Authority Digital Engine Control

FADEC

Full Authority

FAS

Flap Actuation System

FAS

Flap Actuatio

FC

Functional Check

FC

Functional Ch

FCE

Flight Control Electronics

FCE

Flight Contro

FCSOV

Flow Control Shutoff Valve

FCSOV

Flow Control

FD

Flight Director

FD

Flight Directo

FDE

Fault Detection and Exclusion

FDE

Fault Detectio

FDM

Flight Data Module

FDM

Flight Data M

FDR

Flight Data Recorder

FDR

Flight Data R

FDU

Flap Drive Unit

FDU

Flap Drive Un

FDV

Flow Divider / Shutoff Valve

FDV

Flow Divider

FGCS

Flight Guidance Control System.

FGCS

Flight Guidan

FIM

Fault Isolation Manual

FIM

Fault Isolation

FIS

Fault Isolation System

FIS

Fault Isolation

FL

Flight Level

FL

Flight Level

fl oz

Fluid Ounce

fl oz

Fluid Ounce

FLA

Flap Linear Actuator

FLA

Flap Linear A

FLTA

Forward Looking Terrain Avoidance

FLTA

Forward Look

FM

Frequency Modulation

FM

Frequency M

FMA

Flight Mode Annunciation

FMA

Flight Mode A


F

2-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

FMS

Flight Management System

FMS

Flight Manageme

FMU

Fuel Metering Unit

FMU

Fuel Metering Uni

FOB

Fuel on Board

FOB

Fuel on Board

FOC

Free of Charge

FOC

Free of Charge

FOD

Foreign Object Damage

FOD

Foreign Object Da

FOHE

Fuel-Oil Heat Exchanger

FOHE

Fuel-Oil Heat Exc

FPA

Flight Path Angle

FPA

Flight Path Angle

FPI

Fluorescent Dye-Penetrant Inspection

FPI

Fluorescent Dye-P

FPSU

Flap Position Sensor Unit

FPSU

Flap Position Sen

FQGS

Fuel Quantity Gauging System

FQGS

Fuel Quantity Gau

FQGS

Fuel Quantity Gauging System

FQGS

Fuel Quantity Gau

FR

Frame

FR

Frame

FREQ

Frequency

FREQ

Frequency

FSCU

Flap System Control Unit

FSCU

Flap System Cont

FSL

Flap Selector Lever

FSL

Flap Selector Lev

FSS

Flight Service Station

FSS

Flight Service Sta

ft

Foot

ft

Foot

ft/min

Foot per Minute

ft/min

Foot per Minute

ft/sec²

Foot per Square Second

ft/sec²

Foot per Square S

ft²

Square Foot

ft²

Square Foot

ft³

Cubic Foot

ft³

Cubic Foot

ft³/min

Cubic Foot per Minute

ft³/min

Cubic Foot per Mi

FTI

Flight Test Instrumentation

FTI

Flight Test Instrum

FUS

Fuselage

FUS

Fuselage

FWD

Forward

FWD

Forward

G g

Gram

G g

Gram

G/A

Go-Around

G/A

Go-Around

g/cm³

Gram per Cubic Centimeter

g/cm³

Gram per Cubic C

G/S

Glideslope

G/S

Glideslope

gal.

Gallon

gal.

Gallon

gal. (UK)

Imperial Gallon

gal. (UK)

Imperial Gallon

2-20 April 2009


2-20 April 2009

Developed for Train

Overview gal/min

Gallon per Minute

gal/min

Gallon per M

GCF

Ground Cooling Fan

GCF

Ground Cooli

GCU

Generator Control Unit

GCU

Generator Co

GEA

Garmin Engine/Airframe unit

GEA

Garmin Engin

GEO

Geosynchronous Earth Orbiting

GEO

Geosynchron

GEOSAR

Geosynchronous Earth Orbiting Search and Rescue

GEOSAR

Geosynchron

gf

Gram Force

gf

Gram Force

GFCI

Ground Fault Control Isolation

GFCI

Ground Fault

GGC

Gas Generator Case

GGC

Gas Generat

GHz

Gigahertz

GHz

Gigahertz

GIA

Garmin Integrated Avionics unit

GIA

Garmin Integ

GLC

Generator Line Contactor

GLC

Generator Lin

GMT

Greenwich Mean Time

GMT

Greenwich M

GND

Ground

GND

Ground

GP

Guidance Panel

GP

Guidance Pa

GPC

Ground Power Contactor

GPC

Ground Powe

GPS

Global Positioning System

GPS

Global Positio

GPU

Ground Power Unit

GPU

Ground Powe

GS

Glide Slope

GS

Glide Slope

GSE

Ground Support Equipment

GSE

Ground Supp

GSETD

Ground Support Equipment Technical Data

GSETD

Ground Supp

GVI

General Visual Inspection

GVI

General Visu

H H

Henry

H H

Henry

h

Hour

h

Hour

HCM

Heater Current Monitor

HCM

Heater Curre

HDG

Heading

HDG

Heading

HDOP

Horizontal Dilution of Precision

HDOP

Horizontal Di

HDPH

Headphone

HDPH

Headphone

HE

Horizontal Empennage

HE

Horizontal Em

HF

High Frequency

HF

High Frequen

HFOM

Horizontal Figure of Merit

HFOM

Horizontal Fig


2-21 April 2009


T R A I N I N G

I

S E R V I C E S

T R A I N I N G

S E R V I C E S

HGA

High-Gain Antenna

HGA

High-Gain Antenn

HIRF

High Intensity Radiated Fields

HIRF

High Intensity Rad

HIWAS

Hazardous Inflight Weather Advisory Service

HIWAS

Hazardous Infligh

HOR

Horizontal

HOR

Horizontal

HP

Horse Power

HP

Horse Power

HP

High Pressure

HP

High Pressure

hPa

Hectopascal

hPa

Hectopascal

HPC

High Pressure Compressor

HPC

High Pressure Co

HPRV

High Pressure Relief Valve

HPRV

High Pressure Re

HPT

High Pressure Turbine

HPT

High Pressure Tu

HSDB

High Speed Data Bus

HSDB

High Speed Data

HSI

Horizontal Situation Indicator

HSI

Horizontal Situatio

HTML

HyperText Markup Language

HTML

HyperText Markup

HUD

Head up Display

HUD

Head up Display

HV

High Voltage

HV

High Voltage

HYD

Hydraulic

HYD

Hydraulic

Hz

Hertz

Hz

Hertz

I/O

Input/Output

I/O

Input/Output

IAF

Initial Approach Fix

IAF

Initial Approach F

IAS

Indicated Airspeed

IAS

Indicated Airspee

IASP

Integrated Air Data and Stall Protection Probe

IASP

Integrated Air Dat

ICAO

International Civil Aviation Organization

ICAO

International Civil

ICS

Intercommunication System

ICS

Intercommunicatio

ICU

Interphone Control Unit

ICU

Interphone Contro

ICU

Inverter Control Unit

ICU

Inverter Control U

ID

Internal Diameter

ID

Internal Diameter

ID

Identification

ID

Identification

IDM

Installation Design Manual

IDM

Installation Design

IEEE

Institute of Electrical and Electronics Engineers, Inc.

IEEE

Institute of Electric

IESI

Integrated Electronic Standby Instrument

IESI

Integrated Electro

IFE

In Flight Entertainment

IFE

In Flight Entertain

2-22 April 2009

I


2-22 April 2009

Developed for Train

Overview

J

IFR

Instrument Flight Rules

IFR

Instrument Fl

IFT

In-Flight Test

IFT

In-Flight Test

ILS

Instrument Landing System

ILS

Instrument La

in.

Inch

in.

Inch

in²

Square Inch

in²

Square Inch

in³

Cubic Inch

in³

Cubic Inch

INBD

Inboard

INBD

Inboard

inHg

Inch of Mercury

inHg

Inch of Mercu

INOP

Inoperative

INOP

Inoperative

INPH

Interphone

INPH

Interphone

IOI

Imminent Obstacle Impact

IOI

Imminent Ob

IOM

Input/Output Module

IOM

Input/Output

IPB

Illustrated Parts Breakdown

IPB

Illustrated Pa

IPL

Initial Provisioning List

IPL

Initial Provisio

IPL

Illustrated Parts List

IPL

Illustrated Pa

IPS

Inch per Second

IPS

Inch per Seco

ISA

International Standard Atmosphere

ISA

International

ISPS

In-Seat Power Supply

ISPS

In-Seat Powe

ITEM

Illustrated Tool and Equipment Manual

ITEM

Illustrated Too

ITI

Imminent Terrain Impact

ITI

Imminent Ter

ITT

Interstage Turbine Temperature

ITT

Interstage Tu

J

Joule

J

Joule

JAA

Joint Aviation Authorities

JAA

Joint Aviation

JAR

Joint Aviation Requirements

JAR

Joint Aviation

K K kb

J

Kelvin

K K

Kelvin

Kilobit

kb

kbps

Kilobit per Second

kbps

Kilobit per Se

kBTU/h

Kilo British Thermal Units per Hour

kBTU/h

Kilo British Th

kg

Kilogram

kg

Kilogram

kg/cm²

Kilogram per Square Centimeter

kg/cm²

Kilogram per


2-23 April 2009

Kilobit


T R A I N I N G

L

S E R V I C E S

T R A I N I N G

S E R V I C E S

kg/cm³

Kilogram per Cubic Centimeter

kg/cm³

Kilogram per Cub

kg/l

Kilogram per Liter

kg/l

Kilogram per Liter

kg/m²

Kilogram per Square Meter

kg/m²

Kilogram per Squ

kgf

Kilogram Force

kgf

Kilogram Force

kgf.cm

Kilogram Force Centimeter

kgf.cm

Kilogram Force C

kHz

Kilohertz

kHz

Kilohertz

km

Kilometer

km

Kilometer

km/h

Kilometer per Hour

km/h

Kilometer per Hou

kN

Kilonewton

kN

Kilonewton

kn

Knot

kn

Knot

kPa

Kilopascal

kPa

Kilopascal

kts

Knots

kts

Knots

kV

Kilovolt

kV

Kilovolt

kVA

Kilovolt-Ampere

kVA

Kilovolt-Ampere

kW

Kilowatt

kW

Kilowatt

K?

Kilohm

K?

Kilohm

l

Liter

l

Liter

L/E

Leading Edge

L/E

Leading Edge

l/min

Liter per Minute

l/min

Liter per Minute

LAT

Latitude

LAT

Latitude

lb

Pound

lb

Pound

lb.ft

Pound Foot

lb.ft

Pound Foot

lb.in

Pound Inch

lb.in

Pound Inch

lb/ft²

Pound per Square Foot

lb/ft²

Pound per Square

lb/ft³

Pound per Cubic Foot

lb/ft³

Pound per Cubic

lb/gal

Pound per Gallon

lb/gal

Pound per Gallon

lb/in³

Pound per Cubic Inch

lb/in³

Pound per Cubic

lb/min

Pound per Minute

lb/min

Pound per Minute

lbf

Pound Force

lbf

Pound Force

LCD

Liquid Crystal Display

LCD

Liquid Crystal Dis

LED

Light-Emitting Diode

LED

Light-Emitting Dio

2-24 April 2009

Developed for Train

2-24 April 2009

L


Overview LEL

Lower Explosive Limit

LEL

Lower Explos

LEL

Lower Explosive Limit Lower Explosive Limit

LEL

Lower Explos

LEO

Low-Earth Orbiting

LEO

Low-Earth Or

LEOSAR

Low-Earth Orbiting Search and Rescue

LEOSAR

Low-Earth Or

LEP

List of Effective Pages

LEP

List of Effecti

LG

Landing Gear

LG

Landing Gea

LGCL

Landing Gear Control Lever

LGCL

Landing Gea

LH

Left-Hand

LH

Left-Hand

LIFR

Low Instrument Flight Rules

LIFR

Low Instrume

lm/ft²

Lumen per Square-Foot

lm/ft²

Lumen per S

lm/m²

Lumen per Square Meter

lm/m²

Lumen per S

LMU

Lighting Monitoring Unit

LMU

Lighting Mon

LNAV

Lateral Navigation

LNAV

Lateral Navig

LOC

Localizer

LOC

Localizer

LOGO

Logotype

LOGO

Logotype

LON

Longitude

LON

Longitude

LP

Low Pressure

LP

Low Pressure

LPDU

Left Power Distribution Unit

LPDU

Left Power D

LPT

Low Pressure Turbine

LPT

Low Pressure

LPV

Localizer Performance with Vertical Guidance

LPV

Localizer Per

LRU

Line Replaceable Unit

LRU

Line Replace

LSB

Least Significant Bit

LSB

Least Signific

LU

Lubrication

LU

Lubrication

LUIS

Laser Ultrasonic Inspection System

LUIS

Laser Ultraso

LUT

Local User Terminal

LUT

Local User Te

LV

Low Voltage

LV

Low Voltage

LVDT

Linear Variable Differential Transformer

LVDT

Linear Variab

M M

Mach

M M

Mach

m

Meter

m

Meter

m/s

Meter per Second

m/s

Meter per Se

m/sec²

Meter per Square Second

m/sec²

Meter per Sq


2-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

M_{MO

Maximum Mach Operation

M_{MO

Maximum Mach O

m²

Square Meter

m²

Square Meter

m³

Cubic Meter

m³

Cubic Meter

mA

Milliampere

mA

Milliampere

MAINT

Maintenance

MAINT

Maintenance

MAPR

Missed Approach

MAPR

Missed Approach

MAX

Maximum

MAX

Maximum

MB

Megabyte

MB

Megabyte

Mb

Megabits

Mb

Megabits

MB

Marker Beacon

MB

Marker Beacon

mbar

Milibar

mbar

Milibar

Mbps

Megabits per second

Mbps

Megabits per seco

MCC

Mission Control Center

MCC

Mission Control C

MDV

Manifold Drain Valve

MDV

Manifold Drain Va

ME

Maintenance and Engineering

ME

Maintenance and

METAR

Meteorological Aviation Reports

METAR

Meteorological Av

MFD

Multi-Function Display

MFD

Multi-Function Dis

MFG

Manufacturing

MFG

Manufacturing

mg

Milligram

mg

Milligram

mg/l

Milligram per Liter

mg/l

Milligram per Liter

MH

Manhours

MH

Manhours

MHz

Megahertz

MHz

Megahertz

mi

Mile

mi

Mile

MIC

Microphone

MIC

Microphone

MIL

Military

MIL

Military

MIN

Minimum

MIN

Minimum

min

Minute

min

Minute

MKR

Marker

MKR

Marker

ml

Milliliter

ml

Milliliter

MLG

Main Landing Gear

MLG

Main Landing Gea

MM

Maintenance Manual

MM

Maintenance Man

2-26 April 2009


2-26 April 2009

Developed for Train

Overview mm

Millimeter

mm

Millimeter

mm²

Square Millimeter

mm²

Square Millim

mm³

Cubic Millimeter

mm³

Cubic Millime

MMEL

Master Minimum Equipment List

MMEL

Master Minim

mmHg

Millimeter of Mercury

mmHg

Millimeter of M

MMO

Mach Maximum Operating

MMO

Mach Maximu

MN

Mach Number

MN

Mach Numbe

MO

Month

MO

Month

MOP

Main Oil Pressure

MOP

Main Oil Pres

MOPT

Main Oil Pressure and Temperature

MOPT

Main Oil Pres

MOT

Main Oil Temperature

MOT

Main Oil Tem

MOV

Motor-Operated-Valve

MOV

Motor-Operat

MPa

Megapascal

MPa

Megapascal

MPEL

Maximum Permissible Exposure Level

MPEL

Maximum Pe

MPH

Maintenance per Hour

MPH

Maintenance

mph

Mile per Hour

mph

Mile per Hour

MRB

Maintenance Review Board

MRB

Maintenance

ms

Millisecond

ms

Millisecond

MSB

Most Significant Bit

MSB

Most Significa

MSL

Mean Sea Level

MSL

Mean Sea Le

MTL

Minimum Threshold Level

MTL

Minimum Thr

MTOSS

Maintenance Task Oriented Support System

MTOSS

Maintenance

mV

Millivolt

mV

Millivolt

MV

Metering Valve

MV

Metering Valv

MVFR

Minimum Visual Flight Rules

MVFR

Minimum Vis

MW

Mega Watt

MW

Mega Watt

mW

Milliwatt

mW

Milliwatt

MWF

Monitor Warning Function

MWF

Monitor Warn

M?

Megohm

M?

Megohm

m?

Milliohm

m?

Milliohm

N N

Newton


N N

2-27 April 2009

Newton


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

N.m

Newton Meter

N.m

Newton Meter

N/A

Not Applicable

N/A

Not Applicable

N1

Fan Rotor Speed

N1

Fan Rotor Speed

N2

Core Rotor Speed

N2

Core Rotor Speed

NA

Not Available

NA

Not Available

NACA

National Advisory Committee for Aeronautics

NACA

National Advisory

NAI

Nacelle Anti-Ice

NAI

Nacelle Anti-Ice

NAV

Navigation

NAV

Navigation

NAVAID

Navigational Aid

NAVAID

Navigational Aid

NCR

Negative Climb Rate after Takeoff Alert

NCR

Negative Climb R

NDB

Non-Directional Beacon

NDB

Non-Directional B

NDT

Nondestructive Testing Manual

NDT

Nondestructive Te

NEXRAD

Next-generation Radar

NEXRAD

Next-generation R

nF

Nano Farad

nF

Nano Farad

NFF

No Fault Found

NFF

No Fault Found

NLG

Nose Landing Gear

NLG

Nose Landing Ge

nmi

Nautical Mile

nmi

Nautical Mile

NPRV

Negative Pressure Relief Valve

NPRV

Negative Pressure

NRST

Nearest

NRST

Nearest

nS

Nano Siemens

nS

Nano Siemens

NTO

No Technical Objection

NTO

No Technical Obje

O OAT

Outside Air Tempe

O OAT

Outside Air Temperature

OBS

Omni Bearing Selector

OBS

Omni Bearing Sel

OC

On Condition

OC

On Condition

OC

Overcondition

OC

Overcondition

OC

Overcurrent

OC

Overcurrent

OCN

Oceanic

OCN

Oceanic

OD

Outside Diameter

OD

Outside Diameter

ODS

Overheat Detection System

ODS

Overheat Detectio

OEI

One Engine Inoperative

OEI

One Engine Inope

OEM

Original Equipment Manufacturer

OEM

Original Equipmen

2-28 April 2009

Developed for Train

2-28 April 2009


Overview

P

OFV

Outflow Valve

OFV

Outflow Valve

OH

Overhaul

OH

Overhaul

OM

Manual of the Owner

OM

Manual of the

OOOI

Out, Off, On and In

OOOI

Out, Off, On a

OP

Option

OP

Option

Op.

Operation

Op.

Operation

opt.

Optional

opt.

Optional

OS

Overspeed

OS

Overspeed

OS

Oversize

OS

Oversize

OUTBD

Outboard

OUTBD

Outboard

OV

Overvoltage

OV

Overvoltage

OVBD

Overboard

OVBD

Overboard

OVHT

Overheat

OVHT

Overheat

OVLD

Overload

OVLD

Overload

OVRD

Override

OVRD

Override

oz

Ounce

oz

Ounce

oz/in³

Ounce per Cubic Inch

oz/in³

Ounce per Cu

P/N

Part Number

PA

Passenger Address

PA

Passenger A

Pa

Pascal

Pa

Pascal

PAA

Passenger Address Amplifier

PAA

Passenger A

PACIC

Passenger Address and Cabin Interphone Controller

PACIC

Passenger A

PACIS

Passenger Address and Cabin Interphone System

PACIS

Passenger A

PAST

Pilot Activated Self Test

PAST

Pilot Activate

PAV

Pressure Adjusting Valve

PAV

Pressure Adj

PAX

Passenger

PAX

Passenger

PBE

Protective Breathing Equipment

PBE

Protective Br

PBIT

Power-up Built-In Test

PBIT

Power-up Bu

PC

Personal Computer

PC

Personal Com

PCU

Passenger Control Unit

PCU

Passenger C

PDA

Premature Descent Alert

PDA

Premature De


P P/N

2-29 April 2009

Part Number


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

PDU

Power Distribuition Unit

PDU

Power Distribuitio

PED

Portable Equipment Devices

PED

Portable Equipme

PEL

Permissible Exposure Level

PEL

Permissible Expo

Perf

Performance

Perf

Performance

PFD

Primary Flight Display

PFD

Primary Flight Dis

PIL

Parts Information Letter

PIL

Parts Information

PIT

Pitch

PIT

Pitch

PM

Proportional Module

PM

Proportional Modu

PMA

Permanent Magnet Alternator

PMA

Permanent Magne

POH

Pilot Operating Handbook

POH

Pilot Operating Ha

ppm

Parts per Million

ppm

Parts per Million

PPT

Pedal Position Transducer

PPT

Pedal Position Tra

PRA

Prerecorded Announcement

PRA

Prerecorded Anno

PRF

Pulse Repetition Frequency

PRF

Pulse Repetition F

PRI

Primary

PRI

Primary

PROC

Processor

PROC

Processor

PRSOV

Pressure Regulating and Shutoff Valve

PRSOV

Pressure Regulat

PRV

Pressure Regulating Valve

PRV

Pressure Regulat

PRV

Pressure Relief Valve

PRV

Pressure Relief V

PS

Pressure Switch

PS

Pressure Switch

PS

Proximity Switch

PS

Proximity Switch

psi

Pounds per Square Inch

psi

Pounds per Squa

psia

Pound per Square Inch Absolute

psia

Pound per Square

psid

Pound per Square Inch Differential

psid

Pound per Square

psig

Pound per Square Inch Gauge

psig

Pound per Square

PSU

Passenger Service Unit

PSU

Passenger Servic

Pt

Total Pressure

Pt

Total Pressure

PT

Pressure Transducer

PT

Pressure Transdu

PTT

Push-to-Talk

PTT

Push-to-Talk

PTU

Power Transfer Unit

PTU

Power Transfer U

PVC

Polyvinyl Chloride

PVC

Polyvinyl Chloride

PWM

Pulse Width Modulation

PWM

Pulse Width Modu

2-30 April 2009


2-30 April 2009

Developed for Train

Overview PWR Q QAD

Power

PWR

Quick Attach / Detach

Q QAD

Power Quick Attach

QC

Quality Control

QC

Quality Contr

QC

Quick Change

QC

Quick Chang

QD

Quick Disconnect

QD

Quick Discon

QEC

Quick Engine Change

QEC

Quick Engine

QRH

Quick Reference Handbook

QRH

Quick Refere

QSC

Quiet Start Contactor

QSC

Quiet Start C

qt

Quart Gallon

qt

Quart Gallon

R RAD ALT

Radar Altimeter

R RAD ALT

Radar Altime

RAIM

Receiver Autonomous Integrity Monitoring

RAIM

Receiver Aut

RAT

Ram air Temperature

RAT

Ram air Temp

RAV

Ram Air Valve

RAV

Ram Air Valv

RBHA

Requisitos Brasileiros de Homologação Aeronáutica

RBHA

Requisitos Br

RCC

Rescue Coordination Center

RCC

Rescue Coor

RET

Retract

RET

Retract

REV

Revision

REV

Revision

RF

Radio Frequency

RF

Radio Freque

RH

Right-Hand

RH

Right-Hand

RI

Recorder Interface

RI

Recorder Inte

RIB

Remote Image Bus

RIB

Remote Imag

RLY

Relay

RLY

Relay

RMS

Root Mean Square

RMS

Root Mean S

RNP

Required Navigation Performance

RNP

Required Nav

ROC

Reduced Required Obstacle Clearance

ROC

Reduced Req

ROSE

Read-Out Support Equipment

ROSE

Read-Out Su

RPDU

Right Power Distribution Unit

RPDU

Right Power

RPM

Rotations per Minute

RPM

Rotations per

RR

Remove and Replace

RR

Remove and

RS

Restoration

RS

Restoration


2-31 April 2009


T R A I N I N G

S

S E R V I C E S

T R A I N I N G

S E R V I C E S

RTA

Receiver/Transmitter Antenna

RTA

Receiver/Transmi

RTB

Resistive Type Bulb

RTB

Resistive Type Bu

RTC

Reduced Required Terrain Clearance

RTC

Reduced Require

RTD

Resistance Temperature Detector

RTD

Resistance Tempe

RTN

Return

RTN

Return

RTO

Rejected Takeoff

RTO

Rejected Takeoff

RTOK

Re-Test OK

RTOK

Re-Test OK

RTS

Recirculating Toilet System

RTS

Recirculating Toile

RTS

Return To Service

RTS

Return To Service

RTS/NS

RETURN TO SEAT/NO SMOKING

RTS/NS

RETURN TO SEA

RTV

Room Temperature Vulcanizing

RTV

Room Temperatur

RVDT

Rotary Variable Differential Transducer

RVDT

Rotary Variable D

RVI

Remote Visual Inspection

RVI

Remote Visual Ins

RVSM

Reduced Vertical Separation Minimum

RVSM

Reduced Vertical

RX

Receive

RX

Receive

s

Second

S/N

Serialized Number

S/N

Serialized Numbe

SAR

Search and Rescue

SAR

Search and Rescu

SARSAT

Search and Rescue Satellite Aided Tracking

SARSAT

Search and Rescu

SAT

Static Air Temperature

SAT

Static Air Tempera

SATCOM

Satellite Communications

SATCOM

Satellite Commun

SB

Service Bulletin

SB

Service Bulletin

SBAS

Satellite Based Augmentation System

SBAS

Satellite Based Au

SBC

Shed Bus Contactor

SBC

Shed Bus Contac

SC

Start Contactor

SC

Start Contactor

SD

Secure Digital

SD

Secure Digital

SDS

System Description Section

SDS

System Descriptio

SDU

Satellite Data Unit

SDU

Satellite Data Uni

SEL

Selector

SEL

Selector

SELCAL

Selective Call

SELCAL

Selective Call

2-32 April 2009

S s


2-32 April 2009

Second

Developed for Train

Overview SERPE-IESM

Sociéte d'études et de Réalisation de Protection Electronique - Informatique Électronique Sécurité Marine

SERPE-IESM

Sociéte d'étu Electronique Marine

SHT

Sheet

SHT

Sheet

SI

International System of Units

SI

International

SID

Standard Instrument Departure

SID

Standard Inst

SIGMET

Significant Meteorological Information

SIGMET

Significant M

SIL

Service Information Letter

SIL

Service Inform

SKS

Skip

SKS

Skip

SLRB

Spring Loaded Rudder Booster

SLRB

Spring Loade

SLS

Side-Lobe Suppression

SLS

Side-Lobe Su

SLVD

Sleeved

SLVD

Sleeved

SM

Standard Manual

SM

Standard Man

SMM

Serial Memory Module

SMM

Serial Memor

SOI

Silicon on Insulator

SOI

Silicon on Ins

SOV

Shutoff Valve

SOV

Shutoff Valve

SP

Space Provisioning

SP

Space Provis

SP

Splice

SP

Splice

SPD

Speed

SPD

Speed

SPI

Special Position Identification

SPI

Special Posit

SPKR

Speaker

SPKR

Speaker

SPLR

Spoiler

SPLR

Spoiler

SQ

Squelch

SQ

Squelch

SRM

Structural Repair Manual

SRM

Structural Re

SRU

Shop Replaceable Unit

SRU

Shop Replac

SSB

Single Sideband

SSB

Single Sideba

SSEC

Static Source Error Correction

SSEC

Static Source

ST

Safety

ST

Safety

ST

Start-Up Test

ST

Start-Up Test

STA

Station

STA

Station

STAB

Stabilizer

STAB

Stabilizer

STAR

Standard Instrument Arrivals

STAR

Standard Inst


2-33 April 2009


T R A I N I N G

T

S E R V I C E S

T R A I N I N G

S E R V I C E S

STBY

Standby

STBY

Standby

STBYC

Standby Contactor

STBYC

Standby Contacto

STC

Special Type Certification

STC

Special Type Cert

STD

Standard

STD

Standard

STG

Storage

STG

Storage

STGR

Stringer

STGR

Stringer

SV

Servicing

SV

Servicing

SW

Switch

SW

Switch

SWG

Standard Wire Gauge

SWG

Standard Wire Ga

SWPM

Standard Wiring Practices Manual

SWPM

Standard Wiring P

SWR

Standing Wave Ratio

SWR

Standing Wave R

SYS

System

SYS

System

T/M

Torquemotor

T/M

Torquemotor

T/N

Tail Number

T/N

Tail Number

T1

Inlet Total Temperature

T1

Inlet Total Temper

TA

Traffic Advisories

TA

Traffic Advisories

TAC

Trim Actuator Controller

TAC

Trim Actuator Con

TAF

Terminal Aerodrome Forecasts

TAF

Terminal Aerodrom

TAS

True Airspeed

TAS

True Airspeed

TAS

Trim Actuation System

TAS

Trim Actuation Sy

TAT

Total Air Temperature

TAT

Total Air Tempera

TAWS

Terrain Awareness and Warning System

TAWS

Terrain Awarenes

TBA

To Be Advised

TBA

To Be Advised

TBD

To Be Defined/Determined

TBD

To Be Defined/De

TBO

Time Between Overhaul

TBO

Time Between Ov

TC

Type Certificate

TC

Type Certificate

TCAS

Traffic Alert and Collision Avoidance System

TCAS

Traffic Alert and C

TCPS

Temperature Compensated Pressure Switch

TCPS

Temperature Com

TCQ

Thrust Control Quadrant

TCQ

Thrust Control Qu

TCS

Touch Control Steering

TCS

Touch Control Ste

TCS

Temperature Control System

TCS

Temperature Con

2-34 April 2009

T


2-34 April 2009

Developed for Train

Overview TD

Technical Description

TD

Technical De

TEC

Turbine Exhaust Case

TEC

Turbine Exha

TEMP

Temperature

TEMP

Temperature

TERM

Terminal

TERM

Terminal

TFR

Temporary Flight Restrictions

TFR

Temporary Fl

TLA

Thrust Lever Angle

TLA

Thrust Lever

TMV

Temperature Modulating Valve

TMV

Temperature

TO

Takeoff

TO

Takeoff

TOC

Table of Contents

TOC

Table of Cont

TOD

Top of Descent

TOD

Top of Desce

TOGA

Take off / Go Around

TOGA

Take off / Go

TS

Technical Specification

TS

Technical Spe

TS

Temperature Sensor

TS

Temperature

TSO

Technical Standard Order

TSO

Technical Sta

TSS

Temperature Switch

TSS

Temperature

TTFF

Time To First Fix

TTFF

Time To First

TVP

True Vapor Pressure

TVP

True Vapor P

TX

Transmit

TX

Transmit

U UAT

V

Universal Access Transceiver

U UAT

Universal Acc

UHF

Ultra High Frequency

UHF

Ultra High Fre

ULB

Underwater Locator Beacon

ULB

Underwater L

UTC

Universal Time Coordinated

UTC

Universal Tim

UUT

Unit Under Test

UUT

Unit Under Te

UV

Ultraviolet

UV

Ultraviolet

V

Volt

V AC

Volt Alternating Current

V AC

Volt Alternatin

V DC

Volt Direct Current

V DC

Volt Direct Cu

V_{FE

Maximum Flaps Extended Speed

V_{FE

Maximum Fla


V V

2-35 April 2009

Volt


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

V_{MO

Maximum Operating Speed

V_{MO

Maximum Operati

VA

Volt Ampere

VA

Volt Ampere

VACC

Vacuum

VACC

Vacuum

VALT

Vertical Altitude

VALT

Vertical Altitude

VAPP

VOR Approach

VAPP

VOR Approach

VASEL

Vertical Altitude Select

VASEL

Vertical Altitude S

VAT

Value Added Tax

VAT

Value Added Tax

VbPCI

Virtual Backplane Peripheral Component Interface

VbPCI

Virtual Backplane

VCO

Voltage Controlled Oscillator

VCO

Voltage Controlled

VCS

Vapor Cycle System

VCS

Vapor Cycle Syste

VE

Vertical Empennage

VE

Vertical Empenna

VERT

Vertical

VERT

Vertical

VFOM

Vertical Figure of Merit

VFOM

Vertical Figure of

VFR

Visual Flight Rules

VFR

Visual Flight Rule

VG

Variable Geometry

VG

Variable Geometr

VGS

Variable Geometry System

VGS

Variable Geometr

VHF

Very High Frequency

VHF

Very High Freque

VI

Visual Inspection

VI

Visual Inspection

VMO

Velocity Maximum Operating

VMO

Velocity Maximum

VNAV

Vertical Navigation

VNAV

Vertical Navigatio

VOR

VHF Omnidirectional Range

VOR

VHF Omnidirectio

VOR/LOC

VOR Localizer

VOR/LOC

VOR Localizer

VORTAC

VOR and UHF Tactical Air Navigation

VORTAC

VOR and UHF Ta

VPATH

Vertical Path

VPATH

Vertical Path

VRLA

Valve-Regulated Lead-Acid

VRLA

Valve-Regulated L

VS

Vertical Speed

VS

Vertical Speed

VSWR

Voltage Standing Wave Ratio

VSWR

Voltage Standing

W W

Watt

W W

Watt

W.L.

Water Line

W.L.

Water Line

WAAS

Wide Area Augmentation System

WAAS

Wide Area Augme

2-36 April 2009


2-36 April 2009

Developed for Train

Overview

X

Y

Z

WATCH

Weather Attenuated Color Highlight

WATCH

Weather Atte

Wb

Weber

Wb

Weber

WHCU

Windshield Heating Control Unit

WHCU

Windshield H

WM

Wiring Manual

WM

Wiring Manua

WOW

Weight-on-Wheels

WOW

Weight-on-W

WPT

Waypoint

WPT

Waypoint

WRN

Warning

WRN

Warning

WSP

Water Service Panel

WSP

Water Servic

WST

Wheel Speed Transducer

WST

Wheel Speed

WWSC

Water and Waste System Controller

WWSC

Water and W

WX

Weather Radar

WX

Weather Rad

XFER

Transfer

XMTR

Transmitter

XMTR

Transmitter

XPDR

Transponder

XPDR

Transponder

X XFER

Y yd

Transfer

yd

Yard

YD

Yaw Damper

YD

Yaw Damper

YR

Year

YR

Year

Z

Yard

ZC

Cabin Altitude

ZC

Cabin Altitude

ZCOT

Scheduled Cabin Altitude

ZCOT

Scheduled C

ZFW

Zero Fuel Weight

ZFW

Zero Fuel We

Symbols

Symbols

μA

Microampere

μA

Microampere

μF

Micro Farad

μF

Micro Farad

μm

micrometer

μm

micrometer

μV

Microvolt

μV

Microvolt

μΩ

Microhm

μΩ

Microhm

Ω

Ohm

Ω

Ohm


2-37 April 2009


T R A I N I N G

2-38 April 2009

S E R V I C E S

T R A I N I N G


2-38 April 2009

S E R V I C E S

Developed for Train

Preflight Inspection



External Inspection

External Inspection

Note: Prior to starting the external inspection, apply the Emergency /

Note: Prior to starting the extern

Parking Brake.

Parking Brake.

Note: Items marked with an asterisk “ * “ need to be done at least before

Note: Items marked with an asteri

the first flight of the day.

the first flight of the day.

External Lights ..................................................................................... CHECK 

Turn the lights and batteries OFF immediately after check to avoid batteries discharge.

Recommended Walk-Around Sequence:

External Lights .................................. 

Turn the lights and batteries OFF ies discharge.

Recommended Walk-Ar

B

B

C A J

K

A

D

E

L

F

J

G

I


L

I

H

Phenom 100

K

H

3-1 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

A. Left Forward Fuselage

A. Left Forward Fuselage

1.

1.

AOA Vane .......................................................................... CHECK FREE

3-2 April 2009


AOA Vane .........................................

3-2 April 2009

Developed for Train

Preflight Inspection 2.

Pitot Tube and Static Port ...................CONDITION, NO OBSTRUCTION


3-3 April 2009

2.

Pitot Tube and Static Port ..........


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

A. Left Forward Fuselage (continued)

A. Left Forward Fuselage (continue

3.

3.

Oxygen Discharge Indicator...............................GREEN DISC IN PLACE

3-4 April 2009


Oxygen Discharge Indicator..............

3-4 April 2009

Developed for Train


Antennas .............................................................................. CONDITION


3-5 April 2009

4.

Antennas ...................................


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

A. Left Forward Fuselage (continued)

A. Left Forward Fuselage (continue

5.

5.

Red Beacon Light ................................................................. CONDITION

3-6 April 2009


Red Beacon Light .............................

3-6 April 2009

Developed for Train

Preflight Inspection B. Nose Gear Area

B. Nose Gear Area

1.

NLG Doors, Wheel and Tire ................................................. CONDITION

1.

NLG Doors, Wheel and Tire ......

2.

NLG Torque Link......................................CONNECTED AND SECURED

2.

NLG Torque Link........................


3-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

B. Nose Gear Area (continued)

B. Nose Gear Area (continued)

3.

NLG Locking Pin ..................................................................... REMOVED

3.

NLG Locking Pin ...............................

4.

Fwd Baggage Compartment Door ..............................................LOCKED

4.

Fwd Baggage Compartment Door ....

3-8 April 2009


3-8 April 2009

Developed for Train


Radome ................................................................................ CONDITION


3-9 April 2009

5.

Radome .....................................


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

C. Right Forward Fuselage

C. Right Forward Fuselage

1.

Air Inlet......................................................................NO OBSTRUCTION

1.

Air Inlet..............................................

2.

Access Door ............................................................................SECURED

2.

Access Door .....................................

3-10 April 2009


3-10 April 2009

Developed for Train


Pitot Tube and Static Port / AOA Vane ................... NO OBSTRUCTION /

3.

Pitot Tube and Static Port / AOA

FREEDOM OF MOVENMENT


3-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

C. Right Forward Fuselage (continued)

C. Right Forward Fuselage (contin

4.

4.

Landing/Taxi Lights ............................................................... CONDITION

3-12 April 2009


Landing/Taxi Lights ...........................

3-12 April 2009

Developed for Train

Preflight Inspection D. Right Fuselage

D. Right Fuselage

1.

Fuselage Air Inlet ..................................................... NO OBSTRUCTION

1.

Fuselage Air Inlet ......................

2.

Overwing Emergency Exit .............................................FLUSH/SECURE

2.

Overwing Emergency Exit .........


3-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

D. Right Fuselage (continued)


3.

Engine Fan ........................................................................... CONDITION

3.

Engine Fan .......................................

4.

Engine Air Inlet .........................................................NO OBSTRUCTION

4.

Engine Air Inlet .................................

3-14 April 2009


3-14 April 2009

Developed for Train


Starter / Generator Air Inlet............................................................CLEAR

5.

Starter / Generator Air Inlet........

6.

* Fuel Drains ..................... DRAIN AND CHECK FOR CONTAMINATION

6.

* Fuel Drains ..................... DRAI

7.

Fuel Drains and Dump Valves .................................................NO LEAKS

7.

Fuel Drains and Dump Valves ...


3-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



7.

7.

Right Wing De-ice Boot......................................................... CONDITION

3-16 April 2009


Right Wing De-ice Boot.....................

3-16 April 2009

Developed for Train

Preflight Inspection E. Right Main Gear

E. Right Main Gear

1.

MLG Door, Wheel, Brake and Tire........................................ CONDITION

1.

MLG Door, Wheel, Brake and Ti

2.

MLG Locking Pin .................................................................... REMOVED

2.

MLG Locking Pin .......................


3-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

F. Right Wing

F. Right Wing

1.

Fuel Cap ............................................................ CLOSED AND LOCKED

1.

Fuel Cap ...........................................

2.

Fuel Tank Air Inlet .....................................................NO OBSTRUCTION

2.

Fuel Tank Air Inlet .............................

3-18 April 2009


3-18 April 2009

Developed for Train


Navigation/Stroble Lights ...................................................... CONDITION

3.

Navigation/Stroble Lights ...........

4.

Right Aileron ...................................................................... CHECK FREE

4.

Right Aileron ..............................


3-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

F. Right Wing (continued)

F. Right Wing (continued)

5.

Static Dischargers (x3)................................. NUMBER AND CONDITION

5.

Static Dischargers (x3)......................

6.

Right Flap ............................................................................. CONDITION

6.

Right Flap .........................................

7.

Right Spoiler (if applicable) ...................................................CONDITION

7.

Right Spoiler (if applicable) ..............

3-20 January 2011 Rev. 2



Developed for Tr

Preflight Inspection G. Right Aft Fuselage and Engine

G. Right Aft Fuselage and Engi

1.

Battery Access Door ................................................................ SECURED

1.

Battery Access Door ..................

2.

Cowlings ................................................................................... LATCHED

2.

Cowlings ....................................


3-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

G. Right Aft Fuselage and Engine (continued)

G. Right Aft Fuselage and Engine (

3.

Exhaust ......................................................................................... CLEAR

3.

Exhaust .............................................

4.

Drain Mast ............................................................................ CONDITION

4.

Drain Mast ........................................

3-22 April 2009


3-22 April 2009

Developed for Train


Oil Level........................................................................................ CHECK

5.

Oil Level.....................................

6.

Oil Filter Impending Pybass Indicator (Red Pop-up) .... NOT EXTENDED

6.

Oil Filter Impending Pybass Indi


3-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

G. Right Aft Fuselage and Engine (continued)

G. Right Aft Fuselage and Engine (

7.

Heat Exchanger Air Exhaust......................................................... CLEAR

7.

Heat Exchanger Air Exhaust.............

8.

Pylon ..................................................................................... CONDITION

8.

Pylon .................................................

3-24 April 2009


3-24 April 2009

Developed for Train

Preflight Inspection H. Tail

H. Tail

1.

Vertical Stabilizer .................................................................. CONDITION

1.

Vertical Stabilizer .......................

2.

Rudder .................................................................................. CONDITION

2.

Rudder .......................................

3.

Yaw Trim Tab ........................................................................ CONDITION

3.

Yaw Trim Tab .............................


3-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

H. Tail (continued)

H. Tail (continued)

4.

Horizontal Stabilizer .............................................................. CONDITION

4.

Horizontal Stabilizer ..........................

5.

Horizontal Stabilizer De-ice Boot .......................................... CONDITION

5.

Horizontal Stabilizer De-ice Boot ......

3-26 April 2009


3-26 April 2009

Developed for Train


Elevator / Pitch Trim Tab....................................................... CONDITION

6.

Elevator / Pitch Trim Tab............

7.

Pitch Trim Tab....................................................................... CONDITION

7.

Pitch Trim Tab............................


3-27 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

H. Tail (continued)

H. Tail (continued)

8.


8.


9.

Antennas............................................................................... CONDITION

9.

Antennas...........................................

3-28 April 2009


3-28 April 2009

Developed for Train

Preflight Inspection 10. Ground Cooling Fan / Air Exhaust ............................ NO OBSTRUCTION

10. Ground Cooling Fan / Air Exhau

Phenom 100

Phenom 100


3-29 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

I. Left Aft Fuselage and Engine

I. Left Aft Fuselage and Engine

1.

Aft Baggage Compartment Door................................................ SECURE

1.

Aft Baggage Compartment Door.......

2.

Pylon ..................................................................................... CONDITION

2.

Pylon .................................................

3-30 April 2009


3-30 April 2009

Developed for Train


Cowlings ................................................................................... LATCHED

3.

Cowlings ....................................

4.

Exhaust..........................................................................................CLEAR

4.

Exhaust......................................

5.

Drain Mast ............................................................................ CONDITION

5.

Drain Mast .................................


3-31 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

I. Left Aft Fuselage and Engine (continued0

I. Left Aft Fuselage and Engine (co

6.

Oil Level ........................................................................................CHECK

6.

Oil Level ............................................

7.

Oil Filter Impending Bypass Indicator (Red Pop-up)..... NOT EXTENDED

7.

Oil Filter Impending Bypass Indicator

3-32 April 2009


3-32 April 2009

Developed for Train


DC Power Receptacle .................................................................. CHECK


3-33 April 2009

8.

DC Power Receptacle ...............


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

J. Left WIng

J. Left WIng

1.

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

1.

Left Flap ............................................

2.


2.


3-34 April 2009


3-34 April 2009

Developed for Train


Left Aileron......................................................................... CHECK FREE

3.

Left Aileron.................................

4.

Roll Trim Tab......................................................................... CONDITION

4.

Roll Trim Tab..............................


3-35 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

J. Left WIng (continued)

J. Left WIng (continued)

5.

Navigation / Stroble Lights .................................................... CONDITION

5.

Navigation / Stroble Lights ................

6.

Left Wing De-ice Boot ........................................................... CONDITION

6.

Left Wing De-ice Boot .......................

3-36 April 2009


3-36 April 2009

Developed for Train


Fuel Cap ............................................................ CLOSED AND LOCKED

7.

Fuel Cap ....................................

8.

Fuel Tank Air Inlet ..................................................... NO OBSTRUCTION

8.

Fuel Tank Air Inlet ......................


3-37 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

K. Left Main Landing Gear

K. Left Main Landing Gear

1.

MLG Door, Wheel, Brake and Tire........................................ CONDITION

1.

MLG Door, Wheel, Brake and Tire....

2.

MLG Locking Pin .................................................................... REMOVED

2.

MLG Locking Pin ..............................

3-38 April 2009


3-38 April 2009

Developed for Train

Preflight Inspection L. Left Fuselage

L. Left Fuselage

1.

Landing /Taxi Light................................................................ CONDITION

1.

Landing /Taxi Light.....................

2.

Wing Inspection Light ........................................................... CONDITION

2.

Wing Inspection Light ................


3-39 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

L. Left Fuselage (continued)

L. Left Fuselage (continued)

3.

Fuselage Air Inlet ......................................................NO OBSTRUCTION

3.

Fuselage Air Inlet ..............................

4.

Engine Fan ........................................................................... CONDITION

4.

Engine Fan .......................................

3-40 April 2009


3-40 April 2009

Developed for Train


Engine Air Inlet ......................................................... NO OBSTRUCTION

5.

Engine Air Inlet ..........................

6.

Starter / Generator Air Inlet............................................................CLEAR

6.

Starter / Generator Air Inlet........


3-41 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


3-42 April 2009

Intentionally L


S E R V I C E S

3-42 April 2009

Developed for Train

Expanded Normals

Normal Checklists

Normal Checklists

The normal checklist is a memory aid to assist the pilots so they do not forget actions which, if not carried out, can result in some type of risk to the airplane, to the operational environment, to any of its systems, to its occupants or to the passengers comfort. Specific regulations also ask for items to be included in the checklist. The normal checklist assumes that the pilots previously accomplished all normal procedures. The normal checklist is named and divided according to each specific phase of flight and should follow the normal checklist philosophy. When a disagreement between the response and the checklist answer is found, the checklist should be interrupted until the item is resolved. Upon completion of the checklist the pilot reading it should state: “__________Checklist Complete.”

The normal checklist is a memory aid actions which, if not carried out, can r to the operational environment, to a the passengers comfort. Specific reg in the checklist. The normal checklist assumes that th mal procedures. The normal checklist is named and d of flight and should follow the normal When a disagreement between the found, the checklist should be interru Upon completion of the checklis “__________Checklist Complete.”

Cockpit Philosophy

Cockpit Philosophy

The PHENOM 100 flight deck is designed to:  Provide the necessary means to accomplish the required tasks.  Provide acceptable and reasonable workloads.  Minimize pilot errors and its consequences.  Provide optimized ergonomics aimed at safety, ease of operation, control and comfort requirements. Both pilots can access all essential information and necessary controls for safe flying and landing. Control of the airplane’s systems is done via the main and side panels. Some buttons on the panels have detent protection and must be pulled out to allow the knob rotation. This protection does not allow inadvertent knob rotation. System failures are primarily monitored via CAS message. The synoptics are included as an aid to pilot monitoring systems status. Critical systems give total authority to the pilot by employing intuitive procedures for maximum airplane performance with minimum workload. Cockpit design makes tasks as simple as possible, thus leading to increased control of situation and systems. Automation is used only to improve the task accomplishment, complementing but not substituting the crew.

The PHENOM 100 flight deck is desi  Provide the necessary means to a  Provide acceptable and reasonab  Minimize pilot errors and its conse  Provide optimized ergonomics aim and comfort requirements. Both pilots can access all essential safe flying and landing. Control of the and side panels. Some buttons on the panels have de allow the knob rotation. This prote rotation. System failures are primarily monitor included as an aid to pilot monitoring Critical systems give total authority dures for maximum airplane perform design makes tasks as simple as po of situation and systems. Automation plishment, complementing but not su

Phenom 100

Phenom 100


4-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Dark and Quiet Cockpit The concept used to design and operate the airplane was based on the assumption that while in flight, all systems are normal when:  Lights, main, glareshield and control pedestal panels have no lights on.  No aural warnings are being issued.  The selector knobs are positioned at twelve o’clock. A white striped bar illuminates on any button to indicate that it is not in normal position.

Dark and Quiet Cockpit The concept used to design and opera assumption that while in flight, all system  Lights, main, glareshield and control p  No aural warnings are being issued.  The selector knobs are positioned at tw A white striped bar illuminates on any but position.

4-2 April 2009

4-2 April 2009


Developed for Train

Expanded Normals

Arriving at the Airplane

Arriving at the Airplane

Evaluate if there is room for the taxi-out or push-back maneuver. See if the airplane looks good, level and normal. Look for fluid spots on the ground, unexpected things attached to the airplane, bent or unaligned airframe components, etc. If icing is an issue, examine the airplane external surface to determine the exact nature and extent of the airplane icing. A close inspection of critical areas such as the wing upper surface is recommended since clear ice however critical is not always visible at a distance. Make sure that the airplane has chocks and safety pins as required.

Evaluate if there is room for the tax airplane looks good, level and norm unexpected things attached to the a ponents, etc. If icing is an issue, examine the air exact nature and extent of the airp areas such as the wing upper surfac ever critical is not always visible at has chocks and safety pins as requir

Cockpit / Cabin Safety Inspection

Cockpit / Cabin Safety I

Courtesy Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Courtesy Light . . . . . . . . . . . . . . . . .

Note: The courtesy light check is only required for flights with landings after sunset.

Note: The courtesy light check is after sunset.

Emergency Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED & LOCKED

Emergency Door . . . . . . . . . . . . . . .

Emergency Door Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

Emergency Door Locking Pin . . . . .

Water Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Water Barrier . . . . . . . . . . . . . . . . . .

Note: It must be installed for single pilot operation and if the flight is going to be conducted over water.

Note: It must be installed for single to be conducted over water.

Documents, Manuals and Charts. . . . . . . . . . . . . . . . . . .CHECK ON BOARD

Documents, Manuals and Charts. . .

Check for regulations in countries intended to flight, an approved Airplane Flight Manual, an approved MEL, navigation and approach charts, QRH, runway analyses and driftdown analyses (if applicable).

Check for regulations in countries Flight Manual, an approved MEL runway analyses and driftdown a

Check documents, such as Certificate of Airworthiness, Copy of the Insurance Policy and Airplane weighing document.

Check documents, such as Certif ance Policy and Airplane weighin

Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Maintenance Status . . . . . . . . . . . . .

Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Emergency Equipment. . . . . . . . . . .

Verify Fire Extinguisher, Flashlight, First Aid Kit, and the following optional items, if installed: Protective Breathing Equipment (PBE), Smoke Goggles, Overwater Life Vest and Survival Kit

Verify Fire Extinguisher, Flashligh items, if installed: Protective Bre gles, Overwater Life Vest and Su

Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . PUSH TO RESTORE

Oxygen Bottle Valve Handle . . . . . .

Oxygen Supply Control Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAX AUTO

Oxygen Supply Control Knob. . . . . .

Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100%

Oxygen Masks & Regulators . . . . . .

Phenom 100

Phenom 100


4-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Electrical Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Check GEN 1 & 2 switches and BUS TIE knob in the auto position, set GPU Button as required and check BATT 1 & 2 switches in the OFF position. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Verify all circuit breakers IN on the left and right CB panels.

S E R V I C E S

Electrical Panel . . . . . . . . . . . . . . . . . . . .

Check GEN 1 & 2 switches and BUS GPU Button as required and check B tion. Circuit Breakers. . . . . . . . . . . . . . . . . . . .

Verify all circuit breakers IN on the lef

FUEL PUMP 1 & 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

FUEL PUMP 1 & 2 Switches. . . . . . . . . .

FUEL XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT

FUEL XFR Button . . . . . . . . . . . . . . . . . .

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

ELT Switch . . . . . . . . . . . . . . . . . . . . . . .

PUSHER CUTOUT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT

PUSHER CUTOUT Button . . . . . . . . . . .

HYD PUMP Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

HYD PUMP Knob . . . . . . . . . . . . . . . . . .

Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE

Gust Lock Pin . . . . . . . . . . . . . . . . . . . . .

Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

Rudder Gust Lock . . . . . . . . . . . . . . . . . .

HEATING Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

HEATING Panel . . . . . . . . . . . . . . . . . . .

Check WSHLD 1 & 2 switches in the OFF position and ADS/AOA knob in AUTO position

Check WSHLD 1 & 2 switches in the AUTO position

ICE PROTECTION Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

ICE PROTECTION Panel . . . . . . . . . . . .

Check ENG 1 & 2 Switches, WING STAB and INSP LIGHT Switches in the OFF position

Check ENG 1 & 2 Switches, WING S the OFF position

Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

Landing Gear Lever . . . . . . . . . . . . . . . .

PRESSURIZATION Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

PRESSURIZATION Panel. . . . . . . . . . . .



Check Pressurization mode switch in AUTO position.



Check Pressurization mode switch in



Check Bleed knob in BOTH position.



Check Bleed knob in BOTH position.



Check DUMP button pushed out.



Check DUMP button pushed out.

AIR COND Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

AIR COND Panel . . . . . . . . . . . . . . . . . .

ENGINE FIRE EXTING Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

ENGINE FIRE EXTING Panel. . . . . . . . .



Check both Engines Fire Shutoff buttons pushed out.



Check both Engines Fire Shutoff butt



Set the Engine Fire Extinguisher switch to OFF.



Set the Engine Fire Extinguisher swit

Start/Stop Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP

Start/Stop Knobs . . . . . . . . . . . . . . . . . . .

Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ZERO

Flap Lever . . . . . . . . . . . . . . . . . . . . . . . .

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

Parking Brake . . . . . . . . . . . . . . . . . . . . .

Note: If parking brake pressure is suspected to be low, use wheel chocks to secure the airplane.

Note: If parking brake pressure is susp to secure the airplane.

Seats and Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Seats and Belts . . . . . . . . . . . . . . . . . . . .

4-4 April 2009

4-4 April 2009


Developed for Train

Expanded Normals

External Inspection

External Inspection

Note: Prior to start the external inspection, apply the Emergency/Parking

Note: Prior to start the external in

Brake. Items marked with an asterisk “* “need to be done at least before the first flight of the day.

Brake. Items marked with an asteris first flight of the day.

External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

External Lights . . . . . . . . . . . . . . . . .

Turn batteries on and check external lights without delay.

Turn batteries on and check exte

Turn the lights and buttons OFF immediately after check to avoid batteries discharge.

Turn the lights and buttons OFF im discharge.

Recommended Walk-Around s

TIOO NN

TIOO NN

S

SUU

JEEC CCT TT

Recommended Walk-Around sequence:

P100-EN-001i

AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE

AOA Vane . . . . . . . . . . . . . . . . . . . .

Pitot Tube and Static Port . . . . . . . . . . . . CONDITION / NO OBSTRUCTION

Pitot Tube and Static Port . . . . . . . .

Oxygen Discharge Indicator. . . . . . . . . . . . . . . . . . . GREEN DISC IN PLACE

Oxygen Discharge Indicator. . . . . . .

Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Antennas . . . . . . . . . . . . . . . . . . . . .

Red Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Red Beacon Light . . . . . . . . . . . . . .

NLG Doors, Wheel and Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

NLG Doors, Wheel and Tire. . . . . . .

NLG Torque Link . . . . . . . . . . . . . . . . . . . . . . CONNECTED AND SECURED

NLG Torque Link . . . . . . . . . . . . . . .

NLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

NLG Locking Pin . . . . . . . . . . . . . . .

Fwd Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED

Fwd Baggage Compartment Door . .

Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Radome . . . . . . . . . . . . . . . . . . . . . .

Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Air Inlet. . . . . . . . . . . . . . . . . . . . . . .

Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED

Access Door . . . . . . . . . . . . . . . . . .

Pitot Tubes and Static Pressure Port . . . . . . . . . . . . . . . . NO OBSTRUCTION

Pitot Tubes and Static Pressure Port

Phenom 100

Phenom 100


4-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE

AOA Vane . . . . . . . . . . . . . . . . . . . . . . . .

LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . .

Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Fuselage Air Inlet . . . . . . . . . . . . . . . . . .

Engine Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Engine Fan . . . . . . . . . . . . . . . . . . . . . . .

Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Engine Air Inlet . . . . . . . . . . . . . . . . . . . .

Starter/Generator Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Starter/Generator Air Inlet . . . . . . . . . . . .

* Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN AND CHECK

* Fuel Drains . . . . . . . . . . . . . . . . . . . . . .

FOR CONTAMINATION

Note: Using an inadequate tool to accomplish the fuel drainage may cause damage to the drain valve.

Note: Using an inadequate tool to a

cause damage to the drain valve

Fuel Drains and Dump Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAKS

Fuel Drains and Dump Valves. . . . . . . . .

Right Wing De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Right Wing De-ice Boot. . . . . . . . . . . . . .

MLG Door, Wheels, Brakes and Tires. . . . . . . . . . . . . . . . . . . . . CONDITION

MLG Door, Wheels, Brakes and Tires. . .

MLG Locking Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

MLG Locking Pin. . . . . . . . . . . . . . . . . . .

Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED

Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . .

Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Navigation/Strobe Lights . . . . . . . . . . . . .

Right Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE

Right Aileron . . . . . . . . . . . . . . . . . . . . . .

Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION

Static Dischargers . . . . . . . . . . . . . . . . . .

Right Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Right Flap . . . . . . . . . . . . . . . . . . . . . . . .

Battery Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED

Battery Access Door . . . . . . . . . . . . . . . .

Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED

Cowlings . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Engine Exhausts . . . . . . . . . . . . . . . . . . .

Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Drain Masts . . . . . . . . . . . . . . . . . . . . . . .

Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Oil Level . . . . . . . . . . . . . . . . . . . . . . . . .

Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED

Oil Filter Impending Bypass Indicator . . .

Heat Exchanger Air Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Heat Exchanger Air Exhaust . . . . . . . . . .

Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Vertical Stabilizer. . . . . . . . . . . . . . . . . . .

Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Rudder . . . . . . . . . . . . . . . . . . . . . . . . . .

Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . .

Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Horizontal Stabilizer . . . . . . . . . . . . . . . .

Horizontal Stabilizer De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Horizontal Stabilizer De-ice Boot. . . . . . .

Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Elevator . . . . . . . . . . . . . . . . . . . . . . . . . .

4-6 April 2009

4-6 April 2009


Developed for Train

Expanded Normals Pitch Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Pitch Trim Tab . . . . . . . . . . . . . . . . .

Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION

Static Dischargers . . . . . . . . . . . . . .

Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Antennas . . . . . . . . . . . . . . . . . . . . .

Air Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Air Exhausts. . . . . . . . . . . . . . . . . . .

Aft Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE

Aft Baggage Compartment Door . . .

Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Pylon . . . . . . . . . . . . . . . . . . . . . . . .

Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED

Cowlings . . . . . . . . . . . . . . . . . . . . .

Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Exhausts . . . . . . . . . . . . . . . . . . . . .

Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Drain Masts . . . . . . . . . . . . . . . . . . .

Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Oil Level . . . . . . . . . . . . . . . . . . . . . .

Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED


DC Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

DC Power Receptacle . . . . . . . . . . .

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

Left Flap . . . . . . . . . . . . . . . . . . . . . .

Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION

Static Dischargers . . . . . . . . . . . . . .

Left Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE

Left Aileron. . . . . . . . . . . . . . . . . . . .

Roll Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Roll Trim Tab . . . . . . . . . . . . . . . . . .

Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Navigation/Strobe Lights . . . . . . . . .

Left Wing De-ice Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Left Wing De-ice Boot . . . . . . . . . . .

Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED

Fuel Cap . . . . . . . . . . . . . . . . . . . . .

Note: Make sure that the fuel cap is properly closed and locked.

Note: Make sure that the fuel cap

Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Fuel Tank Air Inlet . . . . . . . . . . . . . .

MLG Door, Wheel, Brake and Tire. . . . . . . . . . . . . . . . . . . . . . . . CONDITION

MLG Door, Wheel, Brake and Tire. .

MLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

MLG Locking Pin . . . . . . . . . . . . . . .

LDG/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

LDG/Taxi Lights . . . . . . . . . . . . . . . .

Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Wing Inspection Light . . . . . . . . . . .

Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Fuselage Air Inlet . . . . . . . . . . . . . . .

Engine Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Engine Fan . . . . . . . . . . . . . . . . . . .

Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION

Engine Air Inlet . . . . . . . . . . . . . . . .

Starter/Generator Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Starter/Generator Air Inlet . . . . . . . .

Phenom 100

Phenom 100


4-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Power Up

Power Up

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

BATT 1 & 2 Switches . . . . . . . . . . . . . . .

If the battery has been cold soaked for two hours or longer at ambient surface temperature of -18° C (0° F) or lower, it must be preheated to above -18° C (0° F) prior to engine start. GPU Button (if applicable). . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Verify AVAIL light illuminated before pushing the GPU button in. When GPU is not available or is not necessary, maintain GPU button pushed out.

If the battery has been cold soaked fo face temperature of -18° C (0° F) or lo -18° C (0° F) prior to engine start. GPU Button (if applicable). . . . . . . . . . . .

Verify AVAIL light illuminated before GPU is not available or is not neces out.

Before Start

Before Start

Oxygen Mask Flow and Microphone. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Oxygen Mask Flow and Microphone. . . .

Set MASK MIC Switch in ON position and press TEST/RESET Button, then set MASK MIC switch in the OFF position

Set MASK MIC Switch in ON positio then set MASK MIC switch in the OFF

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

SIGNS / OUTLET Switch . . . . . . . . . . . .

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

AFCS Control Unit. . . . . . . . . . . . . . . . . .

External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

External Lights . . . . . . . . . . . . . . . . . . . .

Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Fuel Quantity and Balance . . . . . . . . . . .

Oxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY

Oxygen Pressure . . . . . . . . . . . . . . . . . .

TEST Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

TEST Panel. . . . . . . . . . . . . . . . . . . . . . .



Press the ANNUNCIATOR button.



Dump, Transfer Valve, Electrical Emergency, Pusher Cutout and CVDR pushbuttons, and Brake light illuminate. 

Press the FIRE button.

Dump, Transfer Valve, Electrical E pushbuttons, and Brake light illumin 

Aural “FIRE, FIRE” sounds. FIRE message shows on ITT dials. ENG1 and ENG2 SHUTOFF pushbuttons red lights illuminate. ENG 1 FIRE, ENG 2 FIRE CAS Message appears. 

Pull the control wheel backwards and press the STALL PROT button. Aural “STALL, STALL.” sounds three times and the stick pusher actuates.

Press the ANNUNCIATOR button.

Press the FIRE button.

Aural “FIRE, FIRE” sounds. FIRE m ENG2 SHUTOFF pushbuttons red FIRE CAS Message appears. 

Pull the control wheel backwards and

Aural “STALL, STALL.” sounds three

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

Thrust Levers . . . . . . . . . . . . . . . . . . . . .

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

Parking Brake . . . . . . . . . . . . . . . . . . . . .

Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Check Doors status in MFD/SYSTEM/STATUS

Check Doors status in MFD/SYSTEM

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

ENG IGNITION Switches . . . . . . . . . . . .

Engine Start

Engine Start

Associated Start/Stop Selector Knob . . . . . . . . . . . . . . . . . START, then RUN

Associated Start/Stop Selector Knob . . .

Starting Number 2

4-8 April 2009

Starting Number 2


4-8 April 2009

Developed for Train

Expanded Normals 

Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 seconds, and release the switch.



Rotate Start/Run/Stop momenta onds, and release the switch.



Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT increasing and Oil Pressure increasing.



Observe N2 increasing, Fuel Flo increasing and Oil Pressure inc



Observe start cycle end at approximately 54% N2, when Ignition A or B annunciation disappears and the ITT limit decrease.



Observe start cycle end at appro annunciation disappears and th

Starting Number 1 

Starting Number 1

Repeat the sequence above



Repeat the sequence above

Note: Starting the engine with tailwind speeds higher than 10 knots may

Note: Starting the engine with tail

lengthen starting time and/or raise the starting temperature over that normally observed. Starting ITT limits must be observed.

lengthen starting time and/or normally observed. Starting

Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR Check N2, ITT, N1 and oil pressure within operational limits.

Engine Parameters . . . . . . . . . . . . .

Check N2, ITT, N1 and oil pressu

After Start

After Start

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect

GPU . . . . . . . . . . . . . . . . . . . . . . . . .

ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN

ELEC EMER Button. . . . . . . . . . . . .

Battery 1 & 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Battery 1 & 2 Voltage . . . . . . . . . . . .

CAUTION

CA

EACH BATTERY VOLTAGE MUST BE AT LEAST 23.8 VOLTS.

EACH BATTERY VOLTAGE MUST B

Note: The parking brake must be applied and the main brake must be

Note: The parking brake must be

released for battery voltage check.

released for battery voltage

ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT

ELEC EMER Button. . . . . . . . . . . . .

External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

External Lights . . . . . . . . . . . . . . . . .

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

AFCS Control Unit . . . . . . . . . . . . . .

Altimeters (Pilot, Copilot and IESI). . . . . . . . . . . . . . . . . . . . SET & X-CHECK

Altimeters (Pilot, Copilot and IESI). .

Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET

Transponder. . . . . . . . . . . . . . . . . . .

Set CODE and verify on GND mode

Set CODE and verify on GND mo

Takeoff speeds (V1, VR, V2, VFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Set V1, VR, V2 and VFS on the INSET PFD as per the runway analysis. Takeoff Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Select the ENG SET page on MFD and set the data below:


Set V1, VR, V2 and VFS on the IN Takeoff Data. . . . . . . . . . . . . . . . . . .

Select the ENG SET page on MF

OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET

Phenom 100

Takeoff speeds (V1, VR, V2, VFS). . .

4-9 April 2009

OAT . . . . . . . . . . . . . . . . . . .


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ATR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON or OFF

ATR . . . . . . . . . . . . . . . . . . . . . . .

Landing Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Landing Field Elevation. . . . . . . . . . . . . .

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE

Flight Controls . . . . . . . . . . . . . . . . . . . . .

Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND SET

Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Verify that Roll, Yaw and Pitch (NORM and BKP) trims are operating properly both ways. Adjust Yaw and Roll trims to the neutral position and Pitch trim to Takeoff (green band) according to the CG Position. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF Set Flap 1 or 2 for takeoff according runway analysis.

Verify that Roll, Yaw and Pitch (NORM erly both ways. Adjust Yaw and Roll tr trim to Takeoff (green band) according Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Set Flap 1 or 2 for takeoff according r

Icing Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Icing Protection . . . . . . . . . . . . . . . . . . . .

WARNING

WARNI

IF ICING CONDITIONS EXIST OR ARE FORECASTED, REFER TO OPERATION IN ICING CONDITIONS PROCEDURES.

IF ICING CONDITIONS EXIST OR ARE F TION IN ICING CONDITIONS PROCEDUR

Prior to Taxi

Prior to Taxi

Insert Flight Plan. Perform calculations on Weight Planning Page. Ensure that all of the required information regarding taxi and takeoff is known and confirmed.

Insert Flight Plan. Perform calculations on Weight Planning Ensure that all of the required information and confirmed.

During Taxi

During Taxi

Apply Emergency / Parking Brake on full stops

Apply Emergency / Parking Brake on full

Before Takeoff

Before Takeoff

Holding Short

Holding Short

Ensure that all of the required information regarding takeoff is known and confirmed. Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Press the T/O CONFIG button on the central console and check if the aural “TAKEOFF OK” sounds.

Ensure that all of the required informa confirmed. Takeoff Configuration . . . . . . . . . . . . . . .

Press the T/O CONFIG button on th aural “TAKEOFF OK” sounds.

CAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CAS messages . . . . . . . . . . . . . . . . . . . .

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


SHORTLY BEFORE TAKEOFF

SHORTLY BEFO

Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE

Passengers . . . . . . . . . . . . . . . . . . . . . . .

Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-10 April 2009

4-10 April 2009


Developed for Train

Expanded Normals

Takeoff

Takeoff

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

Thrust Levers . . . . . . . . . . . . . . . . . .

Note: During takeoff roll, after checking thrust levers to TO/GA, check N1

Note: During takeoff roll, after che

equal to N1 target and green ATR indication presented on MFD if ATR ON is selected.

equal to N1 target and gree ATR ON is selected.

Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR


Callout / Challenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kts

Callout / Challenge . . . . . . . . . . . . .

At V1 continue takeoff or abort

At V1 continue takeoff or abort

At VR rotate the airplane according to the following table.

At VR rotate the airplane accordi

.

. Flap Position

1

2

Flap Position

Pitch Angle

9.5°

9°

Pitch Angle

With positive rate of climb:


Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP

Landing Gear . . . . . . . . . . . . . . . . . .

Verify three gear indicators indicate up and locked.

Verify three gear indicators indica

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 10 kt

Minimum Airspeed . . . . . . . . . . . . . .

At acceleration height (minimum 400ft)

At acceleration height (minimum



Autopilot: engage



Autopilot: engage



Flight Level Change: press



Flight Level Change: press



Speed: 160 KIAS



Speed: 160 KIAS



Retract flaps on schedule



Retract flaps on schedule



Thrust Levers: CON/CLB



Thrust Levers: CON/CLB

After Takeoff / Climb

After Takeoff / Climb

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP

Landing Gear . . . . . . . . . . . . . . . . . .

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO

Flaps . . . . . . . . . . . . . . . . . . . . . . . .

Retract flaps according to the Maximum Flap Extended Speed (VFE).

Retract flaps according to the Maxim

Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CON/CLB

Thrust Levers . . . . . . . . . . . . . . . . . .

Altimeters (Pilot, Copilot, and IESI) . . . . . . . . . . . . . . . . . . . SET & X-CHECK

Altimeters (Pilot, Copilot, and IESI) .

Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Yaw Damper . . . . . . . . . . . . . . . . . .

Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VERIFY

Icing Conditions . . . . . . . . . . . . . . . .



After passing safe altitude for airplane acceleration select FLC mode and speed 200KIAS/M.55


4-11 Rev. 1 July 2010



After passing safe altitude for airp speed 200KIAS/M.55


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ABOVE 10000 FT

ABOVE 100

SIGNS/OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

SIGNS/OUTLET Switch . . . . . . . . . . . . .


External Lights . . . . . . . . . . . . . . . . . . . .

Weather Radar (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Weather Radar (if installed) . . . . . . . . . .

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . .

Cruise

Cruise

Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX CRZ

Thrust Lever . . . . . . . . . . . . . . . . . . . . . .

Descent

Descent

Prior to descent

Prior to descent

Insert Arrival and Approach on Flight Plan  Perform Approach Briefing Prior to 1 minute to Vertical Path





Select authorized descent altitude and then select VNAV Windshield Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON



Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LFE

Pressurization . . . . . . . . . . . . . . . . . . . . .

Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Landing Speeds . . . . . . . . . . . . . . . . . . .

Insert Arrival and Approach on Flight P Perform Approach Briefing Prior to 1 minute to Vertical Path





Select authorized descent altitude and Windshield Heating . . . . . . . . . . . . . . . . .

Set VREF, VAC and VFS.

Set VREF, VAC and VFS.

CKPT FAN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

CKPT FAN Switch . . . . . . . . . . . . . . . . . .

If Necessary set the CKPT FAN Switch to HI position to avoid fog in the cockpit side window.

If Necessary set the CKPT FAN Swit cockpit side window.

Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY

Icing Conditions. . . . . . . . . . . . . . . . . . . .

BELOW 1000 FT

BELOW 10

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


Approach

Approach

Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE

Passengers . . . . . . . . . . . . . . . . . . . . . . .

Fuel XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT

Fuel XFR Button . . . . . . . . . . . . . . . . . . .

Altimeters (Pilot, Copilot, and IESI). . . . . . . . . . . . . . . . . . . .SET & X-CHECK

Altimeters (Pilot, Copilot, and IESI). . . . .

Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY

Icing Conditions. . . . . . . . . . . . . . . . . . . .

Prior to start arrival

Prior to start arrival

Ensure that all of the required information regarding approach and landing is known and confirmed. During visual or instrument approach



4-12 April 2009

4-12 April 2009




Ensure that all of the required informat is known and confirmed. During visual or instrument approach

Developed for Train

Expanded Normals 

Use flap maneuvering speeds as follows:



Use flap maneuvering speeds as

GEAR/FLAPS

SPEED

GEAR/FLAPS

UP / 0

150

UP / 0

UP / 1

140

UP / 1

DN /2

120

DN /2

DN / FULL

115

DN / FULL

Before Landing

Before Landing

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

Yaw Damper . . . . . . . . . . . . . . . . . .

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

Landing Gear . . . . . . . . . . . . . . . . . .

Check three green

Check three green

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR LANDING

Flaps . . . . . . . . . . . . . . . . . . . . . . . .

Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF

Airspeed. . . . . . . . . . . . . . . . . . . . . .

Landing

Landing

Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

Throttles . . . . . . . . . . . . . . . . . . . . . .

Brakes (After touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY MAXIMUM

Brakes (After touchdown) . . . . . . . .

Go-around

Go-around

TO/GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

TO/GA Button . . . . . . . . . . . . . . . . .


Thrust Levers . . . . . . . . . . . . . . . . . .

Select flaps according to the table below:

Select flaps according to the table

Landing Flaps

Go-Around Flaps

Landing Flaps

FULL

2

FULL

2

1

2

CAUTION

CA

Do not press the TO/GA button after selecting go-around flaps

Do not press the TO/GA button afte

Rotate the airplane following the flight director guidance.

Rotate the airplane following the

Note: In case of flight director is inoperative, rotate the airplane to 7.5º nose up for Flaps 2 or 5.5º nose up for Flaps Full.

Note: In case of flight director is

nose up for Flaps 2 or 5.5º n

With positive climb:

With positive climb:

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

Landing Gear . . . . . . . . . . . . . . . . . .

Phenom 100

Phenom 100


4-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAC

S E R V I C E S

Minimum Airspeed . . . . . . . . . . . . . . . . .

At 1000 ft. (acceleration altitude) and V2 + 15 KIAS

At 1000 ft. (acceleration altitude) and

Proceed as in a normal takeoff.

Proceed as in a normal takeoff.

Perform After Takeoff/Climb checklist.After Landing

Perform After Takeoff/Climb checklist.

After Landing

After Landing

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Lights . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apply Emergency / Parking brake if full stop is necessary during taxi.

Apply Emergency / Parking brake if fu

Shutdown

Shutdown

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

Thrust Levers . . . . . . . . . . . . . . . . . . . . .

Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

Emergency/Parking Brake . . . . . . . . . . .

CAUTION

CAUTIO

Maintain idle for at least 2 minutes prior to engine shutdown.

Maintain idle for at least 2 minutes prior

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If GPU is required, verify the GPU is connected before shutting down the engine

If GPU is required, verify the GPU is conn engine

HEATING Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

HEATING Panel . . . . . . . . . . . . . . . . . . .

Check WSHLD 1 & 2 Switches in the OFF position and ADS/AOA Knob in AUTO position

Check WSHLD 1 & 2 Switches in the AUTO position

ICE PROTECTION Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

ICE PROTECTION Panel . . . . . . . . . . . .

Check ENG 1 & 2 Switches in the OFF position and WINGSTAB and INSP LIGHT switches in the OFF position

Check ENG 1 & 2 Switches in the INSP LIGHT switches in the OFF pos

Start/Stop Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP

Start/Stop Knobs . . . . . . . . . . . . . . . . . . .

If GPU is required, verify GPU AVAIL light is displayed before shutting down the engine

If GPU is required, verify GPU AVAI down the engine

SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/OFF


Leaving the Airplane

Leaving the Airplane

Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . . . PULL TO CUTOUT

Oxygen Bottle Valve Handle . . . . . . . . . .

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

BATT 1 & 2 Switches . . . . . . . . . . . . . . .


External Lights . . . . . . . . . . . . . . . . . . . .

Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Gust Lock Pin . . . . . . . . . . . . . . . . . . . . .

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

Rudder Gust Lock . . . . . . . . . . . . . . . . . .

4-14 April 2009

4-14 April 2009


Developed for Train

Expanded Normals

Operation in Icing Conditions

Operation in Icing Co

The procedures below complement or change the remaining procedures presented in this Section.

The procedures below complement o sented in this Section.

External Inspection

External Inspection

Operating regulations clearly state that no takeoff is allowed when snow, ice or frost is adhering to the airplane. The 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 take-

Operating regulations clearly state th or frost is adhering to the airplane. The pilot in command has the final re is clear of ice, frost or snow. The p clean airplane is through close visua

off.

off.

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. 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, deicing procedure will be required. Unheated/heated water or Type I de-icing fluid can be used. The check for ice accumulation should be done in a well-lit area.

Even at intermediate stops, an exter possibility of ice forming after landing tional frost or precipitation freezing o If the airplane has become cold soa peratures, fuel might be at a subfre accumulation if the airplane is subje even when the outside air temperatu At the completion of the walk-around icing procedure will be required. Un fluid can be used. The check for ice accumulation shou

Before Start

Before Start

Perform normal engine start. If the engine does not start, maintenance procedures may be required or ground heating may be necessary to warm the engines. Battery assisted engine starts during cold weather operation may result in high ITTs. It is recommended to perform a dry motoring in order to warm the engines up. In the event of oil temperature below -40°C (-40°F) for starting, it is recommended that the oil be heated to above -40°C (-40°F) utilizing dry motoring cycle prior to an attempted start.

Perform normal engine start. If the en dures may be required or ground h engines. Battery assisted engine starts durin high ITTs. It is recommended to perf engines up. In the event of oil temperature below mended that the oil be heated to ab cycle prior to an attempted start.

CAUTION

CA

During cold weather operations, oil pressure peaks to 275 psig may occur due to high oil viscosity. oil pressure should decrease as the oil temperature increases, if the oil pressure remains above or at normal operation limit, the engine should be shutdown and the cause investigated

During cold weather operations, oil due to high oil viscosity. oil pressure increases, if the oil pressure remain engine should be shutdown and the

ADS / AOA HTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ADS / AOA HTR Switch . . . . . . . . . .

Phenom 100

Phenom 100


4-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

It is recommended to turn the system on immediately before engine start

After Start

S E R V I C E S

It is recommended to turn the system

After Start

Note: Remain at ground idle for the time required for the oil to reach the minimum operating temperature of 14°C (57°F). Run the engine for an additional 3 minutes to ensure that no ice particles are present in the fuel supplied to the engine. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Note: Remain at ground idle for the tim

minimum operating temperature an additional 3 minutes to ensure the fuel supplied to the engine. Flight Controls . . . . . . . . . . . . . . . . . . . . .

Check control wheel, control column and rudder pedals for freedom of movement and full travel. Control forces can be increased at low temperatures.

Check control wheel, control column movement and full travel. Control forc atures.

Operate all trim systems, including back up 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.

Operate all trim systems, including b for freedom of movement and full trav of restricted movement or jamming, re

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Extend and retract the flaps. Make sure the flaps are free from snow or ice before moving them. Leave flaps UP if application of anti-icing/deicing fluids is expected.

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Extend and retract the flaps. Make sur before moving them. Leave flaps UP i ids is expected.

Before Takeoff

Before Takeoff

With engines running check the ice protection system as follows:

With engines running check the ice prote

WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WSHLD 1 and WSHLD 2 Switches. . . . .

The CAS messages WSHLD 1 (2) HTR FAIL must not be displayed.

The CAS messages WSHLD 1 (2) HT

WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WSHLD 1 and WSHLD 2 Switches. . . . .

ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.

ENG 1 and ENG 2 Switches . . . . . . . . . .

The CAS messages A-I E1 (2) ON must be displayed (after 10 seconds). ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The CAS messages must disappear.

The CAS messages A-I E1 (2) ON mu ENG 1 and ENG 2 Switches . . . . . . . . . . The CAS messages must disappear.

BLEED Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF VENT

BLEED Knob . . . . . . . . . . . . . . . . . . . . . .

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, THEN OFF

WINGSTAB Switch . . . . . . . . . . . . . . . . .

The CAS message D-I WINGSTB FAIL must be displayed (after 6 seconds). After 1 minute maximum, the CAS message must disappear.

The CAS message D-I WINGSTB FA onds). After 1 minute maximum, the C

BLEED Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

BLEED Knob . . . . . . . . . . . . . . . . . . . . . .

N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Depending on conditions it will be required N2 as high as 87% WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON The CAS message D-I WINGSTB ON must be displayed.

4-16 April 2009

WINGSTAB Switch . . . . . . . . . . . . . . . . .

The CAS message D-I WINGSTB ON


Depending on conditions it will be req

4-16 April 2009

Developed for Train

Expanded Normals WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINGSTAB Switch . . . . . . . . . . . . .

After completing a successful test:

After completing a successful test:

Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET

Ice Protection System . . . . . . . . . . .

Note: The windshield is the best indication for early ice formation detec-

Note: The windshield is the best

tion. 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.

tion. If no ice is building up defog, leave the windshield h

SHORTLY BEFORE TAKEOFF

SHORTLY B

N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87% MINIMUM

N2 . . . . . . . . . . . . . . . . . . . . . . . . . . .

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WINGSTAB Switch . . . . . . . . . . . . .

ADS/AOA HTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

ADS/AOA HTR Switch . . . . . . . . . . .

Takeoff

Takeoff

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.

Do not apply static takeoff technique plane may begin to slide when thrust In this case, release brakes and adva

However, takeoff distance for slippery runways is calculated in the Airplane Flight Manual by the OPERA software using the static takeoff technique only. For rolling takeoffs, performance data is valid from the point where takeoff thrust is achieved.

However, takeoff distance for slipper Flight Manual by the OPERA softwar For rolling takeoffs, performance data thrust is achieved.

Apply light forward pressure on control column to increase nose wheel steering effectiveness.

Apply light forward pressure on contr ing effectiveness.

Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Flight Director. . . . . . . . . . . . . . . . . .


Thrust Levers . . . . . . . . . . . . . . . . . .

Note: During takeoff roll, after checking thrust levers to TO/GA, check N1

Note: During takeoff roll, after che

equal to N1 target and green ATR indication presented on MFD if ATR ON is selected.

equal to N1 target and gree ATR ON is selected.

Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR Initially rotate the airplane according to the table below. FLAPS POSITION

1

2

PITCH ANGLE

6°

5.5°


Initially rotate the airplane accord

FLAPS POSIT

PITCH ANGL



LDG GEAR Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

LDG GEAR Lever . . . . . . . . . . . . . .

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 10 KIAS


Phenom 100

Phenom 100


4-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

After Takeoff, Cruise, Descent or Approach

After Takeoff, Cruise, Desc

If TAT is bellow 10°C with visible moisture:

If TAT is bellow 10°C with visible moisture

ENG1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG1 and ENG 2 Switches . . . . . . . . . .

The CAS messages A-I E1 (2) ON must be displayed (after a delay of approximately 10 seconds).

The CAS messages A-I E1 (2) ON m approximately 10 seconds).

At the first sign of ice accretion in the airplane or if TAT is below 5°C with visible moisture:

At the first sign of ice accretion in the visible moisture:

WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WSHLD 1 and WSHLD 2 Switches . .

ENG 1 and ENG 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG 1 and ENG 2 Switches. . . . . . .

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WINGSTAB Switch . . . . . . . . . . . . . .

The CAS messages A-I E1 (2) ON and D-I WINGSTAB ON and SWPS ICE SPEED must be displayed after few seconds.

The CAS messages A-I E1 (2) ON a ICE SPEED must be displayed after f

Climb / Cruise

Climb / Cruise

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

Operation in moderate to severe icing co the fan spinner and/or blades. If allowe 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.

Note: Engine vibration indication may p

ice shedding, however, this will n

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 occurs, a change in the current airspeed will eliminate these effects. At high speeds reduce the airspeed as required, limited to a minimum of 150 KIAS.

When flying in icing conditions or after fly on unprotected areas may cause vibratio buffeting occurs, a change in the current At high speeds reduce the airspeed as re KIAS.

Holding

Holding

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Landing Gear . . . . . . . . . . . . . . . . . . . . .

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS


WARNING

WARNI

THE ICE PROTECTION SYSTEM MUST BE KEPT ON UNTIL CREW IS CERTAIN ALL ICE HAS BEEN REMOVED.

THE ICE PROTECTION SYSTEM MUS CERTAIN ALL ICE HAS BEEN REMOV

CAUTION

CAUTIO

Even small accumulations of ice on the wing leading edge may change the stall characteristics or the stall protection system warning margin.

4-18 April 2009


Even small accumulations of ice on the w stall characteristics or the stall protection

4-18 April 2009

Developed for Train

Expanded Normals

Approach

Approach

Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF + 5 kt minimum

Airspeed. . . . . . . . . . . . . . . . . . . . . .

Note: Airspeed to be maintained at runway threshold is VREF.

Note: Airspeed to be maintained a

Go Around

Go Around

TO/GA Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

TO/GA Buttons. . . . . . . . . . . . . . . . .


Thrust Levers . . . . . . . . . . . . . . . . . .

Select flaps according to the table below.

Select flaps according to the table

LANDING FLAPS POSITION

GO-AROUND FLAPS POSITION


2

1

2

FULL

2

FULL

CAUTION

CA

Do not press the TO/GA button after selecting go around flap.

Do not press the TO/GA button afte

Rotate the airplane according to the table below.

Rotate the airplane according to


GO-AROUND FLAPS POSITION


2

4.0°

2

FULL

2.0°

FULL

CAUTION

CA

Do not follow the flight director.

Do not follow the flight director.



LDG GEAR Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

LDG GEAR Lever. . . . . . . . . . . .

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAC

Minimum Airspeed . . . . . . . . . . .


4-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

When possible:

S E R V I C E S

When possible:

Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Flight Director . . . . . . . . . . . . . . . . . .

At the acceleration altitude proceed as in a normal takeoff.

At the acceleration altitude proceed as in

After Landing

After Landing

If the D-I WINGSTB FAIL is presented during taxi in:

If the D-I WINGSTB FAIL is presented du

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINGSTAB Switch . . . . . . . . . . . . . .

Landing on Wet or Slippery Runways

Landing on Wet or Slippery

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 macrotexture. 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 to 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.

Conduct a positive landing to ensure in ground contact upon touchdown, achievin Such technique avoids hydroplaning o strength of any ice bond that might hav and wheel assemblies during flight. The factors that influence the occurrenc standing water and poor runway macrote causes a substantial loss of tire friction an Icy runways can be very slippery at all sp Stopping the airplane with the least land landing on wet or slippery runways.  Anticipate the approach procedures an cuted approach, flare and touchdown  Lower nose wheel immediately to the r increase main gear loading.  Apply brakes with moderate-to-firm pre and let the anti-skid do its job.  If no braking action is felt, hydroplaning Emergency/Parking Brake, as it will re runway centerline and keep braking un

Taxi-in and Parking

Taxi-in and Parking

Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Ice Protection Systems . . . . . . . . . . . . . .

After landing, set the Ice Protection systems according to weather conditions.

After landing, set the Ice Protection s tions.

4-20 April 2009


4-20 April 2009

Developed for Train

Expanded Normals Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Note: 



Flaps . . . . . . . . . . . . . . . . . . . . . . . .

Note:

Make sure the flaps are free from snow, ice or slush before retracting them. If any difference is felt while taxiing, verify if tires present any flat spot which may indicate that the brake was blocked at touchdown.





Make sure the flaps are free from them. If any difference is felt while taxiin which may indicate that the brak

CAUTION

CA

Taxi at reduced speed in ice-covered runways to avoid skidding the airplane and throwing slush on wheel and brake assemblies.

Taxi at reduced speed in ice-covere plane and throwing slush on wheel

Leaving the Airplane – Securing for Cold Soak or an Extended Period

Leaving the Airplane – S 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. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP

Anti-icing fluid can be applied to the a short turnarounds during freezing pr will minimize ice accumulation befo quent deicing easier. The procedures below should be per exposure to low temperatures. At no ensure that the following actions hav Flaps . . . . . . . . . . . . . . . . . . . . . . . .

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE

Wheel Chocks . . . . . . . . . . . . . . . . .

Emergency/Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Emergency/Parking Brakes . . . . . . .

For an icy ramp, leave Emergency/Parking Brakes applied.

For an icy ramp, leave Emergenc

Otherwise, Emergency/Parking Brakes must not be applied to avoid brakes freezing.

Otherwise, Emergency/Parking brakes freezing.

Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Protective Covers. . . . . . . . . . . . . . .

Install the available protective covers.

Install the available protective co

Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Remove the batteries if ambient surface temperature of -18°C (0°F) or lower is forecasted. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE All doors must be closed to prevent snow and humidity from entering into the airplane.


4-21 April 2009

Batteries. . . . . . . . . . . . . . . . . . . . . .

Remove the batteries if ambient lower is forecasted. Doors . . . . . . . . . . . . . . . . . . . . . . . .

All doors must be closed to preve the airplane.


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Demonstrated Crosswind

Demonstrated Crosswi

The maximum demonstrated crosswind component for takeoff and landing is 17 kt. This value is not considered to be limiting.

The maximum demonstrated crosswind c 17 kt. This value is not considered to be l

Note: For crosswind landings the “de-crab” technique shall be accom-

Note: For crosswind landings the “de

plished.

plished.

Turbulent Air Penetration

Turbulent Air Penetratio

Turn on the fasten seat belts signs and adjust airspeed. Set thrust for penetration and avoid large thrust variations. Set trim for target speed and do not change it.

Turn on the fasten seat belts signs and ad tration and avoid large thrust variations. S change it.

Use attitude indicator as the primary instrument. Allow altitude and airspeed to vary and maintain attitude. Avoid abrupt and large control inputs.

Use attitude indicator as the primary instr to vary and maintain attitude. Avoid abrup

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

Note: Do not extend flaps except for ap

The maximum recommended turbulence air penetration VRA speed can be obtained from the following chart.

The maximum recommended turbulence obtained from the following chart.

4-22 April 2009

4-22 April 2009


Developed for Train

Expanded Normals

Maximum Recommended Turbulent Air Penetration Speed

Maximum Recommende Penetration Speed

45000

45000

40000

40000

MRA =0.5 9

35000

35000

30000

ALTITUDE - ft

ALTITUDE - ft

30000

25000

20000

V RA

25000

20000

15000

15000

10000

10000

5000

5000

0

V RA

0 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300

150 160 170 180 190 200 21

AIRSPEED - KIAS


A

4-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


4-24 April 2009

Intentionally L


S E R V I C E S

4-24 April 2009

Developed for Train

Standard Operating Procedures

Stan


Standard Operating P

The disciplined use of Standard Operating Procedures (SOP) is essential to safe, professional aircraft operations.

The disciplined use of Standard Ope safe, professional aircraft operations

If your flight department has developed SOPs, we encourage you to use them during your training. If your flight department does not already have one, you will use the Phenom 100 Standard Operating Procedures in your training.

If your flight department has devel them during your training. If your fl one, you will use the Phenom 100 training.

The procedures described herein are specific to the Phenom 100 unless manufacturer or FAA specified procedures override them. The Phenom 100 SOPs address specific crewmember duties for the various phases of flight.

The procedures described herein a manufacturer or FAA specified proce SOPs address specific crewmembe

When a pilot elects to fly single-pilot he / she will perform both functions of the Pilot Flying (PF) and the Pilot Monitoring (PM). During single-pilot operations the pilot should maintain the verbal callouts.

When a pilot elects to fly single-pilot h Pilot Flying (PF) and the Pilot Monito the pilot should maintain the verbal c

Definitions

Definitions

LH / RH Is a pilot station. The designation of seat position for accomplishing a given task is given because of proximity to the respective control/indicator. Regardless of PF or PM role, the pilot in that seat performs indicated tasks and responds to checklist challenges accordingly.

LH / RH Is a pilot station. The designation of task is given because of proximity to less of PF or PM role, the pilot in responds to checklist challenges acc

PF - Pilot Flying The PF is the pilot responsible for controlling the flight of the aircraft either through control of the autopilot or manual inputs to the flight controls.

PF - Pilot Flying The PF is the pilot responsible for c through control of the autopilot or ma

PIC - Pilot in Command The PIC is the pilot responsible for the operation and safety of an aircraft during flight time and is the ultimate decision maker on the conduct of the flight. During single pilot operations, the pilot must occupy the left seat.

PIC - Pilot in Command The PIC is the pilot responsible for th ing flight time and is the ultimate dec During single pilot operations, the pil

PM - Pilot Monitoring The PM is the pilot who is not controlling the aircraft but is monitoring all aspects of the flight.

PM - Pilot Monitoring The PM is the pilot who is not con aspects of the flight.

Flow Patterns Flow patterns are an integral part of the SOPs. Accomplish the cockpit setup and checklists for each phase of flight with a flow pattern and then refer to the checklist to verify the setup. Use normal checklists as "done lists" instead of "to do lists."

Flow Patterns Flow patterns are an integral part of and checklists for each phase of fligh checklist to verify the setup. Use no "to do lists."

Flow patterns are disciplined procedures. The pilot must understand the aircraft systems/controls and methodically accomplish the flow pattern.

Flow patterns are disciplined proced craft systems/controls and methodica

Phenom 100

Phenom 100


5-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Checklists A challenge / response / response method is used to accomplish any checklist. The PF initiates the proper checklist for the phase of flight or situation by verbally calling for the checklist. The PM begins the check by the PF by reading the checklist challenge item aloud and the required response. The PF is responsible for verifying that the items designated as PF or his/her seat position (i.e., LH or RH) are accomplished and for responding orally to the challenge with the appropriate response. Items designated on the checklist as PM or by his seat position are the PM's responsibility. The PM reads the challenge and response, confirms the accomplishment of the item, and responds orally to the challenge. Certain checklists can be performed almost entirely by the PM by reading the checklist in this manner.

Checklists A challenge / response / response metho list. The PF initiates the proper checklist verbally calling for the checklist. The PM b ing the checklist challenge item aloud an responsible for verifying that the items de tion (i.e., LH or RH) are accomplished an lenge with the appropriate response. Item or by his seat position are the PM's res lenge and response, confirms the accom orally to the challenge. Certain checklis by the PM by reading the checklist in this

In all cases, the response by either pilot is confirmed by the other pilot and any disagreement is resolved prior to continuing the checklist.

In all cases, the response by either pilot any disagreement is resolved prior to con

After the completion of any checklist, the PM states "______ checklist is complete." This allows the PF to maintain situational awareness during each phase of flight and prompts the PF to continue to the next checklist, if required.

After the completion of any checklist, the plete." This allows the PF to maintain phase of flight and prompts the PF to required.

Omission of Checklists While the PF is responsible for initiating checklists, the PM should suggest to the PF whether a checklist should be started if, in the PM's opinion, a checklist has been overlooked. As an expression of good crew resource management, such prompting is appropriate for any flight situation, including training, operations, or check rides.

Omission of Checklists While the PF is responsible for initiating c the PF whether a checklist should be sta list has been overlooked. As an expressi ment, such prompting is appropriate for a operations, or check rides.

Challenge / No Response If the PM observes a flight deviation or critical situation, the PM must imediately inform the PF. If the PF does not respond by oral communication or action, the PM must issue a second challenge that is loud and clear. If the PF does not respond after the second challenge, the PM must ensure the safety of the aircraft. The PM must announce that he/she is assuming control and then take the necessary actions to return the aircraft to a safe operating envelope.

Challenge / No Response If the PM observes a flight deviation or c ately inform the PF. If the PF does not action, the PM must issue a second chall does not respond after the second challe of the aircraft. The PM must announce t then take the necessary actions to return lope.

Abnormal / Emergency Procedures

Abnormal / Emergency Procedures

Note: "Control" means responsible for flight control of the aircraft; either manual or automatic.

Note: "Control" means responsible for manual or automatic.

When any crewmember recognizes an abnormal or emergency condition that crewmember should inform the other by verbally calling out the situation, indication, or concern observed. The PIC will designate who will control the aircraft, who will perform the tasks such as checklists or radio calls, and who will monitor any needed items.

When any crewmember recognizes an ab crewmember should inform the other by v cation, or concern observed. The PIC wi craft, who will perform the tasks such as c monitor any needed items.

5-2 April 2009

5-2 April 2009


Developed for Train


Stan

Following these designations, the PF will call for the appropriate checklist. The PM will accomplish the checklist items with the appropriate challenge and response.

Following these designations, the P The PM will accomplish the checkli and response.

The pilot designated to fly the aircraft (i.e., PF) will not perform tasks that compromise the primary responsibility to control the aircraft whether he/she uses the autopilot or flies manually.

The pilot designated to fly the aircr compromise the primary responsibil uses the autopilot or flies manually.

Both pilots must be able to respond to an emergency situation that requires immediate corrective action without reference to a checklist. The elements of an emergency procedure that must be performed without reference to the appropriate checklist are called memory or recall items. When the memory items are completed, accomplish all other abnormal and emergency procedures while referring to the printed checklist.

Both pilots must be able to respond immediate corrective action without r an emergency procedure that must appropriate checklist are called mem items are completed, accomplish al dures while referring to the printed ch

When a checklist procedure calls for the movement or manipulation of controls or switches critical to safety of flight (e.g., throttles, engine fire switches, fire bottle discharge switch), the pilot performing the action obtains verification from the other pilot that he is moving the correct control or switch prior to initiating the action. The PM will normally perform these actions unless the PM has limited access to the item

When a checklist procedure calls fo trols or switches critical to safety of f fire bottle discharge switch), the pilo tion from the other pilot that he is mo initiating the action. The PM will no PM has limited access to the item

Any checklist action pertaining to a specific control, switch, or equipment that is duplicated in the cockpit is read to include its relative position and the action required (e.g., "Left Throttle - IDLE; Start / Stop - OFF"). Any challenge that includes the response "as required" will be responded to with the position / status of the challenged item (e.g. on/off).

Any checklist action pertaining to a s is duplicated in the cockpit is read action required (e.g., "Left Throttle - I that includes the response "as requir / status of the challenged item (e.g. o

Time Critical Situations Anytime any abnormal or emergency situation exists:

Time Critical Situations Anytime any abnormal or emergency

  

Maintain aircraft control Analyze the situation Take appropriate action

  

Maintain aircraft control Analyze the situation Take appropriate action

Rejected Takeoffs The rejected takeoff procedure is a pre-planned maneuver; both crewmembers must be aware of and briefed on the types of malfunctions that mandate an abort. Either crewmember may call for an abort.

Rejected Takeoffs The rejected takeoff procedure is a bers must be aware of and briefed on an abort. Either crewmember may ca

The PF normally commands and executes the takeoff abort for directional control problems or catastrophic malfunctions. Additionally, any indication of the following malfunctions prior to V1 is cause for an abort:

The PF normally commands and e control problems or catastrophic ma the following malfunctions prior to V1



Engine Failure Engine Fire  Loss of Directional Control In addition to the above, the PF can executes an abort prior to 70 KIAS for any abnormality observed.







Phenom 100

Phenom 100


5-3 April 2009

Engine Failure Engine Fire  Loss of Directional Control In addition to the above, the PF can any abnormality observed.

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Radio Tuning and Communication The PM accomplishes navigation and communication radio tuning, identification, and ground communication. For navigation radios, the PM tunes and identifies all navigation aids. Before tuning the PF's radios, he announces the NAVAID to be set. In tuning the primary NAVAID the PM coordinates with the PF to ensure proper selection sequencing with the autopilot mode. After tuning and identifying the PF's NAVAID, the PM announces "(Facility) tuned, and identified."

Radio Tuning and Communication The PM accomplishes navigation and com tion, and ground communication. For na identifies all navigation aids. Before tunin NAVAID to be set. In tuning the primary N PF to ensure proper selection sequencin ing and identifying the PF's NAVAID, the P identified."

In tuning the VHF radios for ATC communication, the PM places the newly assigned frequency in the head not in use (i.e., pre-selected) at the time of receipt. After contact on the new frequency, the PM retains the previously assigned frequency for a reasonable time period.

In tuning the VHF radios for ATC comm assigned frequency in the head not in u receipt. After contact on the new freque assigned frequency for a reasonable time

Altitude Assignment The PM sets the assigned altitude in the altitude selector and points to the alerter while orally repeating the altitude. The PM continues to point to the altitude alerter until the PF verbally confirms the altitude assignment and alerter setting. PF responsibility can delegate if hand flying.

Altitude Assignment The PM sets the assigned altitude in the alerter while orally repeating the altitude altitude alerter until the PF verbally con alerter setting. PF responsibility can deleg

Pre-Departure Briefings The PIC should conduct a pre-departure briefing prior to each flight. The briefing should address potential problems, weather delays, safety considerations, and operational issues. The briefing may be formal or informal, but should include some standard items. The acronym AWARE works well to ensure no points are missed. This is also an opportunity to brief any takeoff or departure deviations from the SOP due to weather or runway conditions.

Pre-Departure Briefings The PIC should conduct a pre-departur briefing should address potential problem ations, and operational issues. The brie should include some standard items. Th ensure no points are missed. This is also departure deviations from the SOP due to

The acronym AWARE stands for the following:

The acronym AWARE stands for the follo

    

Aircraft status Weather Airport information Route of flight Extra

5-4 April 2009

    


Aircraft status Weather Airport information Route of flight Extra

5-4 April 2009

Developed for Train


Standard Callouts At All Times PF

Stan

Standard Callouts At Al PM

PF

At 1,000 Ft Above / Below Assigned Altitude "____ (altitude) for ____ (altitude)." (e.g., "9,000 for 10,000.")

At 1,000 Ft Above / B

"____ (altitude) for ____ (altitude)." (e.g., "9,000 for 10,000.")

"____ (altitude) for ____ (altitude)." (e.g., "9,000 for 10,000.")

At Transition Altitude "29.92 set.”

At Transi

"29.92 set."

"29.92 set.”

Any deviation from course, speed, altitude, glide slope Respond to deviation. "Correcting”

Call the observed deviation by name, e.g. "Altitude" Altitude

> 100'

Course

> ½ dot

G/S

> ½ dot

Heading

> 10 degrees

Localizer

> ½ dot

Speed

> VAP +/-10 kt

Any deviation from cours Respond to deviation. "Correcting”

VREF Anytime below Below VREF VREF minus ______kts Anytime greater than 10 kt below VREF Sink rate Inside FAF

> 1000 fpm

Below 2000’

> 2000 fpm

1000’

> 1000 fpm

300'

> 700 fpm

At 10,000 Ft Climbing or Descending "10,000 ft.”

At 10,000 Ft Clim

"10,000 ft."


"10,000 ft.”

5-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Standard Callouts At All Times (contiued) PF

Standard Callouts At All Ti

PM

PF

Approaching Localizer / Course and Glideslope "Localizer / course alive." "Glideslope alive." "Localizer captured."

5-6 April 2009

"Localizer / course alive." "Glideslope alive." "Localizer captured." “One dot above” (Glidescope)


S E R V I C E S

Approaching Localizer / Co "Localizer / course alive." "Glideslope alive." "Localizer captured."

5-6 April 2009

"L "G "L “O

Developed for Train


Stan

Standard Procedures

Standard Procedures

The following procedures are standard for the indicated phase of flight. In the event of an abnormal or emergency situation these procedures will be complied with to the extent possible given the existing conditions.

The following procedures are standa event of an abnormal or emergency plied with to the extent possible given

Taxi

Taxi PF

PM

PF

Ensure airport diagram / taxi chart is out and visible to both pilots. Before taxi check that left wing is clear and call out "Clear Left”

Ensure airport diagram / taxi ch Before taxi check that left wing is clear and call out "Clear Left”

Before taxi check that right wing is clear and call out "Clear Right"

Set heading bug to runway heading of expected runway on ATIS. Set heading bug to assigned runway in taxi clearance if different. DO NOT use push to center feature of heading bug when lining up on runway. Insure heading bug matches runway heading when in position on runway.

Set heading bug to runway heading ing bug to assigned runway in taxi c to center feature of heading bug wh bug matches runway headi

Takeoff Briefing Brief the following:

Takeoff Briefing Brief the following:

Initial Heading / Course  Initial Altitude  Airspeed Limit (If Applicable)  Clearance Limit  Emergency Return Plan  SOP Deviations Consider the following:



Initial Heading / Course Initial Altitude  Airspeed Limit (If Applicable)  Clearance Limit  Emergency Return Plan  SOP Deviations Consider the following:



   



Impaired Runway Conditions Weather Obstacle Clearance Instrument Departure Procedures

   

Impaired Runway Conditions Weather Obstacle Clearance Instrument Departure Procedures

Runway Positioning  Both pilots mush check final approach and verify it is clear of traffic.  The PM will crosscheck runway versus airplane heading and confirm correct takeoff runway.  Just prior to takeoff roll the landing lights will be turned on. These lights may be left off if reduced visibility causes the light to refract and blind the pilot.

Runway Positioning  Both pilots mush check final appro  The PM will crosscheck runway ve rect takeoff runway.  Just prior to takeoff roll the landing may be left off if reduced visibility pilot.

Phenom 100

Phenom 100


5-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Takeoff Procedure

S E R V I C E S

Takeoff Procedure

PF

PM

PF

Check heading mode and TO mode are engaged



C ar

Advance thrust levers and call "Set takeoff thrust"

After takeoff thrust is selected call "Takeoff thrust set." Verify ATR is active as required

Advance thrust levers and call "Set takeoff thrust"

Af "T Ve

At V1 move hand from throttle to yoke. At VR rotate to FD commanded pitch attitude.

Call out as appropriate: "Airspeed alive."70 kts crosscheck." "V1." "Rotate." "Positive rate."

At V1 move hand from throttle to yoke. At VR rotate to FD commanded pitch attitude.

C "A "V "R "P

At "Positive Rate" call "Gear Up”

Raise gear handle. Verify gear indicates up. When gear indicates up, Immediately accomplish attitude correlation check. "PF's and PM's PFD displays agree. "Pitch and bank angles are acceptable. "Positive climb indications continue to be acceptable.

At "Positive Rate" call "Gear Up”

R Ve W Im re "P "P ab "P to

After PM's callout call "Flaps UP.”

5-8 April 2009

At minimum 400 Ft AGL or 1500 Ft AGL

After PM's callout call "Flaps UP.”

At AG

Raise flaps on schedule

R

Verify flaps completely retracted.

Ve


5-8 April 2009

Developed for Train

Standard Operating Procedures Climb & Cruise Procedure

Stan Climb & Cruise Procedure

PF

PM

PF

When flaps retracted: Call "Climb Thrust."

Set climb thrust then call "Climb thrust set."

When flaps retracted: Call "Climb Thrust."

Turn off Seat belt sign when appropriate

Turn off Seat belt sign when appropriate

After passing a MSA:

After pas

Accelerate to 200 KIAS/M.55

Accelerate to 200 KIAS/M.55 At 10,000 feet

At 10

Turn off Landing Lights

Turn off Landing Lights

SIGNS/OUTLETS : As Required

SIGNS/OUTLETS : As Required

At Transition Altitude Set 29.92

At Transi

Set 29.92

Set 29.92

At Cruise Altitude Call "Set MAX CRUISE Thrust”

At Crui

Set max cruise thrust then call "Max cruise thrust set."

Call "Set MAX CRUISE Thrust”

Crosscheck altimeters. Check for RVSM compliance. Note differences.


5-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Descent

S E R V I C E S

Descent PF

PM

PF

Prior to Descent Insert/verify arrival and approach on flight plan Perform approach briefing Complete Descent checklist Prior to 1 minute to vertical path select authorized descent altitude and then select VNAV.

Prior to De

Obtain ATIS Check landing data for current conditions. Compute approach and landing bugs. Setup FMS. Tune and identify navaids

Insert/verify arrival and approach on flight plan Perform approach briefing Complete Descent checklist Prior to 1 minute to vertical path select authorized descent altitude and then select VNAV.

At Transition Level Set QNH

C co C bu Se Tu

At Transitio

Set QNH

Set QNH

S

At 10,000'

At 10,00

Check speed below 250 kt Maintain sterile cockpit below 10,000' above airport surface Landing Lights on.

Check speed below 250 kt Maintain sterile cockpit below 10,000' ab Landing Lights on.

Approach

Approach PF

PM

PF

Set approach and landing V speeds

Set approach and la

Set barometric pressure altitude for approach minimums. Brief approach to be flown.

5-10 April 2009

O

Follow along with approach briefing insuring all pertinent items are covered.


Set barometric pressure altitud Brief approach to be flown.

5-10 April 2009

Fo in er

Developed for Train


Stan

Stabilized Approach

Stabilized Approach

The approach will be planned so that the aircraft is in final landing configuration (gear down and landing flaps) and "stabilized" by 1000' AGL when on an instrument approach and 500' AGL when on a visual approach.

The approach will be planned so tha tion (gear down and landing flaps) an instrument approach and 500' AGL w

"Stabilized" means:

"Stabilized" means:

  

At Approach Speed On proper flight path at the proper sink rate At stabilized thrust (thrust required to maintain speed, fligth path, descent rate)

Brief the approach:  Configuration  Approach Speed  Minimum Safe Altitude  Frequency Of Approach Navaid  Approach Course  Step Down Altitudes  FAF Altitude or G/S Intercept Altitude  DH / MDA Altitude  Field Elevation  VDP (if applicable)  Runway Lights and Landing Distance  Required Minima (Visibility, RVR, ceiling, as applicable)  Missed Approach Point (DME, timing)  Missed Approach Procedure



  

At Approach Speed On proper flight path at the proper At stabilized thrust (thrust required rate)

Brief the approach:  Configuration  Approach Speed  Minimum Safe Altitude  Frequency Of Approach Navaid  Approach Course  Step Down Altitudes  FAF Altitude or G/S Intercept Altitu  DH / MDA Altitude  Field Elevation  VDP (if applicable)  Runway Lights and Landing Dista  Required Minima (Visibility, RVR,  Missed Approach Point (DME, tim  Missed Approach Procedure



Heading



Heading



Altitude



Altitude



Intentions



Intentions

Abnormal Implications (Runway conditions, aircraft limitations,etc)


5-11 April 2009



Abnormal Implications (Runway c


T R A I N I N G

S E R V I C E S

T R A I N I N G

Precision Approach

S E R V I C E S

Precision Approach

PF

PM

PF

At 1 dot above Glide Slope

At 1 dot above G

Call:

Call:

Call:

C

Landing Flaps (2 or Full)

"One dot to go"

Landing Flaps (2 or Full)

"O

"Gear down and checked"

Prior to the Final Approach Fix (FAF) / Outer Marker Call: "Final Fix" or "Outer Marker" Flaps: 2 or Full Flaps - 2 (If SE)

Check charted crossing altitude against indicated altitude for reasonableness. If altitude is reasonable call "Altitude checks". Set missed approach altitude.

Prior to the Final Approach F Call: "Final Fix" or "Outer Marker" Flaps: 2 or Full Flaps - 2 (If SE)

At 100' above DA

When advised visual references in C sight, confirm requirements to "1 descend below DA are satisfied and D call: lo "Landing" W si

"Runway (runway lights) in sight"

"R

At DA

At DA

Execute missed approach if not com- Call: pleting landing. "Decision Altitude - Missed Approach"


C ag ab ca ap

At 100' abo

When advised visual references in Call: sight, confirm requirements to "100' above D.A. or minimums" descend below DA are satisfied and Divide check inside and outside to call: look for runway references. "Landing" When runway or runway lights in sight call:

5-12 April 2009

"G

Execute missed approach if not com- C pleting landing. "D Ap

5-12 April 2009

Developed for Train

Standard Operating Procedures Non Precision Approach

Stan Non Precision Approach

PF

PM

PF

Establish final landing configuration Set Altitude Selector to MDA. prior to Final Approach Fix.

Establish final landing configuratio prior to Final Approach Fix.

Level aircraft at or above intermediate altitudes

Level aircraft at or above intermed ate altitudes

If autopilot is engaged plan use of ALT Capture feature to level at or above the MDA

If autopilot is engaged plan use of ALT Capture feature to level at or above the MDA

During Approach Descent

During App

Call: "1000 above minimums." “500 above minimums." “100 above minimums." At MDA

At

Confirm requirements to descend Call: below MDA are satisfied and call: "Minimums. ____ (time) to go." or "Landing" "Minimums. ____ (distance) to go."

Confirm requirements to descen below MDA are satisfied and call: "Landing"

Set missed approach altitude After missed approach is set call: "Missed ____ft."

approach

altitude

set

Divide check inside and outside to look for runway references. When runway or runway lights in sight call: "Runway (runway lights) in sight" At MAP

At

Execute missed approach if not com- “Missed Approach" pleting landing.


Execute missed approach if not com pleting landing.

5-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Missed Approach

S E R V I C E S

Missed Approach

PF

PM

PF

Missed Approach Apply power firmly and positively. Activate go-around mode and initially rotate the nose to the flight director go-around attitude.

Missed App

Assist PF in setting power for goaround. At command set flaps to Approach Flaps 2 or 1 following configuration

Apply power firmly and positively. Activate go-around mode and initially rotate the nose to the flight director go-around attitude.

At Positive Rate of Climb

At Fl

At Positive Rat

"Positive rate." "Gear up."

As ar

"P

At command raise gear.

"Gear up."

At

Announce heading and altitude for missed approach, select PF's Flight Director HDG mode. At Acceleration Height (Minimum 400 Ft. or 1500 Ft. AGL, Clear of Obstacle if Single Engine)

An m D

At Acceleration Height (Minimum 4 Obstacle if Sing

Command desired vertical mode Flight Level Change 160 KIAS

Acceleration Height

Command desired vertical mode Flight Level Change 160 KIAS

Ac

"Flaps 1" Green dot.

At command set Vertical Mode

"Flaps 1" Green dot.

A

At command raise Flaps

At

At 1,500 Ft (Minimum) Above Airport Surface and Workload Permitting

At 1,500 Ft (Minimum) Above Airport S

After Takeoff Checklist


5-14 April 2009



5-14 April 2009

A

Developed for Train

Maneuvers

Maneuvers

Maneuvers

General

General

This chapter presents written descriptions of various maneuvers and techniques applicable to normal and single engine operations. The second part of this chapter contains pictoral examples of selected maneuvers

This chapter presents written descr niques applicable to normal and sing this chapter contains pictoral exampl

Two Engine Operation

Two Engine Operatio

Taxiing

Taxiing

Prior to taxiing the Phenom 100, all before taxi items should be briefed and completed. Clearance to taxi is to be obtained from the appropriate controlllling agency or, if at an uncontrolled airport, the pilot should announce his / her intentions over Unicom/CTAF (Common Traffic Advisory Frequency). The MFD may be set to the Safe Taxi page or an airport diagram should be available for reference during taxi. The area in and around the aircraft must be cleared prior to aircraft movement.

Prior to taxiing the Phenom 100, all completed. Clearance to taxi is to b lling agency or, if at an uncontrolled her intentions over Unicom/CTAF (Co MFD may be set to the Safe Taxi pag able for reference during taxi. The a cleared prior to aircraft movement.

A visual check should be made of the passenger cabin to note that baggage and equipment are stowed, emergency exit access is clear, galley equipment and supplies are secure, and that passengers are seated with seat belts fastened. If necessary, a verbal or PA announcement can be made that the aircraft is being taxied.

A visual check should be made of th and equipment are stowed, emergen and supplies are secure, and that pa tened. If necessary, a verbal or PA a craft is being taxied.

When ready to taxi, release the parking brake. Steering will be accomplished through a combination of rudder pedal movement and differential braking.

When ready to taxi, release the park through a combination of rudder ped

When applying power to taxi, use care and good judgment to avoid exhaust blast to other aircraft, personnel, equipment, and buildings. Apply sufficient power to start the aircraft rolling; check proper operation of the wheel brakes and then reduce power to idle. At lighter weights and higher elevations, the aircraft may accelerate easily; at idle power, it is easy to generate taxi speeds much higher than desired. If it is necessary to make a sharp turn after moving from the parking spot, maintain above idle power until sufficient speed is gained to complete the turn with idle thrust. The additional speed prevents the aircraft from stopping during the turn and then requiring excess thrust to move again. If taxiing in a congested area and close to other aircraft, hangars, or other obstacles, use ground personnel to ensure adequate clearance.

When applying power to taxi, use ca blast to other aircraft, personnel, eq power to start the aircraft rolling; che and then reduce power to idle. At ligh craft may accelerate easily; at idle p much higher than desired. If it is nece from the parking spot, maintain above to complete the turn with idle thrust. T from stopping during the turn and then taxiing in a congested area and close cles, use ground personnel to ensure

When clear of other aircraft after taxi begins, check both pilot's and copilot's (if applicable) brakes as soon as possible. Both pilots should maintain good look-out discipline while taxiing. Avoid tests, checks, and paperwork activity that compromise necessary visual clearing. Taxi speed should be kept to the minimum practical for safety and passenger comfort.

When clear of other aircraft after tax (if applicable) brakes as soon as po look-out discipline while taxiing. Avo that compromise necessary visual cl minimum practical for safety and pas

Items on Before Takeoff checklists should be accomplished when visual clearing is not compromised. Whenever it is necessary to stop aircraft move-

Items on Before Takeoff checklists clearing is not compromised. Whene

Phenom 100

Phenom 100


6-1 Rev.3 March 2011

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ment with the engine running, set the parking brake. Plan ahead - be sure that the aircraft and its pilot(s) and passengers are ready for flight before calling for takeoff clearance and all checklists are complete.

ment with the engine running, set the pa that the aircraft and its pilot(s) and passen ing for takeoff clearance and all checklists

There are many combinations of turn angles, taxiway widths and taxiway surface conditions, therefore pilot judgment must dictate the point of turn initiation and the amount of nosewheel steering required for each turn.

There are many combinations of turn ang face conditions, therefore pilot judgment tion and the amount of nosewheel steerin

The pilot shall avoid stopping the airplane during a turn, specially during tight turns as excessive thrust may be required to start taxiing again.

The pilot shall avoid stopping the airplane turns as excessive thrust may be required

Reduce the speed to an appropriate taxi speed according to the runway and weather conditions prior to initiating the turn, especially during runway turnoff after landing.

Reduce the speed to an appropriate taxi weather conditions prior to initiating the tu after landing.

Some anticipation of the steering actuation is required due to the response time of the steering system. Therefore, the pilot shall judge the amount of the required anticipation as it depends on the desired turn radius and on the airplane speed.

Some anticipation of the steering actuat time of the steering system. Therefore, th required anticipation as it depends on the plane speed.

Emergency Brake Technique

Emergency Brake Technique

The adequate emergency brake utilization consist of pulling the emergency/ parking brake handle with care until the parking brake light illuminates.

The adequate emergency brake utilizatio parking brake handle with care until the p

Initiate braking actuation using very little handle displacement.

Initiate braking actuation using very little h

If it is necessary to adjust the airplane deceleration, the handle must be carefully moved up as required.

If it is necessary to adjust the airplane de fully moved up as required.

Steadily hold the emergency/parking brake handle at the desired position. Do not keep moving the handle up and down in order to minimize the possibility of tire skidding; use your thumb to staedy your hand while lifting gently.

Steadily hold the emergency/parking brak not keep moving the handle up and down of tire skidding; use your thumb to staedy

Note: Anti skid protection is not available for emergency braking. There-

Note: Anti skid protection is not availa

fore, rapid emergency/parking actuation can lead to tire skidding.

fore, rapid emergency/parking a

Note: In case of tire skidding, move the emergency/parking brake handle

Note: In case of tire skidding, move th

a little and maintain normal airplane directional control using the steering system.

a little and maintain normal air steering system.

Tight Turns Differential braking and the application of thrust on the outside engine are recommended for tight turns.

Tight Turns Differential braking and the application o recommended for tight turns.

It is also recommended to initiate the turn before stopping the airplane (if required, allow the airplane to roll straight ahead before initiating the turn maneuver).

It is also recommended to initiate the tu required, allow the airplane to roll straig maneuver).

The suggested steps to accomplish tight turns are the following:

The suggested steps to accomplish tight



Approach the edge of the taxi surface at a shallow angle until the outboard side of the main gear wheel is near the edge;

6-2 March 2011

Phenom 100 Rev.1




Approach the edge of the taxi surface board side of the main gear wheel is n

6-2 March 2011

Rev.1

Developed for Tra

Maneuvers   

 

Taxi the airplane so that the main gear tire is close to the runway edge; Judge the required steering actuation anticipation; Without stopping the airplane, initiate the turn using steering command and applying inside main brake; If required, apply thrust on the outside engine with caution; When turn completion is assured, reduce thrust, release main brake and steer the airplane as required.

  

 

Taxi the airplane so that the main Judge the required steering actua Without stopping the airplane, ini and applying inside main brake; If required, apply thrust on the ou When turn completion is assured steer the airplane as required.

Before Takeoff

Before Takeoff

Prior to takeoff, consider the following:

Prior to takeoff, consider the follow

clearance

clearance

The takeoff briefing, in accordance with SOP, should be clear, concise, and pertinent to the specific takeoff. Navigation aids should be tuned and identified; the specific courses should be set.

The takeoff briefing, in accordance pertinent to the specific takeoff. Nav fied; the specific courses should be s

Takeoff (General)

Takeoff (General)

The primary instruments for setting takeoff thrust are the N1 gauges. The manufacturer's AFM and Operating Manual state that this power is set statically for normal takeoffs and that charted takeoff performance is based on such a setting.

The primary instruments for setting ta ufacturer's AFM and Operating Manu normal takeoffs and that charted take ting.

Normal Standing Takeoff

Normal Standing Takeof

Hold the brakes firmly and advance the throttles to Takeoff Detent. When power is set, check engine instruments and release the brakes smoothly.

Hold the brakes firmly and advance power is set, check engine instrumen

The pilot, while monitoring the instruments, should concentrate on directional control. At 70 KIAS, crosscheck the airspeed indications.

The pilot, while monitoring the instru control. At 70 KIAS, crosscheck the a

Rolling Takeoff

Rolling Takeoff

A rolling takeoff may be accomplished when actual runway length and obstacle clearance is not a factor. Once the aircraft is aligned with the runway, advance the throttles to Takeoff Detent, check that Takeoff N1 is set and monitor instruments while concentrating on directional control.

A rolling takeoff may be accomplishe cle clearance is not a factor. Once advance the throttles to Takeoff Dete itor instruments while concentrating o

NOTE: The AFM takeoff field length data and takeoff N1 settings assume a standing start. Embraer do not provide any Takeoff data for a rolling takeoff, therefore, if performed, it will be the PIC's resposibility to assure obstacle clearance.

NOTE: The AFM takeoff field lengt a standing start. Embraer do not p takeoff, therefore, if performed, it obstacle clearance.

Phenom 100

Phenom 100



Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Crosswind Takeoff

Crosswind Takeoff

When required, a crosswind takeoff may be combined with any other takeoff. Directional and lateral control throughout a crosswind takeoff are critical.

When required, a crosswind takeoff may Directional and lateral control throughout

Applying full deflection of the control wheel into the wind at the beginning of the takeoff roll and slowly decreasing deflection as airspeed increases to V1.

Applying full deflection of the control whe the takeoff roll and slowly decreasing def

Takeoff Rotation

Takeoff Rotation

At VR, smoothly rotate to a takeoff pitch attitude of 9.5° when using Flaps 1 or 9° when Flaps 2. Smooth rotation prevents a decrease in airspeed. Early or late rotation degrades takeoff performance.

At VR, smoothly rotate to a takeoff pitch or 9° when Flaps 2. Smooth rotation prev Early or late rotation degrades takeoff per

Rejected Takeoff

Rejected Takeoff

The decision to reject a takeoff rests solely with the pilot. If a decision is made to reject the takeoff it must be initiated so that stopping action can begin by V1. When an abort decision is made the pilot should announce “Abort “. Prior to 70 KIAS the takeoff can be rejected for system failure(s), unusual noise or vibration, tire failure, abnormally slow acceleration, engine failure, fire or fire warning, or if the airplane is unsafe or unable to fly. Above 70 KIAS, the takeoff should be rejected for engine failure, fire or fire warning, or if the airplane is unsafe or unable to fly. Above V1, rejecting the takeoff is not recommended unless the pilot judges the airplane incapable of flight.

The decision to reject a takeoff rests solel to reject the takeoff it must be initiated s V1. When an abort decision is made the to 70 KIAS the takeoff can be rejected fo vibration, tire failure, abnormally slow ac warning, or if the airplane is unsafe or un off should be rejected for engine failure, is unsafe or unable to fly. Above V1, rejec unless the pilot judges the airplane incap

Tire failures compromises both accelerate and stop distances. Prior to 70 knots, tire failures reduce acceleration capability and thus obstacle clearance once airborne. The takeoff should be aborted. Above 70 knots, tire failures reduce braking effectiveness and thus stopping capability. The takeoff should be continued.

Tire failures compromises both accelera knots, tire failures reduce acceleration ca once airborne. The takeoff should be ab reduce braking effectiveness and thus sto be continued.

After the abort procedures are initiated and completed the pilot should assess the situation and advise ATC, especially if the aircraft needs to remain on the runway.

After the abort procedures are initiated an the situation and advise ATC, especially i runway.

6-4 July 2010 Rev. 1

6-4 July 2010 Rev. 1


Developed for Train

Maneuvers

Initial Climb-Out

Initial Climb-Out

Once the vertical speed indicator and altimeter indicate a positive rate of climb, move the landing gear lever to UP. Confirm gear has retracted and monitor annunciators and engine instruments. When the airspeed increases to V2 KIAS, and at acceleration height, retracts the flaps on schedule.

Once the vertical speed indicator a climb, move the landing gear lever monitor annunciators and engine ins to V2 KIAS, and at acceleration heigh

At a minimum speed of 160 KIAS, continuous climb power should be set.

At a minimum speed of 160 KIAS, co

Climb

Climb

After setting the climb power to Climb setting and when clear of the airport traffic area and above MSA, set FLC 200 KTS and complete the After Takeoff/

After setting the climb power to Clim traffic area and above MSA, set FLC

Climb checklist.

Climb checklist.

Through the climb, compare the indicated N1 with the climb N1 chart. N1 RPM increases with altitude; the climb setting should maintain correct N1, however the N1 indications should be checked with the N1 climb charts. If a temperature inversion is encountered during the climb, closely monitor the climb N1 setting to stay within the climb N1 limits.

Through the climb, compare the indic increases with altitude; the climb set the N1 indications should be checke ture inversion is encountered during setting to stay within the climb N1 lim

Observe the differential pressure/cabin altitude and cabin vertical speed for proper operation and comfort rate. Periodic checks of time to climb remaining, cabin altitude, and rate of cabin ascent provide required information to determine necessary adjustments.

Observe the differential pressure/ca proper operation and comfort rate. P ing, cabin altitude, and rate of cabin determine necessary adjustments.

Cruise

Cruise

Thrust Setting

Thrust Setting

Normally, climb power is maintained at level-off until acceleration to the desired cruise Mach, then power is adjusted to Cruise. During the climb and acceleration to cruise speed, the ITT should be monitored.

Normally, climb power is maintaine desired cruise Mach, then power is a acceleration to cruise speed, the ITT

For maximum range, the thrust necessary to maintain optimum angle-ofattack diminishes with fuel burnoff. As weight decreases, necessary thrust to accomplish equal or greater performance also decreases.

For maximum range, the thrust ne attack diminishes with fuel burnoff. A accomplish equal or greater perform

Cabin Temperature

Cabin Temperature

Monitor the environmental control panel to ensure proper comfort level for the passengers and crew. During daylight, the cockpit may not be an accurate reference of cabin comfort level due to solar heating through cockpit windows.

Monitor the environmental control pa passengers and crew. During dayligh erence of cabin comfort level due to s

For increased crew comfort, adjust the CKPT temperature selector to a desired level.

For increased crew comfort, adjus desired level.



Although the aircraft is not operationally restricted in rough air, flight through severe turbulence should be avoided if possible.

Although the aircraft is not operation severe turbulence should be avoided

Carefully plan turbulence avoidance strategy with an understanding of mountain wave dynamics, thunderstorm characteristics, and weight versus

Carefully plan turbulence avoidanc mountain wave dynamics, thunders

Phenom 100

Phenom 100



Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

altitude buffet margins. If severe turbulence is encountered, the following steps are recommended.

S E R V I C E S

altitude buffet margins. If severe turbul steps are recommended.

1.

Maximum recommended turbulent air penetration speed is 230 Kts or M0.59 (ref. AFM Section 3).

1.

Maximum recommended turbulent a M0.59 (ref. AFM Section 3).

2

Set thrust to maintain target airspeed and avoid large thrust variations.. Change thrust only for extreme airspeed variation.

2

Set thrust to maintain target airspee Change thrust only for extreme airsp

3.

With the autopilot not engaged, keep control movements moderate and smooth. Maintain wings level and desired pitch attitude. Use the attitude indicator as the primary instrument. In extreme drafts, large attitude changes may occur. Do not make sudden, large control movements. After establishing trim setting for penetration speed, do not change the stabilizer trim.

3.

With the autopilot not engaged, kee smooth. Maintain wings level and de indicator as the primary instrumen changes may occur. Do not make After establishing trim setting for pe stabilizer trim.

4.

Large altitude changes are possible in severe turbulence. Allow the altitude to vary and maintain the desired attitude and airspeed. Do not chase altitude or airspeed.

4.

Large altitude changes are possible tude to vary and maintain the des chase altitude or airspeed.

5.

Ensure the yaw damper is engaged to reduce yaw/roll oscillations.

5.

Ensure the yaw damper is engaged t

6.

Turn on the FASTEN SEAT BELT sign.

6.

Turn on the FASTEN SEAT BELT sig


Operation in Icing Conditio

CAUTION

CAUTIO

Do not operate deice boots when indicated OAT is below -40°C (-40°F).

Do not operate deice boots when indicated

Note: Check anti-ice system for proper operation prior to entering areas in

Note: Check anti-ice system for proper

which icing might be encountered.

which icing might be encountered

Note: Power settings and airspeeds for maneuvering are target values and

Note: Power settings and airspeeds for

will vary based upon aircraft gross weight, density altitude, and environmental conditions such as icing.

will vary based upon aircraft gross mental conditions such as icing.

The engine and windshield anti-ice systems prevent the accumulation of icing; they should be turned on prior to encountering such conditions. Turning on the wing inspection light illuminates the wing leading edge for ice detection during night operations.

The engine and windshield anti-ice sys icing; they should be turned on prior to en on the wing inspection light illuminates the during night operations.

All anti-ice/deice systems must be checked and found operational prior to flights into known icing conditions. Engine anti-ice should be used on the ground or in the air when the indicated air temperature (RAT) is between 10°C or less and visible moisture is present. Windshield anti-ice must be turned on anytime icing is detected.

All anti-ice/deice systems must be chec flights into known icing conditions. Engi ground or in the air when the indicated 10°C or less and visible moisture is pr turned on anytime icing is detected.

In icing conditions, turn engine anti-ice switches on and off one at a time, pausing momentarily between moving each switch. If ice accumulations

In icing conditions, turn engine anti-ice pausing momentarily between moving

6-6 Mar 2011 Rev. 3

6-6 Mar 2011 Rev. 3


Developed for Tra

Maneuvers break away and are ingested by the engines, pausing reduces the risk of a dual flameout occurring.

break away and are ingested by the dual flameout occurring.

If anti-ice is required during takeoff, turn the anti-ice system on prior to setting takeoff power. For proper anti-ice operation and engine protection, ensure adherence to the maximum anti-ice N1 power settings for takeoff, climb, and cruise.

If anti-ice is required during takeoff, t takeoff power. For proper anti-ice o adherence to the maximum anti-ice cruise.

Procedures for operating in icing conditions per the AFM must strictly be followed.

Procedures for operating in icing con lowed.

Inflight Procedures

Inflight Procedures

Steep Turns

Steep Turns

Steep turns (e.g., 45 degrees bank) confirm the aerodynamic principle that increasing bank requires increased pitch and power to maintain altitude.

Steep turns (e.g., 45 degrees bank) increasing bank requires increased p

At intermediate altitudes (e.g., 10,000 ft MSL), practice steep turns at 180 KIAS, 180º or 360º turns.

At intermediate altitudes (e.g., 10,0 KIAS, 180º or 360º turns.

The initial engine power setting is about 68% N 1. When passing through 30 degrees bank, increase power setting approximately 5% N1. Trim out back pressure as needed. Lead the rollout heading approximately 10 degrees and reduce thrust and pitch to the original setting. These maneuvers are to be accomplished without reference to the flight director.

The initial engine power setting is ab degrees bank, increase power settin pressure as needed. Lead the rollou reduce thrust and pitch to the origin accomplished without reference to th

Unusual Attitudes

Unusual Attitudes

Recovery from Nose-High Attitude

Recovery from Nose-High Attit

After confirming a nose-high attitude, low-airspeed condition exists, apply thrust while rolling toward the nearest horizon. Use up to 60° bank, depending on severity of the condition. When the nose reaches the horizon, smoothly roll to a wings-level attitude and recover to level flight.

After confirming a nose-high attitud thrust while rolling toward the neare ing on severity of the condition. Whe smoothly roll to a wings-level attitude

Recovery from Nose-Low Attitude

Recovery from Nose-Low Attitu

After confirming a nose-low attitude with airspeed increasing, reduce thrust to idle while simultaneously rolling to a wings-level attitude. Increase pitch attitude to recover to straight and level flight. Use caution to avoid exceeding Glimits during recovery.

After confirming a nose-low attitude w idle while simultaneously rolling to a tude to recover to straight and level limits during recovery.

Stall Recognition and Recovery

Stall Recognition and R

CAUTION

CA

The following discussion is presented only in the context of recovery training. Stalls in high performance aircraft should not be deliberately executed unless they are part of a supervised pilot training program. Safety of flight considerations dictate that the utmost caution be employed during such exercises.

Phenom 100


6-7 Jan 2011 Rev.2

The following discussion is presented Stalls in high performance aircraft sh they are part of a supervised pilot tr ations dictate that the utmost caution

Phenom 100

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Note: Power settings and airspeeds for maneuvering are target values and

Note: Power settings and airspeeds for

will vary based upon aircraft gross weight, density altitude and environmental conditions such as icing. Stall practice is not recommended in icing,

will vary based upon aircraft gross mental conditions such as icing. icing,

Approach to Stall

Approach to Stall

As the aircraft approaches a stall, it also approaches the edge of its controllability envelope. The PRIMARY concern is to recover a margin of controllability. The SECONDARY concern is to recover/regain any altitude sacrificed in regaining a SAFE margin of controllability.

As the aircraft approaches a stall, it also a bility envelope. The PRIMARY concern is ity. The SECONDARY concern is to reco regaining a SAFE margin of controllability

Initial practice approaches to stalls may result in a loss of altitude. As proficiency increases, recognizing the controllability margin and executing the recommended recovery techniques will improve, and altitude loss should diminish.

Initial practice approaches to stalls may ciency increases, recognizing the controll ommended recovery techniques will i diminish.

Practice approach to stalls during training will facilitate developing good and safe recovery techniques should stalls be encountered in flight.

Practice approach to stalls during trainin safe recovery techniques should stalls be

Just as in the steep turn exercise, approach to stall training should take place at intermediate altitudes between 9,000 ft to 11,000 ft, recommended. Before and during all the approach to stall maneuvering the airspace practice area must be clear of any conflicting traffic. This training involves a stick pusher recovery exercise in a clean configuration and three approach to stall exercises: clean configuration, takeoff configuration, with a turn using 15 to 30 degrees of bank, and a landing configuration approach to stall. Procedures to set up the approach to stall are to set the power at 45% N1, elevator trim to maintain altitude until 120 KIAS then back pressure is utilized to maintain altitude. At the first indication of a stall, with the exception of the stick pusher exercise, stall recovery procedures are initiated.

Just as in the steep turn exercise, approa at intermediate altitudes between 9,000 f and during all the approach to stall man must be clear of any conflicting traffic. T recovery exercise in a clean configuratio cises: clean configuration, takeoff config degrees of bank, and a landing configura to set up the approach to stall are to set th maintain altitude until 120 KIAS then back tude. At the first indication of a stall, wit exercise, stall recovery procedures are in

Stick Pusher Recovery

Stick Pusher Recovery

The Stall Warning and Protection system on the Phenom incorporates a stick pusher that engages to prevent the aircraft from entering a potentially hazardous stall condition. Normally the recovery from an approach to a stall is made at the first indication of a stall, i.e, the first aural warning. However, if for some reason the pilot was to ignore these initial warnings and the stick pusher was to activate he/she must be able to recover from this situation. The stick pusher activation commands the control wheel to abruptly pitch down with around 150 lbs of forward force. The recovery from this downward movement must not be too quick as a secondary pusher action could occur. As the nose is pushed down, firmly, but smoothly, bring in back pressure while advancing the thrust levers to the MAX position, and climb back to altitude. Altitude loss should be about 300 ft to 400 ft. Once the recovery is

The Stall Warning and Protection system pusher that engages to prevent the aircra ous stall condition. Normally the recov made at the first indication of a stall, i.e, for some reason the pilot was to ignore pusher was to activate he/she must be The stick pusher activation commands down with around 150 lbs of forward forc movement must not be too quick as a se As the nose is pushed down, firmly, bu while advancing the thrust levers to the M tude. Altitude loss should be about 300

6-8 April 2009

6-8 April 2009


Developed for Train

Maneuvers made, the set up procedure for the next approach to stall maneuver can occur.

made, the set up procedure for the occur.

Clean Configuration Approach to Stall

Clean Configuration Approach

This approach to stall training is to simulate a pending stall at cruise altitude where a failure to monitor the airspeed has occurred. Once the first indication of a stall is recognized the TO/GA Button is pressed, thrust levers are advanced to the TO/GA position, the back pressure is slightly relaxed with little or no loss of altitude. Once a safe airspeed and altitude are reached a transition is made to the next stall series.

This approach to stall training is to s where a failure to monitor the airspee of a stall is recognized the TO/GA advanced to the TO/GA position, the tle or no loss of altitude. Once a sa transition is made to the next stall se

Takeoff/Departure Approach to Stall

Takeoff/Departure Approach to

This approach to stall training simulates an initial departure in the take off configuration with a turn. The aircraft configuration is gear down, flaps 1, and a turn is established, usually, with 20 degrees of bank. When the first indication of a stall occurs simultaneously the wings are leveled, the back pressure is slightly relaxed, to reduce the angle of attack, the TO/GA button is pressed and the thrust levers are advanced to the TO/GA setting position. Once a positive rate of climb is started the gear is raised and flaps retracted on schedule. Little or no loss of altitude should be experienced. When a safe altitude and airspeed is achieved transition to the next maneuver.

This approach to stall training simu configuration with a turn. The aircra a turn is established, usually, with 20 tion of a stall occurs simultaneously is slightly relaxed, to reduce the angl and the thrust levers are advanced positive rate of climb is started the schedule. Little or no loss of altitude tude and airspeed is achieved transit

Landing Configuration Approach to Stall

Landing Configuration Approa

The landing configuration approach to stall is used to practice encountering a near stall situation while on final approach in the landing configuration: gear down, flaps full. When the first warning of an impending stall occurs the goaround procedure is initiated. The TO/GA Button is pressed, thrust levers are quickly advanced to the TO/GA setting, slight reduction in back pressure is applied to reduce the induced drag, flap lever set to the 2 position, with a positive rate of climb the gear is raised, as airspeed increases a climb continues to a safe altitude, flaps retracted on schedule.

The landing configuration approach t near stall situation while on final app down, flaps full. When the first warn around procedure is initiated. The TO quickly advanced to the TO/GA sett applied to reduce the induced drag, f itive rate of climb the gear is raised, to a safe altitude, flaps retracted on s

Instrument Procedures

Instrument Procedures

Holding

Holding

The maximum holding speeds are:

The maximum holding speeds are:



Below 6000’ MSL - 200 KIAS 14,000 ft MSL and below 230 KIAS unless posted as 210 KIAS  Above 14,000 MSL - 265 KIAS  Clean configuration Slow to holding speed within three minutes of reaching the holding fix. Holding pattern recommended entries are parallel, teardrop, and direct.







Phenom 100

Phenom 100


6-9 April 2009

Below 6000’ MSL - 200 KIAS 14,000 ft MSL and below 230 KIA  Above 14,000 MSL - 265 KIAS  Clean configuration Slow to holding speed within three m ing pattern recommended entries are

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Outbound timing begins over or abeam the holding fix, whichever occurs later. If the abeam position cannot be determined, start timing when the turn to outbound is completed.

Outbound timing begins over or abeam later. If the abeam position cannot be de to outbound is completed.

The initial outbound leg is flown for one or one-and-one-half minute(s) as appropriate for altitude.

The initial outbound leg is flown for one appropriate for altitude.

Inbound leg time at 14,000 ft MSL or below is one minute. Above 14,000 ft MSL, the inbound leg time is one-and-one-half minutes.

Inbound leg time at 14,000 ft MSL or be MSL, the inbound leg time is one-and-one

Timing of subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time. For a crosswind correction, double the inbound drift correction on the outbound leg.

Timing of subsequent outbound legs sh achieve proper inbound leg time. For a inbound drift correction on the outbound l

Normal Descent

Normal Descent

Condensation Precautions

Condensation Precautions

Both windshield anti-ice switches should be in the ON position.

Both windshield anti-ice switches should

Check that pressurization is set to landing field elevation (LFE).

Check that pressurization is set to landing

Pressurization Monitor the differential pressure and cabin altitude throughout descent. The most comfortable condition occurs when cabin descent is distributed over the majority of the aircraft descent time.

Pressurization Monitor the differential pressure and cab most comfortable condition occurs when majority of the aircraft descent time.

Anti-Icing All anti-ice systems should be on when operating in visible moisture if the indicated outside air temperature is +10°C or colder.

Anti-Icing All anti-ice systems should be on when indicated outside air temperature is +10°C

Approach Double-check landing field information and estimated arrival gross weight; check runway requirements, determine VREF and set airspeed bugs in accordance with the SOP. When descending through the transition altitude, set the altimeters to field pressure and check for agreement.

Approach Double-check landing field information a check runway requirements, determine V dance with the SOP. When descending th altimeters to field pressure and check for

Flight Director

Flight Director

The flight director is effective for making an accurate approach in adverse weather conditions. If command bars are followed precisely, the flight director computes drift corrections based on track results. These computations command slow and deliberate corrections toward interception of track and glideslope.

The flight director is effective for making weather conditions. If command bars are computes drift corrections based on trac mand slow and deliberate corrections glideslope.

While following the flight director commands, remember to cross check the raw data presentations. The flight director is extremely reliable, but the command bar(s) displays computed (i.e., trend) information only.

While following the flight director comma raw data presentations. The flight directo mand bar(s) displays computed (i.e., tren

Monitor warning messages for indication of a malfunction. If the computer is not working properly, erroneous information may be presented.

Monitor warning messages for indication not working properly, erroneous informati

Instrument Approach Considerations

Instrument Approach Consideratio

6-10 April 2009


6-10 April 2009

Developed for Train

Maneuvers Several factors should be considered prior to commencing an approach in a high performance jet aircraft. The pilot must have a thorough knowledge of the destination and alternate weather conditions before descending out of the high altitude structure. Many weather and traffic advisory sources are available, including:

Several factors should be considere high performance jet aircraft. The p the destination and alternate weathe high altitude structure. Many weathe able, including:



Flight Service Stations that may be used enroute at any time to obtain the latest destination and alternate weather conditions  Destination Tower and/or Approach Control  ARTCC where controllers can obtain information (if requested) pertaining to traffic delays and whether aircraft are successfully completing approaches  ATIS. If weather is at or near minimums for the approaches available, review the time and fuel requirements to an alternate. To continue the approach to a landing after arrival at minimums, FAA - FAR 91.175 requires that:



(c) Operation below DH or MDA. Where a DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, at any airport below the authorized MDA or continue an approach below the authorized DH unless –

(c) Operation below DH or MDA. W may operate an aircraft, except a mi airport below the authorized MDA or rized DH unless –

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of the intended landing;

(1) The aircraft is continuously i landing on the intended runway c using normal maneuvers, and for part 135 unless that descent rate touchdown zone of the runway of

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and

(2) The flight visibility is not less dard instrument approach being u

(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(3) Except for a Category II or C sary visual reference requiremen least one of the following visual r tinctly visible and identifiable to th

(i) The approach light system, except that the pilot may not descend below 100 ft above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(i) The approach light system below 100 ft above the touch lights as a reference unless row bars are also distinctly vis

(ii) The threshold.

(ii) The threshold.

(iii) The threshold markings.

(iii) The threshold markings.

(iv) The threshold lights.

(iv) The threshold lights.

(v) The runway end identifier lights.

(v) The runway end identifier

(vi) The visual approach slope indicator.

(vi) The visual approach slope

(vii) The touchdown zone or touchdown zone markings.

(vii) The touchdown zone or t


6-11 April 2009

Flight Service Stations that may b latest destination and alternate we  Destination Tower and/or Appr  ARTCC where controllers can obt to traffic delays and whether aircr approaches  ATIS. If weather is at or near minimums f time and fuel requirements to an a landing after arrival at minimums, FA


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

(viii) The touchdown zone lights.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(ix) The runway or runway markin

(x) The runway lights.

(x) The runway lights.

(d) Landing. No pilot operating an aircraft, except a military aircraft of the United States, may land that aircraft when the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used.

(d) Landing. No pilot operating an aircr United States, may land that aircraft whe visibility prescribed in the standard inst used.

EASA/JAA use the 1,000ft 'Approach Ban' rule - Before decending below 1,000ft AGL the required minimum visibility for the approach should prevail otherwise the approach should be discontinued.

EASA/JAA use the 1,000ft 'Approach Ban 1,000ft AGL the required minimum visibili otherwise the approach should be discon

VFR Traffic Pattern

VFR Traffic Pattern

Traffic pattern altitude for jets normally is 1,500 ft AGL. In a clean configuration, slow to a minimum of 180 kts.

Traffic pattern altitude for jets normally is tion, slow to a minimum of 180 kts.

Initiate the Approach checklist no later than the downwind leg entry point; lower flaps to Flaps 1. The minimum airspeed on downwind is 150 KIAS. Lower the gear opposite the touchdown zone or about two miles out on base leg or straight-in final (but no lower than traffic pattern altitude).

Initiate the Approach checklist no later lower flaps to Flaps 1. The minimum ai Lower the gear opposite the touchdown z leg or straight-in final (but no lower than t

Set Flaps 2 and maintain 120 KIAS until the turn is completed on final or descent is started if straight-in. Set Flaps landing and maintain VREF. Verify autopilot disengaged on final approach and touchdown at VREF.

Set Flaps 2 and maintain 120 KIAS unt descent is started if straight-in. Set Flap autopilot disengaged on final approach an

Approaches

Approaches

Checklist and Configuration

Checklist and Configuration

Consider completing the Approach Checklist shortly after programing the Garmin and briefing the approach. Flaps should be zero, airspeed 180 KIAS

Consider completing the Approach Check Garmin and briefing the approach. Flaps s

and gear up approaching the airport enviroment.

and gear up approaching the airport envir

If the aircraft is receiving radar vectors for an approach, initiate the Before Landing checklist and aircraft configuration changes when abeam the FAF outbound, or one to three miles before the FAF for a straight-in approach.

If the aircraft is receiving radar vectors Landing checklist and aircraft configura outbound, or one to three miles before th

At uncontrolled airports, make all required position/intention reports on the appropriate Common Traffic Advisory Frequency (CTAF).

At uncontrolled airports, make all requir appropriate Common Traffic Advisory Fre

6-12 March 2011 Rev.3

6-12 March 2011 Rev.3


Developed for Tra

Maneuvers Typical Precision Approach (ILS)

Typical Precision Approach (IL

An ILS approach is normal when both engines, the appropriate ILS facilities, and airborne equipment are operating normally. Accomplish the following:

An ILS approach is normal when bo and airborne equipment are operatin

1.

When established on the localizer inbound to the FAF, ensure flaps are set at Flaps 1 and the APR armed function is selected.

1.

When established on the localiz set at Flaps 1 and the APR arme

2.

Maintain airspeed at 150 KIAS and initiate the Before Landing checklist when aircraft is configured.

2.

Maintain airspeed at 150 KIAS when aircraft is configured.

3.

When the glideslope is active, lower the landing gear, set flaps 2, Airspeed 120 KIAS

3.

When the glideslope is active, low 120 KIAS

4.

When glide slope indicates one dot prior to intercept, set landing Flaps and maintain VREF.

4.

When glide slope indicates one and maintain VREF.

5.

Passing the outer marker, verify the altitude over the outer marker is correct, read and verify the Before Landing checklist.

5.

Passing the outer marker, verify rect, read and verify the Before L

6.

Maintain airspeed at VREF.

6.

Maintain airspeed at VREF.

7.

At or before DA, establish visual contact with the runway.

7.

At or before DA, establish visual

8.

Reduce power slightly to ensure crossing the runway threshold at VREF and verify the autopilot is disengaged prior to touchdown.

8.

Reduce power slightly to ensure and verify the autopilot is diseng

Typical Non-Precision Approach and Landing

Typical Non-Precision Approac

1.

When established on the inbound course to the FAF, select Flaps 1 maintain 150 KIAS to intercept inbound course and NAV is selected.

1.

When established on the inboun tain 150 KIAS to intercept inbou

2.

Extend landing gear and set flaps to Flaps 2 maintain 120 KIAS.

2.

Extend landing gear and set flap

3.

Select landing flaps and maintain VREF flaps

3.

Select landing flaps and maintai

4.

Upon crossing FAF, descend to MDA while maintaining airspeed to maneuvering. Vertical speed in the descent should normally be 500 to 1,000 fpm.

4.

Upon crossing FAF, descend maneuvering. Vertical speed in 1,000 fpm.

5.

After leveling off at MDA, increase power to hold airspeed at flap full maneuvering speed while proceeding to the MAP.

5.

After leveling off at MDA, incre maneuvering speed while proce

6.

With the runway environment in sight, disengage the autopilot and complete the Before Landing checklist. Maintain VREF while intercepting the proper visual glide path for landing. Cross the landing threshold at VREF.

6.

With the runway environment in plete the Before Landing check proper visual glide path for landi

Go-Around/Missed Approach and Visual Approach/Balked Landing

Go-Around/Missed Approach and Visual Approach/Balked La

Accomplish the Go-Around procedure at the DA or MDA with time expired (if applicable) and runway visual reference either not in sight or not in a position from which a normal visual landing approach can be accomplished.

Accomplish the Go-Around procedur applicable) and runway visual refere from which a normal visual landing a

An approach with a visual descent point (VDP) positions the aircraft for a normal glide slope to landing. When an aircraft proceeds beyond the VDP with-

An approach with a visual descent po mal glide slope to landing. When an

Phenom 100

Phenom 100


6-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

out visual reference to the runway, the probability of a missed approach is increased.

out visual reference to the runway, the increased.

Go-Around Procedure

Go-Around Procedure

Accomplish the following:

Accomplish the following:

1.

Depress the TO/GA button on either thrust lever.

1.

Depress the TO/GA button on either

2.

Apply go-around TO/GA power

2.

Apply go-around TO/GA power

3. Set go-around flaps to Flaps 1 or Flaps 2 depending on approach configuration. Retract the landing gear when a positive rate of climb is indicated on both the altimeter and VSI.

3. Set go-around flaps to Flaps 1 or F configuration. Retract the landing gear w indicated on both the altimeter and VSI.

4. Continue the climb at VAC until a safe acceleration altitude is reached.

4. Continue the climb at VAC until a safe a

5. When clear of obstacles and appropriate airspeed, fully retract flaps (Flaps 0) and accelerate to VFS. Adjust pitch attitude and power as necessary.

5. When clear of obstacles and approp (Flaps 0) and accelerate to VFS. Adjust pit essary.

6. Reduce power to Climb. At the relatively light gross weight at which missed approaches are normally accomplished, the aircraft accelerates quickly. Pitch and power need to be adjusted accordingly.

6. Reduce power to Climb. At the relat missed approaches are normally accompl quickly. Pitch and power need to be adjust

7. Confirm the level-off altitude and heading/course needed for the GoAround/Missed Approach procedure. Comply with the published missed approach instructions unless other directions are received from ATC.

7. Confirm the level-off altitude and he Around/Missed Approach procedure. Com approach instructions unless other directio

After a Missed Approach - Departing the Area

After a Missed Approach - Departing

Accomplish the following.

Accomplish the following.

1.

Accelerate to normal climb speed.

1.

Accelerate to normal climb speed.

2.

Complete the After Takeoff/Climb Checklist

2.

Complete the After Takeoff/Climb Che

3.

Follow normal climb out procedures.

3.

Follow normal climb out procedures.

Circling Approach

Circling Approach

A circling approach is an instrument approach requiring a heading change of 30 degrees or more to align the aircraft with the landing runway.

A circling approach is an instrument appro 30 degrees or more to align the aircraft wit

Turbulence, strong winds, poor visibility, and low maneuvering altitude are factors that must be considered when planning a circling approach. Plan to use a published minimum circling altitude and distance appropriate to the airspeed or approach category. The Phenom 100 is certified a Category B aircraft for straight in approaches.

Turbulence, strong winds, poor visibility, factors that must be considered when pla use a published minimum circling altitude a speed or approach category. The Phenom craft for straight in approaches.

At uncontrolled airports, observe local traffic direction and restrictions.

At uncontrolled airports, observe local traff

It is recommended that the approach be flown with gear down and flaps at Flaps 2 until arriving at a position Abeam the threshold then landing flaps.

It is recommended that the approach be f Flaps 2 until arriving at a position Abeam th

6-14 March 2011

Phenom 100 Rev.3


6-14 March 2011

Rev.3

Developed f

Maneuvers While maneuvering during a circling approach, fly a minimum of 120 KIAS. When established on final in the landing configuration, fly at VREF to cross the runway threshold at VREF.

While maneuvering during a circling When established on final in the land runway threshold at VREF.

Single Engine Operation

Single Engine Opera

Engine Failure Above V1 - Takeoff Continued

Engine Failure Above V

With an engine fire or failure indication after V1, continue the takeoff.

With an engine fire or failure indicatio

Maintain directional control using the rudder/nosewheel steering, and accelerate to VR. At VR, rotate the aircraft and with a positive rate of climb is established, raise the landing gear and maintain V2 speed for the climb and

Maintain directional control using the erate to VR. At VR, rotate the aircra established, raise the landing gear a

identify the affected engine.

identify the affected engine.

When clear of obstacles and at a minimum of 400 ft AGL select a lateral mode. At 1000 ft. AGL, engage the Autopilot and press ALT. As the aircraft accelerates begin flap retraction on schedule (from Flap 1 to Zero = V2 + 11Kt, from Flap 2 to Flap 1 = V2 + 9Kt, from Flap 1 to Zero = V2 + 20Kt). At VFS select FLC and continue the climb to 1500 ft AGL then reduce power to CON/CLB and set FLC to speed 160Kt. When aircraft is stabilized, read the appropriate QRH check-list followed by the Normal check-list. In case of

When clear of obstacles and at a mi At 1000 ft. AGL, engage the Autop erates begin flap retraction on sche from Flap 2 to Flap 1 = V2 + 9Kt, At VFS select FLC and continue the to CON/CLB and set FLC to speed the appropriate QRH check-list follo

fire, accomplish the memory items after flaps are retracted. Advise ATC and

fire, accomplish the memory items af

passengers of the emergency situation when able.

passengers of the emergency situati

Single Engine Precision/Non-Precision Approach and Landing

Single Engine Precision and Landing

A single engine inoperative approach is flown essentially the same as an approach with both engines operating. On final approach, verify flaps 2 and VREF (full) + 10.

A single engine inoperative approa approach with both engines operatin VREF (full) + 10.

Up to the final descent point, the aircraft is configured normally with the previously recommended speeds flown for each configuration.

Up to the final descent point, the airc ously recommended speeds flown fo

If rudder trim is used during approach to counter asymmetric thrust, zero the rudder trim prior to, or during the landing power reduction to prevent unwanted yaw. Thrust reduction and flare are similar to a normal landing. Thrust reduction should be slower than normal to counter roll due to yaw effect. Consequently, slightly less flare than normal is required to prevent floating.

If rudder trim is used during approac rudder trim prior to, or during th unwanted yaw. Thrust reduction an Thrust reduction should be slower effect. Consequently, slightly less fl floating.

After touchdown, lower the nose, apply wheel braking as required and keep the wings level. Use rudder and differential braking to maintain directional control.

After touchdown, lower the nose, ap the wings level. Use rudder and di control.

Phenom 100

Phenom 100


Rev.1

6-15 July 2010

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Single Engine Go-Around/Missed Approach

Single Engine Go-Around/M

Depress the TO/GA button on either throttle lever and apply power to the TO/GA throttle position. Disengage the yaw damper by pressing the AP/YD/ TRIM/PUSHER quick disconnect on the yoke and rotate the aircraft to 7.5 degrees of pitch up attitude. Retract flaps to flaps 1 and upon observing a positive rate of climb select landing gear lever to the UP position. As airspeed increases apply rudder pressure as required to counter yaw.

Depress the TO/GA button on either th TO/GA throttle position. Disengage the y TRIM/PUSHER quick disconnect on the degrees of pitch up attitude. Retract flap positive rate of climb select landing gear l increases apply rudder pressure as requi

Note: Do not engage the autopilot less than 1000’ AGL

Note: Do not engage the autopilot less th

Landing

Landing

With Flaps Full, cross the threshold at 50 ft AGL with a speed of VREF.

With Flaps Full, cross the threshold at 50

Reduce thrust slowly to idle and raise the nose slightly from the attitude maintained on final approach. With aft mounted engines, the nose tends to rise as thrust is reduced and thus requires minimum back pressure.

Reduce thrust slowly to idle and raise the tained on final approach. With aft mounte thrust is reduced and thus requires minim

Maintain attitude and allow the aircraft to fly onto the runway surface.

Maintain attitude and allow the aircraft to

Upon touchdown, lower the nose wheel smoothly to the runway and apply brakes as necessary. To achieve maximum benefit from the anti-skid system, do not pump the brakes; instead, apply steady pressure on the brake pedals. Use nose wheel steering via the rudder pedals and differential braking to maintain directional control.

Upon touchdown, lower the nose wheel brakes as necessary. To achieve maximu do not pump the brakes; instead, apply s Use nose wheel steering via the rudde maintain directional control.

Crosswind

Crosswind

On the final approach in a crosswind, either the crab approach or the wingdown method may be used.

On the final approach in a crosswind, ei down method may be used.

Do not allow the aircraft to float with power off prior to touchdown.

Do not allow the aircraft to float with powe

Fly to touchdown with little, if any, flare. Follow through the landing roll with ailerons into the wind. Use nose wheel steering and differential braking for directional control.

Fly to touchdown with little, if any, flare. ailerons into the wind. Use nose wheel directional control.

Contaminated Runways

Contaminated Runways

Landing on a slick surface requires careful consideration of many factors: type of runway surface, approach hazards, aircraft weight/speed, wind conditions, temperature, ice, water, and snow.

Landing on a slick surface requires car type of runway surface, approach hazard tions, temperature, ice, water, and snow.

There is a possibility of hydroplaning on surface water, slow below hydroplaning speed before using the wheel brakes. Hydroplaning speed (VH), based on NASA test data, is:

There is a possibility of hydroplaning on s ing speed before using the wheel brakes. NASA test data, is:



Takeoff: VH= 9*√tire pressure



Takeoff: VH= 9*√tire pressure



Landing: VH = 7.7*√tire pressure



Landing: VH = 7.7*√tire pressure

6-16 July 2010 Rev.1


6-16 July 2010 Rev.1

Developed for Trai

Maneuvers The difference in hydroplaning speed between takeoff and landing is due to the wheels rolling for takeoff and not rolling prior to landing.

The difference in hydroplaning spee the wheels rolling for takeoff and not

After Landing

After Landing

After clearing the runway, complete the After Landing checklist. The engines should be operated at idle for at least two minute prior to shutdown; taxi time may be included. After the aircraft is parked, complete the shutdown checklist.

After clearing the runway, complete should be operated at idle for at leas may be included. After the aircra checklist.

Flight Profiles

Flight Profiles

The following flight profiles illustrate how selected maneuvers are performed. Each maneuver is broken down into sequential events that illustrate appropriate configurations.

The following flight profiles illustrate Each maneuver is broken down appropriate configurations.

           

Unusual Attitude Steep Turns Approach to Stalls at Altitude Normal Takeoff Flaps 1 or Flaps 2 (Typical) Precision Approach (ILS) Non-precision Approach (VOR/NDB/RNAV) Visual Approach (Typical) Circling Approach Takeoff with Engine Failure Above V1



One Engine Inoperative (OEI) Visual Approach One Engine Inoperative (OEI) Precision Approach (ILS) One Engine Inoperative (OEI) Non-precision Approach (VOR/NDB/RNAV)



       

Note: 









 

Unusual Attitude Steep Turns Approach to Stalls at Altitude Normal Takeoff Flaps 1 or Flaps 2 Precision Approach (ILS) Non-precision Approach (VOR/ND Visual Approach (Typical) Circling Approach Takeoff with Engine Failure Above

One Engine Inoperative (OEI) Vis One Engine Inoperative (OEI) Pre One Engine Inoperative (OEI) Non

Note:

The suggested airspeeds prior to the FAF/GS Intercept Point/Visual Final are recommended for optimum performance. Airspeed to be maintained shall be dictated by the pilot’s judgment based on situational awareness. - Minimum airspeed for the airplane configuration must not be lower than the airspeed indicated by the Green Circle. - Strict adherence to the airplane configuration speed limitations must be followed. During Final Approach Phase it is imperative to maintain VREF up to runway threshold with no wind additives. During Go-around procedures, acceleration to VAC shall be accomplished before performing any maneuver.


6-17 April 2009











The suggested airspeeds prior t Final are recommended for optim Airspeed to be maintained shall based on situational awareness configuration must not be lower than the airspeed indicate ence to the airplane configuratio During Final Approach Phase it runway threshold with no wind a During Go-around procedures, a plished before performing any m


6-18 April 2009 Developed for Training Purposes 2

ALTITUDE – MAINTAIN AIRSPEED – MAINTAIN BANK – MAINTAIN

BANK – SMOOTHLY ROLLTO 45° ALTITUDE – MAINTAIN TRIM – AS DESIRED PITCH – TO MAINTAIN ALTITUDE POWER – INCREASE 4 %TO 5% N1 (TO MAINTAIN 180 KIAS)

3

BANK – SMOOTHLY ROLLTO 45° ALTITUDE – MAINTAIN TRIM – AS DESIRED PITCH – TO MAINTAIN ALTITUDE POWER – INCREASE 4 %TO 5% N1 (TO MAINTAIN 180 KIAS)

4

4

LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10° WINGS – SMOOTHLY ROLL LEVEL TRIM – AS REQUIRED PITCH – AS REQUIRED POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)

LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10° WINGS – SMOOTHLY ROLL LEVEL TRIM – AS REQUIRED PITCH – AS REQUIRED POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)

S E R V I C E S

Steep Turns

Phenom 100

1 CLEAN CONFIGURATION POWER – AS REQUIRED TO MAINTAIN 180 KIAS CONFIGURATION • FLAPS – UP • GEAR – UP • N1 68% - 72%

TOLERANCES: SPEED ± 10 KIAS ALTITUDE ± 100 FT BANK ± 5° HEADING ± 10°

THE PM MAY ASSIST AS DIRECTED BYTHE PF.

THIS MANEUVER MAY BE USED FOR A 180° OR 360°TURN, AND MAY BE FOLLOWED BY A TURN IN THE OPPOSITE DIRECTION.

1 CLEAN CONFIGURATION POWER – AS REQUIRED TO MAINTAIN 180 KIAS CONFIGURATION • FLAPS – UP • GEAR – UP • N1 68% - 72%

2

T R A I N I N G T R A I N I N G

6-18 April 2009

S E R V I C E S

Steep Turns

Developed for Train


A TE AT E INITIA TITUD NT AL A T S CON

Clean Configuration Stall Takeofff Configuration / Departure Turning Stall (20 degrees bank) Approach to Landing Stall (Gear & Landing Flaps)

Trim to wings level until 120 KIAS then maintain altitude with back pressure, set power 45%, recover at first indication of a stall

A TE AT E INITIA TITUD NT AL A T S CON

Maneuvers

Approach to Stalls Approach to Stalls

6-19 April 2009 Phenom 100 Developed for

6-20 July 2010 Rev.1 Developed for Training Purposes Phenom 100 6-20 July 2010

· MAINTAIN TAKEOFF FLAPS · ENGAGE AUTOPILOT · SELECT FLC AND SPEED V2 + 15 KIAS

Normal Takeoff Flaps 1 or 2 (Typical)

Rev.1

· AFTER TAKEOFF CHECKLIST

T R A I N I N G

· SPEED 160 KIAS

· INCREASE SPEED TO 200 KIAS


· ENGAGE AUTOPILOT · SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE · SELECT FLC AND SPEED 160 KIAS · RETRACT FLAPS ON SCHEDULE · CON/CLB THRUST

NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)

· ROTATE TO 9.5° FOR FLAPS 1 · ROTATE TO 9° FOR FLAPS 2 · POSITIVE RATE OF CLIMB −GEAR UP

· MAINTAIN TAKEOFF FLAPS · ENGAGE AUTOPILOT · SELECT FLC AND SPEED V2 + 15 KIAS

S E R V I C E S

· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE · RETRACT FLAPS ON SCHEDULE · SET CON/CLB THRUST

EM500ENAOM140192C.DGN

· THRUST LEVERS −TO/GA THRUST


· SPEED 160 KIAS

· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE · RETRACT FLAPS ON SCHEDULE · SET CON/CLB THRUST

NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)

T R A I N I N G S E R V I C E S

Normal Takeoff Flaps 1 or 2 (Typica

Developed for Trai

Phenom 100 Developed for Training Purposes · SET LANDING FLAPS · REDUCE SPEED TO V REF

6-21 Rev.1 July 2010

· COMPLETE APPROACH CHECKLIST · 180 KIAS · GEAR UP · FLAPS 0

· SELECT LATERAL MODE ACCORDING TO MISSED APPROACH PROFILE · SELECT FLC AND SPEED 160 KIAS · RETRACT FLAPS ON SCHEDULE · AFTER FLAPS ARE UP, AFTER TAKEOFF CHECKLIST

· PUSH GO−AROUND BUTTON · TO/GA THRUST · ROTATE TO GO−AROUND ATTITUDE · SET GO−AROUND FLAPS · WITH POSITIVE RATE OF CLIMB, GEAR UP · MINIMUM AIRSPEED VAC

· PUSH GO−AROUND BUTTON · TO/GA THRUST · ROTATE TO GO−AROUND ATTITUDE · SET GO−AROUND FLAPS · WITH POSITIVE RATE OF CLIMB, GEAR UP

· HOLDING SPEED: 160 KIAS · GEAR UP · FLAPS 0

PRECISION APPROACH (ILS)

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



Precision Approach

· FLAPS 1 · 150 KIAS

EM500ENAOM140193B.DGN

· GEAR DOWN · FLAPS 2 · 120 KIAS


PRECISION APPROACH (ILS)

Maneuvers Precision Approach


6-22 July 2010 Rev. 1 Developed for Training Purposes Phenom 100 6-22 July 2010

VOR/NDB


T R A I N I N G

Rev. 1

· PUSH GO−AROUND BUTTON · TO/GA THRUST · ROTATE TO GO−AROUND ATTITUDE · SET GO−AROUND FLAPS · WITH POSITIVE RATE OF CLIMB, GEAR UP · MINIMUM AIRSPEED V


NON PRECISION APPROACH (VOR/NDB/RNAV)




Non-precision Approach (VOR/NDB/RNAV)



· SET GO−AROUND ALTITUDE · MAINTAIN V REF

VOR/NDB

S E R V I C E S



· SET LANDING FLAPS · REDUCE SPEED TO V REF · BEFORE LANDING CHECKLIST



NON PRECISION APPROACH (VOR/NDB/RNAV)


Non-precision Approach (VOR/NDB

Developed for Tr


30 s

30 s


Phenom 100 Rev.1 6-23 July 2010


· VREF

· GEAR UP · FLAPS 1 · 150 KIAS

VISUAL APPROACH (TYPICAL)

· SET LANDING FLAPS · REDUCE SPEED TO V REF · BEFORE LANDING CHECKLIST

1.5 NM







Visual Approach (Typical)

· 120 KIAS · MAXIMUM BANK 30°




VISUAL APPROACH (TYPICAL)

Maneuvers Visual Approach (Typical)


6-24 July 2010 Rev.1 Developed for Training Purposes Phenom 100 6-24 July 2010 Rev.1

·V


Circling Approach

· 120 KIAS


· DISENGAGE AUTOPILOT

· V REF


T R A I N I N G

· SET GO−AROUND ALTITUDE

CIRCLING APPROACH

· MAINTAIN VISUAL REFERENCE · SET LANDING FLAPS · 115 KIAS · BEFORE LANDING CHECKLIST

· 120 KIAS


S E R V I C E S



· CIRCLING ALTITUDE MUST BE MAINTAINED DURING THE WHOLE MANEUVER · RUNWAY MUST BE IN SIGHT DURING THE CIRCLING MANEUVER · MISSED APPROACH POINT ACCORDING TO THE TYPE OF APPROACH · USE OF AUTOPILOT IS RECOMMENDED

· GEAR DOWN · FLAPS 2 · 120 KIAS · SET CIRCLING MINIMUM

· SET GO−AROUND ALTITUDE

CIRCLING APPROACH


Circling Approach

Developed for Train

Phenom 100 Developed for Training Purposes EM500ENAOM140197C.DGN

· THRUST LEVERS − TO/GA THRUST

· GEAR UP · V2 · VERIFY TO RSV INDICATION

6-25 Rev.1 July 2010

· ENGAGE AUTOPILOT · SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE · SELECT ALT HOLD · RETRACT FLAPS ON SCHEDULE

TAKEOFF WITH ENGINE FAILURE ABOVE V

· ROTATE TO 9.5° FOR FLAPS 1 · ROTATE TO 9° FOR FLAPS 2

· ENGAGE AUTOPILOT · SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE · SELECT ALT HOLD · RETRACT FLAPS ON SCHEDULE

TAKEOFF WITH ENGINE FAILURE ABOVE V

· SELECT FLC AND V FS · CON/CLB THRUST · COMPLETE APPLICABLE CHECKLIST

1

· SELECT FLC AND V FS · CON/CLB THRUST · COMPLETE APPLICABLE CHECKLIST · AFTER TAKEOFF CHECKLIST

1

Maneuvers


6-26 July 2010 Rev. 1 Developed for Training Purposes

· BEFORE LANDING CHECKLIST

1.5 NM

· VREF

Phenom 100

REF FULL

+ 10 KIAS

6-26 July 2010 Rev. 1

· SELECT LATERAL MODE ACCORDING TO MISSED APPROACH PROFILE · SELECT ALT HOLD · RETRACT FLAPS ON SCHEDULE

· PUSH GO−AROUND BUTTON · TO/GA THRUST · ROTATE TO GO−AROUND ATTITUDE · FLAPS 1 · WITH POSITIVE RATE OF CLIMB, GEAR UP · MINIMUM AIRSPEED VAC

T R A I N I N G

30 s


=V


REF

One Engine Inoperative Visual Approach


V

· SELECT FLC · CON/CLB THRUST · COMPLETE APPLICABLE CHECKLIST · AFTER TAKEOFF CHECKLIST


ONE ENGINE INOPERATIVE VISUAL APPROACH

· FLAPS 2 (FINAL FLAPS SETTING) · VREF

30 s



S E R V I C E S






ONE ENGINE INOPERATIVE VISUAL APPROACH


One Engine Inoperative Visual App

Developed for Tr


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

REF 3

· COMPLETE DESCENT/APPROACH CHECKLIST · 180 KIAS · GEAR UP · FLAPS 0

+ 10 KIAS





6-27 Rev.1 July 2010


· COMPLETE DESCENT/APPROACH CHECKLIST · 180 KIAS · GEAR UP · FLAPS 0




One Engine Inoperative Precision Approach (ILS)

ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)


· GEAR DOWN · FLAPS 2 (FINAL FLAPS SETTING) · 120 KIAS


ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

Maneuvers One Engine Inoperative Precis


6-28 August 2010 Rev.1 Developed for Training Purposes

· SET GO−AROUND ALTITUDE · MAINTAIN V REF V REF = V


REF 3

+ 10 KIAS




· HOLDING SPEED: 160 KIAS · FLAPS 0 · GEAR UP

Phenom 100 6-28 August 2010 Rev.1

· SELECT LATERAL MODE ACCORDING TO MISSED APPROACH PROFILE · SELECT ALT HOLD


T R A I N I N G



· HOLDING SPEED: 160 KIAS · FLAPS 0 · GEAR UP

One Engine Inoperative Non Precision Approach (VOR/NDB/RNAV)


S E R V I C E S

ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB/RNAV)


· REDUCE SPEED TO V REF · BEFORE LANDING CHECKLIST



ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB/RNAV)


One Engine Inoperative Non Precis (VOR/NDB/RNAV)

Developed for T

Limitations

Limitations

Limitations

General

General

This airplane must be operated in accordance with the limitations presented in this Section. These limitations also apply to operations in accordance with an approved Supplement or Appendix to the AFM, except as altered by such Supplement or Appendix.

This airplane must be operated in a in this Section. These limitations also an approved Supplement or Append Supplement or Appendix.

The safety and integrity of the airplane and its occupants is highly dependent on the compliance with the operating limitations. Pilots should have all the limitations committed to memory. Some limitations, however, may be too complex to memorize. Such limitations are like the following:

The safety and integrity of the airplan on the compliance with the operatin limitations committed to memory. S complex to memorize. Such limitation

 

 

Limitations which are automatically complied with by the airplane systems Limitations associated to more than one parameter and that constantly varies in time Tables Charts

Weight

 

 

Limitations which are automaticall Limitations associated to more tha varies in time Tables Charts

Weight

Airplane Model

Phenom 100

Phenom 100

Airplane Model

MAX Ramp Weight (MRW)

4770 Kg

10516 lb


MAX Takeoff Weight (MTOW)

4750 Kg

10472 lb


MAX Landing Weight (MLW)

4430 Kg

9766 lb


MAX Zero Fuel Weight (MZFW)

3830 Kg

8444 lb


To comply with the performance and operating limitations of the regulations, the maximum allowable takeoff and landing operational weights may be equal to, but not greater than design limits.

To comply with the performance and the maximum allowable takeoff and la to, but not greater than design limits.

The takeoff weight (weight at brake release or at start of takeoff run) is the lowest between MTOW and the following weights:

The takeoff weight (weight at brake lowest between MTOW and the follo

Maximum takeoff weight as calculated using the approved OPERA software, and as limited by field length, climb and brake energy.  Maximum takeoff weight, as limited by enroute, and landing operating requirements. The landing weight is the lowest between MLW and the following weights:







Maximum approach and landing weight as limited by runway length, altitude and temperature and calculated using the approved OPERA software.


7-1 Rev.1 July 2010

Maximum takeoff weight as calcul ware, and as limited by field lengt  Maximum takeoff weight, as limite requirements. The landing weight is the lowest betw 

Maximum approach and landing w tude and temperature and calcula ware.


Loading

Loading

The airplane must be loaded in accordance with the information contained in the Weight and Balance Section.

The airplane must be loaded in accordan the Weight and Balance Section.

Center of Gravity Envelope


Phenom 100

Phenom 100 INFLIGHT LIMITS (FLAPS AND GEAR UP) TAKEOFF AND LANDING LIMITS

INFLIGHT TAKEOFF

11000

11000

10800

21.5%

10600

23.5% MTOW

10800

36.9% 10472 lb

10400

10200 MLW

10000

9800 9600

9400

9400

WEIGHT - lb

9600 9200 9000

MZFW

8885 lb

8800

8885 lb

8600

9200 9000 8600 8400

8200

8200

8000

8000

7800

7800 7600

7540 lb

7400 7200 6800

19.5%

6600

7400 7200

38.5%

7099 lb

7000

21.5%

6400

6800

25

35

19.5%

6600

21.5%

6400

35%

6200 15

7099 lb

7000 6614 lb

5

8885 lb

8800

8400

7600

MLW

10000

9877 lb

9800

WEIGHT - lb

23.5% MTO

10400

10200

6200 45

55

65

5

CG POSITION - %MAC

7-2 April 2009

21.5%

10600

25

CG POSIT


15

7-2 April 2009

Developed for Train

Limitations

Operation Limitations

Operation Limitations

Operational Envelope

Operational Envelope

45000 41000 ft

45000

-21.5°C

-60°C

40000

40000

35000

35000

30000

30000 ISA + 35°C

25000

ALTITUDE - ft

ALTITUDE - ft

-60°C

20000 15000 10000

10000 ft

0

25000 20000 15000 10000

1

5000

5000 0

-1000 ft

-54°C -40°C -5000 -80 -70 -60 -50 -40 -30 -20 -10

52°C

-54°C -40°C -5000 -80 -70 -60 -50 -40 -30

0 10 20 30 40 50 60

STATIC A 500CTA01 - 17JAN07

500CTA01 - 17JAN07

STATIC AIR TEMPERATURE - °C

TAKEOFF, LANDING & GROUND START

41000 ft

1

Note: Yaw damper must be engaged above 25000 ft, and above 250 KIAS.

TAKEOFF, LANDING & GRO

Note: Yaw damper must be eng KIAS.

Note: In the event of a landing below -40°C, report to the maintenance personnel.

Note: In the event of a landing b personnel.


7-3 April 2009


Airspeeds

Airspeeds

Landing Gear Operation/extended Speed (VLO AND VLE)

Landing Gear Operation/extended

VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS

VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VLO is the maximum speed at which the landing gear can be safely extended and retracted. VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS VLE is the maximum speed at which the airplane can be safely flown with the landing gear extended and locked.

VLO is the maximum speed at whic extended and retracted. VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VLE is the maximum speed at which t the landing gear extended and locked

Note: For emergency purposes only, the landing gear may be extended at

Note: For emergency purposes only, th

speeds higher than 180 KIAS but not exceeding 250 KIAS. If landing gear is extended above 180 KIAS, report to the maintenance personnel.

speeds higher than 180 KIAS bu ing gear is extended above 180 personnel.

Minimum Control Speeds (VMC)


For takeoff:

For takeoff:

VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS

VMC . . . . . . . . . . . . . . . . . . . . . . . . .

Note: The VMC above represents the highest value to be found within the

Note: The VMC above represents the h

takeoff envelope. Specifics VMC may be obtained through the OPERA as a function of altitude, temperature, weight and according to the takeoff flaps.

takeoff envelope. Specifics VM OPERA as a function of altitude ing to the takeoff flaps.

For landing:

For landing:

VMC (no icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 KIAS

VMC (no icing conditions) . . . . . . . . .

VMC (icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS

VMC (icing conditions) . . . . . . . . . . .

Note: VMC is the airspeed at which, when the critical engine is suddenly

Note: VMC is the airspeed at which, w

made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5 degrees.

made inoperative, it is possible with that engine still inoperative flight at the same speed with an degrees.

7-4 April 2009


7-4 April 2009

Developed for Train

Limitations

Maximum Operating Speed (VMO/MMO)

Maximum Operating Sp

45000

45000

40000

40000

35000

35000

30000

30000

ALTITUDE - ft

ALTITUDE - ft

MMO=0.70

25000

20000

VMO

25000

20000

15000

15000

10000

10000

5000

5000

0

0 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300

150 160 170 180 190 200 21

AIRSPEED - KIAS

A

Note: VMO/MMO may not be deliberately exceeded in any regime of flight

Note: VMO/MMO may not be delibe

(climb, cruise or descent), unless a higher speed is authorized for flight test or pilot training.

(climb, cruise or descent), u flight test or pilot training.


7-5 April 2009


Operating Maneuvering Speed

Operating Maneuvering Sp

VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS

VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Note: Maneuvers that involve angle of attack near the stall or full applica-

Note: Maneuvers that involve angle of

tion of rudder, elevator, and aileron controls should be confined to speeds below VO. In addition, the maneuvering flight load factor limits, presented in this Section, should not be exceeded.

tion of rudder, elevator, and aile speeds below VO. In addition, limits, presented in this Section,

Note: Maneuvers are limited to any maneuver incident to normal flying,

Note: Maneuvers are limited to any m

stalls (except whip stalls) and steep turns in which the angle of bank is not more than 60 degrees.

stalls (except whip stalls) and bank is not more than 60 degree

CAUTION

CAUTIO

Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in structural failures at any speed, even below VO.

Rapid and large alternating control inp large changes in pitch, roll, or yaw (e.g. structural failures at any speed, even be

Maximum Flap Extended Speed (VFE)

Maximum Flap Extended S

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS

Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS

Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS

Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . .

Note: Flaps 3 is not approved for operation.

Note: Flaps 3 is not approved for opera

Maximum Altitude For Flap Extension

Maximum Altitude For Flap

Maximum Altitude for Flap Extension


Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft

Yaw Damper Operative . . . . . . . . . . .

Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft

Yaw Damper Not Operative. . . . . . . .

Maximum Tire Ground Speed

Maximum Tire Ground Spe

Maximum Tire Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 kt

Maximum Tire Ground Speed . . . . . . . . .

Maneuvering

Maneuvering

No acrobatic maneuvers, including spins, are authorized.

No acrobatic maneuvers, including spins,

7-6 April 2009


7-6 April 2009

Developed for Train

Limitations

Maneuvering Flight Load Factors

Maneuvering Flight Loa

These corresponding accelerations limit the bank angle during turns and limit the pull-up maneuvers.

These corresponding accelerations li the pull-up maneuvers.

Load Factor Limit

Flaps Up

Flaps Down (1, 2 And Full)

Load Factor Limit

Positive

3.27 g

2.00 g

Positive

Note: Flaps 3 is not approved for operation.

Flap

3.2

Note: Flaps 3 is not approved for o

Minimum Crew

Minimum Crew

Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PILOT

Minimum Flight Crew . . . . . . . . . . . .

Note:  



Note:

The pilot must occupy the left cockpit seat An operative autopilot and flight director are required for single pilot operations Pilot must use a headset mounted microphone.

 



The pilot must occupy the left co An operative autopilot and flight operations Pilot must use a headset mounte

Maximum PAX Seating

Maximum PAX Seating

Maximum Passenger Seating Configuration . . . . . . . . . . 5 PAX plus 1 Infant

Maximum Passenger Seating Config

Note: 

 

Note:

A passenger may occupy the right cockpit seat only in single pilot operations. The use of the lavatory is prohibited for taxi, takeoff, and landing. The maximum seating configuration refers to adult passengers. One infant under 2 years old held by an adult (“lap child”) may be in one of the aft seats (in an adults lap) in addition to 5 adult passengers.

Cockpit And Passenger Cabin 




 

A passenger may occupy the righ tions. The use of the lavatory is prohibi The maximum seating configurat infant under 2 years old held by the aft seats (in an adults lap) in

Cockpit And Passenger

Pilots sunvisors must be kept at the vertical position when in use and must be stowed for taxi, takeoff and landing. Cockpit curtain to be used on ground only during cabin temperature pull down.

Phenom 100



7-7 Rev. 1 July 2010





Pilots sunvisors must be kept at th be stowed for taxi, takeoff and lan Cockpit curtain to be used on grou down.


Baggage Loading

Baggage Loading

Maximum Loading:

Maximum Loading:

Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb

Wardrobe . . . . . . . . . . . . . . . . . . . . . . . .

Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Kg / 33 lb

Lavatory Cabinet . . . . . . . . . . . . . . . . . . .

AFT Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lb

AFT Baggage Compartment . . . . . . . . . .

FWD Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb

FWD Baggage Compartment . . . . . . . . .

Note: The maximum intensity of loading in each compartment is the following:

Note: The maximum intensity of loadin lowing:

- AFT Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 lb/ft2

- AFT Compartment . . . . . . . . . .

- FWD Compartment - Upper . . . . . . . . . . . . . . . . . . . . . . .12.5 lb/ft2

- FWD Compartment - Upper . . .

- FWD Compartment - Bottom . . . . . . . . . . . . . . . . . . . . . . 18.2 lb/ft2

- FWD Compartment - Bottom . .

Runway

Runway

Runway Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2% TO +2%

Runway Slope . . . . . . . . . . . . . . . . . . . . .

Runway Surface Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAVED

Runway Surface Type . . . . . . . . . . . . . . .

Wind Limitations

Wind Limitations

Maximum Takeoff and Landing Tailwind Component . . . . . . . . . . . . . . . .10 kt

Maximum Takeoff and Landing Tailwind C

Hydraulic

Hydraulic

The hydraulic system must be checked each 15 consecutive calendar days or before next flight, whichever occurs last.

The hydraulic system must be checked ea before next flight, whichever occurs last.

Warning

Warning

Stall Warning and Protection


The stall warning and protection system must be tested prior each flight.

The stall warning and protection system m

7-8 July 2010 Rev. 1

7-8 July 2010 Rev. 1


Developed for Tr

Limitations Terrain Awareness And Warning System (TAWS)

Terrain Awareness And Warnin

TAWS displays terrain and obstructions relative to the altitude of the airplane. The following applies:

TAWS displays terrain and obstructio The following applies:



Navigation must not be predicated upon the use of the TAWS.



Navigation must not be predicated

Note: The terrain display is intended to serve as a situational awareness

Note: The terrain display is intend

tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.

tool only. It may not provide on which to solely base dec rain or obstacles.







To avoid giving unwanted alerts, the TAWS must be inhibited when landing at an airport that is not included in the airport database. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with TAWS warnings. Terrain database coverage is worldwide. However the Terrain data is not displayed when the airplane latitude is greater than 75°N or 60°S.







To avoid giving unwanted alerts, t ing at an airport that is not include Pilots are authorized to deviate fro extent necessary to comply with T Terrain database coverage is worl displayed when the airplane latitu

Traffic Information System (TIS)

Traffic Information System (TIS

TIS is not intended to be used as a collision avoidance system and does not relieve the pilot of the responsibility to “see and avoid” other airplane.

TIS is not intended to be used as a c relieve the pilot of the responsibility t

TIS shall not be used for avoidance maneuvers during instrument meteor logical conditions (IMC) or when there is no visual contact with the intruder airplane.

TIS shall not be used for avoidance m ical conditions (IMC) or when there plane.

Note: TIS is available only when the airplane is within the service volume

Note: TIS is available only when t

of a TIS-capable terminal radar site.

of a TIS-capable terminal ra

Satellite Weather Radio System (XM Weather)

Satellite Weather Radio System

XM Weather information must not be used for hazardous weather penetration. Weather information is provided only for hazardous weather avoidance.

XM Weather information must not b tion. Weather information is provided

NEXRAD weather data is intended for long-range planning purposes only. Due to inherent delays and relative age of the data, NEXRAD weather data should not be used for short-range avoidance of hazardous weather.

NEXRAD weather data is intended Due to inherent delays and relative should not be used for short-range a

Phenom 100

Phenom 100


7-9 April 2009

Developed for

Electrical

Electrical

Batteries Voltage

Batteries Voltage

Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V

Minimum Voltage for Engines Start . . . . .

Note: Minimum GPU voltage for batteries charging is 27 V.

Note: Minimum GPU voltage for batter

Generators Load

Generators Load

Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH

Maximum Generator Load . . . . . . . . . . .

Note: May be exceeded up to 300 A inflight below 34000 ft.

Note: May be exceeded up to 300 A in

Fuel

Fuel

Airplane Model

Phenom 100

Maximum usable quantity per tank 636.5 Kg (792.5 L) / 1403 lb (209.4 gal) Unusable quantity per tank 10 Kg (12.5 L) / 22 lb (3.3 gal)

Note:

Airplane Model

Maximum usable quantity per tank 636. Unusable quantity per tank

Note: 

Maximum fuel capacity is 1610 L (1293 Kg) / 425.4 US Gal



(2850 lb). 

Maximum fuel capacity is 1610 (2850 lb).

The maximum permitted imbalance between tanks is 125 L (100 Kg) / 33 US Gal (220 lb).



The maximum permitted imbala (100 Kg) / 33 US Gal (220 lb).



When operating in engine suction mode (jet pump and DC pump failed on the same tank) the unusable fuel quantity is 51.5 L (41.5 Kg) / 13.6 US Gal (91.3 lb) per tank.



When operating in engine sucti failed on the same tank) the un (41.5 Kg) / 13.6 US Gal (91.3



Fuel can not be transferred from one wing to another when fuel quantity reaches 174 L (140 Kg) / 46 US Gal (308 lb) for single engine condition and 205 L (165 Kg) / 54.2 US Gal (363 lb) for dual engine condition.



Fuel can not be transferred fro quantity reaches 174 L (140 Kg engine condition and 205 L (16 dual engine condition.



When EIS fuel quantity is zero, any fuel remaining in the tanks can not be used safely in flight.



When EIS fuel quantity is zero, can not be used safely in flight.



The weights above have been determined for an adopted fuel density of 0.8 Kg/Liter / 6.701 lb/US Gal. Different fuel densities may be used provided the volumetric limits are not exceeded.



The weights above have been d density of 0.8 Kg/Liter / 6.701 l may be used provided the volu

7-10 July 2010 Rev.1


7-10 July 2010 Rev.1

Developed for Tra

Limitations Fuel Specification

Fuel Specification

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1

Brazilian Specification . . . . . . . . . . .

ASTM Specification . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1

ASTM Specification . . . . . . . . . . . . .

American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8

American Specification . . . . . . . . . .

Note: For approved fuel additives see AMM.

Note: For approved fuel additives

Fuel Tank Temperature


Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C

Minimum . . . . . . . . . . . . . . . . . . . . .

Maximum (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52°C

Maximum (on ground) . . . . . . . . . . .

Note: In flight, the maximum fuel temperature may be extended but not

Note: In flight, the maximum fuel

exceeding 80°C.

exceeding 80°C.

Transfer Valve Operation


FUEL XFR Button must be pushed out during takeoff, landing, maneuvers and turbulence.

FUEL XFR Button must be pushed and turbulence.

Phenom 100

Phenom 100


7-11 April 2009

Developed for

Power Plant

Power Plant

Engines

Engines

Two Pratt & Whitney Canada PW617F-E.


Operational Limits

Operational Limits

Operating Conditions

Operating Limits Max ITT (trimmed) (C)

Operating Conditions Max ITT (trimmed) (C)

Oil (1) Press (psig)

Oil Temp (C)

Thrust Setting

Time Limit (minutes)

-)

-

Maximum

10 (1)

845

1

Takeoff

5 (2)

830

1

Thrust Setting


Maximum

10 (1)

845

100.4

100

Takeoff

5 (2)

830

100.4

100

170 (3) 14 to 130 (4)

Maximum Continuous

(7)

830

100.4

100

170 (3)

14 to 130

Maximum Continuous

(7)

830

1

Ground Idle Sea Level

No time limit

-

54 (5)

-

170 (3)

-40 to 130


No time limit

-

54

Flight Idle Sea Level

No time limit

-

59 (5)

-

170 (3)

14 to 130


No time limit

-

59

Starting

Starting Transient

N2 (%)

N1 (%)

N/A

830 (6)

-

-

0-275

-40(5)

20 sec.

830 (8)

102

101

(3)

-

90 sec.

-

(3)

130 to 141

Note: 1) Maximum is an ATR intended to be used for a period of not over

Transient

N/A

830 (6)

20 sec.

830 (8)

90 sec.

-

(

1

Note: 1) Maximum is an ATR intended

10 minutes after the failure of one engine.

10 minutes after the failure of

Note: 2) The total time during which takeoff thrust may be used is limited

Note: 2) The total time during which ta

to 5 minutes per flight. This limit commences when the thrust lever is first set at TO/GA detent.

to 5 minutes per flight. This lever is first set at TO/GA dete

Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil

Note: 3) May be exceeded up to 250

pressure limit see Figure on page 7-13.

pressure limit see Figure on p

Note: 4) After completing a start under cold conditions or with cold fuel

Note: 4) After completing a start unde

(below 0°C) 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. 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.

(below 0°C) and achieving a s for the time required for the o temperature of 14°C. During limit applies. Run the engin ensure that no ice particles ar engine.

Note: 5) Minimum Limits.

7-12 April 2009



7-12 April 2009

Developed for Train

Limitations Note: 6) Maybe exceeded up to 892°C during 5 seconds.

Note: 6) Maybe exceeded up to 89

Note: 7) Maximum Continuous is not intended for regular, normal opera-

Note: 7) Maximum Continuous is

tion.

tion.

Note: 8) For normal and ATR takeoff modes, may be exceeded up to

Note: 8) For normal and ATR ta

862°C during 20 seconds. For ATR takeoff mode only, may be exceeded up to 845°C.

862°C during 20 second exceeded up to 845°C.

Oil Specification

Oil Specification

Engine oil must comply with MIL-PRF-23699F specification.

Engine oil must comply with MIL-

Oil Pressure Limits

Oil Pressure Limits

300

300

250

250

A

200

MOP (psig)

MOP (psig)

200

150 D 100

150

100 B

50

50 C

0

0 0

25

50 % N2 AREA

75

100

0

25

AREA

TIME LIMIT

A

500 sec

A

B

90 sec

B

C

15 sec

C

D

CONTINUOUS

D


7-13 April 2009


Starter Limits

Starter Limits Motoring Number

Cool-Down Time

Motoring Number

1

60 seconds

1

2

60 seconds

2

3

15 minutes

3

4

30 minutes

4

Note: After four sequential motorings, cycle may be repeated following a 30 minutes cool-down period.

C

Note: After four sequential motorings, 30 minutes cool-down period.

Pneumatic, Air Conditioning And Pressurization

Pneumatic, Air Conditionin

Air Conditioning

Air Conditioning

For air conditioning system operation on ground the GPU must be used or both generators must be turned on

For air conditioning system operation on both generators must be turned on

Pressurization

Pressurization

Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi

Maximum Differential Pressure. . . . . . . .

Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi

Maximum Differential Overpressure . . . .

Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi

Maximum Differential Negative Pressure

Maximum Differential Pressure For Takeoff And Landing . . . . . . . . . . . 0.2 psi

Maximum Differential Pressure For Takeo

Ice and Rain Protection

Ice and Rain Protection



Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40°C

Minimum Temperature for Wing/ Stabilize



Crew must activate the ice protection system when icing conditions exist or are anticipated below 10°C as follows:

Crew must activate the ice protection sy are anticipated below 10°C as follows:

If OAT is between 5°C and 10°C with visible moisture:

If OAT is between 5°C and 10°C with visi

ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG 1 and ENG 2 Switches . . . . . . .

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINGSTAB Switch . . . . . . . . . . . . . .

WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WSHLD 1 and WSHLD 2 . . . . . . . . .

If OAT is below 5°C with visible moisture:

If OAT is below 5°C with visible moisture:

WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WSHLD 1 and WSHLD 2 Switches . .

ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG 1 and ENG 2 Switches . . . . . . .

WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WINGSTAB Switch . . . . . . . . . . . . . .

7-14 April 2009


7-14 April 2009

Developed for Train

Limitations

Note: 













Note:

Icing conditions may exist whenever the Static Air Temperature (SAT) on the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals). Icing conditions may also exist when the SAT on the ground and for takeoff is 10°C or below when operating on ramps, 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. WINGSTAB switch must remain at the ON position until the entire wing, including unprotected areas and areas behind the wing deicing boot, are free of ice accretion. In icing conditions the airplane must be operated, and its ice protection systems used as described in the operating procedures section of the AFM. Where specific operational speeds and performance information have been established for such conditions, this information must be used. Take-off is prohibited with frost, ice, snow or slush adhering to wings, control surfaces, engine inlets, or other critical surfaces. The airplane must exit SLD (Super Cooled Large Droplet) icing conditions environment. SLD conditions will be recognized by ice formation aft protected surfaces or in areas where not normally collect ice (side windows). 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:















Icing conditions may exist whene the ground or for takeoff, or Tota or below and visible moisture in a with visibility of one mile or less, Icing conditions may also exist w takeoff is 10°C or below when op where surface snow, ice, standin the engines, or freeze on engine WINGSTAB switch must remain including unprotected areas and free of ice accretion. In icing conditions the airplane m systems used as described in th AFM. Where specific operationa have been established for such c used. Take-off is prohibited with frost, ic control surfaces, engine inlets, o The airplane must exit SLD (Sup tions environment. SLD condition protected surfaces or in areas w dows). Intentional flight in freezing drizzl plane encounters conditions that or freezing drizzle, the pilot must freezing drizzle conditions by cha tions may be identified by the fol



Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice.



Unusually extensive ice accrete observed to collect ice.



Accumulation of ice on the upper surface or lower surface of the wing aft of the protected area.



Accumulation of ice on the upp of the protected area.


7-15 April 2009


Note: 



Note:

There are many methods to ensure the wing is clear of ice. If visual inspection does not indicate wing contamination, a tactile (hand on surface) check of the wing leading edge and the upper surface must be accomplished prior to takeoff. The tactile check must also be performed when the holdover time is exceeded after airplane de/anti-icing fluids are applied.This check must be performed whenever the outside temperature is less than 6°C or if it cannot be ascertained that the wing fuel temperature is above 0°C, and there is visible moisture, or:



There are many methods to ensure th inspection does not indicate wing con face) check of the wing leading edge accomplished prior to takeoff. The tac when the holdover time is exceeded a applied.This check must be performe ture is less than 6°C or if it cannot be perature is above 0°C, and there is v



Water is present on the wing; or



Water is present on the wing; or



When difference between the dew point and the outside air temperature is 3°C or less; or



When difference between the dew p is 3°C or less; or



The atmospheric conditions have been conducive to frost formation.



The atmospheric conditions have be

Since the autopilot can mask tactile cues that indicate adverse changes in handling characteristics, therefore, the pilot should consider not using the autopilot when any ice is visible on the airplane or the autopilot using is prohibited when:



Since the autopilot can mask tactile c in handling characteristics, therefore, the autopilot when any ice is visible on is prohibited when:



Severe icing;



Severe icing;



Unusual control force or control deflection, or unusually large control forces to move flight controls when the autopilot is disconnected periodically; or



Unusual control force or control defl forces to move flight controls when ically; or



Indications of frequent autopilot re-trimming during straight and level flight.



Indications of frequent autopilot re-t flight.

CAUTION

CAUTIO

On ground, do not rely on visual icing evidence to turn on the de-icing / antiicing 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.

7-16 April 2009


On ground, do not rely on visual icing ev icing system. Use the temperature and v above. Delaying the use of the de-icing is visible from the cockpit may result in damage or flameout.

7-16 April 2009

Developed for Train

Limitations

Autopilot/Yaw Damper


Minimum Engagement Height (dual engine) . . . . . . . . . . . . . . . . . . . . . .500 ft

Minimum Engagement Height (dual e

Minimum Engagement Height (single engine) . . . . . . . . . . . . . . . . . . . .1000 ft

Minimum Engagement Height (single

Minimum Use Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 ft

Minimum Use Height . . . . . . . . . . . .

Altitude Loss (maneuvering / cruise) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 ft

Altitude Loss (maneuvering / cruise)

The Phenom 100 is approved for CAT I approaches. This statement does not grant operational approval to conduct CAT I operations.

The Phenom 100 is approved for CA grant operational approval to conduc

Attitude and Heading Reference System (AHRS)

Attitude and Heading Re

The airplane may not be operated in the regions stated on the table below:

The airplane may not be operated in

Magnetic Cut-Out Regions North South

Latitude Between 65°N and 70°N

Magnetic Cut-Out Regions

Longitude Between 75°W and 120°W

North of 70°N

Between 0° and 180°W/E

Between 55°S and 70°S

Between 120°E and165°E

South of 70°S


Note: Alternative procedures must be established for dispatch if the indication GEO LIMITS is displayed.


7-17 April 2009

North South

Latitude Between 65°N and North of 70°N Between 55°S and South of 70°S

Note: Alternative procedures m the indication GEO LIMIT


Garmin G1000 Avionics System

Garmin G1000 Avionics Sy

The GARMIN G1000 avionics system has the following limitations:

The GARMIN G1000 avionics system has







Use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop course reversal because will become available. Dead Reckoning Mode use is allowed only in Enroute (ENR) or Oceanic (OCN) phases of flight. The estimated navigation data supplied by the system in DR Mode must not be used as a sole means of navigation. The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are supplemental information only and must be verified by the flight crew.







Use of VNAV is prohibited during the in that includes a teardrop course revers Dead Reckoning Mode use is allowed (OCN) phases of flight. The estimated tem in DR Mode must not be used as The fuel quantity, fuel required, fuel rem functions of the G1000 are supplemen verified by the flight crew.

Garmin G1000 GPS Navigation System

Garmin G1000 GPS Naviga

Operational Approvals

Operational Approvals

The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 system has been demonstrated capable of, and has been shown to meet the accuracy requirements for, the following operations provided it is receiving usable navigation data.

The Garmin G1000 GPS receivers are ap The Garmin G1000 system has been dem shown to meet the accuracy requiremen vided it is receiving usable navigation dat

These do not constitute operational approvals.

These do not constitute operational appro







Enroute, terminal, non-precision instrument approach operations using GPS and WAAS (including "GPS", "or GPS", and "RNAV" approaches), and approach procedures with vertical guidance (including "LNAV/VNAV", "LNAV + V", and "LPV") within the U.S. National Airspace System in accordance with AC 20-138A. Barometric VNAV is approved to enroute and terminal descents, as per AC 20-129. Guidance is provided up to the FAF waypoint when there is not a procedure that provides vertical guidance following the FAF. Guidance is provided up to the waypoint preceding the FAF (FAF-1) when there is a procedure that provides vertical guidance (ILS or GPS WAAS) following the FAF. Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order 8400-12A. Both GPS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation (LRN) sensor.







Enroute, terminal, non-precision instru GPS and WAAS (including "GPS", "or and approach procedures with vertical "LNAV + V", and "LPV") within the U.S accordance with AC 20-138A. Barometric VNAV is approved to enrou 20-129. Guidance is provided up to th procedure that provides vertical guida provided up to the waypoint preceding procedure that provides vertical guida the FAF. Oceanic/Remote/MNPS–RNP-10 (per 8400-12A. Both GPS receivers are req usable signals except for routes requir tion (LRN) sensor.

Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro-

Note: For Oceanic/Remote operations

gram works in combination with the Route Planning Software (version 1.2 or later approved version). For information on using the WFDE prediction program, refer to the WFDE Prediction Program Instructions Garmin part number 190-00643-01.

gram works in combination with sion 1.2 or later approved vers WFDE prediction program, refe Instructions Garmin part number

7-18 April 2009


7-18 April 2009

Developed for Train

Limitations 

Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiving usable navigation information from one or more GPS receivers.



Enroute and Terminal including RN accordance with JAA TGL-10 and ing usable navigation information

Limitations

Limitations

GPS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.  RNAV/GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database. The G1000 database must incorporate the current update cycle.





GPS based IFR enroute, oceanic, unless the pilot verifies the curren selected waypoint for accuracy by  RNAV/GPS instrument approache with approved instrument approac G1000 navigation database. The G1000 database must incorpora

Note: Not all the published approaches are in the navigation database.

Note: Not all the published appro

The flight crew must ensure that the planned approach is in the database.

The flight crew must ensu database.













Receiver Autonomous Integrity Monitoring (RAIM) must be available when conducting instrument approaches utilizing the GPS receiver. IFR non-precision approach approval is limited to published approaches within the local Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay is not authorized. Operation in airspace referenced to a datum other than WGS-84 or NAD83 is prohibited. RNP operations are not authorized except as noted in the Operational Approvals Section. Use of the Garmin G1000 system for GPS or WAAS navigation under Instrument Flight Rules (IFR) requires that: a. The airplane must be equipped with an approved and operational alternate means of navigation appropriate to the route being flown (NAV receiver, DME or ADF). b.

For flight planning purposes, if an alternate airport is required, it must have an approved instrument approach procedure, other then GPS or RNAV, which is anticipated to be operational and available at the estimated time of arrival. All equipment required for this procedure must be installed and operational.


7-19 April 2009













Receiver Autonomous Integrity Mo conducting instrument approache IFR non-precision approach appro within the local Airspace System. are not approved unless authorize ity. Use of the Garmin G1000 GPS rec LDA, SDF, MLS or any other type lay is not authorized. Operation in airspace referenced 83 is prohibited. RNP operations are not authorize Approvals Section. Use of the Garmin G1000 system Instrument Flight Rules (IFR) requ a. The airplane must be equ alternate means of naviga (NAV receiver, DME or AD b.

For flight planning purpos must have an approved in then GPS or RNAV, which available at the estimated for this procedure must be


Kinds of Operation

Kinds of Operation

This airplane may be flown day and night in the following conditions, when the appropriate equipment and instruments required by airworthiness and operational requirements are approved, installed and in an operable condition as defined in the KINDS OF OPERATIONS EQUIPMENT LIST:

This airplane may be flown day and nig the appropriate equipment and instrume operational requirements are approved, in as defined in the KINDS OF OPERATION

  

Visual Flight Rules (VFR) Instrument Flight Rules (IFR) Icing Conditions

  

Visual Flight Rules (VFR) Instrument Flight Rules (IFR) Icing Conditions

Kinds of Operation Equipment List

Kinds of Operation Equipment List

The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicted. The systems and items of equipment listed must be installed and operable unless:

The following equipment list identifies which type certification for each kind of op and items of equipment listed must be ins

1.

The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL) approved by FAA, or

1.

The airplane is approved to be operat mum Equipment List (MEL) approved b

2.

An alternate procedure is provided in the basic FAA Approved Airplane Flight Manual for the inoperative state of the listed equipment and all limitations are complied with.

2.

An alternate procedure is provided in th Manual for the inoperative state of the complied with.

The following systems and equipment list does not include all specific flight and radio-navigation equipment required by local operating rules. It also does not include components obviously required for the airplane to be airworthy such as wings, primary flight controls, empennage, engine, etc.

The following systems and equipment lis and radio-navigation equipment required not include components obviously requir such as wings, primary flight controls, em

7-20 April 2009

7-20 April 2009


Developed for Train

Limitations

Kinds of Operation Equipment List (KOEL)

Kinds of Operation Equ

Operation: Day VFR

Operation: Day VFR

1) Installations

1) Installations

System

Function / Equipment

System

F

Environmental / Pressurization

Pressure Relief Valve (PRV)


P


Negative Pressure Relief Valve (NPRV)


N


Outflow Valve


O


Pressurization Control


P


Flow Control Shutoff Valve (FCSOV)


F


Pressure (PRSOV)


P (

Electrical

Starter Generators

Electrical

S

Electrical

Batteries

Electrical

B

Fire Protection

Portable Fire Extinguisher

Fire Protection

P

Fire Protection

Engine Fire Detection System

Fire Protection

E

Fire Protection

Engine Fire Extinguisher System

Fire Protection

E

Fuel

Fuel jet pumps

Fuel

F

Fuel

Fuel emergency pumps

Fuel

F

Fuel

Fuel shutoff valves

Fuel

F

Landing Gear

Landing Gear Emergency Operation System

Landing Gear

L S

Lights

Anti-Collision Lights

Lights

A

Flight Instruments / Navigation

Air Data System (ADS)


A




A (

Oxygen

Oxygen System

Oxygen

O

Miscellaneous

ELT

Miscellaneous

E

Miscellaneous

Seat Belts

Miscellaneous

S

Miscellaneous

Hand Microphone

Miscellaneous

H

Regulating


Shutoff

Valve

7-21 April 2009



Kinds of Operation Equipmen

Operation: Day VFR (CONT.)


2) Instruments / Indications


System


System

Fun


Pressurization Indications (Cabin altitude, rate and delta pressure, Landing Field Elevation)*


Pre tude Fiel

Electrical

Battery Voltage Indication

Electrical

Bat

Flight Controls

Flaps Position Indication

Flight Controls

Flap

Fuel

Fuel Quantity Indications

Fuel

Fue

Landing Gear

Landing Gear Position Indication

Landing Gear

Lan


Primary Flight Displays (PFD) (Airspeed Indication, Altitude Indication, Heading Indication, Warning Caution and Advisory Function)


Prim spe Hea and


Integrated Electronic Standby Instrument (IESI) (Airspeed Indication, Altitude Indication, Heading Indication)


Inte men tude


Multi-Function Display (MFD)


Mul


Magnetic Compass


Mag

Engine

Engine Indications (Oil pressure and Temperature, Fuel flow, ITT, N1, N2)*

Engine

Eng Tem

Warning

Aural Warning System

Warning

Aur

Warning

Takeoff Warning System

Warning

Tak

Miscellaneous

Approved (AFM)

Manual

Miscellaneous

App (AF

Miscellaneous

Embrear Prodigy Cockpit Reference Guide

Miscellaneous

Em Gui

7-22 April 2009

Airplane

Flight


7-22 April 2009

Developed for Train

Limitations



Operation: Night VFR


Installations

Installations

System


System

All equipment/indications required for day VFR

All equipment/indications required fo

Lights

Instruments Lights

Lights

Lights

Position Lights

Lights

Lights


Lights

Lights

Landing / Taxi Lights

Lights

Lights

Courtesy Lights

Lights

Lights

Flashlight

Lights

Lights

Attitude indication

Lights

Operation: IFR

Operation: IFR

Installations and Indications


System


System



All equipment/indications required for night VFR (for night flights)


Ice Protection

Pitot /Static-AOA Heating System

Ice Protection


Slip-Skid Indication



Clock



7-23 April 2009



Kinds of Operation Equipm

Operation: Icing Conditions


Installations

Installations

System


System

Function /

All equipment / indications required for IFR

All equipment / indications required for IF

Ice Protection

Cockpit Fan

Ice Protection

Cockpit Fa

Ice Protection

Wing and Horizontal Stabilizer De-Icing System

Ice Protection

Wing and tem

Ice Protection

Engine Anti-Icing System

Ice Protection

Engine Ant

Ice Protection

Windshield Heating System

Ice Protection

Windshield

Lights

Wing Inspection Light*

Lights

Wing Inspe

*Only required for night operation


Operation: Extended over Water


Installations

Installations

System


System

Function /

Miscellaneous

Water Barrier

Miscellaneous

Water Barr

**Operating rules may require additional equipment.

7-24 April 2009

**Operating rules may require additional e


7-24 April 2009

Developed for Train

Planning and Performance

Flight Planning

Flight Planning

General

General

Flight planning is one of the most important activites that occurs prior to each flight.

Flight planning is one of the most im flight.

A preflight briefing may be obtained by computer terminal from DUAT or from a Flight Service Station by telephone, radio, or personal visit. The briefing should consist of weather, airport, enroute NAVAID information, including RAIM, if applicable to the approach planned, and NOTAMS.

A preflight briefing may be obtained a Flight Service Station by telephon should consist of weather, airport, RAIM, if applicable to the approach p

Normally, plan the trip and compute the weight and balance first. However, when conditions at the departure airport are near the maximum operating limits of the aircraft, determine takeoff performance data first. This prevents planning a trip and then discovering that takeoff is impossible with the planned passenger and fuel load.

Normally, plan the trip and compute when conditions at the departure airp its of the aircraft, determine takeof planning a trip and then discoveri planned passenger and fuel load.

The performance tables require that the planned altitude and approximate aircraft weight be known. Aircraft weight decreases as fuel is consumed.

The performance tables require tha aircraft weight be known. Aircraft we

In real world situations, the estimated fuel required must be modified for known delays (e.g., weather, diversions, and air traffic flow).

In real world situations, the estima known delays (e.g., weather, diversio

If fuel conservation is more important than time to destination, consult the cruise tables in the Phenom 100 Operating Manual for long range cruise information.

If fuel conservation is more importa cruise tables in the Phenom 100 O information.

This chapter uses Phenom 100 M.65 Cruise thrust setting and fuel flow for the atmospheric conditions during the cruise leg to the primary destination.

This chapter uses Phenom 100 M.65 the atmospheric conditions during th

Phenom 100

Phenom 100


8-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Trip Planning Data

Trip Planning Data

The example depicted in this chapter is based on the following data.

The example depicted in this chapter is b

Departure (Fresno, CA - KFAT)

Departure (Fresno, CA - KFAT)

Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7205 ft

Runway Length . . . . . . . . . . . . . . . . . . . .

Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%

Runway Gradient . . . . . . . . . . . . . . . . . .

Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290°

Runway Heading. . . . . . . . . . . . . . . . . . .

Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400 lbs (4264kg)

Takeoff Weight . . . . . . . . . . . . . . . . . . . .

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . .

Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . .

Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . .

OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C

OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336 ft

Field Elevation. . . . . . . . . . . . . . . . . . . . .

Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calm

Runway Winds . . . . . . . . . . . . . . . . . . . .

Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None

Obstacle . . . . . . . . . . . . . . . . . . . . . . . . .

Enroute

Enroute

Cruising Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26000 ft

Cruising Altitude . . . . . . . . . . . . . . . . . . .

Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -27°C

Temperature . . . . . . . . . . . . . . . . . . . . . .

Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 KTS

Headwind Component . . . . . . . . . . . . . .

Distance to Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 NM

Distance to Destination . . . . . . . . . . . . . .

Arrival (Hawthorne, CA - KHHR)

Arrival (Hawthorne, CA - KHHR)

Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4956 ft

Runway Length . . . . . . . . . . . . . . . . . . . .

Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

Runway Gradient . . . . . . . . . . . . . . . . . .

Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250°

Runway Heading. . . . . . . . . . . . . . . . . . .

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . .

Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . .

OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C

OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 ft

Field Elevation. . . . . . . . . . . . . . . . . . . . .

Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calm

Runway Winds . . . . . . . . . . . . . . . . . . . .

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Full

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-2 April 2009

8-2 April 2009


Developed for Train


Flight Planning Overview

Flight Planning Overvie

Proper detailed planning is required to ensure safe performance. This section provides necessary steps and performance charts to plan a trip from Fresno Yosemite Intl in Fresno, California (KFAT) to Northrop/Hawthorne Muni in Hawthorne, California (KHHR) in the Phenom 100 Aircraft. An understanding of Phenom 100 Performance Data and it's effective use should be achieved with the completion of this training material.

Proper detailed planning is required t provides necessary steps and perfor Yosemite Intl in Fresno, California Hawthorne, California (KHHR) in the of Phenom 100 Performance Data a with the completion of this training m

In this example, there are no unusual conditions (e.g., distance, elevation, climb gradient requirements, airport ambient temperatures, runway lengths). A takeoff weight of 9400 lbs (4264 kg) is desired with Flaps 2.

In this example, there are no unusu climb gradient requirements, airport A takeoff weight of 9400 lbs (4264 kg

Phenom 100

Phenom 100

TAKEOFF ATIS Calm Winds 20°

T R A I N I N G

V1 VR V2 VFS

RETURN

VREF

TAKEOFF Calm Win 20°

S E R V I C E S

ATIS

CLIMB LIMITED TAKEOFF WEIGHT:

V1

TAKEOFF WEIGHT:

FLAPS:

TRIM:

9400

VR

2

V2 VFS

RUNWAY REQUIRED:

RETURN

VREF

CLEARANCE:

CLEARANCE:

The aircraft is positioned at the general aviation parking area on the SW area on the field. Takeoff data to include V speeds will be computed first, climb information to follow, then cruise, descent, and landing data.

The aircraft is positioned at the gene on the field. Takeoff data to include information to follow, then cruise, des

A reference information section on performance definitions, regulations, and issues is provided in the last portion of this chapter.

A reference information section on p issues is provided in the last portion

Phenom 100

Phenom 100


8-3 April 2009

Developed for

8-4 April 2009 CHANGES: None.

Developed for Training Purposes | JEPPESEN SANDERSON, INC., 2000, 2006. ALL RIGHTS RESERVED.

Phenom 100 36-47

CHANGES:

8-4 April 2009

None.

6

B 5

4

6m

2

19

A 3

05 '2 B10

B9

B8

B6

B6

92 ARP

C

17

'

28

09

m

C

401'

FRESNO

72

C10

N36 46.6 W119 43.1

336'

7

B11

B10

121.35

B12 B A

KFAT/FAT

Taxiway B11 closed to aircraft over 60,000 lbs.

8

36-47

ATIS

Elev 329'

B12

No intersection departures to the northwest except the intersection of Rwy 29R at B2 or during single rwy ops.

132.35

Army National Guard

FRESNO Departure (R) 240^-090^ 091^-239^

1216' 371m Stopway

C

Apt Elev

399'

C12

119-42

119-42

36-46

T R A I N I N G

Elev 333'

1000' 305m Stopway

404'

Rwy 11R/29L Rmk: Possible wake turbulence or wind shear arriving to Rwy 29L or departing from Rwy 11R. Jet testing conducted at Air National Guard Ramp located at southeast corner of airport.

Ditch

29R 291 ^

850' 259m Stopway

Elev 332'

FRESNO YOSEMITE INTL

119-43

Air National Guard

B

C

FRESNO, CALIF

11 1R 11^

119-44

B

200' 61m Stopway

29L 291 ^

JEPPESEN JeppView 3.6.0.0

1 1111L ^

119-43

B2

Bldg Area

119.6

119-43.1

B2

Ditch

Elev 330'

B

401'

S E R V I C E S

392'

119-43.2

B3

B3

C

118.2

PARKING GATE COORDINATES GATE NO. COORDINATES 1 thru 4 N36 46.2 W119 43.2 N36 46.2 W119 43.1 5 thru 9, 11, 11B 10, 12 thru 17 N36 46.3 W119 43.1

B3

m

B4

09

Tower

36-46.2

B5

B5

28

10-9

1

B6

'

JEPPESEN

36-46.2

B7 A

ARP

17

Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008

3

445'

Control Tower

1

B6

92

Twy B5 between Rwy 11L/29R and Rwy 11R/29L unlighted retroreflective markers restricted to aircraft 12,500 lbs or less.

1000

2

B8

B6

Licensed to JeppView3. Printed on 30 Jul 2008.

2

800 119-44

600

119-43.1 36-46.3 14B 16 14 17 12B 12 15 10 15B 8 11 6 7 11B 5 9 4

400

A 3

6m

121.7

119-43.2

200

3000

4

19

Ground

36-46.3

Meters 0

2500

2000

5

05 '2

B10

C

124.35

1500

B

B9

36-47

Clearance

1000

6

72

C10

No intersection departures to the northwest except the intersection of Rwy 29R at B2 or during single rwy ops.

FRESNO

7

B11

B10

Army National Guard

121.35

B12 B A

C

26 JAN 07

500

8

B12

C12

119-42 ATIS

Elev 329'

1216' 371m Stopway

Elev 333'

1000' 305m Stopway

Rwy 11R/29L Rmk: Possible wake turbulence or wind shear arriving to Rwy 29L or departing from Rwy 11R. Jet testing conducted at Air National Guard Ramp located at southeast corner of airport.

N36 46.6 W119 43.1

336'

Taxiway B11 closed to aircraft over 60,000 lbs.

399'

11 1R 11^

119-43

Apt Elev

Feet 0

36-47

392'

119-44

1 1111L ^

KFAT/FAT

1 4 Ê 1 4 Ê


Licensed to JeppView3. Printed on 30 Jul 2008. Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid

26 JAN 07

JEPPESEN

Clearance

10-9

124.35 121.7

Ground

|J

Developed for Train


PerformancePlanning

PerformancePlanning

This section illustrates the step by step process necessary to determine takeoff, climb, cruise, and landing data. The performance data is presented in tabulated form. Extracting the data is relatively simple. Find the line of data that equates to the parameters that apply to the conditions of the flight, i.e. field elevation, temperature, wind, altitude, or weight. Be very methodical and make sure correct data is used to compute the information. Interpolation of the data is acceptable only between given values. Extrapolation of data outside given values is not allowed. Double check the data to make sure it is correct. To determine if a flight can operate several determining factors must be analyzed. Those factors are:

This section illustrates the step by st off, climb, cruise, and landing data. tabulated form. Extracting the data that equates to the parameters that field elevation, temperature, wind, a and make sure correct data is used of the data is acceptable only betw outside given values is not allowed. correct. To determine if a flight can o be analyzed. Those factors are:

 

Structural Weight Limitations Climb Limited Takeoff Weight

 

Structural Weight Limitations Climb Limited Takeoff Weight

Aircraft Takeoff Weight

Aircraft Takeoff Weight

The gross takeoff weight is determined by the weight and balance computations.

The gross takeoff weight is determin tions.

Phenom 100

Phenom 100


T R A I N I N G

V1 VR V2 VFS

RETURN

VREF


S E R V I C E S

ATIS


V1

TAKEOFF WEIGHT:

FLAPS:

TRIM:

9400

VR

2

V2 VFS

RUNWAY REQUIRED:

RETURN

VREF

CLEARANCE:


CLEARANCE:

8-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Airport Information

Airport Information

Airport information is obtained from the standard sources.

Airport information is obtained from the st

In this case, use the trip planning data provided and calm winds. If winds were a factor, the use of the Crosswind Component Chart would be appropriate.

In this case, use the trip planning data were a factor, the use of the Crosswind C ate.

Crosswind Component Chart

Crosswind Component Chart

Use the Crosswind Component chart to determine the wind component at takeoff.

Use the Crosswind Component chart to takeoff.

As an example:

As an example:

1.

1.

2.

First, determine the angle between the runway heading and the forecast wind direction. With a runway heading of 170° and a forecast wind from 190°, the resultant angle is 20°. Plot the point at which the forecast wind velocity (15 kts) intersects the angular difference between the runway heading and the forecast wind direction (20°).

2.

First, determine the angle between the direction.

With a runway heading of 170° and a angle is 20°. Plot the point at which the forecast win lar difference between the runway he (20°).

3.

Move left to the edge of the chart to obtain the headwind / tailwind component (14 kts).

3.

Move left to the edge of the chart to o nent (14 kts).

4.

Move down from the intersection to the 0 reference line of the chart to obtain the crosswind component (6 kts).

4.

Move down from the intersection to the the crosswind component (6 kts).

8-6 April 2009


8-6 April 2009

Developed for Train

Planning and Performance Wind Component Chart

Wind Component Chart

80

80

WIND DIRECTION RELATIVE TO RUNWAY (STRAIGHT LINES)

60 0°

50

10°

20°

30°

40

40° 50°

30

60°

20

70°

10

80°

0

EFFECTIVE TAILWIND COMPONENT - KTS

0 -10

6

10

20

30

40

50

90°

130° 140°

-50 -60

180°

170°

160°

150°

20°

30°

40

40°

30 20

0

120°

-40

10°

0

110°

-30

0°

50

10

CROSSWIND COMPONENT 60 70- KTS80 90

100°

-20

60

14

EFFECTIVE TAILWIND COMPONENT - KTS

14

WIND DIRECTIO TO RUN (STRAIGHT

70

EFFECTIVE HEADWIND COMPONENT - KTS

EFFECTIVE HEADWIND COMPONENT - KTS

70

REPORTED WIND SPEED (CURVED LINES)

-10

30

-40

140°

-50 -60

-80

-80

8-7 April 2009

20

-30

-70


10

-20

-70

Phenom 100

6

180°

170°

160°

150°


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Climb Limited Takeoff Weight

Climb Limited Takeoff Weight

It is the maximum allowed takeoff weight for the airport altitude and temperature, and complying with the takeoff and go-around climb gradient requirements.

It is the maximum allowed takeoff weight ture, and complying with the takeoff and ments.

The climb limited takeoff weight is obtained from the following table:

The climb limited takeoff weight is obtaine

TAKEOFF WEIGHT (lb) MINIMUM REQUIRED RUNWAY LENGTH (ft) – LIMITATION CODE V1/VR/V2 (KIAS)

TEMP (°C)

8200 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 VFS

8-8 April 2009

2457

92/92/97

2501

92/92/97

2545

92/92/97

2589

92/92/97

2634

92/92/97

2678

92/92/97

2721

92/92/97

2764

92/92/97

2804

92/92/96

2844

92/92/96

2884

92/92/96

2918

92/92/96

2952

91/91/96

2977

91/91/96

2836

87/87/92

2683

83/83/87

2676

8600 2401

91/91/95

2444

91/91/95

2488

91/91/95

2532

91/91/95

2576

91/91/95

2620

91/91/95

2663

91/91/95

2706

91/91/95

2745

91/91/95

2784

91/91/95

2824

90/90/95

2858

90/90/94

2891

90/90/94

2915

90/90/94

2781

86/86/90

2715

2394

89/89/93

2437

89/89/93

2480

89/89/93

2524

89/89/93

2567

89/89/93

2611

89/89/93

2654

89/89/93

2692

89/89/93

2731

89/89/93

2770

89/89/93

2803

89/89/93

2836

89/89/93

2859

88/88/92

2738

2348

88/89/93

2390

88/89/93

2433

88/89/93

2476

88/89/93

2520

88/89/93

2563

88/89/93

2606

88/89/93

2644

88/89/93

2682

88/89/93

2720

88/89/93

2753

87/89/93

2786

87/89/93

2806

87/89/93

3022

2414

90/91/94

2452

89/91/94

2490

89/91/94

2527

89/91/94

2567

89/91/94

2607

89/91/94

2649

89/91/94

2692

89/91/94

2735

89/91/94

2778

89/91/94

2825

89/91/94

2878

89/91/94

2934

89/91/94

3000

10200

10470

CLIMB LIMIT WEIGHT

2732

-

10449

-40

2767

-

10465

-35

3069

10470

-30

3106

10470

-25

3149

10470

-20

3191

10470

-15

3237

10470

-10

3283

10470

-5

3329

10470

0

3376

10470

5

3428

10470

10

93/93/96 93/93/96

2801

93/93/96

2835

93/93/96

2873

93/93/96

2912

93/93/96

2954

93/93/96

2997

93/93/96

3044

93/93/96

3090

93/93/96

3141

93/93/96

95/95/97 95/95/97 95/95/97 95/95/97 95/95/97 95/95/97 95/95/97 95/95/97

10470

15

3258

129

10469

20

10416

25

9920

30

9387

35

8889

40

8430

45

93/93/96

3343 127

125

95/95/97

3493

3425

123

-

95/95/97

3199

94/94/96

3044

-

8200

93/93/96

89/91/94 92/92/94

120

118

2305

88/89/93

9800

88/90/93

3047

3036

9400

84/87/91 88/88/91

86/86/89

115

2351

89/89/93

83/85/89

81/83/87 84/84/87

9000


TAKEOFF MINIMUM REQUIRED RUNWAY V1/VR/

TEMP (°C)

VFS

8-8 April 2009

2457

92/92/97

2501

92/92/97

2545

92/92/97

2589

92/92/97

2634

92/92/97

2678

92/92/97

2721

92/92/97

2764

92/92/97

2804

92/92/96

2844

92/92/96

2884

92/92/96

2918

92/92/96

2952

91/91/96

2977

91/91/96

2836

87/87/92

2683

83/83/87

2676

8600 2401

91/91/95

2444

91/91/95

2488

91/91/95

2532

91/91/95

2576

91/91/95

2620

91/91/95

2663

91/91/95

2706

91/91/95

2745

91/91/95

2784

91/91/95

2824

90/90/95

2858

90/90/94

2891

90/90/94

2915

90/90/94

2781

86/86/90

2715

2394

89/89/93

2437

89/89/93

2480

89/89/93

2524

89/89/93

2567

89/89/93

2611

89/89/93

2654

89/89/93

2692

89/89/93

2731

89/89/93

2770

89/89/93

2803

89/89/93

2836

89/89/93

2859

88/88/92

2738

2348

88/89/93

2390

88/89/93

2433

88/89/93

2476

88/89/93

2520

88/89/93

2563

88/89/93

2606

88/89/93

2644

88/89/93

2682

88/89/93

2720

88/89/93

2753

87/89/93

2786

87/89/93

2806

87/89/93

3022

3044

123

120

118

2305

88/89/93

88/90/93

3047

3036

9400

84/87/91 88/88/91

86/86/89

115

2351

89/89/93

83/85/89

81/83/87 84/84/87

9000

Developed for Train

Planning and Performance Based on the parameters entered 10,469 lbs is the climb limiting takeoff weight:The planned takeoff weight is below this figure and below the max structural weight thus the flight can be safely operated. Take note of the difference between the planned takeoff weight and the climb limited weight. This computation provides data information can be used for subsequent load planning.

Based on the parameters entered weight:The planned takeoff weight structural weight thus the flight can b ference between the planned takeo This computation provides data infor planning.

Phenom 100

Phenom 100


T R A I N I N G

V1 VR V2 VFS

RETURN

VREF


S E R V I C E S

ATIS


10469

V1

9400

VR

2

V2

TAKEOFF WEIGHT:

FLAPS:

TRIM:

VFS

RUNWAY REQUIRED:

RETURN

VREF

CLEARANCE:


CLEARANCE:

8-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Takeoff Distances and Takeoff Field Length

Takeoff Distances and Takeoff Fiel

The flap settings for departure can be either 1 or 2. Flap 1 will result in a longer takeoff distance but a better 2nd segment climb gradient. Flap 2 has a shorter take off distance and less 2nd segment climb performance.

The flap settings for departure can be eit ger takeoff distance but a better 2nd se shorter take off distance and less 2nd seg

SIMPLIFIED TAKEOFF ANALYSIS FLAPS 2 – DRY RUNAWAY – ANTI-ICE OFF Airport Pressure Altitude: 0 ft TAKEOFF WEIGHT (lb) MINIMUM REQUIRED RUNWAY LENGTH (ft) – LIMITATION CODE V1/VR/V2 (KIAS)

TEMP (°C)

8200 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45

SIMPLIFIED TAKEO FLAPS 2 – DRY RUNAWA Airport Pressure Altitude: 0 ft

2457

92/92/97

8600 2401

91/91/95

9000 2351

89/89/93

9400 2305

88/89/93

9800 2414

90/91/94

10200 2732

93/93/96

10470 -

CLIMB LIMIT WEIGHT

8200

10449

-40

92/92/97

91/91/95

89/89/93

88/89/93

89/91/94

93/93/96

2767

-

10465

-35

2545

2488

2437

2390

2490

2801

3069

10470

-30

2501

2444

2394

2348

2452

-

92/92/97

91/91/95

89/89/93

88/89/93

89/91/94

93/93/96

95/95/97

2589

2532

2480

2433

2527

2835

3106

10470

-25

3149

10470

-20

3191

10470

-15

3237

10470

-10

3283

10470

-5

3329

10470

0

3376

10470

5

3428

10470

10

92/92/97

2634

92/92/97

2678

92/92/97

2721

92/92/97

2764

92/92/97

2804

92/92/96

2844

92/92/96

2884

92/92/96

2918

92/92/96

2952

91/91/96

2977

91/91/96

2836

87/87/92

2683

83/83/87

2676

91/91/95

2576

91/91/95

2620

91/91/95

2663

91/91/95

2706

91/91/95

2745

91/91/95

2784

91/91/95

2824

90/90/95

2858

90/90/94

2891

90/90/94

2915

90/90/94

2781

86/86/90

2715

2654

89/89/93

2692

89/89/93

2731

89/89/93

2770

89/89/93

2803

89/89/93

2836

89/89/93

2859

88/88/92

2738

88/89/93

2476

88/89/93

2520

88/89/93

2563

88/89/93

2606

88/89/93

2644

88/89/93

2682

88/89/93

2720

88/89/93

2753

87/89/93

2786

87/89/93

2806

87/89/93

3022

89/91/94

2567

89/91/94

2607

89/91/94

2649

89/91/94

2692

89/91/94

2735

89/91/94

2778

89/91/94

2825

89/91/94

2878

89/91/94

2934

89/91/94

3000

93/93/96

2873

93/93/96

2912

93/93/96

2954

93/93/96

2997

93/93/96

3044

93/93/96

3090

93/93/96

3141

93/93/96

123

125

95/95/97 95/95/97 95/95/97 95/95/97 95/95/97

10470

15

3258

129

10469

20

10416

25

9920

30

9387

35

8889

40

8430

45

93/93/96

3343 127

3044

95/95/97

3493

3425

92/92/94

95/95/97

95/95/97

3199

94/94/96

88/90/93

95/95/97

93/93/96

89/91/94

84/87/91

120

118

8-10 April 2009

2611

89/89/93

3047

3036 115

2567

89/89/93

88/88/91

86/86/89

VFS

2524

89/89/93

83/85/89

81/83/87 84/84/87

89/89/93


TAKEOFF W MINIMUM REQUIRED RUNWAY V1/VR/V

TEMP (°C)

2457

92/92/97

2501

8600 2401

91/91/95

2444

9000 2351

89/89/93

2394

9400 2305

88/89/93

2348

92/92/97

91/91/95

89/89/93

88/89/93

2545

2488

2437

2390

92/92/97

91/91/95

89/89/93

2589

2532

2480

92/92/97

2634

92/92/97

2678

92/92/97

2721

92/92/97

2764

92/92/97

2804

92/92/96

2844

92/92/96

2884

92/92/96

2918

92/92/96

2952

91/91/96

2977

91/91/96

2836

87/87/92

2683

83/83/87

2676

91/91/95

2576

91/91/95

2620

91/91/95

2663

91/91/95

2706

91/91/95

2745

91/91/95

2784

91/91/95

2824

90/90/95

2858

90/90/94

2891

90/90/94

2915

90/90/94

2781

86/86/90

2715

2654

89/89/93

2692

89/89/93

2731

89/89/93

2770

89/89/93

2803

89/89/93

2836

89/89/93

2859

88/88/92

2738

2433

88/89/93

2476

88/89/93

2520

88/89/93

2563

88/89/93

2606

88/89/93

2644

88/89/93

2682

88/89/93

2720

88/89/93

2753

87/89/93

2786

87/89/93

2806

87/89/93

3022

84/87/91

88/90/93

3044

123

120

118

8-10 April 2009

2611

89/89/93

3047

3036 115

2567

89/89/93

88/88/91

86/86/89

VFS

2524

89/89/93

83/85/89

81/83/87 84/84/87

89/89/93

88/89/93

Developed for Train


Phenom 100

Phenom 100


T R A I N I N G

V1

87

VR 89 V2 RETURN

VREF

ATIS


10469

V1

9400

VR 89

2

V2

TAKEOFF WEIGHT:

FLAPS:

93

VFS 123

TAKEOFF Calm Wind 20°

S E R V I C E S

TRIM:

RETURN

VREF

CLEARANCE:


93

VFS 123

RUNWAY REQUIRED:

Phenom 100

87

CLEARANCE:

8-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Climb Performance

Climb Performance

To determine fuel, time to climb, distance to climb, and climb speeds the following charts are used to determine this information: ALTITUDE SEA LEVEL TO 26000 AND 28000 FT

To determine fuel, time to climb, distance lowing charts are used to determine this i ALTITUDE SEA LEVEL TO

SPEED SCHEDULE: 200 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 200 KIAS AT 12000 FT, MAINTAINING 200 KIAS UP TO 30800 FT AND MACH 0.55 ABOVE 30800 FT. INITIAL ALTITUDE: 1500 FT Weight (lb)

-19

26000 ft ISA + °C -10 0 10

20

-17

28000 ft ISA + °C -10 0 10

20

SPEED SCHEDULE: 200 KIAS UP TO 10000 FT, 12000 FT, MAINTAINING 200 ABOVE 30800 FT. INITIAL ALTITUDE: 1500 FT Weight (lb)

-19

26000 ft ISA + °C -10 0 10

Fuel Distance Time

LB NM MIN

231 48 12

241 50 12

253 52 12

285 62 14

384 98 22

254 55 13

263 56 14

277 59 14

317 73 17

444 121 26

10472

Fuel Distance Time

LB NM MIN

231 48 12

241 50 12

253 52 12

285 62 14

3

10472

Fuel Distance Time

LB NM MIN

218 45 11

228 47 11

240 49 12

270 59 14

360 91 21

241 52 13

249 53 13

262 56 13

299 69 16

413 112 24

10050

Fuel Distance Time

LB NM MIN

218 45 11

228 47 11

240 49 12

270 59 14

3

10050

Fuel Distance Time

LB NM MIN

207 43 11

216 44 11

227 46 11

255 55 13

338 85 19

228 49 12

236 50 12

248 53 12

283 65 15

387 104 23

9650

Fuel Distance Time

LB NM MIN

207 43 11

216 44 11

227 46 11

255 55 13

3

9650

9250*

Fuel Distance Time

LB NM MIN

196 40 10

205 42 10

215 44 11

241 52 12

317 80 18

216 46 11

224 48 11

235 50 12

267 61 14

362 97 21

9250*

Fuel Distance Time

LB NM MIN

196 40 10

205 42 10

215 44 11

241 52 12

3

Fuel Distance Time

LB NM MIN

186 38 10

194 40 10

204 42 10

228 49 12

297 75 17

204 44 11

211 45 11

222 47 11

252 58 13

338 91 20

8850

Fuel Distance Time

LB NM MIN

186 38 10

194 40 10

204 42 10

228 49 12

2

8850

Fuel Distance Time

LB NM MIN

175 36 9

183 37 9

192 39 9

215 46 11

279 70 16

193 41 10

199 42 10

210 44 10

237 54 12

316 84 19

8450

Fuel Distance Time

LB NM MIN

175 36 9

183 37 9

192 39 9

215 46 11

2

8450

Fuel Distance Time

LB NM MIN

165 34 8

173 35 9

181 37 9

202 44 10

261 65 15

182 39 9

188 40 10

198 42 10

223 51 12

295 78 17

8050

Fuel Distance Time

LB NM MIN

165 34 8

173 35 9

181 37 9

202 44 10

2

8050

Fuel Distance Time

LB NM MIN

156 32 8

163 33 8

171 35 8

190 41 10

244 61 14

171 36 9

177 38 9

186 39 9

210 48 11

275 73 16

7650

Fuel Distance Time

LB NM MIN

156 32 8

163 33 8

171 35 8

190 41 10

2

7650

Fuel Distance Time

LB NM MIN

146 30 7

153 31 8

160 33 8

178 38 9

228 57 13

161 34 8

166 35 8

175 37 9

196 45 10

256 68 15

7250

Fuel Distance Time

LB NM MIN

146 30 7

153 31 8

160 33 8

178 38 9

2

7250

NOTE: In this example we used 150 lb estimate fuel burn for start & taxi, actual figure will vary. Initial climb Weight 9400 lb - 150 lb = 9250 lb

NOTE: In this example we used 150 l actual figure will vary. Initial climb We

Climbing out at the speed schedule indicated above it will take approximately 12 min to climb to FL 260, fuel to climb is 241 lbs (109 kg) and distance flown is 52 NM.

Climbing out at the speed schedule indica 12 min to climb to FL 260, fuel to climb is is 52 NM.

8-12 April 2009

8-12 April 2009


Developed for Train

Planning and Performance Aircraft Status at Top of Climb

Aircraft Status at Top of Climb

Current Weight

9009

Current Weight

9009

Fuel Used

391

Fuel Used

391

Distance To Go

132

Distance To Go

132

Elapsed time

12

Elapsed time

12

Cruise DATA

Cruise DATA

As the thrust levers are reduced to cruise power the following chart should be reviewed to achieve the correct settings for optimal performance:

As the thrust levers are reduced to cr reviewed to achieve the correct settin

Normal Climb/Cruise Thrust Setting

Normal Climb/Cruise Thrust Settin

MACH 0.65 CRUISE – ALL ENGINES OPERATING

MACH 0.65 CRUISE – A

PHENOM 100 PW617F-E ENGINES ALTITUDE: 26000 TO 38000 FT

CRUISE CONFIGURATION BLEED: OPEN/ISA CONDITION Weight (lb) 9650

9250

9009 8850

N1 FF IAS TAS Mach BM SR N1 FF IAS TAS Mach BM SR N1 FF IAS TAS Mach BM SR

% LB/H/ENG KT KT G NM/LB % LB/H/ENG KT KT G NM/LB % LB/H/ENG KT KT G NM/LB

Altitude (ft) 32000 34000

26000

28000

30000

93.6 518 265 390 0.650 3.27 0.376

93.6 482 254 386 0.650 3.27 0.401

93.5 448 243 383 0.650 3.27 0.428

93.4 416 232 380 0.650 3.09 0.456

93.6 517 265 390 0.650 3.27 0.377

93.5 479 254 386 0.650 3.27 0.403

93.3 445 243 383 0.650 3.27 0.431

93.4 513 265 390 0.650 3.27 0.379

93.3 477 254 386 0.650 3.27 0.405

93.1 442 243 383 0.650 3.27 0.433

P ALTITUDE: 26

CRUISE CONFIGURATION BLEED: OPEN/ISA CONDITION Weight (lb)

36000

38000

93.2 387 222 376 0.650 2.81 0.486

93.0 360 212 373 0.650 2.56 0.518

-

9650

93.2 413 232 380 0.650 3.22 0.460

93.0 384 222 376 0.650 2.93 0.490

92.8 357 212 373 0.650 2.67 0.523

-

9250

93.0 410 232 380 0.650 3.27 0.463

92.8 381 222 376 0.650 3.06 0.494

92.6 354 212 373 0.650 2.79 0.527

-

9009 8850

N1 FF IAS TAS Mach BM SR N1 FF IAS TAS Mach BM SR N1 FF IAS TAS Mach BM SR

% LB/H/ENG KT KT G NM/LB % LB/H/ENG KT KT G NM/LB % LB/H/ENG KT KT G NM/LB

26000

280

93.6 518 265 390 0.650 3.27 0.376

93 4 2 3 0.6 3. 0.4

93.6 517 265 390 0.650 3.27 0.377

93 4 2 3 0.6 3. 0.4

93.4 513 265 390 0.650 3.27 0.379

93 4 2 3 0.6 3. 0.4

To determine time at cruise, the pilot must first determine the distance covered during descent. The descent chart on page 8-18 shows 42 NM required to descend from 26,000 feet.

To determine time at cruise, the pilo ered during descent. The descent ch to descend from 26,000 feet.

Phenom 100

Phenom 100


8-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Cruise Distance:

S E R V I C E S

Cruise Distance:

Total Distance

184 nm

Total Distance

184 nm

Climb Distance

-52 nm

Climb Distance

-52 nm

Decent Distance

-42 nm

Decent Distance

-42 nm

Cruise Distance

88 nm

Cruise Distance

88 nm

Cruise Time:

Cruise Time:

Cruise Distance / (TAS – Headwind) x 60 min =

Cruise Distance / (TAS – Headwind) x 60

90 nm / (390 kt – 30 kt) x 60 min = 15 min

90 nm / (390 kt – 30 kt) x 60 min = 15 min

Cruise Fuel:

Cruise Fuel:

Fuel Flow x 2 eng / 60 min x Cruise Time =

Fuel Flow x 2 eng / 60 min x Cruise Time

515 lb/hr x 2 eng / 60 min x 15 min = 258 lb

515 lb/hr x 2 eng / 60 min x 15 min = 258

Current Weight:

Current Weight:

TOC Weight – Cruise Fuel =

TOC Weight – Cruise Fuel =

9009 lb – 258 lb = 8751 lb

9009 lb – 258 lb = 8751 lb

Fuel Used:

Fuel Used:

TOC Fuel + Cruise Fuel =

TOC Fuel + Cruise Fuel =

391 lb + 25lb = 649 lb

391 lb + 25lb = 649 lb

Elapsed Time:

Elapsed Time:

Climb Time + Cruise Time =

Climb Time + Cruise Time =

12 min + 15 min = 27 min

12 min + 15 min = 27 min

8-14 April 2009


8-14 April 2009

Developed for Train

Planning and Performance Enroute Computations (Interpolation Required) N1

Enroute Computations (Interpolati

93.5%

N1

Fuel Flow

515 lb/hr/eng

Fuel Flow

515 lb/hr/eng

IAS

265 kt

IAS

265 kt

TAS

390 kt

TAS

390 kt

Mach

.65 m

Mach

.65 m

Buffet Margin

3.27 g

Buffet Margin

3.27 g

Specific Range

.378 nm/lb

Specific Range

.378 nm/lb

Cruise Distance

88 nm

Cruise Distance

88 nm

Cruise Time

15 min

Cruise Time

15 min

Cruise Fuel

258 lb

Cruise Fuel

258 lb

Aircraft Status at Top of Descent

93.5%

Aircraft Status at Top of Descent

Current Weight

8751 lbs

Current Weight

8751 lbs

Fuel Used

649 lb

Fuel Used

649 lb

Distance To Go

42 nm

Distance To Go

42 nm

Elapsed Time

27 min

Elapsed Time

27 min


8-15 April 2009


S E R V I C E S

T R A I N I N G

Pilot: Default

164°

112.9 CZQ

67

CLOVIS

D (H)

°

J7

F L 18 0 064 °

142

°

5°

KFAT 086°

247°

87

J 11 0

11

27 34

J7

BEATTY

114.7 BTY

115.6

13 4

4°

164°

30

142

D (H)

34

0°

47

31

27

F L 180

FRIA

D (L)

115.6 FRA

13 4

4°

67

342°

5 12 65 0 J 18 FL

342°

30

112.9 CZQ

69

9

20

5 12 65 0 J 18 FL

CLOVIS

D (H)

97

J7

F L 180

9°

154

J 18

12

9

14 4° F L 1 8 0

8 1 2 15 Q 1 80

FL

69

97

J7

F L 180

154

J 18

14 4° F L 1 8 0

KFAT 086°

247°

87

J 11 0

F L 18 0

NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008. Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008

FRIANT

D (L)

064 °

Pilot: Default

J E P P E S E N JeppView 3.6.0.0

NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008. Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008

S E R V I C E S

F L 180

T R A I N I N G

55

6 1. :5 J5

44

F L 180

J 7-Q9

44

340 °

F L 180

79

F L 180

NM

J 658 0

91

J 7-Q9

3M 12 324 °

F L 18

0

29

12 6°

F

J 1 180 L

4 3 -7

30 4°

10

FILLM

112.5

3°

0°

°

D (L)

31

30

F

15 376

J 8 75 8 F L -1 2 6 18 0

C 11

55

J 50-74-9 6 F L 180

46

95

D (H)

PARADISE

C 131 6

263°

F L 180

112.2 PDZ 29

127

J 78-1 34-1 69

6 F L J 93 6 18 0

4°

D (H)

OCEANSIDE

115.3 OCN

J1 0

D (L)

1 971 8

C 13 30

0°

JULIAN

114.0 JLI


233

114.9 RZS

7

9°

29

1

SAN MARCUS D (H)

F L 180

14 5° F L 1 8

6 3 17 7

C

J 1 80 1

2°

°

111.4 SXC

FL

17

3 21

D (L)

9°

C 13

1°

4 8 2 J 1 25 0 L

078° 11

FL J 1 18 0

77 FL J 6 18 0

25

248°

SANTA CATALINA

SHAFTER

115.4 EHF

31

113.6 LAX

1 971 8

21

3 5 4 -1 0 -6 1 8 60 F L

0

068°

66

12

068° KHHR

D (H)

J 4-10 -104

4°

LOS ANGELES D (H)

60

4°

04

11

127

40

30

F L 18

1°

080°

C 131 6

8-16 April 2009

Q 2-4

6°

4°

2 34

J

80

30

30

337 °

3 4 -7 J 1 180 FL 3°

LAX °

249°

07

13

39 0 J5 1 80 FL

3° 28

37 46

6 5 01 0 J 5 18 FL

33 3°

115.7 SLI

12

J 8 75 8 F L -1 2 6 18 0

F L 180

18 5

SEAL BEACH D (L)

3°

248°

J6

J 6 59

FL 1

2°

46

34

067°

0°

15 376

PALMDALE

114.5 PMD 09 5°

117.1 AVE

62 126 8- 0 J 8 L 18 F

31

3°

D (H)

5°

°

113.2 DAG 22

29

46

4°

112.5 FIM

.1 NM : 135 153M

30

10

D (L)

FILLMORE

227

DAGGETT

32 6°

6°

2°

114.9 RZS

°

112.4 MQO

10

AVENAL

13

12

F

J 1 180 L

4 3 -7

31

6 5 01 0 J 5 18 FL

SAN MARCUS D (H)

C 11

NAUTICAL MILES

45

58

0

29

J 1 80 1

FL

D (L)

MORRO BAY

77 FL J 6 18 0

D (L)

PA

327°

1°

13 5

D (H)

62 126 8- 0 J 8 L 18 F 233

20

27 6°

Q 11

115.4 EHF

F L 18

SHAFTER

°

9°

D (H)

324

12

3°

54 J FL16 80

340 °

4°

117.1 AVE

13

° 227

FL1

12

30

32 6°

45

58

112.4 MQO

10

AVENAL

30 6

6 5 0 -1 2 8 -8 80 J 6 FL1

J5

79

F L 180

NM

J 658 0

91

FL1

PASKE

327°

1°

D (L)

MORRO BAY

Q9

0

5 16 1 0 J 18 FL

6 1. :5

5 16 1 0 J 18 FL

6 5 0 -1 2 8 -8 80 J 6 FL1

12 27 6°

D (H)

0

8°

8°

54 J FL16 80

F L 18 0

12

3M 12

30 6

Q9

F L 18 0

12

61

J 11 0

F L 29

0

20

40 NAUTICAL MILES

8-16 April 2009

60

6 3 17 7

C

1

Developed for Train

Planning and Performance Holding Computations

Holding Computations

Flights into the LAX area often issued holding instructions due to the dense air traffic that exists. Holding can and does occur at any time. Assume for example, as the TOD point approaches LAX Center issues descent instructions to FL 250 and to hold with an EFC of 15 minutes. Reference the following Holding Performance Chart to compute the performance figures:

Flights into the LAX area often issue air traffic that exists. Holding can a example, as the TOD point approac tions to FL 250 and to hold with an E ing Holding Performance Chart to co

Weight (lb) 8850

8450

8050

IAS TAS Mach N1 FF FC

KT KT % LB/H/ENG LB/H



IAS TAS

KT KT

Holding Speed


41000

Weight (lb)

25000

30000

121 179 0.297 70.1 221 443

121 196 0.332 75.1 213 427

121 215 0.373 80.1 210 420

-

-

8850

118 175 0.291 68.9 214 429

118 192 0.325 73.8 206 412

119 211 0.365 78.9 201 402

-

-

8450

115 171

116 187

116 206

-

-

8050

250 IAS TAS Mach N1 FF FC




IAS TAS

KT KT

1 1 0.2 7 2 4

1 1 0.2 6 2 4

1 1

121 kt IAS / 179 kt TAS

Holding Speed

121 kt IAS

Mach

.297 M

Mach

.297 M

N1

70.1 %

N1

70.1 %

Fuel Flow

221 lb / hr / eng

Fuel Flow

221 lb / hr

Fuel Used

443 lb / hr

Fuel Used

443 lb / hr

Fuel consumed in hold

443 lb / hr * 15 minutes = 110.75 lb

Fuel consumed in hold

443 lb / hr = 110.75 l

For 15 minutes of holding the fuel burn is, @ 442 lbs/hr, 110 lbs (50 kg). The weight at the end of hold is 8640 lbs (3919 kg).

For 15 minutes of holding the fuel bu weight at the end of hold is 8640 lbs

Phenom 100

Phenom 100


8-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Descent Phase

Descent Phase

Since holding was not required, the aircraft is ready to descend. As the descent phase of this flight begins the tables below are referenced to obtain the performance data:

Since holding was not required, the ai descent phase of this flight begins the ta the performance data:

DESCENT CONFIGURATION – ALL ENGINES OPERATING

DESCENT CONFIGURATION –

PHENOM 100 PW617F-E ENGINES ALTITUDE: 5000 TO 28000 FT Weight (lb)

5000

10000

15000


24000

26000

28000

PHEN ALTITUDE: 5000 Weight (lb)

5000

10000

15000

10472

Fuel Distance Time

LB NM MIN

7 5 1

16 13 3

26 22 5

36 31 6

40 35 7

44 39 8

48 43 8

52 47 9

10472

Fuel Distance Time

LB NM MIN

7 5 1

16 13 3

26 22 5

10050

Fuel Distance Time

LB NM MIN

7 5 1

16 13 3

26 21 5

35 30 6

40 34 7

44 38 8

48 42 8

52 46 9

10050

Fuel Distance Time

LB NM MIN

7 5 1

16 13 3

26 21 5

9650

Fuel Distance Time

LB NM MIN

7 5 1

17 13 3

27 21 4

38 30 6

42 34 7

46 38 7

51 42 8

55 46 9

9650

Fuel Distance Time

LB NM MIN

7 5 1

17 13 3

27 21 4

9250

Fuel Distance Time

LB NM MIN

7 5 1

18 13 3

29 21 4

40 30 6

45 34 7

49 38 7

54 42 8

59 46 9

9250

Fuel Distance Time

LB NM MIN

7 5 1

18 13 3

29 21 4

8850

Fuel Distance Time

LB NM MIN

8 5 1

20 13 3

31 21 4

43 30 6

47 34 7

52 38 7

57 42 8

62 46 9

8850

Fuel Distance Time

LB NM MIN

8 5 1

20 13 3

31 21 4

Fuel Distance Time

LB NM MIN

9 5 1

21 13 3

33 21 4

45 30

50 34 7

55 38 7

60 42 8

65 46 9

Fuel Distance Time

LB NM MIN

9 5 1

21 13 3

33 21 4

8050

Fuel Distance Time

LB NM MIN

9 5 1

22 13 3

35 21 4

47 30 6

52 34 7

57 38 7

62 42 8

68 46 9

8050

Fuel Distance Time

LB NM MIN

9 5 1

22 13 3

35 21 4

7650

Fuel Distance Time

LB NM MIN

9 5 1

23 13 3

36 21 4

49 30 6

54 34 7

60 38 7

65 42 8

70 46 9

7650

Fuel Distance Time

LB NM MIN

9 5 1

23 13 3

36 21 4

7250

Fuel Distance Time

LB NM MIN

10 5 1

24 13 3

38 21 4

51 30 6

56 34 7

62 38 7

67 42 8

73 46 9

7250

Fuel Distance Time

LB NM MIN

10 5 1

24 13 3

38 21 4

8751 8450

8751 8450

Landing Weight:

Landing Weight:

TOD Weight – Decent Fuel =

TOD Weight – Decent Fuel =

8751lb – 59 lb = 8692 lb

8751lb – 59 lb = 8692 lb

8-18 April 2009


8-18 April 2009

Developed for Train

Planning and Performance Fuel Used:

Fuel Used:

TOD Fuel + Decent Fuel =

TOD Fuel + Decent Fuel =

649 lb + 59 lb = 708 lb

649 lb + 59 lb = 708 lb

Elapsed Time:

Elapsed Time:

Time to TOD + Decent Time =

Time to TOD + Decent Time =

27 min + 8 min = 35 min

27 min + 8 min = 35 min

Phenom 100

APPROACH

Phenom 100

T R A I N I N G

APPROACH

S E R V I C E S

ATIS

VREF VAC VLC VAP*

ATIS

CLIMB LIMITED LANDING WEIGHT:

VREF

LANDING WEIGHT:

8692

VAC

FULL

VLC

LANDING FLAPS:

RUNWAY REQUIRED:

VAP*

Notes:

Notes:

*VAP = VREF modified as necessary for icing or flaps

*VAP = VREF modified a

Aircraft Status at Bottom of Descent

Aircraft Status at Bottom of Desce

Current Weight

8692 lbs

Current Weight

8692 lbs

Fuel Used

708 lb

Fuel Used

708 lb

Distance To Go

0 nm

Distance To Go

0 nm

Elapsed Time

35 min

Elapsed Time

35 min


8-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing at KHHR

Landing at KHHR

The maximum landing weight for altitude and temperature, in compliance with the airworthiness climb requirements, is shown in the Maximum Landing Weight Climb Limited tables in function of the temperature and altitude and according to the anti-ice system condition.

The maximum landing weight for altitude the airworthiness climb requirements, is Weight Climb Limited tables in function according to the anti-ice system condition

When landing weight is not limited by the climb requirements it will be structural limited and the most limiting weights in the table are codified as follows:

When landing weight is not limited by the tural limited and the most limiting weights

   

(A) Approach Climb Limited (L) Landing Climb Limited (E) Enroute Climb (S) Maximum Landing Weight MAXIMUM LANDING WEIGHT – CLIMB LIMITED APPROACH FLAPS 1 – LANDING FLAPS 2 – ANTI-ICE OFF TEMP (°C) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50

8-20 April 2009

-1000 ft 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)

MAXIMUM LANDING WEIGHT (lb) Altitude (ft) 0 ft 1000 ft 2000 ft 3000 ft 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9667 (E) 9766 (S) -

4000 ft 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9358 (A) -


   

(A) Approach Climb Limited (L) Landing Climb Limited (E) Enroute Climb (S) Maximum Landing Weight MAXIMUM LANDING WEIG APPROACH FLAPS 1 – LANDING TEMP (°C) -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50

8-20 April 2009

-1000 ft 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)

MAXIMUM LAN Alti 0 ft 1000 ft 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -

Developed for Train


Phenom 100

APPROACH

Phenom 100

T R A I N I N G

APPROACH

S E R V I C E S

ATIS

VREF VAC VLC VAP*

ATIS


9766

VREF

8692

VAC

FULL

VLC

LANDING WEIGHT:

LANDING FLAPS:

RUNWAY REQUIRED:

VAP*

Notes:

Notes:



*VAP = VREF modifie

8-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing Distance

Landing Distance

Un-factored Landing Distances Un-factored landing distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway, from a point 50 ft above runway threshold, at VREF speed, to complete stop using only the brakes as deceleration device.

Un-factored Landing Distances Un-factored landing distance is the actua zero slope, ISA temperature, dry runwa threshold, at VREF speed, to complete st ation device.

Normal Operation The required landing distance for dispatch is the un-factored landing distance increased by a factor according to the operating regulations.

Normal Operation The required landing distance for dispatch increased by a factor according to the op

UNFACTORED LANDING DISTANCE (ft) ANTI-ICE OFF – FLAPS FULL

UNFACTORED LANDIN ANTI-ICE OFF – F

ALTITUDE

7100 7500 7900 8300 8700 9100 9500 9900

ALT

-1000 ft

Weight (lb)

-10 kt 2914 2914 2914 2914 2914 2983 3070 3164

8-22 April 2009

0 kt 2423 2423 2423 2423 2423 2500 2582 2669

10 kt 2267 2267 2267 2267 2269 2346 2426 2511

0 ft WIND 20 kt -10 kt 2114 2968 2114 2968 2114 2968 2114 2968 2120 2968 2195 3040 2273 3129 2357 3225

0 kt 2473 2473 2473 2473 2473 2553 2636 2726

10 kt 2316 2316 2316 2316 2319 2398 2479 2567

20 kt 2161 2161 2161 2161 2169 2246 2325 2411


-1000 ft

Weight (lb)

7100 7500 7900 8300 8700 9100 9500 9900

-10 kt 2914 2914 2914 2914 2914 2983 3070 3164

8-22 April 2009

0 kt 2423 2423 2423 2423 2423 2500 2582 2669

10 kt 2267 2267 2267 2267 2269 2346 2426 2511

W 20 kt 2114 2114 2114 2114 2120 2195 2273 2357

Developed for Train


Phenom 100

APPROACH

Phenom 100

T R A I N I N G

APPROACH

S E R V I C E S

ATIS

VREF VAC VLC VAP*

ATIS


9766

VREF

8692

VAC

FULL

VLC

LANDING WEIGHT:

LANDING FLAPS:

RUNWAY REQUIRED:

VAP*

2473

Notes:

Notes:




8-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Reference and Approach Speeds

Reference and Approach Speeds

Once the determination is made that a safe approach and landing can be flown the speeds to use on the final approach segment must be determined. Make allowance for fuel burned during the approach to determine the appropriate speed.

Once the determination is made that a flown the speeds to use on the final appr Make allowance for fuel burned during th priate speed.

APPROACH FLAPS 2 AND LANDING FLAPS FULL ANTI-ICE OFF APPROACH WEIGHT (lb)

LANDING (CLIMB/REFERENCE)

FLAPS 2

FLAPS FULL

VAC – KIAS

VREF – KIAS

92 94 96 99 101 103 104 106

91 91 91 92 95 97 99 101

7100 7500 7900 8300 8700 9100 9500 9900

APPROACH WEIGHT (lb)

7100 7500 7900 8300 8700 9100 9500 9900

Reference Speed.

92 94 96 99 101 103 104 106

Note: For Anti-Ice OFF, the Landing C Reference Speed.

Note: For Anti-Ice ON, the Approach Climb Speed, Landing Climb Speed and Landing Reference Speed have the same value.

Note: For Anti-Ice ON, the Approach C

and Landing Reference Speed h


FLAPS 2 VAC – KIAS

Note: For Anti-Ice OFF, the Landing Climb Speed is equal to the Landing

8-24 April 2009

APPROACH FLAPS 2 AND L ANTI-ICE

8-24 April 2009

Developed for Train


Phenom 100

APPROACH

Phenom 100

T R A I N I N G

APPROACH

S E R V I C E S

ATIS

VREF 95 VAC 101 VLC 95 VAP*

ATIS


9766

VREF 95

8692

VAC 101

FULL

VLC 95

LANDING WEIGHT:

LANDING FLAPS:

RUNWAY REQUIRED:

VAP*

2473

Notes:

Notes:




8-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

KHHR Airport Depiction

KHHR Airport Depiction JEPPESEN JeppView 3.6.0.0

Licensed to JeppView3. Printed on 30 Jul 2008. Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008

KHHR/HHR 11-1

11 JUL 08

N33 55.4 W118 20.1

NORTHROP/HAWTHORNE MUN

*HAWTHORNE Ground

118.4

*Tower

125.1

(Limited) VOT 113.9

CTAF

144'

140'

North

135'

125'

ARP Elev 66'

25 253^

South

073^

ch

4956'

ARP

Control Tower

127'

Elev 61'

Traffic P 1100' (10 1600' (1

Di t

135'

Airport closed to aircraft with explosives. Helicopter flight training operations prohibited. Helicopter multiple approaches and traffic pattern operations prohibited. Noise sensitive area all quadrants. For noise abatement information, contact airport engineer. Rwy 7 right traffic pattern.

119'

ch

127'

125.1

(Limited) VOT 113.9

138' 118'

*HAWTHORNE Ground

118.4

124.3

126'

North

7

South

073^

119'

176' 133'

124'

149' Rwy 25 runup on south twy 900' west of approach end of rwy.

Ditch

33-55

176' 133'

129'

124'

Touch and go landings, stop and go landings and low approach operations for all aircraft including helicopters limited to 1000-1700 LT. No taxi-back operations Mon-Fri 2200-0800 LT, Sat-Sun 2200-1000 LT. No multi-engine simulated engine-out procedures authorized in traffic pattern. North taxiway west of air traffic control tower designated non-movement area. Be alert to vehicles. Birds in vicinity of airport.

11-1

11 JUL 08

N33 55.4 W118 20.1 ATIS

Traffic Pattern Altitude 1100' (1034') Light aircraft/helicopter 1600' (1534') Turbine/high performance aircraft

Control Tower

125'

121.1

Di t

140'

66'

Apt Elev

SOCAL Departure (R)

118-20

Airport closed to aircraft with explosives. Helicopter flight training operations prohibited. Helicopter multiple approaches and traffic pattern operations prohibited. Noise sensitive area all quadrants. For noise abatement information, contact airport engineer. Rwy 7 right traffic pattern.

7

Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid.

KHHR/HHR

1 4 Ê

ATIS

Elev 66'

Licensed to JeppView3. Printed on 30 Jul 2008.

HAWTHORNE, CALIF

66'

Apt Elev

S E R V I C E S

Feet 0

500

Meters 0

1500

1000

200

400

33-55

33-55

2000 2500 600

800

Touch and go landings, stop and go landings and low approach operations for all aircraft including helicopters limited to 1000-1700 LT. No taxi-back operations Mon-Fri 2200-0800 LT, Sat-Sun 2200-1000 LT. No multi-engine simulated engine-out procedures authorized in traffic pattern. North taxiway west of air traffic control tower designated non-movement area. Be alert to vehicles. Birds in vicinity of airport.

M

118-20 ADDITIONAL RUNWAY INFORMATION

RWY 7

25

1

1 1

MIRL M I RL

AVASI-R (angle 3.25^)

1

ODALS REIL

ADDITIONAL RUNWAY INFORMA

USABLE LENGTHS LANDING BEYOND Glide Slope Threshold 3985' V A S I - R (angle 3.50^)

TAKE-OFF

WIDTH

RWY 7

100'

4493'

25

1

Activate on 121.1 when Twr inop.

TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE

Rwy 25 With Mim climb of 289'/NM to 300' Adequate Vis Ref 1&2 Eng 3&4 Eng

1 4

Other

Adequate Vis Ref

STD

1 1 2

200-1

1 4

Other VOR Rwy 25

1 300-2

A B C D

OBSTACLE DP: Rwy 7, turn right climb via heading 240^; climb to 3000' via LAX VOR R-170 to LIMBO Int.

8-26 April 2009

N

800-2

1

ODALS REIL

V A S I - R (angle 3.50^)

Rwy 25 With Mim climb of 289'/NM to 300' Adequate Vis Ref

LOC Rwy 25 1&2 Eng

800-2

3&4 Eng

|


AVASI-R (angle 3.25^)

TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE

A M E N D 3 A

Rwy 25, turn left climb via heading 210^; All runways

CHANGES

M I RL

Activate on 121.1 when Twr inop.

Authorized Only When Twr Operating

STD

1 2

MIRL

FOR FILING AS ALTERNATE

Rwy 7

With Mim climb of 363'/NM to 500'

1 1

1 4

Other

Adequate Vis Ref

STD

1 1 2

200-1

Rw

With Mim climb o 363'/NM to 500'

1 4

S

1

OBSTACLE DP: Rwy 7, turn right climb via heading 240^; Rwy 25, turn left climb via heading 210^; All runways climb to 3000' via LAX VOR R-170 to LIMBO Int.

CHANGES

8-26 April 2009

N

Developed for Train


Supplemental Information

Supplemental Informatio

Performance Configuration

Performance Configuration

OPERATING ENGINES

TLA

FLAPS

GEAR

OPERATING ENGINES

TL

TAKEOFF RUN

2 until VEF,1 after VEF

TOGA

1 or 2 DOWN

0 TO VLOF

TAKEOFF RUN

2 until VEF,1 after VEF

TO

1ST SEGMENT

1

TOGA

1 or 2

DOWN TO UP

VLOF TO V2

1ST SEGMENT

1

TO

2ND SEGMENT

1

TOGA

1 or 2

UP

V2

2ND SEGMENT

1

TO

UP

V2 TO FINAL SEGMENT SPEED

3RD SEGMENT

1

TO

AIRSPEED

3RD SEGMENT

1

TOGA

TAKEOFF FLAPS TO 0

FINAL SEGMENT

1

CON

0

UP

FINAL SEGMENT SPEED

FINAL SEGMENT

1

CO

ENROUTE

1

CON

0

UP

ENROUTE CLIMB SPEED

ENROUTE

1

CO

APPROACH CLIMB

1

TOGA

2

UP

APPROAC H CLIMB SPEED

APPROACH CLIMB

1

TO

LANDING CLIMB

2

TOGA

2 or FULL

DOWN

LANDING CLIMB SPEED

LANDING CLIMB

2

TO

LANDING

2

IDLE

2 or FULL

DOWN

VREF

LANDING

2

ID

Takeoff Flight Path The takeoff flight path begins 35 feet above the takeoff surface at the end of the takeoff distance determined in accordance with § 23.59. The takeoff flight path ends when the airplane's height is the higher of 1,500 feet above the takeoff surface or at an altitude at which the configuration and speed have been achieved in accordance with § 23.67(c)(3).

Takeoff Flight Path The takeoff flight path begins 35 fee the takeoff distance determined in ac path ends when the airplane's heigh takeoff surface or at an altitude at w been achieved in accordance with §

Net Takeoff Flight Path The net takeoff flight path is the actual path diminished by a gradient of 0.8 percent for two-engine airplanes, 0.9 percent for three-engine airplanes, and 1.0 percent for four-engine airplanes.

Net Takeoff Flight Path The net takeoff flight path is the act percent for two-engine airplanes, 0.9 1.0 percent for four-engine airplanes

Phenom 100

Phenom 100


8-27 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The net takeoff flight path is the flight path used to determine the airplane obstacle clearance. Section 23.61(b) states the required climb gradient reduction to be applied throughout the flight path to determine the net flight path, including the level flight acceleration segment. Rather than decrease the level flight path by the amount required by § 23.61(b), § 23.61(c) allows the airplane to maintain a level net flight path during acceleration but with a reduction in acceleration equal to the gradient decrement required by § 23.61(b). By this method, the applicant exchanges altitude reduction for increased distance to accelerate in level flight in determination of the level flight portion of the net takeoff path.

The net takeoff flight path is the flight p obstacle clearance. Section 23.61(b) s reduction to be applied throughout the fl path, including the level flight accelerati the level flight path by the amount requir the airplane to maintain a level net flight reduction in acceleration equal to the 23.61(b). By this method, the applican increased distance to accelerate in leve flight portion of the net takeoff path.

Takeoff Segments and Nomenclature

Takeoff Segments and Nomenclatu TAKEOFF FLIGHT PATH

HEIGHT > 1500 FT

1500 FT

PATH 2 TAKEOFF DISTANCE (LONGER OF 1 ENG INOP TAKEOFF OR 1.15 ALL ENG TAKEOFF)

V

V

EF

PATH 1

GROUND

LANDING GEAR

ROLL

1st

2nd

ACCELERATION

RETRACTION

DOWN

FLAPS

ACCELERATING

ENGINES

V2

ALL OPERATING

PROPELLER

TAKEOFF

SEGMENT*

ACCELERATING

V

ENROUTE POSITION MAXIMUM CONTINUOUS

ENROUTE

UP TO 400 FT

ONE FEATHERED

the en route configuration and with maximum continuous thrust, but it is not required that these conditions exist until the end of the takeoff path when compliance with § 23.67(c)(3) is shown. The time limit on takeoff thrust cannot be exceeded.


1st RETRACTION

DOWN

TAKEOFF

POWER

ABOVE 400 FT THRUST CAN B IF THE REQUIREMENTS OF 23. BE MET WITH LESS THAN TAKE

TAKEOFF

AIRSPEED

ACCELERATING ALL OPERATING

PROPELLER

TAKEOFF

400 FT OR GREATER

Note: The en route takeoff segment* usually begins with the airplane in

8-28 April 2009

LOF

ROLL

FLAPS

ENGINES

ONE INOPERATIVE ONE AUTOFEATHERED OR WINDMILLING

GROUND

LANDING GEAR SEE NOTE SEE NOTE

ABOVE 400 FT THRUST CAN BE REDUCED IF THE REQUIREMENTS OF 23.57(c)(3) CAN BE MET WITH LESS THAN TAKEOFF THRUST

TAKEOFF

AIRSPEED

RETRACTING

V

EF

35 FT

FINAL

RETRACTED

TAKEOFF

POWER

V

HEIGHTS ARE REFERENCED TO RUNWAY ELEVATION AT END OF TAKEOFF DISTANCE

LOF

35 FT SEGMENT*

TAKEOFF DISTANCE (LONGER OF 1 ENG INOP TAKEOFF OR 1.15 ALL ENG TAKEOFF)

HEIGHT > 400 FT

ONE AUTOFEATHERED OR

UP TO 400 F

Note: The en route takeoff segment*

the en route configuration and w it is not required that these cond off path when compliance with limit on takeoff thrust cannot be

8-28 April 2009

Developed for Train

Planning and Performance Part 23 Performance

Part 23 Performance

Takeoff Takeoff Phase Land- Phase Landing Gear ing Gear Extended Retracted Regulation

23.67(c)(1)

23.67(c)(2)

Category

Enroute 23.67(c)(3)

Takeoff Tak Phase Land- Phase ing Gear ing Extended Retra

Discontinued Approach 23.67(c)(4)

Commuter

Regulation

Engine Type and Airplane

Engine Type and Airplane

VSO (kts)

VSO (kts)

Power On Operative Engine

MTOP

MTOP

Configuration

Take-off flap, Take-off flap, gear gear extended retracted

Attitude

Wings level

≤ MCP

MTOP

Flap and gear retracted

Approach flap*, gear retracted

V2

V2

≥ 1.2VS1

As in procedures but ≥ 1.5VS1

Take-off surface

400

1500

400

Measurably positive

≥2

≥ 1.2

≥ 2.1

Climb

Altitude (ft) Required Climb Gradient

23.67(c)(1)

23.67(

Category

Power On Operative Engine

MTOP

MT

Configuration

Take-off flap, Take-o gear ge extended retra

Attitude

Wings level

Climb V2 Altitude (ft) Required Climb Gradient

V

Take-off surface

4

Measurably positive

≥

MTOP - Maximum Takeoff Power

MTOP - Maximum Takeoff Power

MCP - Maximum Continuous Power

MCP - Maximum Continuous Power


8-29 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Definitions

Definitions

Accelerate-Go Distance The horizontal distance from brake release to the point at which the aircraft attains a height of 35 ft above the runway surface on a takeoff during which an engine fails at V1 and the takeoff is continued.

Accelerate-Go Distance The horizontal distance from brake relea attains a height of 35 ft above the runwa an engine fails at V1 and the takeoff is co

Accelerate-Stop Distance The distance required to accelerate the aircraft and then abort the takeoff due to a failed engine, or other emergency, occurring just prior to V1 with brake application commencing at V1.

Accelerate-Stop Distance The distance required to accelerate the a to a failed engine, or other emergency, o application commencing at V1.

Altitude All altitudes used in this manual are pressure altitudes unless otherwise stated.

Altitude All altitudes used in this manual are p stated.

Approach Climb Speed It is the go-around speed in the approach configuration, with one engine inoperative (OEI), approach flaps, and landing gear retracted.

Approach Climb Speed It is the go-around speed in the approach erative (OEI), approach flaps, and landing

Calibrated Airspeed (KCAS) Indicated airspeed (knots) corrected for position error (instrument error is assumed to be zero).

Calibrated Airspeed (KCAS) Indicated airspeed (knots) corrected for assumed to be zero).

Climb Gradient The ratio of the change in height during a portion of a climb to the horizontal distance transversed in the same time interval.

Climb Gradient The ratio of the change in height during a distance transversed in the same time int

Climb Limited Landing Wt It is the maximum allowed landing weight for the airport altitude and temperature, and complying with the go-around climb gradient requirements, either AEO or OEI conditions.

Climb Limited Landing Wt It is the maximum allowed landing weight ture, and complying with the go-around AEO or OEI conditions.

Climb Limited Takeoff Wt It is the maximum allowed takeoff weight for the airport altitude and temperature, and complying with the takeoff and go-around climb gradient requirements.

Climb Limited Takeoff Wt It is the maximum allowed takeoff weight ture, and complying with the takeoff and ments.

Demonstrated Crosswind The demonstrated crosswind velocity of 20 kts is the velocity of the crosswind component for which adequate control of the aircraft during takeoff and landing was actually demonstrated during certification tests. This is not limiting.

Demonstrated Crosswind The demonstrated crosswind velocity of 2 component for which adequate control of ing was actually demonstrated during cer

Engine Out Accelerate-go Distance The horizontal distance from brake release to the point at which the aircraft attains a height of 35 ft above the runway surface on a takeoff during which an engine fails at V1 and the takeoff is continued.

Engine Out Accelerate-go Distance The horizontal distance from brake relea attains a height of 35 ft above the runwa an engine fails at V1 and the takeoff is co

8-30 April 2009

8-30 April 2009


Developed for Train

Planning and Performance Final Segment Speed - VFS It is the speed to be achieved at the end of the acceleration segment and start of the final segment of the takeoff flight path, with one engine inoperative, landing gear retracted, and flaps retracted.

Final Segment Speed - VFS It is the speed to be achieved at the e of the final segment of the takeoff f landing gear retracted, and flaps retr

Gross Climb Gradient The climb gradient that the aircraft can actually achieve with ideal ambient conditions (smooth air).

Gross Climb Gradient The climb gradient that the aircraft conditions (smooth air).

Indicated Airspeed (KIAS) Airspeed indicator readings (knots). Zero instrument error is assumed.

Indicated Airspeed (KIAS) Airspeed indicator readings (knots). Z

Indicated Outside Air Temperature (OAT) The indicated outside air temperature as read from the pilot’s panel. OAT is the same as RAT.

Indicated Outside Air Temperature The indicated outside air temperatur the same as RAT.

ISA - International Standard Atmosphere The air is a dry perfect gas.  The temperature at sea level is 15° C (59° F).  The pressure at sea level (standard datum plane) is 29.92 inHg (1013.2 Mb).  The temperature gradient from sea level to the altitude at which the temperature is -56.6° C will be -1.98° C per 1,000 ft.

ISA - International Standard Atmos  The air is a dry perfect gas.  The temperature at sea level is 15  The pressure at sea level (standa Mb).  The temperature gradient from se perature is -56.6° C will be -1.98°

Landing Distance The distance from a point 50 ft above the runway surface to the point at which the aircraft would come to a full stop on the runway.

Landing Distance The distance from a point 50 ft above the aircraft would come to a full stop

Mach Number The ratio of true airspeed to the speed of sound.

Mach Number The ratio of true airspeed to the spe

OAT - Outside Air Temperature or Ambient Air Temperature The free air static temperature, obtained either from ground meteorological sources or from in flight temperature indications adjusted for instrument error and compressibility effects.

OAT - Outside Air Temperature or The free air static temperature, obta sources or from in flight temperature and compressibility effects.

Takeoff Field Length The takeoff field length given for each combination of gross weight, ambient temperature, altitude, wind, and runway gradients is the greatest of the following:

Takeoff Field Length The takeoff field length given for eac temperature, altitude, wind, and run lowing:





 

115% of the two-engine horizontal takeoff distance from start to a height of 35 ft above runway surface Accelerate-stop distance; wet or dry runway, as appropriate Engine-out accelerate-go distance to 35 ft for dry runways and 15 ft for wet runways.


8-31 April 2009



 

115% of the two-engine horizontal 35 ft above runway surface Accelerate-stop distance; wet or d Engine-out accelerate-go distance runways.


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

No specific identification is made on the charts as to which of these distances governs a specific case. In all cases considered by the charts, the field length is governed by either the second or the third condition because the twoengine takeoff distance is always shorter.

No specific identification is made on the c governs a specific case. In all cases cons is governed by either the second or th engine takeoff distance is always shorter.

True Airspeed The airspeed (knots) of an aircraft relative to undisturbed air.

True Airspeed The airspeed (knots) of an aircraft relative

VA

VA

The maneuvering speed is the maximum speed at which application of full available aerodynamic control does not overstress the aircraft.

The maneuvering speed is the maximum available aerodynamic control does not o

VAP

VAP

Approach target speed which equals VREF + 10 + the wind factor.

Approach target speed which equals VRE

VAPP

VAPP

The landing approach airspeed (1.3 VS1) with T.O. & APPR flaps and landing gear up. It is also commonly defined as the Single Engine Go-Around Target Speed (similar to V2 during takeoff).

The landing approach airspeed (1.3 VS1) gear up. It is also commonly defined as t Speed (similar to V2 during takeoff).

VENR

VENR

Single-engine enroute climb speed. VENR is also the best single-engine rateof-climb speed (altitude vs. time) and may be used as the single engine driftdown speed.

Single-engine enroute climb speed. VENR of-climb speed (altitude vs. time) and ma down speed.

VFR

VFR

Flap retract speed (minimum), which equals V2 + 10.

Flap retract speed (minimum), which equ

VFE

VFE

Maximum flap extended speed. The highest speed permissible with wing flaps in a prescribed extended position.

Maximum flap extended speed. The hig flaps in a prescribed extended position.

VLE

VLE

Maximum landing gear extended speed. The maximum speed at which an aircraft can be safely flown with the landing gear extended.

Maximum landing gear extended speed. aircraft can be safely flown with the landin

VLO (Extension

VLO (Extension

Maximum landing gear extension speed. The maximum speed at which the landing gear can be safely extended.

Maximum landing gear extension speed. landing gear can be safely extended.

VLO (Retraction)

VLO (Retraction)

Maximum landing gear retraction speed. The maximum speed at which the landing gear can be safely retracted.

Maximum landing gear retraction speed. landing gear can be safely retracted.

8-32 April 2009

8-32 April 2009


Developed for Train

Planning and Performance VMCA

VMCA

Minimum airspeed in the air in the takeoff configuration at which directional control can be maintained when one engine suddenly becomes inoperative. VMCA is a function of engine thrust, which varies with altitude and temperature.

Minimum airspeed in the air in the t control can be maintained when one VMCA is a function of engine thrust, ture.

VMCG

VMCG

Minimum airspeed on the ground at which directional control can be maintained when one engine suddenly becomes inoperative, using only aerodynamic controls. VMCG is a function of engine thrust, which varies with altitude and temperature.

Minimum airspeed on the ground a tained when one engine suddenly b namic controls. VMCG is a function o and temperature.

VMCL

VMCL

Minimum airspeed in the air in the landing configuration at which directional control can be maintained when one engine suddenly becomes inoperative. VMCL is a function of engine thrust, which varies with altitude and temperature.

Minimum airspeed in the air in the la control can be maintained when one VMCL is a function of engine thrust, ture.

VMO/MMO

VMO/MMO

Maximum operating limit speed. The calibrated speed limit that may not be deliberately exceeded in normal flight operations. V is expressed in knots and M in Mach number.

Maximum operating limit speed. The deliberately exceeded in normal fligh M in Mach number.

VR - Rotation speed

VR - Rotation speed

The speed at which rotation is initiated during takeoff to attain the V2 climb speed at or before a height of 35 ft above runway surface is reached.

The speed at which rotation is initia speed at or before a height of 35 ft a

VRA

VRA

A rough air speed for use as the recommended turbulence penetration airspeed.

A rough air speed for use as the re speed.

VREF

VREF

The landing approach airspeed at the 50-foot point with flaps in landing position (full flaps) and landing gear extended (1.3 VSO).

The landing approach airspeed at th tion (full flaps) and landing gear exte

VS

VS

Stalling speed or the minimum steady flight speed at which the aircraft is controllable.

Stalling speed or the minimum stead trollable.

VSO

VSO

Stalling speed or the minimum steady flight speed in the landing configuration.

Stalling speed or the minimum stea tion.

VS1

VS1

Stalling speed or the minimum steady flight speed obtained in a specific configuration.

Stalling speed or the minimum stead figuration.

Phenom 100

Phenom 100


8-33 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VZF

VZF

Zero flap maneuvering speed. Equivalent to VREF + 30 KIAS.

Zero flap maneuvering speed. Equivalent

V1

V1

Maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speedbrakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VREF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.

Maximum speed in the takeoff at which (e.g., apply brakes, reduce thrust, deploy within the accelerate-stop distance. V1 als takeoff, following a failure of the critical e continue the takeoff and achieve the req face within the takeoff distance.

V2

V2

Takeoff safety speed. This climb speed is the actual speed at 35 ft above the runway surface as demonstrated in flight during takeoff with one engine inoperative.

Takeoff safety speed. This climb speed is runway surface as demonstrated in flight erative.

8-34 April 2009

8-34 April 2009


Developed for Train

Weight and Balance

Weight and Balance

Weight and Balance

General

General

There are many factors that lead to efficient and safe operation of aircraft. Among these vital factors is proper weight and balance control. The weight and balance system commonly employed consists of three equally important elements: the weighing of the aircraft, the maintaining of the weight and balance records, and the proper loading of the aircraft. An inaccuracy in any one of these elements nullifies the purpose of the whole system. The final loading calculations will be meaningless if either the aircraft has been improperly weighed or the records contain an error.

There are many factors that lead to Among these vital factors is proper and balance system commonly emp elements: the weighing of the aircraf ance records, and the proper loading of these elements nullifies the purpos calculations will be meaningless if weighed or the records contain an er

The designers of the Phenom 100 have set the maximum weight, based on the amount of lift the wings can provide under the operation conditions for which the aircraft was designed. The structural strength of the aircraft also limits the maximum weight the aircraft can safely carry. The ideal location of the center of gravity (CG) was very carefully determined by the designers, and the maximum deviation allowed from this specific location has been calculated.

The designers of the Phenom 100 h the amount of lift the wings can pro which the aircraft was designed. Th limits the maximum weight the aircra the center of gravity (CG) was very and the maximum deviation allowed culated.

The pilot in command of the Phenom 100 has the responsibility on every flight to know the maximum allowable weight of the aircraft and its CG limits. This allows the pilot to determine on the preflight inspection that the aircraft is loaded in such a way that the CG is within the allowable limits.

The pilot in command of the Phenom to know the maximum allowable wei allows the pilot to determine on the loaded in such a way that the CG is w

Phenom 100

Phenom 100


9-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Definitions

Definitions

To understand weight and balance, it is necessary to be thoroughly familiar with the terms involved. This section reviews the definitions for terms used throughout the chapter.

To understand weight and balance, it is with the terms involved. This section rev throughout the chapter.

Arm

The horizontal distance from the reference datum to the center of gravity (CG) of an item.

Arm

The horizontal dista the center of gravity

Basic Empty Weight

Empty weight plus engine oil, hydraulic fluid and unusable fuel.

Basic Empty Weight

Empty weight plus unusable fuel.

Basic Operating Weight (BOW)

The empty weight of the aircraft plus the weight of the required crew, their required charts, manuals, other aviation equipment and other standard items such as meals and potable water.

Basic Operating Weight (BOW)

The empty weight o required crew, their aviation equipment meals and potable

Balance Arm

See Arm.

Balance Arm

See Arm.

Center of Gravity (CG)

The point at which an airplane would balance if suspended. Its distance from the reference datum is determined by dividing the total moment by the total weight of the airplane. It is the mass center of the aircraft, or the theoretical point at which the entire weight of the aircraft is assumed to be concentrated. It may be expressed in percent of MAC (mean aerodynamic cord) or in inches from the reference datum.

Center of Gravity (CG)

The point at which pended. Its distanc determined by divid weight of the airpla craft, or the theoreti of the aircraft is ass be expressed in pe cord) or in inches fr

CG Limits

The extreme center of gravity locations within which the aircraft must be operated at a given weight. These limits are indicated on pertinent FAA aircraft type certificate data sheets, specifications, or weight and balance records.

CG Limits

The extreme center the aircraft must be limits are indicated tificate data sheets, ance records.

CG Limits Envelope

An enclosed area on a graph of the airplane loaded weight and the CG location. If lines drawn from the weight and CG cross within this envelope, the airplane is properly loaded.

CG Limits Envelope

An enclosed area o weight and the CG weight and CG cros plane is properly lo

CG Moment Envelope

An enclosed area on a graph of the airplane loaded weight and loaded moment. If lines drawn from the weight and loaded moment cross within this envelope, the airplane is properly loaded.

CG Moment Envelope

An enclosed area o weight and loaded weight and loaded lope, the airplane is

9-2 April 2009


9-2 April 2009

Developed for Train

Weight and Balance Chord

A straight line distance across a wing from leading edge to trailing edge.

Chord

A straight line d edge to trailing

Empty Weight

The weight of the airframe, engines, all permanently installed equipment, and unusable fuel. Depending upon the part of the federal regulations under which the aircraft was certificated, either the undrainable oil or full reservoir of oil is included.

Empty Weight

The weight of t installed equip upon the part o the aircraft was or full reservoir

Landing Weight

The takeoff weight of an aircraft less the fuel burned and/or dumped en route.

Landing Weight

The takeoff we and/or dumped

LEMAC

Leading Edge of the Mean Aerodynamic Chord.

LEMAC

Leading Edge

Longitudinal Axis

An imaginary line through an aircraft from nose to tail, passing through its center of gravity.

Longitudinal Axis

An imaginary li passing throug

MAC

Mean Aerodynamic Chord. It is the chord of an imaginary airfoil that has all of the aerodynamic characteristics of the actual airfoil. It can also be thought of as the chord drawn through the geographic center of the plane area of the wing.

MAC

Mean Aerodyn nary airfoil that istics of the act the chord draw plane area of t

Maximum Landing Weight

Maximum weight approved for the landing touchdown.

Maximum Landing Weight

Maximum weig down.

Maximum Ramp Weight

Maximum weight approved for ground maneuver. It includes weight of start, taxi, and run-up fuel.

Maximum Ramp Weight

Maximum weig includes weigh

Maximum Takeoff Weight

Maximum weight approved for the start of the takeoff run.

Maximum Takeoff Weight

Maximum weig run.

Maximum Zero Fuel Weight

The maximum authorized weight of an aircraft without fuel. This is the total weight for a particular flight less the fuel. It includes the aircraft and everything that will be carried on the flight except the weight of the fuel.

Maximum Zero Fuel Weight

The maximum fuel. This is the the fuel. It inclu be carried on t

Moment

A force that causes or tries to cause an object to rotate. It is indicated by the product of the weight of an item multiplied by its arm.

Moment

A force that ca rotate. It is indic item multiplied

Reference Datum

An imaginary vertical plane from which all horizontal distances are measured for balance purpose.

Reference Datum

An imaginary v distances are m


9-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Station

A location along the airplane fuselage usually given in terms of distance from the reference datum.

Station

A location along the terms of distance fr

Takeoff Weight

The weight of an aircraft just before beginning the takeoff roll. It is the ramp weight less the weight of the fuel burned during start and taxi.

Takeoff Weight

The weight of an ai takeoff roll. It is the fuel burned during s

Undrainable Oil

Oil that does not drain from an engine lubricating system when the aircraft is in the normal ground attitude and the drain valve is left open.

Undrainable Oil

Oil that does not dr tem when the aircra and the drain valve

Unusable Fuel

Fuel remaining in the aircraft that is inaccessible for engine combustion.

Unusable Fuel

Fuel remaining in th engine combustion

Usable Fuel

Fuel available for flight planning.

Usable Fuel

Fuel available for fl

Useful Load

Difference between takeoff weight, or ramp weight if applicable, and basic empty weight.

Useful Load

Difference between applicable, and bas

Zero Fuel Weight

The weight of an aircraft without fuel.

Zero Fuel Weight

The weight of an ai

Balance Reference System

Balance Reference System

Balance Arms / Body Station

Balance Arms / Body Station

Longitudinal location of the CG identified throughout this manual regarding airplane and components will be referred to as Balance Arms. Balance Arms are the distance in inches from Airplane Datum, which is located at the zero station of the fuselage.

Longitudinal location of the CG identifie airplane and components will be referred are the distance in inches from Airplane station of the fuselage.

Balance Arms (BA) are equivalent to Body Station (BS) on the PHENOM 100.

Balance Arms (BA) are equivalent to Bod

Airplane Datum

Airplane Datum

The Airplane Datum is a plane, perpendicular to the fuselage centerline. The location of the Datum can be determined by measuring the distance from the wing jacking points to the centerline of the Phenom 100 (107.56" / 2.732 M) and then measuring from that point forward 255.08" inches / 6.479 M.

The Airplane Datum is a plane, perpendi location of the Datum can be determined wing jacking points to the centerline of th and then measuring from that point forwa

9-4 August 2010 Rev. 1



Developed for Tra

Weight and Balance Jacking Points

Jacking Points

107.56 Inches

107.56 Inches

2.732 M

2.732 M

CENTER LINE

DATUM

255.08 Inches

DATUM

6.479 M

255.08 Inches 6.479 M

WING JACK POINTS

Wing Mean Aerodynamic Chord (Mac)

Wing Mean Aerodynamic Chor

The Phenom 100 is primarily concerned with the location of the CG relative to the datum and the average chord of the wing. Because the physical chord of a wing does not have a strictly rectangular plan form it is difficult to measure.

The Phenom 100 is primarily concern the datum and the average chord of a wing does not have a strictly rectan

Wings, such as tapered wings, express the allowable CG range in a percentage of mean aerodynamic chord (MAC). MAC is the chord of an imaginary airfoil that has all of the aerodynamic characteristics of the actual airfoil. It can also be thought of as the chord drawn through the geographic center of the plan area of the wing.

Wings, such as tapered wings, expre age of mean aerodynamic chord (M airfoil that has all of the aerodynamic also be thought of as the chord draw plan area of the wing.

Phenom 100

Phenom 100


9-5 Rev.1 August 2010

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Mean Aerodynamic Chord

S E R V I C E S

Mean Aerodynamic Chord MEAN AERODYNAMIC CHORD

ROOT CHORD

TIP CHORD

ROOT CHORD

MEAN A C

Neutral Point

TIP CHORD

TIP CHORD

TIP CHORD

ROOT CHORD

TIP CHORD

ROOT CHORD

FUSELAGE CENTERLINE

FUSELA CENTER

The relative positions of the CG and the aerodynamic center of lift of the wing have critical effects on the flight characteristics of the aircraft.

The relative positions of the CG and the a have critical effects on the flight characte

Consequently, relating the CG location to the chord of the wing is convenient from a design and operations standpoint. Normally, the Phenom 100 will have acceptable flight characteristics if the CG is located somewhere between 21 and 37 percent average chord point but will vary by weight and loading. Such loading will place the CG forward of the aerodynamic neutral or center point allowing the aircraft to remain stable in flight.

Consequently, relating the CG location to from a design and operations standpoint. acceptable flight characteristics if the CG and 37 percent average chord point but w loading will place the CG forward of the allowing the aircraft to remain stable in fli

In order to relate the percent MAC to the datum, all weight and balance information includes two items:

In order to relate the percent MAC to the mation includes two items:



The length of MAC in inches The location of the leading edge of MAC (LEMAC) in inches from the datum. The length of the MAC for the Phenom 100 is 64.57" inches / 1.640 M long and the LEMAC is located 209.64 inches / 5.325 M aft of the Datum line.










The length of MAC in inches The location of the leading edge of MA datum. The length of the MAC for the Phenom long and the LEMAC is located 209.64 in

Developed for Train

Weight and Balance The MAC can be computed by the following formula:  B.A. – 209.64 x100 %MAC = -----------------------------------------------------64.57

The MAC can be computed by the fo

B.A. – 5.325 x100 %MAC = -----------------------------------------------------1.640

Note: B.A. is the computed CG based on the distance from the Datum line. DATUM

 B.A. – 209.64  %MAC = --------------------------------------64.57

Note: B.A. is the computed CG bas DATUM

LEADING EDGE MEAN AERODYNAMIC CHORD (LEMAC)

CENTER OF GRAVITY

MEAN AERODYNAMIC CHORD

CENTER OF GRAVITY

TRAILING EDGE MEAN AERODYNAMIC CHORD (TMAC)

Configuration Checklist / Equipment List

Configuration Checklist / Equip

The balance arms are shown in the applicable interior arrangement. Herein, the Standard Configuration is presented as an illustrative example, including the plan view and the Balance Arms.

The balance arms are shown in the the Standard Configuration is presen the plan view and the Balance Arms.

For other interior configuration options, the respective Balance Arms are supplied together with the “Airplane Weighing Form”, inserted in the “FINAL INSPECTION REPORT”, by the time of the airplane’s delivery.

For other interior configuration option plied together with the “Airplane W INSPECTION REPORT”, by the time

Phenom 100

Phenom 100

Developed for Training Purposes Rev.1

9-7 August 2010

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Standard Configuration – Crew And Passengers

S E R V I C E S

Standard Configuration – Crew An

BALANCE ARM (inches)

BALANCE ARM

Pilot & Copilot

Passengers 1&2

Passengers 3&4

Lavatory

Pilot & Copilot

Passengers 1&2

108.90

176.97

214.68

249.76

108.90

176.97

Standard Configuration – Baggage Compartments

Standard Configuration – Baggage


BALANCE ARM

FWD Baggage Compartment

AFT Baggage Compartment

Wardrobe

Lavatory Cabinet



45.47

314.29

143.46

249.76

45.47

314.29

Fuel Data

Fuel Data

Fuel Quantities

Fuel Quantities

Fuel Category

Volume (US Gal)

Weight (lb)

CG Balance Arm (in)

Fuel Category

Volume (US Gal)

UNUSABLE

6.6

44.2

228.98

UNUSABLE

6.6

UNDRAINABLE

0.8

5.3

229.29

UNDRAINABLE

0.8

USABLE

418.7

2806

230.93

USABLE

418.7

The values specified above have been determined for an adopted fuel density of 6.701 lb/US Gal.

The values specified above have been d sity of 6.701 lb/US Gal.

Fuel Distribution Table

Fuel Distribution Table

FUEL DISTRIBUTION ON THE LEFT AND RIGHT WING TANKS

FUEL DISTRIBUTION ON THE LE RIGHT WING TANKS

Weight (Pounds)

CG Balance Arm (Inches)

Weight (Pounds)

50

228.65

50

228.

100

228.23

100

228.

150

227.83

150

227.

200

227.46

200

227.

250

227.05

250

227.

9-8 April 2009


9-8 April 2009

CG Balan (Inch

Developed for Train

Weight and Balance FUEL DISTRIBUTION ON THE LEFT AND RIGHT WING TANKS

FUEL DISTRIBUTION ON TH RIGHT WING TANK

Weight (Pounds)


Weight (Pounds)

300

226.74

300

350

226.44

350

400

226.16

400

450

226.00

450

500

225.86

500

550

225.75

550

600

225.73

600

650

225.70

650

700

225.73

700

750

225.75

750

800

225.82

800

850

225.90

850

900

225.95

900

950

226.02

950

1000

226.12

1000

1050

226.20

1050

1100

226.31

1100

1150

226.37

1150

1200

226.44

1200

1250

226.52

1250

1300

226.60

1300

1350

226.70

1350

1400

226.77

1400

1450

226.88

1450

1500

226.97

1500

1550

227.05

1550

1600

227.16

1600

1650

227.27

1650


9-9 April 2009

CG B (


T R A I N I N G

S E R V I C E S

T R A I N I N G


S E R V I C E S

FUEL DISTRIBUTION ON THE LE RIGHT WING TANKS

Weight (Pounds)


Weight (Pounds)

1700

227.40

1700

227.

1750

227.50

1750

227.

1800

227.64

1800

227.

1850

227.76

1850

227.

1900

227.92

1900

227.

1950

228.06

1950

228.

2000

228.22

2000

228.

2050

228.39

2050

228.

2100

228.54

2100

228.

2150

228.71

2150

228.

2200

228.88

2200

228.

2250

229.06

2250

229.

2300

229.22

2300

229.

2350

229.38

2350

229.

2400

229.56

2400

229.

2450

229.73

2450

229.

2500

229.89

2500

229.

2550

230.07

2550

230.

2600

230.23

2600

230.

2650

230.40

2650

230.

2700

230.57

2700

230.

2750

230.73

2750

230.

2800

230.91

2800

230.

2806

230.93

2806

230.

9-10 April 2009


9-10 April 2009

CG Balan (Inch

Developed for Train

Weight and Balance Miscellaneous Fluids

Miscellaneous Fluids

Fluid

Weight (lb)

Balance Arm (inches)

Fluid

ENGINE OIL (1)

17.6

302.52

ENGINE OIL (1)

HYDRAULIC (2)

3.1

34.17

HYDRAULIC (2)

WASTE TANK FLUID

7.7

249.17

WASTE TANK FLUID

We

Note 1: Adopted engine oil Density (ref. MIL-L-7808): 8.34 lbs/gal

Note 1: Adopted engine oil Density

Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV):

Note 2: Adopted hydraulic fluid d

7.09 lbs/gal

7.09 lbs/gal

Weighing and Balance Computation

Weighing and Balance Comput

The BEW (Basic Empty Weight) is the weight of the empty aircraft in its delivered configuration plus the weight of the fluids (engine oil, hydraulic fluid, and unusable fuel). The BEW and its respective balance arm are obtained from the airplane weighting record.

The BEW (Basic Empty Weight) is th ered configuration plus the weight of unusable fuel). The BEW and its re the airplane weighting record.

In order to determine the loaded airplane weight and CG arm, it is necessary to add the BEW and weight of all loaded crew, passengers and cargo. The total moment of each loaded item is added separately and then divided by the total weight which gives the final CG arm. The CG arm must be converted into %MAC. The computed CG in % MAC must be checked against the Weight/CG envelope limits to verify the aircraft will operate within established parameters.

In order to determine the loaded airp to add the BEW and weight of all lo total moment of each loaded item is a total weight which gives the final CG into %MAC. The computed CG in Weight/CG envelope limits to verify t parameters.

Baggage Loading

Baggage Loading

Baggage Weight and Location

Baggage Weight and Location

The baggage weight limits, location and the respective balance arm may be obtained from the applicable interior arrangement. The data shown enclosed are applicable to the airplane’s Standard Configuration. For other interior configuration options, the weight limits, location and the respective balance arm are supplied together with the “Airplane Weighing Form”, inserted in the “FINAL INSPECTION REPORT”.

The baggage weight limits, location obtained from the applicable interior are applicable to the airplane’s Stand figuration options, the weight limits, are supplied together with the “Air “FINAL INSPECTION REPORT”.

Baggage Compartment

Baggage Compartment

The baggage should be evenly distributed in each compartment to avoid load concentration. Baggage / cargo must not become a hazard to the airplane structure or systems as a result of shifting under operational loads. Therefore sharp edge volumes and/or dense cargo (objects significantly more dense than typical passenger baggage) must be arranged with adjacent soft vol-

The baggage should be evenly distri concentration. Baggage / cargo mu structure or systems as a result of sh sharp edge volumes and/or dense than typical passenger baggage) m

Phenom 100

Phenom 100


9-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

umes or protections thus preventing aircraft damage in case of baggage/ cargo shifting due to operational loads. In the aft baggage compartment, baggage must be secured with cargo net after loading.

umes or protections thus preventing air cargo shifting due to operational loads. In gage must be secured with cargo net afte

Computing Takeoff Center of Gravity

Computing Takeoff Center

The BEW (Basic Empty Weight) is the weight of the empty aircraft in its delivered configuration plus the weight of fluids (engine oil and hydraulic fluid serviced full, and the unusable fuel). The BEW and its respective balance arm are obtained from the airplane weighing record.

The BEW (Basic Empty Weight) is the we ered configuration plus the weight of fluid viced full, and the unusable fuel). The B are obtained from the airplane weighing r

Step 1:

Step 1:

By using the Phenom 100 loading form and balance arm loading charts, the pilot can determine if the aircraft is properly loaded and within CG before takeoff or arrival. The pilot must begin by entering the aircraft basic empty weight and moment in the top line of the form. The BEW and moment can be found in the Weight and Balance section of the AFM.

By using the Phenom 100 loading form a pilot can determine if the aircraft is pro takeoff or arrival. The pilot must begin b weight and moment in the top line of the found in the Weight and Balance section

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Weight (lbs)

Item

6887

BEW

Forward Baggage

Forward Baggage

Pilot and Copilot

Pilot and Copilot

Pax 1 and 2

Pax 1 and 2

Pax 3 and 4

Pax 3 and 4

Fuel

Fuel

Aft baggage

Aft baggage

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet

Airplane Weight & CG


9-12 April 2009


9-12 April 2009

Developed for Train

Weight and Balance Step 2:

Step 2:

Determine the weight in pounds of the flight crew (pilot and copilot) and enter the data on the Phenom 100 loading form. For this example the flight crew weight will be 384.00 lbs. To determine the balance arm, the pilot must use the associated arm indicated on the balance arm chart for crew and passengers. The balance arm for this exercise is 108.90.

Determine the weight in pounds of th the data on the Phenom 100 loadin weight will be 384.00 lbs. To determ the associated arm indicated on the gers. The balance arm for this exerci

Standard Configuration – Crew And Passengers

Standard Configuration – Crew


BALANCE

Pilot & Copilot

Passengers 1&2

Passengers 3&4

Lavatory

Pilot & Copilot

Passengers 1&2

108.90

176.97

214.68

249.76

108.90

176.97

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

We (lb

Item BEW

68

Forward Baggage

Pilot and Copilot

384

Pilot and Copilot

108.9

3

Pax 1 and 2

Pax 1 and 2

Pax 3 and 4

Pax 3 and 4

Fuel

Fuel

Aft baggage

Aft baggage

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet




9-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Step 3:

Step 3:

Determine the weight in pounds of the passengers sitting in seats 1 and 2 and enter the data on the Phenom 100 loading form. For this example the passenger weight at seats 1 and 2 total 362 lbs. To determine the balance arm, the pilot must use the associated arm indicated on the balance arm chart for crew and passengers. The balance arm for this exercise is 176.97.

Determine the weight in pounds of the pas enter the data on the Phenom 100 loading ger weight at seats 1 and 2 total 362 lbs pilot must use the associated arm indicate and passengers. The balance arm for this

Standard Configuration – Crew And Passenger

Standard Configuration – Crew An


BALANCE ARM

Pilot & Copilot

Passengers 1&2

Passengers 3&4

Lavatory

Pilot & Copilot

Passengers 1&2

108.90

176.97

214.68

249.76

108.90

176.97

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

Weight (lbs)

Item BEW

6887

Forward Baggage

Pilot and Copilot

384

108.9

Pilot and Copilot

384

Pax 1 and 2

362

176.97

Pax 1 and 2

362

Pax 3 and 4

Pax 3 and 4

Fuel

Fuel

Aft baggage

Aft baggage

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet



9-14 April 2009


9-14 April 2009

Developed for Train


Step 4:

Determine the weight in pounds of the fuel and enter the data on the Phenom 100 loading form. For this example the fuel weight will total 1450 lbs. To determine the balance arm, the pilot must use the associated arm indicated on the balance arm chart for fuel as a function of gallons. The balance arm for this exercise is 226.88.

Determine the weight in pounds of th 100 loading form. For this example determine the balance arm, the pilot on the balance arm chart for fuel as a this exercise is 226.88.



Weight (Pounds)


Weight (Pounds)

1300

226.60

1300

1350

226.70

1350

1400

226.77

1400

1450

226.88

1450

1500

226.97

1500

1550

227.05

1550

1600

227.16

1600

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

CG B (

We (lb

Item BEW

68

Forward Baggage

Pilot and Copilot

384

108.9

Pilot and Copilot

3

Pax 1 and 2

362

176.97

Pax 1 and 2

3

Pax 3 and 4

Pax 3 and 4

Fuel

1450

226.88

Fuel

14

Aft baggage

Aft baggage

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet




9-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Step 5:

Step 5:

Determine the weight in pounds of the aft baggage and enter the data on the Phenom 100 loading form. For this example the baggage weight will total 187 lbs. To determine the balance arm, the pilot must use the associated arm indicated on the balance arm chart for baggage compartments. The balance arm for this exercise is 314.29.

Determine the weight in pounds of the af Phenom 100 loading form. For this examp lbs. To determine the balance arm, the pil cated on the balance arm chart for bagga for this exercise is 314.29.

Standard Configuration – Baggage Compartments

Standard Configuration – Baggage


BALANCE ARM



Wardrobe

Lavatory Cabinet



45.47

314.29

143.46

249.76

45.47

314.29

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

Weight (lbs)

Item BEW

6887

Forward Baggage

Pilot and Copilot

384

108.9

Pilot and Copilot

384

Pax 1 and 2

362

176.97

Pax 1 and 2

362

Pax 3 and 4

Pax 3 and 4

Fuel

1450

226.88

Fuel

1450

Aft baggage

187

314.29

Aft baggage

187

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet



9-16 April 2009


9-16 April 2009

Developed for Train


Step 6:

Determine the moment of each entry by multiplying the balance arm by the associated weight. As each moment is computed, enter the number into the Phenom 100 loading form.

Determine the moment of each entr associated weight. As each moment Phenom 100 loading form.

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

We (lb

Item BEW

68

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

3

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

3

Pax 3 and 4

Pax 3 and 4

Fuel

1450

226.88

328976

Aft baggage

187

314.29

58772.23

Fuel

14

Aft baggage

1

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet




9-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Step 7:

Step 7:

Determine the total weight and total moment by adding up each column separately. As each sum is computed, enter the number into the Phenom 100 loading form.

Determine the total weight and total mom rately. As each sum is computed, enter loading form.

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

Weight (lbs)

Item BEW

6887

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

384

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

362

Pax 3 and 4

Pax 3 and 4

Fuel

1450

226.88

328976

Aft baggage

187

314.29

58772.23

Fuel

1450

Aft baggage

187

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet


9-18 April 2009

9270

2114208.9



9-18 April 2009

9270

Developed for Train


Step 8:

Compute the new aircraft balance arm by dividing the total moment by the total weight (Balance Arm = Moment/Weight). For this example, the new balance arm will be 228.07 inches aft of the datum plane (2114208.9/ 9270=228.70). Enter the new balance arm into the Phenom 100 loading form.

Compute the new aircraft balance a total weight (Balance Arm = Moment ance arm will be 228.07 inches 9270=228.70). Enter the new balance

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

We (lb

Item BEW

Forward Baggage

68

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

3

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

3

Pax 3 and 4

Pax 3 and 4

Fuel

1450

226.88

328976

Aft baggage

187

314.29

58772.23

Fuel

14

Aft baggage

1

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet


9270

228.07


2114208.9

92

Step 9:

Step 9:

Compute the CG location in relation to MAC by applying the following formula:

Compute the CG location in relation mula:

CG as %MAC=[(Balance Arm-209.64)/64.57] x 100 For this example:



CG as %MAC=[(Balance Arm-209 For this example:





CG % MAC = [(228.07-209.64)/64.57] x 100 = 28.54



CG % MAC = [(228.07-209.64)/64

Step 10:

Step 10:

Use the Center of Gravity Envelope to determine whether the calculated takeoff weight and moment are within acceptable limits. Begin by finding the computed %MAC at the bottom of the envelope. Continue vertically from that point to intersect the computed takeoff weight. If the intersection occurs within the envelope, the aircraft is within takeoff limits. For this example, a 28.54%MAC and takeoff weight of 9270 lbs shows the aircraft is properly loaded for takeoff as it falls within the range of the loading envelope.

Use the Center of Gravity Envelope t off weight and moment are within acc puted %MAC at the bottom of the point to intersect the computed takeo the envelope, the aircraft is with 28.54%MAC and takeoff weight of loaded for takeoff as it falls within the

Phenom 100

Phenom 100


9-19 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G


S E R V I C E S


INFLIGHT LIMITS (FLAPS AND GEAR UP) TAKEOFF AND LANDING LIMITS

INFLIGHT L TAKEOFF

11000

11000 21.5%

10600

36.9%

23.5%

10200

23.5%

10200

9800

9800

9766 lb

9400 9270 9000

8885 lb

WEIGHT - lb

WEIGHT - lb

21.5%

10600

10472 lb

8885 lb

8600

9400 9270 9000 8600

8200

8200

7800

7800 7540 lb

7400

19.5%

7400

38.5%

7099 lb

7000

7099 lb

7000 21.5%

6600

19.5% 35.5

6200 20

21.5%

6600

6614 lb

10

8885 lb

28.54 30

6

6200 40

50

10

CG POSITION - %MAC

20

28.5

CG POSIT

Computing Landing Center of Gravity

Computing Landing Cente

To determine if the aircraft will be properly loaded during landing the pilot must determine the landing CG in %MAC. The most efficient method for computing CG would be to incorporate the data used to determine the takeoff CG. The only element that should have changed during the flight would be the weight of the fuel.

To determine if the aircraft will be prope must determine the landing CG in %MAC puting CG would be to incorporate the da The only element that should have chan weight of the fuel.

9-20 April 2009

9-20 April 2009


Developed for Train

Weight and Balance Step One:

Step One:

In the previous example, the fuel loaded on the airplane was 1450lbs. For this particular example the estimated fuel consumption is going to be 700 lbs. That means the weight of the fuel remaining at touchdown will be 750 lbs (1450 lbs - 700 lbs= 750 lbs.) Enter this new fuel weight and moment into the weight and balance loading form.

In the previous example, the fuel load particular example the estimated fu That means the weight of the fuel (1450 lbs - 700 lbs= 750 lbs.) Enter t weight and balance loading form.



Weight (Pounds)


Weight (Pounds)

600

225.73

600

650

225.70

650

700

225.73

700

750

225.75

750

800

225.82

800

850

225.90

850

900

225.95

900

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

CG B (

We (lb

Item BEW

68

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

3

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

3

Pax 3 and 4

Pax 3 and 4

Fuel

750

225.75

Aft baggage

187

314.29

58772.23

Fuel

7

Aft baggage

1

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet




9-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Step Two:

Step Two:

Determine the moment of the fuel by multiplying the fuel arm by the fuel weight (750 x 225.809= 162582.48). When the moment is computed, enter the number into the Phenom 100 loading form.

Determine the moment of the fuel by m weight (750 x 225.809= 162582.48). Wh the number into the Phenom 100 loading

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

Weight (lbs)

Item BEW

6887

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

384

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

362

Pax 3 and 4

Pax 3 and 4

Fuel

750

225.75

169312.5

Fuel

750

Aft baggage

187

314.29

58772.23

Aft baggage

187

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet



9-22 April 2009


9-22 April 2009

Developed for Train

Weight and Balance Step Three:

Step Three:

Determine the new total weight and total moment by adding up each column separately. As each sum is computed, enter the number into the Phenom 100 loading form.

Determine the new total weight and separately. As each sum is computed loading form.

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

1620580

Forward Baggage

We (lb

Item BEW

68

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

3

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

3

Pax 3 and 4

Pax 3 and 4

Fuel

750

225.75

169312.5

Fuel

7

Aft baggage

187

314.29

58772.23

Aft baggage

1

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet


8570


1954545.4

9-23 April 2009


85


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Step Four:

Step Four:

Compute the new aircraft balance arm by dividing the total moment by the total weight (Balance Arm=Moment/Weight). For this example, the new balance arm will be 228.06 inches aft of the datum plane (1954545.4 / 8570 = 228.06). Enter the new balance arm into the Phenom 100 loading form.

Compute the new aircraft balance arm b total weight (Balance Arm=Moment/Weig ance arm will be 228.06 inches aft of the 228.06). Enter the new balance arm into

Item BEW

Weight (lbs)

Arm (Inches)

Moment (lb.in)

6887

235.31

11620580

Weight (lbs)

Item BEW

Forward Baggage

6887

Forward Baggage

Pilot and Copilot

384

108.9

41817.6

Pilot and Copilot

384

Pax 1 and 2

362

176.97

64063.14

Pax 1 and 2

362

Pax 3 and 4

Pax 3 and 4

Fuel

750

225.75

169312.5

Fuel

750

Aft baggage

187

314.29

58772.23

Aft baggage

187

Wardrobe

Wardrobe

Lavatory Cabinet

Lavatory Cabinet


8570

228.06


1954545.4

8570

Step Five:

Step Five:

Compute the new CG location in relation to %MAC by applying the following formula:

Compute the new CG location in relation formula:

CG as %MAC=[(Balance Arm - 209.64)/64.57] x 100 For this example:



CG as %MAC=[(Balance Arm - 209.64 For this example:





CG%MAC = [(228.06 - 209.64)/64.57] x 100= 28.52



CG%MAC = [(228.06 - 209.64)/64.57]

Step Six:

Step Six:

Use the Center of Gravity Envelope to determine whether the calculated takeoff weight and moment are within acceptable limits. Begin by finding the computed %MAC at the bottom of the envelope. Continue vertically from that point to intersect the computed takeoff weight. If the intersection occurs within the envelope, the aircraft is within takeoff limits. For this example a 28.52%MAC and a landing weight of 8570 lbs shows the aircraft is properly loaded for landing as it falls with the range of the loading envelope.

Use the Center of Gravity Envelope to de off weight and moment are within accepta puted %MAC at the bottom of the enve point to intersect the computed takeoff we the envelope, the aircraft is within ta 28.52%MAC and a landing weight of 857 loaded for landing as it falls with the rang

9-24 April 2009

9-24 April 2009


Developed for Train

Weight and Balance Center of Gravity Envelope


INFLIGHT LIMITS (FLAPS AND GEAR UP) TAKEOFF AND LANDING LIMITS

INFLIG TAKE

11000

11000 21.5%

10600

36.9%

23.5%

10472 lb

10200

23

10200

9800

9800

9766 lb

9400 9000

8885 lb

WEIGHT - lb

WEIGHT - lb

21.5%

10600

8885 lb

8600 8570

9400 9000 8600 8570

8200

8200

7800

7800 7540 lb

7400

19.5%

7400

38.5%

7099 lb

7000

7099 lb

7000 21.5%

6600

19.5% 35.5

6200 20

28.52

21.5%

6600

6614 lb

10

8885 lb

30

6200 40

50

10

CG POSITION - %MAC


2

20

CG PO

9-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

Weight

Weight

Airplane Model

Phenom 100

Airplane Model


10516 lb



10472 lb



9766 lb



8444 lb


To comply with the performance and operating limitations regulations, the maximum allowable takeoff and landing operational weights may be equal to, but not greater than design limits.

To comply with the performance and op maximum allowable takeoff and landing o but not greater than design limits.

The takeoff weight (weight at brake release or at start of takeoff run) is the lowest between MTOW and the following weights:

The takeoff weight (weight at brake rele lowest between MTOW and the following

Maximum takeoff weight as calculated using the approved CAFM software, and as limited by field length, climb and brake energy.  Maximum takeoff weight, as limited by enroute, and landing operating requirements. The landing weight is the lowest between MLW and the following weights:







Maximum approach and landing weight as limited by runway length, altitude and temperature, and calculated using the approved CAFM software.

Maximum takeoff weight as calculated ware, and as limited by field length, cli  Maximum takeoff weight, as limited by requirements. The landing weight is the lowest between 

Maximum approach and landing weigh tude and temperature, and calculated

Loading

Loading

The airplane must be loaded in accordance with the information contained in the Weight and Balance Section of the Airplane Flight Manual.

The airplane must be loaded in accordan the Weight and Balance Section of the Ai

Baggage Capacities

Baggage Capacities

   

Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg) Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 lb (15 kg) Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 lb (160 kg) FWD Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)

9-26 April 2009


   

Wardrobe . . . . . . . . . . . . . . . . . . . . . . Lavatory Cabinet . . . . . . . . . . . . . . . . Aft Compartment. . . . . . . . . . . . . . . . . FWD Compartment. . . . . . . . . . . . . . .

9-26 April 2009

Developed for Train

General The air conditioning system supplies airflow to the cockpit and passenger Air Conditioning cabin for ventilation and cabin pressurization. The AC system controls the temperature of the cockpit and cabin air.

Cooling - Air Conditioning / Pressurization Panel Air Conditioning

Air Conditioning

General

General

The air conditioning system supplies airflow to the cockpit and passenger cabin for ventilation and cabin pressurization. The AC system controls the temperature of the cockpit and cabin air.

The air conditioning system supplies cabin for ventilation and cabin pressu temperature of the cockpit and cabin ai

Cooling - Air Conditioning / Pressurization Panel

Cooling - Air Conditioning / Pres

PRESSURIZATION

MODE

1

2

OFF VENT

CABIN ALT

DUMP

MODE MAN

MED

AUTO

CKPT TEMP

PRESSURIZATION

MODE

OFF

CABIN TEMP

BOTH

1 C

2 H

CABIN ALT

C

CABIN

OFF VENT

TEMP

AIR CONDITIONING

CKPT FAN H CABIN FAN

BLEED

AUTO

MAN

Vapor Cycle System

CABIN FAN

HI

LO

UP

DN

CKPT FAN

BOTH

AUTO

MAN

AIR CONDITIONING

BLEED

H

MAN

MED

AUTO OFF

CKPT TEMP

CABIN TEMP

UP

The Vapor Cycle System (VCS) is divided into two zones: cabin and cockpit. DN C H The heat load of these two zones is transferred to the refrigerantC byHtheCABIN cabin and cockpit evaporators. The heat absorbed by the refrigerant is dissipated by condenser in the condenser/heat exchanger pack.

Phenom 100

MODE

HIC

LO

DUMP

PRESSURIZATI

MODE

TEMP

BL

B

AUTO

1

MAN

OFF VENT

CABIN ALT

H

UP

C

DN

DU

Vapor Cycle System

Vapor Cycle System

The Vapour Cycle System (VCS) is operated automatically by the Environmental Control System (ECS) temperature controller to provde additional cooling of the air in the cabin and cockpit when required. The VCS compressor is powered from the SCHED bus.

The Vapour Cycle System (VCS) is ope Control System (ECS) temperature con air in the cabin and cockpit when requir from the SCHED bus.

In flight, both generators are required to operate the system.

In flight, both generators are required to

During ground operations, either a GPU or both generators are required to run the system at full efficiency. With only one generators available, the system will operate, but at a reduced efficiency. 10-1 Developed for Training Purposes April 2009

During ground operations, either a GPU the system at full efficiency. With only o operate, but at a reduced efficiency.

Phenom 100

Air Conditioning Developed for Training Purposes

Air Conditioning

10-1 Rev. 3 Mar 2011


T R A I N I N G

S E R V I C E S

T R A I N I N G

AC Distribution

10-2 April 2009

S E R V I C E S

AC Distribution


10-2 April 2009

Developed for Train

Air Conditioning

Vapor Cycle System

Vapor Cycle System

HEAT EXCHANGE/CONDENSER PACK

CABIN EVAPORATOR

COMPRESSOR DRIVE MODULE

COCKPIT EVAPORATOR

CABIN EVAPORATOR

COCKPIT EVAPORATOR

CABIN ZONE

CABI ZONE

COCKPIT ZONE

COCKPIT ZONE

The system has five primary components that perform a vapor cycle in the system:

The system has five primary compo system:



Condenser / Heat Exchanger Pack Expansion Valve  Cabin and Cockpit Evaporators  Compressor Module The heat load generated in the cabin and cockpit is transferred to the refrigerant by means of the evaporators. The compressor module pumps the refrigerant to the condenser/heat exchanger pack where the energy contained in the fluid is dissipated through an indirect heat transfer with ram air. The fluid then passes through the evaporator mounted expansion valves where it is vaporized, looses energy, and is directed to the evaporators, thus closing the cycle.







The GCF (Ground Cooling Fan) provides airflow across the air-to-air heat exchanger and the air conditioning system condenser coil during ground operation.

The GCF (Ground Cooling Fan) pr exchanger and the air conditioning operation.

The VCS is operated automatically by the ECS (Environmental Control System) controller.

The VCS is operated automatically b tem) controller.

Phenom 100

Phenom 100


10-3 April 2009

Condenser / Heat Exchanger Pac Expansion Valve  Cabin and Cockpit Evaporators  Compressor Module The heat load generated in the cabin ant by means of the evaporators. The ant to the condenser/heat exchanger fluid is dissipated through an indirect passes through the evaporator moun ized, looses energy, and is directed to

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Vapor Cycle System - Schematic

Vapor Cycle System - Schematic

Condenser / Heat Exchanger Pack

Condenser / Heat Exchanger Pack

The condenser / heat exchanger pack utilizes ram air to purge the heat from the VCS in the condenser as well as the excess heat from the engine bleed air-to-air heat exchanger. The ram air flows through the condenser coil first and absorbs the heat absorbed in the evaporators, then flows through the airto-air heat exchanger and absorbs the excess heat of the engine air bleed. The air to air heat exchanger has two independent circuits that can be controlled separately, the left for cockpit and the right for cabin.

The condenser / heat exchanger pack ut the VCS in the condenser as well as the air-to-air heat exchanger. The ram air flo and absorbs the heat absorbed in the eva to-air heat exchanger and absorbs the e The air to air heat exchanger has two in trolled separately, the left for cockpit and

10-4 April 2009

10-4 April 2009


Developed for Train

Air Conditioning Cabin and Cockpit Evaporators

Cabin and Cockpit Evaporators

The VCS has two evaporators: one for the cabin and one for the cockpit. Each evaporator is independently controlled by the temperature control system. The VCS can be operated on ground power for aircraft precooling and up to the maximum certified altitude of 41,000 ft (feet).

The VCS has two evaporators: one Each evaporator is independently co tem. The VCS can be operated on g up to the maximum certified altitude

Vapor Cycle System - Components Location

Vapor Cycle System - Compon

B

B

D

A

A

E

COCKPIT EVAPORATOR

CABIN EVAPORATOR

COCKPIT EVAPORATOR

A

B

A


HEAT EXCHANGER/ CONDENSER PACK

E

D



E

SDS2432215200P055

10-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

RAM-Air Ventilation

RAM-Air Ventilation

The RAM air ventilation system supplies RAM air to decrease bleed air temperature in the heat exchanger. It can also supply fresh air to the cockpit and passenger cabin in case of a loss of bleed air from both engines.

The RAM air ventilation system supplies perature in the heat exchanger. It can als passenger cabin in case of a loss of blee

RAM-Air Ventilation

RAM-Air Ventilation

General Description

General Description

The RAM air ventilation system uses the RAM air ducting as well as the cabin air distribution system to provide air to the cabin and cockpit. An extension of the cabin air distribution system interconnects to the cockpit upper air distribution system so that fresh air can also reach the cockpit.

The RAM air ventilation system uses the air distribution system to provide air to the the cabin air distribution system intercon bution system so that fresh air can also re

For fresh air supply during ground operations (bleed off), part of the GCF circuit airflow is diverted to the RAM air ducting system, so that fresh air can flow to both cabin and cockpit.

For fresh air supply during ground oper circuit airflow is diverted to the RAM air d flow to both cabin and cockpit.

10-6 April 2009

10-6 April 2009


Developed for Train

Air Conditioning RAM-Air Ventilation - Component Location

RAM-Air Ventilation - Compone

ZONES 310 320

ZONES 310 320

A

A

RAM AIR DUCTS

A SDS2432212300P023

RAM Air Inlet

RAM Air Inlet

The RAM air gets into the aircraft by means of the RAM air inlet.

The RAM air gets into the aircraft by

RAM Air Ducts

RAM Air Ducts

The ram air duct connects the ram air check valve to the emergency ventilation check valve, from where the air flows to the distribution ducts.

The ram air duct connects the ram a tion check valve, from where the air f

RAV (RAM Air Valve)

RAV (RAM Air Valve)

The ram air valve is operated by a linear actuator. By means of this valve, it is possible to select the destination of the ram air; heat exchanger or emergency ram air duct.

The ram air valve is operated by a lin possible to select the destination o gency ram air duct.

RAM Air Check Valves

RAM Air Check Valves

The ECS system uses two check valves, one for the ram air ventilation system and another for the emergency ram air ventilation system. The emergency ram air ventilation system allows outside ambient air to enter the cockpit and passenger cabin when the air conditioning pack is shut down. The emergency ventilation check valve does not require electronic control. It will be open whenever the cabin ECS cooling pack is off and the pressure in the ram air circuit is greater than cabin pressure.

The ECS system uses two check va tem and another for the emergency gency ram air ventilation system a cockpit and passenger cabin when The emergency ventilation check va will be open whenever the cabin EC the ram air circuit is greater than cab

Phenom 100

Phenom 100


10-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

RAM-Air Ventilation - Component Location

RAM-Air Ventilation - Component L

Ground Cooling Fan

Ground Cooling Fan

During ground operation with the bleed system on (bleed switch in 1, 2 or BOTH position), the GCF is turned ON by means of the ECS temperature controller, and the RAV is not energized, so the heat exchanger uses the airflow from the GCF for the air-conditioning system condenser coil.

During ground operation with the bleed BOTH position), the GCF is turned ON controller, and the RAV is not energized, flow from the GCF for the air-conditioning

For fresh air supply during ground operations (bleed off), part of the GCF (Ground Cooling Fan) circuit airflow is diverted to the RAM air ducting system, so that fresh air can flow to both cabin and cockpit.

For fresh air supply during ground oper (Ground Cooling Fan) circuit airflow is d tem, so that fresh air can flow to both cab

In flight condition, with the bleed system on, (bleed switch in 1, 2 or BOTH position), the GCF is turned OFF by means of the ECS temperature controller, and the RAV is energized. The heat exchanger uses the airflow from the ram air ventilation system for the air-conditioning system condenser coil.

In flight condition, with the bleed system position), the GCF is turned OFF by mea ler, and the RAV is energized. The heat e ram air ventilation system for the air-cond

In case of loss of bleed air from both engines (bleed switch in OFF/VENT position) in flight condition, the RAV is not energized, so the RAM air ventilation system can supply fresh air to the cockpit and passenger cabin (abnormal operation).

In case of loss of bleed air from both e position) in flight condition, the RAV is no tion system can supply fresh air to the c mal operation).

10-8 April 2009

10-8 April 2009


Developed for Train

Air Conditioning

Distribution

Distribution

The distribution system receives airflow from the bleed system, cooling packs, ram air ventilation and GCF. It distributes this air to the cockpit and passenger cabin gaspers, foot grills, and avionics compartments.

The distribution system receives a packs, ram air ventilation and GCF. passenger cabin gaspers, foot grills,

Passenger Cabin / Cockpit Distribution

Passenger Cabin / Cock

The cabin and cockpit air distribution layout was designed to primarily guarantee thermal comfort of crew members and passengers. It also provides cockpit equipment cooling and an extra adjustable air outlet for the occupants.

The cabin and cockpit air distribution antee thermal comfort of crew mem cockpit equipment cooling and a occupants.

Passenger Cabin / Cockpit Distribution - Component Locations

Passenger Cabin / Cockpit Dis

The cockpit air distribution consists of:

The cockpit air distribution consists o

Four lower outlets located near the cockpit floor that provide warm air  Two lateral outlets near the windows that provide cold air for the cockpit.  Gasper valves that provide cold air for the local comfort of the crew members.  Avionics outlet cooling with cold air. The cabin air distribution consists of:





 

Two upper plenums uniformly distributing the cold air throughout the cabin. One hose derivation at each upper plenum edge to supply a cockpit ceiling outlet providing extra ventilation.


10-9 April 2009

Four lower outlets located near th Two lateral outlets near the windo  Gasper valves that provide cold a members.  Avionics outlet cooling with cold a The cabin air distribution consists of: 

 

Two upper plenums uniformly dist One hose derivation at each uppe outlet providing extra ventilation.


T R A I N I N G 



S E R V I C E S

T R A I N I N G

Two lower plenums for uniformly distributing warm air throughout the cabin. Four gasper valves provide cold air for the local comfort of the passengers.





S E R V I C E S

Two lower plenums for uniformly distrib cabin. Four gasper valves provide cold air for

Gasper

Gasper

Gaspers provided at each passenger and crew seat create additional air flow. The gaspers are adjustable by the seat occupant, varying the airflow or shutting it off completely, and allow directing the airflow up or down for comfort.

Gaspers provided at each passenger and The gaspers are adjustable by the seat o ting it off completely, and allow directing t

There are four passenger gaspers installed in the cabin.

There are four passenger gaspers installe

Gasper - Component Location

Gasper - Component Location

Temperature Control

Temperature Control

The function of the Temperature Control System (TCS) is to maintain the cabin and cockpit at safe temperature limits and to control the cabin temperature rates within comfort margins.

The function of the Temperature Contro cabin and cockpit at safe temperature lim ture rates within comfort margins.

The TCS has two temperature zones to allow independent control for cabin and cockpit temperature. This system uses a digital controller to provide automatic hands-off control although the pilot may control the system manually. The temperature control system also controls the operation of the VCS.

The TCS has two temperature zones to and cockpit temperature. This system use matic hands-off control although the pilo The temperature control system also con

The system has a BIT (Built-in Test) feature to ensure it is functional prior to takeoff and an overtemperature switch as an independent method to detect duct overtemperature conditions.

The system has a BIT (Built-in Test) feat takeoff and an overtemperature switch a duct overtemperature conditions.

The temperature control system adjusts the environment in the airplane, subdividing it into two temperature controlled zones: the cockpit and the passenger cabin.

The temperature control system adjusts t dividing it into two temperature contr passenger cabin.

10-10 April 2009

10-10 April 2009


Developed for Train

Air Conditioning Temperature Control - Pressurization / Air Conditioning Panel 1 PRESSURIZATION

MODE

CKPT FAN

BOTH

AUTO

2

CABIN FAN

PRESSURIZATION

MODE

MODE

HI

MAN

OFF VENT

CABIN ALT

LO

DUMP

CKPT TEMP

C

H

CABIN TEMP

C

CABIN

6

BOTH

AUTO

MAN

OFF

TEMP

UP

DN

BLEED

1

2

AUTO

MED MAN

Temperature Control - Pressur

3

AIR CONDITIONING

BLEED

1

2

H

5

OFF VENT

CABIN ALT

H

UP

C

DN

DUMP

4

1 - Cockpit Fan Switch  HI: Provides a high rotation speed to the cockpit evaporator/recirculation fan for air conditioning purposes.  MED: Provides a medium rotation speed to the cockpit evaporator/recirculation fan for air conditioning purposes.  LO: Provides a low rotation speed to the cockpit evaporator/recirculation fan for cockpit heating purposes.

1 - Cockpit Fan Switch  HI: Provides a high rotation speed fan for air conditioning purposes.  MED: Provides a medium rotation lation fan for air conditioning purp  LO: Provides a low rotation speed fan for cockpit heating purposes.

2 - Cabin Fan Switch  HI: Provides a high rotation speed to the cabin evaporator/recirculation fan for air conditioning purposes.  MED: Provides a medium rotation speed to the cabin evaporator/recirculation fan for air conditioning purposes.  LO: Provides a low rotation speed to the cabin evaporator/recirculation fan for cabin heating purposes.

2 - Cabin Fan Switch  HI: Provides a high rotation speed for air conditioning purposes.  MED: Provides a medium rotation tion fan for air conditioning purpos  LO: Provides a low rotation speed for cabin heating purposes.

3 - A/C Temperature Mode Switch  MAN: Provides the manual operation of the temperature control system.  AUTO: Allows automatic operation of the temperature control system according to the pilot temperature zone preselection (cockpit and cabin).  OFF: Turns off the VCS (compressor and evaporators) and the ground cooling fan. In this position the temperature automatic mode is kept operative.

3 - A/C Temperature Mode Switch  MAN: Provides the manual operat  AUTO: Allows automatic operation according to the pilot temperature  OFF: Turns off the VCS (compres cooling fan. In this position the tem tive.

4 -A/C Temperature Manual Switch Provides the manual cockpit and cabin temperature control.

4 -A/C Temperature Manual Switch Provides the manual cockpit and cab

5 - Cabin Temperature Rotating Knob Allows the cabin automatic temperature control according to the knob position. Rotating the knob beyond the first stop, after the click, switches over the cabin temperature control to the passenger cabin control panel, if installed.

5 - Cabin Temperature Rotating Kn Allows the cabin automatic tempera tion. Rotating the knob beyond the fir cabin temperature control to the pass

Phenom 100

Phenom 100


10-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

6 - Cockpit Temperature Rotating Knob Allows the cockpit automatic temperature control according to the knob position.

6 - Cockpit Temperature Rotating Knob Allows the cockpit automatic temperature tion.

Temperature Monitoring and Control System

Temperature Monitoring and Contr

The ECS controller uses inputs from the zone and duct temperature sensors in its control logic to control the cabin / cockpit temperature. The temperature switch is set at a temperature higher than the maximum bleed air temperature allowed by the digital controller and will provide an independent output for CAS (Crew Alerting System) message of a duct overtemperature condition. The temperature controller also controls the Vapor Cycle Air Conditioning System (VCS). During conditions where cooling is required, the temperature controller will utilize the VCS to provide additional cooling.

The ECS controller uses inputs from the in its control logic to control the cabin / co switch is set at a temperature higher than allowed by the digital controller and will CAS (Crew Alerting System) message o The temperature controller also controls System (VCS). During conditions where controller will utilize the VCS to provide a

C

C D

D

TEMPERATURE CONTROLLER

A

A

D

D TEMPERATURE SENSOR

TEMPERATURE SENSOR

A

TEMPERATURE SENSOR

C

A

Temperature Controller

Temperature Controller

The digital electronic temperature controller monitors the bleed air duct temperature and the zone temperature, utilizing software to perform temperature control. The actual zone temperature is compared to the pilot selected zone temperature. The controller then modulates the TMV (Temperature Modulating Valve) in order to drive the actual duct temperature to the desired duct temperature required by the respective aircraft zone. In the cooling mode the controller utilizes the vapor cycle air conditioning system to cool the aircraft. The controller also has a software independent manual control circuit for controlling the TMV if the manual mode is selected from the cockpit control panel.

The digital electronic temperature contro perature and the zone temperature, utiliz control. The actual zone temperature is c temperature. The controller then modula ing Valve) in order to drive the actual du temperature required by the respective a controller utilizes the vapor cycle air con The controller also has a software indepe trolling the TMV if the manual mode is sel

10-12 April 2009

10-12 April 2009


Developed for Train

Air Conditioning Duct Temperature Sensor / Switch

Duct Temperature Sensor / Sw

The duct temperature sensor/switch is a dual function probe. The probe contains both a duct temperature sensor and a separate overtemperature switch. The sensor and switch are packaged into a single probe to simplify the aircraft installation. This allows the controller to provide control over the duct temperature and anticipate changes in the bleed air temperature due to other variables such as engine power settings. The switch is used to provide independent duct over temperature indication. The switch is a normally open switch and closes on temperature rise at 100° C (degrees Celsius), within +/-5° C error margin.

The duct temperature sensor/switch tains both a duct temperature sensor The sensor and switch are packaged installation. This allows the controller ture and anticipate changes in the ble such as engine power settings. The s over temperature indication. The swi on temperature rise at 100° C (degree

Cabin / Cockpit Temperature Sensor

Cabin / Cockpit Temperature S

The TS provides a linear voltage response to temperature. This voltage is compared to the pilot selected temperature by the temperature controller. The sensor has an accuracy of ±1° C.

The TS provides a linear voltage resp pared to the pilot selected temperatur sor has an accuracy of ±1° C.

Synoptic Page on MFD

Synoptic Page on MFD

2

2

3

4 5 OFV

1

6 1

OPEN INTERMEDIATE CLOSED

7

8

10

9

10

1 – Air Shutoff Valves Status Air shutoff valves are shown as a circle and an internal line representing the valve position.  

CLOSED: a white circle and a white line perpendicular to the flow line. OPEN PRESSURIZED: a green circle and a green line aligned with the flow line.


10-13 April 2009

1 – Air Shutoff Valves Status Air shutoff valves are shown as a cir valve position.  

CLOSED: a white circle and a w OPEN PRESSURIZED: a green flow line.


T R A I N I N G 





S E R V I C E S

T R A I N I N G

OPEN UNPRESSURIZED: a white circle and a white line aligned with the flow line and no air bleed available. FAILED OPEN: a green circle and a green line aligned with the flow line covered by a yellow cross FAILED CLOSED: a white circle and a white line perpendicular to the flow line covered by a yellow cross.

2 – Cockpit / Cabin Temperature Indication Digital Temperature. The digital information displays setable and actual temperature for the cockpit and cabin.   

GREEN: used for all actual temperature indication. CYAN: used for all set temperature indication. RED “X”: invalid out of range or failed







OPEN UNPRESSURIZED: a white c flow line and no air bleed available. FAILED OPEN: a green circle and a covered by a yellow cross FAILED CLOSED: a white circle and line covered by a yellow cross.

2 – Cockpit / Cabin Temperature Indica Digital Temperature. The digital informati perature for the cockpit and cabin.   

3 – Evaporator / Recirculation Fan Status The evaporator/recirculation fan is shown as a circle and an internal windmill, representing the fan status.

S E R V I C E S

GREEN: used for all actual temperat CYAN: used for all set temperature in RED “X”: invalid out of range or failed

3 – Evaporator / Recirculation Fan Stat The evaporator/recirculation fan is shown representing the fan status.



ON: a green circle and a green windmill.



ON: a green circle and a green windm



OFF: a white circle and a white windmill.



OFF: a white circle and a white windm



FAILED: yellow cross covering the circle and windmill.



FAILED: yellow cross covering the ci

4 – ECS Flow Line The flow line is shown as a colorful line.




GREEN: the associated flow line is pressurized.



GREEN: the associated flow line is p



WHITE: the associated flow line is not pressurized.



WHITE: the associated flow line is no

5 – RAM Air Valve Status Ram air shutoff valve is shown as a triangle linked with a flow line inside the green circle.

5 – RAM Air Valve Status Ram air shutoff valve is shown as a trian green circle.



GREEN: normal valve operation in-flight. Open (connected to cabin/cockpit) or closed (connected to the heat exchanger).



GREEN: normal valve operation in-fl pit) or closed (connected to the hea



WHITE: Valve commanded open on ground (non-normal operation).



WHITE: Valve commanded open on



FAILED: yellow cross covering the triangle with the ram air valve open or closed.



FAILED: yellow cross covering the tri closed.

6 – Outflow Valve (OFV) Position Indication A green pointer and legends indicate the actual OFV position during on ground operations only.

6 – Outflow Valve (OFV) Position Indic A green pointer and legends indicate t ground operations only.



OPEN: the OFV is fully open at 90°.



OPEN: the OFV is fully open at 90°.



CLOSED: the OFV is fully closed at 0°.



CLOSED: the OFV is fully closed at 0



INTERMEDIATE: the OFV is at any position between 90° and 0°.



INTERMEDIATE: the OFV is at any p

7 – Bleed Line Pressure Indication Digital Pressure.

10-14 April 2009



10-14 April 2009

Developed for Train

Air Conditioning 

GREEN: normal operating range.



GREEN: normal operating range



WHITE: label (PSI).



WHITE: label (PSI).



YELLOW DASHED: invalid information or value out of displayable range.



YELLOW DASHED: invalid infor

8 – Heat Exchange Status

8 – Heat Exchange Status



ON: a green rectangle.



ON: a green rectangle.



OFF: a white rectangle.



OFF: a white rectangle.

9 – Vapor Air Conditioning System Status The vapor air conditioning system fan is shown as a circle and an internal triangle.

9 – Vapor Air Conditioning System The vapor air conditioning system fa angle.



ON: a green circle and green triangle.



ON: a green circle and green tria



OFF: a white circle and white triangle.



OFF: a white circle and white tri



FAILED: yellow cross covering the circle and triangle.



FAILED: yellow cross covering t

10 – Ground Cooling Fan Status The ground cooling fan is shown as a circle and an internal windmill, representing the fan status.

10 – Ground Cooling Fan Status The ground cooling fan is shown as senting the fan status.



ON: a green circle and a green windmill.



ON: a green circle and a green w



OFF: a white circle and a white windmill.



OFF: a white circle and a white



FAILED: yellow cross covering the circle and windmill.



FAILED: yellow cross covering t

Limitations

Limitations

For the air conditioning system to work on the ground the GPU must be used or at least one generator must be operating.

For the air conditioning system to w used or at least one generator must

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

DUCT 1 (2) OVERTEMP

An overheat condition has been detected at the associated bleed line.

Caution

Advisory

EBAY OVHT

The electronic bay temperature is above 70° C

RAM AIR FAIL

Forward emergency ram valve has failed closed.


10-15 Rev.1 July 2010

TYPE

MESSAGE

DUCT 1 (2) OVERT Caution EBAY OVHT Advisory

RAM AIR FAIL


T R A I N I N G

S E R V I C E S

T R A I N I N G


10-16 April 2009

Intentionally L


S E R V I C E S

10-16 April 2009

Developed for Train

Aircraft General

Aircraft General

Aircraft General

General

General

The Embraer Phenom 100 is a Technically Advanced Aircraft (TAA) certified for either single / two pilot (crew) operation. It is a fully pressurized aircraft that has a maximum ceiling of 41,000 ft and will cruise at speeds of up to 275 KIAS/.70 mach. The Phenom can carry a full compliment of 4 passengers and two pilots with a maximum takeoff weight of 10472 lbs. IFR/VFR Range is between 1178 and 1320 nm.

The Embraer Phenom 100 is a Tech for either single / two pilot (crew) op that has a maximum ceiling of 41,000 KIAS/.70 mach. The Phenom can c and two pilots with a maximum take is between 1178 and 1320 nm.

The aircraft is an all metal semimonocoque structure consisting of aluminum alloys, stainless steel, and titanium alloys. Composite materials are also used throughout the aircraft to optimize weight. Corrosion protection is provided on all structural components.

The aircraft is an all metal semimono alloys, stainless steel, and titanium a throughout the aircraft to optimize we all structural components.

Phenom 100

Phenom 100


11-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Dimensions

S E R V I C E S

Dimensions

FWD BAGGAGE

P

C

PILOT & COPILOT (OR PASSENGER IN SINGLE PILOT OPERATIONS)

P

C

WARDROBE

1

2

3

4

PASSENGERS 1 & 2

PASSENGERS 3 & 4

1

2

3

4

LAVATORY CABINET LAVATORY

AFT BAGGAGE

11-2 April 2009


11-2 April 2009

Developed for Train

Aircraft General External Dimensions

External Dimensions

4.35m (14ft 2.6in)

12.7m (41ft 8.4in)

12.7m (41ft 8.4in)

5.34m (17ft 6.24in)

3.55m (11ft 8in)

3.55m (11ft 8in)

12.3m (40ft 4.3in)

12.3m (40ft 4.3in)

Engines

Engines

Two Pratt & Whitney Canada Inc PW617F-E engines provide thrust for the aircraft at a rated output of 1695 lbs per engine. They are dual Full Authority Digital Engine Control (FADEC) controlled with a flat rating: ISA + 10. Engines incorporate ice protection, fire detection and fire extinguishing systems.

Two Pratt & Whitney Canada Inc P aircraft at a rated output of 1695 lbs Digital Engine Control (FADEC) co Engines incorporate ice protection, tems.

Phenom 100

Phenom 100


11-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Engines

S E R V I C E S

Engines BLEED VALVE ACTUATOR (BVA)

AIR COOLER OIL COOLER (ACOC)

BLEED VALVE ACTUATOR (BVA)

IGNITION EXCITER


IGNITION EXCITER

ENGINE DATA COLLECTOR UNIT (EDCU)

ENGINE DATA COLLECTOR UNIT (EDCU) IGNITION CABLE

T1 SENSOR

IGNITER

FAN SPINNER

T1 SENSOR

FAN SPINNER

FRONT MOUNTS PADS FMU ASSEMBLY STARTER/ GENERATOR

OIL SIGHT GLASS

STARTER/ GENERATOR

OIL FILLER NECK

11-4 April 2009


11-4 April 2009

Developed for Train

Aircraft General

Aircraft Structure

Aircraft Structure

Doors

Doors

The doors provide easy access to the aircraft. The main aircraft door provides normal entrance and exit from the pressurized cabin of the aircraft. The emergency door is primarily used as an additional exit in the event a ground evacuation of the aircraft is warranted. The baggage doors provide access to the unpressurized baggage compartments located forward and aft on the left side of the aircraft.

The doors provide easy access to the normal entrance and exit from the pre gency door is primarily used as an a uation of the aircraft is warranted. Th unpressurized baggage compartm side of the aircraft.

FORWARD BAGGAGE

FORWARD BAGGAGE

MAIN DOOR

MAIN DOOR

EMERGENCY DOOR SDS2432520000P003

AFT BAGGAGE

AFT BAGGAGE

Main Door

Main Door

The main door is located on the left side of the center fuselage. It is constructed of aluminum. The door has a locking mechanism that permits the operator to unlock and lock the door manually through the external and internal handles.

The main door is located on the le structed of aluminum. The door has operator to unlock and lock the door nal handles.

There are two hinges located below the main door to permit door rotation movement. When closed and locked, the main door does not depend on the locking and actuating mechanism to bear any loading either from pressurization or flight and ground loads induced by the fuselage.

There are two hinges located below movement. When closed and locked locking and actuating mechanism to tion or flight and ground loads induce

There are 8 latch pins that become aligned with their support latches. The door has one rubber seal installed in the groove around the main door frame. When it is closed the seal is pressed against the inner center fuselage frame to form a pressure tight seal. Four microswitches monitor two latch pins and two locks and send a signal to the CAS (Crew Alerting System) to warn the crew when the door is open or closed.

There are 8 latch pins that become door has one rubber seal installed in When it is closed the seal is pressed to form a pressure tight seal. Four m two locks and send a signal to the C crew when the door is open or closed

Phenom 100

Phenom 100


11-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Main Door

MAIN DOOR SKIN

S E R V I C E S

Main Door

A

A

ZONES 813

ZONES 813

MAIN DOOR SKIN

MAIN DOOR STRUCTURE

RUBBER SEAL

MAIN DOOR STRUCTURE

RUBBER SEAL

LOCKING AND ACTUATING MECHANISM

LOCK ACT MEC

LIFT MECHANISM HINGES

A

LIF ME HINGES

EM500ENSDS520039A

Main Door Lifting Mechanism

Main Door Lifting Mechanism

LIFT MECHANISM

11-6 April 2009

LIFT MECHANISM


A

11-6 April 2009

Developed for Train

Aircraft General Main Door Operation (Outside)

2

1

PUSH THE TRIGGER THEN PULL THE EXTERNAL HANDLE OUT.

4

HOLD THE DOOR AND ROTATE THE HANDLE CLOCKWISE TO ITS STOP TO UNLOCK THE DOOR.

Main Door Operation (Outside)

3

PUT THE EXTERNAL HANDLE BACK INTO ITS FLUSH POSITION.

MOVE THE HANDRAIL DOWNWARD TO COMPLETE THE DOOR ROTATION MOVEMENT.


HOLD THE DO HANDLE CLOC TO UNLOCK TH

5

MOVE THE HAN COMPLETE TH

LET THE DOOR COME DOWN.

Door Outside Locking

Phenom 100

PUSH THE TRIGGER THEN PULL THE EXTERNAL HANDLE OUT.

4

5

LET THE DOOR COME DOWN.

2

1

Door Outside Locking

11-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Main Door Operation (Inside)

2

1

LIFT THE INTERNAL HANDLE ALL THE WAY UP. RELEASE THE HANDLE.

3

1

PUSH THE DOOR USING THE STEPS HANDLE INSTALLED ON THE DOOR STAIR.

LIFT THE INTERNAL HANDLE ALL THE WAY UP. RELEASE THE HANDLE.

P I

3

4

WARNING: DO NOT LEAVE YOUR HAND AT ANY HANDLE WHILE THE DOOR IS COMING DOWN. INJURY MAY OCCUR.

S E R V I C E S

Main Door Operation (Inside)

AFTER THE DOOR IS DOWN, PUSH THE MAIN DOOR BALUSTER HANDLE TO GUARANTEE THAT THE DOOR HAS REACHED ITS FULLY OPEN POSITION.

WARNING: DO NOT LEAVE YOUR HAND AT ANY HANDLE WHILE THE DOOR IS COMING DOWN. INJURY MAY OCCUR.

A B D

Emergency Door

Emergency Door

The emergency door is a plug-in type and located on the right side of the center fuselage over the Right-hand wing in the pressurized area. It is also constructed of aluminum and weighs 20 lbs / 9 kg. The door has a locking mechanism that permits unlocking the door, manually, through external and

The emergency door is a plug-in type and ter fuselage over the Right-hand wing in structed of aluminum and weighs 20 lb mechanism that permits unlocking the d

11-8 April 2009

11-8 April 2009


Developed for Train

Aircraft General internal handles. The door is locked through the internal handle. Opening the door is performed by a single movement of pulling the internal handle or pushing the external vent flap. During the unlocking operation the emergency door moves inwards.

internal handles. The door is locked door is performed by a single mov pushing the external vent flap. During door moves inwards.

Emergency Door - Open / Closed

Emergency Door - Open / Closed


11-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Emergency Door Opening

S E R V I C E S

Emergency Door Opening

A ZONE 824

1

3

2

VENT FLAP

PUSH THE VENT FLAP

1

2

VENT FLAP

CAREFULLY PUSH THE EMERGENCY DOOR INWARD TO COMPLETE ITS OPENING MOVEMENT

PUSH THE VENT FLAP

EXTERNAL OPERATION

LINING HANDLE COVER

1

2

EXTERNAL OPERA

3

LINING HANDLE COVER

1

HANDLE

OPEN THE LINING HANDLE COVER TO GET ACCESS TO THE INTERNAL HANDLE

2 HANDLE

PULL THE INTERNAL HANDLE TO COMPLETE ITS OPENING MOVEMENT

OPEN THE LINING HANDLE COVER TO GET ACCESS TO THE INTERNAL HANDLE

3

PULL THE INTER COMPLETE ITS

3

PULL THE EMERGENCY DOOR INWARD

PULL THE EMERGENCY DOOR INWARD

INTERNAL OPERATION

11-10 April 2009

INTERNAL OPERATION


11-10 April 2009

Developed for Train

Aircraft General Baggage Compartment

Baggage Compartment

The aircraft is provided with two baggage compartments. The table that follows shows the capacity of each of the compartments:

The aircraft is provided with two bag lows shows the capacity of each of th

Baggage Compartment

Volume (Cubic foot / lbs)

Baggage Compartment

Forward

7.2 ft3/66 lbs

Forward

Aft

53 ft3/353 lbs

Aft

Total

60.2 ft3/419 lbs

Total

Baggage and Accessory Compartments

FWD BAGGAGE COMPARTMENT

Baggage and Accessory Compartm

AFT BAGGAGE COMPARTMENT

FWD BAGGAGE COMPARTMENT

EM500ENSDS500001Ar

Forward Baggage Door


The forward baggage door is constructed from composite materials. It has an actuating and locking mechanism the permits locking and unlocking the door manually through external latches. During the unlocking and opening operation the forward baggage door moves upward, assisted by two upper hinges on top of the door with an angle opening of 60 degrees. Two micro switches send signals to the CAS to warn the pilot / crew when the door is open or closed.

The forward baggage door is constru actuating and locking mechanism the manually through external latches. D tion the forward baggage door move on top of the door with an angle ope send signals to the CAS to warn th closed.

Phenom 100

Phenom 100


11-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



Forward Baggage Inside Compartment

Forward Baggage Inside Compartment

11-12 April 2009


11-12 April 2009

Developed for Train

Aircraft General Forward Baggage Door - Opening

Forward Baggage Door - Opening

1

2

3

1

UNLOCK THE KEY LOCK.

2

PUSH THE LOCK TRIGGER OF BOTH LACTH PINS.

4

3

PULL THE HANDLE TO COMPLETE THE OPENING OF BOTH LATCHES. PUSH THE LOCK TRIGGER OF THE TENSION SHEAR LATCH.

4

4

PULL THE DOOR UPWARD.


11-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Forward Baggage Door - Closing

S E R V I C E S

Forward Baggage Door - Closing

1

1

PULL THE DOOR DOWNWARD.

2

2

PUSH THE DOOR AGAINST ITS BOTTOM TO COMPRESS THE SEAL.

3

3

KEEP THE DOOR PUSHED AND PUSH THE KEEPER UNTIL THE LOCK TRIGGER HOLDS IT IN THE LOCKED POSITION. KEEP THE DOOR PUSHED AND PUSH THE HANDLE UNTIL THE LOCK TRIGGER HOLDS IT IN THE LOCKED POSITION FOR BOTH LATCHES.

4

KEE THE HOL

KEE THE HOL BOT

4

LOCK THE DOOR WITH ITS KEY.

SDS2432523100P097r

11-14 April 2009


11-14 April 2009

Developed for Train

Aircraft General Aft Baggage Door

Aft Baggage Door

The Aft Baggage door is also constructed of composite material. The aft baggage door has an actuating and locking mechanism that permits locking and unlocking the door through the external latches. During the unlocking and opening operations the aft baggage door moves upward assisted by two upper hinges installed at the top of the door, with an opening angle of 80 degrees. There is one microswitch that monitors one of the three latches and sends a signal to the CAS to warn the crew when the door is open or closed.

The Aft Baggage door is also constru gage door has an actuating and lock unlocking the door through the exte opening operations the aft baggag upper hinges installed at the top of degrees. There is one microswitch th sends a signal to the CAS to warn th

Aft Baggage Door

Aft Baggage Door

Inside Aft Baggage Compartment

Inside Aft Baggage Compartment


11-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Aft Baggage Door - Opening

S E R V I C E S

Aft Baggage Door - Opening

1

UNLOCK THE KEY LOCK.

1

2

PUSH THE LOCK TRIGGER OF ALL THREE PIN LATCHES.

2

3

3

PULL THE HANDLE TO COMPLETE THE OPENING OF ALL THREE LATCHES.

PULL TH THE OPE

4

4

PULL THE DOOR UPWARD. SDS2432523200P111

11-16 April 2009


11-16 April 2009

Developed for Train

Aircraft General Aft Baggage Door - Closing

Aft Baggage Door - Closing

1

1

PULL THE DOOR DOWNWARD.

2

2

PUSH THE DOOR AGAINST ITS BOTTOM TO COMPRESS THE SEAL

PU ITS

3

KEEP THE DOOR PUSHED AND PUSH THE HANDLE UNTIL THE LOCK TRIGGER HOLDS IT IN THE LOCKED POSITION WITH ALL THREE PIN LATCHES.

3

4

LOCK THE DOOR WITH ITS KEY.

4

KEE THE HO WIT

SDS2432523200P113r


11-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Door Warning

Door Warning

All door warnings display a visual indication to the pilot/flight crew about the door status on the system synoptic page and through a CAS warning.

All door warnings display a visual indicat door status on the system synoptic page

NAV1

PUSH VOL ID

NAV2

108.30 110.30

110.30 113.00

GS

0 KT

03:11

ETE

TRK

021

DIS

SYSTEM - STATUS

TFR NO DATA

42.0

N1%

92.9

713

ITT C

713

GALHEIROS

PUSH

1-2

142.8 137 95

OIL PRESS PSI OIL TEMP

TEMP

C

FUEL FF KGH

499 5000 0 C ELEC

BATT1 BATT2

25 25

6 7.5

499 5000

660

V

7200

ALT RATE DELTA-P

1450

OXY

NM

33

126.775 121.575

ELEC BATT1 24.6 4

V C

BATT2 24.6 6

V C

COM1

NAV1

PUSH VOL ID

PUSH VOL SO

COM2

NAV2

COM

HYD PRES

OXY

EMER BRK ACCU PRES

A

PUSH

1-2

BARO 0

PSI

0

PSI

0

PUSH STD

N1%

92.9

713

ITT C

713

TRK

021

DIS

SYSTEM - STATUS

GALHEIROS

OIL PRESS PSI OIL TEMP

TEMP

0 C ELEC

BATT2

25 25

V

7200

ALT RATE DELTA-P

1450

OXY

NM

33

ELEC BATT1 24.6 4

126.775 121.575

V C

BATT2 24.6 6

V C

COM1 COM2

EM

HYD PRES

0

PSI

DOORS

E

OXY

0

PSI

EMER BRK ACCU PRES

0

PSI

DOOR PAX OPEN DOOR EMER OPEN DOORBAG FWD OPEN DOORBAG AFT OPEN

30 12

FT

15

0 FPM 5.0 PSI

5200

LFE

121.500 131.525

NM

W

CABIN V

CLOSED

PSI

499 5000

660

SPDBRK

PUSH

PAN

C

FUEL FF KGH

BATT1

15

6 7.5

136

30 H 17 C SAT 0 TAT 6 C TAS 0 KT GW 16360 LB

3

N

142.8 137 95

N2%

499 5000

RANGE

S

24 S

21

FT PSI

FLAPS

LG UP

1

UP TRIM

ROLL

PITCH

50

YAW

ENG SET

42.0

142.8 137 95

UP UP

03:11

ETE

TFR

FLAPS

LG

0 KT

1-2

24 21

GS

PUSH

PSI


12

FT

110.30 113.00

NAV

NO DATA

30

FT

108.30 110.30

NORTH UP

EMERG

DOORS

E

0 FPM 5.0 PSI

5200

LFE

CLOSED

121.500 131.525

NM

W

CABIN V

SPDBRK

3

N

142.8 137 95

N2%

136

30 H 17 C SAT 0 TAT 6 C TAS 0 KT GW 16360 LB

NORTH UP

NAV

LFE

30

STATUS

ECS

ELEC

FUEL

SYSTEM

NM

ICEPROT

ENG MNT

BACK

D

MENU

PFL

PROC

CLR

ENT

DFLT MAP

UP

1

UP TRIM

ROLL

ENG SET

FMS

PITCH

50

YAW

LFE

30

STATUS

ECS

ELEC

FUEL

SYSTEM

NM

ICEPROT

ENG MNT

BACK

DF

PUSH CRSR


SYSTEM SYNOPTIC PAGE

SYSTEM SYNOPTIC PAGE

EM500ENSDS520045A

A

PASSENGERS 1 & 2 2 1

WARDROBE

PILOT & COPILOT (OR PASSENGER IN SINGLE PILOT OPERATI C P

FWD BAGGAGE

AFT BAGGAGE

LAVATORY

LAVATORY CABINET



WARDROBE

C

PILOT & COPILOT (OR PASSENGER IN SINGLE PILOT OPERATI

Passenger Cabin

P

FWD BAGGAGE

Passenger Cabin

Passenger Cabin and Seats

Passenger Cabin and Seats

The passenger cabin is designed to provide a spacious, visually attractive environment for aircraft occupants. Four seats are provided for the passengers. They are designed for comfort and styling as well as a means of restraint and protection. Along the aircraft side of each seat is a console that provides electrical outlets and access to several entertainment options for the comfort of each passenger.

The passenger cabin is designed to pro environment for aircraft occupants. Four gers. They are designed for comfort a restraint and protection. Along the aircraf provides electrical outlets and access to s comfort of each passenger.

11-18 April 2009

11-18 April 2009


Developed for Train

Aircraft General Passenger Seats

Passenger Seats

SEAT RECLINING BUTTON

LATERAL MOVEMENT 01 HANDLE

LATERAL MOVEMENT 01 HANDLE

01 OPTIONAL EQUIPMENT

01 OPTIONAL EQUIP ADJUSTABLE HEADREST

SEAT BACK CUSHION

SEAT BACK CUSHION SEAT BELT

SEAT BOTTON CUSHION

SEAT BOTTON CUSHION AISLE ARMREST

01 LIFE VEST POUCH

AI AR

01 LIFE VEST POUCH

PASSENGER SEAT

PASSENGER SEAT

PASSENGER SEAT

Side Consoles

Side Consoles

SPEAKER GRILLE STOWAGE COMPARTMENT AND PC POWER CUP HOLDER

A STOWAGE COMPARTMENT AND PC POWER

PAX CONTROL UNIT

SIDELEDGE UPPER PANEL

PAX CONTROL UNIT

A MAGAZINE BOX

STOWAGE COMPARTMENT AND PC POWER

SPEAKER GRILLE

PAX CONTROL UNIT

SPEAKER GRILLE



FOLDABLE TABLE

MAGAZINE BOX

EFFECT LIGHT

MAGAZINE BOX

A TYPICAL

SIDELEDGE LOWER PANEL


EM500ENSDS250034Br

11-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Cabin Wardrobe

Cabin Wardrobe

Right Hand (RH) Forward (FWD) cabinet provides storage provisions for light weight items carried by the passengers. The interior of the cabinet is accessed by means of a tambour door. It has a coat rod and shelves.

Right Hand (RH) Forward (FWD) cabinet weight items carried by the passenge accessed by means of a tambour door. It

TAMBOUR DOOR

TRASH CONTAINER MANUAL COMPARTMENT

MANUAL COMPARTMENT

COCKPIT EVAPORATOR GRATE

COCKPIT EVAPORATOR GRATE

COCKPIT EVAPORATOR ACCESS PANEL

11-20 April 2009


COCKPIT EVAPORAT ACCESS PA

EM500ENSDS250035B

11-20 April 2009

Developed for Train

Aircraft General Lavatory

Lavatory

The lavatory is located in the aft section of the passenger cabin. It provides the passengers and flight crew with minimum environmental conditions for their personal hygiene and amenities during the flight.

The lavatory is located in the aft sec the passengers and flight crew with their personal hygiene and amenities

Aft Lavatories - Toilet Unit

Aft Lavatories - Toilet Unit

AFT CABIN PARTITION

AFT CABIN PARTITION

PASSENGER CABIN/ LAVATORY PARTITION

PASSENGER CABIN/ LAVATORY PARTITION

A

TOILET UNIT

TOILET

LAVATORY AMENITIES CABINET


TOILET BACK PAD

TOILET BACK PAD

TOILET COVER PAD TOILET FRONT COVER LANYARD

TOILET SHROUD BOX

TOILET SHROUD BOX

A WASTE TANK


EM500ENSDS250061

11-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Cockpit Compartment and Seats

Cockpit Compartment and Seats

The cockpit is comfortably designed to accommodate two pilots during all phases of flight with minimum workload and maximum safety. It is designed to be free from glare and reflections that could interfere with a pilot's vision. The seats are identical in their design and configuration differing only in the symmetrical arrangement of the controls.

The cockpit is comfortably designed to phases of flight with minimum workload to be free from glare and reflections that The seats are identical in their design an symmetrical arrangement of the controls.

The mechanism of the pilot seat provides the following characteristics:

The mechanism of the pilot seat provides

      

Fore and Aft Movement Up and Down Movement Recline Seat Back (up to 20 degrees) Inboard / Outboard Foldable Armrest Three Points Inertial Restraint System Vertical Adjustable Headrest Adjustable Lumbar Support

      

Fore and Aft Movement Up and Down Movement Recline Seat Back (up to 20 degrees) Inboard / Outboard Foldable Armrest Three Points Inertial Restraint System Vertical Adjustable Headrest Adjustable Lumbar Support

Cockpit Seats

Cockpit Seats

RESTRAINT SYSTEM

RESTRAINT SYSTEM

01 LIFE VEST

LOWER STRUCTURE

01 LIFE VEST


11-22 April 2009



11-22 April 2009

Developed for Train

Aircraft General Cockpit Seats - Operation

Cockpit Seats - Operation

RECLINE ADJUSTMENT HANDLE LONGITUDINAL ADJUSTMENT HANDLE

SEAT PAN ADJUSTMENT HANDLE

VERTICAL ADJUSTMENT

SEAT PAN ADJUSTMENT HANDLE

VERTICAL ADJUSTMENT

COCKPIT SEAT

COC

Windows

Windows

The aircraft has four windows in the cockpit, two windshields and two side windows. There are eight passenger cabin windows. Four cabin windows are located on the Left Hand (LH) Side and four windows are on the Right Hand (RH) Side of the aircraft to include the overwing emergency exit window.

The aircraft has four windows in the windows. There are eight passenger located on the Left Hand (LH) Side a (RH) Side of the aircraft to include th

PASSENGER CABIN LH WINDOWS

COCKPIT LH SIDE WINDOW

PASSENGER CABIN LH WINDOWS

RH WINDOWS PASSENGER CABIN

COCKPIT LH SIDE WINDOW

COCKPIT RH SIDE WINDOW

COCKPIT LH WINDSHIELD

COCKPIT RH WINDSHIELD

COCKPIT LH WINDSHIELD

EM500ENSDS560005B

The two cockpit windshields consist of outboard and inboard plies of chemically strengthened Herculite glass. The glass windshields have a proprietary hydrophobic surface seal rain-repellent coating that sheds rain thus eliminating the need for windshield wipers. The side cockpit windows and the passenger windows are constructed of two individual plies of stretched acrylic

The two cockpit windshields consist cally strengthened Herculite glass. T hydrophobic surface seal rain-repelle ing the need for windshield wipers. senger windows are constructed of

Phenom 100

Phenom 100


11-23 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

laminated together. The outer ply of each window is sealed with a protective coating.

laminated together. The outer ply of each coating.

Nose Head On View

Nose Head On View

Nose Left Angle View

Nose Left Angle View

11-24 April 2009


11-24 April 2009

Developed for Train

Aircraft General Window Cockpit LH View


Window Cockpit LH View

11-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations



Operation: Day VFR

Operation: Day VFR

1) Installations

1) Installations

System


System

Func


Pressure Relief Valve (PRV)


Press


Negative Pressure Relief Valve (NPRV)


Nega


Outflow Valve


Outflo


Pressurization Control


Press


Flow Control Shutoff Valve (FCSOV)


Flow


Pressure (PRSOV)


Press (PRS

Electrical

Starter Generators

Electrical

Starte

Electrical

Batteries

Electrical

Batte

Fire Protection

Portable Fire Extinguisher

Fire Protection

Porta

Fire Protection

Engine Fire Detection System

Fire Protection

Engin

Fire Protection

Engine Fire Extinguisher System

Fire Protection

Engin

Fuel

Fuel jet pumps

Fuel

Fuel j

Fuel

Fuel emergency pumps

Fuel

Fuel e

Fuel

Fuel shutoff valves

Fuel

Fuel s

Landing Gear

Landing Gear Emergency Operation System

Landing Gear

Landi Syste

Lights


Lights

Anti-C


Air Data System (ADS)


Air Da




Attitud (AHR

Oxygen

Oxygen System

Oxygen

Oxyg

Miscellaneous

ELT

Miscellaneous

ELT

Miscellaneous

Seat Belts

Miscellaneous

Seat

Miscellaneous

Hand Microphone

Miscellaneous

Hand

11-26 April 2009

Regulating

Shutoff

Valve


11-26 April 2009

Developed for Train

Aircraft General Kinds of Operation Equipment List (KOEL)

Kinds of Operation Equip





System


System


Pressurization Indications (Cabin altitude, rate and delta pressure, Landing Field Elevation)*


Electrical


Electrical

Flight Controls

Flaps Position Indication

Flight Controls

Fuel

Fuel Quantity Indications

Fuel

Landing Gear


Landing Gear


Primary Flight Displays (PFD) (Airspeed Indication, Altitude Indication, Heading Indication, Warning Caution and Advisory Function)



Integrated Electronic Standby Instrument (IESI) (Airspeed Indication, Altitude Indication, Heading Indication)



Multi-Function Display (MFD)



Magnetic Compass


Engine

Engine Indications (Oil pressure and Temperature, Fuel flow, ITT, N1, N2)*

Engine

Warning


Warning

Warning

Takeoff Warning System

Miscellaneous

Approved (AFM)

Manual

Miscellaneous

Miscellaneous

Embrear Prodigy Cockpit Reference Guide

Miscellaneous

Airplane


Flight

Warning

11-27 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


S E R V I C E S




Installations

Installations

System


System

F


All equipment/indications required for da

Lights

Instruments Lights

Lights

I

Lights

Position Lights

Lights

P

Lights


Lights

A

Lights

Landing / Taxi Lights

Lights

L

Lights

Courtesy Lights

Lights

C

Lights

Flashlight

Lights

F

Lights

Attitude indication

Lights

A

Operation: IFR

Operation: IFR



System


System


All equipment/indications required for da

All equipment/indications required for night VFR (for night flights)

All equipment/indications required for nig

Ice Protection

Pitot /Static-AOA Heating System

Ice Protection

P


Slip-Skid Indication


S


Clock


C

11-28 April 2009


11-28 April 2009

Developed for Train

Aircraft General





Installations

Installations

System


System

Funct

All equipment / indications required for IFR

All equipment / indications required

Ice Protection

Cockpit Fan

Ice Protection

Cockp

Ice Protection


Ice Protection

Wing tem

Ice Protection

Engine Anti-Icing System

Ice Protection

Engine

Ice Protection


Ice Protection

Winds

Lights

Wing Inspection Light*

Lights

Wing I





Installations

Installations

System


System

Funct

Miscellaneous

Water Barrier

Miscellaneous

Water

**Operating rules may require additional equipment.


**Operating rules may require additio

11-29 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


11-30 April 2009

Intentionally L


S E R V I C E S

11-30 April 2009

Developed for Train

Autopilot

Autopilot

Autopilot

General

General

The autopilot includes computers, servo systems, and switches. The computers use data from the other aircraft systems and feedback circuits, along with preset data from the pilot / copilot, to control direction, heading, attitude, altitude, and speed. The autopilot operates with other systems to supply flight guidance outputs. These outputs let the pilot or copilot fly the aircraft on a set flight path.

The autopilot includes computers, se ers use data from the other aircraft s preset data from the pilot / copilot altitude, and speed. The autopilot op guidance outputs. These outputs let flight path.

Flight Guidance and Control System (FGCS) - Overview

Flight Guidance and Control Sy

ADC

A

AHRS

A Guidance Panel

Flight Display Unit PFD 1

MFD

Flight Di PFD 2

PFD 1

Integrated Avionics Unit 1 (GIA1)


AFCS Functions Flight Director 1 Autopilot Yaw Damper

Normal Pitch Trim Channel Current Speed

Servos

QD Switches Pilot Copilot

AFCS Functions Flight Director 2 Autopilot Yaw Damper

Integrated Avionics Unit 1 (GIA1) AFCS Functions

Normal Pitch Trim Channel

Flight Director 1

Current Speed

Autopilot Yaw Damper

Normal Pitch Trim Channel Current Speed

CWS Switches Pilot Copilot GIA TO ON-SIDE DISPLAY ADC/AHRS TO ON-SIDE GIA ADC/AHRS TO ON-SIDE PFD (ADC1/AHRS1 ALSO ON MFD)


QD S Pilot Copi

CWS Pilot Copilo

ADC - Air Data Computer AHRS - Attitude / Heading Reference System AFCS Automatic Flight Control System CWS - Control Wheel Steering QD - Quick Disconnect

Phenom 100

Se

12-1 April 2009

GIA TO ON-SIDE DISPLAY ADC/AHRS TO ON-SIDE GIA ADC/AHRS TO ON-SIDE PFD (ADC1/AHRS1 ALSO ON MFD)


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

PFD Complete

PFD Complete

Flight Guidance and Control System (FGCS) - Guidance Panel

Flight Guidance and Control Syste

FD

CRS1

PUSH DIR

12-2 April 2009

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

CPL

ALT

ALT SEL

VNV

VS

DN

UP

FLC

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR


12-2 April 2009

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

ALT

ALT SEL

CPL

Developed for Train

Autopilot Command Bars

Command Bars Command Bars

Comm

Aircraft Symbol

Aircra

Single-cue Command Bars

Single-cue

Command Bars

Command Bars

Aircraft Symbol

Aircraft Symbo

Cross-pointer Command Bars

Cross-pointe

Flight Guidance and Control System (FGCS)

Flight Guidance and Cont

The Flight Guidance And Control System (FGCS) has the following functions:

The Flight Guidance And Control Sys

FD (Flight Director)  AP (Automatic Pilot)  YD (Yaw Damper) / Turn Coordination  Automatic Pitch Trim  Current Speed Control Both pilot-side and copilot-side GIA (Garmin Integrated Avionics) units are capable of computing FD commands, although only one performs those calculations at any given moment, depending on the selection made through the GP (Guidance Panel). The GP communicates with the PFD (Primary Flight Display) and MFD (MultiFunction Display). The entire AP and YD processing is performed within the servo actuators, as well as the majority of its monitoring. The AP and the YD functions are not available during an electrical emergency because the servos and the AHRS (Attitude and Heading Reference



Phenom 100

Phenom 100




12-3 April 2009

FD (Flight Director) AP (Automatic Pilot)  YD (Yaw Damper) / Turn Coordina  Automatic Pitch Trim  Current Speed Control Both pilot-side and copilot-side GIA capable of computing FD commands culations at any given moment, depe GP (Guidance Panel). The GP communicates with the PFD Function Display). The entire AP and YD processing is well as the majority of its monitoring. The AP and the YD functions are gency because the servos and the 

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

System) 2 receive power from the DC Bus 2 and the GIA 2 receives power from the DC Bus 1, however the FD function is available. Each GIA communicates with its on-side display. The GIA 2 can communicate with PFD 2 or MFD, depending on HSDB (High Speed Data Base) switch selection. This switch is adjusted only when the airplane is on the ground, and is set such that the GIA 2 communicates with the MFD. In case of single pilot operation and the MFD is failed, the switch is changed in order to allow the communication with the PFD 2. The HSDB switch is on the maintenance panel and is a maintenance function only. The AHRS and ADC (Air Data Computer) information is sent directly to the on-side GIAs. Additionally, AHRS and ADC information is sent directly to the on-side PFD. The AHRS 1 and the ADC 1 information also is sent directly to the MFD. The AP and YD receive AHRS and ADC information directly from the GIA. The selected FD uses the information presented on its on-side PFD for its calculations and commands.

S E R V I C E S

System) 2 receive power from the DC B from the DC Bus 1, however the FD funct Each GIA communicates with its on-side cate with PFD 2 or MFD, depending o switch selection. This switch is adjusted ground, and is set such that the GIA 2 co of single pilot operation and the MFD is f to allow the communication with the PFD tenance panel and is a maintenance func The AHRS and ADC (Air Data Compute on-side GIAs. Additionally, AHRS and AD on-side PFD. The AHRS 1 and the ADC the MFD. The AP and YD receive AHRS and ADC The selected FD uses the information p calculations and commands.

ADC

ADC

AHRS

AHRS Guidance Panel

Flight Display Unit PFD 1

MFD

Flight Display PFD 2

PFD 1



AFCS Functions Flight Director 1



Current Speed

Servos

QD Switches Pilot Copilot

AFCS Functions

Integrated Avionics Unit 1 (GIA1) AFCS Functions

Flight Director 2


Flight Director 1



Current Speed


Current Speed

CWS Switches Pilot Copilot GIA TO ON-SIDE DISPLAY ADC/AHRS TO ON-SIDE GIA ADC/AHRS TO ON-SIDE PFD (ADC1/AHRS1 ALSO ON MFD)

12-4 April 2009

Servos

QD Switch Pilot Copilot

CWS Switc Pilot Copilot

ADC - Air Data Computer AHRS - Attitude / Heading Reference System AFCS Automatic Flight Control System CWS - Control Wheel Steering QD - Quick Disconnect


MFD

GIA TO ON-SIDE DISPLAY ADC/AHRS TO ON-SIDE GIA ADC/AHRS TO ON-SIDE PFD (ADC1/AHRS1 ALSO ON MFD)

12-4 April 2009

AD AH AF CW QD

Developed for Train

Autopilot Automatic Flight Control System (AFCS) Status Box

Automatic Flight Control Syste

The status of the FGCS is displayed on the FD in the AFCS status box. The armed and engaged modes of both the Flight Director and the Autopilot are displayed.

The status of the FGCS is displayed armed and engaged modes of both displayed.

Yaw Current Damper Speed Autopilot Status Control Lateral Modes Status

Armed

Active Flight Director

Y Da Autopilot S Lateral Modes Status

Vertical Modes

Active

Armed

Armed

Indicator Arrow

Indicator Arro

PUSH VOL ID

PUSH VOL SO EMERG

NAV

Active Flight Directo

COM

PUSH

PUSH VOL ID

Selected Altitude

NAV

PUSH

PUSH

1-2

1-2

1-2

BARO

Command Bars

Command Bars

PUSH STD

RANGE

GPS is Selected Navigation Source


PUSH

PAN

D PFL

CLR DFLT MAP

MENU

PROC

ENT

FMS

PUSH CRSR

FGCS Lateral Modes The lateral mode labels displayed on FMA are the following:        



FGCS Lateral Modes The lateral mode labels displayed on

ROL HDG VAPP APR LOC BC GPS Active mode colors

       

ROL HDG VAPP APR LOC BC GPS Active mode colors



GREEN: Selected on the GP



GREEN: Selected on the GP



MAGENTA: GPS commanded




Armed mode color: WHITE




12-5 April 2009



T R A I N I N G

S E R V I C E S

T R A I N I N G

Flight Director Source Annunciator A green arrow indicates the selected AFCS source.

Note: Mode annunciation is removed if Flight Director fails.

Note: Mode annunciation is removed if F

Autopilot Engaged Annunciation Indicate an autopilot engagement or disengagement condition. 

S E R V I C E S

Flight Director Source Annunciator A green arrow indicates the selected AFC

Autopilot Engaged Annunciation Indicate an autopilot engagement or dise

GREEN: Autopilot engaged



GREEN: Autopilot engaged

Normal disengagement is indicated by flashing the annunciation, in red letters, for 5 seconds before removing it from the view. Abnormal disengagement flashes the annunciation, in inverse video, until the crew acknowledgement through the disconnect button.

Normal disengagement is indicated by fl ters, for 5 seconds before removing it fr ment flashes the annunciation, in acknowledgement through the disconnec

Yaw Damper Status Annunciation Indicates yaw damper engagement and disengagement condition.

Yaw Damper Status Annunciation Indicates yaw damper engagement and d



GREEN: Yaw damper engaged



GREEN: Yaw damper engaged



YELLOW: Abnormal disengagement



YELLOW: Abnormal disengagement

Normal disengagement is indicated only by removing the annunciation while the abnormal disengagement is indicated by flashing the annunciation, in inverse video, for 5 seconds before removing it from the view.

Normal disengagement is indicated only the abnormal disengagement is indicate inverse video, for 5 seconds before remo

Current Speed Control Annunciation Indicates current speed control engagement and disengagement condition.

Current Speed Control Annunciation Indicates current speed control engagem



GREEN: current speed control engaged



GREEN: current speed control engag



YELLOW: Abnormal cruise speed control disengagement



YELLOW: Abnormal cruise speed co

Normal disengagement is indicated only by removing the annunciation while the abnormal disengagement is indicated by flashing the annunciation, in inverse video, for 5 seconds before removing it from the view.

Normal disengagement is indicated only the abnormal disengagement is indicate inverse video, for 5 seconds before remo

FGCS Vertical Modes The vertical mode labels displayed on FMA are the following: ALT, ALTS, TO, ASEL, FLC, PIT, VPTH, VS, OVSP, GS, GP, GS/V, GP/V and GA.

FGCS Vertical Modes The vertical mode labels displayed on FM ASEL, FLC, PIT, VPTH, VS, OVSP, GS, G





Active mode colors:



Active mode colors:



GREEN: manually commanded on the GP



GREEN: manually commanded on th










Note: The armed VPTH mode can appear flashing in white inverse video, indicating a required crew acknowledgement.

12-6 April 2009

Note: The armed VPTH mode can app

indicating a required crew acknow



12-6 April 2009

Developed for Train

Autopilot Flight Director

Flight Director

The FGCS has two FDs, each one operates within a GIA that provides vertical and lateral FD modes selection logic, and pitch and roll command generation for the AP processing and for guidance bar presentation on PFDs if the pilots wish to hand-fly the aircraft following the guidance commands.

The FGCS has two FDs, each one o cal and lateral FD modes selection lo tion for the AP processing and for g pilots wish to hand-fly the aircraft foll

There are two FD pushbuttons that allow each crewmember to toggle the FD bars ON and OFF on its respective PFD side. From standby, the FD bars are displayed on both PFDs when any FD button is pressed, and the corresponding basic mode (pitch and roll) is engaged.

There are two FD pushbuttons that a bars ON and OFF on its respective P displayed on both PFDs when any FD ing basic mode (pitch and roll) is eng

Although there are two FDs in the system, only one can be active at a time, depending on the GIA selected on the GP. The FD function is inoperative in case there is no GIA selected. GIA 1 or 2 is selected by pressing the FD pushbutton for that specific side. Once The AP is engaged, it follows the pitch and roll FD command from the selected GIA, and both PFDs show the same FD annunciation, alerts, and guidance bar command, as determined from the selected GIA as well.

Although there are two FDs in the s depending on the GIA selected on th case there is no GIA selected. GIA pushbutton for that specific side. Onc and roll FD command from the selec FD annunciation, alerts, and guidanc selected GIA as well.

The FD that is operating within GIA1 uses AHRS, ADC and NAV (Navigation) data input parameters from the PFD1, and these parameters are the ones that are selected and are being displayed on the PFD1. Accordingly, the FD that is operating within GIA2 uses input parameters from PFD2. However, in this case the PFD2 gets parameters from the MFD.

The FD that is operating within GIA1 data input parameters from the PFD that are selected and are being disp that is operating within GIA2 uses in this case the PFD2 gets parameters

The selected GIA does not allow a FD mode to be engaged, remain engaged, arm or remain armed unless the parameters required for that mode are valid. If the AHRS and ADC parameters required for the pitch and roll FD basic mode are not available, then the GIA does not allow any FD mode to remain or to become selected.

The selected GIA does not allow a FD arm or remain armed unless the para If the AHRS and ADC parameters mode are not available, then the GIA or to become selected.

The CPL pushbutton in the GP allows the crew to select GIA1 or GIA2 for the FD processing and computation, which couples to the AP when it is engaged. On power up the selected FD comes from GIA1 with the green arrow on PFDs pointing to the left. Pressing then CPL pushbutton toggles the selected FD from one GIA to the other. Each push on this button cancels all FD modes and revert them to pitch and roll modes.

The CPL pushbutton in the GP allow FD processing and computation, whi On power up the selected FD com PFDs pointing to the left. Pressing th FD from one GIA to the other. Each p and revert them to pitch and roll mod

The FD is selectable between single cue and cross pointer modes on the MFD-AUX SYSTEM SETUP page.

The FD is selectable between singl MFD-AUX SYSTEM SETUP page.

Autopilot

Autopilot

The AP function provides pitch and roll axes command in order to achieve good performance when controlling the aircraft in its expected flight envelope, configuration and thrust changes.

The AP function provides pitch and good performance when controlling t configuration and thrust changes.

The AP logic is performed in both GIAs, and depends on inputs from the GP, ADC, AHRS, discrete signals, and the system parameters.

The AP logic is performed in both GI ADC, AHRS, discrete signals, and th

Phenom 100

Phenom 100


12-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

All the system status annunciations are displayed for a minimum of 5s (Seconds), and are annunciated based on the validity and priority of the system parameters.

All the system status annunciations are d onds), and are annunciated based on th parameters.

The AP is independent of the YD and may be used with the YD disengaged. The AP is inoperative if no FD/GIA is selected and the selected GIA disengages the AP if the FD is disengaged for any reason.

The AP is independent of the YD and ma The AP is inoperative if no FD/GIA is se gages the AP if the FD is disengaged for

AP Engagement / Disengagement Autopilot is engaged pushing the AP button on the guidance panel. The automatic pitch trim is also engaged whenever AP is engaged. The autopilot disengages when any of the following conditions occur:

AP Engagement / Disengagement Autopilot is engaged pushing the AP butt matic pitch trim is also engaged wheneve engages when any of the following condit

The AP button is pressed on the guidance panel.  The manual pitch trim switches are activated.  Takeoff or Go-Around mode is selected.  Either quick disconnect buttons are pressed.  Various internal monitors failure.  Pitch or roll angle out of range.  The stall warning is activated. The autopilot commands the servos to disengage when CWS button is pressed. The autopilot automatically reengages the servos and resynchronizes the flight director when CWS button is released.



When the autopilot is normally disengaged, the aural alarm “AUTOPILOT” is triggered once. If the autopilot is abnormally disengaged the aural warning sounds continuously until acknowledged by the crew by pressing the quick disconnect button.

When the autopilot is normally disengage triggered once. If the autopilot is abnorm sounds continuously until acknowledged disconnect button.

Yaw Damper / Turn Coordination

Yaw Damper / Turn Coordination

The YD function provides damping of the dutch roll mode of the aircraft and provides turn coordination in reaction of the presence of side slip variation, estimated by the system taking into consideration the yaw rate, roll angle, lateral acceleration and indicated airspeed parameters. The dutch roll mode is damped by the yaw rate. The turn coordination prevents adverse yaw in the rollout maneuver for a turn or the return maneuver to wings level, and eliminates side slip by the use of long-term lateral acceleration.

The YD function provides damping of the provides turn coordination in reaction of estimated by the system taking into consi eral acceleration and indicated airspeed damped by the yaw rate. The turn coord rollout maneuver for a turn or the return nates side slip by the use of long-term lat

The YD is independent of the AP and may be used during normal maneuvers with the AP disengaged.

The YD is independent of the AP and ma with the AP disengaged.

The YD is inoperative if no FD/GIA is selected, and it disengages the YD if the FD is disengaged for any reason.

The YD is inoperative if no FD/GIA is se the FD is disengaged for any reason.

YD Engagement / Disengagement

YD Engagement / Disengagement

Engagement is indicated by a green YD annunciation in the center of the AFCS Status Box. Yaw damper is engaged by pushing the YD button on the

Engagement is indicated by a green YD AFCS Status Box. Yaw damper is engag

12-8 April 2009

12-8 April 2009




The AP button is pressed on the guida The manual pitch trim switches are act  Takeoff or Go-Around mode is selected  Either quick disconnect buttons are pre  Various internal monitors failure.  Pitch or roll angle out of range.  The stall warning is activated. The autopilot commands the servos to pressed. The autopilot automatically ree nizes the flight director when CWS button 

Developed for Train

Autopilot guidance panel. The yaw damper automatically engages on AP engagement, although the yaw damper can be engaged or disengaged independently of the AP status.

guidance panel. The yaw damper au although the yaw damper can be en the AP status.

The yaw damper disengages when any of the following conditions occur:

The yaw damper disengages when a

    

The YD button is pressed on the guidance panel. Takeoff mode is selected. The stall warning is activated. Various internal monitors failure. Lateral acceleration out of range. Autopilot Engaged

    

The YD button is pressed on the g Takeoff mode is selected. The stall warning is activated. Various internal monitors failure. Lateral acceleration out of range.

Yaw Damper Engaged

Autopilot Engaged

Autopilot and Yaw Damper Engaged

Yaw Eng

Autopilot and Yaw

Control Wheel Steering

Control Wheel Steerin

CWS Annunciation

CWS Ann

Manual Autopilot Disengagement (Flashes 5 seconds)

Manual Autopilo (Flashes 5

Automatic Autopilot and Yaw Damper Disengagement (AP flashes until QD Switch Pressed) (YD Flashes 5 Seconds) P100-AFLT-074

Automatic Autopilot and Y (AP flashes until Q (YD Flashes

Automatic Pitch Trim

Automatic Pitch Trim

When the AP is engaged, the automatic pitch trim function commands the primary pitch trim actuator to position the elevator. In addition, provisions are available in the control logic to provide anticipation of the required trim changes due to flaps extension or retraction.

When the AP is engaged, the automa mary pitch trim actuator to position available in the control logic to pr changes due to flaps extension or re

During manual flight, the crew commands the system (pitch, roll or yaw) as required to alleviate the forces on control yoke or pedals. When the AP is engaged, pitch trim is also performed automatically and its operation is transparent to the crew.

During manual flight, the crew comm required to alleviate the forces on c engaged, pitch trim is also performed parent to the crew.

It should be noted that while the AP/FD CWS button is pressed, normal automatic trim operation will cease.

It should be noted that while the AP/ matic trim operation will cease.

Phenom 100

Phenom 100


12-9 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Current Speed Control*

S E R V I C E S

Current Speed Control*

(*Not Currently installed)

(*Not C

The CSC function can be engaged and disengaged by pressing the appropriate momentary button, CSC on the GP, and has the purpose of maintaining with limited N1 (Fan Rotor Speed) authority the aircraft indicated airspeed or Mach number upon the function engagement.

The CSC function can be engaged and d ate momentary button, CSC on the GP, with limited N1 (Fan Rotor Speed) author Mach number upon the function engagem

The N1 calculation and the function abnormalities are processed within the two FADEC (Full Authority Digital Engine Control)s, whereas the function request and its annunciations are primarily processed within the selected GIA. The selected GIA transmits to the FADEC the CSC request if either altitude hold or VNAV (Vertical Navigation) altitude hold mode is active and the CSC button is pressed.

The N1 calculation and the function abn two FADEC (Full Authority Digital Engin request and its annunciations are prima GIA. The selected GIA transmits to the F tude hold or VNAV (Vertical Navigation) CSC button is pressed.

The CSC engagement and disengagement status announced on the FMA (Flight Mode Annunciation) is based on the FADEC channels response to engage the function, the active vertical FD mode and the CSC button status.

The CSC engagement and disengagem (Flight Mode Annunciation) is based on engage the function, the active vertical FD

Controls

Controls

Guidance Panel

Guidance Panel

The GP is installed on the main panel in the cockpit and provides means to the crew for interfacing with the system functions.

The GP is installed on the main panel in the crew for interfacing with the system fu

The AP, YD and current speed control functions can be engaged and disengaged by pressing the appropriate button momentary on the controller, as well as the selection of any FD mode.

The AP, YD and current speed control fu gaged by pressing the appropriate butto well as the selection of any FD mode.

The targets, such as indicated airspeed or Mach number, altitude, vertical speed, magnetic heading and navigation course can be selected by rotating the appropriate knob or thumb wheel. The course and heading knobs can also be pushed to SYNC the selected values to the current aircraft value.The speed knob can be used to toggle between IAS (Indicated Airspeed) and Mach for selected airspeed display.

The targets, such as indicated airspeed speed, magnetic heading and navigation the appropriate knob or thumb wheel. T also be pushed to SYNC the selected val speed knob can be used to toggle betw Mach for selected airspeed display.

Flight Guidance and Control System (FGCS) - Guidance Panel

Flight Guidance and Control Syste

FD

CRS1

PUSH DIR

12-10 April 2009

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

CPL

ALT

ALT SEL

VNV

VS

DN

UP

FLC

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR


12-10 April 2009

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

ALT

ALT SEL

CPL

Developed for Train

Autopilot Flight Guidance And Control System Controls

Flight Guidance And Control S

The GP contains controls for setting the FD and AP modes. The controls are found in four main groups on the front panel:

The GP contains controls for setting found in four main groups on the fron

   

FD Pushbutton and Course Control Lateral Guidance Control AFCS and Speed Control Vertical Guidance Control

   

FD Pushbutton and Course Contr Lateral Guidance Control AFCS and Speed Control Vertical Guidance Control

FD Push-Button And Course Control

FD Push-Button And Course C

The table below shows the controls for the course control group:

The table below shows the controls f

  

FD Adjust the Selected Course (CRS1 and CRS2) PUSH DIR Control Name

  

Position

Description

Activates/deactivates the selected flight director (pilot- or copilot-side) in Momentary tog- default vertical and lateral modes. gle ON/ OFF Press the other FD Key to toggle the corresponding PFD’s Command Bars off/on.

FD Pushbutton

Independently changes left or right CRS1 and CRS2 side course accordingly (clockwiseCRS 1 and CRS2- knob clockwise/ course increase, counterclockwiserotary knob counterclockcourse decrease) with the minimum wise increment of 1 PUSH DIRon center of CRS1/CRS2 knobs

When pressed re-centers the Course Deviation Indicator (CDI) and returns course pointer directly to the bearing of the active waypoint / station.

ON

FD Adjust the Selected Course (CRS1 PUSH DIR Control Name

Position

FD Pushbutton

Momentary tog gle ON/ OFF

CRS1 and CRS CRS 1 and CRS2- knob clockwise rotary knob counterclockwise PUSH DIRon center of CRS1/CRS2 knobs

ON

FD PUSHBUTTON

FD

NAV

CRS1

CRS1 SELECT KNOB (OUTER)

PUSH DIR

APR

BANK

HDG

HDG SEL

PUSH SYNC

AP

YD

CSC

CPL

ALT

ALT SEL

VNV

PU

VS

DN

UP

FLC

SPD SEL

PUSH IAS MACH

FD

FD

CRS2

CRS1

PUSH DIR



PUSH DIR PUSHBUTTON (INNER)


NAV

PUSH DIR

APR

BANK

HDG

HDG SEL

PUSH SYNC

AP

YD

CSC

CPL

PUSH DIR PUSHBUTTON (INNER)

12-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Lateral Guidance Controls The table below shows the controls for the lateral guidance control group:      

APR (Approach) Mode NAV Mode Low Bank Mode (BANK) HDG (Heading) Select Mode Adjusts the Selected Heading (HDG SEL) PUSH SYNC Control Name

     

Position

APR pushbutton

NAV pushbutton BANK pushbutton HDG pushbutton

Description

S E R V I C E S

Lateral Guidance Controls The table below shows the controls for th

APR (Approach) Mode NAV Mode Low Bank Mode (BANK) HDG (Heading) Select Mode Adjusts the Selected Heading (HDG S PUSH SYNC Control Name

Momentarily pushed (not armed or active)

Arms APPR mode based on NAV source.

Momentarily pushed (armed or active)

Disarms / Deactivates APPR mode.


Arms NAV mode based on NAV source.


Disarms / Deactivates NAV mode.

Momentarily pushed

Toggles ON/OFF half bank limit.


Arms HDG mode


Disarms / Deactivates HDG mode.

Position Momentarily pushed (not armed or active)

APR pushbutton

Momentarily pushed (armed or active) Momentarily pushed (not armed or active)

NAV pushbutton


BANK pushbutton

Momentarily pushed Momentarily pushed (not armed or active)

HDG pushbutton


HDG SEL rotary knob

CW (Clockwise)/CCW (Counterclockwise

HDG target changes accordingly (CWheading target increase, CCW - heading target decrease) with the minimum increment of 1

HDG SEL rotary knob

CW (Clockwise)/CCW (Counterclockwise

PUSH SYNC on center of HDG SEL knob

ON

Synchronizes the HDG target automatically to the current aircraft HDG

PUSH SYNC on center of HDG SEL knob

ON

NAV HDG APR PUSHBUTTON PUSHBUTTON PUSHBUTTON FD

CRS1

PUSH DIR

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

CPL

ALT

ALT SEL

NAV HDG APR PUSHBUTTON PUSHBUTTON PUSHBUT VNV

VS

DN

UP

FLC

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

CPL

P100-AP-001

BANK PUSHBUTTON

12-12 April 2009

PUSH SYNC PUSHBUTTON

BANK PUSHBUTTON

HDG SEL KNOB (OUTER)


12-12 April 2009

PUSH SYNC PUSHBUTTON

HDG KNO

Developed for Train

Autopilot AFCS and Speed Control The table below shows the controls for the FGCS management group and controls for the speed control group:    

AFCS and Speed Control The table below shows the controls controls for the speed control group:

AP YD CSC



CPL (Couple)



 

Control Name AP pushbutton

YD pushbutton

CSC pushbutton

Position

Description

Momentarily pushed (not engaged)

AP engages YD engages if not engaged

Momentarily pushed (engaged)

AP is disengaged


YD engages


YD is disengaged


CSC engages


CSC is disengaged

CPL pushbutton

CPL (Couple)

Control Name



YD pushbutton



CSC pushbutton

l

Position


AP pushbutton

Toggles the selected FD and its source of PFD data between pilot and copilot. Arrowhead annunciator on the PFD indicates the used PFD and source.

ON

AP YD CSC


CPL pushbutton

ON

l

AP PUSHBUTTON FD

NAV

CRS1

APR

BANK

PUSH DIR

HDG

AP PUSHBUTTON

YD PUSHBUTTON AP

HDG SEL

PUSH SYNC

CSC PUSHBUTTON

YD

CSC

CPL

ALT

ALT SEL

VNV

VS

DN

UP

FLC

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR

P100-AP-001c

CPL PUSHBUTTON


12-13 April 2009

NAV

APR

BANK

HDG

YD PUSHBU AP

HDG SEL

PUSH SYNC

CSC PUSHBUTTON

YD

CSC

A

CPL

P


T R A I N I N G

S E R V I C E S

T R A I N I N G

Vertical Guidance Controls The table opposite shows the controls for the lateral guidance control group:        

ALT Hold Mode (ALT) Adjusts the Selected Altitude (ALT SEL) Vertical Path Tracking Mode for Vertical Navigation Flight Control (VNV) Vertical Speed Mode (VS) Adjusts the Vertical Speed Reference (UP/DN Wheel) Flight level Change Mode (FLC) Adjusts the Airspeed Reference (SPD SEL) Push IAS-MACH VNV VS PUSHBUTTON PUSHBUTTON ALT FLC PUSHBUTTON PUSHBUTTON FD

CRS1

PUSH DIR

NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

ALT

ALT SEL

CPL

VNV

VS

DN

UP

FLC

VS SPEED WHEEL

12-14 April 2009

       

ALT Hold Mode (ALT) Adjusts the Selected Altitude (ALT SEL Vertical Path Tracking Mode for Vertica Vertical Speed Mode (VS) Adjusts the Vertical Speed Reference ( Flight level Change Mode (FLC) Adjusts the Airspeed Reference (SPD Push IAS-MACH VNV PUSHBUTT ALT PUSHBUTTON

FD

FD

SPD SEL

CRS2

CRS1

PUSH IAS MACH

PUSH DIR

PUSH DIR

ALT SEL PUSHBUTTON

P100-AP-001d


NAV

APR

BANK

HDG

AP

HDG SEL

PUSH SYNC

YD

CSC

ALT

ALT SEL

CPL

ALT SEL PUSHBUTTON

SPEED SELECT KNOB (OUTER) PUSH IAS-MACH PUSHBUTTON

S E R V I C E S

Vertical Guidance Controls The table opposite shows the controls for

VS SPEED WHEEL

12-14 April 2009

Developed for Train

Autopilot Control Name ALT pushbutton

ALT SEL rotary knob

VNV pushbutton

VS pushbutton

VS rotary selector wheel

FLC pushbutton

Position

PUSH IAS-MACH pushbutton (on center of SPD SEL knob)

Control Name


Activates ALT mode


Disarms / Deactivates ALT mode

Altitude target not displayed

Altitude target becomes displayed and synchronized to the current altitude

Altitude target displayed

Altitude target changes with a 100 ft. increment.


Arms VPTH


Disarms / Deactivates any VNV mode


Activates VS mode


Disarms / Deactivates VS mode

DOWN / UP

Rotating the Vertical Speed Select Wheel up causes the Vertical Speed Target to decrease. Rotating the Wheel down causes the Vertical Speed Target to increase. Increments: 100 ft./min.


Activates FLC mode


Deactivates FLC mode

FLC not active SPD SEL rotary knob

Description

ALT pushbutton

ALT SEL rotary knob

VNV pushbutton

VS pushbutton

VS rotary selector wheel

FLC pushbutton

No effect

FLC active

ON

Toggles the speed reference value between Indicated Airspeed value and M (mach) value.


Momentarily push (not armed or act

Momentarily push (armed or active Altitude target not played

Altitude target displ


Momentarily push (armed or active



DOWN / UP



FLC not active

Turning the knob CW increases speed target and turning the knob CCW decreases the speed target. Increment: 1 kt or 0.01m

Phenom 100

Position

12-15 April 2009

SPD SEL rotary knob

PUSH IAS-MACH pushbutton (on center of SPD SEL knob)

FLC active

ON


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

AP/YD/TRIM/PUSHER DISC Pushbutton

AP/YD/TRIM/PUSHER DISC Pushb

The AP/YD/TRIM/PUSHER* DISC Pushbutton on each pilot and copilot control yoke is a switch called QD (Quick Disconnect). The switch supplies an output to the quick disconnect relay, and this relay sends the output to GIAs and to autopilot servos and allows the pilot or copilot to immediately disconnect the AP and YD functions and disengage the autopilot servos.

The AP/YD/TRIM/PUSHER* DISC Pushb trol yoke is a switch called QD (Quick D output to the quick disconnect relay, and and to autopilot servos and allows the pi nect the AP and YD functions and diseng

* NOTE: EASA registered aircraft - AP/YD/TRIM DISC Pushbutton ONLY!

* NOTE: EASA registered aircraft - AP/

CWS Pushbutton

CWS Pushbutton

The CWS pushbutton on each pilot and copilot control yoke is a switch that allows the crew to override the authority of the AP function with no effect on the YD and turn coordination functions. When the CWS pushbutton is pressed and held the vertical FD command synchronizes with the current aircraft pitch and roll attitude, and power is removed from the servo motor and solenoid.

The CWS pushbutton on each pilot and allows the crew to override the authority of YD and turn coordination functions. When held the vertical FD command synchroniz roll attitude, and power is removed from th

This allows temporary manual control. Autopilot will attempt to comply with modes selected prior to selection of CWS after pushbutton is released. CWS is displayed in white in the AFCS status box while the CWS button is pressed.

This allows temporary manual control. A modes selected prior to selection of CWS displayed in white in the AFCS status box

AP/YD/TRIM/PUSHER* DISC and CWS Pushbuttom

AP/YD/TRIM/PUSHER* DISC and C

CWS PUSH-BUTTON

AP / YD / TRIM / PUSHER DISC PUSHBUTTON

CWS PUSH-BUTTON

CWS PUSH-BUTTON

AP / YD / TRIM / PUSHER DISC PUSHBUTTON

AP / YD / TRIM / PUSHER DISC PUSHBUTTON SDS2432221100P027R

12-16 April 2009


12-16 April 2009

Developed for Train

Autopilot AP Indication on PFD and EICAS Pitch Trim Display on MFD 117.95 117.95

111.85 111.00

NAV1 NAV2 87.8

____ KT

GS

DTK

___ O

TRK

___ O

ETE

__ :__

121.500 136.975

MAP - NAVIGATION MAP

TO ATR

128.075 136.000

95.0

27.2

N1%

10.0

349

ITT C

200

54.9

TEMP C FUEL

599 1250 TEMP

IGN AB

FQ KG

BATT2

7200

ALT RATE

SPDBRK

DELTA-P LFE

CLOSED

OXY

0 5.0 5 1450

TEMP

FQ KG

7200

ALT RATE

SPDBRK

DELTA-P LFE OXY

0 5.0 5 1450

FT FPM PSI FT PSI

FLAPS

LG DN

DN

DN

DN

TRIM

ROLL

ROLL

SHW CHRT

DCLTR

20

YAN

MAP WPT AUX NRST

MAP

Roll Trim

TRIM

5 NM

20

YAN

SYSTEM

SYSTEM

CHK LIST

Pitch Trim

MAP

Roll Trim

MFD

Yaw Trim

Pitch Trim

Yaw Trim Yaw Current Autopilot Damper Speed Status Status Control

Lateral Modes

Armed

CABIN

0V 0V

CLOSED

DN DN

2050

C ELEC

BATT2

CERBY

PSI

853 800

FF KGH

23

PSI FT

232 253

FUEL

BATT1

FPM

IGN AB

55.1

TEMP C

FLAPS

LG

200

N2% OIL PRES PSI

AUGUSTA

KIAB

FT

10.0

ITT C

599 1250

KBEC

KICT

CABIN

0V 0V

N1%

349

232 253

KAAD

ICT

2050

C ELEC

95.0

27.2

54.9

EL DORAD PARK CITY

853 800

FF KGH

23

BATT1

____ KT

GS

TO ATR

TFR NO DATA

232 253

OIL PRES PSI

117.95 117.95

111.85 111.00

NAV1 NAV2 87.8

IGN AB

55.1

N2%

232 253

COM1 COM2

NORTH UP STRMSCP LIGHTNING FAILED

KEWK

IGN AB

AP Indication on PFD and EICA

Active

NAV1 NAV2

Vertical Modes

Flight Director Indicator Arrow

108.00 108.00

117.95 11 5 7.95 117.95

KIXD GPS ROL

Active

KCEA AP YD VS

DIS 114 NM BRG 234 100 FPM ALTS VPTH

M 230

20

20

10

10

10

10

°

136 5 136.975 136.9 1 36.9 136.975

15200 15400

Armed

118.000 118.000

Y Autopilot Da Status S

Lateral Modes

Armed

Active

COM1

NAV1

COM2

NAV2

Flight Direct Indicator Arr

108.00 108.00

117.95 11 5 7.95 117.95

KIXD GPS ROL

2000 4

2

230

15300

220

2

15200

210

151

200

307

HDG 035

M .411

30

14900

4

CRS 300

200

190

HDG 035

M .411

30.04 IN

33 TERM

21

3

GPS

21

24

210 2

N

W

20 00

15000

24

190

220

6

S

E

15 0 C ISA

12

RAT

XPDR1 1253

+15 C

INSET

SENSOR

PDF

OBS

CDI

ADF/DME

XPDR

IDENT

ALT

TMR/REF

LCL

17:12:20

NRST

MSG

R

RAT

0 C ISA

+15 C

INSET

SENSOR

PDF

O

PFD P100-AFLT-080


12-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flight Director

Flight Director

Flight Director Modes Of Operations The FD system has two categories for modes of operation: vertical axis and lateral axis. The selected GIA does not allow a FD mode to be engaged, remain engaged, arm or remain armed unless the parameters required for that mode are valid. If a required input parameter becomes invalid while the mode is engaged, either a lateral or vertical FD mode reversion is initiated depending on the axis associated with the mode. If a required input parameter becomes invalid while the mode is armed, it becomes disarmed.

Flight Director Modes Of Operations The FD system has two categories for m lateral axis. The selected GIA does not remain engaged, arm or remain armed that mode are valid. If a required input p mode is engaged, either a lateral or ver depending on the axis associated with th ter becomes invalid while the mode is arm

The vertical axis flight director guidance modes are:

The vertical axis flight director guidance m

        

Altitude Hold (ALT) Altitude Pre-select (ALTS) Flight Level Change (FLC) G/A (Go-Around) TO (Takeoff) G/S (Glideslope) Pitch Hold (PIT) Vertical Speed (VS) Vertical Navigation (VNV)

        

The lateral axis flight director guidance modes are:      

The lateral axis flight director guidance m

Roll Hold (ROL) Wings Level (a function of ROL mode) Low Bank HDG Navigation (VOR/LOC/BC/GPS) Approach (VOR/LOC/GPS)

12-18 April 2009

     


Altitude Hold (ALT) Altitude Pre-select (ALTS) Flight Level Change (FLC) G/A (Go-Around) TO (Takeoff) G/S (Glideslope) Pitch Hold (PIT) Vertical Speed (VS) Vertical Navigation (VNV)

Roll Hold (ROL) Wings Level (a function of ROL mode) Low Bank HDG Navigation (VOR/LOC/BC/GPS) Approach (VOR/LOC/GPS)

12-18 April 2009

Developed for Train

Autopilot

Vertical Modes

Vertical Modes

Altitude Hold (ALT) The ALT Hold Mode provides a pitch command, which permits the autopilot to keep the altitude. The ALT Hold Mode can be armed manually by pushing the ALT pushbutton in the GP, or automatically by means of the ALT preselect mode. The ALT pushbutton in the GP engages and disengages the altitude hold FD mode. ALT Hold Mode active is indicated by an ALT annunciation in the AFCS status box on the PFD.

Altitude Hold (ALT) The ALT Hold Mode provides a pitch keep the altitude. The ALT Hold Mod ALT pushbutton in the GP, or automati The ALT pushbutton in the GP enga mode. ALT Hold Mode active is indica status box on the PFD.

The CSC is available while ALT Hold Mode is active. When the CSC pushbutton is pressed, the FADEC varies engine thrust to maintain the desired airspeed within a certain control range.

The CSC is available while ALT Hold ton is pressed, the FADEC varies e speed within a certain control range.

With the CWS pushbutton depressed, the aircraft can be hand-flown to a new altitude reference. When the CWS is released at the desired altitude, the new altitude is established as the altitude reference. If the selected altitude is reached during CWS maneuvering, the altitude reference is not changed. In this case, the CWS must be pressed again after the selected altitude is reached, to adjust the altitude reference.

With the CWS pushbutton depressed altitude reference. When the CWS is altitude is established as the altitud reached during CWS maneuvering, this case, the CWS must be press reached, to adjust the altitude referen

Altitude Hold Mode (ALT) Current Speed Control Active

Altitude Hold Mode (ALT) Current S Control Ac

Altitude Hold Mode Active

Selected Altitude

Selected Altitude Bug

Command Bars Hold Pitch Attitude to Maintain Altitude Reference

Command Bars Hold Pitch to Maintain Altitude Refere P100 AP 003


12-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Altitude Pre-selected (ALTS) The white ALTS annunciation indicates that the ALT Pre-Selected Mode is armed. The ALT SEL rotary knob is used to set the selected altitude until the Pre-Selected Mode becomes active.

Altitude Pre-selected (ALTS) The white ALTS annunciation indicates armed. The ALT SEL rotary knob is used Pre-Selected Mode becomes active.

While in TO or G/A mode, the ALT Pre-Selected Mode arms automatically only in case the preselected altitude is greater than or equal to 400 ft (Foot) from the TO or G/A mode entry ALT. As the aircraft nears the selected altitude, the FD automatically transitions to ALT Pre-Selected Mode with ALT Hold Mode armed. This automatic transition is indicated by the green ALTS annunciation flashing for up to 5 seconds and the appearance of the white ALT annunciation. At 50 ft from the selected altitude, the FD automatically transitions from ALT Pre-Selected Mode to ALT Hold Mode and holds the selected altitude. As ALT Hold Mode becomes active, the white ALT annunciation moves to the active vertical mode field and flashes in green for 5 seconds to indicate the automatic transition.

While in TO or G/A mode, the ALT Pre only in case the preselected altitude is g from the TO or G/A mode entry ALT. As tude, the FD automatically transitions to Hold Mode armed. This automatic transi annunciation flashing for up to 5 second ALT annunciation. At 50 ft from the sele transitions from ALT Pre-Selected Mode selected altitude. As ALT Hold Mode beco ation moves to the active vertical mode f onds to indicate the automatic transition.

Altitude Pre-Selected Mode (ALTS)

Altitude Pre-Selected Mode (ALTS) ALTITUDE PRE-SELECTED MOVE ARMED

A NAV1 NAV2

108.00 108.00

D KMCI ROL

117.95 117.95

137 NM BRG 065 PIT ALTS

DIS

M 20

230

20

°

136.975 136.975

15200 15400

A

118.000 118.000

COM1

NAV1

COM2

NAV2

108.00 108.00

D KMCI ROL

117.95 117.95

D

2000 4

230

20

20

10

10

15300

10

220

10

2

220

15200

20 151 00

210 200

10

307

HDG 035

M .411

30

14900

4

CRS 300

200

HDG 035

30

W

GPS

TERM

21

21

C

33

3

TERM

3

GPS

10

307

M .411

30.04 IN

33

10

190

N

24

2

N

W

15000

24

190

10

210

S

S

E

15

12

15 SENSOR

PDF

OBS

CDI

ADF/DME

XPDR

IDENT

ALT

TMR/REF

LCL

17:12:20

NRST

MSG

R

TAT

0 C SAT

12

XPDR1 1253

+15 C

INSET

E

0 C SAT

6

6

TAT

+15 C

INSET

SENSOR

PDF

OBS

CDI

ADF/DM

SDS2432221100P047R

"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION"

"FLASH UP TO 5 SEC. INDICATING

A 12-20 April 2009

A Phenom 100


12-20 April 2009

Developed for Train

Autopilot Flight Level Change (FLC) The Flight Level Change Mode is selected by pressing the FLC pushbutton, and it is indicated by a green FLC annunciation in the AFCS Status Box. The Flight Level Change Mode is designed in such a way that the airplane never flies away from the preselected altitude. This mode acquires and maintains the airspeed reference in IAS or MACH while climbing or descending to the selected altitude.

Flight Level Change (FLC) The Flight Level Change Mode is se and it is indicated by a green FLC an Flight Level Change Mode is design flies away from the preselected altit the airspeed reference in IAS or MA selected altitude.

Once engaged, the Flight Level Change Mode continuously monitors current selected altitude, IAS, MACH and ALT. If the preselected altitude is above the current altitude, the mode commands the airplane to climb in case the speed reference is less than current airspeed, or throttle is changed in order to increase airspeed, otherwise the mode commands the airplane to a level flight with vertical speed equal to zero. If the preselected altitude is below the current altitude, the mode commands the airplane to descend in case the speed reference is greater than the current airspeed, or throttle is changed in order to reduce airspeed, otherwise the mode commands the airplane to a level flight with vertical speed equal to zero.

Once engaged, the Flight Level Cha selected altitude, IAS, MACH and AL current altitude, the mode command reference is less than current airsp increase airspeed, otherwise the m flight with vertical speed equal to zer current altitude, the mode comman speed reference is greater than the c order to reduce airspeed, otherwise level flight with vertical speed equal t

The Flight Level Change Mode also switches between FLC IAS and FLC MACH and vice versa manually by pressing the speed knob on the GP. In this case the automatic transition activates again if the FLC IAS and FLC MACH is left in the ALT, IAS or MACH condition that satisfies the logic system.

The Flight Level Change Mode als MACH and vice versa manually by pr case the automatic transition activat is left in the ALT, IAS or MACH condi

Flight Level Change Mode (FLC) Flight Level Change Selected Altitude Mode Active Capture Mode Armed

Flight Level Change Mode (FLC) Flight M

Airspeed Reference

Airspeed Reference

Airspeed Reference Bug


Command Bars Indicate Climb to Attain Selected Altitude


Command to Attai

12-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Flight Level Change Mode

S E R V I C E S

Flight Level Change Mode Flight Level Change Mode Active

Selected Altitude Capture Mode Armed

Flight Lev Mode

Airspeed Reference (Mach)

Airspeed Reference (Mach)



Command Bars Indicate Climb to attain Selected Altitude

Command Bars to attain Sele

FLC Mode Unit Changes

FLC Mode Unit Changes

AIRSPEED REFERENCE UNITS

UNIT TYPE CHANGES AT

AIRSPEED REFERENCE U

Default Units

Change To

Altitude

Airspeed

Default Units

Change

Climb

IAS

Mach

> 31,500 ft

>M 0.55

Climb

IAS

Mach

Descent

Mach

IAS

<30,500 ft

< 250 kt

Descent

Mach

IAS

Takeoff (TO) and Go-Around (GA) Modes By pressing the TOGA switch, located on the thrust levers, the crew selects either TO or G/A vertical flight director mode, depending whether the airplane is on the ground or in the air.

Takeoff (TO) and Go-Around (GA) Mod By pressing the TOGA switch, located on either TO or G/A vertical flight director mo is on the ground or in the air.

In G/A Mode, the FD commands a constant set pitch attitude, 7.5º Flaps 2 or 5.5º 3/FULL. ALT Pre-Selected Mode is automatically armed when the aircraft is at least 400 feet below the selected altitude at the time TO or G/A Mode is selected.

In G/A Mode, the FD commands a consta 5.5º 3/FULL. ALT Pre-Selected Mode is aircraft is at least 400 feet below the sele Mode is selected.

Pressing the GA Switch while in the air activates the FD in a wings-level, PIT (Pitch)-up attitude, allowing the execution of a MAPR (Missed Approach) or a G/A. Selecting G/A Mode disengages the AP; however, subsequent AP engagement is allowed.

Pressing the GA Switch while in the air a (Pitch)-up attitude, allowing the execution G/A. Selecting G/A Mode disengages engagement is allowed.

TO Mode provides an attitude reference during rotation and TO. This mode can be selected only while on the ground by pushing the TO Switch. The FD

TO Mode provides an attitude reference can be selected only while on the ground

12-22 April 2009

12-22 April 2009


Developed for Train

Autopilot Command Bars assume a wings-level, pitch-up attitude. AP engagement while TO Mode is active, is inhibited while the aircraft is on the ground.

Command Bars assume a wings-le while TO Mode is active, is inhibited

Takeoff Mode (TO) and GO-Around Mode (GA)

Takeoff Mode (TO) and GO-Around

Autopilot Disconnect Annunciation Flashes Yellow 5 sec

Autopilot Disconnect Annunciation Flashe Yellow 5 sec

Go Around Mode Active

Command Bars Indicate Climb Takeoff Mode Active

MAX

TO/GA

Command

MAX

MAX

TO/GA

TO/GA

CON/CLB

CON/CLB

CON/CLB

MAX CRZ

MAX CRZ

MAX CRZ

IDLE

IDLE

IDLE

TO/GA

TO/GA

TO/GA

TOGA Switches


12-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Glideslope (G/S) The G/S Mode is available for LOC (Localizer) / ILS (Instrument Landing System) approaches to capture and track the G/S. The G/S Mode arms in case APR LOC Mode is armed or engaged, and does not engage if APR LOC Mode is not engaged. It disarms or disengages if APR LOC Mode disarms or disengages.

Glideslope (G/S) The G/S Mode is available for LOC (Loca tem) approaches to capture and track th APR LOC Mode is armed or engaged, Mode is not engaged. It disarms or disen disengages.

Once the LOC has been set as the navigation source, the LOC and G/S can be captured. Upon reaching the G/S, the FD transitions to G/S Mode and begins to capture and track the G/S.

Once the LOC has been set as the navig be captured. Upon reaching the G/S, th begins to capture and track the G/S.

Glideslope Mode (GS)

Glideslope Mode (GS)

Active ILS Frequency Tuned

NAV2 (localizer) is Selected Navigation Source

Approach Mode Active

Glideslope Mode Active

Command Bars Indicate Descent on Localizer/Glideslope Path

Active ILS Frequency Tuned

NAV2 (localizer) is Selected Navigation Source

Approach Mode Activ

Command on Localiz

Glideslope Indicator

12-24 April 2009


12-24 April 2009

Developed for Train

Autopilot Pitch Hold (PIT) This mode may be used for climb or descent to the selected altitude, since ALT Pre-Selected Mode is automatically armed when PIT Hold Mode is activated. When the FD is activated (with the FD Key) or switched, PIT Hold Mode is selected by default. Pitch Hold Mode is indicated as the active vertical mode by the PIT annunciation

Pitch Hold (PIT) This mode may be used for climb o ALT Pre-Selected Mode is automatic vated. When the FD is activated (w Mode is selected by default. Pitch H cal mode by the PIT annunciation

In PIT Hold Mode, the FD maintains a constant PIT attitude, the PIT reference. The PIT reference is set to the aircraft PIT attitude at the moment of mode selection. If the aircraft PIT attitude exceeds the FD PIT command limitations, the FD commands a PIT angle equal to the nose-up/down limit.

In PIT Hold Mode, the FD maintain ence. The PIT reference is set to th mode selection. If the aircraft PIT atti tations, the FD commands a PIT ang

Pitch Hold Mode (PIT)

Pitch Hold Mode (PIT) Pitch Hold Mode Active

Pit Mo


Selected Altitude

Command Bars Maintain Desired Pitch Reference


Command Bars Mainta Desired Pitch Referenc

12-25 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Vertical Speed (VS) In VS Mode, the FD acquires and maintains a VS reference. Current aircraft VS becomes the VS reference at the moment of VS Mode activation. This mode may be used for climb or descend to the selected altitude since ALT Pre-Selected Mode is automatically armed when VS Mode is selected.

Vertical Speed (VS) In VS Mode, the FD acquires and mainta VS becomes the VS reference at the m mode may be used for climb or descend Pre-Selected Mode is automatically arme

When VS Mode is selected, the VS target synchronizes with the current VS and is displayed on the PFDs as a cyan target bug on the VS tape and as its corresponding digital readout in cyan color into a box right above the tape. The VS target selection can be made in 100 ft/min (Feet per Minute) increments using the VS rotary selector wheel on the GP. The VS target synchronizes with the current VS upon the CWS pushbutton is released from its activation.

When VS Mode is selected, the VS targ and is displayed on the PFDs as a cyan t corresponding digital readout in cyan co The VS target selection can be made in ments using the VS rotary selector whee nizes with the current VS upon the CW activation.

With the VS Mode activated by pressing the VS pushbutton, VS is annunciated in green in the AFCS Status Box.

With the VS Mode activated by pressing ated in green in the AFCS Status Box.

Vertical Speed Mode (VS)

Vertical Speed Mode (VS) Vertical Speed Mode Active


Selected Altitude

Vertical S Mode A

Se A

Vertical Speed Reference Vertical Speed Reference Bug

Command Bars Indicate Climb to Attain Vertical Speed Reference

Command Bars Indicate Climb to Attain Vertical Speed Reference

Vertical Navigation (VNV) The VNAV Function comprehends the three Modes as follows:

Vertical Navigation (VNV) The VNAV Function comprehends the thr



Vertical Path Mode (VPTH) VNV Target Altitude Capture Mode (ALTV)  Glidepath Mode (GP) The FD may be armed for VNAV at any time, but no target altitudes are captured during a climb.The Command Bars provide vertical profile guidance







12-26 April 2009

12-26 April 2009


Vertical Path Mode (VPTH) VNV Target Altitude Capture Mode (AL  Glidepath Mode (GP) The FD may be armed for VNAV at any t tured during a climb.The Command Ba

Developed for Train

Autopilot based on specified altitudes (entered manually or loaded from the database) at waypoints in the active flight plan or direct-to (with vertical constraint). The appropriate VNAV flight control modes are sequenced by the FD to follow the path defined by the vertical profile. Upon reaching the last waypoint in the VNAV flight plan, the FD transitions to ALT Hold Mode and cancels any armed VNAV modes.

based on specified altitudes (entered at waypoints in the active flight plan appropriate VNAV flight control mode path defined by the vertical profile. VNAV flight plan, the FD transition armed VNAV modes.

Vertical Path Mode (VPTH) When a vertical profile (VNAV flight plan) is active and the VNV pushbutton is pressed, Vertical Path Tracking Mode is armed in preparation for descent path capture.VPTH (or V when Glidepath or G/S Mode is concurrently armed) is annunciated in white in addition to previously armed modes. If applicable, the appropriate altitude capture mode is armed for capture of the next VNV Target Altitude (ALTV) or the ALT Pre-Selected Mode (ALTS), whichever is greater.

Vertical Path Mode (VPTH) When a vertical profile (VNAV flight p pressed, Vertical Path Tracking Mo path capture.VPTH (or V when Glide is annunciated in white in addition to the appropriate altitude capture mod Target Altitude (ALTV) or the ALT P greater.

Vertical Path Mode (VPTH)

Vertical Path Mode (VPTH) Altitude Hold Mode Active

Vertical Path Tracking Armed (Flashing Indicates Acknowledgment Required

Altitud Mode

VNV Target Altitude Selected Altitude Below VNV Target Required Vertical Speed Bug


Terminal Phase of Flight



Vertical Deviation Indicator


12-27 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VNV Target Altitude Capture Mode (ALTV) VNV Target Altitude Capture is analogous to ALT Pre-Selected Mode (ALTS) and is armed automatically after the VNV pushbutton is pressed and the next VNV Target Altitude is to be intercepted before the Selected Altitude. The annunciation ALTV indicates that the VNV Target Altitude is to be captured. VNV Target Altitudes are shown in the active flight plan or direct-to (with vertical constraint), and can be entered manually or loaded from a database.

VNV Target Altitude Capture Mode (AL VNV Target Altitude Capture is analogou and is armed automatically after the VNV VNV Target Altitude is to be intercepted annunciation ALTV indicates that the VN VNV Target Altitudes are shown in the ac cal constraint), and can be entered manu

As the aircraft nears the VNV Target Altitude, the FD automatically transitions to VNV Target Altitude Capture Mode with ALT Hold Mode armed. This automatic transition is indicated by the magenta ALTV annunciation flashing for up to 5 seconds and the appearance of the white ALT annunciation. The active VNV Target Altitude is shown in magenta above the Vertical Speed Indicator.

As the aircraft nears the VNV Target Altitu to VNV Target Altitude Capture Mode wit matic transition is indicated by the mage up to 5 seconds and the appearance o active VNV Target Altitude is shown in Indicator.

At 50 feet from the VNV Target Altitude, the flight director automatically transitions from VNV Target Altitude Capture to Altitude Hold Mode and tracks the level leg. As ALT Hold Mode becomes active, the white ALT annunciation moves to the active vertical mode field and flashes in magenta for 5 seconds to indicate the automatic transition. The FD automatically arms Vertical Path Tracking, allowing upcoming descent legs to be captured and subsequently tracked.

At 50 feet from the VNV Target Altitude, th tions from VNV Target Altitude Capture to level leg. As ALT Hold Mode becomes moves to the active vertical mode field an to indicate the automatic transition. The F Tracking, allowing upcoming descent leg tracked.

Vertical Navigation Modes (VNV) - VNV Target Altitude Capture Mode (ALTV)

Vertical Navigation Modes (VNV) - VNV (ALTV)

Vertical Path Tracking Active

VNV Target Altitude Capture Armed

Vertica Trackin

VNV Target Altitude


12-28 April 2009

Command Bars Indicate Descent to Terminal Maintain Required Vertical Speed Phase of Flight Vertical Deviation Indicator (VDI)

Required Vertical Speed Bug



12-28 April 2009


Command Bars Ind Maintain Required

Developed for Train

Autopilot Glidepath Mode (GP) The Glidepath Mode is used to track the WAAS (Wide Area Augmentation System)-based glidepath. When the Glidepath Mode is armed, the GP is annunciated in white in the AFCS Status Box.

Glidepath Mode (GP) The Glidepath Mode is used to trac System)-based glidepath. When the annunciated in white in the AFCS Sta

Upon reaching the glidepath, the FD transitions to Glidepath Mode and begins to capture and track the glidepath.

Upon reaching the glidepath, the begins to capture and track the glide

Vertical Navigation Modes (VNV) -Glidepath Mode (GP)

Vertical Navigation Modes (VNV) -G

GPS Approach Mode Active

GPS is SelectedLPV Approach Navigation Active Source

Glidepath Mode Active

GPS Approach Mode Active

Command Bars Indicate Descent on Glidepath Glidepath Indicator

GPS is SelectedLPV Approach Navigation Active Source

Lateral Axis Flight Director Guidance Modes

Lateral Axis Flight Director Gu

The lateral FD modes supply FD guidance commands in the lateral axis.The indications for the modes show on the PFD's.

The lateral FD modes supply FD gui indications for the modes show on th

Roll Hold (ROL) When the FD is activated or switched, the Roll Hold Mode is selected by default. This mode is annunciated as ROL in the AFCS Status Box. The current aircraft bank angle is held, subject to the bank angle condition.

Roll Hold (ROL) When the FD is activated or switch default. This mode is annunciated as rent aircraft bank angle is held, subje

The roll reference can be changed by pressing the CWS pushbutton, establishing the desired bank angle, then releasing the CWS pushbutton.

The roll reference can be changed b lishing the desired bank angle, then r

Phenom 100

Phenom 100


12-29 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Wings Level (WL) The Wing Level (WL) mode, part of the ROL mode, holds the current aircraft roll attitude or rolls the wings level, depending on the commanded bank angle. The GIA engages Wings Level Mode If the current roll angle is less than 6 degrees when the Roll Hold FD Mode is engaged. Roll Hold Mode Responses as follows:

Wings Level (WL) The Wing Level (WL) mode, part of the R roll attitude or rolls the wings level, de angle. The GIA engages Wings Level M than 6 degrees when the Roll Hold FD Responses as follows:

Roll Hold Mode Responses

Roll Hold Mode Responses

Bank Angle

Flight Director Response

Bank Angle

<6°

Rolls Wings Level

<6°

6 to 30°

Maintains current aircraft roll attitude

6 to 30°

>30°

Limits bank to 30°

>30°

Roll Hold Mode - (ROL)

Roll Hold Mode - (ROL)

ROLL HOLD MODE ANNUNCIATION

NAV1 NAV2

108.00 108.00

M

117.95 117.95

ROLL HOLD MODE ANNUNCIATION

D KMCI ROL

137 NM BRG 065 PIT ALTS

DIS

M 20

230

20

°

136.975 136.975

15200 15400

118.000 118.000

COM1

NAV1

COM2

NAV2

108.00 108.00

117.95 117.95

D KMCI ROL

D

2000 4

230

20

20

10

10

15300

10

220

10

2

220

15200

20 151 00

210 200

10

307

HDG 035

M .411

30

14900

4

CRS 300

200

HDG 035

30

W

GPS

TERM

21

21

C

33

3

TERM

3

GPS

10

307

M .411

30.04 IN

33

10

190

N

24

2

N

W

15000

24

190

10

210

S

S

E

15

12

15 SENSOR

PDF

OBS

CDI

ADF/DME

XPDR

IDENT

ALT

TMR/REF

LCL

17:12:20

NRST

MSG

R


TAT

0 C SAT

+15 C

INSET

12-30 April 2009

12

12-30 April 2009

XPDR1 1253

+15 C

INSET

E

0 C SAT

6

6

TAT

SENSOR

PDF

OBS

CDI

ADF/DM

Developed for Train

Autopilot Low Bank The Low Bank Mode limits the maximum bank/roll angle to a certification-specific limit. When in Low Bank, the FD limits the maximum commanded roll angle, and an arc limit is displayed in green along the Roll Scale in the ADI (Attitude Director Indicator). The Low Bank Mode can be manually or automatically selected while heading, GPS (Global Positioning System) lateral navigation, or VOR lateral navigation mode is active.

Low Bank The Low Bank Mode limits the maxim cific limit. When in Low Bank, the F angle, and an arc limit is displayed (Attitude Director Indicator). The Low matically selected while heading, G navigation, or VOR lateral navigation

Low Bank Mode

Low Bank Mode LOW BANK ARC


LOW B

12-31 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Heading (HDG) The Heading Select Mode acquires and maintains the selected heading. The selected heading target is presented on the FDs independently of the active FD mode, and its selection is displayed as a cyan target bug on the compass and as its corresponding digital readout in cyan color into a box at the top left side of the compass. The heading target selection can be made in 1 degree increments using the HDG rotary knob on the GP. Pressing the HDG rotary knob synchronizes the selected heading to the current heading. The CWS pushbutton activation has no effect on the selected heading target.

Heading (HDG) The Heading Select Mode acquires and m selected heading target is presented on FD mode, and its selection is displayed a and as its corresponding digital readout in side of the compass. The heading target increments using the HDG rotary knob o knob synchronizes the selected heading pushbutton activation has no effect on the

Heading Mode (HDG)

Heading Mode (HDG)

Heading Select Mode Active

Selected Heading

Heading Select Mode Active

Selected Heading Bug

Command Bars Track Selected Heading

Selected Heading

Selected Heading Bug

Navigation (VOR/LOC/BC/GPS) Pressing the NAV pushbutton selects the NAV Mode.The NAV Mode acquires and tracks the selected NAV source (GPS, VOR, LOC). FD follows GPS roll steering commands when GPS is the selected NAV source. When the NAV source is VOR or LOC, the FD creates roll steering commands from the Selected Course and deviation. The NAV Mode can also be used to fly nonprecision GPS and LOC approaches where vertical guidance is not required.

Navigation (VOR/LOC/BC/GPS) Pressing the NAV pushbutton selects the and tracks the selected NAV source (GP steering commands when GPS is the se source is VOR or LOC, the FD creates Selected Course and deviation. The NAV precision GPS and LOC approaches whe

The Back Course Mode captures and tracks a localizer signal in the back course direction.The mode may be selected by pressing the NAV pushbutton. When making a back course approach, set the selected course to the local-

The Back Course Mode captures and tr course direction.The mode may be select When making a back course approach, s

12-32 April 2009

12-32 April 2009


Developed for Train

Autopilot izer front course.The FD creates roll steering commands from the selected course and deviation.

izer front course.The FD creates ro course and deviation.

PFD Lateral Axis Guidance Mode Annunciators

PFD Lateral Axis Guidance Mode A

GPS Navigation Mode Active


GPS Navigation Mode Active

Navigation Mode

Command Bars Indicate Left Turn to Track GPS Course


Backcourse Mode Active

LOC2 is Selected Navigation Source

Navig

Backcourse Mode Active

Command Bars Hold Pitch Attitude Backcourse Mode


12-33 April 2009

LOC2 is Selected Navigation Source

Backc


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Approach (VOR/LOC/GPS) The APR Mode is activated when the APR pushbutton is pressed. The APR Mode acquires and tracks the selected navigation source (GPS, VOR, or LOC), depending on loaded APR. This mode uses the selected navigation receiver deviation and desired course inputs to fly the APR. Pressing the APR pushbutton when the CDI (Course Deviation Indicator) is greater than one dot arms the selected APR Mode.

Approach (VOR/LOC/GPS) The APR Mode is activated when the AP Mode acquires and tracks the selected LOC), depending on loaded APR. This receiver deviation and desired course in APR pushbutton when the CDI (Course one dot arms the selected APR Mode.

The LOC APR Mode allows the AP to fly a LOC/ILS approach with a G/S. When the LOC APR Mode is armed, G/S Mode is also armed automatically. The LOC captures are inhibited if the difference between aircraft heading and localizer course exceeds 105 degrees.

The LOC APR Mode allows the AP to f When the LOC APR Mode is armed, G/S The LOC captures are inhibited if the diffe localizer course exceeds 105 degrees.

PFD Lateral Axis Guidance Mode Annunciators

PFD Lateral Axis Guidance Mode Annu

GPS APPROACH MODE ARMED NAV1 NAV2

GPS APPROACH MODE ARMED

108.00 108.00

KIXD GPS

117.95 117.95

KCEA

°

114 NM BRG 234 136.975 PIT GP 136.975 ALTS

DIS

15200 230

20

20

10

10

15400

118.000 118.000

COM1

NAV1

COM2

NAV2

108.00 108.00

KIXD GPS

117.95 117.95

KCEA

2000 4

230

20

20

10

10

10

10

15300

220

2

151

200

10

10

307

HDG 035

M .411

30

15000

2

14900

4

CRS 300

200

190

307

HDG 035

M .411

30.04 IN

33 TERM

30

W

GPS

33 TERM

21

3

GPS

21

24

210

N

W

20 00

24

190

220

15200

210

6 S

S

E

15

12

15

12-34 April 2009

XPDR1 1253

+15 C

INSET

SENSOR

PDF

OBS

CDI

ADF/DME

XPDR

IDENT

ALT

TMR/REF

LCL

17:12:20

NRST

MSG

R


TAT

0 C SAT

+15 C

INSET

12-34 April 2009

12

0 C SAT

E

TAT

SENSOR

PDF

OBS

CDI

AD

Developed for Train

Autopilot Flight Director Vertical Modes Vertical Mode

Description

Flight Director Vertical Modes Control

Annunciation

Reference

Vertical Mode

Range

Holds the current aircraft pitch Pitch Hold

attitude; may be used to climb/

Holds the current airc (default)

PIT

*

ALTS

±20 ˚

Pitch Hold

descend to the Selected Altitude Selected Altitude Capture Altitude Hold

Captures the Selected Altitude Holds the current altitude reference

Vertical Speed

climb/descend to the Selected

ALT Key

ALT

Altitude Hold

VS Key

VS

the aircraft is climbing/descending

±6000 fpm

Vertical Speed

Vertical Path Tracking VNV Target Altitude Capture Glidepath Glideslope

of an active vertical profi le Captures the Vertical Navigation (VNV) Target Altitude

FLC Key

FLC

VNV Key **

Captures and tracks the WAAS glidepath on approach

APR

Captures and tracks the ILS

Key

glideslope on approach

0.4 – 0.7 M

Flight Level Change

preparation for takeoff Disengages the autopilot and Go Around

airspeed (in IAS or M

the aircraft is climbing

VPTH

Vertical Path Tracking

ALTV

VNV Target Altitude Capture

GP

Glidepath

GS

Glideslope

Captures and tracks d

of an active vertical p Captures the Vertical

(VNV) Target Altitude

Captures and tracks t

glidepath on approach

Captures and tracks t

glideslope on approac

Disengages the autop

commands a constant pitch angle and wings level on the ground in

climb/descend to the

to the Selected Altitud

Disengages the autopilot and Takeoff

vertical speed; may b

Maintains the current

80 – 275 kt

to the Selected Altitude Captures and tracks descent legs

reference

Altitude

Maintains the current aircraft Flight Level Change

Captures the Selecte

Holds the current altit Maintains the current

Altitude airspeed (in IAS or Mach) while

attitude; may be used

descend to the Select Selected Altitude Capture

Maintains the current aircraft vertical speed; may be used to

Description

TO GA

11˚ Flap 1 9˚ Flap 2

Takeoff

and wings level while in the air

and wings level on the

preparation for takeof

Switch

commands a constant pitch angle

commands a constan

GA

7.5˚ Flap 2 5.5˚ FULL

Disengages the autop Go Around

commands a constan

and wings level while

* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected Altitude is to be captured instead of the VNV Target Altitude.

* ALTS is armed automatically when PIT, VS, FLC, Altitude is to be captured instead of the VNV Targ

** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude.

** ALTV is armed automatically under VPTH when th Selected Altitude.


12-35 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Flight Director Lateral Modes Lateral Mode

S E R V I C E S

Flight Director Lateral Modes Description

Control

Annunciation

Maximum Roll

Lateral Mode

Command Limit

Description

Holds the current aircraft roll attitude or rolls the wings level,

Roll Hold

depending on the commanded

Holds the current aircr (default)

ROL

30˚

attitude or rolls the win

Roll Hold

depending on the com

bank angle Limits the maximum commanded

Low Bank

roll angle Captures and tracks the Selected

Heading Select **

Heading

bank angle BANK Key HDG Key

Navigation, GPS ** Navigation, VOR Enroute Capture/Track **

Captures and tracks the selected NAV Key

(No Glideslope) Navigation, Backcourse Arm/Capture/Track

15˚

Low Bank

HDG

30˚

Heading Select **

GPS

30˚

Navigation, GPS **

VOR

navigation source (GPS, VOR, LOC)

Navigation, LOC Capture/Track

*

Captures and tracks a localizer

LOC BC

signal for backcourse approaches

Approach, GPS

GPS Captures and tracks the selected

Approach, VOR Capture/Track

navigation source (GPS, VOR,

APR Key

LOC)

Approach, LOC Capture/Track

VAPP LOC

(Glideslope Mode automatically armed)

25˚ Capture 10˚ Track 25˚ Capture 10˚ Track 25˚ Capture 10˚ Track 30˚ 25˚ Capture 10˚ Track 25˚ Capture 10˚ Track

Disengages the autopilot and Go Around

Captures and tracks th Heading

Captures and tracks th

navigation source (GP LOC)

Navigation, LOC Capture/Track (No Glideslope) Navigation, Backcourse Arm/Capture/Track

Captures and tracks a signal for backcourse

Approach, GPS

Captures and tracks th

Approach, VOR Capture/Track

navigation source (GP LOC)

Approach, LOC Capture/Track (Glideslope Mode automatically armed)

Commands a constan TO

angle and wings level on the ground in preparation for takeoff

roll angle

Navigation, VOR Enroute Capture/Track **

Commands a constant pitch Takeoff

Limits the maximum co

Wings Level

Takeoff

Switch

commands a constant pitch angle

angle and wings level ground in preparation

GA

Disengages the autop GA

Wings Level

Go Around

and wings level in the air

commands a constant and wings level in the

* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll Scale of the Attitude Indicator.

* No annunciation appears in the AFCS Status Box. The acceptab Scale of the Attitude Indicator.

** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank mode value if it is engaged.

** The Heading, Navigation GPS and Navigation VOR mode maxim mode value if it is engaged.

12-36 April 2009


12-36 April 2009

Developed for Train

Autopilot

Limitations

Limitations











CAS Messages

CAS Messages

Type

Caution

Message

Meaning

AP FAIL

Autopilot function is no longer operative.

AP FAIL

AP PITCH MISTRIM

Airplane mistrimed in pitch axis when the AP is engaged.

AP PITCH MISTRIM

AP ROLL MISTRIM

Airplane mistrimed in roll axis when the AP is engaged.

AP ROLL MISTRIM

AUTO PTRIM FAIL

Any failure that is restricted to the proper automatic pitch trim operation, which does not affect the proper operation of the other pitch trim functions.

YD FAIL

Yaw damper function is no longer operative.

YD FAIL

YD MISTRIM

Airplane is mistrimed in yaw axis when the YD is engaged.

YD MISTRIM


Type

12-37 April 2009

Caution

Message

AUTO PTRIM FAIL

A

A

w

Y


T R A I N I N G

S E R V I C E S

T R A I N I N G


12-38 April 2009

Intentionally L


S E R V I C E S

12-38 April 2009

Developed for Train

Brakes

Brakes

Brakes

General

General

The functions of the wheels and brakes are to:

The functions of the wheels and brak



Let the aircraft move on the ground Control the speed of the aircraft when it is on the ground and the maneuvering (with the normal and emergency brake systems)  Apply, and hold the brakes on, when the aircraft is parked (parking brake)  Apply the brakes when the landing gear retracts (normal brake system) The Wheels and Brakes includes:







  

Main Brake System Emergency / Parking Brake System Wheels, Tires and Brakes

  

Wheels and Brakes

LH PPT Gear Handle

RH PPT

LH PPT

Supply

SHUT OFF VALVE

Digital Brake Control Unit

LH BCV

WST ARINC 429 Avionics T-handle

Return

RH BCV Press Xducer

Press Xducer

ASkid Fail Signal

Main Brake System Emergency / Parking Brake Syste Wheels, Tires and Brakes

Wheels and Brakes

Wow Wow LH RH

Brake Fail Signal

Let the aircraft move on the groun Control the speed of the aircraft w vering (with the normal and emerg  Apply, and hold the brakes on, wh  Apply the brakes when the landing The Wheels and Brakes includes:

To avionics BRK

WST

BRK Press Switch

TRV

SHUTOFF VALVE DC BUS 2

Gear Handle

RH PPT

Wow Wow LH RH

Digital Brake Control Unit Brake Fail Signal

LH BCV Press Xducer

ASkid Fail Signal

WST

BRK

ARINC 429 Avionics T-handle

Press Xducer To avionics


13-1 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Wheels and Brakes

BRAKE CONTROL VALVE

S E R V I C E S

Wheels and Brakes

PRESSURE TRANDUCER

BRAKE CONTROL VALVE

EMERGENCY/PARKING BRAKE PRESSURE SWITCH

PRESSURE TRANDUCER

EM BR

BRAKE CONTROL VALVE BRAKE CONTROL SHUTOFF VALVE

BRAKE CON SHUTOFF V PRESSURE TRANSDUCER

EMERGENCY/PARKING BRAKE VALVE EMERGENCY/PARKING BRAKE HYDRAULIC ACCUMULATOR

EMERGENCY/PARKING BRAKE VALVE

EMERGENCY/PARKING BRAKE PRESSURE TRANSDUCER EMERGENCY/PARKING BRAKE CHARGING VALVE

EMERGENCY/PARKING BRAKE HYDRAULIC ACCUMULATOR

BRAKE ASSEMBLY

BRAKE ASSEMBLY

MAIN W ASSEMB

WHEEL SPEED TRANSDUCER

13-2 April 2009

EM500ENSDS320006A.DGN

MAIN WHEEL ASSEMBLY


13-2 April 2009

Developed for Train

Brakes

Main Brake System

Main Brake System

The main brake system function is to control hydraulic pressure to the brakes as a function of brake pedal displacement and to provide anti-skid protection to prevent main tires skidding during braking and minimize stopping distance.

The main brake system function is to as a function of brake pedal displace to prevent main tires skidding during

The main brake system receives hydraulic power from the aircraft hydraulic power generation system.

The main brake system receives hy power generation system.

The main brake system operates with hydraulic fluid. Hydraulic power, supplied at 3000 psi (Pounds per Square Inch) maximum, is provided by the hydraulic power system through a constant-flow electrical hydraulic pump.

The main brake system operates wi plied at 3000 psi (Pounds per Squ hydraulic power system through a co

The main brake system commands hydraulic pressure to the brakes as a function of brake pedal input.

The main brake system commands function of brake pedal input.

Each brake pedal of the pilot station is connected to a pedal position transducer (PPT), one for the left brake pedal and one for the right brake pedal. The copilot brake pedal is mechanically linked to the pilot brake pedal.

Each brake pedal of the pilot station ducer (PPT), one for the left brake p The copilot brake pedal is mechanica

Two brake pedals PPTs provide the LH/RH brake pedal displacement information to the BCU (Brake Control Unit). The Pedal Position Transducer produces an electrical output proportional to the position of the corresponding pedal. Each PPT produces two independent outputs for redundancy.

Two brake pedals PPTs provide the mation to the BCU (Brake Control U duces an electrical output proportio pedal. Each PPT produces two indep

The brake system provides differential brake capability for aircraft directional control from either pilot seat. Pressure to the right brake is controlled through the right brake pedals, and pressure to the left brake is controlled through the left brake pedals.

The brake system provides different control from either pilot seat. Pressu the right brake pedals, and pressure left brake pedals.

The main brake system is a brake-by-wire type equipped with antiskid to prevent tire skidding and minimize stopping distance. The system is electronically controlled by a digital BCU, which controls both left and right hand brakes independently.

The main brake system is a brake-by vent tire skidding and minimize stop cally controlled by a digital BCU, w brakes independently.

Wheel speed information is derived from two axle mounted wheel speed transducers, each one of them driven by the associated hubcap which is integral to the wheel assembly. These transducers are variable reluctance devices whose outputs are sent to the BCU. The BCU is powered from the DC Bus 2.

Wheel speed information is derived transducers, each one of them driven gral to the wheel assembly. Thes devices whose outputs are sent to t DC Bus 2.

Hydraulic pressure is available to the BCV (Brake Control Valve) through a brake SOV (Shutoff Valve), electronically controlled by the BCU. This SOV provides pressure only when the pedals are pressed and the aircraft is on ground. It also provides pressure to the BCVs during the BCU built in tests.

Hydraulic pressure is available to th brake SOV (Shutoff Valve), electron provides pressure only when the pe ground. It also provides pressure to t

In case of failure or leakage in the main brake subsystem, the SOV prevents this problem from affecting the other hydraulic consumers.

In case of failure or leakage in the m this problem from affecting the other

Each wheel brake is commanded by a dedicated, electro-hydraulic BCV. The BCU measures the output from the wheel speed transducer, pedal transducer

Each wheel brake is commanded by BCU measures the output from the w

Phenom 100

Phenom 100


13-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

and pressure transducer and provides a commensurate electrical command to the associated BCV.

and pressure transducer and provides a to the associated BCV.

Brake pressure information is derived from two brake pressure transducers installed on the brake line downstream of the brake control valves. The output of each transducer is a current signal proportional to the commanded brake pressure and is sent to the BCU.

Brake pressure information is derived fro installed on the brake line downstream of of each transducer is a current signal pr pressure and is sent to the BCU.

Check valves are provided on the return port of the hydraulic components to prevent backflows to the brakes, which could cause inadvertent brake application.

Check valves are provided on the return po vent backflows to the brakes, which could c

Antiskid Protection The antiskid control function, which is provided by the BCU, is a fully proportional adaptive closed loop control system that provides efficient braking under all runway conditions.

Antiskid Protection The antiskid control function, which is pro tional adaptive closed loop control sys under all runway conditions.

If a skid is detected by the BCU, by comparing the signal from the two Wheel Speed Transducers, the signal to the BCV is modified to reduce the pressure to the brakes below the skid threshold.

If a skid is detected by the BCU, by comp Speed Transducers, the signal to the BCV to the brakes below the skid threshold.

In case of a wheel speed transducer failure the antiskid function is disabled, because there is no way to monitor tire skids.

In case of a wheel speed transducer failu because there is no way to monitor tire sk

In case of a too low brake pressure for the commanded pedal input, the Brake Pressure Transducer input causes the valve signal development to modify the valve current by increasing its output to raise the pressure to the brake.

In case of a too low brake pressure for the Pressure Transducer input causes the val valve current by increasing its output to ra

The antiskid function is available during all the braking action, and there are no means to turn it off from the cockpit controls.

The antiskid function is available during no means to turn it off from the cockpit co

The function remains inactive until a complete Start-Up test or In-Flight Test is performed satisfactorily.

The function remains inactive until a comp performed satisfactorily.

The anti-skid drop-out velocity is 10 KTS (Knots).

The anti-skid drop-out velocity is 10 KTS

Locked Wheel Protection The locked wheel protection relieves brake pressure to recover deep skid which would result in a locked wheel condition that the anti-skid function alone could not prevent.

Locked Wheel Protection The locked wheel protection relieves br which would result in a locked wheel c alone could not prevent.

Individual locked wheel protection is provided.

Individual locked wheel protection is prov

A locked wheel condition exists when the wheel speed of either wheel drops to less than 30% of a predefined declaration schedule.

A locked wheel condition exists when the to less than 30% of a predefined declarat

13-4 April 2009

13-4 April 2009


Developed for Train

Brakes Touchdown Protection The touchdown protection function allows the wheels to spin up/rotate at touchdown even if the pilot commands braking through the brake pedals prior to touchdown. This avoids tire blow out at touchdown.

Touchdown Protection The touchdown protection function touchdown even if the pilot command to touchdown. This avoids tire blow o

Touchdown protection is provided to prevent any brake application prior to weight-on-wheels or before the main wheels have spun up to 30Kt.

Touchdown protection is provided to weight-on-wheels or before the main

Fusible Plugs

Fusible Plugs

The fusible plugs are metal plugs threaded to the wheels which melt when the core overheats, allowing the tire pressure to be safely released.

The fusible plugs are metal plugs thre core overheats, allowing the tire pres

Brake Wear Pins

Brake Wear Pins

During brake operations, brake pads and disks are consumed. When the wear pins appear flush with the brake return spring assembly upper face, the brakes need replacement.

During brake operations, brake pad wear pins appear flush with the brak brakes need replacement.

Phenom 100

Phenom 100


13-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Spin Down Control The spin down control stops the rotating wheel after take off, within 4.5 seconds after landing gear retraction is initiated.

Spin Down Control The spin down control stops the rotating onds after landing gear retraction is initiat

The SOV is turned on during spin down when the landing gear control lever transitions from down to the retract (up) position and WOW (Weight-onWheels) status is weight off wheels (air).

The SOV is turned on during spin down transitions from down to the retract (u Wheels) status is weight off wheels (air).

Failure of gear handle discrete to “down” results in loss of spin down control function.

Failure of gear handle discrete to “down” function.

Note: The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to

Note: The NLG (Nose Landing Gear) ba

stop the NLG wheel rotation when it enters in the bay during the gear retraction.

stop the NLG wheel rotation when retraction.

Integrated Maintenance / BIT (Built-in Test) The main brake system provides the fault monitoring, functional consequence, failure indications and status indications for the Main Brake system.

Integrated Maintenance / BIT (Built-in T The main brake system provides the quence, failure indications and status ind

Normal Operation The brakes are actuated through the pedals installed in the cockpit. The pressure applied to the brakes are proportional to the pedal displacement, except when the pressure applied causes tire skidding. In this case the system dumps the pressure to a level that will avoid tire skidding.

Normal Operation The brakes are actuated through the peda sure applied to the brakes are proportion when the pressure applied causes tire dumps the pressure to a level that will av

Abnormal Operation In case of an “ANTI-SKID FAIL” message, the brakes are still available through pedals without anti-skid capability, requiring a smooth brake application.

Abnormal Operation In case of an “ANTI-SKID FAIL” mess through pedals without anti-skid capabilit tion.

In case of a hydraulic system loss, the “HYD LO PRESS” message appears in the CAS (Crew Alerting System) and the pilot may use the emergency/ parking brake subsystem, which still has hydraulic energy for at least 6 brake applications through its accumulator.

In case of a hydraulic system loss, the “H in the CAS (Crew Alerting System) and parking brake subsystem, which still has applications through its accumulator.

In case of an electrical power loss, the “BRAKE FAIL” message appears in the CAS and the pilot reverts to the emergency / parking brake subsystem.

In case of an electrical power loss, the “ the CAS and the pilot reverts to the emer

CAS Messages The CAS indications are used to indicate a failure condition so flight crew can perform appropriate corrective actions. The following CAS messages related to the main brake subsystem can be generated:

CAS Messages The CAS indications are used to indicate perform appropriate corrective actions. T to the main brake subsystem can be gene





“ANTI-SKID FAIL” - CAUTION: When this message appears the brake is still available through pedals without anti-skid capability, requiring a smooth brake application. “BRK FAIL” - CAUTION: The message appears when the aircraft has lost the electrical power.

13-6 April 2009






“ANTI-SKID FAIL” - CAUTION: When t still available through pedals without a smooth brake application. “BRK FAIL” - CAUTION: The message the electrical power.

13-6 April 2009

Developed for Train

Brakes

Emergency / Parking Brake System

Emergency / Parking Br

The emergency / parking brake function is to provide an alternate way to stop the aircraft in case of main brake system failure, and to provide means to keep the aircraft parked even when hydraulic power system is turned-off.

The emergency / parking brake funct the aircraft in case of main brake s keep the aircraft parked even when h

The emergency /parking brake is operated through a T-handle located at the central pedestal. The T-handle is linked to the emergency / parking brake valve via a steel cable. The pilot can meter pressure to the brakes by pulling or releasing the handle. The parking brake is set at the end of the handle stroke by rotating it 90 degrees, clockwise.

The emergency /parking brake is op central pedestal. The T-handle is lin valve via a steel cable. The pilot can or releasing the handle. The parkin stroke by rotating it 90 degrees, cloc

The emergency / parking brake valve incorporates a thermal relief valve. The function of this valve is to protect the hydraulic system from over pressurization due to ambient temperature growth in the aircraft descent phase.

The emergency / parking brake valve function of this valve is to protect the tion due to ambient temperature grow

A check valve is incorporated at the valve return port to avoid inadvertent brake application due to hydraulic pressure growth in the return lines.

A check valve is incorporated at th brake application due to hydraulic pr

A pressure switch is installed in the brake line downstream the valve. When pressure is higher than the brake contact pressure (T-handle is pulled), the pressure switch turns on a white lamp on the cockpit front panel to alert the pilot about the use of the emergency / park brake.

A pressure switch is installed in the pressure is higher than the brake co pressure switch turns on a white lam pilot about the use of the emergency

PARKING BRAKE

PARKING BRAKE

The Pressure Transducer and the Pressure Switch send signals to, and receive electrical power from the GEA (Garmin Engine Airframe unit) 2.

The Pressure Transducer and the receive electrical power from the GE

The accumulator’s gas chamber is charged with nitrogen via a charging valve. The accumulator pressure is sensed by a pressure transducer and is displayed on the status synoptic page.

The accumulator’s gas chamber is valve. The accumulator pressure is displayed on the status synoptic pag

The accumulator oil chamber is pressurized by the aircraft hydraulic system.

The accumulator oil chamber is pres

Phenom 100

Phenom 100


13-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

A shutoff valve upstream the accumulator isolates the pressure in the emergency / park brake system in case of normal hydraulic system failure. This valve closes when the aircraft is airborne or on the ground with one thrust lever angle < 25º.

A shutoff valve upstream the accumulato gency / park brake system in case of no valve closes when the aircraft is airborn lever angle < 25º.

Emergency Brake System

Emergency Brake System T-HANDLE T-HANDLE AND CABLE BRK CV

PRESS SWITCH

CV

TRV

RETURN LINE

CHARGE VALVE

REMOTE CHG VALVE

(OUTPUT TD AVIONICS)


PT



PRESSURE TRANSDUCER

(OUTPUT TD AVIONICS)

PRESSURE LINE

RETURN LINE

CHARGE VALVE

REMOTE CHG VALVE

PT

PRESSURE TRANSDUCER



ACCUMULATOR

25 CU 1N ACCUMULATOR

BRK

CV

TRV

ACCUMULATOR

25 CU 1N ACCUMULATOR

6 full brakes applications available No antiskid protection available

13-8 April 2009

EMERG/PARK VALVE

SHUT OFF VALVE

TO AVIONICS

EMERG/PARK VALVE

CV



EMERGENCY/ PARKING BRAKE VALVE

EMERGENCY/ PARKING BRAKE VALVE

SHUT OFF VALVE

PRESSURE LINE



6 full brakes applications available No antiskid protection available

13-8 April 2009

Developed for Train

Brakes Normal Operation

Normal Operation

Upon using the emergency / parking brake, the pressure applied is proportional to the handle displacement.

Upon using the emergency / parking tional to the handle displacement.

No anti-skid protection is available.

No anti-skid protection is available.

CAS Messages The CAS indications are used to indicate a failure condition for the flight crew to perform appropriate corrective actions.

CAS Messages The CAS indications are used to indi to perform appropriate corrective act

The following CAS messages related to the emergency / parking brake subsystem can be generated:

The following CAS messages relate system can be generated:





“EMER BRK LO PRES” - CAUTION: This message appears when the nitrogen pressure of the pressure accumulator is less than 1,800 psi. “PARK BRK NOT REL” - ADVISORY: This messages appears when the aircraft is preparing to take off and the brakes are not released.

Aural Warning The following Aural Warning message related to the emergency/parking brake subsystem can be generated: 

“NO TAKEOFF BRAKES”: This aural warning comes on when the aircraft is preparing to take off and the brakes are not released.





“EMER BRK LO PRES” - CAUTIO nitrogen pressure of the pressure “PARK BRK NOT REL” - ADVISO aircraft is preparing to take off and

Aural Warning The following Aural Warning mess brake subsystem can be generated: 

“NO TAKEOFF BRAKES”: This au is preparing to take off and the bra

Emergency / Parking Brake Valve The emergency/parking brake valve is manually operated by the pilot through T-handle located at cockpit central pedestal.

Emergency / Parking Brake Valve The emergency/parking brake valve T-handle located at cockpit central pe

There are three ports in valve’s body:

There are three ports in valve’s body



Supply port: It is connected to the pipe which comes from accumulator and provides hydraulic pressure.  Brake port: It is connected to the pipe which goes to the brake assemblies. Upon operation of the valve, the hydraulic pressure is sent through this port.  Return port: It is connected to the pipe which goes to hydraulic system reservoir. When the pilot actuates the T-handle, it generates a rotation of the valve pulley cam which causes a proportional displacement of a piston and a set of springs. The return port is closed and, the more the piston is displaced, the more the pressure is released through the brake port. When the valve is fully actuated (parking brake position), the pressure at the brake port is at pressure supply level.



When the valve is in the non-actuated position, the brake port is open to return.

When the valve is in the non-actua return.

The valve incorporates on its body a check valve and a thermal relief valve. The check valve is located at return port and does not allow fluid flowback

The valve incorporates on its body a The check valve is located at return

Phenom 100

Phenom 100


13-9 April 2009

Supply port: It is connected to the provides hydraulic pressure.  Brake port: It is connected to the p Upon operation of the valve, the h port.  Return port: It is connected to the ervoir. When the pilot actuates the T-handle ley cam which causes a proportiona springs. The return port is closed an more the pressure is released throug actuated (parking brake position), th sure supply level.

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

from return line. The thermal relief valve is linked between supply and return ports. In case of accumulator overpressure, due to gas heating, the excess of pressure opens this valve and releases flow to return port, thus relieving the pressure and avoiding damage to the pressure lines.

from return line. The thermal relief valve ports. In case of accumulator overpressur pressure opens this valve and releases f pressure and avoiding damage to the pre

Accumulator One accumulator, dedicated for emergency/parking brake use, is installed in the wing-to-fuselage fairing to feed both brake assemblies. It is a cylindrical piston type accumulator with an oil chamber and a gas chamber isolated one from the other. The system is designed to make possible the application of the handle at least 6 times with the hydraulic system off.

Accumulator One accumulator, dedicated for emergen the wing-to-fuselage fairing to feed both piston type accumulator with an oil cham from the other. The system is designed the handle at least 6 times with the hydra

Check Valve The check valve is an in line mounted component with a spherical seat seal that provides sealing efficiency in one direction and flow in opposite direction.

Check Valve The check valve is an in line mounted co that provides sealing efficiency in one dire

Charging Valve The charging valve is located downstream of the gas side of the accumulator. It allows the recharging of the hydraulic accumulator with nitrogen.

Charging Valve The charging valve is located downstream It allows the recharging of the hydraulic a

Pressure Transducer The pressure transducer function is to sense accumulator pressure. The transducer is hermetically sealed.

Pressure Transducer The pressure transducer function is to transducer is hermetically sealed.

Pressure Switch The pressure switch has a piston type sensing element and is used to indicate emergency/parking brake application when hydraulic pressure increases in the brake line. It is located in the wing-to-fuselage fairing.

Pressure Switch The pressure switch has a piston type s cate emergency/parking brake application in the brake line. It is located in the wing-

Wheels and Brakes

Wheels and Brakes

BRAKE CONTROL VALVE

PRESSURE TRANDUCER

BRAKE CONTROL VALVE

EMERGENCY/PARKING BRAKE PRESSURE SWITCH

PRESSURE TRANDUCER

EME BRA

BRAKE CONTROL VALVE BRAKE CONTROL SHUTOFF VALVE

BRAKE CONT SHUTOFF VA PRESSURE TRANSDUCER

EMERGENCY/PARKING BRAKE VALVE EMERGENCY/PARKING BRAKE HYDRAULIC ACCUMULATOR

13-10 April 2009

EMERGENCY/PARKING BRAKE VALVE

EMERGENCY/PARKING BRAKE PRESSURE TRANSDUCER EMERGENCY/PARKING BRAKE CHARGING VALVE

EMERGENCY/PARKING BRAKE HYDRAULIC ACCUMULATOR


13-10 April 2009

Developed for Train

Brakes Brake Accumulator

Brake Accumulator

Access Panel

Access Panel


13-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Emergency / Parking Brake Accumulator Pressure Indicator

Emergency / Parking Brake Accumula

BRAKE COOLING TIME

BRAKE COOLING TIME

The tables in the POH define the intervals to be observed when performing a subsequent takeoff, allowing the cooling of the brake system.

The tables in the POH define the interva a subsequent takeoff, allowing the coolin

The cooling time is calculated according to flap configuration for landing and takeoff. The POH tables present the cooling time referent to: OAT (°C), Altitude Pressure, range of Landing Weights and range Takeoff Weights.

The cooling time is calculated accor landing and takeoff. The POH tables referent to: OAT (°C), Altitude Pressure, range Takeoff Weights.

CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO THE LANDING GEAR, WHEELS, BRAKES OR TIRES MAY OCCUR DESPITE OF THE PREVIOUS COOLING TIME. THE AIRPLANE MUST BE INSPECTED ACCORDING TO HIGH-ENERGY STOP INSPECTION PROCEDURE DESCRIBED IN THE AIRPLANE AMM AFTER ANY REJECTED TAKEOFF. A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT.

CAUTION: IN CASE THE TAKEOFF THE LANDING GEAR, W MAY OCCUR DESPITE O TIME. THE AIRPLANE ACCORDING TO HIGH-E PROCEDURE DESCRIBE AFTER ANY REJECTED OF 50 MINUTES AFTER SHALL BE OBEYED E PRESENT.

NOTE: - The cooling time is the interval after taxi in and before the next taxi out, i.e., the interval during which the airplane is fully stopped. - The cooling times provided apply only to single landing/takeoff turn-around. It is assumed that the airplane is operated in the approved takeoff or landing configuration.

NOTE: - The cooling time is the interv next taxi out, i.e., the interva fully stopped. - The cooling times provi landing/takeoff turn-around. It operated in the approved take




Developed for T

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT.

A COOLING TIME OF 50 MINUTES SHALL BE OBEYED EVEN IF NO D

CAS Messages

CAS Messages

TYPE Warning

Caution

MESSAGE

MEANING

TYPE

MESSAGE

LG LEVER DISAG

A discrepancy between the position of the landing gear control lever and at least one landing gear is detected.

Warning

LG LEVER DISAG

ANTI-SKID FAIL

Loss of antiskid protection mode.

ANTI-SKID FAIL

BRK FAIL

Loss of wheel brake left or right landing gear.

BRK FAIL

EMER BRK LO PRES

Emergency/parking brake accumulator pressure is low

LG WOW SYS FAIL

Failure condition in WOW indication system.

LG WOW SYS FAIL

PARK BRK NOT REL

Emergency/parking brake actuated condition.

PARK BRK NOT REL


13-13 Rev. 2 January 2011

Caution

EMER BRK LO PRES

Phenom 100

Developed for Train

BRAKE COOLING TIME

BRAKE COOLING TIME

The tables in the POH define the intervals to be observed when performing a subsequent takeoff, allowing the cooling of the brake system.

The tables in the POH define the interv a subsequent takeoff, allowing the coo

The cooling time is calculated according to flap configuration for landing and takeoff. The POH tables present the cooling time referent to: OAT (°C), Altitude Pressure, range of Landing Weights and range Takeoff Weights.

The cooling time is calculated acc landing and takeoff. The POH table referent to: OAT (°C), Altitude Pressur range Takeoff Weights.

CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO THE LANDING GEAR, WHEELS, BRAKES OR TIRES MAY OCCUR DESPITE OF THE PREVIOUS COOLING TIME. THE AIRPLANE MUST BE INSPECTED ACCORDING TO HIGH-ENERGY STOP INSPECTION PROCEDURE DESCRIBED IN THE AIRPLANE AMM AFTER ANY REJECTED TAKEOFF. A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT.

CAUTION: IN CASE THE TAKEOF THE LANDING GEAR, MAY OCCUR DESPITE TIME. THE AIRPLAN ACCORDING TO HIGH PROCEDURE DESCRIB AFTER ANY REJECTED OF 50 MINUTES AFTE SHALL BE OBEYED PRESENT.

NOTE: - The cooling time is the interval after taxi in and before the next taxi out, i.e., the interval during which the airplane is fully stopped. - The cooling times provided apply only to single landing/takeoff turn-around. It is assumed that the airplane is operated in the approved takeoff or landing configuration.

NOTE: - The cooling time is the inte next taxi out, i.e., the inte fully stopped. - The cooling times pro landing/takeoff turn-around. operated in the approved ta

Communications

Communications

Communications

General

General

The communications system provides the means for accomplishing voice and data communications inside an aircraft, between different aircraft, and between the aircraft and ground stations.

The communications system provide data communications inside an a between the aircraft and ground stati

These include:

These include:

    

VHF Communication System Intercom Passenger Address Clearance Recorder Cockpit Voice Recorder

    

Communication Controls

VHF Communication System Intercom Passenger Address Clearance Recorder Cockpit Voice Recorder

Communication Controls

MFD/PFD Controls

MFD/PFD Controls 1

2

3

4

1 - COM Frequency Box Displays COM standby and active frequency fields and volume. The selected COM transceiver frequency is displayed in green.

1 - COM Frequency Box Displays COM standby and active fre COM transceiver frequency is displa

2 - COM Knob Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for kHz). Press to move the tuning box (light blue box) and Frequency Transfer Arrow between COM1 and COM2.

2 - COM Knob Tunes the standby frequencies for th small knob for kHz). Press to move quency Transfer Arrow between COM

Phenom 100

Phenom 100


14-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

3 - COM Frequency Transfer Key Transfers the standby and active COM frequencies. Press and hold this key for two seconds to tune the emergency frequency (121.500 MHz) automatically into the active frequency field.

3 - COM Frequency Transfer Key Transfers the standby and active COM fr for two seconds to tune the emergency cally into the active frequency field.

4 - COM VOL/SQ Knob Controls COM audio volume level. Press to turn the COM automatic squelch on and off. Volume level is shown in the COM frequency field as a percentage

4 - COM VOL/SQ Knob Controls COM audio volume level. Press on and off. Volume level is shown in the C

14-2 April 2009

14-2 April 2009


Developed for Train

Communications

Audio Panel

Audio Panel

Audio Panel Controls

Audio Panel Controls 1

2

1

3

4

3

5

6

5

7

8

7

9

10

9

11

12

11

13

14

13

15

16

15

17

17

18

19

18

20

21

20

22

23

22

24

Note: When a key is selected, a triangular white annunciator above the key is illuminated.

Note: When a key is selected, a tria illuminated.

1 - COM1 MIC Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when this key is pressed allowing received audio from the #1 COM receiver to be heard. COM2 receive can be added by pressing the COM2 Key.

1 - COM1 MIC Selects the #1 transmitter for transm selected when this key is pressed al receiver to be heard. COM2 receive Key.

2 - COM1 When selected, audio from the #1 COM receiver can be heard.

2 - COM1 When selected, audio from the #1 C


14-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

3 - COM2 MIC Selects the #2 transmitter for transmitting. COM2 receive is simultaneously selected when this key is pressed allowing received audio from the #2 COM receiver to be heard. COM1 receive can be added by pressing the COM1 Key.

3 - COM2 MIC Selects the #2 transmitter for transmittin selected when this key is pressed allowin receiver to be heard. COM1 receive can Key.

4 - COM2 When selected, audio from the #2 COM receiver can be heard.

4 - COM2 When selected, audio from the #2 COM r

5 - COM3 MIC Selects the #3 transmitter (HF) for transmitting. COM3 receive is simultaneously selected when this key is pressed allowing received audio from the #3 COM receiver to be heard.

5 - COM3 MIC Selects the #3 transmitter (HF) for transm ously selected when this key is pressed COM receiver to be heard.

6 - COM3 When selected, audio from the #3 COM receiver (HF) can be heard.

6 - COM3 When selected, audio from the #3 COM r

7 - PA Selects the passenger address system. The selected COM transmitter is deselected when the PA Key is pressed.

7 - PA Selects the passenger address system deselected when the PA Key is pressed.

8 - TEL When selected, activates the SATCOM transceiver.

8 - TEL When selected, activates the SATCOM tr

9 - MUSIC Toggles the Music output on or off.

9 - MUSIC Toggles the Music output on or off.

10 - SPKR Selects and deselects the on-side flight deck speaker. COM and NAV receiver audio can be heard on the speaker.

10 - SPKR Selects and deselects the on-side flig receiver audio can be heard on the speak

11 - MKR/MUTE Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver audio. Unmutes automatically when new marker beacon audio is received.

11 - MKR/MUTE Selects marker beacon receiver audio. M beacon receiver audio. Unmutes autom audio is received.

12 - HI SENS Press to increase marker beacon receiver sensitivity. Press again to return to low sensitivity.

12 - HI SENS Press to increase marker beacon receive low sensitivity.

13 - DME Turns optional DME 1 audio on or off.

13 - DME Turns optional DME 1 audio on or off.

14 - NAV1 When selected, audio from the #1 NAV receiver can be heard.

14 - NAV1 When selected, audio from the #1 NAV re

15 - ADF Not used.

15 - ADF Not used.

14-4 April 2009


14-4 April 2009

Developed for Train

Communications 16 - NAV2 When selected, audio from the #2 NAV receiver can be heard.

16 - NAV2 When selected, audio from the #2 NA

17 - AUX Turns optional DME 2 audio on or off.

17 - AUX Turns optional DME 2 audio on or off

18 - MAN SQ Enables manual squelch for the intercom. When the intercom is active, press the ICS Knob to illuminate SQ. Turn the ICS Knob to adjust squelch.

18 - MAN SQ Enables manual squelch for the inter the ICS Knob to illuminate SQ. Turn

19 - PLAY Press once to play the last recorded COM audio. Press again to stop playing. Press twice within 0.5 second while audio is playing and the previous block of recorded audio is played. Each subsequent two presses within 0.5 second plays each previously recorded block.

19 - PLAY Press once to play the last recorded Press twice within 0.5 second while a recorded audio is played. Each sub plays each previously recorded block

20 - INTR COM Selects and deselects the pilot/copilot intercom on both Audio Panels.

20 - INTR COM Selects and deselects the pilot/copilo

21 - CABIN Initiates intercom communications with passengers in the cabin.

21 - CABIN Initiates intercom communications w

22 - ICS Knob Turn to adjust intercom volume or squelch. Press to switch between volume and squelch control as indicated by illumination of VOL or SQ. The MAN SQ Key must be selected to allow squelch adjustment.

22 - ICS Knob Turn to adjust intercom volume or sq and squelch control as indicated by Key must be selected to allow squelc

23 - MSTR Knob The Master Volume Control adjusts volume for the blended NAV, COM, intercom audio, and alert warnings.

23 - MSTR Knob The Master Volume Control adjusts v com audio, and alert warnings.

24 - DISPLAY BACKUP Button Manually selects Reversionary Mode.

24 - DISPLAY BACKUP Button Manually selects Reversionary Mode


14-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Audio Panel Volume Control

Audio Panel Volume Control

Adjusting the master volume control affects all radio audio volume and airframe type warnings that are heard in the headsets (not the speaker) for the pilot or copilot side Audio Panel. Radio adjustments made on the MFD/PFD controls to compensate for the master volume change on the Audio Panel, also affect the radio levels for the other pilot. Independent radio volume adjustments made using the Audio Panel Master Volume controls affect only the audio heard in the corresponding crew position headset.

Adjusting the master volume control affe frame type warnings that are heard in the pilot or copilot side Audio Panel. Radio a controls to compensate for the master v also affect the radio levels for the othe adjustments made using the Audio Pane the audio heard in the corresponding crew

Radio volume adjustments may be overridden by each crew position independently using the master volume control on the Audio Panel for the respective crew position. In addition, the master volume control for each Audio Panel affects all other system audio output to its designated crew position headset much like volume adjustments found on many aviation headsets.

Radio volume adjustments may be over pendently using the master volume contro tive crew position. In addition, the mas Panel affects all other system audio out headset much like volume adjustments fo

Audio Panel Fail-safe Operation

Audio Panel Fail-safe Operation

If there is a failure of both Audio Panels, a fail-safe circuit connects the pilot’s headset and microphones directly to the COM1 transceiver and the copilot’s headset and microphones directly to the COM2 transceiver. Audio is not available on the speakers. If there is a failure of one Audio Panel, that side only has access to their respective on-side failsafe COM.

If there is a failure of both Audio Panels, headset and microphones directly to the headset and microphones directly to th available on the speakers. If there is a f only has access to their respective on-sid

Note: Audio is not available on the speakers in case of Audio Panel and its cross-side GIA unit simultaneously failure.

Note: Audio is not available on the spea

cross-side GIA unit simultaneously

If there is a failure of one Audio Panel, the remaining one does not have access to the others side’s COM or NAV. For example, if the pilot side Audio Panel fails, the copilot side Audio Panel has access to all the radios except for COM1 and NAV1.

If there is a failure of one Audio Panel, access to the others side’s COM or NAV. Panel fails, the copilot side Audio Panel for COM1 and NAV1.

14-6 April 2009

14-6 April 2009


Developed for Train

Communications

VHF Communication System

VHF Communication Sy

The VHF (Very High Frequency) COM (Communications) system uses airborne equipment and ground stations to supply two-way voice and data communications between aircraft, and between aircraft and ground stations.

The VHF (Very High Frequency) CO borne equipment and ground station munications between aircraft, and be

The aircraft has two VHF COM systems:

The aircraft has two VHF COM syste

VHF COM 1 System  VHF COM 2 System The VHF system consists of four major components:



Two PFD (Primary Flight Display)s and one MFD (Multi-Function Display) (VHF COM Controls)  Two Audio Panels (VHF Selection)  Two VHF Transceivers embedded in GIA (Garmin Integrated Avionics unit) 1 and 2  Two VHF Antennas Each VHF transceiver is also connected to independent electrical BUS systems. The emergency bus supplies power to VHF 1 Transceiver and the DC Bus 1 supplies power to VHF 2 Transceiver.



Phenom 100

Phenom 100

VHF COM 1 System VHF COM 2 System The VHF system consists of four ma








14-7 April 2009

Two PFD (Primary Flight Display)s (VHF COM Controls)  Two Audio Panels (VHF Selection  Two VHF Transceivers embedded 1 and 2  Two VHF Antennas Each VHF transceiver is also conne tems. The emergency bus supplies p Bus 1 supplies power to VHF 2 Tran

Developed for

VHF 1 PWR 1

HSDB

AUDIO 1

AUDIO PANEL 1 AUDIO PANEL 2

DC BUS 1

VHF 2

AUDIO 2

VHF 2 ANTENNA

GIA 2

DC BUS 2

INTEGRATED AVIONICS UNIT 1 (GIA 1)

PFD 2

(VHF1)

MFD


EMERGENCY BUS VHF 1 PWR 2

PFD 1

(VHF1)

GIA 1

DC BUS 1

VHF 1 ANTENNA


HSDB

(VHF1)

AUDIO PANEL 2


AUDIO PANEL 1

(VHF1)

Phenom 100

Developed for Train

14-8 April 2009


14-8 April 2009

VHF Communication System VHF Communication System

S E R V I C E S T R A I N I N G S E R V I C E S T R A I N I N G

Communications The VHF transceivers are embedded in the GIA. The two GIAs are installed in conveniently accessible locations for inspection and maintenance purposes.

The VHF transceivers are embedded conveniently accessible locations for

The VHF controls are embedded in the displays. There are PTT (Push-toTalk) switches for radios on the main instrument panel in parallel with the PTT on the control yoke.

The VHF controls are embedded in Talk) switches for radios on the main on the control yoke.

The VHF 1 and 2 antennas are installed on the top and on the bottom of the aircraft. The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is connected to GIA 2.

The VHF 1 and 2 antennas are insta aircraft. The VHF 1 antenna is conne nected to GIA 2.

GIA 2

GIA 2 GIA 1

GIA 1 SDS2432231200P015R

VHF Communication System - GIA 1 and 2 Location

VHF Communication S

VHF 1 ANTENNA

VHF 1 ANTENNA

VHF 2 ANTENNA

SDS2432231200P017R

The VHF transceiver consists of an independent transmitter and an AM receiver. Each transceiver provides voice communication in the 118.000 to 136.992 MHz general aviation band with 25 kHz or 8.33 kHz channel spacing.The 8.33 kHz channel spacing meets European requirements. The channel spacing is selectable on the AUX-system setup page on the MFD.

The VHF transceiver consists of a receiver. Each transceiver provides 136.992 MHz general aviation band ing.The 8.33 kHz channel spacing m nel spacing is selectable on the AUX

Phenom 100

Phenom 100


14-9 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

COM Transceiver Selection and Activation

S E R V I C E S

COM Transceiver Selection and Activa

Note: During PA Mode, the COM MIC Annunciator is extinguished and the COM active frequency color changes to white, indicating that neither COM transmitter is active.

Note: When turning on the G1000 for use, the system remembers the last frequencies used and the active COM transceiver state prior to shutdown.

Note: During PA Mode, the COM MIC

COM active frequency color chan COM transmitter is active.

Note: When turning on the G1000 for us

quencies used and the active COM

The COM Frequency Box is composed of four fields; the two active frequencies are on the left side and the two standby frequencies are on the right. The COM transceiver is selected for transmitting by pressing the COM MIC Keys on the Audio Panel. During reception of audio from the COM radio selected for transmission, audio from the other COM radio is muted.

The COM Frequency Box is composed o cies are on the left side and the two stand COM transceiver is selected for transmitt on the Audio Panel. During reception of for transmission, audio from the other CO

An active COM frequency displayed in green indicates that the COM transceiver is selected on the Audio Panel (COM1 MIC or COM2 MIC Key). Both active COM frequencies appearing in white indicate that no COM radio is selected for transmitting (PA Key is selected on the Audio Panel). Frequencies in the standby fields are displayed in white. Active Standby Fields Fields

An active COM frequency displayed in g ceiver is selected on the Audio Panel (C active COM frequencies appearing in w selected for transmitting (PA Key is sele cies in the standby fields are displayed in Active Standby Fields Fields

Top Section of the Audio Panel Tuning Box

Tuning Box

COM2 Radio is Selected on the Audio Panel

COM2 Radio is Sele on the Audio Pa

COM3 is reserved for the optional HF radio. The active HF frequency is not shown on the G1000.

COM3 is reserved for the optional HF ra shown on the G1000.

The active COM frequency displayed in green on the MFD is the same as on PFD1.

The active COM frequency displayed in g PFD1.

Transmit / Receive Indications During COM transmission, a white TX appears by the active COM frequency replacing the Frequency Transfer Arrow. On the Audio Panel, when the active COM is transmitting, the active transceiver COM MIC Key Annunciator flashes approximately once per second.

Transmit / Receive Indications During COM transmission, a white TX ap replacing the Frequency Transfer Arrow. O COM is transmitting, the active transc flashes approximately once per second.

During COM signal reception, a white RX appears by the active COM frequency replacing the Frequency Transfer Arrow.

During COM signal reception, a white R quency replacing the Frequency Transfer

14-10 April 2009

14-10 April 2009


Developed for Train

Communications When the same COM radio is selected on both Audio Panels, the pilot has transmit priority on COM1, the copilot has transmit priority on COM2.

Transmit and Receive Indicators

When the same COM radio is selec transmit priority on COM1, the copilo

Annunciator Flashes During Transmission

Transmit and Receive Indicat

COM Transceiver Manual Tuning The COM frequency controls and frequency boxes are on the right side of each PFD and the MFD. The MFD frequency controls and displays are linked to the pilot side PFD (PFD1) only.

COM Transceiver Manual Tuning The COM frequency controls and fr each PFD and the MFD. The MFD fr to the pilot side PFD (PFD1) only.

Manually tuning a COM frequency:

Manually tuning a COM frequency:

1.

Turn the COM Knob to tune the desired frequency in the COM Tuning Box (large knob for MHz; small knob for kHz).

1.

Turn the COM Knob to tune the d (large knob for MHz; small knob fo

2.

Press the Frequency Transfer Key to transfer the frequency to the active field.

2.

Press the Frequency Transfer K field.

3.

Adjust the volume level with the COM VOL/SQ Knob.

3.

Adjust the volume level with the C

4.

Press the COM VOL/SQ Knob to turn automatic squelch on and off.

4.

Press the COM VOL/SQ Knob to

Turn the VOL/SQ Knob to adjust volume. Press the Knob to Turn Automatic Squelch On or Off

Press the Frequency Transfer Key to Transfer COM Frequencies Between Active and Standby Frequency Boxes

Turn the VOL/SQ Knob to adjust volume. Press the Knob to Turn Automatic Squelch On or Off

Turn the COM Knob to Tune the Frequency in the Tuning Box

Selecting the Radio to be Tuned Press the small COM Knob to transfer the frequency tuning box and Frequency Transfer Arrow between the upper and lower radio frequency fields.

Selecting the Radio to be Tuned Press the small COM Knob to tran quency Transfer Arrow between the

Press the COM Knob to Switch the Tuning Box From One COM Radio to the Other


Press the C Switch the Tu One COM Rad

14-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Quick-tuning and Activating 121.500 MHZ Pressing and holding the COM Frequency Transfer Key for two seconds automatically loads the emergency COM frequency (121.500 MHz) in the active field of the COM radio selected for tuning (the one with the transfer arrow). In the example shown, pressing the Audio Panel COM2 MIC Key activates the transceiver.

S E R V I C E S

Quick-tuning and Activating 121.500 M Pressing and holding the COM Freque automatically loads the emergency COM active field of the COM radio selected f arrow). In the example shown, pressing th vates the transceiver.

Press for Two Seconds to Load 121.500 MHz

Press for Two S Load 121.50

COM Tuning Failure

COM Tuning Failure

In case of a COM system tuning failure, the emergency frequency (121.500 MHz) is automatically tuned in the radio in which the tuning failure occurred. Depending on the failure mode, a red X may appear on the frequency display.

In case of a COM system tuning failure, MHz) is automatically tuned in the radio Depending on the failure mode, a red X m

Emergency Channel Loaded Automatically

Emergency C Loaded Autom

Automatic Squelch Automatic Squelch quiets unwanted static noise when no audio signal is received, while still providing good sensitivity to weak COM signals. To disable Automatic Squelch, press the VOL/SQ Knob. When Automatic Squelch is disabled, COM audio reception is always on. Continuous static noise is heard over the headsets and speaker, if selected. Pressing the VOL/SQ Knob again enables Automatic Squelch.

Automatic Squelch Automatic Squelch quiets unwanted sta received, while still providing good sensitiv Automatic Squelch, press the VOL/SQ Kn abled, COM audio reception is always on. the headsets and speaker, if selected. Pres Automatic Squelch.

When Automatic Squelch is disabled, a white SQ appears next to the COM frequency.

When Automatic Squelch is disabled, a wh quency.

Squelch Indication

14-12 April 2009

Press the COM VOL/ SQ Knob to turn off A utomatic Squelch. Press again to restore Automatic Squelch.

Squelch Indication


14-12 April 2009

P S A Pre A

Developed for Train

Communications Volume COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ Knob. Turning the knob clockwise increases volume, turning the knob counterclockwise decreases volume. When adjusting volume, the level is displayed in place of the standby frequencies. Volume level indication remains for two seconds after the change.

Volume COM radio volume level can be adju Knob. Turning the knob clockwise inc clockwise decreases volume. When a place of the standby frequencies. Vol onds after the change.

COM Volume Level Remains for Two Seconds Speaker Each Audio Panel controls a separate cockpit speaker. Pressing the SPKR Key selects and deselects the on-side speaker unless oxygen masks are in use. While using oxygen masks, the on-side cockpit speaker is always on, pilot audio is always heard on the speaker, and the SPKR Key is disabled on the side in which the oxygen mask is in use. SPKR is automatically selected during power up.

Speaker Each Audio Panel controls a separate selects and deselects the on-side sp While using oxygen masks, the on-sid is always heard on the speaker, and which the oxygen mask is in use. SPK up.

All of the radios can be heard over the cockpit speakers. Speaker audio is muted when the PTT is pressed.

All of the radios can be heard over the when the PTT is pressed.

Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on the speaker, even when the speaker is not selected.

Certain aural alerts and warnings (aut the speaker, even when the speaker is

The speaker volume is adjustable within a nominal range. Contact a Garminauthorized service center for volume adjustment.

The speaker volume is adjustable wi authorized service center for volume a

Phenom 100

Phenom 100


14-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Cockpit Loudspeaker There are two loudspeakers installed on the cockpit ceiling panels above the pilot and copilot stations.

Cockpit Loudspeaker There are two loudspeakers installed on pilot and copilot stations.

One loudspeaker is connected to the pilot audio panel and the other, to the copilot audio panel. The loudspeaker is activated by selecting the SPKR key on the audio panel. Selected aircraft audio can be heard over the on-side headset and over the on-side speaker if SPKR is selected.

One loudspeaker is connected to the pil copilot audio panel. The loudspeaker is a on the audio panel. Selected aircraft au headset and over the on-side speaker if S

COM1 MIC

COM1

COM1 MIC

COM1

COM2 MIC

COM2

COM2 MIC

COM2

COM3 MIC

COM3

COM3 MIC

COM3

PA

TEL

PA

TEL

MUSIC

SPKR

MUSIC

SPKR

MKR MUTE

HI SENS

MKR MUTE

HI SENS

DME

NAV1

DME

NAV1

ADF

NAV2

ADF

NAV2

COCKPIT LOUDSPEAKERS

AUX

MAN SQ

AUX

PLAY

MAN SQ

INTR COM

CABIN

INTR COM

CABIN

ICS

MSTR

ICS

MSTR

VOL

SQ

VOL

DISPLAY BACKUP

PLAY

SQ

DISPLAY BACKUP

AUDIO PANEL

14-14 April 2009

COCKPI


AUDIO PANEL

SDS2432235100P037R

14-14 April 2009

Developed for Train

Communications PTT Mic Switch There are four PTT MIC switches: two on the glareshield panel and two on each crew member’s control yoke.

PTT Mic Switch There are four PTT MIC switches: t each crew member’s control yoke.

1

1

1 – Control Wheel Communications Switch  PTT (momentary): allows radio transmissions, as well as voice communications to passengers.

1 – Control Wheel Communication  PTT (momentary): allows radio tra cations to passengers.

Note: The PTT switches on glareshield are provided to allow radio transmis-

Note: The PTT switches on glaresh

sions and voice communications to passengers.

sions and voice communicati

If the PTT MIC switch becomes stuck, the COM transmitter stops transmitting after 35 seconds of continuous operation. An alert appears on the PFD (Primary Flight Display) to advise the crew of a stuck microphone.The COM1 MIC or COM2 MIC key annunciator on the audio panel continues to flash as long as the PTT MIC switch remains stuck.

If the PTT MIC switch becomes stuck after 35 seconds of continuous oper mary Flight Display) to advise the c MIC or COM2 MIC key annunciator long as the PTT MIC switch remains

Jack Panel Jack panels 1 and 2 are installed on the RH (Right-Hand) and LH (Left-Hand) lateral consoles, respectively.

Jack Panel Jack panels 1 and 2 are installed on lateral consoles, respectively.

The jack panels connect the pilot and copilot headset and hand-mic to their respective audio panel. They have connections for both standard and ANR (Active Noise Reduction) headsets.

The jack panels connect the pilot an respective audio panel. They have c (Active Noise Reduction) headsets.

Phenom 100

Phenom 100


14-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Pilot / Copilot Jack Panels

S E R V I C E S

Pilot / Copilot Jack Panels

LH LATERAL CONSOLE

1

2

1

2

SDS2432235100P041R

3

6

5

6

4 JACK PANEL 1

4 JACK PANEL 1

1 – HAND MIC JACK

1 – HAND MIC JACK

2 – HEADPHONE JACK

2 – HEADPHONE JACK

3 – BOOM MIC JACK

3 – BOOM MIC JACK

4 – ACTIVE NOISE REDUCTION HEADSET JACK

4 – ACTIVE NOISE REDUCTION HEAD

5 – MUSIC IN JACK Provides an interface with the auxiliary music inputs. (see Entertainment Inputs)

5 – MUSIC IN JACK Provides an interface with the auxiliary Inputs)

6 – OXIGEN MASK MICROPHONE SWITCH Activates/deactivates the oxygen mask microphone

6 – OXIGEN MASK MICROPHONE SWI Activates/deactivates the oxygen mask m

Intercom

Intercom

INTR COM Key

INTR COM Key

Pressing the INTR COM Key on either Audio Panel selects and deselects the intercom on both Audio Panels.

Pressing the INTR COM Key on either Au intercom on both Audio Panels.

The annunciator is lit when the intercom is active. The intercom connects the pilot and copilot together. Either the pilot or copilot may select or deselect the intercom. Intercom in automatically selected during power on.

The annunciator is lit when the intercom pilot and copilot together. Either the pilot intercom. Intercom in automatically selec

14-16 April 2009

14-16 April 2009


Developed for Train

Communications CABIN Key

CABIN Key

The CABIN Key initiates two way communication between the pilot or copilot and the passengers in the cabin. The annunciator is lit when the cabin intercom is active on either Audio Panel.

The CABIN Key initiates two way co and the passengers in the cabin. Th com is active on either Audio Panel.

When the flight crew wants to communicate with the passengers, the pilot or copilot presses the CABIN Key to signal that communication is desired. The cabin signal must be acknowledged to begin intercom conversation.

When the flight crew wants to comm copilot presses the CABIN Key to si cabin signal must be acknowledged

When the passengers want to communicate with the pilot/copilot, they press the HAIL Key at their seat in the cabin. The CABIN annunciator flashes on both Audio Panels to signal the pilot and copilot that cabin communication is desired. The hail signal must be acknowledged by pressing the CABIN Key to begin intercom conversation.

When the passengers want to comm the HAIL Key at their seat in the ca both Audio Panels to signal the pilot desired. The hail signal must be ackn begin intercom conversation.

MAN SQ Key

MAN SQ Key

The MAN SQ Key allows either automatic or manual control of the intercom squelch setting. Pressing the MAN SQ Key enables manual squelch control, indicated by the MAN SQ annunciator.

The MAN SQ Key allows either auto squelch setting. Pressing the MAN S indicated by the MAN SQ annunciato

During manual squelch operation, pressing the ICS Knob toggles between volume and squelch adjustment, lighting the associated annunciator beneath the knob. When the MAN SQ annunciator is lit, the ICS Knob controls either volume and squelch, selected by pressing the ICS knob and indicated by the VOL or SQ annunciation. When the MAN SQ annunciator is extinguished, the ICS Knob controls only volume.

During manual squelch operation, p volume and squelch adjustment, ligh the knob. When the MAN SQ annun volume and squelch, selected by pre VOL or SQ annunciation. When the M ICS Knob controls only volume.

Manual Squelch Annunciator; Off for Automatic Squelch, On for Manual Squelch Pilot/Copilot ICS

Press to switch betw een V OL and SQ. Turn to adjust Squelch when SQ Annunciation is lit, Volume when VOL Annunciation is lit. Volume A nnunciation

Cabin Annunciator; On for Cabin Intercom, Flashes for Cabin to Flight Deck Hail Selects and Deselects Cabin Intercom

Squelch A nnunciation


Pilot/Copilot ICS

Press to switch betw een V OL and SQ. Turn to adjust Squelch when SQ Annunciation is lit, Volume when VOL Annunciation is lit.

Master Volume Control for Pilot Side or Copilot Side

Phenom 100

Manual Squelch Annunciator; Off for Automatic Squelch, On for Manual Squelch

14-17 April 2009

Volume A nnunciation


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Passenger Address (PA) System

Passenger Address (PA) S

A passenger address system is provided by pressing the PA Key to deliver messages to the passengers. The message is heard by the other pilot on the headset only if the INTR COM Key is enabled. PA messages are one way from the flight deck to the passengers.

A passenger address system is provided messages to the passengers. The messa headset only if the INTR COM Key is e from the flight deck to the passengers.

A Push-to-talk (PTT) must be pressed to deliver PA announcements to the passengers over their headphones.

A Push-to-talk (PTT) must be pressed to passengers over their headphones.

When PA is selected on the Audio Panel, the annunciator flashes about once per second while pressing the PTT, the COM MIC annunciator is no longer lit, and the active COM frequency for that Audio Panel changes to white, indicating that there is no COM selected.

When PA is selected on the Audio Panel, per second while pressing the PTT, the C and the active COM frequency for that Au ing that there is no COM selected.

PA Key is Selected on the Audio Panel

PA Key is Selected on the Audio Panel

Clearance Recorder and Player

Clearance Recorder and Pl

The Audio Panel contains a digital clearance recorder that continually records up to 2.5 minutes of the selected COM radio signal. Recorded COM audio is stored in separate memory blocks. Once 2.5 minutes of recording time have been reached, the recorder begins recording over the stored memory blocks, starting from the oldest block.

The Audio Panel contains a digital clearan up to 2.5 minutes of the selected COM ra stored in separate memory blocks. Once been reached, the recorder begins record starting from the oldest block.

The PLAY Key controls the play function. The PLAY annunciator flashes to indicate when play is in progress.

The PLAY Key controls the play function indicate when play is in progress.

The PLAY annunciator turns off after playback is finished.

The PLAY annunciator turns off after play

Pressing the PLAY Key once plays the latest recorded memory block and then returns to normal operation.

Pressing the PLAY Key once plays the then returns to normal operation.

Pressing the PLAY Key again during play of a memory block stops play. If a COM input signal is detected during play of a recorded memory block, play is halted.

Pressing the PLAY Key again during pla COM input signal is detected during play halted.

Pressing the PLAY Key twice within one-half second while audio is playing plays the previous block of recorded audio. Each subsequent two presses of the PLAY Key within one-half second backtracks through the recorded memory blocks to reach and play any recorded block.

Pressing the PLAY Key twice within one plays the previous block of recorded aud the PLAY Key within one-half second bac ory blocks to reach and play any recorded

14-18 April 2009

14-18 April 2009


Developed for Train

Communications Powering off the unit automatically clears all recorded blocks.

Powering off the unit automatically cl

PLAY Key Controls the Play Function Note: Pressing the play key on the pilot’s Audio Panel plays recorded audio to

Note: Pressing the play key on the p

the Pilot. Pressing the play key on the Copilot’s Audio Panel plays recorded audio to the Copilot.

the Pilot. Pressing the play recorded audio to the Copilot

In-flight Entertainment (IFE)

In-flight Entertainment (

The IFE system is composed of a Satellite Digital Radio. It is necessary to have an XM Radio subscription to have access to the Satellite Radio features.

The IFE system is composed of a S have an XM Radio subscription to tures.

The satellite radio information is available on the Auxiliary Group Page on MFD. To select Satellite Radio Page, it is necessary to use FMS outer knob until reach Auxiliary Group. By using FMS inner knob it is possible to display the page.

The satellite radio information is av MFD. To select Satellite Radio Page until reach Auxiliary Group. By using the page.

In the Satellite Radio Page it is necessary to press the RADIO softkey to access the XM Satellite Radio audio functions.

In the Satellite Radio Page it is ne access the XM Satellite Radio audio

After selecting a channel, setting the volume, in order to enable the music, it is necessary to press MUSIC button on audio panel. The channel selected is heard both in the cockpit and in the cabin. Muting of MUSIC occurs automatically upon airplane VHF radio activity, marker beacon activity or intercom activity.

After selecting a channel, setting the is necessary to press MUSIC button heard both in the cockpit and in the c cally upon airplane VHF radio activ activity.

See Entertainment Inputs below for further instructions.

See Entertainment Inputs below for f

In-Flight Entertainment (IFE) Panel

In-Flight Entertainment (IFE) Pa


14-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Satellite Radio Page

Satellite Radio Page

Entertainment Inputs (Music)

Entertainment Inputs (Mus

The Audio Panel provides two stereo auxiliary entertainment inputs (MUSIC IN) on the pilots audio jack panels. These inputs are compatible with popular portable entertainment devices such as MP3 and CD players. Two 3.5-mm stereo phone jacks are installed in convenient locations for audio connection. The headphone outputs of the entertainment devices are plugged into the MUSIC IN jacks. The availability of the Entertainment Inputs is as shown in the following table.

The Audio Panel provides two stereo au IN) on the pilots audio jack panels. These portable entertainment devices such as stereo phone jacks are installed in conve The headphone outputs of the entertain MUSIC IN jacks. The availability of the E the following table.

Pilot Music In

Copilot Music In

Crew

Passengers

Pilot Music In

Copilot Music In

OFF*

OFF

XM Radio

XM Radio

OFF*

OFF

X

OFF

ON**

Copilot Music In

Copilot Music In

OFF

ON**

C

ON

OFF

Pilot Music In

XM Radio

ON

OFF

P

ON

ON

Pilot Music In

Copilot Music In

ON

ON

P

* OFF means no audio source is plugged into the respective Audio Jack Panel. **ON means an audio source (e.g MP3 player) is plugged into the respective Audio Jack Panel.

* OFF means no audio source is plugged into the res **ON means an audio source (e.g MP3 player) is plu

MUSIC Muting

MUSIC Muting

MUSIC muting occurs when aircraft radio or marker beacon activity is heard. MUSIC is always soft muted when an interruption occurs from an aircraft radio. Soft muting is the gradual return of MUSIC to its original volume level.

MUSIC muting occurs when aircraft radio MUSIC is always soft muted when an radio. Soft muting is the gradual return o

14-20 April 2009

14-20 April 2009


Developed for Train

Communications The time required for MUSIC volume to return to normal is between one-half and four seconds.

The time required for MUSIC volume and four seconds.

XM Radio Entertainment

XM Radio Entertainment

XM Radio audio from the Data Link Receiver may be heard by the pilot and passengers simultaneously (optional: requires subscription to XM Radio Service).

XM Radio audio from the Data Link passengers simultaneously (optional vice).

Jack Panel

Jack Panel

Cockpit Voice and Data Recorder (CVDR) System

Cockpit Voice and Data

The CVDR (Cockpit Voice and Data Recorder) system is a combination of a FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR system keeps a record of the critical flight data and voice communications in the cockpit area.

The CVDR (Cockpit Voice and Data FDR (Flight Data Recorder) and a CV system keeps a record of the critical the cockpit area.

The CVDR unit keeps the most recent data from the input sources as follows:

The CVDR unit keeps the most recen



A minimum of 2 hours of audio data from four input sources (two primary crew microphones, an area microphone in the cockpit and a spare audio input).  A minimum of 25 hours of flight data unit. After the flight, the records of cabin voice data contained in the CVDR memory can be erased if the aircraft is on the ground, the parking brake is applied, and the control panel toggle switch is set at the CVR ERASE position.



The CVDR system continuously records cockpit voice and flight data as long as aircraft power is on.

The CVDR system continuously reco as aircraft power is on.

The CVDR system does not let the audio data be erased when the aircraft is in flight. In order to manually erase the audio data, there must be a WOW

The CVDR system does not let the a in flight. In order to manually erase

Phenom 100

Phenom 100


14-21 April 2009

A minimum of 2 hours of audio da crew microphones, an area micro input).  A minimum of 25 hours of flight da After the flight, the records of cabin v ory can be erased if the aircraft is on and the control panel toggle switch is

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

(Weight-on-Wheels) indication and the parking brake must be set. The pilot can then use the CVR ERASE button on the CVDR control panel to erase the audio data.

(Weight-on-Wheels) indication and the p can then use the CVR ERASE button on audio data.

The CVDR unit receives the audio on four band voice channels:

The CVDR unit receives the audio on fou



Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address System) (PA is an optional function for the PHENOM 100).  Channel 2: Co-Pilot’s Audio, Boom, Mask, and Hand-Held Microphone Input  Channel 3: Pilot’s Audio, Boom, Mask and Hand-Held Microphone Input  Channel 4: Cockpit Area Microphone (CAM) Input The controls for the CVDR system are on the left lateral console in the cockpit. The CVDR control panel contains test switches, a CVR ERASE pushbutton, and a headphone jack that can be used to monitor the audio signals being recorded.



Cockpit Area Microphone The cockpit area microphone is located on a vertical plane oriented orthogonally to the pilot’s and copilot’s normal line of sight. The cockpit area microphone faces the crew members and is mounted in such a way that the exposed portion of the microphone element is unobstructed. The cockpit area microphone records the audio from inside the cockpit and receives power from the CVDR unit.

Cockpit Area Microphone The cockpit area microphone is located o nally to the pilot’s and copilot’s normal lin phone faces the crew members and is exposed portion of the microphone eleme microphone records the audio from insi from the CVDR unit.

Channel 1: Cockpit Spare Audio Input System) (PA is an optional function for  Channel 2: Co-Pilot’s Audio, Boom, Ma Input  Channel 3: Pilot’s Audio, Boom, Mask  Channel 4: Cockpit Area Microphone ( The controls for the CVDR system are on pit. The CVDR control panel contains tes ton, and a headphone jack that can be being recorded.

A

COCKPIT AREA MICROPHONE

COCKP

A

14-22 April 2009


14-22 April 2009

Developed for Train

Communications CVDR Control Panel The CVDR control panel has the following components: 



 

CVDR Control Panel The CVDR control panel has the follo

One LED (Light-Emitting Diode)-lighted annunciator (pushbutton stile) with separate indications for when the CVR preflight test indicates CVR PASS (green indication) and for the CVR FAIL with white indication. This annunciator is permanently dark if the above conditions are not satisfied. One LED-lighted annunciator (pushbutton stile) with the FDR1 FAIL indication. This annunciator is permanently dark when the CVDR is not installed or the above conditions are not satisfied. Audio jack. A lever momentary switch for the CVR ERASE control for the CVR preflight test control.

CVDR Control Panel Location





 

One LED (Light-Emitting Diode)-lig separate indications for when the (green indication) and for the CVR ciator is permanently dark if the a One LED-lighted annunciator (pus tion. This annunciator is permane or the above conditions are not sa Audio jack. A lever momentary switch for the flight test control.

CVDR Control Panel Location

A

A

B

B

F DR 1 F A IL

F DR 1 F A IL

C VR P AS S

LH LATERAL CONSOLE

C VR P AS S

A

A CVDR CONTROL PANEL

B Phenom 100 Developed for Training Purposes

14-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

AFD Messages

S E R V I C E S

AFD Messages

AFD MSG DESCRIPTIVE TEXT

MEANING

COM 1/2 RMT XFR

COM 1/2 remote transfer key is stuck.

The COM channel 1/2 frequency transfer button is stuck in the enabled (or “pressed”) state.

COM 1/2 RMT XFR

COM 1/2 remote transfer key is stuck.

COM 1/2 SERVICE

COM 1/2 needs service. Return unit for repair.

A failure has been detected in the COM 1/2 transceiver. The COM transceiver may still be usable.

COM 1/2 SERVICE

COM 1/2 needs service. Return unit for repair.

COM 1/2 TEMP

COM 1/2 over temp. Reducing power.

COM 1/2 is reporting high temperature. Power is reduced.

COM 1/2 TEMP

COM 1/2 over temp. Reducing power.

COM 1/2 PTT

COM 1/2 push-to-talk key is stuck.

AFD MSG BRIEF TEXT

COM 1/2 PTT

COM 1/2 The COM channel 1/2 push-to-talk push-to-talk key is switch is stuck in the enabled (or stuck. “pressed”) state.

AFD MSG BRIEF TEXT

AFD MSG DESCRIPTIVE TEXT

AFD Example

AFD Example

Limitations

Limitations

None

None

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Caution

AUDIO PNL1/2 FAIL

Audio panel self-test has detected a failure. The audio panel is unavailable.

Caution

AUDIO PNL1/2 FAIL

Audio pa Th

Advisory

AUDIO PNL1/2 FAULT

Audio panel self-test has detected a problem in the unit. Certain audio functions may still be available and the audio panel may still be usable.

Advisory

AUDIO PNL1/2 FAULT

Audi problem may sti

14-24 April 2009


14-24 April 2009

Developed for Train

Electrical

Electrical

Electrical

General

General

Electrical power is supplied to the Phenom 100 aircraft through the Electrical Power Generation and Distribution system (EPGDS). This electrical system is primarily a 28 volt Direct Current (VDC) System. It is also supplemented by Alternating Current (AC) electrical power provided through an inverter. The inverter only provides power to the electrical outlets that are located throughout the aircraft. Electrical Power is provided using two 24 VDC, 27 ampere hour lead-acid batteries and generated by two engine driven starter-generators (SG) rated at 325 Amps each. A single ground power unit (GPU) connection is provided to permit the use of a GPU, while on the ground for all aircraft electrical power requirements.

Electrical power is supplied to the Ph Power Generation and Distribution sy primarily a 28 volt Direct Current (V Alternating Current (AC) electrical p inverter only provides power to the e out the aircraft. Electrical Power i ampere hour lead-acid batteries an starter-generators (SG) rated at 325 (GPU) connection is provided to per ground for all aircraft electrical pow

Primary Control and Distribution

Primary Control and Dis

Electrical control of the system is through two Generator Control Units (GCU) located in the center electronincs bay. The system is designed for automatic operation however manual control can be accomplished through an electrical control panel located in the left console on the flightdeck. Main Power distribution is through two DC Main Busses, a Central Bus, an Emergency Bus, Shed Bus, and two Hot battery Busses. The system is installed inside three independent power distribution units: Left Power Distribution Unit (LPDU), Right Power Distribution Unit (RPDU), and Emergency Power Distribution Unit (EPDU). The system and individual electronic components are further protected from overloads and short-circuit by circuit breakers.

Electrical control of the system is thro located in the center electronincs ba operation however manual control ca control panel located in the left cons bution is through two DC Main Buss Shed Bus, and two Hot battery Buss independent power distribution unit Right Power Distribution Unit (RPD Unit (EPDU). The system and indiv protected from overloads and short-c

System Monitoring and Alerting

System Monitoring and

The sytem can be monitored by viewing the Electrical System Synoptic page on the MFD. Battery voltage is constantly displayed on the Engine Indication Panel, which is also on the MFD. The Crew Alerting System (CAS) will notify the pilot / crew of any electrical system malfunction.

The sytem can be monitored by view on the MFD. Battery voltage is const Panel, which is also on the MFD. Th the pilot / crew of any electrical syste

Phenom 100

Phenom 100

15-1 Developed for Training Purposes Rev.2 January 2011

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Starter Generator

Starter Generator

Starter Generator Cooling Fan

Starter Generator Cooling Fan

15-2 April 2009


15-2 April 2009

Developed for Train

Electrical Electrical Power

Electrical Power

Emergency Power Distribution Unit

(HotBatBus-2)

Em Po Dis Un

(HotBatBus-1)



DCU - Data Concentrator Unit



DCU - Data Concentrator Unit



GCU - Generator Control Unit



GCU - Generator Control Unit



GEA - Engine/Airframe Unit



GEA - Engine/Airframe Unit


15-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Electrical System Components (All De-energized)

S E R V I C E S

Electrical System Components (All De

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU GPC

LPDU GPC

SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

E

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS

EB1

EMERGENCY BUS BC1

HB1 HOT BATT BUS 1

SC − START CONTACTOR GLC − GENERATOR LINE CONTACTOR BTC − BUS TIE CONTACTOR BC − BATTERY CONTACTOR SBC − SHED BUS CONTACTOR EBC − ESSENTIAL BUS CONTACTOR GPC − GROUND POWER CONTACTOR QSC − QUIET START CONTACTOR

BC1 HB1 HOT BATT BUS 1

BATT1

15-4 April 2009

BATT1


15-4 April 2009

Developed for Train

Electrical Power Distribution Units

Power Distribution Units

BATT 1 EPDU

EPDU

GCU 1

GCU 2

GCU 2

RPDU

RPDU

LPDU

LPDU

SDS2432243000P009


SDS2432243000P009

15-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Circuit Breakers

Circuit Breakers

CBs (Circuit Breakers) provide protection against overloads and short circuits.

CBs (Circuit Breakers) provide protectio cuits.

EPDU

LH CBP

15-6 April 2009

LH LATERAL CONSOLE

RH CBP

EMERGENCY BUS

RH LATERAL CONSOLE

LH CBP


HOT BATT BUS 1

DC BUS 1

DC BUS 2

SHED BUS

HOT BATT BUS 2

LPDU

EMERGENCY BUS

LH LATERAL CONSOLE

EMERGENCY BUS

DC BUS 1

HOT BATT BUS 1

RPDU

EMERGENCY BUS

LPDU

15-6 April 2009

Developed for Train

Electrical Electrical Power Control Panel

Electrical Power Control Panel

The Electrical Control Panel is located on the Pilot's Left Console Panel:

The Electrical Control Panel is locate

1

2

3

1

ELECTRICAL GEN 1

GPU

ELEC GEN 2

AUTO

GEN 1 AUTO

AVAIL

A

IN USE

IN

OFF

OFF

OFF

BUS TIE AUTO

7 1 OPEN

BATT 1 ON

B A

7 2 OPEN

ELEC EMERG

1 OPEN

BATT 2

OFF

6

G AUTO

5

BATT 1 ON

ON

OFF

OFF

4

6

ELEC

5

1 – Generator 1 Switch  AUTO: allows automatic operation of the EPGDS. This position closes the GEN 1 contactor, connecting the generator 1 to the DC BUS 1.  OFF: opens the GEN 1 contactor isolating the generator 1 from the DC BUS 1.

1 – Generator 1 Switch  AUTO: allows automatic operation GEN 1 contactor, connecting the  OFF: opens the GEN 1 contactor BUS 1.

2 – Ground Power Unit (GPU) Button  PUSH IN: connects the DC GPU to the CENTRAL BUS, according to the source priority.  PUSH OUT: isolates the DC GPU from the CENTRAL BUS.

2 – Ground Power Unit (GPU) Butt  PUSH IN: connects the DC GPU t source priority.  PUSH OUT: isolates the DC GPU

Note: A GPU AVAIL light illuminates on the button when the DC GPU is properly connected to the airplane and DC power quality requirements are satisfied.

Note: A GPU AVAIL light illuminates erly connected to the airplane and DC

Note: When pushed in, an IN USE light illuminates on the button.

Note: When pushed in, an IN USE l


15-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

3 – Generator 2 Switch  AUTO: allows automatic operation of the EPGDS. This position closes the GEN 2 contactor, connecting the generator 2 to the DC BUS 2.  OFF: opens the GEN 2 contactor isolating the generator 2 from the DC BUS 2.

3 – Generator 2 Switch  AUTO: allows automatic operation of th GEN 2 contactor, connecting the gene  OFF: opens the GEN 2 contactor isola BUS 2.

4 – Battery 2 Switch  ON: closes BC 2, connecting the HOT BATT BUS 2 to the CENTRAL BUS.  OFF: opens the BC 2.

4 – Battery 2 Switch  ON: closes BC 2, connecting the HOT  OFF: opens the BC 2.

5 – Electrical Emergency Button  PUSH IN: overrides the EPGDS automatic transfer to the electrical emergency circuitry, connecting the batteries directly to the EMERGENCY BUS, regardless of any other command from the Electrical Distribution Logic.  PUSH OUT: the power contactors operate automatically according to the Electrical Distribution Logic.

5 – Electrical Emergency Button  PUSH IN: overrides the EPGDS autom gency circuitry, connecting the batterie BUS, regardless of any other comman Logic.  PUSH OUT: the power contactors ope Electrical Distribution Logic.

Note: The Electrical Emergency switch is illuminated when the switch is in the latched position.

Note: The Electrical Emergency switch is latched position.

6 – Battery 1 Switch  ON: closes BC 1, connecting the HOT BATT BUS 1 to the EMERGENCY BUS.  OFF: opens the BC 1.

6 – Battery 1 Switch  ON: closes BC 1, connecting the HOT BUS.  OFF: opens the BC 1.

7 –Bus Tie Knob  OPEN 1: opens the BTC1 isolating the DC BUS 1 and allows the BTC2 automatic operation.  AUTO: allows the EPGDS to automatically operate the BTC1 and BTC2.  OPEN 2: opens the BTC2 isolating the DC BUS 2 and allows the BTC1 automatic operation.

7 –Bus Tie Knob  OPEN 1: opens the BTC1 isolating the automatic operation.  AUTO: allows the EPGDS to automatic  OPEN 2: opens the BTC2 isolating the automatic operation.

15-8 April 2009

15-8 April 2009


Developed for Train

Electrical Electrical System Synoptic View

Electrical System Synoptic Vie

The aircraft electrical status can be viewed by selecting the “Systems Page” on the MFD and then selecting the ELEC Softkey

The aircraft electrical status can be on the MFD and then selecting the E

Ground Power Unit

Grou

Generator

Generator

Bus

Bus

Battery

Battery

Unit

Icons and Descriptions

Unit

Generator

Generator On

Bus

Bus off

Off

Normal

Abnormal

Normal

Abnormal

On Bus

Battery

Normal

Battery Normal

Electrical System Unit Status Indications


Electrical Syste

15-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

MFD EIS

S E R V I C E S

MFD EIS

BATT 1 & 2 VOLTAGE

BATT 1 & 2 VOLTAGE

Battery 1 and Battery 2

Battery 1 and Battery 2

Battery 1 is located in the forward compartment, which is a noncontrolled environment, and can be accessed by removing the access panel in the forward baggage compartment. Its vent valve require the installation of a ventilation tube to avoid unsafe hydrogen accumulation inside the aircraft fuselage. Battery 2 is located in the aft compartment and can be accessed by opening battery compartment access door. Its vent valves do not require the installation of ventilation tubes, but its compartment requires ventilation overboard to avoid unsafe hydrogen accumulation inside the aircraft fuselage.

Battery 1 is located in the forward com environment, and can be accessed by re ward baggage compartment. Its vent valv tion tube to avoid unsafe hydrogen accum Battery 2 is located in the aft compartme battery compartment access door. Its ven tion of ventilation tubes, but its compartm avoid unsafe hydrogen accumulation insi

The two batteries also serve as an emergency source of electrical power in the event of a total loss of SG power. The emergency battery power system will provide 45 minutes of uninterrupted power for those aircraft systems that receive their power through the emergency bus.

The two batteries also serve as an emer the event of a total loss of SG power. Th will provide 45 minutes of uninterrupted p receive their power through the emergenc

15-10 April 2009

15-10 April 2009


Developed for Train

Electrical Valve-Regulated Lead Acid (VLRA) batteries do not require cooling for normal operation and are able to operate throughout the entire aircraft flight envelope, at maximum regulated voltage, with adequate ambient ventilation.

Valve-Regulated Lead Acid (VLRA) mal operation and are able to ope envelope, at maximum regulated vol

Battery One

Battery One


15-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Battery Two

S E R V I C E S

Battery Two

SDS2432243600P023-R(b)

Note: Batteries are interchangeable.

15-12 April 2009

Note: Batteries are interchangeable.


15-12 April 2009

Developed for Train

Electrical Battery Power Only

Battery Power Only GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU GPC

LPDU GPC

SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS BC1 HB1 HOT BATT BUS 1


EB1


BATT1

BATT1

Battery Operation When the BATT 1 switch is set to ON , the aircraft wiring connects BC 1 control coil to and GCU 2 to battery 1 power. BC 1 closes, connecting battery 1 to the EMERGENCY BUS. GCU 2 commands BTC 1 and BTC 2 to close. The aircraft wiring connects the EBC 1 control coil to the EMERGENCY BUS, which is energized and closed. This allows the battery 1 to supply to the EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. When BATT 2 switch set to ON, the aircraft wiring connects the BC 2 control coil to HOT BATT BUS 2, and GCU 1 to the battery 2 power. BC 2 is energized and closed, connecting battery 2 to the CENTRAL BUS. GCU 1 commands BTC 1 and BTC 2 to close, in parallel with GCU 2 commands. This allows battery 1 and battery 2, in parallel, to supply electrical power to the EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. Automatic load shedding is provided for power savings

Battery Operation When the BATT 1 switch is set to ON trol coil to and GCU 2 to battery 1 po the EMERGENCY BUS. GCU 2 com aircraft wiring connects the EBC 1 which is energized and closed. Thi EMERGENCY BUS, DC BUS 1, and When BATT 2 switch set to ON, the coil to HOT BATT BUS 2, and GCU gized and closed, connecting battery mands BTC 1 and BTC 2 to close, allows battery 1 and battery 2, in p EMERGENCY BUS, DC BUS 1, and ding is provided for power savings

Phenom 100

Phenom 100


15-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

With both BATT 1 and BATT 2 switches set at ON, the batteries are in parallel and:  BC 1 is closed, providing electrical power to the EMERGENCY BUS  BC 2 is closed, providing electrical power to the CENTRAL BUS  EBC 1 is closed  EBC 2 is open.

With both BATT 1 and BATT 2 switches s and:  BC 1 is closed, providing electrical pow  BC 2 is closed, providing electrical pow  EBC 1 is closed  EBC 2 is open.

External Power

External Power

The external power supply provides electrical power for operations on the ground. The external power receptacle is installed on the aft LH (Left-Hand) rear fuselage to allow the supply of external DC (Direct Current) power to the aircraft. Under normal operation, GCU (Generator Control Unit) 1 and the GPU switch provide protection and control for the external power source. GCU 1 has overvoltage and undervoltage protections which isolate the external power source from the aircraft electrical buses if the GPU (Ground Power Unit) voltage is below 26 V DC (Volt Direct Current) or above 29 V DC. The GPU switch allows the flight crew to directly disconnect the external power source.

The external power supply provides ele ground. The external power receptacle is rear fuselage to allow the supply of extern aircraft. Under normal operation, GCU ( GPU switch provide protection and con GCU 1 has overvoltage and undervoltage nal power source from the aircraft electric Unit) voltage is below 26 V DC (Volt Dire GPU switch allows the flight crew to dire source.

In-flight operation of the GPU switch does not cause any contactors or circuit breakers to change status, nor does it inhibit in-flight operation of any system.

In-flight operation of the GPU switch does breakers to change status, nor does it inh

External Power – Component Location

External Power – Component Loca

DC EXTERNAL RECEPTACLE

DC EXTERNAL RECEPTACLE

SDS2432244000P039-R

15-14 April 2009


15-14 April 2009

Developed for Train

Electrical Ground Power Connected

Ground Power Connected

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

DC BUS 1

DC BUS 2

BT1

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS


BATT1

SC − START CONTACTOR GLC − GENERATOR LINE CONTACTOR BTC − BUS TIE CONTACTOR BC − BATTERY CONTACTOR SBC − SHED BUS CONTACTOR EBC − ESSENTIAL BUS CONTACTOR GPC − GROUND POWER CONTACTOR QSC − QUIET START CONTACTOR − FUSE

EB1

EMERGENCY BUS


− OVERCURRENT SENSOR

BATT1

Operation

Operation

If the DC power is in the acceptable limits and the GPU switch is in the unlatched position, then the GPU AVAIL lamp is ON. If the power quality is not in the acceptable limits of power aircraft loads, the GPU is not allowed to supply electrical power to the aircraft. In this case, there is no indication available to the flight crew.

If the DC power is in the acceptab unlatched position, then the GPU AV not in the acceptable limits of power supply electrical power to the aircraft able to the flight crew.

Setting the GPU switch to the latched position enables the automatic EPGDS operation through the GCU for powering with external power. Setting the GPU switch to the latched position allows automatic EPGDS operation. GCU 1 commands the Ground Power Contactor (GPC) to close, connecting the external power source to the CENTRAL BUS. The GPU AVAIL lamp extin-

Setting the GPU switch to the latched operation through the GCU for pow GPU switch to the latched position a 1 commands the Ground Power Co external power source to the CENT

Phenom 100

Phenom 100


15-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

guishes and the GPU IN USE lamp illuminates.The GCUs command BTC (Bus Tie Contactor) 1 and BTC 2 to close, provided the BUS TIE switch is set at AUTO. This allows the external DC power to energize the EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. GCU 2 commands the SBC (Shed Bus Contactor) to close, connecting the SHED BUS loads to the GPU. Also, if the BATT 1 and BATT 2 switches are set at ON, battery 1 and battery 2 are recharged through the respective BC (Battery Contactor). To feed external GPU power to the aircraft for electrical power, battery 2 must be operational.

guishes and the GPU IN USE lamp illu (Bus Tie Contactor) 1 and BTC 2 to close at AUTO. This allows the external DC po BUS, DC BUS 1, and DC BUS 2 loads. Bus Contactor) to close, connecting the S the BATT 1 and BATT 2 switches are se recharged through the respective BC (B GPU power to the aircraft for electrical po

Normal Operations

Normal Operations

The EPGDS (Electrical Power Generation and Distribution System) is configured for segregated, dual channel operation. under normal conditions, the EPGDS switches are positioned as follows:

The EPGDS (Electrical Power Generation ured for segregated, dual channel oper EPGDS switches are positioned as follow

GEN 1 switch - AUTO  GEN 2 switch - AUTO  BUS TIE switch - AUTO  BATT 1 switch - ON  BATT 2 switch - ON  ELEC EMER - unlatched  GPU - unlatched The starter generators are the primary electrical power sources of the aircraft systems. Each starter generator powers the respective DC BUS. SHED BUS is powered by starter generator 2, through DC BUS 2 and SBC (Shed Bus Contactor). CENTRAL BUS is also powered by starter generator 2, through DC BUS 2 and BTC (Bus Tie Contactor) 2; BTC 1 remains open to keep the DC BUS 1 and CENTRAL BUS isolated. EBC (Emergency Bus Contactor) 1 is energized through hardwire logic, which allows battery 1 to be charged through BC (Battery Contactor) 1. EBC 2 remains open to keep the EMERGENCY BUS and HOT BATT BUS 2 isolated, while battery 2 is charged through BC 2. The SC (Start Contactor)s and QSC (Quiet Start Contactor) are only energized in case of an engine starting attempt.



The GCUs are primarily powered through the respective starter generator, but backup cross battery power is also available in case of channel malfunction and/or short circuit.

The GCUs are primarily powered throug but backup cross battery power is also a tion and/or short circuit.

Normal operation of the EPGDS is in the automatic mode. In this condition, the EPGDS manages a latched conditional bus power source priority between the aircraft starter generators and the external power source. The EPGDS latches the system configuration and avoids power switching between starter generators and GPU following the first power source connection. If the GPU is connected to the aircraft before one of the starter generators is available, the aircraft remains powered by the GPU, until it is

Normal operation of the EPGDS is in the the EPGDS manages a latched cond between the aircraft starter generators a EPGDS latches the system configura between starter generators and GPU follo tion. If the GPU is connected to the aircr tors is available, the aircraft remains

15-16 July 2010 Rev.1

15-16 July 2010 Rev.1




GEN 1 switch - AUTO GEN 2 switch - AUTO  BUS TIE switch - AUTO  BATT 1 switch - ON  BATT 2 switch - ON  ELEC EMER - unlatched  GPU - unlatched The starter generators are the primary ele systems. Each starter generator powers t is powered by starter generator 2, throu Contactor). CENTRAL BUS is also powe DC BUS 2 and BTC (Bus Tie Contactor) DC BUS 1 and CENTRAL BUS isolated. is energized through hardwire logic, wh through BC (Battery Contactor) 1. EBC 2 GENCY BUS and HOT BATT BUS 2 is through BC 2. The SC (Start Contactor)s only energized in case of an engine starti 

Developed for Tra

Electrical disconnected from the EPGDS. If one starter generator is connected to the aircraft before the GPU is available, the aircraft remains powered by the starter generator, until it is disconnected from the EPGDS. The latched conditional bus power source priority does not affect the engine starting procedure, nor causes power source interruption to the aircraft loads. Manual off selection of each power source (starter generators, GPU, batteries) can be accomplished by the flight crew through the control switches located on the ELECTRICAL control panel.

disconnected from the EPGDS. If o aircraft before the GPU is available starter generator, until it is disconnec tional bus power source priority does nor causes power source interruptio tion of each power source (starter ge plished by the flight crew through ELECTRICAL control panel.

Manual control of the EGPDS capability is provided to override some of the automatic control features. Specifically, the flight crew has interrupt control of GLC1 and 2 through the respective generator switch, BC1 and 2 through the respective battery switch, BTC1 and 2 through the Bus Tie Switch, and GPC through the Ground Power Switch.

Manual control of the EGPDS capab automatic control features. Specifica GLC1 and 2 through the respective g respective battery switch, BTC1 and through the Ground Power Switch.

Furthermore, for safety reasons, the flight crew has authority to override the aircraft automatic features and force an electrical emergency configuration through the Electrical Emergency Switch.

Furthermore, for safety reasons, the aircraft automatic features and forc through the Electrical Emergency Sw

Phenom 100

Phenom 100


15-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Normal Generator Operation

S E R V I C E S

Normal Generator Operation

GPU

GPU

S/GEN 1

S/GEN 2

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

E

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS



EB1

EMERGENCY BUS


BATT1

15-18 April 2009

BATT1


15-18 April 2009

Developed for Train

Electrical Engine 1 Start Assisted with Starter-Generator 2 and Battery 2

Engine 1 Start Assisted with St

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS BC1

HB1 HOT BATT BUS 1


BATT1

EB1

EMERGENCY BUS BC1

HB1 HOT BATT BUS 1

BATT1


15-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Starter Generator 1 Failed (In-Flgiht)

S E R V I C E S

Starter Generator 1 Failed (In-Flgih

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1



EB1


BATT1

15-20 April 2009

BATT1


15-20 April 2009

Developed for Train

Electrical Starter-Generator 2 Failed (In-Flight)

Starter-Generator 2 Failed (In-F

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2

EPDU

HB2

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1



EB1


BATT1

BATT1


15-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Electrical Emergency Switch - Generators Off

S E R V I C E S

Electrical Emergency Switch - Gen

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2 HB2

EPDU

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

E

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS

EB1

EMERGENCY BUS

BC1

BC1

HB1

HB1

HOT BATT BUS 1

HOT BATT BUS 1

BATT1

15-22 April 2009

BATT1


15-22 April 2009

Developed for Train

Electrical Electrical Emergency Switch - Generators On

Electrical Emergency Switch -

GPU

GPU S/GEN 2

S/GEN 1

LPDU

S/GEN 1

RPDU

LPDU

GPC

GPC SC2

SC1

SC1

GLC2

GLC1 BTC1 DC BUS 1

CENTRAL BUS

BTC1

CENTRAL BUS

BT1

DC BUS 1

DC BUS 2

CENTRAL BUS BT1

BT2 QSC

DB1

GLC1

BTC2

QSC

QSF

DB1 SBC BC2

EPDU

HB2

SHED BUS

EPDU

HOT BATT BUS 2 EB2

EBC1

EBC1

EBC2

EBC2 BATT2

DB2

DB2

EB1

EMERGENCY BUS

EB1

EMERGENCY BUS

BC1

BC1

HB1

HB1

HOT BATT BUS 1

HOT BATT BUS 1

BATT1

BATT1


15-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

AC Electrical Power

AC Electrical Power

Static Inverter

Static Inverter

The static inverter converts 28 V DC into 110 V AC /60 Hz single-phase wave output. It has a thermostatically controlled fan for cooling. The inverter shuts down when the input voltage is less than required. The inverter also shuts down 2 to 15 seconds after a short circuit condition.

The static inverter converts 28 V DC into output. It has a thermostatically controlle down when the input voltage is less tha down 2 to 15 seconds after a short circuit

The static inverter provides passenger protection by interrupting the AC power on the outlet where a fault current exceeds predetermined value by monitoring the 110 V AC /60 Hz available to the outlets near the passenger cabin and cockpit though the internal GFCI (GROUND FAULT CONTROL ISOLATION). The GFCI permits power interruption and provides convenience testing and re-testing

The static inverter provides passenger power on the outlet where a fault curren monitoring the 110 V AC /60 Hz availabl cabin and cockpit though the internal G ISOLATION). The GFCI permits power int testing and re-testing

AC Outlet

AC Outlet

The AC outlets are of universal standard, allowing any kind of electrical connection. The AC outlets are installed in the cockpit and the passenger cabin. Each AC outlet provides a maximum of 100 W (Watt) and has a sensor pin that controls the AC power supply. The sensor pin is located on the outlet surface, which is pressed only when some device is connected to it. Once the sensor pin is pressed, a relay, located in the static inverter, is activated, providing power to the AC outlets.

The AC outlets are of universal standard nection. The AC outlets are installed in th Each AC outlet provides a maximum of that controls the AC power supply. The se face, which is pressed only when some sensor pin is pressed, a relay, located in viding power to the AC outlets.

AC Electrical Outlet

AC Electrical Outlet

The static inverter is powered by the 28 V DC aircraft electrical system from the SHED BUS and is protected by a 25 A (Ampere) circuit breaker.The static inverter is a nonessential bus source available and controlled manually by a

The static inverter is powered by the 28 the SHED BUS and is protected by a 25 A inverter is a nonessential bus source ava

15-24 April 2009

15-24 April 2009


Developed for Train

Electrical switch, installed on cockpit main panel to allow the flight crew to turn off the static inverter, when the aircraft is below 10,000 ft (Foot).

switch, installed on cockpit main pan static inverter, when the aircraft is be

Under normal operation, the AC outlet system provides AC power to the cockpit and passenger cabin to connect laptops and portable equipment devices. Below 10,000 ft the PAX SIGNS switch is set to the PED–BELTS/ OFF position in order to ask the passengers to fasten the seat belts and turn off AC power supply to the PED (Portable Equipment Devices).

Under normal operation, the AC ou cockpit and passenger cabin to co devices. Below 10,000 ft the PAX S OFF position in order to ask the pas off AC power supply to the PED (Por

PAX Signs Toggle

PAX Signs Toggle FUEL

PUMP 1

XFR

PUSHER PUMP 2

FUEL PUMP 1

CUTOUT

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

ON

HYD PUMP

ELT

PAX SIGNS

AUTO OFF

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

OFF/ON

TEST/RESET

OFF/ON


15-25 Rev. 1 July 2010

PED-BELTS/OFF


T R A I N I N G

S E R V I C E S

T R A I N I N G

Bus Component Listing

S E R V I C E S

Bus Component Listing

DC BUS 1

DC BU

ADC 1 ADS 1 STATIC HEATER ADS/AOA HEATER AOA 1 HEATER AVIONICS FAN 1 COCKPIT EVAPORATOR FAN COCKPIT FLOW CONTROL SHUTOFF VALVE COCKPIT TEMPERATURE CONTROLLER DEICE TIMER (BOOT) DME 1 ECS BATTERIES INHIBIT ENGINE 1 ANTI-ICE VALVE ENGINE 1 FLOWMETER FADEC 1B FLAP ACTUATORS FLAP CONTROL UNIT GCU 1 PWR GCU 2 GPU PWR GIA 1 (COMM-VHF 1) PWR GIA 2 (COMM-VHF 2) PWR GROUND COOLING FAN HF COUPLER HF POWER AMPLIFIER HF TRANSMITTER/RECEIVER UNIT HF TUNING UNIT IESI POWER 2 IGNITION EXCITER 1B LANDING GEAR CONTROL LEVER SOLENOID LH LANDING AND TAXI LIGHT MFD POWER 1 PASSENGER SIGNALS PITOT 1 HEATER PRESSURIZATION STATIC PORT HEATER PUSHER CONTROLLER CHANNEL 2 QUIET START CONTACTOR CONTROL RAIN DISPERSAL ROLL TRIM ACTUATOR SATCOM SELCAL STAIR LIGHT STATIC PORT 1A & 2B STROBE LIGHT (RIGHT) UPWASH LIGHTS WINDSHIELD HEATING 1 CHANNEL 1 WINDSHIELD HEATING 2 CHANNEL 2 WING INSPECTION LIGHT (LEFT) WX RADAR YAW TRIM ACTUATOR

15-26 July 2010 Rev.1

ADC 1 ADS 1 STATIC HEATER ADS/AOA HEATER AOA 1 HEATER AVIONICS FAN 1 COCKPIT EVAPORATOR FAN COCKPIT FLOW CONTROL SHUTOFF VALV COCKPIT TEMPERATURE CONTROLLER DEICE TIMER (BOOT) DME 1 ECS BATTERIES INHIBIT ENGINE 1 ANTI-ICE VALVE ENGINE 1 FLOWMETER FADEC 1B FLAP ACTUATORS FLAP CONTROL UNIT GCU 1 PWR GCU 2 GPU PWR GIA 1 (COMM-VHF 1) PWR GIA 2 (COMM-VHF 2) PWR GROUND COOLING FAN HF COUPLER HF POWER AMPLIFIER HF TRANSMITTER/RECEIVER UNIT HF TUNING UNIT IESI POWER 2 IGNITION EXCITER 1B LANDING GEAR CONTROL LEVER SOLENO LH LANDING AND TAXI LIGHT MFD POWER 1 PASSENGER SIGNALS PITOT 1 HEATER PRESSURIZATION STATIC PORT HEATER PUSHER CONTROLLER CHANNEL 2 QUIET START CONTACTOR CONTROL RAIN DISPERSAL ROLL TRIM ACTUATOR SATCOM SELCAL STAIR LIGHT STATIC PORT 1A & 2B STROBE LIGHT (RIGHT) UPWASH LIGHTS WINDSHIELD HEATING 1 CHANNEL 1 WINDSHIELD HEATING 2 CHANNEL 2 WING INSPECTION LIGHT (LEFT) WX RADAR YAW TRIM ACTUATOR


15-26 July 2010 Rev.1

Developed for Tra

Electrical

DC BUS 2

DC B

ADC 2 ADS 2 STATIC HEATER AHRS 2 AOA 2 HEATER AUDIO PANEL 2 AUTOPILOT SERVOS AVIONICS FAN 2 BRAKE CONTROL UNIT CABIN FLOW CONTROL VALVE CABIN TEMPERATURE CONTROL POWER 2 COCKPIT LIGHTS CPMS AUTO CHANNEL DATA LINK/IRIDIUM DIMMER MAIN CHANNEL DME 2 ELECTRONIC FUEL CONDITIONING UNIT 2 ENGINE 2 ANTI-ICE VALVE ENGINE 2 FLOWMETER FADEC 2B FLOOD LIGHTS FMS PANEL GCU 2 PWR GEA 3 GIA 2 HYDRAULIC PUMP FAN HYDRAULIC PUMP SHUTOFF VALVE IGNITION EXCITER 2B MFD POWER 2 NAVIGATION LIGHTS PASSENGER LIGHTS PFD 2 PILOT AND PAX READING LIGHTS PITCH TRIM (MAIN) PITOT 2 STATIC HEATER PUSHER ACTUATOR POWER RED BEACON LIGHT RH LANDING AND TAXI LIGHT SATELLITE WEATHER AND RADIO STORMSCOPE TEMPERATURE CONTROL POWER 2 TRANSPONDER 2 (MODE S) WINDSHIELD HEATING 1 CHANNEL 2 WINDSHIELD HEATING 2 CHANNEL 1

ADC 2 ADS 2 STATIC HEATER AHRS 2 AOA 2 HEATER AUDIO PANEL 2 AUTOPILOT SERVOS AVIONICS FAN 2 BRAKE CONTROL UNIT CABIN FLOW CONTROL VALVE CABIN TEMPERATURE CONTROL POWE COCKPIT LIGHTS CPMS AUTO CHANNEL DATA LINK/IRIDIUM DIMMER MAIN CHANNEL DME 2 ELECTRONIC FUEL CONDITIONING UNIT ENGINE 2 ANTI-ICE VALVE ENGINE 2 FLOWMETER FADEC 2B FLOOD LIGHTS FMS PANEL GCU 2 PWR GEA 3 GIA 2 HYDRAULIC PUMP FAN HYDRAULIC PUMP SHUTOFF VALVE IGNITION EXCITER 2B MFD POWER 2 NAVIGATION LIGHTS PASSENGER LIGHTS PFD 2 PILOT AND PAX READING LIGHTS PITCH TRIM (MAIN) PITOT 2 STATIC HEATER PUSHER ACTUATOR POWER RED BEACON LIGHT RH LANDING AND TAXI LIGHT SATELLITE WEATHER AND RADIO STORMSCOPE TEMPERATURE CONTROL POWER 2 TRANSPONDER 2 (MODE S) WINDSHIELD HEATING 1 CHANNEL 2 WINDSHIELD HEATING 2 CHANNEL 1

CENTRAL BUS

CENTR

HYDRAULIC PUMP MOTOR START CONTACTOR 1 & 2 AUXILIARY CONTROL


HYDRAULIC PUMP MOTOR START CONTACTOR 1 & 2 AUXILIARY CO

15-27 Rev.1 July 2010


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

EMERGENCY BUS

EMERGENC

AFCS CONTROL UNIT AHRS 1 AUDIO PANEL 1 CABIN TEMPERATURE CONTROL POWER 1 CPMS MANUAL CHANNEL DIMMER EMERGENCY CHANNEL DOME LIGHT ELECTRONIC FUEL CONDITIONING UNIT 1 ELT EMERGENCY BUS CONTACTOR 1 & 2 CONTROL EMERGENCY START ENGINE 1 INLET HEATER ENGINE 1 & 2 FIRE SHUTOFF ENGINE 1 & 2 FLOWMETER (Airplanes with G1000 System version 0734.24 and on) FADEC 1A & 2A FUEL BOOSTER PUMP 1 & 2 FUEL CONTROL UNIT FUEL TRANSFER VALVE GEA 1 & 2 GIA 1 (NAV/VHF 1) GSD IESI POWER 1 IGNITION EXCITER 1A & 2A LANDING GEAR ANNUNCIATOR LANDING GEAR INDICATION/WARNING MAGNETIC COMPASS INTERNAL LIGHTS PAX MASK DEPLOY PFD 1 PITCH TRIM ACTUATOR (BACKUP) PITOT STATIC HEATER CONTROL PRESSURE REGULATOR SHUTOFF VALVE 1 & 2 RAM AIR VALVE STATIC PRESSURE PORT 1 SWPC 1 TEMPERATURE AND PRESSURE TRANSDUCER TRANSPONDER 1 WEIGHT ON WHEELS

AFCS CONTROL UNIT AHRS 1 AUDIO PANEL 1 CABIN TEMPERATURE CONTROL POWER 1 CPMS MANUAL CHANNEL DIMMER EMERGENCY CHANNEL DOME LIGHT ELECTRONIC FUEL CONDITIONING UNIT 1 ELT EMERGENCY BUS CONTACTOR 1 & 2 CONTR EMERGENCY START ENGINE 1 INLET HEATER ENGINE 1 & 2 FIRE SHUTOFF ENGINE 1 & 2 FLOWMETER (Airplanes with G1 FADEC 1A & 2A FUEL BOOSTER PUMP 1 & 2 FUEL CONTROL UNIT FUEL TRANSFER VALVE GEA 1 & 2 GIA 1 (NAV/VHF 1) GSD IESI POWER 1 IGNITION EXCITER 1A & 2A LANDING GEAR ANNUNCIATOR LANDING GEAR INDICATION/WARNING MAGNETIC COMPASS INTERNAL LIGHTS PAX MASK DEPLOY PFD 1 PITCH TRIM ACTUATOR (BACKUP) PITOT STATIC HEATER CONTROL PRESSURE REGULATOR SHUTOFF VALVE 1 RAM AIR VALVE STATIC PRESSURE PORT 1 SWPC 1 TEMPERATURE AND PRESSURE TRANSDUC TRANSPONDER 1 WEIGHT ON WHEELS

SHED BUS

SHED B

AIR CONDITIONING COMPRESSOR AUDIO/VIDEO ENTERTAINMENT SYSTEM CABIN EVAPORATOR FAN COMPARTMENT LIGHT PC POWER TOILET FLUSH

AIR CONDITIONING COMPRESSOR AUDIO/VIDEO ENTERTAINMENT SYSTEM CABIN EVAPORATOR FAN COMPARTMENT LIGHT PC POWER TOILET FLUSH

HOT BATT BUS 1 & 2

HOT BATT B

BATTERY CONTACTOR CONTROL 1 & 2 COURTESY/BAGGAGE COMPARTMENT LIGHTS ENGINE FIRE EXTINGUISHER 1 & 2 ENGINE SHUTOFF MONITORING 1 & 2 GCU 1 & 2 CONTROL

15-28 July 2010 Rev.1

BATTERY CONTACTOR CONTROL 1 & 2 COURTESY/BAGGAGE COMPARTMENT LIGH ENGINE FIRE EXTINGUISHER 1 & 2 ENGINE SHUTOFF MONITORING 1 & 2 GCU 1 & 2 CONTROL


15-28 July 2010 Rev.1

Developed for Trai


1A

HTR

5

5

5

E2 FIREX

5

15-29 Rev. 1 July 2010

1A

HTR

NAV

5 AHRS 1

5 XPDR 1

ENGINE 1

5 FADEC

7.5

2

E1 INLET

1

4

ELEC BC2 BKP

5

5

5

FUEL SOV 1

5

GIA 1

5

7.5 P TRIM BKP

5

GUIDANCE PANEL

CPCS MAN

CH2

SWPS

5

GIA 1

5

EMERGENCY BUS

3

HOT BATT BUS 1

COURTESY/ E1 BAG LTS FIREX

5

FUEL

5 XFR

5 EFCU 1

5 PUMP CMD 1

10

7.5 P TRIM BKP

5

GUIDANCE PANEL

CPCS MAN

CH2

SWPS

PUMP PWR 1

NAV

5 AHRS 1

5 XPDR 1

ENGINE 1

5 FADEC

7.5 E1 INLET

5 5 PFD 1

5

PFD 1

5

7

5 PRSOV 1 AUDIO 1

5

AVIONICS

GEA 1

5

6

AIR COND

TEMP PWR 1

5

PRSOV 1 AUDIO 1

5

AVIONICS

GEA 1

5

MFD PWR 1

5

8

ADC 1

5

DEICE

5

MFD PWR 1

5

5

5

5

5 ECS INHIB

5

5

5 ECS INHIB AIR COND/ PRESN

7.5 ROLL TRIM

7.5

14

YAW TRIM

13

5 WX RADAR

IESI PWR 2

5

VHF 2

7.5

FLIGHT CONTROL

FLAP CTRL

5

ENGINE 1

12

DC BUS 1

11

E1 FLOW E1 ANTI METER ICE

5

10

LIGHTS

5

7.5 VHF 2

NAV

ADS/AOA HTR MON A INSP

5 DME 1

5 LDG/ TAXI

5 IESI PWR 2

PAX SIGNS

CKPT FCSOV

FADEC 1B

5

9

UP WASH

5 AVNX FAN 1

5 VHF 1 PWR 1

5 LG CTRL LEVER

AIR COND/ PRESN

7.5 ROLL TRIM

7.5 YAW TRIM

FLIGHT CONTROL

FLAP CTRL

5

ENGINE 1

E1 FLOW E1 ANTI METER ICE

CKPT FCSOV

FADEC 1B

DC BUS 1 5

ADS/AOA HTR CTRL

5

15

ADS/AOA HTR CTRL

16

Left CB Panel

B

A

D

C

B

A

EMERGENCY BUS

Electrical

Left CB Panel


15-30 July 2010 Rev. 1 Developed for Training Purposes 5

5

5 RED BEACON

5

5

5

NAV

5

CABIN FCSOV

Phenom 100 15-30 July 2010 Rev. 1

5

DC BUS 2 7.5

5

COMM

5 GEA 3

AVIONICS

5 AVNX FAN 2

5 SAT WX/ RADIO

5 DLK/ IRIDIUM

HYD PUMP

5

ENGINE 2

5

PTRIM NML

7.5

5

GIA 2

5

25

BRAKE

5 PFD 2

5

CPCS AUTO

5

AUDIO 2

AUDIO 2

5

AVIONICS

MFD PWR 2

5

23 24

CKPT LIGHTS

5

AIR COND/PRESN

AFCS EFCU 2 SERVOS

5

5 PFD 2

5

5

5

7.5 VHF 1 PWR 2

5

IESI PWR 1

MASK DEPLOY OXY

5 RAM AIR VALVE

5 DOME SAFETY LT

5 TOILET FLUSH

29 30 31

5

5

5 DOME SAFETY LT

5 PRSOV 2

HOT BATT BUS 2

LIGHTS

5 ANN

5

FUEL

5 FUEL SOV 2

5 PUMP CMD 2

10

32

COMPT LIGHTS

PUMP PWR 2

COMPASS

FADEC 2A

5 PRSOV 2

HOT BATT BUS 2

LIGHTS

5 ANN

5 COMPASS

FUEL

5 FUEL SOV 2

5 PUMP CMD 2

10 PUMP PWR 2

EMERGENCY BUS

5

AVIONICS

GEA 2

5

27 28

TEMP PRES

GSD

5

26

5 WOW

5 FADEC 2A

SHED BUS

IND/WRN VOICE/ DATA RECORDER LG

OXY

7.5 VHF 1 PWR 2

5 MASK DEPLOY

IESI PWR 1

5

EMERGENCY BUS

5

AVIONICS

GEA 2

5

TEMP PRES

GSD

5

T R A I N I N G

ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC HTR METER 2B ICE MON B

5

5 TEMP PWR 2

GIA 2

5

AVIONICS

MFD PWR 2

5

Right CB Panel

5

5

PTRIM NML

7.5

AFCS EFCU 2 SERVOS

18 19 20 21 22

LIGHTS

5 CKPT PANEL

7.5 PAX LIGHTS

5 XPDR2

5

HYD PUMP

FMS PANEL

7.5

NAV

DME 2

AVIONICS

GEA 3

5

ENGINE 2

LDG/ TAXI RH

5 ADC 2

5 AHRS2

COMM

5 AVNX FAN 2

5 SAT WX/ RADIO

5 DLK/ IRIDIUM

17

5

DC BUS 2 7.5

ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC HTR METER 2B ICE MON B

5

S E R V I C E S

B

A

D

C

B

A 5


Right CB Panel

Developed for Train

Electrical

Limitations

Limitations

Batteries Voltage

Batteries Voltage

Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V

Minimum Voltage for Engines Start .

Note: Minimum GPU voltage for batteries charging is 27 V.

Note: Minimum GPU voltage for b

Generators Load

Generators Load

Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH

Maximum Generator Load . . . . . . . .

Note: May be exceeded up to 300 A inflight below 34000 ft.


Note: May be exceeded up to 300

15-31 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

CAS Messages TYPE

Warning

Caution

Advisory

15-32 April 2009

S E R V I C E S

CAS Messages

MESSAGE

MEANING

TYPE

ELEC EMERGENCY

DC main buses are deenergized and batteries are charging in an electrical emergency.

ELEC XFR FAIL

Automatic transfer to electrical emergency condition has failed.

ELEC XFR FAIL

BATT 1 (2) OFF BUS

Associated battery is isolated from the electrical network.

BATT 1 (2) OFF BUS

Asso

BATT DISCHARGE

During a normal system operation, at least one battery is discharging.

BATT DISCHARGE

Duri le

BATT EXCEEDANCE

Any battery voltage is above 29 V.

BATT EXCEEDANCE

An

GEN 1 (2) OFF BUS

Generator failure or generator switch is at the OFF position.

GEN 1 (2) OFF BUS

GEN OVLD

Remaining generator current is above 325 A.

GEN OVLD

GEN START FAULT

Generator start contactor failed in the closed position.

GEN START FAULT

Gen

DC BUS 1 (2) OFF

Associated DC BUS is deenergized.

DC BUS 1 (2) OFF

Ass

ELEC SYS FAULT

Main DC channels are operating in parallel.

ELEC SYS FAULT

EMER BUS OFF

Emergency DC Bus is deenergized.

EMER BUS OFF

SHED BUS OFF

Shed Bus is de-energized

SHED BUS OFF


Warning

Caution

Advisory

15-32 April 2009

MESSAGE ELEC EMERGENCY

DC batt

Auto

Gene

Rem

Main

Em

Developed for Train

Emergency Equipment

Emergency Equipment

Emergency Equipme

General

General

The Emergency Equipment is comprised of:

The Emergency Equipment is compr

     

First Aid Kit Life Vests (Optional) Water Barrier Emergency Flash Lights Portable Fire Extinguisher Emergency Locator Transmitter (ELT) System

     

First Aid Kit Life Vests (Optional) Water Barrier Emergency Flash Lights Portable Fire Extinguisher Emergency Locator Transmitter (E

WATER BARRIER

WATER BARRIER FIRST AID KIT

FIRST

First Aid Kit

First Aid Kit

The first aid kit is located on the lavatory cabinet. To remove the first aid kit, pull the VELCRO to disengage it from the support. To install the first aid kit, push the VELCRO to engage it.

The first aid kit is located on the lava pull the VELCRO to disengage it from push the VELCRO to engage it.

Life Vest (Optional)

Life Vest (Optional)

Crew

Crew

Life vests for the crew members are stowed under each pilot and copilot seat.

Life vests for the crew members are

Phenom 100

Phenom 100


16-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Passengers

Passengers

Life vests for the passengers are stowed under of each pax seat.

Life vests for the passengers are stowed

Water Barrier

Water Barrier

Since the main door is not entirely above the water line, in case of an emergency ditching a water barrier is installed to provide time for passenger evacuation. In case of an emergency ditching, the water barrier is unfolded from its stowed position.

Since the main door is not entirely above gency ditching a water barrier is installed uation. In case of an emergency ditching its stowed position.

The water barrier is installed in front of the main door.

The water barrier is installed in front of th

Water Barrier Installed

Water Barrier Installed

16-2 April 2009


16-2 April 2009

Developed for Train

Emergency Equipment Emergency Equipment Location

Emergency Equipment Location

01 LIFE VEST

01 LIFE VEST

01 LIFE VEST

ELT

ELT/NAV FIRST AID KIT


EM500ENSDS250051C

AFT CABIN PARTITION (REF.)


A P

LH PASSENGER CABIN/ LAVATORY PARTITION (REF.)

WATER BARRIER

WAT BARR


RH PASSENGER CABIN/ LAVATORY PARTITION (REF.)

RH PASSENGER LAVATORY PA

FIRST AID KIT

PILOT SEATS

PILOT SEATS

LIFE VEST 01

LIFE VEST 01

E

LIFE VEST 01

01

OPTIONAL EQUIPMENT


16-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Emergency Flash Lights

Emergency Flash Lights

Two “MiniMag” flashlights are installed in the cockpit. The flashlights provide adequate illumination in case of a major failure in the aircraft lighting system, including the emergency lighting system, or whatever situation may occur in the aircraft where another source of light is necessary.

Two “MiniMag” flashlights are installed in adequate illumination in case of a major f including the emergency lighting system, the aircraft where another source of light LH COMPLEMENT CONSOLE (REF.)

LH LATERAL CONSOLE (REF.)

A

LH COMPLEMENT CONSOLE (REF.)


C

B

C

A

A

B

COMPLEMENT CONSOLE (REF.)

B

COMPLEMENT CONSOLE (REF.)

C

C

TYPICAL

FLASHLIGHT


RH COMPLEMENT CONSOLE (REF.)

FLASHLIGHT


RH LATERAL CONSOLE (REF.)

C

TYPICAL

There are flashlights on the LH (Left-Hand) lateral console (intended for the pilot) and on the RH (Right-Hand) lateral console (intended for the copilot). Each flashlight is placed on specific cradle on the LH and RH lateral consoles. Two AA batteries provide power to the flashlight during main service conditions. To use the flashlight, you must disengage it from its cradle and turn it on. After use, return the flashlight to its cradle.

There are flashlights on the LH (Left-Han pilot) and on the RH (Right-Hand) lateral Each flashlight is placed on specific cra soles. Two AA batteries provide power t conditions. To use the flashlight, you mu turn it on. After use, return the flashlight t

16-4 April 2009

16-4 April 2009


Developed for Train

Emergency Equipment

Portable Fire Extinguishing System

Portable Fire Extinguish

The portable fire extinguishing system provides the flight crew with means to control localized fire.

The portable fire extinguishing syste control localized fire.

The portable fire extinguishing system is composed of portable fire extinguisher attached to the aircraft by means of quick release brackets.

The portable fire extinguishing syst guisher attached to the aircraft by me

The lightweight fire extinguisher installed in the cockpit area is charged with Halon 1211/1301 blend which is highly effective against fires Class B and C, and has low toxicity characteristics.

The lightweight fire extinguisher inst Halon 1211/1301 blend which is high and has low toxicity characteristics.

The operation of the portable fire extinguisher is as follows:

The operation of the portable fire ext

    

Hold the bottle upright Remove the safety pin Direct the nozzle toward the base of the fire Press the activating lever Sweep side to side

    

Hold the bottle upright Remove the safety pin Direct the nozzle toward the base Press the activating lever Sweep side to side

BRACKET

CLAMP

PORTABLE FIRE EXTINGUISHER

SDS2432262400P043R


16-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Emergency Locator Transmitter System

Emergency Locator Transm

The function of the ELT (Emergency Locator Transmitter) system is to make the aircraft search and rescue operations easier, facilitating aircraft location. The ELT provides automatic transmission of the standard swept tone and encoded digital message sent to a satellite of the COSPAS (Cosmicheskaya Sistyema Poiska Avariynich Sudov)-SARSAT (Search and Rescue Satellite Aided Tracking) system in the event of a crash. The ELT transmits signals through emergency frequencies of 243.0 MHz and 406.025 MHz.

The function of the ELT (Emergency Loc the aircraft search and rescue operations The ELT provides automatic transmissio encoded digital message sent to a satelli Sistyema Poiska Avariynich Sudov)-SAR Aided Tracking) system in the event of through emergency frequencies of 243.0

The COSPAS-SARSAT uses distress beacons fitted on mobiles and a constellation of LEO (Low-Earth Orbiting) and GEO (Geosynchronous Earth Orbiting) satellites which relay the 243.0 MHz signals and process the 406.025 MHz signal to ground stations called LUT (Local User Terminal) where the beacon positions are determined with a precision of approximately 20 km (10 nmi) with 243.0 MHz signals and less than 4 km (2 nmi) with 406.025 MHz signals.

The COSPAS-SARSAT uses distress be stellation of LEO (Low-Earth Orbiting) Orbiting) satellites which relay the 243 406.025 MHz signal to ground stations where the beacon positions are determin 20 km (10 nmi) with 243.0 MHz signals 406.025 MHz signals.

The 406.025 MHz frequency is used by the COSPAS-SARSAT satellites for precise pinpointing and identification of the aircraft in distress. The difference with the 243.0 MHz is that the 406.025 MHz transmission carries digital data which enable the identification of the aircraft in distress that facilitate SAR operation (type of the aircraft, number of passengers, type of emergency).

The 406.025 MHz frequency is used by precise pinpointing and identification of th with the 243.0 MHz is that the 406.025 M which enable the identification of the ai operation (type of the aircraft, number of

16-6 April 2009

16-6 April 2009


Developed for Train

GEOSAR SATELLITE

GEOSAR SATELLITE

Phenom 100

Developed for Training Purposes CRASHED AIRCRAFT

243.0 MHz

16-7 April 2009

L.U.T. LOCAL USER TERMINAL M.C.C. MISSION CONTROL CENTER

R.C.C. RESCUE COORDINATION CENTER

A.C.C. AIR CONTROL CENTER


406.025 MHz

LEOSAR SATELLITE

406.025 MHz

LEOSAR SATELLITE

L.U.T. LOCAL USER TERMINAL M.C.C. MISSION CONTROL CENTER

Emergency Equipment Emergency Locator Transmitter Sy

Phenom 100

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Emergency Locator Transmitter System - Interfaces

S E R V I C E S


ELT ANTENNA

ELT ANTENNA ELT

FUEL FUEL PUMP 1

XFR

PUSHER CUTOUT

PUMP 2

ON

MOUNTING TRAY

FUEL FUEL PUMP 1

CUTOUT

ON

XFR

ON

AUTO

AUTO

AUTO

AUTO

OFF

OFF

OFF

HYD PUMP

ELT

PED-BELTS/OFF

ON

BELTS/ON OFF/ON

PAX SIGNS

AUTO OFF

ON

CUTOUT

ON

OFF

PAX SIGNS

PUSHER CUT

PUMP 2

HYD PUMP

ELT

PED-BELTS/OFF

ON

ARMED

BELTS/ON

ARMED

TEST/RESET

OFF/ON

TEST/RESET

ELT REMOTE CONTROL PANEL

AUTO OFF

O

ELT REMOTE CONTROL PAN

The ARM/OFF/ON switch has the functions that follow:

The ARM/OFF/ON switch has the functio

Position

Description

Position

ON

The transmitter starts its operation remotely if the ARM/OFF/ ON switch of the ELT front panel is set to ARM.

ON

The transmitter starts its o ON switch of the ELT front

ARMED

The unit is OFF. No part of

ARMED

TEST/ RESET

The unit is OFF. No part of the ELT is energized. If the ARM/OFF/ON switch of the ELT front panel is set to ARM, the TEST/RST position of the ON/ARMED/TEST/RST switch enables the modes that follow: 



Self-test mode that is a temporary mode (maximum duration of 5 seconds). Reset mode used to stop the ELT transmission in case of unintentional activation.

TEST/ RESET

De

If the ARM/OFF/ON switc ARM, the TEST/RST posi switch enables the modes 



Self-test mode that is a tion of 5 seconds). Reset mode used to sto unintentional activation.

Note: Regulations state that no transmission must be interrupted unless every

Note: Regulations state that no transmis

means are used to contact and inform the ATC (Air Traffic Control) of this action.

means are used to contact and inform the A

Note: As 406.025 MHz transmission is effective 50 seconds after the ELT acti-

Note: As 406.025 MHz transmission is ef

vation, if it is reset within this delay, no further radio contact will be necessary.

vation, if it is reset within this delay, no furt

16-8 April 2009


16-8 April 2009

Developed for Train

Emergency Equipment The red LED gives an indication on the working mode of the beacon:    

After the self-test: a series of short flashes indicate that the self-test failed One long flash indicates a correct self-test In operating mode: periodic flashes during 121.5/ 243.0 MHz transmission Long flash during 406.025 MHz transmission


The red LED gives an indication on t    

After the self-test: a series of shor One long flash indicates a correct In operating mode: periodic flashe Long flash during 406.025 MHz tr

Emergency Locator Transmitter Sy

RED LED BNC CONNECTOR

RED LED BNC CONNECTOR

ARM/ OFF/ ON SWITCH

A

DIN 12 CONNECTOR

Ant

Arm Off On

RC

Ant

Arm Off On

RC

Battery

Battery

The transmitter battery expires 6 years after manufacturing. If no activation of the ELT occurs during the battery lifetime, it shall be replaced every 6 years or according to the recommendations of the local authority.

The transmitter battery expires 6 yea the ELT occurs during the battery lif or according to the recommendations

Limitations

Limitations

None

None

CAS Messages

CAS Messages

None

None


16-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


16-10 April 2009

Intentionally L


S E R V I C E S

16-10 April 2009

Developed for Train

Fire Protection Upon setting BOTTLE switch to the DISCH position:

Upon setting BOTTLE switch to the D



Extinguishing agent can be released to the respective engine selected by the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton.  The message ENG FIREX BTL DISCH comes into view on the CAS window. When the overheat / fire condition is extinguished, the FIRE message goes out of view on the ITT field from EICAS, the related engine fire shutoff pushbutton red light goes off and the aural warning FIRE is cancelled.



Limitations

Limitations

None

None

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

E1 FIREX FAIL

The fire extinguishing bottle for LH (LeftHand) engine pressure is below minimum, cartridge is already shot or there is no power available for shot.

E2 FIREX FAIL

The fire extinguishing bottle for RH (RightHand) engine pressure is below minimum, cartridge is already shot or there is no power available for shot.

Caution ENGINE 1 FIRE DET FAIL

Extinguishing agent can be relea the fire ENG 1 SHUTOFF or ENG  The message ENG FIREX BTL DI When the overheat / fire condition is out of view on the ITT field from EIC button red light goes off and the aura

TYPE

E1 FIREX FAIL

E2 FIREX FAIL Caution

The fire detection sensor for LH (Left-Hand) engine is unable to detect fire / overheat conditions

ENGINE 1 FIRE DET FAIL

The fire detection sensor for RH (RightENGINE 2 FIRE Hand) engine is unable to detect fire / overDET FAIL heat conditions Advisory

ENG FIREX DISCH

The bottle has been discharged.


17-9 April 2009

MESSAGE

Th Han c

The Han c

The en

Th ENGINE 2 FIRE Han DET FAIL Advisory

ENG FIREX DISCH


T R A I N I N G

S E R V I C E S

T R A I N I N G


17-10 April 2009

Intentionally L


S E R V I C E S

17-10 April 2009

Developed for Train

Fire Protection

Fire Protection

Fire Protection

General

General

The function of the fire protection system is to monitor the aircraft for fire and overheat conditions. It provides both an aural and visual alert to the pilot when these conditions occur. A fire extinguishing system is available to permit the discharge of a fire extinguishing agent into the selected engine when initiated by the pilot.

The function of the fire protection sys overheat conditions. It provides bot when these conditions occur. A fire mit the discharge of a fire extinguish initiated by the pilot.

When the engine fire detector senses a fire / overheat condition, the system alerts the crew by means of a FIRE message in the respective engine Interstage Turbine Temperature (ITT) gauge located on the Engine Indicating System of the Multi-functional Display (MFD). A red light in the engine shutoff push button also illuminates as well as an aural “Fire, Fire” message and an ENG 1 FIRE or ENG 2 FIRE CAS Message. The fire message in the ITT gauge and the light in the shutoff pushbutton will stay illuminated until the fire condition no longer exists. The aural warning is cancelled by acknowledgement of the ENG 1/ENG 2 FIRE CAS message. Any system malfunctions will be annunciated on the Primary Flight Display (PFD) Crew Alerting System (CAS) message window.

When the engine fire detector sense alerts the crew by means of a FIRE stage Turbine Temperature (ITT) gau tem of the Multi-functional Display ( push button also illuminates as well ENG 1 FIRE or ENG 2 FIRE CAS gauge and the light in the shutoff pus condition no longer exists. The aura ment of the ENG 1/ENG 2 FIRE CAS be annunciated on the Primary Flig (CAS) message window.

Phenom 100

Phenom 100


17-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engine Fire / Overheat Detection System

Engine Fire / Overheat Detection S

The engine fire detection system has one single loop-type fire detector for each engine. The fire detector loop is installed on the mid cowl compartment. The detector sensor tube is installed along the mid cowl compartment, close to the main flammable fluid components, covering both left and right sides of the engine.

The engine fire detection system has one engine. The fire detector loop is installed detector sensor tube is installed along the main flammable fluid components, cover engine.

ENGINE FIRE DETECTOR LOOP

The system is able to detect either overheat (average temperature) or fire (discrete air temperature). When the engine fire detector senses a fire / overheat condition for an engine, a signal is sent to the GEA (Garmin Engine Airframe unit) and to the engine shutoff pushbutton in the ENG FIRE EXTINGUISHER control panel.

The system is able to detect either ove (discrete air temperature). When the eng heat condition for an engine, a signal is s frame unit) and to the engine shuto EXTINGUISHER control panel.

Each engine fire detector is electrically connected to the Emergency Bus and supplies power to:

Each engine fire detector is electrically co supplies power to:

– Warning indication by means of a red light on the engine shutoff pushbutton.

– Warning indication by means of a r pushbutton.

– Warning indication by means of a red FIRE message in the ITT (Interstage Turbine Temperature) field on the EICAS (Engine Indication Crew Alert System).

– Warning indication by means of a r stage Turbine Temperature) field Crew Alert System).

– Voice message: “FIRE, FIRE”

– Voice message: “FIRE, FIRE”

– CAS message: ENG 1/2 FIRE

– CAS message: ENG 1/2 FIRE

Fire Test

Fire Test

A FIRE button on the TEST control panel is used to check of the integrity of the detection system; when it is pressed, a fire condition on the engines is simulated, and the fire alarms are activated; red light in the shutoff pushbutton lamps, FIRE message in the ITT field on the EICAS, voice message “Fire, FIre,” and ENG 1 / ENG 2 CAS Message.

A FIRE button on the TEST control panel i detection system; when it is pressed, a fi lated, and the fire alarms are activated; lamps, FIRE message in the ITT field o FIre,” and ENG 1 / ENG 2 CAS Message.

17-2 April 2009

17-2 April 2009


Developed for Train

Fire Protection


17-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Fire Detector The engine fire protection system is based on pneumatic pressure caused by fire or overheating. The detector is an electromechanical device factory calibrated, hermetically sealed, thermal sensitive, and pneumatically actuated.

Fire Detector The engine fire protection system is base fire or overheating. The detector is an el brated, hermetically sealed, thermal sens

The pneumatic sensing element is charged with helium (inert gas), for general overheat detection. It also contains hydrogen (active gas) as a charged core material, for extreme localized heat detection.

The pneumatic sensing element is charg eral overheat detection. It also contains core material, for extreme localized heat

If fire is detected:

If fire is detected:









The fire detector sends a signal to the GEA (Garmin Engine and Airframe Interface) that communicates with the GIA (Garmin Integrated Avionics unit). The fire detector also sends a signal to the control panel to cause the respective engine shutoff pushbutton to illuminate. The GIA provides a FIRE inscription in the ITT field on the EICAS and a voice message “FIRE, FIRE CAS Message: ENG 1/2 FIRE.

Note: The engine shutoff pushbutton stays lit as long as the fire condition persists.









The fire detector sends a signal to the Interface) that communicates with the unit). The fire detector also sends a signal t respective engine shutoff pushbutton The GIA provides a FIRE inscription i voice message “FIRE, FIRE CAS Message: ENG 1/2 FIRE.

Note: The engine shutoff pushbutton s persists.

A single loop fire detector is installed around each engine and its integrity is continuously monitored. In case of failure of the power supply, bottle pressure, cartridges or associated harnesses, fail messages will be displayed on the CAS (Crew Alerting System) window and the EICAS. The detector system is powered by the EMERGENCY Bus. The Fire Exstinquishing system is powered by HOT BAT Bus 1 and HOT BAT Bus 2.

A single loop fire detector is installed aro continuously monitored. In case of failur sure, cartridges or associated harnesses the CAS (Crew Alerting System) window tem is powered by the EMERGENCY Bus powered by HOT BAT Bus 1 and HOT BA

17-4 July 2010 Rev. 1

17-4 July 2010 Rev. 1


Developed for Trai

Fire Protection

Fire Extinguishing

Fire Extinguishing

The engine fire extinguishing system has the function of discharging fire extinguishing agent in either engine compartments upon actuation of the BOTTLE switch installed on the FIRE control panel in the cockpit.

The engine fire extinguishing syste extinguishing agent in either engin BOTTLE switch installed on the FIRE

The engine fire extinguishing system is basically composed of a single fixed bottle that may be discharged in either LH (Left Hand) or RH (Right Hand) engine by the related tubing to extinguish fire.

The engine fire extinguishing system bottle that may be discharged in eit engine by the related tubing to exting

The bottle assembly is installed in the rear fuselage and is composed of a container, two discharge outlets, two rupture disc assemblies, two electroexplosive cartridges, one fill fitting assembly and one TCPS (Temperature Compensated Pressure Switch).

The bottle assembly is installed in t container, two discharge outlets, two plosive cartridges, one fill fitting asse pensated Pressure Switch).

Each discharge outlet has an explosive cartridge activated by the crew from the cockpit by means of the FIRE control panel. The fill fitting assembly works as a primary safety relief and the rupture disk assembly as a secondary safety relief for overpressure. The TCPS is responsible for monitoring the extinguishing agent for correct pressure.

Each discharge outlet has an explos the cockpit by means of the FIRE con as a primary safety relief and the safety relief for overpressure. The extinguishing agent for correct press

Engine Fire Extinguishing System

Engine Fire Extinguishing Syst

The engine fire extinguishing system is capable of discharging extinguishing agent (Halon 1301) in either engine through the fire extinguishing bottle installed in the aircraft rear fuselage.

The engine fire extinguishing system agent (Halon 1301) in either engin installed in the aircraft rear fuselage.

Commands for the engine fire extinguishing discharges are provided through the BOTTLE switch located on the FIRE control panel. A control unit continuously monitors the readiness of the engine fire extinguishing system. If the system fails, a caution indication in yellow is provided on the CAS (Crew Alerting System) window.

Commands for the engine fire exting the BOTTLE switch located on the F ously monitors the readiness of the system fails, a caution indication in Alerting System) window.

Phenom 100

Phenom 100


17-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Engine Fire Shutoff Buttons and Extinguishing Switch The FIRE control panel comprises one shutoff pushbutton for each engine (ENG 1 SHUTOFF and ENG 2 SHUTOFF) and a fire extinguishing switch (BOTTLE). Pressing either engine shutoff pushbutton on the FIRE control panel enables the BOTTLE switch. If the engine fire condition does not disappear, extinguishing agent can be discharged on the respective engine selected through the engine shutoff pushbutton upon actuation of the BOTTLE switch. The shutoff pushbuttons are protected by a guard.

FIRE SHUTOFF 1

BOTTLE

S E R V I C E S

Engine Fire Shutoff Buttons and Extin The FIRE control panel comprises one (ENG 1 SHUTOFF and ENG 2 SHUTO (BOTTLE). Pressing either engine shuto panel enables the BOTTLE switch. If the pear, extinguishing agent can be disc selected through the engine shutoff push TLE switch. The shutoff pushbuttons are

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

SHUTOFF 1 RIGHT

BOTTLE

SHUT

DISCH

ROLL LWD

OFF

RWD

OFF

ENG START / STOP RUN


STOP

START

STOP

RUN START

R

STOP

PITCH BKP

START

STOP

UP

1

OFF

ENG IGNITION

BKP

AUTO 1

1

MODE

ON

17-6 April 2009

DN

2

ENG IGNITION

ON AUTO

OFF 2

1


17-6 April 2009

OFF

Developed for Train

Fire Protection Engine Fire Extinguishing Bottle The engine fire extinguishing bottle consists of the following components: a container two discharge outlets and related electroexplosive cartridges and rupture disc assemblies, a fill fitting assembly and a TCPS (Temperature Compensated Pressure Switch).

Engine Fire Extinguishing Bottle The engine fire extinguishing bottle container two discharge outlets and rupture disc assemblies, a fill fitting Compensated Pressure Switch).

The TCPS is responsible for monitoring the extinguishing agent for correct pressure. The switch contact of the TCPS is normally open when the fire extinguisher is properly charged and closed when sufficient pressure loss has occurred.

The TCPS is responsible for monito pressure. The switch contact of the extinguisher is properly charged and occurred.

Phenom 100

Phenom 100


17-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

If fire / overheat condition is detected in an engine compartment, the message FIRE comes into view in the ITT (Interstage Turbine Temperature) field on the EICAS, the related engine fire shutoff pushbutton (ENG 1 SHUTOFF or ENG 2 SHUTOFF) red light comes on and the aural warning FIRE is heard.

If fire / overheat condition is detected in sage FIRE comes into view in the ITT (In on the EICAS, the related engine fire sh or ENG 2 SHUTOFF) red light comes heard.

By pressing the ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton:

By pressing the ENG 1 SHUTOFF or ENG





The related PRSOV (Pressure Regulating and Shutoff Valve) and fuel shutoff valve close, avoiding air bleeding and fuel flow in the fire zone. A white stripe will light on to indicate that the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton was pressed. FIRE SHUTOFF 1

BOTTLE





The related PRSOV (Pressure Regul shutoff valve close, avoiding air bleed A white stripe will light on to indicate t ENG 2 SHUTOFF pushbutton was pr

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

SHUTOFF 1 RIGHT

BOTTLE

SHUTOFF 2

DISCH

ROLL LWD

OFF

RWD

OFF

ENG START / STOP S RUN


STOP

START

STOP

RUN START

RUN

STOP

PITCH BKP

START

STOP

UP

1

DN

2

ENG IGNITION

OFF

ON AUTO

OFF 2

1

If fire / overheat condition persists in the engine compartment: 


OFF

2

If fire / overheat condition persists in the e

The ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton red light remains on, the message FIRE in the ITT field on the EICAS continues and the aural warning FIRE is still heard.

17-8 April 2009

2

ENG IGNITION

BKP

ON AUTO 1

1

MODE



The ENG 1 SHUTOFF or ENG 2 SHU on, the message FIRE in the ITT field aural warning FIRE is still heard.

17-8 April 2009

Developed for Train

Flight Controls

Flight Controls

Flight Controls

General

General

The primary flight control system comprises the elevators, ailerons and rudder. All primary controls operate mechanically and have a trim operation in all axis. The secondary system comprises flaps, operating electrically.

The primary flight control system com All primary controls operate mechanic The secondary system comprises flap

RH AILERON

RH AILERON

RH FLAP

RH FLAP RH ELEVATOR RH PITCH TRIM TAB

LH PITCH TRIM TAB

LH ELEVATOR LH FLAP

LH FLAP RUDDER

ROLL TRIM TAB

ROLL TRIM TAB

YAW TRIM TAB

LH AILERON

LH AILERON

Aileron

Aileron

The left and right aileron surfaces are installed in the outboard rear spar of the wings, and control the rolling (lateral) movements of the aircraft with the actuation of the two control yokes or with the autopilot controls.

The left and right aileron surfaces a the wings, and control the rolling (la actuation of the two control yokes or

Rotation of either aileron control yoke results in movement of the ailerons.

Rotation of either aileron control yoke

Both aileron surfaces are statically and dynamically balanced.The left aileron has a trim tab surface attached to the inboard part of its trailing edge.

Both aileron surfaces are statically a has a trim tab surface attached to the

The aileron system uses two conventional control wheel assemblies in the cockpit to command the aileron surfaces.The motion is transmitted by means of a rotary ball spline assembly, quadrants, torque tubes, cables and pushpull rods. When the Auto Pilot is engaged, aileron commands can also be generated by the Auto Pilot Servo, which transmits commands directly to the aileron Central Torque Tube.

The aileron system uses two conve cockpit to command the aileron surfa of a rotary ball spline assembly, qua pull rods. When the Auto Pilot is en generated by the Auto Pilot Servo, w aileron Central Torque Tube.

During normal operation, rotation of either control yoke to the left or to the right will make the aircraft roll. The cables transfer this control yoke displacement for rotation of the forward torque tube.The rotation of the forward torque tube is transmitted to the center torque tube via cables. At this point, the command is split into two, LH (Left-Hand) and RH (Right-Hand) wing cable seg-

During normal operation, rotation of right will make the aircraft roll. The c ment for rotation of the forward torqu tube is transmitted to the center torqu mand is split into two, LH (Left-Hand

Phenom 100

Phenom 100


18-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ments, which transmit the center torque tube movement to the wing torque tubes that actuate a rod moving the aileron surfaces.

ments, which transmit the center torque tubes that actuate a rod moving the ailero

Aileron - Surface Location

Aileron - Surface Location

CONTROL YOKES

CONTROL YOKES

FWD TORQUE TUBE

FWD TORQUE TUBE

WING TORQUE TUBE

WING TORQUE TUBE CENTER TORQUE TUBE

A

AUTO PILOT SERVO

A

A

0°

A-A

CE TO TU

A 25°

15° SDS2432271000P007

Aileron Trim System

Aileron Trim System

The function of the aileron trim subsystem is to allow the pilot or copilot to make trim adjustments on the lateral axis.

The function of the aileron trim subsyste make trim adjustments on the lateral axis

ROLL TRIM TAB

ROLL TRIM TAB

SDS2432271400P023

SDS2432271400P023

The roll trim tab is located on the left wing and provides trimming capability of the roll axis.

The roll trim tab is located on the left wing the roll axis.

The pilot sets the roll trim switch in order to relieve the forces on the control yoke. The tab is commanded by the TAS (Trim Actuation System).

The pilot sets the roll trim switch in order yoke. The tab is commanded by the TAS

18-2 April 2009

18-2 April 2009


Developed for Train

Flight Controls The roll trim commands are performed only through the trim panel on the central pedestal (no switches on the control yokes). Pilot commands on the roll trim switch are directly transmitted to Trim Actuator Controller TAC1, which operates the actuator attached to the left aileron trim tab.

The roll trim commands are performe tral pedestal (no switches on the co trim switch are directly transmitted t operates the actuator attached to the

TRIM

TRIM

YAW LEFT

YAW RIGHT

ROLL LWD

RWD

LEFT

RIGHT ROLL

ROLL TRIM SWITCH

LWD

PITCH BKP

RWD

PITCH BKP

UP

UP

DN

DN

MODE

MODE

BKP

BKP

OFF

OFF SDS2432271400P030R


18-3 April 2009


18-4 April 2009 Developed for Training Purposes Phenom 100 18-4 April 2009 PWR (28 VDC), DC BUS 1

TAC 1

GIA DISPLAYS

TAC 2

PWR (28 VDC), DC BUS 1

YAW TRIM SWITCH

BACKUP PITCH TRIM SWITCH

PWR (28 VDC), EMERG BUS

RUDDER TRIM TAB PANEL

YAW TRIM ACTUATOR

T R A I N I N G

ROLL TRIM SWITCH

RH ELEVATOR TRIM TAB PANEL

COPILOT PITCH TRIM SWITCH

FLEX SHAFT

RH PITCH TRIM ACTUATOR

TAC 2

Aileron Trim System - Components

PILOT PITCH TRIM SWITCH

LH ELEVATOR TRIM TAB PANEL

LH PITCH TRIM ACTUATOR

TAC 1


YAW TRIM SWITCH



S E R V I C E S


AILERON TRIM TAB PANEL

ROLL TRIM ACTUATOR


ROLL TRIM SWITCH



GIA DISPLAYS



Aileron Trim System - Components

Developed for Train

Flight Controls The roll trim subsystem is based on a single mode of operation which does not interface with the Automatic Flight Control System (AFCS). The roll trim command is performed only through the trim panel on the central pedestal (no switches on the control yokes). In case of failure of the roll trim, no alternative modes exist. The pilot will not be able to trim the aircraft in the roll axis and will have to sustain residual forces as required. The position of the roll trim actuator is independently transmitted to Avionics by the TAC for indication purposes. Fault status is also transmitted to avionics to allow maintenance personnel to identify a failed LRU (Line Replaceable Unit). To mitigate spontaneous movement of any trim surface beyond safe limits, the TAC imposes a 3 second authority limit to every trim command, independently of how long the trim switch is held depressed. If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, or yaw) is interrupted.

The roll trim subsystem is based on not interface with the Automatic Flig command is performed only through (no switches on the control yokes). In case of failure of the roll trim, no a be able to trim the aircraft in the ro forces as required. The position of the roll trim actuator by the TAC for indication purpose avionics to allow maintenance per Replaceable Unit). To mitigate spontaneous movement the TAC imposes a 3 second a independently of how long the trim sw If the QD (Quick Disconnect) switch or yaw) is interrupted.

Rudder

Rudder

The rudder control system supplies yaw axis control for the aircraft with a conventional rudder surface, attached to the rear spar of the vertical empennage. The rudder surface is statically and dynamically balanced and has a tab surface attached to the spar of the rudder bottom trailing edge.

The rudder control system supplies conventional rudder surface, attache nage. The rudder surface is statical tab surface attached to the spar of th

The Rudder Control System uses two conventional control pedal assemblies to command motion to the rudder surface.The motion is transmitted by means of bellcranks, push-pull rods, torque tubes and cables.

The Rudder Control System uses tw to command motion to the rudder means of bellcranks, push-pull rods,

When the auto pilot is engaged, rudder commands can also be generated by the auto pilot servo, which transmits commands directly to the rudder central rear torque tube.

When the auto pilot is engaged, rudd the auto pilot servo, which transmits rear torque tube.

Phenom 100

Phenom 100


18-5 April 2009

Developed for

COCKPIT CONTROLS

CABLE CIRCUIT

CABLE CIRCUIT

PEDAL ASSEMBLY

TOP REAR CABLE CIRCUIT BULKHEAD

BOTTOM REAR CABLE CIRCUIT BULKHEAD

PRESSURE BULKHEAD

BOTTOM REAR CABLE CIRCUIT BULKHEAD

B

B

SURFACE TORQUE TUBE

SURFACE TORQUE TUBE

RUDDER

RUDDER

Phenom 100

Developed for Train 18-6 April 2009 Developed for Training Purposes 18-6 April 2009

Rudder System Schematic Rudder System Schematic


Flight Controls The rudder control pedal assemblies are also used to command aircraft brakes and nose wheel steering.

The rudder control pedal assembli brakes and nose wheel steering.

During normal operation, the pilot or co-pilot commands the rudder pedals forward and rearward to achieve the desired yaw rate of the aircraft.

During normal operation, the pilot o forward and rearward to achieve the



When the LEFT pedal (pilot or co-pilot station) is commanded to full forward direction (−14.90°) and the right pedal is commanded to full rearward direction (+13.74°), the rudder surface moves left (+30°).  When the RIGHT pedal (pilot or co-pilot station) is commanded to full forward direction (−14.90°) and the left pedal is commanded to full rearward direction (+13.74°), the rudder surface moves right (−30°). The rudder pedals have four points of adjustment in order to suit short and tall pilots.The adjustment is done through a lever.When the lever is released, the spring cartridge pushes a pin, which in turn locks the vertical arm to the bellcrank. Pilot and copilot control pedals can be independently adjusted.



When the autopilot is engaged, the rudder servo takes the place of the pilot inputs in response to AFCS (Automatic Flight Control System) commands. The autopilot servo is connected to the rear torque tube assembly and provides inputs to the system at this point.

When the autopilot is engaged, the inputs in response to AFCS (Autom The autopilot servo is connected to vides inputs to the system at this poi

When the LEFT pedal (pilot or coward direction (−14.90°) and the r direction (+13.74°), the rudder sur  When the RIGHT pedal (pilot or c ward direction (−14.90°) and the l direction (+13.74°), the rudder sur The rudder pedals have four points o pilots.The adjustment is done throug spring cartridge pushes a pin, which crank. Pilot and copilot control pedal

TORSION SPRING

BELLCRANK

BELLCRANK

VERTICAL ARM

ADJUSTMENT LEVER


A

18-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Pedal Adjustment Lever

Pedal Adjustment Lever

Yaw Trim System

Yaw Trim System

The function of the yaw trim subsystem is to allow the pilot or copilot to make trim adjustments on the yaw axis.

The function of the yaw trim subsystem is trim adjustments on the yaw axis.

YAW TRIM SURFACE

The pilot commands the yaw trim switch in order to relieve the forces on the control pedal. The tab is commanded by the TAS (Trim Actuation System).

The pilot commands the yaw trim switch control pedal. The tab is commanded by

The yaw trim subsystem is similar to the pitch trim subsystem except that it is based on a single mode of operation and does not interface with the AFCS (Automatic Flight Control System).

The yaw trim subsystem is similar to the p based on a single mode of operation an (Automatic Flight Control System).

The yaw trim control is performed only through the trim panel on the central pedestal. Pilot commands on the yaw trim switch are directly trans-

The yaw trim control is performed only tral pedestal. Pilot commands on the y

18-8 April 2009

18-8 April 2009


Developed for Train

Flight Controls mitted to TAC (Trim Actuator Controller), which operates the actuator that drives the rudder trim tab.

mitted to TAC (Trim Actuator Contr drives the rudder trim tab.

TRIM

TRIM

YAW LEFT

YAW RIGHT

LEFT

YAW TRIM SWITCH

ROLL LWD

RI ROLL

RWD

LWD

PITCH BKP

R

PITCH BKP

UP

UP

DN

DN

MODE

MODE

BKP

BKP

OFF

OFF


18-9 April 2009


S E R V I C E S

T R A I N I N G


ROLL TRIM SWITCH


TAC 1

AVIONICS


TAC 2


YAW TRIM SWITCH



RUDDER TRIM TAB PANEL RH ELEVATOR TRIM TAB PANEL LH ELEVATOR TRIM TAB PANEL

FLEX SHAFT

AILERON TRIM TAB PANEL

ROLL TRIM ACTUATOR

LH PITCH TRIM ACTUATOR

RH PITCH TRIM ACTUATOR

TAC 2 PWR (28 VDC), DC BUS 1

ROLL TRIM SWITCH


TAC 1

AVIONICS

COPILOT PITCH TRIM SWITCH PILOT PITCH TRIM SWITCH

S E R V I C E S

Rudder Trim System - Components

YAW TRIM ACTUATOR


YAW TRIM SWITCH



Rudder Trim System - Components


T R A I N I N G

Pilot commands on the yaw trim switch are directly transmitted to TAC2, which operates the actuator that drives the rudder trim tab.

Pilot commands on the yaw trim switch which operates the actuator that drives th

In case of failure of yaw trim, no alternative modes exist. The pilot will not be able to trim the aircraft in this axis and will have to sustain residual forces as required.

In case of failure of yaw trim, no alternati able to trim the aircraft in this axis and w required.

18-10 April 2009

18-10 April 2009


Developed for Train

Flight Controls DC power is supplied to the TAC2 yaw channel by individual circuit breakers ending up in independent control and motor power inputs. In both cases aircraft DC Bus 1 is the power source.

DC power is supplied to the TAC2 ya ending up in independent control an craft DC Bus 1 is the power source.

In the same way as the aileron trim system, the position of the yaw trim actuators is independently transmitted to Avionics by the TAC for indication purposes.

In the same way as the aileron trim s ators is independently transmitted to poses.

Fault status is also transmitted to avionics to allow maintenance personnel to identify failed LRU (Line Replaceable Unit). Yaw actuator operates at a fixed rate (not as a function of the airspeed).

Fault status is also transmitted to avi identify failed LRU (Line Replaceabl rate (not as a function of the airspeed

To mitigate spontaneous or commanded movement of any trim surface beyond safe limits, the TAC imposes a 3 second authority limit to every trim command, independently of how long the trim switch is activated. Once the authority limiter interrupts the trim command, a new trim command can be readily executed right after the trim switch is released and depressed again.

To mitigate spontaneous or comm beyond safe limits, the TAC imposes command, independently of how lon authority limiter interrupts the trim c readily executed right after the trim s

If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, or yaw) is interrupted. If the switch is released, all trimming system back to the normal operation.

If the QD (Quick Disconnect) switch or yaw) is interrupted. If the switch the normal operation.

RUDDER SURFACE (REF.)

RUDDER SURFACE (REF.)

YAW TRIM TAB SURFACE (REF.)

YAW TRIM TAB SURFACE (REF

SDS2432272400P059R


SDS2432272400P059R

18-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Elevator

Elevator

The elevator system is responsible for longitudinal control (pitch attitude) of the aircraft.

The elevator system is responsible for lo the aircraft.

The longitudinal control system consists of a pair of conventional elevator surfaces attached to the rear spar of the horizontal empennage.

The longitudinal control system consists surfaces attached to the rear spar of the h

The elevator system uses two conventional control wheel assemblies in the cockpit to command motion to the pair of elevator surfaces. The motion is transmitted via shaft, special joint, bellcranks, push-pull rods, torque tubes and cables.

The elevator system uses two conventio cockpit to command motion to the pair transmitted via shaft, special joint, bellc and cables.

RIGHT ELEVATOR SURFACE

LEFT ELEVATOR SURFACE

RIGHT ELEVATOR SURFACE

SDS2432273000P063R

During normal operation, the pilot or co-pilot commands the control yoke forward or rearward to achieve the desired pitch rate of the aircraft.

During normal operation, the pilot or co-p ward or rearward to achieve the desired p

The linear movement of control yoke is transmitted to rotational movement of the interconnection torque tube. The rotational movement is transferred to cables by means of two quadrants installed on the interconnection torque tubes.

The linear movement of control yoke is tr the interconnection torque tube. The rot cables by means of two quadrants insta tubes.

The elevator cables run under the cockpit floor, the cabin floor and the baggage compartment floor to transmit the commands from the interconnection torque tube in the cockpit to the rear torque tube in the rear fuselage.

The elevator cables run under the cockpit compartment floor to transmit the comma tube in the cockpit to the rear torque tube

The elevator auto pilot servo mechanism is installed on the rear fuselage and transmits the auto pilot commands by means of cables to the rear torque tube.

The elevator auto pilot servo mechanism transmits the auto pilot commands by mea

The two elevator surfaces are independent, installed in the horizontal empennage trailing edge and are pivoted at two hinge points.

The two elevator surfaces are independe nage trailing edge and are pivoted at two

The elevator surfaces deflection are limited by the primary stops as follows:

The elevator surfaces deflection are limite

 

-27 ° ± 1 up +19 ° ± 1 down

18-12 April 2009

 


-27 ° ± 1 up +19 ° ± 1 down

18-12 April 2009

Developed for Train

Flight Controls Elevator Mechanism - General Description

CABLES ALONG THE TRAILING EDGE OF THE VERTICAL EMPENNAGE

Elevator Mechanism - General

CABLES ALONG THE TRAILING EDGE OF THE VERTICAL EMPENNAGE

ELEVATOR SURFACE

B

AUTO PILOT SERVO

REAR TORQUE TUBE

B

PILOT CONTROL YOKE

ROTARY BALL SPLINE BEARINGS

SPECIAL JOINT

AUTO PILOT SERVO

SECONDARY STOPS

INTERCONNECTION TORQUE TUBE

ELEVATOR CABLES RUNS UNDER THE BAGGAGE COMPARTMENT FLOOR

REAR TORQUE TUBE

PILOT CONTROL YOKE

ELEVATOR CABLES RUNS UNDER THE BAGGAGE COMPARTMENT FLOOR

INTERCONNECTION BELLCRANK

INTERCON BE

CENTER SPRING COPILOT CONTROL YOKE

STICK PUSHER ACTUATOR (REF.)

Elevator Mechanism - Components

Elevator Mechanism - Compon HINGE

ELEVATOR SURFACE

HINGE

HINGE

HINGE

SDS2432273100P077R


18-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Pitch Trim System

Pitch Trim System

The pitch trim system is commanded by the Trim Actuation System (TAS (Trim Actuation System) to perform the following functions:

The pitch trim system is commanded b (Trim Actuation System) to perform the fo





Manual Trim When flying manually, the pilot commands the trim switches in order to alleviate the forces in the control yoke. Auto Trim When the AP (Automatic Pilot) is engaged, the TAS receives commands from the AFCS (Automatic Flight Control System) in order to alleviate the forces on the AP pitch servo.

Elevator Trim System





Manual Trim When flying manually, the pilot comma alleviate the forces in the control yoke Auto Trim When the AP (Automatic Pilot) is enga from the AFCS (Automatic Flight Cont forces on the AP pitch servo.

Elevator Trim System

PITCH TRIM SURFACES

PITCH TRIM SURFACES

SDS2432273400P085

SDS2432273400P085

The pitch trim subsystem is based on two redundant operation modes: Normal and Backup.

The pitch trim subsystem is based on tw mal and Backup.

When operating in Normal Mode, manual trim is commanded by pilot or copilot through the switches on control yoke. Switches signal are then processed by the avionics and sent to the TAC (Trim Actuator Controller) 1 which operates the actuator attached to the left elevator trim tab. The pitch trim system comprises a master and slave configuration so that when the LH (Left Hand) actuator is operating it also back drives the actuator attached to the RH (Right Hand) elevator trim tab through an interconnecting flex shaft.

When operating in Normal Mode, manua lot through the switches on control yoke. by the avionics and sent to the TAC (Trim ates the actuator attached to the left elev comprises a master and slave configurat actuator is operating it also back drives th Hand) elevator trim tab through an interco

In case of a failure of this command path – yoke switches, avionics, TAC 1 or LH actuator – the pilot switches the system to Backup Mode in the pitch trim mode selection switch at the trim panel and commands the system only through the backup trim switch. The command signals go directly to the TAC 2 which operates the RH actuator. Originally set as slave, this actuator will now operate as a master and will drive the LH actuator through the flex shaft.

In case of a failure of this command path LH actuator – the pilot switches the syste mode selection switch at the trim pane through the backup trim switch. The com 2 which operates the RH actuator. Origi now operate as a master and will drive th

DC (Direct Current) power is supplied to each TAC channel through an individual circuit breaker so as to provide independent control and motor power inputs. However pitch trim mode selection switch will remove the motor power of the slave actuator to prevent a force fight condition with the master actuator. Which actuator (LH or RH) is master or slave depends on the selected operating mode as described above.

DC (Direct Current) power is supplied to vidual circuit breaker so as to provide ind inputs. However pitch trim mode selection of the slave actuator to prevent a force fi tor. Which actuator (LH or RH) is maste operating mode as described above.

18-14 April 2009

18-14 April 2009


Developed for Train

Flight Controls Control power and motor power for the TAC 1 pitch channel (Normal, LH) is provided through the aircraft DC Bus 2 while control power and motor power for the TAC 2 pitch channel (Backup, RH) is provided through the aircraft Emergency Bus.

Control power and motor power for provided through the aircraft DC Bus for the TAC 2 pitch channel (Backu Emergency Bus.

When operating in Normal Mode, the TAS can also receive inputs from AFCS coming from the avionics: the auto trim commands alleviate the forces on the pitch servo when the AP is engaged. Note that the backup mode does not receive inputs from the avionics so that a failure of normal mode will result in a loss of auto trim capability. Manual and auto trim commands are not distinguishable by the TAC. Therefore, the avionics logic follows the priority below:

When operating in Normal Mode, the coming from the avionics: the auto tr pitch servo when the AP is engage receive inputs from the avionics so th a loss of auto trim capability. Manual guishable by the TAC. Therefore, the



Pilot Pitch Trim Switch – Priority 1 Copilot Pitch Trim Switch – Priority 2  Auto Trim – Priority 3 (they do not operate simultaneously). In the backup mode, only the backup pitch trim switch will send commands to the system.







The position of both LH and RH pitch trim actuators are independently transmitted to the avionics by the TACs for indication purposes. Fault status is also transmitted to the CAS (Crew Alerting System) message annunciation.

The position of both LH and RH pitch mitted to the avionics by the TACs fo transmitted to the CAS (Crew Alertin

A trim rate control discrete signal routed from the avionics to TAC 1 pitch channel selects the normal mode operating trim rate to high or low as a function of airspeed. Comparatively, backup mode will operate only at a fixed medium trim rate.

A trim rate control discrete signal r channel selects the normal mode op tion of airspeed. Comparatively, ba medium trim rate.

To mitigate spontaneous movement of any trim surface beyond safe limits, the TAC imposes a 3 seconds authority limit to every trim command, independently of how long the trim switch is held depressed. Once the authority limiter interrupts the trim command, a new trim command can be readily executed right after the trim switch is released and depressed again.

To mitigate spontaneous movement the TAC imposes a 3 seconds author dently of how long the trim switch is iter interrupts the trim command, executed right after the trim switch is

Both pilot and copilot control yoke present a QD (Quick Disconnect) switch that when pressed interrupts any trim operation to mitigate runaways in case the TAC 3 seconds timer fails.

Both pilot and copilot control yoke p that when pressed interrupts any trim the TAC 3 seconds timer fails.

Indication and Alerting The pitch trim scale is displayed as a doubled vertical path arranged in a mirror configuration. The pitch trim scale also incorporates a green band to indicate the allowable pitch trim position range for takeoff.

Indication and Alerting The pitch trim scale is displayed as a ror configuration. The pitch trim scale cate the allowable pitch trim position

Two pointers displayed in a mirror configuration move synchronized along the pitch trim scale according to the average of left and right pitch trim actuators positions.The pointers move upwards for aircraft nose up trim (pitch up) and downwards for aircraft nose down trim (pitch down).

Two pointers displayed in a mirror co pitch trim scale according to the ave positions.The pointers move upward downwards for aircraft nose down tri

The boxed digital readout is located on the right side of the pitch trim scale and is used to indicate a 2 digits integer index corresponding to the average of the left and the right pitch trim actuators positions. When pitch trim is taken

The boxed digital readout is located and is used to indicate a 2 digits inte of the left and the right pitch trim actu

Phenom 100

Phenom 100


18-15 April 2009

Pilot Pitch Trim Switch – Priority 1 Copilot Pitch Trim Switch – Priorit  Auto Trim – Priority 3 (they do not In the backup mode, only the backup the system.

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

to the lower scale limit (full pitch down) and to the upper scale limit (full pitch up) the 2 digits integer index respectively indicates 0 and 100.

to the lower scale limit (full pitch down) a up) the 2 digits integer index respectively

In case of a failure, resulting in asymmetric position indication between left and right pitch trim actuators (e.g. a flex shaft failure), the left pointer is positioned according to the left pitch trim actuator position and the right pointer is positioned according to the right pitch trim actuator position. This condition is also followed by a “PTRIM DISCONNECT” CAS message. Additionally, both pointers become filled in amber and the pitch trim digital readout index is replaced with 2 amber dashes.

In case of a failure, resulting in asymme and right pitch trim actuators (e.g. a flex tioned according to the left pitch trim actu positioned according to the right pitch trim also followed by a “PTRIM DISCONNEC pointers become filled in amber and the replaced with 2 amber dashes.

In case of loss or invalid pitch trim position from either LH or RH pitch trim actuator, both pointers are removed from display and the pitch trim digital readout index is replaced with 2 amber dashes.

In case of loss or invalid pitch trim posit actuator, both pointers are removed fro readout index is replaced with 2 amber da

In case the pitch trim is not positioned inside the green band during takeoff preparation, the avionics provide a “NO TAKEOFF: TRIM, NO TAKEOFF: TRIM…” aural warning to alert the crew of the incorrect setting. The pointer will change to red and the readout will become red in inverse video.

In case the pitch trim is not positioned in preparation, the avionics provide a “NO TRIM…” aural warning to alert the crew will change to red and the readout will be

In case of a failure resulting in asymmetric position indication between left and right pitch trim actuators during takeoff preparation, the pitch trim indica-

In case of a failure resulting in asymme and right pitch trim actuators during takeo

18-16 April 2009

18-16 April 2009


Developed for Train

Flight Controls tion is displayed with both pointers filled in red representing their individual position. Additionally, the pitch trim digital readout becomes red in inverse video with the 2 dashes displayed in white.

tion is displayed with both pointers position. Additionally, the pitch trim video with the 2 dashes displayed in

This condition is always accompanied by the CAS message “NO TO CONFIG” and an associated aural warning sounding “NO TAKEOFF: TRIM, NO TAKEOFF: TRIM…” besides the “PTRIM DISCONNECT” CAS message.

This condition is always accompanie FIG” and an associated aural warni TAKEOFF: TRIM…” besides the “PT

In case of loss or invalid LH or RH pitch trim position during takeoff preparation the pitch trim indication is maintained with removed pitch trim pointers, but the digital readout becomes red in inverse video with the 2 dashes displayed in white. This condition is always accompanied by the CAS message “NO TO CONFIG” and the aural warning “NO TAKEOFF: TRIM, NO TAKEOFF: TRIM…”.

In case of loss or invalid LH or RH p tion the pitch trim indication is main but the digital readout becomes red played in white. This condition is alw “NO TO CONFIG” and the aural wa OFF: TRIM…”.

CAS Indication The CAS messages provided by the TAS are used to indicate pitch trim failure conditions so that flight crew can perform the appropriate corrective actions.

CAS Indication The CAS messages provided by th failure conditions so that flight crew actions.

Elevator Trim System - CAS Messages

Elevator Trim Sys

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Warning

NO TO CONFIG

Pitch trim outside of the green band (allowable for takeoff).

Warning

NO TO CONFIG

PTRIM NML FAIL

Pitch normal mode inoperative.

PTRIM BKP FAIL

Pitch backup mode inoperative.

PTRIM DISCONNECT

Miscompare of pitch trim actuators position.

PTRIM SW1 FAIL

Loss of command through pilot pitch trim switch.

PTRIM SW2 FAIL

Loss of command through co-pilot pitch trim switch.

Caution

Advisory

Caution

PTRIM NML FAIL PTRIM BKP FAIL

PTRIM DISCONNECT Advisory

PTRIM SW1 FAIL PTRIM SW2 FAIL

Failures in the TAS affecting auto trim function will result in a “PTRIM NML FAIL” CAS message.

Failures in the TAS affecting auto tr FAIL” CAS message.

Aural Warning Whenever there is takeoff intent and the pitch trim tab surfaces are not appropriately configured for takeoff, the avionics provide an aural warning sounding “NO TAKEOFF: TRIM, NO TAKE OFF: TRIM…” that is triggered in association with the “NO TO CONFIG” CAS message.

Aural Warning Whenever there is takeoff intent and priately configured for takeoff, the av “NO TAKEOFF: TRIM, NO TAKE OF tion with the “NO TO CONFIG” CAS

When operating in pitch trim normal mode, the avionics systems provide an aural warning sounding “TRIM, TRIM, TRIM…” so that casual control yoke pitch trim switches mishandling can be corrected in time by the pilot or copi-

When operating in pitch trim normal aural warning sounding “TRIM, TRI pitch trim switches mishandling can

Phenom 100

Phenom 100


18-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

lot, prior to having a trim switch latched fault.Two possible trim switch mishandling cases can result in either pilot or copilot trim switch invalid command:

lot, prior to having a trim switch latched fa dling cases can result in either pilot or co

Half of the switch is activated (generating an invalid trim command)  Trim switch activated for longer than the 3 seconds trim command authority. In case an invalid trim switch command persists for more than 1 second, the aural warning “TRIM, TRIM, TRIM…” starts. If the invalid condition persists for more than 7 seconds, the aural warning stops and the CAS message “PTRIM SW1 FAIL” or “PTRIM SW2 FAIL” is displayed, depending on which pitch trim switch generates the invalid input.





Half of the switch is activated (generat Trim switch activated for longer than the In case an invalid trim switch command p aural warning “TRIM, TRIM, TRIM…” sta for more than 7 seconds, the aural war “PTRIM SW1 FAIL” or “PTRIM SW2 FAIL pitch trim switch generates the invalid inp 

Note: Once a pitch trim switch has been declared failed, neither trim com-

Note: Once a pitch trim switch has bee

mand nor aural warnings can be generated from operating that switch, until the next aircraft power-up.

mand nor aural warnings can be g until the next aircraft power-up.

The “TRIM, TRIM, TRIM…” aural warning is not available for pitch backup, roll or yaw trim subsystems.

The “TRIM, TRIM, TRIM…” aural warnin roll or yaw trim subsystems.

18-18 April 2009

18-18 April 2009


Developed for Train

Flight Controls Pitch Trim System - General Description

Pitch Trim System - General De TRIM YAW LEFT

RIGHT ROLL

LWD

TRIMS

RWD

PITCH BKP

ROLL

UP

PITCH 20

YAW

MODE BKP

SDS2432273400P091R

DN

OFF

ROLL TRIM POINTER TRIMS

YAW TRIM SCALE

ROLL TRIM SCALE

ROLL

ALLOWABLE BAND FOR TAKEOFF

PITCH

TRIMS

ROLL

PITCH TRIM DIGITAL READOUT 20

YAW

YAW TRIM POINTER

ROLL TRIM POINTER

YAW TRIM SCALE

DOUBLE PITCH TRIM SCALE

PITCH TRIM POINTER

EICAS TRIMS INDICATION


YAW

YAW TRIM POINTER

EICAS TRIM

SDS2432273400P095R

18-19 April 2009

DO TR


T R A I N I N G

S E R V I C E S

T R A I N I N G

MFD

S E R V I C E S

MFD

ROLL

TRIM

PITCH

10

YAW

CAS TRIM INDICATION

ROLL

TRIM

ROLL

PITCH

10

YAW

TRIM

TRIM

PITCH

YAW

CAS INDICATION FOR ASYMMETRIC PITCH TRIM POSITION

YAW

10

YAW

ROLL

PITCH

YAW

ROLL

ROLL

PITCH

CAS INDICATION FOR INVALID OR LOSS YAW TRIM POSITION

CAS INDICATION FOR INVALID ROLL TRIM POSITION

ROLL

TRIM

C

TRIM

ROLL

10

TRIM

PITCH

YAW

EM500ENAOM140070D.DGN


10

YAW

C LO

CAS INDICATION FOR INVALID ROLL TRIM POSITION

ROLL

TRIM

PITCH

CAS INDICATION FOR ASYMMETRIC PITCH TRIM POSITION

ROLL

YAW

CAS INDICATION FOR AIRPLANE IN TAKEOFF CAS INDICATION FOR AIRPLANE IN TAKEOFF CONFIGURATION WITH ASYMMETRIC CONFIGURATION WITH PITCH TRIM PITCH TRIM POSITION POSITION OUTSIDE OF THE GREEN BAND

18-20 April 2009

PITCH

YAW

CAS INDICATION FOR INVALID PITCH TRIM POSITION

PITCH

TRIM

TRIM

C TR

PITCH

10

CAS INDICATION FOR AIRPLANE IN TAKEOFF C C CONFIGURATION WITH PITCH TRIM P POSITION OUTSIDE OF THE GREEN BAND

18-20 April 2009

Developed for Train

Flight Controls

Flaps

Flaps

The EMB 500 aircraft has a fowler flap panel on each wing (2 panels total) for lift augmentation.

The EMB 500 aircraft has a fowler fla lift augmentation.

Panels are operated through the Flap Actuation System (FAS), which is a complete electromechanical system utilizing electronic synchronization technology to provide flap position control (there are no mechanical structures or mechanical links between the left and right flap panels).

Panels are operated through the Fl complete electromechanical system nology to provide flap position contro mechanical links between the left an

A single actuator, Flap Linear Actuator (FLA), located on each flap panel provides the necessary force against the aerodynamic loads to move each flap panel.

A single actuator, Flap Linear Actuat vides the necessary force against th panel.

Each track mounted flap panel deploys along an angled trajectory in accordance with the shape of the deployment track.

Each track mounted flap panel depl dance with the shape of the deploym

System Description

System Description

The desired flap position is selected by the pilot via the Flap Selector Lever (FSL), mounted in the cockpit.

The desired flap position is selected (FSL), mounted in the cockpit.

F LAPS - S Y S T E M

F LAPS

F LAP S E L E C T O R L E V E R (F S L )

A VION IC S S YS TE M S

GSE ( MA IN T E N A N C E )

P O S IT IO N F E E D B A C K ( D U A L )

GSE ( MA IN T E N A N C E )



F L AP SY S T E M C ONT R OL UNIT (F S CU )

AIR S P E E D W O W

F L A P LIN E A R A C T U A T O R ( FL A)

F L A P PO SITION S E N S O R U N IT ( FP SU )

L H FL A P P AN E L

28V

AC T UAT OR C ONT R OL

MOT OR / B R A K E F L A P LINE AR A CT U A TO R ( FL A)

R H FL A P P AN E L

L E G E N D: MAIN CH A N N E L B A CK UP C H AN N E L

MOT OR / B R A K E

AIR S P E E D

F L A P LIN E A R A C T U A T O R ( FL A)

F L A P PO SITION S E N S O R U N IT ( FP SU )

F L A P PO SITION S E N S O R U N IT ( F P SU ) E M500EN S D S 270049A. DG N

MOT OR / B R A K E

FLA CON AC T UAT OR C ONT R OL

AC T UAT OR C ONT R OL

L H FL A P P AN E L L E G E N D: MAIN CH A N N E L B A CK UP C H AN N E L

Flap panel extension and retraction are accomplished in response to redundant electrical signals transmitted by the FSL to the Flap System Control Unit (FSCU). A dual discrete sequence of signals from the FSL defines a valid command to move the flap panel in accordance with each FSCU channel. The command is compared between the left and right channel control electronics within the FSCU. Upon agreement of the FSL signals, each FSCU channel provides an enable signal to the opposite channel and a command within its own channel to disengage the power off electric brakes and to activate the brushless Direct Current (DC) motor.

Flap panel extension and retraction dant electrical signals transmitted by (FSCU). A dual discrete sequence of signals f move the flap panel in accordance w is compared between the left and rig FSCU. Upon agreement of the FSL s enable signal to the opposite channe to disengage the power off electric Direct Current (DC) motor.

Phenom 100

Phenom 100


18-21 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The activation of the brushless motor will either extend or retract the FLA ball screw consistently with the command.

The activation of the brushless motor will screw consistently with the command.

The FLA ball screw is driven at a constant speed by the brushless DC motor through a gear train to the new flap position.

The FLA ball screw is driven at a constan through a gear train to the new flap positi

Power to the FAS is provided by aircraft DC1 electrical Bus (28 V DC) through two independent and dedicated circuit breakers; one for control and the other for motor operation.

Power to the FAS is provided by aircr through two independent and dedicated the other for motor operation.

FAS operation is designed for fail safe operation, i.e., in the event of a failure, the FAS shuts down in a safe condition. Monitors within the FSCU perform health and status checks of the entire system and the individual Line Replaceable Unit (LRU). Any detected fault condition will result in halting the system motion. The FLA electric brakes are engaged and motor drive is inhibited until the applicable reset condition is applied. The flap system performs a power up bit and a continuous bit for monitoring and fault detection. Critical system faults such as asymmetry and uncommanded motion result in system lock out and are only resettable when FSCU control power is recycled and aircraft is on ground.

FAS operation is designed for fail safe op the FAS shuts down in a safe condition. health and status checks of the entir Replaceable Unit (LRU). Any detected fa system motion. The FLA electric brake inhibited until the applicable reset con performs a power up bit and a contin detection. Critical system faults such a motion result in system lock out and are power is recycled and aircraft is on groun

In order to define whether the aircraft is in air or on ground, FAS uses 2 Weight-on-Wheels (WOW) and 1 Airspeed discrete signals.

In order to define whether the aircraft i Weight-on-Wheels (WOW) and 1 Airspee

FLAP

ME C HA NIC A L

C O MP O NE NT S

FLAP

R H FL A P P AN E L

ME C HA NIC A L

R H FL A P P AN E L F L AP L INE AR A C T U A TO R (F LA )

B L H F L A P P AN E L

L H F L A P P AN E L

A

A F L A P LINE AR A CT UA TO R (F LA )

F L A P LINE AR A CT UA TO R (F LA )

A

W I N G TR AILING E DG E - R E AR S P A R (R E F) F LAP L E ADING E D G E (R E F )

B

18-22 April 2009

E M500EN S D S 270071A. DG N

F LAP L E ADING E D G E (R E F )


B

18-22 April 2009

Developed for Train

Flight Controls EICAS Display

EICAS Display

MFD

MFD

EIS Display

EIS Display

Figure 3-1 EICAS (Normal)

Figure 3-1 EICAS

Flap System Indication and Alerting

Flap System Indication and Ale

Flap Position – Displays the flap position. If information is lost or out of valid range, indication will be removed.

Flap Position – Displays the flap position. If inf indication will be removed.

GREEN: normal system operation

GREEN: normal system operat

YELLOW: flap system is failed or FSL position is lost

YELLOW: flap system is failed

RED: before takeoff, flap out of takeoff position

RED: before takeoff, flap out of

– Cyan pointer shows flap commanded position (FSL position), along with the scale and moves up the scale for decreasing values of flap angle. The flap scale has tic marks at each end, representing positions at 0 and FULL. If the information is lost or out of valid range, the indication will be removed. Flap Readout – Displays flap surface position. If flaps are in motion, the readout is replaced with green dashes. If flap position is invalid or unavailable, the readout is replaced with a red X.

– Cyan pointer shows flap comm with the scale and moves up th angle. The flap scale has tic m at 0 and FULL. If the informatio tion will be removed. Flap Readout – Displays flap surface position. replaced with green dashes. If readout is replaced with a red

GREEN: valid flap position

GREEN: valid flap position

YELLOW: flap system is inoperative but position information is available

YELLOW: flap system is inoper

RED: before takeoff, flap out of takeoff position (inverse video)

RED: before takeoff, flap out of

CYAN: flap is inoperative (inverse video)

CYAN: flap is inoperative (inver


18-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The table below presents the selectable flap positions and the associated placard speeds. The avionics system provides a “HIGH SPEED, FLAP” aural warning in case the aircraft speed violates the placard speed (including tolerance) for the given flap position.

The table below presents the selectable placard speeds. The avionics system pro warning in case the aircraft speed violate ance) for the given flap position.

FLAP POSITION

FLAP POSITION

PRE-MOD

POST-MOD

PRE-MOD

1

Take-Off - 10°

Take-Off - 10°

1

Take-Off - 10

2

Take-Off & Landing - 26°

Take-Off - 26°

2

Take-Off & Landing

Landing - 36°

Landing - 26°

3 (EASA)

Landing - 36°

*Landing - 36°

3 (EASA) FULL (FAA/ANAC) * EASA/FAA/ANAC

FULL (FAA/ANAC)

Landing - 36

Landing - 36

* EASA/FAA/ANAC

If a failure occurs in one of the flap channels or an unsafe condition is detected by the FAS, the flap panel operation is halted and the EICAS message “FLAP FAIL” is displayed, (see below).

If a failure occurs in one of the flap c detected by the FAS, the flap panel oper sage “FLAP FAIL” is displayed, (see belo

18-24 July 2010 Rev. 1

18-24 July 2010 Rev. 1


Developed for Tra

Flight Controls Flap Displays.

Flap Displays. GREEN

FLAP

1

GREEN

A FLAP FIELD LABEL (GRAY)

A

FIXED WING (WHITE)

FLAP POINTER INDICATION (GREEN)

FLAP

F (G

A

FLAP SELECTION BUG (CIAN)

RED

NO TAKEOFF CONFIG FLAP FAIL FLAP NOT AVAIL

YELLOW

2

FLAP READOUT (GREEN)

WHITE

A

FLAP ANGLE SCALE (WHITE)

A


YELLOW

F RED

NO TAKEOFF CONFIG FLAP FAIL FLAP NOT AVAIL WHITE

A

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Caution

FLAP FAIL

Inoperative FAS

Caution

FLAP FAIL

Advisory

FLAP NOT AVAIL

Flap system no longer available.

Advisory

FLAP NOT AVAIL

The flap readout box indicates discrete flap position, the flap pointer indicates flap panel deflection and the flap selected bug indicates FSL position.

The flap readout box indicates discre flap panel deflection and the flap sele

In case a flap position not allowed for takeoff is selected during take off preparations, the Avionics Systems provides a “NO TAKEOFF FLAPS” aural warning to alert the crew of the incorrect setting. The synoptic and readout will change to red inverse video.

In case a flap position not allowed fo arations, the Avionics Systems pro warning to alert the crew of the inco will change to red inverse video.

Phenom 100

Phenom 100


18-25 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Flap Displays

Flap Displays

FLAP

FLAP

FLAP

--

0

0

FLAP IN MOTION.

CLEAN WING (FLAP 0)

CLEAN WING (FLAP 0)

FLAP

FLAP

FLAP

0

2

FLAP STOP PED IN A COMMANDED POSITION.

2

FLAP STOP PED IN A COMMANDED POSITION.

FLAP FAILED AT POSITION 0.

FLAP

FLAP

FLAP

2

2

FLAP JAMMED CLOSE TO POSITION 2.

2

LOSS OF SELECTOR LEVER POSITION.


FLAP

FLAP

FLAP

--

--

LOSS OF OF FLAP POSITION OR FLAP POSITION OUT OF VALID RANGE.

--

LOSS OF OF FLAP POSITION OR FLAP POSITION OUT OF VALID RANGE.

LOSS OF OF FALL INFORMATION ABOUT FLAP.

FLAP

0

DISPATCHABLE INOPERATIVE FLAP SYSTEM

FLAP

0

FLAP OUT OF TAKEOFF POSITION


FLAP

18-26 April 2009

S E R V I C E S


0

DISPATCHABLE INOPERATIVE FLAP SYSTEM

18-26 April 2009

Developed for Train

Flight Controls Flap CAS Messages and Corresponding Synoptic Indications FLAP

Flap CAS Messages and Correspo

FLAP

FLAP

2

2

2

FLAP INOPERATIVE (YELLOW)

FLAP POSITION NOT ALLOWED FOR TAKEOFF

FLAP INOPERATIVE (YELLOW)

(YELLOW)

(RED)

(YELLOW)

F LAP FAIL

NO TAKE OFF CONFIG

F LAP FAIL

FLAP

FLAP

FLAP

--

--

0

LOSS OF POSITION INDICATION

FLAP INOPERATIVE

LOSS OF POSITION INDICATION

(YELLOW)

(WHITE)

(YELLOW)

F LAP FAIL

F LAP NOT AV AIL

F LAP FAIL

Normal Operation

Normal Operation

After the aircraft has been energized and FSCU has completed its power-up, FAS is ready to operate. No action other than flap position selection by FSL is required to operate the system.

After the aircraft has been energized FAS is ready to operate. No action ot required to operate the system.

A typical flap operation cycle consists of:

A typical flap operation cycle consist

Deployment of flaps to the desired takeoff position during the preflight checks.  Retraction of flaps to full retract position during the takeoff climb.  Deployment of flaps to the desired landing position during approach.  Retraction of flaps to full retract position after landing run. Flap position and synoptic is continuously displayed on EICAS during operation to provide feedback to pilot.



Phenom 100

Phenom 100




18-27 April 2009

Deployment of flaps to the desired t Retraction of flaps to full retract po  Deployment of flaps to the desired  Retraction of flaps to full retract po Flap position and synoptic is continu tion to provide feedback to pilot. 

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flap Selector Lever

ENGINE CONTROL PANEL

ENGINE CONTROL PANEL

0

0

1

1

2

2

3

3 FULL

FULL


Flap Selector Lever

Selects flap position by lifting the lever to disengage and moving it forward or rearward, as necessary, and dropping it at one of the five detent /gated positions.

Selects flap position by lifting the lever to rearward, as necessary, and dropping it a tions.

Intermediate positions are not valid and, if selected and kept at this position, will result a “FLAP FAIL” message on EICAS. In this case, flaps panels will remain at the last valid position commanded.

Intermediate positions are not valid and, will result a “FLAP FAIL” message on E remain at the last valid position command

Lever Position 0 1 2 3 Full

Flap Position 0° 10° 26° 26° 36°

Detent / Gated Detent / Stop Detent Gated / Stop Detent Detent / Stop

NOTE: Post-Mod. SB 500-27-0003

18-28 January 2011 Rev.2

Flap Positi 0° 10° 26° 26° 36°

NOTE: Post-Mod. SB 500-27-0003


Lever Position 0 1 2 3 Full


Developed for Tra

Flight Controls Flap Valid and Operative Positions C LE AN W IN G DIS P LA Y (F LA P 0)

Flap Valid and Operative Positions C LE AN W IN G DIS P LA Y (F LA P 0)

F LA P IN MOT IO N

FLAP

FLAP

FLAP

--

0

G RE E N

0

G RE E N

G RE E N

F LA P AT A V AL ID N ON Z E R O PO SITION

F LA P AT A V AL ID P OS IT IO N FU LL

FLAP

2

FLAP

FULL

G RE E N

G RE E N

E M 5 0 0 EN S D S 2 7 0 0 7 8 A. DG N

FLAP

F LA P AT A V AL ID N ON Z E R O PO SITION

2

G RE E N

Abnormal Operation

Abnormal Operation

In case of loss of operation of the FAS, there is no alternative system or alternative mode of operation. After the “FLAP FAIL” message is displayed on CAS, the pilot must follow the Airplane Flight Manual (AFM) procedures to perform a flapless landing.

In case of loss of operation of the FA native mode of operation. After the CAS, the pilot must follow the Airpl perform a flapless landing.

Phenom 100

Phenom 100


18-29 April 2009

Developed for

2

YELLOW


FLAP

X

YELLOW

YELLOW

LOSS OF ALL INFORMATION ABOUT FAS.

FLAP

0

YELLOW

FLAP FAILED AT POSITION 0.

FLAP

2


FLAP

X

LOSS OF ALL INFORMATION ABOUT FAS.

--

YELLOW

LOSS OF FLAP POSITION OR FLAP POSITION OUT OF VALID RANGE.

FLAP

2

YELLOW

LOSS OF FLAP SELECTOR LEVER POSITION.

FLAP

1

RED

RED

FLAP FAILED AT INTERMEDIATE POSITION (READOUT INDICATES THE CLOSEST POSITION).

FLAP

--

YELLOW

LOSS OF FLAP POSITION OR FLAP POSITION OUT OF VALID RANGE.

FLAP

2

LOSS OF FLAP SELECTOR LEVER POSITION.

FULL

RED

FLAP POSITION NOT ALLOWED : FLAP AT FULL POSITION DURING TAKE OFF.

FLAP

0

FLAP POSITION NOT ALLOWED : FLAP AT 0 POSITION DURING TAKE OFF.

FLAP

FULL

FLAP POSITION NOT ALLOWED : FLAP AT FULL POSITION DURING TAKE OFF.

Phenom 100


Flap Valid and/or Inoperative Positions Flap Valid and/or Inoperative Positions


Flight Controls

Static Discharging

Static Discharging

The function of the static discharging subsystem is to prevent accumulation of static electricity on the aircraft structure

The function of the static discharging static electricity on the aircraft structu

Component Locations

Component Locations

Static Dischargers

Static Dischargers

The main function of the static-dischargers is discharging static electricity from the airframe to the atmosphere while the aircraft is in flight and to the ground when the aircraft makes a landing.

The main function of the static-disc from the airframe to the atmosphere ground when the aircraft makes a lan

The static dischargers also:

The static dischargers also:







Minimize the risk of electrical shock for the crew, passengers, servicing and maintenance personnel. Protect aircraft, with its systems and equipment, against the dangerous effects of lightning discharges. Decrease the interference on the radio communication/navigation systems of the aircraft.







Minimize the risk of electrical shoc and maintenance personnel. Protect aircraft, with its systems a effects of lightning discharges. Decrease the interference on the r of the aircraft.

The static discharging sub-subsystem includes 12 static dischargers on the flying surfaces, as follows:  Three on the trailing edge of the left aileron

The static discharging sub-subsyste flying surfaces, as follows:  Three on the trailing edge of the le

Phenom 100

Phenom 100


18-31 April 2009

Developed for

T R A I N I N G     

S E R V I C E S

T R A I N I N G

Three on the trailing edge of the right aileron Two on the trailing edge of the left elevator Two on the trailing edge of the right elevator Two on the rudder Two on the upper trailing edge of the rudder

    

S E R V I C E S

Three on the trailing edge of the right a Two on the trailing edge of the left elev Two on the trailing edge of the right ele Two on the rudder Two on the upper trailing edge of the r

Static Dischargers Each static discharger has a base and a discharger rod. Thus, if a discharger is damaged, it is easily removed from the base and replaced. Conductive adhesive attaches the base.

Static Dischargers Each static discharger has a base and a is damaged, it is easily removed from t adhesive attaches the base.

Grounding Points There is a grounding point bracket installed on the NLG. It can be connected to the maintenance facility grounding system or to refueling apparatus ground in order to prevent the risk of electrical personnel or sparking when refueling.

Grounding Points There is a grounding point bracket install to the maintenance facility grounding syst in order to prevent the risk of electrical pe

Grounding point jack receptacles are also installed on the bottom of each side wing.

Grounding point jack receptacles are also wing.

Wing Grounding Points

Wing Grounding Points

B

B GROUND POINT

B PLUG

18-32 April 2009

B

END CONNECTED TO THE SERVICING EQUIPMENT OR AT AN APPROPRIATE GROUND POINT


PLUG

18-32 April 2009

Developed for Train

Flight Controls Landing Gear Ground Point

Landing Gear Ground Point

GROUNDING BRACKET

GROUNDING BRACKET

Flight Control Gust Lock

Flight Control Gust Loc

The flight controls have a control lock system installed to prevent damage to the control column and flight control systems caused by wind gusts. There are two parts of the control lock system, the elevator and aileron control lock and the rudder control lock.

The flight controls have a control loc the control column and flight contro are two parts of the control lock syst and the rudder control lock.

Elevator / Aileron Control Lock

Elevator / Aileron Control Lock

The aileron control system and the elevator control system are locked by the installation of the gust lock safety pin assembly on the pilot control yoke assembly. To unlock the flight control systems, remove the gust lock safety pin.

The aileron control system and the e installation of the gust lock safety assembly. To unlock the flight contr pin.

GUST LOCK SAFETY PIN

GUST LOCK SAFETY PIN

AILERON/ELEVATOR GUST LOCK

PILOT CONTROL YOKE (REF.)


PILOT CONTROL YOKE (REF.)

18-33 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Control Yoke in Lock Position

Control Yoke in Lock Position

Gust Lock Safety Pin

Gust Lock Safety Pin

18-34 April 2009


18-34 April 2009

Developed for Train

Flight Controls Rudder Control Lock

Rudder Control Lock

The rudder control system has an external control lever, located on the left side of the rear fuselage. The external control lever is connected to a lock mechanism assembly on the rudder quadrant assembly.

The rudder control system has an e side of the rear fuselage. The exter mechanism assembly on the rudder

To lock the rudder control system, first make sure the elevator / aileron control lock is engaged, then pull the external control lever to engage the lock mechanism in the rudder sector. To unlock the rudder system, pull the pilot's or copilot's control wheels to the elevator stop.

To lock the rudder control system, firs lock is engaged, then pull the externa anism in the rudder sector. To unlo copilot's control wheels to the elevato

RUDDER QUADRANT ASSEMBLY (REF.)

RUDDER QUADRANT ASSEMBLY (REF.)

RUDDER GUST LOCK CONTROL CABLE

RUDDER GUST LOCK CONTROL CABLE

CONNECTION ROD

RUDDER GUST LOCK HANDLE



ELEVATOR QUADRANT ASSEMBLY (REF.)

18-35 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Rudder Control Lock

Rudder Control Lock

Rudder Control Lock in Lock Position

Rudder Control Lock in Lock Posit

18-36 April 2009


18-36 April 2009

Developed for Train

Flight Controls Rudder Control Lock in Unlock Position


Rudder Control Lock in Unlock

18-37 April 2009


M T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

SPOILER (OPTIONAL)

SPOILER (OPTIONAL)

The Spoiler Control System is designed to increase drag and dump lift on landing (ground spoiler function). No performance credit is taken from spoilers actuation upon landing.

The Spoiler Control System is desig on landing (ground spoiler function from spoilers actuation upon landing

The electrical control circuit controls the system operation by receiving inputs from Weight-On-Wheel (WOW) sensors and Thrust Lever Angle (TLA) switches in order to command either the deployment or the closing of the panels through the actuation of a pair of hydraulic actuators. Each panel has a proximity switch to indicate to the pilots that panels are not stowed.

The electrical control circuit controls inputs from Weight-On-Wheel (WOW (TLA) switches in order to comm closing of the panels through the actuators. Each panel has a proxim that panels are not stowed.

INDICATOR

WOW TLA

INDICA

ELECTRICAL CONTROL CIRCUIT

WOW TLA

HYDRAULIC COMMAND CIRCUIT

ACTUATOR

HYDRA COMM CIRCU

ACTUATOR

PROXIMITY SWITCH

ACTUATOR PROXIMITY SWITCH

PROXIMITY SWITCH

RH SPOILER PANEL

LH SPOILER PANEL EM500ENAOM140349A.DGN

LH SPOILER PANEL LEGEND: HYDRAULIC ELECTRICAL

LEGEND: HYDRAULIC ELECTRICAL

SPOILER SYSTEM SCHEMATIC

18-38

Jan. Rev.2 2011

ELE CON CIRC


SPOILER SYSTE

18-38

Jan. Rev.2 20

Flight Controls SPOILER ACTUATION LOGIC

SPOILER ACTUATION LOG

The Spoiler Control System is automatically armed when the LH WOW transitions to air. When both LH and RH WOW signals indicate airplane on ground and if both Thrust Lever Angles (TLAs) are set to IDLE position, the system automatically deploys both spoiler panels to their full deflection (31.5 degrees). The spoiler panels remain deployed if any WOW returns to in air after being on ground (bouncing touchdown). The spoiler panels retract if any thrust lever is advanced above IDLE; in this case, in a touch and go maneuver, the spoiler panels remain retracted until the next landing. The ground spoiler function is disarmed and the spoiler panels retract automatically 30 seconds after touchdown.

The Spoiler Control System is aut transitions to air. When both L airplane on ground and if both Th IDLE position, the system automa their full deflection (31.5 degrees) if any WOW returns to in air touchdown). The spoiler panels re above IDLE; in this case, in a t panels remain retracted until the function is disarmed and the s 30 seconds after touchdown.

The spoiler indicator is located on main instrument panel M close to IESI. If both spoiler panels are stowed, no indication is presented to the pilot; if at least one spoiler panel is not stowed, the indicator illuminates. The indicator is tested along with the other lights in the cockpit through the Annunciator Test Panel.

The spoiler indicator is located on If both spoiler panels are stowed pilot; if at least one spoiler p illuminates. The indicator is teste cockpit through the Annunciator T

M MAIN INSTRUMENT PANEL

MAIN INSTRUMENT PANEL

OPEN BOTH SPOILER PANELS CLOSED

ANY SPOILER PANEL OPEN


GSPLR

SPOILERS INDICATION Phenom 100 Developed for Training Purposes

BOTH SPOILER PANELS CLOSED

SPOILERS I 18-39 Rev.2 January 2011

Phenom 100 Developed for Training Pur

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations



For takeoff:

For takeoff:

VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS

VMC . . . . . . . . . . . . . . . . . . . . . . . . .

Note: The VMC above represents the highest value to be found within the

Note: The VMC above represents the h

takeoff envelope. Specifics VMC may be obtained through the OPERA as a function of altitude, temperature, weight and according to the takeoff flaps.

takeoff envelope. Specifics VM OPERA as a function of altitude ing to the takeoff flaps.

For landing:

For landing:

VMC (no icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 KIAS

VMC (no icing conditions) . . . . . . . . .

VMC (icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS

VMC (icing conditions) . . . . . . . . . . .

Note: VMC is the airspeed at which, when the critical engine is suddenly

Note: VMC is the airspeed at which, w

made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5 degrees.

made inoperative, it is possible with that engine still inoperative flight at the same speed with an degrees.

18-40 April 2009


18-40 April 2009

Developed for Train

Flight Controls

Maximum Operating Speed (VMO/MMO)

Maximum Operating Sp

45000

45000

40000

40000

35000

35000

30000

30000

ALTITUDE - ft

ALTITUDE - ft

MMO=0.70

25000

20000

VMO

25000

20000

15000

15000

10000

10000

5000

5000

0

0 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300

150 160 170 180 190 200 21

AIRSPEED - KIAS

A

Note: VMO/MMO may not be deliberately exceeded in any regime of flight

Note: VMO/MMO may not be delibe

(climb, cruise or descent), unless a higher speed is authorized for flight test on pilot training.

(climb, cruise or descent), u flight test on pilot training.



VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS

VO . . . . . . . . . . . . . . . . . . . . . . . . . .

Phenom 100

Phenom 100


18-41 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Note: Maneuvers that involve angle of attack near the stall or full application of rudder, elevator, and aileron controls should be confined to speeds below VO. In addition, the maneuvering flight load factor limits, presented in this Section, should not be exceeded. Maneuvers are limited to any maneuver incident to normal flying, stalls (except whip stalls) and steep turns in which the angle of bank is not more than 60 degrees

S E R V I C E S

Note: Maneuvers that involve angle of

tion of rudder, elevator, and aile speeds below VO. In addition, limits, presented in this Section, Maneuvers are limited to any m stalls (except whip stalls) and bank is not more than 60 degree

CAUTION

CAUTIO

Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in structural failures at any speed, even below VO.

Rapid and large alternating control inp large changes in pitch, roll, or yaw (e.g. structural failures at any speed, even be

Maximum Flap Extended Speed (VFE)

Maximum Flap Extended Speed (V

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS

Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS

Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . .

Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS

Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . .

Note: Pre-Mod. SB 500-27-0003.

Note: Pre-Mod. SB 500-27-0003.

Maximum Altitude For Flap Extension

Maximum Altitude For Flap Extens



Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft

Yaw Damper Operative . . . . . . . . . . .

Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft

Yaw Damper Not Operative. . . . . . . .

Maneuvering

Maneuvering

No acrobatic maneuvers, including spins, are authorized.

No acrobatic maneuvers, including spins,



These corresponding accelerations limit the bank angle during turns and limit the pull-up maneuvers.

These corresponding accelerations limit t the pull-up maneuvers.

Load Factor Limit

Flaps Up

Flaps Down (1, 2 And Full)

Load Factor Limit

Flaps Up

Positive

3.27 g

2.00 g

Positive

3.27 g



Phenom 100


Developed for Tr

Flight Controls Wind Limitations

Wind Limitations

Maximum Takeoff and Landing Tailwind Component. . . . . . . . . . . . . . . . 10 kt

Maximum Takeoff and Landing Tailw

Flight Controls - Flaps

Flight Controls - Flaps

Flaps 3 must not be used.

Flaps 3 must not be used.













CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Warning

NO TO CONFIG

Pitch trim outside of the green band (allowable band for takeoff).

Warning

NO TO CONFIG

PTRIM NML FAIL

Pitch normal mode inoperative.

PTRIM NML FAIL

PTRIM BKP FAIL

Pitch backup mode inoperative.

PTRIM BKP FAIL

PTRIM DISCONNECT

Miscompare of pitch trim actuators position.

PTRIM SW1 FAIL

Loss of command through pilot pitch trim switch.

PTRIM SW2 FAIL

Loss of command through co-pilot pitch trim switch.

PTRIM SW2 FAIL

FLAP FAIL

Both flaps control channels are inoperative and flaps system no longer available or there is a jam precluding flaps from moving.

FLAP FAIL

FLAP NOT AVAIIL

Flap system no longer available.

Caution

Advisory


18-43 April 2009

PTRIM DISCONNEC

Caution

Advisory

PTRIM SW1 FAIL

FLAP NOT AVAIIL


T R A I N I N G

S E R V I C E S

T R A I N I N G


18-44 April 2009

Intentionally L


S E R V I C E S

18-44 April 2009

Developed for Train

Fuel

Fuel

Fuel

General

General

The fuel system includes the following systems:

The fuel system includes the followin



Storage Distribution  Indication Fuel is contained in two integral wing tanks, one in each wing. Each wing supplies its respective engine through a feed system independent of the other engine.







Normal engine feed is done through ejector pumps. The ejector pumps in each collector tank are driven by high-pressure motive flow returned from the engines. Electrical power is not required for normal engine fuel feed operation. Scavenge ejectors in each wing are also used to minimize unusable fuel.Two electrical pumps, one in each collector tank, are provided for engine start operation, and to work in the event of an ejector pump failure.

Normal engine feed is done throug each collector tank are driven by high engines. Electrical power is not requ tion. Scavenge ejectors in each win fuel.Two electrical pumps, one in eac start operation, and to work in the ev

There is no power wiring inside the fuel tanks.

There is no power wiring inside the fu

The fuel gauging subsystem provides an accurate measure of the fuel mass in the fuel tanks, fuel low level and temperature indication. The fuel conditions are displayed on the MFD (Multi-Function Display) fuel synoptic page, in the cockpit.

The fuel gauging subsystem provide in the fuel tanks, fuel low level and te are displayed on the MFD (Multi-Fun cockpit.

Inter wing balancing of fuel load is achieved by gravity, via an interconnecting transfer valve.

Inter wing balancing of fuel load is ac transfer valve.

Refueling is accomplished through a filler neck on each wing upper surface.

Refueling is accomplished through a

Phenom 100

Phenom 100


19-1 April 2009

Storage Distribution  Indication Fuel is contained in two integral wing plies its respective engine through a engine.

Developed for

Developed for Training Purposes DCM

DUMP VALVE

DCM

D

D

DCM

EM500ENSDS280105A

SCAVENGE/ TRANSFER LINE

MOTIVE FLOW LINE

DRAIN VALVE

BAFFLE CHECK VALVE

FLAP VALVE

FLOAT VENT VALVE

NACA INLET

VENT LINE

PS

GRAVITY REFUELING ADAPTER

DCM

D

FUEL FEED LINE

DCM

COLLECTOR TANK VENT ORIFICE

ENGINE

VENT LINE DRAIN ORIFICE

ENGINE PRESSURE SWITCH

CHECK VALVE

SHUTOFF VALVE ( DC MOTOR OPERATED)

DC AUXILIARY BOOST PUMP

PS

D

DCM

S E R V I C E S

Fuel Schematic

Phenom 100 LEGEND:

D

PS

DCM

DCM

ENGINE FEED EJECTOR PUMP

SCAVENGE EJECTOR PUMP

LEGEND:

DCM

DCM

DCM

ENGINE

19-2 April 2009 DCM

T R A I N I N G T R A I N I N G

19-2 April 2009

S E R V I C E S

Fuel Schematic

Developed for Train

Fuel

Wing Tank

Wing Tank

The aircraft uses two integral (wet) wing tanks. The wing tanks are the main structure for the storage and distribution of fuel.

The aircraft uses two integral (wet) w structure for the storage and distribu

The two wing tanks are physically isolated and are independently gauged and refueled. The arrangement of the tank structure is designed to permit the fuel to flow from the wing tip to the wing root. The total usable fuel is 2850 lbs / 425.4 Gallons - 1273 Kg / 1585 liters.

The two wing tanks are physically iso refueled. The arrangement of the tank flow from the wing tip to the wing root Gallons - 1273 Kg / 1585 liters.

Each wing tank is divided into three compartments:

Each wing tank is divided into three c

  

Collector Tank Surge Tank Main Tank

  

Collector Tank Surge Tank Main Tank

RIGHT MAIN TANK

RIGHT MAIN TANK

SURGE TANK

SURGE TANK

LEFT MAIN TANK

COLLECTOR TANK

COLLECTO TANK SURGE TANK EM500ENSDS280009A.DGN

The inboard part of each wing tank is used as a partially sealed collector tank. These tanks supply continuous fuel feed to the engines and minimize the amount of unusable fuel. Each collector tank is supplied with fuel by gravity through the three flapper valves. Scavenge ejector pumps installed in the main tanks are required to maintain the collector tanks fuel supply during all attitudes in the operational envelope.

The inboard part of each wing tank is These tanks supply continuous fue amount of unusable fuel. Each colle through the three flapper valves. S main tanks are required to maintain attitudes in the operational envelope

The compartments in the wing tips serve as surge tanks and do not normally carry fuel. The surge tanks collect fuel that enters the fuel tank vent system during wing-down and uncoordinated maneuvers. At the end of the maneuver, the fuel returns to the main tank through a flap valve located at the lowest point.

The compartments in the wing tips s carry fuel. The surge tanks collect fu during wing-down and uncoordinate ver, the fuel returns to the main tank point.

Phenom 100

Phenom 100


19-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Baffle Check / Flap Valves

Baffle Check / Flap Valves

The baffle check valves are one-way flapper valves that control the flow of fuel inboard. There are three baffle check valves in each wing tank.

The baffle check valves are one-way fla fuel inboard. There are three baffle check

The flap valves are one-way flapper valves that control the flow of fuel inboard. There are four flap valves in each wing tank.

The flap valves are one-way flapper v inboard. There are four flap valves in eac

Fuel Tank Access Panels

Fuel Tank Access Panels

Each wing tank has 16 access panels installed on the lower wing skin. The access panels allow for inspection and repair of the internal structure of the tank and replacement of components located inside the wing tanks.

Each wing tank has 16 access panels in access panels allow for inspection and r tank and replacement of components loca

Dump / Drain Valves

Dump / Drain Valves

The water drain valves are operated manually and allow the removal of water and contaminants from the wing tanks. The drain valves are spring-loaded poppet valves. There is one drain valve in each wing tank located in the bottom skin of each wing at the collector tank.

The water drain valves are operated man and contaminants from the wing tanks. poppet valves. There is one drain valve i tom skin of each wing at the collector tan

Dump / Drain Valves Access Door - Open

Dump / Drain Valves Access Door - Op

19-4 April 2009


19-4 April 2009

Developed for Train

Fuel Dump / Drain Valves

Dump / Drain Valves

Refueling

Refueling

Refueling is accomplished through a gravity filler point in the top surface of each wing. If desired, both wings can be filled from one side up to 60% or 1710 lbs (776 kg) of total capacity by opening the gravity transfer shutoff valve.

Refueling is accomplished through a each wing. If desired, both wings ca 1710 lbs (776 kg) of total capacity valve.

One gravity refueling adapter is installed on the top of each wing for gravity refueling.

One gravity refueling adapter is inst refueling.

Gravity fill caps are installed to minimize aerodynamic drag. Lanyards retain the caps when they are removed from the gravity refueling adapters.The filler caps are key locked for security.

Gravity fill caps are installed to minim the caps when they are removed from caps are key locked for security.

Gravity refueling protection nets are installed in both gravity refueling adapters, to provide a protection for the bottom wing skin, against damage from the refueling nozzle.

Gravity refueling protection nets are ers, to provide a protection for the bo refueling nozzle.

Gravity Refueling Protection Net

Gravity Refueling Protection Net


19-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Gravity Fill Caps

19-6 April 2009

S E R V I C E S

Gravity Fill Caps


19-6 April 2009

Developed for Train

Fuel

Tank Vent

Tank Vent

The fuel tank vent system keeps the fuel pressure differential between the fuel tanks and the atmosphere within the structural limit during all operating conditions.

The fuel tank vent system keeps th fuel tanks and the atmosphere withi conditions.

The vent system also prevents fuel spillage during flight maneuvers and hard braking.

The vent system also prevents fuel s braking.

NACA INLET NACA CONNECTING VENT LINE FLOAT VENT VALVE

MAIN TANK VENT LINE

MAIN TANK VENT LINE

Each wing tank is vented through two independent main vent lines connected to the surge tanks. The surge tank is vented through a NACA (National Advisory Committee for Aeronautics) air inlet installed on the lower wing skin inboard of the wing tip.

Each wing tank is vented through two to the surge tanks. The surge tank is sory Committee for Aeronautics) ai inboard of the wing tip.

Phenom 100

Phenom 100


19-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Tank Vent

Tank Vent

The vent line in each wing runs from the inboard part of the tank to the surge tank.

The vent line in each wing runs from the tank.

The outboard part of the wing tank is vented directly to the surge tank.

The outboard part of the wing tank is ven

To prevent a possible difference in pressure in the main tanks from affecting the transfer, a NACA air inlet vents each tank.

To prevent a possible difference in press the transfer, a NACA air inlet vents each

The vent lines are so arranged that at least one line is always open during all flight conditions. The vent lines provide adequate protection for the wing tanks during all flight and ground operations.

The vent lines are so arranged that at lea flight conditions. The vent lines provide tanks during all flight and ground operatio

19-8 April 2009

19-8 April 2009


Developed for Train

Phenom 100 Developed for Training Purposes D

FLAP VALVE BAFFLE CHECK VALVE DRAIN VALVE VENT LINE

GRAVITY REFUELING ADAPTER DUMP VALVE NACA INLET

MAIN VENT LINE

D

COLLECTOR TANK

D


FLOAT VENT VALVE

MAIN TANK

VENT LINE DRAIN ORIFICE

LEGEND:

SURGE TANK

MAIN VENT LINE

MAIN VENT LINE

MAIN VENT LINE

MAIN TANK

SURGE TANK

Fuel

Tank Vent Schematic Tank Vent Schematic

19-9 April 2009 Phenom 100 Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engine Feed System

Engine Feed System

The primary function of the engine fuel feed system is to supply fuel to the engines during aircraft operation. There is a separate system for each engine in the fuel feed system. The engine fuel feed system also transfers fuel to the collector tank, isolates the fuel if there is an engine fire, and equalizes the fuel quantity between the two wing tanks (gravity transfer).

The primary function of the engine fuel engines during aircraft operation. There is in the fuel feed system. The engine fuel fe collector tank, isolates the fuel if there is a quantity between the two wing tanks (gra

The engine fuel feed system supplies correct fuel flow to the engines during all operational conditions.

The engine fuel feed system supplies co all operational conditions.

The engine fuel feed system comprises these components:

The engine fuel feed system comprises th

Engine Feed Ejector Pumps  DC Auxiliary Boost Pumps  DC Pump Pressure Switches  Engine SOVs (Shutoff Valves)  Fuel Transfer Valve  Scavenge Ejector Pumps  Engine Feed Check Valves  Motive Flow Check Valves  Fuel Control Panel The engines are normally fed by the engine feed ejector pumps. A DC auxiliary pump in each collector tank is provided for the engines during start and in case of ejector pump failure. The DC auxiliary pumps operation is controlled by the EFCU (Electronic Fuel Control Unit) and powered by the EMERGENCY BUS.



EFCU (Electronic Fuel Control Unit) has two channels:

EFCU (Electronic Fuel Control Unit) has t



The left channel is powered by the emergency bus. The right channel is powered by the DC Bus 2. The FUEL and the FIRE extinguisher control panels control the operation of the engine fuel feed system.







19-10 April 2009

19-10 April 2009




Engine Feed Ejector Pumps DC Auxiliary Boost Pumps  DC Pump Pressure Switches  Engine SOVs (Shutoff Valves)  Fuel Transfer Valve  Scavenge Ejector Pumps  Engine Feed Check Valves  Motive Flow Check Valves  Fuel Control Panel The engines are normally fed by the eng iary pump in each collector tank is provide case of ejector pump failure. The DC aux by the EFCU (Electronic Fuel Control GENCY BUS. 

The left channel is powered by the em The right channel is powered by the D The FUEL and the FIRE extinguisher co the engine fuel feed system.

Developed for Train

Fuel FUEL and FIRE Extinguisher Control Panels 2

FUEL and FIRE Extinguisher Cont

1

3

2

1

FUEL PUMP 1

F PUMP 2

XFR

PUMP 1

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

ON

ELT

PAX SIGNS

PED-BELTS/OFF

ON

PED-BELTS/OFF

BELTS/ON

ARMED

BELTS/ON

OFF/ON

TEST/RESET

OFF/ON

FUEL CONTROL PANEL

4

6

FUEL CONT

5

4

FIRE SHUTOFF 1

BOTTLE

6

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

5

SHUTOFF 1 RIGHT

BOTTLE

SH

DISCH

ROLL LWD

OFF

RWD

OFF



STOP

START

STOP

RUN START

STOP

PITCH BKP

START

STOP

UP

DN

2

1

ENG IGNITION AUTO 1

ENG IGNITION

BKP

ON

OFF

1

MODE

ON AUTO

OFF 2

1

FIRE CONTROL PANEL


OFF

FIRE CONT

19-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Engine Feed System Control Ref

1

Control XFR Pushbutton

PUMP 1 Switch

2

PUMP 2 Switch

3

4

5

ENG 1 SHUTOFF

ENG 2 SHUTOFF

6

19-12 April 2009

BOTTLE

S E R V I C E S

Engine Feed System Control

Position

Function

Pushed

Opens the fuel transfer valve.

Ref

Not Pushed (normal position)

Closes the fuel transfer valve.

OFF

Turns the LH (Left-Hand) V DC auxiliary pump off.

AUTO

Allows automatic operation of the LHV DC auxiliary pump during engine Start, or when the engine feed ejector pump fails.

ON

Turns the LHV DC auxiliary pump on.

ON

OFF

Turns the RH (Right-Hand) V DC auxiliary pump off.

OFF

AUTO

Allows automatic operation of the RHV DC auxiliary pump during engine start, or when the engine feed ejector pump fails.

ON

Turns the RHV DC auxiliary pump on.


Keeps the engine 1 SOV open.

Pushed

Closes the engine 1 SOV.


Keeps the engine 2 SOV open.

Pushed

Closes the engine 2 SOV.

DISCH

Activates the fire extinguishing system for the applicable engine.


Control

Position Pushed

1

XFR Pushbutton

Not Pushed (normal position) OFF

PUMP 1 Switch

2

PUMP 2 Switch

3

AUTO

AUTO ON

4

ENG 1 SHUTOFF

Tu

Allo DC or w

Tu

Tur

Allo DC or w

Tur

Not Pushed (normal position) Pushed

5

ENG 2 SHUTOFF

Not Pushed (normal position) Pushed

6

19-12 April 2009

BOTTLE

DISCH

Act

Developed for Train

Fuel Engine Feed System

Engine Feed System

FUEL TRANSFER VALVE

LEFT MAIN TANK

RIGHT MAIN TANK

DCM

DCM

FUEL TRANSFE VALVE

LEFT MAIN TANK

DCM

DCM

DCM

PS

ENGINE 1 SHUTOFF VALVE

ENGINE 2 SHUTOFF VALVE PS

PS

MP

ENGINE

MP

ENGINE

ENGINE

MP

LEGEND:

DCM

DCM

LEGEND:


MOTIVE FLOW LINE


FUEL FEED LINE SCAVENGE/ TRANSFER LINE



ENGINE FEED EJECTOR PUM DCM

DCM

SHUTOFF VALVE ( DC MOTOR OPERATED) CHECK VALVE

PS

MP

DCM


DCM

DCM

COLLECTOR TANK

PS

MOTIVE PUMP

MP



SHUTOFF VALVE ( DC MOTO CHECK VALVE


Phenom 100


ENGINE PRESSURE SWITCH MOTIVE PUMP

COLLECTOR TANK VENT ORI

19-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

The CAS (Crew Alerting System) messages related to the engine fuel feed system are listed in the table below:

TYPE

Caution

Advisory

The CAS (Crew Alerting System) messa system are listed in the table below:

MESSAGE

MEANING

TYPE

FUEL 1 SOV FAIL

Left engine SOV has failed.

FUEL 1 SOV FAIL

FUEL 2 SOV FAIL

Right engine SOV has failed.

FUEL 2 SOV FAIL

FUEL XFR FAIL

Discrepancy between transfer valve command and its feedback.

FUEL OVERFILL

Transfer valve status can lead to loss of fuel through vent system.

FUEL OVERFILL

FUEL PUMP 1 FAIL

LH DC auxiliary pump has failed.

FUEL PUMP 1 FAIL

FUEL PUMP 2 FAIL

RH DC auxiliary pump has failed.

FUEL PUMP 2 FAIL

FUEL EQUAL

Fuel transfer valve is open: there is no fuel imbalance.

FUEL EQUAL

FUEL 1 FEED FAULT

LH DC auxiliary pump is on due to low pressure detected by pressure switch.

Caution

Advisory

RH DC auxiliary pump is on due FUEL 2 FEED FAULT to low pressure detected by pressure switch.

19-14 April 2009

S E R V I C E S


MESSAGE

FUEL XFR FAIL

FUEL 1 FEED FAULT

FUEL 2 FEED FAULT

19-14 April 2009

Developed for Train

Fuel Engine Feed System - Fuel Synoptic Page LH ENGINE FEED EJECTOR PUMP

Engine Feed System - Fuel Syn DC AUXILIARY BOOST PUMP 2

DC AUXILIARY FUEL TRANSFER BOOST PUMP 1 VALVE (SOV)

PUSH VOL SO EMERG

LH ENGINE FEED EJECTOR PUMP

DC AUXILIARY F BOOST PUMP 1

RH ENGINE FEED EJECTOR PUMP

COM

XFR

XFR PUSH

1-2

790 LB

BARO

350LB

PUSH STD

TOTAL 1140 LB

RANGE

USED 310 LB

790 LB RH ENGINE SHUTOFF VALVE (SOV)

TOTAL 1140 LB USED 310 LB

PUSH

PAN

D

MENU

PFL

PROC

CLR DFLT MAP

ENT

FMS

PUSH CRSR

FUEL SYNOPTIC PAGE SOFTKEY

RH FUEL PRESSURE SWITCH

LH ENGINE SHUTOFF VALVE (SOV) FUEL SYNOPTIC PAGE SOFTKEY

LH FUEL PRESSURE SWITCH


19-15 April 2009

LH PR S


T R A I N I N G

S E R V I C E S

T R A I N I N G

Fuel system Unit Status Indications

Unit

Fuel system Unit Status Indication


Unit

Fuel Line Not operating

Operating

Not operating

Operating Feed Ejector

Operating

Operating Fuel Pressure Switch

Not operation

Valve

Operating

Valve Open with flow Open, no flow

In transit

Closed

DC Pump

Open with flow Open, n DC Pump

Operating Fuel Transfer Valve Open with flow

19-16 April 2009

Icons

Fuel Line Operating

Feed Ejector Fuel Pressure Switch

S E R V I C E S

Operating

Not operating

In transit

Closed


Fuel Transfer Valve Open with flow

19-16 April 2009

I

Developed for Train

Fuel Engine Feed Ejector Pump

Engine Feed Ejector Pump

There is one ejector pump installed in each collector tank. A strainer is incorporated in the inlet of each ejector pump to prevent ingestion of foreign objects. The ejector pumps are the primary source of fuel supply to the engines. The ejector pumps are venturi-type pumps with no moving parts that draw fuel from the collector tanks when fed with motive flow.The ejector pumps receive their motive flow from the engine-driven fuel pumps.

There is one ejector pump installed i porated in the inlet of each ejecto objects. The ejector pumps are the engines. The ejector pumps are vent draw fuel from the collector tanks pumps receive their motive flow from

DC Auxiliary Boost Pump

DC Auxiliary Boost Pump

There is one auxiliary boost pump installed in each wing tank collector box. They supply fuel to the engines for engine start, or in the event of engine feed ejector pump failure.

There is one auxiliary boost pump in They supply fuel to the engines for en ejector pump failure.

The auxiliary pumps are centrifugal, wet-motor pumps that use pressurized fuel for cooling. They are brushless electronically controlled motors powered by the EMERGENCY BUS.

The auxiliary pumps are centrifugal, fuel for cooling. They are brushless by the EMERGENCY BUS.

Engine Shutoff Valves (SOV)

Engine Shutoff Valves (SOV)

An SOV is installed in each engine feed line to stop the flow of fuel in case of engine fire. The SOVs are installed on the wing-to-fuselage fairing, outside the fuel tank and are powered by the emergency bus.

An SOV is installed in each engine fe engine fire. The SOVs are installed the fuel tank and are powered by the

The ENG SHUTOFF switches, located on the FIRE extinguisher panel in the cockpit, operate the SOVs. The EFCU monitors the status of the left engine and right engine SOV switches and transmits the data for the CAS display.

The ENG SHUTOFF switches, locat cockpit, operate the SOVs. The EFC and right engine SOV switches and t

Fuel Transfer Valve

Fuel Transfer Valve

The fuel transfer valve is installed in the left tank. The fuel transfer valve is an electrically actuated valve that is opened by the operator to balance the fuel quantities between the wings (e.g. uneven fuel burn). Lateral balance is maintained by opening the fuel transfer valve by means of a switch on the fuel control panel and allowing fuel to be transferred by gravity.

The fuel transfer valve is installed in electrically actuated valve that is ope quantities between the wings (e.g. un maintained by opening the fuel tran fuel control panel and allowing fuel to

Scavenge Ejector Pumps

Scavenge Ejector Pumps

There are two scavenge ejector pumps, one installed in each main fuel tank. These pumps collect fuel from the main fuel tanks and transfer it to the collector tanks. The scavenge ejector pumps are venturi-type pumps, with no moving parts, that draw fuel from the low point in the main tank when fed with motive flow. The scavenge ejector pumps receive their motive flow from engine-driven fuel pumps.

There are two scavenge ejector pum These pumps collect fuel from the ma tor tanks. The scavenge ejector pum ing parts, that draw fuel from the lo motive flow. The scavenge ejector engine-driven fuel pumps.

Engine Feed Check Valves

Engine Feed Check Valves

There are four engine feed check valves in the engine fuel feed system. The check valves control the flow of fuel from the engine feed ejector pumps to the engines. The check valves also prevent fuel from the auxiliary boost pumps from flowing in the wrong direction.

There are four engine feed check va check valves control the flow of fue the engines. The check valves als pumps from flowing in the wrong dire

Phenom 100

Phenom 100


19-17 Jan 2011 Rev. 2

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Motive Flow Check Valves

Motive Flow Check Valves

A check valve is installed in each motive flow line, upstream of the engine feed ejector pump. The check valves prevent excessive fuel loss if the motive flow line is open due to failure or maintenance activity.

A check valve is installed in each motiv feed ejector pump. The check valves prev flow line is open due to failure or mainten

Fuel Control Panel

Fuel Control Panel

The FUEL control panel is located on the main instrument panel in the cockpit. The FUEL control panel provides control of engine fuel feed and fuel transfer. The two switches on the control panel are used to set the mode of operation for the DC pump and the fuel transfer valve.

The FUEL control panel is located on cockpit. The FUEL control panel provides transfer. The two switches on the contro operation for the DC pump and the fuel tr

The default positions of the FUEL control panel are shown in the table below.

The default positions of the FUEL control

Fuel Control - Panel Switches - Default Position

Fuel Control - Panel Switc

Control

Position

Control

XFR Switch

OFF

XFR Switch

DC PUMP Switch

AUTO

DC PUMP Switch

FUEL PUMP 1

XFR

PUSHER PUMP 2

FUEL PUMP 1

CUTOUT

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

PUM

ON

HYD PUMP

ELT

AUTO OFF

PAX SIGNS

ON

ELT

PED-BELTS/OFF

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

ARME

OFF/ON

TEST/RESET

OFF/ON

TEST/

Engine Fuel Feed Operation

Engine Fuel Feed Operation

With both engines and engine-driven motive flow pumps operating normally, motive flow is supplied to the engine feed and scavenge ejector pumps. The scavenge ejector pumps transfer fuel to the collector tanks to maintain them with a correct fuel level even during uncoordinated maneuvers. The engine feed ejector pumps supply fuel to the engines.

With both engines and engine-driven mo motive flow is supplied to the engine feed scavenge ejector pumps transfer fuel to with a correct fuel level even during unc feed ejector pumps supply fuel to the eng

19-18 April 2009

19-18 April 2009


Developed for Train

Fuel Pressure switches are installed in the engine feed lines. If a pressure switch senses that the fuel pressure is low, the FUEL 1(2) LO PRES caution message shows on the PFD (Primary Flight Display), in the CAS display. If the DC PUMP switch is set to AUTO, the EFCU turns the auxiliary pump on, and the FUEL 1(2) FEED FAULT advisory message shows in the CAS display on the PFD.

Pressure switches are installed in th senses that the fuel pressure is low sage shows on the PFD (Primary F DC PUMP switch is set to AUTO, the the FUEL 1(2) FEED FAULT advisor the PFD.

Fuel Transfer Operation

Fuel Transfer Operation

A fuel transfer function is provided to allow the operator to balance the fuel between the left and right wing tanks.

A fuel transfer function is provided t between the left and right wing tanks

If an imbalance of more than approximately 220 lbs (100 kg) between the left and right wing tanks occurs, the FUEL IMBALANCE caution message shows on the PFD, in the CAS display. The operator must then set the XFR related switch to OPEN to initiate a fuel transfer. When the operator does that, the fuel transfer valve opens and the lateral balance is achieved through gravity. Once the fuel imbalance becomes less than approximately 132 lbs (60 kg), the FUEL IMBALANCE caution message goes out of view. When the fuel imbalance is less than 88 lbs (40 kg), the FUEL EQUAL advisory message comes into view, warning the operator to stop the fuel transfer. Then the operator must set the XFR switch to CLOSE.

If an imbalance of more than approx and right wing tanks occurs, the FUE on the PFD, in the CAS display. The switch to OPEN to initiate a fuel tra fuel transfer valve opens and the lat Once the fuel imbalance becomes l the FUEL IMBALANCE caution me imbalance is less than 88 lbs (40 kg comes into view, warning the operato ator must set the XFR switch to CLO

Phenom 100

Phenom 100


19-19 April 2009

Developed for

MP

PS

DCM

DCM



MOTIVE PUMP


CHECK VALVE

LEFT MAIN TANK

SHUTOFF VALVE ( DC MOTOR OPERATED)




LEGEND:

SURGE TANK

PS

DCM M

LEFT MAIN TANK

DCM

MP

DCM

MP

DCM

FUEL TRANSFER VALVE

DCM

Engine Feed System

Phenom 100 19-20 April 2009

COLLECTOR TANK

RIGHT MAIN TANK

FUEL FEED LINE SCAVENGE/ TRANSFER LINE

MOTIVE FLOW LINE

SURGE TANK

T R A I N I N G

DCM

PS


COLLECTOR TANK

RIGHT MAIN TANK

S E R V I C E S

DCM

FUEL TRANSFER VALVE

ENGINE


DCM ENGINE

19-20 April 2009 M


Engine Feed System

Developed for Train

Fuel

EFCU CH 1

LEGEND:

EFCU CH 2

TANK UNIT FUEL TEMPERATURE SENSOR (INSTALLED ON LEFT WING TANK ONLY)


E C

LEGEND: EM500ENSDS280010A.DGN

TANK UNIT FUEL TEMPERATURE SENSOR (INSTALLED ON LEFT WING TANK ONLY)

19-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

EICAS Fuel Quantity

S E R V I C E S

EICAS Fuel Quantity

LEFT FUEL FLOW

RIGHT FUEL FLOW

LEFT FUEL QUANTITY

RIGHT FUEL QUANTITY

LEFT FUEL FLOW LEFT FUEL QUANTITY

TOTAL FUEL QUANTITY

TOTAL FUEL QUANTITY

MFD Fuel Synoptic LEFT TANK ANALOGUE FUEL QUANTITY BAR

RIGHT TANK ANALOGUE FUEL QUANTITY BAR

MFD Fuel Synoptic RIGHT TANK FUEL QUANTITY

LEFT TANK ANALOGUE FUEL QUANTITY BAR

RIGHT TANK A FUEL QUANT

XFR

TOTAL FUEL QUANTITY FUEL USED

790 LB

350 LB

TOTAL FUEL QUANTITY

TOTAL 1140 LB

FUEL USED

USED 310 LB

MFD (FUEL SYNOPTIC PAGE)

19-22 April 2009

LEFT TANK FUEL QUANTITY

EM500ENSDS280026A R2 .DGN

LEFT TANK FUEL QUANTITY

XF


790 LB

TOT 1140

US 310

(FUEL SYN

19-22 April 2009

Developed for Train

Fuel Fuel Tank Quantity Indicating Operation

Fuel Tank Quantity Indicating O

When the aircraft is energized, EFCU channel 1 receives 28 V DC through the EMERGENCY BUS. The EFCU provides the signals of the amount of fuel remaining in the left tank. The EFCU sends these signals to the PFD, in the CAS display, and fuel synoptic page on the MFD. The EFCU receives low level signal from the left tank fuel quantity probes and sends the discrete signals for low level warning and fuel overfill warning. EFCU channel 2 receives 28V DC through the DC2 Bus and operates similarly

When the aircraft is energized, EFC the EMERGENCY BUS. The EFCU p remaining in the left tank. The EFCU CAS display, and fuel synoptic page level signal from the left tank fuel qua nals for low level warning and fuel ov 28V DC through the DC2 Bus and op

Fuel Temperature Indication System

Fuel Temperature Indica

The fuel temperature indicating system has a temperature sensor in the left collector tank. The EFCU (Electronic Fuel Control Unit) monitors the resistance value of the temperature sensor and provides the fuel temperature to be displayed on the EICAS (Engine Indication Crew Alert System) fuel indicating field. In the event of sensor failure, the temperature indication is continuously dashed.

The fuel temperature indicating syst collector tank. The EFCU (Electroni tance value of the temperature sens be displayed on the EICAS (Engine cating field. In the event of sensor fai uously dashed.

EICAS Fuel Temperature

EICAS Fuel Temperature

FUEL TEMP

FUEL TEMP

The temperature value is shown in green if the fuel temperature is more than −34.6 °F (Degrees Fahrenheit), −37 °C (Degrees Celsius) and less than 176°F, (80 °C).The temperature value is shown in black (amber background) if the fuel temperature is less than −34.6 °F (−37 °C) or more than 125.6 °F (52 °C).

The temperature value is shown in g −34.6 °F (Degrees Fahrenheit), −3 176°F, (80 °C).The temperature valu if the fuel temperature is less than − (52 °C).

If this condition occurs, the crew must:

If this condition occurs, the crew mus

Lower the aircraft altitude.  Increase the airspeed.  Monitor the fuel temperature. If this condition occurs prior to takeoff, the aircraft cannot be dispatched unless it has been fueled with fuel (Jet A-1) at temperatures between −34.6 °F (−37 °C) and 176 °F (80°C).

Lower the aircraft altitude. Increase the airspeed.  Monitor the fuel temperature. If this condition occurs prior to takeoff, has been fueled with fuel (Jet A-1) at and 176 °F (80°C).

Phenom 100

Phenom 100




19-23 April 2009

 

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Fuel Low Pressure Warning System

Fuel Low Pressure Warnin

The low-pressure warning system monitors the fuel pressure in the engine feed lines and gives indication of low fuel pressure to the crew.

The low-pressure warning system monit feed lines and gives indication of low fuel

DCM

DCM

PS

LEGEND:

PS


FUEL FEED LINE

MOTIVE FLOW LINE

ENGINE

MOTIVE FLOW LINE

PS ENGINE PRESSURE SWITCH

PS ENGINE

PS

FUEL FEED LINE

ENGINE

LEGEND:

DCM

DCM

DCM

DCM


The low pressure warning system has two low pressure switches to monitor the engine feed lines.

The low pressure warning system has tw the engine feed lines.

One low pressure switch is installed in the left engine feed line, downstream of the left engine SOV (Shutoff Valve). The other low pressure switch is installed in the right engine feed line, downstream of the right engine SOV.

One low pressure switch is installed in th of the left engine SOV (Shutoff Valve). installed in the right engine feed line, dow

Each engine low pressure switch monitors the related feed line. If the fuel pressure decreases below 6 PSI, each pressure switch sends a signal to both EFCU (Electronic Fuel Control Unit) channels, which send a signal to cause the automatic operation of the applicable auxiliary boost fuel pump. The DC PUMP switches set at AUTO enables the automatic operation of the auxiliary pumps.

Each engine low pressure switch monitors sure decreases below 6 PSI, each pres EFCU (Electronic Fuel Control Unit) chann automatic operation of the applicable auxil switches set at AUTO enables the automa

FUEL PUMP 1

XFR

FUEL PUMP 1

CUTOUT

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

19-24 April 2009

PUSHER PUMP 2

PUM

ON

HYD PUMP

ELT

PAX SIGNS

AUTO OFF

ON

ELT

PED-BELTS/OFF

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

ARM

OFF/ON

TEST/RESET

OFF/ON

TEST


19-24 April 2009

Developed for Train

Fuel After receiving the engine 1 and engine 2 fuel low pressure signals, the EFCU sends them to the MFD (Multi-Function Display)

After receiving the engine 1 and engi sends them to the MFD (Multi-Functi

Low Pressure Warning If the fuel pressure is too low in an engine feed line:

Low Pressure Warning If the fuel pressure is too low in an en

The caution message FUEL 1(2) LO PRESS shows on the CAS display.  The VDC applicable auxiliary boost pump is energized.  The fuel pressure increases in comparison with the operating pressure. The automatic operation of the auxiliary pumps occur when the DC PUMP switches are set to AUTO.





The caution message FUEL 1(2) The VDC applicable auxiliary boo  The fuel pressure increases in co The automatic operation of the aux switches are set to AUTO. 

CAS 1 2 1 2

LO PRESS LO PRESS PSW FAIL PSW FAIL

FUEL FUEL FUEL FUEL

1 2 1 2

L L P P

EM500ENSDS280032AR.DGN

FUEL FUEL FUEL FUEL

PFD DISPLAY

PFD

CAS MESSAGES AREA


CAS MESSAGES AREA

19-25 Rev.1 July 2010


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

Fuel

Fuel

Airplane Model

Phenom 100

Maximum usable quantity per tank 403 lb / 209.4 USG - 636.4Kg / 792.5 L Unusable quantity per tank

22 lb / 3.3 USG - 10Kg / 12.5 L

Airplane Model Maximum usable quantity per tank 403 Unusable quantity per tank

2

Fuel Specification

Fuel Specification

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1

Brazilian Specification . . . . . . . . . . . . . . .

ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1

ASTM Specification . . . . . . . . . . . . . . . .


American Specification . . . . . . . . . . . . . .



Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C

Minimum . . . . . . . . . . . . . . . . . . . . . . . . .


Maximum (on ground) . . . . . . . . . . . . . . .

Note:

Note:  

Maximum fuel capacity: 425.4 USG / 2850 lb - 1610 L / 1292.8Kg The maximum permitted imbalance between tanks is 33 USG (220 lb.) - 125 L (100Kg).



Maximum fuel capacity: 425.4



The maximum permitted imbal (220 lb.) - 125 L (100Kg).

When operating in engine sucti failed on the same tank) the un (91.3 lb.) - 51.5 L (41.4Kg) per



When operating in engine suction mode (jet pump and DC pump failed on the same tank) the unusable fuel quantity is 13.6 USG (91.3 lb.) - 51.5 L (41.4Kg) per tank.





Fuel can not be transferred from one wing to another when fuel quantity reaches 46 USG (308lb) - 174 L (140Kg) for single engine condition and 54.2 USGal (363 lb.) - 205 L (165Kg) for



dual engine condition. 



Fuel can not be transferred fro quantity reaches 46 USG (308 engine condition and 54.2 USG dual engine condition.

When EIS fuel quantity is zero, any fuel remaining in the tanks can not be used safely in flight.



When EIS fuel quantity is zero, can not be used safely in flight.

The weights above have been determined for an adopted fuel density of 6.701 lb./USG - 0.803Kg/L. Different fuel densities may be used provided the volumetric limits are not exceeded.



The weights above have been density of 6.701 lb./USG - 0.80 be used provided the volumetri


Note: For approved fuel ad

Note: In flight, the maximum fuel temperature may be extended but not exceeding 80°C. 19-26 July 2010 Rev.1

exceeding 80°C. Phenom 100


Note: In flight, the maximum fuel temp

19-26 July 2010 Rev.1

Developed for Tr

Fuel Transfer Valve Operation



FUEL XFR Button must be pushed and turbulence.

CAS Messages

CAS Messages

TYPE

Caution

Advisory

MESSAGE

MEANING

FUEL 1 (2) LO LEVEL

Low-level sensors indicate that 198 lbs (90 kg) of fuel remain in the respective tank.

FUEL 1 (2) LO LEVEL

FUEL 1 (2) LO PRESS

Indicates a low pressure the associated engine while engine is running.

FUEL 1 (2) LO PRESS

FUEL 1 (2) SOV FAIL

Indicates a discrepancy between the commanded and actual valve state.

FUEL 1 (2) SOV FAIL

FUEL IMBALANCE

Indicates an imbalance of fuel between the two tanks greater than or equal to 220 lb (100 kg)

FUEL OVERFILL

Indicates the transfer valve is open with a high fuel quantity inside the tank.

FUEL OVERFILL

FUEL XFR FAIL

Indicates a discrepancy between the commanded and the actual valve state.

FUEL XFR FAIL

FUEL 1 (2) FEED FAULT

Indicates a low pressure in the primary fuel feed system activating the DC pump.

FUEL 1 (2) FEED FAULT

FUEL 1 (2) PSW FAIL

Indicates a failure in the associated pressure switch.

FUEL 1 (2) PSW FAIL

FUEL EQUAL

Lateral fuel quantities are balanced when transfer valve is open.

FUEL PUMP 1 (2) FAIL

Indicates a discrepancy between the commanded and actual associated pump state or electric fuel pump failure.


TYPE

19-27 April 2009

Caution

Advisory

MESSAGE

FUEL IMBALANCE

FUEL EQUAL

FUEL PUMP 1 (2) FAIL


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Weight Planning Page - FOB SYNC

Weight Planning Page

The Weight Planning Plannng page within the AUX group contains an FOB SYNC soft-key. The funcion of this key, when selected, is to transfer the actual fuel quantity on board to the Weight Planning page for the FMS to use for flight planning purposes.

The Weight Planning Plannng page w SYNC soft-key. The funcion of this actual fuel quantity on board to the W for flight planning purposes.

NOTE: To prevent unpredictable fuel calculations, this function should ONLY be used on the ground, before flight.

NOTE: To prevent unpredictable fuel used on the ground, before flight.





 

 

19-28 Mar 2011 Rev. 3


19-28 Mar 2011 Rev. 3

Developed for Trai

Hydraulics

Hydraulic Power

Hydraulic Power

General

General

The hydraulic supplies hydraulic fluid for the landing gear and brake systems, such as the need of keeping the landing gear in the uplock position during flight.

The hydraulic supplies hydraulic fluid such as the need of keeping the lan flight.

The system has a hydraulic power pack providing the landing gear and brake systems with hydraulic pressure and an indicating system providing the pilot, copilot via CAS (Crew Alerting System) with information on the status of the hydraulic system and its components. The hydraulic system operates at 3000 psi using synthetic hydrocarbon base hydraulic fluid MIL-PRF-87257 (MILPRF-87257A:Aeroshell 51, MIL-PRF-87257B:Castrol Brayco MIC881, Radco FR257)

The system has a hydraulic power pa systems with hydraulic pressure and copilot via CAS (Crew Alerting Syste hydraulic system and its components psi using synthetic hydrocarbon bas PRF-87257A:Aeroshell 51, MIL-PRF FR257)

Hydraulic Accumulator



20-1 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Hydraulic System

S E R V I C E S

Hydraulic System FORWARD FUSELAGE NOSE LG BAY HYDRAULIC POWERPACK ACCUMULATOR LG MANIFOLD

FUSELAGE−WING FAIRING BRAKE COMPONENTS

LG BAYS LG COMPONENTS BRAKE COMPONENTS

LG BAYS LG COMPONENTS BRAKE COMPONENTS

Hydraulic Powerpack

Hydraulic Powerpack

The hydraulic powerpack provides the system with hydraulic power. The hydraulic powerpack has a fully integrated DC electric motor driven pump that provides hydraulic power supply. The hydraulic powerpack has the following components:

The hydraulic powerpack provides the hydraulic powerpack has a fully integrated provides hydraulic power supply. The hy components:

  

Hydraulic Pump Electric Motor Reservoir

 

Manifold Accumulator

  

Hydraulic Pump Electric Motor Reservoir

 

Manifold Accumu

The hydraulic powerpack is powered by the Central Bus.

The hydraulic powerpack is powered by t

System control is provided by DC power supplied by the DC Bus 2 through GEN No. 2. A thermal switch is installed on the powerpack to shut the electric motor down to avoid fire hazard.

System control is provided by DC power GEN No. 2. A thermal switch is installed o motor down to avoid fire hazard.

20-2 April 2009

20-2 April 2009


Developed for Train

Hydraulics Powerpack Assembly

Powerpack Assembly

SDS2432290000P003

RESERVOIR

MANIFOLD

MANIFOLD

DUMP VALVE

ELECTRIC MOTOR

ELECTRIC MOTOR

PUMP (LOCATED INSIDE RESERVOIR)

SDS2432291100P013

HYDRAULIC POWER PACK

HYDRAULIC POWER PACK

ACCUMULATOR


ACCUMULATOR

20-3 April 2009


20-4 April 2009


System Return

Refill Port

System Return

Phenom 100

20-4 April 2009 Pump

Check Valve

Filter

Delta P

Ground Service

Pressure Transducer

Pressure Switch

PRV

Dump Valve

Delta P

Filter

Charging Valve

Accumulato

System Pressure

Pressure Gage

Accumulato r

System Pressure

T R A I N I N G

Reservoir

Bleed and Relief Valve

X

Check Valve

X

Ground Service

S E R V I C E S

Relief Valve

Pump

Hydraulic Power Pack

Reservoir


Hydraulic System

Filter

Fill / Ground Service

Delta P

Relief Valve

Filter

Fill / Ground Service

T R A I N I N G

Hydraulic System

S E R V I C E S

Developed for Train

Hydraulics Hydraulic Pump

Hydraulic Pump

The hydraulic system uses a single positive fixed displacement pump as source of power. The pump is of vane type. The pump is turned on and off when the system pressure reaches 2400 + 50 PSIG and 3000 + 50 PSIG

The hydraulic system uses a singl source of power. The pump is of va when the system pressure reaches 2

Hydraulic Pump and Motor

Hydraulic Pump and Motor

Electric Motor

Electric Motor

A brush type 28 V DC electric motor drives the hydraulic pump. The motor receives electrical power from the Central Bus but is controlled by DC Bus 2. The motor does not have an internal cooling fan and is not designed for continuous operation.

A brush type 28 V DC electric moto receives electrical power from the Ce The motor does not have an internal tinuous operation.

A thermal protection is included to ensure that no portion of the motor is damaged during motor overload or locked rotor conditions. The thermal switch, when activated, will cause an automatic shutdown of the hydraulic motor, will be subsequently reset when the predetermined temperature for each function is reached.

A thermal protection is included to en aged during motor overload or locke when activated, will cause an autom be subsequently reset when the pred is reached.

Phenom 100

Phenom 100


20-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Reservoir

Reservoir

The reservoir is provided with a spring-pressurized rolling diaphragm.

The reservoir is provided with a spring-pr

Visual level indication is included with markings as follows:

Visual level indication is included with ma

 

Full: swept volume (system depressurized) Refill: swept volume (system depressurized)

 

FULL

Full: swept volume (system depressu Refill: swept volume (system depress

FULL

PUMP

PUMP

RESERVOIR

REFILL

REFILL

Manifold The manifold is located between the electric motor and the pump/reservoir and contains all the valves to support the system

Manifold The manifold is located between the e voir and contains all the valves to supp

Return and High Pressure Filters

Return and High Pressure Filters

A pressure and a return filter are provided to keep the hydraulic fluid in the limits of cleanliness at all times, Prior to entering the reservoir, the filters are integrated to the manifold.

A pressure and a return filter are provide limits of cleanliness at all times, Prior to integrated to the manifold.

The same disposable filter element is used for the pressure filter and return filter.

The same disposable filter element is used

Both filters have high differential pressure indicators. The return filter has, in addition, a bypass valve.

Both filters have high differential pressur addition, a bypass valve.

Filter Bypass Valve

Filter Bypass Valve

A bypass valve is included to the return filter in case a system failure occurs and blocks the flow through the filter, allowing the flow directly to the reservoir.

A bypass valve is included to the return f and blocks the flow through the filter, allow

20-6 April 2009

20-6 April 2009


Developed for Train

Hydraulics Differential Pressure Indicators

Differential Pressure Indicators

Visual indicators are provided to aid in filter replacement. Each indicator contains a red pop-up bottom to indicate the need for filter replacement. In order to prevent nuisance indication, the differential pressure indicators are inhibited below 27° C. Above 48.9° C they are fully operational

Visual indicators are provided to aid tains a red pop-up bottom to indicate to prevent nuisance indication, the d ited below 27° C. Above 48.9° C they



A pressure relief valve is installed in the manifold. The maximum pressure is 3250 psi.

A pressure relief valve is installed in 3250 psi.

Outlet Check Valve

Outlet Check Valve

Check valve allows free flow of hydraulic fluid in the desired direction, inhibits flow in the opposite direction and is installed at the outlet of the pump. The primary function of the check valve is to ensure that pressure is maintained in the accumulator and to prevent back flow through the pump when it is not operating.

Check valve allows free flow of hydra flow in the opposite direction and is primary function of the check valve is the accumulator and to prevent bac operating.

Pressure Transducer

Pressure Transducer

A pressure transducer is provided to give input for constant indication of the system pressure in cockpit and also for low system pressure alarm (through CAS (Crew Alerting System).

A pressure transducer is provided to system pressure in cockpit and also CAS (Crew Alerting System).

Pressure Switch

Pressure Switch

A pressure switch is provided in the high pressure circuit of the system; it controls the electrical power supply through a power contactor. The switch is set to maintain system pressure between 3,000 psig and 2,400 psig by turning the powerpack on or off.

A pressure switch is provided in the controls the electrical power supply t set to maintain system pressure betw ing the powerpack on or off.

Phenom 100

Phenom 100


20-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Dump Valve

Dump Valve

A dump valve is used to bleed the accumulator pressure before servicing. This is accomplished by pushing the seat down in the valve.

A dump valve is used to bleed the accu This is accomplished by pushing the seat



A combination of bleed and relief valve is included in the reservoir.The manual bleed function allows the user to bleed air from the reservoir during filling. The relief valve protects the reservoir from over pressure.

A combination of bleed and relief valve is ual bleed function allows the user to blee The relief valve protects the reservoir from

Temperature Switch

Temperature Switch

A temperature switch for system protection is installed in the return line near the reservoir; it is activated in case fluid temperature goes above 120° C and its reset occurs when fluid temperature drops below 110° C.

A temperature switch for system protectio the reservoir; it is activated in case fluid t its reset occurs when fluid temperature dr

The temperature switch is in the electric circuit of the pump control and shuts it down to avoid fire hazard. There is an automatic shutdown of the electric motor to avoid damage.

The temperature switch is in the electric c it down to avoid fire hazard. There is an motor to avoid damage.

Ventilation Fan

Ventilation Fan

A ventilation fan and ventilation duct is installed in the hydraulic compartment to maintain the hydraulic fluid and hydraulic motor temperature low. The fan only operates when:

A ventilation fan and ventilation duct is in to maintain the hydraulic fluid and hydra only operates when:

  

Weight on Wheels (WOW) is true Nose gear down and locked Both engines running

20-8 April 2009

  


Weight on Wheels (WOW) is true Nose gear down and locked Both engines running

20-8 April 2009

Developed for Train

Hydraulics Hydraulic Powerpack Assembly

Hydraulic Powerpack Assembl

VENTILATION DUCTS

VENTILATION DUCTS ELETRIC FAN

EL

VENTILATION DUCT

DIFFERENTIAL PRESSURE INDICATORS

ACCUMULATOR DUMP VALVE

DIFFERE PRESSUR INDICATO

INLET PORT

INLET PORT OUTLET PORT

RESERVOIR BLEED AND RELIEF VALVE

PRESSURE QUICK DISCONNECT

RESERVOIR BLEED AND RELIEF VALVE

TEMPERATURE SWITCH RETURN/REFILL QUICK DISCONNECT 28 VDC POWER INPUT

28 VDC POWER INPUT

THERMAL OVERLOAD OUTPUT SHOCK MOUNTS


SHOCK M

20-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



The total gas volume (un-pressurized) of the accumulator is of approximately 50 in³ (Cubic Inch). There is a pressure gauge and a charging valve remotely mounted on a servicing panel. The charging valve is used in servicing the accumulator nitrogen pressure envelope.

The total gas volume (un-pressurized) of 50 in³ (Cubic Inch). There is a pressure g mounted on a servicing panel. The char accumulator nitrogen pressure envelope.

Accumulator

Accumulator

20-10 April 2009


20-10 April 2009

Developed for Train

Hydraulics Hydraulic Fluid Level Indication

Hydraulic Fluid Level Indicatio

Operation

Operation

The normal operation of the Hydraulic System is largely automatic with no pilot input required. The system architecture and control philosophy is such that it can cope with most aircraft operating conditions without requiring pilot action.

The normal operation of the Hydrau pilot input required. The system arc that it can cope with most aircraft op action.

Phenom 100

Phenom 100


20-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Hydraulic System Panel

S E R V I C E S

Hydraulic System Panel



HYD PUMP

H

AUTO ON

OFF

OFF

Electric Hydraulic Pump Selector Knob (Rotary Action)

Electric Hydraulic Pump Selector K

OFF:

Turns the electrical pump off.

OFF:

Turns the electrical pump off

AUTO:

Allows the associated electrical pump to operate automatically, according to hydraulic system logic. (Normal Operations position)

AUTO:

Allows the associated electri according to hydraulic syste tion)

ON:

Operates the electrical pump continuously, overriding the system logic.

ON:

Operates the electrical pum tem logic.

FUEL PUMP 1

XFR

FUEL PUMP 1

CUTOUT

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

20-12 April 2009

PUSHER PUMP 2

PUMP

ON

HYD PUMP

ELT

AUTO OFF

PAX SIGNS

ON

ELT

PED-BELTS/OFF

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

ARMED

OFF/ON

TEST/RESET

OFF/ON

TEST/R


20-12 April 2009

Developed for Train

Hydraulics Normal Operation

Normal Operation

The pump control switch at cockpit panel shall remain set in AUTO even before aircraft start up procedure. The system will turn it on and off automatically with the input of system pressure.

The pump control switch at cockpit before aircraft start up procedure. Th cally with the input of system pressur

The flight crew can select manual or automatic operation or off through a three-position selector knob on the hydraulic panel. The normal operation is automatic. In the AUTO position, the hydraulic system logic activates the electric pump according to the pressure demand.

The flight crew can select manual three-position selector knob on the h automatic. In the AUTO position, th electric pump according to the press

Abnormal Operation

Abnormal Operation

In case system pressure drops below the normal operating range the “HYD LO PRESS” caution message is shown on the EICAS display. The pilot shall select the Hydraulic Pump Selector Knob to ON for few seconds and try recover system pressure. If system pressure does not build up the message will remain and pilot shall set it to AUTO again.

In case system pressure drops belo LO PRESS” caution message is sho select the Hydraulic Pump Selector recover system pressure. If system p will remain and pilot shall set it to AU

The hydraulic system temperature is constantly monitored. There is an automatic shutdown means based on a temperature switch, which senses the fluid temperature and a thermal switch, which senses the temperature of the electric motor windings.

The hydraulic system temperature is matic shutdown means based on a fluid temperature and a thermal swit electric motor windings.

If the hydraulic return fluid or the electrical motor temperature goes above the normal operating range the "HYD HI TEMP" caution message is displayed in the CAS window and the hydraulic pump shuts down. When the temperatures return to the normal (or reset) range the CAS message will clear and the pump will restart.

If the hydraulic return fluid or the elec normal operating range the "HYD HI the CAS window and the hydraulic pu return to the normal (or reset) rang pump will restart.

The HYD LO PRESS message will be activated when the pressure transducer senses a hydraulic pressure smaller than 1500 PSIG.

The HYD LO PRESS message will ducer senses a hydraulic pressure sm

TYPE Caution

MESSAGE

TYPE

HYD LO PRESS

Caution

HYD HI TEMP

Hydraulic System Check


Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Hydraulic Pump . . . . . . . . . . . . . . . .

To check the hydraulic system level, the hydraulic system must be deenergized.

To check the hydraulic system l energized.


Landing Gear Lever . . . . . . . . . . . . .

Make sure that the landing gear lever is in the down position.

Make sure that the landing gear l

Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Access Doors. . . . . . . . . . . . . . . . . .

Phenom 100

Phenom 100


20-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Open the hydraulic system level indicator access door and the hydraulic accumulator dump valve access door. Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP Dump the hydraulic accumulator by pressing the dump valve on the hydraulic power pack.

S E R V I C E S

Open the hydraulic system level indic accumulator dump valve access door Hydraulic Accumulator . . . . . . . . . . . . . .

Dump the hydraulic accumulator by hydraulic power pack.

Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP

Emergency/Parking Brake Accumulator .

Dump the emergency/parking brake accumulator by cycling the emergency/parking brake handle until the indication lamp on the main panel goes off.

Dump the emergency/parking brake gency/parking brake handle until the goes off.

Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Fluid Level. . . . . . . . . . . . . . . . . . . . . . . .

On the fluid level indicator, make sure that the fluid indication is in normal range (between 35 and 49.5 in3).

On the fluid level indicator, make sure range (between 35 and 49.5 in3).

The shaded region corresponds to the dispatchability range. If the level indication is below the refill mark, contact maintenance personnel for hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per MIL-PRF-87257 must be used.

The shaded region corresponds to th indication is below the refill mark, c hydraulic fluid servicing. A synthetic h MIL-PRF-87257 must be used.

DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Make sure that the two differential pressure indicators are not extended.

DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Make sure that the two differential pre

Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK

Hydraulic System Accumulator Pre-Charg

Check the indication of the accumulator nitrogen pre-charge gauge and compare with replenish placard graphic. If necessary, contact maintenance personnel for nitrogen servicing.

Check the indication of the accumula compare with replenish placard gra nance personnel for nitrogen servicing

Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Access Doors . . . . . . . . . . . . . . . . . . . . .

Close the hydraulic system level indicator access door and the hydraulic accumulator dump valve access door.

Close the hydraulic system level indic accumulator dump valve access doo

Emergency/Parking Brake Accumulator Pre-Charge . . . . . . . . . CHECK Check the nitrogen pre-charge of the Emergency / Parking Brake Accumulator in the status synoptic page of the MFD. The proper pre-charge pressure can be found in the Aircraft Maintenance Manual or the temperature/pressure placard on the Emergency/Parking Break Accumulator access door. If necessary, contact maintenance personnel for nitrogen servicing.

Emergency/Parking Brake Accumulator Check the nitrogen pre-charge of the mulator in the status synoptic page o pressure can be found in the Aircraft erature/pressure placard on the Eme access door. If necessary, contact m servicing.

20-14 July 2010 Rev. 1

20-14 July 2010 Rev. 1


Developed for Trai

Hydraulics Hydraulic Fluid Level Indication

Hydraulic Fluid Level Indicatio

Hydraulic Dump Valve

Hydraulic Dump Valve


20-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

System Status Synoptic Page

System Status Synoptic Page

1

1

2

1

Hydraulic Pressure

1

Hydraulic Press

2

Emergency Brake Accumulator Pressure

2

Emergency Bra Pressure

Indicating System

Indicating System

Indication and alerting includes cockpit CAS (Crew Alerting System) message alerting information and cockpit CAS synoptic indication.

Indication and alerting includes cockpit sage alerting information and cockpit CAS

There are also two types of visual information in the system, one provided by the hydraulic accumulator pressure gage and the other provided by differential pressure indicators.

There are also two types of visual informa the hydraulic accumulator pressure gage tial pressure indicators.

EICAS Indication

EICAS Indication

The EICAS indication is designed to provide flight crew with additional information, however, it cannot be used to generate crew actions.

The EICAS indication is designed to prov mation, however, it cannot be used to gen

When system pressure is in the normal operational range, both the readout and the pointer become green in color.When it drops below 1500 psi, the readout becomes amber in inverse video and the pointer becomes filled amber.

When system pressure is in the normal and the pointer become green in color. readout becomes amber in inverse vid amber.

20-16 April 2009

20-16 April 2009


Developed for Train

Hydraulics SYNOPTIC INDICATION

SYNOPTI

HYD SYS

HYD SYS

HYD SYS

1800

1200

1800

PSI

NORMAL OPERATION PRESSURE > 1500 PSI GREEN HOLLOW POINTER GREEN READOUTS IN NORMAL VIDEO

PSI

LOW PRESS OPERATION PRESSURE < =1500 PSI AMBER READOUTS IN INVERSE VIDEO

A

NORMAL OPERATION PRESSURE > 1500 PSI GREEN HOLLOW POINTE GREEN READOUTS IN NORMAL VIDEO

SDS2432293100P041

Pressure Indication

Pressure Indication

Digital Pressure

Digital Pressure

   

PSI

GREEN: normal operating range. AMBER: cautionary operating range. GRAY: label (PSI). AMBER DASHED: invalid information or a value out of the valid range.

   

GREEN: normal operating range AMBER: cautionary operating ran GRAY: label (PSI). AMBER DASHED: invalid inform

Pressure Scale / Pointer

Pressure Scale / Pointer

The pointer on the scale indicates a value equal to that shown on the digital display. If the value is invalid, the pointer will be removed from the display.

The pointer on the scale indicates a display. If the value is invalid, the poi





Scale:



Scale:



WHITE: normal operating range.



WHITE: normal operating range



AMBER: cautionary operating range.



AMBER: cautionary operating ra

Pointer:



Pointer:






GREEN: normal operating range



AMBER: cautionary operating range.



AMBER: cautionary operating ra


20-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

The hydraulic system must be checked each 15 consecutive calender days or before next flight, whichever occurs last.

The hydraulic system must be checked ea before next flight, whichever occurs last.

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

HYD HI TEMP

Hydraulic system temperature is higher than the normal operation range.

HYD LO PRESS

Hydraulic system pressure is lower than the normal operation range.

Caution

20-18 April 2009

TYPE


MESSAGE HYD HI TEMP

Hydra tha

HYD LO PRESS

Hydrau t

Caution

20-18 April 2009

Developed for Train

Ice and Rain

Ice and Rain

Ice and Rain

The ice and rain protection system provides protection against visual and flight authority degradation due to ice formation on leading edge surfaces, engine air inlet, external sensor, and ice and fog formation on the windshield. The windshield also has a rain repellent coating.

The ice and rain protection system flight authority degradation due to i engine air inlet, external sensor, and The windshield also has a rain repell

The ice and rain protection system is used to:  Remove the ice formed on the wing and the horizontal stabilizer leading edges. Bleed air is routed from both engines to the wing de-icers and to the horizontal stabilizer pneumatic de-icers.  Remove or prevent ice formation around the engine inlet cowls, using bleed air from the related engine.  Prevent ice formation on the aircraft sensors. Pitot probes, static ports, and AOA (Angle of Attack) sensor are heated by electric resistances.  Remove ice, frost, fog, or rain from the windshield.The windshield heating system uses electrical heaters and the windshield rain protection uses a rain repellent coating applied to the windshield external surface.  Provide the pilot and the copilot with a way to inspect the aircraft against icing while flying at night. There is one lamp installed on the left fuselage that shines in the left wing for visible ice detection. A dark area on both overboard wing boots assists in visually detecting ice build up. The ice and rain protection system includes:

The ice and rain protection system is  Remove the ice formed on the win edges. Bleed air is routed from bo the horizontal stabilizer pneumatic  Remove or prevent ice formation bleed air from the related engine.  Prevent ice formation on the aircra AOA (Angle of Attack) sensor are  Remove ice, frost, fog, or rain from system uses electrical heaters an rain repellent coating applied to th  Provide the pilot and the copilot w icing while flying at night. There is that shines in the left wing for visib overboard wing boots assists in v The ice and rain protection system in

   

Wing and Horizontal Stabilizer De-ice System Engine Anti-ice System Windshield Heating System Air Data Heating System (ADS)


   

21-1 April 2009

Wing and Horizontal Stabilizer De Engine Anti-ice System Windshield Heating System Air Data Heating System (ADS)


T R A I N I N G

S E R V I C E S

T R A I N I N G

Ice and Rain Protection Synoptic

S E R V I C E S

Ice and Rain Protection Synoptic

1

1

2

2

2

3

4

3

5

6

5

7

8

7

9

10

9

11

12

11

2

2

1

Windshield Heaters

7

Engine Anti Ice (EAI) 1 Valve and Bleed Line

1

Windshield Heaters

7

2

Boot Lines and Valves

8

Engine Anti Ice (EAI) 2 Valve and Bleed Line

2

Boot Lines and Valves

8

3

Inboard Ejector Flow Control Valve (EFCV)

9

Pressure Regulating Shut-Off Valve 1 (PRSOV 1)

3

Inboard Ejector Flow Control Valve (EFCV)

9

10 Pressure Regulating Shut-Off Valve 2 (PRSOV 2)

10

4

Outboard Ejector Flow Control Valve (EFCV)

4

Outboard Ejector Flow Control Valve (EFCV)

5

Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11 Ice Protection Bleed Duct

5

Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11

6

Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12 STAB Ejector Flow Control Valve (EFCV)

6

Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12

When the ice protection system is operating normally, all components are shown in green on the system diagram. Items in white indicate components which are off. A red “X” over a component indicates invalid data or a failed unit. In the case of windshield heaters, a red “X” will be displayed with switches in the OFF position.

When the ice protection system is oper shown in green on the system diagram. which are off. A red “X” over a compone unit. In the case of windshield heaters switches in the OFF position.

Ice Protection System Unit Status Indications

Ice Protection System Unit Status

Unit Inboard/Outboard EFCV Valve


Unit

Open with flow Open, no flow

Closed

Open with flow Open, no flow

Closed

Inboard/Outboard EFCV Valve

STB EFCV Valve

21-2 April 2009

Icon

Open with flow

STB EFCV Valve

Open with flow


21-2 April 2009

Developed for Train

Ice and Rain


Wing and Horizontal Sta

The airfoil deicing system removes the ice formed on the wing and the horizontal stabilizer leading edges.

The airfoil deicing system removes t zontal stabilizer leading edges.

HORIZONTAL STABILIZER

RIGHT WING

RIGHT WING

PNEUMATIC DE-ICING

PNEUMATIC DE-ICING

PNEUM DE-ICIN

PNEUMATIC DE-ICING LEFT WING

WING INSPECTION LIGHT

WING INSPECTION LIGHT

PNEUMATIC DE-ICING

The outboard and inboard wing de-icer boots and the horizontal stabilizer deicer boots remove the ice formed when the system is selected ON. Three EFCVs (Ejector Flow Control Valves) supply the de-icer boots with compressed air (inflation) or vacuum (deflation). One pressure regulator / reliever and a water separator provide dried air in a proper pressure for the system. Two check valves avoid back flow when there is loss of air bleed from one engine. One low pressure switch, five deice pressure switches, and a controller monitors the operation of the system.

The outboard and inboard wing de-ic icer boots remove the ice formed w EFCVs (Ejector Flow Control Valve pressed air (inflation) or vacuum (de and a water separator provide dried Two check valves avoid back flow w engine. One low pressure switch, controller monitors the operation of th

Wing Deicing

Wing Deicing

The wing deicing system removes the formation of ice from the wing leading edges. The wing de-icer boots cycle (inflate / deflate) in order to mechanically remove the formation of ice from the wing leading edges. The EFCV (Ejector Flow Control Valve) provides the boot inflation and deflation. Pressure switches monitor the boots pressure to make sure that they work properly.

The wing deicing system removes th edges. The wing de-icer boots cycle remove the formation of ice from the Flow Control Valve) provides the switches monitor the boots pressure

Wing Ejector Flow Control Valve (EFCV) There are two EFCVs for the wing deicing system. The EFCV controls the flow of air to and from the de-icer boots. It is a two-position, solenoid-operated valve that provides system pressure or vacuum to the pneumatic deicers.When the solenoid valve is in the de-energized condition, the ejector section of the valve provides the vacuum necessary to maintain the deicing tubes in a deflated condition using a minimum amount of air flow.

Wing Ejector Flow Control Valve (E There are two EFCVs for the wing flow of air to and from the de-icer b ated valve that provides system pre icers.When the solenoid valve is in section of the valve provides the va tubes in a deflated condition using a

Phenom 100

Phenom 100


21-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Wing De-ice Pressure Switch The pressure switches ensure a minimum pressure is being supplied to the de-icers in a specific timing window.

Wing De-ice Pressure Switch The pressure switches ensure a minimu de-icers in a specific timing window.

Wing De-Icer Boot The wing de-icer boots are silver polyurethane-surfaced pneumatic de-icers consisting of a smooth rubber and fabric blanket containing span wise deicing tubes. Each wing de-icer boot is a single boot with separate inflatable chambers, one for the inboard wing section and one for the outboard wing section. The LH and RH outboard chambers of the de-icer boot will inflate simultaneously. The LH and RH inboard de-icers will inflate simultaneously. The inflation pressure of the de-icer boot is 20.0 ± 1.0 psig.

Wing De-Icer Boot The wing de-icer boots are silver polyure consisting of a smooth rubber and fabric b tubes. Each wing de-icer boot is a single bers, one for the inboard wing section an The LH and RH outboard chambers of th ously. The LH and RH inboard de-icers w tion pressure of the de-icer boot is 20.0 ±

Wing De-Icer Boot

Wing De-Icer Boot

Icing Visual Identification Panel A dark area on the outboard of each wing de-icer boot assists in detecting ice formation.

Icing Visual Identification Panel A dark area on the outboard of each wing formation.

21-4 April 2009

21-4 April 2009


Developed for Train

Ice and Rain Icing Visual Identification Panel

Icing Visual Identification Panel

Wing Inspection Light

Wing Inspection Light

The wing inspection light provides illumination of the left wing leading edge for the left pilot to inspect for ice formation. The controlling switch (INSP LIGHT) is located on the ice protection panel.

The wing inspection light provides il for the left pilot to inspect for ice f LIGHT) is located on the ice protectio

Horizontal Stabilizer Deicing

Horizontal Stabilizer Deicing

The horizontal stabilizer deicing system removes the formation of ice from the horizontal stabilizer leading edges.

The horizontal stabilizer deicing syste horizontal stabilizer leading edges.

The horizontal stabilizer de-icer boots cycle (inflate / deflate) in order to mechanically remove the formation of ice from the horizontal stabilizer leading edges.

The horizontal stabilizer de-icer bo mechanically remove the formation ing edges.

Horizontal Stabilizer Ejector Flow Control Valve (EFCV) The EFCV (Ejector Flow Control Valve) provides the boot inflation and deflation. There is one EFCV for the horizontal stabilizer deicing system.

Horizontal Stabilizer Ejector Flow The EFCV (Ejector Flow Control deflation. There is one EFCV for the

Horizontal Stabilizer De-ice Pressure Switch One pressure switch is dedicated to the horizontal stabilizer deicing system. The horizontal stabilizer de-ice pressure switch is located at the inlet of the horizontal stabilizer de-icer boots. The pressure switch ensures a minimum pressure is being supplied to the de-icers in a specific timing window.

Horizontal Stabilizer De-ice Pressu One pressure switch is dedicated to The horizontal stabilizer de-ice pres horizontal stabilizer de-icer boots. T pressure is being supplied to the de-

Phenom 100

Phenom 100


21-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Horizontal Stabilizer De-Icer Boot The horizontal stabilizer pneumatic de-icers are silver estane polyurethanesurfaced de-icers, consisting of a smooth rubber and fabric blanket containing span wise deicing tubes. Each de-icer boot contains a single air connection through which all tubes are inflated simultaneously.

Horizontal Stabilizer De-Icer Boot The horizontal stabilizer pneumatic de-ic surfaced de-icers, consisting of a smooth ing span wise deicing tubes. Each de-ice tion through which all tubes are inflated s

Horizontal Stabilizer De-Icer Boot

Horizontal Stabilizer De-Icer Boot

21-6 April 2009


21-6 April 2009

Developed for Train

Ice and Rain

Deicing System Deicing System

Outboard Boot

PRESSURE SWITCH

PRESSURE REGULATOR VALVE

Left Horizontal Stabilizer Boot

Inboard Boot

EJECTOR FLOW CONTROL VALVE PRESSURE SWITCH WATER SEPARATOR

PRESSURE REGULATOR VALVE

Left Horizontal Stabilizer Boot

PRESSURE SWITCH

PRESSURE SWITCH

FLOW CONTROL VALVE

Right Horizontal Stabilizer Boot

PRESSURE SWITCH

CHECK VALVE ELECTOR FLOW CONTROL VALVE

Right Horizontal Stabilizer Boot

Developed for Developed for Training Purposes

Phenom 100 21-7 April 2009 Phenom 100

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

System Operation

System Operation

The pilot activates the de-icing system by switching the icing protection system wing / stab switch to the ON position. At this time the deicing cycle starts and the horizontal stabilizer EFCV is energized. This initiates the inflation of the horizontal stabilizer de-icer boots. The deice pressure switch closes within the first four seconds of the six-second inflation time. After the six-second inflation time, the horizontal stabilizer EFCV is de-energized and vacuum is reapplied to the horizontal stabilizer de-icer boots.The horizontal stabilizers deice pressure switch opens at this time indicating pressure is exiting the de-icer boot. This sequence repeats for the outboard and inboard chambers of the wing de-icer boots.

The pilot activates the de-icing system by wing / stab switch to the ON position. At t the horizontal stabilizer EFCV is energized izontal stabilizer de-icer boots. The deice p four seconds of the six-second inflation tim the horizontal stabilizer EFCV is de-energ horizontal stabilizer de-icer boots.The h switch opens at this time indicating press sequence repeats for the outboard and in boots.

At the end of the inboard wing six-second inflation cycle, all EFCVs are deenergized, pressure switches are open, and vacuum is applied to all de-icer boots for the remaining forty-two second delay in the timing/deicing cycle. At the end of the one-minute cycle, if the switch remains activated, the cycle repeats. This continues until the de-icing system control switch is set to OFF. If the ice protection system wing / stab switch is momentarily operated from the OFF to the ON position, the controller will operate in single cycle mode. The controller will cycle through all EFCVs plus a six-second delay time and then shut off.

At the end of the inboard wing six-secon energized, pressure switches are open, a boots for the remaining forty-two second the end of the one-minute cycle, if the repeats. This continues until the de-icing If the ice protection system wing / stab s the OFF to the ON position, the controlle The controller will cycle through all EFCV then shut off.

WSHLD 1

HEATING

ICE PROTECTION

WSHLD 2

ENG 1

WSHLD 1

ENG 2

HEATING

ON

ON

ON

OFF

OFF

OFF

ADS/AOA

WINGSTAB

AUTO

OFF

ON

WSHLD 2

ADS/AOA

INSP LIGHT

AUTO

OFF

ON

ON

OFF

TIMING CHART Time Intervals For 1 Cycle (Seconds) 6

DE-ICING ZONE HORIZONTAL STABILIZER

6

Time Intervals For 1 Cycle (Second 6

OUTBOARD WING 6

6

INBOARD WIND 42

21-8 April 2009

TIMING C

6

ALL DEFLATED


42

21-8 April 2009

Developed for Train

Ice and Rain

Engine Anti-ice System

Engine Anti-ice System

The EAI (Engine Anti-Icing) system supplies hot air from the engine to its inlet cowl to prevent the hazardous formation of ice on the inlet lip skin. The system consists of supply ducting, a valve (a shutoff valve), a flow limiter (venturi/restrictor), a pressure transducer, a piccolo tube, and exhaust vents.

The EAI (Engine Anti-Icing) system s cowl to prevent the hazardous forma tem consists of supply ducting, a va turi/restrictor), a pressure transducer

Hot air is extracted from the engine compressor. The air is tapped from the engine thru a dedicated outboard bleed port, ensuring that an air supply is always available to the EAI system when the engine is running. The airflow next passes thru the EAI valve. This valve is activated manually with a command override available to the flight crew. The valve is spring-loaded to the open position ensuring that the EAI system defaults to the open position in the absence of a control signal (failure of electrical systems). Then the air flow passes through a flow limiting venturi, which has the purpose of limiting the mass air flow entering the chamber (formed by the inlet lip skin and the forward bulkhead) in the event of a burst duct. At the inlet connection, the air passes into the circular piccolo tube mounted inside the chamber. The anti-icing air fills the piccolo tube and exits through jets (holes) in the tube wall. The anti-icing air impinges upon the inner surface of the inlet lip skin and heats it to prevent ice formation on the outer surface. The EAI air, after exiting the piccolo tube and impinging on the lip skin, collects in the chamber and flows toward the bottom where it is released overboard through exhaust vents located in the bottom of the engine inlet.

Hot air is extracted from the engine engine thru a dedicated outboard b always available to the EAI system next passes thru the EAI valve. This mand override available to the flight open position ensuring that the EAI s absence of a control signal (failure passes through a flow limiting ventu mass air flow entering the chamber (f bulkhead) in the event of a burst duc into the circular piccolo tube mounted the piccolo tube and exits through jets impinges upon the inner surface of th formation on the outer surface. The impinging on the lip skin, collects in t where it is released overboard throug the engine inlet.

EAI Shutoff Valve The EAI valve is an ON/OFF shutoff valve and is located in the system supply ducting in the engine compartment. This valve controls the bleed airflow from the engine to the nacelle anti-icing system. It is an electrically controlled, pneumatically operated valve that is spring-loaded to the open position. The EAI shutoff valve actuating solenoid must be energized in order to drive the valve closed. The valve may be locked in the open position, thus allowing aircraft dispatch in ice conditions.

EAI Shutoff Valve The EAI valve is an ON/OFF shutoff ducting in the engine compartment. T the engine to the nacelle anti-icing pneumatically operated valve that is EAI shutoff valve actuating solenoid valve closed. The valve may be locke craft dispatch in ice conditions.

EAI Pressure Transducer The transducer is connected to the anti-icing air supply duct. The pressure transducer monitors the anti-icing system pressure. With the engine running, if the transducer reads a pressure equal to or less than 25 psi, the A-I E1 (2) FAIL message appears on the CAS.

EAI Pressure Transducer The transducer is connected to the transducer monitors the anti-icing sy if the transducer reads a pressure eq FAIL message appears on the CAS.

Phenom 100

Phenom 100


21-9 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

EAI Piccolo Tube The piccolo tube distributes the anti-icing air over the inner surface of the inlet lip. The piccolo tube is a circular tube with holes to distribute the anti-icing air onto the critical lip skin region.

EAI Piccolo Tube The piccolo tube distributes the anti-icing lip. The piccolo tube is a circular tube with onto the critical lip skin region.

ENGINE ANTI-ICING PRESSURE TRANSDUCER

ENGINE ANTI-ICING PRESSURE TRANSDUCER

EAI VALVE

PICCOLO TUBE

S E R V I C E S

PICCOLO TUBE

VENTURI/RESTRICTOR

VENTURI/

EXHAUST VENT EXHAUST VENT

EXHAUST VENT SDS2432302100P041

21-10 April 2009


21-10 April 2009

Developed for Train

Ice and Rain Operation The EAI system is manually activated by means of a toggle switch. The system heats the nacelle inlet cowl leading edge using bleed air extracted from the engine port to prevent potentially harmful ice accumulation. The system is activated via a solenoid controlled, pneumatically actuated shutoff valve (EAI shutoff valve). In case of system failure, the valve may be manually locked in the fully open position to permit dispatch of the aircraft.

Operation The EAI system is manually activate tem heats the nacelle inlet cowl lead the engine port to prevent potentially activated via a solenoid controlled, p shutoff valve). In case of system failu the fully open position to permit dispa

An EAI pressure transducer is also provided to monitor duct pressure downstream of the EAI shutoff valve and thus confirm proper operation of the EAI system. The EAI system for each engine is completely independent of the other engine and EAI air bleeding cannot be shared between engines.

An EAI pressure transducer is also p stream of the EAI shutoff valve and system. The EAI system for each e other engine and EAI air bleeding ca

WSHLD 1

HEATING

WSHLD 2

WSHLD 1

ENG 2

HEATING

ON

ON

ON

OFF

OFF

OFF

ADS/AOA

WINGSTAB

AUTO

OFF

ICE PROTECTION

ENG 1

ON

WSHLD 2

ADS/AOA

INSP LIGHT

AUTO

OFF

ON

ON

OFF


21-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Pitot/Static/AOA/P-Static Heating

Pitot/Static/AOA/P-Static H

The Pitot/Static/AOA/P-Static heating system prevents ice formation on aircraft sensors.

The Pitot/Static/AOA/P-Static heating sy craft sensors.

AOA SENSOR PITOT PROBE 1 DUAL STATIC PORT 1

PITOT−STATIC PROBE

PITOT−STATIC PROBE

AOA SENSOR PITOT PROBE 2

AOA SENSOR PITOT PROBE 2

DUAL STATIC PORT 2

Protection against icing is provided by built-in heating elements. This system provides electrical heating for the following components:     

Pitot Probes Dual Static Ports. Pitot/Static Probe AOA (Angle of Attack) Sensor Static Pressure Port

Protection against icing is provided by bu provides electrical heating for the followin     

Pitot Probes Dual Static Ports. Pitot/Static Probe AOA (Angle of Attack) Sensor Static Pressure Port

WARNING

WARNI

DO NOT TOUCH HEATED PROBES, SENSOR, OR STATIC PORTS. THEY CAN BE HOT AND CAUSE INJURY TO YOU.

21-12 April 2009


DUAL STATIC PORT 2

DO NOT TOUCH HEATED PROBES, SE CAN BE HOT AND CAUSE INJURY TO Y

21-12 April 2009

Developed for Train

Ice and Rain Operation

Operation

ADS (Air Data System)/ AOA Heating The ADS and AOA probe heating system permits safe flight under icing conditions. It has a rotary control knob, located on the ICE PROTECTION/ HEATING control panel, that allows selecting one out of three modes of operation: OFF, AUTO, and ON.

ADS (Air Data System)/ AOA Heati The ADS and AOA probe heating sy ditions. It has a rotary control knob, lo ING control panel, that allows select OFF, AUTO, and ON.

This is the normal operation mode. In this mode, the probe heating AUTO elements will be automatically energized if at least one engine is running or the aircraft weight is not on the wheels. OFF

In this mode, the probe heating elements will not be energized, regardless of the status of the engines and WOW. This mode is intended to be used on the ground, mainly to keep people from being injured in case of contact with the probes.

ON

In this mode, the probe heating elements will be energized, regardless of the status of the engines and WOW. This mode may be used if it is necessary to activate the heating system on the ground and with the engines not running. It may also be used in flight in case of failure of the automatic control mode.

WSHLD 1

HEATING

WSHLD 2

OFF

In this mode, the probe hea regardless of the status of intended to be used on the being injured in case of con

ON

In this mode, the probe hea regardless of the status of be used if it is necessary to ground and with the engine flight in case of failure of th

WSHLD 1

ENG 2

HEATING

ON

ON

ON

OFF

OFF

OFF

ADS/AOA

WINGSTAB

AUTO

OFF

ICE PROTECTION

ENG 1

This is the normal operation AUTO elements will be automatic running or the aircraft weig

ON

WSHLD 2

ADS/AOA

INSP LIGHT

AUTO

OFF

ON

ON

OFF

Static Pressure Port Heating The static pressure port is electrically heated in order to assure no obstruction of sensing orifices due to freezing. Electrical power is provided whenever the aircraft is in flight. The air/ground signal is provided by the main landing gear WOW switch through a hard wiring electrical circuit.

Static Pressure Port Heating The static pressure port is electrical tion of sensing orifices due to freezin the aircraft is in flight. The air/groun gear WOW switch through a hard wir

Phenom 100

Phenom 100


21-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Windshield Heating System and Rain Protection


The windshield rain protection and the windshield heating systems are used to remove ice, frost, fog, or rain from the windshield.

The windshield rain protection and the w to remove ice, frost, fog, or rain from the

The windshield rain protection consists only of a rain repellent coating applied to the windshield external surface.

The windshield rain protection consists on to the windshield external surface.

The windshield heating system uses electrical heaters in the windshield to prevent the icing formation on the external surface of the windshield, and fog formation on the inside surface.

The windshield heating system uses ele prevent the icing formation on the externa formation on the inside surface.

WINDSHIELD - ELECTRICALLY HEATED - DEFOG SYSTEM


SDS2432304000P065

Windshield Rain Protection


The windshield rain repellent coating is a wiperless system that permits a safe flight under rain conditions, by maintaining a sufficient portion of the windshield so clear as to provide each pilot with adequate vision along the flight path. It is a synthetic polymer developed to repel water by physical process.

The windshield rain repellent coating is a flight under rain conditions, by maintaining so clear as to provide each pilot with adeq a synthetic polymer developed to repel wa

A chemical coating known as Rain Repellent Coating is applied on the windshield’s external surface.

A chemical coating known as Rain Repe shield’s external surface.

Rain Repellent Coating The Rain Repellent Coating consists of a synthetic polymer developed to repel water by physical process.

Rain Repellent Coating The Rain Repellent Coating consists of repel water by physical process.

The rain repellent coating is employed as rain protector for windshields, because of its water repellency capabilities.

The rain repellent coating is employed because of its water repellency capabilitie

When water comes into contact with a clean glass surface, the water spreads out evenly on the glass, and a thin film of water remains on the surface even after the bulk of the water has run off, and visibility is reduced. When the glass surface is treated with a chemical repellent (Rain Repellent Coating), a transparent molecular film is formed which greatly reduces the adhesive force between the water and the glass. The water draws up into beads which cover

When water comes into contact with a cle out evenly on the glass, and a thin film o after the bulk of the water has run off, glass surface is treated with a chemical r transparent molecular film is formed whic between the water and the glass. The wa

21-14 April 2009

21-14 April 2009


Developed for Train

Ice and Rain only a portion of the glass, the area between the beads being dry. The high velocity slipstream continually removes the beads.

only a portion of the glass, the area velocity slipstream continually remov



WINDSHIELD WITH RAIN REPELLENT COATING

WINDSHIELD WITH RAIN REPELLENT COATING

SDS2432304100P069R


21-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Windshield Heating System The windshield heating system prevents the formation of ice on the exterior surface of the windshield and fog on the interior surface.


S E R V I C E S

Windshield Heating System The windshield heating system prevent rior surface of the windshield and fog o


The windshield heating system consists of four independent subsystems, two for each windshield. two subsystems are controlled by one Windshield Heater Control Unit (WHCU). Each subsystem comprises a temperature controller channel, windshield heater element and windshield temperature sensors for overheat and control to each windshield assembly. The function of the windshield heating system is to regulate the temperature of each heating mat embedded in the windshield, in order to prevent the icing formation on the exterior surface of the windshield, and fog formation on the inside surface.

The windshield heating system consists o for each windshield. two subsystems are Control Unit (WHCU). Each subsystem channel, windshield heater element and overheat and control to each windshield shield heating system is to regulate the embedded in the windshield, in order to exterior surface of the windshield, and fog

Heated Windshield The windshield is an electrically heated, double curvature, laminated glass windshield. The outboard glass is coated by an anti-static film to provide a discharge path for static build-up to prevent damage to the windshield heating mats due to triboelectric charging. The windshield heating mats, two per windshield are embedded in the inboard surface of the outer glass ply to provide anti-ice capability. There are two sensing elements per heater section, both connected to each channel of the Windshield Heater Control Unit (WHCU).

Heated Windshield The windshield is an electrically heated, windshield. The outboard glass is coate discharge path for static build-up to preve mats due to triboelectric charging. The windshield are embedded in the inboard vide anti-ice capability. There are two se both connected to each channel of th (WHCU).

Windshield Heater Control Unit Each WHCU channel regulates the temperature using two temperature sensors and a heater mat integrated to the windshield. One sensor is used for control while the other monitors overheats and provides back-up control if the first sensor fails. Besides regulating the heater element temperature, each windshield control channel performs power-up BIT (Built-in Test) and continu-

Windshield Heater Control Unit Each WHCU channel regulates the temp sors and a heater mat integrated to the control while the other monitors overheats first sensor fails. Besides regulating the windshield control channel performs powe

21-16 April 2009

21-16 April 2009


Developed for Train

Ice and Rain ous BIT, reporting the faults to the avionics Data Concentrator Unit and GIA (Garmin Integrated Avionics unit) 2.

ous BIT, reporting the faults to the a (Garmin Integrated Avionics unit) 2.

On the ICE PROTECTION/HEATING control panel, when the WSHLD 1 switch is set to ON the WHCU 1, Channel 1and the WHCU 2, Channel 2 are energized. Then the WHCUs supply power to the LH (Left-Hand) windshield heaters 1 and 2.

On the ICE PROTECTION/HEATIN switch is set to ON the WHCU 1, Ch energized. Then the WHCUs supply heaters 1 and 2.

When the WSHLD 2 switch is set to ON the WHCU 1, Channel 2 and the WHCU 2, Channel 1 are energized. Then the WHCUs supply power to the RH (Right-Hand) windshield heaters 1 and 2.

When the WSHLD 2 switch is set t WHCU 2, Channel 1 are energized. RH (Right-Hand) windshield heaters

Operation In normal operation, on the ICE PROTECTION/HEATING control panel, the WSHLD 1 and 2 rotary switches are set to OFF.

Operation In normal operation, on the ICE PR WSHLD 1 and 2 rotary switches are s

When turned ON, the WHCU channels switch power ON when the control sensor temperature is below 95° F (35° C), and switch the heater power OFF when the control sensor is above 110° F (43° C). Overheat set point is 140° F (60° C).

When turned ON, the WHCU chann sensor temperature is below 95° F (3 when the control sensor is above 110 (60° C).

Each WHCU operates according to a load shedding logic and regulates the temperature of the both heaters of each windshield side. If only a single power source (one SG failed) is available, the left windshield side has the priority and one of its sections (left or right) is heated according to the remaining starter generator (SG).

Each WHCU operates according to temperature of the both heaters of power source (one SG failed) is avai ority and one of its sections (left or rig starter generator (SG).

Phenom 100

Phenom 100


21-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Windshield Heating System Schematic LH HEATERS

S E R V I C E S

Windshield Heating System Schem RH HEATERS

LH HEATERS

SENSORS

SENSORS

WHCU 1

WHCU 2

WHCU 1

DC BUS 1

DC BUS 2

DC BUS 1

NORMAL OPERATION LH/RH WHCUs ON LH HEATERS

NORMAL OPERATI LH/RH WHCUs O RH HEATERS

LH HEATERS

SENSORS

SENSORS

WHCU 1

WHCU 2

WHCU 1

DC BUS 1

DC BUS 2

DC BUS 1

ABNORMAL OPERATION DC BUS 1/WHCU 1 FAILURE LH HEATERS

ABNORMAL OPERAT DC BUS 1/WHCU 1 FA RH HEATERS

LH HEATERS SENSORS

WHCU 1

WHCU 2

DC BUS 1

DC BUS 2

ABNORMAL OPERATION DC BUS 2/WHCU 2 FAILURE

21-18 July 2010 Rev. 1


SENSORS


WHCU 1

DC BUS 1

ABNORMAL OPERAT DC BUS 2/WHCU 2 FA

21-18 July 2010 Rev. 1

Developed for Tra

Ice and Rain

Ground De-Icing Procedures

Ground De-Icing Proced

GROUND DEICING/ANTI-ICING STRATEGY

GROUND DEICING/ANTI-ICING

To prevent frozen contamination on airplane surfaces deice and antiicing operation requires that fluids be distributed uniformly over surfaces. In order to control uniformity, all horizontal surfaces must be visually checked during fluid application. The correct amount is indicated by fluid just beginning to drip off the leading edge. Do not use tools to scrape or scratch compacted snow from the airframe surfaces or from the gaps between fixed or movable surfaces. Once the airplane has been fully deiced, it is time to consider the prevention of any further ice contamination prior to takeoff by application of an anti-icing treatment.

To prevent frozen contamination icing operation requires that f surfaces. In order to control unifo visually checked during fluid a indicated by fluid just beginning use tools to scrape or scratch surfaces or from the gaps betwe the airplane has been fully deiced of any further ice contamination anti-icing treatment.

The following surfaces must be protected:

The following surfaces must be pr

- Fuselage;

- Fuselage;

- Wing upper surface and leading edge;

- Wing upper surface and leading

- Horizontal stabilizer upper surface and leading edge;

- Horizontal stabilizer upper surfac

- Elevator upper surface;

- Elevator upper surface;

- Vertical stabilizer and rudder.

- Vertical stabilizer and rudder.

For detailed information on ground de-icing procedures please refer to the POH chapter 2-15.

For detailed information on gr refer to the POH chapter 2-15.

Phenom 100

Phenom 100


Developed for T

T R A I N I N G

S E R V I C E S

T R A I N I N G

Fluid Application Strategy

S E R V I C E S

Fluid Application Strategy

01

01

01

AOA SENSOR

AOA SENSOR

DIRECTION OF FLUID SPRAY

DIRECTION OF FLUID SPRAY NOT PERMITTED

DIRECTION OF FLUID SPRAY

PITOT PROBE 2

LEGEND:

DIRECTION OF FLUID SPRAY NOT PERMITTED

DUAL STATIC PORT 2

PITOT PROBE 2

LEGEND:

DUAL STATIC PORT 2

PITOT − STATIC PROBE

PITOT − STATIC PR

DEICING APPLICATION AREA

DEICING APPLICATION AREA PITOT PROBE 1

DEICING AND ANTI−ICING FLUID APPLICATION AREA

DEICING AND ANTI−ICING FLUID APPLICATION ARE

DEICING AND ANTI−ICING FLUID APPLICATION AREA. A THIN LAYER OF HOAR FROST WHERE YOU CAN SEE AIRPLANE MARKINGS ON FUSELAGE IS PERMITTED DIRECTION OF FLUID SPRAY

DO NOT APPLY FLUIDS DIRECTLY TO THESE POINTS

01

FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY RETRACTED



DUAL STATIC PORT 1


DEICING AND ANTI−ICING FLUID APPLICATION ARE OF HOAR FROST WHERE YOU CAN SEE AIRPLANE ON FUSELAGE IS PERMITTED DIRECTION OF FLUID SPRAY

DO NOT APPLY FLUIDS DIRECTLY TO THESE POIN

01

FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY


Developed for T

Ice and Rain

Limitations

Limitations



Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40°C

Minimum Temperature for Wing/ Stab



Crew must activate the ice protection system when icing conditions exist or are anticipated below 10°C as follows:

Crew must activate the ice protectio are anticipated below 10°C as follow

If OAT is between 5°C and 10°C with visible moisture:

If OAT is between 5°C and 10°C with

ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG 1 and ENG 2 Switches . . .

WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WINGSTAB Switch. . . . . . . . . . .

WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If OAT is below 5°C with visible moisture: WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WSHLD 1 and WSHLD 2 Switche

ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

ENG 1 and ENG 2 Switches . . .

WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

WINGSTAB Switch. . . . . . . . . . .

Note: 









WSHLD 1 and WSHLD 2 . . . . . .

If OAT is below 5°C with visible mois

Note:

Icing conditions may exist whenever the Static Air Temperature (SAT) on the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals). Icing conditions may also exist when the SAT on the ground and for takeoff is 10°C or below when operating on ramps, 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. WINGSTAB switch must remain at the ON position until the entire wing, including unprotected areas and areas behind the wing deicing boot, are free of ice accretion.” This assures the icing stall warning schedule with runback ice present. In icing conditions the airplane must be operated, and its ice protection systems used as described in the operating procedures section of this manual. Where specific operational speeds and performance information have been established for such conditions, this information must be used. Take-off is prohibited with frost, ice, snow or slush adhering to wings, control surfaces, engine inlets, or other critical surfaces.


21-21 April 2009











Icing conditions may exist whene the ground or for takeoff, or Tota or below and visible moisture in a with visibility of one mile or less, Icing conditions may also exist w takeoff is 10°C or below when op where surface snow, ice, standin the engines, or freeze on engine WINGSTAB switch must remain including unprotected areas and free of ice accretion.” This assur runback ice present. In icing conditions the airplane m systems used as described in th manual. Where specific operatio tion have been established for su used. Take-off is prohibited with frost, ic control surfaces, engine inlets, o


T R A I N I N G

S E R V I C E S

T R A I N I N G

CAS Messages TYPE

Caution

Advisory

21-22 April 2009

S E R V I C E S

CAS Messages

MESSAGE

MEANING

TYPE

ADS 1 HTR FAIL

Loss of ADS 1 heating. ADS 1 data may not be reliable.

ADS 1 HTR FAIL

ADS 2 HTR FAIL

Loss of ADS 2 heating. ADS 2 data may not be reliable.

ADS 2 HTR FAIL

A-1 E1 (2) FAIL

Indicates EAI shutoff valve is closed when valve is commanded open or an EAI duct failure is detected.

A-1 E1 (2) FAIL

Indicates the pneumatic deicing system is not working properly, the valves are D-I WINGSTAB FAIL closed when the system is set to on, or a duct failure is detected.

Caution

MESSAGE

Lo

Lo

Ind whe

Indic is n D-I WINGSTAB FAIL clos

STBY HTR FAIL

Loss of Pitot-Static heater. Stand-by air data may not be reliable.

STBY HTR FAIL

WSHLD 1 HTR FAIL

Indicates failure of left windshield heating system.

WSHLD 1 HTR FAIL

WSHLD 2 HTR FAIL

Indicates failure of right windshield heating system.

WSHLD 2 HTR FAIL

ADS HTR 1 FAULT

Loss of heater redundancy on ADS 1.

ADS HTR 1 FAULT

Los

ADS HTR 2 FAULT

Loss of heater redundancy on ADS 2.

ADS HTR 2 FAULT

Los

ADS-AOA HTR ON

ADS-AOA heater manually activated on the ground.

A-1 E1 (2) ON

Indicates EAI system is on.

A-1 E1 (2) ON

D-I WINGSTAB ON

Indicates the pneumatic deicing system is on.

D-I WINGSTAB ON


Advisory

21-22 April 2009

ADS-AOA HTR ON

Los

Indi

In

AD

Indic

Developed for Train

Instruments / Warning System

In


Instruments / Warnin

General

General

This section provides an overview of the Garmin Prodigy Integrated Flight Deck as installed in the Embraer Phenom 100. The Garmin Prodigy system is an integrated avionics system that presents flight instrumentation, position, navigation, communication, and identification information to the pilot through large format displays. The system consists of the following Line Replaceable Units (LRUs):

This section provides an overview Deck as installed in the Embraer Phe an integrated avionics system that navigation, communication, and iden large format displays. The system co Units (LRUs):

Primary Flight Displays (PFD) and Multi-function Display (MFD) GDU 1240A Each unit is configured as one of two PFDs or one MFD. The GDU 1240A features a 12-inch LCD with 1024 x 768 resolution. The unit installed on the left / pilot side is designated as PFD1, and the one installed on the right / copilot side is designated as PFD2. The unit installed in the center is designated the MFD. These units communicate with each other and with the on-side GIA 63W Integrated Avionics Unit through a High-Speed Data Bus (HSDB) connection. This unit is also known as a Flight Display Unit (FDU).

Primary Flight Displays (PFD) and GDU 1240A Each unit is configured as one of tw features a 12-inch LCD with 1024 x left / pilot side is designated as PFD1 lot side is designated as PFD2. The the MFD. These units communicate 63W Integrated Avionics Unit throug nection. This unit is also known as a

Integrated Avionics Unit - GIA 63W (2) Functions as the main communication hub, linking all LRUs with the on-side PFD. Each GIA 63W contains a GPS WAAS receiver, VHF COM/NAV/GS receivers, a flight director (FD) and system integration microprocessors. Each GIA 63W is paired with the on-side PFD via HSDB connection.

Integrated Avionics Unit - GIA 63W Functions as the main communicatio PFD. Each GIA 63W contains a GP receivers, a flight director (FD) and s GIA 63W is paired with the on-side P

Phenom 100

Phenom 100


22-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Air Data Computer - GDC 74B (2) Processes data from the pitot/static system as well as the OAT probe. This unit provides pressure altitude, airspeed, vertical speed and OAT information to the Garmin Prodigy system, and it communicates with the onside GIA, onside PFD and on-side AHRS, using an ARINC 429 digital interface. The GDC 74B is designed to operate in Reduced Vertical Separation Minimum (RVSM) airspace.

Air Data Computer - GDC 74B (2) Processes data from the pitot/static syst unit provides pressure altitude, airspeed, to the Garmin Prodigy system, and it com side PFD and on-side AHRS, using an AR 74B is designed to operate in Reduced V airspace.

Engine / Airframe Unit - GEA 71 (3) Receives and processes signals from the engine and airframe sensors. This unit communicates with both GIAs using a digital interface.

Engine / Airframe Unit - GEA 71 (3) Receives and processes signals from the unit communicates with both GIAs using

22-2 April 2009

22-2 April 2009


Developed for Train


In

Attitude and Reference System (AHRS) - GRS 77 (2) Provides aircraft attitude and heading information via both the on-side PFD and the on-side GIA. The GRS 77 contains advanced sensors (including accelerometers and rate sensors) and interfaces with the on-side magnetometer to obtain magnetic field information, with the air data computer to obtain air data, and with both GIA to obtain GPS information.

Attitude and Reference System (A Provides aircraft attitude and headin and the on-side GIA. The GRS 77 accelerometers and rate sensors) an eter to obtain magnetic field informa air data, and with both GIA to obtain

Magnetometer - GMU 44 (2) Measures local magnetic field. Data is sent to the AHRS for processing to determine aircraft magnetic heading. This unit receives power directly from the AHRS unit and communicates with the AHRS.

Magnetometer - GMU 44 (2) Measures local magnetic field. Data determine aircraft magnetic heading the AHRS unit and communicates wi

Phenom 100

Phenom 100


22-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Dual Audio System with Integrated Marker Beacon Receiver GTX 33/33D GMA 1347D (2) Integrates NAV/COM digital audio, intercom system and marker beacon controls, and is installed in dual configuration on the outboard side of PFD1 and PFD2. This unit also enables the manual control of the display reversionary mode (red DISPLAY BACKUP button) and communicates with the on-side GIA.

Dual Audio System with Integrated Ma GTX 33/33D GMA 1347D (2) Integrates NAV/COM digital audio, interco trols, and is installed in dual configuration PFD2. This unit also enables the manua mode (red DISPLAY BACKUP button) a GIA.

Mode S Transponder - GTX 33 (1) and GTX 33D (1) Solid-state transponders that provide Modes A, C and S capability. The GTX 33 is indicated as ‘XPDR1’and is non-diversity. The GTX 33D includes Mode S with diversity and is indicated as ‘XPDR2’. Both transponders can be controlled from either PFD, and only one transponder can be active at a time. Each transponder communicates with the on-side GIA.

Mode S Transponder - GTX 33 (1) and Solid-state transponders that provide Mo 33 is indicated as ‘XPDR1’and is non-div S with diversity and is indicated as ‘XPD trolled from either PFD, and only one tr Each transponder communicates with the

22-4 April 2009

22-4 April 2009


Developed for Train


In

Satellite Data Link Receiver - GDL 69A (1) A satellite radio receiver that provides real-time weather information to the MFD (and, indirectly, to the inset map of the PFD) as well as digital audio entertainment. A subscription to the XM Satellite Radio service is required to enable the GDL 69A capability.

Satellite Data Link Receiver - GDL A satellite radio receiver that provid MFD (and, indirectly, to the inset m entertainment. A subscription to the enable the GDL 69A capability.

Weather Radar - GWX 68 (1) Provides airborne weather and ground mapped radar data to the MFD, through the GDL 69A.

Weather Radar - GWX 68 (1) Provides airborne weather and gro through the GDL 69A.

Phenom 100

Phenom 100


22-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

MFD Control Unit - GCU 475 (1) Provides the Flight Management System (FMS) controls for the MFD through a digital interface.

MFD Control Unit - GCU 475 (1) Provides the Flight Management System a digital interface.

AFCS (Automatic Flight Control System) Control Unit - GMC 715 (1) Provides the controls for the AFCS through a digital interface allowing communication with both PFDs.

AFCS (Automatic Flight Control System Provides the controls for the AFCS throu munication with both PFDs.

Data Concentrator - GSD 41 This unit is a data concentrator used to expand the input and output capabilities of the system. Communication is through the High Speed Data Bus.

Data Concentrator - GSD 41 This unit is a data concentrator used to e ties of the system. Communication is thro

22-6 April 2009

22-6 April 2009


Developed for Train


In

GPS/WASS Antennas - GA 36 (1) and Ga 37 (1) The GA 36 is a GPS/WAAS antenna. The GA 37 is a GPS/WAAS antenna with XM/Data Link.

GPS/WASS Antennas - GA 36 (1) a The GA 36 is a GPS/WAAS antenn with XM/Data Link.

GA 36

GA 37

GA 36

AFCS Servos - GSA 81 (3) and Servo Gearboxes - GSA 85A (1) The GSA 81 servos are used for the automatic control of pitch, roll, and yaw. These units interface with each GIA. The GSM 85A servo gearbox is responsible for transferring the output torque of the GSA 81 servo actuator to the mechanical flight-control surface linkage.

AFCS Servos - GSA 81 (3) and Ser The GSA 81 servos are used for the These units interface with each GIA. sible for transferring the output torq mechanical flight-control surface link

Phenom 100

Phenom 100


22-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G


22-8 April 2009

Intentionally L


S E R V I C E S

22-8 April 2009

Developed for Train

Instruements / Warning System Prodigy Block Diagram GMC 715 AFCS Control Unit FD

NAV

CRS1

PUSH DIR

PUSH VOL ID

PUSH VOL SO EMERG

NAV

COM

PUSH

PUSH

1-2

APR

BANK

HDG

HDG SEL

PUSH SYNC

AP

YD

ALT

ALT SEL

CSC

CPL

PUSH STD

VS

DN

UP

COM1 MIC

COM1

COM2 MIC

COM2

COM3 MIC

COM3

PA

TEL

MUSIC

SPKR

MKR MUTE

HI SENS

DME

NAV1

ADF

NAV2

FLC

FD

SPD SEL

CRS2

PUSH IAS MACH

PUSH DIR

GDL 69A XM Satellite Radio Receiver

GSD41 DCU

PUSH VOL SO

PUSH VOL ID EMERG

NAV

COM

PUSH

PUSH

1-2

1-2

BARO

VNV

PUSH STD

AUX

PFL

PROC

CLR

ENT

PLAY

CABIN

ICS

MSTR

FMS

MENU

PFL

PROC

CLR

ENT

DFLT MAP

DME

NAV1

ADF

NAV2

COM

PUSH

PUSH

1-2

1-2

BARO

PUSH STD

RANGE

PUSH

MAN SQ

PLAY

INTR COM

CABIN

ICS

MSTR

D PFL

DFLT MAP

VOL

PROC

ENT

FMS

SQ

PUSH CRSR

DISPLAY BACKUP

GMA 1347D Audio System

GDU 1240A MFD

GMA 1347D Audio System

D

MENU

PFL

A G L

PUSH CRSR

C H

M R

D I

N S

W

MFD Fail Switch

FMS

PROC

PUSH

B

J O

T X

E

F

Y

1

2

3

4

5

6

7

8

9

K P

U

Q V

0

Z

SOFTKEY SELECT

BACK

SPC

CLR

ENT

SEL

GCU 475 MFD Control Unit

GRS 77 #1 AHRS Attitude Rate of Turn Slip / Slid

GDC 74B #1 Air Data Computer OAT Airspeed Altitude Vertical Speed GRS 77 #1 AHRS Attitude Rate of Turn Slip / Slid

GAE 71 #2 Engine / Airframe Unit

GDU 1240A PFD

No. 2 GIA 63W Integrated Avionics Unit

RANGE

PAN

GDC 74B #1 Air Data Computer OAT Airspeed Altitude Vertical Speed

MENU

CLR

PUSH CRSR

System Integration Processors I/O Processors VHF COM GPS Glidescope AFCS Mode Logic Flight Director Calculations Servo management GPS Output

GTX 33D Transponder


GMU 44 #1 Magmetometer heading

GMU 44 #1 Magmetometer heading

GSA 80 Pitch


HI SENS

FMS

SQ

No. 1 GIA 63W Integrated Avionics Unit

GTX 33D Transponder

TEL

SPKR

MKR MUTE

EMERG

NAV

PAN

D

DISPLAY BACKUP


PA

MUSIC

PUSH VOL SO

PUSH VOL ID

AUX

PUSH

MAN SQ INTR COM

VOL

System Integration Processors I/O Processors VHF COM GPS Glidescope AFCS Mode Logic Flight Director Calculations Servo management GPS Output

COM3

PAN

MENU

PUSH CRSR

GDU 1240A PFD

COM2

COM3 MIC

RANGE

PAN

D

DFLT MAP

COM1

COM2 MIC

1-2

BARO

RANGE

PUSH

COM1 MIC

GWX 68 Onboard Radar

GSA 80 Pitch

GSA 80 Pitch

22-9 April 2009

T R A I N I N G

S E R V I C E S


22-10 April 2009



In

System Initialization

System Initialization

The system is integrated with the aircraft electrical system and receives power directly from electrical busses. There is no ON/OFF switch. The PFDs, MFD and supporting sub-systems include both power-on and continuous built-in test features that exercise the processor, RAM, ROM, external inputs and outputs to provide safe operation.

The system is integrated with the power directly from electrical busses MFD and supporting sub-systems built-in test features that exercise the and outputs to provide safe operation

During system initialization, test annunciations are displayed, as shown below. All system annunciations should disappear typically within one minute of power-up. Upon power-up, key annunciator lights also become momentarily illuminated on the audio panels, the control units and the display bezels.

During system initialization, test a below. All system annunciations sho of power-up. Upon power-up, key a tarily illuminated on the audio panels

PFD Initialization

PFD Initi

MFD Power-up Page

MFD Pow


22-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

On the PFD, the AHRS begins to initialize and displays ‘AHRS ALIGN: Keep Wings Level’. The AHRS should display valid attitude and heading fields typically within one minute of power-up. The AHRS can align itself both while taxiing and during level flight.

On the PFD, the AHRS begins to initializ Wings Level’. The AHRS should display v cally within one minute of power-up. Th taxiing and during level flight.

When the MFD powers up, the MFD Power-up Page displays the following information:

When the MFD powers up, the MFD Po information:



System version Copyright  Land database name and version  Obstacle database name and version  Terrain database name and version  Aviation database name, version, and effective dates  FliteCharts/ChartView database information  Safe Taxi database information Current database information includes the valid operating dates, cycle number and database type. When this information has been reviewed for currency (to ensure that no databases have expired), the pilot is prompted to continue. Pressing the ENT Key acknowledges this information and displays the System - Status Page.







Pilot profile selection (individualization system customization of options) is also available at this time.

Pilot profile selection (individualization s also available at this time.

22-12 April 2009

22-12 April 2009


System version Copyright  Land database name and version  Obstacle database name and version  Terrain database name and version  Aviation database name, version, and  FliteCharts/ChartView database inform  Safe Taxi database information Current database information includes th ber and database type. When this infor rency (to ensure that no databases hav continue. Pressing the ENT Key acknow the System - Status Page.

Developed for Train


In

Secure Digital Cards

Secure Digital Cards

The GDU 1240A data card slots use Secure Digital (SD) cards and are located on the top right portion of the display bezels. Each display bezel is equipped with two SD card slots. SD cards are used for aviation database and system software updates as well as terrain database storage.

The GDU 1240A data card slots u located on the top right portion of th equipped with two SD card slots. S and system software updates as wel

Install an SD card Insert the SD card in the SD card slot, pushing the card in until the spring latch engages. The front of the card should remain flush with the face of the display bezel.

Install an SD card Insert the SD card in the SD card s latch engages. The front of the card display bezel.

Remove an SD card Gently press on the SD card to release the spring latch and eject the card.

Remove an SD card Gently press on the SD card to relea

SD CARD SLOTS

Flight Displays

Flight Displays

The flight displays provide the flight crew with a visual presentation of the primary flight data and the status of various aircraft systems.The flight displays include controls to allow the flight crew to change the information displayed and to introduce input commands and data. They also generate visual and aural warnings to alert the flight crew of real or potential hazards in the monitored systems.

The flight displays provide the flight c mary flight data and the status of va include controls to allow the flight cr and to introduce input commands a aural warnings to alert the flight crew tored systems.

General

General

The flight displays provide aviation, navigation, communication control and system information to the flight crew via three Flight Display Units (FDU). Each FDU provides baseline functionality, with the GIA units, the GEAs and the data concentrator unit providing most of the raw data to the FDUs.

The flight displays provide aviation, system information to the flight cre Each FDU provides baseline functio the data concentrator unit providing m

Each FDU has the same software and therefore each of them is capable of processing the same display format. However, hardware straps allow each FDU to assume a specific role depending on the place it is installed. The FDU installed on the center of the main instrument panel is the MFD (Multi-Func-

Each FDU has the same software a processing the same display format FDU to assume a specific role depen installed on the center of the main in

Phenom 100

Phenom 100


22-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

tion Display). The FDU installed on the pilot side is the PFD (Primary Flight Display) 1 and the one installed in the copilot side is the PFD 2.

tion Display). The FDU installed on the p Display) 1 and the one installed in the cop

The PFDs provide:

The PFDs provide:

       

Primary Flight Data Navigation Data (on inset map) Crew Alerting Messages Processing And Display Radio Tuning Information TAWS Information Weather Information Cockpit Annunciation EICAS (when in reversionary mode)

22-14 April 2009

       


Primary Flight Data Navigation Data (on inset map) Crew Alerting Messages Processing A Radio Tuning Information TAWS Information Weather Information Cockpit Annunciation EICAS (when in reversionary mode)

22-14 April 2009

Developed for Train

Instruments / Warning System The MFD provides:       



In The MFD provides:

Navigation Data EICAS Radio Tuning Information TAWS Information Weather Information Primary Flight Data (when in reversionary mode) Crew Alerting Messages Processing and Display (when in reversionary mode) Cockpit Annunciation (when in reversionary mode)


22-15 April 2009

      



Navigation Data EICAS Radio Tuning Information TAWS Information Weather Information Primary Flight Data (when in reve Crew Alerting Messages Processi mode) Cockpit Annunciation (when in rev


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flight Display Unit (FDU)

Flight Display Unit (FDU)

The flight display unit is a 12-inch LCD (Liquid Crystal Display) with 1024 x 768 resolution. It allows for tuning of communication and navigation frequencies, flight planning interfaces, barometric correction inputs, cursor control, map range selection and panning, and context-sensitive soft keys.

The flight display unit is a 12-inch LCD ( 768 resolution. It allows for tuning of com cies, flight planning interfaces, barometr map range selection and panning, and co

Dedicated knobs and function keys on the left and right sides of the FDU bezel and a pop-up window on the lower right hand side of the PFD can accommodate full flight plan back up in the event of an MFD failure.

Dedicated knobs and function keys on bezel and a pop-up window on the low accommodate full flight plan back up in th

Flight Display Controls

Flight Display Controls

1

2

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3

6

5

7

8

1

2

3

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12

22-16 April 2009


22-16 April 2009

Developed for Train


In

Flight Display - Controls REF

DESCRIPTION

1

NAV VOL/ID Knob

2

Flight Disp

FUNCTION

REF

DESCRIPTION

Controls the NAV audio level. Volume level is shown in the field as a percentage.

1

NAV VOL/ID Knob

Controls is shown

NAV Frequency Transfer Key

Swaps the standby and active NAV frequencies.

2

NAV Frequency Transfer Key

Swaps t cies.

3

Dual NAV Knob

Tunes the MHz (Megahertz) (outer knob) and kHz (Kilohertz) (inner knob) standby frequencies for the NAV (Navigation) receiver. When pressed, toggles the tuning cursor (light blue box) between the NAV1 and NAV2 fields.

3

Dual NAV Knob

Tunes th kHz (Kilo cies for When pr blue box

4

Joystick

Changes the map range when rotated. When pressed, activates the map pointer.

4

Joystick

Change pressed

5

BARO Knob

Sets the altimeter barometric pressure. When pressed, enters standard pressure (29.92 inHg (Inches of Mercury)).

5

BARO Knob

Sets the pressed (Inches

6

Dual COM Knob

Tunes the MHz (outer knob) and kHz (inner knob) standby frequencies for the COM transceiver. When pressed, toggles the tuning cursor between the COM1 and COM2 fields.

6

Dual COM Knob

Tunes th knob) st ceiver. W between

7

COM Frequency Transfer Key

Swaps the standby and active COM frequencies. When pressed and held for two seconds, automatically tunes the emergency frequency (121.5 MHz) in the active frequency field

7

COM Frequency Transfer Key

Swaps t cies. Wh automat (121.5 M

8

COM VOL/SQ Knob

Controls COM audio level. When pressed, turns the COM automatic squelch ON and OFF. Audio volume level is shown in the field as a percentage.

8

COM VOL/SQ Knob

Controls the COM Audio vo percenta

9

DIRECT-TO Key

10

FPL Key

Used to enter a destination waypoint and establish a direct course to the selected destination (specified by the identifier chosen from the active route or taken from the map cursor position).

9

DIRECT-TO Key

Used to establish destinat from the map cur

Displays the active flight plan page for creating and editing the active flight plan, or for accessing stored flight plans.

10

FPL Key

Displays and edit ing store


22-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Flight Display - Controls (Continued)

S E R V I C E S

Flight Display - Contr

REF

DESCRIPTION

FUNCTION

REF

DESCRIPTION

11

CLR Key

Erases information, cancels an entry, or removes page menus. To display the navigation map page immediately, press and hold CLR (MFD only).

11

CLR Key

Erases inform page menus. immediately,

Dual FMS Knob

Used to select the page to be viewed. The outer knob selects a page group (MAP, WPT, AUX, NRST), while the inner knob selects a specific page within the page group. Pressing the inner knob turns the selection cursor ON and OFF. When the cursor is ON, data may be entered in the different windows using the inner and outer knobs. The outer knob is used to move the cursor on the page, while the inner knob is used to select individual characters for the highlighted cursor location. When the list is too long for the display screen, a scroll bar appears along the right side of the display, indicating the availability of additional items within the selected category. Press the dual FMS knob to activate the cursor and turn the outer knob to scroll through the list.

Dual FMS Knob

Used to selec knob selects NRST), while page within th knob turns th When the cur the different w knobs. The o on the page, select individ cursor locatio display scree right side of t of additional Press the dua and turn the o

MENU Key

Displays a context-sensitive list of options. This list allows the user to access additional features or make setting changes that relate to particular pages.

MENU Key

Displays a co list allows the or make setti pages.

PROC Key

Selects approaches, departures and arrivals from the flight plan. If a flight plan is used, available procedures for the departure and/or arrival airport are automatically suggested. If a flight plan is not used, the desired airport and the desired procedure may be selected. This key selects IFR (Instrument Flight Rules) departure procedures (DPs), arrival procedures (STARs) and approaches (IAPs) from the database and loads them into the active flight plan.

PROC Key

Selects appro the flight plan procedures fo are automatic used, the des dure may be (Instrument F (DPs), arrival approaches ( them into the

ENT Key

Accepts a menu selection or data entry. This key is used to approve an operation or complete data entry. It is also used to confirm selections and information entries.

ENT Key

Accepts a me is used to app entry. It is als information e

12

13

14

15

22-18 April 2009


12

13

14

15

22-18 April 2009

Developed for Train


In

Flight Display - Controls (Continued) REF

16

17

Flight Display - C

DESCRIPTION

FUNCTION

Softkeys

The softkeys are located along the bottom of each FDU. The softkeys shown depend on the softkey level or page being displayed. The bezel keys below the softkeys can be used to select the appropriate softkey. When a softkey is selected, its color changes to black text on gray background and remains this way until it is turned off, at which time it reverts to white text on black background.

SD Card Slot

Used for upload capabilities including loading software to all LRUs and updating databases such as aviation, terrain, and obstacles. Download capabilities focus on the retrieval of system data for maintenance troubleshooting and various engineering data collection. Each FDU is equipped with two SD (Secure Digital) card slots located on the top right portion of its bezel.

REF

16

17

DESCRIPTION

Softkeys

The soft each FD softkey l bezel ke select th is select gray bac turned o on black

SD Card Slot

Used for software such as load cap tem data various is equipp slots loc

Softkey Function

Softkey Function

The softkeys are located along the bottoms of the displays. The softkeys shown depend on the softkey level or page being displayed. The bezel keys below the softkeys can be used to select the appropriate softkey. When a softkey is selected, its color changes to black text on gray background and remains this way until it is turned off, at which time it reverts to white text on black background. Softkey Names (displayed) Softkey On

The softkeys are located along the shown depend on the softkey level o below the softkeys can be used to softkey is selected, its color change remains this way until it is turned off black background. Softkey On

Bezel-Mounted Softkeys (press)


22-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Softkey Example

S E R V I C E S

Softkey Example

CAS

CAS

Press the BACK Softkey to return to the top level softkeys. ADC1

ADC2

AD STBY

AHRS1

AHRS2

AT STBY

BACK

ADC1

MSG

ADC2

AD STBY

AHRS1

AHRS2

AT ST

Another means of selecting softkeys on the MFD is by using the MFD Control Unit:

Another means of selecting softkeys on th Unit:

Selecting a softkey using the MFD Control Unit

Selecting a softkey using the MFD Contro





Move the softkey selection box to the desired softkey using the arrows of the SEL Key. Press the center of the SEL Key to select the desired softkey.





Move the softkey selection box to the d the SEL Key. Press the center of the SEL Key to sel

MFD Control Unit

MFD Control Unit

Display Cooling Fans

Display Cooling Fans

There are no internal cooling fans in the FDUs. Externally, there are three axial cooling fans, one for each FDU. Each display cooling fan is installed in such a manner as to blow air in the direction of the heat sink in the back side of the FDU. Each FDU monitors its respective display cooling fan and, in case of a failure, it triggers a CAS message.

There are no internal cooling fans in the axial cooling fans, one for each FDU. Ea such a manner as to blow air in the direc of the FDU. Each FDU monitors its respec of a failure, it triggers a CAS message.

22-20 April 2009

22-20 April 2009


Developed for Train


In

In case of a PFD 1 axial cooling fan failure, the flight crew is informed about the situation through the "PFD 1 FAN FAIL” CAS message. In case of a MFD axial cooling fan failure, the pilot is informed about the situation through the “MFD FAN FAIL” CAS message. In case of a PFD 2 axial cooling fan failure, the flight crew is informed via the “PFD 2 FAN FAIL” CAS message. The PFD 1 axial cooling fan and the PFD 2 axial cooling fan are fed by the DC BUS 2 and the MFD axial cooling fan is fed by the DC BUS 1.

In case of a PFD 1 axial cooling fan the situation through the "PFD 1 FAN axial cooling fan failure, the pilot is i “MFD FAN FAIL” CAS message. In c the flight crew is informed via the “PF 1 axial cooling fan and the PFD 2 ax and the MFD axial cooling fan is fed



The PFDs show the following information:

The PFDs show the following informa

                         

Attitude Airspeed Altitude Vertical Speed Vertical Deviation / Glideslope indicator HSI (Horizontal Situation Indicator) Heading and Course Indication Turn Rate Indicator Navigation Source Course Deviation Indicator Bearing Pointers DME (Distance Measuring Equipment) Window Wind Data Temperature Displays System Time Timer/References Window Comparator Window Reversionary Sensor Window CAS Window AFD Window Traffic Annunciation TAWS Annunciation NAV Frequency Box COM Frequency Box Marker Beacon Annunciations Navigation Status Box


                         

22-21 April 2009

Attitude Airspeed Altitude Vertical Speed Vertical Deviation / Glideslope ind HSI (Horizontal Situation Indicator Heading and Course Indication Turn Rate Indicator Navigation Source Course Deviation Indicator Bearing Pointers DME (Distance Measuring Equipm Wind Data Temperature Displays System Time Timer/References Window Comparator Window Reversionary Sensor Window CAS Window AFD Window Traffic Annunciation TAWS Annunciation NAV Frequency Box COM Frequency Box Marker Beacon Annunciations Navigation Status Box


T R A I N I N G

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T R A I N I N G

Primary Flight Display (Default) 25

24

S E R V I C E S

Primary Flight Display (Default) 23

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25

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10

1

NAV Frequency Box

14 Heading Bug

1

NAV Frequency Box

2

Airspeed Indicator

15 Turn Rate Indicator

2

Airspeed Indicator

3

M ach Number

M ach Number

16 Barometric A ltimeter Setting

3

4

True A irspeed

17 Vertical Speed Indicator (V SI)

4

True A irspeed

5

Current Heading

18 Selected Altitude Bug

5

Current Heading

6

Current Track Indicator

19 A ltimeter

6


7

Course Deviation Indicator (CDI)

20 Selected Altitude

7

Course Deviation Indicator (CDI)

8

Horizontal Situation Indicator (HSI)

21 CO M Frequency Box

8


9

Total A ir Temperature (TAT)

22 Navigation Status Box

9

Total A ir Temperature (TAT)

10 Static A ir Temperature (SAT)

23 A FCS Status Box

10 Static A ir Temperature (SAT)

11 Sof tkeys

24 Slip/Skid Indicator

11 Sof tkeys

12 System Time

25 Attitude Indicator

12 System Time

13 Transponder Status Box

22-22 April 2009

13 Transponder Status Box


22-22 April 2009

Developed for Train

Instruments / Warning System Additional PFD Information

In Additional PFD Information

1

1 13

2

12

2

11 10 3

3 9

4

4 8

5

6

6

7

1

5

6

7

7

Bearing Information Windows

1

Flight Plan Window

2

Vspeed Reference

3

Selected Heading

4

Wind Data

11 Selected Course

5

Map Inset

12 Current Vertical Speed

6

DME Information Windows

2

Vspeed Reference

8

3

Selected Heading

4

Wind Data

Minimum Descent Altitude/ Decision Height 10 CAS Window

5

Map Inset

6

DME Information Windows

9

13 Glidepath Indicator


22-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flight Instruments

Flight Instruments

Attitude

Attitude

Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line. The attitude indicator displays pitch, roll, and slip / skid information. The horizon line is part of the pitch scale. Above and below the horizon line, major pitch marks and numeric labels are shown for every 10 degrees, up to 80 degrees. Minor pitch marks are shown for intervening 5-degree increments, up to 25 degrees below and 45 degrees above the horizon line. Between 20 degrees below to 20 degrees above the horizon line, minor pitch marks occur every 2.5 degrees. Red extreme pitch warning chevrons pointing toward the horizon are displayed, starting at 50 degrees above and 30 degrees below the horizon line.

Attitude information is displayed over a with a white horizon line. The attitude ind skid information. The horizon line is part of the pitch scale major pitch marks and numeric labels are 80 degrees. Minor pitch marks are sho ments, up to 25 degrees below and 4 Between 20 degrees below to 20 degrees marks occur every 2.5 degrees. Red extre toward the horizon are displayed, star degrees below the horizon line.

The inverted white triangle indicates zero on the roll scale. Major tick marks at 30 degrees and 60 degrees and minor tick marks at 10 degrees, 20 degrees, and 45 degrees are shown to the left and right of the zero. Angle of bank is indicated by the position of the pointer on the roll scale.

The inverted white triangle indicates zero 30 degrees and 60 degrees and minor tic and 45 degrees are shown to the left an indicated by the position of the pointer on

The slip/skid indicator is the bar beneath the roll pointer. The indicator moves with the roll pointer and laterally away from the pointer to indicate lateral acceleration (slip/skid). One bar displacement from the roll pointer is equivalent to one ball displacement on a traditional slip/skid indicator.

The slip/skid indicator is the bar beneath with the roll pointer and laterally away acceleration (slip/skid). One bar displace lent to one ball displacement on a traditio

PFD - Attitude Indicator

PFD - Attitude Indicator

9

1

9

8 7

2

1

Roll Pointer

2

Roll Scale

3

Horizon Line

4

5

Aircraft Symbol (Formatted for Single-cue Command Bars) Ground Indication

6

Pitch Scale

7

Slip/Skid Indicator

8

Sky Representation

9

Roll Scale Zero

6 3

4 5

22-24 April 2009


1

2

3

4

22-24 April 2009

Developed for Train

Instruments / Warning System Pitch Attitude Warnings

Nose High

In Pitch Attitude Warnings

Nose Low

Nose High

Airspeed

Airspeed

The airspeed indicator displays airspeed on a rolling number gauge using a moving tape. The numeric labels and major tick marks on the moving tape are marked at intervals of 10 knots, while minor tick marks on the moving tape are indicated at intervals of 5 knots. Speed indication starts at 20 knots, with 60 knots of airspeed viewable at any time. The current airspeed is displayed inside the black pointer. The pointer remains black until reaching the high airspeed limit, at which point it turns red along with the mach number readout. A commanded airspeed is identified above the tape only when the aircraft is in FLC (Flight Level Change) hold vertical autopilot mode. The box immediately below the airspeed tape indicates current aircraft mach if it’s value is greater than 0.4 M (Mach).

The airspeed indicator displays airsp moving tape. The numeric labels an are marked at intervals of 10 knots tape are indicated at intervals of 5 kn with 60 knots of airspeed viewable a played inside the black pointer. The high airspeed limit, at which point it readout. A commanded airspeed is aircraft is in FLC (Flight Level Chang immediately below the airspeed tap value is greater than 0.4 M (Mach).

Overspeed awareness is represented at the high end of the airspeed tape. The FDU is configurable to allow for a VMO/MMO schedule. In mach region, the bottom of the red MMO tape shall synchronize to the current aircraft mach number. IAS readouts become red when the bottom of barber pole touches the current IAS. The location of the barber pole is placed at the IAS value that is equivalent to the mach value.

Overspeed awareness is represente The FDU is configurable to allow for the bottom of the red MMO tape shal number. IAS readouts become red w the current IAS. The location of the b is equivalent to the mach value.

Low airspeed awareness is represented at the low end of the airspeed tape and is part of the stall warning system.

Low airspeed awareness is represen and is part of the stall warning system

Yellow tape from fixed speed margin down to stall warning activation.

Yellow tape from fixed speed margin

Red tape from airspeed lower than stall warning activation. The airspeed readout becomes red in inverse video whenever the airspeed decreases below top of red tape.

Red tape from airspeed lower than readout becomes red in inverse vi below top of red tape.

A green circle provides reference for the approach. It represents 1.3 VS.

A green circle provides reference for

Phenom 100

Phenom 100


22-25 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The airspeed trend vector is a vertical, magenta line, extending up or down on the airspeed scale, located to the right of the color-coded speed range strip. The end of the trend vector displays (approximately) the airspeed to be reached in 6 seconds if the current rate of acceleration is maintained. If the trend vector crosses VMO/MMO, the text of the actual airspeed readout and the mach readout changes to yellow. The trend vector is absent if the speed remains constant or if any data needed to calculate airspeed is not available due to a system failure.

The airspeed trend vector is a vertical, m on the airspeed scale, located to the rig strip. The end of the trend vector displays reached in 6 seconds if the current rate trend vector crosses VMO/MMO, the tex the mach readout changes to yellow. The remains constant or if any data needed t due to a system failure.

When the airspeed trend vector crosses the barber pole, the IAS readouts are shown in caution inverse video (black numbers, yellow background). When the current airspeed crosses the barber pole, the IAS digits are shown in warning inverse video (white numbers, red background) and no aural alert is sounded. When the airspeed trend vector crosses the red band of the low speed awareness, the IAS readouts are shown in caution inverse video (black numbers, yellow background). When the current airspeed crosses the low speed awareness amber band, the IAS digits are shown in caution inverse video (black numbers, yellow background). When the current airspeed crosses the low speed awareness red band, the IAS readouts are shown in warning inverse video (white numbers, red background) and a stall warning alert is activated.

When the airspeed trend vector crosses are shown in caution inverse video (bl When the current airspeed crosses the b in warning inverse video (white numbers, is sounded. When the airspeed trend vec speed awareness, the IAS readouts ar (black numbers, yellow background). Wh low speed awareness amber band, the inverse video (black numbers, yellow b speed crosses the low speed awarenes shown in warning inverse video (white nu warning alert is activated.

The ground speed is represented to the left side of the airspeed indicator and shows the velocity that the aircraft is travelling relative to a ground position. Vspeeds are shown as a bug and label placed at the corresponding values on the airspeed tape. V-speeds can be changed and their flags turned ON/OFF from the PFD Timer / References window. When active (ON), the V-speeds are displayed at their respective locations to the right of the airspeed tape. By default, all V-speed values are reset and all flags turned OFF when power is cycled. V-speeds are categorized as either takeoff or landing. Takeoff Vspeed flags are automatically turned OFF when 160 KT is reached. The order in which the categories are displayed is determined by whether the aircraft is on the ground or in the air. If the aircraft is on the ground, the takeoff Vspeeds are displayed at the top of the V-speed list. If the aircraft is in the air, the landing V-speeds are displayed at the top.V-speed flags can be turned ON or OFF all at once or by category (takeoff or landing).

The ground speed is represented to the le shows the velocity that the aircraft is trave speeds are shown as a bug and label pla the airspeed tape. V-speeds can be chan from the PFD Timer / References windo are displayed at their respective locations default, all V-speed values are reset and cycled. V-speeds are categorized as e speed flags are automatically turned OFF in which the categories are displayed is d on the ground or in the air. If the aircra speeds are displayed at the top of the Vthe landing V-speeds are displayed at th ON or OFF all at once or by category (tak

22-26 April 2009

22-26 April 2009


Developed for Train


In

Default values for all or a category of V-speeds can also be restored using a menu option (by pressing the MENU key while the timer/references window is displayed).

Default values for all or a category o menu option (by pressing the MENU displayed).

Changing Vspeeds and Turning Flags ON/OFF:

Changing Vspeeds and Turning Fl

1.

Select the TMR/REF Softkey.

1.

2.

Turn the large FMS Knob to highlight the desired Vspeed.

2.

Turn the large FMS Knob to highli

3.

Use the small FMS Knob to change the Vspeed in 1-kt increments (when a speed has been changed from a default value, an asterisk appears next to the speed).

3.

Use the small FMS Knob to chan speed has been changed from a the speed).

4.

Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field.

4.

Press the ENT Key or turn the larg

5.

Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.

5.

Turn the small FMS Knob clockwis

6.

To remove the window, press the CLR Key or select the TMR/REF Softkey.

6.

To remove the window, press the


Takeoff and Landing Vspeeds (Timer / Reference Windows

Takeoff and Landing Vspeeds (Tim

Modifying Vspeeds (on, off, restore defaults):

Modifying Vspeeds (on, off, restor

1.


1.


2.

Press the MENU Key.

2.

Press the MENU Key.

3.

Turn the FMS Knob to highlight the desired selection.

3.

Turn the FMS Knob to highlight th

4.

Press the ENT Key.

4.

Press the ENT Key.

5.

To remove the window, press the CLR Key or select the TMR/REF Softkey.

5.

To remove the window, press the

Timer / Reference Window Menu


Timer / Reference Window Menu

22-27 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flight Phase

Description

Symbol

Color

Note

Flight Phase

Description

Symbol

Takeoff

Decision Speed (V1)

1

Magenta

-

Takeoff

Decision Speed (V1)

1

Takeoff

Rotation Speed (VR)

R

Cyan

Shifted to the right to avoid possible overlay with V2

Takeoff

Rotation Speed (VR)

R

Takeoff

Takeoff Safety Speed (V2)

2

White

-

Takeoff

Takeoff Safety Speed (V2)

2

Takeoff

Final Segment Speed (VFS)

FS

Green

-

Takeoff

Final Segment Speed (VFS)

FS

Landing

Approach Speed (VAP)

AP

Cyan

-

Landing

Approach Speed (VAP)

AP

Landing

Reference Speed (VREF)

RF

White

-

Landing

Reference Speed (VREF)

RF

Landing

Approach Climb Speed (VAC)

AC

Magenta

Shifted to the right to avoid possible overlay with VRF

Landing

Approach Climb Speed (VAC)

AC

PFD (Airspeed)

PFD (Airspeed)

Airspeed Trend Vector Indicated Airspeed

Airspeed Trend Vecto Indicated Airspeed

Vspeed References

Green Circle 1.3 VS1

Red Pointer Showing Overspeed

Green Circl 1.3 VS1

Airspeed Indicator

22-28 April 2009

Vspeed References

Airspeed Indicator


22-28 April 2009

Developed for Train

Instruments / Warning System PFD (Airspeed)

In PFD (Airspeed)

1 R 2 FS

AP RF AC FS

Low Speed Awareness Tape

V speeds Flag

Vspee

1 R

V1

V2

2

VFS

FS

VFS

VAP

AP

VAP

VREF

RF

VAC

AC

Takeoff

V1 VR

Landing

Landing

Takeoff

Vspeed

Low Speed Awareness Tape

Vspeed Flag Labels

VR V2

VREF VAC

Vspeed

Takeoff and Landing Vspeeds (Timer/References Window)

Takeoff and (Timer/Refe

Altitude The altimeter displays barometric altitude values in feet on a rolling number gauge using a moving tape. Numeric labels and major tick marks are shown at intervals of 100 ft. Minor tick marks are at intervals of 20 ft. The current altitude is displayed in the black pointer.

Altitude The altimeter displays barometric al gauge using a moving tape. Numeric at intervals of 100 ft. Minor tick marks tude is displayed in the black pointer

Phenom 100

Phenom 100


22-29 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

A magenta altitude trend vector extends up or down the left side of the altitude tape, the end resting at the approximate altitude to be reached in 6 seconds at the current vertical speed. The trend vector is not shown if altitude remains constant or if data needed for calculation is not available due to a system failure.

A magenta altitude trend vector extends tude tape, the end resting at the approxim onds at the current vertical speed. The remains constant or if data needed for c system failure.

The barometric pressure setting is displayed below the altimeter in inches of mercury (inHg) or hectopascals (hPa) when the PFD/ALT UNIT/IN or HPA softkey is pressed. The barometric settings of the PFDs can be synchronized from the PFD setup menu using the BARO knob. If the settings differ by more than 0.02 inHg, the readouts become yellow.

The barometric pressure setting is displa mercury (inHg) or hectopascals (hPa) w softkey is pressed. The barometric setting from the PFD setup menu using the BAR than 0.02 inHg, the readouts become yell

The selected altitude is displayed above the altimeter in the box indicated by a selection bug symbol. A bug corresponding to this altitude is shown on the tape; if the selected altitude exceeds the range shown on the tape, the bug appears at the corresponding edge of the tape. The metric value, when selected (PFD/ALT UNIT/METERS softkey), is displayed in a separate box above the selected altitude.

The selected altitude is displayed above a selection bug symbol. A bug correspon tape; if the selected altitude exceeds the appears at the corresponding edge of selected (PFD/ALT UNIT/METERS softk above the selected altitude.

PFD (Altitude)

PFD (Altitude)


Altitude Trend Vector

Selected Altitude

Indicated Altitude

Selected Altitude (Meters)


Indicated Altitude (Meters) Selected Altitude Bug

Altitude Trend Vector

Barometric Minimums Bug Barometric Setting Box (In HG)

22-30 July 2010 Rev. 1

Selected Altitude

Indicated Altitude

Barometric Minimums Bug Barometric Setting Box (Hectopascals)

Barometric Setting Box (In HG)


22-30 July 2010 Rev. 1

(H

Developed for Tra


In

Vertical Speed The VSI (Vertical Speed Indicator) displays the aircraft vertical speed with numeric labels and tick marks at 2000 and 4000 feet per minute in each direction on the non-moving tape. Vertical speed is identified in a box that moves up/down along the static vertical speed tape (to the right of barometric altitude tape). Minor tick marks are at intervals of 1000 fpm. The current vertical speed is displayed in the pointer, which also points to that speed on the nonmoving tape. If the rate of ascent/descent exceeds 4000 feet per minute, the pointer appears at the corresponding edge of the tape and the rate appears inside the pointer.

Vertical Speed The VSI (Vertical Speed Indicator) numeric labels and tick marks at 2 direction on the non-moving tape. V moves up/down along the static verti altitude tape). Minor tick marks are a cal speed is displayed in the pointer nonmoving tape. If the rate of ascen the pointer appears at the corresp appears inside the pointer.

PFD (Vertical Speed)

PFD (Vertical Speed) 1800

1 2 3

100

4

EM500ENAOM140094C DGN

EM500EN

REF

DESCRIPTION

FUNCTION

REF

DESCRIPTION

1

Selected Vertical Speed Readout

Displays selected climb or descent rate.

1

Selected Vertical Speed Readout

Dis

2

Selected Vertical Speed Bug

Displays selected climb or descent rate.

2

Selected Vertical Speed Bug

Dis

3

Vertical Speed Scale

Extends from -4000 ft/min to +4000 ft/ min, with one thick mark at every 1000 ft/min.

3

Vertical Speed Scale

Ex mi ft/m

4

Vertical Speed Pointer Displays the current vertical speed. and Readout


22-31 April 2009

4

Vertical Speed Pointer Dis and Readout


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Vertical Speed Indicator (VSI) A magenta chevron bug is displayed as the RVSI (Required Vertical Speed Indication) for reaching a VNAV (Vertical Navigation) target altitude once the “TOD (Top of Descent) within one minute” alert has been generated. The selected vertical speed bug is displayed on the vertical speed scale and the selected vertical speed readout is displayed above the vertical speed indicator in a custom cutout box that accommodates the associated selected vertical speed direction arrow.

Vertical Speed Indicator (VSI) A magenta chevron bug is displayed as Indication) for reaching a VNAV (Vertical “TOD (Top of Descent) within one minu selected vertical speed bug is displayed selected vertical speed readout is display tor in a custom cutout box that accommo cal speed direction arrow.

PFD (Vertical Speed and Deviation Indicator)

PFD (Vertical Speed and Deviation Ind VNV Target Altitude Vertical Speed Indicator Vertical Speed Pointer



Required Vertical Speed Indicator

Required Vertical Speed Indicator

Vertical Speed and Deviation Indicator (VSI and VDI)

22-32 April 2009

Vertical Speed and Indicator (VSI a


22-32 April 2009

Developed for Train


In

Vertical Deviation / Glideslope Indicator The glideslope indicator appears to the left of the altimeter whenever an ILS is tuned in the active NAV field and selected on the audio panel. The glideslope indicator display consists of a rectangular center point with two dots above and below, and a green pointer acting as the glideslope indicator, like a glideslope needle on a conventional indicator. If a localizer frequency is tuned and there is no glideslope, “NO GS” is annunciated.

Vertical Deviation / Glideslope Ind The glideslope indicator appears to th tuned in the active NAV field and sel indicator display consists of a rectang below, and a green pointer acting as needle on a conventional indicator. If no glideslope, “NO GS” is annunciate

The glidepath is analogous to the glideslope for GPS approaches, and is generated by the system to reduce pilot workload during approach. When an approach of this type is loaded into the flight plan and GPS is the selected navigation source, the glidepath indicator appears as a magenta diamond.

The glidepath is analogous to the glid erated by the system to reduce pilo approach of this type is loaded into navigation source, the glidepath indic

A magenta chevron appears to indicate vertical deviation when VNAV is being used, in conjunction with the “TOD within one minute” alert.

A magenta chevron appears to ind being used, in conjunction with the “T

PFD (Glideslope Indicator)

PFD (Glideslope Indicator) Marker Beacon Annunciation

Glidepath Indicator Glideslope Indicator



Glidepath Indicator



22-33 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Other Displays

Other Displays

Comparator Window The comparator monitors critical values generated by redundant sensors. If differences in the sensors exceed a specified amount, the comparator window appears in the upper right corner of the PFD and the discrepancy is annunciated in the comparator window as a MISCOMP (miscompare). If one or both of the sensed values are unavailable, it will be annunciated as a ‘NOCOMP’ (no compare).

Comparator Window The comparator monitors critical values differences in the sensors exceed a spe dow appears in the upper right corner annunciated in the comparator window a or both of the sensed values are unav ‘NOCOMP’ (no compare).

The pitch comparison monitor compares displayed pitch attitude from the Attitude and Heading Reference System (AHRS) 1 and the AHRS 2. If the two pitch values are more than 5 degrees apart, a pitch miscompare is displayed.

The pitch comparison monitor compares d tude and Heading Reference System (AH pitch values are more than 5 degrees apa

The roll comparison monitor compares displayed roll attitude from the AHRS 1 and AHRS 2. If the two roll values are more than 6 degrees apart, a roll miscompare is displayed.

The roll comparison monitor compares d 1 and AHRS 2. If the two roll values are m compare is displayed.

The heading comparison monitor compares displayed heading from the AHRS 1 and AHRS 2. If the two heading values are more than 10 degrees apart, a heading miscompare is displayed. If the pilot and copilot heading modes are different (True versus Magnetic), the output of the monitor is set false, inhibiting the monitor.

The heading comparison monitor comp AHRS 1 and AHRS 2. If the two heading apart, a heading miscompare is display modes are different (True versus Magne false, inhibiting the monitor.

The airspeed comparison monitor compares displayed airspeed from the ADC (Air Data Computer) 1 and ADC 2. If both IAS < 35 kts (Knots), there’s no comparison. If both IAS. 35 kts, but their values are equal to or more than 15 kts apart, an airspeed miscompare is displayed. If both IAS are 80 kts, but their values are >10 kts apart, an airspeed miscompare is displayed.

The airspeed comparison monitor compar (Air Data Computer) 1 and ADC 2. If both parison. If both IAS. 35 kts, but their valu apart, an airspeed miscompare is display values are >10 kts apart, an airspeed misc

The barometric altitude comparison monitor compares displayed barometric altitude from the ADC 1 and ADC 2. If the two altitude values are >200 ft apart, a barometric altitude miscompare is displayed.

The barometric altitude comparison mon altitude from the ADC 1 and ADC 2. If apart, a barometric altitude miscompare i

Reversionary Sensor Window Reversionary sensor selection is annunciated in a window on the right side of the PFD. These annunciations reflect reversionary sensors (ADC, AHRS, and GPS) selected on one or both PFDs. When the on-side source is selected for its side, there is no indication. When the same source is selected for both sides, yellow messages are displayed. When a non-normal source is selected (cross-sided sensors), yellow messages are displayed. Press the SENSOR softkey from the top level of softkeys to access ADC1, ADC2, AHRS1, and AHRS2 softkeys. These softkeys allow manual switching of sensors. With certain types of sensor failures, some sensors may be automatically selected. The GPS sensor cannot be switched manually.

Reversionary Sensor Window Reversionary sensor selection is annunci the PFD. These annunciations reflect reve GPS) selected on one or both PFDs. Whe its side, there is no indication. When th sides, yellow messages are displayed selected (cross-sided sensors), yellow me Press the SENSOR softkey from the top ADC2, AHRS1, and AHRS2 softkeys. The of sensors. With certain types of sensor f matically selected. The GPS sensor cann

22-34 April 2009

22-34 April 2009


Developed for Train


In

CAS Window The CAS continuously monitors the condition of the various aircraft systems and avionics, and shows alert messages to the flight crew on the PFD 1 and PFD 2. The alert messages are shown according to their importance and are color coded. The CAS has the following basic functions:  Gaining the attention of the flight crew and directing that attention to the alert condition  Indicating the location and type of the alert condition  Supplying flight crew with procedures to control the system  Providing aircraft status quickly, and showing new alerts  Supplying flight crew with results of actions taken The CAS messages are presented on the CAS window, located on the center right portion of the PFDs.

CAS Window The CAS continuously monitors the and avionics, and shows alert messa PFD 2. The alert messages are show color coded. The CAS has the follow  Gaining the attention of the flight c alert condition  Indicating the location and type of  Supplying flight crew with procedu  Providing aircraft status quickly, a  Supplying flight crew with results o The CAS messages are presented o right portion of the PFDs.

Auxiliary Flight Display Window The AFD window conveys messages to the flight crew regarding operational or aircraft system conditions that require cockpit indication, but do not require immediate flight crew awareness (status messages). When a new message is issued, the MSG softkey flashes to alert the flight crew of a new message. It continues to flash until acknowledged by pressing the softkey. When this softkey is pressed, the AFD window is displayed at the lower right corner of the PFD.

Auxiliary Flight Display Window The AFD window conveys message or aircraft system conditions that req immediate flight crew awareness (st is issued, the MSG softkey flashes to It continues to flash until acknowled softkey is pressed, the AFD window the PFD.

Phenom 100

Phenom 100


22-35 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

PFD - (Message Windows COMPARATOR WINDOW

D SKT

136.975 136.975

15200 20

230 1-2

10

220

10

4

BOTH ON GPS1 BOTH ON AHRS1 BOTH ON ADC2

15200

210

151

200

190

10

HDG

10

307

035

M .411

2

14900

4

300

SENSOR

PDF

OBS

117.95 117.95

D SKT

230

CDI

ADF/DME

XPDR

IDENT

TMR/REF

R

LCL

NRST

20

10

10

220

BARO

210

AFD WINDOW

200

10

PUSH STD

190

RANGE

HDG

10

307

035

M .411 PUSH

CRS

300

30

W

PAN

module is inoperative.

1253 ALT

20

1-2

1-2

CNFG MODULE - PFD1 conguration

XPDR1

+15 C

INSET

PUSH

108.00 108.00

GMC FAIL - GMC is inoperative.

S 0 C SAT

NAV2

PUSH

GWX FAIL - GWX is inoperative.

TERM

15 TAT

NAV1

PUSH VOL ID

NAV

MESSAGES

GPS

CAS WINDOW

COM

30.04 IN

21

24

CRS

30

W

15000

EMERG

CAS ENG EXCEEDANCE GEN 1 OFF BUS ENG NO DISPATCH ENG NO TO DATA E1 FUEL IMP BYP E1 FIREX FAIL BATT 2 OFF BUS BLEED 2 FAIL BLEED 1 FAIL BATT DISCHARG FUEL 1 SOV FAIL E2 CTRL FAULT HYD LO PRES EMER BRK LO PRES

20 00

PUSH VOL SO

COM2

2

15300

PUSH

COM1

HDG NO COMP ROL NO COMP PIT NO COMP ALT NO COMP

2000

15400

20

118.000 118.000

24

117.95 117.95

GPS

TERM

21

108.00 108.00

D

MENU

PFL

PROC

S

NAV2

NAV

C REVERSIONARY SENSOR WINDOW

17:12:20

CLR

MSG

DFLT MAP

15

NAV1

PUSH VOL ID

S E R V I C E S

PFD - (Message Windows

TAT

ENT

0 C SAT

+15 C

INSET

FMS

SENSOR

PDF

OBS

CDI

ADF/DME

XPDR

ID

PUSH CRSR

Comparator Window Reversionary Sensor Window

Auxiliary Flight Display Window

CAS Window

Auxiliary Flight Display Window

Softkey Annunciation

22-36 April 2009


22-36 April 2009

Developed for Train


In

Traffic Annunciation The PFD displays traffic symbolically on the inset map. When a TA (Traffic Advisory) is detected, the following automatically occurs:

Traffic Annunciation The PFD displays traffic symbolicall Advisory) is detected, the following a

 



PFD inset map is enabled and displays traffic Flashing black-on-yellow "TRAFFIC" annunciation appears on the top left corner of the attitude indicator for five seconds and remains displayed until no TA are detected in the area An aural alert is generated. “TRAFFIC”

TAWS Annunciation TAWS annunciations appear on the PFD on the left of the selected altitude readout.

 



PFD inset map is enabled and dis Flashing black-on-yellow "TRAFF corner of the attitude indicator for no TA are detected in the area An aural alert is generated. “TRAF

TAWS Annunciation TAWS annunciations appear on the readout.

TrafÞc Symbols


TrafÞc Symbols

22-37 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Navigation Status Box The Navigation Status Box is located on the top center portion of the PFD contians two fields:

Navigation Status Box The Navigation Status Box is located on contians two fields:



Active flight plan annunciations Distance and bearing to the next flight plan annunciations Flight director mode annunciations are displayed on the PFDs when the flight director is active.







Active flight plan annunciations Distance and bearing to the next fligh Flight director mode annunciations are di director is active.

The symbols used in the PFD status bar are: Symbol

The symbols used in the PF

Description Active Leg

Symbol

Direct-to

Direct-to

Right Procedure Turn

Right Procedure T

Left Procedure Turn

Left Procedure Tu

Right Holding Pattern

Right Holding Pat

Left Holding Pattern

Left Holding Patt

Vector to Final

Vector to Final

Right DME Arc

Right DME Arc

Left DME Arc

Left DME Arc

t Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD > KCOS’) or flight plan annunciations (e.g., ‘Turn right to 021˚ in 8 seconds’)

t Active flight plan leg (e.g > KCOS’) or flight plan an right to 021˚ in 8 seconds

t Distance (DIS) and Bearing (BRG) to the next waypoint or flight plan annunciations (e.g., ‘TOD within 1 minute’)

t Distance (DIS) and Bearin waypoint or flight plan a within 1 minute’)

PFD Navigation Status Box

22-38 April 2009

Description Active Leg

PFD Navigation S


22-38 April 2009

Developed for Train


In

Multi-function Display

Multi-function Display

The MFD displays a broad array of mapping and other information in a variety of presentations. The left side of the MFD displays engine and airframe information and the center and right portions are for mapping and other flight planning functions. The MFD is generally characterized by the following display areas:

The MFD displays a broad array of m of presentations. The left side of the mation and the center and right portio ning functions. The MFD is generall areas:

           

Page Group Display Navigation Status Box NAV Frequency Box COM Frequency Box Engine Information Battery Voltage Indication Speed Brake Indication Cabin Data Landing Gear Indication Flap Indication Trim Indication Synoptic Pages

NAV Frequency Box

           

GPS Navigation Status Box

Active Page Group and Page Title

Page Group Display Navigation Status Box NAV Frequency Box COM Frequency Box Engine Information Battery Voltage Indication Speed Brake Indication Cabin Data Landing Gear Indication Flap Indication Trim Indication Synoptic Pages

Com Frequency Box

NAV Frequency Box

GPS Navigatio

Synoptic Pages Engine Information

Engine Information



Cabin Data

Cabin Data

Landing Gear Indication

Landing Gear Indication

Trim Indication

Flap Indication System Softkey

Page Groups


Pages in Cur rent Page G roup

22-39 April 2009

Trim Indication

Flap Indication System Softkey


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Page Group Display The large central and right portion of the MFD contains information from the page groups, namely:

Page Group Display The large central and right portion of the page groups, namely:



Map Group (MAP) Waypoint Group (WPT)  Auxiliary Group (AUX)  Nearest Group (NRST)  Flight plan Group (FPL) Each page group contains multiple pages. The page groups are selected using the outer knob of the dual FMS knob. The inner knob selects pages in the page group. Holding the CLR softkey for two seconds returns to the default navigation page.







The page group and active page title box are displayed in the upper center of the screen, below the navigation status box. In the bottom right corner of the screen, the current page group, number of pages available in the group, and placement of the current page within the group are indicated.

The page group and active page title box the screen, below the navigation status b screen, the current page group, number placement of the current page within the

Page Group

Page Groups

Map Group (MAP) Waypoint Group (WPT)  Auxiliary Group (AUX)  Nearest Group (NRST)  Flight plan Group (FPL) Each page group contains multiple pag using the outer knob of the dual FMS kn the page group. Holding the CLR softk default navigation page.

Active Page Title

Page Group

Pages in Current Group

Page Groups

A

Pa

Selected Page

22-40 April 2009


22-40 April 2009

Developed for Train

Instruments / Warning System The map group (MAP) contains the following pages:     

In

The map group (MAP) contains the f

Navigation Map Traffic Map Weather Radar Weather Data Link TAWS

    


22-41 April 2009

Navigation Map Traffic Map Weather Radar Weather Data Link TAWS


T R A I N I N G

S E R V I C E S

T R A I N I N G

The waypoint group (WPT) contains the following pages: 

   

S E R V I C E S

The waypoint group (WPT) contains the f

Airport Information Screens (airport information, departure information, arrival information, approach information, weather information) Intersection Information NDB (Non-Directional Beacon) Information VOR Information User WPT (Waypoint) Information.



   

Airport Information Screens (airport inf arrival information, approach informati Intersection Information NDB (Non-Directional Beacon) Informa VOR Information User WPT (Waypoint) Information.

Airport Information Pages

22-42 April 2009


22-42 April 2009

Developed for Train

Instruments / Warning System The auxiliary group (AUX) contains the following pages:       

In

The auxiliary group (AUX) contains t

Weight Planning Trip Planning Utility GPS Status System Setup XM Radio System Status.

      

Weight Planning Trip Planning Utility GPS Status System Setup XM Radio System Status.

XM Satellite Pages


22-43 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

The nearest group (NRST) contains the following pages:       

Nearest Airports Nearest Intersections Nearest NDB Nearest VOR Nearest User WPTs Nearest Frequencies Nearest Airspaces

22-44 April 2009

      


S E R V I C E S

The nearest group (NRST) contains the f Nearest Airports Nearest Intersections Nearest NDB Nearest VOR Nearest User WPTs Nearest Frequencies Nearest Airspaces

22-44 April 2009

Developed for Train


In

The flight plan group (FPL) contains the following pages:

The flight plan group (FPL) contains



Active Flight Plan (wide view, narrow view) Flight Plan Catalog (stored flight plan) The flight plan group is toggled ON using the dedicated FPL key on the right side of the MFD.







EICAS The EICAS displays electrical, fuel, engine, pressurization, and flight control information on the left side of the MFD.

EICAS The EICAS displays electrical, fuel, information on the left side of the MF

Engine Information Engine information is displayed on the upper portion of the EICAS. It shows:

Engine Information Engine information is displayed on th

  

Active Flight Plan (wide view, narr Flight Plan Catalog (stored flight p The flight plan group is toggled ON u side of the MFD.

Thrust rate selected N1 (Fan Rotor Speed)



N2 (Core Rotor Speed)





Thrust rate selected N1 (Fan Rotor Speed) N2 (Core Rotor Speed)

ITT (Interstage Turbine Temperature)  Fuel flow, fuel quantity, ignition, oil pressure, oil temperature, engine fire, engine fail, engine OFF, red/yellow lines, targets, etc. To minimize the impact of T1 (Inlet Total Temperature) faults and N1 variations during the takeoff roll, the OAT (Outside Air Temperature) from an external source (ATIS, AWOS, etc.) is entered via the MFD. When aircraft is on the



Phenom 100

Phenom 100




22-45 April 2009

ITT (Interstage Turbine Temperatu Fuel flow, fuel quantity, ignition, oi engine fail, engine OFF, red/yellow To minimize the impact of T1 (Inlet tions during the takeoff roll, the OAT nal source (ATIS, AWOS, etc.) is ente 

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ground and just after aircraft power-up, FADECs transmit default OAT values based on engines T1. In order to select the takeoff data, pilot needs to use the ENG SET softkey group on the MFD. When this softkey is selected and the aircraft is on the ground, the Takeoff Data Set window is displayed on the lower part of the EICAS.

ground and just after aircraft power-up, F based on engines T1. In order to select the ENG SET softkey group on the MFD the aircraft is on the ground, the Takeoff D lower part of the EICAS.

The initial OAT reference value is the average of the OAT values read from both engines. To change the OAT value, pilot can use the OAT and OAT softkeys. To revert to the originally proposed OAT value, press the RST OAT softkey. The selected value is not sent to the FADECs until they are accepted by the pilot. The OAT, OAT and RST OAT softkeys are disabled during certain flight phases.

The initial OAT reference value is the av both engines. To change the OAT value, softkeys. To revert to the originally propo softkey. The selected value is not sent to by the pilot. The OAT, OAT and RST certain flight phases.

Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating which automatically increases the thrust of the local engine to reserve in case of one engine failure during takeoff. The ATR system is enabled by default during FADEC power-up on ground. To change this setting, use the ATR ON and ATR OFF softkeys. The ATR ON and ATR OFF softkeys are disabled during certain flight phases.

Each FADEC contains an ATR (Autom which automatically increases the thrust o of one engine failure during takeoff. The during FADEC power-up on ground. To c and ATR OFF softkeys. The ATR ON a during certain flight phases.

In very specific situations, it may be necessary for the aircraft to operate both engines with the maximum thrust that does not compromise the engine life (continuous thrust rating). The TLA (Thrust Lever Angle) has a single position for both CLB (Climb) and continuous ratings, CLB being the usual one.

In very specific situations, it may be nece engines with the maximum thrust that do (continuous thrust rating). The TLA (Thru for both CLB (Climb) and continuous ratin

When the continuous rating is needed, the selection is accomplished by using the CLB and CON softkeys on the MFD. This selection is not to be done for takeoff, only during flight.

When the continuous rating is needed, the the CLB and CON softkeys on the MFD. takeoff, only during flight.

The default mode is CLB. If CON mode is selected, it remains active until the CLB softkey is pressed or the aircraft lands. The CON and CLB softkeys are disabled during certain flight phases.

The default mode is CLB. If CON mode is CLB softkey is pressed or the aircraft lan disabled during certain flight phases.

Thrust Rating (TO/TO-RSV/CLB/CON)

Automatic Thrust Reserve Status

Automatic Thrust Reserve Status

Thrust Rating Max Speed

Commanded N1 Rating

Commanded N1 Rating

N1 for Thrust Rating Max Speed

Engine Fan Speed

Engine Fan Speed

Cruise Speed Control Bug

Interstage Turbine Temperature

Interstage Turbine Temperature Ignition Status

Engine High Pressure Compressor Speed

22-46 April 2009

Oil Pressure Oil Temperature


Engine High Pressure Compressor Speed

22-46 April 2009

Developed for Train


In

Battery Voltage Indication The battery voltage indication box is labeled ELEC. The box is on the bottom left side of the EICAS. The battery voltage indication readout is an indication of the voltage between the terminals of each electrical battery. The readouts are labeled BATT1 and BATT2. There is also a V unit label shown.

Battery Voltage Indication The battery voltage indication box is left side of the EICAS. The battery v of the voltage between the terminals are labeled BATT1 and BATT2. Ther

Speedbrake Indication The speed brake box is on the bottom left side of the EICAS, labeled SPDBRK. The speed brake position shows as a status (OPEN or CLOSED) in green text. When the speed brake is not installed, the indication is gray dashes. Speedbrake may be installed on later serial numbers.

Speedbrake Indication The speed brake box is on the b SPDBRK. The speed brake position in green text. When the speed brak dashes. Speedbrake may be installe

Speed Brake Status

Speed Brake Status

Main Landing Gear Left-side Landing Gear

Main Landing Gear Left-side Landing Gear

Right-side Landing Gear

Speed Brake and Landing Gear Indications

Speed Brake and L

Indication Description CLOSED Speed brakes retracted OPEN Speed brakes deployed NOT AVAIL Invalid information

Indication CLOSED S OPEN S NOT AVAIL

Speed Brake Indications


Speed Bra

22-47 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing Gear Indication The landing gear data shows in a box labeled LG. The box is on the bottom left side of the EICAS.

Landing Gear Indication The landing gear data shows in a box la left side of the EICAS.

The landing gear position shows as a status (UP or DOWN) in the text. Surrounding the text is a symbol of a circle when the gear is down, and a symbol of a rectangle when the gear is up. When the landing gear is in transition, there is no text, only hatched rectangles.

The landing gear position shows as a sta rounding the text is a symbol of a circle w of a rectangle when the gear is up. Wh there is no text, only hatched rectangles.

Indication

Description

Indication

Landing Gear Down

Landing

Landing Gear Up

Landing

Landing GearTransitioning (Normal)

Landing (Norma

Landing Gear Locked Down

Landing

Landing Gear Locked Up

Landing

Landing Gear Transitioning (Abnormal)

Landing (Abnorm

Landing Gear Position Indications

Landing Gear Pos

Cabin Data The cabin data shows in a box labeled CABIN on the bottom right side of the EICAS. The cabin data has the following digital readouts:     

Cabin Altitude Cabin Rate Cabin Delta Pressurization Landing Field Elevation Oxygen System Pressure

22-48 April 2009

D

    


Cabin Data The cabin data shows in a box labeled C EICAS. The cabin data has the following Cabin Altitude Cabin Rate Cabin Delta Pressurization Landing Field Elevation Oxygen System Pressure

22-48 April 2009

Developed for Train


In

The cabin altitude readout is an indication of the cabin altitude or pressure. The cabin altitude pressure shows in feet, with a leading "-" (minus) if the value is negative. The readout is labeled ALT with the label FT denoting units. The cabin rate readout is an indication of the rate of change of the cabin altitude or pressure. The cabin rate is the cabin pressure rate of change, and it shows in feet per minute, with a leading "-" (minus) if the value is negative. The readout is labeled RATE. There is also a unit label, FPM, along with an arrow pointing up or down that shows the direction of change.

The cabin altitude readout is an ind The cabin altitude pressure shows value is negative. The readout is labe The cabin rate readout is an indicatio tude or pressure. The cabin rate is t shows in feet per minute, with a lea The readout is labeled RATE. There arrow pointing up or down that show

The cabin delta pressure digital readout display is an indication of the difference between the cabin pressure and outside/ambient pressure. The cabin delta pressurization shows in pounds per square inch with a leading "-" (minus) if the value is negative. The readout is labeled DELTA-P. There is also a PSI label shown.

The cabin delta pressure digital read ence between the cabin pressure a delta pressurization shows in poun (minus) if the value is negative. Th also a PSI label shown.

The landing field elevation shows as a numerical readout in feet. The readout is labeled LFE and the units label FT. This value may be selected automatically or may be entered by the flight crew. If the flight crew enters the value the label M shows in front of the digital readout. The oxygen system pressure shows in pounds per square inch. The readout is labeled OXY with the units (PSI) also shown.

The landing field elevation shows as is labeled LFE and the units label F cally or may be entered by the flight the label M shows in front of the digit shows in pounds per square inch. Th (PSI) also shown.

Pressure Altitude Pressure Differential Oxygen System Pressure

High Landing Field Elevation

Pressure Altitude

Pressure Change Rate

Pressure Differential

Landing Field Elevation


Oxygen System Pressure

22-49 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Flap Indication The flap position is displayed in a box in the bottom right corner of the EICAS labeled FLAPS. The flap positions show in both analog and digital readouts.

Flap Indication The flap position is displayed in a box in t labeled FLAPS. The flap positions show i

The flap position symbol is an analog display of the actual position of the flap. The flap position symbol pivots similarly to the flap on the aircraft to show the leading edge surface of the wings.

The flap position symbol is an analog disp The flap position symbol pivots similarly t leading edge surface of the wings.

The flap readout is the digital data that corresponds to the flap lever positions. This readout shows in a box under the analog image.

The flap readout is the digital data that co This readout shows in a box under the an

The arc on the analog flap display acts as a flap angle scale. The scale has tick marks at each end that show the positions at zero and 36 degrees.

The arc on the analog flap display acts a tick marks at each end that show the pos

Another arrow acts as a flap pointer. This pointer shows the flap position along the scale. The pointer moves up the scale for the decreasing values of the flap angle. The shading shows between the zero-degree flap position and current flap position.

Another arrow acts as a flap pointer. T along the scale. The pointer moves up th the flap angle. The shading shows betwe current flap position.

Flap Position Flap Lever Setting

22-50 April 2009

Flap Selected Bug


Flap Lever Setting

22-50 April 2009

Developed for Train


In

Trim Indication The trim data is shown in a box labeled TRIM in the bottom of the EICAS. The trim data is supplied for the ROLL, PITCH, and YAW axes.

Trim Indication The trim data is shown in a box labele trim data is supplied for the ROLL, P

The roll trim scale is an arc that shows the aileron trim position. The scale is labeled ROLL. There are five tick marks that show along the scale at -100%, -50%, 0%, 50%, and 100%.

The roll trim scale is an arc that sho labeled ROLL. There are five tick ma -50%, 0%, 50%, and 100%.

The yaw trim scale is a horizontal scale that shows the rudder trim position. The scale is labeled YAW and has a yaw pointer to show the yaw trim position. There are five tick marks shown along the scale at -100%, -50%, 0%, 50%, and 100%.

The yaw trim scale is a horizontal sc The scale is labeled YAW and has a tion. There are five tick marks show 50%, and 100%.

The pitch trim readout is a digital display of the horizontal stabilizer trim position in degrees. The readout is a numerical readout in a box, and a label centered above or below shows the UP or DOWN pitch trim.

The pitch trim readout is a digital dis tion in degrees. The readout is a num tered above or below shows the UP

Synoptic Pages

Synoptic Pages

The SYSTEM softkey on the MFD allows the display of synoptic pages and an engine maintenance page.

The SYSTEM softkey on the MFD a an engine maintenance page.

The synoptic pages are:

The synoptic pages are:

    

Status Synoptic Page - STATUS Fuel Synoptic Page - FUEL Electrical Synoptic Page - ELEC Environmental Control System Synoptic Page - ECS Ice Protection Synoptic Page - ICE PROT


    

22-51 April 2009

Status Synoptic Page - STATUS Fuel Synoptic Page - FUEL Electrical Synoptic Page - ELEC Environmental Control System Sy Ice Protection Synoptic Page - ICE


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Status Synoptic Page The status synoptic page is displayed as the default page at the electrical power-up and displays information necessary before engine start-up and information usually used during this phase. The status synoptic page displays data from the following systems:

Status Synoptic Page The status synoptic page is displayed a power-up and displays information nec information usually used during this phas data from the following systems:

Door And Access Panels Status  Battery Status  Hydraulic Pressure Status  Oxygen System Status  Brakes Status All doors which have an associated CAS message are displayed in the aircraft figure. Color is consistent with the status of the door.



System Status Page

System Status Page



1

10

9

2

3

4

5

6

Door And Access Panels Status Battery Status  Hydraulic Pressure Status  Oxygen System Status  Brakes Status All doors which have an associated CAS craft figure. Color is consistent with the st 

7

1

8

1

System Clock

2

Static Air Temperature (SAT)

3

Total Air Temperature (TAT)

4

True Airspeed (TAS)

5

Aircraft Gross Weight

6

Hydraulic Pressure

7

Oxygen

8

Emergency Brake Accumulator Pressure

9

Door Status

10

2

3

4

5

6

7

8

9

10 Electrical

22-52 April 2009


22-52 April 2009

Developed for Train


In

ECS Synoptic Page The ECS synoptic page has symbols indicating ECS components status. Lines between icons on the diagram depict ducts. Icons shown in green indicate components are operating normally. A white icon indicates a unit is off or not otherwise operating normally. A red “X” indicates failure of a unit.

ECS Synoptic Page The ECS synoptic page has symb Lines between icons on the diagram cate components are operating norm not otherwise operating normally. A r

3 1 2

4 5 6

7 9

8

11

1

Cockpit Temperature Setting

2

Actual Cockpit Temperature

3

Cockpit Evaporator Fan

4

Cabin Temperature Setting

5

Actual Cabin T emperature

6

Cabin Evaporator Fan

7

Flow Control Shutoff V alve (FCV) 1

8

Flow Control Shutoff V alve (FCV) 2

9

Ram Air V alve (RAV)

1 2

9

10 Ram Air Duct

10 12

7

10

11 Outßow V alve (OFV) Status* 12 Heat Exchanger Pack Cooling Circuit

13

14

15

16

17

18

13

13 Bleed Line 1 (Left) Pressure

15

14 Bleed Line 2 (Right) Pressure 15 Cockpit Duct Temperature Setting

17

16 Cabin Duct Temperature Setting 17 Pressure Regulating Shutoff V alve (PRSOV) 1 19

20

18 Pressure Regulating Shutoff V alve (PRSOV) 2

19

19 Ground Cooling Fan (GCF) 20 Vapor Cycle System (VCS)

* Out Flow valve (OFV) status is displayed only while the aircraft is parked or taxiing.


22-53 April 2009

* Out Flow valve (OFV) s


T R A I N I N G

S E R V I C E S

T R A I N I N G

Electrical Synoptic Page The electrical synoptic page has symbols showing electrical system components status. The generators, GPU, batteries, and busses are shown in green to denote normal operation. The color of the units changes depending on the condition. A red “X” over a component indicated invalid data or a failed unit.

S E R V I C E S

Electrical Synoptic Page The electrical synoptic page has symbol nents status. The generators, GPU, batte to denote normal operation. The color of condition. A red “X” over a component ind

Ground Power Unit

Groun

Generator

Generator

Bus

Bus

Battery

Battery

Fuel Synoptic Page The fuel synoptic page has symbols that indicate fuel system components status. A red “X” over a component indicates invalid data or a failed unit.

Fuel Synoptic Page The fuel synoptic page has symbols tha status. A red “X” over a component indica

22-54 April 2009

22-54 April 2009


Developed for Train

Instruments / Warning System Ice Protection Synoptic Page The ice protection synoptic page has symbols indicating de-ice system component status. When the de-icing system is operating normally, all components are shown in green. Items in white indicate components are off. A red “X” over a component indicates invalid data or a failed unit. 1

2

2

1

Windshield Heaters

2

Boot Lines and V alves

3

Inboard EFCV

4

Outboard EFCV

5

Engine Anti Ice 1 Bleed Duct and Lip Skin

In

Ice Protection Synoptic Page The ice protection synoptic page has ponent status. When the de-icing s nents are shown in green. Items in w “X” over a component indicates inval 1

2

3

4

6

Engine Anti Ice 2 Bleed Duct and Lip Skin

3

5

6

7

EAI 1 V alve and Bleed Line

5

8

EAI 2 V alve and Bleed Line Pressure Regulating Shut-Off V alve 1 (PRSOV 1)

7

8

9

9

10

10 Pressure Regulating Shut-Off V alve 2 (PRSOV 2)

11

12

11 Ice Protection Bleed Duct

7 9 11

12 STAB EFCV

2


2

22-55 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engine Maintenance Page The Engine Maintenance Synoptics Page can only be displayed when the aircraft is on the ground and engines are off. Maintenance personnel can view status messages for engine dispatch items and engine parameter peaks and durations recorded by the FADEC for the last engine start-shutdown cycle:

Engine Maintenance Page The Engine Maintenance Synoptics Page craft is on the ground and engines are o status messages for engine dispatch item durations recorded by the FADEC for the

The engine maintenance page continually monitors subsets of engine parameters to determine if they remain within prescribed limits. Once an exceedance is detected, it stays latched in a FADEC non-volatile memory until maintenance personnel perform required procedures.

The engine maintenance page continually eters to determine if they remain w exceedance is detected, it stays latched until maintenance personnel perform requ

Reversionary Mode

Reversionary Mode

In the event of an PFD or MFD failure, the flight display system automatically switches to reversionary mode. Reversionary mode is a mode of operation in which PFD symbology and EICAS is displayed on both PFDs and MFD.

In the event of an PFD or MFD failure, th switches to reversionary mode. Reversio which PFD symbology and EICAS is disp

In case of a PFD 1 failure, the MFD enters the reversionary mode and the PFD 2 remains in normal mode. In case of a MFD failure, both PFD 1 and PFD 2 enter the reversionary mode. In case of a PFD 2 failure, both PFD 1 and MFD remain in normal mode.

In case of a PFD 1 failure, the MFD ent PFD 2 remains in normal mode. In case PFD 2 enter the reversionary mode. In c and MFD remain in normal mode.

The reversionary mode can also be activated manually by pressing the DISPLAY BACKUP button at the bottom of each audio panel (unlatched position). Pressing this button again deactivates reversionary mode (latched position).

The reversionary mode can also be activate BACKUP button at the bottom of each audi this button again deactivates reversionary m

22-56 April 2009

22-56 April 2009


Developed for Train


In

With the DISPLAY BACKUP button of audio panel 1 in the unlatched position, PFD 1 and the MFD are in the reversionary mode. With the DISPLAY BACKUP button of audio panel 2 in the unlatched position, PFD 2 and the MFD are in the reversionary mode.

With the DISPLAY BACKUP button o PFD 1 and the MFD are in the r BACKUP button of audio panel 2 in MFD are in the reversionary mode.

CAS Window EIS Display

EIS Display

Pilot Side

Copilot Side


Pilot Side

22-57 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Display Brightness Control

Display Brightness Control

The PFDs and MFD backlighting can be adjusted either automatically or manually.

The PFDs and MFD backlighting can b manually.

The CKPT PANEL dimmer, on the LIGHTS control panel controls:

The CKPT PANEL dimmer, on the LIGHT



PFD and MFD Backlighting PFD and the MFD Bezels  FMS Control Panel  Guidance Panel  Audio Panels Key Annunciator Lighting If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD use photocell technology to automatically adjust for ambient lighting conditions. Photocell calibration curves are pre-configured to optimize display appearance through a broad range of cockpit lighting conditions.







PFD / MFD Backlighting and Bezel Dimming

PFD / MFD Backlighting and Bezel

PFD and MFD Backlighting PFD and the MFD Bezels  FMS Control Panel  Guidance Panel  Audio Panels Key Annunciator Lighting If the CKPT PANEL dimmer is in the OF use photocell technology to automaticall tions. Photocell calibration curves are appearance through a broad range of coc

CKPT PANEL POTENTIOMETER LIGHTS

EXTERNAL LDG/TAXI LDG

NAV

STROBE

CKPT

PANEL

CABIN UP WASH

ON

TAXI OFF

OFF

OFF

BRT

OFF

BRT

LIGHTS

EXTERNAL EFFECT

LDG/TAXI

BRT

LDG

DIM

TAXI

OFF

OFF

LIGHTS CONTROL PANEL

NAV

STROBE ON

OFF

O

LIGHTS CONTR

Automatic Adjustment The existing instrument panel dimmer bus normally controls the PFD and MFD backlighting as well as the PFD and MFD bezels, MFD Control Unit, AFCS Control Unit and audio panel key annunciator lighting.

Automatic Adjustment The existing instrument panel dimmer b MFD backlighting as well as the PFD a AFCS Control Unit and audio panel key a

When the dimmer bus is not used by the system, photocell technology automatically controls backlighting adjustments. Photocell calibration curves are pre-configured to optimize display appearance through a broad range of cockpit lighting conditions.

When the dimmer bus is not used by the matically controls backlighting adjustmen pre-configured to optimize display appe cockpit lighting conditions.

22-58 April 2009

22-58 April 2009


Developed for Train


In

Manual Adjustment Backlighting may also be adjusted manually for all of the displays and the associated bezels. The audio panel key backlighting is directly tied to the onside PFD key backlighting setting.

Manual Adjustment Backlighting may also be adjusted associated bezels. The audio panel k side PFD key backlighting setting.

Adjust display backlighting manually

Adjust display backlighting manua

1.

Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the right of ‘PFD1 DSPL’.

1.

Press the MENU Key on the PFD ‘AUTO’ becomes highlighted to th

2.

Turn the small FMS Knob to display the selection box. Turn the FMS Knob to select ‘MANUAL’, then press the ENT Key. The intensity value becomes highlighted.

2.

Turn the small FMS Knob to displ select ‘MANUAL’, then press the highlighted.

3.

Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.

3.

Turn the small FMS Knob to sele ENT Key.

4.

Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ or ‘PFD2 DSPL’, respectively, and repeat steps 2 and 3.

4.

Turn the large FMS Knob to high ‘PFD2 DSPL’, respectively, and re


22-59 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Air Data System

Air Data System

There are two primary ADS systems installed in the aircraft and they are identified as ADS 1 and ADS 2. The IESI (Integrated Electronic Standby Instrument) is considered a standby ADS.

There are two primary ADS systems insta tified as ADS 1 and ADS 2. The IESI (In ment) is considered a standby ADS.

Air Data System

Air Data System STATIC PITOT 2

STATIC PITOT 1 S1

S1

S2

S2

PITOT 1

PITOT 2

S1 S2

t

Ps

P

PITOT 1

STATIC PITOT 1

ADC 1

IESI

ADC 2

PITOT−STATIC

ADC 1

IESI

Each primary ADS is basically composed of one ADC (Air Data Computer) pneumatically connected, through specific plumbing, to one pitot probe and to two static ports, which supply total and static pressure to the ADC.

Each primary ADS is basically compose pneumatically connected, through specific two static ports, which supply total and st

The ADS provides accurate air data information, which includes altitude, airspeed and temperature.

The ADS provides accurate air data infor speed and temperature.

The ADS outputs are suitable for primary flight displays, altitude-encoding transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude and Heading Reference System). The ADS provides the information that follow:

The ADS outputs are suitable for prima transponders, AFCS (Automatic Flight Co and Heading Reference System). The AD low:

      

Density Altitude Pressure Altitude Vertical Speed Air Temperature: Total Air Temperature, Outside / Static Air Temperature Indicated Airspeed True Airspeed Mach Number

22-60 April 2009


      

Density Altitude Pressure Altitude Vertical Speed Air Temperature: Total Air Temperature Indicated Airspeed True Airspeed Mach Number

22-60 April 2009

Developed for Train

Instruments / Warning System Pitot / Static Probes


In Pitot / Static Probes

22-61 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ADS Source Selection

ADS Source Selection

The airspeed and altitude information transmitted by the ADS are shown to the flight crew on the PFDs. The MFD also shows this information, when it is in the reversionary mode.

The airspeed and altitude information tra the flight crew on the PFDs. The MFD als in the reversionary mode.

During normal operation, air data readouts on the PFD1 and MFD are from ADS 1 and on the PFD 2 are from ADS 2.

During normal operation, air data readou ADS 1 and on the PFD 2 are from ADS 2

In case of ADC1 failure, PFD 1 reverts to ADC2 and, in case of subsequent ADC2 failure, reverts to ADC Stand-by, including during electrical emergency. Manual reversion to ADC2 is also available during normal and abnormal operations.

In case of ADC1 failure, PFD 1 reverts to ADC2 failure, reverts to ADC Stand-by, in Manual reversion to ADC2 is also ava operations.

The same reversionary logic is applicable when the ADC 2 is failed and manual reversion to other operative ADC is also available during normal and abnormal operations.

The same reversionary logic is applicable ual reversion to other operative ADC is abnormal operations.

REVERSIONARY LOGIC

REVERS

Normal Operation

1st Reversion

2nd Reversion

Normal Operation

Left side

ADC 1

ADC 2

ADS Stand-by

Left side

ADC 1

Right side

ADC 2

ADC 1

ADS Stand-by

Right side

ADC 2

1st

Manual source selection (reversion) is available through the softkeys, which are located at the bottom of the PFD, on the PFD menu.

Manual source selection (reversion) is av are located at the bottom of the PFD, on

Once the SENSOR option is selected from the PFD menu, the ADS1, ADS2, and ADS STBY options will be shown on the same PFD menu.

Once the SENSOR option is selected fro and ADS STBY options will be shown on

When ADS2 option is selected in PFD 1, ADS 2 becomes the active source in PFD 1.When ADS1 option is selected in PFD 2, ADS 1 becomes the active source in PFD 2.

When ADS2 option is selected in PFD 1, PFD 1.When ADS1 option is selected in source in PFD 2.

Whenever the reversion to the ADS STBY is made, the air data information from the IESI is presented on the PFD. IESI indications remain available on the IESI display.

Whenever the reversion to the ADS STB from the IESI is presented on the PFD. I the IESI display.

Airspeed Information

Airspeed Information

An airspeed tape shows the current indicated airspeed at the center of the moving tape, along with standard color coding for airplane-specific airspeed ranges/limits. The box immediately below the airspeed tape indicates current aircraft mach if its value is greater than 0.4 MN (Mach Number). TAT (Total Air Temperature) and SAT (Static Air Temperature) are indicated in the box on the left lower corner of the PFD.

An airspeed tape shows the current indi moving tape, along with standard color c ranges/limits. The box immediately below aircraft mach if its value is greater than 0. Temperature) and SAT (Static Air Tempe the left lower corner of the PFD.

An airspeed comparison monitor compares displayed airspeed from the ADS 1 and ADS 2:

An airspeed comparison monitor compare 1 and ADS 2:



If both IAS (Indicated Airspeed) < 35 kts (Knots), there’s no comparison.

22-62 April 2009




If both IAS (Indicated Airspeed) < 35 k

22-62 April 2009

Developed for Train

Instruments / Warning System 



If both IAS ≥ 35 kts and their values are different from 15 kts or more, an airspeed miscompare is displayed. If both IAS ≥ 80 kts and their values are different from 10 kts or more, an airspeed miscompare is displayed.

In 



If both IAS ≥ 35 kts and their value airspeed miscompare is displayed If both IAS ≥ 80 kts and their value airspeed miscompare is displayed

Altitude Information

Altitude Information

The current indicated altitude is shown at the center of the moving altitude tape. The value is corrected by the barometric correction setting, which is controlled by using the BARO knob. The barometric correction setting is identified below the altitude tape. Vertical speed is identified in a box that moves up/down along the static vertical speed tape (at the right of the altitude tape).

The current indicated altitude is sho tape. The value is corrected by the controlled by using the BARO knob. T tified below the altitude tape. Vertica up/down along the static vertical spe

A barometric altitude comparison monitor compares displayed barometric altitude from ADS 1 and ADS 2. If the two altitude values are different from 200 ft (Foot) or more, a barometric altitude miscompare is displayed.

A barometric altitude comparison mo tude from ADS 1 and ADS 2. If the tw (Foot) or more, a barometric altitude

Barometric Correction

Barometric Correction

The altitude tape indicates the current barometric corrected altitude. It is computed by the PFD, which corrects the pressure altitude, provided by the ADS, using the barometric correction setting.The barometric correction setting is adjusted by means of the BARO knob, which is located on the bezel of the PFD.The barometric correction setting is indicated at the bottom of the altitude tape. The units of the barometric correction setting can be chosen between in inHg (Inch of Mercury) and hPa (Hectopascal), by means of the appropriate PFD softkeys. The barometric correction is set to STD by pressing the BARO knob or by pressing the following softkeys sequence in the PFD menu: PFD softkey and then the STD BARO softkey.

The altitude tape indicates the curren puted by the PFD, which corrects the using the barometric correction sett adjusted by means of the BARO kn PFD.The barometric correction setti tude tape. The units of the barom between in inHg (Inch of Mercury) a appropriate PFD softkeys. The barom ing the BARO knob or by pressing PFD menu: PFD softkey and then th

Indications

Indications ALT IT UDE T AP E

AIR S P E E D T AP E

NAV 1 PUSH VOL ID

NAV 2

10 8 . 0 0 10 8 . 0 0

117 . 9 5 117 . 9 5

VPT

KI XD HDG

DI S

13 6

DT K

NM

15 0 0

F PH

053 VS

355 AL T

13 6 . 9 7 5 13 6 . 9 7 5

TRK

118 . 0 0 0 118 . 0 0 0

NAV 1

C OM1 PUSH VOL SO

C OM2 EMERG

NAV

200

20

20

10

10

16 0 0

1-2

14 0 0

17 0

13

NAV 2

NAV

PUSH

PUSH

10 8 . 0 0 10 8 . 0 0

117 . 9 5 117 . 9 5

4

BARO

40 20

10

10

B AR O K NOB

17 0

4

HDG 3 5 6

PUSH

PAN

W

12

24

E D

15

PFL

S C DI

ADF / DME

X P DR

I DE NT

T MR / R E F

NR S T

MS G

21

T E MP E R AT UR E

DFLT MAP

MENU

B AR OME T R IC C OR R E C T ION S E T T ING

MAC H INDIC AT ION

NAV 1

ENT

I NS E T

S E NS OR

PF D

OB S

CD

T E MP E R AT UR E

S OF T K E Y S (R E F .)


N

33

PROC

FMS

PUSH CRSR

Phenom 100

M . 4 11

3O

2 9 .9 2 I N

3

NAV 1

OB S

35

14 0

049

CLR

PF D

10

PUSH STD

RANGE

6

3O

2

110 0

21

N

33

12 0 0

W

CRS

M . 4 11

S OUR C E S E LE C T ION

20

18 0

24

356

HDG 3 5 6

S E NS OR

DI S

16 0 10

14 0

I NS E T

KI XD HDG

200

16 0

MAC H INDIC AT ION

VPT

1-2

1-2

2

18 0

PUSH VOL ID

COM

15 0 0

PUSH

AIR S P E E D T AP E

V E R T IC AL S P E E D T AP E


22-63 April 2009

S OF


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ADS Probes Heating Control

ADS Probes Heating Control

The ADS probes heating system permits a safe flight under icing conditions.

The ADS probes heating system permits

With the ADS/AOA rotary switch set to AUTO position, on the ICE PROTECTION/HEATING control panel, the probe heating elements will be automatically energized if at least one engine is running or the aircraft weight is not on wheels.

With the ADS/AOA rotary switch set to A TION/HEATING control panel, the probe cally energized if at least one engine is ru wheels.

WSHLD 1

HEATING

WSHLD 2

WSHLD 1

ENG 2

HEATING

ON

ON

ON

OFF

OFF

OFF

ADS/AOA

WINGSTAB

AUTO

OFF

ICE PROTECTION

ENG 1

ON

WSHLD 2

ADS/AOA

INSP LIGHT

AUTO

OFF

ON

ON

OFF

ADS/AOA ROTARY SWITCH

ADS/AOA ROTARY S

Abnormal Operation

Abnormal Operation

In case of ADS 1 failure, PFD 1 reverts to ADS 2 and, in case of ADS 2 failure, it reverts to IESI (ADS STBY), even during electrical emergency. In case of reversion to ADS STBY, the message BOTH ON ADS STBY is displayed. Manual reversion to ADS 2 is also available (including normal and abnormal operation).

In case of ADS 1 failure, PFD 1 reverts t ure, it reverts to IESI (ADS STBY), even of reversion to ADS STBY, the message Manual reversion to ADS 2 is also availa operation).

In case of ADS 2 failure, PFD 2 reverts to ADS 1 and, in case of ADS 1 failure, it reverts to IESI (ADS STBY), even during electrical emergency. In case of reversion to ADS STBY, the message BOTH ON ADS STBY is displayed. Manual reversion to ADS 1 is also available (including normal and abnormal operation).

In case of ADS 2 failure, PFD 2 reverts t ure, it reverts to IESI (ADS STBY), even of reversion to ADS STBY, the message Manual reversion to ADS 1 is also availa operation).

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Developed for Train


Attitude and Heading Reference System

In

Attitude and Heading Re

INTERNAL SENSORS

INTERNAL SENSORS

RATE SENSORS (3 AXES)

RATE SENSORS (3 AXES)

CPU ANALOG TO DIGITAL

ACCELEROMETERS (3 AXES) TILT SENSOR (2 AXES) TEMPERATURE SENSORS (2)

INTEGRITY CHECKING SYSTEM MONITORING

ANALOG TO DIGITAL

ACCELEROMETERS (3 AXES)

ATTITUDE ALGORITHMS

TILT SENSOR (2 AXES) OUTPUT DATA

TEMPERATURE SENSORS (2)

ATTITUDE / HEADING ROTATIONAL RATES ACCELERATIONS

EXTERNAL SENSOR

EXTERNAL SENSOR

MODE OF OPERATION

GMU MAGNETOMETER

GMU MAGNETOMETER

VALIDITY STATUS

MAGNETIC SENSORS (3 AXES)

MAGNETIC SENSORS (3 AXES)

TILT SENSOR (2 AXES)

TILT SENSOR (2 AXES)

TEMPERATURE SENSOR

TEMPERATURE SENSOR

EXTERNAL DATA INPUTS

EXTERNAL DATA INPUTS

GPS: POSITION, VELOCITY, TIME

GPS: POSITION, VELOCITY, TIME

AIR DATA: AIRSPEED, OAT, PRESSURE ALTITUDE, RATE OF CLIMB

AIR DATA: AIRSPEED, OAT, PRESSURE ALTITUDE, RATE OF CLIMB

EXTERNAL CONFIGURATION MEMORY

EXTERNAL CONFIGURATION MEMORY

INSTALLATION-SPECIFIC INFORMATION

INSTALLATION-SPECIFIC INFORMATION EM500ENSDS340040A.DGN

General

General

There are two identical and independent AHRSs installed in the aircraft and they are identified as AHRS 1 and AHRS 2.

There are two identical and indepen they are identified as AHRS 1 and AH

The AHRS includes the components that follow:

The AHRS includes the components



AHRS Unit Magnetometer Unit AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is composed of AHRS 2 unit and magnetometer 2 unit.







The magnetometer unit provides magnetic information to the AHRS unit. Its voltage supply is provided by the AHRS unit.

The magnetometer unit provides ma voltage supply is provided by the AH

The AHRS uses a combination of internal solid-state sensors and external input data to determine the aircraft heading and attitude. External sources of input data to the AHRS include, in addition to the magnetometer unit, the ADC (Air Data Computer) and two GPS (Global Positioning System) receivers. The GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s.

The AHRS uses a combination of i input data to determine the aircraft h input data to the AHRS include, in ad (Air Data Computer) and two GPS (G GPS receivers are integrated in the G

AHRS 1 Interfaces The EMERGENCY BUS supplies AHRS 1 through a protective circuit breaker. AHRS 1 receives the inputs that follow:  Magnetic Heading Information from Magnetometer Unit 1  Air Data Information from ADC 1

AHRS 1 Interfaces The EMERGENCY BUS supplies breaker. AHRS 1 receives the inputs that follo  Magnetic Heading Information fro  Air Data Information from ADC 1

Phenom 100

Phenom 100


22-65 April 2009

AHRS Unit Magnetometer Unit AHRS 1 is composed of AHRS 1 un composed of AHRS 2 unit and magn

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



GPS 1 Information from GIA 1 GPS 2 Information from GIA 2 GPS 1 is the primary GPS source for AHRS 1. GPS 2 is the secondary GPS source for AHRS 1. AHRS 1 provides the outputs that follow:  Attitude is provided to PFD (Primary Flight Display) 1 and MFD (MultiFunction Display).  Magnetic heading data is provided to the IESI (Integrated Electronic Standby Instrument).  Attitude and accelerations are provided to the AFCS (Automatic Flight Control System) through an ARINC 429 bus (through GIA 1).







AHRS 2 Interfaces DC BUS 2 supplies AHRS 2 through a protective circuit breaker. AHRS 2 receives the inputs that follow:  Magnetic Heading Information from Magnetometer Unit 2 through an RS485 bus.  Air Data Information from ADC 2  GPS 1 Information from GIA 1  GPS 2 Information from GIA 2 GPS 2 is the primary GPS source for AHRS 2. GPS 1 is the secondary GPS source for AHRS 2. AHRS 2 provides the outputs that follow:  Attitude is provided to PFD 2  Attitude and accelerations are provided to the AFCS

AHRS 2 Interfaces DC BUS 2 supplies AHRS 2 through a pr AHRS 2 receives the inputs that follow:  Magnetic Heading Information from Ma 485 bus.  Air Data Information from ADC 2  GPS 1 Information from GIA 1  GPS 2 Information from GIA 2 GPS 2 is the primary GPS source for AHR source for AHRS 2. AHRS 2 provides the outputs that follow:  Attitude is provided to PFD 2  Attitude and accelerations are provided

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22-66 April 2009


GPS 1 Information from GIA 1 GPS 2 Information from GIA 2 GPS 1 is the primary GPS source for AHR source for AHRS 1. AHRS 1 provides the outputs that follow:  Attitude is provided to PFD (Primary F Function Display).  Magnetic heading data is provided to t Standby Instrument).  Attitude and accelerations are provided Control System) through an ARINC 42

Developed for Train

Phenom 100 Developed for Training Purposes MAGNETOMETER 1 UNIT

AIR DATA COMPUTER 1 (ADC 1)

MAGNETOMETER 1 UNIT

22-67 April 2009 AHRS 1 UNIT

PFD 1

GPS 1 ANTENNA

PFD 1

IESI UNIT


MFD

MFD

HSDB NORM/REV SWITCH

GPS 2 ANTENNA

AHRS 2 UNIT

AHRS 2

PFD 2

AHRS 2 UNIT

AHRS 2

DC BUS 2

TO SATELLITE WEATHER/RADIO RECEIVER


HSDB


PFD 2

DC BUS 2

MAGNETOMETER 2 UNIT

AIR DATA COMPUTER 2 (ADC 2)

MAGNETOMETER 2 UNIT

Block Diagram

AHRS 1

EMERGENCY BUS

AHRS 1 UNIT

AHRS 1

EMERGENCY BUS

IESI UNIT

Instruments / Warning System In

Block Diagram


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

AHRS Modes Of Operation

AHRS Modes Of Operation

The AHRS has four modes of operation available and depend upon the combination of available sensor inputs, as follows:

The AHRS has four modes of operation a bination of available sensor inputs, as foll



Primary Reversionary-No GPS  Reversionary-No magnetometer  Reversionary-No magnetometer-No air data The AHRS primary mode is the AHRS normal operation mode.







In normal (primary) mode, the AHRS relies upon GPS and magnetic field measurements supplied by the magnetometer unit. If either of these external measurements is unavailable or invalid, the AHRS uses air data information for attitude determination. Control of these modes is automatic. No input is required from the flight crew to select or enter a mode.

In normal (primary) mode, the AHRS re measurements supplied by the magnetom measurements is unavailable or invalid, for attitude determination. Control of the required from the flight crew to select or e

The AHRS automatically enters one of its reversionary modes according to the failures that follow:

The AHRS automatically enters one of i the failures that follow:







Primary Reversionary-No GPS  Reversionary-No magnetometer  Reversionary-No magnetometer-No ai The AHRS primary mode is the AHRS no

GPS Input Failure The aircraft has two sources of GPS information. If a single GPS receiver fails, or if the information provided by one of the GPS receivers is unreliable, the AHRS automatically transitions to use the other GPS receiver. If both GPS inputs fail, the AHRS continues to operate in reversionary-no GPS mode as long as the air data and magnetometer inputs are available and valid. Magnetometer Failure If the magnetometer input fails, the AHRS transitions to one of the reversionary-no magnetometer modes and continues to output valid attitude information. However, the heading output on the PFD becomes invalid (as indicated by a red "X"). ADS (Air Data System) Input Failure A failure of the air data input has no effect on AHRS output while AHRS is operating in normal/primary mode. A failure of the air data input while the AHRS is operating in reversionary-no GPS mode results in invalid attitude and heading information on the PFD (as indicated by a red "X").

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





GPS Input Failure The aircraft has two sources of GPS in fails, or if the information provided by o able, the AHRS automatically transitio both GPS inputs fail, the AHRS contin GPS mode as long as the air data and and valid. Magnetometer Failure If the magnetometer input fails, the AH sionary-no magnetometer modes and information. However, the heading out indicated by a red "X"). ADS (Air Data System) Input Failure A failure of the air data input has no ef operating in normal/primary mode. A f AHRS is operating in reversionary-no and heading information on the PFD (

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Developed for Train

Instruments / Warning System Failure Indication

In Failure Indication

ATTITUDE DIRECTOR INDICATOR (ADI)

NAV1

PUSH VOL ID

NAV2

117.95 117.95

108.00 108.00

VPT

KIXD HDG

DIS

136

DTK

NM

1500

053

FPH VS

TRK

355

136.975 136.975

ALT

118.000 118.000

COM1

PUSH VOL SO

COM2 EMERG

NAV 1600

200 PUSH

1-2

4

1500

ATTITUDE FAIL

180

HDG

HDG 356

TAS 170 KT

N

2

1100

4

CRS 049

16

W

24

S

21 OBS

14

TAS 1 PUSH

PAN

D

15

PFD

18

17

PUSH STD

12

SENSOR

1-2

RANGE

PFL

CLR

INSET

20 PUSH

2992 IN

3

NAV1

117.95 117.95

108.00 108.00

E

MAGNETIC HEADING DATA FIELD

1200

6

3O

33

NAV2

NAV

BARO

40 20

160

NAV1

PUSH VOL ID

1-2

1400

13

ATTITUDE DIRECTOR INDICATOR (ADI)

PUSH

2

170

140

COM

CDI

ADF/DME

XPDR

IDENT

TMR/REF

NRST

MSG

DFLT MAP

MENU

PROC

ENT

FMS

MAGNETIC HEADING DATA FIELD

INSET

SE

PUSH CRSR

SDS2432_342100P065R

AHRS Source Selection

AHRS Source Selection

The primary source for PFD 1 is AHRS 1 and for PFD 2 is AHRS 2. Source selection (reversion) is available through the softkeys located at the bottom of the PFDs, on the PFD menu.

The primary source for PFD 1 is AH selection (reversion) is available thro the PFDs, on the PFD menu.

Once the SENSOR option is selected from the PFD menu, the options AHRS1, AHRS2, and ATT STBY show on the same PFD menu.

Once the SENSOR option is sele AHRS1, AHRS2, and ATT STBY sho

When AHRS 2 option is selected in PFD 1, AHRS 2 becomes the active source in PFD 1.When AHRS 1 option is selected in PFD 2, AHRS 1 becomes the active source in PFD 2.

When AHRS 2 option is selected i source in PFD 1.When AHRS 1 o becomes the active source in PFD 2

Whenever the reversion to the ATT STBY is made, the attitude data from the IESI unit are presented on the PFD. The IESI indications remain available on the IESI display.

Whenever the reversion to the ATT S IESI unit are presented on the PFD. the IESI display.

I NS E T

S E NS OR

PF D

OB S

C DI

ADF / DME

X P DR

I DE NT

T MR / R E F

NR S T

MS G

DFLT MAP

I NS E T

FMS

S E NS OR

PF D

OB S

C DI

AD

PUSH CRSR


S OF T K E Y S (R E F .)


S OF T K E

AHRS Indications

AHRS Indications

The AHRS continuously calculates and applies attitude and heading measurement updates to correct the gyro-integrated attitude and heading during all flight maneuvers.

The AHRS continuously calculates surement updates to correct the gyr all flight maneuvers.

Attitude and heading information transmitted by the AHRSs are shown to the flight crew on the PFDs. The MFD also shows this information, when it is in

Attitude and heading information tran flight crew on the PFDs. The MFD a

Phenom 100

Phenom 100


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Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

the reversionary mode. AHRS 1 also provides the magnetic heading to be shown on the IESI unit.

the reversionary mode. AHRS 1 also pr shown on the IESI unit.

Earth’s Magnetic Field

Earth’s Magnetic Field

Because the magnetic field is unsuitable near the Earth’s poles, operation of the AHRS is not authorized North of 70 degrees North latitude nor South of 70 degrees South latitude. In addition, operation is not authorized in the two regions that follow:

Because the magnetic field is unsuitable the AHRS is not authorized North of 70 70 degrees South latitude. In addition, op regions that follow:



North of 65 degrees North latitude between longitudes 75 degrees West and 120 degrees West (Northern Canada).  South of 55 degrees South latitude between longitudes 120 degrees East and 165 degrees East (South of Australia). Operation outside the stated authorized geographic region can lead to degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical acceleration, along-heading acceleration, and cross-heading acceleration information.



Clock System

Clock System

The clock function is used during preflight and in-flight activities to provide the flight crew with the UTC (Universal Time Coordinated) and local date and time.

The clock function is used during preflight flight crew with the UTC (Universal Tim time.

Clock System - PFD (System Time)

Clock System - PFD (System Time)

North of 65 degrees North latitude betw and 120 degrees West (Northern Cana  South of 55 degrees South latitude be and 165 degrees East (South of Austr Operation outside the stated authorize degraded accuracy of the magnetic head acceleration, along-heading acceleratio information.

System Time

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Developed for Train


In

Each GIA has an internal clock that it is used to calculate time information in the case of a GPS (Global Positioning System) failure. When the GPS is available, the GIA sends the GPS time information to the PFD. When the GPS is failed or not available, the GIA internal clock data is sent to the PFD.

Each GIA has an internal clock that the case of a GPS (Global Position available, the GIA sends the GPS GPS is failed or not available, the GI

The MFD displays current date and time and allows the pilot to set the time format (local 12 hours, local 24 hours, or UTC) and offset through the DATE/ TIME box on the system setup page. The time offset is used to define the current local time.

The MFD displays current date and format (local 12 hours, local 24 hour TIME box on the system setup pag current local time.

Operation

Operation

Normal Operation In normal operation, the clock function sends its on-side GPS to the corresponding PFD. Every 6 minutes, each clock function checks the difference between the GIA internal clock time information and the GPS time information. If the difference is 10 seconds or more, the clock function updates the GIA internal clock with the GPS time. If the difference is still less than 10 seconds, no GIA internal clock update is performed.

Normal Operation In normal operation, the clock funct sponding PFD. Every 6 minutes, ea between the GIA internal clock time tion. If the difference is 10 seconds GIA internal clock with the GPS time onds, no GIA internal clock update is

Abnormal Operation In the event of a one-side GPS failure, the corresponding GIA uses only its internal clock to calculate and send time information to the PFD. If both GPSs fail, each GIA uses its internal clock to provide time information.

Abnormal Operation In the event of a one-side GPS failu internal clock to calculate and send t fail, each GIA uses its internal clock

In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs fail, the clock functions are lost. In this case, for the purpose of logging time and date [in the Central Maintenance Computer (CMC), for example], the latest time and date will be logged. If the system has never received time and date from the GIA since aircraft power-up, the logged time and date will be a default value.

In the event of the GIA 1 failure, PF event of the GIA 2 failure, PFD 2 us fail, the clock functions are lost. In th and date [in the Central Maintenance est time and date will be logged. If t date from the GIA since aircraft pow default value.

System Setup It is possible to set the time format (local 12 hours, local 24 hours, or UTC) and offset. The time offset is used to define current local time. When using a local time format, designate the offset by adding or subtracting the desired number of hours.

System Setup It is possible to set the time format and offset. The time offset is used to local time format, designate the offs number of hours.

The management of these parameters occurs via DATE/TIME box on the system setup page, in the MFD [Auxiliary (AUX) page group].

The management of these parame system setup page, in the MFD [Aux

To set the system time format:

To set the system time format:

1. On the MFD, select the AUX page group, using the outer knob of the dual FMS knob.

1. On the MFD, select the AUX p FMS knob.

2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS knob.

2. Select the SYSTEM SETUP p knob.

3. Push the inner knob of the dual FMS knob to activate the cursor.

3. Push the inner knob of the dua


22-71 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

4. Turn the outer knob of the dual FMS knob until the TIME FORMAT field is highlighted.

4. Turn the outer knob of the dual FMS highlighted.

5. Select the desired time format, using the inner knob of the dual FMS knob.

5. Select the desired time format, us knob.

6. Push the ENT key to confirm the selection.

6. Push the ENT key to confirm the se

To set the current time offset:

To set the current time offset:

1. On the MFD, select the AUX page group, using the outer knob of the dual FMS knob.

1. On the MFD, select the AUX page g FMS knob.

2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS knob.

2. Select the SYSTEM SETUP page, knob.

3. Push the inner knob of the dual FMS knob to activate the cursor.

3. Push the inner knob of the dual FM

4. Turn the outer knob of the dual FMS knob until the TIME OFFSET field is highlighted.

4. Turn the outer knob of the dual FM highlighted.

5. Use the inner knob of the dual FMS knob to enter the time offset.

5. Use the inner knob of the dual FMS

6. Push the ENT key to confirm the selection.

6. Push the ENT key to confirm the se

Clock System - MFD (System Setup Page)

Clock System - MFD (System Setu

Pilot Profile Setup

Pilo S

Airspace Alerts Box MFD Data Bar Fields Box

Date/Time Box

GPS CDI Box COM Configuration Box Nearest Airports Box CDI and Altimeter Baro Sync Select Waypoint Arrival Alert Flight Director Command Bar Format

Display Units Box Audio Alert Voice Selection Select Baro Transition Alert

22-72 April 2009


Date/Time Box

Display Units Box Audio Alert Voice Selection Select Baro Transition Alert

22-72 April 2009

Developed for Train


In

Chronometer System

Chronometer System

The chronometer / timer system provides the flight crew with a precise means of counting up (chronometer) or counting down (timer) hours, minutes, and seconds.

The chronometer / timer system prov of counting up (chronometer) or cou seconds.

The chronometer/timer system displays hours, minutes, and seconds in the HH:MM:SS format. The chronometer/timer is displayed on the timer / references window located on the lower right corner of the PFDs. Pressing the TMR/REF softkey displays this window. The FDU calculates and displays hours, minutes, and seconds in the format HH:MM:SS in the timer/reference window, on the lower right corner of the PFDs.

The chronometer/timer system displ HH:MM:SS format. The chronomete ences window located on the lower TMR/REF softkey displays this win hours, minutes, and seconds in the window, on the lower right corner of t

Operation

Operation

Chronometer/Timer Mode Selection The flight crew has two ways to control the chronometer/timer system: via PFD bezel controls or via the CHRONO pushbutton on each control yoke.

Chronometer/Timer Mode Selectio The flight crew has two ways to co PFD bezel controls or via the CHRO

PFD Controls The timer/references window is displayed or hidden on the PFD when the TMR/REF softkey is pressed. The dual FMS knob is used to set the desired time interval and the time counting direction (UP - up / DN - down). The ENT key is used to start, stop, and reset the chronometer/timer.

PFD Controls The timer/references window is disp TMR/REF softkey is pressed. The d time interval and the time counting d key is used to start, stop, and reset t

Chrono Pushbutton The CHRONO pushbutton has three modes of operation (START, STOP, and RESET). If the chronometer is not displayed, the first actuation of the CHRONO pushbutton selects the chronometer to display and starts the counting from zero. Additional actuations of the CHRONO pushbutton cause the chronometer to scroll through chronometer modes as follows:

Chrono Pushbutton The CHRONO pushbutton has three RESET). If the chronometer is no CHRONO pushbutton selects the counting from zero. Additional actua the chronometer to scroll through chr

Start (count up) Stop Reset Start (count up) ...

Start (count up) Stop Re

If the CHRONO counter is already selected for DN (timer), pressing the CHRONO pushbutton on yoke overrides the timer and starts the chronometer as explained above.

If the CHRONO counter is already CHRONO pushbutton on yoke overri as explained above.

Phenom 100

Phenom 100


22-73 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Alert Messages When timer (DN) reaches zero, it reverts to chronometer (UP) and remains counting. However, a “TIMER EXPIRD - Timer has expired.” AFD (Auxiliary Flight Display) message shows on the PFD and an aural alert sounds to advise the flight crew that the programmed time interval has expired. If the timer is reset before reaching zero, the digits are reset to the initial programmed value.

Alert Messages When timer (DN) reaches zero, it reverts counting. However, a “TIMER EXPIRD Flight Display) message shows on the advise the flight crew that the programm timer is reset before reaching zero, the grammed value.

Chronometer System

Chronometer System

Chrono/ Time

Central Warning Systems

Central Warning Systems

The central warning systems supply system alerts to the pilots when unsatisfactory aircraft conditions occur. System alerts include CAS messages, visual indications, and aural warning messages.

The central warning systems supply syst factory aircraft conditions occur. System a indications, and aural warning messages

Crew Alerting and Warning System (CAS)

Crew Alerting and Warning System

The CAS provides visual alerts to the flight crew. CAS messages are shown on PFD 1 and PFD 2 and also on the MFD when in reversionary mode.

The CAS provides visual alerts to the flig on PFD 1 and PFD 2 and also on the MF

Master Warning/Master Caution Indication The master warning/master caution indication function uses red and yellow lights to alert the flight crew of emergency and abnormal conditions.The PFD (Primary Flight Display) 1 and the PFD 2 (and the MFD (Multi-Function Display), when in reversionary mode) monitor the status of various aircraft and avionics systems on a continuous basis and supplies warning and caution alerts when these conditions occur.

Master Warning/Master Caution Indica The master warning/master caution indic lights to alert the flight crew of emergenc (Primary Flight Display) 1 and the PFD 2 play), when in reversionary mode) monit avionics systems on a continuous basis alerts when these conditions occur.

The CAS messages are grouped by criticality (warning, caution, advisory) and sorted by order of appearance (most recent messages on top). The color of the message is based on its urgency and on required action, and the MSG softkey label changes to display the appropriate annunciation when a CAS message is generated.

The CAS messages are grouped by cri and sorted by order of appearance (most of the message is based on its urgency a softkey label changes to display the app message is generated.

22-74 April 2009

22-74 April 2009


Developed for Train

Instruments / Warning System WARNING (Red) 

WARNING (Red)

Immediate crew awareness and action required; flashing WARNING softkey annunciation, triple chime.

CAUTION (Yellow) 

In



Immediate crew awareness an softkey annunciation, triple ch

CAUTION (Yellow)

Immediate crew awareness and possible future corrective action required; flashing CAUTION softkey annunciation, single chime.



Immediate crew awareness an required; flashing CAUTION s

The master warning/master caution indication function is implemented by the PFD 1 and the PFD 2. The master warning/master caution softkey is accomplished by the FDU softkey #12 and is available to both pilots via the PFDs (or via the MFD, in case it is in reversionary mode). There is no LRU dedicated to this function.

The master warning/master caution i PFD 1 and the PFD 2. The master w plished by the FDU softkey #12 and (or via the MFD, in case it is in reve cated to this function.

Operation

Operation

When new warning, caution and advisory alert messages are enabled, their status is set to unacknowledged (flashing in inverse video). After the acknowledgment, the new message remains in steady normal video, at the top of its category on the CAS window, until a new message belonging to that group appears. When activated, the red master warning light flashes continuously (0.5 second ON and 0.5 second OFF). The yellow master caution light, when activated, flashes continuously (0.5 second ON and 0.5 second OFF). The light goes off when the condition ceases or when the pilot (or the copilot) pushes the master warning/master caution softkey.

When new warning, caution and adv status is set to unacknowledged (flas edgment, the new message remains category on the CAS window, until a appears. When activated, the red m (0.5 second ON and 0.5 second OFF activated, flashes continuously (0.5 light goes off when the condition ce pushes the master warning/master c

Master Caution Softy Key

Master Caution Softy Key

CAS Window

CAS Scrolling Softkey (Disabled Until More Than 14 Messages are Displayed)

Softkey Annunciation (Press to Acknowledge CAS Message)


CAS Scrolling Softkey (Disabled Until More Than 14 Messages are Displayed)

22-75 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The CAS provides visual alerts to the flight crew. The CAS alert messages are shown on the PFD 1 and PFD 2 (and also on the MFD, when in reversionary mode).

The CAS provides visual alerts to the fligh shown on the PFD 1 and PFD 2 (and als mode).

The CAS continuously monitors the condition of the various aircraft systems and avionics, and shows alert messages to the flight crew on the PFD 1 and PFD 2 (and also MFD, when in reversionary mode). The alert messages are shown according to their importance and are color coded.

The CAS continuously monitors the cond and avionics, and shows alert messages PFD 2 (and also MFD, when in reversion shown according to their importance and

The CAS has the following basic functions:

The CAS has the following basic function

    

Alerting the flight crew and directing it to the alert condition. Showing the flight crew the location and type of the alert condition. Supplying the flight crew with the procedures to control the system. Allowing flight crew to know aircraft status quickly, and showing new alerts. Supplying the flight crew with the results of the actions taken.

    

Alerting the flight crew and directing it Showing the flight crew the location an Supplying the flight crew with the proc Allowing flight crew to know aircraft sta Supplying the flight crew with the resu

CAS Message Types

CAS Message Types

The CAS shows four types of messages as follows:

The CAS shows four types of messages

WARNING (Red)

WARNING (Red)



An emergency condition that demands immediate action by the flight crew

CAUTION (Yellow) 

Aircraft systems that need to be monitored by the flight crew and may require subsequent or future flight crew action.

Aircraft operation or condition of an flight crew must take immediate a



Aircraft systems that need to be mo require subsequent or future flight

STATUS (White)

Cockpit indication on an aircraft system condition, but are not part of the warning system. These messages are displayed in the AFD window.

22-76 April 2009



ADVISORY (White)

STATUS (White) 

An emergency condition that dema crew

CAUTION (Yellow)

Aircraft operation or condition of an aircraft system is not correct. The flight crew must take immediate action.

ADVISORY (White) 






Cockpit indication on an aircraft sys warning system. These messages

22-76 April 2009

Developed for Train

Instruments / Warning System CAS Message Types

CAS Message Types B

PUSH VOL ID

NAV1 NAV2

108.00 108.00

117.95 117.95

In

KIXD GPS ROL

KCEA AP YD VS

DIS

100

FPM

°

114 NM BRG 234 ALTS VPTH

136.975 136.975

118.000 118.000

CAS WINDOW

PUSH VOL ID

PUSH VOL SQ

COM1

NAV1

COM2

NAV2

108.00 108.00

117.95 117.95

KIXD GPS ROL

KCEA AP YD VS

100

EMERG

15200

210

151 10

307 HDG

035

CRS

M .411

30

10

20 00 2

14900

4

SIMULATOR - Sim mode is active. Do not use for navigation. XPDR1 CONFIG - XPDR1 con-g error. Con-g service req’d.

S

21

TERM

E

12

15

XPDR1

SENSOR

PFD

OBS

CDI

DME

XPDR

IDENT

1253 ALT

TMR/REF

R

LCL

NRST

307 HDG

035

M .411

30

AFD WINDOW PUSH

17:12:20

D

MENU

FPL

PROC

CLR

ENT

DFLT MAP

MSG

FMS

33

W

PAN

XTALK ERROR - A ight display crosstalk error has occurred.

+15 C

INSET

10 190

RANGE

+

6

0 C SAT

CAS

200

PUSH STD

MESSAGES

3

TAT

220

210

30.04 IN

N

GPS

24

15000

300

33

W

20

230 1 2

BARO

CAS LG LEVER DISAG GIA 2 FAIL CONFIG MDL FAIL HYD LO PRES FLAP FAIL BRK FAIL AURAL WRN FAIL OXY LO PRES D-I WINGSTB FAIL RAM AIR FAIL GEA 3 FAIL GEA 2 FAIL GEA 1 FAIL GSD FAIL

200

190

PUSH

2

15200

10

PUSH

1 2

15300

GPS

24

10

TERM

21

20

10 220

STATUS MESSAGES

S

20

4

15

230 1 2

NAV

2000

15400

PUSH

COM

C

TAT

0 C SAT

CAS

12

NAV

+15 C

INSET

SENSOR

PFD

OBS

CDI

PUSH CRSR

CAS SOFTKEY (SCROLLING)


CAS SOFTKEY (SCROLLING)

WARNING MESSAGES

CAUTION MESSAGES

WARNING MESSAGES (RED)

WARNING ADVISORY MESSAGES

CAUTION MESSAGES (YELLOW)

ADVISORY MESSAGES (WHITE)

CAUTION

ADVISORY

STATUS MESSAGES (WHITE)

MSG

CAS MESSAGE ANNOUNCEMENT

C

CAS WINDOW

sds2432315300p153r

B


WARNING MESSAGES

CAUTION MESSAGES

W M (R

ADVISORY MESSAGES

CAS WINDOW

B

Operation

Operation

CAS Message Window The CAS message window can show up to 14 lines of text, with a maximum of 16 characters per line. The warning messages show on the top of the message window, followed by caution messages, and advisory messages. The message lines that are not used are shown as blank spaces.

CAS Message Window The CAS message window can show of 16 characters per line. The warnin sage window, followed by caution m message lines that are not used are

The alert messages show from top to bottom in chronological order for each category. A new message shows as the first message of the group (warning, caution, advisory). When new warning, caution, and advisory messages are received, their status is unacknowledged (flashing in inverse video). After the acknowledgment, the new message remains in steady normal video.The warning and caution messages continue to change from inverse video to regular video until manual flight crew acknowledgment via master warning / mas-

The alert messages show from top t category. A new message shows as caution, advisory). When new warni received, their status is unacknowled acknowledgment, the new messag warning and caution messages conti ular video until manual flight crew ack

Phenom 100

Phenom 100


22-77 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

ter caution softkey. Advisory messages automatically change from inverse video to regular video after five seconds.

ter caution softkey. Advisory messages video to regular video after five seconds.

The CAS messages cannot be canceled, but remain active as long as the activation condition exists.

The CAS messages cannot be canceled activation condition exists.

Golden CAS Messages Some CAS messages are called golden CAS messages. They indicate the root causes of other failures and their procedures must be accomplished first by the flight crew. They are identified as a steady inverse video after acknowledgement.

Golden CAS Messages Some CAS messages are called golden root causes of other failures and their pro by the flight crew. They are identified as a edgement.

CAS Display

CAS Display

CAS MESSAGE WINDOW

“GOLDEN” CAS MESSAGE EXAMPLE

CAS Message Scrolling Except for the warning messages, all acknowledged messages may be scrolled out of view. Scrolling up causes the displayed caution/advisory message to move up in relation to their current position, thus removing the most recent message in the caution/advisory message queue. If messages are scrolled out of view and a new message is activated, that respective group may be automatically brought into view to show the new message.

CAS Message Scrolling Except for the warning messages, all scrolled out of view. Scrolling up causes sage to move up in relation to their curre recent message in the caution/advisory scrolled out of view and a new message may be automatically brought into view to

For example, if all caution messages are scrolled out of view, so that only warning and advisory messages are displayed, and a new caution message is activated, the CAS window will display the new caution message followed by the other acknowledged messages (caution and advisory).

For example, if all caution messages ar warning and advisory messages are disp is activated, the CAS window will display by the other acknowledged messages (ca

Scrolling of the warning, caution and advisory messages is accomplished through the PFD 1 and the PFD 2 by using the softkeys CAS then CAS  or

Scrolling of the warning, caution and a through the PFD 1 and the PFD 2 by usin

CAS . Scrolling status messages is accomplished by using the inner knob of the dual FMS knob.

CAS . Scrolling status messages is acc of the dual FMS knob.

22-78 April 2009

22-78 April 2009


Developed for Train


In

CAS Message Flight Phase Inhibition The main goal of a flight phase inhibition for CAS messages is to avoid distracting the flight crew's attention for a condition that is not relevant for that flight phase, mainly during critical flight phases, such as takeoff and landing. Then, if a CAS message is defined to be inhibited during a certain flight phase, the message will not appear when this flight phase is active. However, if the message is already displayed prior to that certain flight phase (where it should normally be inhibited) and its logic is no longer satisfied during that flight phase, the message will not be removed from the CAS message window.

CAS Message Flight Phase Inhibit The main goal of a flight phase inhib tracting the flight crew's attention fo flight phase, mainly during critical flig Then, if a CAS message is define phase, the message will not appear w if the message is already displayed p should normally be inhibited) and its flight phase, the message will not b dow.

Flight Phases for CAS Message Inhibition

Flight Phases for CAS Messag

AFTER

BEFORE

DESCRIPTION

AFTER

BEFO

Electrical Power ON

1st Engine Started

Aircraft Parked

Electrical Power ON

1st Engine Started

TLA (Thrust Lever Angle) > TO (Takeoff) Power

Aircraft Taxiing

1st Engine Started

TLA > TO Power

60 kts (Knots)

Takeoff Roll

TLA > TO Power

60 kts (K

60 kts

400 ft (takeoff)

Takeoff

60 kts

400 ft (ta

400 ft (takeoff)

400 ft (landing)

Climb, Cruise, Approach

400 ft (takeoff)

400 ft (la

400 ft (landing)

30 s (Seconds) after touchdown or IAS < 30 kts

Landing

400 ft (landing)

30 s (Seco touchdown o kts

1st Engine

TLA (Thru Angle) > TO Pow



The aural warning alerts are used to warn the flight crew of a possible dangerous aircraft condition, without having them look at a visual display or indicator. In this situation, the aural warning function immediately supplies the pilots with aural alerts over the cockpit loudspeakers, so they are able to initiate the appropriate procedure. The aural alerts can be tones or voice messages.

The aural warning alerts are used to ous aircraft condition, without having In this situation, the aural warning fun aural alerts over the cockpit loudspea priate procedure. The aural alerts can

The aural warning function plays recorded voice and tone messages and provides clear, uninterrupted and easily distinguishable aural alerts. The aural warning function allows some alerts to play repeatedly, until the condition ceases or crew takes the appropriate action for canceling the alert, if applicable.

The aural warning function plays reco vides clear, uninterrupted and easily warning function allows some alerts ceases or crew takes the appropriate a

The aural warning function determines the prioritization, sequencing, and inhibiting of individual alerts, based on each aural alert priority level. The aural warning function sequences the active aural alerts, starting with alerts that have the highest priority.

The aural warning function determ inhibiting of individual alerts, based aural warning function sequences th that have the highest priority.

Each aural alert is aurally distinct from all other warnings. The voices are clear and use full words – i.e., they do not use abbreviations used in any related visual message. There is a silent interval between consecutive aural

Each aural alert is aurally distinct f clear and use full words – i.e., they related visual message. There is a s

Phenom 100

Phenom 100


22-79 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

warning alerts. When only one aural warning alert is active, a silent interval follows the repeated single warning to make sure the repeated audio warning alert does not distract the pilots.

warning alerts. When only one aural war follows the repeated single warning to ma alert does not distract the pilots.

The aural warning alerts are heard in a monotone female or male voice. The default voice messages set is female, however, on the ground, it is possible to select between female or male message sets.

The aural warning alerts are heard in a m default voice messages set is female, ho to select between female or male messag

The aural warning alerts are listed in the following table:

The aural warning alerts are listed in the

Meaning

Tone/ Voice Message

Priority

Criticality

Type

Cancellable

STALL

Aircraft in stall condition

“Stall, Stall”

5

Warning

Continuous

No

DESCENT RATE WRN

Excessive descent rate towards terrain

“Pull up””

10

Warning

Continuous

OBSTACLE CLEARANCE WRN

Reduced required obstacle clearance

“Obstacle, Obstacle. Pull up, Pull up”

10

Warning

OBSTACLE IMPACT WRN

Imminent obstacle impact

“Obstacle, Obstacle. Pull up, Pull up

10

Warning

TERRAIN CLEARANCE WRN

Reduced required terrain clearance

“Terrain, Terrain; Pull up, Pull up”

10

Warning

TERRAIN IMPACT WRN

Imminent terrain impact


10

Warning

AUTOPILOT ABNORMAL DISENGAGE

Autopilot disengaged due to failure

"Autopilot"

20

AUTOPILOT NORMAL DISENGAGE

Autopilot intentionally disengaged

"Autopilot"

Cabin Altitude Above 10000 ft Engine Fire Detected

Aural Name

CABIN ALTITUDE ENGINE FIRE

22-80 April 2009

Meaning

Tone/ Voice Message

STALL

Aircraft in stall condition

“Stall, Stall”

5

No

DESCENT RATE WRN

Excessive descent rate towards terrain

“Pull up””

10

Continuous

No

OBSTACLE CLEARANCE WRN

Reduced required obstacle clearance

“Obstacle, Obstacle. Pull up, Pull up”

10

Continuous

No

OBSTACLE IMPACT WRN


“Obstacle, Obstacle. Pull up, Pull up

10

Continuous

No

TERRAIN CLEARANCE WRN



10

Continuous

No

TERRAIN IMPACT WRN



10

Warning

Continuous

Yes (AP/TRIM DISC Pushbutton)

AUTOPILOT ABNORMAL DISENGAGE

Autopilot disengaged due to failure

"Autopilot"

20

20

Warning

Single Alarm

-

AUTOPILOT NORMAL DISENGAGE

Autopilot intentionally disengaged

"Autopilot"

20

"Cabin"

20

Warning

Yes Continuous (Master Warning Softkey)

CABIN ALTITUDE

Cabin Altitude Above 10000 ft

"Cabin"

20

“Fire, Fire”

20

Warning

Yes Continuous (Master Warning Softkey)

ENGINE FIRE

Engine Fire Detected

“Fire, Fire”

20


Aural Name

22-80 April 2009

Priori

Developed for Train


Meaning

Tone/ Voice Message

Priority

Criticality

Type

Cancellable

LANDING GEAR

Gear up in landing condition

"Landing Gear"

20

Warning

Continuous

Yes (WRN INHIB on the LDG control panel)

MASTER WARNING

New Warning CAS Message(s)

Triple Chime

20

Warning

NO TAKEOFF: BRAKE

No Takeoff Configuration due to brake status

"No Takeoff: Brake"

20

Warning

NO TAKEOFF: FLAP

No Takeoff Configuration due to flap status

"No Takeoff: Flap"

20

Warning

NO TAKEOFF: TRIM

No Takeoff Configuration due to trim status

"No Takeoff: Trim"

20

Overspeed condition

"High Speed"

ALTITUDE CALLOUT 500

500 ft above nearest landing field elevation

"Five Hundred"

DESCENT RATE CTN

Excessive descent rate "Sink Rate" towards terrain

Aural Name

OVERSPEED

In

Meaning

Tone/ Voice Message

LANDING GEAR

Gear up in landing condition

"Landing Gear"

Continuous

Yes (Master Warning Softkey)

MASTER WARNING

New Warning CAS Message(s)

Triple Chime

Continuous

No

NO TAKEOFF: BRAKE

No Takeoff Configuration due to brake status

"No Takeoff: Brake"

Continuous

No

NO TAKEOFF: FLAP

No Takeoff Configuration due to flap status

"No Takeoff: Flap"

Warning

Continuous

No

NO TAKEOFF: TRIM

No Takeoff Configuration due to trim status

"No Takeoff: Trim"

20

Warning

Continuous

No

OVERSPEED

Overspeed condition

"High Speed"

30

Caution

Single Alarm

-

ALTITUDE CALLOUT 500

500 ft above nearest landing field elevation

"Five Hundred"

30

Caution

Continuous

No

DESCENT RATE CTN

Excessive descent rate "Sink Rate" towards terrain

Aural Name

NEG CLIMB RATE CTN

Altitude loss after takeoff

"Don't sink"

30

Caution

Continuous

No

NEG CLIMB RATE CTN

Altitude loss after takeoff

"Don't sink"

OBSTACLE CLEARANCE CTN

Reduced obstacle clearance

"Caution, obstacle. Caution, obstacle"

30

Caution

Continuous

No

OBSTACLE CLEARANCE CTN

Reduced obstacle clearance


OBSTACLE IMPACT CTN



30

Caution

Continuous

No

OBSTACLE IMPACT CTN



PREMATURE DESCENT ALERT


"Too low, terrain"

30

Caution

Continuous

No

PREMATURE DESCENT ALERT


"Too low, terrain"


22-81 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Meaning

Tone/ Voice Message

Priority

Criticality

Type

Cancellable

TERRAIN CLEARANCE CTN


"Caution, terrain. Caution, terrain"

30

Caution

Continuous

No

TERRAIN IMPACT CTN



30

Caution

Continuous

MASTER CAUTION

New Caution CAS Message(s)

Single Chime

40

Caution

TRAFFIC (TAS)

Traffic

"Traffic"

40

TRAFFIC (TIS)

Traffic

"Traffic"

ALTITUDE CAPTURE

1000ft to target altitude

ALTITUDE DEPARTURE

200ft deviation of target altitude

MINIMUMS

Pilot selectable "MiniMDA or mums, Decision minimums" Height

Aural Name

S E R V I C E S

Meaning

Tone/ Voice Message

TERRAIN CLEARANCE CTN



30

No

TERRAIN IMPACT CTN



30

Continuous

Yes (Master Caution Softkey)

MASTER CAUTION

New Caution CAS Message(s)

Single Chime

40

Caution

Continuous

No

TRAFFIC (TAS)

Traffic

"Traffic"

40

40

Caution

Continuous

No

TRAFFIC (TIS)

Traffic

"Traffic"

40

C-chord

50

Advisory

Single Alarm

-

ALTITUDE CAPTURE

1000ft to target altitude

C-chord

50

dual Cchord+ "Altitude"

50

Advisory

Single Alarm

-

ALTITUDE DEPARTURE

200ft deviation of target altitude

dual Cchord+ "Altitude"

50

50

Advisory

Single Alarm

-

MINIMUMS

Pilot selectable "MiniMDA or mums, Decision minimums" Height

50

Advisory

Continuos (stops after 6s)

No

TRIM SWITCH MALFUNTION

Pitch trim switch failure

"Trim, trim, trim"

50

-

VERTICAL TRACK ALERT

After next waypoint, aircraft will change altitude

"Vertical Track"

50

Aural Name

Priori

50

TRIM SWITCH MALFUNTION

Pitch trim switch failure

"Trim, trim, trim"

VERTICAL TRACK ALERT

After next waypoint, aircraft will change altitude

"Vertical Track"

50

Advisory

Single Alarm

SELECTIVE CALLING

Incoming communication from HF radio

"Selcal"

50

Status

Single Alarm

-

SELECTIVE CALLING

Incoming communication from HF radio

"Selcal"

50

TIMER EXPIRED

Chronometer timer expired

"Timer Expired"

50

Status

Single Alarm

-

TIMER EXPIRED

Chronometer timer expired

"Timer Expired"

50

AURAL WARNING OK

Aural Warning power up BIT ended successfully

"Aural Warning OK"

60

Status

Single Alarm

-

AURAL WARNING OK

Aural Warning power up BIT ended successfully

"Aural Warning OK"

60

22-82 April 2009


22-82 April 2009

Developed for Train


Meaning

Tone/ Voice Message

AURAL WARNING ONE CHANNEL

Aural Warning power up BIT detected one channel failed

"Aural Warning One Channel"

FLIGHT DIRECTOR

Loss of vertical and lateral mode of the flight director

Flight Director

TAKEOFF CONFIG OK

Takeoff configuration test ended successfully

"Takeoff OK"

Aural Name

Criticality

Type

60

Status

Single Alarm

60

Status

Single Alarm

Status

Single Alarm

Priority

60

In

Meaning

Tone/ Voice Message

-

AURAL WARNING ONE CHANNEL

Aural Warning power up BIT detected one channel failed

"Aural Warning One Channel"

-

FLIGHT DIRECTOR

Loss of vertical and lateral mode of the flight director

Flight Director

-

TAKEOFF CONFIG OK

Takeoff configuration test ended successfully

"Takeoff OK"

Cancellable

Aural Name

Aural Warning Test The aural warning function performs a Power-up Built-In Test (PBIT) for all components necessary for audio functioning (except the cockpit loudspeakers).

Aural Warning Test The aural warning function performs components necessary for aud loudspeakers).

If PBIT results are OK, a status aural alert “AURAL WARNING OK” is played.

If PBIT results are OK, a status aura

If PBIT detects failure in one of the aural warning channels, an advisory aural alert “AURAL WARNING ONE CHANNEL” is played and an advisory CAS message “AURAL WARN FAULT” is displayed. In case of failure in both channels, an advisory CAS message “AURAL WARN FAIL” is displayed.

If PBIT detects failure in one of the a alert “AURAL WARNING ONE CHA message “AURAL WARN FAULT” channels, an advisory CAS message

Aural Alerts Inhibition In some flight phases, especially those that require a high workload from the flight crew, specific aural alerts are inhibited. As the flight phase changes, the inhibited aural alerts are played, if their generation conditions are still present.

Aural Alerts Inhibition In some flight phases, especially tho flight crew, specific aural alerts are in inhibited aural alerts are played, if the

Phenom 100

Phenom 100


22-83 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

T/O Config Switch Assembly

T/O Config Switch Assembly

The T/O CONFIG switch is located on the control stand assembly on the control pedestal.The takeoff configuration monitor is a function used to verify the aircraft is configured for takeoff. The flight crew can manually activate the takeoff configuration monitor by pressing and holding the T/O CONFIG switch. The takeoff configuration monitor is also activated when at least one TLA (Thrust Lever Angle) is in TOGA (Take off / Go Around) position.

The T/O CONFIG switch is located on the trol pedestal.The takeoff configuration mo aircraft is configured for takeoff. The flig takeoff configuration monitor by pressi switch. The takeoff configuration monitor TLA (Thrust Lever Angle) is in TOGA (Ta

When the check is completed, the aural message “TAKEOFF OKAY” is provided if the aircraft is in the correct takeoff configuration. If the aircraft is in an improper configuration for takeoff, the takeoff configuration monitor provides aural warning messages: “NO TAKEOFF BRAKE”, “NO TAKEOFF TRIM” and “NO TAKEOFF FLAP” to the flight crew and a CAS message “NO TAKEOFF CONFIG” is displayed.

When the check is completed, the aural vided if the aircraft is in the correct takeof improper configuration for takeoff, the ta aural warning messages: “NO TAKEOFF “NO TAKEOFF FLAP” to the flight crew a CONFIG” is displayed.

T/O Config Switch

T/O Config Switch

22-84 April 2009


22-84 April 2009

Developed for Train


In

Stall Warning and Protection System

Stall Warning and Pr

General

General

The SWPS is composed of:

The SWPS is composed of:

Dual SWPS (Stall Warning and Protection and Protection Computer)  SWPS Panel  Two Angle of Attack (AOA) Sensors  One Stick Pusher Actuator (SPA)  Pusher Cutout Switch  Quick Disconnect Switches  Pre-flight Test Switch To avoid spurious actuation, the SWPS receives signals from many systems, thus correcting its set point according to flaps, landing gear position, icing condition, and Mach number.

Dual SWPS (Stall Warning and Pr SWPS Panel  Two Angle of Attack (AOA) Senso  One Stick Pusher Actuator (SPA)  Pusher Cutout Switch  Quick Disconnect Switches  Pre-flight Test Switch To avoid spurious actuation, the SW thus correcting its set point accordi condition, and Mach number.

Each Stall Warning and Protection Computer (SWPC) channel receives information from its associated AOA sensor and sends it to the opposite channel in order to compensate side slip influence on angle of attack measurements. If a stall condition is imminent, the stall warning annunciation is preformed as follows:

Each Stall Warning and Protection C mation from its associated AOA sen in order to compensate side slip influ If a stall condition is imminent, the st follows:



Aural warning to inform crew that airplane is approaching stall condition Airspeed tape visual indication on both PFDs provides low speed awareness to crew If no corrective action is taken and airplane is on verge of entering stall, the stick pusher is actuated (connected to the elevator), which pitches the nose down. When the airplane reaches 0.5g, the stick pusher is inhibited, stopping its actuation over the control column. A quick disconnect button is provided in the control wheel to permit pilots to cutoff the system if necessary.







Phenom 100

Phenom 100




22-85 April 2009

 

Aural warning to inform crew that Airspeed tape visual indication on ness to crew If no corrective action is taken and a stick pusher is actuated (connected down. When the airplane reaches 0. its actuation over the control column. the control wheel to permit pilots to c

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Stall Warning and Protection System

22-86 April 2009


S E R V I C E S

Stall Warning and Protection Syste

22-86 April 2009

Developed for Train


In

Pusher Cutout Button

Pusher Cutout Button

The SWPS panel provides one cutout button for both channels to disconnect the system in case of failure. CAS messages indicate that the system has failed or is cutout.

The SWPS panel provides one cutou the system in case of failure. CAS failed or is cutout.

FUEL PUMP 1

XFR

PUSHER PUMP 2

FUEL PUMP 1

CUTOUT

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

ON

HYD PUMP

ELT

AUTO OFF

PAX SIGNS

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

OFF/ON

TEST/RESET

OFF/ON

E

PED-BELTS/OFF

Stick Pusher Actuator (SPA)

Stick Pusher Actuator (SPA)

SPA activation commands control wheel pitch downward with around 150 lbs, which makes it sure that it cannot be overcome by the pilot.

SPA activation commands control wh which makes it sure that it cannot be

Power to SWPC channel 1 is provided by aircraft DC (Direct Current) 1 electrical Bus (28 V DC) through an independent and dedicated circuit breaker located on the LPDU (Left Power Distribution Unit).

Power to SWPC channel 1 is provide trical Bus (28 V DC) through an ind located on the LPDU (Left Power Dis

Power to SWPC channel 2 is provided by aircraft EMERG Bus (28 V DC) through an independent and dedicated circuit breaker located on the left side of the cockpit.

Power to SWPC channel 2 is provi through an independent and dedicat of the cockpit.

Power to the SPA is provided by aircraft DC 2 electrical Bus (28 V DC) through an independent and dedicated circuit breaker located on the RPDU (Right Power Distribution Unit).

Power to the SPA is provided by through an independent and dedicat (Right Power Distribution Unit).

Low Speed Awareness Cue

Low Speed Awareness Cue

The LSA cue is provided by means of a red and yellow thermometer-type display located inside the airspeed scale.

The LSA cue is provided by means o play located inside the airspeed scal

The red band of the cue extends from the smaller airspeed displayed on the tape to the airspeed at which the Stall Warning aural message will be activated. When the airspeed decreases below the top of the LSA red band, its readout becomes red in inverse video.

The red band of the cue extends fro tape to the airspeed at which the S vated. When the airspeed decrease readout becomes red in inverse vide

The yellow band of the cue extends from the top of red band to a certain speed margin. When airspeed is within the yellow band, its readout becomes yellow.

The yellow band of the cue extend speed margin. When airspeed is with yellow.

Phenom 100

Phenom 100


22-87 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

LSA is not displayed if the lowest airspeed shown on airspeed tape is higher than the top of the LSA yellow band.

LSA is not displayed if the lowest airspee than the top of the LSA yellow band.

Aural Warning A distinctive aural warning message is performed as the primary Stall Warning indication.

Aural Warning A distinctive aural warning message is p ing indication.

“STALL, STALL…”

Warning

Stall Warning activation as AOA is reached.

“STALL, STALL…”

Warning

Stall Warning And Protection System Test Expired Monitor The SWPC monitors whether the SWPS Test has run successfully since the last power-up. If the test was not started, the “SWPS UNTESTED” message is shown on the EICAS (Engine Indication Crew Alert System). After aircraft transition from “in air” to “on ground” for a period higher than the monitor threshold, the “SWPS UNTESTED” message is shown on the EICAS. This threshold was set (average time) in order to show the message after the aircraft has taxied and parked after landing.

Stall Warning And Protection System T The SWPC monitors whether the SWPS last power-up. If the test was not started is shown on the EICAS (Engine Indicatio transition from “in air” to “on ground” fo threshold, the “SWPS UNTESTED” mes threshold was set (average time) in orde craft has taxied and parked after landing.

Stick Pusher Actuator The SPA is a rotary electromechanical actuator.

Stick Pusher Actuator The SPA is a rotary electromechanical ac

While not commanded, the actuator permits full elevator control travel by allowing its output cable to be extended or providing its retraction. There should be no restriction except for a small tension load imposed on its output cable by a spring-loaded arrangement internal to the actuator. This tension load should keep the cable properly tensioned at any point of its stroke.

While not commanded, the actuator pe allowing its output cable to be extende should be no restriction except for a sma cable by a spring-loaded arrangement in load should keep the cable properly tensi

The SPA is installed in the nose of the aircraft; below the control pedestal and between the LH and RH rudder pedals.

The SPA is installed in the nose of the air between the LH and RH rudder pedals.

Quick Disconnect Switches

Quick Disconnect Switches

The pilot and copilot quick-disconnect switches are momentary switches that disable both clutch and motor command and cut out the 28 V DC control voltage to the pusher actuator when depressed.

The pilot and copilot quick-disconnect sw disable both clutch and motor command a age to the pusher actuator when depress

In the case of an abnormal operation, the pilots should be capable of disengaging the pusher command quickly and positively to prevent unwanted downward pitching of the airplane by a quick-release (emergency) control.

In the case of an abnormal operation, th gaging the pusher command quickly a downward pitching of the airplane by a qu

When either pilot or copilot switch is pressed, the pusher disconnects but the aural warning is still available. There is not a CAS message associated when the quick-disconnect switch is used.

When either pilot or copilot switch is pres aural warning is still available. There is no the quick-disconnect switch is used.

During the preflight test, an active quick-disconnect feature will inhibit pusher operation. If the quick-disconnect feature is active during the test, the computer will remain in the untested mode when the preflight test concludes.

During the preflight test, an active quick-d operation. If the quick-disconnect feature puter will remain in the untested mode wh

Normal Operation

Normal Operation

In normal operation, the SWPS may run in two different modes:

In normal operation, the SWPS may run i

22-88 April 2009


22-88 April 2009

Developed for Train


In

Normal Condition The SWPS operates in normal condition if all the consolidated inputs are valid, no AOA sensor monitor has been triggered, and the Wing / Stab De-ice Switch off. In normal condition, the stall aural warning is activated when the angle of attack becomes higher than the stall warning activation angle and continues on until the angle of attack becomes lower than the deactivation angle.

Normal Condition The SWPS operates in normal con valid, no AOA sensor monitor has be Switch off. In normal condition, the s angle of attack becomes higher tha continues on until the angle of attac angle.

Icing Condition The SWPS is considered in icing condition if all the consolidated inputs are valid, no AOA sensor monitor has been triggered, and the Wing / Stab De-ice Switch on. When the SWPS is in the icing condition, the angle of attack, Low Speed Awareness, and Green Circle airspeeds are calculated exactly in the same way as when in Normal condition. The stall warning activation angle receives an extra compensation due to ice detection. The advisory CAS STALL ICE SPEED message is annunciated while the SWPS is operating in icing condition.

Icing Condition The SWPS is considered in icing co valid, no AOA sensor monitor has be Switch on. When the SWPS is in the Speed Awareness, and Green Circle same way as when in Normal cond receives an extra compensation du STALL ICE SPEED message is ann icing condition.

System Inhibition

System Inhibition

The stall warning does not actuate in the following conditions:

The stall warning does not actuate in

      

On the ground (except during test) Below 0.5g If the quick disconnect button is pressed 20 seconds after takeoff If cutout button is pressed (associated with CAS message) Above 186 KIAS If at least one channel is inoperative (associated with CAS message)


22-89 April 2009

      

On the ground (except during test Below 0.5g If the quick disconnect button is p 20 seconds after takeoff If cutout button is pressed (associ Above 186 KIAS If at least one channel is inoperati


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

System Test

System Test

A test button is provided to test the system on the ground. The system operates normally if not tested. A CAS message is displayed if the system has not been tested, after unsuccessful tests, or between two consecutive tests if parking brake is released. The system can not be tested in flight. This inhibition is valid while above 50 KIAS or airplane is airborne (no WOW signal).

A test button is provided to test the syste ates normally if not tested. A CAS messa been tested, after unsuccessful tests, o parking brake is released. The system ca tion is valid while above 50 KIAS or airpla

TEST

TEST

ANNUNCIATOR

ANNUNCIA

FIRE

FIRE

STALL PROT

STALL PR

Terrain Awareness And Warning System

Terrain Awareness And Wa

General

General

The TAWS uses airplane position information, airplane configuration information, and terrain database information to provide the flight crew with increased awareness of the terrain along the projected flight path.

The TAWS uses airplane position informa tion, and terrain database information to p awareness of the terrain along the projec

The TAWS uses information provided from the GPS receiver to determine a horizontal position and altitude. GPS altitude is derived from satellite measurements and is converted into an MSL (Mean Sea Level)-based altitude (GPS-MSL altitude). Then, it is used to determine the TAWS alerts.

The TAWS uses information provided fro horizontal position and altitude. GPS alt surements and is converted into an MS (GPS-MSL altitude). Then, it is used to de

The TAWS utilizes terrain/airport and obstacle databases that are referenced to MSL. Using the GPS position and GPS-MSL altitude, the TAWS portrays a 2D picture of the surrounding terrain and obstacles relative to the position and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL altitude are used to calculate and “predict” the aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, the TAWS system can provide advanced alerts of predicted dangerous terrain conditions.

The TAWS utilizes terrain/airport and obs to MSL. Using the GPS position and GPS 2D picture of the surrounding terrain an and altitude of the aircraft. Furthermore, t tude are used to calculate and “predict” t the surrounding terrain and obstacles. In provide advanced alerts of predicted dan

The database information is contained in SD (Secure Digital) cards inserted in each PFD/MFD.

The database information is contained in in each PFD/MFD.

Databases are generated based on information provided by government sources and complies with accuracy requirements.

Databases are generated based on in sources and complies with accuracy requ

22-90 April 2009

22-90 April 2009


Developed for Train


In

The TAWS is a software hosted in each flight display unit (MFD (Multi-Function Display) and PFD (Primary Flight Display)s).

The TAWS is a software hosted in e tion Display) and PFD (Primary Fligh

Flight Display Unit and SD Card

Flight Display Unit and SD Car

PUSH VOL ID

PUSH VOL ID

PUSH VOL SO EMERG

NAV

COM

PUSH

NAV

PUSH

PUSH

1-2

1-2

1-2

BARO

SD CARD

A SD CARD

PUSH STD

PUSH

PAN

D

A

PFL

CLR DFLT MAP

MENU

PROC

ENT

FMS

PUSH CRSR

LOWER SD CARD SLOT SDS2432_344100P117R

RANGE

A

Normal Operation

Normal Operation

The terrain information can be shown on the pages that follow:

The terrain information can be shown



On the dedicated page for the TAWS on the MFD, named TAWS page. Overlaid over the NAVIGATION MAP page, on the MFD.  Overlaid over the inset map, on the PFD. During MFD power-up, the terrain/obstacle database versions and coverage area are shown along with a disclaimer to the flight crew. This information comes from SD cards that contain databases. Flight crew has to push the ENT key, in order to acknowledge this information.







On the dedicated page for the TAW Overlaid over the NAVIGATION M  Overlaid over the inset map, on th During MFD power-up, the terrain/ob area are shown along with a discla comes from SD cards that contain ENT key, in order to acknowledge th

MFD Power-up Page

MFD P

At the same time, TAWS self-test begins. The TAWS gives the following aural messages upon test completion:

At the same time, TAWS self-test beg messages upon test completion:

Phenom 100

Phenom 100


22-91 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



"TAWS System Test, OK", if the system passes the test.



"TAWS System Test, OK", if the system



"TAWS System Failure", if the system fails the test.



"TAWS System Failure", if the system

Note: There is not any specific period to perform airport and terrain data-

Note: There is not any specific period t

base update. They are always operative. Although the obstacle database is always operative too, it is updated every 56 days and it can be performed by ordering an SD card or DVD (Digital Versatile Disk) with new databases.

base update. They are always o database is always operative too can be performed by ordering an Disk) with new databases.

The TAWS function shows altitudes of the terrain and obstructions relative to the aircraft's altitude and are advisory in nature only. Terrain information should be used as an aid to visual acquisition - do not use terrain information to navigate or maneuver to avoid terrain.

The TAWS function shows altitu relative to the aircraft's altitude a rain information should be used not use terrain information to nav

TAWS Page The TAWS page, on the MFD, is in the MAP group of pages. To show the TAWS page, select the MAP group then select the TAWS page. The outer knob of the dual FMS knob is used to select MAP group and the inner FMS knob is used to select the TAWS page. Terrain information, aircraft ground track, and GPS-derived MSL altitude are shown on the TAWS page.

TAWS Page The TAWS page, on the MFD, is in the TAWS page, select the MAP group then knob of the dual FMS knob is used to se knob is used to select the TAWS page. track, and GPS-derived MSL altitude are

On TAWS page, by pushing the MENU key on the bezel of the MFD, you can access the PAGE MENU. By scrolling through the options (using inner or outer FMS knob) and pushing ENT key, each option can be selected. To remove PAGE MENU, push the CLR key or the dual FMS knob.

On TAWS page, by pushing the MENU ke access the PAGE MENU. By scrolling thr outer FMS knob) and pushing ENT key, e remove PAGE MENU, push the CLR key

Yellow Terrain (Caution - Terrain Between 100’ and 1000’ Below the Aircraft Altitude)

Yellow Terrain (Caution - Terrain Between 100’ and 1000’ Below the Aircraft Altitude)

Red Terrain (Warning - Terrain Above or Within 100’ Below the Aircraft Altitude)

Black Terrain (Terrain More than 1000’ Below the Aircraft Altitude)

Map Range Rings

Black Terrain (Terrain More than 1000’ Below the Aircraft Altitude)

Terrain Legend

22-92 April 2009


22-92 April 2009

Developed for Train

Instruments / Warning System Dedicated TAWS Page

In Dedicated TAWS Page

TAWS PAGE PAGE MENU

GS

PUSH VOL ID

230

KT

DTK

236

o

TRK

236

o

ETE03:11

MAP - TAWS

GS

PUSH VOL ID

PUSH VOL SO

PAGE MENU

NAV

OPTIONS

N

EMERG

Inhibit TAWS

COM

View Arc

NAV

230

KT

DTK

236

o

TRK

236

o

ETE03:1

N

Show Aviation Data Test Taws

PUSH

PUSH

PUSH

Press the FMS CRSR knob to

1-2

1-2

1-2

return to base page 1

BARO

JOYSTICK

PUSH STD

RANGE

MENU KEY

PUSH

PAN

TERRAIN

MAP WPT AUX NRST

-100

FT

-1000

FT

D PFL

CLR DFLT MAP

MENU

PROC

ENT KEY

ENT

FMS

CLR KEY

PUSH CRSR

SOFTKEYS (REF.)

DUAL FMS KNOB

SOFTK

The options available on PAGE MENU are:  Inhibit TAWS This mode is designed to deactivate Premature Descent Alert (PDA)/Forwarrd looking Terrain Avoidance (FLTA) aural and visual alerts when they are deemed unnecessary by the flight crew. Flying VFR (Visual Flight Rules) into an area where unique terrain exists could cause the system to annunciate a nuisance alert. If this option is enabled, menu option becomes “Enable TAWS”.  Test TAWS Provides a manual test capability which verifies a properly functioning system. This test is inhibited during flight but is available on ground.  Show Aviation Data Enables the depiction of aviation data such as airports, VOR (VHF Omnidirectional Range), NDB (Non-Directional Beacon) and other navaids. If this option is enabled, menu option becomes “Hide Aviation Data”.  View Arc By selecting this option, TAWS view reverts to a 120-degree view, showing terrain ahead of and 60 degrees to either side of the aircraft flight path. If this option is enabled, menu option becomes “View 360°”. The map view can also be selected by pushing the VIEW softkey, on TAWS page, and then pushing the softkey related to desired view. To change the display range, on the TAWS page, press up or down on the joystick to select the desired range.

The options available on PAGE MEN  Inhibit TAWS This mode is designed to deactiv warrd looking Terrain Avoidance ( are deemed unnecessary by the Rules) into an area where unique annunciate a nuisance alert. If becomes “Enable TAWS”.  Test TAWS Provides a manual test capability tem. This test is inhibited during fli  Show Aviation Data Enables the depiction of aviation da tional Range), NDB (Non-Directiona is enabled, menu option becomes “  View Arc By selecting this option, TAWS vie terrain ahead of and 60 degrees t this option is enabled, menu optio The map view can also be selected page, and then pushing the softkey display range, on the TAWS page, p the desired range.

Phenom 100

Phenom 100


22-93 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Navigation Map Page

Navigation Map Page

In order to overlay TAWS information on NAVIGATION MAP page, it is necessary to push the MAP softkey and then push the TERRAIN softkey, on the MFD.

In order to overlay TAWS information on N sary to push the MAP softkey and then MFD.

To change the display range, on the NAVIGATION MAP page, press up or down on the joystick to select the desired range.

To change the display range, on the NA down on the joystick to select the desired

Popup terrain alerts can also appear on the MFD during an alert on any page except in the dedicated TAWS page. The following actions can be performed:

Popup terrain alerts can also appear on t except in the dedicated TAWS page. The





Push ENT key, to acknowledge the popup alert and quickly access the dedicated TAWS Page. Push CLR key, to acknowledge the popup alert and remain on the current page.





Push ENT key, to acknowledge the po dedicated TAWS Page. Push CLR key, to acknowledge the po page.

NAVIGATION MAP PAGE NAV1

PUSH VOL ID

NAV2

108.00 108.00

117.95 117.95

GS

0 KT

DTK

___

T

TRK

357


ETE

__:__

136.975 136.975

N M

118.000 118.000

COM1

EMERG

TFR

42.0

PUSH

PUSH

713

142.8 137 95

N2% OIL TEMP

C

FUEL

1100 5000 TEMP

BARO

713

ITT C

OIL PRES PSI

FQ LB C ELEC

BATT1 BATT2

25 25

SPDBRK

RANGE

CABIN V V

ALT RATE DELTA-P

7200 FT 0 FPM 5.0 PSI 1450

OXY

ROLL

YAW

SYSTEM

TEMP

ITT C

713

OIL TEMP

C

FUEL

25 25

MAP

CHOYA

SPDBRK

ET

V

ALT RATE DELTA-P

7200 FT 0 FPM 5.0 PSI

LFE

D

MENU

PFL

PROC

CLR

ENT

Press "CLR" - PREVIOUS PAGE

DCLTR-1

357

1450

PSI

FLAPS

UP

CAUTION - TERRAIN

PEVYU

TRK

1100 5000

OXY

Press "ENT" - TERRAIN PAGE

50

T

CABIN V

LG

PITCH

___


142.8 137 95

FQ LB C ELEC

BATT2

PUSH

DUKIW

DTK

P32

FF PPH

0

PAN

DFLT MAP

SOFTKEYS (REF.)

UP

ENT KEY

YAW

SYSTEM

TRIM

DUKIW PITCH

50

CHOYA

PEVYU

MAP

CLR KEY

SOFTKEYS (R

SDS2432_344100P125R


1

UP ROLL

FMS

PUSH CRSR

22-94 April 2009

92.9

N2%

1100 5000

JOYSTICK

TERRAIN ALERT

TRIM

N1%

OIL PRES PSI

PSI

1

UP

0 KT

WILLIAMS

713 142.8 137 95

FLAPS

UP UP

POPUP ALERT

BATT1

LFE

LG

GS

1-2

PUSH STD

1100 5000

FF PPH

0

117.95 117.95

42.0 1-2

WILLIAMS

142.8 137 95

108.00 108.00

G1

NAV

NO DATA

P32

92.9

N1%

NAV2

COM

PUSH

1-2

NAV1

PUSH VOL ID

PUSH VOL SO

COM2

NORTH UP

G1

NAV

22-94 April 2009

Developed for Train


In

Inset Map Similarly to TAWS overlaid on MFD, in order to show the TAWS information on the inset map, it is necessary to push the INSET softkey and then the TERRAIN softkey, on the PFD.

Inset Map Similarly to TAWS overlaid on MFD, on the inset map, it is necessary to TERRAIN softkey, on the PFD.

To change the display range, on the inset map, press up or down on the joystick to select the desired range

To change the display range, on the stick to select the desired range

Insert Map TAWS Annunciations.

Insert Map TAWS Annunciation


22-95 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

TAWS Indications

TAWS Indications

TAWS uses black, yellow, and red colors to depict terrain information relative to aircraft altitude. Each color is associated with an alert severity level and a suggested course of action. Color assignments are used by terrain graphics, obstacle symbols, and visual annunciation.

TAWS uses black, yellow, and red colors to aircraft altitude. Each color is associat suggested course of action. Color assign obstacle symbols, and visual annunciatio

Color

Terrain/Obstacle Location

Alert Level

Suggested Pilot Response

Color

Terrain/Obstacle Location

Red

Terrain/Obstacle at or within 100 ft below current aircraft altitude.

Warning

Initiate climb and/or turn away from terrain/obstacle.

Red

Terrain/Obstacle at or within 100 ft below current aircraft altitude.

W

Yellow

Terrain/Obstacle between 100 ft and 1000 ft below current aircraft altitude.

Caution

Be aware of surroundings. Be prepared to take action.

Yellow

Terrain/Obstacle between 100 ft and 1000 ft below current aircraft altitude.

C

Black

Terrain/Obstacle is more than 1000 ft below current aircraft altitude.

No Danger

No action required.

Black

Terrain/Obstacle is more than 1000 ft below current aircraft altitude.

No

Terrain Avoidance Colors And Symbols

Terrain Avoidance Colors And Sym Potential Impact Point

Terrain Above Aircraft Altitude

Terrain Above Aircraft Altitude

Projected Flight Path 100 ft Threshold

Projected Flig 100 ft Threshold

Unlighted Obstacle

1000 ft

Unlight

1000 ft

Terrain Color Terrain Location Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude Black Terrain more than 1000 ft below the aircraft altitude

Terrain Color Red (WARNING) Terrain abov Yellow (CAUTION) Terrain betw Black Terrain mor

TAWS Color Chart

TAWS Color Cha

TAWS Potential Impact Points

TAWS Potential Imp

Obstacle Color

Obstacle Location

Obstacle Symbol

Red Obstacle within 100 ft of (WARNING) or above aircraft altitude Yellow Obstacle within 1000 ft of (CAUTION) aircraft altitude Gray

Obstacle more than 1000 ft below aircraft altitude

Unlighted Obstacle Lighted Obsta Height <1000 ft AG >1000 ft AGL <1000 ft AGL >100 Obstacle Symbol

Unlighted Obstacle Lighted Obstacle Height <1000 ft AG >1000 ft AGL <1000 ft AGL >1000 ft AGL

Obstacle Symbols and Colors

22-96 April 2009

Aler

Obstacle Symbols an


22-96 April 2009

Developed for Train

Instruments / Warning System Alerts on the PFD

In Alerts on the PFD

Alert Annunciation

A

TAWS Alert Annunciations

TAWS Alert A

Alerts on the MFD

Alerts on the MFD

TAWS Alert Annunciations

Pop-up Alert

TAWS Alert Annun

Terrain Display Enabled Terrain Legend Alert Annunciation Navigation Map Page (After TAWS Pop-up Alert Acknowledgment)


Navigation Map (After TAWS Pop-up Alert A

22-97 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

TAWS Alerts Annunciations appear on the PFD and MFD. Pop-up alerts appear only on the MFD. PFD/MFD Alert Type

TA W S Pa g e Annunciation

PFD/MFD

MFD Map Page

Aural Message

Pop-Up Alert

or

*

or * Reduced Required Obstacle Clearance Warning ( ROC)

or

Imminent Obstacle Impact Warning ( IOI)

or

*

* Reduced Required Terrain Clearance Caution (RTC)

or

*

Imminent Terrain Impact Caution (ITI) or * Reduced Required Obstacle Clearance Caution ( ROC)

or

Imminent Obstacle Impact Caution ( IOI)

or

*

*

MFD Map Page Pop-Up Alert

“Terrain, Terrain; Pull Up, Pull Up” * or “Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”

Reduced Required Terrain Clearance Warning (RTC)

Terrain Ahead, Pull Up; Terrain Ahead, Pull Up” or “Terrain, Terrain; Pull Up, Pull Up” *

Imminent Terrain Impact Warning (ITI)

“Obstacle, Obstacle; Pull Up, Pull Up” * or “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”

Reduced Required Obstacle Clearance Warning ( ROC)

or

“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up” or “Obstacle, Obstacle; Pull Up, Pull Up” *

Imminent Obstacle Impact Warning ( IOI)

or

“Caution, Terrain; Caution, Terrain” * or “Terrain Ahead; Terrain Ahead”

Reduced Required Terrain Clearance Caution (RTC)

or

“Terrain Ahead; Terrain Ahead” or “Caution, Terrain; Caution, Terrain” *

Imminent Terrain Impact Caution (ITI)

or

or

or

“Caution, Obstacle; Caution, Obstacle” * or “Obstacle Ahead; Obstacle Ahead”

Reduced Required Obstacle Clearance Caution ( ROC)

or

“Obstacle Ahead; Obstacle Ahead” or “Caution, Obstacle; Caution, Obstacle” *

Imminent Obstacle Impact Caution ( IOI)

or

“Too Low, Terrain”

Premature Descent Alert Caution (PDA)

22-98 April 2009

TA W S Pa g e

Excessive Descent Rate Warning (EDR)

“Pull Up”

Imminent Terrain Impact Warning (ITI)

Altitude Callout “500”

Alert Type

Annunciation

Excessive Descent Rate Warning (EDR) Reduced Required Terrain Clearance Warning (RTC)

S E R V I C E S

TAWS Alerts Annunciations appear on the PFD and M the MFD.

NoneNone

“Five-Hundred”


Premature Descent Alert Caution (PDA) Altitude Callout “500”

22-98 April 2009

NoneNone

Developed for Train


In

TAWS Modes The TAWS provides alerts associated with the following flight conditions:

TAWS Modes The TAWS provides alerts associate

Forward Looking Terrain Avoidance (FLTA) The FLTA is composed by two functions:

Forward Looking Terrain Avoidanc The FLTA is composed by two functio

Reduced required terrain clearance (RTC) avoidance that provides alerts when the airplane flight path is above terrain, and is projected to come within minimum clearance values according the Minimum Terrain and Obstacle Clearance Table.

Reduced required terrain clearance when the airplane flight path is above minimum clearance values accordi Clearance Table.

Imminent terrain impact (ITI) avoidance that provides alerts when the airplane is below the elevation of a terrain cell in the airplane’s projected path. The alert is given when the projected vertical flight path is calculated to come within minimum clearance altitudes according the Minimum Terrain and Obstacle Clearance Table.

Imminent terrain impact (ITI) avoidan is below the elevation of a terrain c alert is given when the projected v within minimum clearance altitudes Obstacle Clearance Table.

CAUTION TERRAIN, CAUTION TERRAIN; OR CAUTION OBSTACLE, CAUTION OBSTACLE

CAUTION TERRAIN, CAUTION CAUTION OBSTACLE, CAUTION

"TERRAIN TERRAIN" PULL UP; OR TERRAIN, TERRAIN, PULL UP, PULL UP; OR OBSTACLE, OBSTACLE, PULL UP, PULL UP


"PULL UP"

Minimum Terrain and Obstacle Clearance Phase Of Flight Level Of Flight

PULL UP; OR TERRAIN, TERRAIN, PULL UP, PULL UP; OR OBSTACLE, OBSTACLE, PULL UP, PULL UP

Minimum Terrain and Obstacle Cle

Descending

Phase Of Flight Level Of Flight

Enroute

700 ft

500 ft

Enroute

700 ft

Terminal

350 ft

300 ft

Terminal

350 ft

Approach

150 ft

100 ft

Approach

150 ft

Departure

100 ft

100 ft

Departure

100 ft


22-99 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Premature Descent Alert (PDA) A premature descent alert is issued when the system detects that the airplane is significantly below the normal approach path to a runway. The PDA alert mode functions only during descent to land. PDA alerting begins when the airplane is within 15 NM of the destination airport and ends when the aircraft is either 0.5 NM from the runway threshold or is at an altitude of 125 feet AGL while within 1 NM of the threshold.

S E R V I C E S

Premature Descent Alert (PDA) A premature descent alert is issued wh plane is significantly below the normal ap alert mode functions only during descent the airplane is within 15 NM of the destin craft is either 0.5 NM from the runway thre AGL while within 1 NM of the threshold.

"TOO LOW TERRAIN"

"TOO LOW TERRAIN" 0.5 NM


RUNWAY "TERRAIN"

Excessive Descent Rate Alert (EDR) The excessive descent rate alert provides suitable alerts when the airplane is determined to be closing (descending) upon terrain at an excessive speed. EDR alerts have two severity levels, caution (SINK RATE) and warning (PULL-UP).

"TERRAIN"

Excessive Descent Rate Alert (EDR) The excessive descent rate alert provides determined to be closing (descending) u EDR alerts have two severity levels, c (PULL-UP).

"SINKRATE, SINKRATE"

"SINKRATE, SINKRATE"

"PULL UP"

"PULL U

"TERRAIN"

"TERRAIN"

"PULL UP"

"PULL UP"

Negative Climb Rate After Takeoff Alert (NCR) The negative climb rate after takeoff alert provides suitable alerts to the pilot when the system determines that the airplane is losing altitude (closing upon terrain) after takeoff. NCR alerting is only active when departing from an airport and when the following conditions are met: 

The height above the terrain is less than 700 feet

22-100 April 2009




Negative Climb Rate After Takeoff Aler The negative climb rate after takeoff aler when the system determines that the airp terrain) after takeoff. NCR alerting is only port and when the following conditions ar

The height above the terrain is less tha

22-100 April 2009

Developed for Train

Instruments / Warning System  

The distance from the departure airport is 2 NM or less The heading change from the heading at the time of departure is less than 110 degree.

In  

The distance from the departure a The heading change from the hea 110 degree.

"DON’T SINK"

Five Hundred Aural Alert

Five Hundred Aural Alert

The FIVE-HUNDRED aural message provides an advisory alert to the crew that the airplane is five-hundred feet above terrain.

The FIVE-HUNDRED aural messag that the airplane is five-hundred feet

Abnormal Operation

Abnormal Operation

TAWS system continually monitors several system critical items, such as database validity and GPS status. Should the system detect a failure, TAWS FAIL is displayed on PFD and MFD. The system continuously monitors these items, and cross-checks to ensure that all flight display units have the same TAWS status, for instance, if any flight display unit detects that TAWS has failed, the entire TAWS system is considered failed. However, if one flight display unit fails, TAWS continues active in the remaining flight display units.

TAWS system continually monitors database validity and GPS status. S FAIL is displayed on PFD and MFD. items, and cross-checks to ensure th TAWS status, for instance, if any fli failed, the entire TAWS system is con play unit fails, TAWS continues active

PUSH VOL ID

PUSH VOL ID

PUSH VOL SO

PULL UP

NAV

160 20

150

0

EMERG

7800

20

10

140

NAV

PUSH

PUSH

160

20

150 7700

PUSH

1-2

COM

2

1

1-2

10

13 2

75

300

80 60

1-2

10

140

13 2

BARO

7500

TAS

69 KT

12

15

7300

S

2

2992 IN

TAS

21

ENR

6

69 KT

12

NORTH LP

3O

3

10

110

RANGE

PUSH

PAN

JOYSTICK

W

33

N

3NH

PUSH STD

7400

24

GPS

E

NORTH LP

120

1

10

167

E

10

110

D

MENU

PFL

PROC

CLR

INSET MAP

DFLT MAP

6

120

3NH

ENT

INSET MAP

FMS

PUSH CRSR

SOFTKEYS (REF.)


SO

SDS2432_344100P127R

22-101 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

TAWS System Status Annunciations PFD/MFD TAWS Page Annunciation

Alert Type

S E R V I C E S

TAWS System Status Annunciation

MFD Pop-Up Alert

Aural Message

PFD/MFD TAWS Page Annunciation

Alert Type

MFD Pop-Up A

TAWS System Test Fail

None

“TAWS System Failure”

TAWS System Test Fail

Non

TAWS Alerting is disabled

None

None

TAWS Alerting is disabled

Non

No GPS position or excessively degraded GPS signal

None

No GPS position or excessively degraded GPS signal

Non

System Test in progress System Test pass

None None

“TAWS Not Available” “TAWS Available” will be heard when sufficient GPS signal is re-established. None

None

“TAWS System Test OK”

System Test in progress System Test pass

Non None

N


Traffic Information System

The transponder components enable the reception of the FAA’s Traffic Information Services (TIS) through Mode S datalink, including location, direction, altitude, and climb/descent information of nearby airplanes.

The transponder components enable the mation Services (TIS) through Mode S d altitude, and climb/descent information of

TIS is a ground-based service providing relative location of all mode A and Mode C transponder equipped aircraft on a graphic display of traffic advisory information in the cockpit. TIS is available only within the service area only 107 of ATC’s Approach Central radars. The FAA plans to phase out TIS by the year 2012.

TIS is a ground-based service providing Mode C transponder equipped aircraft on information in the cockpit. TIS is availab 107 of ATC’s Approach Central radars. T the year 2012.

TIS displays up to eight 8 traffic targets within 7.5 nautical miles from 3000 feet below to 3500 feet above the airplane. TIS data is updated approximately once every five (5) seconds.

TIS displays up to eight 8 traffic targets feet below to 3500 feet above the airplane once every five (5) seconds.

7.5 nmi

7

3.500 ft

3.000 ft

22-102 April 2009


22-102 April 2009

Developed for Train


In

The Traffic Information Service (TIS) information can be displayed on MFD on the navigation map display (traffic overlay) or on the dedicated traffic map page. It may also be selected for display on the inset map on PFD.

The Traffic Information Service (TIS) the navigation map display (traffic o page. It may also be selected for disp

Selection of the dedicated traffic map page is performed through the FMS knob. The large (outer) FMS knob is used to select the MAP page within the MAP group.

Selection of the dedicated traffic m knob. The large (outer) FMS knob is MAP group.

TIS Annunciations

TIS Annunciations

The Traffic Map Page is the second page in the Map Group and displays the following information:

The Traffic Map Page is the second following information:



   

Current aircraft location, surrounding Traffic Information System (TIS) traffic, and range marking rings. The current traffic mode (OPERATE, STANDBY). A traffic alert message (FAILED, DATA FAILED, NO DATA, UNAVAILABLE) Traffic display banner (AGE 00:, TRFC COAST, TA OFF Range, TRFC RMVD, TRFC FAIL, NO TRFC DATA, TRFC UNAVAIL, TRAFFIC)

Traffic Map Page



   

Current aircraft location, surround fic, and range marking rings. The current traffic mode (OPERAT A traffic alert message (FAILED, D UNAVAILABLE) Traffic display banner (AGE 00:, T RMVD, TRFC FAIL, NO TRFC DA

Traffic Map Page

Traffic Mode Annunciation

Traffic Mode Annunciation

“TIS Not Available” Voice Alert Status

“TIS Not Available” Voice Alert Status

Non-Threat Traffic

“Non-Bearing” Traffic (System Unable to Determine Bearing) Distance is 8.0 nm, 1 1 0 0 ’ A bove, Descending

Range Marking Rings Proximity Advisory 1700’ Above, Descending

Traffic Advisory 400’ Below, Climbing

Non-Threat Traffic

Traffic Status Banner

Select to Mute “TIS Not Available” Voice Alert


22-103 April 2009

“Non-Bearing” Traffic (System Unable to Determine Bearing) Distance is 8.0 nm, 1 1 0 0 ’ A bove, Descending Traffic Advisory 400’ Below, Climbing



T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

TIS Identification

TIS Identification

TIS traffic is displayed on the Traffic Map Page according to the following:

TIS traffic is displayed on the Traffic Map





 



A Proximity Advisory (PA) symbol is displayed as a solid white diamond and defined as traffic within the 5.0 NM range, within ±1200 ft of altitude separation. When traffic meets the advisory criteria for the Traffic Advisory (TA) a symbol is displayed as a solid yellow circle (or half circle on the outer range ring if the traffic is outside the range of the dedicated traffic page). TIS also provides vector lines showing the direction that the aircraft symbol is moving (traffic ground track). All other traffic is displayed as a black diamond with a white outline. Altitude deviation from the other airplane altitude is displayed above the target symbol if it is higher or below the target if it is lower. Altitude trend is displayed as an up arrow (+500 ft/min), down arrow (-500 ft/min), or no symbol if less than 500 ft/min rate in either direction TIS Symbol





 



A Proximity Advisory (PA) symbol is di and defined as traffic within the 5.0 NM separation. When traffic meets the advisory criteria bol is displayed as a solid yellow circle ring if the traffic is outside the range of provides vector lines showing the dire ing (traffic ground track). All other traffic is displayed as a black Altitude deviation from the other airpla target symbol if it is higher or below th Altitude trend is displayed as an up arr ft/min), or no symbol if less than 500 ft

Description

TIS Symbol

Non-Threat Traffic

Non-T

Proximity Advisory (PA)

Proximi HAZARD AVOIDANCE

HAZARD AVOIDANCE

Traffic Advisory (TA) Traffic Advisory Off Scale TIS Traffic Symbols

Traffic A

Traffic Ad

TIS Traffic Symbo

Traffic Advisory

Traffic Advisory

Traffic Display Enabled



TIS Traffic on the Navigation Map Page

22-104 April 2009

Des

TIS Traffic on the Navigatio


22-104 April 2009

Developed for Train


In

Operating Mode

Operating Mode

Once the airplane is in flight the system switches from standby mode to operating mode. Once the airplane is on the ground the system switches from operating mode to standby mode. These modes are indicated as follows:

Once the airplane is in flight the syst ating mode. Once the airplane is o operating mode to standby mode. Th



OPERATE annunciation located in the upper left corner of the traffic map page indicates that TIS system is in operational mode and available to display traffic on the Traffic or Map Page.  STANDBY annunciation in the status box located in the upper left corner of the traffic map page indicates that TIS system is in standby mode and cannot display traffic data The crew can switch between the standby (STBY) and operate (ON) modes of operation to manually override automatic operation using the page menu or bezel buttons.



Aural Annunciation

Aural Annunciation

A TIS aural annunciation is generated whenever the number of TAs on the traffic map page display increases from one scan to the next. For example, when the first TA is displayed, the pilot is alerted through the TRAFFIC aural alert. So long as a single TA airplane remains on the TIS display, no further audio alert is generated. If a second (or more) TA aircraft appear on the display, a new audio alert is sounded. If the number of TAs on the TIS display decreases and then increases, a new audio alert is sounded. The TIS audio alert is also generated whenever TIS service becomes unavailable.

A TIS aural annunciation is generat traffic map page display increases f when the first TA is displayed, the pi alert. So long as a single TA airplan audio alert is generated. If a second play, a new audio alert is sounded. decreases and then increases, a ne alert is also generated whenever TIS

The following TIS aural annunciation are available:

The following TIS aural annunciation

 

TRAFFIC: TIS traffic alert is received. TRAFFIC NOT AVAILABLE: TIS service is not available or out of range.

OPERATE annunciation located in page indicates that TIS system is play traffic on the Traffic or Map P  STANDBY annunciation in the stat the traffic map page indicates that not display traffic data The crew can switch between the st of operation to manually override au or bezel buttons.

 

TRAFFIC: TIS traffic alert is receiv TRAFFIC NOT AVAILABLE: TIS s

Traffic Banner

Traffic Banner

The traffic banner/traffic alert messages are displayed in the lower-left hand portion of the traffic map page, navigation map page or the Inset Map. Information about TIS data refreshment and communication between the XPDR and displays are indicated.

The traffic banner/traffic alert messa portion of the traffic map page, navig mation about TIS data refreshment and displays are indicated.

The following information may be presented:

The following information may be pre





AGE: If traffic data is not refreshed within 6 seconds, an age indicator (i.e., ‘AGE 00:06’) is displayed in the lower left corner of the display (when displaying traffic). After another 6 seconds, if data is still not received, the traffic is removed from the display. The quality of displayed traffic is reduced as the AGE increases. TRFC COAST: This banner (traffic coasting) located above the AGE timer indicates that displayed traffic is held even though the data is stale. The quality of displayed traffic is reduced when the banner is displayed.


22-105 April 2009





AGE: If traffic data is not refreshed ‘AGE 00:06’) is displayed in the lo playing traffic). After another 6 se traffic is removed from the display reduced as the AGE increases. TRFC COAST: This banner (traffic indicates that displayed traffic is h quality of displayed traffic is reduc


T R A I N I N G 





S E R V I C E S

T R A I N I N G

TRFC RMVD: This banner indicates that traffic has been removed from the display due to the age of the data being too old to coast (for the time period of 12-60 seconds from the last receipt of a TIS message). Traffic may be present but not shown. TA OFF: This ‘TA banner displayed in the lower left corner of the display indicates that a traffic advisory is outside the selected display range. It is removed when the traffic advisory is within the selected display range. TRAFFIC: When a traffic advisory is received, a flashing TRAFFIC alert is displayed in the upper left-hand portion of the PFD display. The PFD inset map also automatically displays traffic data.

Traffic Annunciation (PFD)







S E R V I C E S

TRFC RMVD: This banner indicates th display due to the age of the data bein period of 12-60 seconds from the last may be present but not shown. TA OFF: This ‘TA banner displayed in indicates that a traffic advisory is outsi removed when the traffic advisory is w TRAFFIC: When a traffic advisory is re displayed in the upper left-hand portion map also automatically displays traffic

Traffic Annunciation (PFD)

Inset Map Displays When TA is Detected

Inset Map Displays When TA is Detected

WARNING

WARNI

THE TRAFFIC INFORMATION SERVICE (TIS) IS INTENDED FOR ADVISORY USE ONLY. TIS IS INTENDED TO HELP THE PILOT LOCATE TRAFFIC VISUALLY. IT IS THE RESPONSIBILITY OF THE PILOT TO SEE AND MANEUVER TO AVOID TRAFFIC.

THE TRAFFIC INFORMATION SERVICE ( USE ONLY. TIS IS INTENDED TO HELP T ALLY. IT IS THE RESPONSIBILITY OF TH TO AVOID TRAFFIC.

Note: TIS is available only when the aircraft is within the service volume of a TIS-capable terminal radar site. Aircraft without an operating transponder are invisible to both Traffic Advisory Systems (TAS) and TIS. Aircraft without altitude reporting capability are shown without altitude separation data or climb descent indication.

Note: TIS is available only when the airc TIS-capable terminal radar site. Aircraft w invisible to both Traffic Advisory Systems ( reporting capability are shown without altit indication.

22-106 April 2009


22-106 April 2009

Developed for Train


In

Status Page

Status Page

The Garmin Prodigy performs an automatic test of TIS during power-up. If TIS passes the test, TIS enters Standby Mode (on the ground) or Operating Mode (in the air). If TIS fails the power up test, an annunciation is shown in the center of the Traffic Map Page.

The Garmin Prodigy performs an a TIS passes the test, TIS enters Stan Mode (in the air). If TIS fails the pow the center of the Traffic Map Page.

Traffi c Map Page Annunciation NO DATA DATA FAILED FAILED UNAVAILABLE

Traffi c Map Page Annunciation NO DATA

Description Data is not being received from the transponder* Data is being received from the transponder, but a failure is detected in the data stream*

DATA FAILED

The transponder has failed* TIS is unavailable or out of range

* Contact a service center or Garmin dealer for corrective action

Data is Data is a failur

FAILED

The tra

UNAVAILABLE

TIS is u

* Contact a service center or Garm

TIS Failure Annunciations

TIS Failu

System Test has Failed

System Test has Failed

Data Not Received from Transponder

TIS Power-up Test Failure

TIS Pow

The traffic mode is annunciated in the upper left corner of the Traffic Map Page. When the aircraft is on the ground, TIS automatically enters Standby Mode. If traffic is selected for display on another map while Standby Mode is selected, the traffic display enabled icon is crossed out (also the case whenever TIS has failed).

The traffic mode is annunciated in Page. When the aircraft is on the gr Mode. If traffic is selected for display selected, the traffic display enabled ever TIS has failed).

Once the aircraft is airborne, TIS switches to Operating Mode and traffic information is displayed. The mode can be changed manually using softkeys or the page menu.

Once the aircraft is airborne, TIS swit mation is displayed. The mode can the page menu.

Phenom 100

Phenom 100


22-107 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

TIS Modes Mode

Traffi c Mode Annunciation (Traffic Map Page)

TIS Operating

OPERATING

Traffi c Display Enabled Icon (Other Maps)

Mode

STANDBY (also shown in white in center of page)

TIS Standby

TIS Failed*

FAIL

TIS Failed*

* See Traffic Status Annunciations

TA X.X ± XX ↕

AGE MM:SS TRFC COAST

OPERATING

STANDBY (also shown in white in cente FAIL

* See Traffic Status Annunciations

The annunciations to indicate the status of traffic information appear in a banner at the lower left corner of maps on which traffic can be displayed

Traffi c Status Banner Annunciation

Traffi c Mode Annuncia (Traffic Map Page)

TIS Operating

TIS Standby

TA OFF SCALE

S E R V I C E S

TIS Modes

The annunciations to indicate the status o ner at the lower left corner of maps on wh

Traffi c Status Banner Annunciation

Description A Traffic Advisory is outside the selected display range* Annunciation is removed when traffic comes within the selected display range System cannot determine bearing of Traffic Advisory** Annunciation indicates distance in nm, altitude separation in hundreds of feet, and altitude trend arrow (climbing/descending) Appears if traffic data is not refreshed within 6 seconds If after another 6 seconds data is not received, traffic is removed from the display The quality of displayed traffic information is reduced as the age increases The displayed data is not current (6 to 12 seconds since last message) The quality of displayed traffic information is reduced when this message is displayed

TA OFF SCALE TA X.X ± XX ↕

AGE MM:SS TRFC COAST

De

A Traffic Advisory is outside the selec Annunciation is removed when traf System cannot determine bearing o Annunciation indicates distance in n altitude trend arrow (climbing/desc Appears if traffic data is not refreshe If after another 6 seconds data is no The quality of displayed traffic inform The displayed data is not current (6 The quality of displayed traffic inform

TRFC RMVD

Traffic is removed because it is too old for coasting (12 to 60 seconds since last message) Traffic may exist within the selected display range, but it is not displayed

TRFC RMVD

Traffic is removed because it is too o Traffic may exist within the selected

TRFC FAIL NO TRFC DATA TRFC UNAVAIL

Traffic data has failed Traffic has not been detected The traffic service is unavailable or out of range

TRFC FAIL NO TRFC DATA TRFC UNAVAIL

Traffic data has failed Traffic has not been detected The traffic service is unavailable or o

*Shown as symbol on Traffic Map Page **Shown in center of Traffic Map Page

22-108 April 2009

*Shown as symbol on Traffic Map Page **Shown in center of Traffic Map Page


22-108 April 2009

Developed for Train


In

Limitations

Limitations

Instruments & Warnings

Instruments & Warnings



The stall warning and protection system must be tested prior each flight.

The stall warning and protection syst

Terrain Awareness And Warning System (TAWS)

Terrain Awareness And Warnin

TAWS displays terrain and obstructions relative to the altitude of the airplane. The following applies:

TAWS displays terrain and obstructio The following applies:



Navigation must not be predicated upon the use of the TAWS.



Navigation must not be predicated

Note: The terrain display is intended to serve as a situational awareness

Note: The terrain display is intend

tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.

tool only. It may not provide on which to solely base dec rain or obstacles.







To avoid giving unwanted alerts, the TAWS must be inhibited when landing at an airport that is not included in the airport database. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with TAWS warnings. Terrain database coverage is worldwide. However the Terrain data is not displayed when the airplane latitude is greater than 75°N or 60°S.







To avoid giving unwanted alerts, t ing at an airport that is not include Pilots are authorized to deviate fro extent necessary to comply with T Terrain database coverage is worl displayed when the airplane latitu


Traffic Information System (TIS

TIS is not intended to be used as a collision avoidance system and does not relieve the pilot of the responsibility to “see and avoid” other airplane.

TIS is not intended to be used as a c relieve the pilot of the responsibility t

TIS shall not be used for avoidance maneuvers during instrument meteor logical conditions (IMC) or when there is no visual contact with the intruder airplane.

TIS shall not be used for avoidance m ical conditions (IMC) or when there plane.

Note: TIS is available only when the airplane is within the service volume

Note: TIS is available only when t

of a TIS-capable terminal radar site.

of a TIS-capable terminal ra

Satellite Weather Radio System (XM Weather)

Satellite Weather Radio System

XM Weather information must not be used for hazardous weather penetration. Weather information is provided only for hazardous weather avoidance.

XM Weather information must not b tion. Weather information is provided

NEXRAD weather data is intended for long-range planning purposes only. Due to inherent delays and relative age of the data, NEXRAD weather data should not be used for short-range avoidance of hazardous weather.

NEXRAD weather data is intended Due to inherent delays and relative should not be used for short-range a

Phenom 100

Phenom 100


22-109 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S


Attitude and Heading Reference Sy


The airplane may not be operated in the r


Latitude


Longitude

Between 65°N and 70°N

Between 75°W and 120°W

North of 70°N




South of 70°S



North South

Latitude

Between 65°N and 70°N North of 70°N

Between 55°S and 70°S South of 70°S

Note: Alternative procedures must the indication GEO LIMITS is



















Garmin G1000 GPS Navigation System

Garmin G1000 GPS Navigation Sys

Operational Approvals The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 system has been demonstrated capable of, and has been shown to meet the accuracy requirements for, the following operations provided it is receiving usable navigation data.

Operational Approvals The Garmin G1000 GPS receivers are ap The Garmin G1000 system has been dem shown to meet the accuracy requiremen vided it is receiving usable navigation dat


These do not constitute operational appro





Enroute, terminal, non-precision instrument approach operations using GPS and WAAS (including "GPS", "or GPS", and "RNAV" approaches), and approach procedures with vertical guidance (including "LNAV/VNAV", "LNAV + V", and "LPV") within the U.S. National Airspace System in accordance with AC 20-138A. Barometric VNAV is approved to enroute and terminal descents, as per AC 20-129. Guidance is provided up to the FAF waypoint when there is not a procedure that provides vertical guidance following the FAF. Guidance is provided up to the waypoint preceding the FAF (FAF-1) when there is a

22-110 April 2009






Enroute, terminal, non-precision instru GPS and WAAS (including "GPS", "or and approach procedures with vertical "LNAV + V", and "LPV") within the U.S accordance with AC 20-138A. Barometric VNAV is approved to enrou 20-129. Guidance is provided up to th procedure that provides vertical guida provided up to the waypoint preceding

22-110 April 2009

Developed for Train




In

procedure that provides vertical guidance (ILS or GPS WAAS) following the FAF. Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order 8400-12A. Both GPS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation (LRN) sensor.

procedure that provides vertical g the FAF. Oceanic/Remote/MNPS–RNP-10 8400-12A. Both GPS receivers ar usable signals except for routes r tion (LRN) sensor.




Note: For Oceanic/Remote opera


gram works in combination sion 1.2 or later approved WFDE prediction program, Instructions Garmin part nu







Limitations  GPS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.  RNAV/GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database. The G1000 database must incorporate the current update cycle.

Limitations  GPS based IFR enroute, oceanic, unless the pilot verifies the curren selected waypoint for accuracy by  RNAV/GPS instrument approache with approved instrument approac G1000 navigation database. The G1000 database must incorpora


Note: Not all the published appro


The flight crew must ensu database.











Receiver Autonomous Integrity Monitoring (RAIM) must be available when conducting instrument approaches utilizing the GPS receiver. IFR non-precision approach approval is limited to published approaches within the local Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay is not authorized. Operation in airspace referenced to a datum other than WGS-84 or NAD83 is prohibited. RNP operations are not authorized except as noted in the Operational Approvals Section.


22-111 April 2009











Receiver Autonomous Integrity Mo conducting instrument approache IFR non-precision approach appro within the local Airspace System. are not approved unless authorize ity. Use of the Garmin G1000 GPS rec LDA, SDF, MLS or any other type lay is not authorized. Operation in airspace referenced 83 is prohibited. RNP operations are not authorize Approvals Section.


T R A I N I N G 

S E R V I C E S

T R A I N I N G

Use of the Garmin G1000 system for GPS or WAAS navigation under Instrument Flight Rules (IFR) requires that: a. The airplane must be equipped with an approved and operational alternate means of navigation appropriate to the route being flown (NAV receiver, DME or ADF). b.

22-112 April 2009





S E R V I C E S

Use of the Garmin G1000 system for G Instrument Flight Rules (IFR) requires a. The airplane must be equipped alternate means of navigation (NAV receiver, DME or ADF). b.

22-112 April 2009

For flight planning purposes, if must have an approved instrum then GPS or RNAV, which is a available at the estimated time for this procedure must be inst

Developed for Train


CAS Messages TYPE Warning

Caution

In

CAS Messages

MESSAGE

MEANING

TYPE

MESSAGE

NO TO CONFIG

Airplane is not in valid takeoff configuration.

Warning

NO TO CONFIG

ADS 1 (2) FAIL

Associated ADC is off has failed

ADS 1 (2) FAIL

ADS 1 (2) HTR FAIL

Associated heater is off has failed

ADS 1 (2) HTR FAI

AHRS 1 (2) FAIL

Total loss os AHRS 1 (2)

AHRS 1 (2) FAIL

AURAL WRN FAIL

Both aural warning channels are failed or off.

AURAL WRN FAIL

PUSHER FAIL

Control wheel pusher is inoperative

PUSHER FAIL

PUSHER OFF

Pusher is disabled via cutout button.

PUSHER OFF

SPWS FAIL

Stall warning and protection functions are inoperative.

SPWS FAULT

Stall warning system activation angles anticipated to conservative settings.

SPWS FAULT

SPWS HTR FAIL

Stall warning sensor heater failed

SPWS HTR FAIL

SPWS UNTESTED

Stall warning system required to be tested before every flight

SPWS UNTESTED

STBY HTR FAIL

ASDS-Standby heater is off or has failed

STBY HTR FAIL

ADS 1 (2) HTR FAULT

Any ADS static port failed

ADS-AOA HTR ON

ADS/AOA heating system is on. 

AHRS 1 (2) FAULT Advisory





Failure of AHRS 1(2): AHRS 1(2) may have lost some internal redundancy. AHRS 1 (2) performance may be degraded. AHRS 1(2) magnetic heading may be unavailable.

Caution

SPWS FAIL

ADS 1 (2) HTR FAU

ADS-AOA HTR ON

AHRS 1 (2) FAULT Advisory

AURAL WRN FAULT

One aural warning channel failed or off.

AURAL WRN FAUL

SPWS ICE SPEED

Stall protection and warning system activation angles anticipated due to icing conditions.

SPWS ICE SPEED


22-113 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


22-114 April 2009

Intentionally L


S E R V I C E S

22-114 April 2009

Developed for Train

Landing Gear

Landing Gear

Landing Gear

General

General

The aircraft has a retractable single wheeled tricycle landing gear, with braking capability on the main landing gear and steering capability on the nose landing gear.

The aircraft has a retractable single ing capability on the main landing g landing gear.

The landing gear extension/retraction system is hydraulically operated and electronically monitored.

The landing gear extension/retractio electronically monitored.

The extension and retraction subsystem is commanded by the landing gear control lever which is mechanically linked to the landing gear selector valve through a push-pull cable.

The extension and retraction subsys control lever which is mechanically l through a push-pull cable.

The Landing Gear includes these subsystems:

The Landing Gear includes these su

Main Gear and Doors  Nose Gear and Doors  Extension and Retraction  Steering  Position and Warning The main landing gear is of trailing arm type and retracts sideward and inboard into the wing. It is hinged to the wing structure and has one laterally opening gear door attached to it.



Each of the main landing gear is equipped with one wheel and tire, one brake assembly and one wheel speed transducer.

Each of the main landing gear is equ assembly and one wheel speed trans

The nose landing gear is of direct type and retracts forward into the nose wheel-well compartment. The nose landing gear is equipped with one wheel and tire, which can be steered.The nose landing gear is hinged to the fuselage structure and has two laterally opening gear doors attached to it.

The nose landing gear is of direct wheel-well compartment. The nose l and tire, which can be steered.The lage structure and has two laterally o

The nose landing gear wheel is steered through the ruder pedals by means of a mechanical linkage.

The nose landing gear wheel is steer a mechanical linkage.

The aircraft has an emergency release system to extend the landing gear in case of normal extension failure. This system is actuated by means of a handle located in the cockpit.

The aircraft has an emergency relea case of normal extension failure. Thi dle located in the cockpit.

Pulling the free fall handle activates the free fall selector valve releasing all residual hydraulic pressure in the landing gear lines to the return line via a cable.

Pulling the free fall handle activates residual hydraulic pressure in the la cable.

The landing gears are extended by gravity (free-fall).

The landing gears are extended by g

The aircraft Engine Indication CAS shows the system status and the system faults to the crew.

The aircraft Engine Indication CAS s faults to the crew.

Phenom 100

Phenom 100




23-1 April 2009

Main Gear and Doors Nose Gear and Doors  Extension and Retraction  Steering  Position and Warning The main landing gear is of trailin inboard into the wing. It is hinged to opening gear door attached to it. 

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Landing Gear

S E R V I C E S

Landing Gear - BRAKES - STEERING - POSITION AND WARNING

- BRAKES - STEERING - POSITION AND WARNIN

- NOSE LANDING GEAR AND DOORS - EXTENSION AND RETRACTION - WHEELS - POSITION AND WARNING (NOT WOW) - STEERING

- BRAKES

- MAIN LANDING GEAR AND DOORS - EXTENSION AND RETRACTION - WHEELS AND BRAKES - POSITION AND WARNING

- MAIN LANDING GEAR AND DOORS - EXTENSION AND RETRACTION - WHEELS AND BRAKES - POSITION AND WARNING

Main Gear and Doors

Main Gear and Doors

There are two MLG (Main Landing Gear) installed on the aircraft, one in each wing. Each main landing gear has one door.The MLG doors have the function of creating an aerodynamic interface between the wing, the fuselage structure and the MLG bay when the MLGs are retracted, thus decreasing the drag.

There are two MLG (Main Landing Gear) wing. Each main landing gear has one d tion of creating an aerodynamic interfac structure and the MLG bay when the MLG drag.

The Main Gear and Doors includes these subsystems:

The Main Gear and Doors includes these

Main Landing Gear  Main Landing Gear Doors The main landing gear retracts sideward and inboard into the wing. It is hinged on the wing structure and has one laterally opening gear door attached to it.



The door is hinged to a rib of the MLG bay in the wing. One rod attaches the door to the MLG main fitting. When the MLG extends, the rod pushes the door to open.When the MLG retracts, the rod pulls the door to close.

The door is hinged to a rib of the MLG ba door to the MLG main fitting. When the door to open.When the MLG retracts, the

23-2 April 2009

23-2 April 2009




Main Landing Gear Main Landing Gear Doors The main landing gear retracts sidewa hinged on the wing structure and has attached to it. 

Developed for Train

Landing Gear Main Gear and Doors

Main Gear and Doors

DOOR

MAIN LANDING GEAR


DOOR

MAIN LANDING GEAR

The main landing gears are comprised the following elements:    

   

The main landing gears are comprise

Main Fitting Shock Absorber Trailing Arm One locking actuator to retract and extend each main landing gear. The actuator operates also as a side brace when down and locked Downlock device inside the actuator Wheel Axle Position Indication Sensors (Weight-on-Wheels, Downlock). Wheel Speed Transducer


23-3 April 2009

   

   

Main Fitting Shock Absorber Trailing Arm One locking actuator to retract an actuator operates also as a side b Downlock device inside the actua Wheel Axle Position Indication Sensors (Weig Wheel Speed Transducer


T R A I N I N G

S E R V I C E S

T R A I N I N G

Main Landing Gear

S E R V I C E S

Main Landing Gear

SHOCK STRUT

SHOCK STRUT

DOWNLOCK SENSOR

DOWNLOCK SENSOR

DOOR

SIDE BRACE ACTUATOR

EMERGENCY/ PARKING BRAKE WST + WOW

NORMAL BRAKE

DOWNLOCK DEVICE (INTERNAL) SHOCK ABSORBER

DOOR

SIDE BRACE ACTUATOR

NOR

DOWNLOCK DEVICE (INTERNAL) SHOCK ABSORBER

WOW SENSOR

TRAILING ARM

WOW SENSO

TRAILING ARM

WOW HARNESS WST HARNESS

WST HA

TYPICAL

Main Safety Gear Pin

23-4 April 2009

Main Safety Gear Pin


23-4 April 2009

Developed for Train

Landing Gear Main Landing Gear Doors

Main Landing Gear Doors

Each main landing gear has one door.

Each main landing gear has one doo

The MLG (Main Landing Gear) doors have the function of creating an aerodynamic interface between the wing, fuselage structure and the MLG bay, when the MLGs are retracted, decreasing the drag.

The MLG (Main Landing Gear) doors namic interface between the wing, fu the MLGs are retracted, decreasing t

The MLG door does not cover the wheel and tire assemblies when the MLG is fully retracted.

The MLG door does not cover the w is fully retracted.

Main Landing Gear Doors

Main Landing Gear Doors HINGE POINT

HINGE POINT

DOOR

DOOR

ATTACHMENT POINT


23-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Nose Gear and Doors

Nose Gear and Doors

The nose landing gear supports the airplane forward section and gives directional control while the airplane is on the ground.

The nose landing gear supports the airpla tional control while the airplane is on the

The function of the nose landing gear doors is to reduce the in-flight drag.

The function of the nose landing gear doo

The nose landing gear retracts forward into the nose wheel-well compartment.

The nose landing gear retracts forward ment.

The nose landing gear is equipped with one wheel and tire, which can be steered.The nose landing gear is hinged to the fuselage structure and has two laterally opening gear doors attached to it.

The nose landing gear is equipped with steered.The nose landing gear is hinged two laterally opening gear doors attached

The doors are mechanically linked to the nose landing gear; they are opened when the landing gear is extended and closed when it is retracted.

The doors are mechanically linked to the when the landing gear is extended and cl

Nose Gear and Doors

Nose Gear and Doors

DOOR ROD

DOOR MECHANISM

DOOR MECHANISM

DOOR

DOOR

I

T GH

FL

N

TIO

EC

DIR

DOOR

DOOR

N

TIO

HT LIG

EC DIR

F

Nose Landing Gear

Nose Landing Gear

The nose landing gear is composed of the following elements:

The nose landing gear is composed of th



    

Nose shock strut, which includes the main fitting, a sliding tube, torque links, a double acting oleo-pneumatic shock absorber, wheel axle and steering device Shimmy damper Drag brace to resist to drag loads Locking stay to lock the drag brace One retraction actuator to retract and extend the nose gear Downlock actuator

23-6 April 2009




    

Nose shock strut, which includes the m links, a double acting oleo-pneumatic steering device Shimmy damper Drag brace to resist to drag loads Locking stay to lock the drag brace One retraction actuator to retract and e Downlock actuator

23-6 April 2009

Developed for Train

Landing Gear The nose landing gear retracts forward inside its compartment on the aircraft fuselage nose section, and it is installed with an inclination of 4 degrees forward.

The nose landing gear retracts forwa fuselage nose section, and it is insta ward.

The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to stop the NLG wheel rotation when the wheel enters in the bay during the gear retraction.

The NLG (Nose Landing Gear) bay h the NLG wheel rotation when the w retraction.

Nose Landing Gear

Nose Landing Gear

RETRACTION ACTUATOR

LOCKING STAY

RETRACTION ACTUATOR

STEERING INTERFACE CENTERING DEVICE

CENTER

CHARGE VALVE (OIL)

CHARG

DOWNLOCK ACTUATOR

DOWNLOCK ACTUATOR DOOR LUG

DRAG BRACE

DOO DRAG BRACE

MAIN FITTING NLG BAY ATTACHMENT POINT

SHIMMY DAMPER

MAIN FITT

SHIMMY DAMPER

TORQUE LINKS

TORQ

SLIDING TUBE TOWING POINT

LOCKING STAY

STEERING INTERFA

SLIDING TUBE CHARGE VALVE (N2)

NLG LOCKING STAY UPPER PART

DOWN LOCK ACTUATOR DOWN LOCK SPRING

DOWN LOCK PROXIMITY SWITCH

TOWING POINT

SAFETY PIN

WHEEL

DRAG BRACE ATTACHMENTS

CHARGE

WHEEL

NLG LOCKING STAY LOWER PART

DRAG ATTACH

NLG Shock Strut The shock strut supports the aircraft while it is on the ground. Some of the components of the shock strut are:

NLG Shock Strut The shock strut supports the aircraf components of the shock strut are:

Main Fitting The main fitting is the primary structural element of the NLG. It is machined from an aluminum alloy die-forging. It has attachment lugs for the drag-brace, locking stay, retraction-actuator, NLG doors and upper torque-link. It has the steering device and the pintle pins for attaching the NLG to the aircraft structure.The upper stop contact is via the towing point and the landing gear stays in up position via hydraulic pressure.

Main Fitting The main fitting is the primary struct from an aluminum alloy die-forging. I locking stay, retraction-actuator, NLG steering device and the pintle pins fo ture.The upper stop contact is via the in up position via hydraulic pressure.

Phenom 100

Phenom 100


23-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Sliding-Tube and Wheel Axle The sliding tube has a wheel axle and attachment lugs for the lower torque link.The towing adapter is used to connect the towing bar on the NLG.

Sliding-Tube and Wheel Axle The sliding tube has a wheel axle and a link.The towing adapter is used to connec

Steering Device The steering device is installed on the upper end of the main fitting.

Steering Device The steering device is installed on the up

Torque Links The torque links connect the lower part of sliding-tube and the main fitting, thus preventing the sliding tube from rotating (in relation to the main fitting) during steering of the wheel.

Torque Links The torque links connect the lower part thus preventing the sliding tube from rot during steering of the wheel.

NLG Shock Absorber The shock absorber function is to absorb the kinetic energy during landing and taxiing in such a way that accelerations imposed upon the airframe are reduced to a tolerable level.

NLG Shock Absorber The shock absorber function is to absor and taxiing in such a way that accelerati reduced to a tolerable level.

NLG Shimmy Damper The shimmy damper reduces the possible vibration between sliding tube and main fitting (rotation movement), which may be induced during rolling on the ground.

NLG Shimmy Damper The shimmy damper reduces the possibl main fitting (rotation movement), which m ground.

NLG Drag Brace The drag-brace is a two-piece hinged strut. It keeps the nose landing gear in the fully extended position.The upper part is attached to the NLG bay structure with pintle pins.The lower part is attached to the shock strut through another hinge pin.

NLG Drag Brace The drag-brace is a two-piece hinged str the fully extended position.The upper pa ture with pintle pins.The lower part is a another hinge pin.

NLG Locking Stay The locking stay is a two-piece hinged strut. It locks the drag-brace in the extended position, and folds it during retraction.

NLG Locking Stay The locking stay is a two-piece hinged extended position, and folds it during retr

The upper and lower locking stay parts are designed to have a limited relative rotation having an over-center stop position.

The upper and lower locking stay parts ar rotation having an over-center stop positi

The locking stay has one proximity sensor.This sensor transmits a signal to the system when the NLG is locked in the fully extended position.

The locking stay has one proximity sens the system when the NLG is locked in the

There is one downlock spring connected to the locking stay to ensure that the locking stay goes to the over-centered (locked) position when the NLG is fully extended and hold it in the over-center position.

There is one downlock spring connected locking stay goes to the over-centered (lo extended and hold it in the over-center po

NLG Actuator The NLG actuator has these functions:

NLG Actuator The NLG actuator has these functions:

 

Extend and retract the gear Keep the gear in up position (by action of hydraulic pressure)

23-8 April 2009


 

Extend and retract the gear Keep the gear in up position (by action

23-8 April 2009

Developed for Train

Landing Gear NLG Downlock Actuator The NLG downlock actuator uses hydraulic pressure to overcome the downlock spring force, moving the locking stay from the over centered position, and allowing the nose landing gear retraction.

NLG Downlock Actuator The NLG downlock actuator uses hy lock spring force, moving the lockin and allowing the nose landing gear r

Nose Landing Gear Doors

Nose Landing Gear Doors

The nose landing gear is hinged on the fuselage structure and has two laterally opening doors attached to it. The function of the nose landing gear doors is to reduce the in-flight drag.

The nose landing gear is hinged on ally opening doors attached to it. The is to reduce the in-flight drag.

Both doors open when the landing gear is extended and close when it is retracted.

Both doors open when the landing retracted.

The doors are hinged to the aircraft fuselage.

The doors are hinged to the aircraft f

There is a proximity switch installed in the NLG bay. This proximity switch has its target on the door mechanism, when the door is fully retracted.

There is a proximity switch installed i its target on the door mechanism, wh

When the free-fall handle is pulled, the landing gear doors open mechanically.

When the free-fall handle is pulled, cally.

Phenom 100

Phenom 100


23-9 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Extension and Retraction


The extension / retraction system comprises a mechanical control circuit and an hydraulic circuit.The extension and retraction are commanded by the pilot or copilot by means of the landing gear control lever which commands an hydraulic circuit. The hydraulic circuit operates the main and nose landing gear actuator which drives the MLG (Main Landing Gear) and the NLG (Nose Landing Gear), respectively, to retract and extend.

The extension / retraction system compri an hydraulic circuit.The extension and re or copilot by means of the landing gear hydraulic circuit. The hydraulic circuit op gear actuator which drives the MLG (Main Landing Gear), respectively, to retract an

The system is capable of retracting and extending the landing gears up to a speed of 180 kts (Knots) in normal conditions.

The system is capable of retracting and speed of 180 kts (Knots) in normal condit

The emergency extension system allows the cockpit crew to extend the landing gear manually. A free fall handle is located in the cockpit center pedestal.When the free fall handle is actuated all landing gear hydraulic circuits are connected to the return line, the landing gears are released from the up position and, by the action of the gravity force, the landing gear is extended.

The emergency extension system allows ing gear manually. A free fall handle is l tal.When the free fall handle is actuated a connected to the return line, the landing g tion and, by the action of the gravity force



DOWN

UP

MAIN LDG ACT

UP DOWN

FREE FALL VALVE

RETURN

DOWN

DOWN LINE

DOWN LOCK ACT

UP NOSE LDG

UP LINE

DOWN

DOWN

NOSE LDG ACT

LDG SELECTOR VAVLE

UP

UP

DOWN

UP

CONTROL LEVER

NOSE LDG ACT NOSE LDG

MAIN LDG ACT

MAIN LDG

CHECK VALVE

PRESSURE

DOWN LOCK ACT

RETURN RETURN FREE FALL HANDLE

MAIN LDG

MAIN LDG ACT

MAIN LDG ACT

MAIN LDG

MAIN LDG

Hydraulic System

Hydraulic System

The hydraulic circuit contains valves, which control the hydraulic flow to perform the operations required by the control circuit. It is also comprises retraction actuators, and a downlock actuator in the NLG (Nose Landing Gear).

The hydraulic circuit contains valves, wh form the operations required by the contr tion actuators, and a downlock actuator in

The hydraulic system power pack supplies hydraulic power for the landing gear extension and retraction subsystem.

The hydraulic system power pack suppl gear extension and retraction subsystem.

23-10 April 2009

23-10 April 2009


Developed for Train

Landing Gear Extension Cycle

Extension Cycle

The extension cycle starts when the pilot or copilot selects the landing gear control lever to down (“DN”) position.

The extension cycle starts when the control lever to down (“DN”) position.

Pressure comes from the hydraulic system and first passes through the free fall valve.The free fall valve position is the same for normal extension and retraction. It works as a free passage for the pressure line. So the fluid goes directly to the landing gear selector valve. For landing gear extension the selector valve connects the pressure line with the extension circuit (”DOWN”) and the return line with the hydraulic circuit identified as “UP” (in the figure).

Pressure comes from the hydraulic s fall valve.The free fall valve position retraction. It works as a free passag directly to the landing gear selector selector valve connects the pressure and the return line with the hydraulic

The hydraulic pressure goes to the main and nose landing gears actuators, that drive the main and nose landing gears to extend.

The hydraulic pressure goes to the that drive the main and nose landing

In the down position the MLG (Main Landing Gear) is locked down by a mechanical locking system installed inside the MLG locking actuator.

In the down position the MLG (Ma mechanical locking system installed

There is one proximity sensor installed in each MLG locking actuator.This sensor transmits a signal to the system when the MLG is locked in the fully extended position.

There is one proximity sensor insta sensor transmits a signal to the sys extended position.

In down position the NLG is locked down by the locking stay.

In down position the NLG is locked d

The locking stay has one proximity switch.This sensor transmits a signal to the system when the NLG is locked in the fully extended position.

The locking stay has one proximity the system when the NLG is locked i

Retraction Cycle

Retraction Cycle

The retraction cycle starts when the pilot or copilot selects the landing gear control lever to the up (“UP”) position.

The retraction cycle starts when the control lever to the up (“UP”) position

Pressure comes from the hydraulic system and first passes through the free fall selector valve.The free fall valve works as a free passage for the pressure line. So the fluid goes directly to the landing gear selector valve. For landing gear retraction the selector valve connects the pressure line with the retraction circuit (”UP”) and the return line with the hydraulic circuit ”DOWN”.

Pressure comes from the hydraulic s fall selector valve.The free fall valve line. So the fluid goes directly to the gear retraction the selector valve co tion circuit (”UP”) and the return line

The hydraulic pressure goes to the main and nose landing gear actuators, that drive the main and nose landing gear to retract. During the retracting movement of the NLG the centering roller is moved by the steering centering, thus aligning the nose wheel to the centered position.

The hydraulic pressure goes to the that drive the main and nose landin movement of the NLG the centering thus aligning the nose wheel to the c

The MLG and NLG are held in the retracted position by the action of the hydraulic pressure.

The MLG and NLG are held in the hydraulic pressure.

There is one proximity sensor installed in each MLG and in the NLG bay area.

There is one proximity sensor insta area.

These sensors transmit a signal to the system when the MLG and NLG are in the fully retracted position and with the door closed.

These sensors transmit a signal to th the fully retracted position and with th

Phenom 100

Phenom 100


23-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



The landing gear control lever is located on the cockpit central instrument panel and is used by flight crew to select the landing gear positioning.

The landing gear control lever is locate panel and is used by flight crew to select

The lever position is sensed by microswitches whose electrical signals are provided to EDCU (Engine Data Collector Unit) and BCU (Brake Control Unit).

The lever position is sensed by microsw provided to EDCU (Engine Data Collec Unit).

Landing Gear Manifold The landing gear manifold is installed in the right side of the forward fuselage.

Landing Gear Manifold The landing gear manifold is installed in th

The body of the landing gear manifold incorporates the landing gear selector valve for the extension and retraction of the landing gear (up part) and free fall selector valve (down part).

The body of the landing gear manifold inc valve for the extension and retraction of fall selector valve (down part).

Emergency-Extension System

Emergency-Extension System

The emergency-extension system (free fall), used when the normal extension system is not available, allows the crew to extend the landing gear manually in case of normal extension system failure.

The emergency-extension system (free fa system is not available, allows the crew t in case of normal extension system failur

The landing gear emergency handle is located at the cockpit center pedestal.

The landing gear emergency handle is loc

The extension is performed by pulling the free fall handle. The handle movement is transmitted by a steel cable to the free-fall valve, which connects the hydraulic lines to the return line, thus allowing the landing gears to extend by gravity.

The extension is performed by pulling the ment is transmitted by a steel cable to th hydraulic lines to the return line, thus allo gravity.

The mechanical emergency release system has the following components:

The mechanical emergency release syste

Free Fall T-Handle

Free Fall T-Handle

The free fall T-handle is located at the cockpit center pedestal.

The free fall T-handle is located at the co

23-12 April 2009


23-12 April 2009

Developed for Train

Landing Gear Free Fall Cable

Free Fall Cable

The free fall cable is a steel cable that transmits the movement from the Thandle to the landing gear manifold.

The free fall cable is a steel cable t handle to the landing gear manifold.

Phenom 100

Phenom 100


23-13 April 2009

Developed for

UP DOWN

MAIN LDG

MAIN LDG

DOWN LINE

UP LINE DOWN LINE

DOWN

UP

DOWN

FREE FALL VALVE

CHECK VALVE

CONTROL LEVER

LDG SELECTOR VALVE

FREE FALL VALVE

CHECK VALVE

PRESSURE

RETURN

FREE FALL HANDLE

PRESSURE

RETURN

FREE FALL HANDLE

Phenom 100

NOSE LDG

DOWN LOCK ACT

UP DOWN

RETURN

NOSE LDG ACT

NOSE LDG

DOWN LOCK ACT

RETURN

MAIN LDG

DOWN DOWN DOWN

UP UP UP

MAIN LDG ACT MAIN LDG ACT MAIN LDG ACT

Developed for Train

23-14 April 2009


23-14 April 2009

Emergency Extension System Emergency Extension System


Landing Gear Emergency Extension System

Emergency Extension System FREE FALL COMPARTMENT

FREE FALL COMPARTMENT FREE FALL HANDLE

FREE FALL HANDLE FREE FALL CABLE LANDING GEAR MANIFOLD

Steering

S S

G

Steering

S S

G

The steering system has the function of steering the nose wheel when the nose landing gear is extended so the pilot can taxi the aircraft on the ground.

The steering system has the functio nose landing gear is extended so the

The steering system has also the function of turning the nose wheel to its centered position when the NLG (Nose Landing Gear) is retracting.

The steering system has also the f centered position when the NLG (No

Phenom 100

Phenom 100


23-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The steering angle commanded via pedals operates over a range of ±18.3 degrees. Additional ±16.7 degrees can be commanded via differential braking, thus totalling ±35 degrees.

The steering angle commanded via ped degrees. Additional ±16.7 degrees can b ing, thus totalling ±35 degrees.

For aircraft towing the torque links must be disconnected. With torque link disconnected the NLG wheel can rotate 360 degrees.

For aircraft towing the torque links mus disconnected the NLG wheel can rotate 3

The commands to actuate the steering mechanism are operated by the pilot and copilots by the rudder pedals. Both left and right pedals are mechanically linked through connecting rods connected to the forward rudder torque tube.

The commands to actuate the steering m and copilots by the rudder pedals. Both le linked through connecting rods connected

There is a connection that transmits the rotational movements from the rudder center right torque tube (pilot) to linear movement of the pedal steering mechanism. The linear movement is transmitted to rotational movement of the NLG (Nose Landing Gear) device.

There is a connection that transmits the der center right torque tube (pilot) to line mechanism. The linear movement is tra the NLG (Nose Landing Gear) device.

The Pedal Steering mechanism contains a spring that, by action of a possible resistance force (that occurs when differential brake is applied) to steer the

The Pedal Steering mechanism contains resistance force (that occurs when differ

23-16 April 2009

23-16 April 2009


Developed for Train

Landing Gear nose wheel, extends (wheel turning right) or retracts (wheel turning left), thus providing an increase of the linear movement of the steering mechanism and, consequently, an increase of 15 degrees in the maximum steering angle.

nose wheel, extends (wheel turning r providing an increase of the linear m consequently, an increase of 15 degr

The interface between the pedal steering mechanism and the NLG steering device is made by direct mechanical contact. This contact is possible only when the NLG is in its extended position. When the NLG is retracting or retracted the mechanical contact is lost.

The interface between the pedal ste device is made by direct mechanica when the NLG is in its extended p retracted the mechanical contact is lo

During the retracting movement of the NLG the center roller is moved by the steering centering, thus aligning the nose wheel to its centered position.

During the retracting movement of th steering centering, thus aligning the

Turning Assisted by Brake radius (Steering 18.3º + 16.7º)

Turning Assisted by Brake rad

25.50 m (83 ft 7.93 in) WALL TO WALL

2 (83 WALL

16.92 m (55 ft 6.12 in) CURB TO CURB

1 (55 f CURB

R4

R1

35°

R5

R2

R3

R6

STEERING ANGLE 35° STEERING ANGLE 35°

NOSE R1 9.04 m

29 ft 7.9 in

INBD GEAR R4 8.46 m

NOSE GEAR R2 8.16 m

26 ft 9.2 in

OUTBD GEAR R3 4.75 m

RIGHT WING TIP R5

27 ft 9.1 in 12.75 m

41 ft 10 in

15 ft 7 in

STEERING ANGLE 35°

RIGHT TAIL TIP R6

STEERING ANGLE

11.36 m 37 ft 3.2 in

35°


23-17 April 2009

NOSE R1 9.04 m

29 ft 7.9 in

INBD GEAR R4 8.46 m

8.1

R

27 ft 9.1 in 12.


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing Gear Indicating System

Landing Gear Indicating Sy

The landing gear indicating system processes the signals generated by the landing gear proximity switches and landing gear control lever microswitches to provide the CAS (Crew Alerting System) with indications of the landing gear position.

The landing gear indicating system proc landing gear proximity switches and land to provide the CAS (Crew Alerting Syst gear position.

Landing Gear Indicating System

Landing Gear Indicating System CAS AND LG CONTROL LEVER

GEAR DOWN LOCK SENSORS AND LANDING GEAR UP POSITION SENSORS OF THE NLG

GEAR DOWN LOCK SENSORS AND LANDING GEAR UP POSITION SENSORS OF THE MLG

GEAR DOWN LOCK SENSORS AND LANDING GEAR UP POSITION SENSORS OF THE MLG

The CAS indication of the landing gear position consists of three colored symbols, enclosing text or graphical information. From left to right, each box represents the position of the left, nose and right landing gear, respectively.

The CAS indication of the landing gear symbols, enclosing text or graphical infor represents the position of the left, nose a

For the landing gear in transition, the presentation shall be an amber cross hatch.

For the landing gear in transition, the pr hatch.

For the landing gear locked down, the presentation shall be a green circle enclosing a green word "DN".

For the landing gear locked down, the p enclosing a green word "DN".

For the landing gear up, the presentation shall be a white square enclosing a white word "UP".

For the landing gear up, the presentation white word "UP".

A disagreement between the control lever position and any landing gear leg position for more than 20 seconds will activate the warning message “LG LEVER DISAG” and the position in disagreement will change its previous color to red.

A disagreement between the control leve position for more than 20 seconds will LEVER DISAG” and the position in disa color to red.

23-18 April 2009

23-18 April 2009


Developed for Train

Landing Gear Landing Gear Position Indication

Up LG

Landing Gear Position Indicati

Down

Transition

Up

LG

LG

LG

UP UP

Dow LG UP

UP

UP

UP

LG normal

L

Up

Down

Transition

Up

Dow

LG

LG

LG

LG

LG

LG Abnormal + CAS MSG "LG LEVER DISAG"

LG Abnormal + CA SDS2432326100P149

Indication

Description

Indication

Description

Landing Gear Down

Landing Gear Down

Landing Gear Up

Landing Gear Up

Landing Gear Transitioning (Normal)

Landing Gear Transitioning (Normal)








23-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



There are six proximity switches in the system, three landing gear down lock switches and three landing gear up position switches. Each landing gear leg of the aircraft contains one landing gear down lock switch and one landing gear up position switch.

There are six proximity switches in the sy switches and three landing gear up posit of the aircraft contains one landing gear gear up position switch.

Down Lock Switches of the MLG (Main Landing Gear) The gear down lock switches of the MLG are installed on the MLG locking actuator. There is a mechanism to lock the hydraulic actuator, the proximity switch is in front of its target when this mechanism is activated.

Down Lock Switches of the MLG (Main The gear down lock switches of the ML actuator. There is a mechanism to lock t switch is in front of its target when this me

Down Lock Switch of the NLG (Nose Landing Gear) The gear down lock switch of the NLG is installed on the NLG locking stay. The locking stay is a two-hinged piece strut, the proximity switch is installed on the upper part and its target is installed on the lower part.The PS (Proximity Switch) is in front of its target when the locking stay is in an over-centered (locked) position.

Down Lock Switch of the NLG (Nose L The gear down lock switch of the NLG i The locking stay is a two-hinged piece s on the upper part and its target is installe ity Switch) is in front of its target when the (locked) position.

Up Position Switches of the MLG The landing gear up position switches of the MLG are installed on the Main Landing Gear bay area and have their target installed on the MLG door mechanism.The proximity switches are in front of their targets when the MLG is fully retracted.

Up Position Switches of the MLG The landing gear up position switches of Landing Gear bay area and have their mechanism.The proximity switches are in is fully retracted.

Up Position Switch of the NLG The landing gear up position switch of the NLG is installed on the Nose Landing Gear bay area and has its target installed on the left side of the NLG door mechanism. The proximity switches are in front of their targets when the NLG is fully retracted and the door is closed.

Up Position Switch of the NLG The landing gear up position switch of the ing Gear bay area and has its target insta mechanism. The proximity switches are in is fully retracted and the door is closed.

23-20 April 2009

23-20 April 2009


Developed for Train

Landing Gear Landing Gear Proximity Switches

Landing Gear Proximity Switch

PROXIMITY SWITCH

PROXIMITY SWITCH

MAIN GEAR

MAIN GEAR

PROXIMITY SWITCH

PROXIMIT

TARGET

NOSE GEAR

TARGE

NO

SDS2432326100P151R


23-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing Gear Aural Warning

Landing Gear Aural Warnin

A landing gear aural warning alerts the crew whenever any landing gear is not down and locked. The aural warning LANDING GEAR is announced in the following situations:

A landing gear aural warning alerts the not down and locked. The aural warning the following situations:

Flap lever at 0 or 1 position  Difference between pressure altitude and LFE is lower than 700 ft AGL, and  Airspeed below 160 KIAS;  Either thrust lever is set below 23° with the opposite thrust lever below 35° for two operative engines, or  Thrust lever of operative engine is set below 35° for a one engine inoperative condition.

Flap lever at 0 or 1 position  Difference between pressure altitude a and  Airspeed below 160 KIAS;  Either thrust lever is set below 23° with for two operative engines, or  Thrust lever of operative engine is set tive condition.

Flap lever at 2 position  Either thrust lever is set below 23° with the opposite thrust lever below 35° for two operative engines, or  Thrust lever of operative engine is set below 35° for a one engine inoperative condition.  Landing gear aural warning cannot be silenced by pushing the landing gear warning inhibition button.

Flap lever at 2 position  Either thrust lever is set below 23° with for two operative engines, or  Thrust lever of operative engine is set tive condition.  Landing gear aural warning cannot be gear warning inhibition button.

Flap lever at 3 or FULL position  Regardless of thrust lever position, airspeed and altitude, the landing gear aural warning cannot be silenced by pushing the landing gear warning inhibition button.

Flap lever at 3 or FULL position  Regardless of thrust lever position, airs aural warning cannot be silenced by p inhibition button.

Air / Ground System

Air / Ground System

The Air / Ground system operates with information provided by the WOW (Weight-on-Wheels) proximity switch, located on the main landing gear shock strut, that determines when the aircraft is on ground or in flight.

The Air / Ground system operates with (Weight-on-Wheels) proximity switch, loca strut, that determines when the aircraft is

There are two weight-on-wheel sensors, each installed on the right and left main landing gear shock struts. The target of the WOW sensor is located on the trailing arm.

There are two weight-on-wheel sensors, main landing gear shock struts. The targ the trailing arm.

With the aircraft in flight, the shock absorber extends and a steel target is positioned in front of the sensor. When the aircraft is on ground, the shock absorber compresses, and the target moves forward of the sensor.

With the aircraft in flight, the shock abs positioned in front of the sensor. When absorber compresses, and the target mov

The WOW signals are used by the following aircraft systems:

The WOW signals are used by the follow

   

Brake Control System Landing Gear Control Lever FADEC (Full Authority Digital Engine Control) Electrical System

23-22 April 2009

   


Brake Control System Landing Gear Control Lever FADEC (Full Authority Digital Engine C Electrical System

23-22 April 2009

Developed for Train

Landing Gear 

Lights (Baggage Compartment) Air Conditioning and Pressurization  Fuel System (Fuel Indication)  Flight Controls (Flaps)  Avionics (Data Concentrator Unit and GEA (Garmin Engine Airframe unit) A disagreement of signal from right and left WOW sensors for more than 3 seconds will activate the caution message "LG WOW SYS FAIL". The electrical power is provided by the emergency bus.







Lights (Baggage Compartment) Air Conditioning and Pressurizatio  Fuel System (Fuel Indication)  Flight Controls (Flaps)  Avionics (Data Concentrator Unit A disagreement of signal from right seconds will activate the caution mes cal power is provided by the emerge

Air/Ground System

Air/Ground System

PROXIMITY SWITCH

TARGET

B

B

MAIN LANDING GEAR


MAIN LANDING GEAR

SDS2432326300P159r

23-23 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

Airspeeds

Airspeeds

Landing Gear Operation/extended Speed (VLO AND VLE)

Landing Gear Operation/extended Spe

VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS

VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VLO is the maximum speed at which the landing gear can be safely extended and retracted. VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS VLE is the maximum speed at which the airplane can be safely flown with the landing gear extended and locked.

VLO is the maximum speed at whic extended and retracted. VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VLE is the maximum speed at which t the landing gear extended and locked

Note: For emergency purposes only, the landing gear may be extended at

Note: For emergency purposes only, th

speeds higher than 180 KIAS but not exceeding 250 KIAS. If landing gear is extended above 180 KIAS, report to the maintenance personnel.

speeds higher than 180 KIAS bu ing gear is extended above 180 personnel.



Maximum Tire Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 kt

Maximum Tire Ground Speed . . . . . . . . .

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

Warning

LG LEVER DISAG

Signal from LG position indication proximity switches and LG control lever are in disagreement for more than 20sec

Warning

LG LEVER DISAG

Caution

LG WOW SYS FAIL

Signal from RH and LH wow proximity switches are in disagreement for more than 3sec

Caution

LG WOW SYS FAIL

23-24 April 2009

TYPE


23-24 April 2009

MESSAGE

S p le

Sign swit

Developed for Train

Lighting

Lighting

Lighting

General

General

The lighting system provides lighting for the interior and exterior of the aircraft under normal and emergency conditions.

The lighting system provides lighting under normal and emergency conditi

The internal lighting system provides cockpit lighting and cabin lighting to include warning sign illumination.

The internal lighting system provide include warning sign illumination.

The external lighting system uses high intensity lights. These lights are used for taxiing, takeoff and landing proccedures. They are also used for in-flight orientation and identification of aircraft position

The external lighting system uses hi for taxiing, takeoff and landing procc orientation and identification of aircra

Cockpit

Cockpit

The cockpit lighting system provides illumination for the work area, panels, and instruments. The switch that controls the lights of the cockpit is installed on a control panel, located in the cockpit, below the reading light shroud assembly.

The cockpit lighting system provides and instruments. The switch that con on a control panel, located in the assembly.

Cockpit Lights

Cockpit Lights

The Cockpit Lighting System is composed of the following:

The Cockpit Lighting System is comp

     

Dome Light Reading Lights Instrument and Panel Lights Flood / Storm Lights (Optional) Annunciator Test Cockpit Panel Rotary Knob


     

24-1 April 2009

Dome Light Reading Lights Instrument and Panel Lights Flood / Storm Lights (Optional) Annunciator Test Cockpit Panel Rotary Knob


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Dome Light There is one dome light located on the cockpit ceiling panel designed to provide general lighting for the cockpit area during flight and/or ground operations as required by the flight crew. The dome light is turned on/off by a pushbutton located on the light bezel. The electrical power is supplied through the EMERGENCY BUS to allow cockpit lighting in electrical emergency condition.

Dome Light There is one dome light located on the co vide general lighting for the cockpit area tions as required by the flight crew. Th pushbutton located on the light bezel. through the EMERGENCY BUS to allow gency condition.

Cockpit Reading Lights There are two cockpit reading lights installed on the cockpit ceiling panel, one for the pilot and the other for the copilot. The light intensity can be adjusted from off to dim and from dim to full bright, by touching the outer bezel of the unit. The third touch turns the light off. Light beam orientation up to 35 degrees from unit vertical axis provides a total of 70 degrees of movement in any direction and it is adjustable by moving the unit inner bezel. The reading

Cockpit Reading Lights There are two cockpit reading lights insta for the pilot and the other for the copilot. from off to dim and from dim to full brigh unit. The third touch turns the light off degrees from unit vertical axis provides a any direction and it is adjustable by movin

lights are powered by the DC BUS 2.

lights are powered by the DC BUS 2.

Instruments and Panel Lights The instrument and control panel lights system provides lighting for instruments, panels, and pushbuttons, improving crewmember’s vision during flight procedures.

Instruments and Panel Lights The instrument and control panel lights ments, panels, and pushbuttons, improvin procedures.

24-2 April 2009

24-2 April 2009


Developed for Train

Lighting The instruments and panels are divided into four zones, and they are located on the overhead panel, main panel, control pedestal, and side consoles.

The instruments and panels are divid on the overhead panel, main panel, c

Cockpit Panel Rotatory Switch The CKPT PANEL rotatory switch is located on the LIGHTS control panel and controls the brightness of the instrument and panel lights. The dimmer output is controlled by means of the single-turn rotary knob. Under normal operation, the dimmer controls the brightness of the instruments and panel lights LED. When the rotary switch is set to the OFF position, the dimer and instrument and panel lights go off. The cockpit dimmer is powered from DC BUS 2.

Cockpit Panel Rotatory Switch The CKPT PANEL rotatory switch is controls the brightness of the instrum is controlled by means of the single-t the dimmer controls the brightness o When the rotary switch is set to the and panel lights go off. The cockpit d

Flood / Storm Lights (optional) The flood / storm lights consist of three thunderstorm light assemblies located under the glareshield; one on the pilot’s side, one in the center, and another on the copilot’s side.

Flood / Storm Lights (optional) The flood / storm lights consist of thre under the glareshield; one on the pil on the copilot’s side.

The three-position switch provides two brightness settings and the off condition.

The three-position switch provides condition.

The electrical power supply comes from DC BUS 2.

The electrical power supply comes fr

FLOOD / STORM LIGHTS


FLOOD / S

24-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Annunciator Test The ANNUNCIATOR pushbutton performs the lighting test of the LED (LightEmitting Diodes of the striped bar and caption indication of the pushbuttons. This test is applicable to the following lights on the main instrument panel, control pedestal, and lateral consoles:

Annunciator Test The ANNUNCIATOR pushbutton perform Emitting Diodes of the striped bar and ca This test is applicable to the following li control pedestal, and lateral consoles:

Dump Switch  Fuel Transfer Switch  Parking Brake Light  Electrical Emergency Switch  CVDR Switches  Pusher Cutout Switch Illumination of the annunciator is available during electrical emergency condition since these units are powered by the EMERGENCY BUS.





Dump Switch Fuel Transfer Switch  Parking Brake Light  Electrical Emergency Switch  CVDR Switches  Pusher Cutout Switch Illumination of the annunciator is available tion since these units are powered by the 

TEST

TEST

ANNUNCIATOR

ANNUNCIA

FIRE

FIRE

STALL PROT

24-4 April 2009

STALL P


24-4 April 2009

Developed for Train

Lighting

Passenger Cabin

Passenger Cabin

The function of the passenger cabin lighting is to supply light for the comfort and use of the passengers and crew.

The function of the passenger cabin and use of the passengers and crew

Cabin Lights

Cabin Lights

   

Passenger Upwash Lights Effect Lights Passenger Warning Signs Passenger Reading Lights /Table Lights


   

24-5 April 2009

Passenger Upwash Lights Effect Lights Passenger Warning Signs Passenger Reading Lights /Table


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Passenger Up Wash Lights The passenger up wash lights use LED (Light-Emitting Diode) technology, and provides ambient illumination for passenger comfort. The passenger up wash light is a flexible printed circuit board with white LEDs to provide light to the monument, installed on the LH (Left Hand) and RH (Right Hand) sidewall.

Passenger Up Wash Lights The passenger up wash lights use LED (L provides ambient illumination for passeng light is a flexible printed circuit board wit monument, installed on the LH (Left Hand

LED cabin up wash lights, located on the LH and RH sidewall, are controlled by a potentiometer switch, located on the LIGHTS control panel. Turning the UP WASH knob fully clockwise causes the lights to have a normal brightness. If the knob is fully turned counterclockwise, the UP WASH lights are dimmed and OFF in the fullcounterclockwise position.

LED cabin up wash lights, located on the L a potentiometer switch, located on the LIG WASH knob fully clockwise causes the ligh knob is fully turned counterclockwise, the OFF in the fullcounterclockwise position.

UPWASH LIGHTS

24-6 April 2009

UPWASH LIGH


24-6 April 2009

Developed for Train

Lighting Effect Lights The LED (Light-Emitting Diode) effect lights are installed in the right and left side of the passenger cabin. The effect lights are composed of the LED foldable table light.

Effect Lights The LED (Light-Emitting Diode) effe side of the passenger cabin. The eff able table light.

The LED effect lights are controlled by the EFFECT switch installed on the LIGHTS control panel with three operation positions: OFF, DIM or BRT. The electrical power supply comes from SHED BUS.

The LED effect lights are controlled LIGHTS control panel with three ope electrical power supply comes from S

A

A

EFFECT LIGHT

A

SDS2432332200P033R

Passenger Warning Signs The warning signs give the passengers visual signs and announcements about TURN OFF ELECTRONIC DEVICES, FASTEN-SEAT-BELTS. The passenger warning signs are illuminated signs that will be clearly visible under normal daylight lighting conditions.

Passenger Warning Signs The warning signs give the passen about TURN OFF ELECTRONIC passenger warning signs are illum under normal daylight lighting conditi

They are activated by a switch in the cockpit or by the automatic oxygen indication relay that is activated during an aircraft depressurization. Passenger

They are activated by a switch in the cation relay that is activated during

Phenom 100

Phenom 100


24-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

advisory signs, are controlled by a three-position switch, located on the PAX SIGNS control panel, on the cockpit main panel. The system is powered from DC BUS 1.

advisory signs, are controlled by a threeSIGNS control panel, on the cockpit main DC BUS 1.

Pax Signs Switch  PED-BELTS/OFF - Turn off electronic deviced illuminated and fasten seat belts illuminated  BELTS/ON - Fasten seat belts illuminated.  OFF/ON - No sign illuminated

Pax Signs Switch  PED-BELTS/OFF - Turn off electronic seat belts illuminated  BELTS/ON - Fasten seat belts illumin  OFF/ON - No sign illuminated

FUEL PUMP 1

XFR

PUSHER PUMP 2

XFR

ON

ON

AUTO

AUTO

AUTO

OFF

OFF

OFF

PAX SIGNS

PU

ON

HYD PUMP

ELT

AUTO OFF

PAX SIGNS

ON

ELT

ON

PED-BELTS/OFF

ON

BELTS/ON

ARMED

BELTS/ON

ARM

OFF/ON

TEST/RESET

OFF/ON

TES

2300P037R

PED-BELTS/OFF

PASSENGER WARNING SIGN

24-8 April 2009

FUEL PUMP 1

CUTOUT


PASSENGER WA

24-8 April 2009

Developed for Train

Lighting Passenger Reading Lights / Table Lights

Passenger Reading Lights / Ta

The passenger reading lights consists of a light source installed on the sidewall, and controlled individually through a switch installed on the PCU (Passenger Control Unit) in a way to allow personal illumination control.The electrical power supply comes from DC BUS 2.

The passenger reading lights cons sidewall, and controlled individually (Passenger Control Unit) in a way to electrical power supply comes from D

The table lights are installed on the LH and RH sidewall, above the foldable table. The table lights are controlled through a switch installed on the PCU and used to provide personal illumination control in ON / OFF mode operation. The electrical power supply comes from DC BUS 2.

The table lights are installed on the table. The table lights are controlled t used to provide personal illumination electrical power supply comes from D

B

B C

C B

SIDELEDGE (REF.)

SIDELEDGE (REF.)

PCU

PASSENGER READING LIGHT

PASSENGER READING LIG

B

B

TABLE LIGHT

C


24-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

PCU - Passenger Control Unit

PCU - Passenger Control Unit

Courtesy Lights

Courtesy Lights

24-10 April 2009


24-10 April 2009

Developed for Train

Lighting Courtesy Lights

Courtesy Lights

The courtesy lighting system provides illumination for safe boarding of the crew members and passengers.

The courtesy lighting system provid crew members and passengers.

The courtesy lighting system has the following components:

The courtesy lighting system has the

  

Main Door Dome Light Cockpit Step Light Airstairs Step Lights

  

Main Door Dome Light Cockpit Step Light Airstairs Step Lights

Main Door Dome Light The main door dome courtesy light, is a white LED light, installed on the ceiling panel to provide minimum lighting level for boarding

Main Door Dome Light The main door dome courtesy light, ing panel to provide minimum lighting

Cockpit Step Light The cockpit step courtesy light is a red light composed of only one assembly with a string of LEDs installed on the step between the passenger cabin and the cockpit area. The major purpose of this light is to indicate a change in the floor level, thus preventing the flight crew from being injured. The cockpit step courtesy light is part of the courtesy lighting system.

Cockpit Step Light The cockpit step courtesy light is a r with a string of LEDs installed on the the cockpit area. The major purpose floor level, thus preventing the flight c courtesy light is part of the courtesy l

Airstairs Step Light The airstairs step courtesy lights illuminate all the airstairs steps, and the ground. This set of light is composed of LEDs assemblies; two for the first step, one for each other step. The major purpose of these lights is to permit safe boarding/unboarding and help the passengers/crew in case of an emergency evacuation. The airstairs courtesy lights go on every time the airstairs is deployed. The airstairs courtesy lights are part of the courtesy lighting system.

Airstairs Step Light The airstairs step courtesy lights ill ground. This set of light is compose step, one for each other step. The m safe boarding/unboarding and help t gency evacuation. The airstairs cour is deployed. The airstairs courtesy lig tem.

Operations The lights are turned on by two independent three-way switches; one located inside the cockpit on the left hand console and the other near the main door right side. This system is powered by the HOT BATT BUS 1. With the aircraft parked, it is possible to turn on the courtesy lights for a maximum of 5 minutes. The lights are turned off via a timer

Operations The lights are turned on by two inde inside the cockpit on the left hand co right side. This system is powered by parked, it is possible to turn on the co The lights are turned off via a timer

Phenom 100

Phenom 100


24-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Courtesy / Airstairs / Cockpit Step Lights

S E R V I C E S

Courtesy / Airstairs / Cockpit Step

ZONE 315 316

ZONE 315 316

B

B C

A

A

ZONE 211

ZONE 211

A C

C D

D

D

D

D

B

B A

BAGGAGE COMPARTMENT LIGHT SWITCH

C TYPICAL

24-12 April 2009

BAGGAGE COMPARTMENT LIGHT SWITCH

BAGGAGE COMPARTMENT LIGHT

C

D

TYPICAL

TYPICAL


CO

24-12 April 2009

Developed for Train

Lighting

B

B

ZONE 813

D

A

A

C

C

C

C

A

A D

F E

E

B


D

COURTESY/STEP LIGHT

COURTESY/STAIR LTS SWITCH

C

E

E

B

MAIN DOOR COURTESY LIGHT

COURTESY/STEP LIGHT

F

C


EM500ENSDS330048A

24-13 April 2009


COURT LTS


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Baggage and Service Compartments

Baggage and Service Com

The lights of the cargo and service compartments illuminate these compartments and make their operation and inspection easier when the aircraft is on the ground.

The lights of the cargo and service comp ments and make their operation and insp the ground.

Baggage Compartment Lights

Baggage Compartment Lights

The baggage compartment lighting system provides lighting for the compartment during loading or unloading of baggage. The system also provides lighting when it is necessary to perform maintenance services inside the baggage compartment.

The baggage compartment lighting syste ment during loading or unloading of bagg ing when it is necessary to perform maint compartment.

There is one light in the forward baggage compartment and two lights in the aft baggage compartment. These are LED (Light-Emitting Diode) dome lights and are installed inside the baggage compartment bay, on the baggage ceiling panel. Lights for the baggage compartments are powered thru the HOT BATT BUS 1.

There is one light in the forward baggage aft baggage compartment. These are LED and are installed inside the baggage com ing panel. Lights for the baggage compa BATT BUS 1.

Manual Switch There is one manual switch in each baggage compartment. This switch controls the baggage compartment lights regardless of the door position.

Manual Switch There is one manual switch in each bagg trols the baggage compartment lights reg

When the manual switch is pressed, the baggage compartment lights come on and stay on for 5 minutes.

When the manual switch is pressed, the on and stay on for 5 minutes.

Service Compartment Lights

Service Compartment Lights

The service lights system provides lighting to the service compartments, for quick inspection and accomplishment of simple maintenance tasks while the aircraft is on the ground. The service lights system provides lighting to the center and aft compartments, for quick inspection and accomplishment of simple maintenance tasks while the aircraft is on the ground. It is designed to provide adequate lighting to each of the two service areas. One LED (LightEmitting Diode) light assembly unit is installed in each service area.

The service lights system provides lightin quick inspection and accomplishment of aircraft is on the ground. The service lig center and aft compartments, for quick simple maintenance tasks while the aircra provide adequate lighting to each of the Emitting Diode) light assembly unit is inst

This light is used to illuminate LRU (Line Replaceable Unit)’s located in the center and aft compartments.

This light is used to illuminate LRU (Line center and aft compartments.

24-14 April 2009

24-14 April 2009


Developed for Train

Lighting Central Switches There is an internal switch located on the center and aft service compartments. The switch controls the internal light manually.

Central Switches There is an internal switch located ments. The switch controls the intern

Each service compartments light are controlled by a dedicated manual switch. The electrical power supply comes from SHED BUS.

Each service compartments light a switch. The electrical power supply c

External Lights

External Lights

The exterior lighting system uses high intensity lights. These lights are used for taxing, takeoff and landing procedures. They are also used for in-flight orientation and identification of aircraft position.

The exterior lighting system uses hig for taxing, takeoff and landing proced entation and identification of aircraft

    

Landing / Taxiing Lights Navigation / Strobe Lights Red beacon Light Logo Type Lights Inspection Light


    

24-15 April 2009

Landing / Taxiing Lights Navigation / Strobe Lights Red beacon Light Logo Type Lights Inspection Light


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Landing/Taxi Lights

Landing/Taxi Lights

The landing light system gives visual ground reference during taxi, takeoff, final approach and landing. There are two landing light assemblies installed on the wing leading edges close to the fuselage.

The landing light system gives visual gr final approach and landing. There are tw on the wing leading edges close to the fu

The lights are commanded by means of the LDG/TAXI switch on the LIGHTS control panel. The switch commands both wing root landing/taxi lights. The system has two dimmable ballasts that supply 50 Watt power in high mode for landing and 35 Wat power in low mode for taxi. The LH (Left Hand) landing / taxi light is powered from DC BUS 1, and the RH (Right Hand) landing / taxi light is powered from DC BUS 2.

The lights are commanded by means of t control panel. The switch commands bo system has two dimmable ballasts that su landing and 35 Wat power in low mode fo taxi light is powered from DC BUS 1, and light is powered from DC BUS 2.

LANDING LIGHTS

LANDING LIG

Navigation / Strobe Lights

Navigation / Strobe Lights

The navigation / strobe lights system gives visual position configuration while the aircraft is flying during the night. There are two navigation light assemblies installed in the aircraft. Each assembly is installed on the wing tip and has two different colors of lights.

The navigation / strobe lights system give the aircraft is flying during the night. The blies installed in the aircraft. Each assem has two different colors of lights.

There is one navigation/strobe light LED (Light-Emitting Diode) assembly installed on each wing tip. The navigation light and the strobe light are in the same enclosure.

There is one navigation/strobe light LE installed on each wing tip. The navigation same enclosure.

The Navigation lights are switched to ON or OFF by the NAV switch installed on the LIGHTS control panel. When activated, this switch turns on the red, green, and white navigation lights located on the wing tips.

The Navigation lights are switched to ON on the LIGHTS control panel. When act green, and white navigation lights located

24-16 April 2009

24-16 April 2009


Developed for Train

Lighting The White Strobe Lights are switched to ON or OFF by the STROBE switch installed on the LIGHTS control panel. When activated, this switch turns on the white strobe lights located on the wing tips.

NAVIGATION / STROBE LIGHTS

The White Strobe Lights are switche installed on the LIGHTS control pan the white strobe lights located on the




Components

Zone/Access

Components

Green Navigaion Light

RH (Right Hand) Wing Tip

Green Navigaion Light

Red Navigation Light

LH (Left Hand) Wing Tip

Red Navigation Light

White Navigation Light

One on LH and One on RH Wing Tip

White Navigation Light

Navigation Light Switches

Lights Control Panel

Navigation Light Switches


24-17 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Red Beacon Light

Red Beacon Light

The red beacon light/beacon system is a supplemental anti collision light system with high (red) luminous intensity. The system, located on the upper fuselage, provides illumination for visual recognition and collision avoidance. It is used as a visual indication of engine operation without causing glare to other pilots or ground personnel.

The red beacon light/beacon system is a tem with high (red) luminous intensity. The lage, provides illumination for visual reco used as a visual indication of engine ope pilots or ground personnel.

The red beacon light is controlled through the ENG START/STOP 1 or 2 switches, located on the ENG START/STOP control panel. The red beacon light is commanded on when either ENG START/STOP 1 or 2 switches are set to RUN. The red beacon light is commanded off when both ENG START/ STOP switches are set to STOP. The red beacon light is powered by DC Bus 2

The red beacon light is controlled throu switches, located on the ENG START/ST light is commanded on when either ENG set to RUN. The red beacon light is comm STOP switches are set to STOP. The red 2

RED BEACON LIGHT

RED BEACON LIGHT

FIRE SHUTOFF 1

BOTTLE

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

SHUTOFF 1 RIGHT

BOTTLE

SHUT

DISCH

ROLL LWD

OFF

RWD

OFF



STOP

START

STOP

RUN START

PITCH BKP

R

STOP

START

STOP

UP

1

DN

2

ENG IGNITION AUTO 1

24-18 April 2009

ENG IGNITION

BKP

ON

OFF

1

MODE

ON AUTO

OFF 2

1


24-18 April 2009

OFF

Developed for Train

Lighting Logotype Lights

Logotype Lights

The logotype light system provides lighting for the logotype of the operator displayed on the vertical stabilizer.

The logotype light system provides displayed on the vertical stabilizer.

There are two logotype lights with 40W (watt) halogen lamps. They are installed on top of each engine pylon with the light beam aimed at the vertical stabilzer.

There are two logotype lights with 40W on top of each engine pylon with the lig

Logotype Light Switch There is a LOGO LT switch that controls the logotype lights. It is installed on the LOGO LT control panel, located in the cockpit LH lateral console.

Logotype Light Switch There is a LOGO LT switch that contro LOGO LT control panel, located in the

RH LOGOTYPE LIGHT LH LOGOTYPE LIGHT

A


A

24-19 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Inspection Light

Inspection Light

The inspection light system provides illumination of the left wing for visual inspection of the wing while the aircraft is flying at night. There is one lamp installed in the fuselage, on the LH (Left-Hand) side of the aircraft. The light beams are directed to the wing leading edge.

The inspection light system provides illu inspection of the wing while the aircraft installed in the fuselage, on the LH (Leftbeams are directed to the wing leading ed

The INSP LIGHT switch is located on the ICE PROTECTION/HEATING control panel, located on the main instrument panel. This switch is used to set the wing inspection light to ON or OFF. The wing inspection light is powered from DC BUS 1.

The INSP LIGHT switch is located on the trol panel, located on the main instrument wing inspection light to ON or OFF. The w DC BUS 1.

WSHLD 1

HEATING

WSHLD 2

ENG 2

WSHLD 1

HEATING

ON

ON

ON

OFF

OFF

OFF

ADS/AOA

WINGSTAB

AUTO

OFF

ICE PROTECTION

ENG 1

ON

WSHLD 2

ADS/AOA

INSP LIGHT

AUTO

OFF

ON

ON

OFF

24-20 April 2009


24-20 April 2009

Developed for Train

Lighting

Limitations

Limitations

None

None

CAS Messages

CAS Messages

None

None


24-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


24-22 April 2009

Intentionally L


S E R V I C E S

24-22 April 2009

Developed for Train

Navigation

Navigation

Navigation

General

General

Navigation systems of the Phenom 100 consists of the Horizontal Situation Indicator, Standby Compass, Integrated Electronic Standby Instrument Unit (IESI), VHF NAV System, Distance Measuring Equipment (DME), Marker Beacon Equipment (MB), Global Positioning System (GPS), Transponder, Weather Radar System, and Flight Management System.

Navigation systems of the Phenom Indicator, Standby Compass, Integra (IESI), VHF NAV System, Distance Beacon Equipment (MB), Global P Weather Radar System, and Flight M


Horizontal Situation Ind

The horizontal situation indicator displays a rotating compass card in a heading-up orientation. Letters indicating the cardinal points and numeric labels occur every 30 degrees. Major tick marks are at 10 degree intervals and minor tick marks at 5 degree intervals. The HSI presents heading, turn rate, course deviation, bearing, and navigation source information in either a 360 degree compass-rose format or an arc mode.)

The horizontal situation indicator disp ing-up orientation. Letters indicating occur every 30 degrees. Major tick minor tick marks at 5 degree interva course deviation, bearing, and navig degree compass-rose format or an a

16

15

14

16

1

1

2

2

13

3

3

4

4

5

12

5

6

11

6

7

10

7

8

9

8

To/From Indicator

1

Turn Rate Indicator

2

Selected Heading

1

Turn Rate Indicator

9

2

Selected Heading

10 Course Pointer

3


11 Heading Bug

3

Current Track Indicat

4

Lateral Deviation Scale

12 Flight Phase

4

Lateral Deviation Sca

5

Navigation Source

13 Selected Course

5

Navigation Source

6

Aircraft Symbol

14 Turn Rate/Heading

7 8

Course Deviation Indicator (CDI) Rotating Compass Rose

6

Trend Vector 15 Current Heading

Aircraft Symbol

7

16 Lubber Line

8

Course Deviation Ind (CDI) Rotating Compass Ro


25-1 April 2009


T R A I N I N G

S E R V I C E S

Course Pointer

T R A I N I N G

Flight Phase Annunciation

Navigation Source

S E R V I C E S

Course Pointer

Course Deviation and To/From Indicator


Flig

Navigation Source


Heading and Course Indication

Heading and Course Indication

A digital reading of the current magnetic heading appears on top of the HSI. The heading displayed on the HSI is always magnetic, even if the NAV ANGLE is set to TRUE on the system setup page, of the AUX page group. The current track is represented on the HSI by a magenta diamond bug.

A digital reading of the current magnetic The heading displayed on the HSI is ANGLE is set to TRUE on the system s The current track is represented on the H

The selected heading is shown in light blue at the upper left corner of the HSI and is set with the HDG SEL knob, on the guidance panel (changes selected heading on both PFDs). The light blue bug on the compass rose corresponds to the selected heading. The bug and current heading can be synchronized by pressing the HDG SEL knob, moving the bug to the current heading.

The selected heading is shown in light blu and is set with the HDG SEL knob, on the heading on both PFDs). The light blue bu to the selected heading. The bug and cu by pressing the HDG SEL knob, moving t

The selected course is shown on the upper right corner of the HSI and is adjusted for each PFD independently with the corresponding CRS knob (CRS1 knob or CRS2 knob) on the guidance panel. Pressing the corresponding CRS knob re-centers the CDI (Course Deviation Indicator) and returns the course pointer to the bearing of the active waypoint or navigation station. The color of the selected course corresponds to the selected navigation source: magenta for GPS or green for NAV (VOR (VHF,LOC).

The selected course is shown on the u adjusted for each PFD independently with knob or CRS2 knob) on the guidance pan knob re-centers the CDI (Course Deviatio pointer to the bearing of the active waypoint selected course corresponds to the selec GPS or green for NAV (VOR (VHF,LOC).



Current Heading Selected Course

Selected Heading

C

Selected Heading

Heading Bug

25-2 April 2009


25-2 April 2009

Developed for Train

Navigation Turn Rate Indicator

Turn Rate Indicator

The turn rate indicator is located directly above the rotating compass card. Tick marks to the left and right of the lubber line denote half-standard and standard turn rates. A magenta turn rate trend vector shows the current turn rate. The end of the trend vector gives the heading to be reached in 6 seconds, based on the present turn rate. At rates greater than 4 degrees per second, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.

The turn rate indicator is located di Tick marks to the left and right of th standard turn rates. A magenta turn rate. The end of the trend vector giv onds, based on the present turn rate. ond, an arrowhead appears at the e prediction is no longer valid.

A standard-rate turn (3 degrees per second) is shown on the indicator by the trend vector stopping at the standard turn rate tick mark, corresponding to a predicted heading of 18 degrees from the current heading.

A standard-rate turn (3 degrees per trend vector stopping at the standard predicted heading of 18 degrees from

Half-standard Turn Rate Standard Turn Rate

Half-standard Turn Rate

Arrow Shown for Turn Rate > 4 deg/sec

Standard Turn Rate

Navigation Source

Navigation Source

The HSI can display two sources of navigation: GPS or NAV (VOR, LOC, and GS). The CDI softkey cycles through the navigation sources. Color indicates the current navigation source: magenta (for GPS) or green (for VOR and LOC); the selected course readout also follows these color indications.

The HSI can display two sources of n GS). The CDI softkey cycles through the current navigation source: mag LOC); the selected course readout a

“LOI” (Loss of Integrity – GPS integrity is insufficient for the current phase of flight) or “WARN” (Warning – GPS position error) annunciations may appear in yellow on the HSI to indicate abnormal GPS conditions.

“LOI” (Loss of Integrity – GPS integr flight) or “WARN” (Warning – GPS p in yellow on the HSI to indicate abno

Navigation Source Selected on Both PFDs


25-3 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



The CDI moves left or right from the course pointer along a lateral deviation scale to display aircraft position relative to the course. The CDI has the same angular limits as a mechanical CDI when coupled to a VOR or LOC. When coupled to GPS, the full scale limits for the CDI are defined by a GPS-derived distance. If the CDI exceeds the maximum deviation on the scale (two dots) while coupled to GPS, the crosstrack error is displayed below the aircraft symbol.

The CDI moves left or right from the cou scale to display aircraft position relative to angular limits as a mechanical CDI when c pled to GPS, the full scale limits for the CD tance. If the CDI exceeds the maximum d coupled to GPS, the crosstrack error is dis

360º HSI Navigation Source

360º HSI Flight Phase

Navigation Source

Arc HSI Navigation Source

Flight Phase

N

Flight Phase

Scale

Scale Crosstrack Error

CDI

CDI

CDI Scale

Crosstrack Error CDI

Bearing Pointers

Bearing Pointers

Two bearing pointers and associated information can be displayed on the HSI by pressing the PFD softkey, followed by one of the BRG softkeys (BRG1 or BRG2). Use the BRG softkey to cycle through bearing sources (NAV, GPS). The pointers are light blue and are single-lined (BRG1) or double-lined (BRG2). An icon is shown in the respective information window to indicate the pointer type. The bearing pointers never override the CDI and are visually separated from the CDI by a white ring (shown when bearing pointers are selected but not necessarily visible due to data unavailability).

Two bearing pointers and associated info by pressing the PFD softkey, followed by BRG2). Use the BRG softkey to cycle th The pointers are light blue and are s (BRG2). An icon is shown in the respectiv pointer type. The bearing pointers neve separated from the CDI by a white ring selected but not necessarily visible due to

When a bearing pointer is displayed, its associated information window is also displayed. The bearing information windows are displayed to the lower sides of the HSI and show bearing source (NAV, GPS) pointer icon (single line for BRG1, double line for BRG2), frequency (NAV), station/waypoint identifier (NAV, GPS), and GPS-derived great circle distance to bearing source.

When a bearing pointer is displayed, its also displayed. The bearing information sides of the HSI and show bearing sour line for BRG1, double line for BRG2), freq tifier (NAV, GPS), and GPS-derived great

If the NAV radio is the bearing source and is tuned to an ILS frequency, the bearing pointer is removed from the HSI and the frequency is replaced with “ILS”. If the NAV radio is not receiving the tuned VOR station, the bearing pointer is removed from the HSI and the frequency displayed in the information window is replaced with “NO DATA”. When NAV1 or NAV2 is the selected bearing source, the frequency is replaced by the station identifier when the station is within range.

If the NAV radio is the bearing source an bearing pointer is removed from the HSI “ILS”. If the NAV radio is not receiving t pointer is removed from the HSI and the tion window is replaced with “NO DATA”. bearing source, the frequency is replace station is within range.

If GPS is the bearing source, the active waypoint identifier is displayed in lieu of a frequency. If an active waypoint is not selected, the bearing pointer is removed from the HSI and “NO DATA” is displayed in the information window.

If GPS is the bearing source, the active w of a frequency. If an active waypoint is removed from the HSI and “NO DATA” is d

25-4 April 2009

25-4 April 2009


Developed for Train

Navigation DME Window

DME Window

The DME information window may be enabled/disabled by pressing the DME softkey (a second-level PFD softkey). The DME information window is displayed above the BRG1 information window and shows the DME label, tuning mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is invalid, the distance is replaced by “–.– – NM”.

The DME information window may b softkey (a second-level PFD softkey played above the BRG1 information w mode (NAV1, NAV2, or HOLD), freq invalid, the distance is replaced by “–

PFD (Bearing Pointers and DME)

PFD (Bearing Pointers and DM

Tuning Mode Frequency Distance

Bearing 1 Pointer

Bearing 2 Pointer

Frequency

Frequency

No Signal

Distance

DME1 Information Window Distance to Bearing Source

Bearing Source

Tuning Mode

Tuning Mode

DME1 Information Window

DME2 Information Window No Waypoint Selected

Station Identifier

Pointer Icon

Pointer Icon

Bearing 1 Information Window

Bearing 1 Pointer

Distance to Bearing Source

Bearing Source

Bearing Source


Station Identifier

Pointer Icon


Wind Data

Wind Data

Wind direction and speed can be displayed in a box on the upper left corner of the HSI. The box can be displayed by pressing the PFD softkey, followed by the WIND softkey. The following display options are then available:

Wind direction and speed can be dis of the HSI. The box can be displaye by the WIND softkey. The following d

   

Longitudinal and Lateral Components (OPTN1) Total Direction and Speed (OPTN2) Total Direction with Head and Crosswind Speed Components (OPTN3) Box Not Displayed (OFF).


25-5 April 2009

   

Longitudinal and Lateral Compone Total Direction and Speed (OPTN2 Total Direction with Head and Cro Box Not Displayed (OFF).


T R A I N I N G

S E R V I C E S

T R A I N I N G

When the box is selected for display, but wind information is invalid or unavailable, the box shows “NO WIND DATA”. p y

p y

y

S E R V I C E S

When the box is selected for display, unavailable, the box shows “NO WIND D p y

p

Option 1

Option 2

Option 1

Option 2

Option 3

No Data

Option 3

No Data

Temperature Displays

Temperature Displays

The TAT (Total Air Temperature) and SAT (Static Air Temperature) are displayed in the lower left portion of the PFD under normal mode, or underneath the airspeed indicator in PFD reversionary mode. Both are displayed in °C (Degrees Celsius) by default.

The TAT (Total Air Temperature) and SA played in the lower left portion of the PFD the airspeed indicator in PFD reversiona (Degrees Celsius) by default.

Normal Display

Reversionary Mode

25-6 April 2009

Reversionary Mode


25-6 April 2009

Developed for Train

Navigation

Distance Measuring Equipment

Distance Measuring Equ

DME INTERROGATION (1025-1150) MHz

DELAY 50 μ s

REPLY (960-1213) MHz

DELAY 50 μ s

GROUND STATION

REPLY (960-1

GROUND STATION

The DME system calculates the time delay of radio pulses transmitted to and immediately received from a ground station. It uses the time data to calculate the distance from the ground station, ground speed, and time-to-station. The DME system also supplies the Morse code identification data.

The DME system calculates the time immediately received from a ground the distance from the ground station DME system also supplies the Morse

The DME system computes ranges up to 389 nmi (Nautical Mile) (at line-ofsight altitude), groundspeeds up to 999 kts (Knots) and time to the ground station up to 99 minutes.

The DME system computes ranges sight altitude), groundspeeds up to station up to 99 minutes.

The DME frequency is paired with a VHF (Very High Frequency) NAV (Navigation) frequency. Frequency pairing is automatic and only the VHFNAV frequency is shown on the flight display units.

The DME frequency is paired with a gation) frequency. Frequency pairing quency is shown on the flight display

On Acft With DME1 Only The DME unit communicates with the integrated avionics through GIA (Garmin Integrated Avionics unit) 1, which sends commands to the DME 1 unit (radio tuning, paired with the VHFNAV radios) and receives DME calculated data (slant range, ground speed and time to station).

On Acft With DME1 Only The DME unit communicates with (Garmin Integrated Avionics unit) 1, unit (radio tuning, paired with the VH lated data (slant range, ground spee

DME 1 unit interfaces with the audio panels (it sends audio signals to both audio panels) and the suppression line connection.

DME 1 unit interfaces with the audi audio panels) and the suppression lin

The DC BUS 1 supplies the DME system through a protective circuit breaker.

The DC BUS 1 supplies the DME sys

DC BUS 1 supplies DME 1 system through a protective circuit breaker.

DC BUS 1 supplies DME 1 system th

On ACFT with DME1 and DME2: The two DME systems installed in the aircraft are identical and independent and they are identified as DME 1 and DME 2.

On ACFT with DME1 and DME2: The two DME systems installed in th and they are identified as DME 1 and

Each DME unit communicates with the integrated avionics through the on side GIA, which sends commands to the respective DME unit (radio tuning, paired with the VHFNAV radios) and receives DME calculated data (slant range, ground speed and time to station).

Each DME unit communicates with side GIA, which sends commands to paired with the VHFNAV radios) an range, ground speed and time to sta

Phenom 100

Phenom 100


25-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

DME units interface with the audio panels (each DME unit sends audio signals to both audio panels) and the suppression line connection.

DME units interface with the audio pane nals to both audio panels) and the suppre

DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2 system. The two systems have each a protective circuit breaker.

DC BUS 1 supplies DME 1 system while The two systems have each a protective

DME Controls

DME Controls

The DME controls are located in the bezels of the PFD (Primary Flight Display). The ADF/DME softkey, on the PFD bezel, controls the DME TUNING window, which toggles the DME TUNING window ON and OFF.

The DME controls are located in the bez play). The ADF/DME softkey, on the PFD window, which toggles the DME TUNING

The DME radio is tuned by selecting the associated NAV system or HOLD in the DME TUNING window. This selection is done through the dual FMS knob and the ENT and CLR keys. Pushing the FMS knob activates/deactivates the cursor in the DME TUNING window. When the cursor is active, the inner FMS knob is used to select the following tuning modes:

The DME radio is tuned by selecting the the DME TUNING window. This selection and the ENT and CLR keys. Pushing the cursor in the DME TUNING window. Whe knob is used to select the following tuning



NAV1 – Tunes the DME frequency from the selected NAV 1 frequency. NAV2 – Tunes the DME frequency from the selected NAV 2 frequency.  HOLD – When in the HOLD position, the DME frequency remains tuned to the last selected NAV frequency. The ENT key is used to complete the selection. Pushing the CLR key while in the process of DME tuning cancels the data entry and reverts back to the previously selected DME tuning state.







25-8 April 2009

25-8 April 2009


NAV1 – Tunes the DME frequency from NAV2 – Tunes the DME frequency from  HOLD – When in the HOLD position, th the last selected NAV frequency. The ENT key is used to complete the sele the process of DME tuning cancels the da viously selected DME tuning state.

Developed for Train

Navigation Controls and Indications

Controls and Indications

DME Audio

DME Audio

Note: DME failure is evident to the flight crew. When the GIA loses com-

Note: DME failure is evident to th

munication with the DME receiver or it stops sending DME data to the flight display units a red "X" is placed in the DME window.

munication with the DME re the flight display units a red

When the signal from the DME station is not being received the DME range is replaced by dashes in the DME window.

When the signal from the D DME range is replaced by d


25-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Standby Compass System

Standby Compass System

The standby compass unit is a magnetic compass, self contained unit which provides a constant indication of aircraft heading and requires electrical power only for illumination.

The standby compass unit is a magnetic provides a constant indication of aircra power only for illumination.

The compass card is marked with white legend on a black background. Each 30-degree line (except the cardinals) is identified by numerals representing degrees. The last digit is omitted in each case (e.g. “3” denotes 30 degrees, “24” denotes 240 degrees, etc).The cardinal points are appropriately marked “N”, “S”, “E” and “W”. Headings are read against a vertical lubber line engraved and filled white on the inside surface of the bowl, the arrangement being such as to minimize reading errors due to parallax effect.

The compass card is marked with white l 30-degree line (except the cardinals) is degrees. The last digit is omitted in each “24” denotes 240 degrees, etc).The card “N”, “S”, “E” and “W”. Headings are r engraved and filled white on the inside s being such as to minimize reading errors

The standby compass unit receives 28 V DC power from the EMERGENCY BUS through a dedicated circuit breaker (trip-free type), which provides appropriate circuit protection.

The standby compass unit receives 28 V BUS through a dedicated circuit break appropriate circuit protection.

Illumination of the compass is achieved by using a LED (Light-Emitting Diode), mounted beneath the compass body but enclosed within the instrument.The illumination is turned on by the CKPT PANEL potentiometer on the LIGHTS control panel. The illumination has no brightness adjustment.

Illumination of the compass is achieve Diode), mounted beneath the compass b ment.The illumination is turned on by the LIGHTS control panel. The illumination ha

The standby compass sub-subsystem includes these components:

The standby compass sub-subsystem inc

 

Standby Compass Unit Compass Calibration Placard

 

Standby Compass Unit Compass Calibration Placard

Standby Compass Unit

Standby Compass Unit

The magnetic compass bowl is filled with silicone fluid to provide damping for movement of the compass card. Metal bellows, hermetically sealed to the rear of the compass bowl, allow for expansion and contraction of the fluid due to changes in temperature. The standby compass unit is installed in the cockpit compass shroud.

The magnetic compass bowl is filled with movement of the compass card. Metal rear of the compass bowl, allow for expan to changes in temperature. The standby c pit compass shroud.

Compass Calibration Placard

Compass Calibration Placard

There is one placard that contains the corrections for normal operation conditions (ENGINES, ELECTRICAL GEN AND RADIOS ON table) and for emergency conditions (ELECTRICAL EMERGENGY table).

There is one placard that contains the cor tions (ENGINES, ELECTRICAL GEN AN gency conditions (ELECTRICAL EMERG

The COMPASS CALIBRATION placard is installed on the reading light shroud assembly, in the cockpit.

The COMPASS CALIBRATION placard shroud assembly, in the cockpit.

The standby compass unit is compensated for aircraft magnetic interference and a COMPASS CALIBRATION placard informs the deviations.

The standby compass unit is compensat and a COMPASS CALIBRATION placard

For operation, there are two types of readings:

For operation, there are two types of read

Normal Reading Under a normal operation condition, the values contained in the ENGINES, ELECTRICAL GEN AND RADIOS ON table (normal flight condition) of the

Normal Reading Under a normal operation condition, the ELECTRICAL GEN AND RADIOS ON t

25-10 April 2009

25-10 April 2009


Developed for Train

Navigation COMPASS CALIBRATION placard shall be used for correcting the compass residual deviations (due to the characteristic aircraft generated magnetic field).

COMPASS CALIBRATION placard s residual deviations (due to the cha field).

Emergency Reading In case of an aircraft electrical power emergency condition, the standby compass unit continues to operate normally. However, the values contained in the ELECTRICAL EMERGENGY table of the COMPASS CALIBRATION placard shall be used for correcting the presented deviations under this condition.

Emergency Reading In case of an aircraft electrical power pass unit continues to operate norma ELECTRICAL EMERGENGY table o shall be used for correcting the prese

COMPASS CALIBRATION PLACARD

COMPASS CALIBRATION PLACARD

COMPASS CALIBRATION ENGINES, ELECTRICAL GEN AND RADIOS ON

COMPASS CALIBRATION ENGINES, ELECTRICAL GEN AND RADIOS ON

ELECTRICAL EMERGENCY

STEER FOR STEER

STEER FOR STEER

030

030

060

060

120

120

150

150

210

210

240

240

300

300

330

330

AIRCRAFT

AIRCRAFT

DATE

DATE

EXTERNAL LDG/TAXI LDG

NAV

LIGHTS STROBE

CKPT

PANEL

CABIN UP WASH

ON

TAXI OFF

ELECTRICAL EMERGENCY

OFF

OFF

BRT

OFF


BRT

EXTERNAL EFFECT

LDG/TAXI

BRT

LDG

DIM

TAXI

OFF

OFF

25-11 April 2009

NAV

STR ON

OFF


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Integrated Electronic Standby Instrument

Integrated Electronic Stand

The IESI (Integrated Electronic Standby Instrument) system is a backup navigation source. It is a backup source of flight data such as attitude, altitude, and airspeed information on a single AMLCD (Active Matrix Liquid Crystal Display) flat panel screen. It also displays the aircraft magnetic heading and ILS (Instrument Landing System) information received from external sources.It is located on the upper instrument control panel next to the controls.

The IESI (Integrated Electronic Standby I gation source. It is a backup source of f and airspeed information on a single AM Display) flat panel screen. It also display ILS (Instrument Landing System) inf sources.It is located on the upper instru trols.

The IESI unit receives static pressure and total pressure from a pitot-static probe through pneumatic plumbing. The pressure information is computed so that the air data related functions are performed.The IESI unit has internal gyros and accelerometers to perform inertial data functions.

The IESI unit receives static pressure a probe through pneumatic plumbing. The p that the air data related functions are pe gyros and accelerometers to perform iner

During normal operation, the IESI computes and displays attitude, slip/skid indication, altitude (baro-corrected), airspeed, vertical speed, Mach number, and VMO/MMO. In addition, the IESI receives and displays magnetic heading information from AHRS 1.

During normal operation, the IESI comp indication, altitude (baro-corrected), airsp and VMO/MMO. In addition, the IESI rece information from AHRS 1.

The units of all the indications provided on the IESI display are in accordance with the corresponding indications provided on the primary displays. If, by selection, they are different, the units are clearly stated.

The units of all the indications provided o with the corresponding indications provi selection, they are different, the units are

25-12 April 2009

25-12 April 2009


Developed for Train

Navigation IESI Pitot - Static Tube

IESI Pitot - Static Tube

IESI Interfaces

IESI Interfaces

In normal operation, the IESI is fed through the EMERGENCY BUS, which is the IESI primary input power source. In the event of a failure of the EMERGENCY BUS, the IESI power supply is automatically switched through a relay from EMERGENCY BUS to DC BUS 1. Each IESI unit power supply has a dedicated circuit breaker (trip-free type), which provides appropriate circuit protection.

In normal operation, the IESI is fed t the IESI primary input power source GENCY BUS, the IESI power supp relay from EMERGENCY BUS to D has a dedicated circuit breaker (trip circuit protection.

The IESI unit receives the inputs that follow:  ILS Information from GIA (Garmin Integrated Avionics unit)  Flap Angle Information from GIA 1  Heading Information from AHRS (Attitude and Heading Reference System)  Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling / disabling the “altitude in meters” indication on the IESI display.  0 to 28 V DC (Volt Direct Current) from the cockpit dimmer for the IESI bezel light dimming control.  Static pressure and total pressure from the pitot-static probe through pneumatic plumbing. The IESI unit provides the outputs that follow:

The IESI unit receives the inputs tha  ILS Information from GIA (Garmin  Flap Angle Information from GIA 1  Heading Information from AHRS (A  Discrete from GEA (Garmin Engin the “altitude in meters” indication  0 to 28 V DC (Volt Direct Current) bezel light dimming control.  Static pressure and total pressure matic plumbing. The IESI unit provides the outputs th

 

Attitude information is provided for the data concentrator unit Air data information is provided for the data concentrator unit


 

25-13 April 2009

Attitude information is provided fo Air data information is provided fo


T R A I N I N G

S E R V I C E S

T R A I N I N G

Integrated Electronic Standby Instrument Block Diagram EMERGENCY BUS

DC BUS 1

EMERGENCY BUS

IESI PWR 2

IESI PWR 1

S E R V I C E S

Integrated Electronic Standby Instr DC BUS 1 IESI PWR 2

IESI PWR 1 COCKPIT DIMMER

ENGINE/AIRFRAME UNIT 1 (GEA 1)

INTEGRATED ELETRONIC STANDBY INSTRUMENT UNIT

RS-485

(IESI UNIT)

STBY PWR SUPPLY ENABLE RELAY AHRS 1 UNIT

ENGINE/AIRFRAME UNIT 1 (GEA 1) RS-485

STBY PWR SUPPLY ENABLE RELAY

DATA CONCENTRATOR UNIT


INTEGRATED AVIONICS UNIT 1 (GIA 1) HSDB SATELLITE WEATHER/RADIO RECEIVER HSDB

W

PFD 1

PFD 2

MFD

PFD 1

SDS2432_341100P013

IESI Controls and Indications

IESI Controls and Indications

The IESI controls are located in the IESI bezel, which provides easy access when the pilots are seated and without any significant interference with aircraft structure or other controls. The brightness of the IESI bezel is controlled by the CKPT PANEL potentiometer, located on the LIGHTS control panel.

The IESI controls are located in the IESI when the pilots are seated and without a craft structure or other controls. The brightness of the IESI bezel is contro eter, located on the LIGHTS control pane

Integrated Electronic Standby Instrument - IESI Controls

Integrated Electronic Standby Instr

Ref

Description

1

ILS Key

3

STD Key

6

Photocell

25-14 April 2009

Function Shows the glideslope and localizer indications on the IESI display. Sets the baro correction value to the standard barocorrection (1013 hPa / 29.92 inHg). Adjusts the IESI display brightness automatically.


Ref

Description

1

ILS Key

3

STD Key

6

Photocell

25-14 April 2009

Shows the glide the IESI display. Sets the baro co correction (1013 Adjusts the IESI d

Developed for Train

Navigation

9

BARO Knob

12

CAGE Key

Baro-correction setting can be adjusted by rotating the BARO knob. Rotation clockwise increases the baro-corrected setting value. Rotation counterclockwise decreases the baro-correction value. When the selected baro-correction is out of range, displayed indication remains locked and action on the rotary knob is not taken into account. When the CAGE key is maintained depressed for more than 1 second, the horizon function is reset to zero. In addition, a CAGE warning flag appears and is maintained during 10 seconds after release of the CAGE key. The CAGE function should only be used under stabilized flight conditions.

IESI Indications

9

BARO Knob

12

CAGE Key

IESI Indications

ROLL SCALE ZERO

ROLL SCALE

AIRCCRAFT SYMBOL

Baro-correct the BARO k baro-correct clockwise d When the se displayed in the rotary kn When the C more than 1 zero. In add is maintaine CAGE key. T under stabili

ROLL SCALE ZERO

ROLL POINTER

20 10

ROLL SCALE

AIRCCRAFT SYMBOL

SLIP/SKID INDICATOR

20 10

AIRCRAFT SYMBOL HORIZON LINE

10

HORIZON LINE

PITCH SCALE

A

A

1

2

3

17 ILS

16 15

+

ILS1 240

1013 hPA

180 M. 47

13

CAGE

32

6

40

8

3700

HDG1 BARO

12

+

14

.12500 34

15

7

127 20

10

16

5

.130 00

10

2

-

3880 M

20

220

17

4

STD

20 O

14

10

-

13

9 10

11

12 SDS2432_341100P023R


25-15 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Attitude and Slip/Skid Attitude and slip/skid indication is displayed at the central part of the IESI display. The attitude is shown in degrees. Slip/skid represents the aircraft sensed lateral acceleration. It is indicated by a movable trapezoid presented below the roll pointer.

Attitude and Slip/Skid Attitude and slip/skid indication is display play. The attitude is shown in degree sensed lateral acceleration. It is indicated below the roll pointer.

2 - Baro-correction Setting Baro-correction setting is displayed at the central part of the top of the IESI display. The unit is inHg or hPa, depending on the strap configuration, and it is indicated by an “InHG” or “hPa”, respectively, on the right side of the barocorrection setting value.

2 - Baro-correction Setting Baro-correction setting is displayed at th display. The unit is inHg or hPa, dependi is indicated by an “InHG” or “hPa”, respe correction setting value.

4 - Altitude in Meters The “altitude in meters” box is shown above the altitude tape, whenever selected by a softkey on the PFD (Primary Flight Display) 1 menu. The unit (meters) is indicated by an M at the right side of the altitude value.

4 - Altitude in Meters The “altitude in meters” box is shown selected by a softkey on the PFD (Prima (meters) is indicated by an M at the right

7 - Altitude Tape The altitude tape is located on the right side of the IESI display. It shows the current baro corrected altitude (in feet) at a digital readout box, at the center of the moving tape.

7 - Altitude Tape The altitude tape is located on the right s current baro corrected altitude (in feet) a of the moving tape.

8 - Vertical Speed The vertical speed (in feet/minute) is displayed in a box below the altitude tape. An arrow, located at the left side of the box, indicates if the aircraft is climbing or descending.

8 - Vertical Speed The vertical speed (in feet/minute) is dis tape. An arrow, located at the left side o climbing or descending.

10 - Heading Annunciator The heading annunciator which is located on the right side of the magnetic heading tape, indicates the source that is being currently used for obtaining magnetic heading information. For example, HDG1 means that AHRS 1 is the current source.

10 - Heading Annunciator The heading annunciator which is locate heading tape, indicates the source that i magnetic heading information. For examp current source.

16 - VMO/MMO and VFE (Maximum Flaps Extended Speed) The VMO/MMO and VFE are indicated by a red barber pole placed at the high end of the airspeed tape.

16 - VMO/MMO and VFE (Maximum Fla The VMO/MMO and VFE are indicated high end of the airspeed tape.

11 - Magnetic Heading Tape The magnetic heading tape is located at the central part of the bottom of the IESI display. It shows the current magnetic heading information (in degrees).

11 - Magnetic Heading Tape The magnetic heading tape is located at IESI display. It shows the current magnet

13 - Mach Number The Mach indication shows at the bottom left corner, below the airspeed tape. The Mach number starts to be shown above Mach 0.45 and it is removed below Mach 0.40.

13 - Mach Number The Mach indication shows at the bottom The Mach number starts to be shown a below Mach 0.40.

25-16 April 2009

25-16 April 2009


Developed for Train

Navigation 14 - ILS Indication The ILS indication consists of a vertical scale (glide slope) and a horizontal scale (localizer).

14 - ILS Indication The ILS indication consists of a vert scale (localizer).

15 - Airspeed Tape The airspeed tape is located on the left side of the IESI display. It shows the current indicated airspeed (in knots) at a digital readout box, at the center of the moving tape.

15 - Airspeed Tape The airspeed tape is located on the current indicated airspeed (in knots) the moving tape.

17 - ILS Annunciator The ILS annunciator is located at the right upper corner of the IESI display. It indicates the source that is being currently used for obtaining the ILS information. For example, ILS1 (from GIA 1) is the current source.

17 - ILS Annunciator The ILS annunciator is located at the indicates the source that is being cur tion. For example, ILS1 (from GIA 1)

IESI Abnormal Operation

IESI Abnormal Operation

In case of electrical power emergency, the IESI remains operational since it is fed by the electrical EMERGENCY BUS. In case of internal failure detection with a loss of information integrity, the IESI enters the fail state and an OUT OF ORDER page is displayed.

In case of electrical power emergenc fed by the electrical EMERGENCY B with a loss of information integrity, th OF ORDER page is displayed.

In case of failure of the attitude function detected by the internal monitoring, the display elements of the attitude (brown and blue background, pitch scale, roll scale, roll pointer, and skyline) should be removed and replaced by an attitude failure flag.

In case of failure of the attitude func the display elements of the attitude ( roll scale, roll pointer, and skyline) s attitude failure flag.

In case of no availability of the magnetic heading information coming from the AHRS, the IESI does not display the magnetic heading indication, which is replaced by a red cross. All the other functions remain preserved.

In case of no availability of the magn AHRS, the IESI does not display th replaced by a red cross. All the other

In case of failure of the airspeed function detected by the internal monitoring, the airspeed tape and the readout should be removed and an airspeed failure flag be displayed. Similarly, in case of failure of the altitude function detected by the internal monitoring, the altitude tape and the readout should be removed and an altitude failure flag be displayed.

In case of failure of the airspeed func the airspeed tape and the readout sh flag be displayed. Similarly, in case o by the internal monitoring, the alti removed and an altitude failure flag b

In addition, the following failure flags are also implemented on the IESI unit:

In addition, the following failure flags

VMO/MMO/VFE In case of lack of relevant parameters for VMO/MMO and VFE calculation, the barber pole is not displayed and the VMO warning flag is displayed at the top of airspeed scale.

VMO/MMO/VFE In case of lack of relevant paramete the barber pole is not displayed and top of airspeed scale.

ILS In case of failure, the ILS pointer and scale are removed and replaced by a red cross.

ILS In case of failure, the ILS pointer an red cross.

SSEC (Static Source Error Correction) In case of loss of SSEC correction, an SSEC warning flag is displayed in place of the Mach number indication at the bottom of the airspeed tape.

SSEC (Static Source Error Correct In case of loss of SSEC correction place of the Mach number indication

Phenom 100

Phenom 100


25-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VHF NAV System

VHF NAV System

The navigation radio system consists of dual navigation VOR/LOC/GS receivers installed in the aircraft. The VOR/LOC/GS 1 receiver and VOR/LOC/GS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 and GIA 2, respectively. Dual marker beacon (MB) receivers also compliment the navigation system.

The navigation radio system consists of d ers installed in the aircraft. The VOR/LOC receiver are integrated in GIA (Garmin In respectively. Dual marker beacon (MB) re tion system.

The VOR/LOC receiver provides tuning from 108.00 to 117.95 MHz (Megahertz) in 50 kHz (Kilohertz) increments.The GS receiver provides tuning from 328.6 to 335.4 MHz as paired with the frequency tuned on the VOR/LOC receiver.

The VOR/LOC receiver provides tuning hertz) in 50 kHz (Kilohertz) increments.Th 328.6 to 335.4 MHz as paired with the receiver.

VOR/LOC/GS Interfaces

VOR/LOC/GS Interfaces

GIA 1 and GIA 2 communicate with the flight display units through the HSDB (High Speed Data Bus). All VOR/LOC/GS data is sent to the flight display units and other consumers through this bus.

GIA 1 and GIA 2 communicate with the fl (High Speed Data Bus). All VOR/LOC/G units and other consumers through this b

Each VOR/LOC/GS receiver sends audio data to the on-side and to the cross-side audio panels, through a digital audio interface.

Each VOR/LOC/GS receiver sends aud cross-side audio panels, through a digital

GIA 1 (VOR/LOC/GS 1) is connected to the aircraft EMERGENCY BUS and GIA 2 (VOR/LOC/GS 2) is connected to DC BUS 2. Each GIA is connected to its electrical bus through a dedicated protective circuit breaker.

GIA 1 (VOR/LOC/GS 1) is connected to GIA 2 (VOR/LOC/GS 2) is connected to D its electrical bus through a dedicated prot

In normal conditions, the EMERGENCY BUS and DC BUS 2 are fed by two independent generators (one per engine). The EMERGENCY BUS switches automatically to the aircraft battery in case its corresponding generator fails, keeping VOR/LOC/GS 1 still available.

In normal conditions, the EMERGENCY independent generators (one per engine automatically to the aircraft battery in cas keeping VOR/LOC/GS 1 still available.

25-18 April 2009

25-18 April 2009


Developed for Train

Navigation

GIA 1

EMERGENCY BUS

GIA 1


PFD 1


NAV 1 DIG. AUDIO VOR/LOC SIGNAL #1 GS SIGNAL # 1

VOR/LOC/GS ANTENNA SPLITTER

VOR/LOC/GS ANTENNA PHASE COUPLER

REV. MODE

VOR/LOC SIGNAL #2 GS SIGNAL # 2

GS SIGNAL # 2

VOR/LOC SIGNAL #2

MFD

VOR/LOC/GS ANTENNA

AUDIO PANEL 1

VOR/LOC SIGNAL #1

VOR/LOC/GS ANTENNA SPLITTER

GUIDANCE PANEL

REV. MODE

NAV 1 DIG. AUDIO

GS SIGNAL # 1

VOR/LOC/GS ANTENNA PHASE COUPLER

VOR/LOC/GS ANTENNA

NAV 2 DIG. AUDIO

REV. MODE

NAV 2 DIG. AUDIO



AUDIO PANEL 2

MAINTENANCE PANEL



REV. MODE

PFD 2

GIA 2

GIA 2

DC BUS 2

Developed for Developed for Training Purposes

Phenom 100 25-19 April 2009 Phenom 100

HSDB HSDB

VHF Nav System - VOR/LOC/G VHF Nav System - VOR/LOC/GS Block Diagram

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VOR/LOC/GS Indications

VOR/LOC/GS Indications

The VOR/LOC/GS indications are presented in the fields that follow:

The VOR/LOC/GS indications are presen



 

NAV Frequency Window, on the left upper corner of each flight display unit (PFD 1, MFD, and PFD 2). HSI (Horizontal Situation Indicator) Glide Slope Tape



 

NAV Frequency Window, on the left up (PFD 1, MFD, and PFD 2). HSI (Horizontal Situation Indicator) Glide Slope Tape

VOR/LOC/GS Indications on NAV Frequency Window

VOR/LOC/GS Indications on NAV F

On the NAV frequency window, the active NAV frequency field is located on the right side and the standby NAV frequency field is located on the left side.

On the NAV frequency window, the activ the right side and the standby NAV freque

The active NAV frequency is shown in green indicating the NAV radio is selected for navigation on the HSI.

The active NAV frequency is shown in selected for navigation on the HSI.

The NAV tuning box is shown over the standby NAV frequency field when the radio is selected for tuning. The frequency transfer arrow shows beside the NAV tuning box, between the active and standby NAV frequencies.

The NAV tuning box is shown over the sta radio is selected for tuning. The frequen NAV tuning box, between the active and s

The station ID (Identification) code is shown on the right of the active NAV frequency field.

The station ID (Identification) code is show quency field.

Adjusting the NAV radio volume using the NAV VOL/ID knob, the level is shown in place of the standby NAV frequencies. Volume level indication remains for two seconds after the change.

Adjusting the NAV radio volume using shown in place of the standby NAV fre remains for two seconds after the change

When the identifier is ON, a white ID indication is displayed on the left of the active NAV frequency field and the Morse code is heard on the NAV audio, provided the corresponding NAV radio is selected on the audio panel.

When the identifier is ON, a white ID indi active NAV frequency field and the Mors provided the corresponding NAV radio is

25-20 April 2009

25-20 April 2009


Developed for Train

Navigation Glideslope Mode

Glideslope Mode Frequency Tuned

NAV2 (localizer) is Selected Navigation Source Approach Mode Active

NAV2 (localize Navigation

Glidescope Mode Active

Approach Mode Active

Command Bars Indicate Descent on Localizer/Glideslope Path

Command Bars Indicate on Localizer/Glideslop Glideslope Indicator


25-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VOR/LOC/GS Controls

VOR/LOC/GS Controls

The VOR/LOC/GS controls are located on each flight display unit (PFD 1, MFD, and PFD 2), on the guidance panel, and on the audio panels.

The VOR/LOC/GS controls are located MFD, and PFD 2), on the guidance panel

The NAV frequency window is controlled by means of knobs and keys on the left side of PFD 1, MFD, and PFD 2.

The NAV frequency window is controlled left side of PFD 1, MFD, and PFD 2.

NAV

FD

HDG

AP

YD

VNV

ALT

FLC

FD

SPD SEL

CRS2

VS

FD

DN

CRS1

HDG SEL

ALT SEL

APR

COM1 MIC

COM1

COM2 MIC

COM2

CPL

BANK

COM3 MIC

COM3

PA

TEL

PUSH DIR

UP PUSH IAS MACH

PUSH SYNC

SPKR

MKR MUTE

HI SENS

DME

NAV1

ADF

NAV2

NAV1 KEY

NAV VOL/ID KNOB

PUSH VOL ID

NAV1 NAV2

NAV FREQUENCY TRANSFER KEY

CRS2 KNOB

114.10 111.60

109.90 110.60

BNA

VPT

GHM

KIXD HDG

DIS

136

DTK

NM

1500

FPH

053 VS

TRK

20

200

1600

20

10

140 170 KT

33

N

CRS

CRS1 KNOB

SPKR

MKR MUTE

HI SENS

DME

NAV1

ADF

NAV2

NAV1 KEY

4

W OBS

AUX

+

-

MAN SQ

PLAY

INTR COM

CABIN

ICS

MSTR

PUSH

24 PFD

21

NM

1-2

DUAL NAV KNOB

PAN

S

NM

53.1

109.90 110.60

PUSH STD

RANGE

2992 IN

CDI

15

SENSOR

2

1100

NAV1

NAV

MENU

12

53.1

MKL NAV1

INSET

1200

PUSH VOL ID

NAV2

NAV FREQUENCY TRANSFER KEY

E

SQ

NAV2 KEY

D

112.00

NAV VOL/ID KNOB

PUSH

1-2

049

3

VOR1

PUSH DIR

TEL

MUSIC

6

3O

TAS

10

356

HDG 356

DME NAV1

VOL

COM3

B

BARO

40 13 20

160

MSTR

COM2

COM3 MIC

PUSH

2

1400

PLAY

ICS

COM2 MIC

EMERG

4

10

180

170

CABIN

PUSH VOL SQ

COM1 COM2

1500

1-2

AUX

INTR COM

118.000 118.000

136.975 136.975

COM1

COM

DUAL NAV KNOB MAN SQ

355

ALT

COM1 MIC

PA

NAV

PUSH

NAV2 KEY

PUSH DIR

CRS1 KNOB

MUSIC

CRS1

CSC

FPL

53.1

NM

MEM NAV2

ADF/DME

XPDR

CLR

IDENT

TMR/REF

NRST

MSG

PROC

VOL

ENT

DFLT MAP

SQ

IN FMS

DISPLAY BACKUP

DISPLAY BACKUP PUSH CRSR

SOFTKEYS (REF.)

25-22 April 2009

SDS2432_343200P101R


25-22 April 2009

Developed for Train

Navigation DUAL NAV Knob It is used to tune a NAV frequency in the NAV tuning box (the outer knob is used for MHz and the inner knob is used for kHz). Clockwise rotation increases the frequency, while counterclockwise rotation decreases the frequency.

DUAL NAV Knob It is used to tune a NAV frequency i used for MHz and the inner knob increases the frequency, while coun quency.

It is also used to move the NAV tuning box between the NAV 1 and NAV 2 radios. To do this, it is necessary to push the inner knob.

It is also used to move the NAV tun radios. To do this, it is necessary to p

NAV Frequency Transfer Key This key is used to transfer the NAV frequencies between the active and the standby NAV frequency fields.

NAV Frequency Transfer Key This key is used to transfer the NAV standby NAV frequency fields.

NAV VOL/ID Knob The NAV VOL/ID knob is used to adjust the NAV radio volume level. Clockwise rotation increases the volume, while counterclockwise rotation decreases the volume. It is also used to turn the Morse code ID function ON and OFF. To do this, it is necessary to push the NAV VOL/ID knob.

NAV VOL/ID Knob The NAV VOL/ID knob is used to ad wise rotation increases the volu decreases the volume. It is also use and OFF. To do this, it is necessary t

Softkeys Softkeys used for the HSI control are available at the bottom of PFD 1 and PFD 2. The CDI softkey is used to selected the desired NAV source on the HSI. Pushing the PFD softkey provides access to the BRG1 and BRG2 softkeys, which are used to enable the bearing pointers and information windows on the HSI.

Softkeys Softkeys used for the HSI control ar PFD 2. The CDI softkey is used to s HSI. Pushing the PFD softkey provid keys, which are used to enable the b on the HSI.

Guidance Panel The guidance panel provides control of the selected course in each PFD (CRS1 and CRS2). Clockwise rotation increases the course and counterclockwise rotation decreases it.

Guidance Panel The guidance panel provides contr (CRS1 and CRS2). Clockwise rota clockwise rotation decreases it.

Audio Panel The NAV radio audio can be selected on the audio panels, through the NAV1 and NAV2 keys.

Audio Panel The NAV radio audio can be selected and NAV2 keys.

Phenom 100

Phenom 100


25-23 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Marker Beacon (MB)

Marker Beacon (MB)

The MB system identifies exact locations on the LOC flight path as a function of the GS angle and the approach category of the runway. The MB ground station transmits a 75-MHz signal that is modulated with 400 Hz (Hertz), 1300 Hz, or 3000 Hz tones.

The MB system identifies exact locations of the GS angle and the approach categ station transmits a 75-MHz signal that is m Hz, or 3000 Hz tones.

There are two MB receivers installed in the aircraft. The MB 1 receiver and MB 2 receiver are integrated in the audio panel 1 and audio panel 2, respectively.

There are two MB receivers installed in the 2 receiver are integrated in the audio pane

The audio panel provides a MB receiver to be used as a part of an ILS approach. The MB receiver is always ON and receives at 75 MHz. In addition to the normal MB receiver functions, the audio panel provides a MB audio muting capability.

The audio panel provides a MB receive approach. The MB receiver is always ON to the normal MB receiver functions, the muting capability.

The MB receiver lights/lamps shown on the PFD (Primary Flight Display)s operate independently of the MB audio and cannot be switched off.

The MB receiver lights/lamps shown on operate independently of the MB audio an

Each MB sends information to be shown on its on-side PFD. In case of failure, the cross side information is switched automatically, provided it has valid data.

Each MB sends information to be shown ure, the cross side information is switche data.

Audio panel 1 is connected to the aircraft EMERGENCY BUS and audio panel 2 is connected to DC BUS 1. Each audio panel is connected to its electrical bus through a dedicated protective circuit breaker.

Audio panel 1 is connected to the airc panel 2 is connected to DC BUS 1. Each trical bus through a dedicated protective c

During electrical emergency the MB 1 receiver remains operative, as audio panel 1, GIA 1 and PFD 1 are connected to the EMERGENCY BUS.

During electrical emergency the MB 1 re panel 1, GIA 1 and PFD 1 are connected

MARKER BEACON ANNUNCIATION

25-24 April 2009


25-24 April 2009

Developed for Train

Navigation

Global Positioning System

Global Positioning Syst

G P S S AT E LLIT E S

G P S S AT E L

AHR S (34- 21)

T AW S (34- 41)

S AT E LIT E W E AT HE R /R ADIO S YS TE M (34- 57)

G LOB AL P OS S YS TE M (

F MS (34- 61)

E M500E NS DS 340130A.DG N

G LOB AL P OS IT IONING S Y S T E M (G P S )

AHR S (34- 21)

T AW S (34- 41)

There are two GPS receivers installed in the aircraft.The GPS 1 receiver and the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 and GIA 2, respectively.

There are two GPS receivers installe the GPS 2 receiver are integrated in and GIA 2, respectively.

The system was designed to comply with the requirements specified for a GPS WAAS (Wide Area Augmentation System) Class 3. Each WAAS-capable GPS receiver can simultaneously track and use information from up to 12 (twelve) GPS satellites.

The system was designed to comp GPS WAAS (Wide Area Augmentati ble GPS receiver can simultaneously (twelve) GPS satellites.

The WAAS signal provides augmentation to the GPS to obtain the required accuracy improvement for approaches with vertical guidance, as well as integrity, continuity, and availability of navigation for all phases of flight. The WAAS coverage is limited to North America. When the aircraft is outside the WAAS service volume, the GPS WAAS equipment works as a common GPS receiver.

The WAAS signal provides augmen accuracy improvement for approache rity, continuity, and availability of navi coverage is limited to North America service volume, the GPS WAAS equi

The GPS receiver is Class Beta (functional) and Class 3 (operational), according to DO-229C definition.

The GPS receiver is Class Beta according to DO-229C definition.

As A Class Beta equipment, the GPS WAAS receiver determines position (with integrity) and provides position and integrity data for the FMS. This equipment also provides integrity in the absence of the WAAS signal through the use of FDE (Fault Detection and Exclusion).

As A Class Beta equipment, the G (with integrity) and provides positio equipment also provides integrity in t the use of FDE (Fault Detection and

As A Class 3 equipment, the GPS WAAS receiver supports oceanic and domestic en route, terminal, non-precision approach, LNAV (Lateral Navigation)/VNAV (Vertical Navigation), approach with vertical guidance and departure operation.

As A Class 3 equipment, the GPS domestic en route, terminal, non-pre tion)/VNAV (Vertical Navigation), app ture operation.

Each GPS receiver, in the GIA, receives satellite signals through the GPS antenna. There are two different antennas: the GPS 1 antenna has only one

Each GPS receiver, in the GIA, rec antenna. There are two different ant

Phenom 100

Phenom 100


25-25 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

output and is connected to GIA 1. The GPS 2 antenna has two outputs: one for GPS 2, which is connected to GIA 2, and the other for the satellite weather/radio receiver.

output and is connected to GIA 1. The G for GPS 2, which is connected to GIA weather/radio receiver.

Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and MFD (Multi-Function Display), while GPS 2 information is used by PFD 2.

Usually, GPS 1 information is used by P MFD (Multi-Function Display), while GPS

GPS 2 ANTENNA

GPS 2 ANTENNA

GPS 1 ANTENNA

GPS 1 ANTENNA

SDS2432_345600P217R

GPS Status Page

GPS Status Page

There is a dedicated page called GPS STATUS, on the MFD, that provides a visual reference of the GPS receiver functions and some additional information related to the GPS signal. On the GPS STATUS page, there are five main windows that show information related to the GPS:

There is a dedicated page called GPS ST visual reference of the GPS receiver fun tion related to the GPS signal. On the GP windows that show information related to

Constellation Window On the CONSTELLATION window, the sky view displayed at the top left corner of the GPS STATUS page shows the satellites currently in view as well as their respective positions. The outer circle of the sky view represents the horizon (with North at the top of the circle), the inner circle represents 45 degrees above horizon, and the center point shows the position directly overhead.

Constellation Window On the CONSTELLATION window, the sk ner of the GPS STATUS page shows the their respective positions. The outer circle zon (with North at the top of the circle), th above horizon, and the center point show

Satellite Status Window On the SATELLITE STATUS window, information is presented that is related to current position, time, altitude, ground speed, and track as well as to EPU (Estimated Position Uncertainty), HDOP (Horizontal Dilution of Precision), HFOM (Horizontal Figure of Merit), and VFOM (Vertical Figure of Merit).

Satellite Status Window On the SATELLITE STATUS window, info to current position, time, altitude, ground (Estimated Position Uncertainty), HDOP HFOM (Horizontal Figure of Merit), and V

GPS Status Window The GPS STATUS window shows the GPS that is being used by each flight display unit (PFD 1 and PFD 2), the GPS solution, and whether the SBAS (Satellite Based Augmentation System) is active or inactive.

GPS Status Window The GPS STATUS window shows the GP display unit (PFD 1 and PFD 2), the GP (Satellite Based Augmentation System) is

25-26 April 2009

25-26 April 2009


Developed for Train

Navigation RAIM Prediction Window RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function that performs a consistency check on all tracked satellites. RAIM ensures that the available satellite geometry will allow the receiver to calculate a position within a specified protection limit. On the RAIM PREDICTION window, it is also possible to determine if the RAIM will be available for a specified date and time.

RAIM Prediction Window RAIM (Receiver Autonomous Integri that performs a consistency check on the available satellite geometry will a within a specified protection limit. O also possible to determine if the RA and time.

GPS Signal Strength Window As the GPS receiver locks onto satellites, a signal strength bar is displayed for each satellite in view, with the appropriate satellite number underneath each bar. The progress of satellite acquisition is shown in four stages: No signal strength bars – the receiver is looking for the satellites indicated.

GPS Signal Strength Window As the GPS receiver locks onto sate for each satellite in view, with the a each bar. The progress of satellite ac nal strength bars – the receiver is loo







Hollow signal strength bars – the receiver has found the satellites and is collecting data. Checkered signal strength bars – the receiver has excluded the satellite (FDE). Solid signal strength bars – the receiver has collected the necessary data and the satellites are ready for use. The letter “D” is displayed when the system is applying differential correction to the GPS signal.

NAV1 PUSH VOL ID

NAV2

108.00 108.00

:

117.95 117.95

:

UTC ETE

0 KT

GS

121.500 132.475

SATELLITE STATUS

NRTH UP

NAV

NM

0.7

HDOP 002 003

PUSH

1-2

129.650 130.250

GPS1

PILOT

16 FT

GPS SOLUTION

VFOM

23

SBAS

FT

EMERG

COM

GPS2

COPILOT

HFOM

713 142.8 137 95

142.8 137 95

N2% OIL PRES PSI OIL TEMP

C

FUEL

1100 5000 TEMP

713

ITT C

FQ LB

0 C ELEC

BATT1 BATT2

25 25

SPDBRK

V

ALT RATE DELTA-P

TIME

11:46:15

3D DIFF NAV ACTIVE

PUSH

1-2

RAIM PREDICTION

FT

0.0

ARV TIME

11:45

ARV DATE

01-APR-05

KT

1450

42.0

YAW

SYSTEM

001

92.9

N1%

713

0

1100 5000

FF PPH FQ LB

0 C ELEC

BATT2

25 25

SPDBRK

PUSH

C

FUEL

1100 5000 TEMP

142.8 137 95

N2% OIL TEMP

GPS SIGNAL STREN

CABIN V V

ALT RATE DELTA-P

PAN

0 0 015 012 011 010 127008 0

713

ITT C

OIL PRES PSI

BATT1

7200 FT 0 FPM 5.0 PSI

LFE

1450

OXY

PSI

PSI

FLAPS

LG UP

1

UP ROLL

GPS SIGNAL STRENGTH WINDOW

A

1-2

FLAPS

LG

UTC ETE

PUSH

RANGE

7200 FT 0 FPM 5.0 PSI

:

117.95 117.95

NAV

UP UP

108.00 108.00

142.8 137 95

LFE OXY

RAIM PREDICTION WINDOW

PUSH STD

GPS SIGNAL STRENGTH

NAV2

CONSTELLATION

UTC

COMPUTE RAIM?

360

TRACK

NAV1 PUSH VOL ID

BARO

P.POS

WAYPOINT

UTC

25000

GROUND SPEED

CABIN V

N 39 23.27 W101 41.54

ALTITUDE

1100 5000

FF PPH

POSITION

CONSTELLATION WINDOW

PUSH VOL SO

COM2

122 0 0 015 012 005 011 010 006 127008 007



GPS STATUS WINDOW

COM1

GPS STATUS

0.03

EPU

001

92.9

N1%

101 NM

AUX - GPS STATUS CONSTELLATION

42.0

DIS



Hollow signal strength bars – the collecting data. Checkered signal excluded the satellite (FDE). Solid signal strength bars – the re and the satellites are ready for us The letter “D” is displayed when th tion to the GPS signal.

SATELLITE STATUS WINDOW

GPS STATUS PAGE

CONSTELLATION WINDOW



TRIM

D 001

PITCH

002

003

005

DD 006

007

008

010

50

011

012

013

015

D

D

D

122

127

132

MAP WPT AUX NRST

GPS1

GPS2

RAIM

SBAS

D

MENU

PFL

PROC

CLR

ENT

DFLT MAP

UP ROLL

GPS SIGNAL STRENGTH WINDOW

FMS

1

UP

YAW

SYSTEM

TRIM

001

PITCH

002

003

50

GPS1

GPS2

PUSH CRSR

SOFTKEYS (REF.)

SOF

SDS2432_345600P219R

Controls

Controls

To select the GPS STATUS page, it is necessary to rotate the outer knob of the dual FMS knob, on the MFD, to select the AUX page group and then use the inner FMS knob to select the GPS STATUS page.

To select the GPS STATUS page, it the dual FMS knob, on the MFD, to s the inner FMS knob to select the GP

Phenom 100

Phenom 100


25-27 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by pressing the associated softkeys (GPS1 or GPS2). This selects the source of information (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible to select the GPS by pressing the MENU key, rotating the dual FMS knob and pressing the ENT key, on the MFD bezel.

On the GPS STATUS page, it is possible ing the associated softkeys (GPS1 or GP mation (GPS 1 or GPS 2) for the GPS S select the GPS by pressing the MENU k pressing the ENT key, on the MFD bezel.

In order to compute RAIM, it is necessary to press the dual FMS knob. This highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to determine the waypoint, time, and date in order to predict the RAIM availability. This can be done using the FMS inner knob and pressing the ENT key for after each selection. Pressing the ENT key when “COMPUTE RAIM” is highlighted generates the result: “RAIM AVAILABLE” or “RAIM UNAVAILABLE”.

In order to compute RAIM, it is necessar highlights WAYPOINT in the RAIM PRE determine the waypoint, time, and date in ity. This can be done using the FMS inne after each selection. Pressing the ENT ke lighted generates the result: “RAIM AVAIL

By pressing the SBAS (Satellite Based Augmentation System) softkey, the RAIM PREDICTION field is replaced by the SBAS SELECTION field.This is used when the aircraft is flying in a WAAS area and there is no need to compute RAIM.

By pressing the SBAS (Satellite Based RAIM PREDICTION field is replaced by used when the aircraft is flying in a WAAS pute RAIM.

The flight crew can enable or disable WAAS correction by highlighting the WAAS field and pressing the ENT key. A checked box means that WAAS correction is enabled. If the box is not checked, this means that WAAS correction is disabled.

The flight crew can enable or disable W WAAS field and pressing the ENT key. A rection is enabled. If the box is not checke is disabled.

GPS STATUS PAGE

NAV1 PUSH VOL ID

NAV2

108.00 108.00

:

117.95 117.95

:

UTC ETE

0 KT

GS

121.500 132.475 NM

0.7

HDOP 002 003

PUSH

1-2

129.650 130.250

COM1

GPS1

PILOT

16 FT

GPS SOLUTION

VFOM

23

SBAS

713 142.8 137 95

142.8 137 95

N2% OIL PRES PSI OIL TEMP

C

FUEL

1100 5000 TEMP

713

ITT C

FQ LB

0

C ELEC

BATT1 BATT2

25 25

SPDBRK

V

ALT RATE DELTA-P

TIME

11:46:15

UTC

25000

FT

0.0

GROUND SPEED

COM

NAV

PUSH

PUSH

ARV TIME

11:45

ARV DATE

01-APR-05 PUSH STD

1450

TEMP

ROLL

YAW

SYSTEM

TRIM

FUEL

D 001

PITCH

002

003

005

DD 006

007

008

010

50

011

012

013

015

D

D

D

122

127

132

MAP WPT AUX NRST

GPS1

GPS2

RAIM

SBAS

VFOM

0

C ELEC

25 25

SPDBRK

V

TIME ALTITUDE

GROUND SPEED TRACK

GPS SIGNAL STRENGTH

CABIN V

POSITION

ALT RATE DELTA-P

7200 FT 0 FPM 5.0 PSI

LFE

D

MENU

PFL

PROC

CLR

ENT

DFLT MAP

HFOM

0 0 015 012 005 011 010 006 127008 007

1100 5000

FQ LB

1450

OXY

1

UP

C

FF PPH

BATT2

MENU KEY

PUSH

PAN

FLAPS

LG

OIL TEMP

PSI

PSI

FLAPS

LG

ENT KEY

UP UP

HDOP 002

142.8 137 95

N2% OIL PRES PSI

BATT1

7200 FT 0 FPM 5.0 PSI

GS

EPU

001

713

ITT C

1100 5000

RANGE

101 NM

SATELLITE STAT

NRTH UP

122

142.8 137 95

COMPUTE RAIM?

DIS

AUX - GPS STATUS

92.9

N1%

713

UTC

GPS SIGNAL STRENGTH

:

UTC ETE

003

BARO

LFE OXY

:

117.95 117.95

1-2

1-2

P.POS

WAYPOINT

KT

108.00 108.00

42.0

ACTIVE

RAIM PREDICTION

360

TRACK

CABIN V

N 39 23.27 W101 41.54

ALTITUDE

1100 5000

FF PPH

POSITION

NAV2

3D DIFF NAV

122 0 0 015 012 005 011 010 006 127008 007

PUSH VOL ID

CONSTELLATION

EMERG

GPS2

COPILOT

HFOM

FT

NAV1 PUSH VOL SO

COM2

GPS STATUS

0.03

EPU

001

92.9

N1%

101 NM

SATELLITE STATUS

NRTH UP

NAV

42.0

DIS

AUX - GPS STATUS CONSTELLATION

G P

UP UP

DUAL FMS KNOB

ROLL

YAW

SYSTEM

FMS

1

UP TRIM

D 001

PITCH

002

003

005

DD 006

007

008

010

50

GPS1

GPS2

RAIM

SBAS

PUSH CRSR

SOFTKEYS (REF.)

AUX PAGE GROUP

SOFTKEYS (REF

SDS2432_345600P219R

GPS Sensor Annunciations

GPS Sensor Annunciations

GPS 1 usually provides information for PFD 1 and for the MFD, while GPS 2 provides information for PFD 2. The GPS data is sent to the flight display units through the HSDB bus.

GPS 1 usually provides information for P provides information for PFD 2. The GP units through the HSDB bus.

25-28 April 2009

25-28 April 2009


Developed for Train

Navigation If there is a failure in one of the GPS or information is degraded, the remaining GPS is automatically used to provide information for all flight display units (PFD 1, PFD 2, and MFD).

If there is a failure in one of the GPS ing GPS is automatically used to pro (PFD 1, PFD 2, and MFD).

An internal system checking is constantly performed to ensure that both GPS receivers are providing accurate data for the flight display units. In some circumstances, both GPS receivers may be providing accurate data, but one receiver may be providing a better GPS solution than the other receiver. In this case, the GPS receiver producing the better solution will be automatically coupled to all flight display units. The “BOTH ON GPS 1" or “BOTH ON GPS 2" message will then be displayed in the REVERSIONARY SENSOR window, on the PFDs, indicating which GPS receiver is being used. Both GPS receivers are still functioning properly, but one receiver is performing better than the other at that particular time.

An internal system checking is const receivers are providing accurate dat cumstances, both GPS receivers m receiver may be providing a better G this case, the GPS receiver producin coupled to all flight display units. The 2" message will then be displayed in on the PFDs, indicating which GPS r ers are still functioning properly, but o other at that particular time.

These GPS sensor annunciations are most often seen after the system power-up when one GPS receiver has acquired satellites before the other, or one of the GPS receivers has not yet acquired a WAAS signal. While the aircraft is on the ground, the WAAS signal may be blocked by obstructions causing one GPS receiver to have difficulty in acquiring a good signal. Also, while airborne, turning the aircraft may result in one of the GPS receivers temporarily losing the WAAS signal.

These GPS sensor annunciations power-up when one GPS receiver ha one of the GPS receivers has not ye craft is on the ground, the WAAS sign ing one GPS receiver to have difficul airborne, turning the aircraft may resu ily losing the WAAS signal.

If the sensor annunciation persists, check for a system failure message in the AFD (Auxiliary Flight Display) window (named MESSAGES window), on the PFDs. If no failure message exists, check the GPS STATUS page and compare information for GPS 1 and GPS 2. The discrepancies may indicate a problem.

If the sensor annunciation persists, c AFD (Auxiliary Flight Display) windo PFDs. If no failure message exists, ch information for GPS 1 and GPS 2. Th

DTK

NM

1500

FPH

053 VS

TRK

355

20

200 PUSH

1-2

20

10

180

BOTH ON GPS2

1700

1 640 20

10

10

1400

33

24

21

D

ADC2 AS EC - ADC2 airspeed error correction is unavaible.

12 ADF/DME

200 1-2

PFL

XPDR

IDENT

TMR/REF

NRST

MSG

DFLT MAP

180

20

20

10

10

10

15

S


053 VS

10

327

140

AFD WINDOW

3O

33

GPS

MENU

PROC

N ENR

ENT

INSET

FMS

PUSH CRSR

SOFTKEYS (REF.)

FPH

170 160

PUSH

DTK

NM

1500

PUSH STD

PAN

136

E

CDI

DIS

6

OBS

KIXD HDG

GMA2 FAIL - GMA2 is inoperative.

E

PFD

VPT

NAV

RANGE

MESSAGES

6

SENSOR

117.95 117.95

108.00 108.00

BARO

CLR

INSET

NAV2

3

ENR

CAS BLEED 2 FAIL BLEED 1 FAIL FUEL 2 SOV FAIL FUEL 1 SOV FAIL E1 FIRE DET FAIL PRESN AUTO FAIL AP FAIL YD FAIL SWS FAIL AUDIO PNL2 FAIL GIA 2 FAIL GIA 1 FAIL EBAY OVHT FLAP FAIL

NAV1

PUSH VOL ID

PUSH

1-2

GIA2 SERVICE - GIA2 needs service. Return unit for repair.

3

GPS

4

2992 IN

N

W

3O

2

1500

327

140

REVERSIONARY SENSOR WINDOW

PUSH

2

170 160

PUSH VOL SO

COM

4

1800

10

COM1 COM2 EMERG

11 000 1900

NAV

118.000 118.000

136.975 136.975

ALT

W

136

24

DIS

21

KIXD HDG

SDS2432_345600P223R

VPT

S

117.95 117.95

108.00 108.00

15

NAV2

12

NAV1

PUSH VOL ID

25-29 April 2009

SENSOR

PFD

OBS

CDI

ADF/DME

SOFTKEYS (R


T R A I N I N G

S E R V I C E S

T R A I N I N G

Transponder System 01

S E R V I C E S

Transponder System

TCAS INTERROGATION (1030 MHz)

01

XPDR REPLY (1090 MHz)




GROUND STATION INTERROGATION (1030 MHz)

TCAS INTERRO (1030 MHz

XPDR REPLY (1090 MHz) GROUND STATION INTERROGATION (1030 MHz)

GROUND STATION

01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS

X

GROUND STATION INTERROGATION (1030 MHz)

GROUND ST

SDS2432_345200P185

01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS

The XPDR system offers Mode A, Mode C and Mode S interrogation and reply capabilities.

The XPDR system offers Mode A, Mod reply capabilities.

Mode A replies consist of framing pulses and any one of 4,096 codes, which differ in the position and number of pulses transmitted.

Mode A replies consist of framing pulses differ in the position and number of pulse

Mode C replies include framing pulses and encoded altitude.

Mode C replies include framing pulses an

The XPDR unit is equipped with selective addressing or Mode Select (Mode S) capability. Mode S functions include the following features:

The XPDR unit is equipped with selective S) capability. Mode S functions include th

Level-2 Reply Data Link Capability (used to exchange information between aircraft and various ATC facilities)  Surveillance Identifier Capability  Flight ID (Identification) Reporting  Altitude Reporting  Airborne Status Determination  Transponder Capability Reporting  Mode S Enhanced Surveillance Requirements  Acquisition Squitter Ground stations can interrogate Mode S transponders individually using a 24bit ICAO (International Civil Aviation Organization) Mode S address, which is unique to the particular aircraft. In addition, ground stations may interrogate a transponder for its XPDR data capability and the aircraft's flight ID, which is the registration number or other call sign. The XPDR unit makes the maximum airspeed capability (set during configuration setup) available to TCAS systems on board nearby aircraft to aid in the determination of TCAS advisories.



25-30 April 2009

25-30 April 2009




Level-2 Reply Data Link Capability (use aircraft and various ATC facilities)  Surveillance Identifier Capability  Flight ID (Identification) Reporting  Altitude Reporting  Airborne Status Determination  Transponder Capability Reporting  Mode S Enhanced Surveillance Requi  Acquisition Squitter Ground stations can interrogate Mode S t bit ICAO (International Civil Aviation Orga unique to the particular aircraft. In additio transponder for its XPDR data capability a registration number or other call sign. The speed capability (set during configuration s board nearby aircraft to aid in the determin

Developed for Train

Navigation The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode S Enhanced Surveillance provides information consisting of additional aircraft parameters to ground radar systems.

The XPDR unit meets Mode S Enha Enhanced Surveillance provides info parameters to ground radar systems

In the dual XPDR configuration, XPDR 1 unit is a non-diversity transceiver while XPDR 2 unit is a transceiver with the diversity capability. Diversity allows for dependable operation while maneuvering.

In the dual XPDR configuration, XP while XPDR 2 unit is a transceive allows for dependable operation whil

XPDR Controls

XPDR Controls

The XPDR is controlled through PFD softkeys, which are organized in three levels.

The XPDR is controlled through PFD levels.

In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a submenu (second level) shows the options that follow: STBY, ON, ALT (XPDR modes), VFR (loads the pre-programmed VFR code), CODE (XPDR code selection), IDENT (Position Identification function) and BACK (return to previous menu).

In the first level the XPDR softkey submenu (second level) shows the (XPDR modes), VFR (loads the precode selection), IDENT (Position Ide previous menu).

Pushing the CODE softkey, the third level of the softkeys shows on the bottom of the PFD. It consists of numeric keys for XPDR code selection.

Pushing the CODE softkey, the third tom of the PFD. It consists of numeri

NAV1

PUSH VOL ID

NAV2

108.00 108.00

117.95 117.95

VPT

KIXD HDG

DIS

136

DTK

NM

1500

FPH

053 VS

TRK

355

118.000 118.000

136.975 136.975

ALT

COM1

PUSH VOL SO

COM2 EMERG

NAV

200

20

20

10

10

1600

1-2

180

13

PUSH

PUSH

160

10

140

10

356

HDG 356

TAS 170 KT

N

1200

2

1100

4

CRS 049

PUSH STD

RANGE

2992 IN

3

TAS PUSH

W

NAV1

PAN

24

12

D

15

PFL

S

21

XPDR

0 C

INSET

1-2

1-2

E

DAT

117. 117.

BARO

40 20

6

3O

33

108.00 108.00

4

2

1400

170

NAV2

NAV

1500

PUSH

NAV1

PUSH VOL ID

COM

PFD

CDI

OBS

XPDR

IDENT

6543 ALT

TMR/REF

R

LCL

00:05:52

NRST ADVISORY

CLR DFLT MAP

MENU

PROC

ENT

DAT

0 C

INSET

FMS

PUSH CRSR

SOFTKEYS (REF.) XPDR STATUS BAR

IDENT SOFTKEY XPDR SOFTKEY

FIRST LEVEL SOFTKEYS

FIRST LE

SECOND LEVEL SOFTKEYS

SECOND L

THIRD LEVEL SOFTKEYS

THIRD LE


25-31 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Indications

S E R V I C E S

Indications

XPDR LABEL

XPDR

XPDR LABEL

XPDR CODE XPDR MODE

6543

ALT

XPDR

OR

XPDR

6543 6543

GND

XPDR

STBY

XPDR

6543

GND

6543

STB

OR

1200 ON

XPDR

R

XPDR STATUS BAR

A

ALT

OR

OR

XPDR

6543 OR

OR

XPDR

XPDR CODE X

1200 ON

XPDR STATUS BA

A

REPLY STATUS FIELD

XPDR Modes Of Operation

XPDR Modes Of Operation

The XPDR system has four modes of operation, as follow:

The XPDR system has four modes of ope



Ground (GND) Standby (STBY)  ON  Altitude (ALT) The XPDR mode selection can be automatic (Ground and Altitude modes) or manual (Standby, ON and Altitude modes). The STBY, ON and ALT softkeys are accessed by pushing the XPDR softkey, on the bottom of the PFDs.







Ground Mode (Automatic) Ground mode is automatically selected when the aircraft is on the ground. A green GND indication shows in the mode field of the XPDR status bar. In Ground mode, the XPDR does not allow Mode A and Mode C replies, but it does permit acquisition squitter and replies to discretely addressed Mode S interrogations.

Ground Mode (Automatic) Ground mode is automatically selected w green GND indication shows in the mod Ground mode, the XPDR does not allow does permit acquisition squitter and repl interrogations.

Ground mode can be overridden by pressing any of the XPDR mode selection softkeys.

Ground mode can be overridden by pres tion softkeys.

Standby Mode (Manual) The Standby mode can be selected at any time by pressing the STBY softkey. In Standby mode, the XPDR does not reply to interrogations, but new codes can be entered. If the Standby mode is selected, a white STBY indication shows in the mode field of the XPDR status bar. In STBY mode, the IDENT function is inhibited.

Standby Mode (Manual) The Standby mode can be selected at a key. In Standby mode, the XPDR does codes can be entered. If the Standby mod tion shows in the mode field of the XPD IDENT function is inhibited.

25-32 April 2009

25-32 April 2009


Ground (GND) Standby (STBY)  ON  Altitude (ALT) The XPDR mode selection can be autom manual (Standby, ON and Altitude modes are accessed by pushing the XPDR softk

Developed for Train

Navigation On Mode (Manual) The ON mode can be selected at any time by pushing the ON softkey. ON mode generates Mode A and Mode S replies, but Mode C altitude reporting is inhibited. In ON mode, a green ON indication shows in the mode field of the XPDR status bar.

On Mode (Manual) The ON mode can be selected at a mode generates Mode A and Mode S inhibited. In ON mode, a green ON i XPDR status bar.

Altitude Mode (Automatic Or Manual) Altitude mode is automatically selected when the aircraft becomes airborne. Altitude mode may also be selected manually by pushing the ALT softkey. If Altitude mode is selected, a green ALT indication shows in the mode field of the XPDR status bar, and all XPDR replies requesting altitude information are provided with pressure altitude information.

Altitude Mode (Automatic Or Manu Altitude mode is automatically selec Altitude mode may also be selected Altitude mode is selected, a green A the XPDR status bar, and all XPDR r provided with pressure altitude inform

When no valid XPDR information is received by the flight display units the XPDR status bar shows the selected XPDR system, yellow FAIL text and a red “X” over the area of the field.

When no valid XPDR information is XPDR status bar shows the selecte red “X” over the area of the field.

XPDR (Transponder) Status Box The XPDR status box is located to the left of the system time. The data box displays the label, active four-digit code, mode, and a reply status.

XPDR (Transponder) Status Box The XPDR status box is located to t displays the label, active four-digit co

Turn the Small FMS Knob to Enter Two Code Digits at a Time

Press the ENT Key to Complete Code Entry

T F En D

Turn the Large FMS Knob to Move the Cursor to the Next Code Field

XPDR CODE Selection

XPDR CODE Selection

The XPDR code selection is performed through the numeric softkeys on PFD. Pushing the XPDR softkey and then the CODE softkey, provides access to the XPDR code numeric softkeys.

The XPDR code selection is perform Pushing the XPDR softkey and then the XPDR code numeric softkeys.

A total of 4,096 discrete identification codes can be selected with the code selection softkeys.

A total of 4,096 discrete identificatio selection softkeys.

When entering the code, the next key in sequence must be pressed within 10 seconds, or the entry is cancelled and restored to the previous code. Five seconds after the fourth digit has been entered, the XPDR code becomes active. When entering a code, the BKSP (backspace) softkey is used to back up and change code digits.

When entering the code, the next ke seconds, or the entry is cancelled a seconds after the fourth digit has b active. When entering a code, the BK up and change code digits.

Phenom 100

Phenom 100


25-33 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

VFR Codes The VFR code can be entered either manually, each digit at a time, or by pushing the XPDR softkey and then the VFR softkey. When you push the VFR softkey, the pre-programmed VFR code (1200) is automatically shown in the code field of the XPDR status bar. Pushing the VFR softkey again restores the previous identification code.

VFR Codes The VFR code can be entered either m pushing the XPDR softkey and then the VFR softkey, the pre-programmed VFR co the code field of the XPDR status ba restores the previous identification code.

XPDR IDENT Function Pushing the IDENT softkey sends an ID indication to ATC. The ID return distinguishes own aircraft XPDR from all others on the air traffic controller’s radar screen.The IDENT softkey shows in all levels of XPDR softkeys.When you push the IDENT softkey, a green IDNT indication shows in the mode field of the XPDR status bar for a duration of 18 seconds.

XPDR IDENT Function Pushing the IDENT softkey sends an ID tinguishes own aircraft XPDR from all o radar screen.The IDENT softkey shows i you push the IDENT softkey, a green IDN of the XPDR status bar for a duration of 1

As previously described, in the Standby mode the IDENT softkey is inoperative.

As previously described, in the Standby m

Weather Radar System

Weather Radar System

ALTITUDE (X 1000 ft)

ALTITUDE (X 1000 ft)

80

HALF POWER

ANTENNA AT ZERO TILT 18,000 ft 8°

0

0

80

ANTENNA AT ZER

MAX POWER AT BEAM CENTER

8°

18,000 ft 0

15

30

45

RANGE (NAUTICAL MILES)

60

75

90

0

15

30

45

RANGE (NAUT

Airborne weather radar should be used to avoid severe weather, not for flying through severe weather. The decision to fly into an area or radar targets depends on target intensity, spacing between the targets, aircraft capabilities, and pilot experience. Pulse type weather radar detects only precipitation, not clouds or turbulence. The display may indicate clear areas between intense returns, but this does not necessarily mean it is safe to fly between them. Only Doppler radar can detect turbulence.

Airborne weather radar should be used to through severe weather. The decision t depends on target intensity, spacing betw and pilot experience. Pulse type weather clouds or turbulence. The display may in returns, but this does not necessarily m Only Doppler radar can detect turbulence

The Phenom 100 is equipped with a 4-color pulsed Garmin GWX 68 Airborne Color Radar. It combines excellent range and adjustable scanning profiles with a high-definition target display.

The Phenom 100 is equipped with a 4-co Color Radar. It combines excellent rang with a high-definition target display.

The weather radar receiver/transmitter antenna is a 12-inch phased array antenna that is fully stabilized to accommodate 30 degrees of pitch and roll. It also allows manual adjustment of the radar vertical tilt, of its gain and of its range.

The weather radar receiver/transmitter a antenna that is fully stabilized to accomm also allows manual adjustment of the ra range.

A secondary use of the weather radar system is a presentation of terrain. This is possible by using the ground map mode.

A secondary use of the weather radar sys is possible by using the ground map mod

The ground map mode can be a useful tool for verifying aircraft position. A “picture” of the ground is represented much like a topographical map that can

The ground map mode can be a useful “picture” of the ground is represented mu

25-34 April 2009

25-34 April 2009


Developed for Train

Navigation be used as a supplement to the navigation map on the MFD. It is possible to distinguish landscape features and bodies of water by measuring the radar return strength.

be used as a supplement to the navi distinguish landscape features and return strength.

Weather Radar Interfaces

Weather Radar Interfaces

The weather radar receiver/transmitter antenna transmits a microwave pulse beam that, upon encountering a target, is then reflected back to the radar receiver as a return echo.

The weather radar receiver/transmitt beam that, upon encountering a tar receiver as a return echo.

DC BUS 1 supplies the weather radar system through a protective circuit breaker.

DC BUS 1 supplies the weather ra breaker.

Modes Of Operation

Modes Of Operation

The weather radar system has the following modes of operation:

The weather radar system has the fo



Weather Mode Ground Map Mode  Standby Mode  Off Mode When the weather radar system is in the weather mode or ground map mode, upon landing, the system automatically switches to the standby mode.







Weather Radar Controls

Weather Radar Controls

The weather radar images are displayed on a dedicated page (WEATHER RADAR page), on the MFD.

The weather radar images are disp RADAR page), on the MFD.

The weather radar controls are located on the bezel of the MFD. The MFD is located on the main instrument panel providing easy access to controls when the pilot(s) is/are seated and without any significant interference with aircraft structure or other controls.

The weather radar controls are locat located on the main instrument pane the pilot(s) is/are seated and without structure or other controls.

The softkeys, knobs, and keys on MFD bezel are used to adjust and set weather radar parameters.

The softkeys, knobs, and keys on weather radar parameters.

NAV1

PUSH VOL ID

NAV2

108.00 108.00

117.95 117.95

GS

0 KT

DTK

___

T

TRK

360

T

ETE

MAP - WEATHER RADAR

__:__

136.975 136.975

118.000 118.000

COM1

92.9

N1%

40

NAV

PUSH

PUSH

TEMP

142.8 137 95

N2% C

FUEL

1100 5000

FQ LB

0 C ELEC

BATT2

25 25

PUSH STD 30

NM

V

SPDBRK

ALT

RANGE

RATE DELTA-P

1450

OXY

UP

TEMP

PSI

20

TRIM

PITCH

10 NM

LIGHT

50

OFF

STANDBY

0 C ELEC

25 25

WEATHER

TILT BEARING SECTOR SCAN

UP 1.50

o

V

ALT RATE DELTA-P

L0

o

D

BACK

MENU

FULL

MAP WPT AUX NRST

GROUND

7200 FT 0 FPM 5.0 PSI

LFE

1450

OXY

PSI

SCALE

FLAPS

UP

CALIBRATED

GAIN

T

CABIN V

SPDBRK

MENU KEY

PUSH

PAN

HEAVY

YAW

FQ LB

LG

1

___

MAP - WEATHE

1100 5000

FF PPH

NM

SCALE

FLAPS

UP ROLL

JOYSTICK

C

FUEL

BATT2

LFE

LG UP

DTK

142.8 137 95

N2% OIL TEMP

BATT1

7200 FT 0 FPM 5.0 PSI

0 KT

713

ITT C

OIL PRES PSI

1100 5000

CABIN V

GS

92.9

N1%

713 142.8 137 95

OFF

1100 5000

FF PPH

BATT1

BARO

713

ITT C

OIL TEMP

117.95 117.95

1-2

1-2

OIL PRES PSI

108.00 108.00

42.0

NM

1-2

713

NAV2

COM

PUSH

142.8 137 95

NAV1

PUSH VOL ID

OFF

EMERG

NAV

42.0

PUSH VOL SO

COM2

STAB ON

OFF

Weather Mode Ground Map Mode  Standby Mode  Off Mode When the weather radar system is in upon landing, the system automatica

PFL

PROC

CLR

ENT

DFLT MAP

FMS

PUSH CRSR

SOFTKEYS (REF.)


ENT KEY

UP ROLL

HEAVY

1

UP TRIM

PITCH

OFF

DUAL FMS KNOB

STANDBY

WEATHER

GROUND

SOFTK

SDS2432_344200P145R

25-35 April 2009

LIGHT

50

YAW


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Weather Radar Indications

Weather Radar Indications

The main information presented on the WEATHER RADAR page, (on the MFD), is detailed in Table - WEATHER RADAR SYSTEM - WEATHER RADAR PAGE - MAIN INFORMATION.

The main information presented on the MFD), is detailed in Table - WEATHE RADAR PAGE - MAIN INFORMATION.

2

1

1

3

PUSH VOL SO

PUSH VOL ID EMERG

NAV

COM

PUSH

PUSH VOL ID

4

NAV

PUSH

PUSH

1-2

1-2

1-2

BARO

PUSH STD

RANGE

PFL

CLR DFLT MAP

MENU

PROC

ENT

FMS

PUSH CRSR

6

Ref 1

2

7

5

PUSH

PAN

D

S2432_344200P149R

7

Description

Function

Ref

Description

Status / Mode

Indicates current weather radar status (off, standby, RADAR FAIL, RDR FAULT, bad configuration) or mode (weather or ground map).

1

Status / Mode

Depicts the weather information, based on a color scale. Also possible to see the scan Weather Information and bearing line (if enabled). Color scale varies depending on mode selected, weather or ground map.

2

Indicate standby figuratio

Depicts color sc Weather Information and bea ies depe ground

3

Antenna Stabilization Status

Indicates whether antenna stabilization is on, off or inoperative.

3


Indicate off or in

4

Selected Range

Shows selected range. Can be adjusted by the joystick, on MFD bezel.

4

Selected Range

Shows the joys

5

Parameters Window

Displays settings for some parameters such as tilt, bearing, sector scan and gain.

5

Parameters Window

Displays as tilt, b

6

Softkeys

Through softkeys, it is possible to select the mode (off, standby, weather or ground map), scan mode (vertical or horizontal), enable functions (weather alert, WATCH) and enable setting of parameters such as gain, tilt, and bearing, depending on the selected scan mode.

6

Softkeys

Through mode (o scan m function enable tilt, and scan mo

7

Color Scale

Shows a color scale denoting precipitation intensity.

7

Color Scale

Shows intensity

25-36 April 2009


25-36 April 2009

Developed for Train

Navigation Weather Radar System Operation ACTIVE PAGE STATUS/MODE GROUP FIELD

Weather Radar System Operati

ACTIVE PAGE TITLE

ACTIVE PAGE STATUS/MODE GROUP FIELD

PUSH VOL ID

PUSH VOL SO EMERG

NAV

COM

PUSH

ANTENNA STABILIZATION STATUS FIELD

PUSH VOL ID

NAV

PUSH

PUSH

1-2

1-2

1-2

BARO

PUSH STD

RANGE

PUSH

PAN

MENU KEY

D

MENU

PFL

PROC

CLR DFLT MAP

ENT KEY

ENT

FMS

PUSH CRSR

DUAL FMS KNOB

PAGE IN CURRENT SOFTKEYS (REF.) PAGE GROUP PAGE GROUPS

SOFTKEYS (R

Maximum Permissible Exposure Level

Maximum Permissible Exposure L

Note: The minimum safe distance from the antenna for personnel near an

Note: The minimum safe distance

operating airborne weather radar is based on the Federal Communications Commission's exposure limit at 9.3 to 9.5 GHz (Gigahertz) for general population/uncontrolled environments which is 1 mW (Milliwatt)/cm² (Square Centimeter).

operating airborne weather nications Commission's ex hertz) for general populatio mW (Milliwatt)/cm² (Square

The zone in which the radiation level exceeds the US Government standard of 1 mW/cm² is the semicircular area of at least 11 ft (Feet) from the 12-inch antenna.

The zone in which the radia standard of 1 mW/cm² is the (Feet) from the 12-inch ante

All personnel must remain outside this zone in order to prevent human body injury by radiated energy.

All personnel must remain o human body injury by radiat

The weather radar should not be operated while aircraft is in hangar or other enclosure. In order to prevent possible fuel ignition, the weather radar should not be operated while the aircraft is being refueled or defueled.

The weather radar should n gar or other enclosure. In or weather radar should not be refueled or defueled.

DANGER ZONE

DANGER ZONE

10.83 FT FOR 12" ANT

10.83 FT FOR 12" ANT

SDS2432 344200P155


25-37 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

When the weather radar system is in the Weather or Ground Map mode, the system automatically switches to Standby mode on landing.

When the weather radar system is in the system automatically switches to Standby

In reversionary mode, the weather radar system automatically switches to Standby mode. The system remains in Standby mode until both displays are restored. In the Reversionary mode, the weather system cannot be controlled.

In reversionary mode, the weather rada Standby mode. The system remains in S restored. In the Reversionary mode, th trolled.

Horizontal Scan Display

Horizontal Scan Display

Radar Mode Scan Line


Radar Mode Scan Line

The weather radar page is accessed through the MAP Page Group. While on the ground the system is turned on by selecting the “Standby” softkey. A one minute warm-up is initiated (countdown is displayed on the screen). After the warm-up is complete, the radar enters the Standby mode. If the aircraft is airborne and use of the radar is desired the “Weather” softkey is selected. The same one minute warm-up period is initiated with a displayed countdown and then the radar will begin to transmit.

The weather radar page is accessed thro the ground the system is turned on by se minute warm-up is initiated (countdown is warm-up is complete, the radar enters the borne and use of the radar is desired the same one minute warm-up period is initia then the radar will begin to transmit.

The radar system initially displays a horizontal scan. To make an accurate interpretation of a storm cell the Antenna Tilt Angle, Gain, distance, and sector scan may have to be adjusted through a combination of soft and menu keys, and FMS knob selection.

The radar system initially displays a hor interpretation of a storm cell the Antenna tor scan may have to be adjusted throu keys, and FMS knob selection.

A unique feature of the Prodigy Radar System is the ability to vertically scan a storm cell. The vertical scan function is displayed through the selection of the "Vertical" Softkey. Vertical scanning of a storm cell should be done with the aircraft wings level to avoid constant adjustment of a bearing line. While in the horizontal scan mode a bearing line is selected and moved over on the desired storm cell to be vertically scanned. The "Vertical" mode is then selected.

A unique feature of the Prodigy Radar Sy storm cell. The vertical scan function is d "Vertical" Softkey. Vertical scanning of a aircraft wings level to avoid constant adju horizontal scan mode a bearing line is desired storm cell to be vertically scan selected.

25-38 April 2009

25-38 April 2009


Developed for Train

Navigation Vertical Scan Display

Vertical Scan Display

The GWX 68 also has several additional features that aid in avoiding severe weather: Weather Attenuated Color Highlight (WATCH®) and Weather Alert. The WATCH® feature can be used as a tool to determine areas of possible inaccuracies in displayed intensity due to weakening of the radar energy (attenuation). To activate this feature select the "Watch" softkey.

The GWX 68 also has several additi weather: Weather Attenuated Color The WATCH® feature can be used a inaccuracies in displayed intensity (attenuation). To activate this feature

Horizontal Scan with/without WATCH

Horizontal Scan with/without W

Displayed intensity is questionable. Areas of Potentially stronger than displayed. Attenuated Signal

Horizontal Scan Without WATCH®

Horizontal Scan WithWATCH®

Display Potenti

Horizontal Scan Without WATCH®

The Weather Alert feature indicates the presence of heavy precipitation between the ranges of 80 and 320 nm regardless of the current displayed range. Weather Alert targets appear as red bands along the outer range ring at the approximate azimuth of the detected returns.

The Weather Alert feature indicate between the ranges of 80 and 320 range. Weather Alert targets appear at the approximate azimuth of the de

Phenom 100

Phenom 100


25-39 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

If a Weather Alert is detected within + 10° of the aircraft heading, an alert is displayed on the PFD in the Messages Window.

If a Weather Alert is detected within + 10 displayed on the PFD in the Messages W

If the antenna is adjusted to low, a weather alert can be generated by ground returns. To avoid unwanted alerts, deselect the WX ALRT Softkey.

If the antenna is adjusted to low, a weath returns. To avoid unwanted alerts, desele

Weather Alert Indications

Weather Alert Indications

Weather Alerts

Weather Alerts

To activate or deactivate Weather Alerts, select the WX ALRT Softkey. Activating or deactivating enables or inhibits the alert on the PFD.

To activate or deactivate Weather Alerts, vating or deactivating enables or inhibits



General

General

The Flight Management System provides Flight Planning Capability, Lateral and Vertical Navigation, Flight Prediction, Required Navigation Performance (RNP), Position Determination, Radio Tuning and Data Management.

The Flight Management System provide and Vertical Navigation, Flight Prediction (RNP), Position Determination, Radio Tun

Each display, PFD and MFD, independently computes navigation guidance to allow for reversionary guidance in the event of failure in one of the units. Flight plan data entry and pilot-performed navigation modifications are synchronized on all LRU (Line Replaceable Unit).

Each display, PFD and MFD, independen allow for reversionary guidance in the e Flight plan data entry and pilot-performe chronized on all LRU (Line Replaceable U

If one display is restarted or cold started while another connected display is already running, the active flight plan and navigation state is transferred to the recently-started LRU. Additionally, the navigation solutions are considered parallel and independent except that the flight plan operations and data are synchronized. As long as there are not flight plan changes, the navigation updates occur without interaction.

If one display is restarted or cold started already running, the active flight plan an the recently-started LRU. Additionally, th ered parallel and independent except tha are synchronized. As long as there are no updates occur without interaction.

25-40 April 2009

25-40 April 2009


Developed for Train

Navigation The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a display fails, the other display navigation solutions continue without interruption.

The FD (Flight Director) can be coupl play fails, the other display navigation

PFD/MFD Control Panel

PFD/MFD Control Panel

2

3

4 5

25-41 April 2009

6


7

1

2

3

4 5

6

7

Phenom 100


T R A I N I N G

Ref

S E R V I C E S

T R A I N I N G

Description

Function

Direct-to Key

Used to enter a destination waypoint and establish a direct course to selected destination (the destination is either specified by the identifier, chosen from active route, or taken from map pointer position).

2

MENU Key

Used to select a context-sensitive list of options. Allows user to access additional features or make setting changes related to particular pages.

3

FPL Key

Used to select ACTIVE FLIGHT PLAN page for creating and editing the active flight plan.

4

PROC Key

Used to select IFR (Instrument Flight Rules) departure procedures, arrival procedures and approach procedures for a flight plan. If a flight plan is used, available procedures for departure and/or arrival airport are automatically suggested. These procedures can then be loaded into active flight plan. If a flight plan is not used, both desired airport and desired procedure may be selected.

5

ENT Key

6

1

7

25-42 April 2009

Ref

S E R V I C E S

Description

Direct-to Key

Used to e establish a tion (the de identifier, c from map p

2

MENU Key

Used to s options. All tures or ma ticular page

3

FPL Key

Used to se for creating

4

PROC Key

Used to se departure p approach p flight plan departure a cally sugge be loaded in is not used procedure m

Used to validate or confirm a menu selection or data entry.

5

ENT Key

Used to va or data entr

CLR Key

Used to erase information, cancel entries, or remove page menus.

6

CLR Key

Used to era remove pag

Dual FMS Knob

Used to turn selection cursor ON and OFF. When cursor is ON, data may be entered in applicable window by turning inner and outer knobs. The outer knob moves the cursor on the page, while inner knob selects individual characters in highlighted cursor location.

Dual FMS Knob

Used to tu When curso applicable w knobs. The the page, w characters i


1

7

25-42 April 2009

Developed for Train

Navigation FMS Remote Panel

FMS Remote Panel

Many of the controls on the FMS panel have the same function as those located on the bezels of the flight display units, with the advantage of enabling direct typing of waypoints by using the alphanumeric keys.

Many of the controls on the FMS p located on the bezels of the fligh enabling direct typing of waypoints b

1

2

3

4

5

1

2

3

14

13

12

6

7 8 9

14

Ref

1

13

12

11

10

Description

Function

Dual FMS Knob

Used to select MFD page to be viewed; outer knob selects a page group (MAP, WPT, AUX, NRST), while inner knob selects a specific page within page group. Pressing dual FMS knob turns selection cursor ON and OFF. When cursor is ON, data may be entered in applicable window by turning inner and outer knobs. In this case, outer knob moves the cursor on the page, while inner knob selects individual characters for highlighted cursor location.


Ref

25-43 April 2009

1

Description

Dual FMS Knob

Used to knob se NRST), page w knob tu When c applicab knobs. sor on t vidual location


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Ref

Description

Function

Ref

Description

2

FPL Key

Used to select ACTIVE FLIGHT PLAN page for creating and editing active flight plan, or for accessing stored flight plans.

2

FPL Key

Used to sele for creating a accessing st

Direct-to Key

Used to enter a destination waypoint and establish a direct course to selected destination (destination is either specified by the identifier, chosen from the active route, or taken from the map pointer position).

Direct-to Key

Used to en establish a d tion (destina tifier, chosen from the map

MENU Key

Used to select a context-sensitive list of options. Allows user to access additional features or make setting changes related to particular pages.

MENU Key

Used to se options. Allo tures or mak ticular pages

5

PROC Key

Used to select IFR departure procedures, arrival procedures and approach procedures for a flight plan. If a flight plan is used, available procedures for departure and/or arrival airport are automatically suggested. Procedures can then be loaded into active flight plan. If a flight plan is not used, both the desired airport and the desired procedure may be selected.

5

PROC Key

Used to se arrival proce for a flight pla procedures f are automat then be load plan is not u the desired p

6

Joystick

Changes map range when rotated. Activates map pointer when pressed.

6

Joystick

Changes ma map pointer

7

Alphanumeric Keys

Used to enter data quickly, without having to select individual characters with the dual FMS knob.

7

Alphanumeric Keys

Used to ent select individ knob.

8

Plus (+) Minus (-) Keys

Used to select (+) or (-) signs.

8

Plus (+) Minus (-) Keys

Used to sele

9

Decimal Key

Used to enter a decimal point.

9

Decimal Key

Used to ente

SEL Key

Center of ke key, while th move softke respectively.

3

4

10

25-44 April 2009

SEL Key

Center of key is used to activate selected softkey, while the right and left arrows are used to move softkey selection box to right and left respectively.


3

4

10

25-44 April 2009

Developed for Train

Navigation

Ref

Description

Function

Ref

Description

11

ENT Key

Used to validate or confirm a menu selection or data entry.

11

ENT Key

Used to or data

12

CLR Key

Erases information, cancels entries, or removes page menus. Pressing and holding this key displays NAVIGATION MAP page automatically.

12

CLR Key

Erases removes this key automat

13

SPC Key

Adds a space character.

13

SPC Key

Adds a s

14

BKSP Key

Used to move cursor back one character space.

14

BKSP Key

Used to space.

Flight Planning

Flight Planning

Flight plans are entered into the FMS via the FPL button. Associated, if any, specific departure procedures, arrival procedures, and instrument approaches are entered through the PROC button. The Prodigy FMS also has the capability of storing of up to 99 Flight plans for ease of access to those most frequently flown flights.

Flight plans are entered into the FM specific departure procedures, approaches are entered through the has the capability of storing of up t those most frequently flown flights.

This system supports all ARINC 424 leg types, IFR procedures, DP and STAR, Jet and Victor airways. Entry, deletion, or route/procedure modifications are made through the use of the menu button, outer knob, and the inner knob from the PFD, MFD, or FMS remote panel. This also includes any Vertical Navigation requirements to the flight plan. The FMS System can create an Along Track Offsets and Parallel Track if required.

This system supports all ARINC 42 STAR, Jet and Victor airways. Entry tions are made through the use of the knob from the PFD, MFD, or FMS re cal Navigation requirements to the fli Along Track Offsets and Parallel Trac

Phenom 100

Phenom 100


25-45 April 2009

Developed for

Turn Anticipation Arc

Non-Active, Flight Plan Leg

Active Flight Plan Leg

Turn Anticipation Arc

Non-Active, Flight Plan Leg

Vertical Navigation Profile

- Active Vertical WPT Alt/ID - Vertical Speed Target - Flight Path Angle - Vertical Speed Target - Time to Top of Descent - Vertical Deviation

Active FPL Waypoint List

- Comment - Procedure Header - Waypoint Identifi er - Airway Identifier - Desired Track to Waypoint - Distance to Waypoint - Waypoint Altitude Constraint

Vertical Navigation Profile

- Active Vertical WPT Alt/ID - Vertical Speed Target - Flight Path Angle - Vertical Speed Target - Time to Top of Descent - Vertical Deviation

Phenom 100

Developed for Train

25-46 April 2009


25-46 April 2009

Active Flight Planning Active Flight Planning


Navigation Lateral guidance uses information from various systems to provide the best guidance solution for flight plan legs and transitions and providing roll steering command to the Automatic Flight Control System (AFCS). There are six lateral modes: Dead reckoning (DR), oceanic (OCN), enroute (ENR), terminal (TERM), departure DPRT), missed approach (MAPR), and non-precision approach (LNAV). There are also three other approach modes that provide vertical guidance and are used during approach: LNAV with vertical guidance (LNAV+V), LNAV/VNAV, and LPV.

Lateral guidance uses information fr guidance solution for flight plan legs ing command to the Automatic Fligh lateral modes: Dead reckoning (DR), (TERM), departure DPRT), missed approach (LNAV). There are also th vertical guidance and are used durin (LNAV+V), LNAV/VNAV, and LPV.

These lateral modes will be annunciated on the inner position of the CDI during the various phases of flight.

These lateral modes will be annuncia ing the various phases of flight.

Flight Prediction

Flight Prediction

The flight prediction function of the FMS provides: time-to-go to destination, time-to-go to next waypoint, fuel required to destination, fuel remaining at destination, and time to top of descent. These parameters are calculated based on current groundspeed, distance to way point/destination, and current fuel flow.

The flight prediction function of the F time-to-go to next waypoint, fuel re destination, and time to top of des based on current groundspeed, dista fuel flow.

Additional FMS Capabilities

Additional FMS Capabilities

The Prodigy FMS allows the pilot to view trip planning information, fuel information, and other information for a specific flight plan, or flight plan leg based on automatic data, or based on manually entered data.

The Prodigy FMS allows the pilot to mation, and other information for a s on automatic data, or based on manu

Phenom 100

Phenom 100


25-47 April 2009

Developed for

Desired Track Distance Est. Time Enroute Est. Time of Arrival Enroute Safe Altitude Sunrise Time (local) Sunset Time (local Fuel Statistics Effi ciency Total Endurance Remaining Fuel Remaining Endurance Fuel Required Total Range -

- Indicated Altitude - Barometric Pressure - Total Air Temperature

Other Statistics - Density Altitude - True Airspeed (TAS)

Softkeys - Automatic/Manual Page Mode - Flight Plan/Waypoint Mode

Other Statistics - Density Altitude - True Airspeed (TAS)

Trip Input Data (sensor/pilot) - Departure Time (local) - Ground Speed - Fuel Flow - Fuel On Board Aircraft - Calibrated Airspeed - Indicated Altitude - Barometric Pressure - Total Air Temperature

Trip Planning Page Mode - Automatic/Manual

Selected Flight Plan Segment - FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN) - Waypoints Defining Selected Flight Plan/Flight Plan Leg

Preview of Selected Flight Plan/ Flight Plan Leg Trip Statistics Desired Track Distance Est. Time Enroute Est. Time of Arrival Enroute Safe Altitude Sunrise Time (local) Sunset Time (local Fuel Statistics Effi ciency Total Endurance Remaining Fuel Remaining Endurance Fuel Required Total Range -

Softkeys - Automatic/Manual Page Mode - Flight Plan/Waypoint Mode

Phenom 100

Developed for Train

25-48 April 2009


25-48 April 2009

Trip Planning Page (MFD AUX Pag Trip Planning Page (MFD AUX Page 2)


Navigation

Empty Weight Softkey

(selects Basic Empty Weight)

A/C Payload Calculator Basic Empty Weight Entry Pilot and Stores Weight Entry Basic Operating Weight Calculation Passenger(s) Weight Entry Cargo Weight Entry Zero Fuel Weight Calculation -

Empty Weight Softkey (selects Basic Empty Weight)

Fuel On Board Sync Softkey (sets FOB to sensor actual)

Fuel Weight Calculator

- Zero Fuel Weight Calculation - Fuel on Board Entry (or sync) - Aircraft Weight Calculation - Estimated Landing Weight Calculation - Estimated Landing Fuel Calculation - Fuel Reserve Entry - Excess Fuel Calculation

Fuel On Board Sync Softkey (sets FOB to sensor actual)

Developed for


Phenom 100

25-49 April 2009

Phenom 100

Weight Planning Page (MFD AU Weight Planning Page (MFD AUX Page 1)

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Comparator Annunciations

Comparator Annunciations

The comparator also monitors critical values associated with the Navigation/ FMS. If differences in the sensors exceed a specified amount it will be annunciated in the Comparator Window of the PFD as a “MISCOMP”. If a sensed value is unavailable a “NO COMP” will be annunciated.

The comparator also monitors critical val FMS. If differences in the sensors exceed ciated in the Comparator Window of the value is unavailable a “NO COMP” will be

Comparator Window Text

Condition

Comparator Window Text

HDGMISCOMP

Difference in heading sensors is > 6º.

HDGMISCOMP

Difference in head

ROLMISCOMP

Difference in roll sensors is > 6º.

ROLMISCOMP

Difference in roll s

HDGNO COMP

No data from one or both heading sensors.

HDGNO COMP

No data from one

PITNO COMP

No data from one or both pitch sensors.

PITNO COMP

No data from one

ROLNO COMP

No data from one or both roll sensors..

ROLNO COMP

No data from one

Limitations

Limitations


Attitude and Heading Reference Sy


The airplane may not be operated in the r


Latitude


Longitude

Between 65°N and 70°N

Between 75°W and 120°W

North of 70°N




South of 70°S



North South

Latitude

Between 65°N and 70°N North of 70°N

Between 55°S and 70°S South of 70°S

Note: Alternative procedures must the indication GEO LIMITS is





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25-50 April 2009


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25-50 April 2009

Developed for Train

Navigation Garmin G1000 GPS Navigation System

Garmin G1000 GPS Navigation

Operational Approvals The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 system has been demonstrated capable of, and has been shown to meet the accuracy requirements for, the following operations provided it is receiving usable navigation data.

Operational Approvals The Garmin G1000 GPS receivers a The Garmin G1000 system has been shown to meet the accuracy require vided it is receiving usable navigation


These do not constitute operational a

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Enroute, terminal, non-precision instrument approach operations using GPS and WAAS (including “GPS”, “or GPS”, and “RNAV” approaches), and approach procedures with vertical guidance (including “LNAV/VNAV”, “LNAV + V”, and “LPV”) within the U.S. National Airspace System in accordance with AC 20-138A. Barometric VNAV is approved to enroute and terminal descents, as per AC 20-129. Guidance is provided up to the FAF waypoint when there is not a procedure that provides vertical guidance following the FAF. Guidance is provided up to the waypoint preceding the FAF (FAF-1) when there is a procedure that provides vertical guidance (ILS or GPS WAAS) following the FAF. Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order 8400-12A. Both GPS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation (LRN) sensor.

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Enroute, terminal, non-precision in GPS and WAAS (including “GPS” and approach procedures with ve “LNAV + V”, and “LPV”) within the dance with AC 20-138A. Barometric VNAV is approved to e 20-129. Guidance is provided up procedure that provides vertical g provided up to the waypoint prece procedure that provides vertical g the FAF. Oceanic/Remote/MNPS–RNP-10 8400-12A. Both GPS receivers ar usable signals except for routes r tion (LRN) sensor.


Note: For Oceanic/Remote opera


gram works in combination sion 1.2 or later approved WFDE prediction program, Instructions Garmin part nu

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Limitations  GPS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.  RNAV/GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database.

Limitations  GPS based IFR enroute, oceanic, unless the pilot verifies the curren selected waypoint for accuracy by  RNAV/GPS instrument approache with approved instrument approac G1000 navigation database.

Phenom 100

Phenom 100


25-51 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

The G1000 database must incorporate the current update cycle.

S E R V I C E S

The G1000 database must incorporate th


Note: Not all the published approache


The flight crew must ensure th database.

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Receiver Autonomous Integrity Monitoring (RAIM) must be available when conducting instrument approaches utilizing the GPS receiver. IFR non-precision approach approval is limited to published approaches within the local Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay is not authorized. Operation in airspace referenced to a datum other than WGS-84 or NAD83 is prohibited. RNP operations are not authorized except as noted in the Operational Approvals Section. Use of the Garmin G1000 system for GPS or WAAS navigation under Instrument Flight Rules (IFR) requires that: a. The airplane must be equipped with an approved and operational alternate means of navigation appropriate to the route being flown (NAV receiver, DME or ADF). b.

25-52 April 2009



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Receiver Autonomous Integrity Monito conducting instrument approaches util IFR non-precision approach approval i within the local Airspace System. Appr are not approved unless authorized by ity. Use of the Garmin G1000 GPS receive LDA, SDF, MLS or any other type of ap lay is not authorized. Operation in airspace referenced to a d 83 is prohibited. RNP operations are not authorized exc Approvals Section. Use of the Garmin G1000 system for G Instrument Flight Rules (IFR) requires a. The airplane must be equipped alternate means of navigation (NAV receiver, DME or ADF). b.

25-52 April 2009

For flight planning purposes, if must have an approved instrum then GPS or RNAV, which is a available at the estimated time for this procedure must be inst

Developed for Train

Navigation

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Caution

AHRS 1 (2) FAIL

Total loss of AHRS 1 (2)

Caution

AHRS 1 (2) FAIL

Advisory

AHRS 1 (2) FAULT

Failure of AHRS 1(2):

Advisory

AHRS 1 (2) FAULT

AHRS 1(2) may have lost some internal redundancy. AHRS 1 (2) performance may be degraded. AHRS 1(2) magnetic heading may be unavailable.


25-53 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G


25-54 April 2009

Intentionally L


S E R V I C E S

25-54 April 2009

Developed for Train

Oxygen

The oxygen system supplies oxygen supply for each pilot and passenger i ft. to 10,000 ft. following a cabin pres In case of cabin depressurization or tective (in case of smoke or harmful pilot and copilot in the cockpit and o gers.

Oxygen Control / Indicating.

Oxygen Control / Indicating. EMER BUS

26-1 April 2009

PAX OVRD TEMP/PRES

CREW ONLY

PAX AUTO

SUPPLY CONTROL

RH CBP COCKPIT

TEMP/PRES


EMER BUS

LOW PRESSURE SWITCH (CREW)

PRESSURE AND TEMPERATURE TRANSDUCER

CREW ONLY

Phenom 100

OXYGEN CONTROL PANEL

MASK DEPLOY PUSH TO RESTORE

PULL TO CUTOUT

OXYGEN

AVIONICS

DCU GEA 1

OXYGEN CONTROL PANEL

MASK DEPLOY PUSH TO RESTORE

PAX OVRD

COCKPIT

ALTITUDE PRESSURE SWITCH

EMER BUS

COCKPIT PULL TO CUTOUT

OXYGEN PAX AUTO

SUPPLY CONTROL

RH CBP

EMER BUS

COCKPIT

RH CBP

The oxygen system supplies oxygen to the pilot(s) and passengers. Oxygen supply for each pilot and passenger is provided to permit descent from 41,000 ft. to 10,000 ft. following a cabin pressurization failure or rapid decompression. In case of cabin depressurization or smoke, the oxygen system supplies protective (in case of smoke or harmful gases) and supplemental oxygen for the pilot and copilot in the cockpit and only supplemental oxygen for the passengers. SDS2432350100P007

Oxygen

RH CBP

Oxygen


26-2 April 2009


CARGO

FILL PORT

PRESSURE GAUGE

CARGO

3

OUTLET VENT AIR TO OVERBOARD

PUSH TO RESTORE

PULL TO CUTOUT

CONTROL CABLE ACTUATOR

Phenom 100

26-2 April 2009


EMER BUS

PAX AUTO

PAX OVRD

SUPPLY CONTROL

CREW MASK

THREE POSITION VALVE

SMOKE

SMOKE GOGGLE

PASSENGER MASK

ALTITUDE-COMPENSATING REGULATOR WITH SURGE

SDS2432350000P003

PASSENGER MASK

COMMUNICATION SYSTEM

SMOKE GOGGLE

SMOKE GOGGLE

PASSENGER MASK

PRESSURIZED AREA

CREW MASK

CREW MASK

THREE POSITION VALVE

PASSENGER MASK

T R A I N I N G

CREW ONLY

GEA 1

AVIONICS

DCU

PAX OVRD


PAX AUTO

SUPPLY CONTROL

CREW ONLY


PRESSURIZED AREA

Oxygen System

LOW PRESSURE LINE CREW & PAX

OVERBOARD DISCHARGE

HP FLEXIBLE HOSE

3/16" CAPILLARY LINE

1/16" CAPILLARY LINE

CYLINDER 50 ft

LOW PRESSURE LINE CREW & PAX


EMER BUS

S E R V I C E S

NON PRESSURIZED AREA

PRESSURE AND TEMPERATURE TRANSDUCER

NON PRESSURIZED AREA


Oxygen System

Developed for Train

Oxygen

Oxygen Supply System

Oxygen Supply System

The oxygen supply system stores and delivers oxygen to the crew and passenger oxygen systems. The oxygen supply system stores gaseous-type oxygen through the oxygen cylinder. The system is serviced through a filling port in the filling panel located on the pilot side of the rear nose baggage compartment wall. HP (High Pressure) oxygen lines connect the oxygen cylinder to the charging valve and discharge it overboard in case of overpressure in the oxygen cylinder. The oxygen supply system also delivers oxygen to the crew and passenger oxygen systems through the LP (Low Pressure) oxygen distribution lines.

The oxygen supply system stores an senger oxygen systems. The oxygen supply system stores gas inder. The system is serviced through the pilot side of the rear nose baggag oxygen lines connect the oxygen cylin overboard in case of overpressure in t The oxygen supply system also deli oxygen systems through the LP (Low

LP OXYGEN DISTRIBUTION LINES

LP OXYGEN DISTRIBUTION LINES

OXYGEN CYLINDER

OXYGEN CYLINDER BAY

OXYGEN CYLINDER BAY

REFILL POINT

REFILL PO

PRESSUDE GUAGE

PRESSU

OUTLET VENTILATION HOSE

OUTLET VENTILATION HOSE

Control and Indicating

Control and Indicating

The oxygen control / indicating system provides for control and monitoring of the oxygen storage system. The control cable, actuator, oxygen control panel, altitude pressure switch and altitude-compensating regulator with surge are the control instruments.

The oxygen control / indicating syste the oxygen storage system. The c panel, altitude pressure switch an surge are the control instruments.

Phenom 100

Phenom 100


26-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

The pressure gauge located in the nose baggage area, pressure display on the MFD, and the overboard discharge indicator are the indicating instruments.

The pressure gauge located in the nose ba MFD, and the overboard discharge indicat

The pressure indicated on the cockpit display is provided via pressure and temperature transducer and the avionics display system.

The pressure indicated on the cockpit disp perature transducer and the avionics displ

Status Page Indication

Status Page Indication

1 2

26-4 April 2009


26-4 April 2009

Developed for Train

Oxygen .

. Item

Signal Designation

1

Oxygen Pressure Scale and Pointer (Solid Pointer)

Comments

Item

Signal Designation

1

Oxygen Pressure Scale and Pointer (Solid Pointer)

Green: pressure >1590, <1850 psi White: pressure >730, <1589 psi Yellow: pressure <730 psi Pressure pointer disappears if data is invalid. Green: pressure >1590, <1850 psi

2

Green: p

White: p

Yellow: p

Pressure

Green: p

Oxygen Pressure White inverse video: pressure >730, <1589 psi Digital Readout Yellow inverse video: pressure <730 psi

2

Oxygen Pressure White in Digital Readout Yellow in

Four yellow dashes (----) if oxy pressure is invalid

Four yel

Whenever the cylinder pressure indicated on the display is above 1590 PSI, the color on the display is GREEN, and in terms of oxygen supply requirements the aircraft is considered dispatchable with the maximum capacity of occupants (two pilots and four passengers). In case the pressure is lower than 1590 psi and higher than or equal to 730 psi, the color on the display is white, and the required dispatch pressure depends on the number of pilots, number of passengers, and operational requirements. Under these conditions, the flight crew is instructed to check in the AFM (Aircraft Flight Manual) for the minimum dispatch pressure for that configuration of flight. If the indicated pressure is higher than the minimum dispatch pressure, the pilot is allowed to take off; otherwise, cylinder refilling is required before flight.

Whenever the cylinder pressure indi the color on the display is GREEN, ments the aircraft is considered disp occupants (two pilots and four pass than 1590 psi and higher than or equ white, and the required dispatch pre number of passengers, and operat tions, the flight crew is instructed to c for the minimum dispatch pressure f cated pressure is higher than the m allowed to take off; otherwise, cylinde

An OXY LO PRESS caution (amber) message appears on the CAS (Crew Alerting System) every time the oxygen cylinder pressure reaches values lower than the accepted safety limit for dispatch or after pressure sensor failure. If this message appears on the ground prior to takeoff, cylinder refilling is required for flight operation above 10,000 ft.

An OXY LO PRESS caution (ambe Alerting System) every time the ox lower than the accepted safety limit f ure. If this message appears on the g required for flight operation above 10

In case the supply control is not set to the PAX AUTO position, the OXY SW NOT AUTO (advisory) CAS message appears and the crew procedure is to set it to the PAX AUTO position.

In case the supply control is not set NOT AUTO (advisory) CAS messag set it to the PAX AUTO position.

Phenom 100

Phenom 100


26-5 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

MFD Oxygen Indication

S E R V I C E S

MFD Oxygen Indication

1

Item

Signal Designation

1

Oxygen Pressure Digital Readout

Comments

Source

Green: pressure >730 psi calculation result >730 psi Amber inverse video: calculation result <730 psi <730 psi Four amber dashes (----): if oxygen pressure is not calculation is not valid valid

Item

Signal Designation

1

Oxygen Pressure Digital Readout

Comment

Green: pressure > Amber inverse vid <730 psi Four amber dashe if oxygen pressure valid

Pressure Gauge

Pressure Gauge

The pressure gauge is in the nose baggage compartment, near the oxygen cylinder, and indicates the cylinder pressure.

The pressure gauge is in the nose bagg cylinder, and indicates the cylinder pressu

To indicate the oxygen quantity in the oxygen cylinder, a combined temperature and pressure transducer provides analog output to provide a quantity indication on the cockpit display. The temperature and pressure transducer is designed to

To indicate the oxygen quantity in the oxyg and pressure transducer provides analog o on the cockpit display. The temperature an

26-6 April 2009

26-6 April 2009


Developed for Train

Oxygen provide an independent output of both pressure and temperature. A single voltage regulator is used to supply both pressure and temperature elements.

provide an independent output of both age regulator is used to supply both p

Overboard Discharge Indicator A green discharge indicator disc blows out in the event of overpressure. This indicator disk is located in the fuselage skin at the right side of the forward baggage compartment door.

Overboard Discharge Indicator A green discharge indicator disc blow indicator disk is located in the fusel baggage compartment door.

Phenom 100

Phenom 100


26-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Control Cable Actuator

Control Cable Actuator

The control cable allows a crew member to either open or close the oxygen cylinder regulator valve from the cockpit. The cable is routed from the crew control panel to the cylinder assembly.The oxygen cylinder is activated by pressing the knob down, and is deactivated by pulling the knob up. There is no CAS message related to the control cable actuator position

The control cable allows a crew member cylinder regulator valve from the cockpit control panel to the cylinder assembly.T pressing the knob down, and is deactiva no CAS message related to the control ca

Supply Control Rotary Switch

Supply Control Rotary Switch

The supply control rotary switch commands the oxygen flow to the passenger masks. Selection modes are:

The supply control rotary switch comman masks. Selection modes are:

PAX AUTO

Passenger masks deployment only in case of a cabin depressurization

PAX AUTO

Passenger masks deplo depressurization

PAX OVRD

Passenger masks deployment is provided readily, if the control cable actuator is in the PUSH position;

PAX OVRD

Passenger masks deplo control cable actuator is

CREW ONLY

Neither passenger mask deployment nor passenger oxygen supply is available.

CREW ONLY

Neither passenger mask gen supply is available.

Altitude Pressure Switch

Altitude Pressure Switch

The altitude pressure switch senses the cabin altitude. Once the cabin altitude reaches 14,500 +250/-500 ft., the switch closes, sending electrical energy from the emergency bus to the three-position valve. When this signal is received, with the supply control switch in the PAX AUTO position, the masks are automatically deployed. On descent, the altitude pressure switch opens the circuit before reaching 10,000 ft. causing the three-position valve to prevent the flow of oxygen while in the PAX AUTO position.

The altitude pressure switch senses the tude reaches 14,500 +250/-500 ft., the energy from the emergency bus to the th is received, with the supply control swit masks are automatically deployed. On d opens the circuit before reaching 10,000 to prevent the flow of oxygen while in the

26-8 April 2009

26-8 April 2009


Developed for Train

Oxygen Altitude-Compensating Regulator With Surge The altitude-compensating regulator is located downstream of the three-position supply control valve; it provides an unregulated burst of pressurized gas when the passenger system is initially activated. The 70 psi unregulated burst provides the required activation pressure for the passenger oxygen container door latching mechanism to trigger opening of the door and deploy the passenger masks. After the initial surge of pressure the regulator controls the flow of oxygen to the passenger masks and is based on cabin pressure altitude.

Altitude-Compensating Regulator The altitude-compensating regulator tion supply control valve; it provides when the passenger system is initiall provides the required activation pres door latching mechanism to trigger o senger masks. After the initial surg flow of oxygen to the passenger ma tude.




CONTROL CABLE


OVERBOARD DISCHARGE INDICATOR

OVERBOARD DISCHARGE INDICATOR SDS2432350100P015


26-9 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Crew Oxygen

Crew Oxygen

The crew oxygen system is a high-pressure gaseous type. It comprises emergency oxygen equipment required for the flight crew. A single oxygen cylinder supplies both flight crew and passengers

The crew oxygen system is a high-pressu gency oxygen equipment required for the supplies both flight crew and passengers

The crew oxygen system provides the pilot and copilot in the cockpit with a source of supplemental oxygen, at pressure demand and free from the effects of smoke or harmful gases. The crew masks are installed in the cockpit where each flight crewmember should be able to don the mask, from its stowed position, properly secured, sealed and supplying oxygen on demand within five seconds. The crew oxygen masks also enable communication, with any other crew member while at his assigned duty station through the mask microphone.

The crew oxygen system provides the p source of supplemental oxygen, at pre effects of smoke or harmful gases. The c pit where each flight crewmember shoul stowed position, properly secured, sealed within five seconds. The crew oxygen m with any other crew member while at his mask microphone.

26-10 April 2009

26-10 April 2009


Developed for Train

Oxygen The oxygen-mask stowage box accommodates the crew oxygen masks. The stowage box is designed to enable preflight tests of the mask and regulator without removing the unit from stowage or even opening the stowage box doors. This is accomplished by pressing the TEST/RESET button and observing the indicator on the box.

The oxygen-mask stowage box acco stowage box is designed to enable without removing the unit from stow doors. This is accomplished by p observing the indicator on the box.

The crew oxygen mask provides automatic oxygen dilution for hypoxia protection and emergency purge for visual and respiratory protection from smoke and fumes. The mask contains a single knob regulator mode selector with Normal, 100%, and EMER (Emergency) mode settings.

The crew oxygen mask provides autom and emergency purge for visual and re The mask contains a single knob regul EMER (Emergency) mode settings.

The low pressure switch detects when there is insufficient pressure from the regulator to properly operate the crew masks and causes an OXY LO PRES message on the CAS panel to come on to warn the flight crew when the line pressure drops below 45 psi.

The low pressure switch detects when ulator to properly operate the crew ma sage on the CAS panel to come on to drops below 45 psi.

The crew oxygen mask also includes a microphone, which provides communication capability with the mask on. To eliminate the breathing inhalation noise typical of prior generation masks, the crew mask automatically suppresses the microphone during inhalation.

The crew oxygen mask also includes a tion capability with the mask on. To elim of prior generation masks, the crew m phone during inhalation.

The MASK MIC toggle switch, on the AUDIO JACKS panel controls audio communication with the crew oxygen mask microphone.

The MASK MIC toggle switch, on t communication with the crew oxygen

The crew oxygen masks contain the following modes:

The crew oxygen masks contain the

Normal Mode When in normal mode (regulator set at NORM position) the regulator provides an automatic oxygen dilution. At lower cabin altitudes ambient air is allowed to enter the regulator and mix with the added oxygen during inhalation. As the cabin altitude increases the percentage of ambient air entering the regulator is reduced until, at a preset point, 100% oxygen is inhaled by the user. The function of the automatic dilution feature is to conserve the amount of oxygen consumed from the supply source while maintaining protective physiological levels. In the event of an emergency decompression the regulator will automatically provide 100% oxygen when the cabin altitude exceeds 35,000 ft.

Normal Mode When in normal mode (regulator se vides an automatic oxygen dilution. allowed to enter the regulator and m tion. As the cabin altitude increases the regulator is reduced until, at a p the user. The function of the autom amount of oxygen consumed from t tective physiological levels. In the ev regulator will automatically provide exceeds 35,000 ft.

Phenom 100

Phenom 100


26-11 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

100% Mode This setting provides the user with 100% oxygen upon inhalation regardless of the cabin altitude. In the event of an emergency decompression of the aircraft, an immediate descent to altitudes where supplemental oxygen is not required is recommended. After the emergency descent, if a climb to higher altitudes is necessary, with the aircraft depressurized, the control may be switched to the NORM position to conserve oxygen.

100% Mode This setting provides the user with 100% of the cabin altitude. In the event of an em craft, an immediate descent to altitudes required is recommended. After the eme altitudes is necessary, with the aircraft switched to the NORM position to conser

Emergency Mode The EMER (emergency) control setting provides 100% oxygen regardless of the cabin altitude, is supplied at a slight positive pressure. This emergency safety pressure prevents toxic gas contaminates from entering the mask by providing a positive pressure seal.

Emergency Mode The EMER (emergency) control setting p the cabin altitude, is supplied at a slight safety pressure prevents toxic gas conta providing a positive pressure seal.

Each crew member must verify the operation of his mask. In normal operating conditions, the crew masks regulator shall be selected to the 100% mode.

Each crew member must verify the opera conditions, the crew masks regulator sha

The NORMAL mode is requested following stabilization to increase the oxygen autonomy and comfort to the pilots.

The NORMAL mode is requested followi gen autonomy and comfort to the pilots.

For sweep on 2000-series masks, when selected to normal, oxygen will not flow when it is not needed. The feature to solely use cabin air until an emergency condition requires supplemental oxygen reduces the total consumption of oxygen.

For sweep on 2000-series masks, when flow when it is not needed. The feature t gency condition requires supplemental ox of oxygen.

26-12 April 2009

26-12 April 2009


Developed for Train

Oxygen Crew Oxygen System

Crew Oxygen System 3

4

TEST RESET

OXY ON

2

1

1

EM

ER

100%

NO

RM

6

6 5

9

9

6

8

8

7

7

1 – Smoke Goggles (Optional) Smoke Goggles may be used in conjunction with oxygen mask for smoke protection.

1 – Smoke Goggles (Optional) Smoke Goggles may be used in co protection.

2 – Flow Indicator A bright yellow star illuminates, indicating that oxygen is flowing through the mask.

2 – Flow Indicator A bright yellow star illuminates, indic mask.

3 – Test / Reset Button Pressing this button with the mask stowed tests the oxygen mask and activates the microphone when the Mic Switch on the communication panels is ON. The flow indicator star momentarily illuminates and oxygen flow will be audible through cabin speakers.

3 – Test / Reset Button Pressing this button with the mask s vates the microphone when the Mic ON. The flow indicator star moment audible through cabin speakers.

4 – Oxy On Flag Appears whenever Test/Reset button is pressed.

4 – Oxy On Flag Appears whenever Test/Reset button


26-13 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

5 – Auto Dilution Valve  At pulled position, flight crew will breathe cabin air, when oxygen supply is not required.  At pushed position flight crew will breathe oxygen according to the position of the regulator knob.  If there is cabin depressurization this valve automatically closes (pushed position).

5 – Auto Dilution Valve  At pulled position, flight crew will brea not required.  At pushed position flight crew will bre tion of the regulator knob.  If there is cabin depressurization this position).

Note: Whenever mask inside stowage box, the auto dilution valve must be

Note: Whenever mask inside stowage

closed.

closed.

6 – Harness Inflation Button Pressing this button inflates the harness so that the mask may be donned. Releasing the button deflates the harness to the point that mask is held in place.

6 – Harness Inflation Button Pressing this button inflates the harness Releasing the button deflates the harne place.

7 – Oxygen Supply Hose Connects the mask with oxygen system

7 – Oxygen Supply Hose Connects the mask with oxygen system

8 – Mic Connector Microphone connector. The crew oxygen masks enable communication, through the mask microphone

8 – Mic Connector Microphone connector. The crew oxyg through the mask microphone

9 – Oxygen Supply Control Knob Rotating the knob selects the mode of oxygen supply:

9 – Oxygen Supply Control Knob Rotating the knob selects the mode of ox

  

EMER: supplies pure oxygen under positive pressure. 100%: supplies pure oxygen at all cabin altitudes on demand. NORM: supplies an oxygen/air mixture on demand.

Note: The ratio of oxygen supply depends on the cabin altitude.

26-14 April 2009


  

EMER: supplies pure oxygen under p 100%: supplies pure oxygen at all cab NORM: supplies an oxygen/air mixtur

Note: The ratio of oxygen supply depe

26-14 April 2009

Developed for Train

Oxygen

Passenger Oxygen System

Passenger Oxygen Syst

The passenger oxygen system supplies oxygen to the passengers if a cabin depressurization occurs.

The passenger oxygen system supp depressurization occurs.

Passenger LP (Low Pressure) oxygen hoses connect the passenger LP oxygen lines to the oxygen box assemblies. The passenger oxygen masks are installed in the oxygen box assemblies and, when deployed, are easily accessed by the passengers.

Passenger LP (Low Pressure) oxyge gen lines to the oxygen box assemb installed in the oxygen box assem accessed by the passengers.

Passenger LP Oxygen Operation In the event of a decompression, oxygen pressure is automatically supplied to the oxygen boxes. The pressure actuates the door latch mechanism that opens the box doors to deploy the masks. When the box doors open, the masks fall freely within the reach of each seated passenger. The activation of oxygen flow to the masks is obtained by pulling the masks towards the face, thus removing the lanyard pin from the box valve assembly.

Passenger LP Oxygen Operation In the event of a decompression, ox to the oxygen boxes. The pressure opens the box doors to deploy the masks fall freely within the reach of e oxygen flow to the masks is obtained thus removing the lanyard pin from th

Oxygen Box Assembly The seating configuration requires the use of both 2- and 3-mask boxes to supply oxygen for up to 4 passengers plus one lap child. The oxygen box assembly contains a door latch mechanism that opens the box when pneumatically actuated. It also contains a valve assembly that releases oxygen to the mask when the oxygen-mask release pin is removed. Oxygen flow is controlled by means of an orifice in the valve assembly and the system supply pressure.

Oxygen Box Assembly The seating configuration requires t supply oxygen for up to 4 passenge assembly contains a door latch mec matically actuated. It also contains a the mask when the oxygen-mask rele trolled by means of an orifice in the pressure.

Passenger Oxygen Mask The passenger oxygen mask is a high-efficiency phase dilution-type mask that is stowed in the oxygen box assemblies (drop-out boxes) in the cabin ceiling near each passenger seat. The passenger mask is composed of a facepiece assembly, economizer bag, supply hose, flow indicator, lanyard with a release pin at the end, and a head band.The flow indicator is placed at each mask supply hose, and it shows the mask flow individually.

Passenger Oxygen Mask The passenger oxygen mask is a h that is stowed in the oxygen box as ceiling near each passenger seat. T facepiece assembly, economizer ba with a release pin at the end, and a h each mask supply hose, and it show

Phenom 100

Phenom 100


26-15 April 2009

Developed for

26-16 April 2009 OXYGEN BOX ASSEMBLY

OXYGEN BOX ASSEMBLY


DOOR LATCH MECHANISM

TYPICAL

amm352100p005S002R


Phenom 100

SUPPLY HOSE

BOX DOOR

PASSENGER OXYGEN MASK

VALVE ASSEMBLY (RELEASE PIN RECEPTACLE)

T R A I N I N G

26-16 April 2009

FLOW INDICATOR

TYPICAL

FACEPIECE

ECONOMIZER BAG

SUPPLY HOSE

BOX DOOR

DOOR LATCH MECHANISM

S E R V I C E S

LANYARD

HEAD BAND

FLOW INDICATOR

LANYARD

PASSENGER OXYGEN MASK



Developed for Train

Oxygen

Commuter and On Demand Operations

Commuter and On D

Oxygen Dispatch Pressures

Oxygen Dispatch Press

For FAR Part 91 operations, the minimum oxygen pressure for aircraft dispatch is 730 PSI.

For FAR Part 91 operations, the mi patch is 730 PSI.

For commuter and on demand operations the minimum oxygen pressure for dispatch is determined from the table below, based on the aircraft number of occupied seats:

For commuter and on demand opera dispatch is determined from the table occupied seats:

Oxygen Dispatch Pressures (PSI) Use of masks in the cockpit

USE OF MASKS IN THE CABIN

2

0

1

1050

1120

2

3

4

5

6

7

1200 1280 1360 1430 1510 1590

CAS Messages TYPE

Advisory

Use of masks in the cockpit

USE

2

0

1

1050

1120

12

CAS Messages

MESSAGE

MEANING

OXY LO PRES

Oxygen cylinder pressure below accepted safety limit for dispatch, or pressure sensor has failed.

PAX OXY NO PRES

Passenger masks not deployed in cabin depressurization condition.

OXY SW NOT AUTO

Mask supply control knob not in PAX AUTO position.

Caution

Oxygen Dispatch Pressures (PSI)


TYPE

26-17 April 2009

MESSAGE OXY LO PRES

Caution PAX OXY NO PRES Advisory

OXY SW NOT AUTO


T R A I N I N G

S E R V I C E S

T R A I N I N G


26-18 April 2009

Intentionally L


S E R V I C E S

26-18 April 2009

Developed for Train

Powerplant

Powerplant

Powerplant

The powerplant system is basically composed of two pylon-mounted Pratt & Whitney PW617F-E turbofan engines on the rear fuselage.

The powerplant system is basically c Whitney PW617F-E turbofan engines

The powerplant provides thrust for the aircraft, as well as pneumatic and electrical power.

The powerplant provides thrust for electrical power.

Engine

Engine BLEED VALVE ACTUATOR (BVA)


AIR C OIL C BLEED VALVE ACTUATOR (BVA)

IGNITION EXCITER

IGNITION EXCITER



IGNITION CABLE

T1 SENSOR

IGNITER

FAN SPINNER

T1 SENSOR

FAN SPINNER

FRONT MOUNTS PADS FMU ASSEMBLY STARTER/ GENERATOR

STARTER/ GENERATOR

OIL SIGHT GLASS (LH ENGINE) OIL FILLER NECK

The PW617F-E engine is a two-spool turbofan engine with a full length annular bypass duct. A concentric shaft system supports the LP (Low Pressure) and HP (High Pressure) rotors. The inner LP shaft supports the LP compressor (fan) which is driven by a single stage LP turbine. The outer HP shaft system is mechanically independent of the LP shaft and supports a single mixed flow stage and one centrifugal stage HP compressor driven by a single-stage HP turbine.Thrust and roller anti-friction bearings provide support on each shaft.

The PW617F-E engine is a two-spoo lar bypass duct. A concentric shaft and HP (High Pressure) rotors. The sor (fan) which is driven by a single s tem is mechanically independent of t flow stage and one centrifugal stage HP turbine.Thrust and roller anti-fric shaft.

The PW617F-E engine is divided into 10 modules as follows:

The PW617F-E engine is divided into

    

Low Pressure Compressor (Fan) High Pressure Compressor Combustor and Diffuser Case High Pressure Turbine Low Pressure Turbine


    

27-1 April 2009

Low Pressure Compressor (Fan) High Pressure Compressor Combustor and Diffuser Case High Pressure Turbine Low Pressure Turbine


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



Monocase Accessory Gearbox, Bearings, LP Shaft  Bypass Ducting and Externals  External Accessories  Engine Control System The PW617F-E control system is a computer-based electronic engine control system. It is composed of a twin-channel FADEC (Full Authority Digital Engine Control), FMU (Fuel Metering Unit), PMA (Permanent Magnet Alternator), engine sensors, a BVA (Bleed Valve Actuator), an ignition system for each engine, TCQ (Thrust Control Quadrant) and engine cockpit switches (ignition and start/stop switches).







The system controls the engine in response to thrust command inputs from the pilot and provides information to the GEA for cockpit indication, maintenance reporting and engine condition monitoring. Due to the criticality of the functions, the main aspect of the design of the PW617F-E FADEC system is the need for safety. This has been achieved by providing redundancy and independence into the control system.

The system controls the engine in respo the pilot and provides information to the nance reporting and engine condition mo functions, the main aspect of the design the need for safety. This has been achi independence into the control system.

The powerplant indications are displayed on the EICAS (Engine Indication Crew Alert System) on the left stripe of the center MFD (Multi-Function Display) unit of the cockpit panel. The powerplant indications can also be shown on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew Alerting System) messages are shown on the CAS window on the PFD and on the MFD in reversionary mode.

The powerplant indications are displaye Crew Alert System) on the left stripe of t play) unit of the cockpit panel. The power on the PFD (Primary Flight Display) in r Alerting System) messages are shown o on the MFD in reversionary mode.

Engine Controls and Operating Interfaces

Engine Controls and Operating Int

8 7 .8

TO ATR

2.5

8 7 .8

2.5

N1%

____

IGN

5 5 .1

____

ITT C

Monocase Accessory Gearbox, Bearings, LP Sha  Bypass Ducting and Externals  External Accessories  Engine Control System The PW617F-E control system is a comp system. It is composed of a twin-chan Engine Control), FMU (Fuel Metering Un nator), engine sensors, a BVA (Bleed Va each engine, TCQ (Thrust Control Qua (ignition and start/stop switches).

IGN

5 5 .1

N2% OIL TEMP C OIL PRES PSI

FUEL

SHUTOFF 1

FIRE

TRIM

BOTTLE

YAW

SHUTOFF 2 LEFT

DISCH

FF KGH

RWD

LWD

TEMP

XX

0 0

BATT2 SPDBRK

RUN STOP

START

START

V V

RATE

+

ON

1

OAT

27-2 April 2009

-237 ON

PITCH BKP

UP

2

+

MODE BKP

AUTO OFF

OFF

C

1

2

FIRE/ENG CONTROL PANEL

EICAS DISPLAY


ENG IGNITION ON

DN

TAKEOFF DATA SET

ATR

FIRE/ENG CONTROL PANEL

START

DN

1

BKP

2

RUN STOP

START

FLAPS

MODE

OFF

OFF

ENG START/STOP

OXY

AUTO

RWD

LWD

RUN STOP

LFE

UP

2

RIGHT ROLL

OFF

ALT

LG

ENG IGNITION

LEFT

CAB I N

DELTA-P

PITCH BKP DN

1

YAW

SHUTOFF 2

DISCH

C ELEC

BATT1

ENG START/STOP RUN STOP

TRIM

BOTTLE

SHUTOFF 1 RIGHT

ROLL OFF

FIRE

FQ KG

27-2 April 2009

Developed for Train

Powerplant All the interfaces between the cockpit and the engine nacelle are electrically transmitted. The control stand has two thrust levers, one for each engine thrust control.The powerplant panel has dedicated switches to select the IGNITION system (OFF/AUTO/ON), and engine START/STOP. MAX

MAX

TO/GA

MAX

TO/GA

TO/GA

CON/CLB

CON/CLB

CON/CLB

MAX CRZ

MAX CRZ

MAX CRZ

IDLE

IDLE

IDLE

TO/GA

TO/GA

TO/GA

Fire/ENG/TRIM Control Panel


FIRE SHUTOFF 1

All the interfaces between the cockp transmitted. The control stand has thrust control.The powerplant pane IGNITION system (OFF/AUTO/ON),

BOTTLE

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

SHUTOFF 1 RIGHT

BOTTLE DISCH

ROLL LWD

OFF

RWD

OFF


ENG START / ST S RUN

STOP

START

STOP

RUN START

STOP

PITCH BKP

START

STO

UP

1

DN

2

ENG IGNITION AUTO OFF

ENG IGNITIO

BKP

ON

1

1

MODE

ON AUTO

OFF 2


1

27-3 April 2009

OFF


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engine Indications

Engine Indications

The powerplant indications are displayed on the EICAS, on the left side of the MFD. The EICAS provides analog and digital engine indications and icons. The powerplant indications can also be shown on the PFD in reversionary mode. The CAS messages are shown in the CAS window on the PFD and on the MFD in reversionary mode. Required powerplant instruments are closely grouped on the instrument panel. The location of identical powerplant instruments is so designed as to prevent confusion as to which engine each instrument relates. The left engine indications are shown on the left side of the engine section of the EICAS and the right engine indications are shown on the right side. Based on the location of the instruments referred to above, the powerplant instruments, which are vital for the safe operation of the airplane, are clearly visible to the crew members. The EICAS provides the following engine indications:  N1 (Fan Rotor Speed)  N2 (Core Rotor Speed)  ITT (Interturbine Temperature)  Fuel Flow  Oil Pressure  Oil Temperature  Engine Thrust Rating  ATR Status  Constant Speed Control Status  Ignition Indication The rotor speed is monitored and protected by the FADEC to avoid overspeed both on the ground and in flight. The ITT is monitored and protected by the FADEC to avoid overheat during ground start. When the ITT exceeds the in-flight limits, the information shows on the EICAS, alerting the flight crew to take action. Under normal operating conditions, the pointer and digits are green for each parameter. Under abnormal conditions, the pointer and digits change color accordingly.The engine thrust rating indication is provided by a cyan icon at the top of the EICAS. The possible thrust modes are:  TO - Takeoff  GA - Go-around  CLB - Climb  CON - Continuous  CRZ - Cruise  MAX

The powerplant indications are displayed MFD. The EICAS provides analog and d The powerplant indications can also be mode. The CAS messages are shown in the MFD in reversionary mode. Required powerplant instruments are clos The location of identical powerplant instru confusion as to which engine each instru tions are shown on the left side of the engi engine indications are shown on the righ instruments referred to above, the power the safe operation of the airplane, are clea The EICAS provides the following engine  N1 (Fan Rotor Speed)  N2 (Core Rotor Speed)  ITT (Interturbine Temperature)  Fuel Flow  Oil Pressure  Oil Temperature  Engine Thrust Rating  ATR Status  Constant Speed Control Status  Ignition Indication The rotor speed is monitored and prote speed both on the ground and in flight. Th the FADEC to avoid overheat during grou in-flight limits, the information shows on t take action. Under normal operating conditions, the p parameter. Under abnormal conditions, accordingly.The engine thrust rating indic the top of the EICAS. The possible thrust  TO - Takeoff  GA - Go-around  CLB - Climb  CON - Continuous  CRZ - Cruise  MAX

27-4 April 2009

27-4 April 2009


Developed for Train

Powerplant MFD Engine Indication System

MFD Engine Indication System

MFD

MFD

2

1

96.O

TO

3

96.O

96.O

ATR 4

OFF

OFF

2.9

5 N1

OFF INDICATION

38.5

N1

6

38.5

2.9

N1

OFF INDICATION

38

7 8

FAIL

9

92.9 FAIL INDICATION

IGN B

430

IGN OFF

70.5 FIRE IGN

FIRE INDICATION

ITT N2

430

IGN A

70.6

IGN B

430

IGN OFF

12

57 93

70. FIRE

13 14

1290

16

FAIL INDICATION

11

12

FF PPH

92.9

IGN OFF

98 1300

10

FAIL

IGN

FIRE INDICATION

12 98

130

15

1 – Thrust Rating Mode Indication Indicates the current thrust-rating mode. Indications are displayed in cyan.

1 – Thrust Rating Mode Indication Indicates the current thrust-rating mo

Label: CRZ, CLB, CON, TO or GA.

Label: CRZ, CLB, CON, TO or GA.


27-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

2 – ATR Indication An ATR indication is displayed to indicate the Automatic Thrust Reserve status.

2 – ATR Indication An ATR indication is displayed to indicate tus.

Label: ATR

Label: ATR

  

GREEN: armed. WHITE: enabled. BLANK: not selected.

  

GREEN: armed. WHITE: enabled. BLANK: not selected.

3 and 6 – N1 Target Indication

3 and 6 – N1 Target Indication

Maximum N1 for the engine thrust rating mode indicated on MFD.

Maximum N1 for the engine thrust rating

If the requested value is invalid, the digits will be removed from the display.

If the requested value is invalid, the digits

A cyan T-shaped bug represents the N1 target on the dial indicator.

A cyan T-shaped bug represents the N1 t

Digits and bug:

Digits and bug:

 

CYAN: normal indication. BLANK: invalid information.

 

CYAN: normal indication. BLANK: invalid information.

4 – N1 Rating Commanded

4 – N1 Rating Commanded

Indicates the N1 Rating Commanded based on TLA position.

Indicates the N1 Rating Commanded bas

5 and 8 – Analog N1 Indication

5 and 8 – Analog N1 Indication

Digital indication:.

Digital indication:.





Displays the percentage of actual trimmed N1 RPM.

Displays the percentage of actual trimm







RED: operating limit exceeded.




Quantity Scale/Pointer. 









The green pointer on the scale indicates a value equal to that shown on the digital readout.

Scale:

Quantity Scale/Pointer. 



The green pointer on the scale indica digital readout.

Scale:



GREY: normal operating range.










The yellow boxed FAIL indication is displayed on the center of the N1 dial when an engine has been flamed out or shut down without pilot action. The cyan OFF indication is displayed when the engine is shut down in flight by pilot action.

The yellow boxed FAIL indication is disp when an engine has been flamed out or cyan OFF indication is displayed when t pilot action.

7 – N1 Red Line

7 – N1 Red Line

Indicates the N1 limit.

Indicates the N1 limit.

The digital and dial readout colors change if this value is exceeded.

The digital and dial readout colors change

27-6 April 2009

27-6 April 2009


Developed for Train

Powerplant 9 and 12 – Interturbine Temperature Indication Digital indication:   

GREEN: normal operating range. RED: operating limit exceeded. Scale Pointer 



9 and 12 – Interturbine Temperatur Digital indication:   

The green pointer on the scale indicates a value equal to that shown on the digital readout.

Scale:

GREEN: normal operating range RED: operating limit exceeded. Scale Pointer 



The green pointer on the scale in digital readout.

Scale:













A red FIRE warning indication is displayed on the center of ITT dial to indicate engine fire condition.

A red FIRE warning indication is disp engine fire condition.

10 – ITT Red / Yellow Line Maximum allowable ITT.

10 – ITT Red / Yellow Line Maximum allowable ITT.

Limits thrust, thereby avoiding the maximum allowable ITT to be exceeded.

Limits thrust, thereby avoiding the m

The red line will change to yellow after the end of the takeoff phase. The red line will be shown in flight if the ITT goes above the CON thrust rating limit.

The red line will change to yellow aft line will be shown in flight if the ITT g

11 – Ignition Channel Indication Indicates the enabled ignition channel.

11 – Ignition Channel Indication Indicates the enabled ignition channe

Colors:

Colors:



CYAN: A, B, AB or OFF.



CYAN: A, B, AB or OFF.

13 – N2 Indication Digital Indication.

13 – N2 Indication Digital Indication.

Displays the percentage of N2 RPM.

Displays the percentage of N2 RPM.

 

GREEN: normal operating range. RED: operating limit exceeded.

 

GREEN: normal operating range. RED: operating limit exceeded.

14 – Oil Pressure Indication Indicates the engine oil pressure.

14 – Oil Pressure Indication Indicates the engine oil pressure.

Digit colors:

Digit colors:

   

GREEN: normal operating range. YELLOW: cautionary operating range. RED: operating limit exceeded. RED X: invalid information.


   

27-7 April 2009

GREEN: normal operating range. YELLOW: cautionary operating ra RED: operating limit exceeded. RED X: invalid information.


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

15 – Oil Temperature Indication Indicates the engine oil temperature.

15 – Oil Temperature Indication Indicates the engine oil temperature.

Digit colors:

Digit colors:

   


   


16 – Fuel Flow Indication Indicates fuel flow in kilograms per hour (KPH) or pounds per hour (PPH).

16 – Fuel Flow Indication Indicates fuel flow in kilograms per hour (

Color:

Color:



GREEN: normal indication.



GREEN: normal indication.

N1 Indication

N1 Indication

The N1 indication modes are shown below:

The N1 indication modes are shown belo











Physical N1 (Analog Indication N1 Trimmed):There is an arc and a pointer display representing mechanical N1 speed in %.The pointer is configured as a green needle and the actual N1 value lower speed quadrant is filled with grey color.The N1 indication display shows speed values up to 101% N1. If the FADEC detects an exceedance, the grey portion of the quadrant will become red.The speed signal is not accurate below 10%. In the event of loss of the N1 signal, the EICAS removes the pointer from the display until a valid signal is received. There is also a digital display representing mechanical N1 speed in %. This is the digital representation of the same data displayed by the analog gauge.The value is displayed with one decimal place. In normal conditions, the display is green and is reconfigured to show dashes if the data is invalid. N1 Rating (Thrust Rating Max Speed): Is the maximum N1 speed value for the current thrust mode. The N1 Rating bug is displayed as a T-shaped cyan bug on the analog N1 gauge. A cyan digital display is provided to indicate the maximum N1 value for the active thrust rating.This is the digital display of the T-shaped N1 rating bug. The display is positioned above the N1 gauge for each engine. N1 Request (N1 Rating Commanded): N1 Request is the N1 speed value requested, based on the current TLA position. The difference between the Physical N1 speed and N1 Request is presented as a white arc and is shown only during a thrust transient or if the Physical N1 speed cannot reach the N1 Request. N1 Current Speed Control: When cruise speed control is engaged, the cyan band in the analog N1 gauge will appear.This cyan band represents the bug indicating N1 authority and system status engaged and active. N1 Red Line (N1 Transient Red Line): N1 Red Line is the maximum allowable value for N1, which is the engine operating limit. The display is a red

27-8 April 2009












Physical N1 (Analog Indication N1 Trim display representing mechanical N1 sp as a green needle and the actual N1 v with grey color.The N1 indication displ N1. If the FADEC detects an exceedan will become red.The speed signal is no of loss of the N1 signal, the EICAS rem until a valid signal is received. There is mechanical N1 speed in %. This is the data displayed by the analog gauge.T mal place. In normal conditions, the dis show dashes if the data is invalid. N1 Rating (Thrust Rating Max Speed): the current thrust mode. The N1 Ratin cyan bug on the analog N1 gauge. A cyan digital display is provided to ind active thrust rating.This is the digital d bug. The display is positioned above t N1 Request (N1 Rating Commanded): requested, based on the current TLA p Physical N1 speed and N1 Request is shown only during a thrust transient or reach the N1 Request. N1 Current Speed Control: When cruis cyan band in the analog N1 gauge wil the bug indicating N1 authority and sy N1 Red Line (N1 Transient Red Line): able value for N1, which is the engine

27-8 April 2009

Developed for Train

Powerplant





mark in the N1 gauge. If the limit is exceeded, this value triggers a color change in both the dial and digital readouts. Engine OFF Indication: An indication is provided on the EICAS when an engine has been shut down by pilot action in flight or on the ground. The indication comprises the icon "OFF" in black letters in a cyan rectangle in the center of the associated engine N1 dial. Engine Fail Indication: An indication is provided on the EICAS to indicate when an engine is flamed out or shut down without pilot action. The indication comprises the icon "FAIL" in black letters in a yellow rectangle in the center of the associated engine N1 dial. In addition, there is an associated CAS "E1(2) FAIL" message on the CAS window.





mark in the N1 gauge. If the limit change in both the dial and digita Engine OFF Indication: An indicat engine has been shut down by pil indication comprises the icon "OF the center of the associated engin Engine Fail Indication: An indicatio when an engine is flamed out or s tion comprises the icon "FAIL" in b center of the associated engine N CAS "E1(2) FAIL" message on the

Temperature Indication

Temperature Indication

Interturbine Temperature The function of the temperature indicating system is to monitor the engine temperatures and send the values to the FADEC and the EICAS.

Interturbine Temperature The function of the temperature ind temperatures and send the values to

The temperature indicating system comprises the following sensors for each engine:

The temperature indicating system c engine:



The T1 (Inlet Total Temperature) consists of a single total temperature probe located in the engine inlet duct and measures the engine inlet air temperature for use in several of the FADEC control calculations.  The EGT (Exhaust Gas Temperature) sensor consists of a set of six thermocouple temperature probes extended into the engine gas stream to generate the EGT signals for use in several of the FADEC control calculations.  The CJC (Cold Junction Compensation) sensor consists of a RTD (Resistance Temperature Detector) mounted at the end of the engine bypass duct at the 6 o'clock position in order to generate a reference temperature for EGT thermocouples for use in several of the FADEC control calculations. The analog indicator consists of an arc and pointer display representing the ITT in °C. In case of invalid ITT data, the pointer is removed from the display. The ITT digital display uses the same data source as the analog display and re-configures the indication to dashes if the data is invalid.



ITT Red Line The ITT red line is visible as a red tick mark at the exceedance limit on the indicator arc. Exceedance of this value triggers a color change to both dial and digital readouts. The ITT red line function is to protect the engine capability to achieve maximum rated thrust. When the engines are not running and during the restart process, the ITT start transient limit is displayed. The EGT probes are mounted on the turbine case and indicate the temperature of the combustor gases. Six probes are connected in parallel and provide

ITT Red Line The ITT red line is visible as a red t indicator arc. Exceedance of this va and digital readouts. The ITT red line ity to achieve maximum rated thrust during the restart process, the ITT st The EGT probes are mounted on the ture of the combustor gases. Six prob

Phenom 100

Phenom 100


27-9 April 2009

The T1 (Inlet Total Temperature) c probe located in the engine inlet d temperature for use in several of  The EGT (Exhaust Gas Temperat mocouple temperature probes ex generate the EGT signals for use tions.  The CJC (Cold Junction Compens tance Temperature Detector) mou duct at the 6 o'clock position in or for EGT thermocouples for use in tions. The analog indicator consists of an ITT in °C. In case of invalid ITT data, The ITT digital display uses the sam re-configures the indication to dashe

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

an electronic signal that is the average of the thermocouple probe outputs. The electrical signal is transferred from the probes to the outside of the engine by a flexible cable.

an electronic signal that is the average The electrical signal is transferred from engine by a flexible cable.

Overtemperature Protection The FADEC will not allow fuel flow if ITT is above 120°C during ground start. In this case a dry motoring will be performed automatically and the fuel flow is commanded with ITT below 120°C. ITT limit is variable according to the engine operation phase.

Overtemperature Protection The FADEC will not allow fuel flow if ITT In this case a dry motoring will be perform commanded with ITT below 120°C. ITT engine operation phase.

N2 Indication

N2 Indication

The N2 indicating system provides indication of the engine core rotor speed via digital display on the EICAS. The FADEC uses the N2 signal to control the engine for transient purposes and for idle speed governing.

The N2 indicating system provides indica via digital display on the EICAS. The FAD engine for transient purposes and for idle

The N2 indicating modes are shown as described below: 



The N2 indicating modes are shown as de

Digital Display: The N2 speed indication provides a digital display in %. If the N2 signal becomes invalid, the display is reconfigured to dashes using the sign status matrix of the ARINC data to indicate faulty data. N2 Red Line (Transient Limit): If the N2 transient limit value is exceeded, a color change in the digital readout is triggered.





Digital Display: The N2 speed indicatio the N2 signal becomes invalid, the disp the sign status matrix of the ARINC da N2 Red Line (Transient Limit): If the N2 color change in the digital readout is tr

Electronic Control System


The FADEC has two identical, isolated channels due to the criticality of proper control system operation. During engine operation, one channel is in active mode and the other channel is in standby mode. Each channel receives identical but separate inputs from the engine sensors which are also electrically dual redundant. After signal conditioning, the two channels share data via a cross channel data link.

The FADEC has two identical, isolated proper control system operation. During active mode and the other channel is receives identical but separate inputs from electrically dual redundant. After signal c data via a cross channel data link.

The FADEC is powered by the PMA (Permanent Magnet Alternator), which also provides N2 (Core Rotor Speed) signal.

The FADEC is powered by the PMA (Pe also provides N2 (Core Rotor Speed) sign

In order to ensure that all engines have the same thrust at a fan speed rating and that there is a consistent temperature uptrim margin for each engine, the FADEC uses trimmed values of N1 (Fan Rotor Speed) and ITT (Interstage Turbine Temperature) for control and indication purposes. The trim data is located on the engine data plate and is loaded into the EDCU (Engine Data Collector Unit).

In order to ensure that all engines have th and that there is a consistent temperature FADEC uses trimmed values of N1 (Fan Turbine Temperature) for control and in located on the engine data plate and is l Collector Unit).

The FADEC controls the operation, performance and efficiency characteristics of the engine as follows: The FADEC monitors inputs from the aircraft TLA (Thrust Lever Angle), discrete signals and ARINC (Aeronautical Radio Incorporated) data from the engine, and modulates the fuel flow by means of a torque motor in the FMU (Fuel Metering Unit) to vary engine speed (N1 or N2 to achieve the required thrust. The FADEC also modulates by means of a

The FADEC controls the operation, perfo tics of the engine as follows: The FADE TLA (Thrust Lever Angle), discrete signa Incorporated) data from the engine, and m a torque motor in the FMU (Fuel Meterin N2 to achieve the required thrust. The FA

27-10 April 2009

27-10 April 2009


Developed for Train

Powerplant torque motor in the bleed valve (compressor pressure control) the engine operating condition.

torque motor in the bleed valve (co operating condition.

Beyond thrust management, the FADEC provides engine limits protection, controlled transient engine operation, fault detection, and messages to the aircraft.

Beyond thrust management, the FAD trolled transient engine operation, fau


Electronic Control System A FADEC 2

B

FADEC 2

B

PAMB PRESSURE SENSOR PORT


B C

A

A 27-11 April 2009


CENTER COMPARTMENT (REF.)



FADEC 1

C

FADEC 1

C

Phenom 100


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Engine Ignition System

Engine Ignition System

The purpose of the ignition system is to provide the electrical spark to initiate the combustion of the fuel/air mixture in the engine during start, auto-relight and when continuous ignition is required.

The purpose of the ignition system is to p the combustion of the fuel/air mixture in and when continuous ignition is required.

The ignition system is controlled by the FADEC for automatic engine starting and auto-relight. Continuous ignition can be manually set through the cockpit panel ignition switches.

The ignition system is controlled by the F and auto-relight. Continuous ignition can panel ignition switches.



FIRE SHUTOFF 1

BOTTLE

TRIM

FIRE

YAW

SHUTOFF 2 LEFT

DISCH

SHUTOFF 1 RIGHT

BOTTLE

SHUT

DISCH

ROLL LWD

OFF

RWD

OFF



STOP

START

STOP

RUN START

R

STOP

PITCH BKP

START

STOP

UP

1

DN

2

ENG IGNITION AUTO 1

ENG IGNITION

BKP

ON

OFF

1

MODE

ON AUTO

OFF 2

1

OFF

A single independant ignition exciter box is located on the top of each engine. It is equipped with dual igniters under the control of both channels of the FADEC.

A single independant ignition exciter box It is equipped with dual igniters under t FADEC.

An IGN A and B icon is displayed for each engine showing which of the ignition systems are being commanded by the FADEC. Normally during ground starts only one ignition channel is used and the channel selected alternates on each start. In flight starts use both ignition channels. Similarly, the autorelight function will command both ignition channels on if the engine is detected to have flamed out. If the pilot moves the Ignition selector switch to on position, both ignition channels will be commanded to operate.The "A" and/or "B" indication will only illuminate if the FADEC has commanded an ignition channel to operate. The ignition indication presents the following: "A" or "B", "A B”, “OFF” or blank. The "OFF" indication provides confirmation to the crew that the controls are correctly set for the dry motoring procedure. Blank indication will be provided when the FADEC is in the automatic mode to command the ignition, but neither ignition is active.

An IGN A and B icon is displayed for eac tion systems are being commanded by t starts only one ignition channel is used a on each start. In flight starts use both ig relight function will command both ign detected to have flamed out. If the pilot m on position, both ignition channels will b and/or "B" indication will only illuminate ignition channel to operate. The ignition i or "B", "A B”, “OFF” or blank. The "OFF" the crew that the controls are correctly Blank indication will be provided when the command the ignition, but neither ignition

27-12 April 2009

27-12 April 2009


Developed for Train

Powerplant Starting

Starting

The starting system function is to initiate the engine operation.

The starting system function is to init

The control system provides automatic control of fuel flow, ignition and protection of the engine during the starting phase.

The control system provides automa tection of the engine during the starti

During engine starting phase, the starter drives the engine by rotating the high pressure shaft up to 44% N2 (Core Rotor Speed). At this point, the FADEC sends the cut-off signal to the GCU (Generator Control Unit), which disconnects the starter from the AGB (Accessory Gearbox) and connects the generator to the DC Bus.

During engine starting phase, the s high pressure shaft up to 44% N2 FADEC sends the cut-off signal to th disconnects the starter from the AGB generator to the DC Bus.

For normal operation, the ENG IGNITION switch must be set to the AUTO position for the FADEC to have control of the igniters.

For normal operation, the ENG IGN position for the FADEC to have contr

Starting Model

Start/Stop Knob

Ignition Switch

TLA

Special Settings

Starting Model

Start/Stop Knob

Ig S

Normal start (air/ground)

START

AUTO/ON

IDLE

-

Normal start (air/ground)

START

AU

Auto-relight (Air)

RUN

AUTO

-

-

Auto-relight (Air)

RUN

Dry Motoring

START

OFF

IDLE

Engine Shutdown

Dry Motoring

START

A

Flameout Detection / Auto Relight

Flameout Detection / Auto Reli

In a flameout situation, both igniters are automatically sequenced ON by the FADEC when the N2 speed drops and the requested fuel flow increases. If the engine does not relight, then the igniters and fuel flow remain ON until the pilot sets the ENG START/STOP switch to the STOP position.

In a flameout situation, both igniters FADEC when the N2 speed drops a the engine does not relight, then the pilot sets the ENG START/STOP swi

The dry motoring procedure is performed by setting the ENG IGNITION switch to the OFF position, while the engine is in shutdown state, and by engaging the starter. The motoring procedure may be aborted at any time by setting the ENG START/STOP switch to the OFF position. Cranking is the system function utilized to perform the starting operation, basically consisting of starter-generator, SC (Start Contactor) and ENG START/STOP switch.

The dry motoring procedure is per switch to the OFF position, while th engaging the starter. The motoring p setting the ENG START/STOP swit system function utilized to perform th of starter-generator, SC (Start Conta

Engine Transient Control

Engine Transient Control

The FADEC software contains several features to provide satisfactory operation of the engine across its thrust and operating envelope. Acceleration and deceleration maneuvers, in response to rapid TLA movements, are controlled based on the rate of change of N2 and fuel flow. N2 schedules are set to ensure the avoidance of surge during normal operation. Fuel flow limits are set to prevent surge and flameout during the initial portion of the acceleration. Transitions between the various controlling loops during acceleration and deceleration are not perceptible.

The FADEC software contains sever tion of the engine across its thrust an deceleration maneuvers, in response based on the rate of change of N2 ensure the avoidance of surge durin set to prevent surge and flameout du Transitions between the various co deceleration are not perceptible.

Phenom 100

Phenom 100


27-13 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Emergency Shutdown

Emergency Shutdown

In an emergency situation, the pilot may stop the engine immediately by pushing the fire system ENG 1/2 SHUTOFF pushbuttons. This action stops the fuel flow and also stops the bleed air from the engine.

In an emergency situation, the pilot ma pushing the fire system ENG 1/2 SHUTO the fuel flow and also stops the bleed air

The emergency shutdown comprises the following components:

The emergency shutdown comprises the



Emergency Fuel Shutoff Valve (ESOV) Emergency Fuel Shutoff Valve Cable To stop the engine in emergencies, the pilot must push the fire system ENG 1/2 SHUTOFF button, which commands the valves that follow to close directly, by energizing their torque motors with DC (Direct Current) power from the hot busses:







Engine 1(2) Fuel SOV (Shutoff Valve)  Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve) The shaft shear protection is an independent means of engine shutdown via emergency shutoff mechanical linkage to an independent emergency fuel shutoff valve.



In the event of an LP (Low Pressure) shaft failure, the LP turbine moves rearward and trips a plunger mounted in the exhaust cone. The plunger is connected through a cable and rod system to the cutoff valve in the FMU (Fuel Metering Unit), that composes the Emergency Fuel Shutoff Valve (ESOV) Mechanism. When the disk strikes the plunger it pulls on the mechanism and trips the valve, causing it to move to the cutoff position. The valve is pressure loaded and will remain in the cutoff position until a manual reset is performed.

In the event of an LP (Low Pressure) sha ward and trips a plunger mounted in the nected through a cable and rod system Metering Unit), that composes the Eme Mechanism. When the disk strikes the plu trips the valve, causing it to move to the c loaded and will remain in the cutoff positio



Emergency Fuel Shutoff Valve (ESOV Emergency Fuel Shutoff Valve Cable To stop the engine in emergencies, the p 1/2 SHUTOFF button, which command directly, by energizing their torque moto from the hot busses:

Engine 1(2) Fuel SOV (Shutoff Valve) Engine 1(2) PRSOV (Pressure Regula The shaft shear protection is an indepen emergency shutoff mechanical linkage shutoff valve. 

PISTON SHAFT

PISTON ROTATE LEVER

SHAFT

THE ROTATE LEVER PULLS THE CABLE CONNECTED TO ESOV TO SHUT OFF FUEL FLOW

SHAFT MOVES BACKWARDS DURING SHAFT SHEAR, PUSHING THE PISTON TO ROTATE LEVER

SHAFT MOVES BACKWARDS DURING SHAFT SHEAR, PUSHING THE PISTON TO ROTATE LEVER

EMERGENCY FUEL SHUT OFF MECHANISM

27-14 April 2009

EMERGENCY F SHUT OFF MECH


27-14 April 2009

Developed for Train

Powerplant Thrust Levers

Thrust Levers

The engines are controlled from the flightdeck control stand using the Thrust Levers and Powerplant Control Panel via the dual channel FADEC. Thrust requirements are transmitted to the FADEC based on a Thrust Lever Angle (TLA). There are several Thrust Lever positions on the Thrust Lever Quadrant enabling selection of an angle position to provide a desired thrust setting for a specific phase of flight.

The engines are controlled from the Levers and Powerplant Control Pan requirements are transmitted to the (TLA). There are several Thrust Lev rant enabling selection of an angle p for a specific phase of flight.

    

MAX - highest thrust rating available TO/GA - selects takeoff and go-around mode settings CON/CLB - provides maximum continuous and climb mode settings CRZ - selects cruise mode setting IDLE - selects flight idle, approach idle, final approach idle and ground idle thrust settings

Note: Positioning the thrust levers between the thrust quadrant positions levers selects Intermediate Thrust.

MAX

TO/GA

    

MAX - highest thrust rating availab TO/GA - selects takeoff and go-ar CON/CLB - provides maximum co CRZ - selects cruise mode setting IDLE - selects flight idle, approach thrust settings

Note: Positioning the thrust levers levers selects Intermediate

MAX

MAX

TO/GA

TO/GA

CON/CLB

CON/CLB

CON/CLB

MAX CRZ

MAX CRZ

MAX CRZ

IDLE

IDLE

IDLE

TO/GA

TO/GA

TO/GA

The FADEC schedules fuel flow during starting based on N2. As the engine accelerates, the FADEC monitors ITT to ensure that the engine accelerates to idle without exceeding defined limits. FADEC incorporates automatic engine cool down motoring prior to auto start. The pilot can also abort any start attempt at any time by moving the engine start knob to STOP. The FADEC only aborts the start in the event of detecting an unsatisfactory operating condition during a ground start.

The FADEC schedules fuel flow dur accelerates, the FADEC monitors IT to idle without exceeding defined engine cool down motoring prior to start attempt at any time by movin FADEC only aborts the start in the e ating condition during a ground start.

Phenom 100

Phenom 100


27-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Takeoff Data Set

Takeoff Data Set

For takeoff procedures the pilot/crew must enter the OAT for FADEC thrust computation. The data entered must reflect the current outside air temperature as obtained from ATIS, AWOS, etc.. Entering the displayed SAT/TAT could cause the FADEC to incorrectly compute required thrust settings. In the T/O DATA SET MENU, on the MFD, the flight crew may set the TO temperature and the ATR ON or OFF mode.

For takeoff procedures the pilot/crew mu computation. The data entered must refl ture as obtained from ATIS, AWOS, etc could cause the FADEC to incorrectly com T/O DATA SET MENU, on the MFD, the ture and the ATR ON or OFF mode.

The T/O dataset is performed according to the sequence below:

The T/O dataset is performed according t

  

Enter in the SYSTEM page. Enter in the ENG SET page. Enter the OAT and ATR option.

  

Enter in the SYSTEM page. Enter in the ENG SET page. Enter the OAT and ATR option.

MFD

MFD

TAKEOFF DATA SET OAT

19 C

ATR

ON CON

SYSTEM

MAP

ENG SET

STATUS

CON

27-16 April 2009

CLB

CLB

DDLTR ECS

OAT

ELECTRICAL

OAT

FUEL

DEICE

ENG MNT

RST OAT ATR ON ATR OFF

BACK BACK ACCEPT


SYSTEM

MAP

ENG SET

STATUS

CON

27-16 April 2009

CLB

ECS

OAT

ELECTRICAL

OAT

FUEL

D

RST OAT AT

Developed for Train

Powerplant ATR (Automatic Thrust Reserve)

ATR (Automatic Thrust Reserv

The ATR mode is part of Phenom 100 thrust rating structure. The power reserve improves aircraft performance. The ATR increases thrust in case of OEI (One Engine Inoperative), only during takeoff phase:

The ATR mode is part of Phenom reserve improves aircraft performan OEI (One Engine Inoperative), only d







FADEC detects OEI based on N1 mismatch between both engines or loss of engine-to-engine communication. Bleed valve for pressurization is commanded to close through the FADEC in case OEI condition is detected and the aircraft is at takeoff mode. No engine limits shall be exceeded due to the application of power reserve.







FADEC detects OEI based on N1 of engine-to-engine communicatio Bleed valve for pressurization is c in case OEI condition is detected No engine limits shall be exceede reserve.

Rating

Maximum Thrust lb.

Rating

ATR (Max Takeoff)

1820 (See note 1)

ATR (Max Takeoff)

Takeoff

1695 (see Note 2)

Takeoff

Max. Climb/Max. Continuous

1598 (see Note 3)

Max. Climb/Max. Contin uous

Max. Cruise

1598 (see Note 3)

Max. Cruise

Note 1: Available at or below an ambient temperture of 59º F

Note 1: Available at or below an a





The EI display indicates an ATR icon when it is enabled or armed. This indication is active in takeoff mode only. The icon is positioned below the thrust mode icon. In case the ATR becomes enable, a white indication of ATR appears just below the thrust mode. If the ATR is armed then the ATR indication is green. In case of an engine failure and ATR being triggered, the ATR indication disappears and the thrust mode changes to TO-RSV.

The EI display indicates an ATR icon cation is active in takeoff mode only mode icon. In case the ATR beco appears just below the thrust mode. tion is green. In case of an engine fa indication disappears and the thrust

Phenom 100

Phenom 100


27-17 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

ATR Logic Table Condition All engine

S E R V I C E S

ATR Logic Table

Phase of Flight

ATR Status

Takeoff

ATR ON

Takeoff

ATR OFF ATR ON

One Engine Takeoff Failure

ATR OFF

Thrust Lever Set

Engine Thrust

MAX

TO RSV

MAX

TO

TOGA

TO RSV

MAX

TO RSV

TOGA

TO

MAX

TO

Condition All engine

Phase of Flight

ATR Sta

Takeoff

ATR ON

Takeoff

ATR OFF ATR ON

One Engine Takeoff Failure

ATR OFF



During operation between flight idle and cruise, under certain conditions, it is possible to set an aircraft constant speed controlled by the FADEC. The pilot is able to set the current speed control to ON through the CSC (Current Speed Control) switch on the main instrument panel, when the following conditions are true:

During operation between flight idle and possible to set an aircraft constant speed is able to set the current speed contro Speed Control) switch on the main instru ditions are true:

      

   

Autopilot Altitude Hold function activated. TLA position is above Idle and below or at maximum CRZ. TLA movement < 10 deg. Both engines in operation. Current Speed Control function engaged. Commanded N1 variation is less than 10% peak to peak (per engine). The absolute difference of the Current Speed Control N1 command between the two engines is less than 1%. No E1 (2) CONTROL FAULT CAS message is active. Flap angle is below 5 deg or Flap is above 34.8 deg. CAS is above 100 kts (Knots). Mach number is below 0.7.

CRS1

S

APR

BANK

HDG SEL

S S C

CSC

CPL

ALT SEL

DN

UP

SPD SEL

S

S

C

      

   

CRS2

S

Autopilot Altitude Hold function activat TLA position is above Idle and below o TLA movement < 10 deg. Both engines in operation. Current Speed Control function engag Commanded N1 variation is less than The absolute difference of the Current between the two engines is less than 1 No E1 (2) CONTROL FAULT CAS mes Flap angle is below 5 deg or Flap is ab CAS is above 100 kts (Knots). Mach number is below 0.7.

CRS1

S

APR

BANK

HDG SEL

S S C

CSC

ALT SEL

CPL

When the CSC is engaged, the FADEC controls N1 ensuring that it stays as close as possible to the N1 selected. The pilot can disengage the CSC at any

When the CSC is engaged, the FADEC c close as possible to the N1 selected. The

27-18 April 2009

27-18 April 2009


Developed for Train

Powerplant time by moving the TLA more than 10 deg. When disengaged, the FADEC ensures a gradual transition from the N1 current speed control to the N1 speed selected through the TLA.

time by moving the TLA more than ensures a gradual transition from t speed selected through the TLA.

Fuel Controlling System

Fuel Controlling System

The PW617F-E engine fuel system consists of a FMU (Fuel Metering Unit) that contains seven major elements: the fuel pump, the PMA (Permanent Magnet Alternator), the fuel metering system, the flow divider valve, the motive flow system, the ecology system and shaft shear protection.The centrifugal boost pump raises the pressure of the fuel supply to a level sufficient to charge the inlets of the engine gear pump. The centrifugal boost pump supply is routed through an engine oil/fuel heat exchanger before charging the inlets of the engine gear pump. The first purpose is to cool the engine oil, which prolongs the life of the engine bearings. The second purpose is to heat up the fuel so that, during possible operation with ice crystals in the fuel, the engine oil heat helps keeping the fuel filter temperature above freezing. Yet, the fuel flows through a fuel filter included in this assembly in order to protect sensitive components from possible contaminants in the fuel. Should the fuel filter blockage become too great, a bypass valve on the unit opens to ensure that the engine is never starved of fuel.

The PW617F-E engine fuel system that contains seven major elements Magnet Alternator), the fuel meteri motive flow system, the ecology sys trifugal boost pump raises the pressu to charge the inlets of the engine g supply is routed through an engine the inlets of the engine gear pump. T which prolongs the life of the engine up the fuel so that, during possible o engine oil heat helps keeping the fu the fuel flows through a fuel filter inc sensitive components from possible filter blockage become too great, a b that the engine is never starved of fu

Afterwards, the fuel flows through the fuel metering system and then is directed to the flow divider and to the manifolds.

Afterwards, the fuel flows through directed to the flow divider and to the

Phenom 100

Phenom 100


27-19 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Fuel Schematic

Fuel Schematic

Transfer Pump

Transfer Pump

Fuel Nozzles

Fuel Management Unit

Scavenge Ejector Pump

Boost Pump

S E R V I C E S

Scavenge Ejector Pump

Flow Divider / Shutoff Valve

Engine Feed Ejector Pump (First Stage)

Manifold Drain Valve Low Pressure Pump

Fuel Shutoff Valve

Boost Pump

Pressure Regulating Valve

L P P

Fuel Shutoff Valve

High Pressure Pump

(Third Stage)

(Second Stage)

Pressure Switch

Engine Feed Ejector Pump (First Stage)

(Second Stage)

Pressure Switch

Engine Oil Fuel Oil Heat Exchanger

Engine Oil

Fuel Filter

Bypass Valve

Low pressure / higher volume High pressure / lower volume

Fuel O Excha

Bypass Indicator Low pressure / higher volume

Fuel Filter Assembly

High pressure / lower volume

Fuel is supplied to the FMU from the aircraft fuel system. It is then pressurized in three stages: a fixed ejector pump, a regenerative low pressure centrifugal pump and a gear positive displacement pump.

Fuel is supplied to the FMU from the air ized in three stages: a fixed ejector pum trifugal pump and a gear positive displace

The first stage, a fixed orifice ejector pump, is powered from the third stage element. Its purpose is to keep the pump inlet filled with fuel. The second stage is a two-stage boost pump, which comprises an inducer and a regenerative centrifugal pump that provides a positive pressure rise over the full operating envelope, It is also a reference pressure for the operation of the FMU hydraulic system. After passing through these two stages the fuel is ported to a separate filter and heat exchanger assembly. Filtered fuel is then passed to the gear positive displacement pump to provide adequate pressurization for the fuel nozzles.

The first stage, a fixed orifice ejector pum element. Its purpose is to keep the pum stage is a two-stage boost pump, which c ative centrifugal pump that provides a operating envelope, It is also a referenc FMU hydraulic system. After passing th ported to a separate filter and heat excha passed to the gear positive displacement ization for the fuel nozzles.

The fuel is also regulated in the metering valve and then is divided for the primary and secondary nozzles by the flow divider to regulate more flow to the primary nozzles during starting. The flow divider provides regulation of the primary and secondary nozzles during the light-off regime and equalization of the primary and secondary manifold pressures after light-off, ensuring smooth distribution of the fuel around the combustor. This is achieved through the flow divider valve.

The fuel is also regulated in the metering mary and secondary nozzles by the flow primary nozzles during starting. The flow primary and secondary nozzles during the the primary and secondary manifold smooth distribution of the fuel around through the flow divider valve.

27-20 April 2009

27-20 April 2009


Developed for Train

Powerplant Motive flow is required above idle speed to power the main airframe ejector pump in the collector tank. Motive flow is drawn from the high-pressure supply line. The switching of motive flow is achieved through the position of the pressure regulating valve (PRV) that opens a second port at speed above idle to provide fuel to the motive flow port. To minimize the pump size, the motive flow is not supplied during engine starting.

Motive flow is required above idle sp pump in the collector tank. Motive flo ply line. The switching of motive flow pressure regulating valve (PRV) tha idle to provide fuel to the motive flo motive flow is not supplied during en

The motive flow is also used by the ecology system ejector to provide fuel purge from the manifold during engine shutdown. During engine spool down, excess fuel in the manifolds is drawn back into the motive flow line under the influences of residual engine combustor pressure and the ecology ejector pump suction. A check valve prevents backflow from motive flow to the flow divider and engine manifold.

The motive flow is also used by the purge from the manifold during engin excess fuel in the manifolds is drawn influences of residual engine comb pump suction. A check valve preven divider and engine manifold.

Engine Fuel Indicating

Engine Fuel Indicating

The engine fuel flow indication is provided by a dedicated flow meter installed in each engine fuel feed line. The fuel flow display provides an indication of the correct functioning of the fuel shutoff valve, which is a MOV (Motor-Operated-Valve) operated by the flight crew. The cockpit engine start/stop switch signals the FADEC to open or close the engine fuel valve. The FADEC sends a command signal to the FMU (Fuel Metering Unit). The engine fuel supply is also shut-off by the shaft shear shutoff valve in the FMU.

The engine fuel flow indication is pro in each engine fuel feed line. The fu the correct functioning of the fuel shu ated-Valve) operated by the flight cr signals the FADEC to open or close a command signal to the FMU (Fuel also shut-off by the shaft shear shuto

The fuel flow value is shown in green digits on the CAS display, in PPH (Pounds Per Hour) or KPH (Kilograms Per Hour). In the case of invalid data, the fuel flow display is re-configured to dashes.

The fuel flow value is shown in gr (Pounds Per Hour) or KPH (Kilogram the fuel flow display is re-configured

Fuel Filter Bypass Indicator

Fuel Filter Bypass Indicator

The fuel filter bypass indicator is located in the LP (Low Pressure) centrifugal pump line, downstream of the FOHE (Fuel-Oil Heat Exchanger), connected in parallel to the fuel filter line and its bypass indicator. It consists of a poppet stem, a compression spring, a valve body and a spring pin set to open with 15 psi in the fuel filter blockage condition.After actuation, the indicator has to be manually reset.

The fuel filter bypass indicator is loca pump line, downstream of the FOHE parallel to the fuel filter line and its stem, a compression spring, a valve psi in the fuel filter blockage conditio manually reset.

Fuel Filter Impending Bypass Switch

Fuel Filter Impending Bypass S

The fuel filter impending bypass switch senses excessive fuel filter pressure across the filter element indicating the filter blockage condition. If the differential pressure across the fuel filter exceeds 8 ± 2 psi, a mechanism actuates an electrical microswitch that causes the following advisory messages on the CAS display:

The fuel filter impending bypass swi across the filter element indicating th tial pressure across the fuel filter exc electrical microswitch that causes t CAS display:



E 1 FUEL IMP BYP



E 1 FUEL IMP BYP



E 2 FUEL IMP BYP



E 2 FUEL IMP BYP


27-21 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

When the differential pressure drops below 3 psi the mechanism reverses itself resulting in the microswitch changing back to its normally closed state.

When the differential pressure drops be itself resulting in the microswitch changin

Oil

Oil

The function of the engine oil system is to provide lubrication and cooling of the engine turbine main shaft bearings and AGB (Accessory Gearbox) internal components and bearings.

The function of the engine oil system is the engine turbine main shaft bearings a nal components and bearings.

Each PW617F-E engine has an independent lubrication supply system which uses an engine-driven pump to supply oil to the different engine components requiring cooling and lubrication. The lubrication system is a self contained pressurized full flow system.

Each PW617F-E engine has an independ uses an engine-driven pump to supply oi requiring cooling and lubrication. The lub pressurized full flow system.

The lubrication and scavenge pump supplies oil to all bearings and gears as required, and includes scavenge elements to remove oil from the bearing chambers and return it to the tank. The oil filter and electrical monitoring sensors are combined in an oil filter module, mounted on the left side of the oil tank. The electrical chip detector/collector also mounts on the bottom of the AGB. The FOHE (Fuel-Oil Heat Exchanger) is separately mounted on its own brackets and cools the oil from the supply pump before it is routed to the bearing chambers and AGB.

The lubrication and scavenge pump supp required, and includes scavenge eleme chambers and return it to the tank. The o sors are combined in an oil filter module tank. The electrical chip detector/collecto AGB. The FOHE (Fuel-Oil Heat Exchang brackets and cools the oil from the sup bearing chambers and AGB.

27-22 April 2009

27-22 April 2009


Developed for Train

Powerplant Oil System Schematic

Oil System Schematic 1 Chip Detector

Bearing Number

Bypass Valve

Thermal Bypass Valve

Scavenge Elements

Main Oil Pump

MOPT Sensor

ACOC – Air Cooled Oil Cooler

FOHE

ACOC

Bypass Valve

Thermal Bypass Valve

MOPT – Main Oil Pressure and Temperature

Chip Detector

Bearing Number

FOHE – Fuel Oil Heat Exchanger

1 Scavenge Elements

Main Oil Pump

ACOC – Air Cooled Oil Cooler

MOPT – Main Oil Pressure and Temperature

FOHE – Fuel Oil Heat Exchanger

Bypass Valve

Filter

DPI

Bypass Valve

Filter

DPI

1 Oil Pump

3

Accessory Gear Box

Oil Tank

2

Accessory Gear Box

Oil Tank

4

Oil Pump

5

The PW617F-E engine lubrication system has the following components:  Oil tank with a filler neck and a sight glass oil level indicator.  ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass valves  MOPT (Main Oil Pressure and Temperature) sensor  Breather system  Oil Pump  Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve) assembly

The PW617F-E engine lubrication sy  Oil tank with a filler neck and a sig  ACOC (Air-Cooled Oil Cooler) with  MOPT (Main Oil Pressure and Tem  Breather system  Oil Pump  Oil PAV (Pressure Adjusting Valve

Phenom 100

Phenom 100


27-23 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S



Electrical chip detector/collector. Oil filter module with a bypass valve and an impending bypass indicator  FOHE (Fuel-Oil Heat Exchanger)  Restrictor  Strainers Basically, the system pulls oil from the oil tank, pressurized by the oil pressure pump, and sends this oil to the filter, to the heat exchanger for cooling, and then to the engine bearings. The scavenge oil is removed from the bearing chambers to the AGB by the scavenge elements of the oil pump. Afterwards the oil flows through the chip detector/collector and then it is scavenged by the AGB scavenge pump to the tank. The oil that circulates through the engine, pumped by the oil pressure pump, is mixed with the air existing in the system, deriving from the sealing of the bearing chambers, which are pressurized by a compressor discharge air. This oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basically is used for fuel heating and oil cooling. The oil, including AGB lubrication oil, is then drawn by the AGB scavenge pump and returned to oil tank. The air mixed with the oil in the AGB is separated by an air/oil separator which is vented to the engine exhaust duct, through the breather tube. With the engine inoperative, all the oil from system returns to the oil tank, what allows a check of oil level through the oil sight glass.







Oil Tank

Oil Tank

The oil tank maximum capacity is 4.11 qts / 3.79 Liters. The minimum usable oil quantity allowable without adversely affecting the operation of the engine is 3.15 qts / 3.2 Liters. These values are for the worst allowable aircraft attitude of 2 degrees on the ground. The tank has sufficient oil to provide operation for 10 hours of flight time at the maximum oil consumption of 0.018 gal/hr or 0.068 l/h. If oil level is at the minimum servicing level, the oil is sufficient for 5 hours of flight time, considering the maximum oil consumption. The oil pressure pump has the engine lubrication supply element and two scavenge elements. Oil from the tank enters the supply element of the oil pressure pump. From this pressure element, the oil passes through the filter module. The oil filter has a bypass valve, which permits oil flow to the engine if the filter becomes clogged. The filter has also a mechanical popup impending bypass indicator.

The oil tank maximum capacity is 4.11 q oil quantity allowable without adversely a is 3.15 qts / 3.2 Liters. These values are tude of 2 degrees on the ground. The tank has sufficient oil to provide opera maximum oil consumption of 0.018 gal/h minimum servicing level, the oil is sufficie ering the maximum oil consumption. The oil pressure pump has the engine lubr enge elements. Oil from the tank enters th pump. From this pressure element, the oil The oil filter has a bypass valve, which pe ter becomes clogged. The filter has als bypass indicator.

Oil Indicating

Oil Indicating

An oil level indicator for each engine displays maximum and minimum acceptable oil levels. The oil tank level indicator is a vertical sight glass dis-

An oil level indicator for each engine acceptable oil levels. The oil tank level in

27-24 August 2010 Rev. 1

27-24 August 2010 Rev. 1


Electrical chip detector/collector. Oil filter module with a bypass valve an  FOHE (Fuel-Oil Heat Exchanger)  Restrictor  Strainers Basically, the system pulls oil from the o sure pump, and sends this oil to the filte and then to the engine bearings. The scavenge oil is removed from the be scavenge elements of the oil pump. After detector/collector and then it is scavenge tank. The oil that circulates through the engine is mixed with the air existing in the syste bearing chambers, which are pressurized This oil also flows through the FOHE (Fu cally is used for fuel heating and oil coolin The oil, including AGB lubrication oil, is pump and returned to oil tank. The air m rated by an air/oil separator which is v through the breather tube. With the engine inoperative, all the oil f what allows a check of oil level through th

Developed for Tr

Powerplant playing the amount of oil in the tank. They are mounted externally to the oil tank to make it possible to view the oil level. Oil temperature and pressure indications are also provided for each engine and displayed in the cockpit in the engine indication field on the EICAS. A warning message is provided in the CAS window on the PFD in case of low oil pressure. An electric master chip detector and a self-closing valve are located in the scavenge return line in both oil tanks, where ferromagnetic particles are most likely to be deposited.

playing the amount of oil in the tank tank to make it possible to view the o Oil temperature and pressure indica and displayed in the cockpit in the warning message is provided in the oil pressure. An electric master chi located in the scavenge return line in ticles are most likely to be deposited

Oil Temperature / Pressure Indication

Oil Temperature / Pressure Ind

The oil temperature and pressure indications in the cockpit are provided by the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the two functions. This sensor is mounted on the AGB (Accessory Gearbox), downstream the FOHE (Fuel-Oil Heat Exchanger).

The oil temperature and pressure in the MOPT (Main Oil Pressure and Te two functions. This sensor is moun downstream the FOHE (Fuel-Oil Hea

The oil indicating system includes the following components:

The oil indicating system includes the



Oil Level Indicator Oil Filter Impending Bypass Indicator  Chip Detector / Collector  MOPT (Main Oil Pressure and Temperature) sensor The purpose of the MOPT sensor is to provide electrical outputs for pressure and temperature values.







The sensor sends a signal to the cockpit that displays the current oil pressure and temperature status in the engine indication field on the EICAS.

The sensor sends a signal to the coc and temperature status in the engine


Oil Filter Impending Bypass Ind

The oil filter impending bypass indicator is installed on the oil filter and is equipped with a red button that pops up to indicate that the oil filter must be replaced.

The oil filter impending bypass indi equipped with a red button that pops replaced.

Chip Detector Indication

Chip Detector Indication

The function of the electrical chip detector/collector is to attract and trap magnetic particles that are suspended in the scavenge oil because it may be an indication of an impending failure. This is achieved with the use of a permanent magnet immersed in the scavenge oil flowing from the AGB (Accessory Gearbox), before it passes through the AGB scavenge pump.The chip detector/collector can also function as a drain of the oil tank.

The function of the electrical chip det netic particles that are suspended in indication of an impending failure. Thi magnet immersed in the scavenge oi box), before it passes through the AG lector can also function as a drain of t

Phenom 100

Phenom 100


27-25 April 2009

Oil Level Indicator Oil Filter Impending Bypass Indica  Chip Detector / Collector  MOPT (Main Oil Pressure and Tem The purpose of the MOPT sensor is and temperature values.

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

Fuel Specification

Fuel Specification

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1

Brazilian Specification . . . . . . . . . . . . . . .

ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1

ASTM Specification . . . . . . . . . . . . . . . .


American Specification . . . . . . . . . . . . . .


Note: For approved fuel additives see



Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C

Minimum . . . . . . . . . . . . . . . . . . . . . . . . .


Maximum (on ground) . . . . . . . . . . . . . . .

Note: In flight, the maximum fuel temperature may be extended but not

Note: In flight, the maximum fuel tem

exceeding 80°C.

exceeding 80°C.




FUEL XFR Button must be pushed out and turbulence.

Engines

Engines



Operational Limits

Operational Limits


Operating Limits


Thrust Setting


Max ITT (trimmed) (C)

N2 (%)

N1 (%)

Oil (1) Press (psig)

Oil Temp (C)

Thrust Setting


Max ITT (trimmed) (C)

Maximum

10 (1)

845

100.4

100

-)

-

Maximum

10 (1)

845

1

Takeoff

5 (2)

830

100.4

100

170 (3) 14 to 130 (4)

Takeoff

5 (2)

830

1

Maximum Continuous

(7)

830

100.4

100

170 (3)

14 to 130

Maximum Continuous

(7)

830

1


No time limit

-

54 (5)

-

170 (3)

-40 to 130


No time limit

-

54


No time limit

-

59 (5)

-

170 (3)

14 to 130


No time limit

-

59

Starting

N/A

830 (6)

-

-

0-275

-40(5)

Starting

N/A

830 (6)

20 sec.

830 (8)

102

101

(3)

-

20 sec.

830 (8)

90 sec.

-

(3)

130 to 141

90 sec.

-

Transient

27-26 April 2009


Transient

27-26 April 2009

(

1

Developed for Train

Powerplant Note: 1) Maximum is an ATR intended to be used for a period of not over 10 minutes after the failure of one engine.

Note: 1) Maximum is an ATR inten

10 minutes after the failur

Note: 2) The total time during which takeoff thrust may be used is limited to 5 minutes per flight. This limit commences when the thrust lever is first set at TO/GA detent.

Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil pressure limit see Figure.

Note: 2) The total time during whi

to 5 minutes per flight. T lever is first set at TO/GA

Note: 3) May be exceeded up to

pressure limit see Figure.

Note: 4) After completing a start under cold conditions or with cold fuel (below 0°C) 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. 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.

Note: 4) After completing a start

(below 0°C) and achievin for the time required for temperature of 14°C. Du limit applies. Run the e ensure that no ice particle engine.



Note: 6) Maybe exceeded up to 892°C during 5 seconds.

Note: 6) Maybe exceeded up to 89

Note: 7) Maximum Continuous is not intended for regular, normal opera-

Note: 7) Maximum Continuous is

tion.

tion.

Note: 8) For normal and ATR takeoff modes, may be exceeded up to

Note: 8) For normal and ATR ta

862°C during 20 seconds. For ATR takeoff mode only, may be exceeded up to 845°C.

862°C during 20 second exceeded up to 845°C.

Oil Specification

Oil Specification

Engine oil must comply with MIL-PRF-23699F specification.

Engine oil must comply with MIL-


27-27 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

Oil Pressure Limits

Oil Pressure Limits

300

300

250

250

A

200

MOP (psig)

200

MOP (psig)

S E R V I C E S

150 D 100

150

100 B

50

50 C

0

0 0

25

50 % N2 AREA

27-28 April 2009

75

100

0

500 sec

5 % AREA

TIME LIMIT

A

25

A

B

90 sec

B

C

15 sec

C

D

CONTINUOUS

D


27-28 April 2009

C

Developed for Train

Powerplant Starter Limits

Starter Limits Motoring Number

Cool-Down Time

Motoring Numbe

1

60 seconds

1

2

60 seconds

2

3

15 minutes

3

4

30 minutes

4

Note: After four sequential motorings, cycle may be repeated following a 30 minutes cool-down period.

30 minutes cool-down perio

CAS Messages

CAS Messages

TYPE

MESSAGE

Warning

Caution

Advisory

Note: After four sequential motori

MEANING

TYPE

E1 (2) OIL LO PRES

Engine 1 (2) oil pressure is low.

Warning

E1 (2) CTRL FAULT

Thrust modulating is unabled or engine will respond slowly.

E1 (2) CTRL FA

E1 (2) FAIL

Engine 1 (2) shutdown has occurred without pilot command.

E1 (2) FAIL

E1 (2) FUEL IMP BYP

Fuel filter impending bypass.

E1 (2) FUEL IMP

E1 (2) TLA FAIL

Dual thrust lever angle sensor failure.

E1 (2) TLA FA

E1 (2) TT0 HTR FAIL

TT0 sensor heating failed.

ENG EXCEEDANCE

In flight engine limit exceedance detected.

ENG EXCEEDA

ENG NO DISPATCH

No dispatch condition detected by FADEC.

ENG NO DISPA

ENG NO TO DATA

Takeoff data not entered successfully.

E1 (2) FADEC FAULT

One FADEC channel no longer sending data.

E1 (2) SHORT DSPTCH

Short-time dispatch fault condition detected by FADEC.


27-29 April 2009

Caution

MESSAGE

E1 (2) OIL LO P

E1 (2) TT0 HTR

ENG NO TO DA

E1 (2) FADEC FA Advisory

E1 (2) SHOR DSPTCH


T R A I N I N G

S E R V I C E S

T R A I N I N G


27-30 April 2009

Intentionally L


S E R V I C E S

27-30 April 2009

Developed for Train

Pressurization

Pressurization

Pressurization

Cabin Pressurization

Cabin Pressurization

The basic function of the Cabin Pressure Control System is to maintain the cabin at safety pressure limits and control the cabin pressure rates within comfort margins.

The basic function of the Cabin Pre cabin at safety pressure limits and comfort margins.

The aircraft operates at altitudes where the oxygen density is not sufficient to sustain life. The pressurization control keeps the aircraft cabin interior at a safe pressure altitude. This protects the passengers and crew from the effects of hypoxia (oxygen starvation).

The aircraft operates at altitudes whe sustain life. The pressurization cont safe pressure altitude. This protec effects of hypoxia (oxygen starvation

Pneumatic Supply

Pneumatic Supply

Overview

Overview

The Pneumatic System provides bleed air from the engines for cockpit and cabin pressurization and heating.

The Pneumatic System provides ble cabin pressurization and heating.

The following are the primary functions of the pneumatic system:

The following are the primary functio



To supply bleed leak protection. To control the bleed air and supply it to the pressurization system, heating/ cooling system, wing and horizontal stabilizer de-ice boots.  To monitor bleed air supply for proper pressure and temperature Status information of the Pneumatic System Operation is presented in the Flight Display Unit to the crew in the cockpit as synoptic and CAS (Crew Alerting System) messages.







Operation

Operation

In flight, the pneumatic system supplies 4 lb/min (Pound per Minute) per side of bleed air flow into the cabin for pressurization in the normal flow setting and 8 lb/min in the high flow setting at single bleed operation or high heating mode. The system also supplies utility service air at 28±3 psi.

In flight, the pneumatic system suppl of bleed air flow into the cabin for p and 8 lb/min in the high flow setting mode. The system also supplies utili

For ground operation, a total mass flow of 5 lb/min of bleed air (low flow – normal operation) meets the heating requirements in most cases. In cases where this is not sufficient, the ECS controller demands the high flow setting.

For ground operation, a total mass normal operation) meets the heating where this is not sufficient, the ECS c

In case of loss of bleed air from one engine, the remaining bleed air line (operative engine) can double its bleed air supply to the cabin/cockpit in order to compensate for the missing bleed air source.

In case of loss of bleed air from o (operative engine) can double its blee to compensate for the missing bleed

There are sensors along the bleed lines that detect possible hot air leakage, and alerts the system failure messages to the crew.

There are sensors along the bleed li and alerts the system failure messag

Phenom 100

Phenom 100


28-1 Rev. 3 Mar 2011

To supply bleed leak protection. To control the bleed air and supply cooling system, wing and horizon  To monitor bleed air supply for pro Status information of the Pneumatic Flight Display Unit to the crew in t Alerting System) messages.

Developed for

RAV

GCF

HEAT EXCHANGER

COMPRESSOR AND DC ELECTRIC MOTOR MODULE

DE-ICING

HOT BLEED AIR

TEMPERATURE MODULATING VALVE(S)

GCF GROUND COOLING FAN COLD AIR

DE-ICING

WARM AIR

TMV TEMPERATURE MODULATING VALVE

CHECK VALVE

FCSOV FLOW CONTROL SHUT-OFF VALVE

RAV RAM AIR VALVE PRSOV PRESSURE REGULATING AND SHUT-OFF VALVE

HEAT EXCHANGER

TSS TEMPERATURE SENSOR / SWITCH

RAM AIR

RAV

GCF


TEMPERATURE MODULATING VALVE(S)

TSS B

A

CABIN BLEED LINE

COCKPIT BLEED LINE

CONDITIONED BLEED AIR SUPPLY TO COCKPIT AND CABIN FOR PRESSURIZATION REFRIGERANT LINE

REFRIGERANT LINE

COCKPIT BLEED LINE

Y

X

A

CABIN BLEED LINE

EMERGENCY VENTILATION

B

Y

REFRIGERANT LINE

CONDITIONED BLEED AIR SUPPLY TO COCKPIT AND CABIN FOR PRESSURIZATION

TSS

TSS

AFT PRESSURE BULKHEAD

LEFT ENGINE

RIGHT ENGINE

FCSOV

OVERBOARD

PRSOV

PRSOV

FCSOV

FCSOV

OVERBOARD

PRSOV

RIGHT ENGINE

Phenom 100

CONDENSER & RECEIVER CONDENSER & RECEIVER DRYER


Bleed Air Bleed Air


Pressurization

Engine Pneumatic Bleed System

Engine Pneumatic Bleed

There are two independent bleed air flow paths, one from each engine. Each bleed line pressure is controlled by means of a PRSOV (Pressure Regulating and Shutoff Valve). The bleed air line will branch off into two paths. One path will allow bleed air from the engine to circulate through the heat exchanger for cooling purposes. The other path will bypass the heat exchanger and direct the engine bleed air directly into the aircraft for cabin or cockpit heating.

There are two independent bleed air bleed line pressure is controlled by m and Shutoff Valve). The bleed air line will allow bleed air from the engine to cooling purposes. The other path w the engine bleed air directly into the

PRSOV

PRSOV

There are two PRSOV, one in each respective engine pylon. Each of the PRSOV regulates the high-temperature bleed air to 28±3 psig (Pound per Square Inch Gauge). The valve is capable of withstanding inlet air temperatures of up to 480°C (Degree Celsius) and inlet air pressures from 7.5 to 300 psig.

There are two PRSOV, one in eac PRSOV regulates the high-tempera Square Inch Gauge). The valve is c tures of up to 480°C (Degree Celsius psig.

The PRSOV is controlled manually by the bleed air rotary knob on the pressurization panel. In the event of a bleed air leak, the PRSOV is commanded closed.

The PRSOV is controlled manually b surization panel. In the event of a bl closed.

Temperature Control

Temperature Control

The amount of bleed air that circulates by each circuit is controlled by a TMV (Temperature Modulating Valve), which is responsible for maintaining the air temperature in the cabin within certain limits.

The amount of bleed air that circulat (Temperature Modulating Valve), wh temperature in the cabin within certa

If there is a hot air leak, the crew is informed by CAS (Crew Alerting System) messages and the PRSOV (Pressure Regulating and Shutofff Valve) on the affected side is automatically closed.

If there is a hot air leak, the crew is i messages and the PRSOV (Pressur affected side is automatically closed.

Phenom 100

Phenom 100


28-3 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Air Management System PILOT GASPER

S E R V I C E S

Air Management System DISPLAY CODING

SIDE-WINDOW GRILL

SIDE-WINDOW GRILL

DISPLAY CODING PILOT GASPER

PILOT GASPER

DISPLAY CODING

SIDE-W GRILL

WINDSHIELD DEFOG FOOT GRILL

FOOT GRILL

FO GR COCKPIT VENT

COCKPIT VENT

COCKPIT VENT

COCKPIT EVAPORATOR RETURN AIR SIDELEDGE DOWNWARD INFLOWS

PASSENGER GASPERS

PASSENGER GASPERS

PASSENGER GASPERS

CABIN EVAPORATOR

EMER VENTILATION

CABIN BLEED LINE

REFRIGERANT LINE

LEFT ENGINE

PRSOV

PRESSURE REGULATOR VALVE SHUTOFF VALVE CHECK VALVE

RIGHT ENGINE

FCSOV

CONDENSER

GCF

CONDITIONED AIR FOR CABIN PRESSURIZATION

REFRIGERANT LINE

EMER VENTILATION

TSS

LEGEND: PRESSURE REGULATOR VALVE SHUTOFF VALVE CHECK VALVE CONDITIONED AIR FOR CABIN PRESSURIZATION

RAV

RAM AIR


FCSOV

PRSOV

RAM AIR

28-4 April 2009

X

AFT PRESSURE BULKHEAD

HEAT EXCHANGER

LEGEND:

Y


TMV

FCSOV

PRSOV

B

TSS

TSS

AFT PRESSURE BULKHEAD LEFT ENGINE

A

TMV

X

OVERBOARD

REFRIGERANT LINE

COCKPIT BLEED LINE

RETURN AIR

28-4 April 2009

Developed for Train

Pressurization Cabin Pressurization Control System

Cabin Pressurization Control S

4 1

PRESSURIZATION

MODE

BLEED BOTH

AUTO

1

MAN

OFF VENT

CABIN ALT

2

DUMP

UP

DN

L

2

3

1 – Bleed Air Knob  1: Closes the PRSOV valve on the #2 engine and keeps the PRSOV valve open on the #1 engine.  2: Closes the PRSOV valve on the #1 engine and keeps the PRSOV valve open on the #2 engine.  BOTH: Commands the PRSOV valves on the #1 and #2 engine to the open position.  OFF VENT: Commands the PRSOV valves to the closed position on the #1 and #2 engine and opens the ram air valve to provide emergency ventilation into the cabin.

1 – Bleed Air Knob  1: Closes the PRSOV valve on the open on the #1 engine.  2: Closes the PRSOV valve on the open on the #2 engine.  BOTH: Commands the PRSOV v open position.  OFF VENT: Commands the PRS #1 and #2 engine and opens the r tilation into the cabin.

2 – Dump Button (Guarded) This is a guarded switch to prevent inadvertent actuation. To activate dump function in AUTO mode, the pilot raises the DUMP switch guard and depresses the DUMP switch. This provides a "manual/dump" 28Vdc signal to ECMU.

2 – Dump Button (Guarded) This is a guarded switch to prevent function in AUTO mode, the pilot depresses the DUMP switch. This pr ECMU.

The DUMP button provides rapid cabin depressurization by opening the outflow valve and disables the recirculation fans. When the DUMP button is pressed, a white striped bar illuminates on the button. When pressed a second time, the system will return to normal operations (MAN or AUTO).

The DUMP button provides rapid ca flow valve and disables the recircul pressed, a white striped bar illumina ond time, the system will return to no

Dump Function Set Points

Dump Function Set Points

Parameter

Limit Tolerance

Parameter

DUMP function - AUTO control

12,000 ft Cabin Altitude

DUMP function - AUTO control

DUMP function - MANUAL control 14,500 ft Cabin Altitude


DUMP function - MANUAL control

28-5 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

In the auto channel, the manual/dump signal is read by software and causes automatic control to be disabled. Further, the motor command shutoff logic is positively disabled so that erroneous software commands cannot access the motor driver electronics and auto motor.

In the auto channel, the manual/dump sig automatic control to be disabled. Further, positively disabled so that erroneous soft motor driver electronics and auto motor.

If an altitude limit condition is experienced, the altitude limit function overrides the dump function within the altitude limit/manual motor control switch. In this event, when altitude limit detection logic determines that the altitude limit threshold is no longer exceeded, the dump function is re-enabled and the OFV is commanded open again.

If an altitude limit condition is experienced the dump function within the altitude limit event, when altitude limit detection logi threshold is no longer exceeded, the du OFV is commanded open again.

3 – Cabin Altitude Selector Switch Momentary switch:

3 – Cabin Altitude Selector Switch Momentary switch:





DOWN: Manually closes the outflow valve, decreasing cabin altitude at an initial rate of ±300 ft/min. UP: Manually opens the outflow valve, increasing the cabin altitude at an initial rate of ±300 ft/min.





DOWN: Manually closes the outflow va initial rate of ±300 ft/min. UP: Manually opens the outflow valve, initial rate of ±300 ft/min.

Note: It will take 6 seconds to fully open or fully close the outflow valve.

Note: It will take 6 seconds to fully op

The cabin rate will increase/decrease exponentially as a function of time until the valve is fully open or closed. Embraer strongly recommends that the pilot momentarily depress the switch for .5 seconds and wait for the rate response then repeat if necessary..

The cabin rate will increase/decr time until the valve is fully open ommends that the pilot moment onds and wait for the rate respo

4 – Pressurization Mode Selector Switch  AUTO: Allows the automatic operation of the pressurization control system.  MAN: Allows the manual operation of the pressurization control system. The CPCS (Cabin Pressure Control-System) consists of one ECMU (Electronic Control and Monitoring Unit), one butterfly cabin OFV (Outflow Valve), one pneumatic poppet valve which performs positive and negative relief function and its assembly (heated static port and tubing), one dual flap check valve which performs a negative relief function.

4 – Pressurization Mode Selector Switc  AUTO: Allows the automatic operation tem.  MAN: Allows the manual operation of t The CPCS (Cabin Pressure Control-Sys tronic Control and Monitoring Unit), one b one pneumatic poppet valve which perfor tion and its assembly (heated static por valve which performs a negative relief fun

Normal Operation – Automatic Control

Normal Operation – Autom

The CPCS performs automatic control of the cabin pressure to ensure fuselage safety and occupant safety and comfort. The CPCS utilizes the ECMU and OFV as well as their airplane interfaces to perform the automatic control function.

The CPCS performs automatic control of lage safety and occupant safety and com and OFV as well as their airplane interfac function.

During automatic control, cabin air exhaust is controlled during airplane ground, takeoff, climb, descent, and taxi operations without dedicated flight crew inputs. Only the LFE input is required from the pilots prior to departure. If the FMS is used, the LFE is automatically provided to CPCS. If not, the crew

During automatic control, cabin air exh ground, takeoff, climb, descent, and taxi crew inputs. Only the LFE input is require the FMS is used, the LFE is automaticall

28-6 April 2009

28-6 April 2009


Developed for Train

Pressurization must input LFE through the MFD. The CPCS receives all required information inputs via the integrated avionics system.

must input LFE through the MFD. Th inputs via the integrated avionics sys

Automatic cabin pressure control is considered “normal” airplane operation. The automatic control function is overridden by the positive pressure relief, negative pressure relief, altitude limit, manual, and dump functions whenever required.

Automatic cabin pressure control is The automatic control function is ov negative pressure relief, altitude limit required.

While on the ground and the throttles are advanced to TO/GA, the ECMU commands the outflow valve to close. This allows the cabin to pre-pressurize to 200 ± 150 ft below field elevation to help minimize any pressurization "bumps" in the cabin during takeoff.

While on the ground and the throttl commands the outflow valve to close to 200 ± 150 ft below field elevatio "bumps" in the cabin during takeoff.

Abnormal Operation – Manual Control

Abnormal Operation – M

The manual function occurs when the pilot activates the man/auto switch on the pressurization control panel to the MAN position.When the man switch is activated, the ECMU is prepared to receive either an “open” or “close” command from the cabin altitude selector switch on the control panel. When the pilot selects either the UP or DN setting, the OFV will open or close accordingly. As the OFV opens or closes, the cabin is depressurized or re-pressurized in response.

The manual function occurs when th the pressurization control panel to th activated, the ECMU is prepared to mand from the cabin altitude selecto pilot selects either the UP or DN set ingly. As the OFV opens or closes, t ized in response.

The OFV opening/closing speed affects the actual cabin altitude rate of change. When the OFV opens or closes at its maximum speed it may be difficult for the crew to adjust the OFV position while keeping comfortable pressure control. Therefore within the manual/monitor channel of the ECMU, the manual control circuit causes the motor to spin at a slow speed for small switch actuation durations, and then accelerates in speed as the UP/DN switch is actuated for longer periods of time.

The OFV opening/closing speed a change. When the OFV opens or clo cult for the crew to adjust the OFV p sure control. Therefore within the ma manual control circuit causes the m switch actuation durations, and the switch is actuated for longer periods

Phenom 100

Phenom 100


28-7 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Pressurization Conversion Table

Pressurization Conversion Table

CONDITION: Cabin altitude or cabin ΔP is not being presented, or during use of the pressurization manual control. AIRPLANE/CABIN ALTITUDE CONVERSION TABLE CABIN DIFFERENTIAL AIRPLANE ALTITUDE ALTITUDE PRESSURE (ft) (PSID) (ft) 10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000 21000 22000 23000 24000 25000 26000 27000 28000 29000 30000 31000 32000 33000 34000 35000 36000 37000 38000 39000 40000 41000

600 700 800 1000 1100 1300 1500 1600 1800 2000 2200 2500 2700 2900 3100 3400 3700 3900 4200 4400 4700 5000 5300 5600 5900 6200 6500 6800 7100 7400 7700 8000

10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000 21000 22000 23000 24000 25000 26000 27000 28000 29000 30000 31000 32000 33000 34000 35000 36000 37000 38000 39000 40000 41000


CONDITION: Cabin altitude or presented, or durin manual control. AIRPLANE/CABIN ALTITUDE CABIN AIRPLANE ALTITUDE ALTITUD (ft) (ft)

3.9 4.2 4.5 4.8 5.0 5.3 5.6 5.8 6.0 6.2 6.4 6.6 6.7 6.9 7.0 7.2 7.3 7.4 7.5 7.6 7.7 7.7 7.8 7.8 7.9 7.9 7.9 7.9 7.9 8.1 8.2 8.3

TABLE FROM QRH NON-ANNUNCIATED PROCEDURES

28-8 April 2009

S E R V I C E S

600 700 800 1000 1100 1300 1500 1600 1800 2000 2200 2500 2700 2900 3100 3400 3700 3900 4200 4400 4700 5000 5300 5600 5900 6200 6500 6800 7100 7400 7700 8000

TABLE FROM QRH NON-ANNU

28-8 April 2009

Developed for Train

Pressurization Landing Field Elevation (LFE) Input

Landing Field Elevation (LFE) I

Cabin pressurization information (cabin altitude and rate of change, differential cabin pressure) is shown along with the Landing Field Elevation (LFE) and oxygen system pressure. The trend of cabin pressure altitude rate change is indicated by a green arrow beside the rate readout.

Cabin pressurization information (ca tial cabin pressure) is shown along and oxygen system pressure. The change is indicated by a green arrow

The LFE is set automatically based on the destination in the active flight plan by pressing the FMS LFE Softkey, but can also be adjusted manually by the pilot. Automatically entered values appear in green; if the value is entered by the pilot, it changes to light blue until accepted. Pilot selected LFE flashes yellow for 30 seconds when a difference of >5 feet occurs. A red "X" is displayed if the LFE is out of range or the data source is invalid.

The LFE is set automatically based o by pressing the FMS LFE Softkey, b pilot. Automatically entered values a the pilot, it changes to light blue until low for 30 seconds when a difference if the LFE is out of range or the data

If the landing field elevation is high enough (over 9600’), the indication "HI FIELD" is shown at the top of the Pressurization Display and the cabin altitude caution and warning thresholds are increased 14500 ft to avoid generation of nuisance alert indications.

If the landing field elevation is high FIELD" is shown at the top of the P tude caution and warning thresholds tion of nuisance alert indications.

If the decision is made to return the takeoff location, the system will descend the cabin to the memorized takeoff field elevation if:

If the decision is made to return the the cabin to the memorized takeoff fi





The aircraft decends 1000’ from the maximum altitude achieved during flight The aircraft never climbs higher that 6000’ from takeoff field elevation


28-9 April 2009





The aircraft decends 1000’ from th flight The aircraft never climbs higher th


T R A I N I N G 

S E R V I C E S

T R A I N I N G

The aircratt flight time is less than 10 minutes to this point.



S E R V I C E S

The aircratt flight time is less than 10 m

Note: During MFD reversionary mode, it is not possible to change the

Note: During MFD reversionary mode

planned LFE. If a change is required, the pressurization manual (MAN) function must be used.

planned LFE. If a change is re (MAN) function must be used.

LFE Softkey Functions:  FMS LFE:Sets current flight plan destination elevation as displayed LFE  +500 FT:Increases currently displayed LFE value by 500 ft  -500 FT:Decreases currently displayed LFE value by 500 ft  +50 FT: Increases currently displayed LFE value by 50 ft  -50 FT: Decreases currently displayed LFE value by 50 ft  ACCEPT: Confirms the LFE setting and returns to the previous softkey level  BACK: Returns display to previous softkey level

LFE Softkey Functions:  FMS LFE:Sets current flight plan desti  +500 FT:Increases currently displayed  -500 FT:Decreases currently displayed  +50 FT: Increases currently displayed  -50 FT: Decreases currently displayed  ACCEPT: Confirms the LFE setting an level  BACK: Returns display to previous sof

Pressure Indication On MFD

Pressure Indication On MFD

CABIN ALT RATE

DELTA-P LFE

HI FIELD

7500 0 5.0 100

FT

1 2

FPM PSI FT

3 4

1 – Cabin Altitude Indication Displays cabin altitudes in feet, regardless of the operating mode.    

GREEN: normal operating range. YELLOW: cautionary operating range. RED: warning operating range. RED X: invalid, out of range or failed.

   

2 – Cabin Rate Of Change Indication Displays the cabin rate of change in feet per minute, regardless of the operating mode. 

Digital Pressure: 

Digital Pressure: 


GREEN: normal operating range. YELLOW: cautionary operating range. RED: warning operating range. RED X: invalid, out of range or failed.

2 – Cabin Rate Of Change Indication Displays the cabin rate of change in feet p ing mode. 


28-10 April 2009

1 – Cabin Altitude Indication Displays cabin altitudes in feet, regardles


28-10 April 2009

Developed for Train

Pressurization





YELLOW: invalid information or value out of displayable range.



YELLOW: invalid information or



RED: warning operating range (low flow or cabin leak)



RED: warning operating range (



RED X: invalid, out of range or failed.



RED X: invalid, out of range or f

Digital Arrow :



GREEN UP or DOWN: Positive or negative cabin rate of change.



GREEN UP or DOWN: Positive



RED UP: warning operating range (low flow or cabin leak)



RED UP: warning operating ran



INHIBITED: invalid or lost information.



INHIBITED: invalid or lost inform

3 – Differential Pressure Indication Displays the differential pressure between the cabin interior and the outside, in pound per square inches, regardless of the operating mode.    

Digital Arrow :



GREEN: normal operating range. YELLOW: caution operating range. RED: warning operating range. RED X: invalid, out of range or failed.

3 – Differential Pressure Indication Displays the differential pressure be in pound per square inches, regardle    

GREEN: normal operating range. YELLOW: caution operating range RED: warning operating range. RED X: invalid, out of range or fai

4 – Landing Field Elevation Indication Displays the destination field elevation in feet, regardless of the operating mode.

4 – Landing Field Elevation Indica Displays the destination field elevat mode.

GREEN: inputs from FMS.  CYAN: manual inputs from MFD overriding the FMS inputs.  RED X: invalid, out of range or failed.Synoptic Page Setting the displayed landing field elevation:



1.

Select the SYSTEM Softkey.

1.

Select the SYSTEM Softkey.

2.

Select the LFE Softkey.

2.

Select the LFE Softkey.

3.

Select the FMS LFE Softkey to set the LFE to the value for the destination airport in the current flight plan.

3.

Select the FMS LFE Softkey to s airport in the current flight plan.

GREEN: inputs from FMS. CYAN: manual inputs from MFD o  RED X: invalid, out of range or fai Setting the displayed landing field ele





Or:

Or:

Use the ±500 and ±50 FT softkeys to set the desired elevation.

Use the ±500 and ±50 FT softkeys to

4.

4.

To confirm the new LFE value, select the ACCEPT Softkey.


28-11 April 2009

To confirm the new LFE value, sel


T R A I N I N G

S E R V I C E S

T R A I N I N G

Synoptic

S E R V I C E S

Synoptic 2

2

TEMPERATURE CKPT o

22 C o 72 F o

35 C o 95 F

TEMPERATURE

CABIN

CKPT

o

SET

22 C o 72 F

ACTUAL

35 C o 95 F

3

CKPT

CA

o

22 C o 72 F

EVAP

o

o

35 C o 95 F

SET

2 7

ACTUAL

3 9

CABIN

FCV

FCV

OFV OPEN INTERMEDIATE

RAM AIR

1

CLOSED

25 PSI

FCV

4 5

1

25 PSI

25 PSI

PRSOV

HX

HX

RAM AIR

6

7

PRSOV

PRSOV

HX

HX

8

GCF

VCS

GCF

1 – Air Shutoff Valves Status Air shutoff valves are shown as a circle and an internal line representing the valve position.  







CLOSED: a white circle and a white line perpendicular to the flow line. OPEN PRESSURIZED: a green circle and a green line aligned with the flow line. OPEN UNPRESSURIZED: a white circle and a white line aligned with the flow line and no air bleed available. FAILED OPEN: a green circle and a green line aligned with the flow line covered by an yellow cross FAILED CLOSED: a white circle and a white line perpendicular to the flow line covered by an yellow cross.

VCS

1 – Air Shutoff Valves Status Air shutoff valves are shown as a circle a valve position.  







CLOSED: a white circle and a white lin OPEN PRESSURIZED: a green circle flow line. OPEN UNPRESSURIZED: a white circ flow line and no air bleed available. FAILED OPEN: a green circle and a gr covered by an yellow cross FAILED CLOSED: a white circle and a line covered by an yellow cross.

2 – Cockpit / Cabin Temperature Indication Digital Temperature.

2 – Cockpit / Cabin Temperature Indica Digital Temperature.

The digital information displays settable and actual temperature for the cockpit and cabin.

The digital information displays settable a pit and cabin.



GREEN: used for all actual temperature indication.

28-12 April 2009




GREEN: used for all actual temperatur

28-12 April 2009

Developed for Train

Pressurization  

CYAN: used for all set temperature indication. RED X: invalid, out of range or failed.

 

3 – Evaporator / Recirculation Fan Status The evaporator/recirculation fan is shown as a circle and an internal windmill, representing the fan status.   

ON: a green circle and a green windmill. OFF: a white circle and a white windmill. FAILED: yellow cross covering the circle and windmill.

 

3 – Evaporator / Recirculation Fan The evaporator/recirculation fan is sh representing the fan status.   


CYAN: used for all set temperatur RED X: invalid, out of range or fai

ON: a green circle and a green wi OFF: a white circle and a white wi FAILED: yellow cross covering the

4 – ECS Flow Line The flow line is shown as a colorful li

GREEN: the associated flow line is pressurized. WHITE: the associated flow line is not pressurized.

 

GREEN: the associated flow line i WHITE: the associated flow line is

5 – RAM Air Valve Status Ram air shutoff valve is shown as a triangle linked with a flow line inside the green circle.

5 – RAM Air Valve Status Ram air shutoff valve is shown as a green circle.



GREEN: normal valve operation in-flight. Open (connected to cabin/cockpit) or closed (connected to the heat exchanger).  WHITE: Valve commanded open on ground (non-normal operation).  FAILED: yellow cross covering the triangle with the ram air valve open or closed. 6 – Outflow Valve (OFV) Position Indication



A green pointer and legends indicate the actual OFV position during on ground operations only.

A green pointer and legends indic ground operations only.

  

OPEN: the OFV is fully open at 90°. CLOSED: the OFV is fully closed at 0°. INTERMEDIATE: the OFV is at any position between 90° and 0°.

7 – Bleed Line Pressure Indication Digital Pressure.   


  

OPEN: the OFV is fully open at 90 CLOSED: the OFV is fully closed INTERMEDIATE: the OFV is at an


GREEN: normal operating range. WHITE: label (PSI). YELLOW DASHED: invalid information or value out of displayable range.

Phenom 100

GREEN: normal valve operation in pit) or closed (connected to the he  WHITE: Valve commanded open o  FAILED: yellow cross covering the closed. 6 – Outflow Valve (OFV) Position Ind

28-13 April 2009

  

GREEN: normal operating range. WHITE: label (PSI). YELLOW DASHED: invalid inform


SDS 34-15

AIR DATA COMPUTERS

FMS

ACFT ALTITUDE BARO CORR

SDS 31-41

CAB ALT P

CAB RATE LFE

CAB

DN

UP

OFF VENT

1

SDS 31-41

BOTH

DUMP

TAKEOFF POWER

DOORS

ELECTRONIC CONTROL AND MONITORING UNIT (ECMU)

ELECTRONIC CONTROL AND MONITORING UNIT (ECMU)

WOW

AUTO / MAN

LANDING GEAR SYSTEM

DOORS

TAKEOFF POWER

ACFT ALTITUDE, BARO CORRECTION, LFE, RATE LIMIT OR CABIN ALTITUDE (Pc) TARGET

2

RATE LIMIT OR CABIN ALTITUDE (Pc) TARGET

BLEED

PRESSURIZATION

MODE

CABIN ALT

MAN

AUTO

MFD

CAS MESSAGES

ACFT ALTITUDE BARO CORR

DATA CONCENTRATOR UNIT

LANDING FIELD ELEVATION (LFE)

SDS 34-61

SDS 34-15

AIR DATA COMPUTERS

CAB ALT P

CAB RATE LFE

CAB CAS MESSAGES MFD

OFV MAN & ALT LIMIT CONTROL; OR OFV AUTO & PRESSURE RELIEF CONTROL

PRESSURE RELIEF VALVE (PRV)

OFV MAN & ALT LIMIT CONTROL; OR OFV AUTO & PRESSURE RELIEF CONTROL

OUTFLOW VALVE (OFV)

NEGATIVE PRESSURE RELIEF VALVE (NPRV)

STATIC PRESSURE PORT

OUTFLOW VALVE (OFV)

NEGATIVE PRESSURE RELIEF VALVE (NPRV)

Phenom 100


Cabin Pressure Control Sy Cabin Pressure Control System


CABIN PRESSURE

ATMOSPHERE PRESSURE

Pressurization Electronic Control and Monitoring Unit

Electronic Control and Monitor

The ECMU has two independent channels, one to control the cabin pressure automatically and the other to monitor the cabin pressure and also provide manual cabin pressure control through the control panel.The manual channel has also a pressure altitude limit function to guarantee that both automatic and manual speed commands do not drive the cabin pressure to unsafe conditions. Each channel has one analog pressure sensor that respectively controls and monitors/limits the cabin altitude.

The ECMU has two independent cha automatically and the other to moni manual cabin pressure control throug has also a pressure altitude limit fu and manual speed commands do no ditions. Each channel has one analo trols and monitors/limits the cabin alt

Outflow Valve

Outflow Valve

The outflow valve consists of a valve body assembly and a rotary electromechanical actuator. The outflow valve is mounted on the main cabin pressure bulkhead to allow cabin air to exit the pressurized cabin environment as controlled by the controller or flight crew manual control

The outflow valve consists of a valve chanical actuator. The outflow valve bulkhead to allow cabin air to exit the trolled by the controller or flight crew



The PRV (Pressure Relief Valve) is designed to prevent overpressurization of the fuselage due to either an increase in cabin pressure or a decrease in ambient pressure. During normal operation, the PRV does not operate but monitors the positive pressure differential across the fuselage with its positive differential pressure metering section.The PRV is mounted on the main cabin pressure bulkhead of the pressurized fuselage

The PRV (Pressure Relief Valve) is d the fuselage due to either an increa ambient pressure. During normal op monitors the positive pressure differe differential pressure metering section pressure bulkhead of the pressurized

Static Pressure Port

Static Pressure Port

The static pressure port senses the ambient static pressure through the sensing orifices and transmits it to the PRV through tubes connected to the port, in order to allow the overpressure relief device work.

The static pressure port senses the a ing orifices and transmits it to the PR order to allow the overpressure relief



The NPRV (Negative Pressure Relief Valve) is a dual flapper check valve. It is located on the aircraft fuselage to allow ambient air to go from the atmosphere into the fuselage.

The NPRV (Negative Pressure Relie is located on the aircraft fuselage to sphere into the fuselage.

Phenom 100

Phenom 100


28-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Limitations

Limitations

Pressurization

Pressurization

Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi

Maximum Differential Pressure. . . . . . . .

Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi

Maximum Differential Overpressure . . . .

Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi

Maximum Differential Negative Pressure

Maximum Differential Pressure For Takeoff And Landing . . . . . . . . . . . 0.2 psi

Maximum Differential Pressure For Takeo

CAS Messages

CAS Messages

TYPE

MESSAGE

MEANING

TYPE

MESSAGE

Warning

CAB ALTITUDE HI

Cabin altitude is equal to or higher than 10000 ft.

Warning

CAB ALTITUDE HI

BLEED 1 (2) FAIL

A bleed failure has been detected. Bleed is no longer available.

BLEED 1 (2) FAIL

BLEED 1 (2) LEAK

A leakage has been detected at the associated bleed line

BLEED 1 (2) LEAK

CAB DELT-P FAIL

Cabin differential pressure is higher than 8.5 psid or lower than -0.3 psid

DUCT 1 (2) OVERTEMP

An overheat condition has been detected at the associated bleed line.

DUCT 1 (2) OVERTEMP

EBAY OVHT

The electronic bay temperature is above 70°C.

EBAY OVHT

PRESN AUTO FAIL

Loss of automatic mode.

PRESN AUTO FAIL

Caution

Advisory

28-16 April 2009

BLEED 1 (2) OFF

Associated bleed is turned off.

RAM AIR FAIL

Forward emergency ram valve has failed closed.


Caution

CAB DELT-P FAIL

BLEED 1 (2) OFF Advisory

28-16 April 2009

RAM AIR FAIL

Developed for Train

Servicing

Servicing

Servicing

General

General

Instructions are provided for training and familiarization only related to ground handling and servicing of the airplane. Only the handling and servicing actions which can be accomplished by the flight crew are included in this section. For current instructions pertaining the subjects covered in this chapter the Aircraft Maintenance Manual shall be consulted.

Instructions are provided for training handling and servicing of the airp actions which can be accomplished b tion. For current instructions pertain the Aircraft Maintenance Manual sha

External Connections

External Connections

Electrical Power Supply Connection

Electrical Power Supply Conne

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Ground Power Unit . . . . . . . . . . . . .

Turn on the GPU.

Turn on the GPU.

Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Adjust GPU output voltage to 28 V.

Voltage Output . . . . . . . . . . . . . . . . . Adjust GPU output voltage to 28

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Turn off the GPU.

Ground Power Unit . . . . . . . . . . . . . Turn off the GPU.

Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Open the aircraft power supply receptacle door.

Power Supply Receptacle Door . . . .

Open the aircraft power supply re

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT Connect the GPU cable to the aircraft power supply receptacle.


Connect the GPU cable to the air

Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Connect Battery 1 and / or Battery 2 to the electrical system by setting the BATT 1 and / or BATT 2 switches to ON position.

Batteries. . . . . . . . . . . . . . . . . . . . . .

Connect Battery 1 and / or Batter BATT 1 and / or BATT 2 switches

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON


Turn on the GPU. The AVAIL indication on the GPU button (cockpit) turns on if GPU voltage is between 25V and 29V. The advisory message GPU CONNECTED is also displayed.

Turn on the GPU. The AVAIL indi on if GPU voltage is between 25 CONNECTED is also displayed.

Ground Power Unit Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN

Ground Power Unit Button . . . . . . . .

Press the GPU Button. The AVAIL indication turns off and IN USE indication turns on.

Press the GPU Button. The AVAI tion turns on.

Electrical Power Supply Disconnection

Electrical Power Supply Discon

Ground Power Unit Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT

Ground Power Unit Button . . . . . . . .

Press the GPU Button. The IN USE indication turns off and the AVAIL indication turns on.

Press the GPU Button. The IN indication turns on.

Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Batteries. . . . . . . . . . . . . . . . . . . . . .

Phenom 100

Phenom 100


29-1 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

Turn off the batteries by setting the BATT 1 and /or BATT 2 switches to OFF position. Turn off the GPU. The AVAIL indication turns off.

S E R V I C E S

Turn off the batteries by setting the B OFF position. Turn off the GPU. The A

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Ground Power Unit . . . . . . . . . . . . . . . . .

Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT

Ground Power Unit . . . . . . . . . . . . . . . . .

Disconnect the GPU cable from the aircraft power supply receptacle. Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Close the aircraft power supply receptacle door.

Disconnect the GPU cable from the a Power Supply Receptacle Door . . . . . . .

Close the aircraft power supply recep

Towing

Towing

Ground towing can be accomplished by using a tow bar coupled to the nose landing gear. The towbar incorporates breakable sections (fuse) with the purpose of causing the tow bar to break in case of any towing abnormality, to protect the airplane structure or the nose landing gear from damage. During towing operations, a person properly trained must stay in the cockpit to set the emergency/parking brake, if necessary.

Ground towing can be accomplished by u landing gear. The towbar incorporates br purpose of causing the tow bar to break to protect the airplane structure or the no During towing operations, a person prope to set the emergency/parking brake, if ne

CAUTION: TOWBARLESS OPERATIONS ARE NOT ALLOWED.

CAUTION: TOWBARLESS OPERATION




Developed for Tra

Servicing Towbar Towing

Towbar Towing

Towing with towbar operation is accomplished following the steps below.

Towing with towbar operation is acco

Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED

Doors . . . . . . . . . . . . . . . . . . . . . . . .

Close passenger door, cargo doors and engine cowls.

Close passenger door, cargo doo

Seatbelts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FASTEN

Seatbelts . . . . . . . . . . . . . . . . . . . . .

All the persons in the aircraft must be in a seat and seatbelts must be fastened.

All the persons in the aircraft m fastened.

Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET

Emergency/Parking Brake . . . . . . . .

Pull the emergency/parking brake handle and check if emergency/parking brake light is ON. Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Make sure that the main landing gears and nose landing gear shock struts have sufficient extension. Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Check if emergency/parking brake accumulator is pressurized. Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Mechanically disconnect the nose landing gear upper and lower torque links.

Phenom 100


Pull the emergency/parking brake brake light is ON. Landing Gear Shock Struts . . . . . . .

Make sure that the main landin struts have sufficient extension. Emergency/Parking Brake . . . . . . . .

Check if emergency/parking brak Nose Landing Gear Torque Links . .

Mechanically disconnect the nos links.


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Ground Equipment . . . . . . . . . . . . . . . . .

Make sure that all ground equipment is removed from areas adjacent to the airplane and all external services are disconnected from the airplane.

Make sure that all ground equipment the airplane and all external services

Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Towbar . . . . . . . . . . . . . . . . . . . . . . . . . .

Pull the locking pin and set the towing lever to the released position. Install the towbar on the towing attachment on the NLG. Pull the locking pin and set the towing lever to the towing position. Install the other end of the towbar to the tow tractor. Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Remove the wheel chocks from all tires.

Pull the locking pin and set the tow Install the towbar on the towing attac pin and set the towing lever to the tow the towbar to the tow tractor. Wheel Chocks . . . . . . . . . . . . . . . . . . . . .

Remove the wheel chocks from all tire

Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Release the emergency/parking brake handle in the cockpit. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCOMPLISH Tow the airplane slowly straight ahead before turn. Complete the airplane towing in a straight line for a minimum of 3 meters (10 ft.) or until the nose wheel steering system is in the range of ±170 degrees. Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Check if emergency/parking brake light is ON.


Release the emergency/parking brake Towing . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tow the airplane slowly straight ahead towing in a straight line for a minimum wheel steering system is in the range Emergency/Parking Brake . . . . . . . . . . .

Check if emergency/parking brake lig

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Install the wheel chocks around all tires.

Wheel Chocks . . . . . . . . . . . . . . . . . . . . .

Install the wheel chocks around all tir

Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Remove the towbar from the tractor. Pull the locking pin and set the towbar lever to the released position. Remove the tow bar from the nose landing gear.

Towbar . . . . . . . . . . . . . . . . . . . . . . . . . .

Remove the towbar from the tractor. bar lever to the released position. R landing gear.

Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT

Nose Landing Gear Torque Links . . . . . .

Mechanically connect the nose landing gear upper and lower torque links.

Mechanically connect the nose landin

Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE

Landing Gear Safety Pins . . . . . . . . . . . .

Make sure that the landing gear downlock safety pins are removed from the main and nose landing gears

Make sure that the landing gear dow the main and nose landing gears

29-4 April 2009


29-4 April 2009

Developed for Train

Servicing Parking Brake Handle

Parking Brake Handle

Phenom 100

Phenom 100


Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Parking

Parking

Parking Instructions cover normal parking, i.e. up to 7 days, between flights and overnight stop. In case of prolonged parking i.e 8 to 28 days, or parking in an extremely adverse weather condition, assistance of a maintenance technician is required. For further details on this please refer to POH 5-15. When parking, a minimum distance should be kept from other airplanes in order to permit airplane movement. If the parking area has ice or snow, a mat, a thick layer of sand or other applicable material should be placed under the tires in order to prevent them from freezing. Emergency/parking brake should be set to the PARKING position and flaps retracted if they are extended. When the airplane is in the desired position, chocks may be placed against the landing gear wheels and covers for sensors may be installed.

Parking Instructions cover normal parkin and overnight stop. In case of prolonged in an extremely adverse weather condi technician is required. For further detail When parking, a minimum distance sho order to permit airplane movement. If the parking area has ice or snow, a mat cable material should be placed under th freezing. Emergency/parking brake should be set retracted if they are extended. When the airplane is in the desired posi the landing gear wheels and covers for se

Note: In order to avoid tire deformation, turn the wheels one-third revolution at each 28 days. This is also necessary when the aircraft is parked with the tires in an unsatisfactory condition to keep to a minimum the risk of wheel bearing fretting.

Note: In order to avoid tire deformation

tion at each 28 days. This is a parked with the tires in an unsati imum the risk of wheel bearing f

Parking Procedure

Parking Procedure

Landing Gear Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Check if landing gear lever is set to DOWN position. Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . ..............AS REQUIRED The landing gear safety pins installation is up to the pilot's discretion. Pilot must consider, however, that the pins must be installed for the accomplishment of any maintenance procedure. Airplane to Parking Position . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI/TOWING Taxi or tow the airplane to the position specified for parking. If there is ice or snow in the parking area, put a mat and a thick layer of sand or other applicable material to prevent freezing of tires on ground. Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH, IF NECESSARY Emergency/Parking brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Pull the emergency/parking brake handle and check if emergency/parking brake light is ON. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT Retract the flaps if they are extended.

Landing Gear Lever. . . . . . . . . . . . . . . . . Check if landing gear lever is set to D Landing Gear Safety Pins . . . . . . . . . . . . The landing gear safety pins install Pilot must consider, however, that t accomplishment of any maintenance Airplane to Parking Position . . . . . . . . . . Taxi or tow the airplane to the position or snow in the parking area, put a ma applicable material to prevent freezing Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency/Parking brake. . . . . . . . . . . . Pull the emergency/parking brake han brake light is ON. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retract the flaps if they are extended.




Developed for Tra

Servicing Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Install the wheel chocks around all tires. Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Install covers to pitot tubes and engines.

Gust Lock Pin . . . . . . . . . . . . . . . . . Wheel Chocks . . . . . . . . . . . . . . . . . Install the wheel chocks around a Covers . . . . . . . . . . . . . . . . . . . . . . . Install covers to pitot tubes and e

Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Rudder Gust Lock . . . . . . . . . . . . . .

Mooring

Mooring

Mooring is necessary when the weather conditions are bad or unknown. The area where the airplane is to be parked in and moored must be paved and level, with ground tie down anchors available.

Mooring is necessary when the weat area where the airplane is to be par level, with ground tie down anchors a

Mooring Procedure

Mooring Procedure

Parking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH

Parking Procedures . . . . . . . . . . . . .

Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEED

Mooring . . . . . . . . . . . . . . . . . . . . . .

Moor the airplane in the parking area with nylon ropes. Attach the rope to the mooring attachment point and attach the anchor with a bowline knot.

Main Gear Mooring Point


Moor the airplane in the parking a the mooring attachment point and

Main Gear Mooring Point

29-7 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Nose Gear Mooring Point

Nose Gear Mooring Point

Engine Oil Servicing


The oil tank has a maximum capacity of 4.1 quarts (3.79 l) (to max. oil level indication) considering the worst allowable ground slope of 2°. The minimum tank oil level indication is 3.38 quarts (3.2 l) considering the worst allowable ground slope of 2°. Tank quantities do not include undrainable oil or residual oil in the accessory gearbox or oil filter.

The oil tank has a maximum capacity of indication) considering the worst allowab tank oil level indication is 3.38 quarts (3. ground slope of 2°. Tank quantities do no oil in the accessory gearbox or oil filter.

High oil consumption indicates that something is not functioning properly or possibly a leak has occurred which should be addressed by maintenance personnel when convenient. In the absence of other problems associated with the high oil consumption rate there is no mandatory action. Engine oil consumption rates can increase as engine hours/cycles increase.

High oil consumption indicates that som possibly a leak has occurred which sho personnel when convenient. In the abs with the high oil consumption rate there consumption rates can increase as engin

Approved Engine Oil Types

Approved Engine Oil Types

Type II (5 cSt) Oils per MIL-PRF-23699F Standard and High Thermal Stability “HTS” Oils (known as third generation oil) are approved to be used in the engines

Type II (5 cSt) Oils per MIL-PRF-23699F “HTS” Oils (known as third generation o engines

   

BP Turbo Oil 2380 BP Turbo Oil 2197 AeroShell 500/Royco Turbine oil 500 AeroShell 560/Royco Turbine oil 560

29-8 April 2009

   

Mobil Jet Oil II Mobil Jet Oil 254 Castrol 5000 Turbo Nycoil TN 600


   

BP Turbo Oil 2380 BP Turbo Oil 2197 AeroShell 500/Royco Turbine oil 500 AeroShell 560/Royco Turbine oil 560

29-8 April 2009

Developed for Train

Servicing Engine Oil Level Check

Engine Oil Level Check

Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Open the engine oil inspection door. Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Observe the sight glass level indicator. The indication must be between MIN and MAX marks. If indication is between MIN and MAX marks, no further action is required. If the indication is visible and is below the MIN mark, fill between MIN and MAX marks. If the indication is not visible or above MAX mark, contact maintenance personnel. Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Close the engine oil inspection door.

Oil Inspection Door . . . . . . . . . . . . . Open the engine oil inspection do Oil Level . . . . . . . . . . . . . . . . . . . . . . Observe the sight glass level ind MIN and MAX marks. If indicatio further action is required. If the in mark, fill between MIN and MAX above MAX mark, contact mainte Oil Inspection Door. . . . . . . . . . . . . . Close the engine oil inspection do

FILLER FIL CAP OIL LEVEL INDICATOR

FILLER NECK

FILLER NECK

OIL FILLER NECK AND SIGHT GLASS LEVEL INDICATOR

OIL FILLER NECK AND SIGHT GLASS



Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Oil Inspection Door. . . . . . . . . . . . . .

Open the engine oil inspection door. Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Open the engine oil filler cap. Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL Carefully pour oil through the filler neck observing that the MAX mark on the sight glass is not exceeded. Oil Filler Cap O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Open the engine oil filler cap. Check the filler cap o-ring for dents, cracks or breakage. If the o-ring is damaged, contact maintenance personnel for replacement. Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Put the filler cap back in place and make sure that it is properly installed and locked. Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Close the engine oil inspection door.

Open the engine oil inspection do Oil Filler Cap . . . . . . . . . . . . . . . . . . Open the engine oil filler cap. Engine Oil . . . . . . . . . . . . . . . . . . . . Carefully pour oil through the fille the sight glass is not exceeded. Oil Filler Cap O-Ring . . . . . . . . . . . . Open the engine oil filler cap. Ch or breakage. If the o-ring is dama replacement. Oil Filler Cap . . . . . . . . . . . . . . . . . . Put the filler cap back in place a and locked. Oil Inspection Door . . . . . . . . . . . . . Close the engine oil inspection do

Phenom 100

Phenom 100


29-9 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Hydraulic System Servicing

Hydraulic System Servicin



Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Hydraulic Pump. . . . . . . . . . . . . . . . . . . .

To check the hydraulic system level, the hydraulic system must be deenergized.

To check the hydraulic system level, energized.


Landing Gear Lever . . . . . . . . . . . . . . . .

Make sure that the landing gear lever is in the down position. Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Open the hydraulic system level indicator access door and the hydraulic accumulator dump valve access door. Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP Dump the hydraulic accumulator by pressing the dump valve on the hydraulic power pack. Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP Dump the emergency / parking brake accumulator by cycling the emergency / parking brake handle until the brake light on the main panel goes off. Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Make sure that the landing gear lever Access Doors . . . . . . . . . . . . . . . . . . . . .

Open the hydraulic system level indic accumulator dump valve access door Hydraulic Accumulator . . . . . . . . . . . . . .

Dump the hydraulic accumulator by hydraulic power pack. Emergency/Parking Brake Accumulator .

Dump the emergency / parking brake gency / parking brake handle until the off. Fluid Level. . . . . . . . . . . . . . . . . . . . . . . .

On the fluid level indicator, make sure that the fluid indication is in normal range (between 35 and 49.5 in3).

On the fluid level indicator, make sure range (between 35 and 49.5 in3).

The shaded region corresponds to the dispatchability range. If the level indication is below the refill mark, contact maintenance personnel for hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per MIL-PRF-87257 must be used.

The shaded region corresponds to th indication is below the refill mark, c hydraulic fluid servicing. A synthetic h MIL-PRF-87257 must be used.

DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Make sure that the two differential pressure indicators are not extended.

29-10 April 2009


DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Make sure that the two differential pre

29-10 April 2009

Developed for Train

Servicing Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK

Hydraulic System Accumulator Pre-C

Check the indication of the accumulator nitrogen pre-charge gauge and compare with replenish placard graphic. If necessary, contact maintenance personnel for nitrogen servicing

Check the indication of the accu compare with replenish placard nance personnel for nitrogen serv

Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Access Doors. . . . . . . . . . . . . . . . . .

Close the hydraulic system level indicator access door and the hydraulic accumulator dump valve access door.

Close the hydraulic system level accumulator dump valve access

Emergency /Parking Brake Accumulator Pre-Charge . . . . . . . . . . . . . CHECK

Emergency /Parking Brake Accumula

Check the nitrogen pre-charge of the Emergency / Parking Brake Accumulator in the status synoptic page of the MFD. The proper pre-charge pressure can be found in the Aircraft Maintenance Manual or the temperature / pressure placard on the Emergency / Parking Break Accumulator access door. If necessary, contact maintenance personnel for nitrogen servicing.

Check the nitrogen pre-charge o mulator in the status synoptic pa pressure can be found in the Airc ature / pressure placard on the E access door. If necessary, conta servicing.

ACCESS TO SERVICING PANEL

ACCESS TO HYDRAULIC POWERPACK


ACCESS TO HYDRAULIC POWERPACK

29-11 April 2009


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Power Pack Access

Power Pack Access

Servicing Access / Nitrogen Servicing Pressure Placard

Servicing Access / Nitrogen Servic

29-12 April 2009

29-12 April 2009


Developed for Train

Servicing Reservoir Level Indication

Reservoir Level Indication

Fuel System Servicing

Fuel System Servicing

Refueling is accomplished through the gravity filler cap in the top surface of each wing which is located to prevent the refueling operator from exceeding the fuel capacity. If desired, both wings can be filled from one side up to 60% of total tank capacity by opening the gravity transfer shutoff valve.

Refueling is accomplished through t each wing which is located to preve the fuel capacity. If desired, both win of total tank capacity by opening the

The filler caps are key locked as security against unauthorized access. The tank bottom skin is protected against damage caused by the refueling nozzle by a mesh added to the fuel adapter.

The filler caps are key locked as se tank bottom skin is protected against by a mesh added to the fuel adapter.

Prior to refueling, the fueling nozzle must be grounded through the grounding points under each wing surface or ground plate on the MLG.

Prior to refueling, the fueling nozzle m points under each wing surface or gr

The operation consists in opening the filler cap and inserting the fueling nozzle into the filler port. Fuel quantity may be checked through the EICAS indication.

The operation consists in opening nozzle into the filler port. Fuel quan indication.

Approved fuels:

Approved fuels:

ASTM-D1655 CNP08-QAV-1 MIL-T-83133

ASTM Specification for JET A, JET A1 Brazilian Specification for Aviation Turbine Fuels Turbine Fuel, Aviation, Grade JP-8


29-13 April 2009

ASTM-D1655

ASTM

CNP08-QAV-1

Brazilian S

MIL-T-83133

Turbine Fu


T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Gravity Fueling

Gravity Fueling

Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET


Pull the emergency/parking brake handle and check if emergency/parking brake light is ON.

Pull the emergency/parking brake han brake light is ON.

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE

Wheel Chocks . . . . . . . . . . . . . . . . . . . . .

Aircraft and Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND

Aircraft and Fuel Nozzle . . . . . . . . . . . . .

Prior to inserting the nozzle into the adapter ground the fuel nozzle to the aircraft using the grounding point located in the lower skin.

Prior to inserting the nozzle into the a aircraft using the grounding point loca

Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Gravity Fill Cap . . . . . . . . . . . . . . . . . . . .

Open the gravity fill cap and introduce the fueling nozzle into the gravity refueling adapter. Start the fueling operation and monitor the fuel quantity in the tank.

Open the gravity fill cap and introduc refueling adapter. Start the fueling ope in the tank.

Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Gravity Fill Cap . . . . . . . . . . . . . . . . . . . .

Remove the fueling nozzle from the gravity refueling adapter and close the gravity fill cap

Remove the fueling nozzle from the the gravity fill cap

Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE

Grounding Cables . . . . . . . . . . . . . . . . . .

Remove the cables used to ground the fuel nozzle to the aircraft.

Remove the cables used to ground th

GRAVITY REFUELING ADAPTER GRAVITY FILLER CAP KEY LOCK

TO

CH

A

GRAVITY FILLER CAP KEY LOCK

GRAVITY FILL CAP

Fuel System Icing Inhibitor

Fuel System Icing Inhibitor

Use Fuel System Icing Inhibitors (FSII) which complies with MIL-I-27686.

Biocide Fuel Additives

Biocide Fuel Additives

Use Type II Anti-biological Additive which complies with MIL-C-27725 and Anti-fungi Additive which complies MIL-S-53021A.

Corrosion Fuel Additives

Corrosion Inhibitor which complies wi

Note: Follow the fluid manufacturer’s specifications to find the additive proportions for each fuel.

Note: Follow the fluid manufacturer’s proportions for each fuel.


Use Type II Anti-biological Additive wh Anti-fungi Additive which complies MI

Corrosion Fuel Additives

Corrosion Inhibitor which complies with MIL-I-25017.

29-14 April 2009

Use Fuel System Icing Inhibitors (FSI

29-14 April 2009

Developed for Train

Servicing

Landing Gear Servicing

Landing Gear Servicing

Tire Pressure Check

Tire Pressure Check

Wheel’s Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE

Wheel’s Valve Cap. . . . . . . . . . . . . .

Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT

Pressure Gauge. . . . . . . . . . . . . . . .

Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Pressure . . . . . . . . . . . . . . . . . . . . .

With airplane on ground, tire pressure must be between 166 psi (1145 kPa) and 176 psi (1213 kPa) for the MLG and between 112 psi (772 kPa) and 122 psi (841 kPa) for the NLG.

With airplane on ground, tire pr kPa) and 176 psi (1213 kPa) for and 122 psi (841 kPa) for the NL

If tire pressure is at (or close to) the bottom limit of the range, it is recommended to inflate the tire to 166 psi (1145 kPa) for the MLG or to inflate the tire to 122 psi (841 kPa) for the NLG.

If tire pressure is at (or close to) mended to inflate the tire to 166 the tire to 122 psi (841 kPa) for th

Note: Tire pressure must be kept within specified limits for safety operation. Nitrogen shall be used to inflate tires.

Note: Tire pressure must be kept

tion. Nitrogen shall be used

Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT

Pressure Gauge. . . . . . . . . . . . . . . .

Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Leakage . . . . . . . . . . . . . . . . . . . . . .

Check that there is no gas leakage from the valve.

Check that there is no gas leakag

Wheel’s Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

VALVE

CAP

Wheel’s Valve Cap. . . . . . . . . . . . . .

TIRE PRESSURE GAUGE

VALVE

mlbs/

kg/C ol

CAP

CAP

TIRE PRESSURE GAUGE

TIRE PRES GAUG 0-SV-0010i.

VALVE

Waste Servicing

Waste Servicing

If the aircraft is parked outside a heated hangar in cold weather and the expected cabin temperature will decrease below the freezing point, it is recommended that the waste holding tank be emptied.

If the aircraft is parked outside a h expected cabin temperature will dec ommended that the waste holding ta

The waste holding tank, after being drained and rinsed, should be replenished with clean water and a germicidal deodorant.

The waste holding tank, after b replenished with clean water and a g

Phenom 100

Phenom 100


29-15 April 2009

Developed for

T R A I N I N G

S E R V I C E S

T R A I N I N G

S E R V I C E S

Waste Servicing Procedure

Waste Servicing Procedure

Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE

Waste Tank Compartment Door . . . . . . .

Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Closure/Activation Manual Valve. . . . . . .

Electrical Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT

Electrical Connector . . . . . . . . . . . . . . . .

Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT

Discharge Line . . . . . . . . . . . . . . . . . . . .

Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Waste Tank Latches . . . . . . . . . . . . . . . .

Unlatch the waste tank.

Unlatch the waste tank.

Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Remove the waste tank by the tank handle.

Waste Tank . . . . . . . . . . . . . . . . . . . . . . .

Remove the waste tank by the tank ha

Waste Tank Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Waste Tank Cover. . . . . . . . . . . . . . . . . .

Waste Tank Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN

Waste Tank Content . . . . . . . . . . . . . . . .

Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN/RINSE

Waste Tank . . . . . . . . . . . . . . . . . . . . . . .

Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERVICE

Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Waste Tank . . . . . . . . . . . . . . . . . . . . . . .

Install the waste tank by the tank handle.

Install the waste tank by the tank hand

Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LATCH Latch the waste tank.

Waste Tank Latches . . . . . . . . . . . . . . . . Latch the waste tank.

Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT

Discharge Line . . . . . . . . . . . . . . . . . . . .

Electrical Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT

Electrical Connector. . . . . . . . . . . . . . . . .

Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Closure/Activation Manual Valve. . . . . . .

Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL

Waste Tank Compartment Door . . . . . . .

AFT CABIN PARTITION (REF.)

PCU

BOWL MOTOR PUMP

SEAT BOWL SUPPORT

TANK

RECIRCULATING TOILET ASSEMBLY

29-16 April 2009

CONTROL UNIT

HANDLE P100-SV-0011i

CONTROL UNIT

BOWL SUPPORT


RECIRCULATING TO

29-16 April 2009

Developed for Train}}}}}}

p100 Faa Ptm

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