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
Page 1
Embraer EMB-120ER Operating Manual
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.
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Embraer EMB-120ER Operating Manual
Aircraft History
The design of this aircraft began with the French designer Max Holstre, as the IPD/PAR6504 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 twinturboprop 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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Embraer EMB-120ER Operating Manual
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 EMB120 Brasilia in super-cooled large droplet icing conditions which demonstrated the
aircraft‟s safety.
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Embraer EMB-120ER Operating Manual
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 pistondriven 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.
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Embraer EMB-120ER Operating Manual
Aircraft Specifications
EMB-120ER
DIMENSIONS
Aircraft Length
Aircraft Height
Wingspan
Wing Area
Cabin Width
Cabin Height
Cabin Volume
POWERPLANTS
Engine Type
Maximum Thrust
Propellers
65.58 feet
20.83 feet
64.92 feet
424.4 feet2
6.92 feet
5.75 feet
222 feet3
Pratt & Whitney PW118A
1800 shp
Hamilton – Standard
14RF-9
4-blade variable pitch,
reversible
WEIGHTS
Empty Weight
Maximum Zero Fuel Weight
Maximum Takeoff Weight
Maximum Landing Weight
CAPACITY
# Passengers Typical
Configuration
Max Seating Capacity
Cockpit Crew
Maximum Payload
Maximum Fuel
Usable Fuel
OPERATIONAL LIMITATIONS
Take Off distance
Landing distance
Flaps Up Stall Speed
Full Flaps Stall Speed
Maximum KIAS
Economy Cruise Speed
FL250
Service Ceiling
Maximum Cruise Speed
Maximum Payload Range
Page 6
15741 pounds
24,030 pounds
26,433 pounds
25,794 pounds
30
30
2
7213 pounds
5,905 pounds
5,856 pounds
5,118 feet
4,528 feet
117 KIAS
87 KIAS
250 KIAS
270 knots TAS
32,000 feet
313 knots
1570 nm with reserves
Embraer EMB-120ER Operating Manual
Cockpit Checkout – FS2004
Flight Simulator 2004 - Main Panel Instrument Cluster
Flight Simulator 2004 - Glare Shield Radio and Autopilot
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Embraer EMB-120ER Operating Manual
Flight Simulator 2004 - Radio Stack and System Controls
Flight Simulator 2004 - Overhead Panel - Upper
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Embraer EMB-120ER Operating Manual
Flight Simulator 2004 - Overhead Panel – Lower (Overlays Radio Stack)
Flight Simulator 2004 - Autopilot Control Panel
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Embraer EMB-120ER Operating Manual
Cockpit Checkout – FSX
Flight Simulator X - Main Panel Instrument Cluster
Flight Simulator X - Glare Shield Radio and Autopilot
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Embraer EMB-120ER Operating Manual
Flight Simulator X - Radio Stack and System Controls
Flight Simulator X - Overhead Panel - Upper
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Embraer EMB-120ER Operating Manual
Flight Simulator X - Overhead Panel – Lower (Overlays Radio Stack)
Flight Simulator X - Autopilot Control Panel
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Embraer EMB-120ER Operating Manual
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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Embraer EMB-120ER Operating Manual
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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Embraer EMB-120ER Operating Manual
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 „PushButton‟ airplane, it does have much of the same capabilities.
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Embraer EMB-120ER Operating Manual
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 EMB120ER 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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Embraer EMB-120ER Operating Manual
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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Embraer EMB-120ER Operating Manual
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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Embraer EMB-120ER Operating Manual
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
9,000
250 KTS
12,000
260 KTS
18,000
240 KTS
FL240
220 KTS
FL300
190 KTS
*Fuel burn is per engine
True Airspeed
295 KTS
322 KTS
326 KTS
326 KTS
304 KTS
Fuel Burn*
360
400
360
340
280
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.
Page 19
Embraer EMB-120ER Operating Manual
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.
Page 20
Embraer EMB-120ER Operating Manual
NOT FOR REAL WORLD AVIATION USE
Embraer 120ER Checklist
Normal Operations
At Gate Parked-Before Engine Start
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
All Charts/Flight Plan
Weight/Balance
Parking Brakes
ACARS (optional)
All doors
Gear Lever
Flight Controls
Airspeed Bug
Power Select Switch
Clock/Stopwatch
Fuel on board
Radio Master Switch
COM1
Altimeter
COM1
NAV 1 & 2
ADF
Marker Beacon Audio
HSI
Heading bug
Altitude (AP)
On Board
Meet Flight Requirements
ON
Connected and Flight Started
Closed / Locked
DOWN
FREE & Clear (outside View)
Set to take-off Vr
ON
SET
Write down amount
ON
Tune ATIS
SET
SET to local frequency
SET & IDENT
SET & IDENT
ON
SET
SET
SET
ATC CLEARANCE - Call for IFR/VFR Departure-Push/Start Request
o Transponder
Code Set/Squawk Standby
-BEFORE ENGINE START CHECKLIST COMPLETED-
Page 21
Embraer EMB-120ER Operating Manual
Engine Start
o Parking brakes
o Simulator time at start up
o Radio Master Switch
o Rotating Beacon Switch
ON
Write Down
OFF
ON
When Cleared to Start
o
o
o
o
o
o
Throttle Power Levers
Prop Levers
Condition Fuel Levers (CFL)
Right engine ignition start
Engine RPM
Right engine fuel pump
o
o
o
o
o
Engine instruments
Verify fuel flow
LEFT engine ignition start
Engine RPM
LEFT engine fuel pump
GND IDLE
GND IDLE
GND IDLE
ON
Monitor
ON when N1>10-12%
CFL GND IDLE
IN green & stable
CHECK
ON
Monitor
ON when N1>10-12%
CFL GND IDLE
IN green & stable
CHECK
o Engine instruments
o Verify fuel flow
-ENGINE START CHECKLIST COMPLETED-
After Engine Start
o
o
o
o
o
o
Parking brakes
Internal, Navigation, Logo lights
Pitot/Static Heat
Radio Master Switch
Elevator Trim Wheel
Flap Selector Lever
ON
ON
ON
ON
TAKE-OFF setting (5 up)
1 notch (15 deg down)
-AFTER ENGINE START CHECKLIST COMPLETED-
Page 22
Embraer EMB-120ER Operating Manual
TAXI
ATC TAXI CLEARANCE - Request taxi to active runway
o
o
o
o
o
o
Engine controls
Prop Levers
Condition Fuel Levers (CFL)
GPS (HSI Switch)
Parking brakes
Pushback
o
o
o
o
Toe Brakes
Instrument Check during taxi
Crew Takeoff Briefing
Crew Announcements
Throttle Power Levers GND IDLE
GND IDLE
Low Idle
GPS
Release
(Shift+P or use other
pushback tool)
Check
Compass/Turn & Bank movement
Perform during Taxi
Perform during Taxi
-TAXI CHECKLIST COMPLETED-
Before Takeoff
o GPS (HSI Switch)
o Flight Director
o Autopilot
NAV
ON
Check-Disengaged
Note takeoff time and fuel amount
o Flaps & Trim
o COM1 & NAV 1 & ADF
Check
Check
ATC Take off CLEARANCE - Request for takeoff
-BEFORE TAKEOFF CHECKLIST COMPLETED-
Page 23
Embraer EMB-120ER Operating Manual
Takeoff - Cleared or Taxi into position & hold
o
o
o
o
o
o
o
o
o
o
Toe Brakes
Strobe & Landing lights
Transponder
Heading bug
Condition Fuel Levers
Propeller Levers
Throttle Power Levers
Engine instruments
Toe Brakes
Throttle Power Levers
At Vr (___knots)
ON
ON
ON-Squawk Normal
Runway heading
Full MAX
Full ON (Control+F4)
1/3 Advanced
Monitor/Check
Release
Advance to FULL power
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 24
Embraer EMB-120ER Operating Manual
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)
o Elevator Trim Wheel
OFF
ADJUST
-CRUISE CHECKLIST COMPLETED-
Descent
ATC Descent CLEARANCE - Descend
o
o
o
o
Landing lights (passing 10,000 ft)
Propeller Levers
Condition Fuel flow Levers
Throttle Power Levers
ON
ON FULL
MAX RPM
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
o
o
o
o
Altimeter
VOR/ADF/NAV
Flap Selector Lever
Flap Selector Lever
Landing Gear Lever
SET
SET Freq
15 (1st notch) at 180 knots
25 (2nd notch) at 145 knots
DOWN at 140 knots
-APPROACH CHECKLIST COMPLETED-
Page 25
Embraer EMB-120ER Operating Manual
Landing
ATC Landing CLEARANCE - to Land
o Throttle Power Levers
o Propeller Levers (above 60 KIAS)
o Toe Brakes
GND IDLE after landing
Reverse (F2) then GND IDLE
APPLY as required
-LANDING CHECKLIST COMPLETED-
After Landing (When clear of the runway)
ATC Taxi CLEARANCE - To gate
o
o
o
o
o
Transponder
Flap Selector Lever
Elevator Trim Wheel
Strobes & Landing lights
GPS (HSI Switch)
Standby
UP
SET to Zero
OFF
GPS
-AFTER LANDING CHECKLIST COMPLETE-
Shutdown
o Parking brakes
o Navigation, Logo,
Internal lights, Pitot Heat
o Radio Master Switch
o Condition Fuel Flow Levers
(Fuel Pump Switch)
ON
OFF
OFF
OFF
Record the fuel left in the tanks & compare to the
amount you had planned for in your flight plan
o Rotating Beacon Switch
o Power Select Switch
o Doors
OFF
OFF
Open
o Simulator time at shutdown
Note the time
(If you are flying online, note the real world time)
o ACARS Shutdown (optional)
o Exit flight simulator
End Flight, File PIREP
NOT FOR REAL WORLD AVIATION USE
Page 26
Embraer EMB-120ER Operating Manual
Embraer 120ER Checklist
Engine Failure
Engine Failure after Vr
o Maintain Directional Control
o Maintain Vyse Blue Line
o Condition Levers (CFL)
o Prop Levers
o Power Levers
o Landing Gear
o Flap Selector
ROTATE @ Vr + 5 Calculated
Positive Rate of Climb
HIGH IDLE
HIGH RPM
Take Off Setting
UP
UP
IDENTIFY AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Engine Gauges
o Control the aircraft
o Declare emergency
o Cabin Attendant Advisory GIVEN
RETARD FLIGHT IDLE
FEATHER
FUEL CUTOFF
CONFIRM
Bank 5º to Live Engine
Contact ATC
START AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Start Ignition
o Condition Lever (CFL)
o Fuel Flow
o Engine Instruments
o Prop Lever
FLIGHT IDLE
FEATHERD
FLIGHT IDLE
ON
LOW IDLE when N1>10-12
After Start FLIGHT IDLE
VERIFY
VERIFY Start Green Stable
UN-FEATHER
Return to Airport
Page 27
Embraer EMB-120ER Operating Manual
Engine Failure - Enroute
o Maintain Directional control
o Condition Levers (CFL)
o Prop Levers
o Power Levers
Maintain Airspeed
HIGH IDLE
HIGH RPM
Take Off Setting
IDENTIFY AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Engine Gauges
o Control the aircraft
o Declare emergency
o Cabin Attendant Advisory
RETARD FLIGHT IDLE
FEATHER
FUEL CUTOFF
CONFIRM
Bank 5º to Live Engine
Contact ATC
GIVEN
START AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Start Ignition
o Condition Lever (CFL)
o Fuel Flow
o Engine Instruments
o Prop Lever
FLIGHT IDLE
FEATHERD
FLIGHT IDLE
ON
LOW IDLE when N1>10-12
After Start FLIGHT IDLE
VERIFY
VERIFY Start Green Stable
UN-FEATHER
Return to Airport
Page 28
Embraer EMB-120ER Operating Manual
Engine Failure @ Approach
o Maintain Directional Control
o Condition Fuel Levers (CFL)
o Propeller Levers
o Power Levers
Maintain Airspeed
HIGH IDLE
HIGH RPM
Take Off Setting
IDENTIFY AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Engine Gauges
o Control the aircraft
o Declare emergency
o Cabin Attendant Advisory
RETARD FLIGHT IDLE
FEATHER
FUEL CUTOFF
CONFIRM
Bank 5º to Live Engine
Contact ATC
GIVEN
START AFFECTED ENGINE
o Power Lever
o Prop Lever
o Condition Lever (CFL)
o Start Ignition
o Condition Lever (CFL)
o Fuel Flow
o Engine Instruments
o Prop Lever
FLIGHT IDLE
FEATHERD
FLIGHT IDLE
ON
LOW IDLE when N1>10-12
After Start FLIGHT IDLE
VERIFY
VERIFY Start Green Stable
UN-FEATHER
o Landing Lights (10,000 ft)
ON
Page 29
Embraer EMB-120ER Operating Manual
Engine Failure Landing
ATC LANDING CLEARANCE-Land
o Maintain Airspeed
o Flap Selector
o Landing Gear
o Power Levers
o Prop Levers (above 60 KIAS)
Vref + 25
As Required
DOWN 3 Green Short Final
GND IDLE after landing
GND IDLE - DO NOT USE
REVERSE THRUST
APPLY as Required
o Toe Brakes
-ENGINE FAILURE LANDING CHECKLIST COMPLETED-
Engine Failure After Landing (When Clear of Runway)
ATC Taxi CLEARANCE- To Gate
o Transponder
o Flap Selector
o Elevator Trim
o Strobe Lights
o Landing Lights
o GPS (HSI Switch)
Standby
UP As Required
SET to Zero
OFF
OFF
SET to GPS
-AFTER LANDING CHECKLIST COMPLETE-
Page 30
Embraer EMB-120ER Operating Manual
Engine Failure Gate Shutdown
o Parking Brake
o Navigation, Logo, Pitot Heat
o Avionics Master
o Power Lever
o Prop Levers
o Condition Lever (CFL)
ON
OFF
OFF
GND IDLE
FEATHER
FUEL CUTOFF
Record the Fuel left in the Tanks
Compare amount planned for in your Flight Plan
o Internal Lights
o ROT BCN Switch
o PWR Select
o Doors
OFF
OFF
OFF
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 31
Embraer EMB-120ER Operating Manual
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 32
Embraer EMB-120ER Operating Manual
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 33
Embraer EMB-120ER Operating Manual
Appendix A - Typical Configuration
Typical Aircraft Fuel and Payload Configurations
Empty Weight
Max Payload
Payload
Gross Weight
Max Gross Weight
16507 lbs
6313 lbs
4540 lbs
23999 lbs
31285 lbs
Left (50%)
Right (50%)
1476.20 lbs
1476.20 lbs
Fuel Total
Max Allowable Fuel
Max per Tank
2952.40 lbs
5906 lbs
440.7 gal
Fuel Settings
Tank
Left
Right
Total Fuel
%
50.0
50.0
Pounds
1476.20
1476.20
2952.40
Fuel Weight Lbs/gal: 6.7
Payload Settings
Station
Pounds
Station 1
Station 2
Station 3-6
Station 7-9
Station 10-12
Station 13
Total
400
0
150
420
520
720
4540
Page 34
Capacity
2952.35 lbs
2952.35 lbs
5904.70 lbs
Embraer EMB-120ER Operating Manual
Appendix B - Takeoff Speeds - Flaps 15º
TAKEOFF SPEEDS - KIAS
FLAPS 15 º
ALTITUDE
Gross
Weight
-LB
0 Ft
18000
20000
22000
24000
26433
Gross
Weight
-LB
2000 Ft
18000
20000
22000
24000
26433
Gross
Weight
-LB
4000 Ft
18000
20000
22000
24000
26433
OAT
OAT
OAT
OAT
-54(°c)
-65 (°f)
-11(°c)
12(°f)
30(°c)
86(°f)
50(°c)
122(°f)
V1 VR V2
106 112 131
106 112 127
106 112 124
106 112 121
103 112 118
V1 VR V2
103 109 125
103 109 121
103 109 118
103 109 115
112 115 118
V1 VR V2
102 105 119
102 105 114
102 105 111
108 109 113
116 117 118
V1 VR V2
91 97 105
95 99 103
106 107 108
113 115 113
121 122 118
OAT
OAT
OAT
OAT
-54(°c)
-65 (°f)
-11(°c)
12(°f)
30(°c)
86(°f))
50(°c)
122(°f)
V1 VR V2
105 111 129
105 111 125
105 111 122
105 111 119
106 113 118
V1 VR V2
101 108 123
101 108 119
101 108 116
103 108 113
112 115 118
V1 VR V2
98 104 117
98 104 113
100 104 109
108 110 113
116 117 118
V1 VRV2
90 95 101
97 100 103
107 109 108
114 116 113
123 124 118
OAT
OAT
OAT
OAT
-54(°c)
-65 (°f)
-11(°c)
12(°f)
30(°c)
86(°f)
50(°c)
122(°f)
V1 VR V2
103 109 126
103 109 122
103 109 119
103 109 116
109 114 118
V1 VR V2
100 106 121
100 106 117
100 106 113
105 108 113
115 116 118
Page 35
V1 VR V2
V1 VR V2
97 103 115
89 93 97
97 103 111
100 102 103
100 103 108
109 111 108
109 111 113
117 119 113
118 119 118
126 126 118
(continued next page)
Embraer EMB-120ER Operating Manual
Appendix B - Takeoff Speeds - Flaps 15º
(continued)
TAKEOFF SPEEDS - KIAS
FLAPS 15 º
ALTITUDE
Gross
Weight
-LB
6000 Ft
18000
20000
22000
24000
26433
Gross
Weight
-LB
8000 Ft
18000
20000
22000
24000
26433
Gross
Weight
-LB
10000 Ft
18000
20000
22000
24000
26433
OAT
OAT
OAT
OAT
-54(c)
-65 (f)
-11(c)
12(f)
30(c)
86(f)
50(c)
122(f)
V1 VR V2
102 108 124
102 108 120
102 108 116
103 108 113
113 115 118
OAT
V1 VR V2
99 105 119
99 105 115
100 105 111
107 109 113
116 117 118
OAT
V1 VR V2
96 102 113
97 102 109
102 104 108
111 112 113
118 119 118
OAT
V1 VR V2
92 95 97
103 104 103
111 113 108
118 121 113
127 127 118
OAT
-54(c)
-65 (f)
-11(c)
12(f)
30(c)
86(f)
50(c)
122(f)
V1 VR V2
100 106 121
100 106 117
100 106 113
105 108 113
115 116 118
OAT
V1 VR V2
98 103 116
98 103 112
100 103 108
108 110 113
117 118 118
OAT
V1 VR V2
95 101 111
97 101 108
102 104 108
111 113 113
119 120 118
OAT
V1 VR V2
94 96 97
102 105 103
111 114 108
123 123 113
129 129 118
OAT
-54(c)
-65 (f)
-11(c)
12(f)
30(c)
86(f)
50(c)
122(f)
V1 VR V2
97 104 118
97 104 113
102 104 110
108 109 113
116 117 118
V1 VR V2
94 99 109
97 99 105
104 105 107
112 113 113
120 121 118
V1 VR V2
89 93 98
100 101 103
109 110 107
117 118 113
125 125 118
V1 VR V2
96 97 96
107 107 103
115 115 107
124 124 113
130 130 118
Page 36
Embraer EMB-120ER Operating Manual
Appendix C – Speed Card Templates
DVA Embraer EMB-120ER
Empty Weight
Max Payload
Payload
Gross Weight
Max Gross Weight
16507 lbs
6313 lbs
4540 lbs
23999 lbs
31285 lbs
Left (50%)
Right (50%)
Fuel Total
Max Allowable Fuel
Max per Tank
1476.20 lbs
1476.20 lbs
2952.40 lbs
5906 lbs
440.7 gal
Bold is where changes were made in Fuel/Payload Settings
Embraer EMB-120ER
_________LBS
Takeoff
Altitude
feet
OAT
Flaps 15
(c)
(f)
V1 + 5
V1
Vr + 5
Vr
V2 + 5
V2
Landing
Flaps
0
15
25
45
0
15
25
45
Maneuvering
Vref
Vapp
Single Engine OPS
Flaps
Maneuvering
Vref + 25
Page 37
Embraer EMB-120ER Operating Manual
Appendix C (cont) - V Speed 24000 lbs
DVA Embraer EMB-120ER
Left (50%) 1476.20 lbs
Empty Weight 16507 lbs
Right
(50%) 1476.20 lbs
Max Payload
6313 lbs
4540 lbs
Payload
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
Bold is where changes were made in Fuel/Payload Settings
Embraer EMB-120ER
24000 LBS
Takeoff
Altitude 0 feet
OAT
Flaps 15
30(c)
86(f)
V1
113
Vr
114
V2
118
Landing
Flaps
Maneuvering
Vno
Vref
Vapp
0
15
25
45
125
180
115
145
105
135
15
25
45
150
140
130
143
130
200
Single Engine OP
Flaps
Maneuvering
Vno
Vref + 25
0
150
155
Page 38
Embraer EMB-120ER Operating Manual
Appendix D – Standard Information
Maximum Gross Weight: 26609 lbs
Flap Position
Minimum Airspeed
0
117 KIAS
15
25
45
110 KIAS
98 KIAS
87 KIAS
Maximum Airspeed
Vmo-272 KIAS
M 0.52
Vfe-200 KIAS
Vfe-150 KIAS
Vfe-135 KIAS
Normal Economy Climb
Weight
LBS
17637
18739
19842
20944
22046
23149
24251
25353
26455
Enroute Climb
&
Enroute Airspeed
KIAS
125
128
132
135
138
140
143
146
150
Standard Climb Rate @ 200 KIAS
FPM
2000
1500
1300
1000
Altitude
Below 10,000 feet
10,000 to15, 000 feet
15,000 to FL200
Above FL200
Descent Rate
Target Speed
210 KIAS
220 KIAS
245 KIAS
Descent Rate
1000 fpm
1500 fpm
2000 fpm
Page 39
Embraer EMB-120ER Operating Manual
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)
17600
19800
22000
24200
26400
Airspeed (KIAS)
126
132
138
144
150
Page 40
Embraer EMB-120ER Operating Manual
Appendix E – Approach & Landing Speeds
Approach/Landing Speeds
Landing Reference
Speed
Vref 25
Flaps 25
Gear Down
KIAS
105
107
110
113
115
118
121
123
125
Weight
LB
18000
19000
20000
21000
22000
23000
24000
24802
25794
Landing Reference
Speed
Vref 45
Flaps 45
Gear Down
KIAS
97
100
102
105
107
109
112
114
116
Flap Operation Speeds
Flaps
15
25
45
Maximum
Speed
200 KIAS
150 KIAS
135 KIAS
Minimum
Speed
125 KIAS
115 KIAS
110 KIAS
Landing Gear Operation Speeds
Operation VLO
Extended VLE
Maximum Speed
200 KIAS
200 KIAS
Page 41
Embraer EMB-120ER Operating Manual
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.
NOT FOR REAL WORLD AVIATION USE
Page 42