emb120 operating manual

DELTA VIRTUAL AIRLINES

EMBRAER EMB-120ER

OPERATING MANUAL

THIRD EDITION

February 29th, 2008

Table of Contents

Table of Contents ......................................................................................... 1

Welcome ...................................................................................................... 2

Aircraft History ............................................................................................. 3

Powerplant ................................................................................................... 5

Aircraft Specifications .................................................................................... 6

Cockpit Checkout FS2004 .............................................................................. 7

Cockpit Checkout FSX .................................................................................. 10

Understanding the Autopilot......................................................................... 13

Using the Autopilot - Tutorial ....................................................................... 14

Flying the EMB-120ER - Tutorial ................................................................... 16

Fuel Planning .............................................................................................. 19

Embraer 120ER Checklist Normal Operations ................................................. 21

Embraer 120ER Checklist Engine Failure ....................................................... 27

Crew Briefings ............................................................................................ 32

Crew Announcements .................................................................................. 33

Appendix A - Typical Configuration ............................................................... 34

Appendix B - Takeoff Speeds - Flaps 15 ....................................................... 35

Appendix C - Speed Card Template .............................................................. 37

Appendix D - Standard Information ............................................................. 39

Appendix E - Approach & Landing ................................................................ 41

Acknowledgements and Legal Stuff .............................................................. 42

Embraer EMB-120ER Operating Manual

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Welcome

Welcome to the Delta Virtual Airlines Aircraft Operating Manual (AOM) for the Embraer EMB-120ER.

This AOM is based upon the DVA Fleet Installer airplane. We are always seeking to improve the accuracy of this AOM.

Should you have questions about the specifics of this airplane, this manual or aviation in general, you should create a helpdesk issue at our website,

www.deltva.org that states your question and we will do our best to answer your questions.

If you would like to receive virtual flight training that is modelled after real world training, go to the Pilot Center on our website, www.deltva.org where you can

sign up for flight instruction in the DVA Virtual Airlines Flight Academy.

http://www.deltva.org/

http://www.deltva.org/


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Aircraft History

The design of this aircraft began with the French designer Max Holstre, as the IPD/PAR-6504 before being taken over by the state-owned Brazilian aircraft manufacturer

Embraer (Empresa Brasileria de Aeronautic SA). Intended as a light transport for the Brazilian Air Force, three prototype YC-95 aircraft were built and the first flew on October 26, 1968. The aircraft went into production in 1972, with the first production

model completed in August. The civil EMB-110C 15-seater was certified soon thereafter, and the first deliveries were to Trans Brazil Airlines.

Overseas interest increased when the aircraft was displayed at the Paris Air Show in

1977. Embraer introduced the more powerful P models – the P1 is a “quick-change” commercial model featuring a cargo door allowing up to 18 passengers or 1522kg (3421 lbs) of cargo to be carried. The P2 is a straight commuter capable of carrying up to 21

passengers with two sets of air stairs. The aircraft were certified in France in 1977, and in Britain and the US in 1978. The EMB-120 originated from this successful and widely accepted early aircraft.

The EMB-120 Brasilia is Embraer‟s 30 passenger, 2 pilot and 1 flight attendant seat twin-turboprop airliner. The EMB-120 first entered service in 1985 with Atlantic Southeast Airlines. In 1991, Embraer announced the Improved Brasilia extended range version –

the EMB-120ER – first delivered in 1993. The extended range

aircraft includes several features such as increased

take-off weight and improved design of all the

leading edges. The ER version has been adopted

as the standard production model since 1993.

Over 370 aircraft have been delivered and are in service with 32 operators worldwide.

Major sales in the United States were to Delta Connection partners Atlantic Southeast Airlines (62 aircraft), Comair (40 aircraft) and SkyWest (70 aircraft).

The aircraft is produced in a 30-seat passenger version, an all-cargo version with a

payload capacity of 4,000kg and a VIP transporter. The Brazilian Air Force operates two VC-97s (the VIP transport versions), which are in service with the six Esquadrao de Transporte Area and the Grupo de Transporte Especial based in Brasilia.


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When the EMB-120 Brasilia was introduced in May 1985 with its launch customer, the US-based Atlantic Southeast Airlines, regional air travel was changed. For the first time

in aviation history, small communities and the regional airlines connecting them had an aircraft specifically designed to meet their needs. The first EMB-120 Brasilia was the fastest (300 knots cruise speed), the lightest (25,353 lbs of maximum take-off weight)

and the most economical aircraft of the 30-40 seat range.

Embraer has sold 370 EMB-120 Brasilia aircraft to date and continues to make updates resulting in reduced operational and maintenance costs and improved dispatch

reliability. Modifications leading to even greater passenger comfort include 31-inch seat pitch and 7psi pressurization in the cabin. The 30-seat twin turboprop is now equipped with powerful 1,800 SHP Pratt & Whitney PW118A turboprop engines turning 4-blade

Hamilton Standard 14RF-9 variable pitch propellers and has a greater cruise speed (315 knots) and its maximum take-off weight has increased to 26,433 lbs.

Recently, Embraer implemented a passive control system for noise and vibration. The

improvement in comfort is perceptible to passengers, since noise and vibration were reduced considerably and were better distributed along the length of the cabin. The aircraft has offered superior safety levels since its inception, designed in compliance with FAR 25 requirements – the same that apply to large jetliners such as the Boeing 747.

Extensive ongoing testing has been carried out to ensure the aircraft‟s continued reliability and safety. On March 12, 1996, Embraer received a special certificate of recognition from the FAA for initiating an intensive and comprehensive test of the EMB-

120 Brasilia in super-cooled large droplet icing conditions which demonstrated the aircraft‟s safety.


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Powerplant

A Turboprop engine is a type of gas turbine engine which uses most of its

power to drive a propeller. The propeller of a turboprop is very similar to that used by piston or reciprocating

engines, but turboprops usually use a constant velocity propeller. A turboprop engine is similar to a

turbojet, but has additional fan blades in the turbine stage to recover more power from the engine to turn the

propeller.

Propellers lose efficiency as aircraft speed increases, which is why turboprops are not

used on higher-speed aircraft. However, turboprops are far more efficient than piston-driven propeller engines.

Turboprop description and image courtesy of Wikipedia.org. Additional information can be found at http://en.wikipedia.org/wiki/Turboprop

Pratt & Whitney PW118A/B The PW100 series is a family of turboprop engines from Pratt & Whitney Canada designed to power 30 to 70 seat regional transport aircraft. The family concept of power

plant and gearbox allows a continuum of engines to meet a range of performance requirements. With over 4,800 engines

delivered to date, the PW100 series powers three-quarters of all modern regional turboprop aircraft.

In its fifteen years of evolution, the PW100 family has been developed in a number of different models, generating 1,800 shaft horsepower in the PW118 to over 5,000 shaft horsepower in the PW150.

Typical Operations Typically used on short haul flights to provide service between smaller regional airports and large airline hub airport, the EMB-120ER is a truly fun airplane to fly. Typical

operating altitudes are 14,000 to 24,000‟ with top performance seen between 18,000‟ and 24000‟. Handling is crisp and clean; she‟s fast and is very forgiving with no bad habits. Stalls are straight ahead with no tendency to drop a wing recovery is clean and easy with minimal loss of altitude. Engine out handling is docile if proper attention is

paid to speed management. She‟ll treat a novice with loving care but turn her over to an experienced pilot and she comes alive. Like a good sports car, she‟ll take anything you can throw at her. It‟s these qualities that led to her being chosen as the primary

instruction aircraft for the Delta Virtual Airlines Flight Academy.

http://en.wikipedia.org/wiki/Gas_turbine



http://en.wikipedia.org/wiki/Propeller

http://en.wikipedia.org/wiki/Piston

http://en.wikipedia.org/w/index.php?title=Reciprocating&action=edit

http://en.wikipedia.org/wiki/Turbojet

http://en.wikipedia.org/wiki/Turbine

http://en.wikipedia.org/wiki/Turboprop


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Aircraft Specifications

EMB-120ER

DIMENSIONS

Aircraft Length 65.58 feet

Aircraft Height 20.83 feet

Wingspan 64.92 feet

Wing Area 424.4 feet2

Cabin Width 6.92 feet

Cabin Height 5.75 feet

Cabin Volume 222 feet3

POWERPLANTS

Engine Type Pratt & Whitney PW118A

Maximum Thrust 1800 shp

Propellers Hamilton – Standard 14RF-9

4-blade variable pitch, reversible

WEIGHTS

Empty Weight 15741 pounds

Maximum Zero Fuel Weight 24,030 pounds

Maximum Takeoff Weight 26,433 pounds

Maximum Landing Weight 25,794 pounds

CAPACITY

# Passengers Typical

Configuration

30

Max Seating Capacity 30

Cockpit Crew 2

Maximum Payload 7213 pounds

Maximum Fuel 5,905 pounds

Usable Fuel 5,856 pounds

OPERATIONAL LIMITATIONS

Take Off distance 5,118 feet

Landing distance 4,528 feet

Flaps Up Stall Speed 117 KIAS

Full Flaps Stall Speed 87 KIAS

Maximum KIAS 250 KIAS

Economy Cruise Speed FL250

270 knots TAS

Service Ceiling 32,000 feet

Maximum Cruise Speed 313 knots

Maximum Payload Range 1570 nm with reserves


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Cockpit Checkout – FS2004

Flight Simulator 2004 - Main Panel Instrument Cluster

Flight Simulator 2004 - Glare Shield Radio and Autopilot


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Flight Simulator 2004 - Radio Stack and System Controls

Flight Simulator 2004 - Overhead Panel - Upper


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Flight Simulator 2004 - Overhead Panel – Lower (Overlays Radio Stack)

Flight Simulator 2004 - Autopilot Control Panel


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Cockpit Checkout – FSX

Flight Simulator X - Main Panel Instrument Cluster

Flight Simulator X - Glare Shield Radio and Autopilot


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Flight Simulator X - Radio Stack and System Controls

Flight Simulator X - Overhead Panel - Upper


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Flight Simulator X - Overhead Panel – Lower (Overlays Radio Stack)

Flight Simulator X - Autopilot Control Panel


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Understanding the Autopilot

The autopilot on the EBM-120ER while looking complex is in reality very straight forward

and easy to use. The autopilot can be used in most phases of flight except takeoff and landing. The EMB-120ER is not certified for autoland operations. The autopilot must be turned off prior to landing. First, the operation of the autopilot control panel will be

covered, then a brief tutorial of a typical autopilot usage will be covered.

Flight Director Switch – Control the display of the flight directory bars on the attitude indicator. When turned on, the flight director bars provide visual cues to the pilot for

manually flying the aircraft to achieve the course and altitude conditions set in the autopilot panel.

Autothrottle Switch - Used to enable the autothrottle function. This switch does not

actually engage the autothrottle.

Autopilot Master Switch – Used to turn the autopilot on or off. Autopilot functions will not operate unless this switch is in the ON position.

Course Select window – Used to select the desired course to be tracked in the NAV mode. This can be set either by placing the mouse cursor over the window and using the scroll wheel or

by adjusting the course knob on the HSI.

Heading Select window – Used to select the desired heading to be held in the HDG mode. This can be set either by placing

the mouse cursor over the window and using the scroll wheel or by adjusting the heading bug on the HSI.

Speed Select window – Used to select the desired indicated airspeed to be held by

the autothrottle when in IAS mode. This can be set by placing the mouse cursor over the window and using the scroll wheel to adjust.

Altitude Select window – Used to select the desired altitude for the autopilot to hold when in the ALT mode. This can be set either by placing the mouse

cursor over the window and using the scroll wheel or be adjusting the course knob on the HSI or by setting the attitude in the Altitude Alert window in the same manner. When changing altitude, this is

the altitude that the autopilot will capture.

Vertical Speed Select – Used to select the desired vertical speed (plus or minus) to be held by the autopilot during a climb or descent. This speed will be maintained until

reaching the altitude set in the Altitude Select window. This can be adjusted by placing the mouse cursor over the window and using the scroll wheel.

Yaw Damper – Used to turn the Yaw Damper on or off. Normally turned on in flight,

this helps smooth out oscillations along the longitudinal axis caused by gusty winds, turbulence or other weather.

Back Course – Used to tell the autopilot that the NAV course being flown is the back

course of a localizer. The autopilot always assumes a front course is flown and unless, told will apply those procedures. If flying a localizer back-course, this button must be pressed or the aircraft will not navigate correctly.


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Altitude Enable – When selected, enables the altitude hold function. The autopilot will command a climb or descent to attain the altitude set in the Altitude Select window.

The vertical speed set in the Vertical Speed select window will be held throughout the climb or descent.

IAS Enable – Used to turn on the autothrottle function. When turned on, the autopilot

will use the autothrottle function to attain and maintain the speed set in the Speed Select Window. Because of the nature of the PW118A engine and the engine control system, it is highly recommended to manually stabilize the aircraft at the speed the pilot

desires then turn on the autothrottle.

Approach Enable – Use to tell the autopilot to intercept and track the ILS course and glideslope. The aircraft must be positioned on a course that will intercept the localizer

and be at an altitude below the glideslope. Ideally, localizer intercept should occur before glideslope intercept.

Heading Hold Enable – Used to instruct the autopilot to attain and hold the heading

set in the Heading Select window. The autopilot will command a standard turn to the desired heading. The turn will always be in the „shortest‟ direction.

NAV Hold Enable – Used to instruct the autopilot to attain and track the course set in the Course Select window. Internal logic will command the autopilot to turn to a

heading that will intercept the desired course and once intercepted, track it.

Using the Autopilot - Tutorial

The following tutorial is intended to provide a basic overview of the operation of autopilot. The tutorial will begin prior to takeoff and end just prior to landing. It will not cover all aspects of the flight, only the autopilot use. We will depart Montgomery

Regional Airport (KMGM) with a destination of the Hartsfield – Jackson Atlanta International Airport (KATL). We will not concern ourselves with flying any SIDs or STARs. Departure will be from KMGM runway 30. After takeoff, we fly a 090 degree heading to intercept the Victor Airway 222 aka V222 (MGM VOR radial R-045) then via

V222 to LaGrange VOR (LGC) then direct to the Atlanta VOR (ATL). We‟ll fly the route at 15,000‟. Because we know the altitude we will fly, we can preset the altitude in the autopilot. Set the Altitude Select Window to 15000 and se the vertical speed to 1800

FPM. This will be our target climb rate once we get airborne and the aircraft cleaned up. We can also set the airspeed to 250 knots - our cruise indicated airspeed. Turn on the Flight Director.

After using appropriate checklists and procedures, you are ready for takeoff. Your heading bug should be set to runway heading for situational awareness. Takeoff and accelerate the aircraft to 200 knots while retracting the landing gear and flaps. Once

comfortably airborne, turn on the Autopilot master switch and engage (click on) the ALT button to engage the altitude hold function, turn on the HDG button to engage the heading hold function and turn on the Yaw Damper. This will turn control of the aircraft

over to the autopilot. The autopilot will command a right turn to attain and hold a 090 heading and it will command a pitch angle to achieve an 1800 FPM climb with a target altitude of 15,000 feet. Note due to performance considerations, it will be necessary to

reduce the climb rate to about 1500 FPM when climbing thru an altitude about 8,000 feet. Once 15,000 feet is reached set a fuel flow of about 380 PPH per engine and let


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the speed stabilize around 250 KIAS. You can now select IAS on the autopilot panel to turn on the autothrottle function.

NAV radio 1 should be tuned to 112.10 (MGM) and the Course Select should be set to 045. This is the radial off MGM that makes up this leg of V222. The Course Deviation Indicator (CDI) – the green arrow shaped pointer on the HSI should be pointing at 045

degrees and the center bar should be fully deflected to the right of the arrow. Continue on the 090 heading until the CDI bar starts to move towards the center. At this time select the NAV function on the autopilot control panel. The autopilot will now turn to

intercept the MGM R-045 and track it out bound.

Tune NAV radio 2 to 115.60, LaGrange VOR (LGC). Once in range you will see a reading for DME 2 and the RMI NAV2 needle will point towards LGC. According to the Low

Altitude IFR Chart L-19, MGM is used for navigation along V222 until reaching YARBE intersection. YARBE is 44 DME from MGM. Because the autopilot will only track using NAV radio 1, we have to retune the radio. To prevent any radical course changes when

the radio is changed, set the Heading Select to watch the current heading of the aircraft. Select the heading function on the autopilot control panel. Next tune NAV radio 1 to LGC on 115.60. Set the Course Select to 048. We are on the 228 radial from LGC but we want to fly inbound on the reciprocal bearing. Now, select the NAV function

on the autopilot to resume tracking the VOR course.

Tune NAV2 to the ATL VOR on 116.90 and verify reception. If you haven‟t already done so, determine when you need to start your descent. In this case we‟ll need to start our

descent about 55 miles from ATL. When DME 2 reads 55.0, disengage

the autothrottle and reduce power to idle. When the airspeed

reaches 210 KIAS start a 1000 FPM descent with a target altitude of 2600‟.

This is the pattern altitude for the Atlanta airport (field elevation +

1500‟).

When nearing LGC we need to switch navigation

to the ATL VOR. Repeat the steps above to accomplish this – Set the

heading, select HDG, retune the radio, set the correct course and reselect the NAV function. Continue inbound to Atlanta and the descent until reaching 2600‟. Once you have the airport in sight, turn off the autopilot and manually fly the visual pattern.

This is a basic example of how the autopilot functions and how it is used in flight to alleviate much of the pilot workload. While the EMB-120ER is by no means a „Push-Button‟ airplane, it does have much of the same capabilities.


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Flying the EMB-120ER - Tutorial

For this tutorial we will be flying from Orlando International Airport (KMCO) to Tallahassee Regional Airport with Gainesville Regional Airport (KGNV) as our alternate.

Our cruise altitude will be at 12,500 feet. Our route of flight will be KMCO direct Orlando (ORL) VOR then via V159 to the Cross City (CTY) VOR then via V295 to the OLUGY Intersection then Direct KTLH or „KMCO ORL V159 CTY V295 OLUGY KTLH‟

Before starting the flight make sure you have all the charts you may need for the flight. Normally you will need the airport diagram for each airport, the Standard instrument

Departure (SID) chart if you are to fly a SID and the relevant approach plates, at least one for your departure airport and at least one for each runway at your destination and alternate airports. This will ensure you have flexibility upon arrive in the event a runway is closed or the weather has changed dramatically. For the purposes of this tutorial, we

will assume there is no active Air Traffic Control. Start Flight Simulator and choose the „Create a Flight‟ option. Select the EMB-120ER

and click the OK button. Next select the Fuel and Payload button to open the configuration window. The payload is a good typical load out. For fuel, you need to make sure the values are displayed a pounds and enter 995 into each fuel tank. Click

okay. Select the airport (KMCO) and a parking location other than the runway. Remember where you parked as you will need this to plan your taxi route. For our purpose here, we‟ll use the Flight Simulator‟s default weather. Once every thing sis set,

click the „Fly now‟ button to load the simulator. Using the checklist found later in this manual, perform the At Gate – Before Engine

Start checklist the ensure the aircraft and cockpit are properly configured and all aircraft systems are working.

NOTE: The battery life on the EMB-120ER is very limited. Delays with the Master Power switch on will quickly drain the battery making it impossible to start engines. IF you need to, pause the simulator between checklist items. Now, using the Engine Start and When Cleared to Start checklist, start the right engine. The basic procedure is this – Avionics Master – Off, Right Engine Start switch to

start. Allow the engine to spool up to 10% N1 then turn the Right Engine fuel switch on. You can look out the right cockpit window and see the propeller spin up. Let the right engine stabilize and make sure you have a good fuel flow and that all the temperatures,

pressures and torque are in the green arcs. Now repeat the process and start the left engine. Once both engines are stable, complete the When Cleared to Start checklist and After Engine Start checklist items. Note the typical takeoff trim setting is about 5° nose up.

Before we taxi, I want to address ground handling in the EMB-120ER. Taxiing the EMB-120ER can difficult and takes practice to master. The key is proper power management. Operating the EMB-120ER on the ground with either the fuel levers above a „LOW IDLE‟

setting or setting the propeller condition levers above a minimal setting will make speed


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control during taxi difficult. Maximum taxi speeds straight ahead is 20 knots and 10-12 knots in a turn. Setting the fuel and propeller controls as shown here will make taxiing

the EMB-120ER much easier. If speed does creep toward the upper limits, tap the toe brakes to slow the aircraft. Turning at speeds above the 10-12 knot is

difficult. The EMB-120ER is a light aircraft and there is insufficient traction on the nose wheel to make sharp turns at speeds above the 10-12 knot limit. The aircraft

will continue straight ahead until it is slowed down. Caution must be exercised to make sure the fuel and propeller condition levers are set full forward before

takeoff. Failure to do so will result in an dangerous condition. Follow the checklist closely and you will not have any problems.

When ready to taxi, complete all the Taxi checklist items and taxi to the runway. Pay particular attention to your speed. The airspeed indicator will not register the allowable speeds. You must have the HSI NAV/GPS switch set to GPS to get a valid speed indication. Once at the runway hold line, execute the Before Takeoff and the Takeoff

- Cleared or Taxi into Position & Hold checklist items making sure the fuel and propeller levers are moved to the full forward position. Keep in mind that if the fuel and propeller levers are moved before taxiing into position, the aircraft will gather speed

quickly when you release brakes to taxi onto the runway. Particular attention must be paid to speed management.

Takeoff is straight forward. Once in position set the brakes, and advance the throttles to about the 1/3 position. Allow the engines to stabilize briefly then release brakes and

apply full power. Use rudder to track the runway centreline. When the airspeed reaches Vr of 120 knots, gently pull back on the controls to raise the nose to a 7° nose up attitude. Hold this attitude and allow the aircraft to fly off the runway…it will not

take long. Once a positive rate is established and when about 35‟ above the runway raise the landing gear. As the airspeed accelerates thru 140 knots raise the flaps. Adjust pitch to maintain a 1500 to 2000 FPM climb and allow airspeed to increase. As airspeed approaches 200 knots, adjust power to achieve a 1500-1800 FPM climb at 200 knots.

Maintain these conditions as you climb to altitude. As you continue your climb to your cruise altitude, continue to monitor airspeed and rate

of climb. As altitude increase to about 9000‟, you may need to reduce the rate of climb to maintain the 200 knot target speed. As you approach your cruise altitude, adjust the rate of climb to reach zero at your altitude and adjust power to the cruise setting. For

this flight we‟ll cruise at 12,500‟ and, according the fuel burn chart, we will set power to achieve a 400 PPH fuel flow. Set the fuel flow and let the airspeed settle where will. At 12,500‟ you should see about 260 KIAS. Trim to maintain altitude. Monitor fuel and

engine instruments as we proceed towards our destination. During your preflight planning, you should have determined when to start your descent.

In the EMB-120ER, our enroute descent will be at 200 KIAS and 1000 FPM. As we approach the airport, we want to be at about 2000‟ 10 miles from the runway. Some simple math will show us we need to start our decent about 43 miles from the airport.


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Take our cruise altitude and subtract our target altitude 12,500 – 2000 = 10500. Round this value up to the next whole 1000‟ increment – 11,000. Drop the zeros and multiply

by 3 = 33. This is the distance we will travel during our descent. Add the 10 mile distance from the runway and we will need to start our descent 43 miles from the airport. Remember our cruise speed is about 260 KIAS. The EMB-120ER is a slippery

airplane in a clean configuration. We will need several miles to slow from 260KIAS to 200KIAS before we lower the nose. Plan ahead and you‟ll be okay. Expect to need 10 miles to bleed off the speed. On our route, the OLUGY intersection is about 10 miles

from the KTLH runway 27 threshold. Working backwards from OLUGY, we find we need to start our descent 33 miles prior to OLUGY or 48 DME from the Seminole (SZW) VOR (117.50). Where did SZW come from you ask? After CTY, you will need to use SZW to

define V295 as we approach the Tallahassee area. To start our descent at 43 DME, we‟ll need to start slowing about 53 NM from SZW. So at or prior to SZW 53 DME, pull the power back to idle. Allow the speed to decrease to 200 KTS. At 200 KTS lower the

nose to achieve a 1000 FPM decent rate. Trim to maintain this attitude. Continue the descent until reaching 2000‟. This should occur prior to OLUGY intersection. Don‟t forget the DESCENT checklist.

Again, because this is a slippery airplane, allow the speed to decay to 180 KTS. At the

OLUGY intersection turn left to a heading of 270 This will position us for a straight in landing on runway 27. After the turn, you should soon see the airport. Once you see

the airport, pull the power back and allow the airspeed to slow top 180 KIAS. At this

speed lower 15 of flaps (one notch). If you are still fast near the airport, you can lower the first notch of flaps at a speed not to exceed 200 KIAS. This first flap deployment will significantly increase drag and help slow the airplane.

Be sure to use the Approach and Landing checklists. By the time you reach 5 miles

from the runway, your target is to be at 160 KIAS, 15 (one notch) of flaps. When

within 5 miles slow to 145 KIAS and deploy 25 flaps (second notch). Allow the speed to continue to drop to 128 KIAS. This is the final approach speed or Vref in most landing configurations. When slowing thru 140 KIAS, lower the landing gear. Remember, these are turbine engines and need time to spool up before getting an increase in power. If

you wait until the speed reaches 128 KIAS to add power, your speed will continue to drop. Too much drop and you could stall…not good. Hold 128 KIAS and a descent rate of 500-600 FPM all the way to the runway. Don‟t try to flare too much because this

airplane loves to fly and will float for a long time. Maintain a steady descent all the way to the runway. Don‟t worry, she‟s built for soft and short fields and can take it.

Once you are on the runway, apply full reverse thrust (Press and hold F2) and apply the brakes. When slowing thru 60 KIAS, disengage the reverse thrust. Slow to taxi speed and turn off the runway. Stop on the taxiway and complete the After Landing -

(when Clear of the Runway) checklist. When complete, taxi to the gate and perform the Shutdown checklist.


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Fuel Planning

The Pratt & Whitney PW118A turboprop engine, like most turboprop engines, achieves maximum efficiency when operating between 18,000 feet and FL 300. The values shown here where determined through flight testing in FS2004 and FSX and are per engine. These are clear weather conditions with no winds aloft.

Altitude Indicated Airspeed True Airspeed Fuel Burn*

9,000 250 KTS 295 KTS 360

12,000 260 KTS 322 KTS 400

18,000 240 KTS 326 KTS 360

FL240 220 KTS 326 KTS 340

FL300 190 KTS 304 KTS 280

*Fuel burn is per engine

Fuel planning in the EMB-120ER is done like any other commercial aircraft you may fly. Each DVA flight requires the following to be taken into consideration when planning the

required fuel loading for your flight:

Unusable Fuel

Ground Operations (Engine Start & Taxi) Time in flight

Required Reserves Fuel needed to reach your alternate airport

Total fuel in the EMB-120ER is 5905 lbs of fuel (2952.5 lbs per tank). The fuel burn rate

is 400 PPH (pounds per hour) per engine. All references to the fuel burn rates are PPH (pounds per hour) and are per engine.

Unusable Fuel - The unusable amount of fuel per tank is 24.4 lbs or a total of 48.8 lbs of unusable fuel. We have a total maximum usable fuel load of 5856 lbs.

Ground Operations - You can figure 100 PPH for 30 minutes. If you expect longer

start-up, wait or taxi times, add more fuel for ground operations accordingly.

Time in flight - Use 400 PPH x the number of hours for the flight. Climb/Descent burn

rates will even out. Higher cruise altitudes burn less fuel, lower altitudes burn more fuel. Using 400 PPH for time in flight is a good average.

Reserves - You are required to have a 45 minute reserve of fuel onboard. This is 300 PPH per engine.

Alternate - You are required to have enough fuel onboard to fly from your original destination airport to your alternate airport – Add 400 PPH x number of hour(s) to reach your alternate airport.


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Example: KMCO-KTLH is approximately a 1-hour flight. An alternate airport could be Gainesville, FL (KGNV), which is 117 miles ESE of KTLH and is 30 minutes or less. The

flight will be flown at 12,000 feet.

Unusable Fuel - 24.4 lbs per engine

Ground operations – 100 lbs per engine Time in flight – 1 hour or 400 lbs per engine Reserves – 45 minutes or 300 lbs per engine

Alternate – 30 minutes or 200 lbs per engine Total fuel required – 1024.4 lbs per engine. This the amount of fuel

you would load into each fuel tank for a total fuel load of 2048.8 pounds of fuel

Note: If you are flying into high traffic areas, such as during a group flight event, you

should consider adding some extra fuel for expected delays you may encounter on the ground and in the air.

Make sure to check the winds aloft before flying as they can affect your flight time and must be considered in your fuel planning calculations.


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NOT FOR REAL WORLD AVIATION USE

Embraer 120ER Checklist Normal Operations

At Gate Parked-Before Engine Start

o All Charts/Flight Plan On Board o Weight/Balance Meet Flight Requirements o Parking Brakes ON

o ACARS (optional) Connected and Flight Started o All doors Closed / Locked

o Gear Lever DOWN o Flight Controls FREE & Clear (outside View) o Airspeed Bug Set to take-off Vr

o Power Select Switch ON o Clock/Stopwatch SET o Fuel on board Write down amount

o Radio Master Switch ON o COM1 Tune ATIS o Altimeter SET

o COM1 SET to local frequency o NAV 1 & 2 SET & IDENT o ADF SET & IDENT

o Marker Beacon Audio ON o HSI SET o Heading bug SET

o Altitude (AP) SET

ATC CLEARANCE - Call for IFR/VFR Departure-Push/Start Request

o Transponder Code Set/Squawk Standby

-BEFORE ENGINE START CHECKLIST COMPLETED-


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Engine Start

o Parking brakes ON o Simulator time at start up Write Down

o Radio Master Switch OFF

o Rotating Beacon Switch ON

When Cleared to Start

o Throttle Power Levers GND IDLE o Prop Levers GND IDLE o Condition Fuel Levers (CFL) GND IDLE

o Right engine ignition start ON o Engine RPM Monitor o Right engine fuel pump ON when N1>10-12%

CFL GND IDLE o Engine instruments IN green & stable o Verify fuel flow CHECK

o LEFT engine ignition start ON o Engine RPM Monitor o LEFT engine fuel pump ON when N1>10-12%

CFL GND IDLE o Engine instruments IN green & stable o Verify fuel flow CHECK

-ENGINE START CHECKLIST COMPLETED-

After Engine Start

o Parking brakes ON

o Internal, Navigation, Logo lights ON o Pitot/Static Heat ON o Radio Master Switch ON

o Elevator Trim Wheel TAKE-OFF setting (5 up)

o Flap Selector Lever 1 notch (15 deg down)

-AFTER ENGINE START CHECKLIST COMPLETED-


Page 23

TAXI

ATC TAXI CLEARANCE - Request taxi to active runway

o Engine controls Throttle Power Levers GND IDLE

o Prop Levers GND IDLE o Condition Fuel Levers (CFL) Low Idle o GPS (HSI Switch) GPS

o Parking brakes Release o Pushback (Shift+P or use other

pushback tool)

o Toe Brakes Check o Instrument Check during taxi Compass/Turn & Bank movement o Crew Takeoff Briefing Perform during Taxi

o Crew Announcements Perform during Taxi

-TAXI CHECKLIST COMPLETED-

Before Takeoff

o GPS (HSI Switch) NAV o Flight Director ON o Autopilot Check-Disengaged

Note takeoff time and fuel amount

o Flaps & Trim Check o COM1 & NAV 1 & ADF Check

ATC Take off CLEARANCE - Request for takeoff

-BEFORE TAKEOFF CHECKLIST COMPLETED-


Page 24

Takeoff - Cleared or Taxi into position & hold

o Toe Brakes ON o Strobe & Landing lights ON o Transponder ON-Squawk Normal

o Heading bug Runway heading o Condition Fuel Levers Full MAX o Propeller Levers Full ON (Control+F4)

o Throttle Power Levers 1/3 Advanced o Engine instruments Monitor/Check o Toe Brakes Release

o Throttle Power Levers Advance to FULL power

At Vr (___knots) Rotate

At V2 + 10 KIAS and 35 ft AGL with positive rate of climb

o Landing Gear Lever UP

At V2 + 20 KIAS (140+ knots):

o Flap Selector Lever UP

o Elevator Trim Wheel ADJUST o Maintain a 7-degree pitch (1500-1800 fpm) during climb out

-TAKEOFF CHECKLIST COMPLETED-


Page 25

Climb to Altitude

o Full power to altitude o Monitor fuel flow rate and engine instruments

o Maintain Vx (200 knots) and Vy (1500-1800 fpm) or desired climb

rate/airspeed

Cruise

o Landing lights (passing 10,000 ft) OFF

o Elevator Trim Wheel ADJUST

-CRUISE CHECKLIST COMPLETED-

Descent

ATC Descent CLEARANCE - Descend

o Landing lights (passing 10,000 ft) ON o Propeller Levers ON FULL o Condition Fuel flow Levers MAX RPM

o Throttle Power Levers FLIGHT IDLE

-DESCENT CHECKLIST COMPLETED-

Approach

ATC Approach CLEARANCE - Approach

o Airspeed Bug SET

o (200 KIAS knots or less below 2500‟ within 5 nm

of an airport in Class B/C/D airspace)

o Altimeter SET

o VOR/ADF/NAV SET Freq o Flap Selector Lever 15 (1st notch) at 180 knots

o Flap Selector Lever 25 (2nd notch) at 145 knots

o Landing Gear Lever DOWN at 140 knots

-APPROACH CHECKLIST COMPLETED-


Page 26

Landing ATC Landing CLEARANCE - to Land

o Throttle Power Levers GND IDLE after landing o Propeller Levers (above 60 KIAS) Reverse (F2) then GND IDLE

o Toe Brakes APPLY as required

-LANDING CHECKLIST COMPLETED-

After Landing (When clear of the runway)

ATC Taxi CLEARANCE - To gate

o Transponder Standby

o Flap Selector Lever UP o Elevator Trim Wheel SET to Zero o Strobes & Landing lights OFF

o GPS (HSI Switch) GPS

-AFTER LANDING CHECKLIST COMPLETE-

Shutdown

o Parking brakes ON o Navigation, Logo,

Internal lights, Pitot Heat OFF

o Radio Master Switch OFF o Condition Fuel Flow Levers OFF

(Fuel Pump Switch)

Record the fuel left in the tanks & compare to the

amount you had planned for in your flight plan

o Rotating Beacon Switch OFF o Power Select Switch OFF

o Doors Open

o Simulator time at shutdown Note the time

(If you are flying online, note the real world time)

o ACARS Shutdown (optional) End Flight, File PIREP o Exit flight simulator



Page 27

Embraer 120ER Checklist

Engine Failure

Engine Failure after Vr

o Maintain Directional Control ROTATE @ Vr + 5 Calculated

o Maintain Vyse Blue Line Positive Rate of Climb o Condition Levers (CFL) HIGH IDLE o Prop Levers HIGH RPM

o Power Levers Take Off Setting o Landing Gear UP

o Flap Selector UP

IDENTIFY AFFECTED ENGINE

o Power Lever RETARD FLIGHT IDLE o Prop Lever FEATHER

o Condition Lever (CFL) FUEL CUTOFF o Engine Gauges CONFIRM o Control the aircraft Bank 5º to Live Engine

o Declare emergency Contact ATC o Cabin Attendant Advisory GIVEN

START AFFECTED ENGINE

o Power Lever FLIGHT IDLE

o Prop Lever FEATHERD o Condition Lever (CFL) FLIGHT IDLE o Start Ignition ON

o Condition Lever (CFL) LOW IDLE when N1>10-12 After Start FLIGHT IDLE

o Fuel Flow VERIFY

o Engine Instruments VERIFY Start Green Stable o Prop Lever UN-FEATHER

Return to Airport


Page 28

Engine Failure - Enroute

o Maintain Directional control Maintain Airspeed o Condition Levers (CFL) HIGH IDLE o Prop Levers HIGH RPM

o Power Levers Take Off Setting



o Condition Lever (CFL) FUEL CUTOFF o Engine Gauges CONFIRM

o Control the aircraft Bank 5º to Live Engine o Declare emergency Contact ATC o Cabin Attendant Advisory GIVEN


o Power Lever FLIGHT IDLE o Prop Lever FEATHERD o Condition Lever (CFL) FLIGHT IDLE

o Start Ignition ON o Condition Lever (CFL) LOW IDLE when N1>10-12

After Start FLIGHT IDLE

o Fuel Flow VERIFY o Engine Instruments VERIFY Start Green Stable o Prop Lever UN-FEATHER

Return to Airport


Page 29

Engine Failure @ Approach

o Maintain Directional Control Maintain Airspeed o Condition Fuel Levers (CFL) HIGH IDLE o Propeller Levers HIGH RPM

o Power Levers Take Off Setting



o Condition Lever (CFL) FUEL CUTOFF o Engine Gauges CONFIRM

o Control the aircraft Bank 5º to Live Engine o Declare emergency Contact ATC o Cabin Attendant Advisory GIVEN


o Power Lever FLIGHT IDLE o Prop Lever FEATHERD o Condition Lever (CFL) FLIGHT IDLE

o Start Ignition ON o Condition Lever (CFL) LOW IDLE when N1>10-12

After Start FLIGHT IDLE

o Fuel Flow VERIFY o Engine Instruments VERIFY Start Green Stable o Prop Lever UN-FEATHER

o Landing Lights (10,000 ft) ON


Page 30

Engine Failure Landing

ATC LANDING CLEARANCE-Land

o Maintain Airspeed Vref + 25 o Flap Selector As Required o Landing Gear DOWN 3 Green Short Final

o Power Levers GND IDLE after landing o Prop Levers (above 60 KIAS) GND IDLE - DO NOT USE

REVERSE THRUST

o Toe Brakes APPLY as Required

-ENGINE FAILURE LANDING CHECKLIST COMPLETED-

Engine Failure After Landing (When Clear of Runway)

ATC Taxi CLEARANCE- To Gate

o Transponder Standby

o Flap Selector UP As Required o Elevator Trim SET to Zero

o Strobe Lights OFF o Landing Lights OFF o GPS (HSI Switch) SET to GPS

-AFTER LANDING CHECKLIST COMPLETE-


Page 31

Engine Failure Gate Shutdown

o Parking Brake ON o Navigation, Logo, Pitot Heat OFF o Avionics Master OFF

o Power Lever GND IDLE o Prop Levers FEATHER o Condition Lever (CFL) FUEL CUTOFF

Record the Fuel left in the Tanks

Compare amount planned for in your Flight Plan o Internal Lights OFF o ROT BCN Switch OFF o PWR Select OFF o Doors OPEN

o Simulator Time at Shutdown DOCUMENT (If you are flying online, note the real world time)

o ACARS Shutdown (Optional) End Flight, File PIREP

o Call Maintenance o Exit flight simulator


Page 32

Crew Take-Off Briefing Captain to Co-pilot We will be taking off on RWY (active runway), climbing to (altitude). If we

encounter an engine malfunction, fire or other emergency before V1 (critical engine failure recognition speed) KIAS, the flying pilot will retard the throttles to flight idle and bring the aircraft to a complete stop on the runway. The non

flying pilot will notify the proper ATC of our intentions and assist the flying pilot as requested or needed to operate the aircraft in a safe manner.

If the aircraft has reached Vr (rotate speed) KIAS, the flying pilot will fly the aircraft per company procedures and the non flying pilot will notify the appropriate ATC of our intentions and assist the flying pilot as requested or

needed to operate the aircraft in a safe manner and land the aircraft as soon as possible.

Aircraft Weight is: ________ Taxi Instructions to Active: _______________

V Speeds for this flight are (calculated) See prepared Flip Chart(s)

Flap Settings: Takeoff _____ Engine Failure Approach ______ Discuss the Departure Procedures for this flight (Ref Charts, SIDs)

Discuss Weather considerations (Ref ATIS, METAR, TF)

Crew Approach/Landing Briefing

Captain to Co-pilot

Weather conditions are (obtain from ATIS, Metar and TF). Landing on RWY (active runway) at (airport) using the (???) approach (Ref

STAR) Descend at (???). Our Final Approach altitude will be (???)

V Speeds for this approach are (calculated) (See prepared Flip Chart(s))

Missed approach Procedures are (Ref Approach Plates) Taxiway Turnoff _____ Taxi Route from Active ________________

Parking at Gate (???)


Page 33

CREW ANNOUNCEMENTS

Departure

“Ladies and gentlemen, on behalf of the flight crew, this is your (captain or first officer) (insert name), welcoming you aboard Delta Virtual Connection flight number (flight) with service to (destination). Or flight time today will be

approximately (time en route) to (destination). At this time, I‟d like to direct your attention to your to the monitors in the aisles for an important safety announcement. Once again, thank you for flying Delta Virtual Connection.”

Climbing above 10,000 feet MSL Inform cabin crew that use of approved electronic devices is authorized.

At Cruise Altitude “Ladies and gentlemen, this is the (Captain or First Officer) speaking. We‟ve

reached our cruising altitude of (altitude). We should be approximately (time) enroute and expect to have you at the gate on time. I‟ve turned off the fasten seatbelt sign, however, we ask that while in your seat you keep your seatbelt

loosely fastened as turbulence is often unpredicted. Please let us know if there is anything we can do to make your flight more comfortable, so sit back and enjoy your flight.”

Approach

Inform cabin crew of approach and to discontinue use of electronic devices.

Landing “On behalf of Delta Virtual Connection and your entire flight crew we‟d like to welcome you to (destination) where the local time is (time). We hope you‟ve

enjoyed your flight with us today and hope that the next time your plans call for air travel, you‟ll choose us again. Once again, thank you for flying Delta Virtual Connection.”


Page 34

Appendix A - Typical Configuration Typical Aircraft Fuel and Payload Configurations

Empty Weight 16507 lbs Left (50%) 1476.20 lbs

Max Payload 6313 lbs Right (50%) 1476.20 lbs

Payload 4540 lbs Fuel Total 2952.40 lbs

Gross Weight 23999 lbs Max Allowable Fuel 5906 lbs

Max Gross Weight 31285 lbs Max per Tank 440.7 gal

Fuel Settings

Tank % Pounds Capacity

Left 50.0 1476.20 2952.35 lbs

Right 50.0 1476.20 2952.35 lbs

Total Fuel 2952.40 5904.70 lbs

Fuel Weight Lbs/gal: 6.7

Payload Settings

Station Pounds

Station 1 400

Station 2 0

Station 3-6 150

Station 7-9 420

Station 10-12 520

Station 13 720

Total 4540


Page 35

Appendix B - Takeoff Speeds - Flaps 15º

ALTITUDE TAKEOFF SPEEDS - KIAS

FLAPS 15 º

0 Ft

Gross Weight

-LB

OAT -54(°c) -65 (°f)

OAT -11(°c) 12(°f)

OAT 30(°c) 86(°f)

OAT 50(°c) 122(°f)

V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2

18000 20000

22000 24000 26433

106 112 131 106 112 127

106 112 124 106 112 121 103 112 118

103 109 125 103 109 121

103 109 118 103 109 115 112 115 118

102 105 119 102 105 114

102 105 111 108 109 113 116 117 118

91 97 105 95 99 103

106 107 108 113 115 113 121 122 118

2000 Ft

Gross Weight

-LB

OAT -54(°c) -65 (°f)

OAT -11(°c) 12(°f)

OAT 30(°c) 86(°f))

OAT 50(°c) 122(°f)

V1 VR V2 V1 VR V2 V1 VR V2 V1 VRV2

18000 20000 22000

24000 26433

105 111 129 105 111 125 105 111 122

105 111 119 106 113 118

101 108 123 101 108 119 101 108 116

103 108 113 112 115 118

98 104 117 98 104 113 100 104 109

108 110 113 116 117 118

90 95 101 97 100 103 107 109 108

114 116 113 123 124 118

4000 Ft

Gross

Weight-LB

OAT -54(°c) -65 (°f)

OAT -11(°c) 12(°f)

OAT 30(°c) 86(°f)

OAT 50(°c) 122(°f)


18000

20000 22000 24000 26433

103 109 126

103 109 122 103 109 119 103 109 116 109 114 118

100 106 121

100 106 117 100 106 113 105 108 113 115 116 118

97 103 115

97 103 111 100 103 108 109 111 113 118 119 118

89 93 97

100 102 103 109 111 108 117 119 113 126 126 118

(continued next page)


Page 36

Appendix B - Takeoff Speeds - Flaps 15º (continued)

ALTITUDE TAKEOFF SPEEDS - KIAS

FLAPS 15 º

6000 Ft

Gross

Weight-LB

OAT -54(c) -65 (f)

OAT -11(c) 12(f)

OAT 30(c) 86(f)

OAT 50(c) 122(f)


18000 20000

22000 24000 26433

102 108 124 102 108 120

102 108 116 103 108 113 113 115 118

99 105 119 99 105 115

100 105 111 107 109 113 116 117 118

96 102 113 97 102 109

102 104 108 111 112 113 118 119 118

92 95 97 103 104 103

111 113 108 118 121 113 127 127 118

8000 Ft

Gross Weight

-LB

OAT -54(c) -65 (f)

OAT -11(c) 12(f)

OAT 30(c) 86(f)

OAT 50(c) 122(f)


18000 20000 22000

24000 26433

100 106 121 100 106 117 100 106 113

105 108 113 115 116 118

98 103 116 98 103 112 100 103 108

108 110 113 117 118 118

95 101 111 97 101 108 102 104 108

111 113 113 119 120 118

94 96 97 102 105 103 111 114 108

123 123 113 129 129 118

10000 Ft

Gross Weight

-LB

OAT -54(c) -65 (f)

OAT -11(c) 12(f)

OAT 30(c) 86(f)

OAT 50(c) 122(f)


18000 20000

22000 24000 26433

97 104 118 97 104 113

102 104 110 108 109 113 116 117 118

94 99 109 97 99 105

104 105 107 112 113 113 120 121 118

89 93 98 100 101 103

109 110 107 117 118 113 125 125 118

96 97 96 107 107 103

115 115 107 124 124 113 130 130 118


Page 37

Appendix C – Speed Card Templates

DVA Embraer EMB-120ER Empty Weight 16507 lbs Left (50%) 1476.20 lbs





Bold is where changes were made in Fuel/Payload Settings

Embraer EMB-120ER

_________LBS Takeoff Altitude feet

OAT (c) (f)

Flaps 15

V1 + 5 V1 Vr + 5 Vr V2 + 5 V2

Landing

Flaps 0 15 25 45

Maneuvering Vref

Vapp

Single Engine OPS

Flaps 0 15 25 45

Maneuvering Vref + 25


Page 38

Appendix C (cont) - V Speed 24000 lbs

DVA Embraer EMB-120ER Empty Weight 16507 lbs Left (50%) 1476.20 lbs





Bold is where changes were made in Fuel/Payload Settings

Embraer EMB-120ER

24000 LBS Takeoff Altitude 0 feet

OAT 30(c) 86(f)

Flaps 15

V1 113

Vr 114

V2 118

Landing

Flaps 0 15 25 45

Maneuvering

Vno 143

Vref 130 125 115 105 Vapp 200 180 145 135

Single Engine OP

Flaps 0 15 25 45

Maneuvering

Vno 150

Vref + 25 155 150 140 130


Page 39

Appendix D – Standard Information

Maximum Gross Weight: 26609 lbs

Flap Position Minimum Airspeed Maximum Airspeed

0 117 KIAS Vmo-272 KIAS

M 0.52

15 110 KIAS Vfe-200 KIAS



Normal Economy Climb

Weight Enroute Climb

& Enroute Airspeed

LBS KIAS

17637 125

18739 128

19842 132

20944 135

22046 138

23149 140

24251 143

25353 146

26455 150

Standard Climb Rate @ 200 KIAS

FPM Altitude

2000 Below 10,000 feet

1500 10,000 to15, 000 feet

1300 15,000 to FL200

1000 Above FL200

Descent Rate

Target Speed Descent Rate

210 KIAS 1000 fpm

220 KIAS 1500 fpm

245 KIAS 2000 fpm


Page 40

Appendix D – Standard Information (continued)

Power-Off Stall Speed

Vs1 = Full Flaps (45) + Gear Down = 87 KIAS

Maximum Operating Speed

Flight with All Engines Inoperative

Weight (LBS) Airspeed (KIAS)

17600 126

19800 132

22000 138

24200 144

26400 150


Page 41

Appendix E – Approach & Landing Speeds

Approach/Landing Speeds

Weight

Landing Reference Speed

Vref 25 Flaps 25

Gear Down

Landing Reference Speed

Vref 45 Flaps 45

Gear Down

LB KIAS KIAS

18000 105 97

19000 107 100

20000 110 102

21000 113 105

22000 115 107

23000 118 109

24000 121 112

24802 123 114

25794 125 116

Flap Operation Speeds

Flaps Maximum

Speed Minimum

Speed

15 200 KIAS 125 KIAS



Landing Gear Operation Speeds

Maximum Speed

Operation VLO 200 KIAS

Extended VLE 200 KIAS


Page 42

Acknowledgements and Legal Stuff Delta Virtual Airlines 2008 Copyright © 2008 Global Virtual Airlines Group. All rights reserved.

For flight simulation purposes only. In no way are we affiliated with Delta Air Lines, its affiliates, or any other airline. All logos, images, and

trademarks remain the property of their respective owners. Delta Virtual Airlines is a non-profit entity engaged in providing an avenue for flight simulation enthusiasts.

This manual was upgraded to edition three in Feb 2008 by Rob Morgan.

This manual was previously created and updated by the following authors: Randy King, George Lewis, Scott Clarke, Andrew Logan and Jim Warner.

Flight Simulator screenshots courtesy Rob Morgan and George Lewis Powerplant schematic diagram of the operation of a turboprop engine drawn using XaraXtreme by and courtesy of Emoscopes 21:54, 15 December 2005 (UTC) and Wikipedia.

This manual is copyright 2003, 2004, 2005, 2006, 2007 and 2008. The authors grant unlimited rights to Delta Virtual Airlines for modification and non-profit electronic duplication and distribution. Material from outside sources was used and other

copyrights may apply. All cited sections remain the property of their authors.

While we strive to mirror real-world operations, this manual is not

designed for use in the operation of real-world aircraft.


http://www.gvagroup.org/

http://commons.wikimedia.org/wiki/User:Emoscopes

emb120 operating manual

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