The Embraer 190/195
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My mistake. 'ACT' not 'RCT'. I'll edit the post now. Ta.
ACT is 'alt compensated tilt'. Works well and makes max use of the area being displayed on the MFD. Good for 'normal' use of the wx radar.
RCT (rain echo attenuated compensation techningue?) is something quite different. Bit of a 'specialised' mode for trying to see through heavy precip' etc.
Spandex.
Lambert (Bert) Ziegels? I'm sure he wouldn't mind me remindiing you, if I've got the right name? I've got his phone number also should you ever need it.
My mistake. 'ACT' not 'RCT'. I'll edit the post now. Ta.
ACT is 'alt compensated tilt'. Works well and makes max use of the area being displayed on the MFD. Good for 'normal' use of the wx radar.
RCT (rain echo attenuated compensation techningue?) is something quite different. Bit of a 'specialised' mode for trying to see through heavy precip' etc.
Spandex.
Lambert (Bert) Ziegels? I'm sure he wouldn't mind me remindiing you, if I've got the right name? I've got his phone number also should you ever need it.
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RCT (rain echo attenuated compensation techningue?) is something quite different. Bit of a 'specialised' mode for trying to see through heavy precip' etc.
PM
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TCS function...
Hi gents,
A couple of months passed and I am already finishing my route training and enjoying the Ejet quite a lot, despite some of her minor shortcomings.
Well, one thing still buggers me, related to the use of the TCS button: with the AP engaged its usage and effects are straightforward, but I am still trying to figure what it does with the AP disengaged. I noticed that it synchronises the FPV with the FD symbol, but that seems to be it, no other effect.
On my previous type, i.e., when pressing the TCS button and lets say flying with FLCH, this synchronised the FD bars with the current pitch and moved the speed bug to the current speed. I was expecting the same behaviour on the Ejet, but not. And the manuals and my TRIs had no clue either.
Am I missing something?
Best regards,
BF
A couple of months passed and I am already finishing my route training and enjoying the Ejet quite a lot, despite some of her minor shortcomings.
Well, one thing still buggers me, related to the use of the TCS button: with the AP engaged its usage and effects are straightforward, but I am still trying to figure what it does with the AP disengaged. I noticed that it synchronises the FPV with the FD symbol, but that seems to be it, no other effect.
On my previous type, i.e., when pressing the TCS button and lets say flying with FLCH, this synchronised the FD bars with the current pitch and moved the speed bug to the current speed. I was expecting the same behaviour on the Ejet, but not. And the manuals and my TRIs had no clue either.
Am I missing something?
Best regards,
BF
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Flying the e190/195 here,
my advices would be:
- for descending, try to be a little bit under the FMS calculated path.
- If you have restrictions "at or above XXXX ft" it is a good habit to make a vertical direct to that position. for example, "5000A" meaning the FMS will calculate the ramp above 5000`. so you lock it on "5000" so the FMS calculates the descent to pass that pos. at exactly 5000`
this avoids you getting there high.
- a good thing is that, above the vertical profile on the MFD, the fms gives you the exact distance from the threshold, considering your entire route. so using this, a 3 to 1 mental calculation is a good thing. if you are at 15000 feet above field elevation at 50 miles of the airport, you are mostly ok. something above that requires your atention.
dont forget this: 200kt, flaps 2, gear down. If you are really high, this should do the trick!
When descending in FMS path, (magenta PTH) make sure you have the speed in your scan flow, the fms disregards speed, so it is easy to have a "high speed" alert.
Anyway, this is an easy to fly acft, very automatized and the workload is really low.
good luck!
my advices would be:
- for descending, try to be a little bit under the FMS calculated path.
- If you have restrictions "at or above XXXX ft" it is a good habit to make a vertical direct to that position. for example, "5000A" meaning the FMS will calculate the ramp above 5000`. so you lock it on "5000" so the FMS calculates the descent to pass that pos. at exactly 5000`
this avoids you getting there high.
- a good thing is that, above the vertical profile on the MFD, the fms gives you the exact distance from the threshold, considering your entire route. so using this, a 3 to 1 mental calculation is a good thing. if you are at 15000 feet above field elevation at 50 miles of the airport, you are mostly ok. something above that requires your atention.
dont forget this: 200kt, flaps 2, gear down. If you are really high, this should do the trick!
When descending in FMS path, (magenta PTH) make sure you have the speed in your scan flow, the fms disregards speed, so it is easy to have a "high speed" alert.
Anyway, this is an easy to fly acft, very automatized and the workload is really low.
good luck!
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How about this?
Flight director interface with the AP/FD button:
– Press and Hold the TCS:
– Synchronizes the Flight Director with the current airplane attitude.
– Release the TCS:
– The Flight Director returns to the lateral and vertical selection when
the TCS was pressed.
– With Roll/VS/FPA modes the FD maintains the airplane attitude
when the TCS is released.
– Autopilot interface with the AP/FD button:
– If the AP is engaged, pressing and holding the TCS will momentarily
override the AP. Releasing the TCS, the AP resumes airplane
control.
PM
Flight director interface with the AP/FD button:
– Press and Hold the TCS:
– Synchronizes the Flight Director with the current airplane attitude.
– Release the TCS:
– The Flight Director returns to the lateral and vertical selection when
the TCS was pressed.
– With Roll/VS/FPA modes the FD maintains the airplane attitude
when the TCS is released.
– Autopilot interface with the AP/FD button:
– If the AP is engaged, pressing and holding the TCS will momentarily
override the AP. Releasing the TCS, the AP resumes airplane
control.
PM
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Hey guys...
here's a few tips i found useful for myself...
for the descent part itself i use 3.5 to 3.7 degrees FPA until 21 NM from the first app waypoint, after that i reduce the FPA manually to 2.5 to 2.4, that way the plane will decrease speed in a very good rate, and you're gonna be able to descend at idle power until 1500 or 1750 feet..the best part of all is that you won't have to use speedbrakes if you use this little tip.. For the landing part, make sure to always monitor the autothrottle movements under turbulent air...it tends to be a little bit ''lazy'' as you may say...
.. I always kind round it at 55% of N1 for flaps 5 and 60% for flaps full... for flaps 5 i start the power off at 40 feet RA and for full at 30 to 25 feet...( E190), flaps 5 is a good call for turbulent apps.. Hope it helps...Enjoy the Embraer!
here's a few tips i found useful for myself...
for the descent part itself i use 3.5 to 3.7 degrees FPA until 21 NM from the first app waypoint, after that i reduce the FPA manually to 2.5 to 2.4, that way the plane will decrease speed in a very good rate, and you're gonna be able to descend at idle power until 1500 or 1750 feet..the best part of all is that you won't have to use speedbrakes if you use this little tip.. For the landing part, make sure to always monitor the autothrottle movements under turbulent air...it tends to be a little bit ''lazy'' as you may say...
.. I always kind round it at 55% of N1 for flaps 5 and 60% for flaps full... for flaps 5 i start the power off at 40 feet RA and for full at 30 to 25 feet...( E190), flaps 5 is a good call for turbulent apps.. Hope it helps...Enjoy the Embraer!
Last edited by FMSPEED; 7th Jun 2012 at 02:14.
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One other potential gotcha is that when cleared direct to xxx in LNAV/VNAV
the aircraft might aggressively nose dive to regain the original angle/path if the direct to cuts your track miles short. I tend to press FPA (thus green FMA) first before doing the direct to. Saves me the embarressment and keeps is smooth.
I always tend to fly 1 dot high on profile, then use a fraction of speedbrake, select manual speed 190 (ish) and let her slow down gently onto the glide. Obvisouly this is when you're doing the same approach a million times a month and you know how to play the game.
We (E190) were at 5500ft the other day when ATC cleared us for a straight in whilst doing 250 kts with 12 miles to go. (VMC) Captain showed me his trick to slow her down and it worked like a charm, even got a complement from ATC. Speedbrake full, gear down, flaps 1, flaps 2, speedbrake in etc... Established by 1000ft and it wasn't even that uncomfortable. (lot's of fun though!)
The E190 is dead easy to land IMHO. Much less tendancy to float compared to E170. (don't know about E195) I love flying it.
the aircraft might aggressively nose dive to regain the original angle/path if the direct to cuts your track miles short. I tend to press FPA (thus green FMA) first before doing the direct to. Saves me the embarressment and keeps is smooth.
I always tend to fly 1 dot high on profile, then use a fraction of speedbrake, select manual speed 190 (ish) and let her slow down gently onto the glide. Obvisouly this is when you're doing the same approach a million times a month and you know how to play the game.
We (E190) were at 5500ft the other day when ATC cleared us for a straight in whilst doing 250 kts with 12 miles to go. (VMC) Captain showed me his trick to slow her down and it worked like a charm, even got a complement from ATC. Speedbrake full, gear down, flaps 1, flaps 2, speedbrake in etc... Established by 1000ft and it wasn't even that uncomfortable. (lot's of fun though!)
The E190 is dead easy to land IMHO. Much less tendancy to float compared to E170. (don't know about E195) I love flying it.
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Another trick i found very useful to get down .... Flap 3 + FLCH 190 knots...or even Flaps 4 + FLCH 150 knots (depending on how's traffic behind ya)...that will get you down like a brick..ahhhah and you don't even have to use the gear nor speed brakes for that trick...
I would suggest caution using FLCH with Flap / Speed combinations if high on approach. It can lead to extreme rate of descent close to the ground and gets messy if A/T stays in idle Thrust eleveator mode, rather than thrust speed. (Sorry been a little while since I flew it so the exact modes are getting hazy).
I found hitting 5000 at 20nm, then reducing FPA to 1.9deg and decelerating/ configuring worked a treat for a "normal" approach.
Also from memory takes 800ft to slow from 280 to 250 in FLCH, so if you get 800 ft below the vnav profile then at 10800ft hit flch/ 250kts it works out nicely.
Good ship
I found hitting 5000 at 20nm, then reducing FPA to 1.9deg and decelerating/ configuring worked a treat for a "normal" approach.
Also from memory takes 800ft to slow from 280 to 250 in FLCH, so if you get 800 ft below the vnav profile then at 10800ft hit flch/ 250kts it works out nicely.
Good ship
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Another trick is to draw a changing path.
If you have the opportunity to approach to an airport where traffic conditions allow you to do a non restricted descent. On perf init, set the speeds to 210/.64/3.5 when between 41k to 43k LW with no wind and create a PBD at around 45-50 miles to add a constraint of 13000' in order to obtain a path of 2.5 degrees for the remainder of the approach (here lies the key).It will let you to descent around 290, slow down to 250 by 10000' and position within flap extension speeds at 5000' provided no wind. It will keep you in idle saving some fuel. FMS speeds should be used throughout the descent.
Happy landings!!!
If you have the opportunity to approach to an airport where traffic conditions allow you to do a non restricted descent. On perf init, set the speeds to 210/.64/3.5 when between 41k to 43k LW with no wind and create a PBD at around 45-50 miles to add a constraint of 13000' in order to obtain a path of 2.5 degrees for the remainder of the approach (here lies the key).It will let you to descent around 290, slow down to 250 by 10000' and position within flap extension speeds at 5000' provided no wind. It will keep you in idle saving some fuel. FMS speeds should be used throughout the descent.
Happy landings!!!
Last edited by ClimbSequence; 30th May 2013 at 05:39.
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the rules of thumb mentioned so far are all fine and good but it can be a bit cumbersome to always have to fight your way to some fixed alt/distance point.
i found these figures quite helpful when i flew the brazil nut:
(these are for clean config, no speedbrake, idle thrust)
- in level flight the embraer slows 10kts every 1nm
- in a 1000fpm descent it slows 10 kts every 2nm (or 10kts/3nm if you're heavy; +1nm for every 10kt component of tailwind)
you can use this to work your way back from whatever restriction you need to make on arrivals (or at least know if you have a chance of making them or not). you can also use this to ensure that you make 200kts and 3000'agl by the time you get to the IF.
either do the mental math or just use the fms to give yourself 1000'fpm descent segments by hardening altitudes at appropriate waypoints or building a P/B/D with alt restriction to make it happen.
i found these figures quite helpful when i flew the brazil nut:
(these are for clean config, no speedbrake, idle thrust)
- in level flight the embraer slows 10kts every 1nm
- in a 1000fpm descent it slows 10 kts every 2nm (or 10kts/3nm if you're heavy; +1nm for every 10kt component of tailwind)
you can use this to work your way back from whatever restriction you need to make on arrivals (or at least know if you have a chance of making them or not). you can also use this to ensure that you make 200kts and 3000'agl by the time you get to the IF.
either do the mental math or just use the fms to give yourself 1000'fpm descent segments by hardening altitudes at appropriate waypoints or building a P/B/D with alt restriction to make it happen.
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