ERJ ACFOG 2247 REV23

EMBRAER 170/175

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

EMBRAER S.A.

THIS MANUAL IS APPLICABLE TO EMBRAER 170/175 FAMILY AIRPLANES.

ACFOG–2247 MARCH 14, 2005

REVISION 23 – JULY 22, 2011

Copyright 2011 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in whole or in part, in any form or by any means without the express written authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are property information of Embraer or third parties

and shall not be used or disclosed to any third party without permission of Embraer.

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REVISION 23 – JUL 22, 2011

Block Pages Change Description 1-18 31 and 32 LOAD 21.2 misbehaviors included.

1-20 18 Updated solution description for “Weather Radar inadvertently transmitting on ground” item.

1-20 31 Added note. 1-20 41 and 42 Added LOAD 23.1/23.2 items. 1-21 2 Deleted “AUTOPILOT aural warning” item. 1-21 9 Deleted DATALINK 2 FAIL EICAS message. 1-21 11 and 20 Added LOAD 25.1.0.1 item.

AP1-05 13 Added information to alert that APM reports indicate the values in pounds.

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ORIGINAL ............0 ...........MAR 14, 2005 REVISION ............1 ........... APR 28, 2005 REVISION ............2 ............ JUL 13, 2005 REVISION ............3 ...........NOV 17, 2005 REVISION ............4 ............ JUL 10, 2006 REVISION ............5 ............ JUL 31, 2006 REVISION ............6 ...........AUG 31, 2006 REVISION ............7 ...........NOV 20, 2006 REVISION ............8 ...........DEC 06, 2006 REVISION ............9 ...........MAR 26, 2007 REVISION ...........10 ..........MAY 14, 2007 REVISION ...........11 ........... JUL 30, 2007 REVISION ...........12 ..........NOV 26, 2007 REVISION ...........13 ..........DEC 21, 2007 REVISION ...........14 .......... APR 25, 2008 REVISION ...........15 ..........AUG 08, 2008 REVISION ...........16 ..........OCT 10, 2008 REVISION ...........17 .......... JUN 15, 2009 REVISION ...........18 ..........NOV 20, 2009 REVISION ...........19 ...........FEB 26, 2010 REVISION ...........20 .......... JUN 28, 2010 REVISION ...........21 ..........NOV 18, 2010 REVISION ...........22 ...........JAN 31, 2011 REVISION ...........23 ........... JUL 22, 2011


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PREAMBLE

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PREAMBLE The Airplane Changes Flight Operations Guide (ACFOG) provides the operator with information related to changes implemented in the airplane.

This information will help the operator to evaluate the impact of changes, establish possible modifications in procedures and operational limitations, introduce them in their own manuals and if applicable, in their own training programs.

This publication is mainly focused towards items that somehow have an impact upon the pilot-airplane interface. Changes considered transparent might not be included in this manual.

The ACFOG is an advanced guidance material only. The information contained in the AFM, WB, MMEL, AOM and SOPM supersede the information contained in the Airplane Changes Flight Operations Guide in case of conflict.

Embraer may periodically revise this manual as required to update information, to provide information not available at the time of printing the original issue or to incorporate new configurations. They are either replacements or additional pages. A vertical line in the outside margin indicates changes to the text. A vertical line adjacent to the page number indicates relocated or rearranged text or illustrations, or inclusion of new sections or page blocks.

PREAMBLE AIRPLANE CHANGES FLIGHT

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TABLE OF CONTENTS

SECTION 1 PRIMUS EPIC SYSTEM SOFTWARE

SECTION 2 SPDA SOFTWARE

SECTION 3 FADEC SOFTWARE

SECTION 4 AMS CONTROLLER SOFTWARE

APPENDIX 1 MISCELLANEOUS

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SECTION 1


TABLE OF CONTENTS

Block Page

Introduction ........................................................................ 1-00.......... 03

General Description ........................................................... 1-05.......... 01

Modular Avionics Units ................................................. 1-05.......... 01

Software System Loads................................................ 1-05.......... 01

Software LOAD 15.3.......................................................... 1-10.......... 01

Auto Flight Control System (AFCS) .............................. 1-10.......... 02

Avionics ........................................................................ 1-10.......... 08

Autobrake ..................................................................... 1-10.......... 20

Software Misbehavior ................................................... 1-10.......... 21

Software LOAD 15.4.......................................................... 1-11.......... 01

Flight Controls System.................................................. 1-11.......... 02

Software LOAD 15.5.......................................................... 1-12.......... 01

Avionics ........................................................................ 1-12.......... 02

Software LOAD 17.2.......................................................... 1-13.......... 01

Auto Flight Control System (AFCS) .............................. 1-13.......... 02

Avionics ........................................................................ 1-13.......... 03

Flight Controls............................................................... 1-13.......... 19

Air Management System (AMS) ................................... 1-13.......... 23

Fuel............................................................................... 1-13.......... 31

FMS .............................................................................. 1-13.......... 33




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Software LOAD 17.3 ..........................................................1-14 ..........01

Auto Flight Control System (AFCS) ..............................1-14 ..........02

Avionics.........................................................................1-14 ..........03

Flight Controls ...............................................................1-14 ..........04

Software Misbehavior....................................................1-14 ..........06

Software LOAD 17.5 ..........................................................1-15 ..........01

Airplane General ...........................................................1-15 ..........02


Avionics.........................................................................1-15 ..........06

AMS ..............................................................................1-15 ..........8A

FMS...............................................................................1-15 ..........09

Flight Controls ...............................................................1-15 ..........13

Fuel ...............................................................................1-15 ..........17

Engine...........................................................................1-15 ..........18

Landing Gear and Brakes .............................................1-15 ..........19


Software LOAD 19.3 ..........................................................1-16 ..........01


Avionics.........................................................................1-16 ..........07

AMS ..............................................................................1-16 ........12B

FMS...............................................................................1-16 ..........13

Flight Controls ...............................................................1-16 ..........23

Landing Gear and Brakes .............................................1-16 ..........26


Software LOAD 19.4 ..........................................................1-17 ..........01

Avionics.........................................................................1-17 ..........02

Software LOAD 21.2 ..........................................................1-18 ..........01

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Flight Control System (FCS) ........................................ 1-18.......... 06

FMS .............................................................................. 1-18.......... 12

Oxygen .........................................................................1-18.......... 27

Warning ........................................................................ 1-18.......... 28


Software LOAD 21.4.......................................................... 1-19.......... 01

Avionics ........................................................................1-19.......... 02

Auto Flight Control System (AFCS).............................. 1-19.......... 07



Software LOAD 23.1/23.2..................................................1-20.......... 01

AMS.............................................................................. 1-20.......... 02


Avionics ........................................................................1-20.......... 12

Engine...........................................................................1-20.......... 19


FMS .............................................................................. 1-20.......... 23

FUEL............................................................................. 1-20........32B

Landing Gear and Brakes ............................................ 1-20........32B


Software LOAD 25.1.0.1....................................................1-21.......... 01


Autobrake ..................................................................... 1-21.......... 05

Avionics ........................................................................1-21.......... 06

Engine...........................................................................1-21.......... 12


FMS .............................................................................. 1-21.......... 14

Landing Gear and Brakes ............................................ 1-21.......... 21



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INTRODUCTION The EMBRAER 170/175 Avionics System is a highly integrated system, which consists of cockpit controls and displays, communication systems, sensors and actuators.

Many control functions that were previously individual line replaceable units (LRUs) in older systems are integrated into the modular avionics unit (MAU) and the modular radio cabinets (MRC) of the Primus Epic System, which is software-based controlled.

In the event of a conflict between the data in the Airplane Changes Flight Operations Guide and the approved publications (AFM, WB, MMEL, or CDL) the approved information shall prevail.



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GENERAL DESCRIPTION

MODULAR AVIONICS UNITS All avionics’ system components are interfaced and controlled by the Modular Avionics Units (MAUs) through a system of data busses and discrete lines.

MAUs are cabinets that house modules assigned to different functions in an integrated architecture. Among the avionics functions are the air data application, autopilot, autothrottle, data acquisition, display control, flight director, Flight Management System (FMS), flight control modules, global position system, monitor/warning system, stall protection/warning and windshear guidance.

MAU 1 and 2 are located in the forward electronics bay, whereas MAU 3 is located in the center electronics bay.

MAU 1 is a 20-slot cabinet while MAU 2 and MAU 3 are a 16-slot cabinets.

SOFTWARE SYSTEM LOADS The “system load” is defined to be the entire collection of operational software from Honeywell. This entire software package is to be located within a single CD-ROM.



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SOFTWARE LOAD 15.3

The table below shows the previous and the current version of the Primus Epic System Software.

Primus Epic System Software

Previous Version Current Version

LOAD 13.3 LOAD 15.3

The information that follows is a list of the items implemented in this current software version, all of which offer some impact on the operation of the EMBRAER 170 airplanes.



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AUTO FLIGHT CONTROL SYSTEM (AFCS)

1 – AP disengagement indication on the FMA.

Per LOAD 13.3, a green “AP” indication flashes on the FMA for normal AP disengagement, and a red “AP” indication flashes on the FMA for abnormal AP disengagement. However, according to JAR 25.1329(i) and JAR 25.1322, a red “AP” flashing indication should indicate any autopilot disengagement, either normal or abnormal.

Load 13.3 Green “AP” indication flashes on the FMA for normal AP disengagement and a red “AP” indication flashes on the FMA for abnormal AP disengagement.

Load 15.3 Red “AP” indication flashes on the FMA for abnormal and normal AP disengagement.

Affected manuals pages: AOM 14-03-10, page 3.

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2 – AP disconnect warning for disengagement during TCS.

Per LOAD 13.3, there was no appropriate FMA indication or AP aural warning if the AP is disengaged while pressing the TCS button. Now the system will properly annunciate the disengagement as a normal disconnection.

Load 13.3 No appropriate FMA indication or AP aural warning if AP is disengaged while pressing the TCS button.

Load 15.3 An aural “AUTOPILOT” alarm is triggered and a red “AP” indication flashes on the FMA while pressing the TCS button.


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3 – OVSP protection under ASEL mode.

Per LOAD 13.3, the flight director does not provide overspeed protection during altitude select mode (ASEL). This results in conditions where ASEL may be activated while performing a descent, thus exceeding VMO/MMO, unless the flight crew overrides the AP/FD using TCS or disconnects and recovers.

Load 13.3 No overspeed protection under ASEL mode.

Load 15.3 Additional protection created to inhibit exceeding the VMO/MMO limits, while in ASEL mode.


4 – LOC/GS mode performance.

During direct approach interception farther than 20 nm, the GS held approximately 1 dot low during the entire approach and does not center until approximately 500 ft AGL. In order to improve height estimate, GS control law now uses data from DME, FMS distance and radio altimeter.

Load 13.3 1 dot low for direct approaches farther from 20 nm.

Load 15.3 Better height estimate due to GS control law improvement using DME, FMS distance and radio altimeter data.

Affected manuals pages: N/A.

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5 – AT performance improvement.

The autothrottle performance was not satisfactory in high drag configuration, lacking good response in keeping speed target in this condition.

Load 13.3 No satisfactory response in keeping speed target while in high drag configuration.

Load 15.3 AT control laws changed and the throttle control became more effective to keep the speed target.


6 – ALT selector inhibition threshold for vertical modes.

Per LOAD 13.3, after ALT mode engagement, change to another vertical mode is possible only selecting a different altitude via ALT SEL knob that is not within 200 ft of the current altitude, otherwise the ALT indication on the FMA and the altitude digital readout in the PFD flash for 5 seconds. This logic is valid for all vertical modes, except for Glide Slope (GS). Switching from ALT mode to GS mode occurs without change in ALT SEL selection.

Per LOAD 15.3, change to another vertical mode is inhibited if the altitude selected through the ALT SEL knob is within 50 ft of the current altitude.

Load 13.3 Change from ALT mode to another vertical mode is possible only selecting an altitude via ALT SEL knob, which is not within 200 ft of the current altitude.

Load 15.3 The threshold changed from 200 ft to 50 ft.




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7 – Speed control during emergency descent.

Poor speed control performance was verified during emergency descents in FLCH mode. The FLCH mode was changed, so when it is controlling a speed near VMO (or MMO), the G-limit is increased gradually from 0.12 G to 0.2 G.

Load 13.3 Poor speed control performance during emergency descent.

Load 15.3 Improved speed control performance during emergency descent maneuver.


8 – FPA reference non-synchronization.

Per LOAD 13.3, the FPA reference synchronizes with the current FPA when FPA mode is selected. This is inconsistent with VS mode, which does not synchronize to the current VS upon VS mode selection, but maintain the selected target VS. The system now looks for the preselected flight path angle upon FPA mode selection.

Load 13.3 FPA reference synchronizing to the current FPA when FPA mode is selected.

Load 15.3 The system now looks for the preselected FPA upon FPA mode selection.


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9 – APPR 2 engagement with DH set to OFF.

Per LOAD 13.3, the APPR 2 annunciation logic requires that the RA/BARO selector knob be set to RA and the minimums adjusted to 80 ft (APPR 2) or above.

LOAD 15.3 now allows a CAT II approach where the minimums are BARO based.

In order to execute a CAT II approach where the minimums are BARO based, the RA/BARO must be set to RA and the minimums must be set to “OFF”. The “OFF” indication is displayed on the minimums readout when the knob is rotated counterclockwise past “0”, and disappears after 5 seconds.

Load 13.3 APPR 2 annunciation logic requires that MINIMUMS selector knob be set to RA and the DH set at values above the APPR 2 minimum (80 ft).

Load 15.3 The system now allows APPR 2 to arm/engage with RA/BARO set to RA and the minimums set to OFF.

Affected manuals pages: AFM S5-00, pages 2 and 3 and S5-10, page 1.

E

M1

70

AO

M9

40

00

2B

.DG

NMINIMUMSRA BARO

GLARESHIELD PANEL

PUSH TEST



OPERATIONS GUIDE

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AVIONICS

1 – Lightning sensor (LSS).

LOAD 15.3 enables interface with the optional Lightning Sensor – LSS.

Load 13.3 Interface disabled.

Load 15.3 Interface enabled.

Affected manuals pages: AOM 14-09-05, pages 37 and 38, AOM 14-09-20, pages 20 and 21.

2 – CCD sensitivity.

Adjusted CCD gain on MFD to allow smooth operation.

Load 13.3 Poor CCD gain.

Load 15.3 Better CCD gain to allow smooth operation.


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3 – Flight plan on PFD.

Per LOAD 13.3 the FMS flight plan is displayed in the MFDs only. With LOAD 15.3 the FMS flight plan can also be displayed in the bottom part of the PFD (limited to 4 waypoints) by selecting FMS key in the display controller panel.

Load 13.3 No flight plan information on PFD.

Load 15.3 Flight plan information displayed on PFD (limited to 4 waypoints).

Affected manuals pages: AOM 14-09-05, pages 17 and 20B.

EM

17

0A

OM

94

00

08

A.D

GN

PFD

CHR

O7:12

FMS1

HDG

33O

GSPD

3OO KT

ZUN

55.6

23

NM

MIN

MAG1

NAV1

1O119

119 15

VHF1

118

119

VHF1

118

119

5O

25

1.1ORNP

N

33

ZUN

O

PUMPS

GUP44

GUP

63

O.4 R

1O



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4 – Weather radar on PFD.

The WX information in the LOAD 13.3 was displayed in the MFDs. With LOAD 15.3 the WX information can also be displayed in the bottom part of the PFD by selecting the WX key in the display controller panel.

Load 13.3 No weather radar information on PFD.

Load 15.3 Weather radar information displayed on PFD.


O63

5

33

1OO

N

GSPD

KT3OO

HDG

33O

FMS1

KPHX

55 .6 NM

23 MIN

DTK CHR

O8: 12

PFD

WX

-9 A.

WX/R/T S

STAB TGT

VHF1

118

119

VHF1

118

119

5O

25

NAV1

1O119

119 15O.2R

O2O

EM

17

0A

OM

94

00

09

A.D

GN

WEATHERRADARINFORMATION

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5 – Quick MFD menu exit key.

The capability to exit the MFD pull-down menus selecting the “X” option was added. The “X” is located close to the options offered by the menu instead of clicking the header of the pull-down menu.

Load 13.3 Clicking the header of the pull-down menu.

Load 15.3 Clicking the “X” next to menu items.


EM

17

0A

OM

94

00

07

A.D

GN

MAIN PANEL

SystemsPlanMap Status

TCAS

Off

Navaids

Airports

WPT Ident

Progress

Vert Prof

Weather

Terrain

N

O63

DME1

65.3 NM

LAX

15

25

3OO TAS

SAT

TAT

KTS

^C

^C7

O.O5 L

2O MIN

1OO

X

QUICK MFDMENUEXIT KEY



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6 – Removal of TAT, SAT and TAS indication on ground.

Indications of TAT, SAT and TAS on ground were removed due to erroneous indication, caused by lack of airflow.

Load 13.3 Indication of TAT, SAT and TAS on ground.

Load 15.3 Indication of TAT, SAT and TAS on ground removed.


7 – New FMS functionalities.

7.1 – Missed Approach Procedure Preview.

The MFDs MAP menu has the option to select the preview of the Missed Approach procedure on the MFD. The presentation is in cyan and follows the flight plan sequence.

Affected manuals pages: AOM 14-09-20 page 11.

7.2 – Vertical Navigation.

The VNAV functionality was incorporated.

Affected manuals pages: AOM 14-09-25, pages 2A and 2B.

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8 – FMS scratchpad messages categorization by alerting/non alerting.

All MCDU scratchpad messages activated “MSG” indication on the PFD. With LOAD 15.3, all FMS scratchpad messages are type classified as caution and advisory. The caution type messages will activate the MSG indicator on the PFD. Advisory type messages will not result in any display indication.

Load 13.3 All MCDU scratchpad messages activated “MSG” indication on PFD.

Load 15.3 Only caution type messages will activate the “MSG” indicator on the PFD.

Affected manuals pages: AOM 14-09-05, page 20A.

9 – FMS flight complete causes V-speeds loss on aborted takeoff.

Following an aborted takeoff with airspeed at about 100 kt, the FMS executes the flight completion function. The flight completion logic was changed and flight completion will be activated 2 minutes LOAD 15.3 a transition of weight off wheels to weight on wheels and airspeed below 60 kt.

Load 13.3 FMS flight completion function executed after an aborted takeoff.

Load 15.3 Logic change inhibits FMS flight completion function after an aborted takeoff.




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10 – Change on weather radar annunciations.

The indication of the WX control bus failure changed from WX to WX CTRL.

Load 13.3 Failure of WX control bus: WX.

Load 15.3 Failure of WX control bus: WX CTRL.


WX/RCT green changed to WX/R green to be consistent with the label when turbulence is also active (WX/R/T).

Load 13.3 Normal WX with RCT: WX/RCT.

Load 15.3 Normal WX with RCT: WX/R.


OVRNG (over range) indication on the WX radar window meaning that the selected range is over the maximum WXR operating range of 300 NM when the weather overlay is selected for display on the MFDs MAP pull down menu.

Load 13.3 No information presented.

Load 15.3 MAP range greater than 300 NM: amber OVRNG.


Changed STAB (amber) to STAB (white) when STAB OFF function is selected on the WXR virtual controller.

Load 13.3 STAB OFF function: amber WX/RCT.

Load 15.3 STAB OFF function: white WX/RCT.


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11 – FMS fuel used reset not synchronized in DUAL FMS.

Currently, fuel reset must be performed on each FMS/MCDU side separately. When operating DUAL mode, fuel used manual reset will be synchronized to the offside FMS.

Load 13.3 Fuel reset must be performed on each FMS/MCDU side.

Load 15.3 Fuel used manual reset automatically performed to the offside FMS.


12 – Automatic weather and GMAP switching after LIFTOFF.

In order to have WX mode active after liftoff, it is necessary to select FSBY OVRD on ground, otherwise the system automatically returns to STBY mode. With LOAD 15.3, weather radar starts to transmit automatically after liftoff if set to WX on ground.

Load 13.3 No automatic switching to GMAP and WX after liftoff.

Load 15.3 Weather radar starts to transmit automatically after liftoff if WX is set on ground.


13 – Weather tilt angle.

The weather radar antenna tilt resolution changed from 1° to 0.1°.

Load 13.3 Weather radar antenna tilt resolution: 1°.

Load 15.3 Weather radar antenna tilt resolution: 0.1°.




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14 – Weather corrections on the ACT (Automatic Control Tilt).

When ACT function is selected, fine angle adjustments (+/- 2°) are allowed through the CCD inner knob.

Load 13.3 Disabled fine angle adjustments through the CCD inner knob.

Load 15.3 Enabled fine angle adjustments through the CCD inner knob.


15 – Chronometer removal if inactive.

Chronometer display on both PFDs is removed after 30 seconds of inactivity.

Load 13.3 Chronometer display information presented.

Load 15.3 Chronometer display information removed after 30 seconds of inactivity.


EM

17

0A

OM

94

00

11

A.D

GN

PFD

CHR

O7:12

INFORMATION NOT PRESENTEDAFTER 30 SECONDS OF INACTIVITY

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16 – Reduction of landing gear aural alert threshold.

The landing gear aural warning (“LANDING GEAR”) now has a lower radio altitude threshold, reduced from 1200 ft to 700 ft AGL.

Load 13.3 Radio altitude threshold of 1200 ft AGL.

Load 15.3 Radio altitude threshold of 700 ft AGL.


17 – TCAS zoom display.

TCAS zoom display will show relative or absolute altitude. The “NO BEARING” indication has changed and is now boxed in the right corner of the TCAS zoom display.

Load 13.3 Information not presented.

Load 15.3 Information presented.


WeatherTCAS

Range

ABS

+1O

+5

-O2-O1+O1

OOO

NRM/ / /

TA O1ONM -98

TA O1ONM -98

NO BRG

TA ONLY

TCAS

REL

EXPD

EM

17

0A

OM

94

00

10

A.D

GN

NO BEARING (NO BRG)INDICATION



OPERATIONS GUIDE

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18 – CAS messages flight phase K5 inhibition.

All messages associated with phase K5 inhibition have the threshold changed from IAS < 60 knots to < 30 knots and from 5 seconds after touch-down to 30 seconds after touch-down. This change prevents possible messages during landing roll.

Load 13.3 K5: IAS < 60 knots and 5 seconds after touch down.

Load 15.3 K5: IAS < 30 knots and 30 seconds after touch down.


19 – Addition of a north up arrow on plan mode.

Addition of a north-up arrow symbol, with the “NORTH” label below the symbol on the plan mode of MFD.

Load 13.3 The symbol was not presented.

Load 15.3 Symbol presented on the plan mode.


20 – APU data on the EICAS declutter logic.

APU EGT and APU speed will be removed during an EICAS declutter condition. The EICAS declutter logic was updated to count the APU OFF condition.

Load 13.3 APU EGT and APU speed information presented during EICAS declutter condition.

Load 15.3 APU EGT and APU speed removed during EICAS declutter condition.


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21 – TDS ENTER button.

The ENTER button (LSK 5L) is now available on the T/O DATASET MENU page of the MCDU whenever that page is accessed. Once the MAU confirms that the data was accepted by the FADEC, the button disappears within 5 seconds. If the data is not accepted, the message “CHANGE NOT ACCEPTED” is displayed and the ENTER button remains in view.

Load 13.3 The ENTER button appears only when a change is made to the TDS settings. Once pressed, the ENTER button disappears immediately.

Load 15.3 The ENTER button is available when the pilot first access the TDS page, allowing data acceptance if no adjustment is necessary.




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AUTOBRAKE

1 – AUTOBRAKE.

The AUTOBRAKE functionality was enabled. LOAD 15.3 enables the interface between Primus Epic and Autobrake module.

Load 13.3 AUTOBRAKE functionality disabled.

Load 15.3 AUTOBRAKE functionality enabled.

Affected manuals pages: AFM 3-13 page 1, AFM 3-21 page 1, AFM 3-44 page 1, AFM 4-26 page 4, AOM 14-13-05 pages 8A and 8B, AOM 14-13-20 page 6, AOM 14-13-30 page 1.

(if applicable)

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SOFTWARE MISBEHAVIOR

1 – AUTOFLIGHT high commands during ILS captures.

There have been some fleet events registered when an aircraft performed an ILS approach toward a runway that was not in the FMS Flight Plan. Under such circumstances, there were occasions when the FMS tuned a different sited DME that shared the same frequency of the ILS then under approach. These events occurred despite the fact that the incorrectly tuned DMEs were far from the real destination. This caused the Autoflight system to execute large commands during these approaches in an attempt to follow an unstable LOC.

This unexpected behavior occurs because the ILS does not possess the means to determine an airplane’s distance to the runway. Consequently, since the runway is not in the FMS Flight Plan, the FMS searches for the nearest DME associated with an ILS station that provides the same frequency of the ILS under approach.

Load 13.3 No AUTOFLIGHT high commands during ILS capture.

Load 15.3 AUTOFLIGHT high commands during ILS capture.

Affected manuals pages: OB 170-002/05.



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2 – DU FAULT messages with LOAD 15.3.

Primus Epic Software LOAD 15.3 contains an anomaly that causes the following DU FAULT messages to appear with the P/N 7023460-801 DUs:

• PFD 1(2) FAULT

• MFD 1(2) FAULT

• EICAS FAULT

These messages appear between two and seven minutes after power-up and then disappear from the display. If these messages are displayed during this timespan, the airplane is safe for dispatch. If the messages persist after seven minutes, maintenance should be contacted.

EMBRAER recommends that the DUs P/N -803 be used.

The SNL 170-31-0003 informs the operator about this problem.

Load 13.3 No DU fault messages.

Load 15.3 DU fault messages.


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3 – Fuel readout at MFD progress display.

Fuel readout in the MFD progress display is shown as invalid (dashed) when fuel quantity indication exceeds four digits. However, the fuel quantity indication presented on the MCDU remains valid.

Load 13.3 Valid fuel readout in MFD progress display (green).

Load 15.3 Invalid fuel readout in MFD progress display (dashed).


4 – No DME data.

Occasionally, DME 1 and 2 – mainly system 2 – indication of time to station, station ident and distance to/from the station is not presented in the PFDs. This behavior only occurs when the FMS is the navigation source. This issue is under EMBRAER investigation. A solution will be implemented with LOAD 17.

Load 13.3 DME 1 and 2 information presented on PFD.

Load 15.3 DME 1 and 2 information not presented on PFD.


5 – MCDU does not accept entry of the flight ID on ACARS page.

MCDU does not accept entry of the Flight ID on the ACARS page. Moreover, the ACARS is not correctly receiving flight ID information from the transponder. Therefore, clearance procedures are not possible via ACARS. Some modifications will be implemented in the AMI in order to allow correct data transmission.

Load 13.3 Flight ID entry via MCDU (INITIALIZE – LSK 1L).

Load 15.3 Flight ID entry via MCDU not possible.




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6 – Flight controls reversion to direct mode.

Prior to commanding the surfaces, a monitor compares the output signals from both channels and then compares the error between them. If the error exceeds a specified value, the monitor removes the affected FCM from control loop.

A misbehavior introduced by LOAD 15.3 might cause an increment in the error between the channels. This fact might have caused SPOILER FAULT events accompanied, in most cases, by ELEVATOR FAULT and RUDDER FAULT events, and a spurious PITCH TRIM FAIL annunciation.

Load 13.3 Error between two FCM channels within acceptable values.

Load 15.3 Increase of the error between two FCM channels.


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7 – ECS synoptic page misinformation.

The ECS synoptic page on the MFD presents information regarding the status of the system. In case of a BLEED 1 (2) LEAK message on airplanes equipped with LOAD 15.3, an ECS flow line segment of the right bleed system (# 2) might be erroneously displayed on the ECS synoptic page.

Regarding BLEED 1 LEAK messages, an ECS flow line segment between flow control valve 2 (FCV 2) flow line and the manifold pressure indication might be incorrectly shown in AMBER.

Regarding a BLEED 2 LEAK message, the same segment might now be incorrectly shown in WHITE.

All other warning indications, such as CAS message BLEED 1 (2) LEAK, master caution, amber strip bar in the bleed 1 or 2 overheat pushbutton.

Load 13.3 ECS synoptic page flow line information correctly presented.

Load 15.3 ECS synoptic page flow line misinformation.




OPERATIONS GUIDE

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EM

17

0A

OM

94

00

12

A.D

GN

45

PSI

FCV1

APU

FCV2

FWD

BAY

CARGO

45

PSI

MFD

XBLD

“BLEED 1 LEAK” ECS FLOW LINE MISBEHAVIOR

EM

17

0A

OM

94

00

13

A.D

GN

45

PSI

FCV1

APU

FCV2

FWD

BAY

CARGO

45

PSI

MFD

XBLD


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8 – ACARS/CMF lock up.

Primus Epic Software LOAD 15.3 contains an anomaly that might cause an ACARS/CMF lock up after receiving an uplink message, and recovery is possible only after power up. After lock up, MCDU CMF page can no longer be selected through the DLK button.

This issue is under EMBRAER investigation, but reports are related only to airplanes equipped with printers. A solution will be implemented with LOAD 15.5.

Load 13.3 No ACARS/CMF lock up after uplink message.

Load 15.3 ACARS/CMF lock up after uplink message.


9 – CAS MSG flag on PFD.

The “CAS MSG” flag is being frequently observed on the PFD due to a miscomparison between monitor warning (MW) 1 and 2.

Changing the CAS SOURCE SELECTION on the MCDU SETUP Avionics page, it is possible to notice that the ECS messages:

• AI WING FAIL

• BLEED 1 (2) FAIL

are the root cause for such “CAS MSG” flag on the PFD. In this case, QRH procedures EAP2-5 and EAP12-5 shall clear all three ECS messages.

Load 13.3 No “CAS MSG” flag due to spurious ECS messages.

Load 15.3 “CAS MSG” flag due to spurious ECS messages.

Affected manuals pages: AOM temporary revision 3.2, 4-01 page 17, 14-09-05 pages 25 and 26, AOM 14-15-07 pages 1 and 2.



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AIRPLANE



1-11 ORIGINAL LOAD 15.4 Page 1

AC

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SOFTWARE LOAD 15.4 The table below shows the previous and the current version of the Primus Epic System Software.



LOAD 15.3 LOAD 15.4




OPERATIONS GUIDE

1-11 Page 2 LOAD 15.4 ORIGINAL

AC

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247

FLIGHT CONTROLS SYSTEM


Prior to commanding the surfaces, a monitor compares the output signals from both FCM channels and then compares the error between them. If the error exceeds a specified value, the monitor removes the affected FCM from control loop, reverting the flight controls to direct mode.

Per LOAD 15.3, an increment in the error between two FCM channels was added, which caused events of SPOILER FAULT accompanied, in most cases, by ELEVATOR FAULT and RUDDER FAULT events, and a spurious PITCH TRIM FAIL annunciation.

Per LOAD 15.4, a change in the logic of the output signal from both FCM channels was implemented in order to reduce flight controls reversion to direct mode.

Load 15.3 Flight controls reversion to direct mode due to an increment in the error between two FCM channels.

Load 15.4 Change in the logic of the output signal from both FCM channels implemented in order to reduce flight controls reversion to direct mode.


AIRPLANE



1-12 REVISION 1 LOAD 15.5 Page 1

ACFO

G-2

247




LOAD 15.4 LOAD 15.5




OPERATIONS GUIDE

1-12 Page 2 LOAD 15.5 REVISION 1

ACFO

G-2

247

AVIONICS 1 – ACARS/CMF lock up.

After LOAD 15.3 introduction, an anomaly has been detected in the fleet that might cause an ACARS/CMF lockup after an uplink message is received, recovery being possible only after power up. After lockup, the MCDU CMF page can no longer be selected through the DLK button. Reports are related only to airplanes equipped with printers.

LOAD 15.5 corrects this misbehavior.

Load 15.4 ACARS/CMF lock up after uplink message.

Load 15.5 No ACARS/CMF lock up after uplink message.


2 – MCDU does not accept entry of the flight ID on ACARS page.

A logic unit has been added in LOAD 15.3 to allow the Flight ID to be automatically filled on CMF pages after being entered on XPDR page. However, the flight number only is correctly displayed when the XPDR flight ID is exactly 8 characters long.

Per LOAD 15.5 the CMF Software (HGI) will be modified to only display this XPDR Flight ID on the CMF INITIALIZE page. The Flight number has to be filled in by the crew and it can be 2 to 4 numbers long.

Load 15.4 Flight ID entry via MCDU not possible.

Load 15.5 Flight ID entry via MCDU (INITIALIZE – LSK 1L).



OPERATIONS GUIDE





LOAD 15.5 LOAD 17.2

The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of EMBRAER 170.

AC

FOG

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7




OPERATIONS GUIDE

AFCS 1 – ASEL guidance after early transition from TO/GA with engine

failure.

The altitude select (ASEL) mode captures and levels off at the selected altitude.

In a low weight TO or GA (which leads to high pitch and rate of climb) combined with low altitude selection, the ASEL mode engagement is anticipated.

Hence the ASEL mode has no guidance protection, in a scenario where the airplane has one engine inoperative, it may be possible not to reach the selected altitude at the shown path angle, thus leading the airplane to shaker speeds. This is considered very undesirable behavior (by JAA).

Per LOAD 17.2, the ASEL mode has a G-limit of 0.12 G for one engine inoperative scenarios instead of 0.05 G, which prevents this undesirable behavior.

Load 15.5

During transition from TO/GA to ASEL mode the guidance can lead the pilot to the alpha max in case of an OEI scenario, leading the airplane to shaker speeds.

Load 17.2 The ASEL mode has a G-limit of 0.12 G for OEI scenarios instead of 0.05 G in order to prevent this behaviour.

Affected manual pages: AOM 14-03-10 page 12.

AC

FOG

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7



OPERATIONS GUIDE


AVIONICS 1 – Implementation of VNAV Altitude Constraint Annunciation.

The VNAV altitude constraint annunciation will be displayed on the right upper corner of the ADI, below the FMA (PFD), and also on the Vertical Profile Indications of the MFD. Altitude constraints are displayed as follows:

• At an altitude: the constrained value is displayed between bars;

• At or above an altitude: a bar is displayed below the constrained value;

• At or below an altitude: a bar is displayed above the constrained value;

• Altitude window (climb): a bar is displayed above the higher constrained value;

• Altitude window (descent): a bar is displayed below the lower constrained value;

• Altitudes in Vertical Profiles: same as defined above, but window constraints are displayed with both altitudes between bars;

• Altitudes with temperature compensation: approach constraint values are displayed in reverse video on PFD, VSD and MCDU.

Load 15.5 No VNAV ALTITUDE CONSTRAINT ANNUNCIATION.

Load 17.2 VNAV ALTITUDE CONSTRAINT ANNUNCIATION displayed on the right upper corner of the ADI and on the Vertical Profile Indication on the MFD.

Affected manual pages: AOM 14-09-05 pages 14, 14B, 32 and 32A.

AC

FOG

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7




OPERATIONS GUIDE

2 – Implementation of Vertical Profile Indications.

The vertical profile can be displayed on the MFD by checking “Vert Profile” checkbox among the MAP menu controls. The vertical profile shows:

• Airplane Trajectory Line;

• Selected Altitude Indication;

• Waypoint Identifiers;

• Full Range digits;

• Half Range Indicator and Curl Icon.

Load 15.5 Vertical Profile Indications not available.

Load 17.2 Vertical Profile Indications available on MFD.

Affected manual pages: AOM 14-09-05 pages 32 and 32A.

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OPERATIONS GUIDE


EM

170A

OM

9400

14A

.DG

N

1O 1O

1O1O

PFD

2O 2O BARO

5OOEICAS

4OO

IRS1

ADC1

2O 2OVTA

MIN

FLO9O

VNAV ALTITUDECONSTRAINTANNUNCIATIONON ADI

VNAV INDICATION ON PFD

EM

170A

OM

9400

15A

.DG

N

FLO9O

GUP44

1OOXTRACK

MFD

FMS1

[ 5O ]

AIRPLANETRAJECTORYLINE

HALF RANGEINDICATORON CURL ICON

FULL RANGEDIGITS

WAYPOINTIDENTIFIER

VNAV ALTITUDECONSTRAINTINDICATION

SELECTEDALTITUDEINDICATION

VNAV INDICATION ON MFD

AC

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OPERATIONS GUIDE

3 – Evaluation of VNAV guidance using FD or raw-data only.

This is to remove current limitations where autopilot is mandatory to perform VNAV operation. In order to do this, some fixes were implemented to allow mode change when the Autopilot is not engaged.

Load 15.5 Autopilot is mandatory to perform VNAV operations.

Load 17.2 VNAV guidance can be made using FD or Raw Data.

Affected manual pages: AFM S4-05 page 1, AOM 14-09-25 page 2B.

4 – CMF Scratchpad messages.

Per LOAD 15.5, in order to clear a CMF message, the CLR key must be pressed on both MCDUs.

Per LOAD 17.2, pressing CLR key in either MCDU clears a CMF message.

Load 15.5 Both MCDU CLR keys must be pressed to clear a CMF message.

Load 17.2 Pressing a CLR key in any MCDU will clear a CMF message.

Affected manual pages: N/A.

AC

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OPERATIONS GUIDE


5 – Implementation of F-BUG indication.

The F-bug will be displayed on the PFD speed tape to indicate the speed limit to flap retraction (unless for flap 0, 5 or 6).

Load 15.5 F-BUG not displayed.

Load 17.2 F-BUG displayed.

Affected manual pages: AOM 14-09-05 pages 1 and 2.

EM

170A

OM

9400

16A

.DG

N

16O

14O

11O

12 5

19O M

R

2

15O

1OO

9O

13O

12O

FS

GSPD

13O KT

PFD

AC

AP

1

RF

14O

F

F−BUGINDICATION

F-BUG INDICATION ON PFD

AC

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OPERATIONS GUIDE

6 – LSS antenna inhibition with HF transmission.

Per LOAD 17.2, the LSS antenna is inhibited during HF transmission in order to avoid interference that may result in erroneous lightning indication. During the inhibition, the annunciation “LX INHB” is presented in the Weather Window on the MFD.

Load 15.5 The LSS antenna was active during HF transmissions, generating spurious lightning warnings.

Load 17.2 The LSS antenna is inhibited only during HF transmissions.


7 – MFD page displayed blank on power up.

Sometimes, on power up, the MFD displays the top and bottom menu, but with no map information. In this case, the center portion is displayed blank.

Per LOAD 17.2, MFD will display correctly during power up.

Load 15.5 MFD displays blank center portion during some power ups.

Load 17.2 MFD performs correctly during power up.


AC

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OPERATIONS GUIDE


8 – Remove blank cursor rectangle and caret adjacent to MCDU LSK 6L when radio is in data mode.

Per LOAD 15.5, there are two ways to access the VHF3 detail page from RADIO PAGE 2/2 (DATA mode), which are:

• LSK 5L (DATA);

• LSK 6L (blank rectangle and a caret).

Per LOAD 17.2, access to the VHF3 detail page is only possible through LSK 5L. LSK 6L has no function in this case.

Load 15.5 VHF3 detail page accessed through both LSK 6L and LSK 5L.

Load 17.2 VHF3 detail page accessed only through LSK 5L.


RADIO 2 / 2E

M17

0AO

M14

0490

A.D

GN

ADF1230 . 0

365 . 0

COM3DATA

2L

3L

4L

5L

6L

1L 1R

2R

3R

4R

5R

6R

RADIO PAGE 2/2 (DATA MODE)

AC

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OPERATIONS GUIDE

9 – DU FAULT messages.

This misbehavior was introduced with LOAD 15.3.

Per LOAD 15.5 and lower, an anomaly causes the following DU fault messages to appear with the P/N 7023460-801 and -803 DUs:

• PFD 1(2) FAULT;

• MFD 1(2) FAULT;

• EICAS FAULT.

These messages appear between two and seven minutes after power-up and then disappear from the display. If these messages are displayed within this timespan, the airplane is safe for dispatch. If the messages persist after seven minutes, maintenance should be contacted.

LOAD 17.2 eliminates this misbehavior.

Load 15.5 DU fault messages presented.

Load 17.2 No DU fault messages.


10 – Provisions for Head Up Display (HUD).

Per LOAD 17.2, the interface between HUD and Primus Epic System Software is enabled.

Load 15.5 No HUD provisions.

Load 17.2 HUD provisions.


AC

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OPERATIONS GUIDE


11 – No DME data.


Occasionally, DME 1 and 2 – mainly system 2 – indication of time to station, station ident and distance to/from the station is not presented in the PFDs. This behavior only occurs when the FMS is the navigation source. This issue is under EMBRAER investigation. A solution will be implemented with LOAD 17.


Load 15.5 DME 1 and 2 information not presented on PFD.

Load 17.2 DME 1 and 2 information presented on PFD.


12 – CAT II with one engine inoperative.

Per LOAD 15.5, CAT II approach requires both engines in operation for it to be performed.

Per LOAD 17.2, the limitation on the AFM, which states that two engines are required for CAT II operation, will be removed. This means that CAT II approaches will be accomplished with one engine inoperative.

Load 15.5 CAT II approaches require both engines operative.

Load 17.2 CAT II approach can be performed with one engine inoperative.

Affected manual pages: AFM S5-05 page 1.

AC

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OPERATIONS GUIDE

13 – Graphical depiction of the entry into holding.

Per LOAD 17.2, the entry into the holding pattern is displayed as applicable (teardrop, parallel or direct).

Load 15.5 No graphical depiction of entry into the holding pattern.

Load 17.2 Graphical depiction of entry into the holding pattern.


MFD

NMMIN

1OO

NM

E

15

12.5

O.OO R

DME2

1.4

FMS

XPBD2312.45

12

15O

EM

170A

OM

9400

20A

.DG

N

ENTRY INTO HOLDING GRAPHICAL DEPICTION

AC

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OPERATIONS GUIDE


14 – Course intercept to an arc.

Per LOAD 17.2, the ability to use HDG mode to fly vectors to intercept a DME arc using LNAV mode is available.

Load 15.5 Intercepting a DME arc, when using LNAV mode, is not possible.

Load 17.2 The HDG mode can be used to fly vectors to intercept a DME arc when using LNAV mode.


15 – VSPEEDS depiction logic.

Switching logic from takeoff speeds to landing speeds on the speed tape has changed. The new logic now addresses:

• Dependency on Flight Plan: flight plan not required to enable display of Take-off and Landing speeds. This eliminates cases where the speeds would not be available following a missed approach;

• Emergency Landing Case: extend flap or lower gear will enable display of Landing speeds at any time following WOFFW;

• Touch and Go: pilot can enter take-off speeds prior to landing. Take-off speeds are displayed 2 seconds after WOW.

Load 15.5 No VSPEEDS in any situation described above.

Load 17.2 VSPEEDS logic corrected for the cases described above.


AC

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OPERATIONS GUIDE

16 – Map range control on PFD after PFD reversion.

Per LOAD 15.5 and lower, after MFD reversion onto PFD, map range control function is no longer available on the reverted PFD (the non-reverted PFD continues to have its map range working). When the remaining MFD is reverted onto PFD, map range control starts working again.

Per LOAD 17.2, map range control operates correctly despite any reversion.

NOTE: Only DU 2 and DU 4 can be reverted.

Load 15.5 Map range control function does not work properly after reversion.

Load 17.2 Map range control will always be available despite the occurrence of any reversion.


17 – Flight Path Vector (FPV) speed error tape.

The FPV speed error tape indicates the difference between actual and selected airspeed on the ADI indications of the PFD.

Per LOAD 15.5, the flight path vector speed error tape is not displayed when selected speed is FMS-controlled.

Per LOAD 17.2, the FPV speed error tape will always be displayed.

Load 15.5 The FPV speed error tape is not displayed when selected speed is FMS-controlled.

Load 17.2 FPV speed error tape always displayed.


AC

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OPERATIONS GUIDE


18 – Weather Radar System mode selection.

The WX FSBY OVRD function enables WX on the ground, when selected on both pilots’ virtual controllers. Deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY mode – forced standby active, on ground only – and the WX stops working.

Per LOAD 15.5, deselecting FSBY OVRD mode in only one virtual controller does not stop WX from operating on the ground.

Per LOAD 17.2, deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY and the WX stops working.

SB 170-34-0013 must be accomplished in order to employ the changes introduced with LOAD 17.2 or a higher version. Otherwise the use of WX on ground is not possible.

Load 15.5 Deselecting FSBY OVRD mode in only one virtual controller did not stop WX from operating on the ground.

Load 17.2

Deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY (forced standby active, on the ground) and the WX stops working.


AC

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OPERATIONS GUIDE

19 – Flight Phase Inhibition changes.

Flight phase inhibitions change to the following CAS messages:

- Remove K2a (A/C taxing) inhibition from the following messages:

• CENTER EBAY FANS FAIL;

• RAM AIR FAULT.

- Add K2b (TO Roll) inhibition to the following messages:

• A-I SWITCH OFF;

• A-I ENG 1(2) FAULT;

• A-I ENG 1(2) LEAK;

• WINDSHIELD 1(2) HTR FAIL;

• CABIN DIFF PRESS FAIL;

• PRESN AUTO FAIL;

• PRESN AUTO FAULT;

• PRESN MAN FAIL.

Load 15.5 No flight phase inhibition change.

Load 17.2 Change of K2a and K2b inhibition phases for these CAS messages.

Affected manual pages: AOM 14-15-10 pages 7, 8 and 21.

AC

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OPERATIONS GUIDE


20 – CAS MSG flag on PFD.


Per LOAD 15.5 and lower, the “CAS MSG” flag is frequently observed on the PFD due to a miscomparison between monitor warning (MW) 1 and 2.

Changing the CAS SOURCE SELECTION on the MCDU SETUP Avionics page, it is possible to notice that the ECS messages:

• AI WING FAIL

• BLEED 1 (2) FAIL

are the root causes for such “CAS MSG” flags on the PFD. In this case, QRH procedures EAP2-5 and EAP12-5 shall clear all three ECS messages.

Per LOAD 17.2, an additional 5 seconds of debounce to the ECS messages avoids the spurious “CAS FLAG” on the PFD.

Load 15.5 “CAS MSG” flag due to spurious ECS messages.

Load 17.2 No “CAS MSG” flag due to spurious ECS messages.


AC

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OPERATIONS GUIDE

21 – RALT 1(2) FAIL EICAS ADVISORY message.

Per LOAD 15.5, in case of a lost MAU channel (A or B) above 2500 ft, the radar altimeter source is not reverted to the remaining channel, thus triggering the RALT 1(2) FAIL EICAS ADVISORY message. This does not happen for altitudes below 2500 ft.

Per LOAD 17.2, the RALT 1(2) FAIL EICAS ADVISORY displays in case of an effective failure of the associated radio altimeter, despite of airplane’s altitude.

Load 15.5 RALT 1(2) FAIL EICAS ADVISORY spurious message.

Load 17.2 No RALT 1(2) FAIL EICAS ADVISORY spurious message.


22 – Initial implementation of the Electronic Checklist (ECL).

The Electronic Checklist deals with a set of standard procedures to check the airplane’s operational status. These procedures are combined together in the form of a checklist. Each checklist consists of specific tasks that will assist the pilot to verify airplane status and manage airplane systems for safe aircraft operation. The Quick Reference Handbook (QRH) is the information source of the Electronic Check List.

Per LOAD 17.2, the ECL is available on MFD, but with no database. Inadvertent clicking on “Checklist” soft key on MFD displays the message “ERROR (ECL): DB FILE OPEN”. Pressing ENTER key on CCD closes the ECL window and returns to previous MFD page.

Load 15.5 ECL unavailable.

Load 17.2 ECL available with no database.


AC

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OPERATIONS GUIDE


FLIGHT CONTROLS 1 – Speed Brake Indication.

Per LOAD 15.5, during the landing roll the EICAS speedbrake position indication on the EICAS turns red even if the surfaces are correctly deployed.

Per LOAD 17.2, when the ground spoilers open during the landing roll or RTO, the EICAS speedbrake position indication will show OPEN and GREEN. Furthermore, a white GND SPLR annunciation appears.

Load 15.5 Red speedbrake position indication on the EICAS without ground spoilers and multi-function spoilers failure during landing run.

Load 17.2 OPEN and GREEN speedbrake position indication on EICAS and a white GND SPLR annunciation.


EM

170A

OM

9400

17A

.DG

N

2

S/F

S

SLAT/FLAP/SPDBRK

EICAS

GND SPLR

GROUND SPOILER INDICATION ON EICAS

AC

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OPERATIONS GUIDE


Per LOAD 17.2, an improvement in the robustness of the system was implemented in order to reduce flight controls reversion to direct mode.

Load 15.5 Flight controls reversion to direct mode due to a failure mode in the FCM.

Load 17.2 Improvement in the robustness of the system in order to reduce flight controls reversion to direct mode.

Affected manual pages: OB 170-001/05.

3 – Spurious FLT CTRL NO DISPATCH message.

Per LOAD 17.2, some of the main causes of spurious FLT CTRL NO DISPATCH EICAS CAUTION messages were addressed in order to reduce its occurrence:

• Correction of Power Up Built In Test (PBIT) synchronization, compelling all four FCMs to run the test at the same time.

• Correction of a flight controls actuator test that improperly triggers FLT CTRL NO DISPATCH message.

The SNL 170-27-0011 procedure will no longer be necessary as stated in letter SEO-170-2005-004 "Airplane Power-Up Procedure to Reduce Occurrences of the FLT CTRL NO DISPATCH EICAS Message".

Load 15.5 FLT CTRL NO DISPATCH spurious message.

Load 17.2 Reduction of FLT CTRL NO DISPATCH spurious message.


AC

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OPERATIONS GUIDE


4 – SLAT/FLAP READOUT.

In case of a SLAT FAIL EICAS CAUTION message, the SLAT POSITION indication is no longer presented and two readouts – instead of one –are displayed on the EICAS for individual slat/flap position readouts.

Per LOAD 15.5, if a slat failure occurs with flap 3 selected, slat readout is correctly displayed (amber dashes) but the flap readout erroneously displays green dashes. This erroneous presentation does not occur for flap 0, 1, 2, 4, 5 and FULL.

Per LOAD 17.2, the flap readout for flap 3 selection followed by a slat failure will correctly be displayed.

Load 15.5 Erroneous flap readout display for flap 3 followed by a slat failure.

Load 17.2 Flap readout correctly displays despite of flap selection.


AC

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OPERATIONS GUIDE

5 – EICAS declutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message.

According to EICAS declutter logic, any cautionary condition detected on at least one of the decluttered indications implies in EICAS full display. However, the EICAS declutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message did not trigger EICAS full display.

Per LOAD 17.2, the EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message will work as expected.

Load 15.5 EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message not working properly.

Load 17.2 EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION working as expected.


AC

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OPERATIONS GUIDE


AMS 1 – ECS synoptic page misinformation.


In case of a BLEED 1 (2) LEAK message on airplanes equipped with LOAD 15.5, an ECS flow line segment of the right bleed system (# 2) might be erroneously displayed on the ECS synoptic page.

Regarding BLEED 1 LEAK messages, an ECS flow line segment between flow control valve 2 (FCV 2) flow line and the manifold pressure indication could be incorrectly shown in AMBER.

Regarding BLEED 2 LEAK message, the same segment could be incorrectly shown in WHITE.


Load 15.5 ECS synoptic page flow line misinformation.

Load 17.2 Bleed flow lines correctly displayed on the ECS synoptic page.


AC

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OPERATIONS GUIDE

EM

170A

OM

9400

12A

.DG

N

45PSI

FCV1

APU

FCV2

FWD

BAYCARGO

45PSI

MFD

XBLD


EM

170A

OM

9400

13A

.DG

N

45PSI

FCV1

APU

FCV2

FWD

BAYCARGO

45PSI

MFD

XBLD


AC

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OPERATIONS GUIDE


2 – ANTI ICE synoptic page changes.

Per LOAD 17.2, the Anti-ice synoptic page presents the following modifications:

• LP and HP inscriptions must be eliminated;

• LP and HP lines shall be merged into a single line;

• Show slat anti-ice temperature instead of pressure;

• APU, BLEED APU VALVE and APU line should be shown only on the ground. In flight, the APU should not be shown because the APU is not designed to supply anti-ice;

• Wing anti-ice flow line logic improvement to correct an erroneous flow line indication.

Load 15.5 ANTI-ICE synoptic page with no modifications.

Load 17.2 ANTI-ICE synoptic page changes.


AC

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OPERATIONS GUIDE

EM

170A

OM

9400

18A

.DG

N

MFD

SystemsPlanMap

25

2OO

45

43

2

PSI

o C

APU

25

2OO

45

43

2

PSI

o C

XBLD

Anti Ice

o C o C

A/I VLV

BLEED(NAPSOV)

DISPLAYEDONLY WHENWOW = GND

AC

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OPERATIONS GUIDE


3 – BLEED 1(2) LEAK and BLEED 1(2) OVERPRESS EICAS messages.

Per LOAD 15.5, BLEED 1(2) LEAK EICAS CAUTION message covers both leak and overpressure conditions.

Per LOAD 17.2, a dedicated BLEED 1(2) OVERPRESS EICAS CAUTION message displays in the event of an overpressure condition while BLEED 1(2) LEAK EICAS CAUTION message displays only in case of a leak condition.

Load 15.5 BLEED 1(2) LEAK EICAS CAUTION messages covers both leak and overpressure conditions.

Load 17.2 New BLEED 1(2) OVERPRESS EICAS CAUTION message created.

Affected manuals pages: AFM 4-04 page 4, AOM 4-04 page 5, AOM 14-02-25 page 1, AOM 14-15-10 page 7 and QRH EAP 2-6.

AC

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OPERATIONS GUIDE

4 – Cabin Pressure Controller (CPC) reading of airplane’s gross weight.

The gross weight of the airplane is used by CPC to determine what cabin pressure rate will be used. If an invalid gross weight is sent to the CPC, it adopts a lighter airplane weight condition, which results in a fast airplane climb and consequently a faster cabin climb to 8000 ft.

Per LOAD 15.5, the gross weight inserted on the MCDU was incorrectly read by the CPC.

Per LOAD 17.2, the gross weight read by the CPC is the actual airplane gross weight inserted on the MCDU.

Load 15.5 Airplane’s gross weight inserted on the MCDU was incorrectly read by the CPC.

Load 17.2 Gross weight read by the CPC is the actual airplane gross weight inserted on the MCDU.


A

CFO

G-2

247



OPERATIONS GUIDE


5 – Add a latch on A-I WING FAIL, ICE DETECTOR FAIL and BLEED APU LEAK EICAS messages.

Per LOAD 15.5, the messages:

• A-I WING FAIL

• ICE DETECTOR 1(2) FAIL

• BLEED APU LEAK

display on EICAS and, due to a lack of a latch on these messages, may disappear from EICAS without the pilots’ acknowledgement.

Per LOAD 17.2, these messages can only be reset by performing the associated Quick Reference Handbook (QRH) procedure.

Load 15.5 A-I WING FAIL, ICE DETECTOR 1(2) FAIL and BLEED APU LEAK EICAS messages may disappear from EICAS without the pilots’ acknowledgement.

Load 17.2

A-I WING FAIL, ICE DETECTOR 1(2) FAIL and BLEED APU LEAK EICAS messages can only be reset by performing the associated Quick Reference Handbook (QRH) procedure.


AC

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OPERATIONS GUIDE

6 – Cabin Pressure Control System (CPCS) Taxi mode inclusion.

During airplane rotation at takeoff, the pre-pressurization sequence may not be fully accomplished, which results in a cabin pressure bump, causing crew and passenger discomfort.

Flight tests indicated that a cabin pressure bump is not noticed if pre-pressurization begins before the airplane’s takeoff run. Hence, a new CPCS flight mode, the TAXI mode, was introduced.

Per LOAD 17.2, as soon as the doors are closed and rotation speeds on both engines (N2) are higher than 60%, the new TAXI mode becomes active and sets the cabin altitude to 200 ft below LFE prior to takeoff mode.

Load 15.5 Cabin pressure bump during airplane rotation at takeoff.

Load 17.2 No cabin pressure bump during airplane rotation at takeoff due to TAXI mode inclusion on the CPCS.


AC

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OPERATIONS GUIDE


FUEL 1 – FUEL FEED 1(2) FAULT EICAS message inhibit change.

FUEL FEED 1(2) FAULT is an ADVISORY EICAS message that triggers when the respective AC pump is ON due to a failure in the primary engine feed system.

Per LOAD 15.5, the inhibition phase for this message is K3 (takeoff) and K5 (landing).

Per LOAD 17.2, besides K3 and K5 inhibition phases, this message is also inhibited in K2b phase – TO Roll – in order to avoid a Rejected Takeoff (RTO).

Load 15.5 Message not inhibited in the takeoff roll.

Load 17.2 Message inhibited in the takeoff roll.


2 – Fuel readout at MFD progress display.


Per LOAD 15.5, fuel readout in the MFD progress display is shown as invalid (dashed) when fuel quantity indication exceeds four digits. However, the fuel quantity indication presented on the MCDU remains valid.

LOAD 17.2 eliminates this misbehavior and fuel readout in the MFD progress display is valid and green.

Load 15.5 Invalid fuel readout in MFD progress display (dashed).

Load 17.2 Valid fuel readout in MFD progress display (green).


AC

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OPERATIONS GUIDE

3 – Fuel quantity indication on EICAS.

Per LOAD 15.5, total fuel quantity indication on EICAS is always displayed green, despite actual fuel quantity.

Per LOAD 17.2, total fuel quantity indication on EICAS is green, amber or red, depending on actual fuel quantity.

Load 15.5 Total fuel quantity indication on EICAS is always displayed green, despite actual fuel quantity.

Load 17.2 Total fuel quantity indication on EICAS is green, amber or red, depending on actual fuel quantity.


AC

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OPERATIONS GUIDE


FMS

1 – Implementation of Temperature Compensation.

The temperature compensation function can be accessed on the Landing page (MCDU), where it is possible to insert the OAT (Outside Air Temperature).

When temperature compensation is activated, all altitude constraints for approach and missed approach are compensated, raising (lower temperatures) or lowering (higher temperatures) the barometric VNAV guidance. The purpose of this is to raise the altitude constraints in cold weather. When the air is cold, it is condensed and the altimeter reading will be less than the true altitude.

Load 15.5 VNAV temperature compensation not implemented.

Load 17.2 VNAV can use temperature compensation to calculate vertical profile.


EM

170A

OM

9400

24A

.DG

N

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1/

OAT

LENGTH

LANDING 2

RUNWAY HDG

WIND

10000

ELEV

0813/29.92P ALT/B SET

DESCENT

ARRIVAL

FLT PLAN

0813

TEMP COMP

LANDING PAGE 1/2 ON MCDU

AC

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OPERATIONS GUIDE

2 – MCDU message PERF VNAV UNAVAIL.

On the ground, pressing the VNAV button on the guidance panel, prior to FMS performance not initialized, arms the VNAV mode and that results in the MCDU scratchpad message PERF-VNAV UNAVAIL.

Load 15.5 No PERF-VNAV UNAVAIL MCDU message prior to VNAV mode arming with no FMS performance.

Load 17.2 PERF-VNAV UNAVAIL MCDU message prior to VNAV mode arming with no FMS performance.


3 – Entry of Flight Levels.

The addition of the prefix "FL" is no longer necessary when entering a flight level altitude (three-digit number). Now, entering "370" or “FL 370” is understood as FL 370.

Load 15.5 In order to enter a flight level on the MCDU, the prefix “FL” was necessary.

Load 17.2 The prefix “FL” is no longer necessary when entering a three-digit number.


4 – Airway-airway intersection.

Per LOAD 17.2, it is possible to define an intersection with the entry of two airways (WPT.AWY.AWY.WPT) on the MCDU Flight Plan (FPL) or Route (RTE) page.

Load 15.5 Defining an intersection of two airways was not possible.

Load 17.2 It is possible to define an intersection of two airways.


AC

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OPERATIONS GUIDE


5 – EFC (Expect Further Clearance) in Hold.

The creation of a holding pattern enables the entry of an EFC time, which is the time the holding pattern will be exited. The fuel burned during the holding pattern is added to the overall fuel burn computation, so that an evaluation of whether the aircraft can remain in the holding pattern until the entered time can be executed or not.

Load 15.5 No EFC in Hold.

Load 17.2 EFC in Hold.


EM

170A

OM

9400

23A

.DG

N1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1/1HOLDING PATTERN

HOLD FIX

PBD23*QUAD ENTRY

W DIRECTINBD CRS/DIR

104 /R TURN

CLEAR

SPEED

200LEG TIME

1.5MINLEG DIST

8.8NM

INSERT

EFC TIME PROMPTEFC TIME

EFC TIME IN HOLD

AC

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OPERATIONS GUIDE

6 – Abeam points.

A lateral direct-to is performed on the Flight Plan (FLT PLAN) page on the MCDU.

The Abeam points function provides the ability for the FMS to compute and identify points abeam of flight plan waypoints that are removed from the flight plan as the result of a direct-to.

Load 15.5 Abeam points feature not implemented.

Load 17.2 Abeam points feature enabled.


EM

170A

OM

9400

25A

.DG

N

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1/5MOD FLT PLAN

ABEAM POINTS

AC

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OPERATIONS GUIDE


7 – Auto-insert fix info.

Selection of a bearing entry, distance entry, or abeam (FMS automatically computes the crossing point) from the FIX INFO page will automatically access the FPL page, and insert the along-track waypoint in the flight plan, thereby creating a modified flight plan. If more than one crossing point exists, the first crossing point (closest to the aircraft in distance along the flight plan) on the FIX INFO page will be inserted.

Load 15.5 Auto-insert fix Info feature not implemented.

Load 17.2 Auto-insert fix Info feature available.


8 – FIX INFO page does not accept decimal entries.

Per LOAD 15.5, the FIX INFO page on MCDU accepted decimal entries, for instance 3.2 or 3.4.

Per LOAD 17.2, only whole numbers, for instance 3 or 4, are accepted on the FIX INFO page.

Load 15.5 Decimal entries on FIX INFO page.

Load 17.2 No decimal entries on the FIX INFO page.


AC

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OPERATIONS GUIDE

9 – ROUTE pages on the MCDU.

Route planning is performed using the ROUTE page on the MCDU, which is accessed by pressing RTE function button on the MCDU.

The RTE page displays top level information about the flight plan and through the RTE page, it is possible to:

• Access route information for reference and guidance.

• Enter a route using a customized database.

• Access to Flight ID number and call sign.

Load 15.5 No RTE pages implemented.

Load 17.2 RTE pages implemented.


EM

170A

OM

9400

21A

.DG

N

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1/1RTE

ORIGIN

KPHXRUNWAY

RW25L

DEPARTURE

OEST

UUEECO ROUTE

KPHXUUEE01

CALL SIGN

SB 1111FLIGHT ID

BA 1111

ROUTE PAGE ON MCDU

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OPERATIONS GUIDE


10 – Initial development of ENGINE-OUT SIDs.

Engine out SIDs are airline specific data and will be stored in the company navigation database. The engine out SIDs implementation requires that the airline user purchase a navigation database that is unique to the airline user.

When EOSIDS are enabled in the APM, the MFD MAP/PLAN menus will include a selection "EO SID" to preview an EOSID for a selected departure runway. The EOSID output to the map display from the FMS will continue until the both of the following events occur:

Load 15.5 No engine out SIDs implementation.

Load 17.2 Engine out SIDs implementation.


EM

170A

OM

9400

22A

.DG

N

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1/1SID

ACTIVATE

S

DRK4

EO SID

EAGUL2

PICAH5

XPHX RW0BR

MOBIE1

PAYSO6

SJN1

ENGINE OUT SID

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OPERATIONS GUIDE

SOFTWARE MISBEHAVIOR 1 – Impossibility of MAP range selection.

Map range is a function used to adjust the range of the radar through the CCD knob.

On the ground, when the weather radar system mode selected is WX or GMAP (FSBY), STBY or during the WAIT period (WX warm up time), a misbehavior makes it impossible to change the map range on the MFD and PFD. Attempts to select a different range other than the one already presented are unsuccessful since the system returns to the previous range after a few seconds.

However, range selection on the ground can be achieved if the weather radar is in OFF or by checking FSBY OVRD on both pilots’ virtual controllers.

In flight, this misbehavior occurs only during the warm up period.

Load 15.5 Normal operation of map range selection on ground.

Load 17.2 Weather radar must be in OFF mode or FSBY OVRD must be checked on both pilots’ virtual controllers in order to change map range on ground.


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OPERATIONS GUIDE


2 – Cabin Pressure bump after second engine start.

According to the CPCS Ground mode logic, before the second engine is started on the ground, the outflow valve is kept open and the cabin remains unpressurized. As soon as the second engine is started and rotation speeds on both engines (N2) has reached 60%, CPCS switches to Taxi mode and starts the pre-pressurization sequence by modulating the outflow valve.

However, as the AMS controller commands the air conditioning packs to OFF during engine start, there will be no airflow supplied by the packs and the outflow valve will modulate until it reaches its closed position. When the AMS commands the packs on again, a pressurization bump may be felt inside the cabin as the packs will start insufflating the cabin with the Outflow Valve fully closed.

The pressurization bump may be avoided by setting pressurization to manual mode prior to second engine start. Pressurization must be set back to Auto mode one minute after the second engine is started.

Load 15.5 No cabin pressure bump after second engine start.

Load 17.2 Cabin pressure bump after second engine start.


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OPERATIONS GUIDE

3 – F-BUG indication not presented after inadvertent slat/flap lever movement.

Occasionally, if the flight crew inadvertently moves the slat/flap selector lever up (retract) before reaching flap retract speed and immediately returns to the previous position, the F-BUG indication disappears.

Load 15.5 N/A.

Load 17.2 F-BUG indication not presented after inadvertent slat/flap lever movement.


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OPERATIONS GUIDE


4 – FD LATERAL MODE OFF EICAS CAUTION message appearing after landing and during taxi.

The EICAS CAUTION message FD LATERAL MODE OFF is triggered whenever there is a disconnection of the lateral mode due to invalid conditions.

In case of a non-precision approach procedure retrieved from the FMS database, when the airplane reaches the end of the procedure, the FMS stops sending guidance to the flight guidance control system (FGCS). The FGCS should recognize this condition and gives no alerts to the flight crew.

There have been some events in GPS approaches in which the FGCS does not recognized the end of the procedure, thus causing the EICAS CAUTION FD LATERAL MODE OFF message to display.

Additionally, after an ILS approach and landing, when the airplane is performing and rollout on the runway, ILS deviation becomes sufficiently large to trigger the EICAS CAUTION FD LATERAL MODE OFF message display. However, at this moment the ILS is not providing any guidance to the airplane.

For both scenarios described above, the EICAS CAUTION FD LATERAL MODE OFF message should be disregarded.

Load 15.5 N/A.

Load 17.2 Spurious FD LATERAL MODE OFF EICAS CAUTION message.


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OPERATIONS GUIDE

5 – FMS speed command switch to approach mode.

If the Slat/Flap lever is accidentally commanded to extend after takeoff, it may result in the FMS Speed command to transition to approach. If this occurs, the speed value at LSK1R on the FMS FLIGHT PLAN Page has to be deleted to reset the speed command mode.

Load 15.5 N/A.

Load 17.2 FMS speed command switch to approach mode.


6 – FMS overspeed command during departure.

The FMS limits the speed command to the VFE for the selected flap during transition from take-off to climb. The pilot must avoid operation near VFE during flap retraction. Under some conditions, such as during slower flap transitions (e.g. flap 1 to 0), the FMS bug may exceed the current flap placard speed. The flaps should be retracted with sufficient anticipation prior to VFE to avoid over-speed situations.

Load 15.5 N/A.

Load 17.2 FMS overspeed command during departure.


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OPERATIONS GUIDE


7 – NO TAKEOFF CONFIG EICAS WARNING message and NO TAKEOFF SPOILERS aural warning.

Per LOAD 17.2, the EICAS WARNING message NO TAKEOFF CONFIG and the aural warning NO TAKEOFF SPOILERS are not being correctly annunciated in the following situations:

• Speedbrake lever out of stowed position (0 position) and TLA higher than 70 degrees.

• Speedbrake lever out of stowed position (0 position) during takeoff configuration check.

• Inadvertent multifunction spoiler panel extension during takeoff configuration check.

Also, the speedbrake position indication on EICAS was displayed green instead of red when the speedbrake lever was out of stowed position.

Load 15.5 N/A.

Load 17.2

EICAS WARNING message NO TAKEOFF CONFIG, aural warning NO TAKEOFF SPOILERS and speedbrake position indication are not correctly annunciated.


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OPERATIONS GUIDE



OPERATIONS GUIDE

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1-13


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Page 46 LOAD 17.2 REVISION 3


OPERATIONS GUIDE





LOAD 17.2 LOAD 17.3

The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of EMBRAER 170 airplanes.

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OPERATIONS GUIDE

AUTO FLIGHT CONTROL SYSTEM (AFCS) 1 – AFCS CAS messages.

The following AFCS fault messages were reviewed for maintainability and dispatchability purposes:

• AP FAULT • YD FAULT • FD FAULT • AT FAULT • STALL PROT FAULT • AP PITCH TRIM FAULT

The latches were removed from the messages in order to increase dispatchability.

Load 17.2 The latch of the messages was causing an impact on airplane dispatchability.

Load 17.3 Remove the latch of the messages in order to increase airplane dispatchability.

Affected manual pages: AOM 14-03-10, page 3. A

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OPERATIONS GUIDE


AVIONICS 1 – Impossibility of MAP range selection.


Map range is a function used to adjust the range of the radar through the CCD knob.

Per LOAD 17.2, on the ground, when the weather radar system mode selected is WX or GMAP (FSBY), STBY or during the WAIT period (WX warm up time), a misbehavior makes it impossible to change the map range on the MFD and PFD. Attempts to select a different range other than the one already presented are unsuccessful since the system returns to the previous range after a few seconds.

Per LOAD 17.3, normal operation of map range selection on ground is possible.

Load 17.2 Weather radar must be in OFF mode or FSBY OVRD must be checked on both pilots’ virtual controllers in order to change map range on ground.

Load 17.3 Normal operation of map range selection on ground.


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OPERATIONS GUIDE

FLIGHT CONTROLS 1 – NO TAKEOFF CONFIG EICAS WARNING message and NO

TAKEOFF SPOILERS aural warning.


Per LOAD 17.2, the EICAS WARNING message NO TAKEOFF CONFIG and the aural warning NO TAKEOFF SPOILERS were not being correctly annunciated in the following situations:

• Speedbrake lever out of stowed position (0 position) and TLA higher than 70 degrees.

• Speedbrake lever out of stowed position (0 position) during takeoff configuration check.

• Inadvertent multifunction spoiler panel extension during takeoff configuration check.

Also, the speedbrake position indication on EICAS was displayed green instead of red when the speedbrake lever was out of stowed position.

Per LOAD 17.3, the EICAS WARNING message NO TAKEOFF CONFIG, the aural warning NO TAKEOFF SPOILERS and the speedbrake position indication are correctly annunciated in any of the scenarios described above.

Load 17.2

EICAS WARNING message NO TAKEOFF CONFIG, aural warning NO TAKEOFF SPOILERS and speedbrake position indication not being correctly annunciated.

Load 17.3

EICAS WARNING message NO TAKEOFF CONFIG, aural warning NO TAKEOFF SPOILERS and speedbrake position indication are correctly annunciated in any of the scenarios described above.


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OPERATIONS GUIDE


2 – RUDDER FAULT EICAS CAUTION message QRH procedure change.

Per LOAD 17.3, in direct mode, the EICAS message RUDDER LIMITER FAIL indicates that the rudder hinge moment limiter circuitry has failed (no rudder deflection limiting) in the engaged actuator channel. In this case, the flight crew is instructed (QRH RUDDER FAULT procedure) to attempt to engage the other actuator via the FLIGHT CONTROL MODE PANEL RUDDER BUTTON. The message is removed if the failure is not presented in the stand-by actuator. Otherwise the flight crew must not apply abrupt pedal commands or full rudder deflection.

Load 17.2 The RUDDER FAULT procedure did not consider the message RUDDER LIMITER FAIL.

Load 17.3

The RUDDER FAULT procedure considers the message RUDDER LIMITER FAIL, in order to operate in direct mode without rudder limiting failure, in case of rudder hinge moment limiter failure.

Affected manual pages: QRH EAP8-10, AFM 4-16 page 8 (page 9 only for EASA/JAA certification), AOM 4-16 page 8.

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OPERATIONS GUIDE

SOFTWARE MISBEHAVIOR 1 – FD reversion to ROLL mode upon LOC interception.

When using the FMS as primary navigation source, pressing the PREV button enables the on-side LOC preview on the PFD. In this condition, when the previewed LOC is captured, it becomes the primary navigation source.

Pressing PREV button a second time, enables the opposite side LOC preview. And pressing it a third time disables the preview mode. Thus, when previewing the on-side LOC, the PREV button must be pressed twice to disable the preview mode.

Per LOAD 17.3, if the V/L button is pressed to select the on-side LOC as primary navigation source while previewing the opposite side localizer, the preview mode is removed from the PFD, but remains active, the primary navigation source is reverted to the opposite side LOC upon capture and the Flight Director reverts to ROLL basic mode.

Load 17.2 N/A.

Load 17.3 FD reverts to ROLL mode upon LOC interception due to software misbehavior.

Affected manuals pages: AOM 14-09-05.

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OPERATIONS GUIDE


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2 – VNAV behavior when reaching SPD/ALT LIM during descent with VPATH or VFLCH.

On PERFORMANCE INIT page 3/3 a speed limit associated to an altitude may be selected on the SPD/ALT LIM prompt (1R). The default speed limit is 250 kt below 10000 ft.

Per LOAD 15.3, during VPATH or VFLCH descents with autothrottle engaged, when reaching the SPD/ALT LIM altitude with airspeed greater than the speed limit, the FMS commands VASEL and VALT to reduce the airspeed below the limit before resuming descent. Then the airplane resumes descent with VFLCH.

Per LOAD 17.3, the FMS does not prevent the airplane from passing a speed/altitude limit faster than the speed limit.

The solution is available in LOAD 19.3.

Load 15.3 The FMS prevents the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit.

Load 17.3 The FMS does not prevent the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit.





OPERATIONS GUIDE

3 – Flight Director HDG mode behavior.

Per LOAD 17.3, when a 181°, or more, turn is commanded during a turn to the other side the FD commands a turn to the selected heading following the initial curve direction.

For example, when turning left, if the HDG bug is commanded to make a 200° turn to the right before the wings are leveled, the FD commands a left turn to the selected heading instead of a right turn.

The same behavior is observed for left and right turns.

Load 15.3 N/A.

Load 17.3 Turns of more than 181° using HDG mode may cause the airplane to turn to the other side.

Affected manual sections: N/A.

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OPERATIONS GUIDE


4 – FMS WHAT-IF function.

The WHAT-IF DATA page is available when the performance mode is FULL PERF, a flight plan has been entered and a WHAT-IF initialization has been completed. Anytime changes are made to the WHAT-IF flight plan, WHAT-IF performance data computations are updated.

NOTE: Whenever WHAT-IF performance data is being recalculated, the displayed WHAT-IF data is blanked during the few seconds of calculation.

The WHAT-IF cruise altitude (CRZ) can be modified on this page, through LSK 1L.

Per Load 17.3, if the pilot’s entry for cruise altitude in WHAT-IF DATA page (LSK 1L) is a flight level value above the value displayed, the performance data is recalculated as expected.

(Continued)

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OPERATIONS GUIDE

(Continued)

However, if the pilot’s entry for cruise altitude in WHAT-IF DATA page is a flight level value below the FL CRZ value actually displayed, the performance data is recalculated considering as reference the altitude of the nearest waypoint associated with an altitude constraint along the route, NOT the altitude of the flight level entered by the pilot.

If no waypoint associated with an altitude constraint is found along the entered route, the FMS will consider the arrival runway altitude elevation.

Moreover, WHAT-IF INIT page 3/3 does not properly display performance data for wind and temperature manual entry.

Load 15.3 N/A.

Load 17.3

WHAT-IF performance data for FL CRZ values below the actual calculated using the altitude of the nearest waypoint associated with an altitude constraint as reference.


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AIRPLANE




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LOAD 17.3 LOAD 17.5




OPERATIONS GUIDE


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AIRPLANE GENERAL

1 – EMER LT BATT FAULT EICAS ADVISORY message.

Per LOAD 17.3, after the emergency lights go off in an emergency lights test commanded from the AFT or FWD flight attendant panel there have been some events of EMER LT BATT FAULT EICAS ADVISORY message appearance.

Per LOAD 17.5, a change in message logic will inhibit these spurious message events.

Load 17.3 EMER LT BATT FAULT EICAS ADVISORY message spuriously displays after emergency lights test.

Load 17.5 No spuriously displays of EMER LT BATT FAULT EICAS ADVISORY after emergency lights test.


AIRPLANE




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1 – Minimum barometric altitude.

Per LOAD 17.3, the minimum default value for barometric altitude is 5000 ft.

Per LOAD 17.5, the minimum default value for barometric altitude is 2000 ft.

This change requires less pilot workload during descent phase, as the default value is now set to a minimum barometric altitude, which is closer to barometric altitudes more communally used.

Load 17.3 Minimum default value for barometric altitude: 5000 ft.

Load 17.5 Minimum default value for barometric altitude: 2000 ft.


2 – IDEAL FLAP SELECTION SPEED (DOT).

There have been some reports regarding green dot being displayed above calibrated airspeed during cruise, which at this flight phase corresponds to altitudes higher than the maximum certified altitude for flap extended (20000 ft).

Per LOAD 17.5, green dot display is inhibited for altitudes higher than 20000 ft.

Load 17.3 Spurious green dot display for altitudes higher than 20000 ft.

Load 17.5 Green dot display inhibited for altitudes higher than 20000 ft.




OPERATIONS GUIDE


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3 – TAKEOFF guidance after rotation.

In takeoff mode, the takeoff crossbar is displayed on the PFD (ADI) to provide vertical guidance.

During flight tests it has been reported that takeoff crossbar was moving instead of standing still at the desired pitch during rotation and subsequent takeoff.

Per LOAD 17.5, changes have been made to avoid this pitch guidance movement.

Load 17.3 Undesirable pitch guidance movement after rotation.

Load 17.5 No pitch guidance movement after rotation.


4 – FD LATERAL (VERT) MODE OFF EICAS CAUTION message.

There have been some reports of FD LATERAL MODE OFF and FD VERT MODE OFF EICAS CAUTION messages spuriously displayed during approach final stages when LNAV/VNAV was being used.

LOAD 17.5 prevents these messages to appear spuriously during final approach phases.

Load 17.3 Spurious messages during approach phase.

Load 17.5 No spurious messages during approach phase.


AIRPLANE




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5 – Erroneous stick shaker activation during takeoff.

During an EMBRAER 170 prototype flight test an erroneous stick shaker activation occurred during rotation and lift off. The stick shaker activation was a result of the obstruction of the Total Pressure port of Air Data Smart Probe (ADSP) #4.

EMBRAER investigation of the event indicated that the ADSP #4 generated an erroneous angle of attack signal that was computed together with the signals generated by the other three probes, producing an erroneous airplane angle of attack input to the Stall Warning and Protection System (SWPS).

During the rotation maneuver the Stall Warning and Protection System took this erroneous angle of attack into consideration and activated the Stick Shaker despite the fact that the actual angle of attack and speed of the airplane were within the normal takeoff range.

Per LOAD 17.5, the AOA monitoring logic of the SWPS has been redesign to prevent this behavior.

Load 17.3 Erroneous stick shaker activation during takeoff may occur.

Load 17.5 No erroneous stick shaker activation during takeoff.




OPERATIONS GUIDE


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AVIONICS 1 – MCDU 1(2) OVHT EICAS CAUTION message.

The EICAS CAUTION message MCDU 1(2) OVHT is triggered whenever the associated MDCU has suffered an overtemperature condition. The purpose of this message is to identify temperature conditions that could lead the MCDU to degrade and fail prematurely, indicating the need for maintenance action.

EMBRAER has received reports of nuisance trips of MCDU 1(2) OVHT EICAS CAUTION message, with no real overheating condition of the equipment.

Per LOAD 17.5, MCDU 1(2) OVHT EICAS CAUTION message will be removed from EICAS message list.

Load 17.3 The MCDU 1(2) OVHT EICAS CAUTION message appears with no real overheating condition.

Load 17.5 The MCDU 1(2) OVHT EICAS CAUTION message removed from EICAS messages list.

Affected manual pages: AOM 14-09-25 page 68, AOM 14-15-10 page 6, QRH EAP 9-12.


OPERATIONS GUIDE



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2 – APPR 2 NOT AVAIL EICAS ADVISORY message on ground.

The miscompare logic of the radar altimeter was changed for the AUTOLAND to reduce the threshold from 10 ft to 5 ft minimum of detection for very low altitudes. This caused the display of inaccurate miscompare flags during some takeoffs and APPR 2 NOT AVAIL EICAS ADVISORY message when the airplane is on ground.

Per LOAD 17.5, when the AUTOLAND is active and not in rollout mode, the 5 ft threshold is used. When the AUTOLAND is not active and if rollout mode is active, the 10 ft threshold mode is used.

Load 17.3 Radar altimeter logic changed from 10 ft to 5 ft minimum of detection for very low altitudes.

Load 17.5

Radar altimeter logic:

• AUTOLAND active and not in roll out mode: 5 ft threshold is used;

• AUTOLAND not active and in roll out mode: 10 ft threshold is used.




OPERATIONS GUIDE


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3 – RADIO ALTIMETER spurious indication.

It was detected that the radio altimeter may display spurious altitude data when flying at altitudes above 2500 ft AGL. The signal is sent to the landing gear system and to the EGPWS and may generate aural warnings.

For airplanes with dual radio altimeter installation, the spurious altitude data is generated by only one radio altimeter and is displayed on PFD in green color.

Per LOAD 17.5, PFD indication for airplanes with dual radio altimeter installation shows a green indication for spurious altitude data in one PFD while the remaining shows no indication at all.

Load 17.3 Both PFDs show radio altimeter indication in green for altitudes above 2500 ft (spurious altitude data).

Load 17.5 Green indication for altitude above 2500 ft (spurious altitude data) in one PFD while the remaining shows no indication at all.



OPERATIONS GUIDE


1-15 REVISION 8 LOAD 17.5 Page 8A

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AMS 1 – Bleed Leak message associated to bleed overpressure

events.

After a bleed overpressure condition is detected, the BLEED 1(2) OVERPRESS message is displayed and the respective bleed valve is instantaneously commanded to close, but the manifold pressure may take some time to decrease.

Per LOAD 17.3, BLEED 1(2) LEAK message may be triggered due to BLEED 1(2) OVERPRESS message.

Per LOAD 17.5, improvements on the BLEED 1(2) OVERPRESS and BLEED 1(2) LEAK messages are introduced in order to avoid spurious display of these messages, completely segregating bleed leak from bleed overpressure events.

Load 17.3 BLEED 1(2) LEAK message may be displayed in case of an overpressure condition. Amber leak bar is also illuminated.

Load 17.5 BLEED 1(2) LEAK message only displayed in case of a real leak event. Amber leak bar illuminates only due to true leak events.

Affected manual pages: OB 170-003/06, SNL 170-36-0010, SNL 190-36-0006, ACFOG 4-10 page 4.



OPERATIONS GUIDE

1-15 Page 8B LOAD 17.5 REVISION 6

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INTENTIONALLY BLANK

AIRPLANE




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FMS

1 – Waypoints missing after performing a DIRECT TO with ABEAM.

ABEAM points function was introduced with LOAD 17.2. However, performing a DIRECT TO with ABEAM points may result in loss of a waypoint in the Flight Plan, which appears as a blank line on the ACTIVE FLIGHT PLAN on the MCDU and a gap on the flight plan displayed on the MFD Map.

This scenario requires the pilot to re-enter and activate the flight plan definition.

EMBRAER recommends operators not to use the ABEAM Points function until LOAD 17.5.

Per LOAD 17.5, use of DIRECT TO with ABEAM without loss of waypoint in the flight plan is possible.

Load 17.3 Loss of waypoint in the Flight Plan due to use of DIRECT TO with ABEAM points.

Load 17.5 Use of DIRECT TO with ABEAM without loss of waypoint in the Flight Plan.




OPERATIONS GUIDE


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2 – FMS transitioning from CLIMB to CRUISE profile.

Per LOAD 17.3, the FMS may transition from CLIMB to CRUISE profile while the flight crew performs an intermediate level off using VNAV. In this case, the cruise altitude target (CRZ ALT prompt on LONG RANGE CRUISE page 1/1) changes to the level off altitude. As a result the FMS flight phase is transitioned to “cruise” requiring the pilot to re-define the intended cruise altitude.

The transition may occur when the airplane is leveled and FLCH is pressed before changing the Altitude Select, which may result in two consequences:

• If only Mach was entered, the Autothrotlle may command VMO.

• Incorrect Cruise altitude data provided to CPCS.

Per LOAD 17.5, the original cruise altitude target value will be kept regardless that intermediate level offs are performed.

Load 17.3 FMS flight phase is transitioned from CLIMB to CRZ while the crew performs an intermediate level off.

Load 17.5 Original cruise altitude target value will be kept regardless that intermediate level offs are performed.


AIRPLANE




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3 – PFD Speed Error Tape incorrect with FMS speed selected in Mach.

Per LOAD 17.3, when FMS speed is selected in Mach, with the airplane flying actual FMS speed (for example 0.80 Mach), the flight path vector speed error tape incorrectly displays a down tape, indicating that the current airspeed is 15 kt less than the selected airspeed.

Per LOAD 17.5, the speed error tape will display only in case of difference between actual and selected airspeed.

Load 17.3 Flight path vector speed error tape erroneous displayed for FMS Mach selected speed.

Load 17.5 Flight path vector speed error tape displayed only in the case of difference between actual and selected computed airspeed.




OPERATIONS GUIDE


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4 – VLE not observed when FMS speed is entered in Mach.

When the FMS speed command is in constant Mach, the VLE (Maximum Landing Gear Extended and Locked speed) should limit the speed target to appropriate placard Mach speeds for gear extended and locked.

Per LOAD 17.3, the VLE is not observed when FMS command is in constant Mach.

Load 17.3 VLE is not observed when FMS command is in constant Mach.

Load 17.5 VLE observed when FMS command is in constant Mach.


5 – Improved RNAV departure performance.

During flights using new RNAV SIDs published for Atlanta airport, the ATC reported that the EMBRAER 170 flight track produces larger turn anticipation when compared to other airplanes with older FMSs.

Per LOAD 17.3, operators performing RNAV procedures may manually change the bank factor value, according to SNL 170-34-0006 and SNL 190-34-0003 issued in October/05.

Per LOAD 17.5, the departure terminal area is defined to be 30 NM from the departure airport (no need to manually change the bank factor value).

Load 17.3 The departure terminal area is 10 NM from the departure airport.

Load 17.5 The departure terminal area is 30 NM from the departure airport.



OPERATIONS GUIDE



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FLIGHT CONTROLS 1 – Aileron indication on synoptic page.

The aileron indication in the MFD Flight Control synoptic page does not indicate full deflection in some cases, although the surface reaches full deflection.

Per LOAD 17.5, full deflection of aileron during flight controls check will be displayed.

Load 17.3 MFD Flight Control synoptic page does not indicate full deflection in some cases, although the surface reaches full deflection.

Load 17.5 MFD Flight Control synoptic page indicates full when the surface reaches full deflection.


2 – Spurious FLT CTRL NO DISPATCH EICAS CAUTION message.

Per LOAD 17.5, if the following actions are performed during power up, they will no longer trigger the FLT CTRL NO DISPATCH EICAS CAUTION message:

• Power up procedure with DC BUS TIE TOGGLE SWITCH in OFF position;

• Control columns movement (pitch and roll) from neutral position during power up;

• Rudder pedals movement from neutral position during power up.

Load 17.3 FLT CTRL NO DISPATCH spurious messages.

Load 17.5 Reduction of FLT CTRL NO DISPATCH spurious message occurrences.




OPERATIONS GUIDE


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3 – Rudder/Elevator rate limiter upon on ground hydraulic power up.

After turning the hydraulic system off, the rudder and elevator surfaces lay on their mechanical stops due to wind and gravity forces.

Per LOAD 17.3, upon hydraulic power up, surfaces were commanded to their neutral positions at full rate, causing passengers complains and components life reduction.

Per LOAD 17.5, a rate limiter was implemented in order to have a smoother rudder/elevator command to neutral position upon hydraulic power up.

Load 17.3 Rudder/Elevator surfaces commanded to neutral positions at full rate upon hydraulic power up.

Load 17.5 A rate limiter was implemented to have a smoother surfaces command to neutral upon hydraulic power up.


4 – PBIT remaining time readout.

In order to allow tracking of electrical and hydraulic PBIT expiration time, a digital remaining time readout will be included at the Flight Controls Synoptic Page (in the MFD) showing the remaining hours until the electrical and hydraulic PBIT expire.

Load 17.3 No PBIT remaining time readout on MFD.

Load 17.5 PBIT remaining time readout on MFD.



OPERATIONS GUIDE



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5 – FLT CTRL TEST IN PROG EICAS STATUS new message.

Per LOAD 17.5, a new EICAS STATUS message – FLT CTRL TEST IN PROG – was created to inform the pilot that the electrical PBIT is in progress.

From now on, the time the PBIT takes to complete will be given by the time the FLT CTRL TEST IN PROG EICAS STATUS message is being displayed.

The Electrical PBIT will be interrupted if any electrical hydraulic pump is running or the Flight Control Mode Panel switches are cycle or if AC source is interrupted while the FLT CTRL TEST IN PROG EICAS STATUS message is being displayed.

Load 17.3 FLT CTRL TEST IN PROG EICAS STATUS message not being displayed while PBIT is in progress.

Load 17.5 FLT CTRL TEST IN PROG EICAS STATUS message displays while PBIT is in progress.

Affected manual pages: AOM 3-09 page 01, AOM 14-08-10 page 6 and AOM 14-08-45 page 4.



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6 – FLT CTRL NO DISPATCH during rudder pre-flight check.

Per LOAD 17.3, due to a delay between the rudder position signal and the rudder pedal position signal, fast movements of the rudder pedal might cause signals difference to outrun the acceptable tolerance. The FCM Monitor detects this difference between rudder position and pedal deflection, and may trigger the FLT CTRL NO DISPATCH message.

Therefore, EMBRAER recommended to perform the rudder check with slow and smooth movements of the pedals, waiting 2 seconds on the neutral position to avoid spurious messages.

Per LOAD 17.5, a change in the FCM monitors logic will inhibit these spurious message events triggered by fast pedal movements during rudder check.

Load 17.3 FLT CTRL NO DISPATCH message due to fast pedal movements during rudder check.

Load 17.5 No FLT CTRL NO DISPATCH during rudder check.



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7 – Flight Controls EICAS messages flickering during electrical PBIT.

Per LOAD 17.3, the following flight control EICAS messages may be displayed while the electrical power up built-in-test (PBIT) is in progress:

• RUDDER FAULT;

• ELEVATOR FAULT;

• SPOILER FAULT;

• AUTO CONFIG TRIM FAIL;

• FLT CTRL NO DISPATCH.

Per LOAD 17.5, these flight control EICAS messages will no longer be displayed during the electrical PBIT. Only the EICAS messages

• RUDDER FAIL

• ELEVATOR FAIL

still may appear during the electrical PBIT. However, these messages disappear as soon as hydraulic pumps are turned ON.

Load 17.3 Flight Control EICAS messages displayed during electrical PBIT.

Load 17.5 No Flight Control EICAS messages displayed during electrical PBIT.




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FUEL

1 – FUEL TANK LO TEMP EICAS CAUTION message.

TCCA and FAA required to change ‘FUEL TANK LO TEMP’ priority classification from ADVISORY to CAUTION. This change is also applicable to JAA/EASA and ANAC.

Load 17.3 FUEL TANK LO TEMP EICAS ADVISORY message.

Load 17.5 FUEL TANK LO TEMP EICAS CAUTION message.

Affected manual pages: AFM 4-20 pages 1 and 4 and AOM 14-10-15 page 2.



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ENGINE

1 – ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message.

The ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message is triggered whenever all fuel pumps are off and the fuel pressure switch does not indicate low pressure.

A scenario where this situation may occur is when the defuelling and the crossfeed valve are left open during a refuelling operation.

This happens because the left feed line is pressurized by the fuel truck and the right side is pressurized once the crossfeed valve is open. This scenario – pressurized feed lines and fuel pumps off – triggers the message.

Per LOAD 17.5, the ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message will be triggered only with defuelling valve closed.

Load 17.3 ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message with defuelling valve open.

Load 17.5 ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message with defuelling valve closed.



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LANDING GEAR AND BRAKES 1 – STEER FAIL EICAS CAUTION message during single engine

taxi performed with engine 2 shut down.

When a single engine taxi is performed with engine 1, the electric hydraulic pump 2 automatically activates providing hydraulic power to the steering system.

However, the current logic of electric hydraulic pump 2 only activates the pump after N2 drops below 40 %.

Thus, performing a single engine taxi with engine 1 after shutting down the engine 2 causes the steering system to trigger the message from the time which the engine 2 START/STOP selector knob is switched to STOP and the electric hydraulic pump 2 is activated (the same time N2 takes to drop below 40 %).

This event will not happen if the Electric Hydraulic Pump 2 is manually turned ON prior to engine 2 shutting down for single engine taxi, as recommended in the AOM Normal Procedures section.

Per LOAD 17.5, the electric hydraulic pump 2 logic will prevent hydraulic system 2 depressurization during engine 2 shut down.

Load 17.3 STEER FAIL EICAS CAUTION message displayed during single engine taxi performed with engine 2 shut down.

Load 17.5 STEER FAIL EICAS CAUTION message not displayed during single engine taxi performed with engine 2 shut down.




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SOFTWARE MISBEHAVIOR 1 – FMS autotune displayed with VOR/LOC selected as navigation

source.

Per LOAD 17.3, when VOR/LOC is selected as the primary navigation source the FMS will drop from autotune and the frequency displayed on the PFD will switch its color from magenta to green. This is also valid when the preview mode is activated.

Per LOAD 17.5, when VOR/LOC is selected as the primary navigation source or preview is selected, the frequency displayed in the PFD remains in magenta and the radio page on the MCDU also displays "FMS AUTO", but the FMS is not capable of autotune the radio anymore.

Load 17.3

NAV frequency on PFD is displayed in green when VOR/LOC or preview mode is selected as the primary navigation source. FMS will drop from autotune on the MCDU Radio page.

Load 17.5

NAV frequency on PFD is displayed in magenta when VOR/LOC or preview mode is selected as the primary navigation source. MCDU radio page displays "FMS AUTO", but the FMS is not capable of autotune the radio.



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2 – NAV tuning on FMS progress page.

Per LOAD 17.5, when tuning a VOR, LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number, the FMS may not accept the change if the preview mode (PREV) is active on the PFD.

In this case the previously tuned frequency will remain active on MCDU RADIO page 1/2 and on PFD secondary radio tuning window.

Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-015/06.

Load 17.3 N/A.

Load 17.5

FMS does not accept tuning a VOR, LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number if the preview mode (PREV) is active on the PFD.




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3 – LNAV Drop during large heading change turn.

Per LOAD 17.5, approach procedures having a track change near 180° with speeds greater than 200 KIAS, the FMS cannot calculate the next intercept waypoint, resulting in:

− Development of a Flight Plan discontinuity;

− Disengagement of LNAV mode, and;

− Flight Director Mode dropping to the ROLL basic mode without the associated EICAS message.

The final solution is available in LOAD 19.3.

Load 17.3 N/A.

Load 17.5 LNAV drops to ROLL basic mode during approaches with large heading change turns without showing FD LATERAL MODE OFF message.


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LOAD 17.5 LOAD 19.3

The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of EMBRAER 170/175 airplanes.



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1 – Speed reference changing to VFE when using Autoland and IAS-MACH button is pressed.

When the Autoland is engaged and the IAS-MACH button on the Guidance Panel is pushed, the speed reference changes to VFE FLAPS 5 (180 KIAS) and does not change to Mach, as expected.

Per LOAD 19.3, when the IAS-MACH is pushed, the speed reference changes to Mach as expected.

Load 17.5 With Autoland engaged the IAS-MACH function changes the airspeed to VFE FLAPS 5 (180 KIAS) and does not change to Mach, as expected.

Load 19.3 When the IAS-MACH is pushed, the speed reference changes to Mach as expected.


2 – Autothrottle slow command Thrust Levers during climb with

FLCH.

Per LOAD 17.5, the Autothrottle commands Thrust Levers slowly during a FLCH climb due to a reduced AT servo rate implemented on the FD FLCH control law.

Per LOAD 19.3, the FD FLCH control law was fixed and AT servo rate upper limit set to a higher value.

Load 17.5 Slow AT commands during FLCH climb.

Load 19.3 Faster AT commands during FLCH climb.


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3 – Autothrottle misbehavior during OEI operation.

During an EMBRAER 190 flight test an AT misbehavior was observed while flying with engine 1 inoperative, at 15000 ft, 260 kt with AP engaged. The pilot had selected a higher speed when AT was engaged, but the AT commanded the Thrust Levers close to IDLE position and then forward to increase the power to track the selected airspeed. The same is applicable to the EMBRAER 170/175.

Per LOAD 19.3, the speed reference initialization was revised to make the AT move the Thrust Levers forward to track the selected speed.

Load 17.5 AT commands Thrust Levers to IDLE before advancing to track a higher airspeed during OEI level flight.

Load 19.3 AT commands Thrust Levers forward to track a higher airspeed during OEI level flight.




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4 – FGCS priority switching modifications.

The Automatic Flight FAULT EICAS messages which indicate loss of redundancy, such as AP FAULT, AT FAULT, YD FAULT, FD FAULT, and AP PITCH TRIM FAULT, had their latches removed in LOAD 17.3. After that, some specific latent failures become evident, requiring additional checks on both FGCS channels every 600 FH to meet safety requirements. This issue was addressed by a Service Bulletin and an AD.

Per LOAD 19.3, AFCS software has been improved and does not require these actions. After an on-ground power-up, when the AFCS performs the power-up servo BIT, the command comparison monitors will be activated for 5 seconds for aileron servo, elevator servo, parallel rudder servo, Yaw Damper and Auto Pitch Trim. This will allow the monitors to detect latent failures that result in erroneous commands which would normally be detected in air and consequently would not go annunciated on ground.

NOTE: AFCS related messages may be displayed during the PBIT and, if no failure is detected, they are removed in approximately 3 minutes.

A fault detected during this 5 second period will be latched, resulting in the loss of the associated functionality. This loss will result in an associated functional fault message on the EICAS.

A unique fault record will be stored in maintenance memory indicating the cause as the power-up command comparison monitor trip, indicating that a maintenance action is necessary.

Load 17.3 Both FGCS channels must be checked every 600 FH according to SB170-22-0003.

Load 19.3

PBIT checks the FGCS commands for 5 seconds after on ground power-up and detects latent failures and does not require FGCS channels to be checked every 600 FH.


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5 – AP FAIL CAUTION message due to AP disengagement by force on the control wheel.

Per LOAD 17.5, autopilot disengagement by force on the control wheel might result in AP FAIL message due to system logic misbehavior.

Per LOAD 19.3, the AP logic was updated and AP FAIL message is not displayed due disengagement by force on the control wheel.

Load 17.5 AP FAIL message due disengagement of AP by force on the control wheel.

Load 19.3 No AP FAIL message due to AP disengagement by force on the control wheel.

Affected manual pages: AOM-1502 14-03-10 page 3.

6 – Pitch oscillation during climb using FLCH mode.

Embraer received reports regarding a low frequency pitch oscillation with a period of 20 up to 50 seconds while climbing using the Flight Level Change mode and Pitch Attitude misbehavior at the beginning of FLCH maneuver (too aggressive pitch up when going up and too aggressive pitch down when going down).

Per LOAD 19.3, the FLCH function was updated to prevent these behaviors.

Load 17.5 Pitch oscillations during climbs using FLCH mode.

Load 19.3 No pitch oscillations during climbs using FLCH mode.




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7 – On-ground Air Data Monitoring.

In service reports showed that some EICAS messages are displayed due to strong crosswinds during taxi (AP FAIL, AFCS FAULT, ADS PROBE 1(2)(3)(4) FAIL, AT FAIL, etc). Large disagreements (up to 60 kt) were observed between the airspeed values obtained by the Air Data Systems (ADS) while on ground. These differences are tripping the Air Data Monitor on ground.

Per LOAD 17.5, the Air Data Monitor considers the airplane is on ground when airspeed is 60 kt or lower.

Per LOAD 19.3, the Air Data Monitor considers the airplane is on ground when airspeed is 80 kt or lower and groundspeed is lower than 40 kt.

Load 17.5 Spurious ADS related EICAS messages are displayed during taxi under strong cross-winds.

Load 19.3 No spurious ADS related EICAS messages during taxi under strong crosswinds.


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AVIONICS

1 – Loss of Weather Radar info when PLAN mode is used.

Per LOAD 17.5, the Weather Radar info (Terrain/Weather) on the MFD disappears every time the PLAN mode is selected.

Per LOAD 19.3, Weather Radar display settings are kept after PLAN mode is used.

Load 17.5 The Weather Radar info on the MFD disappears every time the PLAN mode is used.

Load 19.3 Weather Radar display settings are kept after PLAN mode is used and then the MAP mode is reselected.


2 – Vertical Speed selectable increments.

Per LOAD 17.5, VS of 950 ft/min cannot be selected when changing from 1000 ft/min to 900 ft/min.

Per LOAD 19.3, VS of 950 ft/min can be selected when changing from 1000 ft/min to 900 ft/min.

Load 17.5 It is not possible to select 950 ft/min when changing from 1000 ft/min to 900 ft/min.

Load 19.3 It is possible to select 950 ft/min when VS is selected from 1000 ft/min to 900 ft/min.




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3 – Cruise Flight Level Entry not accepted when equal to PSA.

Per LOAD 17.5, when the Pre-Selector Altitude knob (PSA) is set to an altitude higher than the planned initial cruise altitude, the FMS latches to this higher value. After that, if the PSA is set back to the initially planned altitude, the FMS does not accept a manual correction entry.

Per LOAD 19.3, the FMS synchronizes to the PSA selected altitudes equal or higher than the planned initial cruise altitude entered on the FMS.

Load 17.5 If the PSA is set to a higher flight level than FMS cruise flight level and, later, reset to the original cruise level the FMS does not accept this manual entry.

Load 19.3 The FMS synchronizes to the PSA selected altitudes equal or higher than the planned initial cruise altitude entered on the FMS.


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4 – Vertical Situation Display (VSD) improvements.

Per LOAD 17.5, the VSD does not work in PLAN mode and the VSD scale is not adequate for some MAP ranges.

Per LOAD 19.3, some improvements were made to the Vertical Profile on the MFD, that now incorporates the following modifications:

− Works with the PLAN mode (Centered Airplane or Centered Waypoint);

− Vertical Scale is automatically adjusted with the selected range;

− Better display of the vertical profile adjusted to the flight phase (climb, cruise and descent);

− Displays the missed approach procedure.

Load 17.5 VSD does not work on the PLAN mode and the scale is not adequate for some MAP ranges.

Load 19.3

Improvements on the VSD: vertical scale is automatically adjusted, profile is adjusted to flight phase, works with the PLAN mode, is waypoint centered and displays missed approach.




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VERTICAL SITUATION DISPLAY

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5 – CMF Software update to support VDL Mode 2.

Per LOAD 19.3, the CMF Software was updated to support Mode 2 data.

VDL Mode 2 is an air-ground data link which provides the same services ACARS does, but is over 10 times faster than the ACARS.

The most significant difference is the protocol and speed of which the data communication will take place with the ground stations allowing faster and reliable data transmission.

The flight crew interface remains the same.

VDL mode 2 will be available through a Service Bulletin as an optional item.

Load 17.5 No VDL Mode 2 support available.

Load 19.3 VDL Mode 2 support available.

Affected manual pages: AOM 14-09-15.

6 – MFD Pointer and CCD hot spots.

Per LOAD 17.5, the cyan selector box jumps from one soft button to the next following pilot’s inputs on the CCD touchpad and there are six hot spots on the touch pad, one in each corner and at top and bottom centers, which instantly moves the cursor to correspondent position on the selected screen.

Per LOAD 19.3, a crosshair pointer, controlled through the CCD touch pad, is displayed on the MFD selectable areas only to provide a visual feedback of the cursor position. The cyan selector box selects the soft key under the crosshair pointer.

This pointer provides better access to the ECL and MFD soft keys.

The hot spots have been removed from the MFD.

(Continued)



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(Continued)

The PFD hot spots remain available for NAV/COM radio box selection.

Load 17.5 The touch pad controls the cyan selector box that jumps from one soft button to the next, and there are six hot spots on the MFD.

Load 19.3

The touch pad controls a crosshair pointer and the cyan selector box jumps selecting the soft button under the pointer. Hot spots were removed from the MFD.

Affected manual pages: AOM 14-01-25 and 14-01-30.

MFD CURSOR

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7 – PITCH and ROLL attitude information.

Per LOAD 17.5, the IRS 1(2) STATUS page 1/1 displays IRS Position, Ground Speed (GS), Wind, Drift Rate (DFT RT) and the distance to FMS position.

Per LOAD 19.3, the IRS 1(2) STATUS page 1/1 also displays the airplane PITCH and ROLL attitude.

Load 17.5 N/A.

Load 19.3 IRS 1(2) STATUS page 1/1 displays the airplane PITCH and ROLL attitude.


IRS 1 STATUS PAGE 1/1



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AMS

1 – Anti-Ice Synoptic: Right Manifold Temperature Indication.

Per LOAD 17.5, the link of the right manifold temperature indication to the respective bleed line is not displayed anymore. The left side indication link works properly.

Per LOAD 19.3, the link of the right manifold temperature indication to the respective bleed line is displayed on Anti-Ice Synoptic.

Load 17.5 No link on the right manifold temperature indication.

Load 19.3 Link on the right manifold temperature to its respective bleed.


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FMS

1 – FMS route pages (RTE) commonality with FLT PLAN page.

Per LOAD 17.5, the FMS Route pages (RTE) have an independent layout.

Per LOAD 19.3, the FMS RTE pages layout was updated for commonality with the FLT PLAN pages. New prompts were created in order to make the navigation through the RTE pages and system initialization more friendly.

Load 17.5 RTE pages have an independent layout.

Load 19.3 RTE pages layout was updated for commonality with the FLT PLAN pages.


FMS RTE PAGE 1/3



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2 – Flight Plan and Wind Data uplink – AOC datalink.

Per LOAD 19.3, the modifications implemented correct the display of the uplink flight plan on the ROUTE page, and also allowed the uplink of wind information for several waypoints of the flight plan. Acceptance of this wind information is now also incorporated to the performance flight plan.

Load 17.5 N/A.

Load 19.3

Correct display of uplinked flight plan on route page, use of wind information on several waypoints and acceptance of wind information on the performance flight plan.


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3 – VNAV Glide Path (VGP) approach mode.

A new VNAV non-precision approach mode was created for commonality with ILS approach procedure.

When the pilot selects a non-localizer based approach with a published constant glide path angle on the FMS and presses the APP button on the Guidance panel, the GP will be armed.

The VGP may be armed when the airplane is within 30 Nm radial distance from the FAF.

When the VGP mode is armed a white diamond is displayed above the FMS vertical deviation which indicates the Glide Path reference before the interception.

The VGP mode is engaged only when the airplane is within 5 Nm from the FAF and the FD disregards the PSA allowing the pilot to select the missed approach altitude.

Load 17.5 N/A.

Load 19.3 VGP approach mode enabled.

Affected manual pages: AOM 14-03-10 pages 17, 18A and 18B.



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4 – Altitude constraints at the ABEAM waypoints lost after DIRECT TO command.

Per LOAD 17.5, the altitude constraints at the ABEAM waypoints are lost after DIRECT TO is selected on FMS.

Per LOAD 19.3, the FMS holds the altitude constraints at the ABEAM waypoints after DIRECT TO is selected on FMS.

Load 17.5 The altitude constraints at the ABEAM waypoints are lost after DIRECT TO is selected on FMS.

Load 19.3 The FMS holds the altitude constraints at the ABEAM waypoints after DIRECT TO is selected on FMS.


5 – FMS maximum bank angle in terminal areas.

Per LOAD 17.5, the nominal bank angle used by the FMS to compute the planned turn radius is 20° within 30 Nm from the departure or arrival airport along the flight path.

Per LOAD 19.3, the nominal bank angle used by the FMS to compute the planned turn radius is 20° within 30 Nm radial distance from the departure or arrival airport.

Load 17.5 Nominal bank angle is 20° within 30 Nm from the departure or arrival airport along the flight path.

Load 19.3 Nominal bank angle is 20° within 30 Nm radial distance from the departure or arrival airport.




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6 – NAV tuning on FMS PROGRESS page.


Per LOAD 17.5, when tuning a VOR, LOC or ILS on FMS PROGRESS page 1/3 using the station identifier or the frequency number, the FMS may not accept the change if the preview mode (PREV) is active on the PFD.

Per LOAD 19.3, normal NAV radio tuning is possible on the FMS PROGRESS page 1/3 with preview mode (PREV) active on the PFD.

Load 17.5

FMS does not accept tuning a VOR, LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number if the preview mode (PREV) is active on the PFD.

Load 19.3 NAV radio tuning may be performed on FMS PROGRESS page 1/3 with preview mode (PREV) active on the PFD.


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7 – NAV RADIO tuning improvements.

Per LOAD 17.5, the “FMS tune Enable/Disable” prompt on the MCDU RADIO page was synchronized to both NAV radios and could be incorrectly understood as an FMS Autotune ON/OFF.

Also, when this prompt was selected to DISABLE some confusion between the PFD NAV box and MCDU RADIO page could happen, leaving the pilot not knowing if the FMS was in Auto Tune or not.

Per LOAD 19.3, a simplified logic for radio tuning was implemented as follows:

− The label on the MCDU RADIO page “FMS Auto”;

− On FMS PROGRESS page, the tuning modes (A, V, R, M) are not displayed;

− The FMS tuning mode is not synched to both NAV radios.

The current tuning mode may be verified on the PFD NAV box and on the MCDU RADIO page 1/2.

− “FMS Auto ON”: “FMS Auto” on the MCDU RADIO page 1/2 and magenta on the PFD NAV box;

− “Manual”: No “FMS Auto” on the MCDU RADIO page 1/2 and green on the PFD NAV box.

Load 17.5 The prompt on the radio page is “FMS Tune Enable/Disable”.

Load 19.3 The prompt on the NAV 1(2) page 1/1 is “FMS Auto ON/OFF”, meaning that tuning mode is “FMS Auto” if ON is selected or “Manual” if OFF is selected.

Affected manual pages: AFM limitation in S4-05.



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8 – FMS autotune displayed with VOR/LOC selected as navigation source.


Per LOAD 17.5, with the autotune in AUTO, when VOR/LOC is selected as the primary navigation source or preview is selected, the tuning mode is reverted to manual, but the frequency displayed on the PFD remains magenta, the RADIO page on the MCDU also displays "FMS AUTO", and the FMS is not capable of autotuning the NAV radio anymore.

Per LOAD 19.3, normal reversion to manual tuning mode, with no “FMS AUTO” indication on the MCDU RADIO page and the frequency displayed in green on the PFD when VOR/LOC is selected as primary navigation source.

When the preview mode (PREV) is selected, the tuning mode remains “FMS AUTO” until the ILS frequency auto-tuned, then the tuning mode reverts to Manual, the NAV frequency on the PFD becomes green.

Load 17.5

The tuning mode reverts to manual, NAV frequency on PFD is displayed in magenta and the MCDU RADIO page displays "FMS AUTO" when VOR/LOC is selected as the primary navigation source or preview mode is selected, but the FMS is not capable of autotuning the radio.

Load 19.3

Normal reversion to manual tuning mode, NAV frequency on PFD is displayed in green when VOR/LOC is selected as the primary navigation source.




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9 – Initial development of FMS QRH pages.

Per LOAD 19.3, the QRH TAKEOFF and LANDING pages have been re-designed to implement the following features:

− BARO SET is displayed in "inHG" and "HPa";

− The QRH verifies if the V-speeds are in ascending order, if not they are displayed in inverse video;

− The Takeoff Configuration Warning also verifies if the FLAP setting is the same selected in TAKEOFF page, if not the aural “NO TAKEOFF FLAPS” will be activated upon pressing the T/O CONFIG button;

− If the actual takeoff weight is below the BOW, it will be displayed in inverse video on the QRH TAKEOFF page.

Load 17.5 N/A.

Load 19.3 Re-design of the FMS QRH TAKEOFF and LANDING pages.

Affected manuals pages: AOM 14-09-25 page 29, AOM 14-15-20 page 1.

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10 – LNAV Drop during large heading change turn.

Per LOAD 17.5, in approach procedures having a track change near 180° with speeds greater than 200 KIAS, the FMS cannot calculate the next intercept waypoint, resulting in:

− Development of a Flight Plan discontinuity;

− Disengagement of LNAV mode, and;

− Flight Director dropping to the ROLL basic mode without the associated EICAS message.

Per LOAD 19.3, the FMS calculates the intercept waypoint and the Flight Director provides LNAV guidance to intercept the final approach course. The pilot must be aware of airplane position because trajectory overshoot may happen on high speed approach turns when intercepting the final approach course.

Load 17.5 LNAV drops to ROLL basic mode during approaches with large heading change turns without showing FD LATERAL MODE OFF message.

Load 19.3 FD does not drop to ROLL basic mode during high speed approach turns.

Affected manuals pages: N/A



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11 – CHECK LDG SPEEDS scratchpad message.

Per LOAD 17.5, landing V-Speeds are not cleared after takeoff.

Per LOAD 19.3, a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the landing V-Speeds were not inserted on the LANDING page whenever at least one of the following conditions is met:

− the airplane is within 50 nm radial distance from the destination;

− the Slat/Flap is not retracted; or

− the landing gear is down.

Additionally, if the landing V-Speeds inserted on the LANDING page before the takeoff are not being displayed on the PFD, they are deleted on the FMS 15 min after takeoff.

Load 17.5 Landing V-Speeds are not cleared after takeoff.

Load 19.3

Landing V-Speeds are deleted 15 min after takeoff, if they are not being displayed the PFD and a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the landing V-Speeds were not input.


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12 – VNAV behavior when reaching SPD/ALT LIM during descent with VPATH or VFLCH.

On PERFORMANCE INIT page 3/3 a speed limit associated to an altitude may be selected on the SPD/ALT LIM prompt (1R). The default value is 250 kt below 10000 ft.

Per LOAD 17.5, the FMS does not prevent the airplane from passing a speed/altitude limit faster than the speed limit.

Per LOAD 19.3, during VPATH or VFLCH descents with autothrottle engaged, when reaching the SPD/ALT LIM altitude with airspeed greater than the speed limit, the FMS commands VASEL and VALT to reduce the airspeed below the limit before resuming descent. Then the airplane resumes descent with VFLCH.

Deleting the SPD/ALT LIM on the PERFORMANCE INIT page 3/3 clears the speed limit and the FMS does not command the intermediate level off.

Load 17.5 The FMS does not prevent the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit.

Load 19.3 The FMS prevents the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit.




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FLIGHT CONTROLS

1 – PITCH TRIM FAIL EICAS CAUTION message does not inhibit other Pitch Trim System related messages.

Per LOAD 17.5, the PITCH TRIM FAIL message does not inhibit the AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.

Per LOAD 19.3, PITCH TRIM FAIL message inhibits the AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.

Load 17.5 PITCH TRIM FAIL message does not inhibit AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.

Load 19.3 PITCH TRIM FAIL message inhibits AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.


2 – Flight Controls FAIL EICAS messages inhibition on ground.

Per LOAD 17.5, ELEVATOR LH (RH) FAIL, RUDDER FAIL and AILERON LH (RH) FAIL messages are displayed on ground when the associated hydraulic systems are depressurized on phases K1 and K2a.

Per LOAD 19.3, ELEVATOR LH (RH) FAIL, RUDDER FAIL and AILERON LH (RH) FAIL messages are inhibited on ground during phases K1 and K2a if both hydraulic systems that power the surface are depressurized.

NOTE: AILERON LH (RH) FAIL messages is not inhibited if the aileron is disconnect.

Load 17.5 Hydraulic system low pressure trigger spurious Flight Controls FAIL messages on ground.

Load 19.3 Hydraulic system low pressure does not trigger Flight Controls FAIL messages on phases K1 and K2a.




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3 – Spurious EICAS messages after engines shutdown.

Per LOAD 17.5, during engine shutdown, with the airplane on ground, the FADEC is automatically reset when N2 is below 5%, providing invalid data during approximately 2.5 seconds. This behavior makes the following messages to be spuriously displayed on the EICAS:

− GROUND SPOILERS FAIL; − RUDDER LIMITER FAIL; − ELEV THR COMP FAIL; − FLT CTRL FAULT.

Per LOAD 19.3, the spurious EICAS messages are not displayed after engine shut down.

Load 17.5 Spurious EICAS messages after engine shutdown due to a brief FADEC reset.

Load 19.3 No spurious messages after engine shutdown on the ground.


4 – RUDDER LIMITER FAIL EICAS CAUTION message.

Per LOAD 17.5, fast movements on the rudder pedal trigger spurious RUDDER LIMITER FAIL and FLT CTRL NO DISPATCH messages. In this situation, these messages are displayed when the FCM receives different pedal position data from ASCB and from CAN BUS due to the different data transfer rates.

Per LOAD 19.3, the FCM uses a more robust logic and reads data from ASCB only, to avoid spurious RUDDER LIMITER FAIL message.

Load 17.5 Spurious RUDDER LIMITER FAIL EICAS CAUTION message displayed when pedals are commanded at high rates.

Load 19.3 No spurious display of RUDDER LIMITER FAIL when pedals are commanded at high rates.


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5 – STAB LOCK FAULT EICAS message.

Per LOAD 17.5, the STAB LOCK FAULT EICAS message is displayed in-flight due to uncommanded motion of the Horizontal Stabilizer and, after landing, the FLT CTRL NO DISPATCH displayed due to the same reason.

Per LOAD 19.3, STAB LOCK FAULT EICAS message inhibits the FLT CTRL NO DISPATCH due to uncommanded motion of the Horizontal Stabilizer, since they are redundant in this scenario.

Load 17.5 STAB LOCK FAULT and FLT CTRL NO DISPATCH EICAS messages are displayed due to uncommanded motion of the Horizontal Stabilizer.

Load 19.3 Only STAB LOCK FAULT EICAS CAUTION message is displayed due to uncommanded motion of the Horizontal Stabilizer.




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LANDING GEAR AND BRAKES

1 – PRKG BRK NOT RELEASED EICAS message.

To prevent application of the Emergency/Parking Brake in flight, an EICAS message was created on LOAD 19.3.

This message is displayed every time the Emergency/Parking Brake is applied in flight.

Load 17.5 No EICAS message about the Parking Brake application while flying.

Load 19.3 EICAS message PRKG BRK NOT RELEASED displayed when airplane is in the air and the Emergency/Parking Brake is applied.



OPERATIONS GUIDE


SOFTWARE MISBEHAVIOR 1 – VGP Approaches cannot be performed with temperature

compensation.

Per LOAD 19.3, the temperature compensation is calculated, but is not used by the FMS to display the glide path compensated for temperature deviations when performing VGP approaches.

Thus, VGP approaches must not be performed if temperature compensations is needed.

N/A. Load 17.5

The use of temperature compensation is prohibited when using VGP approach mode. Load 19.3

Affected manual pages: AFM.

2 – ECL Brakes Temperature closed loop.

Per LOAD 19.3, the ECL closed loop for Brakes Temperature is not checked automatically if the Brakes Temperature are in normal operating range.

The Brakes Temperature item must be set as an open loop upon ECL database creation. Thus, the flight crew must verify the brakes temperature within normal operation range and check manually the item with the CCD.

N/A. Load 17.5

Brakes Temperature closed loop feature does not work properly. Load 19.3


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OPERATIONS GUIDE

3 – EXCEEDS P ALTITUDE LIMIT scratchpad message.

Per LOAD 19.3, if no departure runway is selected on the FMS or the runway heading is manually inserted by the pilot on the TAKEOFF page, the FMS updates the runway elevation (ELEV) and the pressure altitude (P ALT) values on the FMS TAKEOFF page 1/3 based on actual airplane pressure altitude measured by the Air Data System.

In this situation, the EXCEEDS P ALTITUDE LIMIT scratchpad message is displayed on the MCDU when the airplane is between 15000 ft and 25000 ft during climb or descent.

If a departure runway is selected on the FMS DEPARTURE page and the runway heading is not changed, the runway elevation (ELEV) displayed on the TAKEOFF page is obtained from the FMS Navigation Database, and P ALT displayed is also a fixed value, based on ELEV and altimeter setting (B SET). In this situation, the message is not displayed.

If no departure runway is available for the takeoff runway, either the P ALT or ELEV may be manually inserted. In this situation ELEV and P ALT remain the same and the message is not displayed.

If a flight plan is selected on the FLT PLAN LIST page to be flown as an alternate flight plan, the FMS behavior is the same described above. In this case, either the P ALT or ELEV may be manually inserted on the TAKEOFF page 1/3 to prevent the message display.

If the alternate flight plan is inserted on the RTE pages or on the FLT PLAN pages the message is not displayed.

N/A. Load 17.5

The ELEV and P ALT prompts on the FMS TAKEOFF page 1/3 are updated based on the airplane pressure altitude. In this situation, the scratchpad message EXCEEDS P ALTITUDE LIMIT is displayed when the airplane is between 15000 ft and 25000 ft during climb or descent.

Load 19.3


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4 – V-Speeds and F-Bug display logic on the PFD.

Per LOAD 17.5, the V-Speeds and the F-Bug are removed from the Speed Tape on the PFD when the airplane is higher than 1500 ft above the takeoff field elevation and faster than VFS + 20 kt.

Per LOAD 19.3, the V-Speeds and the F-Bug are disappearing from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt.

Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/07.

The solution is available in LOAD 19.4.

Load 17.5 N/A.

Load 19.3 The V-Speeds and the F-Bug disappear from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt.

Affected manual pages: O.B.170-004/07.



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5 – NAV radio tuning on PROGRESS page 1/3.

Per LOAD 17.5, the NAV radio identifier and the frequency number are displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station.

Per LOAD 19.3, the NAV radio identifier is displayed as amber dashes when the tuning mode is FMS AUTO and a NAV radio is manually tuned using either the station identifier or the frequency if the airplane is outside the station Standard Service Volume.

The frequency number is displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station.

The NAV radio identifier is displayed if the station identifier and the frequency number is manually inserted a second time regardless of the distance to the station.

Load 17.5

The NAV radio identifier and the frequency number are displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station.

Load 19.3

When on FMS AUTO, if a NAV radio is manually tuned, the NAV radio identifier is not displayed on the FMS PROGRESS page 1/3 if the airplane is outside of the NAV radio Standard Service Volume (SSV) obtained from the FMS navigation database.


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6 – CRS Preview Pointer not set to LOC course.

Per LOAD 17.5, when using the FMS as navigation source, if the preview mode (PREV) is activated to preview an ILS/LOC station, the ILS/LOC frequency is tuned by the FMS and the CRS Preview Pointer displays the LOC course on the PFD.

Per LOAD 19.3, when the FMS is autotuning a VOR station within 25 nm to the destination, if the preview mode (PREV) is activated to preview an ILS/LOC course, the ILS/LOC frequency is tuned by the FMS but the CRS Preview Pointer does not automatically display the LOC course on the PFD.

Load 17.5 CRS Preview Pointer displays the LOC course on the PFD when the preview mode (PREV) is used.

Load 19.3

CRS Preview Pointer does not automatically display the LOC course on the PFD when the FMS is autotuning a VOR station and preview mode (PREV) is activated.


CRS Preview Pointer

FKCARVAL

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7 – FMS not using forecasted winds to calculate the FUEL remaining and the ETE on PERF PLAN pages.

Per LOAD 17.5, FMS uses wind information to calculate FUEL remaining and estimated time en route (ETE) displayed on PERF PLAN pages in flight, based on:

− Current wind: if the waypoint is near the airplane;

− Forecasted winds: if the waypoint is far from the airplane.

On ground, the FMS calculates FUEL remaining and ETE based on forecasted winds.

The forecasted wind information used by the FMS may be:

− Wind data from the datalink;

− CRZ WINDS inserted by the pilot on the PERFORMANCE INIT page 3/3; or

− WIND inserted by the pilot on WIND/TEMP pages, displayed when the W/T prompts are selected on the PERF PLAN pages.

Per LOAD 19.3, FMS does not use forecasted winds for performance predictions in flight. The IRS calculates the current winds and the FMS uses such value throughout the remaining waypoints to calculate FUEL remaining and Estimated Time En-route (ETE), which are updated as the current wind changes.

This behavior leads to discrepancies in ETE and FUEL remaining when significant wind variations occur along the route.


Load 17.5 FMS blends current wind and forecasted winds to calculate Fuel remaining and ETE.

Load 19.3 FMS uses current wind, when in flight, to calculate Fuel remaining and ETE, which may result in discrepancies.


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8 – FMS distance between waypoints.

Per LOAD 19.3, FMS miscalculates the distance to the STAR or APPROACH transition waypoint, when an ARRIVAL or an ALTERNATE FPL is inserted or modified.

The miscalculated distance is displayed on the ACTIVE FLT PLAN pages, and as a result, Estimated Time of Arrival (ETA), Estimated Time En-route (ETE), fuel predictions and TOD position calculations are affected.

Embraer investigation on this subject indicated that:

− It does not occur if no ALTERNATE FPL is inserted;

− Only the first waypoint in the selected ARRIVAL procedure (STAR and/or APPROACH) is affected; and

− The correct distance is recalculated upon re-entry of the affected waypoint.

The LNAV guidance and the MFD MAP are based on the FMS database LAT/LONG information, thus they are not affected by this misbehavior.


Load 17.5 N/A

Load 19.3

FMS miscalculates the distance to the STAR/APPROACH transition waypoint, when an ARRIVAL or ALTERNATE FPL is inserted or modified.




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9 – FMS AUTO label on RADIO page 1/2.

Per LOAD 19.3, the FMS AUTO label may be disabled during LOAD 19.3 installation.

In this condition, Autotune mode still works properly and the tuning mode may be confirmed on PFD NAV box:

− Magenta: Autotune mode;

− Green: Manual mode.

FMS AUTO label should be displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode.

Load 17.5 N.A.

Load 19.3 FMS AUTO label may be disabled during LOAD 19.3 installation.


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10 – CMF Misbehaviors.

• CMF 1 FAIL ADVISORY Message:

The CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later. Should this message be presented, no action is required by flight crew and the ACARS remains operative.

• CMF Stuck

When the airplane is around an area where there is a signal strength difference between ground stations, the ACARS transmission may not be operative, remaining in this condition for the rest of the flight. There is no EICAS message associated to this behavior. A Power Down Power Up procedure is necessary to re-establish CMF functionality.

• Agency Code (Airline ID Missing)

The Airline ID, used to identify the origin of the message, may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew. Therefore, ground stations are unable to identify the source of information and the message sent will not reach intended final address.

• Zero Fill

The CMF INIT page does not accept Flight Numbers starting or ending with zero. When entering a Flight Number that starts or ends with zero, the Flight Number is changed on the CMF INIT Page.

The solution for these misbehaviors is available in LOAD 21.2.

Load 17.5 N/A.

Load 19.3 CMF Misbehaviors.




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11 – Printer Inoperative.

Per LOAD 19.3, Embraer has observed some events of cockpit printer not printing ACARS messages. A printer inoperative condition may occur when the ACARS is not transmitting or when the CMC freezes or looses part of its functions. This condition is rarer to occur in LOAD 19.3 given the improvements done from previous load versions, but it is still present.

Load 17.5 N/A.

Load 19.3 Inoperative printer events.


12 – Takeoff speeds replaced by landing speeds.

Per LOAD 19.3, the takeoff speed bugs on the PFD disappear when the following conditions are all met:

− The difference between the airplane pressure altitude and field elevation exceeds 100 ft;

− Direct distance to destination is less than 50 nm; and

− The FMS considers the airplane airborne (15 s after reaching 40 kt of groundspeed).

If the crew had previously entered landing speeds, the landing speed bugs are displayed on the PFD.

Load 17.5 N/A.

Load 19.3 Takeoff speed bugs may be replaced by the landing speed bugs during takeoff, if the direct distance to destination is less than 50 nm.


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13 – Rate of descent more than commanded.

Per LOAD 19.3, when performing a climb or a descent with VNAV engaged if, right after a transition to VASEL, the AFCS receives any target altitude change in a very small time interval, it will remain in VASEL and start the climb or descend in this mode with a greater than usual rate.


The final solution will be available in LOAD 23, but LOAD 21.4 reduces the time frame during which this behavior may occur.

Load 17.5 N/A.

Load 19.3 The airplane may descend or climb in VASEL causing the airplane to have unusual attitudes.


14 – Auto Flight slow lateral oscillation during ILS capture.

Per LOAD 19.3, when there is no co-located DME, the FMS will provide an invalid distance to the localizer station, and the FD commands become degraded, causing the airplane to slowly oscillate about the localizer beam centerline.


Load 17.5 N/A.

Load 19.3 The airplane may oscillate about the localizer beam centerline when there is no co-located DME.




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INTENTIONALLY BLANK

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LOAD 19.3 LOAD 19.4




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AVIONICS

1 – V-Speeds and F-Bug display logic on the PFD.

Per LOAD 19.3, the V-Speeds and the F-Bug are disappearing from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt.


Per LOAD 19.4, the V-Speeds and the F-Bug are removed from the Speed Tape on the PFD when the airplane is higher than 1500 ft above the takeoff field elevation and faster than VFS + 20 kt.

Load 19.3 The V-Speeds and the F-Bug disappear from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt.

Load 19.4 The V-Speeds and the F-Bug are removed from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than VFS + 20 kt.

Affected manual pages: O.B.170-004/07.

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LOAD 19.4 LOAD 21.2




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AVIONICS

1 – APU ALTITUDE EXCEED EICAS CAUTION message.

Per LOAD 21.2, an APU ALTITUDE EXCEED EICAS caution message is displayed when the airplane is flying at or above 33500 ft with the APU running to inform the flight crew that the APU operational ceiling has been exceeded.

Load 19.4 N/A.

Load 21.2 APU ALTITUDE EXCEED EICAS caution message is displayed when the APU operational ceiling is exceeded.

Affected manual sections: AFM 4-08, AOM 4 APU Abnormal Procedures, AOM 14-04-15, QRH EAP4.

2 – ECL Brakes Temperature closed loop.


Per LOAD 19.4, the ECL closed loop for Brakes Temperature is not checked automatically if the Brakes Temperatures are in normal operating range.

Per LOAD 21.2, the ECL closed loop for Brakes Temperature is automatically checked if the Brakes Temperatures are in normal operating range.

Load 19.4 Brakes Temperature closed loop feature does not work properly.

Load 21.2 Brakes Temperature closed loop feature works properly.


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3 – HYD 3 PUMP A NOT ON EICAS message inhibition.

Per LOAD 19.4, HYD 3 PUMP A NOT ON EICAS message is inhibited during flight phases K3 and K5.

Per LOAD 21.2, HYD 3 PUMP A NOT ON EICAS message is inhibited during flight phases K1, K3 and K5 to match with the dark cockpit philosophy.

Load 19.4 HYD 3 PUMP A NOT ON EICAS message is displayed with the engines shutdown.

Load 21.2 HYD 3 PUMP A NOT ON EICAS message is not displayed with the engines shutdown.

Affected manual sections: AOM 14-15-10.



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4 – New Green dot speed reference.

Per LOAD 19.4, the Green dot (Ideal Flap Selection Speed) displayed on the Airspeed tape indicates an ideal speed to extend the SLAT/FLAP when the airplane is below 20000 ft, and the Green dot speeds are computed based on the stall speed, thus it increases with bank angle and may oscillate when under turbulence.

Per LOAD 21.2, the Green dot indicates the Drift Down speed when SLAT/FLAP is retracted, and the Flap Maneuvering Speeds for other SLAT/FLAP settings, which may be used as a reference speed to extend the SLAT/FLAP. The Flap Maneuvering Speeds are computed based on airplane weight and SLAT/FLAP setting, thus the Green dot speed will not change with bank angle nor under turbulence.

NOTE: The green dot speed command for FLAP 1 may be higher than FMS calculated speed. In order to avoid this scenario, use manual speeds or add 8 kt for flap 2 speeds.

Load 19.4 The Green dot indicates an ideal speed to extend the SLAT/FLAP when the airplane is below 20000 ft and oscillates under turbulence.

Load 21.2 The Green dot indicates the Drift Down speed when SLAT/FLAP is retracted, and the Flap Maneuvering Speeds for other SLAT/FLAP settings.


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5 – Chevron EICAS Messages.

Per LOAD 19.4, EICAS messages are grouped and displayed in a chronological order according to their category. The warning messages are displayed always at the top followed by Caution, Advisory and Information/Status, in this order.

Per Load 21.2, a chevron sign (>) is displayed in the left of every EICAS message eligible to be the root cause of an event. These indication was introduced to improve pilot awareness when multiple messages are triggered at the same time due to a common event.

CENTER EBAY FANS FAIL FWD EBAY FANS FAIL

AVNX MAU 1A FAIL AVNX MAU 1B FAIL



AC BUS 1 OFF AC BUS 2 OFF

AC ESS BUS OFF DC BUS 1 OFF

DC BUS 2 OFF DC ESS BUS 1 OFF

DC ESS BUS 2 OFF DC ESS BUS 3 OFF

ELEC EMERGENCY LG WOW SYS FAIL

HYD 1 LO PRESS HYD 2 LO PRESS

HYD 3 LO PRESS

Load 19.4 N/A.

Load 21.2 Certain EICAS messages are displayed with a chevron sign.

Affected manual sections: AOM 14-15-10, QRH NP0-1, SOPM 3-10.



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FLIGHT CONTROL SYSTEM (FCS)

1 – AOA LIMIT FAIL EICAS message displayed due to wind gust.

Per LOAD 19.4, wind gusts on ground may spuriously trigger AOA LIMIT FAIL EICAS message.

Per LOAD 21.2, the ADS logic does not trigger AOA LIMIT FAIL EICAS message due to wind gusts when the airplane is on ground.

Load 19.4 Spurious AOA LIMIT FAIL EICAS message triggered on ground due to wind gusts.

Load 21.2 Wind gusts does not trigger spurious AOA LIMIT FAIL EICAS message.


2 – FLT CTRL BIT EXPIRED spuriously triggered on January, 1st.

Per LOAD 19.4, after New Year transition (January, 1st, 00:00:00), FLT CTRL BIT EXPIRED is spuriously triggered due to the PBIT elapsed time calculation implementation.

Per LOAD 21.2, New Year transition does not trigger spurious FLT CTRL BIT EXPIRED.

Load 19.4 Spurious FLT CTRL BIT EXPIRED is triggered on January, 1st, at 00:00:00.

Load 21.2 No spurious FLT CTRL BIT EXPIRED is triggered on January, 1st, at 00:00:00.


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3 – FLT CTRL TEST IN PROG EICAS status message inhibition.

Per LOAD 19.4, FLT CTRL TEST IN PROG EICAS message is inhibited on flight phases K2a, K2b, K3, K4, and K5.

If the hydraulic PBIT is not performed before engines start, FLT CTRL TEST IN PROG message would be inhibited during the hydraulic PBIT, which would occur during K2a flight phase.

Per LOAD 21.2, FLT CTRL TEST IN PROG EICAS message is inhibited on flight phases K2b, K3, K4, and K5.

FLT CTRL TEST IN PROG message is displayed if the hydraulic PBIT is performed with engines running.

Load 19.4 FLT CTRL TEST IN PROG EICAS message is inhibited if the hydraulic PBIT is performed after engine start.

Load 21.2 FLT CTRL TEST IN PROG EICAS message is displayed if the hydraulic PBIT is performed after engine start.




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4 – Loss of one HS-ACE channel without an associated EICAS message.

Per design, FLT CTRL NO DISPATCH CAUTION EICAS message is displayed in case of one HS-ACE channel failed.

Per LOAD 19.4, if one HS-ACE (Horizontal Stabilizer Actuator Control Electronics) channel has failed, the pitch trim indication on EICAS is lost (amber dashes) with no associated EICAS message.

Per LOAD 21.2, if one HS-ACE channel failed, a FLT CTRL NO DISPATCH EICAS message is displayed.

Load 19.4 No EICAS message is displayed if one HS-ACE channel has failed, but the pitch trim indication is lost.

Load 21.2 If one HS-ACE channel failed, FLT CTRL NO DISPATCH EICAS message is displayed and the pitch trim indication is lost.


5 – PBIT interval extended to 50 hours.

Per LOAD 19.4, both, electrical and hydraulic, PBIT expire after 20 hours (elapsed time) since the last successful PBIT.

Per LOAD 21.2, electrical and hydraulic, PBIT expire after 50 hours (elapsed time) since the last successful PBIT.

Load 19.4 The PBIT expires after 20 hours (elapsed time) since the last successful PBIT.

Load 21.2 The PBIT expires after 50 hours (elapsed time) since the last successful PBIT.

Affected manual sections: AOM 14-08-10, AOM 14-08-45.

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6 – SPOILER FAULT CAUTION EICAS message displayed when the control wheel is moved with hydraulic system 1 or 2 OFF.

Per LOAD 19.4, SPOILER FAULT CAUTION EICAS message is displayed if the control wheel is moved with hydraulic system 1 or 2 off, and the multifunction spoiler panels’ indication on the Flight Controls Synoptic page is displayed as amber dashes.

Per LOAD 21.2, SPOILER FAULT CAUTION EICAS message is not displayed if the control wheel is moved or the roll trim is used, but the multifunction spoiler panels’ indication on the Flight Controls Synoptic page is displayed as amber dashes.

SPOILER FAULT CAUTION EICAS message inhibition is extended to flight phases K1, K2a if the hydraulic system 1 or 2 is off to avoid SPOILER FAULT message display due to control wheel movement with both engines shutdown or during single engine operation.

Load 19.4 SPOILER FAULT CAUTION EICAS message is displayed if the control wheel is moved with hydraulic system 1 or 2 off.

Load 21.2 SPOILER FAULT CAUTION EICAS message is not displayed if the control wheel is moved with hydraulic system 1 or 2 off.

Affected manual sections: AOM 14-15-10, SOPM 5-17.



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7 – SPOILER FAULT EICAS message spuriously displayed with airspeed near 180 KIAS.

Per design, speed brakes are not deployed if airspeed is below 180 KIAS and, if deployed, are automatically retracted if airspeed decreases below this threshold.

Per LOAD 19.4, SPOILER FAULT EICAS message may be spuriously displayed when the speed brake lever is out of the CLOSE position with airspeed near 180 KIAS.

Per LOAD 21.2, system logic was updated to prevent SPOILER FAULT EICAS message from being displayed spuriously when the airspeed is near 180 KIAS with the speed brake lever out of the CLOSE position.

Load 19.4 SPOILER FAULT EICAS message spuriously displayed with airspeed near 180 KIAS.

Load 21.2 System logic was updated to prevent spurious SPOILER FAULT EICAS message under this scenario.


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8 – Speed brake lever out of stowed position during P-BIT.

Per LOAD 19.4, if the speed brake lever is out of the stowed position during the PBIT, the SPOILER FAULT and the AUTO CONFIG TRIM FAIL EICAS messages are spuriously displayed after PBIT is finished.

Per LOAD 21.2, if the speed brake lever is out of the stowed position during the PBIT, the SPDBRK LEVER DISAG message is displayed on the EICAS right after PBIT finishes.

Load 19.4 Spurious AUTO CONFIG TRIM FAIL and SPOILER FAULT EICAS messages displayed when the speed brake lever out of the stowed position.

Load 21.2

PBIT is normally performed and SPDBRK LEVER DISAG message is displayed on EICAS if the speed brake lever is out of the stowed position.




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FMS

1 – Approach Speed Limit Activation.

Per LOAD 19.4, the approach speed limit is activated when the airplane is within the distance inserted on APPROACH SPEEDS page 2/3 (default distance is 15.0 NM) regardless of airplane altitude, which could lead to an unwanted early deceleration.

Per LOAD 21.2, APPROACH SPEEDS page 2/3 was redesigned and the approach speed limit activation logic was updated to consider distance to destination airport and altitude AGL (default values are 15.0 NM and 3000 ft AGL).

Load 19.4 Approach speed limit activation considers only distance to destination airport.

Load 21.2 Approach speed limit activation considers distance to destination airport and altitude AGL.


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APPROACH SPEEDS 2/3 PAGE



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2 – FD reversion to ROLL mode upon LOC interception.


Per LOAD 19.4, if the V/L button is pressed to select the on-side LOC as primary navigation source while previewing the opposite side localizer, the preview mode is removed from the PFD, but remains active, the primary navigation source is reverted to the opposite side LOC upon capture and the Flight Director reverts to ROLL basic mode.

Per LOAD 21.2, when using the FMS as primary navigation source, pressing the PREV button enables the on-side LOC preview on the PFD. In this condition, when the previewed LOC is captured, it becomes the primary navigation source.

Pressing PREV button a second time enables the opposite side LOC preview. And pressing it a third time disables the preview mode. Thus, when previewing the on-side LOC, the PREV button must be pressed twice to disable the preview mode.

Load 19.4 FD reverts to ROLL mode upon LOC interception due to software misbehavior.

Load 21.2 N/A.


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3 – Default en route BANK FACTOR.

Per LOAD 19.4, the default en route BANK FACTOR used by the FMS in cruise (more than 30 NM radial distance from the departure and destiny airports) is 7°.

Per LOAD 21.2, the default nominal bank angle used by the FMS in cruise is 15°.

Load 19.4 The default BANK FACTOR in cruise is 7°.

Load 21.2 The default BANK FACTOR in cruise is 15°.




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4 – DES NOW (Descend Now) prompt on the FMS.

Per LOAD 19.4, the FMS does not provide an easy operation for early and late descents.

Per LOAD 21.2, the DES NOW prompt is displayed on the FMS DESCENT, FLIGHT PLAN and ROUTE pages providing an easy command to start the descent.

The prompt DES NOW is displayed on the FLIGHT PLAN, DESCENT and ROUTE page if:

• The airplane is established in the active FD mode of VNAV ALT and LNAV and the distance prior to the TOD waypoint is less than 50 NM or any distance past the TOD;

• The current airplane is above the FAF altitude;

• The APM setting DesNOWenable is set to enable;

For FLIGHT PLAN and ROUTE pages, the prompts CANCEL, ACT VECTORS, ALTERNATE, DEPARTURE, EXIT, RESUME HOLD or TURN also defined to the same LSK have higher priority for display. The prompt DES NOW will not only be displayed on the ROUTE page 1/1.

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(Continued)

When selected, the Flight Director commands the airplane to descent according to the airplane position relative to the predicted TOD.

− Early Descent: selecting the DES NOW prompt before the TOD is reached enables the Early Descent mode, where the FD commands a 1000 ft/min descent up a point that intercepts the planned descent path or the next altitude constraint is intercepted.

− Late Descent: selecting the DES NOW prompt after the planned TOD is reached enables the Late Descent mode, where the FD commands a descent angle 1.5° steeper than the planned descent angle to intercept the planned path.

If this descent angle is not enough to intercept the previously planned path a UNABLE PATH INTERCEPT scratchpad message is displayed.

Load 19.4 The FMS does not provide an easy operation for early and late descents.

Load 21.2 The DES NOW prompt provides an easy command to start the descent.




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5 – DIRECT TO 1/1 page.

Per LOAD 19.4, FMS DIRECT-TO function provides navigation direct to a waypoint on the ACTIVE FLT PLN, erasing the previous waypoints or to any other waypoint and inserts a discontinuity on the ACTIVE FLT PLN after that waypoint.

Per LOAD 21.2, DIRECT TO 1/1 page provides the following options when using the DIRECT-TO function:

− DIRECT (LSK 1L): to fly direct to the desired waypoint and no other waypoints are removed.

NOTE: A discontinuity is inserted after the desired waypoint followed by the previous waypoint sequence.

− ACTIVE (LSK 2L): To fly direct to a waypoint in the active flight plan, deleting all preceding waypoints. Displayed only if the selected waypoint is part of the active flight plan;

− MISSED APPROACH (LSK 3L): To fly direct to a waypoint in the selected missed approach procedure, deleting all preceding waypoints. Displayed only if the selected waypoint is part of the missed approach procedure inserted on the active flight plan; and

− ALTERNATE (LSK 4L): To fly direct to a waypoint in the alternate flight plan, deleting all preceding waypoints. Displayed only if the selected waypoint is part of the alternate flight plan.

NOTE: If the selected waypoint is not present on any of these flight phases, the DIRECT option is automatically selected and the DIRECT TO 1/1 page is not displayed.

Load 19.4 DIRECT-TO function provides navigation direct to a waypoint inserting a discontinuity or erasing the preceding waypoints on the ACTIVE FLT PLN.

Load 21.2 DIRECT TO 1/1 page was created with additional options for the DIRECT-TO function.




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2L

3L

4L

5L

6L

1R

3R

4R

5R

6R

3L

4L

5L

6L

2R

3R

4R

5R

6R

1/1

1L

2L

3L

4L

5L

6L

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

5R

6R

2R

1R1L

2L

4L

5L

6L

1R

2R

3R

4R

5R

3L

6R

1L 1L

2L

1R

4R

ACTIVE FLT PLAN 1/5

CGO249

301

249

249BROCK

NIBGA

TICA 2008Z29.0NM

2016Z42.0NM

2032Z76.5NM

2044Z60.0NM

ARRIVAL

300/ .78M

CLB SPD

300/ .78M2100

2100FL269

FL2223.0 /

700

ACTIVE FLT PLAN 1/5

CGO249

301

249

249BROCK

NIBGA

TICA 2008Z29.0NM

2016Z42.0NM

2032Z76.5NM

2044Z60.0NM

ARRIVAL

300/ .78M

CLB SPD

300/ .78M2100

2100

FL2223.0 /

700

DIRECT-TO

ACTIVE

DIRECT

ACTIVE FLT PLAN 1/5

257

249BROCK

2018Z53.2NM

2026Z

2038Z60.0NM

300/ .78M

CLB SPD

FL2223.0 /

700

DIRECT

/FL280252NIBGA>> DISCONTINUITY >>

2048Z289 0.4NM

CTB 3.0 / 3100700 DES

ACTIVATE

ACTIVE FLT PLAN 1/5

257

249BROCK

2018Z53.2NM

2026Z

2038Z60.0NM

300/ .78M

CLB SPD

FL2223.0 /

700

DIRECT

/FL280252NIBGA

2048Z289 0.4NM

CTB 3.0 / 3100700 DES

ACTIVATE

249 76.5NM 2100

2049Z 3.0 / 2990SBCT

EM

170A

OM

9801

03A

.DG

N

/252 FL269/252

NIBGA

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6 – EXCEEDS CEILING ALTITUDE scratchpad message.

Per LOAD 19.4, FMS does not accept cruise speed or altitude inputs beyond the FMS computed ceiling altitude with no associated message.

Per LOAD 21.2, FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude and an “EXCEEDS CEILING ALTITUDE” scratchpad message is displayed to alert the crew only in the first time the altitude is inserted.

NOTE: Do not insert a cruise altitude beyond the ceiling altitude in WHAT-IF pages, otherwise, the message EXCEEDS CEILING ALTITUDE will be displayed intermittently.

Load 19.4 FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude with no associated message.

Load 21.2

FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude and an EXCEEDS CEILING ALTITUDE scratchpad message is displayed.


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7 – FMS AUTO label on RADIO page 1/2.


Per LOAD 19.4, the FMS AUTO label may be disabled during LOAD 19.4 installation.

In this condition, Autotune mode still works properly and the tuning mode may be confirmed on PDF NAV box:

− Magenta: Autotune mode;

− Green: Manual mode.

Per LOAD 21.2, FMS AUTO label is displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode.

Load 19.4 FMS AUTO label may be disabled during LOAD 19.4 installation.

Load 21.2 FMS AUTO label is displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode.




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8 – FMS commanded speed inside barber pole during SLAT/FLAP retraction.

Per LOAD 19.4, FMS commanded speed is based on SLAT/FLAP lever position and the barber pole speed is based on the SLAT/FLAP surface position. As a result, during SLAT/FLAP retraction, the FMS commanded speed may be greater than the barber pole boundary.

Per LOAD 21.2, both FMS commanded speed and the barber pole speed are based on SLAT/FLAP surface position. FMS speed bug in magenta commands VFE – 5 KIAS.

Load 19.4 FMS commanded speed is based on SLAT/FLAP lever position and the barber pole speed is based on the SLAT/FLAP surface position.

Load 21.2 Both FMS commanded speed and the barber pole speed are based on SLAT/FLAP surface position.

Affected manual sections: AFM FMS Supplement Normal Procedures.


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9 – FMS distance between waypoints.


Per LOAD 19.4, FMS miscalculates the distance to the STAR or APPROACH transition waypoint, when an ARRIVAL or an ALTERNATE FPL is inserted or modified.

The miscalculated distance is displayed on the ACTIVE FLT PLAN pages, and as a result, Estimated Time of Arrival (ETA), Estimated Time En-route (ETE), fuel predictions and TOD position calculations are affected.

The LNAV guidance and the MFD MAP are based on the FMS database LAT/LONG information, thus they are not affected by this misbehavior.


Per LOAD 21.2, FMS correctly calculates the distance to the STAR or APPROACH transition waypoint, when an ARRIVAL or an ALTERNATE FPL is inserted or modified.

Load 19.4

FMS miscalculates the distance to the STAR/APPROACH transition waypoint, when an ARRIVAL or ALTERNATE FPL is inserted or modified.

Load 21.2 FMS correctly calculates the distance to the STAR or APPROACH transition waypoint, when an ARRIVAL or an ALTERNATE FPL is inserted or modified.

Affected manual sections: O.B.170-005/07.



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10 – FMS not using forecasted winds to calculate the FUEL remaining and the ETE on PERF PLAN pages.


Per LOAD 19.4, FMS does not use forecasted winds for performance predictions in flight. The IRS calculates the current wind and the FMS uses such value throughout the remaining waypoints to calculate FUEL remaining and Estimated Time En-route (ETE), which are updated as the current wind changes.

This behavior leads to discrepancies in ETE and FUEL remaining when significant wind variations occur along the route.


Per LOAD 21.2, in flight, the FMS wind and temperature model blends wind and temperature entries (WIND/TEMP pages) with the current position sensed wind and temperature to calculate FUEL remaining and estimated time en route (ETE) displayed on PERF PLAN pages.

The sensed wind and temperature are blended in proportion to the distance away from the airplane. For example, at present position, sensed wind and temperature are blended at 100%. At 350 NM, sensed is blended 50% and entered at 50%. For other distances, wind and temperatures are blended proportionately.

NOTE: Per LOAD 17.3, the FMS internally blended current wind and forecasted winds to calculate Fuel remaining and ETE as described above, however the wind value displayed was the pilot’s manual entry. Per LOAD 21.2, the wind value displayed is the blended wind, which is the wind used by the FMS to estimate flight time and fuel.

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(Continued)


The forecasted wind information used by the FMS may be:

− Wind data from the datalink;

− CRZ WINDS inserted by the pilot on the PERFORMANCE INIT page 3/3; or

− WIND inserted by the pilot on WIND/TEMP pages, displayed when the W/T prompts are selected on the PERF PLAN pages.

Load 19.4 FMS uses current wind, when in flight, to calculate Fuel remaining and ETE, which may result in discrepancies.

Load 21.2 FMS blends current wind and forecasted winds to calculate Fuel remaining and ETE.




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11 – FUEL USED automatic reset for Quick Turn Around.

The FUEL USED indication, computed by the FMS, is displayed on the FLIGHT SUMMARY 1/1 page and on the FUEL synoptic page on MFD.

Per LOAD 19.4, FMS FUEL USED indication must be reset by the flight crew if performing a quick turn around.

Per LOAD 21.2, the FUEL USED indication is automatically reset by the FMS upon the first engine start when the airplane is on ground.

Load 19.4 FMS FUEL USED indication must be reset by the flight crew if performing a quick turn around.

Load 21.2 The FUEL USED indication is automatically reset by the FMS upon the first engine start.

Affected manual sections: AFM FMS Supplement Normal Procedures, AOM 14-10-10.

12 – SAT label changed to OAT on TAKEOFF page 1/3.

Per LOAD 19.4, the Surface Air Temperature (SAT) label on TAKEOFF page 1/3 could be misunderstood as Static Air Temperature.

Per LOAD 21.2, SAT label on TAKEOFF page 1/3 has been changed to OAT, Outside Air Temperature.

Load 19.4 TAKEOFF page 1/3 displays Surface Air Temperature (SAT) on LSK 2.

Load 21.2 TAKEOFF page 1/3 displays Outside Air Temperature (OAT) on LSK 2.

Affected manual sections: AOM 14-09.



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13 – VERTICAL DIRECT-TO with intermediate altitude constraints.

Per LOAD 19.4, when VERTICAL DIRECT-TO is commanded, the FMS applies altitude constraints to the waypoints as AT constraints regardless of their type (AT, AT OR ABOVE, or AT OR BELOW).

Per LOAD 21.2, the FMS calculates the predicted altitudes at which the airplane should pass the waypoints and then applies the altitude constraints to these altitudes, if necessary.

NOTE: A VERTICAL DIRECT-TO may not be performed for the first approach waypoint. INVALID ENTRY is displayed in the scratchpad when it is performed.

Load 19.4 Altitude constraints at waypoints are forced to be AT constraints regardless of their type, causing unwanted changes to the descent profile.

Load 21.2 The descent profile is not changed due to vertical DIRECT-TO waypoints with altitude constraints.


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OXYGEN

1 – New oxygen pressure indication on MFD status page.

Per LOAD 19.4, the oxygen pressure is indicated on the MFD STATUS page as a digital indication, in PSI, and a scale/pointer indication. Both indications display the same value and may be displayed in green (normal operating rage), cyan (advisory operating range), and amber (cautionary operating range – no dispatch).

Per LOAD 21.2, the oxygen pressure is indicated on the MFD STATUS page as a digital indication, in PSI. The color code and their boundary values remain unchanged.

Load 19.4 The oxygen pressure is indicated on the MFD STATUS page as a digital indication, in PSI, and a scale/pointer indication.

Load 21.2 The oxygen pressure is indicated on the MFD STATUS page as a digital indication, in PSI.

Affected manual sections: AOM 13-45, AOM 14-14-05.

COCKPIT OXYGEN PRESSURE INDICATION



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WARNING

1 – EGPWS “MINIMUMS” callout.

Per LOAD 19.4, when reaching the approach minimums (DA/DH, MDA), the EGPWS aural message “MINIMUMS, MINIMUMS” sounds.

Per LOAD 21.2, the EGPWS approach minimums callout, is “MINIMUMS”.

Load 19.4 The EGPWS approach minimums callout, is “MINIMUMS, MINIMUMS”.

Load 21.2 The EGPWS approach minimums callout, is “MINIMUMS”.


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1 – VSD may not display the correct descent path during VGP approaches.

Per LOAD 21.2, during VGP approaches, after passing the FAF, the glide path displayed on the VSD may not display the correct descent path.

As a result, the VGP mode is disabled on LOAD 21.2.

The solution for this misbehavior is available on LOAD 21.4.

NOTE: The Flight Director is not affected by this misbehavior. The guidance displayed on the PFD follows the correct descent path angle.

Load 19.4 N/A.

Load 21.2 VGP mode is disabled on LOAD 21.2.

Affected manual sections: AFM FMS Supplement Approach Limitations.

2 – Inadvertent activation of Temperature Compensation.

Per LOAD 21.2, manually entered altitude constraints defined by the pilot on the ACTIVE FLT PLAN are being compensated for temperature, even when the Temperature Compensation feature had not been activated.

As a result, the Temperature Compensation feature is disabled on LOAD 21.2.

The solution for this misbehavior is available on LOAD 21.4.

Load 19.4 N/A.

Load 21.2 The Temperature Compensation feature is disabled on LOAD 21.2.




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3 – EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.

Per LOAD 21.2, spurious EXCEEDS CERT CEILING scratchpad message is displayed on the MCDU when a cruise altitude above FL 370 is selected.

Guidelines on how to proceed when the message is displayed are addressed in OB 170-006/08.

Final solution for this issue will be available on LOAD 23.

Load 19.4 N/A.

Load 21.2 Spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.

Affected manual sections: OB 170-006/08.

4 – EXCEED CEILING ALT scratchpad message.

Per LOAD 21.2, the FMS may miscalculate the ceiling altitude during system transitions (engine start or shutdown, for example) resulting in spurious EXCEED CEILING ALTITUDE scratchpad message display. After the transition, the ceiling altitude is then correctly computed, but the scratchpad message remains displayed until it is cleared by the pilot.

Final solution for this issue is expected to be available on LOAD 23.

Load 19.4 N/A.

Load 21.2 Spurious EXCEED CEILING ALTITUDE scratchpad message being displayed with no evident reason.



OPERATIONS GUIDE


5 – FMS anomaly in Heading Legs displayed as FLY XXX OR AS ASSIGNED.

Per Load 21.2, FMS may command a turn inconsistent with a published terminal area procedure. This misbehavior is more prevalent with missed approach. The anomaly was found to occur under a specific flight scenario:

− Procedure containing a heading leg displayed as FLY XXX OR AS ASSIGNED; and

− Course change difference between current and desired charted heading is equal to or greater than 180°; and

− LNAV is engaged. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-001/11.

Load 19.4 N/A.

Load 21.2 FMS may command a turn inconsistent with a published terminal area procedure.


6 – Wrong Turn Direction due a high Climb Rate.

Per LOAD 21.2, FMS may command a turn inconsistent with a published terminal area procedure. FMS/LNAV loss of turn direction on SID: − Procedures with course change of 180° or greater; − Altitude terminating leg (displayed on MCDU as *ALT) precedes

course/direct to a fix leg (CF/DF); − Airplane has reached an altitude which is above the specified

altitude constraint prior to sequencing the *ALT waypoint.

Load 19.4 N/A.



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OPERATIONS GUIDE

7 – Turn Direction of last WPT in Departure is changed in FP Melding.

Per LOAD 21.2, FMS may command a turn inconsistent with a published terminal area procedure. The anomaly was found to occur under a specific flight scenario: − SID/STAR combinations, which contain common waypoints

between departure, arrival, and/or approach segments; − Course change to common waypoint is 180° or greater.

Load 19.4 N/A.



8 – Missed Approach Profile.

Per LOAD 21.2, FMS may command an incorrect track profile whenever flying in LNAV the missed approach. Whenever on the missed approach, on the flight plan it is shown a floating waypoint and also a fix waypoint to start a turn. This floating waypoint after the fix waypoint determines a track change. They are not designed on the database to be at the same place. On this situation the airplane will not comply with the procedure and LNAV will revert to ROLL mode. The FMS can not properly guide the airplane as it does not understand how a further waypoint (the floating one) is achieved earlier than the one that in sequence comes first.

Load 19.4 N/A.

Load 21.2 FMS may command an incorrect track profile whenever flying in LNAV the missed approach.


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LOAD 21.2 LOAD 21.4




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AVIONICS

1 – CMF 1 FAIL ADVISORY Message.

Per LOAD 21.2, the CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later. Should this message be presented, no action is required by flight crew and the ACARS remains operative.

Per LOAD 21.4, no spuriously displayed CMF 1 FAIL message.

Load 21.2 CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later.

Load 21.4 No spuriously displayed CMF 1 FAIL message.


2 – CMF - Agency Code (Airline ID Missing).

Per LOAD 21.2, the Airline ID, used to identify the origin of the message, may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew. Therefore, ground stations are unable to identify the source of information and the message sent does not reach intended final address.

Per LOAD 21.4, the Airline ID is sent during downlink transmission.

Load 21.2 The Airline ID may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew.

Load 21.4 The Airline ID is sent during downlink transmission.


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3 – CMF Stuck.

Per LOAD 21.2, when the airplane is around an area where there is a signal strength difference between ground stations, the ACARS transmission may not be operative, remaining in this condition for the rest of the flight. There is no EICAS message associated to this behavior. A Power Down Power Up procedure is necessary to re-establish CMF functionality.

Per LOAD 21.4, ACARS transmission remains operative when the airplane is around an area where there is a signal strength difference between ground stations.

Load 21.2 When the airplane is around an area where there is a signal strength difference between ground stations, ACARS transmission may not be operative.

Load 21.4 ACARS transmission remains operative when the airplane is around an area where there is a signal strength difference between ground stations.


4 – CMF - Zero Fill.

Per LOAD 21.2, the CMF INIT page does not accept Flight Numbers starting or ending with zero. When entering a Flight Number that starts or ends with zero, the Flight Number is changed on the CMF INIT Page.

Per LOAD 21.4, a Flight Number starting or ending with zero are not changed on the CMF INIT Page.

Load 21.2

The CMF INIT Page does not accept Flight Number starting or ending with zero. When entering a Flight Number that starts or ends with zero, the Flight Number is changed on the CMF INIT Page.

Load 21.4 A Flight Number starting or ending with zero are not changed on the CMF INIT Page.




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5 – CMF - Text Line Shift.

Per LOAD 21.2, uploaded messages may be printed with a text line shift.

Per LOAD 21.4, uploaded messages are printed with the same format as they are displayed on the MCDU.

Load 21.2 Uploaded messages may be printed with a text line shift.

Load 21.4 Uploaded messages that are printed will not present a text line shift.


6 – CMF - Clear FREE TEXT Page.

Per LOAD 21.2, the fields on the FREE TEXT Page are not cleared after sending a message unless RETURN prompt is selected before exiting the ACARS. The fields must be manually deleted upon reentry to the FREE TEXT page.

Per LOAD 21.4, the fields on the FREE TEXT Page will be cleared after sending a message.

Load 21.2 The fields on the FREE TEXT Page do not clear after sending a message unless RETURN prompt is selected.

Load 21.4 FREE TEXT Page fields will be cleared after sending a message.


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7 – Inadvertent activation of Temperature Compensation.

Per LOAD 21.2, manually entered altitude constraints defined by the pilot on the ACTIVE FLT PLAN are being compensated for temperature, even when the Temperature Compensation feature had not been activated.

As a result, the Temperature Compensation feature is disabled on LOAD 21.2.

Per LOAD 21.4, the Temperature Compensation feature is enabled.

Load 21.2 The Temperature Compensation feature is disabled.

Load 21.4 The Temperature Compensation feature is enabled.


8 – Spurious HUD A3 NOT AVAIL EICAS message.

Per LOAD 21.2, spurious HUD A3 NOT AVAIL EICAS message may be displayed regardless the HUD A3 is selected to off on the MCDU.

Per LOAD 21.4, HUD A3 NOT AVAIL EICAS message will be inhibited with the HUD A3 selected to off on the MCDU.

Load 21.2 Spurious HUD A3 NOT AVAIL EICAS message may be displayed.

Load 21.4 HUD A3 NOT AVAIL EICAS message will be inhibited with the HUD A3 selected to off on the MCDU.




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9 – VSD may not display the correct descent path during VGP approaches.

Per LOAD 21.2, during VGP approaches, after passing the FAF, the glide path displayed on the VSD may not display the correct descent path.

As a result, the VGP mode is disabled on LOAD 21.2.

NOTE: The Flight Director is not affected by this misbehavior. The guidance displayed on the PFD follows the correct descent path angle.

Per LOAD 21.4, VSD displays the correct descent path during VGP approaches and the VGP mode is enabled.

Load 21.2 VGP mode is disabled on LOAD 21.2.

Load 21.4 VGP mode is enabled on LOAD 21.4.

Affected manual sections: AFM FMS Supplement Approach Limitations.


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AFCS 1 – Rate of descent more than commanded.


Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-001/08. Per LOAD 21.4, the time frame during which this misbehavior may occur is reduced from 0.2 sec to 0.1 sec. The final solution will be available in LOAD 23.

Load 21.2 The airplane may descend or climb in VASEL mode with a greater than usual rate.

Load 21.4 Reduced time frame during which this misbehavior may occur reducing it’s probability.




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FLIGHT CONTROL SYSTEM (FCS) 1 – Hydraulic P-BIT faults in cold temperature conditions.

Per LOAD 19.4, the hydraulic P-BIT is experiencing faults in cold temperature conditions due to the high viscosity of the cold hydraulic fluid and the slow response of sensors in this condition. This situation may result in a spurious FLT CTRL NO DISPATCH EICAS message. Per LOAD 21.4, the hydraulic P-BIT temperature inhibition threshold was implemented to prevent these faults in cold temperature. The hydraulic P-BIT runs only if the temperatures within the hydraulic reservoirs are higher than 50°F (10°C). When FLT CTRL BIT EXPIRED is set the temperature-based inhibition is removed. These modifications do not affect FCS operation and do not change the P-BIT functional proposal.

Load 19.4 Hydraulic P-BIT is experiencing faults in cold temperature conditions due to system logic.

Load 21.4 The hydraulic P-BIT temperature inhibition threshold was implemented to prevent these faults in cold temperature.



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2 – Unintentional hydraulic P-BIT on ground.

Per LOAD 19.4, the hydraulic P-BIT is performed every time all three hydraulic systems become pressurized. As a consequence, on ground, if hydraulic pressure signal from one of the three hydraulic systems is lost, the hydraulic P-BIT may be unintentionally re-started when the pressure signal becomes valid again. Per LOAD 21.4, the hydraulic P-BIT is performed when all three hydraulic systems are depressurized and then become pressurized. It prevents the hydraulic P-BIT from being unintentionally re-started when the pressure signal of one or two hydraulic systems is temporarily lost. These modifications do not affect FCS operation and do not change the P-BIT functional proposal.

Load 19.4 Hydraulic P-BIT may be unintentionally performed when the pressure signal becomes valid after an interruption.

Load 21.4 The hydraulic P-BIT is performed only when all three hydraulic systems are depressurized and then become pressurized.




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SOFTWARE MISBEHAVIOR 1 – CMF - DATALINK TIMEOUT scratchpad message.

Per LOAD 21.4, MCDU may change to MISC page 1/1 and the DATALINK TIMEOUT scratchpad message may be displayed, when clearing a scratchpad message caused by a message uplink (for example: DISPLAY MESSAGE RECEIVED, VOICE CONTACT, ATIS REPORT UPLINK), especially if the CLR button is pressed rapidly. Pressing the DLK button on the MCDU after clearing the message returns to the ACARS pages.

Load 21.2 N/A.

Load 21.4

MCDU may change to MISC page 1/1 and the DATALINK TIMEOUT message may be displayed on the MCDU when clearing the scratchpad messages caused by the message uplinks.


2 – CMF - Spurious INVALID DELETE scratchpad message.

Per LOAD 21.4, after writing a text on the scratchpad and trying to insert it into the text or remarks lines on the ACARS Pages, the INVALID DELETE scratchpad message may be displayed on the MCDU. This message should be cleared in order to insert the text from the scratchpad into the text or remarks lines.

Load 21.2 N/A.

Load 21.4 Spurious INVALID DELETE scratchpad message.



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3 – TOC misplaced on VSD.

Per LOAD 21.4, when a short FLT PLAN (or ALTN FLT PLAN, following a missed approach) is inserted without intermediate waypoints, the TOC is displayed on the VSD straight above the airplane at the cruise Flight Level, following the airplane throughout the remainder of the flight.

The MFD MAP is not affected by this behavior.

Load 21.2 N/A.

Load 21.4 TOC misplaced on VSD when the FLT PLAN does not have intermediate waypoints.




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OPERATIONS GUIDE


SOFTWARE LOAD 23.1/23.2 The table below shows the previous and the current versions of the Primus Epic System Software.



LOAD 21.4 LOAD 23.1

LOAD 21.5 LOAD 23.2

The Load 23.1 is exclusively compatible with Pentium II configuration.

The Load 23.2 is exclusively compatible with Pentium M configuration and developed with the same scope and operational procedures as Load 23.1.

The information that follows is a list of the items implemented in these current software versions, all of which offer some impact in the operation of EMBRAER 170/175 airplanes.

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1-20 REVISION 19 LOAD 23.1/23.2 Page 1



OPERATIONS GUIDE

AMS 1 – HI FIELD indication.

Per LOAD 23.1/23.2, a new flag with the text HI FIELD is displayed on the EICAS whenever the CABIN ALTITUDE HI EICAS message set point is shifted above its default value of 9700 ft.

Load 21.4/21.5

N/A.

Load 23.1/23.2

New flag with the text HI FIELD displayed on the EICAS whenever the CABIN ALTITUDE HI EICAS message set point is shifted above its default value of 9700 ft.


2 – Reduction of Slat Anti-ice operation time (If applicable).

Reduction of Slat Anti-ice operation time was enabled. It will be provided as an optional feature. For more information see Black Label 9.0 - item 4.

Load 21.4/21.5

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Load 23.1/23.2

Reduction of Slat Anti-ice operation time enabled.

Affected manual sections: AOM 14-12-10 (if applicable).

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3 – Cabin Altitude Indication on EICAS.

Per LOAD 21.4/21.5, the cabin altitude EICAS indication is displayed in amber for any values between 8100 ft and 8500 ft.

Per LOAD 23.1/23.2, the cabin altitude EICAS indication is displayed in amber if the cabin altitude is higher than the preset field elevation, or its standard maximums.

Load 21.4/21.5

The cabin altitude indication is displayed in amber for values between 8100 ft and 8500 ft.

Load 23.1/23.2

The cabin altitude indication is displayed in amber if the cabin altitude is higher than the preset field elevation, or its standard maximums.




OPERATIONS GUIDE

1-20 Page 2B LOAD 23.1/23.2 REVISION 20

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REVISION 19 LOAD 23.1/23.2 Page 3

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AFCS

1 – A/T Thrust Lever Split during TO to CLB transitions.

Per LOAD 21.4/21.5, during transition from takeoff to climb, one of the thrust levers may be commanded by the auto-throttle to move forward to the TOGA position and the correspondent engine may not reach CLB-1 N1 rating.

This thrust lever split may occur if all the following conditions occur simultaneously:

− N1 for takeoff lower than N1 for CLB-1 rating;

− A slight difference between thrust levers’ velocities when commanded to reach CLB-2 thrust rating; and

− CLB-1 is selected in the MCDU before both engines have stabilized at CLB-2 thrust rating.

Per LOAD 23.1/23.2, new logic avoids asymmetric thrust occurrence.

Load 21.4/21.5

Thrust Lever Split with A/T disengagement may occur in flight after takeoff to climb transition.

Load 23.1/23.2

No Thrust Lever Split after takeoff.

Affected manual: OB 170-002/08.



OPERATIONS GUIDE


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2 – AT FAIL and ENG TLA TRIM FAIL after shutdown.

Per Load 21.4/21.5, during a self-test the FADEC runs after engine shutdown, some parameters used by AFCS are being set invalid and AT FAIL and ENG TLA TRIM FAIL messages are spuriously displayed on the EICAS. Per Load 23.1/23.2, the debounces on these messages are increased to 10 seconds while the airplane is on the ground to avoid these spurious messages after engine shut down.

Load 21.4/21.5

Spurious AT FAIL and ENG TLA TRIM FAIL messages displayed after engine shutdown due to a brief FADEC self-test.

Load 23.1/23.2

Software improvement was implemented, but spurious AT FAIL and ENG TLA TRIM FAIL messages are still being displayed after engine shutdown.


3 – AT FAIL EICAS message due to SPEED TARGET FAULT.

Per LOAD 21.4/21.5, the autothrottle may disengage during flight followed by AT FAIL EICAS message when the flight plan presents a discontinuity between the runway and the first waypoint of the route. In this specific scenario, an invalid FMS Speed Target is defined and LNAV and VNAV cannot be engaged. Additionally, if the SPEED SELECTOR KNOB is set to FMS AUTO on the guidance panel the Autothrottle will also disengage and the message AT FAIL will display.

Per LOAD 23.1/23.2, AT FAIL EICAS message is not displayed due to SPEED TARGET FAULT.

Load 21.4/21.5

AT FAIL EICAS message is displayed due to SPEED TARGET FAULT.

Load 23.1/23.2

AT FAIL EICAS message is not displayed due to SPEED TARGET FAULT.



OPERATIONS GUIDE


4 – Auto Flight low performance during ILS capture.

Per LOAD 21.4/21.5, when there is no co-located DME, the FMS provides an invalid distance to the localizer station, and the FD commands become degraded, causing the airplane to slowly oscillate about the localizer beam centerline until approximately 10 NM from the runway threshold. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-005/08. Per LOAD 23.1/23.2, no ILS capture low performance is observed when there is no co-located DME.

Load 21.4/21.5

The airplane may not track the localizer beam centerline correctly when there is no co-located DME.

Load 23.1/23.2

No localizer tracking event is observed during ILS capture when there is no co-located DME.


5 – Autothrottle and FLCH synchronization.

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Per Load 21.4/21.5, airspeed overshoot may occur at low altitudes when the airplane is light weight during climb. This behavior is related to the synchronization of AT commands and FLCH function. Per Load 23.1/23.2, AT servo advancing rate during climb is reduced when the aircraft is lower than 10000 ft in order to minimize speed overshoot occurrences.

Load 21.4/21.5

Airspeed overshoot during climb with FLCH when below 10000 ft.

Load 23.1/23.2

Minimized airspeed overshoot during climb with FLCH.





OPERATIONS GUIDE

6 – Control Column Vibration.

Per LOAD 21.4/21.5, a Control Column intermittent vibrates and an eventually autopilot disengagement are caused during flight with autopilot engaged and Vertical Speed (VS) mode active due to an occasional loss of synchronization between AFCS commands. Per Load 23.1/23.2, software logic is updated and the eventual loss of synchronization is fixed.

Load 21.4/21.5

Control Column intermittent vibration during flight with autopilot engaged and VS mode active.

Load 23.1/23.2

No Control Column intermittent vibration during flight with autopilot engaged and VS mode active.


7 – GS Mode re engagement after Go Around.

Per LOAD 21.4/21.5, if an auto-flight system failure occurs in the active AP/FD channel (resulting in a reversion to the stand-by channel) during the initial 3 to 5 seconds from the TOGA button pressing, the FD may revert back to the GS mode and FD cue will disappear from both PFDs.

This behavior may occur only on airplanes equipped with Load 21.2 and on. Per LOAD 23.1/23.2, if a failure leading to channel transfer (from the high priority channel into the low priority one) happens up to 5 seconds after the GA mode has engaged, the FD Vertical Mode does not change back into GS.

Load 21.4/21.5

During a go-around, the FD may revert back to the GS mode due to an auto-flight system failure in the active AP/FD channel.

Load 23.1/23.2

During a go-around, the FD does not revert back to the GS mode.


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OPERATIONS GUIDE


8 – Guidance Panel Flight Director Button concept.

Per Load 21.4/21.5, Guidance Panel FD button works only as a FD de-clutter button. Thus, it does not de-selects the active mode if pressed, and if A/T is engaged it is not forced to SPDt mode. Per Load 23.1/23.2, when the FD is selected OFF with the autopilot disengaged on the source side, the Flight Director modes are disengaged and the autothrottle reverts to the basic default control mode (SPDt). If button is pressed in the copilot side, it is only a FD de-clutter. This function is disabled when dual coupled modes (APPR2 or AUTOLAND) are engaged.

Load 21.4/21.5

When the FD is selected OFF, Flight Director modes do not disengage.

Load 23.1/23.2

When the FD is selected OFF with the AP disengaged, Flight Director modes are disengaged and AT reverts to SPDt.


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OPERATIONS GUIDE

9 – Increase TRS airspeed tolerance from CLB to CRZ.

Per LOAD 21.4/21.5, the CLB to CRZ transition occurs when the cruise condition is satisfied and the airspeed is within +/-1 kt or +/-0.005 Mach from the preselected airspeed during one minute. CLB to CRZ transition may not occur when AT is engaged and VMO is the selected airspeed or there is a turbulence condition. Per Load 23.1/23.2, airspeed tolerance on the automatic thrust rating selection logic (CLB to CRZ) is increased to +/-5 kt (or +/-0.01 Mach).

Load 21.4/21.5

CLB to CRZ transition may not occur when the AT is engaged and VMO is the selected airspeed or there is a turbulence condition.

Load 23.1/23.2

CLB to CRZ transition occurs when the AT is engaged and VMO is the selected airspeed or there is a turbulence condition.


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OPERATIONS GUIDE


10 – LNAV dropping with no EICAS message.

Per LOAD 21.4/21.5, Embraer detected that after reaching a FMS flight plan discontinuity, Lateral Mode is automatically reverted from LNAV to ROLL (Basic Lateral Mode) without EICAS message indication. Per LOAD 23.1/23.2, EICAS Caution message FD LATERAL MODE OFF is displayed in case of LNAV disconnection due to FMS flight plan discontinuity.

Load 21.4/21.5

No FD LATERAL MODE OFF message displayed in case of LNAV disconnection due to FMS flight plan discontinuity.

Load 23.1/23.2

FD LATERAL MODE OFF message displayed in case of LNAV disconnection due to FMS flight plan discontinuity.


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11 – New arming condition for BC mode.

Per LOAD 21.4/21.5, the BC mode is engaged by pressing APP button on guidance panel. Per LOAD 23.1/23.2, the BC mode is engaged by pressing the APP and NAV buttons on guidance panel.

Load 21.4/21.5

BC mode is only armed by pressing APP button.

Load 23.1/23.2

BC mode is armed by pressing NAV or APP button.

Affected manual sections: AOM 14-03-05 and 14-03-10.




OPERATIONS GUIDE

12 – Rate of descent more than commanded.



Per LOAD 21.4/21.5, the time frame during which this misbehavior may occur was reduced from 0.2 sec to 0.1 sec.

Per LOAD 23.1/23.2, the new FMS Speed/Altitude limit logic implements an additional 5 kt speed buffer to 256 kt (currently trigger is set around 250 kt), to allow more continuous descent operation through 10000 ft for pilots and reducing unnecessary VASEL mode transition during descents.

Load 21.4/21.5

The airplane may descend or climb in VASEL mode with a greater than usual rate.

Load 23.1/23.2

The new FMS Speed/Altitude logic implements an speed buffer to 256 kt.

Affected manual: OB 170-001/08. A

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OPERATIONS GUIDE


13 – ROLL to TRACK transition during taxi.

Per LOAD 21.4/21.5, Flight Director mode might change from ROLL to TRACK mode during taxi out before reaching the runway and a roll command deviation could be seen when lined up on the runway for takeoff. Per Load 23.1/23.2, FD logic is fixed and the automatic transition from ROLL to TRACK mode shall only occur when IAS is greater than 100 kt and bank angle is at 3° or below for more than 10 seconds.

Load 21.4/21.5

Flight Director mode may change from ROLL to TRACK mode during taxi out.

Load 23.1/23.2

Flight Director mode does not change from ROLL to TRACK mode during taxi out.


14 – Spurious AFCS messages during power-up.

Per LOAD 21.4/21.5, during the airplane power-up, spurious AFCS EICAS messages are temporally displayed in the following sequence: − AP FAIL and AT FAIL, − AP FAULT and AT FAULT, − AFCS FAULT. The AFCS test modification implemented in Load 19.3 generates these messages while the PBIT is in progress. Per LOAD 23.1/23.2, these messages will be inhibited for this condition.

Load 21.4/21.5

Spurious AFCS EICAS messages during the airplane power-up.

Load 23.1/23.2

No spurious AFCS EICAS messages during the airplane power-up.


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OPERATIONS GUIDE

AVIONICS 1 – ADS Failure spurious indication on FMS maintenance page.

Per LOAD 21.4/21.5, in the FMS 1 (2) Maintenance page 2/3 the indications of the ADS system sensors do not reflect their actual operation status. When the sensor operates normally, it is listed in this page as failed, and the other may around. This behavior may occur only on airplanes equipped with Load 21.2 and on. Per LOAD 23.1/23.2, indications of ADS system (ADS 1, 2 and 3) failures are displayed on FMS 1 (2) Maintenance page 2/3 (MCDU) only when the ADS system fails.

Load 21.4/21.5

Spurious indications of ADS system failures displayed on FMS 1 (2) Maintenance page 2/3.

Load 23.1/23.2

No spurious indications of ADS system failures displayed on FMS 1 (2) Maintenance page 2/3.


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OPERATIONS GUIDE


2 – ADS PROBE 1 (2) (3) (4) FAIL EICAS messages.

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Per LOAD 21.4/21.5, wind gust/jet blast events may cause AOA monitor miscompare on ground resulting in spurious ADS PROBE 1 (2) (3) (4) FAIL message latched on EICAS. Per LOAD 23.1/23.2, the referred latch is inhibited on ground. The message ADS PROBE 1 (2) (3) (4) FAIL will be displayed on EICAS when the wind gust/jet blast causes AOA monitor miscompare. When the gust/jet blast events stop, the message will be removed after 2 seconds.

Load 21.4/21.5

Spurious ADS PROBE 1 (2) (3) (4) FAIL EICAS message latched on ground due to wind gust/jet blast.

Load 23.1/23.2

Wind gust/jet blast events do not latch spurious ADS PROBE 1 (2) (3) (4) FAIL EICAS message.





OPERATIONS GUIDE

3 – HUD A3 OFF EICAS message.

Per LOAD 21.4/21.5, the HUD A3 OFF EICAS message is displayed even when the aircraft is not equipped with HGS A3 guidance function (HUD repeater only). Per LOAD 23.1/23.2, the HUD A3 OFF EICAS message is not displayed when the aircraft is not equipped with HGS A3 guidance function.

Load 21.4/21.5

HUD A3 OFF EICAS message triggered when the aircraft is not equipped with HGS A3 guidance function.

Load 23.1/23.2

No HUD A3 OFF EICAS message triggered when the aircraft is not equipped with HGS A3 guidance function.


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4 – Takeoff speeds replaced by landing speeds.

Per LOAD 21.4/21.5, the takeoff speed bugs on the PFD disappear when the following conditions occur simultaneously:

− The difference between the airplane pressure altitude and field elevation exceeds 100 ft;

− Direct distance to destination is less than 50 NM; and

− The FMS considers the airplane airborne (15 seconds after reaching 40 kt of groundspeed).

If the crew had previously entered landing speeds, the takeoff speeds entered by the crew disappears and are replaced by landing speeds bugs.

Per LOAD 23.1/23.2, takeoff speeds entered by the crew will not disappear or be replaced by the landing speeds.

Load 21.4/21.5

Takeoff speed bugs may be replaced by the landing speed bugs during takeoff, if the direct distance to destination is less than 50 NM.

Load 23.1/23.2

Takeoff speed bugs will not be replaced by the landing speed bugs during takeoff, even if the direct distance to destination is less than 50 NM.




OPERATIONS GUIDE


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5 – TCAS Map Overlay - Absolute Altitude Selection.

Per LOAD 21.4/21.5, the selection of absolute altitude for TCAS Map Overlay is only possible if the displays selection keys on the CCD are changed to PFD or EICAS after the selection of ABS in the Zoom Menu. In this case, it is necessary to return to MFD to enable the TCAS in the TCAS Map Overlay.

Per LOAD 23.1/23.2, the selection of display, PFD or EICAS, is not necessary. Therefore, the Absolute Mode is available for TCAS Map Overlay after this mode is selected in the TCAS Menu and transitioning from TCAS Zoom Display to TCAS Map Overlay.

Load 21.4/21.5

The selection of another display, PFD or EICAS, is necessary after selecting ABS in the Zoom Menu.

Load 23.1/23.2

The selection of another display, PFD or EICAS, is not necessary after selecting ABS in the Zoom Menu.


6 – XPDR 1 (2) IN STBY EICAS message.

Per LOAD 23.1/23.2, whenever transponder is at STBY mode in flight, an EICAS CAUTION message XPDR 1(2) IN STBY is displayed. These EICAS messages are inhibited during K1, K2a, K2b, K3 and K5 flight phases.

XPDR 1(2) IN STBY EICAS message is also displayed during the transition from XPDR 1 to XPDR 2, or vice versa.

Load 21.4/21.5

N/A.

Load 23.1/23.2

An EICAS CAUTION message XPDR 1(2) IN STBY is displayed whenever transponder is at STBY mode.

Affected manual sections: AOM 14-15-10, 14-09-35 and QRH EAP0.


OPERATIONS GUIDE


7 – XPDR On-Ground Logic.

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Per LOAD 21.4/21.5, transponder takes approximately 90 sec to change from In Air to On-Ground status after landing at airports where Mode S based multilateration system has been implemented. The current logic considers:

− Airspeed lower than 50 KIAS;

− Thrust Levers lower than 50 deg; and

− 60 sec of debounce after Airspeed becomes lower than 80 KIAS.

Due to the last condition, the Transponder transition to On-Ground status occurs some time after touchdown. Per LOAD 23.1/23.2, new air-to-ground transition logic for the transponder considers Weight-On-Wheels and Airspeed lower than 50 KIAS to On-Ground status. With this new logic, the transponder will transmit On-Ground status as soon as the airspeed is below 50 KIAS, after the touchdown.

Load 21.4/21.5

Transponder takes some time to change to On-Ground status after touchdown.

Load 23.1/23.2

Transponder transmits On-Ground status as soon as the airspeed is below 50 KIAS, after the touchdown.





OPERATIONS GUIDE

8 – Waypoints disappearing from the MFD. Per LOAD 21.4/21.5, during departure with specific procedures, all the information related to flight plan is lost from both MFD`s. The investigation showed that, in Load 21.2/21.4/21.5 software, an anomaly exists when the FMS computes a true course between 359.9995 to 360 degrees (literally within 5 ten thousandths of one degree). Per LOAD 23.1/23.2, if the computed true course value from a published procedure contained in the navigation database or pilot entered FMS flight plan modification is within the anomaly range, the flight plan data is correctly displayed on MFD.

Load 21.4/21.5

Flight plan data is removed from both MFD`s during departure with specific procedures.

Load 23.1/23.2

Flight plan data is correctly displayed on MFD.


9 – Weather Radar inadvertently transmitting on ground.

Per LOAD 21.4/21.5, during ground operations the weather radar may inadvertently transmit while either WX or STANDBY mode is selected on the radar virtual controller panel during Weather Radar warm-up period (approximately 90 seconds). Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/09. Per LOAD 23.1/23.2, logic improvement was implemented, but weather radar may receive commands during weather radar warm-up period.

Load 21.4/21.5

Weather Radar may inadvertently transmit on ground.

Load 23.1/23.2

Logic improvement was implemented, but weather radar may inadvertently transmit on ground.


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10 – CMF Stuck – VDL mode 2.

Per LOAD 21.4/21.5, sometimes ACARS communication gets stuck on AOA (VDL MOD 2) due to a combination of events.

Per LOAD 23.1/23.2, software logic is updated and the eventual stuck is fixed.

Load 21.4/21.5

ACARS transmission may not be operative on AOA (VDL mode 2).

Load 23.1/23.2

ACARS transmission remains operative on AOA (VDL mode 2).


11 – DATALINK NO COMM scratchpad message during VDL mode transitions.

Per LOAD 21.4/21.5, VDL mode 2 radio may operate in either Mode A or Mode 2 datalink depending on the service provider coverage.

Per LOAD 23.1/23.2, during normal VDL mode transitions, the DATALINK NO COMM scratchpad message is temporarily displayed on the MCDU. This scenario may result in 1 to 5 minutes of NO COMM condition. During the transition period, the messages are buffered to be sent when the COMM is reestablished.

Load 21.4/21.5

VDL mode 2 radio may operate in either Mode A or Mode 2 datalink.

Load 23.1/23.2

During normal VDL mode transitions, the DATALINK NO COMM scratchpad message is temporarily displayed on the MCDU.




OPERATIONS GUIDE


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OPERATIONS GUIDE


ENGINE 1 – A-I ENG 1 (2) FAIL EICAS message.

Per LOAD 21.4/21.5, A-I ENG 1 (2) FAIL EICAS messages may be triggered simultaneously on ground when the Thrust Data Set on the MCDU is set to ENG or ALL. This system misbehavior is due to an interaction problem between the ECS controller and the FADEC. Per LOAD 23.1/23.2, no spurious A-I ENG 1 (2) FAIL EICAS message is displayed.

Load 21.4/21.5

Spurious A-I ENG 1 (2) FAIL EICAS message may be displayed.

Load 23.1/23.2

No spurious A-I ENG 1 (2) FAIL EICAS message is displayed.


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OPERATIONS GUIDE

2 – ENG REF ECS DISAG EICAS message.

Per LOAD 21.4/21.5, ENG REF ECS DISAG EICAS message is displayed for a few seconds just after both engines are started and with ENG REF ECS set to ON. The logic of this message does not consider that the Flow Control Valve took a little longer to open, after both engines are started. Therefore, in some cases the message may be triggered for a few seconds until the pack airflow is reestablished. Per LOAD 23.1/23.2, the delay for ENG REF ECS DISAG EICAS message to be trigged will be extended from 20 to 40 seconds. Additionally, this message will be inhibited during K2B phase.

Load 21.4/21.5

The delay for ENG REF ECS DISAG EICAS message to be trigged is 20 seconds and the message is not inhibited during K2B phase.

Load 23.1/23.2

The delay for ENG REF ECS DISAG EICAS message to be trigged is 40 seconds and the message is inhibited during K2B phase.


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OPERATIONS GUIDE


FCS 1 – FLAP/SLAT indication on surface jamming.

Per LOAD 21.4/21.5, if FLAP/SLAT surface stops before reaching a valid detent angle, amber dashes are displayed on SLAT/FLAP READOUT on EICAS. Per LOAD 23.1/23.2, if FLAP/SLAT surface stops in an intermediate position, the SLAT/FLAP READOUT will display the more retracted surface position.

Load 21.4/21.5

Amber dashes displayed on EICAS if the surface stops before reaching a valid detent angle.

Load 23.1/23.2

More retracted surface position displayed on EICAS if the surface stops in an intermediate position.


2 – FLT CTRL NO DISPATCH after MAU power is cycled.

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Per LOAD 21.4/21.5, FLT CTRL NO DISPATCH can be displayed on the EICAS after cycling the power CBs from MAU1 or MAU3 due to P-ACE part number mismatch monitor. Per LOAD 23.1/23.2, software logic correction is implemented.

Load 21.4/21.5

FLT CTRL NO DISPATCH message displayed after cycling the power CBs from MAU1 or MAU3.

Load 23.1/23.2

No FLT CTRL NO DISPATCH message displayed after cycling the power CBs from MAU1 or MAU3.





OPERATIONS GUIDE

3 – PITCH TRIM FAIL EICAS message.

Per LOAD 21.4/21.5, an autopilot trim quick disconnect button stuck to the active position does not trigger EICAS message PITCH TRIM FAIL resulting in a non annunciated failure of all trim systems (roll, yaw and pitch). Per LOAD 23.1/23.2, EICAS message PITCH TRIM FAIL will be triggered in case the affected quick disconnect button is maintained activated for more than 11 seconds.

Load 21.4/21.5

EICAS message PITCH TRIM FAIL is not displayed for AP/Trim Quick Disconnect Button stuck to the active position.

Load 23.1/23.2

EICAS message PITCH TRIM FAIL is displayed for AP/Trim Quick Disconnect Button stuck to the active position.


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FMS

1 – AOM Cruise Altitude and Speed tables.

Per LOAD 21.4/21.5, the Ceiling (maximum) and optimum altitudes, and cruise speeds (Long Range Cruise - LRC and Maximum Endurance) values differ from AOM performance data.

Load 23 introduces a new FMS performance database (aircraft database) based on Embraer tabular data for all Engine conditions, thus better reflecting the AOM numbers. Thus, some information as follow are now computed by the FMS based on tabular data: - Optimum and maximum cruise altitudes and cruise speeds for

Long Range Cruise (LRC) and Maximum Endurance (MAX END) selection;

- Optimum and maximum cruise altitudes for manual IAS/Mach inputs.

- Maximum cruise altitude for Maximum speed (MAX SPD) and Maximum reserve speed (MXR SPD) selection.

NOTE : The optimum altitude and cruise speeds are not based on tabular data for Maximum speed (MAX SPD) and Maximum reserve speed (MXR SPD) selection.

The long range cruise speed is selected via PERF INIT 1/3. It shows IAS until FL 290. At this flight level or above it shows Mach number. FMS will not apply any wind model to modify LRC value.

For optimum and ceiling altitude, the cruise speed information on the PERF INIT 2/3 must be LRC, MACH or IAS/MACH pair. For operators that use only IAS values, Embraer recommends to insert MACH 0.78.

NOTE : This functionality can be disabled via a dedicated Service Bulletin if the airline policy does not follow Embraer AOM Altitude Capability performance tables. In this case, the parameters mentioned above will not match AOM figures.

Load 21.4/21.5

N/A.

Load 23.1/23.2

FMS Cruise Altitude and Speeds match AOM data.




OPERATIONS GUIDE


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2 – Autotuning Logic.

Per LOAD 21.4/21.5, Autotune should select the ILS frequency whenever the aircraft is within 25 NM of the destination if the arrival is inserted on the flight plan.

Per LOAD 23.1/23.2, Autotune should select the ILS frequency whenever the aircraft is within 30 NM of the destination if the arrival is inserted on the flight plan. Once the FMS autotune selects the ILS frequency, the FMS autotune keeps the ILS frequency without any further autotune frequency change.

Load 21.4/21.5

The FMS Autotuning is 25 NM of the destination.

Load 23.1/23.2

The FMS Autotuning is 30 NM of the destination.


3 – Multiple ILS Autotune.

Per LOAD 21.4/21.5, if the procedure in the database (arrival) is coded like: ILS-_, the Autotune is not selecting the ILS frequency, even after the Activate Vectors is performed.

Per LOAD 23.1/23.2, Autotune should select the ILS frequency whenever the aircraft is within 30 NM of the destination if the arrival is inserted on the flight plan.

Load 21.4/21.5

ILS frequency is not being autotuned if the procedure is coded like: ILS-_.

Load 23.1/23.2

ILS frequency is autotuned within 30 NM of the destination.



OPERATIONS GUIDE


4 – Data Downlink.

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Per LOAD 21.4/21.5, the ACARS channel may be overflowed since the FMS software has a counter for downlink messages which expires when it reaches the value 255. When the internal counter reaches 255, an infinite loop is created in the software providing repetitive messages of acknowledgement to the ground station. This behavior may occur only on airplanes equipped with Load 21.4/21.5 and on. Per LOAD 23.1/23.2, this infinite loop is not created in the software and repetitive messages of acknowledgement are not sent to the ground station.

Load 21.4/21.5

An infinite loop is created in the software and repetitive messages of acknowledgement are sent to the ground station.

Load 23.1/23.2

An infinite loop is not created in the software and repetitive messages of acknowledgement are not sent to the ground station.

Affected manual sections: NA.




OPERATIONS GUIDE

5 – Engine Out SID displayed on the FMS.

Per Load 21.4/21.5, the FMS does not support Standard Instrument Departure (SID) for engine out operations. Per Load 23.1/23.2, Engine Out Standard Instrument Departure (EOSID) shall be provided. An EOSID is a customized departure procedure to be used when an engine out occurs after departure. Upon enabling this option, the EOSID is defined to be associated with a specific departure runway. When a departure runway is selected, if an EOSID is defined for that runway, the EOSID is available for selection. After confirmation of an engine out condition, an EOSID modified flight plan is automatically created allowing the crew to check the procedure and activate it if desired. Customized company route database provided by Honeywell is necessary. Moreover, tailored procedure should be provided to Honeywell. NOTE: This functionality is only available for airplanes

equipped with a customized company route database. Load 21.4/21.5

No EOSID functionality available.

Load 23.1/23.2

EOSID functionality enabled.

Affected manual sections: N/A. A

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OPERATIONS GUIDE


6 – EXCEED CEILING ALT scratchpad message.

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Per LOAD 21.4/21.5, the FMS may miscalculate the ceiling altitude during system transitions (engine start or shutdown, for example) resulting in spurious EXCEED CEILING ALTITUDE scratchpad message display. After the transition, the ceiling altitude is then correctly computed, but the scratchpad message remains displayed until it is cleared by the pilot. Per LOAD 23.1/23.2, no spurious EXCEED CEILING ALTITUDE scratchpad message is displayed.

Load 21.4/21.5

Spurious EXCEED CEILING ALTITUDE scratchpad message being displayed with no evident reason.

Load 23.1/23.2

The EXCEED CEILING ALTITUDE scratchpad message is inhibited.


7 – EXCEEDS CERT CEILING message.

Per LOAD 21.4/21.5, spurious EXCEEDS CERT CEILING scratchpad message should be displayed on the MCDU when a cruise altitude above FL 370 is selected. Guidelines on how to proceed when the message is displayed are addressed in OB 170-006/08. Per LOAD 23.1/23.2, the FMS accepts altitude inputs above FL370 and EXCEEDS CERT CEILING scratchpad message is not displayed when cruise altitude above FL 370 is selected.

Load 21.4/21.5

Spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.

Load 23.1/23.2

No spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.





OPERATIONS GUIDE

8 – Flight ID available to ACARS.

Operators requested Embraer to have FMS/XPDR Flight ID automatically available to ACARS; therefore the pilot will not have to complete the ACARS Flight ID independently. Per LOAD 23.1/23.2, CMF receives the Flight number characters, with leading zeros, from FMS automatically. For example: if ACA010X is entered, the ACARS will read as 010X.

Route page ACARS Route page ACARS ACA1 0001 AC128 0128 AC10 0010 AC12345 1234 ACA10 0010 ACBCD 0000

Load 21.4/21.5

N/A.

Load 23.1/23.2

Automatic CMF Flight ID filling from FMS flight ID implemented.


9 – FMS1-2 TIMEOUT when TAKEOFF or LANDING page selected.

Per LOAD 21.4/21.5, the FMS 1-2 TIMEOUT scratchpad message may be displayed on the MCDU in use when the other MCDU has a TAKEOFF or LANDING page selected. Per LOAD 23.1/23.2, the FMS 1-2 TIMEOUT scratchpad message is not displayed on the MCDU when a TAKEOFF or LANDING page is in use.

Load 21.4/21.5

FMS 1-2 TIMEOUT scratchpad message displayed when a TAKEOFF or LANDING page is selected.

Load 23.1/23.2

FMS 1-2 TIMEOUT scratchpad message not displayed when a TAKEOFF or LANDING page is selected.


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OPERATIONS GUIDE


10 – FMS Unexpected Behavior – Path Less Than One Degree.

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Per LOAD 21.4/21.5, when the path angle during a VERTICAL DIRECT-TO is less than one degree, the VERT DIR UNDER MIN ANG message is not displayed on MCDU scratchpad and the FMS accepts the Vertical DIRECT-TO.

Per LOAD 23.1/23.2, when a Vertical DIRECT-TO is performed with path angle less than one degree the VERT DIR UNDER MIN ANG message is displayed on MCDU scratchpad.

Load 21.4/21.5

The VERT DIR UNDER MIN ANG message is not displayed when a vertical direct-to is performed with path angle less than one degree.

Load 23.1/23.2

The VERT DIR UNDER MIN ANG message is displayed when a vertical direct-to is performed with path angle less than one degree.


11 – Unexpected RTE Page behavior.

Per LOAD 21.4/21.5, incorrect airways may be displayed on the RTE page. For example, with Departure on KPSP airport and Destination on KDEN Airport, when entering Direct DSM, J10.OBH and J100.ELJAY in the RTE page, it is displayed the clearance J10 OBH, J100 ELJAY correctly, but when the LANDR5 arrival is inserted with the ELJAY transition, the RTE page incorrectly displays J10 ELJAY, deleting J100. FMS considers the ELJAY waypoint as it belonged to J10 airway. It occurs because ELJAY is the first waypoint after the intersection between J10 and J100.

Per LOAD 23.1/23.2, erroneous display of route information is corrected in the RTE page.

Load 21.4/21.5

RTE page may incorrectly display airways.

Load 23.1/23.2

RTE page erroneous display is corrected.





OPERATIONS GUIDE

12 – VGP dropping with temperature compensation activation.

Per LOAD 21.4/21.5, the VGP sub mode is reverted to FPA (Flight Path Angle) mode with "FD VERT MODE OFF" EICAS message when the following conditions occur simultaneously:

− Flight level at the Final Approach Fix normal altitude;

− VGP armed;

− Temperature compensation activated; − Compensated altitude higher than the no compensated

altitude by more than 80 ft. Per LOAD 23.1/23.2, the FMS maintains the VGP mode in the above scenario.

Load 21.4/21.5

The VGP mode is dropped to Flight Path Angle with "FD VERT MODE OFF" EICAS message.

Load 23.1/23.2

The FMS maintains in VGP mode.


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OPERATIONS GUIDE


13 – FMS WHAT-IF function. Per LOAD 21.4/21.5, if the pilot’s entry for cruise altitude in WHAT-IF DATA page (LSK 1L) is a flight level value above the value displayed, the performance data is recalculated as expected. However, if the pilot’s entry is a flight level value below the FL CRZ value currently displayed, the performance data is recalculated considering, as reference, the altitude of the nearest waypoint associated with an altitude constraint along the route, NOT the altitude of the flight level entered by the pilot. If no waypoint associated with an altitude constraint is found along the entered route, the FMS will consider the arrival runway altitude elevation. Moreover, WHAT-IF INIT page 3/3 does not properly display performance data for wind and temperature manual entry. Per LOAD 23.1/23.2, the performance data is recalculated in WHAT-IF DATA page for pilot’s entry of cruise altitude level both above and below the value displayed. NOTE: During additional tests, it was observed an error of

roughly 3 minutes on calculated performance data. Load 21.4/21.5

WHAT-IF performance data for FL CRZ values below the current displayed is calculated erroneously.

Load 23.1/23.2

The performance data is recalculated for any entry of cruise altitude level both above and below the value displayed.


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1-20 REVISION 23 LOAD 23.1/23.2 Page 31 5



OPERATIONS GUIDE

14 – New SELECT HOLD page. Per LOAD 21.4/21.5, when the pilot selects the desired holding fix waypoint on the ACTIVE FLT PLAN page, the HOLDING PATTERN page is displayed with a standard default holding pattern at the designated holding fix with the inbound course set to the flight plan course into the holding fix. Per LOAD 23.1/23.2, when the pilot selects the desired holding fix waypoint on the ACTIVE FLT PLAN page, if exists at least one Hold pattern defined on the database for that waypoint, the page SELECT HOLD AT “waypoint” is displayed in order to allow the pilot to load the HOLD previously defined on database. No entry is permitted on this page. On line select key 6L the “<DEFAULT” shall be displayed. Selection of this line shall display the Holding Patterns page with default values.

Load 21.4/21.5

N/A.

Load 23.1/23.2

The new page SELECT HOLD AT “waypoint” is displayed, if exists a hold pattern defined on the database.


SELECT HOLD AT SJC

CRS/DIR INBND RNP

FL050

320/R

1/1

DEFAULT

AMIN

EM

170A

OM

1410

99A

.DG

N

315 /R 1.0O

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REVISION 21 LOAD 23.1/23.2 Page 32A 5

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15 – LNAV approach gain change.

Per LOAD 21.4/21.5, the LNAV gains in the FMS are based on FMS being in approach phase or not and the maximum roll rate is 3°/s. However, in some cases the FMS is not able to maintain track in the RNP corridor with these gains.

Per LOAD 23.1/23.2, the LNAV gains were changed for RNP at or below 0.3 approaches, missed approach and departure phases. Thus, the new maximum roll rate is 5.5°/s.

NOTE: When a DIRECT TO is performed from a waypoint on the departure to another waypoint outside the departure the FMS consider the direct to waypoint as a departure waypoint and the maximum roll rate of 5.5°/s is applicable for this scenario. In this case, if the direct to is performed to a waypoint located on the cruise phase and far away the TOC (Top Of Climb), then the roll rate of 5.5°/s will be applicable until the direct to waypoint is transitioned, affecting OFFSET activation or canceling, as well the transition of the direct to waypoint in case a different heading is defined after the transition.

Load 21.4/21.5

The LNAV maximum roll rate is 3°/s for approach phase.

Load 23.1/23.2

The LNAV maximum roll rate is 5.5°/s for RNP approach, missed approach and departure phases.




OPERATIONS GUIDE


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FUEL

1 – Invalid Fuel Used indication after engine start during flight.

Per LOAD 21.4/21.5, Fuel Used indication on the MFD may be lost after a left or right engine start during flight.

Per LOAD 23.1/23.2, the Fuel Used indication on the MFD is displayed properly even in case of an engine start during flight.

Load 21.4/21.5

The Fuel Used indication on the MFD may be lost in case of an engine start during flight.

Load 23.1/23.2

The Fuel Used indication on the MFD is displayed properly in case of an engine start during flight.


LANDING GEAR AND BRAKES

1 – Difference of temperature between the brakes of the same landing gear leg.

Per LOAD 21.4/21.5, the Brake Temperature Monitoring System (BTMS) does not monitor the difference of temperature between the brakes of the same landing gear leg.

Per LOAD 23.1/23.2, the brake differential temperature is effectively monitored. A difference above 200°C in brakes of the same leg triggers LG NO DISPATCH message (no Latch condition).

Load 21.4/21.5

N/A.

Load 23.1/23.2

EICAS message LG NO DISPATCH is displayed when the difference of temperature between the brakes of the same landing gear leg is above 200ºC.


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1 – FMS position jump.

Per Load 23.1/23.2, in the middle of the Pacific Ocean, the FMS position computation anomaly/Large IRS bias occur when crossing the 180 degrees Meridian line while using IRS for navigation. Large IRS bias is caused by a normalization error when computing the difference between FMS longitude and IRS longitude.

The operational impacts of this anomaly are: − The FMS position longitude calculation was biased by

approximately 180 degrees;

− When the FMS position change occurs:

− The CDI will deflect indicating the offset from the desired lateral and vertical path based on the changed position.

− If autopilot is coupled and LNAV is engaged, the airplane will execute a bank maneuver to intercept the TO waypoint in the flight plan.

− For map display in heading up, map display will move to the new FMS position.

− For map display in north up, the aircraft symbol will disappear from the map and move to the new FMS position.

− UNABLE RNP message will display on the MCDU scratchpad.

− FMS position starts slewing back to the selected sensor positions.

− Caution CAS message “FMS1(2)-GPS POS DISAG” will be displayed.

This issue only affects the FMS. The IRS and GPS are still outputting valid and correct data.


Load 21.4/21.5

N/A.

Load 23.1/23.2

FMS position computation anomaly.




OPERATIONS GUIDE


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2 – Autotune activation through the NAV page.

Per Load 23.1/23.2, if a manual NAV frequency is entered on the MCDU RADIO page or on the PROGRESS page, thus de-activating the Autotune, the FMS no longer accepts the Autotune activation through the NAV page (FMS AUTO set to ON).

The scratchpad message NAV 1/2 FMS AUTO CHG FAIL may be posted following the Autotune deactivation through the NAV page (FMS AUTO set to OFF). Once this message appears, the Autotune activation through the NAV page is no longer possible.

Embraer recommends the operators with Load 23 installed to only activate the AUTOTUNE function via the FMS PROGRESS page.

Load 21.4/21.5

N/A.

Load 23.1/23.2

FMS AUTO selection (ON/OFF) misbehavior on NAV page.


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3 – FMS misbehavior upon runway change when no arrival or approach procedure selected.

Per Load 23.1/23.2, if a runway change is performed when the airplane is flying to a runway which neither has an arrival nor an approach procedure selected in the FMS ARRIVAL page and when the selected runway is the last and active waypoint on the flight planning the following is observed:

− The new runway becomes the “From” waypoint. The MCDU shows a discontinuity to the destination;

− The LNAV mode is disengaged and the FD LATERAL MODE OFF caution message is displayed on the EICAS and;

− The Horizontal Track Line is removed from the MFD MAP page.


Load 21.4/21.5

N/A.

Load 23.1/23.2

FMS misbehavior upon runway change when no arrival or approach procedure selected.




OPERATIONS GUIDE


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4 – DIRECT TO/COURSE INTERCEPT functions.

Per LOAD 21.4/21.5, if the DIRECT TO/COURSE INTERCEPT is performed a second time before the last waypoint of the first DIRECT TO/COURSE INTERCEPT, the flight director (FD) drops to basic lateral mode (ROLL) and FD LATERAL MODE OFF EICAS message is displayed.

Per LOAD 23.1/23.2, if the DIRECT TO/COURSE INTERCEPT is performed a second time before the last waypoint of the first DIRECT TO/COURSE INTERCEPT the FD drops to basic mode, but the FD LATERAL MODE OFF message is not displayed anymore.

Load 21.4/21.5

FD LATERAL MODE OFF message displayed if a second DIRECT TO/COURSE INTERCEPT is performed before the airplane has crossed the last waypoint of the first DIRECT TO/COURSE INTERCEPT.

Load 23.1/23.2

No FD LATERAL MODE OFF message displayed if a second DIRECT TO/COURSE INTERCEPT is performed before the airplane has crossed the last waypoint of the first DIRECT TO/COURSE INTERCEPT.


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5 – EICAS message LG NO DISPATCH displayed due to dust accumulation in the MAU.

Per LOAD 23.1/23.2, the brake differential temperature is monitored by the Brake Temperature Monitoring System (BTMS). A difference above 200°C in brakes of the same leg triggers LG NO DISPATCH message.

The BTMS also takes into accounting the comparison of temperature between the Custom I/O sensors. If the differential of temperature is higher than 8ºC, EICAS message LG NO DISPATCH is displayed.

However it was observed that dust accumulation in the MAU 3 cabinet (where the Custom I/O is installed) could increase the temperature in one of the sensors causing spurious indication of abnormal condition (delta of temperature higher than 8ºC).

Load 21.4/21.5

N/A.

Load 23.1/23.2

EICAS message LG NO DISPATCH may be displayed due to dust accumulation in the MAU 3.


6 – UNABLE NEXT ALT scratchpad message.

Per LOAD 23.1/23.2, the UNABLE NEXT ALT scratchpad message is not displayed on the MCDU when there is a window altitude constraint present in the flight plan. However, the constraint can be entered manually on the waypoint and the message is corrected.

Load 21.4/21.5

N/A.

Load 23.1/23.2

The UNABLE NEXT ALT scratchpad message is not displayed on the MCDU when there is a window altitude constraint present in the flight plan.




OPERATIONS GUIDE


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7 – Vertical Track Alert (VTA) triggered during takeoff.

Per LOAD 23.1/23.2, the logic to trigger the VTA was changed when the airplane is predicted to be within 1000 ft to 200 ft of capturing an altitude constraint. By doing so, unexpected VTA indications may be issued in departure procedures whenever this condition is met. It should not occur for at-or-above climb constraints.

Load 21.4/21.5

N/A.

Load 23.1/23.2

Unexpected VTA indications may be issued in departure procedures whenever condition described above is met.


8 – Few Closest Airports Displayed on MFD.

Per LOAD 21.4/21.5, the Airport Symbol and Airport Identifier show the relative location of up to 10 closest airports (within the display of up to 640 NM) that are not on the flight plan. However, the EDS logic was duplicating some airports.

Per LOAD 23.1/23.2, the EDS logic was changed in order to fix the duplicating airport issue, however, it was observed that only few closest airports is being displayed on the MFD.

Load 21.4/21.5

Up to 10 closest airports are displayed on MFD.

Load 23.1/23.2

Only few closest airports are displayed on the MFD.


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9 – Unexpected FD VERT MODE OFF displayed on EICAS below 100 ft AGL during ILS CAT I or CAT II Operations.

Per LOAD 23.1/23.2, a modification in the glide slope (G/S) signal monitoring may result in vertical flight director mode unexpectedly dropping below 100 ft AGL during ILS CAT I or CAT II operations.

Depending on the ILS beam instability, the airplane antenna may lose the G/S signal thus invalidating the G/S monitoring by the AFCS. Hence, prior to touchdown FD VERT MODE OFF may be displayed on EICAS with flight director vertical mode reverting to FPA (basic vertical mode).

As this EICAS message is inhibited below 50 ft, it is only displayed if disconnection occurs between 100 ft and 50 ft AGL.

CAT III operations performed with Autoland or HUD A3 are not susceptible to this vertical flight director mode disconnection. The same is valid for CAT I and CAT II approaches performed with Autoland.

This misbehavior may occur only on airplanes equipped with dual glide slope antennas (CAT III capable or with provisions).

Load 21.4/21.5

N/A.

Load 23.1/23.2

FD VERT MODE OFF may be displayed on EICAS during ILS CAT I or CAT II Operations between 100 ft and 50 ft AGL.




OPERATIONS GUIDE


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10 – Unexpected FD VERT MODE OFF displayed on EICAS after touchdown.

Per LOAD 23.1/23.2, EICAS message FD VERT MODE OFF may be displayed during landing roll due to a modification in the glide slope (G/S) signal monitoring.

Based on Automatic Flight Control System Architecture, EICAS caution message FD VERT MODE OFF should be displayed in case of vertical flight director mode disconnection due to invalid conditions.

Glide slope signal is received by the G/S antenna through 2 radios. Airplane touchdown impact and further landing roll vibration can lead to a miscompare between both radios processing data, invalidating the AFCS G/S monitoring and consequently triggering FD VERT MODE OFF message on EICAS.

Load 21.4/21.5

N/A.

Load 23.1/23.2

FD VERT MODE OFF may be displayed on EICAS during landing roll.



OPERATIONS GUIDE


11 – Arc Melding.

Per Load 23.1/23.2, incorrect map display and lateral guidance occurrences when: − A right turn direction arc leg terminates a procedure (for

example, STAR); − First leg of following procedure (for example, approach) begins

with arc termination; − ARC leg becomes active, lateral guidance is incorrect.

Load 21.4/21.5

N/A.

Load 23.1/23.2

Possibility of incorrect map display and lateral guidance when transitioning procedures melded by arc legs.


12 – ILS overshoot.

Per Load 23.1/23.2, the FMS may overshoot the ILS when it connects a STAR to an approach that bypasses the approach transition and when an approach contains a common waypoint.

Only ILS approaches with a course change greater than 70° are affected.

The FMS inhibits the LOC capture (while in LNAV) until the course change is less than 70°. As a result, even if the LOC is armed well before the final approach center line, the FMS will inhibit the LOC capture until the airplane track is within 70° of the final approach course.

Load 21.4/21.5

N/A.

Load 23.1/23.2

FMS overshot the ILS instead of turning inbound.


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OPERATIONS GUIDE

13 – Course change near 180°.

Per Load 23.1/23.2, FMS may command an incorrect lateral guidance and display an incorrect map when transitioning into arc legs. The anomaly occurs under procedures containing a course change of 180° or more. This excludes holding patterns and procedure turns, which are flown correctly: − Last leg of a procedure contains a course change of 180° or

greater; − Last leg has a turn direction specified in the navigation database;− Last waypoint common in connecting procedures. Load 21.4/21.5

N/A.

Load 23.1/23.2

Incorrect lateral guidance and map display when transitioning into arc legs.


14 – Turn Direction changes after Missed Approach.

Per Load 23.1/23.2, FMS may command an incorrect turn direction during the missed approach.

Missed approach activation:

− Procedures with course change of 180° or greater.

− Any of the following combinations: track/course/direct to a fix leg (TF/CF/DF) preceding a CF/DF in a missed approach procedure.

− If missed approach is activated by the pilot on the MCDU, the FMS will change the turn direction displayed on the MCDU.

Load 21.4/21.5

N/A.

Load 23.1/23.2

Incorrect turn direction during the missed approach.


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OPERATIONS GUIDE


SOFTWARE LOAD 25.1.0.1 The table below shows the previous and the current versions of the Primus Epic System Software.



LOAD 23.1/23.2 LOAD 25.1.0.1

The information that follows is a list of the items implemented in these current software versions, all of which offer some impact in the operation of EMBRAER 170/175 airplanes.

The LOAD 25.1.0.1 is exclusively compatible with Pentium M configuration.

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1-21 REVISION 22 LOAD 25.1.0.1 Page 1



OPERATIONS GUIDE

AFCS

1 – AFCS FAULT during AFCS PBIT due to power interruption.

Per Load 23.1/23.2, if the AFCS PBIT is interrupted due to power interruption the message AFCS FAULT is displayed on EICAS until another power up is performed. Per LOAD 25.1.0.1, logic is included in AFCS PBIT to retry the test 5 times before it is actually declared failed.

Load 23.1/23.2

AFCS FAULT may be displayed on EICAS during AFCS PBIT due to power interruption.

LOAD 25.1.0.1

AFCS FAULT not displayed on EICAS during AFCS PBIT in case of power interruption.


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1-21 Page 2 LOAD 25.1.0.1 REVISION 23


OPERATIONS GUIDE


2 – Unexpected FD VERT MODE OFF displayed on EICAS below 100 ft AGL during ILS CAT I or CAT II Operations.

Per LOAD 23.1/23.2, a modification in the glide slope (G/S) signal monitoring may result in vertical flight director mode unexpectedly dropping below 100 ft AGL during ILS CAT I or CAT II operations. Depending on the ILS beam instability, the airplane antenna may lose the G/S signal thus invalidating the G/S monitoring by the AFCS. Hence, prior to touchdown FD VERT MODE OFF may be displayed on EICAS with flight director vertical mode reverting to FPA (basic vertical mode). As this EICAS message is inhibited below 50 ft, it is only displayed if disconnection occurs between 100 ft and 50 ft AGL. CAT III operations performed with Autoland or HUD A3 are not susceptible to this vertical flight director mode disconnection. The same is valid for CAT I and CAT II approaches performed with Autoland. This misbehavior may occur only on airplanes equipped with dual glide slope antennas (CAT III capable or with provisions). Per LOAD 25.1.0.1, the FD VERT MODE OFF EICAS message is inhibited for altitudes below 100 ft.

Load 23.1/23.2

FD VERT MODE OFF may be displayed on EICAS during ILS CAT I or CAT II Operations between 100 ft and 50 ft AGL.

LOAD 25.1.0.1

FD VERT MODE OFF not displayed on EICAS during ILS CAT I or CAT II Operations below 100 ft.


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OPERATIONS GUIDE

3 – Unexpected FD VERT MODE OFF displayed on EICAS after touchdown.

Per LOAD 23.1/23.2, EICAS message FD VERT MODE OFF may be displayed during landing roll due to a modification in the glide slope (G/S) signal monitoring. Based on Automatic Flight Control System Architecture, EICAS caution message FD VERT MODE OFF should be displayed in case of vertical flight director mode disconnection due to invalid conditions. Glide slope signal is received by the G/S antenna through 2 radios. Airplane touchdown impact and further landing roll vibration can lead to a miscompare between both radios processing data, invalidating the AFCS G/S monitoring and consequently triggering FD VERT MODE OFF message on EICAS. Per LOAD 25.1.0.1, the FD VERT MODE OFF EICAS message is inhibited for altitudes below 100 ft.

Load 23.1/23.2

FD VERT MODE OFF may be displayed on EICAS during landing roll.

LOAD 25.1.0.1

FD VERT MODE OFF not displayed on EICAS during landing roll.

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AUTOBRAKE 1 – Autobrake aural warning.

Per Load 23.1/23.2, unexpected Autobrake aural warning is triggering after lift off. Per LOAD 25.1.0.1, software logic correction is implemented to inhibit AUTOBRAKE aural warning whenever, at least, one MLG WOW indicates AIR.

Load 23.1/23.2

Unexpected Autobrake aural warning is triggering after lift off.

LOAD 25.1.0.1

AUTOBRAKE aural warning is not triggering after lift-off.




OPERATIONS GUIDE


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AVIONICS 1 – CHECK T.O. SPEEDS scratchpad message.

Per Load 23.1/23.2, CHECK T.O. SPEEDS scratchpad message is displayed after T/O button is pressed if a configuration mismatch exists between MCDU flap selection and flap lever. This message should be provided only when a take-off v-speed has not been entered in the MCDU. Per LOAD 25.1.0.1, the scratchpad messages CHECK T.O. CONFIG and CHECK T.O. SPEEDS were removed and a new message CHECK T.O. DATA is displayed when:

− Any of the takeoff v-speeds have not been entered and the takeoff configuration button is active;

− The MCDU entered takeoff flap position is not equal the actual flap setting and the takeoff configuration button is active;

− Any of the existing CHECK T.O. CONFIG conditions are active.

NOTE: The existing CHECK T.O. CONFIG condition logic is monitored by AFCS. CHECK T.O. CONFIG is active when the takeoff mode is not available when requested to engage (via TOGA button) due to lack of valid data for V2, Vsi, or takeoff flap position.

Load 23.1/23.2

CHECK T.O. SPEEDS scratchpad message displayed due to flap mismatch.

LOAD 25.1.0.1

A new CHECK T.O. DATA scratchpad message is replacing CHECK T.O. CONFIG and CHECK T.O. SPEEDS messages, pointing the pilot to any missing information on the Takeoff Data page.



OPERATIONS GUIDE



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2 – VNAV Redesign.

Per Load 23.1/23.2, whenever a lateral change is activated or an altitude constraint is changed while descending in VPTH mode, the VNAV requires a vertical direct-to in order to keep the correct vertical path. Per LOAD 25.1.0.1, VNAV logic is updated so flight plan changes when in VPATH mode results in predictable descent path capture criteria during FMS recalculations:

− FMS commands a maximum of half of the defined descent angle to capture the new path if current airplane position is below the recomputed path or,

− FMS commands a maximum of the defined descent angle plus 1.5° to capture the new path if current airplane position is above the recomputed path.

Once the path is intercepted, the defined descent angle resumes.

Load 23.1/23.2

VNAV can not properly keep the correct path on descent whenever a lateral change is activated or an altitude constraint is changed in VPTH mode.

LOAD 25.1.0.1

VNAV logic is updated, thus avoiding incorrect path capture during FMS recalculation.




OPERATIONS GUIDE


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3 – VPATH capturing an incorrect TOD.

Per Load 23.1/23.2, FMS may incorrectly computes TOD and descend prematurely when there are two AT altitude constraints followed by a lower AT altitude constraint at the same altitude/flight level. The top of descent (TOD) computation from the FMS may cause an early descent prior to the second AT constraint only if all the following circumstances are met:

− The airplane is in descent or approach phase;

− Two or more equal AT constraints followed by a lower AT altitude constraint are in the flight plan;

− The airplane must be in VALT level flight at the same altitude as the first AT constraint; and

− The altitude pre-selector value must be below the equal AT constraint altitudes.

Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/10. Per LOAD 25.1.0.1, FMS software logic is updated, thus preventing the misplaced TOD calculation.

Load 23.1/23.2

FMS may incorrectly place the TOD and descend prematurely when there are two AT altitude constraints at the same altitude.

LOAD 25.1.0.1

FMS computes the TOD correctly.



OPERATIONS GUIDE


4 – CMF 1(2) FAIL EICAS ADVISORY message.

Per Load 23.1/23.2, CMF 1(2) FAIL EICAS message is displayed when the respective CMF has failed. Per LOAD 25.1.0.1, DATALINK 1 FAIL EICAS message is displayed when the DATALINK function of CMF 1 has failed.

Load 23.1/23.2

CMF 1(2) FAIL EICAS message displayed.

LOAD 25.1.0.1

DATALINK 1 FAIL EICAS message displayed.

Affected manual sections: AOM 14-09-35, 14-15-10.

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5 – HF and VHF3 self tests.

Per Load 23.1/23.2, MCDU HF and VHF3 self tests does not indicate PASS or FAIL status after test. Per LOAD 25.1.0.1, MCDU HF and VHF3 self tests indicate PASS if the test is performed successfully and FAIL if the test fails.

Load 23.1/23.2

No message displayed on MCDU HF and VHF3 self tests.

LOAD 25.1.0.1

PASS or FAIL messages displayed on MCDU HF and VHF3 self tests.





OPERATIONS GUIDE

6 – PRINT JOB FAIL scratchpad message.

Per Load 23.1/23.2, spurious PRINT JOB FAIL scratchpad message is displayed on the MCDU. Per LOAD 25.1.0.1, software logic improvement is implemented to avoid appearance of PRINT JOB FAIL scratchpad message on the MCDU.

Load 23.1/23.2

Spurious PRINT JOB FAIL scratchpad message.

LOAD 25.1.0.1

No spurious PRINT JOB FAIL scratchpad message.


7 – Early Sequence of Arcs greater than 180°.

Per Load 23.1/23.2, if a SID, STAR or Approach procedure contains an Arc to a Fix leg (ARINC 424 AF) with a course change greater than 180°, the FMS may improperly drop the arc leg and commence flight to the leg following the arc. The root cause for this behavior is a design error in the LNAV sequence mechanism not handling this geometry. Per LOAD 25.1.0.1, software logic is updated to recognize the case above and sequence the arc leg correctly.

Load 23.1/23.2

Possibility of incorrect map display and lateral guidance when transitioning into arc legs greater than 180°.

LOAD 25.1.0.1

No incorrect map display and lateral guidance when transitioning into arc legs greater than 180°.


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OPERATIONS GUIDE


8 – Arc Melding.

Per Load 23.1/23.2, incorrect map display and lateral guidance occurrences when:

− A right turn direction arc leg terminates a procedure (for example, STAR);

− First leg of following procedure (for example, approach) begins with arc termination;

− ARC leg becomes active, lateral guidance is incorrect. Per LOAD 25.1.0.1, software logic is updated to recognize the case above and sequence the arc leg correctly.

Load 23.1/23.2

Possibility of incorrect map display and lateral guidance when transitioning procedures melded by arc legs.

LOAD 25.1.0.1

No incorrect map display and lateral guidance when transitioning into arc legs.

Affected manual sections: Terminating action for OB 170-002/11.

9 – Incorrect Display of FMS Course Line on MFD map.

Per Load 23.1/23.2, FMS can incorrectly display on MFD map a procedure that contains a heading to intercept a course leg. LNAV F/D and CDI provide correct indications. A software change incorrectly removed the logic in the FMS to flyover paths/terminators that are followed by a VI/CI leg. Per LOAD 25.1.0.1, new software includes the logic in the FMS to flyover the path/terminator preceding a VI/CI leg. Load 23.1/23.2

Incorrect map display.

LOAD 25.1.0.1

Correct map display.


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OPERATIONS GUIDE

ENGINE 1 – ENG 1(2) REV TLA FAIL EICAS CAUTION message.

Per Load 23.1/23.2, a pre-load on the triggers caused by pilot action to pull the thrust reverser when approaching to land causes the idle lock hook inside the Thrust Control Quadrant to be stuck when airplane touches down. In case that happens for 5 seconds the EICAS CAUTION message ENG 1(2) REV TLA FAIL is triggered. Per LOAD 25.1.0.1, the debounce time is increased from 5 to 20 seconds and the ENG 1(2) REV TLA FAIL EICAS message is inhibited during K2b flight phase.

Load 23.1/23.2

ENG 1(2) REV TLA FAIL EICAS CAUTION spurious message.

LOAD 25.1.0.1

No ENG 1(2) REV TLA FAIL EICAS CAUTION spurious message.


2 – ENG 1(2) OIL LO LEVEL EICAS CAUTION message.

Per Load 23.1/23.2, the ENG 1(2) OIL LO LEVEL message is inhibited during flight phases K3, K4 and K5. Per LOAD 25.1.0.1, the ENG 1(2) OIL LO LEVEL message is inhibited during flight phases K2b, K3, K4 and K5.

Load 23.1/23.2

ENG 1(2) OIL LO LEVEL message not inhibited during K2b flight phase.

LOAD 25.1.0.1

ENG 1(2) OIL LO LEVEL message inhibited during K2b flight phase.


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FCS 1 – PITCH TRIM BKUP FL EICAS ADVISORY message.

Per LOAD 23.1/23.2, if backup pitch trim switch is inoperative the EICAS message PITCH TRIM BKUP FL is displayed. Per LOAD 25.1.0.1, if backup pitch trim switch is inoperative the EICAS message PITCH TRIM BKUP FAIL is displayed, with no abbreviation for FAIL.

Load 23.1/23.2

PITCH TRIM BKUP FL EICAS message displayed.

LOAD 25.1.0.1

PITCH TRIM BKUP FAIL EICAS message displayed.




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FMS 1 – EXCEEDS P ALTITUDE LIMIT scratchpad message.

Per LOAD 23.1/23.2, if no departure runway is selected on the FMS or the runway heading is manually inserted by the pilot on the TAKEOFF page, the FMS updates the runway elevation (ELEV) and the pressure altitude (P ALT) values on the FMS TAKEOFF page 1/3 based on actual airplane pressure altitude measured by the Air Data System. In this situation, the EXCEEDS P ALTITUDE LIMIT scratchpad message is displayed on the MCDU when the airplane is between 15000 ft and 25000 ft during climb or descent. If a departure runway is selected on the FMS DEPARTURE page and the runway heading is not changed, the runway elevation (ELEV) displayed on the TAKEOFF page is obtained from the FMS Navigation Database, and P ALT displayed is also a fixed value, based on ELEV and altimeter setting (B SET). In this situation, the message is not displayed. If no departure runway is available for the takeoff runway, either the P ALT or ELEV may be manually inserted. In this situation ELEV and P ALT remain the same and the message is not displayed. If a flight plan is selected on the FLT PLAN LIST page to be flown as an alternate flight plan, the FMS behavior is the same described above. In this case, either the P ALT or ELEV may be manually inserted on the TAKEOFF page 1/3 to prevent the message display. If the alternate flight plan is inserted on the RTE pages or on the FLT PLAN pages the message is not displayed. Per LOAD 25.1.0.1, EXCEEDS P ALTITUDE LIMIT scratchpad message is inhibited during flight.

Load 23.1/23.2

The ELEV and P ALT prompts on the FMS TAKEOFF page 1/3 are updated based on the airplane pressure altitude. In this situation, the scratchpad message EXCEEDS P ALTITUDE LIMIT is displayed when the airplane is between 15000 ft and 25000 ft during climb or descent.

LOAD 25.1.0.1

EXCEEDS P ALTITUDE LIMIT scratchpad message is inhibited during flight.



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2 – FMS position jump.

Per Load 23.1/23.2, in the middle of the Pacific Ocean, the FMS position computation anomaly/Large IRS bias occur when crossing the 180° Meridian line while using IRS for navigation. Large IRS bias is caused by a normalization error when computing the difference between FMS longitude and IRS longitude. The operational impacts of this anomaly are: − The FMS position longitude calculation was biased by

approximately 180°; − When the FMS position change occurs:

− The CDI will deflect indicating the offset from the desired lateral and vertical path based on the changed position.

− If autopilot is coupled and LNAV is engaged, the airplane will execute a bank maneuver to intercept the TO waypoint in the flight plan.

− For map display in heading up, map display will move to the new FMS position.

− For map display in north up, the airplane symbol will disappear from the map and move to the new FMS position.

− UNABLE RNP message will display on the MCDU scratchpad.

− FMS position starts slewing back to the selected sensor positions.

− Caution CAS message “FMS1(2)-GPS POS DISAG” will be displayed.

This issue only affects the FMS. The IRS and GPS are still outputting valid and correct data. Per LOAD 25.1.0.1, software logic correction is implemented.

Load 23.1/23.2

FMS position computation anomaly.

LOAD 25.1.0.1

No FMS position computation anomaly.




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3 – FMS misbehavior upon runway change when no arrival or approach procedure selected.

Per Load 23.1/23.2, if a runway change is performed when the airplane is flying to a runway which neither has an arrival nor an approach procedure selected in the FMS ARRIVAL page and when the selected runway is the last and active waypoint on the flight planning the following is observed: − The new runway becomes the “From” waypoint. The MCDU

shows a discontinuity to the destination; − The LNAV mode is disengaged and the FD LATERAL MODE

OFF caution message is displayed on the EICAS and; − The Horizontal Track Line is removed from the MFD MAP page.

Per LOAD 25.1.0.1, software logic correction is implemented.

Load 23.1/23.2

FMS misbehavior upon runway change when no arrival or approach procedure selected.

LOAD 25.1.0.1

No FMS misbehavior upon runway change when no arrival or approach procedure selected.



OPERATIONS GUIDE



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4 – CHECK LDG SPEEDS scratchpad message.

Per LOAD 23.1/232, a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the Landing V-Speeds were not inserted on the LANDING page whenever at least one of the following conditions is met:

− the airplane is within 50 NM radial distance from the destination;

− the Slat/Flap is not retracted; or − the landing gear is down.

Additionally, if the Landing V-Speeds inserted on the LANDING page before the takeoff are not being displayed on the PFD, they are deleted on the FMS 15 minutes after takeoff. Per LOAD 25.1.0.1, Landing V-Speeds logic has changed to not clear the landing speeds after takeoff. If no speeds are entered the logic for the scratchpad message CHECK LANDING SPEEDS is maintained.

Load 23.1/23.2

Landing V-Speeds are deleted 15 minutes after takeoff, if they are not being displayed the PFD and a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the Landing V-Speeds were not input.

LOAD 25.1.0.1

Landing V-Speeds are not cleared after takeoff.




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5 – Approach Flaps on Landing page.

Per LOAD 23.1/23.2, the approach flap setting on Landing Page 1/2 allows select flap 2 or flap 4. Per LOAD 25.1.0.1, the approach flap can be customized for FAA (flap 2 and 4) and EASA (flap 3 and 4). The parameter should be located in the APM settings to allow the airline customization at any time according the use.

Load 23.1/23.2

Landing Page 1/2 shows Go Around Flaps 2 for all operators.

LOAD 25.1.0.1

Landing Page 1/2 shows correctly the Go Around Flaps 3 for EASA operators.


6 – NAV 1(2) FMS AUTO CHANGE FA scratchpad message.

Per Load 23.1/23.2, NAV 1(2) FMS AUTO CHANGE FA scratchpad message is displayed when the FMS failed to tune. Per LOAD 25.1.0.1, NAV 1(2) FMS AUTO CHG FAIL scratchpad message is displayed when the FMS failed to tune.

Load 23.1/23.2

NAV 1(2) FMS AUTO CHANGE FA scratchpad message displayed.

LOAD 25.1.0.1

NAV 1(2) FMS AUTO CHG FAIL scratchpad message displayed.



OPERATIONS GUIDE


7 – Missed Approach profile activation.

Per Load 23.1/23.2, the lateral missed approach procedure is not appended to the active flight plan when a missed approach is initiated prior to 2 NM from the FAF (APPR annunciation), and the airplane levels off or changes to FLCH mode. Per LOAD 25.1.0.1, a new logic is implemented which does not relate the activation of the lateral profile of the missed approach procedure with the distance to the FAF. Whenever TOGA button is pressed it will automatically activate this profile on the lateral navigation, following the correct waypoints sequencing on the MCDU. Additionally a new prompt is displayed on the FPL MISSED APPROCH page allowing missed approach lateral profile activation after the IAF (Initial Approach Fix) without pressing the TOGA button. This new missed approach prompt only activates the lateral part of it, so pilots will be responsible to work with the vertical modes on the FMA.

MISSED APPROACH 2/3

MISSED APPR LANDING

AS ASSIGNED

* ALT02

RW15

---/------

---/2520A

-

-

-

-

-

-

-

-

-

-

-

-

o ORFLY 240

327 o

0945Z

13NM CLB

(Continued)

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OPERATIONS GUIDE

(Continued)

Load 23.1/23.2

The lateral part of the missed approach procedure is not activated on the flight plan if the GA mode is not active on the FMA within 2 NM from the FAF or far from it.

LOAD 25.1.0.1

New logic does not relate the activation of the lateral profile with the distance to the FAF.


8 – Course change near 180°.

Per Load 23.1/23.2, FMS may command an incorrect lateral guidance and display an incorrect map when transitioning into arc legs. The anomaly occurs under procedures containing a course change of 180° or more. This excludes holding patterns and procedure turns, which are flown correctly: − Last leg of a procedure contains a course change of 180° or

greater; − Last leg has a turn direction specified in the navigation database;− Last waypoint common in connecting procedures. Per LOAD 25.1.0.1, software logic correction is implemented. FMS commands a correct lateral guidance and map display when transitioning into arc legs under procedures containing a course change of 180° or more.

Load 23.1/23.2

Incorrect lateral guidance and map display when transitioning into arc legs.

LOAD 25.1.0.1

Correct lateral guidance and map display when transitioning into arc legs.


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1-21 REVISION 22 LOAD 25.1.0.1 Page 21 5

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LANDING GEAR AND BRAKES 1 – Difference of temperature between the brakes of the same

landing gear leg.

Per LOAD 23.1/23.2, the brake differential temperature is monitored on the same landing gear. A Brake Temperature Monitoring System (BTMS) failure condition triggers LG NO DISPATCH message (no Latch condition). Per LOAD 25.1.0.1, the BTMS is monitored by comparison one thermocouple against the other three. A BTMS failure condition triggers LG NO DISPATCH message (no Latch condition).

Load 23.1/23.2

EICAS message LG NO DISPATCH is displayed when the difference of temperature between the brakes of the same landing gear leg is above 200°C.

LOAD 25.1.0.1

EICAS message LG NO DISPATCH is displayed when the temperature of one brake unit is lower than 70°C while the 3 remaining brakes temperatures are higher than 175°C.




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2 – EICAS message LG NO DISPATCH displayed due to dust accumulation in the MAU.

Per LOAD 23.1/23.2, the LG NO DISPATCH EICAS message takes into accounting the comparison of temperature between the Custom I/O cold junctions. If the differential of temperature is higher than 8°C, the EICAS message LG NO DISPATCH is displayed.

However it was observed that dust accumulation in the MAU 3 cabinet (where the Custom I/O is installed) could increase the temperature in one of the cold junction point housed in the Custom I/O, causing indication due to this abnormal condition (delta of temperature higher than 8°C).

Per LOAD 25.1.0.1, the LG NO DISPATCH EICAS message does not monitor the temperature between the Custom I/O cold junctions.

Load 23.1/23.2

EICAS message LG NO DISPATCH may be displayed due to dust accumulation in the MAU 3.

LOAD 25.1.0.1

N/A.


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SECTION 2

SPDA SOFTWARE

TABLE OF CONTENTS

Block Page

Introduction ........................................................................ 2-00.......... 02


Secondary Power Distribution Assemblies (SPDA)...... 2-05.......... 01

SPDA Software Blocks ................................................. 2-05.......... 01

SPDA Block 9.2 ................................................................. 2-10.......... 01

APU .............................................................................. 2-10.......... 02

Electrical ....................................................................... 2-10.......... 04

Fuel............................................................................... 2-10.......... 06

Hydraulic ....................................................................... 2-10.......... 07

SPDA Block 10.1 ............................................................... 2-11.......... 01

Airplane General........................................................... 2-11.......... 02

AMS .............................................................................. 2-11.......... 03

Electrical ....................................................................... 2-11.......... 06

Communications........................................................... 2-11.......... 07

SPDA Block 11.1 ............................................................... 2-12.......... 01

Electrical ....................................................................... 2-12.......... 02

Fuel............................................................................... 2-12.......... 03

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INTRODUCTION The Electrical System generates and distributes both AC and DC power to airplane’s systems.

The primary load distribution for any of the power sources is through an associated Left Integrated Control Center (LICC), Right Integrated Control Center (RICC), Auxiliary Integrated Control Center (AICC), and Emergency Integrated Control Center (EICC).

These ICCs house the system distribution buses, contactors, circuit breakers, fuses, Generator Control Units (GCUs), External Power Module (EPM), and Transformer Rectifier Units (TRUs).

Secondary load distribution is accomplished through two Secondary Power Distribution Assemblies.

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GENERAL DESCRIPTION

SECONDARY POWER DISTRIBUTION ASSEMBLIES (SPDA) Two Secondary Power Distribution Assemblies (SPDAs) are provided in the electrical system.

SPDAs interface with the Modular Avionics Units (MAU), four Integrated Control Centers (ICC), and various control/display interfaces in the cockpit and provide the core equipment and software control to integrate airplane electric power distribution and control alongside utility system control.

Each SPDA contains two Processor Modules, an ASCB Communication Module, an ARINC 429 Communication Module, two Power Supply Modules, Discrete I/O Modules and AC/DC Power Modules for sourcing and controlling power to airplane systems and components. In addition to this, an Analog I/O Module is installed only in the SPDA 1.

SPDA SOFTWARE BLOCKS SPDA software block is a non-field loadable microprocessor-based software installed in the Processor Module. A new SPDA software block requires a new Processor Module identification that must replace the previous module allocated in the SPDA.

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2-10 REVISION 2 BLOCK 9.2 Page 1

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SOFTWARE BLOCK 9.2 The table below shows the previous and the current version of the SPDA Software.

SPDA Software


BLOCK 6.1 BLOCK 9.2


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2-10 Page 2 BLOCK 9.2 REVISION 2

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APU 1 – APU FADEC POWER.

Per BLOCK 6.1, during POWER UP, to start the APU:

• Turn the APU MASTER selector to ON then to OFF. After that, select it to ON, then START (CTA/FAA); or

• Wait 3 minutes after displays units 2 and 3 are available to turn the APU MASTER selector knob to START the ON (JAA).

Per BLOCK 9.2, APU start will normally be conducted, as required:

• Turn the APU MASTER selector to ON, then to START.

Block 6.1

To start the APU:

• Turn the APU MASTER selector to ON then to OFF. After that, select it to ON, then START (CTA/FAA); or

• Wait 3 minutes after display units 2 and 3 are available to turn the APU MASTER selector knob to START the ON (JAA).

Block 9.2

To start the APU:

• Turn the APU MASTER selector to ON, then to START.

Affected manuals pages: SOP 5-13 page 3, AFM 3-05 page 1, AOM 3-09 page 2.

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2 – APU Cooldown.

Per BLOCK 9.2, during APU cooldown period the APU generator will remain connected to the electrical system.

Block 6.1 APU generator is disconnected when the APU selector knob is set to OFF.

Block 9.2 APU generator will remain connected during APU cooldown period.


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ELECTRICAL 1 – RAT FAIL and INVERTER FAIL EICAS CAUTION message.

Per BLOCK 6.1, the RAT FAIL and INVERTER FAIL EICAS CAUTION messages may show up if the airplane is transitioned directly from the Ground Service Mode (GND SVC Mode) to any other electrical mode, such as:

• GND SVC to Batteries;

• GND SVC to GPU;

• GND SVC to APU GEN.

Furthermore, SNL 170-24-0001 provides guidelines to avoid RAT FAIL and INVERTER FAIL messages.

Per BLOCK 9.2, transition directly from Ground Service Mode to any other electrical mode is possible and no messages will be displayed.

Block 6.1 Direct transition from Ground Service Mode to any other electrical mode will trigger the EICAS CAUTION messages RAT FAIL and INVERTER FAIL.

Block 9.2 Direct transition from Ground Service Mode to any other electrical mode occurs normally.

Affected manual pages: OB 170-007/04 (if applicable).

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2 – RAT inadvertent deployment.

Per BLOCK 6.1, when the airplane is transitioned from GND SVC mode to a normal mode such as:

• GND SVC to Batteries;

• GND SVC to GPU.

The RAT may deploy if this transition occurs between the 30th and the 35th second from the moment the GND SVC mode was activated.

Per BLOCK 9.2, transitioning the airplane directly from GND SVC mode to any other electrical mode occurs without inadvertent RAT deployment.

Block 6.1 Inadvertent RAT deployment between the 30th and the 35th second after transitioning the airplane from GND SVC mode to any other electrical mode.

Block 9.2 No inadvertent RAT deployment between the 30th and the 35th second after transitioning the airplane from GND SVC mode to any other electrical mode.


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FUEL 1 – FUEL 1(2) FEED FAULT EICAS CAUTION message.

Per BLOCK 6.1, there have been some FUEL 1(2) FEED FAULT EICAS CAUTION message events during engine start.

This message was caused due to a low pressure condition detected in the fuel system during the transient from AC FUEL PUMP 1 and 2 fuel supply to ejector pumps fuel supply, which occurs during engine start and at approximately 60% of N1.

Block 6.1 Spurious FUEL 1(2) FEED FAULT EICAS CAUTION message during engine start.

Block 9.2 No Spurious FUEL 1(2) FEED FAULT EICAS CAUTION message during engine start.


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HYDRAULIC 1 – Inadvertent Electric Hydraulic Pumps Start during POWER

UP.

The FLT CTRL BIT EXPIRED EICAS CAUTION message appears after 20 hours has passed since the last successful PBIT ran.

The flight controls built-in-test is interrupted if any hydraulic pump is turned ON while the test is running.

Per BLOCK 6.1, inadvertent electric hydraulic pumps 1 and 2 start during power up was interrupting the flight controls power up built in test, which might cause the display of FLT CTRL BIT EXPIRED EICAS CAUTION message.

Per BLOCK 9.2, a time delay in the SPDA logic inhibits this inadvertent electric hydraulic pumps 1 and 2 start during power up.

Block 6.1 Inadvertent electric hydraulic pumps 1 and 2 start during power up.

Block 9.2 Inadvertent electric hydraulic pumps 1 and 2 start during power up no longer occurs.


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BLOCK 9.2 BLOCK 10.1


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AIRPLANE GENERAL 1 – Freeze Protection Kit (FPK).

Per SPDA Block 10.1, freeze protection kit (FPK) functionality was enabled.

The FPK is a water and waste system optional that provides freezing protection for the water and waste system components when the airplane is exposed to icing during in flight or parked operations.

Block 9.2 Freeze protection kit functionality disabled.

Block 10.1 Freeze protection kit functionality enabled.

Affected manual pages: AOM 14-12-10 page 6 code 2.


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AMS 1 – Recirculation fans “X” indication on ECS synoptic page.

Per Block 9.2, the recirculation fans indication on the ECS synoptic page may be displayed with an amber “X” during airplane power-up.

Currently, while the DC BUSES are not energized, the AMS controller receives a false status from the SPDA indicating that the recirculation fans are ON even if they are OFF. If there is a disagreement between status and command for more than 60 seconds, the fault is set and can only be cleared after waiting 60 seconds with the RECIRC switch on the OFF position.

Per Block 10.1, the recirculation fans monitor for status and command disagreement has the setting time increased from 60 to 120 seconds. In addition, the reset time required to clear the “X” indication with RECIRC OFF has decreased from 60 to 5 seconds.

This change avoids spurious recirculation fans indications and allows faster fault reset.

Block 9.2 Spurious FAILED depiction indication on ECS synoptic page.

Block 10.1 No spurious FAILED depiction indication on ECS synoptic page.


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2 – Spurious AMS EICAS messages during power up.

Per Block 9.2, the following messages/indications may be displayed during power up:

• CENTER (FWD) EBAY FANS FAIL;

• CRG FWD VENT FAIL, with FWD cargo bay recirculation fan and shutoff valves beneath an amber cross;

• ICE DETECTOR 1(2) FAIL;

• RAM AIR FAULT and/or RAM AIR indication beneath an amber cross;

• RECIRC SMK DET FAIL.

Per Block 10.1, the AMS controller receives electrical buses status from the SPDA in order to inhibit these spurious messages.

Block 9.2 Spurious AMS EICAS messages may be displayed during power up.

Block 10.1 No spurious AMS EICAS messages displayed during power up.



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3 – AMS CTRL FAULT EICAS CAUTION message.

Due to a loss in AMS controller 1, the APU FADEC does not receive information from AMS controller 2 and APU bleed valve closes displaying the AMS CTRL FAULT EICAS CAUTION message.

Per Block 10.1 a communication path between AMS controller 2 and SPDA was implemented in order to solve this problem.

Block 9.2 AMS CTRL FAULT EICAS CAUTION message displaying due to lack of communication between AMS controller 2 and SPDA.

Block 10.1

A communication path between AMS controller 2 and SPDA was implemented and the EICAS CAUTION message AMS CTRL FAULT no longer displays after AMS controller 1 loss.


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ELECTRICAL 1 – On ground IDG disconnection due to batteries discharge.

When the airplane is on ground with batteries being used as the only electrical power source, its discharge causes an inadvertent IDG 1 and IDG 2 disconnection after batteries voltage decreases down to a specific threshold.

Per Block 10.1, disconnection of IDG 1 and 2 due to batteries discharge will no longer occur even if batteries are fully discharged.

Block 9.2 IDG disconnection due to batteries discharge.

Block 10.1 No IDG disconnection due to batteries discharge.



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COMMUNICATIONS 1 – SATCOM FAIL EICAS ADVISORY MESSAGE.

Airplanes equipped with SATCOM may present problems with SATCOM FAIL EICAS ADVISORY message caused by the 10A SATCOM High Power Amplifier (HPA) Solid State Power Controlers (SSPC) tripping. SSPCs are electronic CBs incorporated inside the SPDA.

Per Block10.1, SATCOM HPA SSPC will be modified from a 10A to 15A CB in order to eliminate the problem.

Block 9.2 SATCOM FAIL EICAS ADVISORY message caused by the 10A SATCOM HPA SSPC tripping.

Block 10.1 No SATCOM FAIL EICAS ADVISORY caused by SATCOM HPA SSPC tripping.


2 – SPDA CBs inadvertently commanded through SATCOM page.

Per Block 9.2 and lower, SPDA CBs are inadvertently commanded by the crew when SATCOM page is in use due to a non compliance of ARINC 739 protocol. In order to avoid this inadvertent CB command, SATCOM page is available only on MCDU #1 while SPDA CB pages are available only on MCDU #2. A placard installed on the airplane informs the crew about this configuration.

Per Block 10.1, SPDA software complies with ARINC 739 protocol.

Block 9.2 SATCOM available only on MCDU #1 and CB pages available only on MCDU #2.

Block 10.1 SATCOM and CBs pages available on both MCDUs.


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BLOCK 10.1 BLOCK 11.1


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ELECTRICAL

1 – SPDA FAIL EICAS message.

Per Block 10.1, SPDA FAIL EICAS message remains displayed after the SPDA channel is restored.

Per Block 11.1, SPDA FAIL EICAS message is cleared after the SPDA channel is restored.

Block 10.1 SPDA FAIL EICAS message remains displayed after the SPDA channel is restored.

Block 11.1 SPDA FAIL EICAS message is cleared after the SPDA channel is restored.


3 – Spurious RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages.

Per Block 10.1, RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages may be spuriously displayed during SPDA power up.

Per Block 11.1, SPDA logic was improved to minimize the occurrences of RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages during SPDA power up.

Block 10.1 RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages may be spuriously displayed during SPDA power up.

Block 11.1 RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages occurrence minimized during SPDA power up.


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FUEL

1 – Spurious FUEL FEED 1(2) FAULT EICAS message.

Per Block 10.1, spurious FUEL FEED 1(2) FAULT EICAS messages may be displayed during taxi due to AC PUMP 1(2) activation logic characteristics.

Per Block 11.1, the Fuel AC Pumps 1 and 2 AUTO logic was updated to avoid spurious FUEL FEED 1(2) FAULT EICAS messages.

Block 10.1 FUEL FEED 1(2) FAULT EICAS messages may be spuriously displayed during taxi.

Block 11.1 Fuel AC Pumps 1 and 2 AUTO logic updated to avoid spurious FUEL FEED 1(2) FAULT EICAS messages.

Affected manual pages: SOPM 5-29.

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SECTION 3

FADEC SOFTWARE

TABLE OF CONTENTS

Block Page

Introduction ........................................................................ 3-00.......... 02


Full Authority Digital Electronic Control (FADEC)......... 3-05.......... 01

FADEC Software Version ............................................. 3-05.......... 01

FADEC Version 5.20.......................................................... 3-10.......... 01

Engine........................................................................... 3-10.......... 02

FADEC Version 5.30.......................................................... 3-11.......... 01

Engine........................................................................... 3-11.......... 02

FADEC Version 5.40.......................................................... 3-12.......... 01

AFCS ............................................................................ 3-12.......... 02

Engine........................................................................... 3-12.......... 03

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INTRODUCTION Two wing-mounted General Electric CF34-8E engines power the airplane.

The General Electric CF34-8E is a high-bypass and dual rotor turbofan, fully integrated with a nacelle and thrust reverser.

Engine is controlled via a dual channel FADEC system that provides flexible engine operation and reduced workload.

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GENERAL DESCRIPTION

FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC) The FADEC controls the operation, performance and efficiency characteristics of the engine through full authority control over the engine fuel metering unit, variable geometry control, operability bleed valve, T2 sensor heater, thrust reverser actuation, engine starting, ignition and also providing engine limit protection during ground starts.

The FADEC has two identical isolated channels. During operation with two capable FADEC channels, software logic will alternate the channel in control of each engine start.

One FADEC channel operates as the in-control channel and provides electronic control outputs. The other channel operates as a standby unit and processes all inputs and software, taking control upon failure of the active channel. Built in test features shutdown of a channel whenever a critical internal component’s malfunction is detected.

FADEC SOFTWARE VERSION The FADEC software “version” package is within the FADEC software disk and should be uploaded to the FADEC by maintenance personnel.

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FADEC VERSION 5.20 The table below shows the previous and the current version of the FADEC software.

FADEC Software


Version 4.12 Version 5.20


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ENGINE 1 – Engine FAIL annunciation and EICAS message latch.

The amber boxed “FAIL” indication is displayed in the center of the N1 dial when an engine has flamed out or shut down without pilot action, together with the ENG 1(2) FAIL CAUTION EICAS message.

Per VERSION 4.12, after N2 has dropped below 30%, the “FAIL” indication and the EICAS message disappear. These indications should be latched on until the START/STOP selector knob is set to “STOP” position.

Per VERSION 5.20, the “FAIL” indication and the EICAS message are latched, and will only be cleared after the START/STOP selector knob is set to “STOP” position.

Version 4.12 “FAIL” indication and EICAS message is not latched after an uncommanded engine shutdown.

Version 5.20 “FAIL” indication and EICAS message latched after an uncommanded engine shutdown.


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2 – ENG 1(2) REV PROT FAULT CAUTION EICAS SPURIOUS MESSAGE.

There have been some fleet reports where ENG 1(2) REV PROT FAULT EICAS CAUTION message may appear if the thrust levers are positioned between the IDLE and MIN REV positions for more than 5 sec. In this case, this EICAS message is considered spurious.

Version 4.12 ENG 1(2) REV PROT FAULT EICAS CAUTION spurious message.

Version 5.20 No ENG 1(2) REV PROT FAULT EICAS CAUTION spurious message.


3 – Flexible Takeoff improvement.

Flexible takeoff is a reduced takeoff thrust setting that is employed when based on assumed temperature. The assumed temperature is set on the MCDU takeoff page.

Per VERSION 4.12, maximum Flex Reduction is limited to:

- CLB-1 for TO-1 and CLB-2 for TO-2 (CF34-8E5 engines);

- CLB-1 for TO-1 and TO-2, and CLB-2 for TO-3 (CF34-8E5A1 engines).

Per VERSION 5.20, maximum Flex Reduction limits have been modified so that it is now possible to reach up to 25% of maximum rated takeoff thrust reduction (for all engine models).

Version 4.12 Maximum assumed temperature is determined by CLB-1 or CLB-2 thrust limits.

Version 5.20 Usage of Flex Reduction limits such that higher maximum assumed temperatures may be used.

Affected manual pages: AOM 5-20 pages 8 to 11, AOM 14-06-30 page 4.

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4 – Radio Altimeter Signal.

The MAU receives radio altimeter signal via ARINC 429 BUS at the Generic I/O Module. This data is then sent to the FADEC.

Per VERSION 4.12, the FADEC does not differentiate a failed from a non-computed radio altimeter signal from the MAU, the FADEC consequently defaults the signal to 2500 ft – in any case.

In the event of radio altimeter 1 failure, the FADEC may understand that the airplane is always above 1200 ft from the ground, and never set Final Approach idle. If the A/I is ON, idle thrust will be higher than the one used for landing performance calculations.

Per VERSION 5.20, the FADEC is able to differentiate a non-computed from a failed signal, and if the radio altimeter fails, Final Approach idle will be set as soon as Approach is set.

Version 4.12 FADEC does not differentiate a failed from a non-computed radio altimeter signal from the MAU.

Version 5.20 FADEC does differentiate a failed from a non-computed radio altimeter signal from the MAU.

Affected manual pages: MMEL page 34-3.

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5 – ITT overshoot.

Per VERSION 4.12, when FADEC commands packs off signal it immediately increases N1 by removing the N1 ECS decrement. Due to delays in the system, the pack valves take approximately 7 seconds to actually close, causing an ITT overshoot in the order of 10ºC.

Per VERSION 5.20, a 5-second time delay was added after the packs off command and before increasing N1 to ECS OFF levels.

Version 4.12 ITT overshoot of 10°C.

Version 5.20 No ITT overshoot due to a 5 seconds time delay after packs off commands and N1 increasing to ECS OFF.


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6 – TO-2 RSV Rating Selection.

Per VERSION 4.12, if engine enters T/O-2 RSV mode, the N1 data used corresponds to T/O-1 RSV mode (higher than expected).

Per VERSION 5.20, T/O-2 RSV mode uses the correct N1 tables.

Version 4.12 T/O-1 RSV data used in T/O-2 RSV mode.

Version 5.20 Correct tables used in T/O-2 RSV mode.

Affected manual pages: AFM CTA S1-05 pages 1, 2 and 3; S1-15 page 1; S1-20 pages 1 and 2; S2-15 pages 1, 2 and 3; S3-15 pages 1, 2 and 3; S7-15 page 1; S8-15 page 1.

AFM FAA S1-05 page 1; S1-20 page 1; S2-15 pages 1 and 2; S3-15 pages 1 and 2.

AFM JAA S1-05 pages 1 and 2; S1-15 page 1; S1-20 pages 1 and 2; S2-15 pages 1 and 2; S3-15 pages 1 and 2; S7-15 page 1; S8-15 page 1.


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ENGINE 1 – ENG EXCEEDANCE CAUTION EICAS MESSAGE.

Several instances of ENG EXCEEDANCE EICAS CAUTION message occurred due to high transient vibration levels in the field operation.

According to GE recommendations, these events do not require any maintenance actions to be taken due to their transient nature.

Per VERSION 5.20, latched ENG EXCEEDANCE EICAS CAUTION message is triggered by either LP (Low Pressure) or HP (High Pressure) high transient vibration when no other engine parameter is exceeded.

Per VERSION 5.30, high transient LP or HP vibration levels - on ground or in-flight - do not trigger ENG EXCEEDANCE EICAS CAUTION message when no other engine parameter is exceeded. The EICAS vibration indication remains unchanged and is displayed amber any time the vibration is 4 airplane units or higher. The CMC reporting for vibration exceedances will not be affected.

Version 5.20 ENG EXCEEDANCE EICAS CAUTION message is set for LP or HP vibration exceedances - on ground or in-flight.

Version 5.30 ENG EXCEEDANCE EICAS CAUTION message is neither set for LP or HP vibration exceedances - neither on ground nor in-flight.

Affected manual pages: OB170-004/06.


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2 – ENG NO DISPATCH and ENG REV PROT FAULT EICAS MESSAGES.

Per VERSION 5.20, when Thrust Levers are moved forward to IDLE during Thrust Reverser deployment before it reaches 10% of total deployment, the FADEC does not recognize the reverser as unstowed and de-energizes the Hydraulic Isolation Control Unit (ICU) stopping the Thrust Reverser out of the fully stowed position, triggering ENG NO DISPATCH and ENG REV PROT FAULT EICAS messages. In this condition the reverser is not locked.

Per VERSION 5.30, FADEC software uses lock switches signals to determine if the reverser is stowed, avoiding the above scenario.

Version 5.20

Thrust Reverser is de-pressurized in an unlocked condition in the scenario described above, triggering ENG NO DISPATCH and ENG REV PROT FAULT EICAS Messages.

Version 5.30Thrust Reverser is locked as expected in the scenario described and no EICAS messages are generated.


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AFCS

1 – AT FAIL EICAS message during thrust reduction after a Flex Takeoff.

Per Version 5.30, when performing a Flex takeoff with takeoff thrust close to the lower limit of CLB-2 + 0.3% N1, the required thrust reduction from TO mode to CLB mode is too small and AT may not be able to perform this small thrust reduction. If this behavior affects only one thrust lever, AT commands only the other thrust lever, resulting in a TLA difference grater than 8° and consequently in AT disconnection and AT FAIL EICAS message.

Per Version 5.40, Flex Takeoff reduction is limited to CLB-2 + 0.5% N1, resulting in greater required thrust reduction, thus preventing AT disconnection during thrust reduction from TO mode to CLB.

Version 5.30 Spurious AT FAIL EICAS message during initial climb following AT disconnection.

Version 5.40 Flex Takeoff reduction is limited to CLB-2 + 0.5% to avoid spurious AT FAIL EICAS message during initial climb.

Affected manual pages: AOM 05-20, AOM 14-06-30.

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ENGINE

1 – ATTCS activation logic.

Per Version 5.30, the ATTCS automatically commands RSV whenever it is armed, thrust levers are at TOGA position, and one of following conditions occurs:

− Difference between both engine N1 values is greater than 15%;

− One engine failure during takeoff;

− One engine failure during go-around;

− Windshear detection.

An E-Jet operator experienced an inadvertent ATTCS activation during takeoff due to asymmetrical engine acceleration caused by slight asymmetry between thrust levers.

Per Version 5.40, with the airplane on ground, the ATTCS logic also considers the “slower” engine acceleration in case of difference between both engine N1 values greater than 15%, and the ATTCS will be activated only if the “slower” engine acceleration is below expected for a healthy engine.

Version 5.30 Inadvertent ATTCS activation during takeoff may occur due to asymmetrical engine acceleration.

Version 5.40 ATTCS is activated only if the “slower” engine acceleration is below expected.


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2 – ENG NO TAKEOFF DATA EICAS message due to invalid Flex Temperature input.

Flex Temperature inputs greater than 99°C or lower than -99°C are considered invalid.

Per Version 5.30, invalid Flex Temperature inputs result in CHANGE NOT ACCEPTED scratchpad.

Per Version 5.40, invalid Flex Temperature inputs result in ENG NO TAKEOFF DATA EICAS message.

Version 5.30 Invalid Flex Temperature inputs result in CHANGE NOT ACCEPTED scratchpad.

Version 5.40 Invalid Flex Temperature inputs result in ENG NO TAKEOFF DATA EICAS message.


3 – Intermittent ITT limit in flight.

Per Version 5.30, ITT limit red/amber line may spuriously fluctuate and change its’ color in level flight if MAX CON and GO-AROUND N1 speeds are similar to each other.

Per Version 5.40, ITT limit display logic updated to avoid ITT red/amber line fluctuation.

Version 5.30 Intermittent ITT limit line.

Version 5.40 Steady ITT limit line.


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4 – On-ground engine shutdown with Thrust Lever slightly above IDLE.

Per Version 5.30, if the START/STOP selector is set to STOP with the respective thrust lever above IDLE position, the FADEC does not shutdown the and ENG 1(2) TLA NOT IDLE EICAS status message is displayed.

Per Version 5.40, normal on-ground engine shutdown is possible with thrust lever slightly (5°) above IDLE, but the ENG 1(2) TLA NOT IDLE EICAS status message is still displayed.

Version 5.30 Thrust Levers must be at IDLE position to shutdown the engines on ground.

Version 5.40 Normal on-ground engine shutdown is possible with thrust lever slightly above IDLE.


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5 – Vibration indication displayed as amber dashes.

Per Version 5.30, when engine vibration information is not available when engines are not running, FADEC displays engine vibration indication on EICAS (LP or HP) as amber dashes, and after engine start, ENG 1(2) NO DISPATCH or ENG 1(2) SHORT DISPATCH EICAS messages.

Per Version 5.40, when engine vibration information is not available when engines are not running, but no fault is detected, engine vibration indications on EICAS (LP and HP) are displayed as 0.0.

If an internal fault is detected, engine vibration indication on EICAS (LP or HP) is displayed as amber dashes, and ENG 1(2) NO DISPATCH or ENG 1(2) SHORT DISPATCH EICAS messages is displayed before engine start.

Version 5.30 Vibration indication displayed as amber dashes when engines are not running.

Version 5.40 Engine vibration indications on EICAS (LP and HP) are displayed as 0.0 when engines are not running and no fault is detected.



OPERATIONS GUIDE

AMS CONTROLLER SOFTWARE

SECTION 4


TABLE OF CONTENTS

Block Page

Introduction ........................................................................ 4-00.......... 02

General Description........................................................... 4-05.......... 01

AMS Controller ............................................................. 4-05.......... 01

AMS Controller Software Black Label .......................... 4-05.......... 01

Software Black Label 7.0...................................................4-10.......... 01

Air Management System (AMS)................................... 4-10.......... 02





Software Black Label 10.1................................................. 4-13.......... 01


Software Black Label 11.................................................... 4-14.......... 01


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OPERATIONS GUIDE

INTRODUCTION

The Air Management System (AMS) consist of:

• Pneumatic System.

• Environmental Control System - ECS.

AMS Controller provide primary control for various airplane subsystems such as bleed control, environmental control, hot air leak detection, crew oxygen monitoring, wing ice protection and engine anti-ice. The AMS controller also interfaces with the smoke detector and provide fault detection, isolation, and reporting.

The Cabin Pressure Control System (CPCS) is also part of the AMS, although it has a separate controller.

The AMS controller has two channels, which control the respective onside system. In case of a channel failure, the other channel is able to control the entire pneumatic, air conditioning and anti-ice system.

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GENERAL DESCRIPTION

AIR MANAGEMENT SYSTEM (AMS) CONTROLLER

The electronic control architecture is dual channel for redundancy (left channel and right channel). Each channel is identical to the other and is composed of four modular electronic cards:

• One AMS Controller Processor Card,

• One AMS Controller Motor Driver Card,

• Two identical low level AMS Controller I/O Cards.

An AMS Controller shipset consists of eight cards. The eight AMS controller cards are integrated and housed in the SPDA 2, which provides the necessary sources of power, the interconnecting mother board and communication links for the cards. The SPDA 2 Rack is located in mid E-Bay.

Two identical dual channels provide all control and BIT functions through embedded software control. One channel of the AMS controller is responsible for controlling the entire AMS (with the other channel serving as a redundant on-line spare channel). At each airplane power-up cycle the channel in command is switched. Several features in terms of system reconfiguration are used so that the system is fault tolerant. In addition to the control functions, each channel perform self-tests to provide fault detection, fault isolation, fault storage and fault reporting.

AMS CONTROLLER SOFTWARE BLACK LABEL

The AMS Controller software Black Label is a field loadable software installed in the processor board modules located in the SPDA 2. Once a new software version is loaded, the processor board identification is updated to its new part number.



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SOFTWARE BLACK LABEL 7.0 The table below shows the previous and the current version of the AMS Controller Software.

AMS Controller Software


BLACK LABEL 6.0 BLACK LABEL 7.0




OPERATIONS GUIDE

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AIR MANAGEMENT SYSTEM (AMS)

1 – BLEED 1(2) FAIL message on icing conditions.

Per BLACK LABEL 6.0, the limit for bleed overtemperature during wing anti-ice operation was increased from 455°F to 475°F. This parameter however, was only implemented for the AMS channel in-control, so that the non-controlling channel continues to use the previous value.

Hence, when the bleed manifold temperature is above 455°F for 2 minutes during wing anti-ice operation, the BLEED 1(2) FAIL message will be displayed on the EICAS by the non-controlling channel, but will not shut down the respective bleed system.

Per BLACK LABEL 7.0, the bleed overtemperature monitor on both AMS channels use the increased parameter of 475°F and any BLEED 1(2) FAIL occurrence automatically closes the associated bleed system.

Black Label 6.0

Bleed temperatures higher than 455°F for 2 minutes during wing anti-ice operation triggers the BLEED 1(2) FAIL message and does not close the respective bleed.

Black Label 7.0

Bleed temperatures higher than 475°F for 2 minutes during wing anti-ice operation triggers the BLEED 1(2) FAIL message and closes the respective bleed.

Affected manual pages: SNL 170-36-0008 and SNL 190-36-0005.

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2 – Cross Bleed Valve opening logic.

Per BLACK LABEL 6.0, the cross bleed valve opens when one side of the bleed system provides manifold pressure and there is no bleed air source on the opposite side. In the event of a bleed overpressure on one side, the cross bleed valve may be commanded to open, leading to the loss of both bleed sources.

Per BLACK LABEL 7.0, the manifold pressure on both bleed sides should be lower than 90 psig to allow an opening command by the cross bleed valve logic. Otherwise it will remain closed.

For single bleed operation, if the wing anti-ice system is activated while the pressure is above 90 psig, the cross bleed valve will close and the wing anti-ice valves will be allowed to open for 5 seconds. If the pressure does not drop below 90 psig the system will be deactivated and the cross bleed valve will remain closed.

Black Label 6.0

Cross bleed opening logic disregards bleed pressure.

Black Label 7.0

Bleed pressure on both sides should be lower than 90 psig to allow an opening command by the cross bleed valve logic.




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3 – Bleed Leak message associated to bleed overpressure events.

After a bleed overpressure condition is detected, the BLEED 1(2) OVERPRESS message is displayed and the respective bleed valve is instantaneously commanded to close, but the manifold pressure may take some time to decrease.

Per BLACK LABEL 6.0, a bleed overpressure event may generate the BLEED 1(2) LEAK message if the bleed pressure remains above 100 psig for more than 3 seconds. In this case, the amber leak bar on the push button will illuminate and the BLEED 1(2) LEAK message will be displayed after the affected bleed button is pushed out.

Per BLACK LABEL 7.0, the bleed pressure should be higher than 100 psig for more than 4 seconds to generate the leak input signal to the MAU and the BLEED 1(2) LEAK message will not be displayed if the pressure has already decreased below 100 psig at the moment the affected bleed button is pushed out.

In addition, the amber light on the bleed pushbutton will only be illuminated in a true leak event. MAU LOAD 17.5 will completely segregate bleed leak from bleed overpressure events.

Black Label 6.0

BLEED 1(2) LEAK message may be displayed if overpressure condition lasts for more than 3 seconds. Amber leak bar is also illuminated.

Black Label 7.0

BLEED 1(2) LEAK message is not posted due to overpressure event if pressure has already decreased below 100 psig when bleed button is deselected. Amber leak bar illuminates only due to true leak events.

Affected manual pages: OB 170-003/06, SNL 170-36-0010 and SNL 190-36-0006.

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4 – Pack Temperature monitor for cold weather operation.

The Air Cycle Machine (ACM) has a protection logic that is activated on the ground when the pack condenser inlet temperature is lower than 32°F (0°C). The protection logic monitors TAT as the ambient temperature reference, and if TAT is warmer than 25°F (-4°C), the logic will shutdown the packs to avoid freezing of the condenser, and the PACK 1(2) FAIL messages will be displayed.

TAT readings on ground are not accurate, as it may be affected by probes heating and there is no air speed. Hence, the AMS controller memorizes TAT reading just before engine start or before landing.

Per BLACK LABEL 6.0, the stored TAT value is used until airplane takeoff or the engines are stopped longer than 10 minutes. The AMS updates the stored value with the actual TAT reading 10 minutes after both engines are shutdown. In this case, if TAT reading is warmer than 25°F (-4°C) and condenser inlet temperature is below 32°F (0°C), the packs failure will be set.

Per BLACK LABEL 7.0, the TAT value will only be updated 2 hours after both engines have been shutdown and if TAT value has been stable and lower than 135°F (57°C). TAT will also be updated when the actual ambient temperature reading is lower than the previously stored value. Otherwise, the software will use the stored temperature.

The logic has also been revised to inhibit pack failure if both left and right condenser inlet temperatures are below 32°F (0°C) or whenever the left or right slat temperature is below 25°F (-4°C) or whenever the ambient temperature is below 35°F (1.7°C).

Black Label 6.0

Inadvertent packs shutdown may occur due to condenser inlet temperature monitor logic affected by probe heating on cold weather operation.

Black Label 7.0

New logic for condenser inlet temperature monitor avoids inadvertent packs shut down.

Affected manual pages: OB 170-006/06, SNL 170-21-0013 and SNL 190-21-0005.



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5 – APU Bleed oscillations.

Per BLACK LABEL 6.0, when APU bleed is the bleed source, the airplane has to be exactly below 15000 ft to provide proper bleed air supply. As the autopilot has an accuracy of ± 100 ft, the airplane can not be kept stable at 15000 ft. Therefore, oscillations on APU Bleed supply may occur when flying at this altitude due to AP accuracy.

Per BLACK LABEL 7.0, a hysteresis has been implemented on the logic to prevent APU bleed cycling when flying at 15000 ft. To cope with autopilot accuracy, the APU bleed supply limit has been changed to 15200 ft while climbing and 15100 ft while descending.

Black Label 6.0

APU bleed oscillations when flying at 15000 ft.

Black Label 7.0

No APU bleed oscillations when flying at 15000 ft.


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6 – Cabin pressure peaks during bleed compression stage transition.

During cruise flight phase, the bleed system is normally supplied by the low pressure (LP) stage of the engine bleeds. When the throttle is reduced during initial airplane descent, the bleed pressure and flow momentarily reduces until HPSOV is opened and bleed supply switches to the high pressure (HP) stage of the engines.

Per BLACK LABEL 6.0, during bleed transition from LP to HP stage, the pack Flow Control Valve (FCV) does not react fast enough to compensate the momentary flow increase, which may result in cabin pressure peaks. These pressure peaks may also occur during transition from dual to single pack operation.

Per BLACK LABEL 7.0, FCV command logic has been improved and as result the cabin pressure rates are controlled within comfortable levels during bleed transition from LP to HP stages, and also from dual do single pack operation transition.

Black Label 6.0

Cabin pressure peaks may occur during early descent phase. It may also happen during transition from dual to single pack operation.

Black Label 7.0

Controlled cabin pressure rate during early descent phase and from dual to single pack operation transition.




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7 –Recirculation fans “X” indication on ECS synoptic page.

Per BLACK LABEL 6.0, the recirculation fans indication on the ECS synoptic page may be displayed with an amber “X” during airplane power-up. Currently, while the DC BUSES are not energized, the AMS controller receives a false status from the SPDA indicating that the recirculation fans are ON even if they are OFF. If there is a disagreement between status and command for more than 60 seconds, the fault is set and can only be cleared after waiting 60 seconds with the RECIRC switch on the OFF position.

Per BLACK LABEL 7.0, the recirculation fans monitor for status and command disagreement has the setting time increased from 60 to 120 seconds. In addition, the reset time required to clear the “X” indication with RECIRC OFF has decreased from 60 to 5 seconds.

This change avoids spurious recirculation fans indications and allows faster fault reset. SPDA BLOCK 10 will completely eliminate the spurious amber “X” indication during airplane power-up.

Black Label 6.0

Recirculation fans “X” indication is displayed if status and command disagreement is longer than 60 seconds. Fault is cleared by setting RECIRC OFF for 60 seconds.

Black Label 7.0

Recirculation fans “X” indication is displayed if status and command disagreement is longer than 120 seconds. Fault is cleared by setting RECIRC OFF for 5 seconds.

Affected manual pages: SNL 170-21-0012 and SNL 190-21-0004.


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AIR MANAGEMENT SYSTEM (AMS) 1 – Cold air insulated in the cabin after engine start.

During engine start, the packs are turned off according to the FADEC logic. While the packs are off, the BLACK LABEL 7.0 logic reset the zone duct temperature. Without a reference temperature, the pack bypass valve closes after pack turn on and only cold air is insulated in the cabin. After the correct temperature is calculated, the bypass vales are opened blowing air at the correct temperature.

Per BLACK LABEL 7.0, there were some reports of insulated cold air in the cockpit just after the engine start, causing discomfort for the pilots.

Per BLACK LABEL 8.0, the zone duct temperature reference does not reset, keeping the pack bypass valve at the last position before engine start and eliminating the insulated cold air just after the engine start.

Black Label 7.0

Cold air is insulated in the cabin after engine start for some seconds causing pilot discomfort.

Black Label 8.0

Insulated cold air just after the engine start eliminated.



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2 – Cabin temperature control with the cabin temperature sensor failed.

The cabin temperature is controlled by two sensors, the cabin zone temperature sensor and the duct temperature sensor. In case of one sensor failure, the AMS must be able to control the temperature with the remaining sensor.

It was verified that when the cabin temperature sensor failed, the crew was not able to control the cabin temperature due duct temperature sensor reset to 60°F, causing discomfort depending on cabin temperature. The AMS controller temperature should be reset only in case of two sensors failure.

Per BLACK LABEL 8.0, the duct temperature sensor is not reset in case of a failed cabin zone temperature sensor and the AMS is able to control the cabin temperature, with some restrictions due one sensor inoperative.

Black Label 7.0

The AMS is not able to control the cabin temperature in case of a failed cabin zone temperature sensor due duct temperature sensor reset to 60°F.

Black Label 8.0

The AMS is able to control the cabin zone temperature in case of a failed temperature sensor.




OPERATIONS GUIDE


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3 – Spurious RECIRC SMOKE EICAS CAUTION message after smoke detector built in test (BIT).

Some occurrences of RECIRC SMOKE EICAS CAUTION message after landing were reported. According to the reports, the message had appeared approximately 3 minutes after landing. One minute after pushing out the recirculation push button the message was cleared.

During the BIT of the recirculation bay smoke detector, which occurs after landing, the AMS controller receives a “smoke detected” alarm signal from the smoke detector simulating a smoke situation. After the BIT is completed the recirculation smoke detector must stop sending the alarm output signal to AMS controller. In the reported occurrences, after BIT, the AMS controller continued receiving the alarm signal from the smoke detector sensor for more than 10 seconds, triggering the RECIRC SMOKE EICAS CAUTION message. The detectors were replaced twice and the problem was solved.

Based on this scenario it was concluded that the smoke detector sensor was retaining the “smoke detected” alarm signal after the completed BIT for sufficient time to trigger the RECIRC SMOKE message. Also, the EICAS message that should be triggered is RECIRC SMK DET FAIL, indicating that is a problem with the smoke sensor.

The logic concerning the message displaying was changed for the BIT after landing and, also, for the BIT after power up to avoid a spurious message to be displayed, and to display the correct message in case of a sensor failure.

Black Label 7.0

Spurious RECIRC SMOKE EICAS CAUTION message displayed after smoke detector BIT instead of RECIRC SMK DET FAIL EICAS CAUTION message.

Black Label 8.0

No spurious RECIRC SMOKE EICAS CAUTION message and the applicable message RECIRC SMK DET FAIL EICAS CAUTION displays in case of abnormal smoke detector operation.



OPERATIONS GUIDE



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4 – ICE DETECTOR 1 (2) FAIL EICAS CAUTION message during in-flight built in test (IBIT).

Field operation reports have shown some occurrences of spurious ICE DETECTOR 1(2) FAIL EICAS CAUTION message triggered by the ice detector IBIT after landing. Data analysis indicates that this always happens when ice is still detected while the IBIT runs. When there is real ice detected, the ice detector ignores the test command which leads to a spurious failure detection.

Per BLACK LABEL 8.0, the implemented change will delay the IBIT as long as ice is detected, avoiding the spurious ICE DETECTOR 1(2) FAIL EICAS CAUTION message.

Black Label 7.0

Spurious ICE DETECTOR 1 (2) FAIL EICAS CAUTION messages after landing, due to ice still being detected by the detector during IBIT.

Black Label 8.0

Ice detector IBIT will run only after no ice is detected by the ice detector.




OPERATIONS GUIDE


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5 – CRG FWD VENT FAIL EICAS CAUTION message with no bleed source.

It was observed a spurious CRG FWD VENT FAIL EICAS CAUTION message after landing. Data analysis indicated that the root cause was the spring being unable to keep the valve closed when there was no bleed source. The disagreement between the closing command and the not closed position of the valve triggered the message.

A stiffer spring which demands a higher pressure to start opening the valve was developed. Therefore the new logic for the fail closed monitor will only set the CRG FWD VENT FAIL message if there is bleed source (APU or engine dual bleed) and a disagreement between the closing command and the not closed position of the valve.

Per BLACK LABEL 8.0, the FWD CARGO VENT FAIL EICAS CAUTION message will not display if there is not enough pressure available.

Black Label 7.0

Spurious FWD CARGO VENT FAIL EICAS CAUTION message displayed due to the combination of no bleed source and a disagreement between the closing command and the not closed position of the valve.

Black Label 8.0

The FWD CARGO VENT FAIL EICAS CAUTION message will display only when there is a bleed source and there is also a disagreement between the closing command and the not closed position of the valve.



OPERATIONS GUIDE



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6 – No PACK 1 (2) OFF EICAS ADVISORY message when packs are selected off.

Sometimes under low manifold pressure conditions, a disagreement between the closing command and the not closed position of the Flow Control Valve (FCV) results in PACK 1(2) OFF EICAS ADVISORY message not being displayed even if the FCV is effectively closed.

Per BLACK LABEL 8.0 a total pack flow check was added to the PACK 1(2) OFF EICAS ADVISORY message logic. Thus, the FCV is confirmed closed if the total pack flow is less than 5 parts per million.

The PACK 1(2) OFF EICAS ADVISORY message will properly display once the total pack flow is used to confirm the FCV position.

Black Label 6.0

PACK 1(2) OFF EICAS ADVISORY message not being displayed even if the FCV is effectively closed.

Black Label 7.0

PACK 1(2) OFF EICAS ADVISORY message will properly display once the total pack flow is used to confirm the FCV position.




OPERATIONS GUIDE


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7 – Spurious EICAS messages during power up.

There are some built in tests that run after power up. Sometimes, these BITs may display spurious EICAS messages depending on the electrical power available on the SPDA buses. The spurious messages which may be displayed are:

• CENTER (FWD) EBAY FANS FAIL;

• CRG FWD VENT FAIL, with FWD cargo bay recirculation fan and shutoff valves beneath an amber cross;

• ICE DETECTOR 1(2) FAIL;

• RAM AIR FAULT and/or RAM AIR indication beneath an amber cross;

• RECIRC SMK DET FAIL.

Per BLACK LABEL 8.0, the AMS controller receives electrical buses status from SPDA (Block 10.1) in order to inhibit these spurious messages.

Black Label 7.0

Spurious AMS EICAS messages may be displayed during power up.

Black Label 8.0

No spurious AMS EICAS messages may be displayed during power up.



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The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of the airplanes.



OPERATIONS GUIDE


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AIR MANAGEMENT SYSTEM (AMS) 1 – A-I WING FAIL EICAS CAUTION message during slat anti-ice

in-flight built in test (SAI IBIT).

Per BLACK LABEL 8.0, if a wing anti-ice system failure has been detected during SAI IBIT, it is not possible to clear A-I WING FAIL EICAS CAUTION message following QRH procedure.

Per BLACK LABEL 9.0, the implemented change will allow to clear in flight A-I WING FAIL EICAS CAUTION messages triggered during the SAI IBIT following QRH procedure.

Black Label 8.0

A-I WING FAIL EICAS CAUTION message triggered during the SAI IBIT is not cleared in flight.

Black Label 9.0

A-I WING FAIL EICAS CAUTION message triggered during the SAI IBIT may be cleared in flight.



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2 – BLEED 1 (2) FAIL EICAS CAUTION message logic during icing conditions.

Per BLACK LABEL 8.0, when the High Pressure Shut Off Valve (HPSOV) fails closed or the Fan Air Modulating Valve (FAMV) fails opened, during icing conditions, there is a great possibility to have the A-I WING FAIL EICAS CAUTION messages being triggered instead of BLEED 1 (2) FAIL EICAS CAUTION message. Per BLACK LABEL 9.0, the implemented change will allow the aircraft to operate mono bleed but with the Wing A-I System enabled.

Black Label 8.0

A-I WING FAIL EICAS CAUTION message is triggered when the HPSOV fails closed or the FAMV fails opened, during icing conditions.

Black Label 9.0

BLEED 1 (2) FAIL EICAS CAUTION message is triggered when the HPSOV fails closed or the FAMV fails opened, during icing conditions.




OPERATIONS GUIDE


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3 – Chiller vent valve command when packs are selected off (If applicable).

During engine start, the packs are turned off according to the FADEC logic. While the packs are off, the BLACK LABEL 8.0 logic does not command the chiller vent valve (optional item) to close causing a high cabin pressure rate. The Chiller vent valve is commanded to close only during single pack operation.

Per BLACK LABEL 9.0, the Chiller vent valve is commanded to close when packs are selected off avoiding high cabin pressure rates.

Black Label 8.0

When both packs are selected off, the Chiller vent valve is not commanded to close.

Black Label 9.0

When both packs are selected off, the Chiller vent valve will be commanded to close.



OPERATIONS GUIDE



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4 – Reduction of Slat Anti-ice operation time (If applicable).

Per BLACK LABEL 8.0, if an icing condition is detected during flight, the ice detectors command the wing and engine anti-ice valves to open and remain activated for 5 min after the icing condition is no longer detected. Per BLACK LABEL 9.0, the duration of bleed air extraction for slat anti-ice operation after exiting icing conditions shall be reduced from 5 min to 2 min. The implemented change will allow a fuel consumption reduction. This modification is enabled in LOAD 23 and it shall be provided as a customer option.

Black Label 8.0

The Slat Anti-ice operation time is 5 minutes.

Black Label 9.0

The Slat Anti-ice operation time is 2 minutes.

Affected manual pages: AOM 14-12-10 (if applicable).



OPERATIONS GUIDE


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INTENTIONALLY BLANK


OPERATIONS GUIDE


4-13






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REVISION 20 BLACK LABEL 10.1 Page 1



OPERATIONS GUIDE

4-13

AIR MANAGEMENT SYSTEM (AMS) 1 – HPSOV spuriously declared failed.

BLACK LABEL 9.0 introduces logic to recognize the HPSOV inoperative. When the bleed duct pressure drops below a certain set point this logic is triggered. However, Embraer identified that this pressure condition may be achieved during normal operations when configured with single bleed/dual pack and the engine is in idle (e.g. single engine taxi or one bleed on MEL). When this pressure is achieved, a CMC message is triggered and the HPSOV of the affected bleed system is considered unavailable by the AMS software.

Per BLACK LABEL 10.1, new logic does not erroneously consider HPSOV failed on described scenario.

Black Label 9.0

Fault detection logic may consider the HPSOV unavailable on certain scenarios.

Black Label 10.1

New logic does not erroneously consider HPSOV failed on described scenario.

Affected manual pages: Terminating action for OB170-005-09.

A

CFO

G-2

247

Page 2 BLACK LABEL 10.1 REVISION 20


OPERATIONS GUIDE


4-14

SOFTWARE BLACK LABEL 11 The table below shows the previous and the current version of the AMS Controller Software.



BLACK LABEL 10.1 BLACK LABEL 11


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REVISION 21 BLACK LABEL 11 Page 1



OPERATIONS GUIDE

4-14

AIR MANAGEMENT SYSTEM (AMS) 1 – ENGINE 2 STALL DUE TO BACKPRESSURE FROM APU

BLEED.

Per BLACK LABEL 10.1, whenever the bleed system logic commands engine 2 to provide bleed for the right side and the APU for the left side, a backpressure on engine 2 may occur, due to a crossbleed valve closing command delay, right after APU bleed becomes available on the left side. This backpressure may cause an engine stall if the thrust lever is near the IDLE position.

Per BLACK LABEL 11, new APU bleed valve command logic was implemented to prevent APU shutoff valve from opening before the crossbleed valve has closed.

Black Label 10.1

Crossbleed valve closing command delay may cause the engine 2 stall.

Black Label 11

New APU bleed valve command logic prevents APU shutoff valve from opening before the crossbleed valve has closed.

Affected manual pages: Terminating action for OB170-001-09.

A

CFO

G-2

247

Page 2 BLACK LABEL 11 REVISION 21


OPERATIONS GUIDE

MISCELLANEOUS

APPENDIX 1

MISCELLANEOUS

TABLE OF CONTENTS

Block Page

Introduction ........................................................................AP1-00..... 02

Autobrake ..........................................................................AP1-05..... 01

Autoland 1 - EMBRAER 170 .............................................AP1-05..... 01

Freeze Protection Kit .........................................................AP1-05..... 02

Optimum V2.......................................................................AP1-05..... 03

Electronic Checklist (ECL).................................................AP1-05..... 06

Steep Approach Mode.......................................................AP1-05..... 07



Runway Awareness and Advisory System - RAAS...........AP1-05..... 09

Automatic Dependent Surveillance Broadcast – ADS-B OUT ..................................................................AP1-05..... 10

RNP AR .............................................................................AP1-05..... 11

DUAL HF DVDR RECORDING.........................................AP1-05..... 12

Airplane Performance Monitoring (APM) Reports.............AP1-05..... 13

FMS Altitude Capability Performance Tables....................AP1-05..... 15

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AP1-00 REVISION 19 Page 1

MISCELLANEOUS AIRPLANE CHANGES FLIGHT

OPERATIONS GUIDE

INTRODUCTION The MISCELLANEOUS appendix presents information regarding changes implemented in the airplane that are not necessarily related to a specific software version, and somehow have an impact upon the pilot-airplane interface.

AP1-00 Page 2 REVISION 3

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OPERATIONS GUIDE

MISCELLANEOUS

AUTOBRAKE

The AUTOBRAKE functionality was enabled. LOAD 15.3 enables the interface between Primus Epic and Autobrake module.

Load 13.3 AUTOBRAKE functionality disabled.

Load 15.3 AUTOBRAKE functionality enabled.

Affected manuals sections: AFM 3-13, AFM 4-26, AOM 14-13-05, AOM 14-13-20, AOM 14-13-30.

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AUTOLAND 1 - EMBRAER 170

The AUTOLAND 1 enables approach, touchdown and 5 seconds of rollout with the autopilot engaged. This is accomplished with the capture of localizer and glideslope during an ILS approach (CAT I, CAT II and CAT III).

The AUTOLAND 1 functionality is enabled in LOAD 17.3.

Load 17.2 AUTOLAND 1 functionality disabled.

Load 17.3 AUTOLAND 1 functionality enabled for the EMBRAER 170.

Affected manuals sections: AFM S-10 (CTA Certification), AFM S-9 (EASA Certification), AOM 14-03-10 AOM 14-03-30, SOP Section 6.

(if applicable)

(if applicable)



OPERATIONS GUIDE

FREEZE PROTECTION KIT

Per SPDA Block 10.1, freeze protection kit (FPK) functionality was enabled.

The FPK is a water and waste system optional that provides freezing protection for the water and waste system components when the airplane is exposed to icing during in flight or parked operations.

Block 9.2 Freeze protection kit functionality disabled.

Block 10.1 Freeze protection kit functionality enabled.

Affected manuals sections: AOM 14-12-10.


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OPERATIONS GUIDE

MISCELLANEOUS

OPTIMUM V2

Per LOAD 17.5, the takeoff guidance angle depends on takeoff slat/flap setting only.

Per LOAD 19.3, the takeoff guidance angle computation was updated to prepare the system for optimum V2 takeoff, where the takeoff guidance angle reference is varied according to V2, SLAT/FLAP setting and takeoff weight.

The Takeoff Weight, the takeoff FLAP and the V2 must be entered on the FMS TAKEOFF pages, and the T/O PITCH must be checked on the FMS TAKEOFF page 3/3.

The “NO TAKEOFF FLAPS” aural warning logic is updated to crosscheck the flap setting input on the FMS TAKEOFF page 2/3 and the actual flap position.

Load 17.5 TO guidance angle depends on takeoff flaps only.

Load 19.3 TO guidance angle computation changed to prepare the system for optimum V2 takeoff.

Affected manuals sections: AFM 3-09, AOM 14-03-10, AOM 14-09-2.

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OPERATIONS GUIDE

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1 / 3TAKEOFF

SAT

RWY HDG

155 27443 KG

<--- SUURFACE ---> WIND

+11 C / +52 F 150 / 12

RWY SLOPE

DRY

P ALT/B SET

2031/29.92

RWY CONDITION

PERF DATA T.O. DATA

ELEV

2031WIND -->

11 1

OR

1.0 %

T.O. WGT

WET

EM

170A

OM

9400

71A

.DG

N

TAKEOFF PAGE 1/3

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

2 / 3TAKEOFF

PERF DATA T.O. DATA

MODE ATTCS

FLAPS

<--DATASET-->TO-1 OFF

ORFLAPS-1

EM

170A

OM

9400

70A

.DG

N

TAKEOFF PAGE 2/3


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OPERATIONS GUIDE

MISCELLANEOUS

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

TAKEOFF 3 / 3

V1

110VR

123V2

135VFS

170

LANDING

CLIMB

10.5T/O PITCH

EM

170A

OM

9400

69A

.DG

N

TAKEOFF PAGE 3/3

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OPERATIONS GUIDE

ELECTRONIC CHECKLIST (ECL)

The Electronic Checklist was designed to reduce flight crew workload and may be used to perform normal, abnormal and emergency checklists except those which cause loss of the MAU 3B or both MFDs after the failure, or during the procedure.

The ECL presents some smart features, such as:

− Closed loop items, which allows the ECL to automatically check a procedure item if the corresponding selector/button is in the appropriate position for normal checklists only;

− Timer item, which automatically starts a countdown after the previous item is checked and displays the time remaining;

− Hyperlinks to synoptic pages, which are shortcuts to a specific synoptic page on the MFD;

− Branch items, which allow the ECL split the procedure, like the question-boxes on the paper QRH, and display only the steps that must be performed according to the option (YES or NO) selected with the Touch Pad or the Tuning Knob on the CCD; and

− Active EICAS messages list on the ECL provide easy access to emergency/abnormal checklists.

To use this function, a valid ECL Database must be uploaded on the airplane and the flight crew must be properly trained.

Load 17.5 No ECL available.

Load 19.3 ECL enabled.

Affected manuals sections: AFM 2-20, AOM 14-01-25.


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OPERATIONS GUIDE

MISCELLANEOUS

STEEP APPROACH MODE

The Steep Approach Mode allows the EMBRAER 170 to perform CAT I approaches with Glide Slope angle up to 5.5°.

The Steep Approach Mode is a fly-by-wire feature that commands the deployment of the multi-function spoilers L5, L4, R4 and R5 to work as drag devices in order to increase the sink rate during approach, maintaining flight characteristics.

When the Steep Approach Mode is engaged, the EGPWS Mode 1 alerts for Excessive Descent Rate are offset to allow steeper than normal approaches with no EGPWS spurious alerts.

The offset values presented below are added to the normal Mode 1 boundaries:

− 500 ft/min for “SINK RATE”, and

− 200 ft/min for “PULL UP”.

Load 17.5 N/A.

Load 19.3 Steep Approach Mode enabled for the EMBRAER 170.

Affected manuals sections: AFM Supplement (ANAC and EASA Certification), AOM 14-08-35. (if applicable)

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OPERATIONS GUIDE


The AUTOLAND 1 enables approach, touchdown and 5 seconds of rollout with the autopilot engaged. This is accomplished with the capture of localizer and glide slope during an ILS approach (CAT I, CAT II and CAT III).

The AUTOLAND 1 functionality is enabled for the EMBRAER 175 in LOAD 19.3.

Load 17.5 AUTOLAND 1 functionality enabled for the EMBRAER 170.

Load 19.3 AUTOLAND 1 functionality enabled for the EMBRAER 170 and EMBRAER 175.

Affected manuals sections: AFM S-10 (ANAC Certification), AFM S-9 (EASA Certification), AOM 14-03-10, AOM 14-03-30, SOPM Section 6.


AUTOLAND 2 enables approach, touchdown and rollout to a safe taxi speed with the autopilot engaged for EMBRAER 170. This is accomplished with the capture of localizer and glide slope during an ILS approach (CAT I, CAT II and CAT III).

The AUTOLAND 2 functionality is enabled for the EMBRAER 170 in LOAD 21.2.

Load 19.4 AUTOLAND 2 functionality disabled.

Load 21.2 AUTOLAND 2 functionality enabled for EMBRAER 170.

Affected manuals sections: AFM Autoland Supplement, AOM 14-03-10, AOM 14-03-30, SOPM Section 6.

(if applicable)

(if applicable)


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OPERATIONS GUIDE

MISCELLANEOUS

RUNWAY AWARENESS AND ADVISORY SYSTEM - RAAS

Runway Awareness and Advisory System provides improved situational awareness to the flight crew in order to help lower the probability of runway incursion incidents and accidents.

RAAS employs GPS technology and an onboard runway database to monitor the airplane’s location on or near the runway.

It provides aural advisory messages during:

− Taxi, − Takeoff (including rejected takeoffs), − Final approach, − Landing/rollout operations.

It will be provided as an optional feature.

Load 21.4/21.5

N/A.

Load 23.1/23.2

RAAS enabled.

Affected manuals sections: AOM 14-15-30.

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OPERATIONS GUIDE

AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST - ADS-B OUT

ADS-B is a surveillance application which allows broadcasting on-board data to air or ground-based users automatically via datalink.

The airplane originating the broadcast has no knowledge of which systems are receiving the broadcast. Any air or ground-based user may choose to receive and process this information.

The ADS-B OUT functionality is enabled in LOAD 23.1/23.2.

ADS-B Control and Status are done at MCDU RADIO Page.

ADS-B FAIL EICAS ADVISORY message is displayed when GPS fails or GPS position, received by transponder, is degraded. In this case, the transponder continues to transmit parameters not related to position from ADS-B OUT.

ADS-B OUT requires:

- Load modification,

- Transponder upgrade to Mode S “extended squitter” (1090 MHz),

- GPS WAAS + GPS WAAS Antenna.


Load 21.4/21.5

N/A.

Load 23.1/23.2

ADS-B OUT enabled.

Affected manuals sections: AFM Limitations, AOM 14-15-10.


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OPERATIONS GUIDE

MISCELLANEOUS

RNP AR

RNP AR approaches allow the operators to fly highly accurate flight paths, meeting the most severe performance requirements. The RNP AR 0.3 and missed approach less than 1.0 is certified according FAA AC 90-101 and EASA AMC 20-26. To support this level of precision on RNP AR certification the following modifications are foreseen: − Changes in the FMS, EDS and AFCS to incorporate new

features in the displays and auto LNAV arming in the Go Around;

− Upgrade the current GPS to a WAAS sensor providing the condition Select Availability = off.

− Auto-LNAV function automatically arms the LNAV Flight Director Mode after the Go-Around is initiated. This shall happen when the GA mode is activated and there is a valid missed approach procedure in the FMS independently if the GA is initiated after an FMS (LNAV/VGP) or an ILS (LOC/GS) approach. Auto-LNAV is available only below 2500 ft AGL, as well not working if the TOGA is pressed more than once. NOTE: For airplanes Pre-Mod Load 25.1, when the TOGA

button is pressed on ground to engage TO mode to perform a takeoff procedure using VOR, the Navigation Source is changing to FMS. Moreover, the Auto-LNAV function does not work when the airplane is above 2500 ft AGL due to an incorrect interlock. For airplanes Post-Mod Load 25.1, the LNAV arms automatically whenever the GA mode is engaged, independent of the airplane radar altitude.


Load 21.4/21.5

N/A.

Load 23.1/23.2

RNP AR 0.3 enabled.

Affected manuals sections: AFM RNP AR Operations Supplement, GP-3801, AOM 14-09.

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OPERATIONS GUIDE

DUAL HF DVDR RECORDING

Per LOAD 21.4/21.5, the DVDRs record the PTT signal only for HF 1 transceiver. Per LOAD 23.1/23.2, the DVDRs record PTT signal for both HF 1 and HF 2 transceivers.

Load 21.4/21.5

The DVDRs record the PTT signal only for HF 1 transceiver.

Load 23.1/23.2

The DVDRs record PTT signal for both HF 1 and HF 2 transceivers.

Affected manual sections: AOM 14-09-15. (if applicable)


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OPERATIONS GUIDE

MISCELLANEOUS

AIRPLANE PERFORMANCE MONITORING (APM) REPORTS

Per LOAD 23.1/23.2, operators have the ability to generate and transmit APM reports via ACARS depending on the LDI versions released with Epic Load 23.1/23.2. APM reports are triggered when all the following conditions are met:

− Pressure Altitude: 50 ft (+25/-25 ft); − OAT: 2°C (+1/-1°C); − Roll Angle: 1° (absolute); − Mach: Quality A: 0.004 (+0.002/-0.002) or

Quality B: 0.005 (+0.0025/-0.0025); − N1: Quality A: 1.6% (+0.8 / -0.8 %) or

Quality B: 1.8% (+0.9 / -0.9 %); − Stabilization Period: Quality A: 180s or

Quality B: 120s. APM reports indicate the values in pounds. APM report structure transmitted through ACARS is: ACMF SNAPSHOT REPORT <Current Date & Time> A/C <Aircraft Tail Number> SWVER <Version> APPVER <Version> APPNAME <Name> SIZE <Report Size> <Report File Name> <LDI Version> R <Report Time> T <Report Trigger Time> ----- <Anti Ice>, <CAS>, <Engine1 Fuel Flow>, <Engine1 N1>, <Engine2 Fuel Flow>, <Engine2 N1>, <Gross weight>, <Mach>, <Mach Quality A>, <N1 Quality A>, <Pressure Altitude>, <Fuel Quantity>, <Total Air Temperature>, <Zero Fuel Weight>

CONTINUED...

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OPERATIONS GUIDE

...CONTINUED Output values are the average value for each parameter throughout the stabilization period. APM report file name is: APM_REPORT_A_YYYYMMDDHHNNSSS.CSV (Stabilization Period Quality A) APM_REPORT_B_YYYYMMDDHHNNSSS.CSV (Stabilization Period Quality B) Where yyyy = year, mm = month, dd = day, hh = hour, nn = minute, ss = seconds, at the time the report started to be generated. Example: - ACMF SNAPSHOT REPORT 2008NOV13 16:00:52 A/C N636CZ SWVER 19.2 APPVER S.1.3 APPNAME USER.ACM SIZE 528 APM_REPORT_B_20081113160051S.CSV 170LDI21.4V19.2-C-V09 R 2008NOV13 16:00:51 T 2008NOV13 16:00:51 ----- 0, 246.874, 1673.91, 87.0646, 1673.39, 87.0565, 66889, 0.780492, 0, 0, 37998.7, 16889, -25.5629, 50000 _

Load 21.4/21.5

N/A.

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Load 23.1/23.2

APM Report enabled.

Affected manual sections: SNL170-45-0009 and GP-3705.



OPERATIONS GUIDE

MISCELLANEOUS

FMS ALTITUDE CAPABILITY PERFORMANCE TABLES

Load 23 introduces a new FMS Performance Database (Aircraft Database) based on Embraer tabular data, thus better reflecting the AOM performance numbers (see item AOM Cruise Altitude and Speed tables).

Based on this data, the FMS computes the Optimum and Maximum Cruise Altitudes for Long Range Cruise (LRC), Maximum Endurance (MAX END) and Manual IAS/Mach inputs.

However, erroneous altitude capability data were introduced on the Performance Database and consequently the FMS may calculate lower values of Ceiling Altitudes, when compared to the data presented in the AOM tables.


Aircraft Database applicable to Load 21.4/21.5

N/A.

Performance database applicable to Load 23.1/23.2

PN 60000692-001-06

Erroneous altitude capability data were introduced on the Performance Database.


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OPERATIONS GUIDE

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ERJ ACFOG 2247 REV23

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