EMJ-145 Limitations

Pilot, Co-pilot (Captain, First Officer)

This aircraft meets the airworthiness requirements of Title 14 CFR Parts 25 and36. When the appropriate equipment and instruments, as required by the airworthiness and operating regulations are approved, installed and in operable condition, flight in the following conditions are approved:

• Day and Night
• VFR and IFR
• Flight in Icing conditions
• RVSM

Maximum differential pressure..........8.1 psi

Auto Mode normal maximum differential..........7.8 psi

Maximum negative differential pressure..........- 0.3 psi

10,000 ft. MSL unless MEA or other constraints require a higher altitude.

Maximum altitude when aircraft is dispatched for unpressurized flight is 10,000 ft.

• SL                    250          .50
• 10,000             320           .78
• 26,000             320           .78
• 30,000             296           .78
• 35,000             261           .78
• 37,000             250           .78

V_MO/M_MO      320/.78 (1)

Red Line

V_{MO - 250}

250/.63 mach, whichever is lower.

200 at or below 10,000 ft.

200

250

250

200

250

200

200

145

160

1.  Do not deliberately exceed VMO /MMO in any regime of flight (climb, cruise or descent).

2.  VMO /MMO increases linearly from 250 kts. at 8,000 ft. to 320 kts. at 10,000 ft. Do not deliberately exceed red line.

3.  Full application of rudder and ailerons, and maneuvers involving angle of attack near stall, must be confined to speeds below VA .

4. A full or nearly full rudder deflection in one direction followed by a full or nearly full deflection in the other direction, even at speeds below the design maneuvering speed, can dramatically increase the risk of structural failure of the vertical stabilizer or the rudder.

•                           NOTE
• *Momentary airspeed excursions that are due to wind gusts or turbulence are allowed up to 155 kts. with no crew or maintenance action required.

*Steady state operation over 145 kts. is not allowed and must be entered into the AML.

• V_MCG - Envoy V1 speeds are always higher than V_MCG
• V_MCA - Envoy VR speeds are always higher than V_MCA
• V_MCL - Envoy VREF speeds are always higher than V_MCL

37,000 ft.

-1,000 ft.

8,000 ft.

-40°C SAT

52°C SAT

34°C SAT

In the event of a landing below -40°C SAT, the aircraft may not takeoff without further maintenance inspection.

TAT in cruise flight above 25,000 ft. is limited to -45°C.

Momentary deviations up to -50°C do not require maintenance action.

• OAT is 10°C or below
• visible moisture in any form is present
• clouds, fog, rain, snow, sleet and ice crystals

when operating on ramps, taxiways or runways where surface snow, ice, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes.

CAUTION

On the ground, do not rely on visual icing evidence or ice detector actuation to turn on the Anti-icing System. Use the temperature and visual moisture criteria as specified above. Delaying the use of the Anti-icing System until ice build-up is visible from the cockpit may result in ice ingestion and possible engine damage or flameout.

• Total Air Temperature (TAT), is 10°C or below
• and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals).

CAUTION

Notwithstanding ice detector monitoring, the crew remains responsible for monitoring potential icing conditions and for manual activation of the Ice Protection System if icing conditions are present (known icing) and the Ice Detection System is not activating the Ice Protection System.

-40°C

10°C

NOTE

Use Static Air Temperature (SAT) on the ground or for takeoff.

Use Total Air Temperature (TAT) for operations in flight.

NOTE

There is no temperature limitation for automatic Anti-icing System operation.

• WARNING
• Takeoff is prohibited when frost, snow, ice or slush is adhering to the wings, control surfaces, stabilizers, pitot static ports or AOA vanes.

NOTE

A 1/8th inch frost layer is permitted on the underwing surfaces.

Frost is not permitted on the lower or upper surface of the horizontal stabilizer or the upper surface of the wing.

If the Captain determines that the runway of intended use is “Contaminated”, the Automated Performance Analyst procedures contained in the EMB AOM Volume 1 Performance Section must be used.

A runway is considered “Contaminated” when more than 25% of the required field length, within the width being used, is covered by

• More than 1/8th inch (3 mm.) of:
• standing water
• slush or
• wet snow
• More than 3/4 inches (19 mm.) of dry snow
• Compacted snow
• Ice

• There are many methods to ensure the wing is clear of ice. If visual inspection does not indicate wing contamination, a tactile (hand on surface) check of the wing leading edge and the upper surface must be accomplished prior to takeoff.
• The tactile check must also be performed when the holdover time is exceeded after airplane de/anti-icing fluids are applied. This check should be performed whenever the outside temperature is 5°C or below and:

• there is visible moisture; or
• water is present on the wing; or
• the difference between the dew point and the outside air temperature is 3°C or less; or the atmospheric conditions have been conducive to frost formation.

• NOTE
• If these conditions are anticipated to occur prior to takeoff, this procedure shall be accomplished during the preflight inspection.

• NOTE
• DO NOT USE APU BLEED AS PNEUMATIC SOURCE FOR ANTI-ICING SYSTEM.

500 ft.

Instrument approach (APR or NAV mode) use MDA/DA/DH

Visual approach (HDG or NAV as noted)..Traffic pattern altitude (1,500 ft. AFL)

• NOTE
• Visual approaches may be conducted in NAV mode when authorized by an Envoy Special Visual Approach Procedure in Flight Manual - Part 2.
• The autopilot must be disconnected below 1500 ft. AFL

Prohibited.

when aircraft is inbound.

NOTE

CAT I ILS Coupled go-around height loss may be 95 ft.      

• Takeoff to 500 ft. AFL
• Landing

100ft.

• NOTE
• CAT II ILS Coupled go-around height loss may be 50 ft.
• Min Alt during a coupled CAT II ILS Appr.........................80 ft.
• Maximum Tailwind.........................10 kts.
• Maximum Crosswind......................15 kts.
• CAT II Approach and landing must be performed with flaps 22°.
• All CAT II Approaches must be flown coupled to the Autopilot to DH.
• EICAS Version 20.5 will not display the green CAT 2 annunciator when the RA is set to 80 ft. If the approach plate shows RA 80’, round the RA setting up to 85’.

37,000 ft.

30,000 ft.

884°C

680°C

104%

-54°C

The APU Model T-62-T-40C14 will automatically shut down at 104% Rotor Speed.

• Minimum battery temperature for APU Start is -20°C. There is no minimum battery temperature when starting the APU via external power.
• Refer to Fuel Tank Temperature limitations for other APU starting related limits.
• The APU (CONTINUOUS) EGT may be exceeded up to 717°C for five minutes maximum.

• Between Three Consecutive Attempts..........1 min. OFF
• Between Two Series of Three Consecutive Attempts ............... 30 min. OFF

The aircraft must not be moved when the AHRS is in the initialization mode until all attitude and heading information presented on the PFD is displayed.

The aircraft may not be operated within the North and South Magnetic Polar cut-out Regions of 70°N and 60°S.

• For the AH-900 AHRS version, the following limits are applicable:
• AHRS alignment will complete only after a valid aircraft present position (latitude and longitude) is received.

• The Terrain Awareness Display is not to be used for navigation.
• The Terrain display is intended to be used as a situational tool only and may not provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering.
• Pilots are authorized to deviate from their current Air Traffic Control (ATC) clearance to extent necessary to comply with an EGPWS warning.
• The EGPWS database, displays and alerting algorithms currently do not account for manmade obstructions.

• The Terrain Awareness Alerting and Display must be inhibited by selecting TERR/OVRD during the following conditions:
• FMS in dead reckoning mode. (This will not affect the basic GPWS functions (modes 1 to 7). If the FMS is restored after a period of inadequacy, the Terrain Awareness may be enabled by pressing again the TERRAIN SYS OVRD button.)
• Before takeoff or within 15 NM of approach or landing at an airport with longest runway less than 3,500 ft. in length.

• Before takeoff or within 15 NM of approach or landing at an airport with no published Instrument Approach Procedure.
• The airport is not included in the Honeywell database.
• GPS 1 and 2 fail.
• In case of a conflict between the terrain alerts and an auto-popped-up-picture, pilots must check the MFD 2 terrain information. If the terrain picture bus fail is not annunciated (TERR amber annunciation), MFD 2 must be used as the terrain picture reference.

400 A

• Up to 30,000 ft..............................400 A
• Above 30,000 ft. ...........................300 A

• Max batt temp ............70°C
• Min batt temp for APU start...........-20°C

• The EMB 140 aircraft must have ATTCS armed for takeoffs when using T/O or ALT T/O-1 modes.
• The 145 aircraft must have ATTCS armed for takeoffs when using ALT T/O-1.

Run each engine for a minimum of one minute at idle or taxi thrust before shutdown.

The minimum dispatch oil quantity is eight quarts before Engine Start or seven quarts after Engine Start.

• EMB 145 – AE3007A1
• EMB 140 – AE3007A1/3

The engines must be allowed to run at low thrust to stabilize engine temperatures before takeoff thrust is selected. Run the engine at idle or taxi thrust a minimum of four minutes for cold engines and two minutes for warm engines. An engine is considered cold if it has been shutdown for more than 90 minutes.

Prior to increasing N2 above 83% , the engine oil temperature must be a minimum of 40°C. In lieu of this minimum oil temperature limit, it is acceptable to run the engine for at least eight minutes and ensure the oil temperature is in the green range prior to advancing the Thrust Levers for takeoff.

ITT - 948°C

N1(%) max - 100%

N2(%) min-max - 57%-102.4%

ITT - 929°C

N1(%) max - 100%

N2(%) min-max - 57%-102.4%

ITT - 917°C

N1(%) max - 100%

N2(%) min-max - 57%-102.4%

ITT - 901°C

N1(%) max - 100%

N2(%) min-max - 57%-102.4%

ITT - 800°C

Green Range

* The 5 minute limitation in the takeoff thrust modes applies to when the ThrustLevers are in the Thrust Set position or beyond.

• NOTE
• 1. May be exceeded during starts if oil temperature is below 21°C. Engine must remain at idle until the oil pressure is in the green range.
• 2. Minimum oil pressure:
• — Below 88% N2 is 34 psi.
• — At or above 88% N2 is 50 psi. However, operation between 34 and 50 psi is permitted during takeoff and go-around phases.

3. Engines may operate in the amber range up to 115 psi for five minutes in all thrust modes. Operations in the amber range above 115 psi up to 155psi is permitted for up to two minutes. Total time in amber range may not exceed five minutes. Operation in the red range is not authorized, for any aircraft. Any exceedance must be monitored and logged in the AML  by the crew.

-40°C

40°C, perform Engine Warm Up Prior to Takeoff Procedures located in this section.

• 5. May be exceeded up to top of the amber range for five minutes during takeoff or go-around phases or 10 seconds during remaining flight phases.
• High vibration indicates a malfunction which may worsen and increase vibration severity, therefore continuous operation with engine vibration in the amber range is not recommended.
• According to engine vibration limits, pilots may elect not to reduce TLA for vibration below the top of the amber range for five minutes during takeoff or go-around phases or 10 seconds during remaining flight phases.
• If vibration returns to the green range within 5 minutes, the flight may continue, but vibration causes should be investigated before the next flight.
• Vibration during any phase of flight in the amber range up to 1.5 IPS for less than 30 seconds does not require maintenance action.

6. For use during OEI operation or emergency only.

• 7. EMB 140 aircraft have “Max Allowed ITT” cockpit placards that were part of the aircraft’s certification.
• The ITT limits for these ATTCS capable modes provide enough ITT margin after ATTCS triggers to prevent exceeding the maximum takeoff thrust ITT limit.

Limitation temperatures and pressures in parentheses are not required to be committed to memory.

Any engine exceedance or peak must be monitored and logged by the crew.

Up to 5 min. ON, 5 min. OFF

1 min. ON, 1 min. OFF

1 min. ON, 5 min. OFF

5 min. ON

• NOTE
• No cool down time is required should an in-flight start be reattempted.

20,000 ft. MSL

• Flaps 9°, 18° [140],
• or 22° [145] are the only authorized Takeoff configurations.

160 KIAS

RED

AMBER

GREEN

BLUE

40 Minutes

NOTE

The maximum duration of battery power can be extended to 45 minutes if the Pitot 3 Sensor Heating Button is turned OFF when not operating in Icing Conditions.

The aircraft must not be moved during power-up initialization. Do not cage attitude in turning flight.

• The aircraft must have other navigation equipment installed and operating, appropriate to the route of flight.
• The FMS-Unilink Operating Manual, must be immediately available to the flight crew whenever navigation is predicated on the use of FMS. An electronic copy is acceptable.
• Universal FMS Software version 603.5 (or later approved version) must be installed.
• FMS PVOR outbound function is prohibited.
• When flying to an airport where GPS stand-alone is the intended and only suitable approach, prior to dispatch, the flight crew is required to verify that the predictive RAIM at the destination ETA +/- 15 minutes for all values are within the approach criteria.
• GPS-based instrument approach procedures may be planned for use at destination or alternate airports, but not for both. When the approach at the destination is based on GPS and an alternate airport is required by the applicable operating rules, the alternate airport must be served by an approach based on a navigation aid other than GPS. The navigation aid must be operational and the aircraft must have operational equipment capable of using that navigation aid (OpSpec C055).

• GPS instrument approaches must be conducted in the FMS approach mode, and GPS integrity monitoring must be available at the Final Approach Fix, as indicated to the pilot by the INTEG amber annunciator being off and the APP blue annunciator displayed on the PFD.
• Use of FMS guidance for conducting instrument approach procedures is prohibited when the FMS is operating in the dead reckoning mode (DR annunciation set on PFD).
• The pilot must review the complete transition-approach, comparing the way points and altitudes displayed on the FMS with those on the published procedure prior to activation to insure that the correct procedure and transition are selected.
• When using FMS guidance for conducting instrument approach procedures that do not include a GPS reference in the title of the published procedure (Non-Overlay approaches), both pilots must verify that the procedure specified navaid and associated avionics are operational, and the conventional navaid data shall be displayed on the PM’s PFD.
• Once the aircraft is fully configured for an approach, FMS messages shall not be retrieved from the FMS CDU. Local alerts on the PFD will alert the crew to a loss of RAIM or required approach scaling tolerances. Messages can be retrieved once completing the approach segment.
• ILS, LDA, SDF, NDB and MLS approaches, using the FMS for guidance, are prohibited. Transition segments to an ILS can be flown using FMS guidance.

• IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database and verifies each selected waypoint for accuracy by reference to current approved data. If the database is expired, an AML entry is required.
• FMS Instrument Approaches must be accomplished in accordance with the Instrument Approach Procedures that are retrieved from the FMS navigation database. The FMS database must incorporate the current update cycle.
• Pilot defined instrument approaches may not be conducted.
• Envoy Special Visual Approach Procedures are not considered pilot defined approaches.
• The fuel flow and fuel used presented on the FMS are supplementary information only. The flight crew must use fuel information primarily from the MFD and EICAS display.

• During enroute and terminal area operation with DR annunciated on the PFD, the flight crew must verify the FMS position using VOR/DME raw data or other appropriate means.
• IFR Non-Precision Approach approval is limited to published approaches within the airspace of countries operating under FAA jurisdiction. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority.
• Operation above 73° North Latitude and below 60° South Latitude is prohibited due to unreliable magnetic heading.

FMS Missed Approach using the CDU Mode Select Buttons is prohibited.

• VNAV is advisory only, and the altimeter shall be the primary source of altitude information at all times.
• Coupled FMS vertical guidance is not available. Therefore, during FMS operation with Autopilot coupled, the pilot must use the Flight Guidance Controller for vertical control. Advisory vertical guidance is available only in descent.

• Brazilian Specification...........................QAV1
• ASTM Specification ..D1655-JET A AND JET A-1
• American Specification .......MIL-T-83133A-JP8

If fuel does not contain an icing inhibitor, the temperature of fuel leaving FCOC must be above 4°C (refer to E1 (2) FUEL LOW TEMP Procedure).

XFEED shall be OFF during takeoff and landing during normal operations.

Maximum fuel imbalance ....................800 lb.

• Total usable fuel @ fuel density of 6.7 lb./gal. is approximately .........11,100 lb.
• Total unusable fuel ..............................78 lb.

• NOTE
• All indicated fuel is usable.
• If any electric fuel booster pump is inoperative, the unusable fuel quantity in the associated wing increases by 365 lbs. (730 lbs. if both wings are affected) and should be added to the total release fuel.
• When the EICAS fuel quantity is zero in level flight, any fuel remaining in the tanks cannot be used safely in flight.
• When performing pressure refueling, the total usable capacity in each tank may be reduced by 13.2 US gal. maximum. (The total usable fuel of 11,100 lb. already includes this calculation).

Pressure for re-fueling.....................35-50 psi

• Minimum ...........................................-40°C
• Maximum.............................................52°C

• Landing Gear.......................................UP
• Flaps...................................................UP
• Minimum Airspeed:Icing conditions only.....200 KIAS
• See EMB QRH Holding Tables for anti-ice on.

• NO icing conditions only
• See EMB QRH Holding Tables for anti-ice off, which provide holding speeds less than 200 knots and thus maximum endurance and greater fuel savings.

The hydraulic fluid used is per SAE AS 1241A Type IV.

When operations are conducted with certain secondary airframe and engine parts missing, the aircraft must be operated in accordance with the basic aircraft limitations of the AFM, this manual, and/or the CDL.

• Opening DV windows for anything other than an emergency is prohibited.
• Only company approved devices may be secured to DV windows.

The aircraft is not certified for ditching.

Revenue passenger flights above FL 270 must comply with the ozone concentration requirements specified in the SYSTEMS section.

Do not operate weather radar during refueling, near fuel spills or people. STBY position (not transmitting) is not considered operating.

Thrust reversers are intended for use during rejected takeoff or landing only. After initiating reverse thrust, a full stop MUST  be made. MAXIMUM reverse thrust MUST be used:

• Whenever stopping distance is deemed to be critical and its use will prevent a runway excursion.
• When landing on runways with “Medium” or “Poor” braking action, unless the appropriate landing distance penalty [Flip Cards] is applied.
• IDLE reverse MAY be used on:
• Dry runways 7,000 ft. or shorter usable length (LDA)
• Non-dry runways where braking action is “Good”
• Thrust reverser use is PROHIBITED for:
• Power-back operations
• Taxi operations
• Thrust levers stabilized in any intermediate position between IDLE reverse and MAXIMUM reverse.

• On airplanes equipped with a cockpit security door, two crewmembers must be in the cockpit during all flight phases.
• If one of the pilots leaves the flight deck, he must be replaced in the cockpit by another crewmember.
• Positive identification of the person wishing to enter the flight deck must be obtained before opening the door.
• The security cockpit door must be kept closed and locked at all times during flight except to permit access and egress.

• Note
• This limitation is not applicable while performing Ferry Flights, provided no passengers are on board.
• Reference Flight Manual – Part 1 , Section 15 for additional guidance regarding Flight Crew Compartment Door procedures.

Circling Approaches are not authorized when the weather is less than 1,000 ft. ceiling and three miles visibility.

Takeoff and Landing ...........................30 kts

• Note
• Reference Flight Manual – Part 1 for additional restrictions that may apply.

• Flaps up............................. +2.5g to -1.0g
• Flaps down .........................+2.0g to 0g

Runway Surface Type..........................Paved

Runway Slope, Takeoff and Landing ......... -2% to +2%

Maximum Takeoff and Landing Tailwind Component..................10 kts.

• The maximum takeoff and landing weights listed below may be further limited by runway analysis data or climb limited landing data or runway limited landing data.
• Takeoff weight may also be further restricted by MEL or CDL requirements.

Compliance with center of gravity limits is assured by operation under an Approved Weight and Balance Program as described in the Performance Section under Weight and Balance.

• EMB-145........50,044 lb.
• EMB-140........46,738 lb.

• EMB-145.........49,823 lb.
• EMB-140.........46,517 lb.

• EMB-145..........43,651 lb.
• EMB-140..........41,226 lb.

• EMB-145..........40,564 lb.
• EMB-140..........37,698 lb.

• C1................Coat Rod - 40 lb.
• C1................Floor - 100 lb.
• C4................2646* lb.

* The Horizontal Net must be installed for any weight in excess of 2,182 lbs.