Embraer S.A. E-Jets aircraft series

Transport Canada Civil Aviation (TCCA)
Operational Evaluation Report

Revision: 1
Date: 2023-11-03

Embraer S.A. E-Jets aircraft series

Original approved by Charles Lanning
on behalf of

Stacey Mason, Director Standards
Transport Canada, Civil Aviation, Standards Branch (AART)

Management Co-ordination Sheet

Office of Primary Interest (OPI):

Steve Charest
Chairman E-Jets Operational Evaluation Board
Civil Aviation Safety Inspector, Flight Technical and Operator Certification (FTOC)
Commercial Flight Standards (AARTFT)
Transport Canada Civil Aviation

Original approved by Steve Charest

Benoit Saulnier
Program Manager, Flight Technical and Operator Certification (FTOC)
Commercial Flight Standards (AARTFT)
Transport Canada Civil Aviation
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: 613-292-4238
e-mail: benoit.saulnier@tc.gc.ca

Original approved by Benoit Saulnier

Deborah Martin
Chief, Commercial Flight Standards (AARTF)
Transport Canada, Civil Aviation, Standards Branch

Original approved by Deborah Martin

Table of contents

• 1. Record of revisions
• 2. Introduction
• 3. Highlights of change
• 4. General
• 5. Acronyms
• 6. Definitions
• 7. Pilot Type Rating
• 8. Related aircraft
• 9. Pilot training
• 10. Pilot checking
• 11. Pilot currency
• 12. Operational suitability
• 13. Miscellaneous
• 14. References
• Appendix 1 – Differences legend
• Appendix 2 – Master Differences Requirements (MDR) table
• Appendix 3 – Difference tables
• Appendix 4 – E190-E2 Initial training
• Appendix 5 – Differences between E190 and E190-E2
• Appendix 6 – Differences between E190-E2 and E195-E2
• Appendix 7 – Transition Line Indoctrination (TLI)

1. Record of revisions

2. Introduction

2.1 General

The Transport Canada Flight Technical and Operator Certification (FTOC) section of the Civil Aviation Standards Branch is responsible for the TCCA Operational Evaluation (OE) program. FTOC’s objectives during the OE of a new or modified aircraft are to determine:

• a) The acceptability of a manufacturer’s training program for use by Canadian operators;
• b) Pilot qualification and type rating requirements including training, checking, and currency requirements, and;
• c) The operational suitability of an aircraft type.

This report lists those determinations for use by:

• a) TCCA inspectors who approve training programs;
• b) TCCA inspectors; Approved Check Pilots (ACPs) who conduct Pilot Proficiency Checks (PPCs) and Advanced Qualification Program (AQP) Evaluators who conduct Line Operational Evaluations (LOEs); and
• c) Air operators, private operators and training providers, to assist them in developing their flight-crew member training, checking and currency programs.

Determinations made in this report are based on the evaluations of specific variants of the E-Jets aircraft series made in accordance with current regulations, standards and guidance. Modifications and upgrades made to the aircraft series described herein, or introduction of new related aircraft, may require amendment of the findings in this report.

2.2 Regulatory requirements / language

This OE report uses mandatory terms such as “must”, “shall” and “is/are required” to convey the intent of the Regulatory requirements and other guidance documents. The term “should” is understood to mean that the proposed method of compliance must be used, unless an alternate means of compliance has been determined and approved.

3. Highlights of change

This Operational Evaluation Board (OEB) Report Revision 1 adds the Embraer ERJ 190-300 (E190-E2) and the ERJ 190-400 (E195-E2). This revision is in an entirely new TCCA OE report format and more closely harmonizes with the ERJ-170 Revision 6 and ERJ-190 Revision 7 FAA Flight Standardization Board Report (FSBR). The Differences tables have also been updated. Change bars are not included in this document because the entire report is revised and updated.

4. General

4.1 Scope of report

This OE report applies to all variants of the Embraer E-Jets aircraft series and is in accordance with current regulations, standards, and guidance material. The contents of this report are harmonized where possible with the FAA, EASA, and ANAC reports.

4.2 Guidance material

TCCA OEs were conducted in accordance with the latest revisions of FAA Advisory Circular (AC) AC-120-53B Change 1, Guidance for Conducting and Use of Flight Standardization Board (FSB) Evaluations, and the Joint Operational Evaluation Board (JOEB) OPS/FCL Common Procedures for conducting Operational Evaluation Boards (Common Procedures Document (CPD)).

4.3 OE report effectivity

Provisions of this report are effective until amended, superseded, or withdrawn by subsequent OE findings.

TCCA reserves the responsibility and authority to re-evaluate and modify sections of this report based on new or revised advisory material, amended Canadian Aviation Regulations (CARs), aircraft operating experience, or the evaluation of new or modified aircraft under the provisions of the CPD or FAA AC-120-53B Change 1 (latest revision).

4.4 Application of OE report

All relevant parts of this report are applicable on the effective date of this report.

4.5 Alternate means of compliance

The OEB Chairman, the Program Manager of Flight Technical and Operator Certification (FTOC) and/or the Chief Commercial Flight Standard (CFS) should be consulted when alternate means of compliance, other than those specified in this report, are proposed. An applicant shall be required to submit a proposed alternate means that provides an equivalent level of safety to the provisions of the CARs and this OE report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other substantiation may be required.

In the event an alternate compliance is sought, training program credits, simulator approvals, and device approvals may be significantly limited, and reporting requirements may be increased to ensure equivalent levels of training, checking, and currency are maintained. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.

4.6 AQP/OEB report relationship

Where an air operator has an approved AQP, differences between this report and an operator’s proposed training, checking, and currency requirements under an AQP should be substantiated and documented as part of the operator’s AQP approval process. Program approvals under AQP need to ensure the provisions and requirements of this report have been addressed, and where necessary, coordination with the OEB has been completed.

4.7 E-Jets-E1 Operational Evaluation

The OEM training courses evaluated can be used by POIs to assist them in approving or accepting training programs to operate the E-Jets aircraft series in commercial air services (under subpart 705 of the CARs) or private operations (under subpart 604 of the CARs).

• 4.7.1 E170 Initial training

  In September 2003, a Joint Operational Evaluation Board (JOEB) evaluated the E170 initial training. The E170 entered service in 2004.

• 4.7.2 Differences between E170 and E175

  In December 2004, a JOEB evaluated differences from the E170 (Base aircraft) and the E175 (Related aircraft) using a T1/T2 evaluation process. Master Level A/A differences were established by CAA between the E170 and the E175. The E175 entered service in 2005.

  Note:

  TCCA has accepted the findings of the Central Joint Aviation Authorities (CJAA) JOEB Report dated March 17, 2005 for the Embraer 170 (ERJ170) and Embraer 175 (ERJ175) and the Federal Aviation Administration’s Flight Standardization Board Report Embraer ERJ170 and the ERJ175.

• 4.7.3 Differences between E170 and E190

  In May 2005, EASA, ANAC and TCCA jointly evaluated differences from the E170 (base aircraft) and the E190 (related aircraft). Master level A/A differences were established between the E170 and the E190.

  Notes:

  1. The OEB Chairman, or the Program Manager of FTOC should be consulted for inquiries related to course content evaluated.
  2. Embraer S.A. contracted the following training provider during this OE:
     1. Air Canada Training Centre, Toronto, Ontario.

4.8 E-Jets-E2 Operational Evaluation

The OEM training courses evaluated can be used by POIs to assist them in approving or accepting training programs to operate the E-Jets aircraft series in commercial air services (under subpart 705 of the CARs) or private operations (under subpart 604 of the CARs).

• 4.8.1 Scope of the OE

  From September 20 to November 4, 2022, an OE was conducted to evaluate the E-Jets-E2 Training programs proposed by Embraer S.A., and establish the associated pilot qualification requirements, pilot type rating (refer to note 3 below) and operational suitability of the Embraer E-Jets-E2 (refer to note 1 and 2 below).

  The training courses evaluated and accepted were comprised of the:

  • a) E190-E2 (E190-300) initial training;
  • b) E190 (E190-100) to E190-E2 (E190-300) differences training; and
  • c) E190-E2 (E190-300) to E195-E2 (E190-400) differences training (Refer to note 2 below).

    Notes:

    1. The OEB Chairman, or the Program Manager of FTOC should be consulted for inquiries related to course content evaluated.
    2. Embraer S.A. contracted the following training provider during this OE:
       1. FlightSafety International (FSI), Toronto, Ontario.
    3. TCCA has validated by analysis the E190-E2 operational suitability determination established by the FAA/EASA/ANAC (via a suitability flight following the T2/T3 evaluation process of October and November 2017).
    4. TCCA has validated by analysis the E195-E2 operational suitability determination established by the FAA/EASA/ANAC (via the T1 evaluation process of December 2018 where the FAA/EASA/ANAC established that the E195-E2 is a variant of the E190 and the E190-E2).
    5. The E170 pilot type rating designation is assigned to the ERJ 190-300 and ERJ 190-400 variants.

• 4.8.2 E190-E2 Initial training

  From September 20 to October 27, 2022, TCCA established an Operational Evaluation Board (OEB) to evaluate the E190-E2 Initial training and establish the operational suitability (refer to note 1 below) of the E190-E2.

  The OEB evaluated instructor-led training (ILT), cockpit procedures training (CPT) and full flight simulator (FFS) training that was delivered in Toronto, Ontario, by FlightSafety International (FSI) as the training provider for Embraer S.A.

  Following the training evaluation (ILT, CPT and FFS), test subjects underwent a PPC / T5 evaluation process (OEB specific) to evaluate the proposed Level D training program using an E190-E2 Interim Level C qualified FFS.

  Following the PPC / T5 evaluation process, an on-aircraft validation flight was conducted for each test subject on the E195-E2 because of the interim Level C qualification status of the FFS. The OE team conducted those flights from Gaviao Peixoto Embraer aerodrome (GPX) SP, Brazil. These flights included numerous approaches during day in visual meteorological conditions (VMC) weather conditions and were compliant with paragraph (2)(i) of schedule I of section 725.106 of the Commercial Air Service Standards (CASS).

  The E190-E2 initial training course format (ILT, CPT & FFS) evaluated by TCCA was deemed to be acceptable for use as the basis of an air operator’s (under subpart 705 of the CARs) and private operator’s training program (under subpart 604 of the CARs).

  The complete E190-E2 training program outline, detailed ground and flight training schedule and detailed initial training syllabus evaluated during the OE can be found in the Appendix 4 of this report.

  Notes:

  1. The OEM training course evaluated was performed to CAT I approach minimums and Standard take-off minima. The additional training required to qualify operators for Special Authorization/Specific Approval (SA) for take-off minima reported visibility RVR 1200 feet RVR 600 Feet and CAT II was not evaluated under the scope of the E-Jets-E2 OE. As such and per section 4.5 of this report, additional evaluations may be required.
  2. RNP AR (0.3 and < 0.3 Operations) and LPV approaches were not evaluated under the scope of the E-Jets-E2 OE. As such and per section 4.5 of this report, additional evaluations may be required.

• 4.8.3 Differences between E190 and E190-E2

  From October 30 to November 3, 2022, the TCCA OEB evaluated E190 to E190-E2 differences training. The scope of this evaluation included the instructor-led training (ILT) and full flight simulator (FFS) training (using an interim level C FFS no-motion), that was delivered by FlightSafety International (FSI) as the training provider for Embraer S.A.

  Following the ILT and FFS training evaluation, the test subjects underwent a T3 evaluation process to evaluate the training and checking differences proposed respectively to level D/B using an E190-E2 interim level C FFS.

  The master differences requirements (MDR) for training and checking differences of Level D/B respectively were established between the E190 to the E190-E2. The MDR table can be found in the Appendix 2 of this report. The difference tables (DT) from the E190 to E190-E2 can be found in the Appendix 3 of this report.

  The complete E190 to E190-E2 training program outline, detailed ground and flight training schedule and detailed training syllabus evaluated during the OE can be found in the Appendix 5 of this report.

  Notes:

  1. Flight training must be conducted in a no-motion Level C or D full flight simulator – or higher.
  2. TCCA validated the T2 conducted by the FAA/EASA/ANAC in 2017 by analysis, therefore during the OE, TCCA waived the T2 and proceeded with a T3 only.
  3. Same as the E190, the E170 pilot type rating designation is assigned to the E190-E2 variant.
  4. The reverse differences training from the E190-E2 to the E190 was not evaluated under the scope of the E-Jets-E2 OE.

• 4.8.4 Differences between E190-E2 and E195-E2

  In November 2022, TCCA evaluated by analysis differences from the E190-E2 to the E195-E2 from the FAA/ANAC/EASA determination established via a T1 evaluation process in December 2018 (refer to note 2 below).

  Master differences requirements (MDR) for Training and Checking Differences of level A/A respectively were established between the E190-E2 to the E195-E2. The MDR can be found in the Appendix 2 of this report. The difference tables (DT) from the E190-E2 to E195-E2 can be found in the Appendix 3 of this report.

  The complete E190-E2 to E195-E2 differences training program outline, detailed ground training schedule and detailed training syllabus evaluated during the OE can be found in the Appendix 6 of this report.

  Notes:

  1. TCCA has validated by analysis the E190-E2 operational suitability determination established by the FAA/EASA/ANAC (via a suitability flight following the T2/T3 evaluation process of October and November 2017).
  2. TCCA has validated by analysis the E195-E2 operational suitability determination established by the FAA/EASA/ANAC (via a T1 evaluation process of December 2018 where the FAA/EASA/ANAC established that the E195-E2 is a variant of the E190 and the E190-E2).

5. Acronyms

AC

Advisory Circular

ACP

Approved Check Pilot

ACFT

Aircraft

ADS

Air Data System

ADS-B

Automatic Dependent Surveillance - Broadcast

AFCS

Automatic Flight Control System

AFM

Aircraft Flight Manual

AGL

Above Ground Level

AMS

Air Management System

ANAC

Agência Nacional de Aviação Civil (Brazil)

AOM

Airplane Operations Manuals

AP

Autopilot

APU

Auxiliary Power Unit

AQP

Advanced Qualification Program

ATC

Air Traffic Control

AUTO

Automatic

AV

Audiovisual Presentation

AWM

Airworthiness Manual

CAR

Canadian Aviation Regulations

CASS

Commercial Air Service Standards

CAS

Crew Alerting System

CAT

Category

CAT II

Category II Operation

CBT

Computer-Based Training

CFIT

Controlled Flight Into Terrain

COM

Company Operations Manual

CPD

Common Procedures Document

CPDLC

Controller Pilot Datalink Communication

CPT

Cockpit Procedures Trainer

CRM

Crew Resource Management

DU

Display Unit

DVDR

Digital Voice-Data Recorder

EASA

European Union Aviation Safety Agency

EDS

Electronic Display System

EFIS

Electronic Flight Instrument System

EGPWS

Enhanced Ground Proximity Warning System

EICAS

Engine Indication and Crew Alerting System

E-Jets

E1 and E2 generations

E1

E-Jets first generation (ERJ 170-100/200; ERJ 190-100)

E2

E-Jets second generation (ERJ 190-300, ERJ 190-400)

ETOPS

Extended Range Twin-Engine Operations

FAA

Federal Aviation Administration

FADEC

Full Authority Digital Engine Control System

FAR

Federal Aviation Regulation

FCC

Flight Control Computer

FD

Flight Director

FFS

Full Flight Simulator

FLT CHAR

Flight Characteristics

FMS

Flight Management System

FSB

Flight Standardization Board (FAA)

FSBR

Flight Standardization Board Report (FAA)

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

FTOC

Flight Technical and Operator Certification (TCCA)

GPS

Global Positioning System

G/S

Glideslope

HGS

Head-Up Guidance System

HO

Handout

HUD

Head-Up Display

ICBI

Interactive Computer-Based Instruction

IDG

Integrated Drive Generator

ILS

Instrument Landing System

ILT

Instructor–Led Training

IMC

Instrument Meteorological Conditions

INAV

Integrated Navigation

IRS

Inertial Reference System

JOEB

Joint Operational Evaluation Board

LNAV

Lateral Navigation

LOE

Line Operational Evaluation

LPV

Localizer Performance with Vertical Guidance

MCDU

Multi Control Display Unit

MDR

Master Differences Requirements

MEL

Minimum Equipment List

MFD

Multifunction Display

MFF

Mixed Fleet Flying

N₁

Low Pressure Rotor Speed

N₂

High Pressure Rotor Speed

NAC

National Aircraft Certification

NAV

Navigation

NG

Next Generation

NPA

Non-Precision Approach

OE

Operational Evaluation

OEB

Operational Evaluation Board

OEM

Original Equipment Manufacturer

OVRD

Override

PF

Pilot Flying

PFD

Primary Flight Display

PIC

Pilot In Command

PM

Pilot Monitoring

POI

Principal Operations Inspector

PPC

Pilot Proficiency Check

PROC CHNG

Procedural Changes

PTT

Part Task Trainer

QRH

Quick Reference Handbook

RAAS

Runway Awareness and Advisory System

RNP

Required Navigation Performance

RNP AR

Required Navigation Performance Authorization Required

RTO

Rejected Takeoff

RVR

Runway Visual Range

SA

Special Authorization/Specific Approval

SATCOM

Satellite Communication

SB

Service Bulletin

SIC

Second In Command

SOPM

Standard Operating Procedures Manual

STBY

Standby

SU

Stand-Up Instruction

TASE

Training Area of Special Emphasis

TCAS

Traffic Collision Avoidance System

TCBI

Tutorial Computer-Based Instruction

TCCA

Transport Canada Civil Aviation

TO/GA

Takeoff/Go-Around

TOLD

Takeoff and Landing Data

TCDS

Type Certificate Data Sheet

TLI

Transition Line Indoctrination

TTL

Technical Team Leader

V₁

Takeoff Decision Speed

VMC

Visual Meteorological Conditions

V_REF

Reference Landing Speed

V_LO

Landing Gear Operating Speed

V_MO

Maximum Operating Airspeed

VNAV

Vertical Navigation

6. Definitions

These definitions are for the purposes of this report only.

6.1 Base Aircraft – An aircraft identified for use as a reference to compare differences with another aircraft.

6.2 Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.

6.3 Differences tables – Describe the differences between a pair of related aircraft, and the minimum levels operators must use to conduct differences training and checking of flight crew members. Difference levels range from A to E.

6.4 Master Differences Requirements (MDR) – Specifies the highest training and checking difference levels between a pair of related aircraft derived from the Differences Tables.

6.5 Mixed Fleet Flying (MFF) program – A program permitting the operation of a base aeroplane and one or more variant(s) of the same, common or different type by one or more flight crew member, between training or checking events in accordance with an approved process based on the recommendations of an OE report that is acceptable to the Minister.

6.6 Operational Evaluation (OE) – A TCCA evaluation of the pilot qualifications requirements of an aircraft type (pilot type rating, minimum flight crew member training, checking and currency requirements, and unique or special pilot qualification requirements (e.g., specific flight characteristics, no-flap landing)), operational suitability of an aircraft type and the Original Equipment Manufacturer (OEM) training program.

6.7 Operational suitability – A determination during an operational evaluation that an aircraft or system may be used in the Canadian airspace system and meets the applicable operational regulations (e.g., CAR subparts 604, 605, 701, 702, 703, 704 and 705 as applicable).

6.8 Qualified – A flight crew member holds the appropriate licenses and ratings as required by the applicable operating regulations.

6.9 Related aircraft – Any two or more aircraft of the same make with either the same or different type certificates that have been demonstrated and determined by TCCA to have commonality.

6.10 Seat dependent tasks – Maneuvers or procedures using controls that are accessible or operable from only one flight crew member seat.

6.11 Specific flight characteristics – A maneuver or procedure with unique handling or performance characteristics that TCCA has determined must be checked.

6.12 Training Areas of Special Emphasis (TASE) – A training requirement unique to the aircraft, based on a system, procedure, or maneuver, which requires additional highlighting during training. It may also require additional training time, specialized training devices or training equipment.

6.13 Variant – Aeroplane or a group of aeroplanes with the same characteristics that have pertinent differences from a base aeroplane. Pertinent differences are those that require different or additional flight crew member knowledge, skills and/or abilities that affect flight safety.

7. Pilot Type Rating

The pilot type rating designator for all variants of the Embraer E-Jets aircraft series is E170. The E170 Pilot Type Rating published in Appendix A - Aircraft Type Designator Tables of Standard 421 - Flight Crew Permits, Licenses and Ratings – Canadian Aviation Regulations (CARs) has been assigned to the E170, E175, E190, E190-E2 and E195-E2.

8. Related aircraft

8.1 Related aircraft on same TCDS

The ERJ 170-100LR/SE/STD/SU, ERJ 170-200LR/STD/SU, ERJ 190-100IGW/LR/STD, ERJ 190-300 and the ERJ 190-400 are related aircraft listed on TCCA TCDS A-244.

8.2 Related aircraft on different TCDS

The aircraft indicated at section 8.1 are related aircraft with the ERJ 190-100 ECJ and the ERJ 190-200 listed on FAA TCDS A57NM.

9. Pilot training

9.1 Previous experience

The provisions of this section apply to all E-Jets training programs for pilots who have experience in CAR subpart 705 air operator or equivalent operations (i.e., CAR 704, CAR 604) in multi-engine transport category turbojet or turboprop aeroplanes. Pilots receiving E-Jets training should have experience in high altitude operations, highly integrated avionics systems with, EICAS, EFIS, and FMS. Pilots without this experience may require additional training.

9.2 E-Jets initial type training course requirement

An E-Jets air operator’s initial type training course must meet the flight training requirements of CASS 725.124 (11) Level C or CASS 725.124(12) Level D training program. The initial type training course must satisfy the type rating requirements of CASS 421.40(3) (a) (iii), and the training requirements of CASS 725.106(1).

9.3 E-Jets initial training

Air operators must establish an initial training program that is compliant with CAR 705.124(2)(a). Initial training for flight crews must include appropriate training in accordance with CASS 725.124 or an approved advanced qualification program (AQP) training program.

• 9.3.1 Ground training

  An E-Jets air operator’s initial ground training program shall include the technical initial ground training requirements of CASS 725.124(6)(a).

• 9.3.2 Flight training

  An E-Jets air operator’s initial flight training program must meet the flight training requirements of CASS 725.124 (11) Level C or CASS 725.124 (12) Level D training program.

9.4 Recurrent training

Air operators must establish a recurrent training program that is compliant with CAR 705.124(2)(a)(iv). Recurrent training for flight crews must include appropriate training in accordance with CASS 725.124 or an approved AQP program.

In addition, air operators must include the applicable training areas of special emphasis (TASE) from section 9.5 of this report.

• 9.4.1 Ground training

  An E-Jets air operator’s recurrent ground training program must incorporate the technical annual ground training requirements of CASS 725.124(6)(b) of the CASS.

• 9.4.2 Flight training

  An E-Jets air operator’s recurrent flight training program must incorporate appropriate maneuvers and procedures in accordance with CASS 725.124 or an approved AQP program.

9.5 Training Areas of Special Emphasis (TASE)

Pilots must receive special emphasis training in the following areas.

• 9.5.1 TASE - E-Jets-E1

  Pilots must receive special emphasis on the following areas during E-Jets-E1 training:

  • 9.5.1.1 TASE – E-Jets-E1 - Ground training

    Pilots must receive special emphasis on the following areas during E-Jets-E1 ground training:

    • a) Engine Indicating and Crew Alerting System (EICAS), Primary Flight Displays (PFD), and Multifunction Displays (MFD). Altitude and airspeed are presented on vertical scale instruments in both digital and analog formats. Pilots must be given academic training of the information presented on these displays. This item must be included in initial, upgrade, transition, and recurrent training.
    • b) Flight Control System. An academic understanding of normal and direct modes of operation of the fly by wire primary and secondary flight control systems and their associated system components. This item must be included in initial, upgrade, transition, and recurrent training.
    • c) Flight Guidance Control System (FGCS) including the autopilot, autothrottle, and flight director (FD). An academic understanding of the various lateral and vertical modes and the ability to select and arm the modes during different phases of flight is essential. This item must be included in initial, upgrade, transition, and recurrent training.
    • d) Full-Authority Digital Engine Control (FADEC). An academic understanding of the FADEC and the engine thrust mode selection is required. This item must be included in initial, upgrade, transition, and recurrent training.
    • e) System Control Panels using Pushbuttons with Integral Light Bars. Pilots should have an understanding of the switch position and system configuration as it relates to whether the light bar is illuminated or not. This understanding is required for both normal and abnormal system operation. This item must be included in initial, upgrade, transition, and recurrent training.
    • f) Head Up Display (HUD). Not evaluated under the scope of the E-Jets-E1 OE.

  • 9.5.1.2 TASE – E-Jets-E1 - Flight training

    Pilots must receive special emphasis on the following areas during E-Jets-E1 flight training:

    • a) EICAS, PFDs, and MFDs. Altitude and airspeed are presented on vertical scale instruments in both digital and analog formats. Pilots need to be able to understand the information presented on these displays. Pilots transitioning from traditional round dial basic “T” instruments may require additional flight training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. This item must be included in initial, upgrade, transition, and recurrent training.
    • b) Flight Control System. An operational understanding of normal and direct modes of operation of the fly by wire primary and secondary flight control systems and their associated system components. This item must be included in initial, upgrade, transition, and recurrent training.
    • c) FGCS including the Autopilot, Autothrottle, and FD. An understanding of the various lateral and vertical modes and the ability to select and arm the modes during different phases of flight is essential. This item must be included in initial, upgrade, transition, and recurrent training.
    • d) FADEC. An operational understanding of the FADEC and the engine thrust mode selection is required. This item must be included in initial, upgrade, transition, and recurrent training.
    • e) System Control Panels using Pushbuttons with Integral Light Bars. Pilots should have an operational understanding of the switch position and system configuration as it relates to whether the light bar is illuminated or not. This training is required for both normal and abnormal system operation. This item must be included in initial, upgrade, transition, and recurrent training.
    • f) HUD. Not evaluated under the scope of the E-Jets-E1 OE.

• 9.5.2 TASE – E-Jets-E2

  Pilots must receive special emphasis on the following areas during E-Jets-E2 training:

  • 9.5.2.1 TASE – E-Jets-E2 - Ground and flight training

    Pilots must receive special emphasis on the following areas during ground and flight training for the E-Jets-E2. Those items must be included in initial, upgrade, transition, and recurrent training:

    • a) Flight management system (FMS),
    • b) Automatic flight control system (AFCS) including system architecture, autopilot coupling logic,
    • c) Automatic flight guidance and display controller panels design,
    • d) FD guidance based on flight path angle (FPA) with acceleration pointer,
    • e) PFD, MFD, including use of the reversionary modes, and EICAS,
    • f) Understanding of the E-Jets-E2 fly-by-wire concepts, functions, and associated abnormal and emergency procedures,
    • g) Cursor control devices (CCD),
    • h) Windshear escape guidance,
    • i) Ailerons and elevators disconnection mechanism, and
    • j) Power plant system and proper use of take-off modes.

    Note:

    System characteristics, limitations, normal and abnormal procedures and operation in cold weather must be emphasized during training.

  • 9.5.2.2 TASE – E-Jets-E2 – Differences training E1/E2 - Ground and flight training

    Pilots must receive special emphasis on the following areas during ground and flight training for the E-Jets-E2:

    • a) Flight Control System. An academic understanding of the full fly-by-wire closed loop architecture and characteristics; flight control laws, protections, and flight optimization functions (best beta); absence of rudder pedals and control wheel backdrive upon utilization of trim. This item must be included in initial, upgrade, transition, differences, and recurrent training,
    • b) Automatic Flight System. An academic understanding of the architecture integration into full fly-by-wire system; no control column wheel backdrive during autopilot operation; autopilot coupling logic; automatic flight guidance and display controller panels design. This item must be included in initial, upgrade, transition, differences, and recurrent training, and
    • c) Engines. An academic understanding of the start characteristics, FADEC, and limitations. This item must be included in initial, upgrade, transition, differences, and recurrent training.

9.6 Special training – E-Jets-E2 – Speed decay special training - Ground and flight training

If the ASEL mode is activated after Takeoff or Go Around and there is an engine failure, the flight director may maintain a high pitch angle for altitude capture resulting in an airspeed reduction (speed decay).

Pilots must receive special ground and flight training during the E-Jets-E2 initial and differences training on the following procedures found in TCCA AFM Supplement 15 section emergency and abnormal procedures:

• a) engine failure during approach
• b) takeoff with engine failure at or above v1
• c) one engine inoperative approach and landing

The ground training should consist of an instructor-led training (ILT) where a detailed explanations is provided to the flight crew. A video showing the speed decay with supporting explanations by the instructor is recommended.

The flight training will include as a minimum:

• a) A pre-flight briefing including the speed decay video (as described in the paragraph above),
• b) A FFS demonstration of a speed decay scenario during takeoff (one per crew),
• c) A FFS recovery of a speed decay scenario during takeoff (one per pilot as PF), and
• d) A FFS recovery of a speed decay scenario following a go around (one per pilot as PF).

9.7 Specific flight characteristics

There are no specific flight characteristics.

9.8 Seat dependent tasks

Pilots must receive training in these seat dependent tasks:

• a) HUD (Left seat): Not evaluated under the scope of OEs.
• b) Manual landing gear extension (right seat); initial, transition and recurrent training.
• c) Nosewheel steering (left seat); initial, upgrade, transition, and recurrent training.

9.9 Flight Simulation Training Devices (FSTD)

An approved Level C or D E-Jets FFS equipped with day and night visual scenes that is representative of an operator’s specific E-Jets aircraft series configuration is required for flight training.

The FFS must have the Primus EPIC software Load revision 27.1 or higher installed for the E-Jets-E1 or the revision 5.0 or higher installed for the E-Jets-E2.

Training and Checking under CARs Part IV, VI and VII must be conducted on a certified FTD and FFS in accordance with section 606.03 of the CARs.

FTD and FFS characteristics are designated in the Aeroplane and Rotorcraft Simulator Manual (TP 9685). The FSTD specific systems qualifications are found in the TCCA Qualification Certificate.

9.10 Training equipment

There are no specific systems or procedures that are unique to the E-Jets aircraft series that require specific training equipment.

9.11 Differences training

• 9.11.1 Differences training between related aircraft

  Pilots must receive differences training among E-Jets-E1 (E170, E175 and E190), the E-Jets-E1 and E-Jets-E2, and the E190-E2 and E195-E2. Refer to Appendices 2, 3 and 7 of this report.

  Note:

  CARs 705 air operators who established a transition / mixed fleet flying (MFF) approved training program should refer to section 9.13 of this report.

  • 9.11.1.1 E170, E175 and E190 (E-Jets-E1)

    Ground training is required for differences between the E170, E175 and E190. TCCA established that differences training of level A is required. Refer to Appendices 2, 3 and 7 of this report.

  • 9.11.1.2 E-Jets-E1 and E-Jets-E2

    Ground and flight training is required for differences between the E-Jets-E1 and the E-Jets-E2. TCCA established that differences training of Level D is required. Refer to Appendices 2, 3, 5 and 7 of this report.

    Note:

    The E-Jets-E2 to E-Jets-E1 reverse differences training has not been evaluated under the scope of the E-Jets-E2 OE.

  • 9.11.1.3 E190-E2 and E195-E2

    Ground training is required for differences between the E190-E2 and the E195-E2. TCCA established that differences training of level A is required. Refer to Appendices 2, 3, 6 and 7 of this report.

• 9.11.2 Differences training – Optional equipment

  A number of optional equipment were evaluated under the scope of OEs. Those assessments were conducted through documental analysis based on the ANAC OE report and Embraer S.A. training substantiation reports, AFM, AOM, QRH and SOPM review.

  TCCA established that differences training of level A is required for the following optional equipment evaluated through documental analysis:

  • a) Automatic dependent surveillance – broadcast OUT (ADS-B OUT);
  • b) Volumetric 3D weather radar (RDR-4000);
  • c) Takeoff and landing (TOLD) function.

  TCCA established that differences training of level B is required for the following optional equipment evaluated through documental analysis:

  • a) Controller Pilot Datalink Communication (CPDLC).

    Notes:

    1. Operator specific optional equipment items have not been evaluated under the scope of OEs. Operators should note that the E-Jets has a wide range of optional equipment which may require additional flight crew training. TCCA approved training programs for initial, recurrent, transition and upgrade training, as applicable, must include training on TCCA certified optional equipment.
    2. Graphical flight planning (GFP) differences training was evaluated as an ILT session under the scope of the E-Jets-E2 OE. TCCA established that differences training of level B is required. The GFP is not TCCA certified and as such is not an option available for operators until validated by TCCA National Aircraft Certification (NAC) branch.
    3. Refer to Appendix 3 of this report for all optional equipment differences training available for the E-Jets. Some optional equipment may be identified as not evaluated under the scope of OEs and/or as not TCCA certified. As such those differences training may not be available for operators until validated by NAC. As per section 4.5 of this report, additional evaluations may be required. The training and checking level identified have not been evaluated during the scope of OEs and may changed following subsequent evaluation.

• 9.11.3 Differences training – FMS

  Pilots qualified on E-Jets variants without NG-FMS may qualify on E-Jets variants with NG-FMS with differences training. TCCA established that differences training of Level A is required.

  Notes:

  1. The next generation flight management system (NG-FMS) is the Honeywell Primus EPIC load 27.1 or later for the E-Jets-E1 and load 5.0 or later for the E-Jets-E2.
  2. Refer to Appendices 3 of this report for a more exhaustive list of all FMS differences training available for the E-Jets.
  3. FMS differences training assessment was not evaluated under the scope of OEs but was accepted by analysis based on the ANAC OE report findings.

9.12 Other training items

Reserved.

9.13 CAR 705 Transition / Mixed Fleet Flying (MFF) approved training program(s)

A CAR 705 air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved transition program as set out in the air operator’s company operations manual.

Additionally, a CAR 705 air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

• 9.13.1 Alternating recurrent training between E-Jets variants

  Under an approved transition/MFF program, recurrent training may alternate between E-Jets variants.

  The air operator shall provide recurrent technical ground training on one variant with differences technical ground training on the other variant(s) as detailed in the appendix 3 of this report.

  However, air operators who elect to alternate recurrent training between the E-Jets-E1 and E-Jets-E2 variants under an approved MFF program are not required during the recurrent training to complete the level D flight training portion of the differences training detailed in the appendix 3 of this report.

  The air operator must include the applicable training areas of special emphasis (TASE) from section 9.5 of this report for all E-Jets variants operated under an approved Transition/MFF program(s).

  Note:

  Air operators involved in a MFF operations with any variant(s) of E-Jets-E1 paired with any variant(s) of E-Jets-E2 should consider the following for the purposes of alternating recurrent simulator training under an approved transition/MFF training program(s):

  • a) The E170, E175 and the E190 are defined as the E-Jets-E1 and should be considered the same variant.
  • b) The E190-E2 and the E195-E2 are defined as the E-Jets-E2 and should be considered the same variant.

• 9.13.2 Transition Line Indoctrination (TLI)

  Transition line indoctrination (TLI) related to E-Jets aircraft series are provided in Appendix 7 of this report.

10. Pilot checking

10.1 Landing from a no flap or non standard flap approach

Reserved.

10.2 Specific flight characteristics

There are no specific flight characteristics.

10.3 Seat dependent tasks

Pilots must be checked in these seat dependent tasks:

• a) HUD (Left seat): Not evaluated under the scope of OEs.
• b) Nosewheel steering (left seat); initial, upgrade, transition, and recurrent checking.

10.4 Other checking items

Reserved.

10.5 FSTD

An approved Level C or D E-Jets FFS equipped with day and night visual scenes that is representative of an operator’s specific E-Jets aircraft series configuration is required for flight checking.

The FFS must have the Primus EPIC software load revision 27.1 or higher installed for the E-Jets-E1 or the revision 5.0 or higher installed for the E-Jets-E2.

10.6 Equipment

There are no specific systems or procedures that are unique to the E-Jets aircraft series that require specific equipment.

10.7 Differences checking between related aircraft

Differences checking between certain E-Jets aircraft variants may be required. The level of checking is specified in Appendix 2 and 3.

10.8 CAR 705 Transition / MFF approved training program(s)

A CAR 705 air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved transition program as set out in the air operator’s company operations manual.

Additionally, a CAR 705 air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a Transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

• 10.8.1 Alternating PPC between E-Jets variants

  Under an approved transition/MFF program, recurrent checking events may alternate between E-Jets variants.

  PPCs should alternate each six months for flight crew members.

  When such alternating checks are accomplished, the differences checking assessment of the other variant within the series grouped (e.g., within E170/175/190 (E-Jets-E1) or E170/175/190 (E-Jets-E1) and E-Jets-E2 or E190-E2 and E195-E2) may be satisfied by ground training, written questionnaire, oral review, or other method approved by the Principal Operations Inspector (POI) or Technical Team Lead (TTL). However, such simplified programs may not be approved if they result in progressive loss of knowledge or skills related to particular differences over successive recurrent periods.

11. Pilot currency

There are no additional currency requirements for the E-Jets aircraft series other than those already specified under subpart 705 and subpart 604 of the CARs.

11.1 Differences currency between related aircraft

Not established for CARs 604 operators.

For currency credit established between related aircraft for CARs 705 air operators, refer to section 11.2.1 of this report.

11.2 CAR 705 MFF approved training program

A CAR 705 air operator may develop an approved transition program to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved Transition Program as set out in the air operator’s company operations manual.

Additionally, a CAR 705 air operator may develop an approved MFF program to operate a base aeroplane and one or more variants of the same type, common type or different type under an approved MFF program after complying with the requirements of a Transition program, in order to provide relief for 90 days pilot qualification requirements on the applicable aeroplane type(s) intended to be operated between training and checking events.

• 11.2.1 CAR 705 MFF currency requirements between E-Jets variants

  Under an approved MFF program and with reference to section 11.1 of this report, there is no differences currency requirements between all E-Jets variants.

  Takeoff and landing credits may be permitted between all E-Jets variants. Takeoffs and landings performed in one variant are equivalent to those performed in the other variant.

12. Operational suitability

All E-Jets aircraft series are operationally suitable for operations under subpart 705 and subpart 604 of the CARs.

13. Miscellaneous

13.1 ETOPS

Reserved.

13.2 Emergency evacuation

Reserved.

13.3 Forward observer seat

All E-Jets aircraft series forward center observer seat has been evaluated by the FAA and determined to meet the requirements of FAR 121.581(a), FAR 125.317(b), FAR 135.75(b) and FAA Advisory Circular (AC) 120 83, Flight Deck Observer Seat and Associated Equipment. TCCA has accepted by analysis the FAA findings.

For all E-Jets aircraft series, the observer seat complies with the requirements of AWM 525.785.

13.4 Aircraft approach category and circling minima

Approach category for all E-Jets aircraft series is Category C.

Circling approaches for the E-Jets are flown with the landing gear down, flaps 5º or flaps FULL, and V_REF + 5 kts. The approach category and associated approach minima will be determined by the approach/circling speed flown and shall not be less than Category “C” speed on a circling approach.

13.5 Normal landing flaps

All E-Jets aircraft series normal final landing flap setting is flaps 5º and Flaps FULL settings.

13.6 Optional equipment

14. References

1. ANAC Operational Evaluation Report for the Embraer E-Jets Revision 12 dated 01/08/2023 (August 01, 2023) or later revision (Avaliação Operacional — Português (Brasil) (www.gov.br) (in Portuguese only)).
2. ANAC Type Certificate Data Sheet (TCDS) No. EA-2003T05 for the Embraer ERJ-170 Revision 27 dated January 01, 2022 or later revision (Produtos Aeronáuticos Certificados no Brasil (anac.gov.br) (in Portuguese only)).
3. ANAC Type Certificate Data Sheet (TCDS) No. EA-2005T13 for the Embraer ERJ-190 Revision 30 dated April 28, 2023 or later revision (Produtos Aeronáuticos Certificados no Brasil (anac.gov.br) (in Portuguese only)).
4. FAA Flight Standardization Board (FSB) Report for the Embraer ERJ-170 Revision 6 dated 12/06/2018 (December 06, 2018) or later revision (https://drs.faa.gov/).
5. FAA Flight Standardization Board (FSB) Report for the Embraer ERJ-190 Revision 7 dated 06/28/2022 (June 28, 2022) or later revision (https://drs.faa.gov/).
6. FAA Type Certificate Data Sheet (TCDS) A56NM for the Embraer ERJ-170 Revision 20 dated 01/21/2022 (January 21, 2022) or later revision (https://drs.faa.gov/).
7. FAA Type Certificate Data Sheet (TCDS) A57NM for the Embraer ERJ-190 Revision 22 dated 01/21/2022 (January 21, 2022) or later revision (https://drs.faa.gov/).
8. FAA Advisory Circular AC120-53B, Change 1, Guidance for Conduction and Use of Flight Standardization Board Evaluations, dated 10/24/16 (October 24, 2016) or later revision (https://faa.gov/regulations_policies/advisory_circulars/).
9. EASA Operational Suitability Data (OSD) Flight Crew for the Embraer ERJ 170/190 Revision K dated August 3rd, 2023, or later revision.
10. EASA Type Certificate Data Sheet (TCDS) IM.A.001 for the Embraer ERJ-170 Revision 13 dated 01/31/2022 (January 31, 2022) or later revision (https://www.easa.europa.eu/document-library/type-certificates).
11. EASA Type Certificate Data Sheet (TCDS) IM.A.071 for the Embraer ERJ-190 Revision 24 dated 01/31/2022 (January 31, 2022) or later revision (https://www.easa.europa.eu/document-library/type-certificates).
12. JOEB OPS/FCL Common procedures for conducting Operational Evaluation Boards, dated June 10, 2004.
13. TCCA Type Certificate Data Sheet (TCDS) A-244, Issue No. 37, dated June 01, 2023 or later issue.
14. TCCA Policy Letter AARX No. 173, Flight Crew Member Qualification Credits for Transition Programs and Mixed Fleet Flying Programs, Original issue, dated July 25, 2005 (RDIMS # 1040396).

Appendix 1 – Differences legend

Appendix 2 – Master Differences Requirements (MDR) table

These are the minimum levels of training and checking required, derived from the highest level in the differences tables in Appendix 3. Differences levels are arranged as training/checking.

Footnotes to MDR table:

All items identified as a Level D differences training level in Appendix 3 must be trained in a no-motion Level C or D full flight simulator (FFS C-D no motion) – or higher.

Appendix 3 – Difference tables

This Design differences table, E170, E175, E190 (E-Jets-E1), was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Some optional equipment/speciality training may be identified as not evaluated under the scope of OEs and/or as not TCCA certified. As such those differences training programs may not be available for operators until validated by NAC. As per section 4.5 of this report, additional evaluations may be required. Therefore, the training and checking level identified have not been evaluated during the scope of OEs and may changed following subsequent evaluation.

This Maneuver differences table, E170, E175, E190 (E-Jets-E1), was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Some optional equipment/speciality training may be identified as not evaluated under the scope of OEs and/or as not TCCA certified. As such those differences training programs may not be available for operators until validated by NAC. As per section 4.5 of this report, additional evaluations may be required. Therefore, the training and checking level identified have not been evaluated during the scope of OEs and may changed following subsequent evaluation.

This Design differences table, E190 baseline configuration avionics load software version 27.1 basic next generation flight management system (NG-FMS) to the E190-E2 baseline configuration avionics load software version 5.0 basic NG-FMS, was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Some optional equipment/speciality training may be identified as not evaluated under the scope of OEs and/or as not TCCA certified. As such those differences training programs may not be available for operators until validated by NAC. As per section 4.5 of this report, additional evaluations may be required. Therefore, the training and checking level identified have not been evaluated during the scope of OEs and may changed following subsequent evaluation.

This Maneuver differences table, ERJ 190-100 baseline configuration avionics load software version 27.1 basic NG-FMS to the ERJ 190-300 baseline configuration avionics load software version 5.0 basic NG-FMS, was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Some optional equipment/speciality training may be identified as not evaluated under the scope of OEs and/or as not TCCA certified. As such those differences training programs may not be available for operators until validated by NAC. As per section 4.5 of this report, additional evaluations may be required. Therefore, the training and checking level identified have not been evaluated during the scope of OEs and may changed following subsequent evaluation.

This Design differences table, from the ERJ 190-300 to the ERJ 190-400, was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

This Maneuver differences table, from the ERJ 190-300 to the ERJ 190-400, was proposed by Embraer S.A. and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crew members.

Appendix 4 – E190-E2 Initial training

Training program outline, detailed ground and flight training schedule and detailed initial training syllabus.

General description

The Embraer E-Jets-E2 aircrafts are the second generation of the E-Jets-E1 and encompass E190-E2 and E195-E2 aircraft models. As the E-Jets-E1 aircraft series, the E-Jets-E2 aircraft series are Transport Category airplanes of conventional layout (two wing-mounted engines, tricycle type landing gear, conventional tail design). The E190-E2 is a variant of the E190. In turn, the E195-E2 are variant of the E190-E2.

Training program outline

An operator shall ensure that candidates receive both ground and FFS training as per the following course outline. These represent the minimum acceptable training requirements. An operator should not present a training program with less than the required curriculum content and timing identified in this appendix.

Ground training outline

Flight training outline

Detailed ground and flight training schedule

Detailed training syllabus

Ground Training – ILT

Instructor-Led Training (ILT)

A. Aircraft General

• Airplane Basic Data
• Cockpit General
• Electronic Display System (EDS)
• Passenger Cabin
• Cabin Management System (CMS)
• Lighting
• Doors
• Escape Slides
• Cockpit Door
• Cabin Surveillance System (CSS)
• Water and Waste
• Cargo Compartment
• External Preflight Inspection
• Emergency Equipment

B. Warning System

• Visual Warnings
• Aural Warnings
• Takeoff Configuration
• Stall Protection
• Enhanced Ground Proximity Warning System (EGPWS)
• Windshear Detection and Escape
• Runway Awareness and Advisory System (RAAS) (if applicable)
• Traffic Collision Avoidance System (TCAS)

C. Electrical

• AC System
• DC System
• Power Generation, Distribution and Control
• Circuit Breakers
• Electrical Loads Distribution
• Electrical Configurations

D. Auxiliary Power Unit (APU)

• Operational envelope
• APU & Fuel control panels
• Fuel Supply
• APU Bleed
• APU Operation

E. Fuel

• Fuel & APU control panels
• Fuel Indications
• Fuel Tanks (Wings and center tank)
• On-Board Inert Gas Generation System
• Fuel Pumps and valves
• Fuel Crossfeed
• Engine Fuel Shutoff Valve
• Fuel Low Level
• Refueling and Defueling

F. Engine

• Engine architecture
• Ignition architecture
• Normal and abnormal engine operation including start cycle
• Engine Indications
• Engine Fuel System
• Lubrication System
• Thrust Reverser
• Engine Control System

G. Fire Protection

• Engine Fire Protection System
• APU Fire Protection System
• Cargo Compartment Fire Protection
• Electronic Bays Smoke Detection System
• Cabin Smoke Detection (if applicable)
• Lavatory Fire Protection

H. Hydraulic

• Hydraulic system architecture
• Hydraulic System 1
• Hydraulic System 2
• Hydraulic System 3
• Main components: Pumps, Valves, Reservoirs and Accumulators

I. Landing Gear and Brakes

• Landing Gear & Brakes system architecture
• Landing Gear doors
• Air-Ground Positioning System
• Landing Gear Operation
• Landing Gear Aural Warning
• Brakes Components and Protections
• Autobrake
• Nosewheel Steering System
• Minimum Turning Radius

J. Flight Controls

• Flight-By-Wire architecture, description and components
• Control laws and envelope protection
• Normal and Direct modes
• Primary and secondary flight control surfaces
• Flight Controls Indications
• Flight Controls and Trim control panels

K. Air Management System (AMS)

• Pneumatic System
• Environmental Control System
• Cabin Pressure Control System
• Air Preparation System

L. Oxygen

• Flight Crew Oxygen System
• Passenger Oxygen

M. Ice and Rain Protection

• Ice and Rain Controls including Ice speed reset function
• Ice Detection
• Wing Protection
• Engine Protection
• ADS Probes Protection
• Windshield Protection

N. Avionics

• Flight Instruments and Air Data System
• Communication System
• Navigation System and Sensors
• Weather Radar
• Lightning Sensor System (if applicable)
• Flight Management System (FMS)

O. Automatic Flight

• Flight Guidance Control System
• Flight Director Modes
• Autopilot system architecture
• ILS Approach
• Autothrottle

Systems Integration – Systems / FMS Lab sessions

Systems Integration provides the pilot with instruction on aircraft systems interrelationships with respect to normal and abnormal operation and indications.

Modules are normally conducted using various media for presentation, and training will be conducted using the DTS or an equivalent device.

Subject matter will be integrated into lessons concerning control panels operation, checklist usage, PF/ PM duties and systems/ FMS related interactive exercises.

Furthermore, before the FSTD module, pilots are recommended to be trained to carry-out the ground procedures according to the SOPM manual, as in the sequence that follows:

• Power-Up Procedure
• Before Start Procedure
• FMS Preparation and Operation
• Engine Start
• Engine Shutdown
• Power-Down Procedure

Note:

Depending on pilot's progress, FMS and system integration ff exercises may even be applied on a simulated flight scenario (complete flight profile).

Written Exam

Ground Training - CPT

Systems Integration – CPT sessions

CPT Nº 1

• Internal Safety Inspection
• Power-Up Procedure
• Before Start Procedure
• Normal engine start
• After Start Procedure
• Before Takeoff Procedure
• Normal takeoff
• After Takeoff Checklist
• Climb
• Cruise
• Approach preparation
• Descent
• ILS Approach
• Before Landing Checklist
• Landing
• After landing sequence
• Shutdown Procedure
• Leaving the Airplane Procedure

CPT Nº 2

• Internal Safety Inspection/ Power-Up
• Before Start Procedure
• Normal engine start
• After Start Procedure
• Before Takeoff Procedure - no takeoff config (Demo)
• Normal takeoff
• After Takeoff Checklist
• Climb
• Cruise
• Approach preparation
• Descent
• Non-precision Approach
• Before Landing Checklist
• Go-Around Procedure
• Landing
• After landing sequence
• Shutdown/ Leaving the Airplane Procedure

CPT Nº 3

• Before Start Procedure (aircraft already powered-up)
• Abnormal engine start
• After Start Procedure
• Before Takeoff Procedure
• Takeoff
• After Takeoff Checklist
• Climb
• Cruise
• System Abnormals - demo
• Approach preparation
• Descent
• Ice Condition
• ILS/ Non-precision Approach
• Before Landing Checklist
• Go-Around Procedure
• Landing
• After landing sequence
• Shutdown Procedure

Flight training

FTD module (*)

(*) must be trained in a no-motion Level C or D full flight simulator (FFS C-D no motion) – or higher

Preflight Procedures

• Performance Calculations
• Normal Procedures
• Normal Engine Start

Takeoff and Departure Phase

• Normal Takeoff
• Departure Procedures

Normal, Abnormal and Emergency Procedures

• Powerplant
• Air Management System
• Fuel
• Electrical
• Hydraulic
• Flight Control
• Ice and Rain Protection
• Automatic Flight
• Stall Warning / Avoidance Devices
• EGPWS, Weather Radar, Radio Altimeter and Transponder
• Flight Instruments and Air Data System
• Communication, Navigation and Flight Management System (FMS)
• Landing Gear and Brakes
• Auxiliary Power Unit (APU)

Instrument Procedures

• Arrival Procedures
• Precision Approach (AP ON)

Landings and Approaches to Landings

• Normal Approach and Landing

Post Flight Procedures

• After landing procedures
• Parking and Securing

Note:

Simple failures of selected systems should be introduced and divided between the two pilots.

FFS Module 1

Preflight Procedures

• Normal Procedures
• Normal Engine Start

Takeoff and Departure Phase

• Normal takeoff and Climb
• Departure Procedures

Inflight Maneuvers

• Steep Turns
• Slow Flight
• Approach to Stall, Clean Configuration
• Approach to Stall, Takeoff or Approach Configuration
• Approach to Stall, Landing Configuration
• Recovery from Unusual Attitudes (Low / High Altitudes)
• Flight Characteristics (Direct Mode)
• Flight Maneuvers (turns, climbs, descents)
• Low Altitude Slow Flight & Green Dot
• Stall Training
• Overspeed Protection Demonstration

Instrument Procedures

• Arrival Procedures
• Precision Approach
• Missed Approach
• Precision Approach (AP off)

Landings and Approaches to Landings

• Normal Approach and Landing

Normal, Abnormal and Emergency Procedures

• Stall Warning / Avoidance Devices
• Automatic Flight
• Electronic Display System

Post Flight Procedures

• After landing procedures
• Parking and Securing

FFS Module 2

Preflight Procedures

• Normal Procedures
• Abnormal Engine Start

Takeoff and Departure Phase

• Rejected Takeoff
• Crosswind Takeoff
• Departure Procedure

Inflight Maneuvers

• TCAS Resolution Advisory
• Engine failure (shutdown / restart)

Instrument Procedures

• Arrival Procedures
• Holding
• Non-Precision Approach
• Missed Approach
• Precision Approach
• Precision Approach with One Engine Inoperative

Landings and Approaches to Landings

• Normal Approach and Landing
• Crosswind Landing
• Approach and Landing with One Engine Inoperative

Normal and Abnormal Procedures

• Powerplant
• Fuel
• Hydraulic
• Landing Gear

Postflight Procedures

• After landing procedures
• Parking and Securing

FFS Module 3

Preflight Procedures

• Normal Procedures
• Abnormal Engine Start

Takeoff and Departure Phase

• Rejected Takeoff
• Engine Failure at or above V₁
• Departure Procedures

Inflight Maneuvers

• Engine failure (shutdown)

Instrument Procedures

• Arrival Procedures
• Non-Precision Approach (AP off)
• Precision Approach with One Engine Inoperative
• Missed Approach with One Engine Inoperative
• Precision Approach with One Engine Inoperative (AP off)

Landings and Approaches to Landings

• Normal Approach and Landing
• Crosswind Landing
• Landings with One Engine Inoperative

Normal, Abnormal and Emergency Procedures

• Powerplant
• Hydraulic
• EGPWS
• Air Data System
• Fire Protection (in flight and on the ground)
• Smoke
• Pressurization System
• Emergency Descent (Maximum Rate)
• Emergency Evacuation
• Automatic Flight
• Communication

Postflight Procedures

• After landing procedures
• Parking and Securing

FFS Module 4

Preflight Procedures

• Normal Procedures
• Normal Engine Start

Takeoff and Departure Phase

• Normal Takeoff
• Performance Limited Takeoff
• Contaminated Runway Takeoff
• Crosswind Takeoff
• Departure Procedures

Inflight Maneuvers

• Steep Turns
• High Altitude Stall
• Engine failure (shutdown / restart)
• Driftdown

Instrument Procedures

• Arrival Procedures
• Non-Precision Approach
• Missed Approach (Windshear)
• Precision Approach
• Circling Approach

Landings and Approaches to Landings

• Crosswind Landing
• No Flap / Nonstandard Flap Approach and Landing
• Performance Limited Landing
• Contaminated Runway Landing
• Low Energy Awareness
• Go-around / Rejected Landing

Normal, Abnormal and Emergency Procedures

• Powerplant
• Flight Controls
• Electrical
• Electronic Display System

Postflight Procedures

• After landing procedures
• Parking and Securing

FFS Module 5

Preflight Procedures

• Normal Procedures
• Abnormal Engine Start
• Single Engine Taxi

Takeoff and Departure Phase

• Rejected Takeoff
• Low Visibility Takeoff

• Engine Failure at or above V₁ (Speed Decay Demonstration and Recovery (*))

  (*) The engine failure for the Speed decay scenario on Takeoff must occur just after the ASEL is captured.

• Departure Procedures
• Windshear

Inflight Maneuvers

• Engine failure (shutdown / restart)
• Approach to Stall, Clean Configuration
• Approach to Stall, Takeoff or Approach Configuration
• Approach to Stall, Landing Configuration

Instrument Procedures

• Arrival Procedures
• Non-Precision Approach with One Engine Inoperative

• Missed Approach with One Engine Inoperative (Speed Decay Recovery (*))

  (*) The engine failure for the Speed decay scenario on Missed Approached must occur just after the ASEL is captured.

• Precision Approach with One Engine Inoperative (AP off)
• Visual Approach

Landings and Approaches to Landings

• Crosswind Landing
• Landing with One Engine Inoperative
• Windshear

Normal, Abnormal and Emergency Procedures

• Powerplant
• Electronic Display Unit
• Automatic Flight
• Fire Protection (in flight and on the ground)
• Smoke
• Emergency Evacuation
• Windshear Prevention / Recovery

Postflight Procedures

• After landing procedures
• Parking and Securing

FFS Module 6

Preflight Procedures

• Cold Weather Operation
• Normal Engine Start

Takeoff and Departures Phase

• Normal Takeoff
• Noise Abatement Takeoff
• Crosswind Takeoff

Inflight Maneuvers

• CFIT Avoidance Training (VMC and IMC conditions)
• EGPWS Warning Corrective Maneuver

Instrument Procedures

• Arrival Procedures
• Holding
• Precision Approach
• Non-Precision Approach
• Missed Approach

Landings and Approaches to Landings

• Normal Landing
• Crosswind Landing

Normal, Abnormal and Emergency Procedures

• Pilot Incapacitation
• Ice Conditions
• Ice and Rain Protection

Postflight Procedures

• After landing procedures
• Parking and Securing

FFS Module 7

Preflight Procedures

• Normal Procedures
• Abnormal Engine Start

Takeoff and Departures Phase

• Normal Takeoff
• Crosswind takeoff
• Crosswind Takeoff (Max Demonstrated)
• Rejected Takeoff
• Contaminated Runway Takeoff
• Engine Failure at or above V₁
• Departure Procedures

Inflight Maneuvers

• Approach to Stall, Clean Configuration
• Approach to Stall, Takeoff or Approach Configuration
• Approach to Stall, Landing Configuration

Instrument Procedures

• Visual Training
• Visual Approach
• Precision Approach
• Precision Approach with One Engine Inoperative.
• Non-Precision Approach
• Missed Approach
• Missed Approach with One Engine Inoperative

Landings and Approaches to Landings

• Normal Landing
• Visual Approach and Landing
• No visual aids Approach and Landings
• Crosswind Landing
• Crosswind Landing (Max Demonstrated)
• Contaminated Runway Landing
• Landing with One Engine Inoperative
• No Flap / Nonstandard Flap Approach and Landing

Normal, Abnormal and Emergency Procedures

• Powerplant
• Flight Controls
• Automatic Flight
• Flight Instruments and Navigation
• Smoke
• Emergency Evacuation

Postflight Procedures

• After landing procedures
• Parking and Securing

Note:

Non-Precision Approaches (NPA) must be flown using Stabilized Constant Descent Angle (SCDA) vertical path control technic.

Pilot Checking (CARs 705 PPC or CARs 604 CC)

Appendix 5 – Differences between E190 and E190-E2

Training program outline, detailed ground and flight training schedule and detailed training syllabus

General description

As an Embraer E-Jets-E2 aircraft series, the E190-E2 is a variant of the E190. As the E-Jets-E1 aircraft, the E-Jets-E2 are Transport Category airplanes of conventional layout (two wing-mounted engines, tricycle type landing gear, conventional tail design).

Refer to the Appendix 3 – Difference Tables (DT) of this report for a detailed list of the differences between the E190 and the E190-E2.

Training program outline

An operator shall ensure that candidates receive both ground and FFS training as per the following course outline. These represent the minimum acceptable training requirements. An operator should not present a training program with less than the required curriculum content and timing identified in this appendix.

Ground training (GT) and flight training outline

Detailed ground and flight training schedule and training syllabus

Curriculum outline

Flight Training syllabus

Flight Training

(*) must be trained in a no-motion Level C or D full flight simulator (FFS C-D no motion) – or higher

FFS Module 1

Cold & Dark Aircraft Condition

• Perform Differences Training for Cockpit Familiarization including:

  – Overhead Panel

  • APU Control Panel
  • Fuel Panel
  • Ice Protection Panel

  – Glareshield Panel

  • Flight Guidance Panel Differences
    • FPA and VS (wheel)
    • NAV (formerly labeled V/L)
    • LNAV (formerly labeled NAV, placement changed)
    • Altitude selector (dual knobs)
    • BARO pre-select knobs, including STD
    • YD button—removed
    • autopilot (formerly labeled AP)
    • APPR (formerly labeled APP)

  – Main Panel

  • 4 DUs versus 5 DUs and how the 4 DUs work
  • Reversionary Panel

  – Center Pedestal

  • Flight Control Mode Panel
  • NG FMS - MCDU Screen Differences
  • CCD Differences
  • LG WRN / Ground Prox Inhibits Panel
  • Cabin Non Essential Panel
  • RAAS Inhibit Button

  – Lateral Panels

  • PC Outlet Panel
  • iPad/EFB Holder

Aircraft Power Up and Engine Start

• Perform Differences Training for Establishing Power Including:

  – Normal Power-Up

  • Display (DU) Review

  • CCD, Multi-Functioning Windowing, Synoptics & Indications

  • Manual DU Reversion

• Perform Differences Training for Engine start

  – Normal Engine Start

  • Where is clock, chronograph now?

  • Start #2 engine first (as if for Single Engine Taxi)

  • During engine start – Discuss engine starter characteristics & limitations.

    • Note the motoring times and delay in fuel introduction.

    • Review Start Differences (variable N₂, lower ITT, no roll-back)

  • Before starting Engine #1, release parking brake, see that #1 HYD ACMP starts automatically.

Flight profile Teaching points (PF leg) for the first pilot)

• Discuss the scheduled thrust feature during once TO/GA has been set.

• Note the change in target N₁ during the TO roll.

• Note the 50’ LNAV engagement & selected VNAV engagement altitudes.

• Demonstrate the different vertical modes and pushbuttons on the Guidance Panel including the FPA / VS wheel as well as the dual knobs for the Altitude Selector.

• Demonstrate the different horizontal modes and pushbuttons on the Guidance Panel including NAV (formerly labeled V/L) and LNAV (formerly labeled NAV).

• Review the differences with the pushbuttons on the Guidance Panel including the removal of the YD button, the Baro pre-select knobs (including STD), AUTOPILOT (formerly labeled AP), and APPR (formerly labeled APP).

• Demonstrate SA terrain vs topography.

• Review normal DU functionality (50/50 versus 80/20, need for one EICAS and one PFD at all times.

• Monitor normal fuel system operation--CTR XFR on/off as wing quantity varies

• Execute the published missed approach

Note:

Flight profile teaching points must be repeat for the second pilot.

FFS Module 2

Cold & Dark Aircraft Condition

• Review as necessary the differences information previously presented in the FTD, including:

  – Overhead Panel

  • APU Control Panel
  • Fuel Panel
  • Ice Protection Panel

  – Glareshield Panel

  • Flight Guidance Panel Differences
    • FPA and VS (wheel)
    • NAV (formerly labeled V/L)
    • LNAV (formerly labeled NAV, placement changed)
    • Altitude selector (dual knobs)
    • BARO pre-select knobs, including STD
    • YD button—removed
    • autopilot (formerly labeled AP)
    • APPR (formerly labeled APP)

  – Main Panel

  • 4 DUs versus 5 DUs and how the 4 DUs work
  • Reversionary Panel

  – Center Pedestal

  • Flight Control Mode Panel
  • NG FMS - MCDU Screen Differences
  • CCD Differences
  • LG WRN / Ground Prox Inhibits Panel
  • Cabin Non Essential Panel
  • RAAS Inhibit Button

  – Lateral Panels

  • PC Outlet Panel
  • iPad/EFB Holder

Aircraft Power Up and Engine Start

• Review Differences Training for Establishing Power Including:

  – Normal Power-Up

  • Review as necessary information previously presented in the FTD

• Perform Normal Engine Start

  – Normal Engine Start

  • Review as necessary information previously presented in the FTD

Flight profile Teaching points (PF leg for the first pilot)

• Review as necessary the Takeoff Differences information previously presented in the FTD

• Accomplish DU Failures

  • First, fail DU 4 and discuss reversion

  • Second, fail DU 2 and discuss reversion

  • Third, discuss how to view a synoptic page with just DU 1 and 3 available.

  • Fourth, fail DU 3 and discuss the requirement to have one PFD and one EICAS working in the cockpit at all times

• Remove all DU malfunctions, revert as needed to get all DUs back to normal.

  • Review as necessary normal DU functionality (50/50 versus 80/20) previously presented in the FTD

• New Scenario – Point out relocated switches now on the pedestal:

  • LG warn INHIB, GND PROX TERR INHIB, GND PROX G/S INHIB, GND PROX flap OVRD (AOM 14-15-05 pg 4)

• FLT CTRL N-mode fail malfunction (wait until stable at FL310)

  • Wait for level stabilized flight conditions

  • Forces direct mode

  • Review flight control synoptic page (All Yellow)

    • all flight controls are now in Direct Mode

    • New lower V_MO in order to stay within the flight envelope

    • Remove Fail before completing the QRH – Reset N-mode

• New Scenario – low speed warning (If time remaining)

  • Demo the Low Speed aural alert

  • Slow down to the top of the yellow band

  • Engage A/T again or Manual Thrust and check speed increase

• Execute a go-around

• Set LG door open immediately after Go-around, when they select gear up.

• Max speed is 250 KIAS with a gear door open (QRH).

• Give the flight crew time to use CRM and work on a solution to the scenario

• Leave the gear door open for the remainder of the flight. Edit FMS

Flight profile Teaching points (PF leg for Pilot 2)

• Review as necessary the Takeoff Differences information previously presented in the FTD
• Accomplish fuel CTR XFR fail malfunction
  • QRH directs manual operation of XFR pumps
    • Note – Fuel in Kg equivalent to fuel range mentioned in the QRH is 1600 Kg to 2200 Kg. You can leave the fuel transfer Knob ON for the remainder of the Flight. Shortly before Destination you will have fuel wing overfill (2300 Kg). QRH procedure.
  • Point out if pumps do not work, we would have “trapped fuel” which would have to be accounted for.
  • Show where to enter trapped fuel in MCDU (PERF index 2/2)
  • Discuss possibility of Diversion with Trapped Fuel.
• The purpose of this scenario is to introduce the use of a Secondary Flight plan.
  • Have the flight crew take their time and do not rush
  • Have the flight crew write down their new clearance
  • Demo the use of the Secondary Flight plan
• FLT CTRL N-mode fail malfunction (wait until stable at FL340)
  • Wait for level stabilized flight conditions
  • Forces direct mode
  • Review flight control synoptic page (All Yellow)
    • all flight controls are now in Direct Mode
    • New lower V_MO in order to stay within the flight envelope
    • Remove Fail before completing the QRH – Reset N-mode
• New Scenario – low speed warning (If not previously done proceed with next scenario)
  • Demo the Low Speed aural alert
  • Slow down to the top of the yellow band
  • Engage A/T again or Manual Thrust and check speed increase
• New Scenario – Fly offset R 10 Nm with 20° angle,
  • Demo RTE pg 1 insert and show details on page.
• New Scenario – IDG 2 oil (If time remaining)
  • IDG Selector off, then Disconnect (new Status after Eng shutdown)
  • APU Start at FL340 (new APU limitation FL390)
• New Scenario due to – IDG 2 oil, after engine shutdown
  • Check New Status message IDG 2 DISC CMD (K1 coded)

Pilot Checking (CARs 705 PPC or CARs 604 CC)

Appendix 6 – Differences between E190-E2 and E195-E2

Training program outline, detailed ground training schedule and detailed training syllabus.

General description

As an Embraer E-Jets-E2 aircraft series, the E195-E2 is a variant of the E190-E2.

In summary, the main differences between the E190-E2 and the E195-E2 are:

• Lengthened fuselage with the necessary system design adjustments;

• Center fuselage due to the necessary adjustments to the lengthened fuselage;

• Increased passenger capacity (up to 146 passengers in high-density single-class arrangement);

• Two pairs of overwing emergency exits; and

• Wingtip Extension.

Refer to the Appendix 3 – Difference Tables (DT) of this report for a detailed list of the differences between the E190-E2 and the E195-E2.

Summary of the training program

An operator shall ensure that candidates receive the ground training as per the following course outline. These represent the minimum acceptable training requirements. An operator should not present a training program with less than the required curriculum content and timing identified in this appendix.

Appendix 7 – Transition Line Indoctrination (TLI)

Under an approved Transition/MFF program(s), Transition Line Indoctrination (TLI) must be accomplished in accordance with the table below for flight crews flying the variants listed.