Uns-1k handbook

The landing weight is the lowest among MLW and the following weights: Maximum approach and landing weight for altitude and temperature determined from Maximum Landing Weight Climb Limited chart.

Maximum landing weight as limited by runway length and determined from Maximum Landing Weight - Field Length Limited chart. Loading Individual Overhead Compartment Capacity The floor loading placard in the forward closet will most likely be significantly less than pounds.

Aft Closet Capacities Left Hand Right Hand Only the amount of cargo and baggage that exceeds this value must be secured by the cargo restraint net. The remaining cargo and baggage up to lbs. Cargo must not become a hazard to the airplane structure or systems as a result of shifting under operational loads. Sharp edges like wooden or metallic containers, or dense cargo which weighs significantly more than typical passenger baggage, must be placed under the cargo restraint net to prevent shifting, even at weights lower than lbs.

Baggage and cargo should be evenly distributed over the baggage compartment to avoid load concentration. Maneuvering Flight Load Factors These corresponding accelerations limit the bank angle during turns and limit the pull-up maneuvers. Runway Limits Runway Slope VLO is the maximum speed at which the landing gear can be safely extended and retracted.

VLE is the maximum speed at which the airplane can be safely flown with the landing gear extended and locked. Maneuvers that involve angle of attack near the stall or full application of rudder, elevator, and aileron controls should be confined to speeds below VA.

In addition, the maneuvering flight load factor limits, presented in this Section, should not be exceeded. Turbulent Air Penetration Speed At or below 10, ft Selection of 18 of flaps during any other phase of flight is not permitted. Flaps Authorized Types of Takeoffs. When the EICAS fuel quantity is zero in level flight, any fuel remaining in the tanks cannot be used safely in flight.

Unusable fuel increases to lb in the LR and lb in the EP in each tank if any of the associated electric fuel pumps is inoperative. Fuel density may range from 6. The values above have been determined for an adopted fuel density of 6.

When performing pressure refueling, the usable fuel quantity in each tank is reduced by 89 lbs Note: Fuel Specification Brazilian Specification Fuel Tank Temperature Minimum Starter Limits 1.

On the Ground: Starting or Dry Motoring Thrust Reversers Thrust reversers are intended for use during rejected takeoff or landing only. Do not attempt a go-around procedure after deployment of the thrust reversers following a landing. Engine Warm-Up and Cool-Down Limitations Prior to takeoff, the engines must be allowed to run at idle or taxi thrust to stabilize the engine temperature before takeoff thrust is set.

Before a takeoff is attempted, the engines must run at idle or taxi thrust for 4 minutes for cold engines or 2 minutes for warm engines. The engine is considered cold if it has been shutdown for more than 90 minutes. The engines must run for at least 2 minutes at idle or taxi thrust prior to engine shutdown. Operational Limits 1. Note: 1 Takeoff thrust mode is time limited to 5 minutes.

Note: 2 Max Continuous thrust mode is for single engine operation only. Note: 3 May be exceeded during starts if oil temperature is below 21C. The engine must remain at IDLE until the oil pressure is less than psi. Note: 6 If any engine limitation is exceeded, the peak must be written up in the logbook.

Note: 7 Operation in oil pressure amber range and psi in all operational modes time limited to 5 minutes, or between and psi in all operational modes time limited to 2 minutes. Total time above psi may not exceed 5 minutes. Note: 8 While this is an abnormal condition, operation between 50 and 34 psi is permitted during takeoff and go-around phases. Minimum Temperature for Manual Anti-icing Operation Maximum Temperature for Anti-icing Operation UP Flaps UP Minimum Airspeed Note: 2 Icing conditions may exist whenever the Static Air Temperature SAT on the ground or for takeoff, or Total Air Temperature TAT inflight, is 10C 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.

Note: 3 Icing conditions may also exist when the SAT on the ground and for takeoff is 10C or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes.

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 flame-out. Maximum load on main generator Pressurization Maximum differential pressure Section 11 Flight Controls A. This check must be performed no sooner than ten 10 seconds after positioning the gust lock lever to the fully forward unlocked position by moving the control column from the full up stop and to the full down stop and back to the full up stop.

Flaps Maximum Altitude for Flap Extension Section 12 Navigation and Communication Equipment A. Radar Do not operate weather radar during refueling, near fuel spills or people. Attitude and Heading Reference System 1. Airplane must not be moved until all attitude and heading information presented on the PFD is valid.

Maximum latitude for alignment AHRS alignment will complete only after a valid aircraft present position latitude and longitude is received from the FMS c. Time to Alignment:. Allied-Signal Application Software version and Configuration Software version or later must be installed. Navigation is not to be predicated on the use of the Terrain Awareness Display.

The EGPWS data base, displays, and alerting algorithms currently do not account for man made obstructions. The airport has no approved instrument approach procedure. The longest runway is less than ft in length.

The airport is not included in the Allied-Signal data base. Terrain Display must be inhibited when using QFE altimeter settings. In the event that accuracy of the airplane position data from the FMS becomes inadequate for navigation Dead Reckoning Mode , the Terrain Awareness Alerting and Display functions must be inhibited. This will not affect the basic GPWS functions modes 1 to 7.

In case of a conflict between the terrain alerts and an autopopped-up picture, pilots must check the sweeping marker movement on the horizontal line below the terrain picture. In case of a conflict between the terrain alerts and an autopopped-up picture, pilots must check the MFD 2 terrain information.

Section 14 Autopilot 1. Minimum Engagement Height Autopilot coupled approaches are approved down to ft AGL. Descent below Minimum Decision Altitude on a non-precision approach with autopilot engaged is prohibited. Single engine go-around with autopilot engaged is prohibited. Approach mode selection during localizer capture is allowed only when airplane is inbound.

Maximum duration of ISIS when operating on batteries is only 40 minutes. 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. Airplane must not be moved during power-up initialization. Do not cage attitude in turning flight. Do not cage the ISIS instrument after flight.

Section 16 Oxygen A. Minimum Oxygen Pressure for Dispatch Crew comprising pilot and copilot The minimum oxygen pressure for dispatch was calculated at an ambient temperature of 70F 21C. For other temperatures, refer to the Oxygen Pressure Correction chart as a function of the cylinder compartment temperature. Cabin Portable O2 Bottles Minimum dispatch pressure Section 17 Ozone Concentration The tables below show the airplane altitude limitations due to ozone concentration in atmosphere.

Note: 2 The tables show altitude limitations calculated for constant ozone concentration, cabin stabilized at ft, and both recirculation fans turned on. Note: 3 For conditions other than those specified in the Note 2 above, an optimized flight plan must be approved by regulatory agencies.

E W E W -. NOTE: Values below are the altitude limitations which the airplane is allowed to fly more than 3 continuous hours. E W E W E -. Honeywell SPZ 1. General a. Honeywell software version NZ4. Operation above 72 The airplane must have other navigation equipment installed and operating, appropriate to the route of flight. Pilot Procedures a. The pilot monitoring will back up the FMS system utilizing conventional radio navigation whenever possible.

IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. The fuel flow and fuel used presented on the FMS are supplementary information only. Coupled FMS vertical guidance is not available. Advisory vertical guidance is available only in descent.

The FMS approaches and missed approaches are prohibited. Universal UNS-1k 1. Universal FMS Software version Operation above 73 north latitude and below 60 south latitude is prohibited due to unreliable magnetic heading. VNAV is advisory only, and the aircraft altimeter will be the primary source of altitude information at all times.

Approaches, using the FMS for guidance, are prohibited. When conducting FMS guided missed approach procedures, autopilot coupled operation is prohibited until the flight crew has established a rate of climb that ensures all altitudes requirements of the procedure will be met.

When 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. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.

All of the following equipment must be in proper operating condition before dispatching into DRVSM airspace. Section 20 Tolerances between Altimeter Indications A. General Description 1. These systems also supply information to other equipment whose operation is based on the total air and atmospheric information.

Pitot probes 1 and 2 and the static ports send information to ADCs 1 and 2. The third auxiliary pitot probe sends information directly to the standby indicators. The standby altimeter system is a back-up navigation source to be used in the event of a total loss of the primary source ADC.

The differences between the readings of ADC 1 and 2 altimeters and between these and the standby system altimeter, with the airplane on ground or in flight, can occur due to a number of reasons and may vary with altitude, airspeed and airplane configuration. In addition, the static port for the standby system and the static port for the primary system are located in different positions. Additional Parameters 1. The new criterion, adopted by Embraer, considers additional parameters, as follows: measurement errors, installation deviations, internal and skin waviness distortions and airplane sideslip condition that bear an influence on data variations when comparing the two systems.

Maximum Acceptable Difference between Altimeters 1. Differences greater than the values in the table must be verified by maintenance checks. In flight, if a discrepancy is reported between the values shown in the table, a double check must be performed using the previous and the next referenced altitude level. Operating Limitations 1. An operational check of the cockpit door must be accomplished once each flight day. The cockpit door must be kept closed and locked at all times during flight except to permit access and egress in accordance with the FAA approved procedure see GOM Chapter 2 for opening, closing and locking the door.

Any time the cockpit door is opened in flight, a challenge-andresponse closing and locking verification procedure must be used to verify that the door is closed and locked.

Any time one of the required flight crew leaves the cockpit another crewmember must remain in the cockpit to ensure the leaving flight crewmember is not locked out of the cockpit.

When crossing the Outer Marker on the glideslope, the altitude must be verified with the value on the published procedure. For aircraft with a single operating glideslope receiver, the approach may be flown using normal procedures no lower than Localizer Only Minimum Descent Altitude MDA. For aircraft with two operating glideslope receivers, the aircraft may be flown to the published minimums for the approach using normal procedures if both glideslope receivers are tuned to the approach and both crew members are monitoring the approach using independent data and displays.

Chapter 3 Normal Checklists This chapter contains copies of the laminated checklists found in each cockpit. The flight crew can use the POH checklists in case the laminated checklists are lost or unusable. Toilet Service Door Check Condition Engine Nacelle No Obstructions Nacelle Drain Port No Obstructions Thrust Reverser Panels No Obstructions.

Right Fuselage, Windows, Emergency Exits Check Condition Refueling Panel Check Condition Right Leading Edge Check Condition Right Main Gear No Obstructions Direct Measuring Sticks Secured Refueling Valve Vent No Obstructions Vortilons Check Overwing Vortex Generators Check Condition Spoilers Check Condition Gear Pin Removed Gear Uplock Unlocked Brake Wear Indicators Check Right Hydraulic Service Panel..

Hydraulic Service Panel Check Condition Brake Wear Indicators Check Gear Pin Unlocked Spoilers Check Condition Overwing Vortex Generators Check Condition Static Wicks Check Condition.

Cargo Door No Obstructions Nacelle Drain Ports Horizontal Stabilizer Check Condition Rudders Rear Electronic Compartment Access Door Parking Brake SET Engines UP Pitch Trim No Obstructions Refueling Valve Vent Secured Wing De-ice Vents No Obstructions Left Main Gear Check Condition Left Leading Edge SET Takeoff Runway Takeoff Briefing SET Air Conditioning OFF Flight Guidance Descent Announcement ON PF Radios Windshield Heat ON Exterior Lights ON Pressurization Thrust Rating CRZ Fuel Balance UP Thrust Rating CLB Pressurization SET Exterior Lights OFF Air Conditioning SET Hydraulic Pumps OFF Exterior Lights NAV Shed Bus Mechanical Stby Att.

OFF Avionics OFF Fuel Pumps OFF Shed Bus AUTO Batteries Flight Attendant To deploy the jump seat for use, stand in the cockpit facing the cockpit door. The jump seat is stowed behind the First Officers seat. Raise the retaining ring and rotate the seat 90 clockwise. Ensure that the bar on the right side fits into its ushaped support.

Disconnect the strap between the seat back and bottom. Extend the back of the seat, placing the pins at the top of the seat back into the slots on either side of the door frame. The seat belt and shoulder harness are to be worn at all times while occupying the jump seat. Observe sterile cockpit procedures during critical phases of flight all operations below 10, feet except cruise flight. There is a set of smoke goggles in a compartment to your right when seated. Also on the right is an oxygen mask for your use.

To use the mask, grab the red tabs, pull out the mask, and while holding the red tabs together place the harness over your head. Releasing the red tabs will allow the harness to constrict, securing the mask to your face. In the event of an emergency landing, if there is a seat available, time permits, and the crew does not need your assistance, you will be instructed to stow the jump seat and occupy a regular passenger seat in the cabin. Otherwise, after an emergency landing, when the aircraft has come to a stop, stow the jump seat and assist the passengers in deplaning.

If, for any reason, the cockpit door cannot be opened or the cabin is inaccessible, follow a crewmember through one of the cockpit, side window emergency exits. An escape rope is located above each window exit. Operation of the Intrusion Resistant Cockpit Door 1. Normal Operation To secure the door before taxi and during flight, slide the Slam Latch into the locked position.

Should anytime during flight one of the flight crew leave the cockpit, the other crewmember will lock the door when they are gone and verify it is locked. For the crewmember to leave or return to the cockpit, use the Company approved challenge-and-response procedure. The Deadbolt Lock is for use by maintenance only. A key will operate it from the cabin side. From the cockpit side, it operates by turning the lock handle 90 degrees. Emergency Operation Emergency Egress Procedure can be used in case the door is jammed and unable to open normally.

You will have to go through the Blowout Panel. First stow the Observer seat if it is deployed. Remove Pressure Sensitive Latch cover.

This is located at the bottom of the door and is secured by Velcro. The bottom retainer which secures the Blowout Panel in place with the Pressure Sensitive Latch needs to be rotated either clockwise or counter-clockwise so that the panel is no longer restricted by the Pressure Sensitive Latch tongue. Now pull on the Egress Handle Assembly at the top of the Blowout Panel This will disengage the pins holding the panel.

Put your other hand on the lower panel strap for support. Pull and rotate the panel towards the cockpit about 15 degrees so the panel will then slide out. Place the panel on the cockpit floor and exit through the opening. There is a placard on the Blowout Panel below the top strap outlining this procedure. In the event the crew is trapped in the cockpit or incapacitated, rescue personnel can enter the door using normally available non-powered hand-carried tools.

The pilots are not permitted to leave the flight deck during the last hour of flight approaching DCA and the first hour departing DCA for other than operational emergency. The pilots must be given a briefing that includes all new information available. The pilots must be given a briefing of any additional procedures that are provided by Federal Aviation Administration Air Traffic Control and Flight Standards.

FOR U. Approach Briefing - Instrument Approaches The approach briefing must be tailored to the specific approach situation and should include the items listed below as appropriate. Specific approach to be flown page number and date. NAV radio set up. Courses to be flown. Missed Approach. Applicable Notes. Additional crew coordination items such as: - Requesting the PM to select step-down altitudes in the altitude preselector during a non-precision approach, - Controlled Flight into Terrain CFIT items pertinent to the approach being flown.

Additional crew coordination items such as - Requesting the PM to select step-down altitudes in the altitude preselector during a non-precision approach, - Controlled Flight into Terrain CFIT items pertinent to the approach being flown. Approach Briefing - Visual Approaches - Day The approach briefing must be tailored to the specific approach situation and should include the items listed below as appropriate.

Airport elevation. Pattern altitude typically feet AGL. Highest terrain point or man-made structure in the charted planview. Navigation facilities available as backup and their usage. Approach Briefing - Visual Approaches - Night or whenever IMC may be encountered For visual approaches in Night VMC or whenever IMC might be encountered during the visual approach, a full instrument approach briefing will be conducted for an instrument approach that is used as a backup.

The approach briefing must be tailored to the specific approach situation and should include the items listed below as appropriate. Specific approach to be flown as a backup page number and date. Effective communication between cockpit crewmembers is critical.

There have been several instances where the pilot working the radios accepted a LAHSO clearance but then forgot to tell the pilot flying the aircraft. Perform approach briefing applicable to the approach to be flown as defined on the previous pages. August TABLE 1. TABLE 2. TABLE 3. TABLE 4. A laminated checklist is provided as a tool to the flight crew to verify all items have been checked. Pre-Power Up Inspection Either crewmember will check the following items before turning on any power to the airplane.

Circuit Breakers Fire Handles Hydraulic Pumps OFF 5. STOP 6. Gear Handle SET 8. Security Inspection 1. The flight crew must conduct an aircraft security inspection to include opening compartment doors and inspecting the compartment for tampering or foreign items that do not belong. The inspection must include all compartments as listed in the Security Inspection checklist that are reachable from the ground without assistance of ground equipment and designed to be opened without a tool.

Due to flight safety concerns the following areas are exempted from the Security Inspection: - Radome. The Security Inspection may be accomplished simultaneously with the Exterior Inspection. Abnormal gear extension access door Main door alternate opening panel Crew Oxygen bottle door Main door closing control External power receptacle ramp interphone door Battery compartment door Main hydraulic system door Oxygen charging door Ground air conditioning door Fuel door Hydraulic filter doors Hydraulic level doors Hydraulic system service doors Potable water service door Ramp interphone door The Waste Water Door requires special protective tools to open due to the potential health hazard.

If the station supplied Security Checklist indicates that a compartment has already been inspected, the flight crew is not required to open the panel again. Exterior Inspection The Exterior Inspection and Thruflight Inspection will normally be accomplished by the First Officer and do not require the presence of both crewmembers.

When checking the engine nacelle and fan blades make sure that the blades have stopped or are windmilling at low speed that allows the pilot to visually check the blades for damage.

Take time to assess the area where the airplane is parked. Evaluate if there is sufficient maneuvering room to taxi-out or perform a push-back. Make sure that there will be enough clearance throughout the required maneuver. Also take time to inspect the airplane as a whole from a reasonable distance. See if the airplane looks physically sound and is level and normal. Experience has shown that this "initial look" can reveal details that will otherwise go unnoticed such as fluid spots on the ground, unexpected things attached to the airplane, bent or unaligned airframe components, etc.

Exterior Inspection The First Officer will normally accomplish the Exterior Inspection, although either or both crewmembers may complete the inspection. FWD Entry Door Check 2. Door Control Panel No Obstructions or Damage to Critical Area 4. Left Cockpit Side Window Check 5. AOA Sensor Check 6. Pitot Tube Check 7. Left TAT Probe Check 8.

Ice Detector Check 9. Battery Compartment Access Panel No Obstructions Avionics Comp. Windshield Wipers Check Nose Gear Gear Pin Removed Gear Uplock Unlocked Forward Avionics Access Hatch Customer will be made aware of any other conditions at the time when order is placed.

All transportation costs for the return of the core are the responsibility of the customer. Any additional fees incurred by Southeast Aerospace in relation to the transportation of the core return by the customer will be assessed and collected from the customer.

Customer exchange cores must be returned to Southeast Aerospace within 30 days. If no core is returned after 30 days, the core charge i. Cores will be evaluated for acceptance within weeks of receipt for parts repaired in-house by Southeast Aerospace.

Core acceptance for parts not repaired in-house by Southeast Aerospace is subject to outside repair evaluation turn-times.

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