EMB-120 SOPs
12-04-2009, 03:41 PM
#41
Gets Weekends Off
Joined APC: Mar 2006
Position: SkyWest Capt.
Posts: 2,963
The E120 is a great airplane that was far beyond it's time when first introduced. Unfortunately it's time is coming to an end in 121, but it should go on to fly for many more decades in cargo and third worlds.
I love the "switch b1tch, Bro, Jungle Junk, Burrito Bomber, Brazilian King Air...etc..." and I'm proud to have the E120 as one of my "types" with thousands of hours in her, mostly PIC.
I love the "switch b1tch, Bro, Jungle Junk, Burrito Bomber, Brazilian King Air...etc..." and I'm proud to have the E120 as one of my "types" with thousands of hours in her, mostly PIC.
12-04-2009, 03:50 PM
#42
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Thread Starter
Joined APC: Dec 2009
Posts: 35
Thank you guys very much for taking the time to provide this level of detail. Look forward to hearing more about what not to do on the Bro.
Seasons Greetings
Kiz
Seasons Greetings
Kiz
I agree with everything that's been said both John and Cardinal......
I'll first add that the E120 does not like it when it’s cold. You’ll often have FFOD (First Flight of Day) system check failures due to it just being cold. I recommend you let the a/c warm up and try it again. If it fails a second time then call Mx Control. This happens most often with the AP test.
BTW, the best way to warm up or cool off the EMB is to start the APU, open the APU bleed and crossbleed and trun the Packs on Low, leave the fans off so it cools/heats the belly of the a/c first. Then after you feel warm or cold air coming out of the side pilot console vents then turn the fans on which will circulate the cold/warm air throughout. Keep mind that the main temperature sensor is by the main cabin door (MCD). During the winter, when the MCD is open keep the Pack temperature knobs on full cold otherwise you will burn up the packs and smoke the cabin due to the sensor always sensing the cold air from the MCD.
Engine starts: After start the eninges make sure the Nh is above 60% before you move the Condition Levers to Min. Otherwise the EEC’s won’t come on line. If they don’t, just start the second engine and then reset the EEC’s.
Takeoff: What for “fail Fix’s” and only abort at slow speeds. The 2 FF’s I’ve had both happened just after I added power (only moving about 20kts) so I aborted. If your power is set to TO power and you experience a “Fail Fix,” DO NOT!!! abort as you WILL ground-loop the a/c (the failed side will stay at TO power and the other side will retard).
Next, just after rotation as you're passing through 120 knots the green rudder hydraulic actuators system is suppose to depressurize. If it does not you will end up with an overboost situation which will freeze your rudders. The QRH will simply tell you to turn the Blue isolation rudder switch off…………memorize this. At SKW we have the right to turn the switch off without consulting the QRH only if it happens during a critical phase of flight such as just after TO. Remember the E120 requires you to add a lot of right rudder on TO and climb out so if your rudders are frozen that is a very serious situation.
Climb: We climb at 180 and in tail wings 170.
Power Changes: Get used to always trimming the rudder. Any change in power will require you to trim the rudder, this is nonstop.
EEC’s: If they fail on climb out or in cruise it will feel like an engine failure. The failed EEC will cause a rollback in torque of around 20% which can be dramatic if you have high power settings.
Props: DO NOT USE THEM AS SPEED BRAKES. These things are dangerous and many accidents have occurred due to using them as speed brakes. Treat them very kindly and move them slowly!!!!!!!
Be careful this is a reenactment of an E120 prop overspeed at a very low altitude. Replay it a few times and watch at what speed they moved the props to max and checkout the Np’s. Then check out the pilots fight to maintain control.
YouTube - Voice Recorder / Black Box of Embraer 120 Accident
ASA FLT 7529, August 1995: http://www.ntsb.gov/publictn/1996/aar9606.pdf
YouTube - Lost Wing - Tribute to Flight 529
MEMORIZED the “Prop Overspeed” procedure and know it well.
Ice: Do not go slower than 170 knots in icing conditions; I hope you have the “Comair” box installed.
Comair 5054, March 2001: NTSB - Advisory
Comair 3272, January 1997: DCA97MA017
This is a start, I’ll add more later when I get a chance.
I'll first add that the E120 does not like it when it’s cold. You’ll often have FFOD (First Flight of Day) system check failures due to it just being cold. I recommend you let the a/c warm up and try it again. If it fails a second time then call Mx Control. This happens most often with the AP test.
BTW, the best way to warm up or cool off the EMB is to start the APU, open the APU bleed and crossbleed and trun the Packs on Low, leave the fans off so it cools/heats the belly of the a/c first. Then after you feel warm or cold air coming out of the side pilot console vents then turn the fans on which will circulate the cold/warm air throughout. Keep mind that the main temperature sensor is by the main cabin door (MCD). During the winter, when the MCD is open keep the Pack temperature knobs on full cold otherwise you will burn up the packs and smoke the cabin due to the sensor always sensing the cold air from the MCD.
Engine starts: After start the eninges make sure the Nh is above 60% before you move the Condition Levers to Min. Otherwise the EEC’s won’t come on line. If they don’t, just start the second engine and then reset the EEC’s.
Takeoff: What for “fail Fix’s” and only abort at slow speeds. The 2 FF’s I’ve had both happened just after I added power (only moving about 20kts) so I aborted. If your power is set to TO power and you experience a “Fail Fix,” DO NOT!!! abort as you WILL ground-loop the a/c (the failed side will stay at TO power and the other side will retard).
Next, just after rotation as you're passing through 120 knots the green rudder hydraulic actuators system is suppose to depressurize. If it does not you will end up with an overboost situation which will freeze your rudders. The QRH will simply tell you to turn the Blue isolation rudder switch off…………memorize this. At SKW we have the right to turn the switch off without consulting the QRH only if it happens during a critical phase of flight such as just after TO. Remember the E120 requires you to add a lot of right rudder on TO and climb out so if your rudders are frozen that is a very serious situation.
Climb: We climb at 180 and in tail wings 170.
Power Changes: Get used to always trimming the rudder. Any change in power will require you to trim the rudder, this is nonstop.
EEC’s: If they fail on climb out or in cruise it will feel like an engine failure. The failed EEC will cause a rollback in torque of around 20% which can be dramatic if you have high power settings.
Props: DO NOT USE THEM AS SPEED BRAKES. These things are dangerous and many accidents have occurred due to using them as speed brakes. Treat them very kindly and move them slowly!!!!!!!
Be careful this is a reenactment of an E120 prop overspeed at a very low altitude. Replay it a few times and watch at what speed they moved the props to max and checkout the Np’s. Then check out the pilots fight to maintain control.
YouTube - Voice Recorder / Black Box of Embraer 120 Accident
ASA FLT 7529, August 1995: http://www.ntsb.gov/publictn/1996/aar9606.pdf
YouTube - Lost Wing - Tribute to Flight 529
MEMORIZED the “Prop Overspeed” procedure and know it well.
Ice: Do not go slower than 170 knots in icing conditions; I hope you have the “Comair” box installed.
Comair 5054, March 2001: NTSB - Advisory
Comair 3272, January 1997: DCA97MA017
This is a start, I’ll add more later when I get a chance.
12-04-2009, 03:56 PM
#43
Gets Weekends Off
Joined APC: Aug 2006
Position: Captain, CRJ-200, ASA
Posts: 876
12-04-2009, 06:52 PM
#46
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Joined APC: Dec 2009
Posts: 35
12-06-2009, 06:21 PM
#49
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Joined APC: Aug 2006
Position: Captain, CRJ-200, ASA
Posts: 876
12-06-2009, 08:06 PM
#50
Gets Weekends Off
Joined APC: Jul 2009
Posts: 233
You all act like Osama Bin Laden himself just asked how to fly an airplane. Guys, this is just a newbie, trying to figure things out, in the wrong way. Cut him some slack. Plus, we're talking about an EMB-120 here, not a 777. Not exactly a terrorist target! Take off the tin foil hats!!!
Kizzle, as a few have stated, the best way to go about this is to contact Embraer to get checklists and operational manuals from them, then adapt those to your use. I'm assuming you're part 91. Don't expect anything useful from message boards. I have lots of time in Brakillyas, but it was so long ago I'm probably not of much help. G' luck.
Kizzle, as a few have stated, the best way to go about this is to contact Embraer to get checklists and operational manuals from them, then adapt those to your use. I'm assuming you're part 91. Don't expect anything useful from message boards. I have lots of time in Brakillyas, but it was so long ago I'm probably not of much help. G' luck.
GEEEEEEEZZZZZ
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