EMB 120 Manual

DELTA VIRTUAL AIRLINES

Embraer EMB-120ERAircraft Operations Manual

Fourth EditionDecember 2012

Embraer EMB-120ER Operating Manual

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Table of Contents

Welcome................................................................................................................. 1

Aircraft History ........................................................................................................ 2

Aircraft Systems ...................................................................................................... 5Propellers ............................................................................................................ 5Hydraulic Systems................................................................................................ 6Landing Gear ....................................................................................................... 7Electrical Systems ................................................................................................ 9

Aircraft Specifications............................................................................................. 10

Cockpit Checkout – FS2004 .................................................................................... 11

Cockpit Checkout – FSX.......................................................................................... 14

Understanding the Autopilot ................................................................................... 17

Using the Autopilot - Tutorial .................................................................................. 18

Flying the EMB-120ER - Tutorial.............................................................................. 20

Fuel Planning ........................................................................................................ 23

Embraer 120ER Checklist Normal Operations ........................................................... 25At Gate Parked-Before Engine Start.................................................................. 25

Engine Start ................................................................................................... 26

After Engine Start ........................................................................................... 26

Taxi............................................................................................................... 27

Before Takeoff ............................................................................................... 27

Takeoff - Cleared or Line Up & Wait ................................................................. 28

Climb to Altitude............................................................................................. 29

Cruise............................................................................................................ 29

Descent ......................................................................................................... 29

ATC Descent CLEARANCE - Descend ................................................................ 29

Approach ....................................................................................................... 29

Landing ......................................................................................................... 30

After Landing (When clear of the runway) ........................................................ 30

Shutdown ...................................................................................................... 30

Embraer 120ER Checklist – Engine Failure ............................................................... 32Engine Failure after Vr..................................................................................... 32

Engine Failure - Enroute.................................................................................. 33

Engine Failure @ Approach.............................................................................. 34

Embraer EMB-120ER Operating Manual

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Engine Failure Landing.................................................................................... 35

Engine Failure After Landing (When Clear of Runway) ....................................... 35

Engine Failure Gate Shutdown ......................................................................... 36

Crew Briefing - Take-Off......................................................................................... 37

Crew Announcements ............................................................................................ 38

Appendix A - Typical Configuration.......................................................................... 39

Appendix B - Takeoff Speeds - Flaps 15º ................................................................. 40

Appendix C – Speed Card Templates ....................................................................... 42Embraer EMB-120ER....................................................................................... 42

Embraer EMB-120ER....................................................................................... 43

Appendix D – Standard Information ........................................................................ 44

Appendix E – Approach & Landing Speeds ............................................................... 46

Acknowledgements and Legal Stuff ......................................................................... 47

Embraer EMB-120 Operating Manual

Page 1

Welcome

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

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

Should you have questions about the specifics of this airplane, this manual oraviation 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 yourquestions.

If you would like to receive virtual flight training that is modeled after real worldtraining, go to the Pilot Center on our website, www.deltva.org where you cansign up for flight instruction in the DVA Virtual Airlines Flight Academy.

http://www.deltva.org/

http://www.deltva.org/


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AIRCRAFT HISTORY

The design of this aircraft began with the French designer Max Holstre, as the IPD/PAR-6504 before being taken over by the state-owned Brazilian aircraft manufacturerEmbraer (Empresa Brasileria de Aeronautic SA). Intended as a light transport for theBrazilian Air Force, three prototype YC-95 aircraft were built and the first flew onOctober 26, 1968. The aircraft went into production in 1972, with the first productionmodel completed in August. The civil EMB-110C 15-seater was certified soon thereafter,and the first deliveries were to TransBrasil Airlines.

Overseas interest increased when the aircraft was displayed at the Paris Air Show in1977. 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 (3421lbs) of cargo to be carried. The P2 is a straight commuter capable of carrying up to 21passengers with two sets of air stairs. The aircraft were certified in France in 1977, andin Britain and the US in 1978. The EMB-120 originated from this successful and widelyaccepted early aircraft.

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

the EMB-120ER –first delivered in1993. Theextended rangeaircraft includesseveral featuressuch as increasedtake-off weightand improveddesign of all theleading edges.The ER versionhas been adoptedas 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 SoutheastAirlines (62 aircraft), Comair (40 aircraft) and SkyWest (70 aircraft).

The aircraft is produced in a 30-seat passenger version, an all-cargo version with apayload capacity of 4,000kg and a VIP transporter. The Brazilian Air Force operates twoVC-97s (the VIP transport versions), which are in service with the six Esquadrao deTransporte Area and the Grupo de Transporte Especial based in Brasilia.


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When the EMB-120 Brasilia was introduced in May 1985 with its launch customer, theUS-based Atlantic Southeast Airlines, regional air travel was changed. For the first timein aviation history, small communities and the regional airlines connecting them had anaircraft specifically designed to meet their needs. The first EMB-120 Brasilia was thefastest (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 updatesresulting in reduced operational and maintenance costs and improved dispatchreliability. Modifications leading to even greater passenger comfort include 31-inch seatpitch and 7psi pressurization in the cabin. The 30-seat twin turboprop is now equippedwith powerful 1,800 SHP Pratt & Whitney PW118A turboprop engines turning 4-bladeHamilton Standard 14RF-9 variable pitch propellers and has a greater cruise speed (315knots) and its maximum take-off weight has increased to 26,433 lbs.

Recently, Embraer implemented a passive control system for noise and vibration. Theimprovement in comfort is perceptible to passengers, since noise and vibration werereduced considerably and were better distributed along the length of the cabin. Theaircraft has offered superior safety levels since its inception, designed in compliance withFAR 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 continuedreliability and safety. On March 12, 1996, Embraer received a special certificate ofrecognition from the FAA for initiating an intensive and comprehensive test of theEMB-120 Brasilia in super-cooled large droplet icing conditions, which demonstrated theaircraft’s safety.


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Powerplant

A Turboprop engine is a type of gasturbine engine that uses most of itspower to drive a propeller. Thepropeller of a turboprop is very similarto that used by piston or reciprocatingengines, but turboprops usually use aconstant velocity propeller.

A turboprop engine is similar to aturbojet, but has additional fan bladesin the turbine stage to recover morepower from the engine to turn thepropeller.

Propellers lose efficiency as aircraft speed increases, which is why turboprops are notused on higher-speed aircraft. However, turboprops are far more efficient than piston-driven propeller engines.

Turboprop description and image courtesy of Wikipedia.org. Additional information canbe found at http://www.pwc.ca/en/engines/pw100

Pratt & Whitney PW118A/B

The PW100 series is a family of turboprop engines from Pratt & Whitney Canadadesigned to power 30 to 70 seat regional transport aircraft. The family concept of power

plant and gearbox allows a continuum ofengines to meet a range of performancerequirements. With over 4,800 enginesdelivered to date, the PW100 seriespowers three-quarters of all modernregional turboprop aircraft.

In its fifteen years of evolution, the PW100family has been developed in a number of different models, generating 1,800 shafthorsepower 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 airportsand large airline hub airport, the EMB-120ER is a truly fun airplane to fly. Typicaloperating altitudes are 14,000 to 24,000’ with top performance seen between 18,000’and 24,000’. Handling is crisp and clean; she’s fast and is very forgiving with no badhabits. Stalls are straight ahead with no tendency to drop a wing. Recovery is cleanand easy with minimal loss of altitude. Engine out handling is docile if proper attentionis paid to speed management. She’ll treat a novice with loving care but turn her over toan experienced pilot and she comes alive. Like a good sports car, she’ll take anythingyou can throw at her. It’s these qualities that led to her being chosen as the primaryinstruction aircraft for the Delta Virtual Airlines Flight Academy.

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

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

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

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

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

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

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

http://www.pwc.ca/en/engines/pw100


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Aircraft Systems

PropellersThe EMB-120ER is equipped with two Hamilton Standard, model 14 RF-19 propellers.The propellers are mechanically actuated by the power turbines of the relevant engines,at a reduction rate of 15:1 (20,000 RPM of the power turbine corresponds toapproximately 1,300 RPM propeller), the pitch being hydraulically controlled by thepropeller control unit (PCU).

The EMB-120ER propeller system incorporates the following components in eachpropeller assembly:

o Hamilton Standard, four-blade, model 14 RF-9, clockwise rotation (asviewed from behind), variable pitch, tractor, reversible and featheringpropeller.

o Mechanical pump actuated by the power turbine shaft through thereduction gearbox accessory section

o Electrical auxiliary feather pump that will supply high-pressure oil forpropeller feathering.

o Propeller control unit (PCU), which will control propeller pitch and speed-we use the prop lever on the quadrant to simulate.

o Overspeed governor that provides propeller maximum speed controlo Flight low pitch secondary backstop system

In our simulator model, when you pull the Prop lever halfway back in the EMB-120ER,you are reducing the thrust available from the propellers thereby making the airplanemore manageable on the ground with a lower taxi speed (20 kts straight taxiing andslow to 10-12 kts in the turns). Make sure that you push the Prop lever all the wayforward top for maximum thrust when taking off.


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HYDRAULIC SYSTEMS

The EMB-120ER has two hydraulic systems: the green and blue systems. The hydraulicsystems power the following airplane components:

Hydraulic Green System: Landing Gear; Forward Door Actuation; Normal Brake(outboard pair); Nose Wheel Steering; Flap System (outboard pair); Rudder.Hydraulic Blue System: Emergency Brake; Normal Brake (inboard pair); Flap (inboardand nacelle pairs); Rudder.

Either the green or the blue hydraulic system can power the rudder with nodecrease in the airplane controllability. The green and blue system reservoirs arepressurized by bleed air from the engines. Pressurization of all reservoirs ensurespositive fluid flow to all hydraulic pumps. The green and blue hydraulic systemshave an engine-driven pump and a backup electric motor-driven pump. The leftengine powers the green system engine-driven pump and the right enginepowers the blue system engine-driven pump.


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Landing GearThe airplane has two main landing gears and a single nose gear. Each main gear is aconventional two-wheeled landing gear. The nose gear is a conventional steerable two-wheeled unit. Hydraulic power for retraction, extension, and nose wheel steering issupplied by the green hydraulic system. The normal brake system is powered by thehydraulic systems, with the outboard pair being supplied by the green hydraulic systemand the inboard pair by the blue hydraulic system. The emergency braking system ispowered by the blue hydraulic system. Antiskid protection is also provided. The normalbrake system is actuated by either pilot's rudder pedals. The pedals are linked via push-pull cables to dual brake/anti-skid valves. Each valve actuates in one pair of wheels: theoutboard or the inboard pair. The inboard valve is fed by the blue system and theoutboard valve by the green system. Both valves receive 3,000 psi from the associatedhydraulic power system.


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The anti-skid system limits the hydraulic pressure applied to each brake valve by inputsfrom the pedals. The anti-skid system provides maximum stopping performance, thusminimizing wheel skidding and, consequently, enabling minimum tire wear under anyrunway condition. The system is primarily composed of four wheel speed transducers,installed at main landing gear wheel axles, one electronic control box, and two brakevalves, one for the outboard pair of wheels and other for the inboard pair.


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Electrical SystemsElectrical systems are used in aircraft to power the lights, radios, navigation equipment,windshield wipers and other electrical equipment. The engines have generators that cangenerate the power required by the aircraft.

In the DVA EMB-120ER, there are no hydraulic or electrical systems modeled so thereare no emergency checklists for these failures on the aircraft.

The EMB-120ER electrical system supplies 28VDC and 26V AC/115V AC power to suit allthe airplane electrical needs. The 28V DC is the primary supply system. The two maingenerators, two auxiliary generators, one APU generator, a Ni-Cd battery or an externalpower source supplies it. The AC electrical power is provided by two 250 VA-400 Hzstatic inverters which convert 28 V DC power to 115 and 26 V AC.

The external power supply system consists of a receptacle at the left side of the airplanenose section, a contactor and an overvoltage protection relay.

The main generators are two 400 ampere, 28 V DC engine-driven starter-generators,one installed on each engine are the primary power source of the electrical system. Theauxiliary generators are comprised of two 150-Ampere, 28 V DC generators, each beingdriven by the respective propeller reduction gearbox.

The APU starter-generator is identical to the main generators. The main purpose of theAPU generator is to substitute for the ground power unit, when the airplane is on theground. It may also be used in parallel with the battery to assist an engine cross-start.

During the engine starting cycle, the bus voltage transients may occasionally damagesome communication and navigation instruments. To avoid this situation, the radiomaster switches will allow the pilot to turn off the avionics during engine start.


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Aircraft Specifications

EMB-120ER

DIMENSIONSAircraft Length 65.58 feetAircraft Height 20.83 feetWingspan 64.92 feetWing Area 424.4 feet2

Cabin Width 6.92 feetCabin Height 5.75 feetCabin Volume 222 feet3

POWERPLANTSEngine Type Pratt & Whitney PW118AMaximum Thrust 1800 shpPropellers Hamilton – Standard 14RF-9

4-blade variable pitch, reversibleWEIGHTSEmpty Weight 15,741 poundsMaximum Zero Fuel Weight 24,030 poundsMaximum Takeoff Weight 26,433 poundsMaximum Landing Weight 25,794 poundsCAPACITY# Passengers Typical Configuration 30Max Seating Capacity 30Cockpit Crew 2Maximum Payload 7,213 poundsMaximum Fuel 5,905 poundsUsable Fuel 5,856 poundsOPERATIONAL LIMITATIONSTake Off distance 5,118 feetLanding distance 4,528 feetFlaps Up Stall Speed 117 KIASFull Flaps Stall Speed 87 KIASMaximum KIAS 250 KIASMaximum Flaps Extended 150

Maximum Flaps Extended 250

Maximum Flaps Extended 450

Economy Cruise Speed FL250

200 KIAS150 KIAS135 KIAS

270 knots TASService Ceiling 32,000 feetMaximum Cruise Speed 272 KIASMaximum Payload Range 1,570 nm with reserves


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Cockpit Checkout – FS2004

Flight Simulator 2004 - Main Panel Instrument Cluster

Flight Simulator 2004 - Glare Shield Radio and Autopilot


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Flight Simulator 2004 - Radio Stack and System Controls

Flight Simulator 2004 - Overhead Panel - Upper


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

Flight Simulator 2004 - Autopilot Control Panel


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Cockpit Checkout – FSX

Flight Simulator X - Main Panel Instrument Cluster

Flight Simulator X - Glare Shield Radio and Autopilot


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Flight Simulator X - Radio Stack and System Controls

Flight Simulator X - Overhead Panel - Upper


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

Flight Simulator X - Autopilot Control Panel


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Understanding the AutopilotThe autopilot on the EBM-120ER while looking complex is in reality very straightforwardand easy to use. The autopilot can be used in most phases of flight except takeoff andlanding. The EMB-120ER is not certified for autoland operations. The autopilot must beturned off prior to landing. First, the operation of the autopilot control panel will becovered, and 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 attitudeindicator. When turned on, the flight director bars provide visual cues to the pilot formanually flying the aircraft to achieve the course and altitude conditions set in theautopilot panel.

Autothrottle Switch - Used to enable the autothrottle function. This switch does notactually engage the autothrottle.

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

Course Select window – Used to select the desired course tobe tracked in the NAV mode. This can be set either by placingthe mouse cursor over the window and using the scroll wheel orby adjusting the course knob on the HSI.

Heading Select window – Used to select the desired headingto be held in the HDG mode. This can be set either by placingthe mouse cursor over the window and using the scroll wheel orby adjusting the heading bug on the HSI.

Speed Select window – Used to select the desired indicated airspeed to be held bythe autothrottle when in IAS mode. This can be set by placing the mouse cursor overthe window and using the scroll wheel to adjust.

Altitude Select window – Used to select the desired altitude for the autopilot to holdwhen in the ALT mode. This can be set either by placing the mousecursor over the window and using the scroll wheel or be adjustingthe course knob on the HSI or by setting the attitude in the AltitudeAlert window in the same manner. When changing altitude, this isthe altitude that the autopilot will capture.

Vertical Speed Select – Used to select the desired vertical speed (plus or minus) to beheld by the autopilot during a climb or descent. This speed will be maintained untilreaching the altitude set in the Altitude Select window. This can be adjusted by placingthe 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 backcourse 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 bepressed or the aircraft will not navigate correctly.


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Altitude Enable – When selected, enables the altitude hold function. The autopilot willcommand 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 theclimb or descent.

IAS Enable – Used to turn on the autothrottle function. When turned on, the autopilotwill use the autothrottle function to attain and maintain the speed set in the SpeedSelect Window. Because of the nature of the PW118A engine and the engine controlsystem, it is highly recommended to manually stabilize the aircraft at the speed the pilotdesires then turn on the autothrottle.

Approach Enable – Use to tell the autopilot to intercept and track the ILS course andglideslope. The aircraft must be positioned on a course that will intercept the localizerand be at an altitude below the glideslope. Ideally, localizer intercept should occurbefore glideslope intercept.

Heading Hold Enable – Used to instruct the autopilot to attain and hold the headingset in the Heading Select window. The autopilot will command a standard turn to thedesired 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 inthe Course Select window. Internal logic will command the autopilot to turn to aheading that will intercept the desired course and once intercepted, track it.

Using the Autopilot - TutorialThe following tutorial is intended to provide a basic overview of the operation ofautopilot. The tutorial will begin prior to takeoff and end just prior to landing. It willnot cover all aspects of the flight, only the autopilot use. We will depart MontgomeryRegional Airport (KMGM) with a destination of the Hartsfield – Jackson AtlantaInternational Airport (KATL). We will not concern ourselves with flying any SIDs orSTARs. Departure will be from KMGM runway 30. After takeoff, we fly a 090 degreeheading to intercept the Victor Airway 222 aka V222 (MGM VOR radial R-045) then viaV222 to LaGrange VOR (LGC) then direct to the Atlanta VOR (ATL). We’ll fly the routeat 15,000’. Because we know the altitude we will fly, we can preset the altitude in theautopilot. Set the Altitude Select Window to 15,000 and set the vertical speed to 1,800FPM. This will be our target climb rate once we get airborne and the aircraft cleanedup. We can also set the airspeed to 250 knots - our cruise indicated airspeed. Turn onthe Flight Director.

After using appropriate checklists and procedures, you are ready for takeoff. Yourheading bug should be set to runway heading for situational awareness. Takeoff andaccelerate the aircraft to 200 knots while retracting the landing gear and flaps. Oncecomfortably airborne, turn on the Autopilot master switch and engage (click on) the ALTbutton to engage the altitude hold function, turn on the HDG button to engage theheading hold function and turn on the Yaw Damper. This will turn control of the aircraftover to the autopilot. The autopilot will command a right turn to attain and hold a 090heading and it will command a pitch angle to achieve an 1800 FPM climb with a targetaltitude of 15,000 feet. Note due to performance considerations, it will be necessary toreduce the climb rate to about 1,500 FPM when climbing through an altitude about8,000 feet. Once 15,000 feet is reached set a fuel flow of about 380 PPH per engine


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and let the speed stabilize around 250 KIAS. You can now select IAS on the autopilotpanel to turn on the autothrottle function.

NAV radio 1 should be tuned to 112.10 (MGM) and the Course Select should be set to045. This is the radial off MGM that makes up this leg of V222. The Course DeviationIndicator (CDI) – the green arrow shaped pointer on the HSI should be pointing at 045degrees and the center bar should be fully deflected to the right of the arrow. Continueon the 090 heading until the CDI bar starts to move towards the center. At this timeselect the NAV function on the autopilot control panel. The autopilot will now turn tointercept 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 readingfor DME 2 and the RMI NAV2 needle will point towards LGC. According to the LowAltitude IFR Chart L-19, MGM is used for navigation along V222 until reaching YARBEintersection. YARBE is 44 DME from MGM. Because the autopilot will only track usingNAV radio 1, we have to retune the radio. To prevent any radical course changes whenthe radio is changed, set the Heading Select to watch the current heading of theaircraft. Select the heading function on the autopilot control panel. Next tune NAVradio 1 to LGC on 115.60. Set the Course Select to 048. We are on the 228 radial fromLGC but we want to fly inbound on the reciprocal bearing. Now, select the NAV functionon 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 doneso, determine when you need to start your descent. In this case we’ll need to start our

descent about 55 milesfrom ATL. When DME 2reads 55.0, disengagethe autothrottle andreduce power to idle.Pull back the Prop levershalfway and set the FuelCondition levers to LowIdle. When the airspeedreaches 210 KIAS start a1000 FPM descent with atarget altitude of 2,600’.This is the patternaltitude for the Atlantaairport (field elevation +1500’).

When nearing LGC weneed to switch navigation

to the ATL VOR. Repeat the steps above to accomplish this – Set the heading, selectHDG, retune the radio, set the correct course and reselect the NAV function. Continueinbound to Atlanta and the descent until reaching 2,600’. Once you have the airport insight, 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 toalleviate much of the pilot workload. While the EMB-120ER is by no means a ‘Push-Button’ airplane, it does have much of the same capabilities.


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Flying the EMB-120ER - Tutorial

For this tutorial we will be flying from Orlando International Airport (KMCO) toTallahassee 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 directOrlando (ORL) VOR then via V159 to the Cross City (CTY) VOR then via V295 to theOLUGY 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 instrumentDeparture (SID) chart if you are to fly a SID and the relevant approach plates, at leastone for your departure airport and at least one for each runway at your destination andalternate airports. This will ensure you have flexibility upon arrive in the event a runwayis closed or the weather has changed dramatically. For the purposes of this tutorial, wewill assume there is no active Air Traffic Control.

Start Flight Simulator and choose the ‘Create a Flight’ option. Select the EMB-120ERand click the OK button. Next select the Fuel and Payload button to open theconfiguration window. The payload is a good typical load out. For fuel, you need tomake sure the values are displayed a pounds and enter 995 into each fuel tank. Clickokay. 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 ourpurpose here, we’ll use the Flight Simulator’s default weather. Once everything is set,click the ‘Fly now’ button to load the simulator.

Using the checklist found later in this manual, perform the At Gate – Before EngineStart checklist the ensure the aircraft and cockpit are properly configured and allaircraft systems are working.

NOTE: The battery life on the EMB-120ER is very limited. Delays with theMaster Power switch on will quickly drain the battery making it impossible tostart engines. IF you need to, pause the simulator between checklist items.

Now, using the Engine Start and When Cleared to Start checklist, start the rightengine. The basic procedure is this – Avionics Master – Off, Right Engine Start switch tostart. 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 rightengine 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 leftengine. Once both engines are stable, complete the When Cleared to Start checklistand After Engine Start checklist items. Note the typical takeoff trim setting is about5° nose up.

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


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setting or setting the propeller condition levers above a minimal setting will make speedcontrol during taxi difficult. Maximum taxi speeds straight ahead is 20 knots and 10-12knots in a turn. Setting the fuel and propeller controls as shown here will make taxiing

the EMB-120ER much easier. If speed does creeptoward the upper limits, tap the toe brakes to slow theaircraft. Turning at speeds above the 10-12 knot isdifficult. The EMB-120ER is a light aircraft and there isinsufficient traction on the nose wheel to make sharpturns at speeds above the 10-12 knot limit. The aircraftwill continue straight ahead until it is slowed down.Caution must be exercised to make sure the fuel andpropeller condition levers are set full forward before

takeoff. Failure to do so will result in a dangerous low power condition. Follow thechecklist closely and you will not have any problems.

When ready to taxi, complete all the Taxi checklist items and taxi to the runway. Payparticular attention to your speed. The airspeed indicator will not register the allowablespeeds. You must have the HSI NAV/GPS switch set to GPS to get a valid speedindication on the ground. Once at the runway hold line, execute the Before Takeoffand the Takeoff - Cleared or Line up and Wait checklist items making sure the fueland propeller levers are moved to the full forward position. Keep in mind that if the fueland propeller levers are moved before taxiing into position, the aircraft will gather speedquickly when you release brakes to taxi onto the runway. Particular attention must bepaid to speed management.

Takeoff is straightforward. Once in position set the brakes, and advance the throttles toabout the 1/3 position. Allow the engines to stabilize briefly then release brakes andapply full power. Use rudder to track the runway centreline. When the airspeedreaches Vr of 120 knots, gently pull back on the controls to raise the nose to a 7° noseup attitude. Hold this attitude and allow the aircraft to fly off the runway…it will nottake long. Once a positive rate is established and when about 35’ above the runwayraise the landing gear. As the airspeed accelerates thru 140 knots raise the flaps. Adjustpitch to maintain a 1500 to 2000 FPM climb and allow airspeed to increase. As airspeedapproaches 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 rateof climb. As altitude increases to about 9,000’, you may need to reduce the rate ofclimb 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 cruisesetting. For this flight we’ll cruise at 12,500’ and, according the fuel burn chart, we willset power to achieve a 400 PPH fuel flow. Set the fuel flow and let the airspeed settlewhere 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 weapproach the airport, we want to be at about 2,000’ 10 miles from the runway. Some


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simple math will show us we need to start our decent about 43 miles from the airport.Take our cruise altitude and subtract our target altitude 12,500 – 2,000 = 10,500.Round this value up to the next whole 1,000’ increment – 11,000. Drop the zeros andmultiply 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 theairport. Remember our cruise speed is about 260 KIAS. The EMB-120ER is a slipperyairplane in a clean configuration. We will need several miles to slow from 260KIAS to200KIAS before we lower the nose. Plan ahead and you’ll be okay. Expect to need 10miles to bleed off the speed. On our route, the OLUGY intersection is about 10 milesfrom the KTLH runway 27 threshold. Working backwards from OLUGY, we find we needto 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 todefine V295 as we approach the Tallahassee area. To start our descent at 43 DME, we’llneed to start slowing about 53 NM from SZW. So at or prior to SZW 53 DME, pull thepower back to idle, pull the Props to ½, and reduce the fuel condition levers to LowIdle. Allow the speed to decrease to 200 KTS. At 200 KTS lower the nose to achieve a1000 FPM decent rate. Trim to maintain this attitude. Continue the descent untilreaching 2,000’. This should occur prior to OLUGY intersection. Don’t forget theDESCENT checklist.

Again, because this is a slippery airplane, allow the speed to decay to 180 KTS. At theOLUGY intersection turn left to a heading of 270 this will position us for a straight inlanding on runway 27. After the turn, you should soon see the airport. Once you seethe airport, pull the power back and allow the airspeed to slow to 180 KIAS. At thisspeed lower 15 of flaps (one notch). If you are still fast near the airport, you can lowerthe first notch of flaps at a speed not to exceed 200 KIAS. This first flap deploymentwill significantly increase drag and help slow the airplane.

Be sure to use the Approach and Landing checklists. By the time you reach 5 milesfrom the runway, your target is to be at 160 KIAS, 15 (one notch) of flaps. Whenwithin 5 miles slow to 145 KIAS and deploy 25 flaps (second notch). Allow the speed tocontinue to drop to 128 KIAS. This is the final approach speed or Vref in most landingconfigurations. When slowing thru 140 KIAS, lower the landing gear. Remember, theseare turbine engines and need time to spool up before getting an increase in power. Ifyou wait until the speed reaches 128 KIAS to add power, your speed will continue todrop. Too much drop and you could stall…not good. Hold 128 KIAS and a descent rateof 500-600 FPM all the way to the runway. Don’t try to flare too much because thisairplane loves to fly and will float for a long time. Maintain a steady descent all the wayto the runway. Don’t worry, she’s built for soft and short fields and can take it.

Once you are on the runway, reduce power to idle, apply full reverse thrust (Press andhold F2), and apply the brakes. When slowing thru 60 KIAS, disengage the reversethrust by a brief raising and lowering of the throttles. Slow to taxi speed and turn offthe runway. Stop on the taxiway and complete the After Landing - (when Clear ofthe Runway) checklist. When complete, taxi to the gate and perform the Shutdownchecklist.


Page 23

Fuel Planning

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

Altitude Indicated Airspeed True Airspeed Fuel Burn*9,000 250 KTS 295 KTS 36012,000 260 KTS 322 KTS 40018,000 240 KTS 326 KTS 360FL240 220 KTS 326 KTS 340FL300 190 KTS 304 KTS 280

*Fuel burn is per engine

Fuel planning in the EMB-120ER is done like any other commercial aircraft you may fly.Each DVA flight requires the following to be taken into consideration when planning therequired 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 5,905 lbs of fuel (2952.5 lbs per tank). The fuel burnrate is 400 PPH (pounds per hour) per engine. All references to the fuel burn rates arePPH (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 lbsof 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 longerstart-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 burnrates will even out. Higher cruise altitudes burn less fuel, lower altitudes burn morefuel. 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 300PPH per engine.

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


Page 24

Example: KMCO-KTLH is approximately a 1-hour flight. An alternate airport could beGainesville, FL (KGNV), which is 117 miles ESE of KTLH and is 30 minutes or less. Theflight will be flown at 12,000 feet.

Unusable Fuel - 24.4 lbs per engineGround operations – 100 lbs per engineTime in flight – 1 hour or 400 lbs per engineReserves – 45 minutes or 300 lbs per engineAlternate – 30 minutes or 200 lbs per engine

Total fuel required – 1,024.4 lbs per engine. This the amount of fuelyou would load into each fuel tank for a total fuel load of 2,048.8 pounds of fuel

Note: If you are flying into high traffic areas, such as during a group flight event, youshould consider adding some extra fuel for expected delays you may encounteron the ground and in the air.

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


Page 25

NOT FOR REAL WORLD AVIATION USE

Embraer 120ER ChecklistNormal Operations

At Gate Parked-Before Engine Start

o All Charts/Flight Plan On Boardo Weight/Balance Meet Flight Requirementso Parking Brakes ONo ACARS (optional) Connected and Flight Startedo All doors Closed / Lockedo Gear Lever DOWNo Flight Controls FREE & Clear (outside View)o Airspeed Bug Set to take-off Vr

o Power Select Switch ONo Clock/Stopwatch SETo Fuel on board Write down amounto Radio Master Switch ONo COM1 Tune ATISo Altimeter SETo COM1 SET to local frequencyo NAV 1 & 2 SET & IDENTo ADF SET & IDENTo Marker Beacon Audio ONo HSI SETo Heading bug SETo Altitude (AP) SET

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

o Transponder Code Set/Squawk Standby

-BEFORE ENGINE START CHECKLIST COMPLETED-


Page 26

Engine Start

o Parking brakes ONo Simulator time at start up Write Downo Radio Master Switch OFFo Rotating Beacon Switch ON

When Cleared to Start

o Throttle Power Levers GND IDLEo Prop Levers GND IDLEo Condition Fuel Levers (CFL) HIGH IDLEo Right engine ignition start ONo Engine RPM Monitoro Right engine fuel pump ON when N1>10-12%

CFL HIGH IDLEo Engine instruments IN green & stableo Verify fuel flow CHECKo LEFT engine ignition start ONo Engine RPM Monitoro LEFT engine fuel pump ON when N1>10-12%

CFL HIGH IDLEo Engine instruments IN green & stableo Verify fuel flow CHECK

-ENGINE START CHECKLIST COMPLETED-

After Engine Start

o Parking brakes ONo Internal, Navigation, Logo lights ONo Pitot/Static Heat ONo Radio Master Switch ONo Elevator Trim Wheel TAKE-OFF setting (5 up)o Flap Selector Lever 1 notch (15 deg down)

-AFTER ENGINE START CHECKLIST COMPLETED-


Page 27

Taxi

ATC TAXI CLEARANCE - Request taxi to active runway

o Engine controls Throttle Power Levers GND IDLEo Prop Levers GND IDLEo Condition Fuel Levers (CFL) Low Idleo GPS (HSI Switch) GPSo Parking brakes Releaseo Pushback (Shift+P or use other

pushback tool)o Toe Brakes Checko Instrument Check during taxi Compass/Turn & Bank movemento Crew Takeoff Briefing Perform during Taxio Crew Announcements Perform during Taxi

-TAXI CHECKLIST COMPLETED-

Before Takeoffo GPS (HSI Switch) NAVo Flight Director ONo Autopilot Check-Disengaged

Note takeoff time and fuel amount

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

ATC Take off CLEARANCE - Request for takeoff

-BEFORE TAKEOFF CHECKLIST COMPLETED-


Page 28

Takeoff - Cleared or Line Up & Waito Toe Brakes ONo Strobe & Landing lights ONo Transponder ON-Squawk Normalo Heading bug Runway headingo Condition Fuel Levers Full MAXo Propeller Levers Full ON (Control+F4)o Throttle Power Levers 1/3 Advancedo Engine instruments Monitor/Checko Toe Brakes Releaseo Throttle Power Levers Advance to FULL power

At Vr (___knots) Rotate to 7o climb angle

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 UPo Elevator Trim Wheel ADJUSTo Maintain a 7-degree pitch (1,500-1,800 fpm) during climb out

-TAKEOFF CHECKLIST COMPLETED-


Page 29

Climb to Altitudeo Full power to altitudeo Monitor fuel flow rate and engine instrumentso Maintain Vx (200 knots) and Vy (1,500-1,800 fpm) or desired climb

rate/airspeed

Cruiseo Landing lights (passing 10,000 ft) OFFo Elevator Trim Wheel ADJUST

-CRUISE CHECKLIST COMPLETED-

DescentATC Descent CLEARANCE - Descend

o Landing lights (passing 10,000 ft) ONo Propeller Levers 1/2 (cover “RO” in PROP)o Condition Fuel flow Levers LOW IDLEo Throttle Power Levers FLIGHT IDLE

-DESCENT CHECKLIST COMPLETED-

Approach

ATC Approach CLEARANCE - Approach

o Airspeed Bug SET

(200 KIAS knots or less below 2,500’ within 5 nmof an airport in Class B/C/D airspace)

o Altimeter SETo VOR/ADF/NAV SET Freqo Flap Selector Lever 15 (1st notch) at 180 knotso Flap Selector Lever 25 (2nd notch) at 145 knotso Landing Gear Lever DOWN at 140 knots

-APPROACH CHECKLIST COMPLETED-


Page 30

LandingATC Landing CLEARANCE - to Land

o Throttle Power Levers GND IDLE after landingo Propeller Levers (above 60 KIAS) Reverse (F2) then GND IDLEo Toe Brakes APPLY as required

-LANDING CHECKLIST COMPLETED-

After Landing (When clear of the runway)

ATC Taxi CLEARANCE - To gate

o Transponder Standbyo Flap Selector Lever UPo Elevator Trim Wheel SET to Zeroo Strobes & Landing lights OFFo GPS (HSI Switch) GPS

-AFTER LANDING CHECKLIST COMPLETE-

Shutdowno Parking brakes ONo Navigation, Logo,

Internal lights, Pitot Heat OFFo Radio Master Switch OFFo Condition Fuel Flow Levers OFF

(Fuel Pump Switch)

Record the fuel left in the tanks & compare to theamount you had planned for in your flight plan

o Rotating Beacon Switch OFFo Power Select Switch OFFo Doors Open

o Simulator time at shutdown Note the time

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

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


Page 31



Page 32

Embraer 120ER Checklist – Engine Failure

Engine Failure after Vr

o Maintain Directional Control ROTATE @ Vr + 5 Calculatedo Maintain Vyse Blue Line Positive Rate of Climbo Condition Levers (CFL) HIGH IDLEo Prop Levers HIGH RPMo Power Levers Take Off Settingo Landing Gear UPo Flap Selector UP

IDENTIFY AFFECTED ENGINE

o Power Lever RETARD FLIGHT IDLEo Prop Lever FEATHERo Condition Lever (CFL) FUEL CUTOFFo Engine Gauges CONFIRMo Control the aircraft Bank 5º to Live Engineo Declare emergency Contact ATCo Cabin Attendant Advisory GIVEN

START AFFECTED ENGINE

o Power Lever FLIGHT IDLEo Prop Lever FEATHERDo Condition Lever (CFL) FLIGHT IDLEo Start Ignition ONo Condition Lever (CFL) LOW IDLE when N1>10-12

After Start FLIGHT IDLEo Fuel Flow VERIFYo Engine Instruments VERIFY Start Green Stableo Prop Lever UN-FEATHER

Return to Airport


Page 33

Engine Failure - Enrouteo Maintain Directional control Maintain Airspeedo Condition Levers (CFL) HIGH IDLEo Prop Levers HIGH RPMo Power Levers Take Off Setting






Return to Airport


Page 34

Engine Failure @ Approacho Maintain Directional Control Maintain Airspeedo Condition Fuel Levers (CFL) HIGH IDLEo Propeller Levers HIGH RPMo Power Levers Take Off Setting






o Landing Lights (10,000 ft) ON


Page 35

Engine Failure LandingATC LANDING CLEARANCE-Land

o Maintain Airspeed Vref + 25o Flap Selector As Requiredo Landing Gear DOWN 3 Green Short Finalo Power Levers GND IDLE after landingo Prop Levers (above 60 KIAS) GND IDLE - DO NOT USE

REVERSE THRUSTo Toe Brakes APPLY as Required

-ENGINE FAILURE LANDING CHECKLIST COMPLETED-

Engine Failure After Landing (When Clear of Runway)ATC Taxi CLEARANCE- To Gate

o Transponder Standbyo Flap Selector UP As Requiredo Elevator Trim SET to Zeroo Strobe Lights OFFo Landing Lights OFFo GPS (HSI Switch) SET to GPS

-AFTER LANDING CHECKLIST COMPLETE-


Page 36

Engine Failure Gate Shutdown

o Parking Brake ONo Navigation, Logo, Pitot Heat OFFo Avionics Master OFFo Power Lever GND IDLEo Prop Levers FEATHERo Condition Lever (CFL) FUEL CUTOFF

Record the Fuel left in the TanksCompare amount planned for in your Flight Plan

o Internal Lights OFFo ROT BCN Switch OFFo PWR Select OFFo Doors OPENo Simulator Time at Shutdown DOCUMENT

(If you are flying online, note the real world time)o ACARS Shutdown (Optional) End Flight, File PIREPo Call Maintenanceo Exit flight simulator


Page 37

Crew Briefing - Take-Off

Captain to Co-pilot

We will be taking off on RWY (active runway), climbing to (altitude). If we encounter anengine malfunction, fire or other emergency before V1 (critical engine failure recognitionspeed) KIAS, the flying pilot will retard the throttles to flight idle and bring the aircraft toa complete stop on the runway. The non flying pilot will notify the proper ATC of ourintentions and assist the flying pilot as requested or needed to operate the aircraft in asafe manner.

If the aircraft has reached Vr (rotate speed) KIAS, the flying pilot will fly the aircraft percompany procedures and the non flying pilot will notify the appropriate ATC of ourintentions and assist the flying pilot as requested or needed to operate the aircraft in asafe 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 (RefSTAR)

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 38

Crew Announcements

Departure“Ladies and gentlemen, on behalf of the flight crew, this is your (captain or firstofficer) (insert name), welcoming you aboard Delta Virtual Connection flightnumber (flight) with service to (destination). Or flight time today will beapproximately (time en route) to (destination). At this time, I’d like to direct yourattention to your to the monitors in the aisles for an important safetyannouncement. Once again, thank you for flying Delta Virtual Connection.”

Climbing above 10,000 feet MSLInform 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’vereached 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 fastenseatbelt sign, however, we ask that while in your seat you keep your seatbeltloosely fastened as turbulence is often unpredicted. Please let us know if there isanything we can do to make your flight more comfortable, so sit back and enjoyyour flight.”

ApproachInform 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 towelcome you to (destination) where the local time is (time). We hope you’veenjoyed your flight with us today and hope that the next time your plans call forair travel, you’ll choose us again. Once again, thank you for flying Delta VirtualConnection.”


Page 39

Appendix A - Typical Configuration

Typical Aircraft Fuel and Payload Configurations

Empty Weight 16,507 lbs Left (50%) 1,476.2 lbsMax Payload 6,313 lbs Right (50%) 1,476.2 lbs

Payload 4,540 lbs Fuel Total 2,952.4 lbsGross Weight 23,999 lbs Max Allowable Fuel 5,906.0 lbs

Max Gross Weight 31,285 lbs Max per Tank 440.7 gal

Fuel Settings

Tank % Pounds CapacityLeft 50.0 1,476.20 2,952.35 lbs

Right 50.0 1,476.20 2,952.35 lbsTotal Fuel 2,952.40 5,904.70 lbsFuel Weight Lbs/gal: 6.7

Payload Settings

Station PoundsStation 1 400Station 2 0

Station 3-6 150Station 7-9 420

Station 10-12 520Station 13 720

Total 4,540


Page 40

Appendix B - Takeoff Speeds - Flaps 15º

ALTITUDE TAKEOFF SPEEDS - KIASFLAPS 15 º

0 Ft

GrossWeight

-LB

OAT-54(°c)-65 (°f)

OAT-11(°c)12(°f)

OAT30(°c)86(°f)

OAT50(°c)122(°f)

V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V218,00020,00022,00024,00026,433

106 112 131106 112 127106 112 124106 112 121103 112 118

103 109 125103 109 121103 109 118103 109 115112 115 118

102 105 119102 105 114102 105 111108 109 113116 117 118

91 97 10595 99 103

106 107 108113 115 113121 122 118

2,000 Ft

GrossWeight

-LB

OAT-54(°c)-65 (°f)

OAT-11(°c)12(°f)

OAT30(°c)86(°f))

OAT50(°c)122(°f)

V1 VR V2 V1 VR V2 V1 VR V2 V1 VRV218,00020,00022,00024,00026,433

105 111 129105 111 125105 111 122105 111 119106 113 118

101 108 123101 108 119101 108 116103 108 113112 115 118

98 104 11798 104 113

100 104 109108 110 113116 117 118

90 95 10197 100 103

107 109 108114 116 113123 124 118

4,000 Ft

GrossWeight

-LB

OAT-54(°c)-65 (°f)

OAT-11(°c)12(°f)

OAT30(°c)86(°f)

OAT50(°c)122(°f)


103 109 126103 109 122103 109 119103 109 116109 114 118

100 106 121100 106 117100 106 113105 108 113115 116 118

97 103 11597 103 111

100 103 108109 111 113118 119 118

89 93 97100 102 103109 111 108117 119 113126 126 118

(continued next page)


Page 41

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

ALTITUDETAKEOFF SPEEDS - KIAS

FLAPS 15 º

6,000 Ft

GrossWeight

-LB

OAT-54(c)-65 (f)

OAT-11(c)12(f)

OAT30(c)86(f)

OAT50(c)122(f)


102 108 124102 108 120102 108 116103 108 113113 115 118

99 105 11999 105 115100 105 111107 109 113116 117 118

96 102 11397 102 109

102 104 108111 112 113118 119 118

92 95 97103 104 103111 113 108118 121 113127 127 118

8,000 Ft

GrossWeight

-LB

OAT-54(c)-65 (f)

OAT-11(c)12(f)

OAT30(c)86(f)

OAT50(c)122(f)


100 106 121100 106 117100 106 113105 108 113115 116 118

98 103 11698 103 112

100 103 108108 110 113117 118 118

95 101 11197 101 108

102 104 108111 113 113119 120 118

94 96 97102 105 103111 114 108123 123 113129 129 118

10,000Ft

GrossWeight

-LB

OAT-54(c)-65 (f)

OAT-11(c)12(f)

OAT30(c)86(f)

OAT50(c)122(f)


97 104 11897 104 113

102 104 110108 109 113116 117 118

94 99 10997 99 105

104 105 107112 113 113120 121 118

89 93 98100 101 103109 110 107117 118 113125 125 118

96 97 96107 107 103115 115 107124 124 113130 130 118


Page 42

Appendix C – Speed Card Templates

DVA Embraer EMB-120EREmpty Weight 16,507 lbs Left (50%) 1,476.2 lbs

Max Payload 6,313 lbs Right (50%) 1,476.2 lbsPayload 4,540 lbs Fuel Total 2,952.4 lbs

Gross Weight 23,999 lbs Max Allowable Fuel 5,906 lbsMax Gross Weight 31,285 lbs Max per Tank 440.7 gal

Bold is where changes were made in Fuel/Payload Settings

Embraer EMB-120ER

_________LBSTakeoff Altitude feet

OAT(c)(f)

Flaps 15

V1 + 5 V1

Vr + 5 Vr

V2 + 5 V2

LandingFlaps 0 15 25 45

Maneuvering

Vref

Vapp

Single Engine OPSFlaps 0 15 25 45

Maneuvering

Vref + 25


Page 43

Appendix C (cont) - V Speed 24000 lbs

DVA Embraer EMB-120EREmpty Weight 16,507 lbs Left (50%) 1,476.20 lbsMax Payload 6,313 lbs Right (50%) 1,476.20 lbs

Payload 4,540 lbs Fuel Total 2,952.40 lbsGross Weight 23,999 lbs Max Allowable Fuel 5,906 lbs

Max Gross Weight 31,285 lbs Max per Tank 440.7 galBold is where changes were made in Fuel/Payload Settings

Embraer EMB-120ER

24,000 LBSTakeoff Altitude 0 feet

OAT30(c)86(f)

Flaps 15

V1 113

Vr 114

V2 118Landing

Flaps 0 15 25 45Maneuvering

Vno143

Vref 130 125 115 105Vapp 200 180 145 135

Single Engine OPFlaps 0 15 25 45

ManeuveringVno

150Vref + 25 155 150 140 130


Page 44

Appendix D – Standard Information

Maximum Gross Weight: 26,609 lbs

Flap Position Minimum Airspeed Maximum Airspeed

0 117 KIAS Vmo-272 KIASM 0.52

15 110 KIAS Vfe-200 KIAS25 98 KIAS Vfe-150 KIAS45 87 KIAS Vfe-135 KIAS

Normal Economy Climb

WeightEnroute Climb

&Enroute Airspeed

LBS KIAS17,637 12518,739 12819,842 13220,944 13522,046 13823,149 14024,251 14325,353 14626,455 150

Standard Climb Rate @ 200 KIAS

FPM Altitude2,000 Below 10,000 feet1,500 10,000 to15, 000 feet1,300 15,000 to FL2001,000 Above FL200

Descent Rate

Target Speed Descent Rate210 KIAS 1,000 fpm220 KIAS 1,500 fpm245 KIAS 2,000 fpm


Page 45

Appendix D – Standard Information(continued)

Power-Off Stall Speed

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

Maximum Operating Speed

Flight with All Engines Inoperative

Weight (LBS) Airspeed (KIAS)17,600 12619,800 13222,000 13824,200 14426,400 150


Page 46

Appendix E – Approach & Landing Speeds

Approach/Landing Speeds

Weight

Landing ReferenceSpeedVref 25

Flaps 25Gear Down

Landing ReferenceSpeedVref 45

Flaps 45Gear Down

LB KIAS KIAS18,000 105 9719,000 107 10020,000 110 10221,000 113 10522,000 115 10723,000 118 10924,000 121 11224,802 123 11425,794 125 116

Flap Operation Speeds

Flaps MaximumSpeed

MinimumSpeed

15 200 KIAS 125 KIAS25 150 KIAS 115 KIAS45 135 KIAS 110 KIAS

Landing Gear Operation Speeds

Maximum SpeedOperation VLO 200 KIASExtended VLE 200 KIAS


Page 47

Acknowledgements and Legal Stuff

Delta Virtual Airlines 2012 Copyright © 2012 Global Virtual Airlines Group. Allrights reserved.

For flight simulation purposes only. In no way are we affiliated with Delta AirLines, its affiliates, or any other airline. All logos, images, and trademarksremain 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 upgraded to edition four in Dec 2012 by Scott Clarke and JimWarner.

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 drawnusing XaraXtreme by and courtesy of Emoscopes 21:54, 15 December 2005(UTC) and Wikipedia.

This manual is copyright 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011,and 2012. The authors grant unlimited rights to Delta Virtual Airlines formodification and non-profit electronic duplication and distribution. Material fromoutside sources was used and other copyrights may apply. All cited sectionsremain the property of their authors.

While we strive to mirror real-world operations, this manual is not designed foruse in the operation of real-world aircraft.


http://www.gvagroup.org/

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

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