Embraer 190 Flap positions
Joined: Nov 2000
Aviation Qualifications: ATPL
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From: South East
I don’t fly it anymore, but it’s not in the manuals is it, so not something Embraer think you should be doing.
Standard initial Go Around flap settings are 3, if landing Flap 5. Or 4, if landing Flap Full. I don’t recall any provision to do anything else.
Some Airbus aircraft have a specific Go Around flap selection if landing overweight.
Standard initial Go Around flap settings are 3, if landing Flap 5. Or 4, if landing Flap Full. I don’t recall any provision to do anything else.
Some Airbus aircraft have a specific Go Around flap selection if landing overweight.
Joined: Jun 2014
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From: Village of Santo Poco
Joined: Feb 2003
Posts: 543
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From: Blue sky
In other words: if you can't find any explanation in the manuals, nor the data in manuals or performance applications, the answer is simple: no.
(yes sometimes the answer is a simple "yes we can, but you can't because you're not paying for it", although based on previous answers I think your maneuvering capability might be questionable...?)
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
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From: various places .....
(Just noted BraceBrace's post after I posted my response. I concur with his/her observations).
First, I have no specific knowledge of the jungle jets.
Keep in mind that there are two landing consideration for the miss.
Approach miss (presumed OEI, gear up, approach flap) and landing miss (AEO, gear down, landing flap). There is a big risk trying for a miss OEI with landing configuration as it is not considered. Ansett lost an F27 at Launceston, many decades ago, due to this consideration. Back then the rules hadn't evolved that far, so the crew didn't know what they didn't know, did what they could and what they thought would get them out of trouble, got into a Vmc departure situation and went in. If I recall correctly, there were no fatalities on that occasion.
The OEM will specify, for each landing configuration, both approach and landing flap for which the aircraft has demonstrated compliance with the certification standards. The line pilot ought not to second guess what the numbers will be were he/she to wing it, as it were, and make things up on the fly. Better to stick with the AFM guidance. More importantly, should things come unstuck and you were making it up as you went, and the aircraft was lost, consider the subsequent bunfight in court and what your answer(s) might be when opposing counsel asks, "Now, Captain Bloggs, can you tell the court why you chose not to observe the legal requirement to comply with the flight manual ?"
Keep in mind, also, that by selecting the approach flap setting early on during the miss, you are setting yourself up to be better able to respond to an OEI situation's arising during the miss.
First, I have no specific knowledge of the jungle jets.
Keep in mind that there are two landing consideration for the miss.
Approach miss (presumed OEI, gear up, approach flap) and landing miss (AEO, gear down, landing flap). There is a big risk trying for a miss OEI with landing configuration as it is not considered. Ansett lost an F27 at Launceston, many decades ago, due to this consideration. Back then the rules hadn't evolved that far, so the crew didn't know what they didn't know, did what they could and what they thought would get them out of trouble, got into a Vmc departure situation and went in. If I recall correctly, there were no fatalities on that occasion.
The OEM will specify, for each landing configuration, both approach and landing flap for which the aircraft has demonstrated compliance with the certification standards. The line pilot ought not to second guess what the numbers will be were he/she to wing it, as it were, and make things up on the fly. Better to stick with the AFM guidance. More importantly, should things come unstuck and you were making it up as you went, and the aircraft was lost, consider the subsequent bunfight in court and what your answer(s) might be when opposing counsel asks, "Now, Captain Bloggs, can you tell the court why you chose not to observe the legal requirement to comply with the flight manual ?"
Keep in mind, also, that by selecting the approach flap setting early on during the miss, you are setting yourself up to be better able to respond to an OEI situation's arising during the miss.
Joined: Apr 2008
Posts: 83
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From: Central Europe
Just checked the AOM, although my E190 time is more than 10 years ago.
Landing Flap --> GA Flap
FULL --> 4
5 --> 3
However there is an option "Improved Go Around Performance" which allows the step from 5 --> 3 to increase the GA gradient. We did not have it on our fleet, so I cannot say if it involves a different increased speed during go-around or any other modifications on the aircraft but you can definitely order it at Embarer.
To answer the OP's question: I do not think that you can do the step from FULL to 3 as you would not be covered with regard to speed with Flaps 3 instead of 4.
Landing Flap --> GA Flap
FULL --> 4
5 --> 3
However there is an option "Improved Go Around Performance" which allows the step from 5 --> 3 to increase the GA gradient. We did not have it on our fleet, so I cannot say if it involves a different increased speed during go-around or any other modifications on the aircraft but you can definitely order it at Embarer.
To answer the OP's question: I do not think that you can do the step from FULL to 3 as you would not be covered with regard to speed with Flaps 3 instead of 4.
Last edited by FLX/MCT; 16th September 2025 at 21:20. Reason: Added last paragraph
Joined: Jun 2001
Posts: 480
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From: at the edge of the alps
With IGAP (Improved Go-Around Performance) you need increased approach speeds for flaps 5 and are then allowed to retract from 5 to 2. (Basically you always fly with speeds for ice accretion and need not consider a speed increment for icing).
From Full it's always 4 (4 and 5 actually command the same slat/flap position with 4 being used for TO/GA and 5 for landing) . You could conceive of a similar method for flaps full (increasing speed to be above the required minimum for flaps 3) but you'd have to have that certified. I don't think there would be much benefit regarding drag as the difference between 3 and 4/5 is limited to slats.)
From Full it's always 4 (4 and 5 actually command the same slat/flap position with 4 being used for TO/GA and 5 for landing) . You could conceive of a similar method for flaps full (increasing speed to be above the required minimum for flaps 3) but you'd have to have that certified. I don't think there would be much benefit regarding drag as the difference between 3 and 4/5 is limited to slats.)
