Aircraft General Knowledge Part 1

Embraer Embrae
Phenom 100 Phenom

Pilot Training Manual Pilot Training Man
T R A I N I N G S E R V I C E S T R A I N I N G S E R
March 2011 Rev. 3

DATE OF RECORD
REVISION DATE OF R
REVISION
SIGNATURE
ISSUE ISSUE
REV. REV.
Original DATE OF Original DATE OF
NO. SIGNATURE NO.
Rev 01 ISSUE
01 August Rev 01 ISSUE
01 August
Original
Original 01 April 2009 ANAC/FAA Original
Original 01 April 2009
Rev
Rev.011 0101
August
August 2010 ANAC/FAA/EASA Rev
Rev.011 0101
August
August 201
Rev. 2 01 January 2011 ANAC/FAA/EASA Rev. 2 01 January 20
Rev. 3 01 March 2011 ANAC/FAA/EASA Rev. 3 01 March 2011
Notice: This Embraer Phenom 100 Pilot Training Manual is to be used for Notice: This Embraer Phenom 100 Pilot
aircraft familiarization and training purposes only. It is not to be used as, aircraft familiarization and training purpo
nor considered a substitute for, the manufacturer’s Pilot or Maintenance nor considered a substitute for, the man
Manual. Manual.
T R A I N I N G S E R V I C E S T R A I N I N G S
Copyright © 2009, Embraer CAE Training Services, LLC Copyright © 2009, Embraer CAE
All rights reserved. All rights rese
Excerpted materials used in this publication have been reproduced with Excerpted materials used in this publica
permission of the Embraer Aircraft Company and Garmin Ltd.. permission of the Embraer Aircraft
Printed in the United States of America. Printed in the United Sta

Welcome to Embraer CAE Training Services Welcome to Embraer CAE
Welcome to Embraer CAE Training Services! Welcome to Embraer CAE Trainin
Our goal is a basic one: to enhance your safety, proficiency and Our goal is a basic one: to enhan
professionalism within the aviation community. All of us at Embraer professionalism within the aviatio
CAE Training Services know that the success of our company CAE Training Services know that
depends upon our commitment to your needs. We strive for depends upon our commitment to
excellence by focusing on our service to you. excellence by focusing on our ser
We urge you to participate actively in all training activities. Through We urge you to participate active
your involvement, interaction, and practice, the full value of your your involvement, interaction, and
training will be transferred to the operational environment. As you training will be transferred to the o
apply the techniques presented through Embraer CAE Training apply the techniques presented th
Services training, they will become “second nature” to you. Services training, they will becom
Thank you for choosing Embraer CAE Training Services. We Thank you for choosing Embraer
recognize that you have a choice of training sources. We trust you will recognize that you have a choice
find us committed to providing responsive, service-oriented training of find us committed to providing res
the highest quality. the highest quality.
Our best wishes are with you for a most successful and rewarding Our best wishes are with you for
training experience. training experience.
The Staff of Embraer CAE Training Services The Staff of Embraer CAE Trainin
Phenom 100 1-1 Phenom 100

Developed for Training Purposes April 2009 Developed for
Intentionally Left Blank Intentionally L
1-2 Phenom 100 1-2

April 2009 Developed for Training Purposes April 2009 Developed for Train
Overview
Airplane Basic Data Airplane Basic Data

The PHENOM 100 is a low wing, T-tail, pressurized airplane, powered by two The PHENOM 100 is a low wing, T-ta
high by-pass ratio rear mounted turbofan engines. The tricycle landing gear is high by-pass ratio rear mounted turbo
fully retractable, with a single tire at each leg. The Phenom 100 is to be oper- fully retractable, with a single tire at e
ated on paved runways only. ated on paved runways only.
A glass cockpit panel has been provided with highly integrated onboard avi- A glass cockpit panel has been prov
onics, allowing pilots to better monitor the airplane’s general operation. onics, allowing pilots to better monito
The passenger configuration consists of two seats opposite each other (one The passenger configuration consist
on each side of the aisle) which allows up to 2 pilots and 4 passengers. Inte- on each side of the aisle) which allow
rior configuration is customized, and can include a rear self contained recircu- rior configuration is customized, and
lation lavatory. Convenient accommodation is provided for the flight crew. lation lavatory. Convenient accommo
External Dimensions External Dimensions

Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 ft 8.4 in Radome to Rudder . . . . . . . . . . . . .
Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ft 8 in Main Gear to Main Gear . . . . . . . . .
Wing Tip to Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 ft 4.3 in Wing Tip to Wing Tip . . . . . . . . . . . .
Horizontal Stabilizer (tip to tip) . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 ft 6.24 in Horizontal Stabilizer (tip to tip) . . . . .
Ground to Top of Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 ft 2.6 in Ground to Top of Stabilizer. . . . . . . .
Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 in Cabin Height . . . . . . . . . . . . . . . . . .
Aisle Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 in Aisle Width . . . . . . . . . . . . . . . . . . . .
Main Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.26 in high x 24.45 in wide Main Door . . . . . . . . . . . . . . . . . . . .

T R A I N I N G S E R V I C E S T R A I N I N G S E R V I C E S
4.35m
(14ft 2.6in)
12.7m 12.7m
(41ft 8.4in) (41ft 8.4i
5.34m
(17ft 6.24in)
3.55m 3.55m
P100- OV-001i.ai
(11ft 8in) (11ft 8i

12.3m 12.3m
(40ft 4.3in) (40ft 4.3
2-2 Phenom 100 2-2

Overview
Cockpit Arrangement Cockpit Arrangement

LIGHTS PANEL GUIDANCE PANEL LIGHTS PANEL
MFD MFD
PFD 1 PFD 2 PFD 1
PH100-OV-002I.AI
LH CONSOLE RH CONSOLE LH CONSOLE
CONTROL PEDESTAL CO

Configuration Configuration
FWD BAGGAGE F
P C
PILOT & COPILOT P C
P
(OR PASSENGER IN SINGLE (O
PILOT OPERATIONS) P
WARDROBE W
1 2 PASSENGERS 1 & 2 1 2 P
3 4
PASSENGERS 3 & 4 3 4
P
LAVATORY CABINET L
LAVATORY L
AFT BAGGAGE A
EM500ENAOM060002A.DGN
2-4 Phenom 100 2-4

Overview
Main Instrument Panel
Phenom 100 2-5

Developed for Training Purposes April 2009
T R A I N I N G S E R V I C E S
Intentionally Left Blank
2-6 Phenom 100

April 2009 Developed for Training Purposes
Overview
Lateral Console Lateral Console

Overhead Panel Overhead Panel

LIGHTS LIGHTS
EXTERNAL CKPT CABIN EXTERNAL
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT LDG/TAXI NAV STROBE
LDG ON BRT LDG ON
TAXI DIM TAXI
OFF OFF OFF BRT OFF BRT OFF OFF OFF OF
B C B
E 6 3 N 33 E 6 3
Control Yoke Control Yoke
2-8 Phenom 100 2-8

Overview
Control Pedestal Control Pedestal

Guidance Panel Guidance Panel
FD NAV HDG AP YD ALT VNV VS FLC FD FD NAV HDG AP YD ALT
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL ALT SEL
APR CSC APR CSC
BANK CPL UP BANK CPL

PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR PUSH DIR PUSH SYNC
FMS Panel FMS Panel
2-10 Phenom 100 2-10

Overview
Weight Weight
Max Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4770 Kg / 10,516 lbs Max Ramp Weight . . . . . . . . . . . . . .
Max Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 Kg / 10,472 lbs Max Takeoff Weight . . . . . . . . . . . . .
Max Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4430 Kg / 9,766 lbs Max Landing Weight . . . . . . . . . . . .
Max Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 3830 Kg / 8,444 lbs Max Zero Fuel Weight . . . . . . . . . . .
Baggage Compartments Baggage Compartments
Forward Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Kg / 66 lbs Forward Compartment . . . . . . . . . . .
Aft Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lbs Aft Compartment . . . . . . . . . . . . . . .
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lbs Wardrobe . . . . . . . . . . . . . . . . . . . . .
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kg / 33 lbs Lavatory Cabinet . . . . . . . . . . . . . . .
Maximum Pax Seating Maximum Pax Seating

Maximum Passenger Seating Maximum Passenger Seating
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 passengers and 1 infant Configuration . . . . . . . . . . . . . . . . . .
Performance Characteristics Performance Characteri

IFR Range1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 nm IFR Range1 . . . . . . . . . . . . . . . . . . .
VFR Range2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 nm VFR Range2 . . . . . . . . . . . . . . . . . .
High Speed Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 ktas High Speed Cruise . . . . . . . . . . . . . .
MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M 0.7 MMO . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,000 feet Maximum Operating Altitude . . . . . .
Takeoff Field Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,400 ft Takeoff Field Length. . . . . . . . . . . . .
1- NBAA IFR reserves (35 min) with 100 nm alternate; 4 occupants @ 200 1- NBAA IFR reserves (35 min) with
lbs. lbs.
2- VFR reserves (45 min); 4 occupants @ 200 lb 2- VFR reserves (45 min); 4 occupan
Fuel Fuel
Maximum Usable Quantity Per Tank . 636.5 Kg (792.5 L) / 1403 lb (209.4 gal) Maximum Usable Quantity Per Tank
Unusable Quantity Per Tank . . . . . . . . . . . . . . 10 Kg (12.5 L) / 22 lb (3.3 gal) Unusable Quantity Per Tank . . . . . .
Maximum Fuel Capacity . . . . . . . . . . . 1293 Kg (1610 L) / 2850 lb (425.4 gal) Maximum Fuel Capacity . . . . . . . . .
Maximum Imbalance . . . . . . . . . . . . . . . . . . . 100 Kg (125 L) / 220 lb (33 gal) Maximum Imbalance . . . . . . . . . . . .
Approved Fuel Types Approved Fuel Types
Brazilian Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification: . . . . . . . . . . .
ASTM Specification:. . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A and JET A-1 ASTM Specification:. . . . . . . . . . . . .
American Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIL-T-83133AJP8 American Specification: . . . . . . . . . .

Developed for Training Purposes Rev.1 July 2010 Developed for
Engines Engines
Two rear fuselage mounted Pratt & Whitney PW617F-E engines are installed. Two rear fuselage mounted Pratt & Whitn
The engines produce 1695 pounds of thrust for takeoff on a standard day at The engines produce 1695 pounds of thru
sea level. sea level.
Each engine is controlled via a dual channel FADEC system providing flexible Each engine is controlled via a dual chann
engine operation and reduced workload. engine operation and reduced workload.
Engine indications and alerts are displayed on the MFD. Engine indications and alerts are displaye
Avionics Avionics
Embraer's Prodigy™ flight deck offers an integrated flight display and aircraft Embraer's Prodigy™ flight deck offers an
systems monitor. The Prodigy™ is based on Garmin's G1000 avionics systems monitor. The Prodigy™ is ba
system. The cockpit features three 12-inch displays: two Primary Flight Dis- system. The cockpit features three 12-inc
plays (PFDs) and one Multi-Function Display (MFD). plays (PFDs) and one Multi-Function Disp
The Garmin G1000 system integrates all primary flight, navigation, communi- The Garmin G1000 system integrates all
cation, terrain, traffic, weather, engine instrumentation, and crew-alerting sys- cation, terrain, traffic, weather, engine ins
tem data and presents the composite information in sunlight-readable color tem data and presents the composite in
on high-definition displays. on high-definition displays.
Acronyms Acronyms
Temperature Temperature
° Degree ° Degree
°C Degree Celsius °C Degree Celsius
°F Degree Fahrenheit °F Degree Fahrenhe
Alphabetical Alphabetical
A A Ampere A A Ampere
A.h Ampere hour A.h Ampere hour
AC Alternating Current AC Alternating Curren
ACC Altitude Correcting Cabin ACC Altitude Correcting
ACC Air Conditioning Controller ACC Air Conditioning C
ACC Air Control Center ACC Air Control Center
ACFT Aircraft ACFT Aircraft
ACMM Abbreviated Component Maintenance Manual ACMM Abbreviated Com
ACOC Air-Cooled Oil Cooler ACOC Air-Cooled Oil Co
ACU Air Conditioning Unit ACU Air Conditioning U
2-12 Phenom 100 2-12

Overview
AD Airworthiness Directive AD Airworthiness

ADC Air Data Computer ADC Air Data Com
ADF Automatic Direction Finder ADF Automatic Dir
ADI Attitude Director Indicator ADI Attitude Direc
ADJ Adjustment ADJ Adjustment
ADS Air Data System ADS Air Data Syst
ADS-B Automatic Dependent Surveillance-Broadcast ADS-B Automatic De
AFCS Automatic Flight Control System AFCS Automatic Fli
AFD Auxiliary Flight Display AFD Auxiliary Fligh
AFH Aircraft Flight Hours AFH Aircraft Flight
AFM Airplane Flight Manual AFM Airplane Fligh
AFS Auto Flight System AFS Auto Flight S
AFSCP Automatic-Flight System Control-Panel AFSCP Automatic-Fli
AFSP Automatic-Flight System Panel AFSP Automatic-Fli
AGB Accessory Gearbox AGB Accessory Ge
AGCU Auxiliary Generator Control Unit AGCU Auxiliary Gen
AGE Aerospace Ground Equipment AGE Aerospace G
AGL Above Ground Level AGL Above Groun
AGSETD Abbreviated Ground Support Equipment Technical AGSETD Abbreviated G
Data Data
AHRS Attitude and Heading Reference System AHRS Attitude and H
AICA Air Inlet Cowling Assembly AICA Air Inlet Cowl
AIPC Aircraft Illustrated Parts Catalog AIPC Aircraft Illustr
AIRMET Airman's Meteorological Information AIRMET Airman's Met
ALI Airworthiness Limitation Items ALI Airworthiness
ALPA Airline Pilots Association ALPA Airline Pilots
ALT Altitude ALT Altitude
AM Amplitude Modulation AM Amplitude Mo
AMLCD Active Matrix Liquid Crystal Display AMLCD Active Matrix
AMM Aircraft Maintenance Manual AMM Aircraft Maint
AMS Air Management System AMS Air Managem
AMTOSS Aircraft Maintenance Task Oriented Support System AMTOSS Aircraft Maint

ANR Active Noise Reduction ANR Active Noise Redu

ANT Antenna ANT Antenna
AOA Angle of Attack AOA Angle of Attack
AOC Airline Operational Communications AOC Airline Operationa
AOD Aircraft Operator Designator AOD Aircraft Operator D
AOG Aircraft on Ground AOG Aircraft on Ground
AP Automatic Pilot AP Automatic Pilot
APR Approach APR Approach
AR As Required AR As Required
ARINC Aeronautical Radio Incorporated ARINC Aeronautical Radi
ARTCC Air Route Traffic Control Centers ARTCC Air Route Traffic C
ASAP As Soon as Possible ASAP As Soon as Possi
ASSY Assembly ASSY Assembly
ATA Air Transport Association of America ATA Air Transport Ass
ATC Air Traffic Control ATC Air Traffic Control
ATCRBS Air-Traffic Control-Radar Beacon-System ATCRBS Air-Traffic Control
ATDT Attendant ATDT Attendant
ATR Automatic Thrust Reserve ATR Automatic Thrust
ATT Attitude ATT Attitude
AUX Auxiliary AUX Auxiliary
AWG American Wire Gauge AWG American Wire Ga
AZ Azimuth AZ Azimuth
B BARO Barometric Setting B BARO Barometric Setting

Baro-Alt Barometric Altitude Baro-Alt Barometric Altitud
BATT Battery BATT Battery
BAZ Back Azimuth BAZ Back Azimuth
BC Battery Contactor BC Battery Contactor
BCS Brake Control System BCS Brake Control Sys
BCU Brake Control Unit BCU Brake Control Uni
BCV Brake Control Valve BCV Brake Control Val
BEW Basic Empty Weight BEW Basic Empty Weig
2-14 Phenom 100 2-14

Overview
BHD Bulkhead BHD Bulkhead

BIT Built-in Test BIT Built-in Test
BITE Built-in Test Equipment BITE Built-in Test E
BNC Bayonet Neill Concelman BNC Bayonet Neill
BOD Bottom of Descent BOD Bottom of De
BOV Bleed-Off Valve BOV Bleed-Off Val
BOW Basic Operating Weight BOW Basic Operat
BTC Bus Tie Contactor BTC Bus Tie Cont
BVA Bleed Valve Actuator BVA Bleed Valve A
C C Capacitor C C Capacitor
c.g. Center of Gravity c.g. Center of Gra
C/M Condition Monitoring C/M Condition Mo
CAM Cockpit Area Microphone CAM Cockpit Area
CAN Controller Area Network CAN Controller Are
CAS Crew Alerting System CAS Crew Alerting
CAT Category CAT Category
CB Circuit Breaker CB Circuit Break
CBIT Continuous Built-In Test CBIT Continuous B
CBP Circuit Breaker Panel CBP Circuit Break
CCA Circuit Card Assembly CCA Circuit Card A
CCS Cabin Communications System CCS Cabin Comm
CCW Counterclockwise CCW Counterclock
CD Compact Disc CD Compact Dis
cd/in² Candela per Square-Inch cd/in² Candela per
cd/m² Candela per Square Meter cd/m² Candela per
CDI Course Deviation Indicator CDI Course Devia
CDM Compressor Drive Module CDM Compressor
CF Center Fuselage CF Center Fusel
CFC Carbon Fiber Composite CFC Carbon Fiber
CFIT Controlled Flight Into Terrain CFIT Controlled Fli
CJC Cold Junction Compensation CJC Cold Junction

CLB Climb CLB Climb

cm Centimeter cm Centimeter
cm² Square Centimeter cm² Square Centimete
cm² Cubic Centimeter cm² Cubic Centimeter
CMC Central Maintenance Computer CMC Central Maintenan
CMM Component Maintenance Manual CMM Component Maint
CMND Command CMND Command
CMS Central Maintenance System CMS Central Maintenan
CNTOR Contactor CNTOR Contactor
COC Customer Originated Changes COC Customer Origina
COM Communications COM Communications
COMPT Compartment COMPT Compartment
Cont Continuous Cont Continuous
COSPAS Cosmicheskaya Sistyema Poiska Avariynich Sudov COSPAS Cosmicheskaya S
CPAM Cabin-Pressure Acquisition Module CPAM Cabin-Pressure A
CPC Cabin Pressure Controller CPC Cabin Pressure C
CPC Consumable Products Catalog CPC Consumable Prod
CPCP Corrosion Prevention-and-Control Program CPCP Corrosion Preven
CPCS Cabin Pressure Control-System CPCS Cabin Pressure C
CPL Couple CPL Couple
CPM Corrosion Prevention Manual CPM Corrosion Preven
cpm Cycles per Minute cpm Cycles per Minute
CPS Cycles per Second CPS Cycles per Secon
CRH Constant Resistance Heating CRH Constant Resistan
CRS Course CRS Course
CRT Circuit CRT Circuit
CSC Current Speed Control CSC Current Speed Co
CSMU Crash Survivable Memory Unit CSMU Crash Survivable
CSN COSPAS-SARSAT Number CSN COSPAS-SARSA
CSV Cold Start Valve CSV Cold Start Valve
CTA Centro Técnico Aeroespacial CTA Centro Técnico A
CTU Cabin Telecommunication Unit CTU Cabin Telecommu
2-16 Phenom 100 2-16

Overview
CVDR Cockpit Voice and Data Recorder CVDR Cockpit Voice

CVR Cockpit Voice Recorder CVR Cockpit Voice
CW Clockwise CW Clockwise
CW Continuous Wave CW Continuous W
CWDS Clear Wing Detection-System CWDS Clear Wing D
CWS Control Wheel Steering CWS Control Whee
D D Diode D D Diode
D/LNA Diplexer/Low Noise Amplifier D/LNA Diplexer/Low
D8PSK Differential 8-Phase Shift Key D8PSK Differential 8-
daN Deca-Newton daN Deca-Newton
DB Database DB Database
dB Decibel dB Decibel
dB/m² Decibels per square-meter dB/m² Decibels per
dBA A-Weighted Decibel dBA A-Weighted D
dBc Decibel below carrier dBc Decibel below
dBi Decibel above isotropic dBi Decibel abov
dBm Decibel Milliwatt dBm Decibel Milliw
DBU Data Base Unit DBU Data Base Un
dBZ Z-Weighted Decibel dBZ Z-Weighted D
DC Direct Current DC Direct Curren
DCTC Direct Current Tie-Contactor DCTC Direct Curren
DCU Data Concentrator Unit DCU Data Concen
DDM Double Depth Modulation DDM Double Depth
DET Detailed Inspection DET Detailed Insp
DIM Dimmer DIM Dimmer
DME Distance Measuring Equipment DME Distance Mea
DPRT Departure DPRT Departure
DPSK Differential Phase Shift Keying DPSK Differential P
DR Dead Reckoning DR Dead Reckon
DS Discard DS Discard
DTK Desired Track DTK Desired Trac

DTS Duct Temperature Sensor/ Switch DTS Duct Temperature

DVD Digital Versatile Disk DVD Digital Versatile D
DVM Digital Voltmeter DVM Digital Voltmeter
E EAI Engine Anti-Icing E EAI Engine Anti-Icing

EBC Essential Bus Contactor EBC Essential Bus Con
EBCF Mid Fuselage Electronic Bay Cooling Fan EBCF Mid Fuselage Ele
EBU Engine Buildup Unit EBU Engine Buildup U
ECHA Microbiology Company ECHA Microbiology Com
ECMU Electronic Control and Monitoring Unit ECMU Electronic Control
ECS Environmental Control System ECS Environmental Co
ECU Environmental Control Unit ECU Environmental Co
ED Environmental Deterioration ED Environmental De
EDCU Engine Data Collector Unit EDCU Engine Data Colle
EDP Electronic Data Processing EDP Electronic Data P
EDR Excessive Descent Rate Alert EDR Excessive Descen
EFCU Electronic Fuel Control Unit EFCU Electronic Fuel Co
EFCV Ejector Flow Control Valve EFCV Ejector Flow Cont
EFF Effectivity EFF Effectivity
EGT Exhaust Gas Temperature EGT Exhaust Gas Tem
EICAS Engine Indication Crew Alert System EICAS Engine Indication
EIS Engine Indication System EIS Engine Indication
ELT Emergency Locator Transmitter ELT Emergency Locat
EMC Electromagnetic Compatibility EMC Electromagnetic C
EMERG Emergency EMERG Emergency
EMI Electromagnetic Interference EMI Electromagnetic I
ENR Enroute ENR Enroute
EO Engineering Order EO Engineering Orde
EPDU Emergency Power Distribution Unit EPDU Emergency Powe
EPGDS Electrical Power Generation and Distribution System EPGDS Electrical Power G
EPU Estimated Position Uncertainty EPU Estimated Positio
ERP Effective Radiated Power ERP Effective Radiated
2-18 Phenom 100 2-18

Overview
ERS Electronic Resource System ERS Electronic Re

ESA En Route Safe Altitude ESA En Route Saf
ESD Electrostatic Discharge ESD Electrostatic
ESDS Electrostatic Discharge Susceptible ESDS Electrostatic
ESOV Emergency Fuel Shutoff Valve ESOV Emergency F
ESS Essential ESS Essential
ETA Estimated Time of Arrival ETA Estimated Tim
ETE Estimated Time en Route ETE Estimated Tim
EXTG Extinguishing EXTG Extinguishing
F F Fuse F F Fuse
FAA Federal Aviation Administration FAA Federal Aviat
FADEC Full Authority Digital Engine Control FADEC Full Authority
FAS Flap Actuation System FAS Flap Actuatio
FC Functional Check FC Functional Ch
FCE Flight Control Electronics FCE Flight Contro
FCSOV Flow Control Shutoff Valve FCSOV Flow Control
FD Flight Director FD Flight Directo
FDE Fault Detection and Exclusion FDE Fault Detectio
FDM Flight Data Module FDM Flight Data M
FDR Flight Data Recorder FDR Flight Data R
FDU Flap Drive Unit FDU Flap Drive Un
FDV Flow Divider / Shutoff Valve FDV Flow Divider
FGCS Flight Guidance Control System. FGCS Flight Guidan
FIM Fault Isolation Manual FIM Fault Isolation
FIS Fault Isolation System FIS Fault Isolation
FL Flight Level FL Flight Level
fl oz Fluid Ounce fl oz Fluid Ounce
FLA Flap Linear Actuator FLA Flap Linear A
FLTA Forward Looking Terrain Avoidance FLTA Forward Look
FM Frequency Modulation FM Frequency M
FMA Flight Mode Annunciation FMA Flight Mode A

FMS Flight Management System FMS Flight Manageme

FMU Fuel Metering Unit FMU Fuel Metering Uni
FOB Fuel on Board FOB Fuel on Board
FOC Free of Charge FOC Free of Charge
FOD Foreign Object Damage FOD Foreign Object Da
FOHE Fuel-Oil Heat Exchanger FOHE Fuel-Oil Heat Exc
FPA Flight Path Angle FPA Flight Path Angle
FPI Fluorescent Dye-Penetrant Inspection FPI Fluorescent Dye-P
FPSU Flap Position Sensor Unit FPSU Flap Position Sen
FQGS Fuel Quantity Gauging System FQGS Fuel Quantity Gau
FQGS Fuel Quantity Gauging System FQGS Fuel Quantity Gau
FR Frame FR Frame
FREQ Frequency FREQ Frequency
FSCU Flap System Control Unit FSCU Flap System Cont
FSL Flap Selector Lever FSL Flap Selector Lev
FSS Flight Service Station FSS Flight Service Sta
ft Foot ft Foot
ft/min Foot per Minute ft/min Foot per Minute
ft/sec² Foot per Square Second ft/sec² Foot per Square S
ft² Square Foot ft² Square Foot
ft³ Cubic Foot ft³ Cubic Foot
ft³/min Cubic Foot per Minute ft³/min Cubic Foot per Mi
FTI Flight Test Instrumentation FTI Flight Test Instrum
FUS Fuselage FUS Fuselage
FWD Forward FWD Forward
G g Gram G g Gram
G/A Go-Around G/A Go-Around
g/cm³ Gram per Cubic Centimeter g/cm³ Gram per Cubic C
G/S Glideslope G/S Glideslope
gal. Gallon gal. Gallon
gal. (UK) Imperial Gallon gal. (UK) Imperial Gallon
2-20 Phenom 100 2-20

Overview
gal/min Gallon per Minute gal/min Gallon per M

GCF Ground Cooling Fan GCF Ground Cooli
GCU Generator Control Unit GCU Generator Co
GEA Garmin Engine/Airframe unit GEA Garmin Engin
GEO Geosynchronous Earth Orbiting GEO Geosynchron
GEOSAR Geosynchronous Earth Orbiting Search and Rescue GEOSAR Geosynchron
gf Gram Force gf Gram Force
GFCI Ground Fault Control Isolation GFCI Ground Fault
GGC Gas Generator Case GGC Gas Generat
GHz Gigahertz GHz Gigahertz
GIA Garmin Integrated Avionics unit GIA Garmin Integ
GLC Generator Line Contactor GLC Generator Lin
GMT Greenwich Mean Time GMT Greenwich M
GND Ground GND Ground
GP Guidance Panel GP Guidance Pa
GPC Ground Power Contactor GPC Ground Powe
GPS Global Positioning System GPS Global Positio
GPU Ground Power Unit GPU Ground Powe
GS Glide Slope GS Glide Slope
GSE Ground Support Equipment GSE Ground Supp
GSETD Ground Support Equipment Technical Data GSETD Ground Supp
GVI General Visual Inspection GVI General Visu
H H Henry H H Henry
h Hour h Hour
HCM Heater Current Monitor HCM Heater Curre
HDG Heading HDG Heading
HDOP Horizontal Dilution of Precision HDOP Horizontal Di
HDPH Headphone HDPH Headphone
HE Horizontal Empennage HE Horizontal Em
HF High Frequency HF High Frequen
HFOM Horizontal Figure of Merit HFOM Horizontal Fig

HGA High-Gain Antenna HGA High-Gain Antenn

HIRF High Intensity Radiated Fields HIRF High Intensity Rad
HIWAS Hazardous Inflight Weather Advisory Service HIWAS Hazardous Infligh
HOR Horizontal HOR Horizontal
HP Horse Power HP Horse Power
HP High Pressure HP High Pressure
hPa Hectopascal hPa Hectopascal
HPC High Pressure Compressor HPC High Pressure Co
HPRV High Pressure Relief Valve HPRV High Pressure Re
HPT High Pressure Turbine HPT High Pressure Tu
HSDB High Speed Data Bus HSDB High Speed Data
HSI Horizontal Situation Indicator HSI Horizontal Situatio
HTML HyperText Markup Language HTML HyperText Markup
HUD Head up Display HUD Head up Display
HV High Voltage HV High Voltage
HYD Hydraulic HYD Hydraulic
Hz Hertz Hz Hertz
I I/O Input/Output I I/O Input/Output

IAF Initial Approach Fix IAF Initial Approach F
IAS Indicated Airspeed IAS Indicated Airspee
IASP Integrated Air Data and Stall Protection Probe IASP Integrated Air Dat
ICAO International Civil Aviation Organization ICAO International Civil
ICS Intercommunication System ICS Intercommunicatio
ICU Interphone Control Unit ICU Interphone Contro
ICU Inverter Control Unit ICU Inverter Control U
ID Internal Diameter ID Internal Diameter
ID Identification ID Identification
IDM Installation Design Manual IDM Installation Design
IEEE Institute of Electrical and Electronics Engineers, Inc. IEEE Institute of Electric
IESI Integrated Electronic Standby Instrument IESI Integrated Electro
IFE In Flight Entertainment IFE In Flight Entertain
2-22 Phenom 100 2-22

Overview
IFR Instrument Flight Rules IFR Instrument Fl

IFT In-Flight Test IFT In-Flight Test
ILS Instrument Landing System ILS Instrument La
in. Inch in. Inch
in² Square Inch in² Square Inch
in³ Cubic Inch in³ Cubic Inch
INBD Inboard INBD Inboard
inHg Inch of Mercury inHg Inch of Mercu
INOP Inoperative INOP Inoperative
INPH Interphone INPH Interphone
IOI Imminent Obstacle Impact IOI Imminent Ob
IOM Input/Output Module IOM Input/Output
IPB Illustrated Parts Breakdown IPB Illustrated Pa
IPL Initial Provisioning List IPL Initial Provisio
IPL Illustrated Parts List IPL Illustrated Pa
IPS Inch per Second IPS Inch per Seco
ISA International Standard Atmosphere ISA International
ISPS In-Seat Power Supply ISPS In-Seat Powe
ITEM Illustrated Tool and Equipment Manual ITEM Illustrated Too
ITI Imminent Terrain Impact ITI Imminent Ter
ITT Interstage Turbine Temperature ITT Interstage Tu
J J Joule J J Joule
JAA Joint Aviation Authorities JAA Joint Aviation
JAR Joint Aviation Requirements JAR Joint Aviation
K K Kelvin K K Kelvin
kb Kilobit kb Kilobit
kbps Kilobit per Second kbps Kilobit per Se
kBTU/h Kilo British Thermal Units per Hour kBTU/h Kilo British Th
kg Kilogram kg Kilogram
kg/cm² Kilogram per Square Centimeter kg/cm² Kilogram per

kg/cm³ Kilogram per Cubic Centimeter kg/cm³ Kilogram per Cub

kg/l Kilogram per Liter kg/l Kilogram per Liter
kg/m² Kilogram per Square Meter kg/m² Kilogram per Squ
kgf Kilogram Force kgf Kilogram Force
kgf.cm Kilogram Force Centimeter kgf.cm Kilogram Force C
kHz Kilohertz kHz Kilohertz
km Kilometer km Kilometer
km/h Kilometer per Hour km/h Kilometer per Hou
kN Kilonewton kN Kilonewton
kn Knot kn Knot
kPa Kilopascal kPa Kilopascal
kts Knots kts Knots
kV Kilovolt kV Kilovolt
kVA Kilovolt-Ampere kVA Kilovolt-Ampere
kW Kilowatt kW Kilowatt
K? Kilohm K? Kilohm
L l Liter L l Liter
L/E Leading Edge L/E Leading Edge
l/min Liter per Minute l/min Liter per Minute
LAT Latitude LAT Latitude
lb Pound lb Pound
lb.ft Pound Foot lb.ft Pound Foot
lb.in Pound Inch lb.in Pound Inch
lb/ft² Pound per Square Foot lb/ft² Pound per Square
lb/ft³ Pound per Cubic Foot lb/ft³ Pound per Cubic
lb/gal Pound per Gallon lb/gal Pound per Gallon
lb/in³ Pound per Cubic Inch lb/in³ Pound per Cubic
lb/min Pound per Minute lb/min Pound per Minute
lbf Pound Force lbf Pound Force
LCD Liquid Crystal Display LCD Liquid Crystal Dis
LED Light-Emitting Diode LED Light-Emitting Dio
2-24 Phenom 100 2-24

Overview
LEL Lower Explosive Limit LEL Lower Explos

LEL Lower Explosive Limit Lower Explosive Limit LEL Lower Explos
LEO Low-Earth Orbiting LEO Low-Earth Or
LEOSAR Low-Earth Orbiting Search and Rescue LEOSAR Low-Earth Or
LEP List of Effective Pages LEP List of Effecti
LG Landing Gear LG Landing Gea
LGCL Landing Gear Control Lever LGCL Landing Gea
LH Left-Hand LH Left-Hand
LIFR Low Instrument Flight Rules LIFR Low Instrume
lm/ft² Lumen per Square-Foot lm/ft² Lumen per S
lm/m² Lumen per Square Meter lm/m² Lumen per S
LMU Lighting Monitoring Unit LMU Lighting Mon
LNAV Lateral Navigation LNAV Lateral Navig
LOC Localizer LOC Localizer
LOGO Logotype LOGO Logotype
LON Longitude LON Longitude
LP Low Pressure LP Low Pressure
LPDU Left Power Distribution Unit LPDU Left Power D
LPT Low Pressure Turbine LPT Low Pressure
LPV Localizer Performance with Vertical Guidance LPV Localizer Per
LRU Line Replaceable Unit LRU Line Replace
LSB Least Significant Bit LSB Least Signific
LU Lubrication LU Lubrication
LUIS Laser Ultrasonic Inspection System LUIS Laser Ultraso
LUT Local User Terminal LUT Local User Te
LV Low Voltage LV Low Voltage
LVDT Linear Variable Differential Transformer LVDT Linear Variab
M M Mach M M Mach
m Meter m Meter
m/s Meter per Second m/s Meter per Se
m/sec² Meter per Square Second m/sec² Meter per Sq

MMO</ Maximum Mach Operation MMO</ Maximum Mach O

sub> sub>
m² Square Meter m² Square Meter
m³ Cubic Meter m³ Cubic Meter
mA Milliampere mA Milliampere
MAINT Maintenance MAINT Maintenance
MAPR Missed Approach MAPR Missed Approach
MAX Maximum MAX Maximum
MB Megabyte MB Megabyte
Mb Megabits Mb Megabits
MB Marker Beacon MB Marker Beacon
mbar Milibar mbar Milibar
Mbps Megabits per second Mbps Megabits per seco
MCC Mission Control Center MCC Mission Control C
MDV Manifold Drain Valve MDV Manifold Drain Va
ME Maintenance and Engineering ME Maintenance and
METAR Meteorological Aviation Reports METAR Meteorological Av
MFD Multi-Function Display MFD Multi-Function Dis
MFG Manufacturing MFG Manufacturing
mg Milligram mg Milligram
mg/l Milligram per Liter mg/l Milligram per Liter
MH Manhours MH Manhours
MHz Megahertz MHz Megahertz
mi Mile mi Mile
MIC Microphone MIC Microphone
MIL Military MIL Military
MIN Minimum MIN Minimum
min Minute min Minute
MKR Marker MKR Marker
ml Milliliter ml Milliliter
MLG Main Landing Gear MLG Main Landing Gea
MM Maintenance Manual MM Maintenance Man
2-26 Phenom 100 2-26

Overview
mm Millimeter mm Millimeter
mm² Square Millimeter mm² Square Millim
mm³ Cubic Millimeter mm³ Cubic Millime
MMEL Master Minimum Equipment List MMEL Master Minim
mmHg Millimeter of Mercury mmHg Millimeter of M
MMO Mach Maximum Operating MMO Mach Maximu
MN Mach Number MN Mach Numbe
MO Month MO Month
MOP Main Oil Pressure MOP Main Oil Pres
MOPT Main Oil Pressure and Temperature MOPT Main Oil Pres
MOT Main Oil Temperature MOT Main Oil Tem
MOV Motor-Operated-Valve MOV Motor-Operat
MPa Megapascal MPa Megapascal
MPEL Maximum Permissible Exposure Level MPEL Maximum Pe
MPH Maintenance per Hour MPH Maintenance
mph Mile per Hour mph Mile per Hour
MRB Maintenance Review Board MRB Maintenance
ms Millisecond ms Millisecond
MSB Most Significant Bit MSB Most Significa
MSL Mean Sea Level MSL Mean Sea Le
MTL Minimum Threshold Level MTL Minimum Thr
MTOSS Maintenance Task Oriented Support System MTOSS Maintenance
mV Millivolt mV Millivolt
MV Metering Valve MV Metering Valv
MVFR Minimum Visual Flight Rules MVFR Minimum Vis
MW Mega Watt MW Mega Watt
mW Milliwatt mW Milliwatt
MWF Monitor Warning Function MWF Monitor Warn
M? Megohm M? Megohm
m? Milliohm m? Milliohm
N N Newton N N Newton

N.m Newton Meter N.m Newton Meter

N/A Not Applicable N/A Not Applicable
N1 Fan Rotor Speed N1 Fan Rotor Speed
N2 Core Rotor Speed N2 Core Rotor Speed
NA Not Available NA Not Available
NACA National Advisory Committee for Aeronautics NACA National Advisory
NAI Nacelle Anti-Ice NAI Nacelle Anti-Ice
NAV Navigation NAV Navigation
NAVAID Navigational Aid NAVAID Navigational Aid
NCR Negative Climb Rate after Takeoff Alert NCR Negative Climb R
NDB Non-Directional Beacon NDB Non-Directional B
NDT Nondestructive Testing Manual NDT Nondestructive Te
NEXRAD Next-generation Radar NEXRAD Next-generation R
nF Nano Farad nF Nano Farad
NFF No Fault Found NFF No Fault Found
NLG Nose Landing Gear NLG Nose Landing Ge
nmi Nautical Mile nmi Nautical Mile
NPRV Negative Pressure Relief Valve NPRV Negative Pressure
NRST Nearest NRST Nearest
nS Nano Siemens nS Nano Siemens
NTO No Technical Objection NTO No Technical Obje
O OAT Outside Air Temperature O OAT Outside Air Tempe

OBS Omni Bearing Selector OBS Omni Bearing Sel
OC On Condition OC On Condition
OC Overcondition OC Overcondition
OC Overcurrent OC Overcurrent
OCN Oceanic OCN Oceanic
OD Outside Diameter OD Outside Diameter
ODS Overheat Detection System ODS Overheat Detectio
OEI One Engine Inoperative OEI One Engine Inope
OEM Original Equipment Manufacturer OEM Original Equipmen
2-28 Phenom 100 2-28

Overview
OFV Outflow Valve OFV Outflow Valve

OH Overhaul OH Overhaul
OM Manual of the Owner OM Manual of the
OOOI Out, Off, On and In OOOI Out, Off, On a
OP Option OP Option
Op. Operation Op. Operation
opt. Optional opt. Optional
OS Overspeed OS Overspeed
OS Oversize OS Oversize
OUTBD Outboard OUTBD Outboard
OV Overvoltage OV Overvoltage
OVBD Overboard OVBD Overboard
OVHT Overheat OVHT Overheat
OVLD Overload OVLD Overload
OVRD Override OVRD Override
oz Ounce oz Ounce
oz/in³ Ounce per Cubic Inch oz/in³ Ounce per Cu
P P/N Part Number P P/N Part Number

PA Passenger Address PA Passenger A
Pa Pascal Pa Pascal
PAA Passenger Address Amplifier PAA Passenger A
PACIC Passenger Address and Cabin Interphone Controller PACIC Passenger A
PACIS Passenger Address and Cabin Interphone System PACIS Passenger A
PAST Pilot Activated Self Test PAST Pilot Activate
PAV Pressure Adjusting Valve PAV Pressure Adj
PAX Passenger PAX Passenger
PBE Protective Breathing Equipment PBE Protective Br
PBIT Power-up Built-In Test PBIT Power-up Bu
PC Personal Computer PC Personal Com
PCU Passenger Control Unit PCU Passenger C
PDA Premature Descent Alert PDA Premature De

PDU Power Distribuition Unit PDU Power Distribuitio

PED Portable Equipment Devices PED Portable Equipme
PEL Permissible Exposure Level PEL Permissible Expo
Perf Performance Perf Performance
PFD Primary Flight Display PFD Primary Flight Dis
PIL Parts Information Letter PIL Parts Information
PIT Pitch PIT Pitch
PM Proportional Module PM Proportional Modu
PMA Permanent Magnet Alternator PMA Permanent Magne
POH Pilot Operating Handbook POH Pilot Operating Ha
ppm Parts per Million ppm Parts per Million
PPT Pedal Position Transducer PPT Pedal Position Tra
PRA Prerecorded Announcement PRA Prerecorded Anno
PRF Pulse Repetition Frequency PRF Pulse Repetition F
PRI Primary PRI Primary
PROC Processor PROC Processor
PRSOV Pressure Regulating and Shutoff Valve PRSOV Pressure Regulat
PRV Pressure Regulating Valve PRV Pressure Regulat
PRV Pressure Relief Valve PRV Pressure Relief V
PS Pressure Switch PS Pressure Switch
PS Proximity Switch PS Proximity Switch
psi Pounds per Square Inch psi Pounds per Squa
psia Pound per Square Inch Absolute psia Pound per Square
psid Pound per Square Inch Differential psid Pound per Square
psig Pound per Square Inch Gauge psig Pound per Square
PSU Passenger Service Unit PSU Passenger Servic
Pt Total Pressure Pt Total Pressure
PT Pressure Transducer PT Pressure Transdu
PTT Push-to-Talk PTT Push-to-Talk
PTU Power Transfer Unit PTU Power Transfer U
PVC Polyvinyl Chloride PVC Polyvinyl Chloride
PWM Pulse Width Modulation PWM Pulse Width Modu
2-30 Phenom 100 2-30

Overview
PWR Power PWR Power
Q QAD Quick Attach / Detach Q QAD Quick Attach

QC Quality Control QC Quality Contr
QC Quick Change QC Quick Chang
QD Quick Disconnect QD Quick Discon
QEC Quick Engine Change QEC Quick Engine
QRH Quick Reference Handbook QRH Quick Refere
QSC Quiet Start Contactor QSC Quiet Start C
qt Quart Gallon qt Quart Gallon
R RAD ALT Radar Altimeter R RAD ALT Radar Altime

RAIM Receiver Autonomous Integrity Monitoring RAIM Receiver Aut
RAT Ram air Temperature RAT Ram air Temp
RAV Ram Air Valve RAV Ram Air Valv
RBHA Requisitos Brasileiros de Homologação Aeronáutica RBHA Requisitos Br
RCC Rescue Coordination Center RCC Rescue Coor
RET Retract RET Retract
REV Revision REV Revision
RF Radio Frequency RF Radio Freque
RH Right-Hand RH Right-Hand
RI Recorder Interface RI Recorder Inte
RIB Remote Image Bus RIB Remote Imag
RLY Relay RLY Relay
RMS Root Mean Square RMS Root Mean S
RNP Required Navigation Performance RNP Required Nav
ROC Reduced Required Obstacle Clearance ROC Reduced Req
ROSE Read-Out Support Equipment ROSE Read-Out Su
RPDU Right Power Distribution Unit RPDU Right Power
RPM Rotations per Minute RPM Rotations per
RR Remove and Replace RR Remove and
RS Restoration RS Restoration

RTA Receiver/Transmitter Antenna RTA Receiver/Transmi

RTB Resistive Type Bulb RTB Resistive Type Bu
RTC Reduced Required Terrain Clearance RTC Reduced Require
RTD Resistance Temperature Detector RTD Resistance Tempe
RTN Return RTN Return
RTO Rejected Takeoff RTO Rejected Takeoff
RTOK Re-Test OK RTOK Re-Test OK
RTS Recirculating Toilet System RTS Recirculating Toile
RTS Return To Service RTS Return To Service
RTS/NS RETURN TO SEAT/NO SMOKING RTS/NS RETURN TO SEA
RTV Room Temperature Vulcanizing RTV Room Temperatur
RVDT Rotary Variable Differential Transducer RVDT Rotary Variable D
RVI Remote Visual Inspection RVI Remote Visual Ins
RVSM Reduced Vertical Separation Minimum RVSM Reduced Vertical
RX Receive RX Receive
S s Second S s Second
S/N Serialized Number S/N Serialized Numbe
SAR Search and Rescue SAR Search and Rescu
SARSAT Search and Rescue Satellite Aided Tracking SARSAT Search and Rescu
SAT Static Air Temperature SAT Static Air Tempera
SATCOM Satellite Communications SATCOM Satellite Commun
SB Service Bulletin SB Service Bulletin
SBAS Satellite Based Augmentation System SBAS Satellite Based Au
SBC Shed Bus Contactor SBC Shed Bus Contac
SC Start Contactor SC Start Contactor
SD Secure Digital SD Secure Digital
SDS System Description Section SDS System Descriptio
SDU Satellite Data Unit SDU Satellite Data Uni
SEL Selector SEL Selector
SELCAL Selective Call SELCAL Selective Call
2-32 Phenom 100 2-32

Overview
SERPE-IESM Sociéte d'études et de Réalisation de Protection SERPE-IESM Sociéte d'étu

Electronique - Informatique Électronique Sécurité Electronique
Marine Marine
SHT Sheet SHT Sheet
SI International System of Units SI International
SID Standard Instrument Departure SID Standard Inst
SIGMET Significant Meteorological Information SIGMET Significant M
SIL Service Information Letter SIL Service Inform
SKS Skip SKS Skip
SLRB Spring Loaded Rudder Booster SLRB Spring Loade
SLS Side-Lobe Suppression SLS Side-Lobe Su
SLVD Sleeved SLVD Sleeved
SM Standard Manual SM Standard Man
SMM Serial Memory Module SMM Serial Memor
SOI Silicon on Insulator SOI Silicon on Ins
SOV Shutoff Valve SOV Shutoff Valve
SP Space Provisioning SP Space Provis
SP Splice SP Splice
SPD Speed SPD Speed
SPI Special Position Identification SPI Special Posit
SPKR Speaker SPKR Speaker
SPLR Spoiler SPLR Spoiler
SQ Squelch SQ Squelch
SRM Structural Repair Manual SRM Structural Re
SRU Shop Replaceable Unit SRU Shop Replac
SSB Single Sideband SSB Single Sideba
SSEC Static Source Error Correction SSEC Static Source
ST Safety ST Safety
ST Start-Up Test ST Start-Up Test
STA Station STA Station
STAB Stabilizer STAB Stabilizer
STAR Standard Instrument Arrivals STAR Standard Inst

STBY Standby STBY Standby

STBYC Standby Contactor STBYC Standby Contacto
STC Special Type Certification STC Special Type Cert
STD Standard STD Standard
STG Storage STG Storage
STGR Stringer STGR Stringer
SV Servicing SV Servicing
SW Switch SW Switch
SWG Standard Wire Gauge SWG Standard Wire Ga
SWPM Standard Wiring Practices Manual SWPM Standard Wiring P
SWR Standing Wave Ratio SWR Standing Wave R
SYS System SYS System
T T/M Torquemotor T T/M Torquemotor

T/N Tail Number T/N Tail Number
T1 Inlet Total Temperature T1 Inlet Total Temper
TA Traffic Advisories TA Traffic Advisories
TAC Trim Actuator Controller TAC Trim Actuator Con
TAF Terminal Aerodrome Forecasts TAF Terminal Aerodrom
TAS True Airspeed TAS True Airspeed
TAS Trim Actuation System TAS Trim Actuation Sy
TAT Total Air Temperature TAT Total Air Tempera
TAWS Terrain Awareness and Warning System TAWS Terrain Awarenes
TBA To Be Advised TBA To Be Advised
TBD To Be Defined/Determined TBD To Be Defined/De
TBO Time Between Overhaul TBO Time Between Ov
TC Type Certificate TC Type Certificate
TCAS Traffic Alert and Collision Avoidance System TCAS Traffic Alert and C
TCPS Temperature Compensated Pressure Switch TCPS Temperature Com
TCQ Thrust Control Quadrant TCQ Thrust Control Qu
TCS Touch Control Steering TCS Touch Control Ste
TCS Temperature Control System TCS Temperature Con
2-34 Phenom 100 2-34

Overview
TD Technical Description TD Technical De

TEC Turbine Exhaust Case TEC Turbine Exha
TEMP Temperature TEMP Temperature
TERM Terminal TERM Terminal
TFR Temporary Flight Restrictions TFR Temporary Fl
TLA Thrust Lever Angle TLA Thrust Lever
TMV Temperature Modulating Valve TMV Temperature
TO Takeoff TO Takeoff
TOC Table of Contents TOC Table of Cont
TOD Top of Descent TOD Top of Desce
TOGA Take off / Go Around TOGA Take off / Go
TS Technical Specification TS Technical Spe
TS Temperature Sensor TS Temperature
TSO Technical Standard Order TSO Technical Sta
TSS Temperature Switch TSS Temperature
TTFF Time To First Fix TTFF Time To First
TVP True Vapor Pressure TVP True Vapor P
TX Transmit TX Transmit
U UAT Universal Access Transceiver U UAT Universal Acc

UHF Ultra High Frequency UHF Ultra High Fre
ULB Underwater Locator Beacon ULB Underwater L
UTC Universal Time Coordinated UTC Universal Tim
UUT Unit Under Test UUT Unit Under Te
UV Ultraviolet UV Ultraviolet
V V Volt V V Volt
V AC Volt Alternating Current V AC Volt Alternatin
V DC Volt Direct Current V DC Volt Direct Cu
VFE</ Maximum Flaps Extended Speed VFE</ Maximum Fla
sub> sub>

VMO</ Maximum Operating Speed VMO</ Maximum Operati

sub> sub>
VA Volt Ampere VA Volt Ampere
VACC Vacuum VACC Vacuum
VALT Vertical Altitude VALT Vertical Altitude
VAPP VOR Approach VAPP VOR Approach
VASEL Vertical Altitude Select VASEL Vertical Altitude S
VAT Value Added Tax VAT Value Added Tax
VbPCI Virtual Backplane Peripheral Component Interface VbPCI Virtual Backplane
VCO Voltage Controlled Oscillator VCO Voltage Controlled
VCS Vapor Cycle System VCS Vapor Cycle Syste
VE Vertical Empennage VE Vertical Empenna
VERT Vertical VERT Vertical
VFOM Vertical Figure of Merit VFOM Vertical Figure of
VFR Visual Flight Rules VFR Visual Flight Rule
VG Variable Geometry VG Variable Geometr
VGS Variable Geometry System VGS Variable Geometr
VHF Very High Frequency VHF Very High Freque
VI Visual Inspection VI Visual Inspection
VMO Velocity Maximum Operating VMO Velocity Maximum
VNAV Vertical Navigation VNAV Vertical Navigatio
VOR VHF Omnidirectional Range VOR VHF Omnidirectio
VOR/LOC VOR Localizer VOR/LOC VOR Localizer
VORTAC VOR and UHF Tactical Air Navigation VORTAC VOR and UHF Ta
VPATH Vertical Path VPATH Vertical Path
VRLA Valve-Regulated Lead-Acid VRLA Valve-Regulated L
VS Vertical Speed VS Vertical Speed
VSWR Voltage Standing Wave Ratio VSWR Voltage Standing
W W Watt W W Watt
W.L. Water Line W.L. Water Line
WAAS Wide Area Augmentation System WAAS Wide Area Augme
2-36 Phenom 100 2-36

Overview
WATCH Weather Attenuated Color Highlight WATCH Weather Atte

Wb Weber Wb Weber
WHCU Windshield Heating Control Unit WHCU Windshield H
WM Wiring Manual WM Wiring Manua
WOW Weight-on-Wheels WOW Weight-on-W
WPT Waypoint WPT Waypoint
WRN Warning WRN Warning
WSP Water Service Panel WSP Water Servic
WST Wheel Speed Transducer WST Wheel Speed
WWSC Water and Waste System Controller WWSC Water and W
WX Weather Radar WX Weather Rad
X XFER Transfer X XFER Transfer

XMTR Transmitter XMTR Transmitter
XPDR Transponder XPDR Transponder
Y yd Yard Y yd Yard
YD Yaw Damper YD Yaw Damper
YR Year YR Year
Z ZC Cabin Altitude Z ZC Cabin Altitude

ZCOT Scheduled Cabin Altitude ZCOT Scheduled C
ZFW Zero Fuel Weight ZFW Zero Fuel We
Symbols Symbols
μA Microampere μA Microampere
μF Micro Farad μF Micro Farad
μm micrometer μm micrometer
μV Microvolt μV Microvolt
μΩ Microhm μΩ Microhm
Ω Ohm Ω Ohm

2-38 Phenom 100 2-38

Preflight Inspection
Preflight Inspection Preflight Inspection

External Inspection External Inspection
Note: Prior to starting the external inspection, apply the Emergency / Note: Prior to starting the extern
Parking Brake. Parking Brake.
Note: Items marked with an asterisk “ * “ need to be done at least before Note: Items marked with an asteri
the first flight of the day. the first flight of the day.
External Lights ..................................................................................... CHECK External Lights ..................................

 Turn the lights and batteries OFF immediately after check to avoid batter-  Turn the lights and batteries OFF
ies discharge. ies discharge.
Recommended Walk-Around Sequence: Recommended Walk-Ar

B B
C
A D A
J K E F J K
L L
I G I
H H

A. Left Forward Fuselage A. Left Forward Fuselage

1. AOA Vane .......................................................................... CHECK FREE 1. AOA Vane .........................................
3-2 Phenom 100 3-2

2. Pitot Tube and Static Port ...................CONDITION, NO OBSTRUCTION 2. Pitot Tube and Static Port ..........

A. Left Forward Fuselage (continued) A. Left Forward Fuselage (continue

3. Oxygen Discharge Indicator...............................GREEN DISC IN PLACE 3. Oxygen Discharge Indicator..............
3-4 Phenom 100 3-4

4. Antennas .............................................................................. CONDITION 4. Antennas ...................................

A. Left Forward Fuselage (continued) A. Left Forward Fuselage (continue

5. Red Beacon Light ................................................................. CONDITION 5. Red Beacon Light .............................
3-6 Phenom 100 3-6

B. Nose Gear Area B. Nose Gear Area

1. NLG Doors, Wheel and Tire ................................................. CONDITION 1. NLG Doors, Wheel and Tire ......
2. NLG Torque Link......................................CONNECTED AND SECURED 2. NLG Torque Link........................

B. Nose Gear Area (continued) B. Nose Gear Area (continued)

3. NLG Locking Pin ..................................................................... REMOVED 3. NLG Locking Pin ...............................
4. Fwd Baggage Compartment Door ..............................................LOCKED 4. Fwd Baggage Compartment Door ....
3-8 Phenom 100 3-8

5. Radome ................................................................................ CONDITION 5. Radome .....................................

C. Right Forward Fuselage C. Right Forward Fuselage

1. Air Inlet......................................................................NO OBSTRUCTION 1. Air Inlet..............................................
2. Access Door ............................................................................SECURED 2. Access Door .....................................
3-10 Phenom 100 3-10

3. Pitot Tube and Static Port / AOA Vane ................... NO OBSTRUCTION / 3. Pitot Tube and Static Port / AOA
FREEDOM OF MOVENMENT

C. Right Forward Fuselage (continued) C. Right Forward Fuselage (contin

4. Landing/Taxi Lights ............................................................... CONDITION 4. Landing/Taxi Lights ...........................
3-12 Phenom 100 3-12

D. Right Fuselage D. Right Fuselage

1. Fuselage Air Inlet ..................................................... NO OBSTRUCTION 1. Fuselage Air Inlet ......................
2. Overwing Emergency Exit .............................................FLUSH/SECURE 2. Overwing Emergency Exit .........

D. Right Fuselage (continued) D. Right Fuselage (continued)

3. Engine Fan ........................................................................... CONDITION 3. Engine Fan .......................................
4. Engine Air Inlet .........................................................NO OBSTRUCTION 4. Engine Air Inlet .................................
3-14 Phenom 100 3-14

5. Starter / Generator Air Inlet............................................................CLEAR 5. Starter / Generator Air Inlet........
6. * Fuel Drains ..................... DRAIN AND CHECK FOR CONTAMINATION 6. * Fuel Drains ..................... DRAI
7. Fuel Drains and Dump Valves .................................................NO LEAKS 7. Fuel Drains and Dump Valves ...

D. Right Fuselage (continued) D. Right Fuselage (continued)

7. Right Wing De-ice Boot......................................................... CONDITION 7. Right Wing De-ice Boot.....................
3-16 Phenom 100 3-16

E. Right Main Gear E. Right Main Gear

1. MLG Door, Wheel, Brake and Tire........................................ CONDITION 1. MLG Door, Wheel, Brake and Ti
2. MLG Locking Pin .................................................................... REMOVED 2. MLG Locking Pin .......................

F. Right Wing F. Right Wing

1. Fuel Cap ............................................................ CLOSED AND LOCKED 1. Fuel Cap ...........................................
2. Fuel Tank Air Inlet .....................................................NO OBSTRUCTION 2. Fuel Tank Air Inlet .............................
3-18 Phenom 100 3-18

3. Navigation/Stroble Lights ...................................................... CONDITION 3. Navigation/Stroble Lights ...........
4. Right Aileron ...................................................................... CHECK FREE 4. Right Aileron ..............................

F. Right Wing (continued) F. Right Wing (continued)

5. Static Dischargers (x3)................................. NUMBER AND CONDITION 5. Static Dischargers (x3)......................
6. Right Flap ............................................................................. CONDITION 6. Right Flap .........................................
7. Right Spoiler (if applicable) ...................................................CONDITION 7. Right Spoiler (if applicable) ..............
3-20 Phenom 100 3-20

January 2011 Rev. 2 Developed for Training Purposes January 2011 Rev. 2 Developed for Tr
G. Right Aft Fuselage and Engine G. Right Aft Fuselage and Engi
1. Battery Access Door ................................................................ SECURED 1. Battery Access Door ..................
2. Cowlings ................................................................................... LATCHED 2. Cowlings ....................................

G. Right Aft Fuselage and Engine (continued) G. Right Aft Fuselage and Engine (
3. Exhaust ......................................................................................... CLEAR 3. Exhaust .............................................
4. Drain Mast ............................................................................ CONDITION 4. Drain Mast ........................................
3-22 Phenom 100 3-22

5. Oil Level........................................................................................ CHECK 5. Oil Level.....................................
6. Oil Filter Impending Pybass Indicator (Red Pop-up) .... NOT EXTENDED 6. Oil Filter Impending Pybass Indi

G. Right Aft Fuselage and Engine (continued) G. Right Aft Fuselage and Engine (
7. Heat Exchanger Air Exhaust......................................................... CLEAR 7. Heat Exchanger Air Exhaust.............
8. Pylon ..................................................................................... CONDITION 8. Pylon .................................................
3-24 Phenom 100 3-24

H. Tail H. Tail
1. Vertical Stabilizer .................................................................. CONDITION 1. Vertical Stabilizer .......................
2. Rudder .................................................................................. CONDITION 2. Rudder .......................................
3. Yaw Trim Tab ........................................................................ CONDITION 3. Yaw Trim Tab .............................

H. Tail (continued) H. Tail (continued)

4. Horizontal Stabilizer .............................................................. CONDITION 4. Horizontal Stabilizer ..........................
5. Horizontal Stabilizer De-ice Boot .......................................... CONDITION 5. Horizontal Stabilizer De-ice Boot ......
3-26 Phenom 100 3-26

6. Elevator / Pitch Trim Tab....................................................... CONDITION 6. Elevator / Pitch Trim Tab............
7. Pitch Trim Tab....................................................................... CONDITION 7. Pitch Trim Tab............................

H. Tail (continued) H. Tail (continued)

9. Antennas............................................................................... CONDITION 9. Antennas...........................................
3-28 Phenom 100 3-28

10. Ground Cooling Fan / Air Exhaust ............................ NO OBSTRUCTION 10. Ground Cooling Fan / Air Exhau

I. Left Aft Fuselage and Engine I. Left Aft Fuselage and Engine
1. Aft Baggage Compartment Door................................................ SECURE 1. Aft Baggage Compartment Door.......
2. Pylon ..................................................................................... CONDITION 2. Pylon .................................................
3-30 Phenom 100 3-30

3. Cowlings ................................................................................... LATCHED 3. Cowlings ....................................
4. Exhaust..........................................................................................CLEAR 4. Exhaust......................................
5. Drain Mast ............................................................................ CONDITION 5. Drain Mast .................................

I. Left Aft Fuselage and Engine (continued0 I. Left Aft Fuselage and Engine (co
6. Oil Level ........................................................................................CHECK 6. Oil Level ............................................
7. Oil Filter Impending Bypass Indicator (Red Pop-up)..... NOT EXTENDED 7. Oil Filter Impending Bypass Indicator
3-32 Phenom 100 3-32

8. DC Power Receptacle .................................................................. CHECK 8. DC Power Receptacle ...............

J. Left WIng J. Left WIng

1. Left Flap ................................................................................ CONDITION 1. Left Flap ............................................
3-34 Phenom 100 3-34

3. Left Aileron......................................................................... CHECK FREE 3. Left Aileron.................................
4. Roll Trim Tab......................................................................... CONDITION 4. Roll Trim Tab..............................

J. Left WIng (continued) J. Left WIng (continued)

5. Navigation / Stroble Lights .................................................... CONDITION 5. Navigation / Stroble Lights ................
6. Left Wing De-ice Boot ........................................................... CONDITION 6. Left Wing De-ice Boot .......................
3-36 Phenom 100 3-36

7. Fuel Cap ............................................................ CLOSED AND LOCKED 7. Fuel Cap ....................................
8. Fuel Tank Air Inlet ..................................................... NO OBSTRUCTION 8. Fuel Tank Air Inlet ......................

K. Left Main Landing Gear K. Left Main Landing Gear

1. MLG Door, Wheel, Brake and Tire........................................ CONDITION 1. MLG Door, Wheel, Brake and Tire....
2. MLG Locking Pin .................................................................... REMOVED 2. MLG Locking Pin ..............................
3-38 Phenom 100 3-38

L. Left Fuselage L. Left Fuselage

1. Landing /Taxi Light................................................................ CONDITION 1. Landing /Taxi Light.....................
2. Wing Inspection Light ........................................................... CONDITION 2. Wing Inspection Light ................

L. Left Fuselage (continued) L. Left Fuselage (continued)

3. Fuselage Air Inlet ......................................................NO OBSTRUCTION 3. Fuselage Air Inlet ..............................
4. Engine Fan ........................................................................... CONDITION 4. Engine Fan .......................................
3-40 Phenom 100 3-40

5. Engine Air Inlet ......................................................... NO OBSTRUCTION 5. Engine Air Inlet ..........................
6. Starter / Generator Air Inlet............................................................CLEAR 6. Starter / Generator Air Inlet........

3-42 Phenom 100 3-42

Expanded Normals
Normal Checklists Normal Checklists

The normal checklist is a memory aid to assist the pilots so they do not forget The normal checklist is a memory aid
actions which, if not carried out, can result in some type of risk to the airplane, actions which, if not carried out, can r
to the operational environment, to any of its systems, to its occupants or to to the operational environment, to a
the passengers comfort. Specific regulations also ask for items to be included the passengers comfort. Specific reg
in the checklist. in the checklist.
The normal checklist assumes that the pilots previously accomplished all nor- The normal checklist assumes that th
mal procedures. mal procedures.
The normal checklist is named and divided according to each specific phase The normal checklist is named and d
of flight and should follow the normal checklist philosophy. of flight and should follow the normal
When a disagreement between the response and the checklist answer is When a disagreement between the
found, the checklist should be interrupted until the item is resolved. found, the checklist should be interru
Upon completion of the checklist the pilot reading it should state: Upon completion of the checklis
“__________Checklist Complete.” “__________Checklist Complete.”
Cockpit Philosophy Cockpit Philosophy

The PHENOM 100 flight deck is designed to: The PHENOM 100 flight deck is desi
 Provide the necessary means to accomplish the required tasks.  Provide the necessary means to a
 Provide acceptable and reasonable workloads.  Provide acceptable and reasonab
 Minimize pilot errors and its consequences.  Minimize pilot errors and its conse
 Provide optimized ergonomics aimed at safety, ease of operation, control  Provide optimized ergonomics aim
and comfort requirements. and comfort requirements.

Both pilots can access all essential information and necessary controls for Both pilots can access all essential
safe flying and landing. Control of the airplane’s systems is done via the main safe flying and landing. Control of the
and side panels. and side panels.
Some buttons on the panels have detent protection and must be pulled out to Some buttons on the panels have de
allow the knob rotation. This protection does not allow inadvertent knob allow the knob rotation. This prote
rotation. rotation.
System failures are primarily monitored via CAS message. The synoptics are System failures are primarily monitor
included as an aid to pilot monitoring systems status. included as an aid to pilot monitoring
Critical systems give total authority to the pilot by employing intuitive proce- Critical systems give total authority
dures for maximum airplane performance with minimum workload. Cockpit dures for maximum airplane perform
design makes tasks as simple as possible, thus leading to increased control design makes tasks as simple as po
of situation and systems. Automation is used only to improve the task accom- of situation and systems. Automation
plishment, complementing but not substituting the crew. plishment, complementing but not su

Dark and Quiet Cockpit Dark and Quiet Cockpit

The concept used to design and operate the airplane was based on the The concept used to design and opera
assumption that while in flight, all systems are normal when: assumption that while in flight, all system
 Lights, main, glareshield and control pedestal panels have no lights on.  Lights, main, glareshield and control p
 No aural warnings are being issued.  No aural warnings are being issued.
 The selector knobs are positioned at twelve o’clock.  The selector knobs are positioned at tw
A white striped bar illuminates on any button to indicate that it is not in normal A white striped bar illuminates on any but
position. position.
4-2 Phenom 100 4-2

Expanded Normals
Arriving at the Airplane Arriving at the Airplane

Evaluate if there is room for the taxi-out or push-back maneuver. See if the Evaluate if there is room for the tax
airplane looks good, level and normal. Look for fluid spots on the ground, airplane looks good, level and norm
unexpected things attached to the airplane, bent or unaligned airframe com- unexpected things attached to the a
ponents, etc. ponents, etc.
If icing is an issue, examine the airplane external surface to determine the If icing is an issue, examine the air
exact nature and extent of the airplane icing. A close inspection of critical exact nature and extent of the airp
areas such as the wing upper surface is recommended since clear ice how- areas such as the wing upper surfac
ever critical is not always visible at a distance. Make sure that the airplane ever critical is not always visible at
has chocks and safety pins as required. has chocks and safety pins as requir
Cockpit / Cabin Safety Inspection Cockpit / Cabin Safety I

Courtesy Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Courtesy Light . . . . . . . . . . . . . . . . .
Note: The courtesy light check is only required for flights with landings Note: The courtesy light check is
after sunset. after sunset.
Emergency Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED & LOCKED Emergency Door . . . . . . . . . . . . . . .

Emergency Door Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED Emergency Door Locking Pin . . . . .
Water Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED Water Barrier . . . . . . . . . . . . . . . . . .
Note: It must be installed for single pilot operation and if the flight is going Note: It must be installed for single
to be conducted over water. to be conducted over water.
Documents, Manuals and Charts. . . . . . . . . . . . . . . . . . .CHECK ON BOARD Documents, Manuals and Charts. . .
Check for regulations in countries intended to flight, an approved Airplane Check for regulations in countries
Flight Manual, an approved MEL, navigation and approach charts, QRH, Flight Manual, an approved MEL
runway analyses and driftdown analyses (if applicable). runway analyses and driftdown a
Check documents, such as Certificate of Airworthiness, Copy of the Insur- Check documents, such as Certif
ance Policy and Airplane weighing document. ance Policy and Airplane weighin
Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Maintenance Status . . . . . . . . . . . . .
Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Emergency Equipment. . . . . . . . . . .
Verify Fire Extinguisher, Flashlight, First Aid Kit, and the following optional Verify Fire Extinguisher, Flashligh
items, if installed: Protective Breathing Equipment (PBE), Smoke Gog- items, if installed: Protective Bre
gles, Overwater Life Vest and Survival Kit gles, Overwater Life Vest and Su
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . PUSH TO RESTORE Oxygen Bottle Valve Handle . . . . . .
Oxygen Supply Control Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAX AUTO Oxygen Supply Control Knob. . . . . .
Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100% Oxygen Masks & Regulators . . . . . .

Electrical Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Electrical Panel . . . . . . . . . . . . . . . . . . . .

Check GEN 1 & 2 switches and BUS TIE knob in the auto position, set Check GEN 1 & 2 switches and BUS
GPU Button as required and check BATT 1 & 2 switches in the OFF posi- GPU Button as required and check B
tion. tion.
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Circuit Breakers. . . . . . . . . . . . . . . . . . . .
Verify all circuit breakers IN on the left and right CB panels. Verify all circuit breakers IN on the lef
FUEL PUMP 1 & 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO FUEL PUMP 1 & 2 Switches. . . . . . . . . .
FUEL XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT FUEL XFR Button . . . . . . . . . . . . . . . . . .
ELT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED ELT Switch . . . . . . . . . . . . . . . . . . . . . . .
PUSHER CUTOUT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT PUSHER CUTOUT Button . . . . . . . . . . .
HYD PUMP Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO HYD PUMP Knob . . . . . . . . . . . . . . . . . .
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Gust Lock Pin . . . . . . . . . . . . . . . . . . . . .
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Rudder Gust Lock . . . . . . . . . . . . . . . . . .
HEATING Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HEATING Panel . . . . . . . . . . . . . . . . . . .
Check WSHLD 1 & 2 switches in the OFF position and ADS/AOA knob in Check WSHLD 1 & 2 switches in the
AUTO position AUTO position
ICE PROTECTION Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ICE PROTECTION Panel . . . . . . . . . . . .
Check ENG 1 & 2 Switches, WING STAB and INSP LIGHT Switches in Check ENG 1 & 2 Switches, WING S
the OFF position the OFF position
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Landing Gear Lever . . . . . . . . . . . . . . . .
PRESSURIZATION Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURIZATION Panel. . . . . . . . . . . .
 Check Pressurization mode switch in AUTO position.  Check Pressurization mode switch in
 Check Bleed knob in BOTH position.  Check Bleed knob in BOTH position.
 Check DUMP button pushed out.  Check DUMP button pushed out.
AIR COND Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED AIR COND Panel . . . . . . . . . . . . . . . . . .
ENGINE FIRE EXTING Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGINE FIRE EXTING Panel. . . . . . . . .

Check both Engines Fire Shutoff buttons pushed out. 
Check both Engines Fire Shutoff butt

Set the Engine Fire Extinguisher switch to OFF. 
Set the Engine Fire Extinguisher swit
Start/Stop Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP Start/Stop Knobs . . . . . . . . . . . . . . . . . . .
Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ZERO Flap Lever . . . . . . . . . . . . . . . . . . . . . . . .
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Parking Brake . . . . . . . . . . . . . . . . . . . . .
Note: If parking brake pressure is suspected to be low, use wheel chocks Note: If parking brake pressure is susp
to secure the airplane. to secure the airplane.
Seats and Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Seats and Belts . . . . . . . . . . . . . . . . . . . .
4-4 Phenom 100 4-4

Expanded Normals

Note: Prior to start the external inspection, apply the Emergency/Parking Note: Prior to start the external in
Brake. Brake.
Items marked with an asterisk “* “need to be done at least before the Items marked with an asteris
first flight of the day. first flight of the day.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK External Lights . . . . . . . . . . . . . . . . .

Turn batteries on and check external lights without delay. Turn batteries on and check exte
Turn the lights and buttons OFF immediately after check to avoid batteries Turn the lights and buttons OFF im
discharge. discharge.
Recommended Walk-Around sequence: Recommended Walk-Around s
TT
CCT
JEEC
SUU
S
NN
NN
TIOO
TIOO
P100-EN-001i
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE AOA Vane . . . . . . . . . . . . . . . . . . . .

Pitot Tube and Static Port . . . . . . . . . . . . CONDITION / NO OBSTRUCTION Pitot Tube and Static Port . . . . . . . .
Oxygen Discharge Indicator. . . . . . . . . . . . . . . . . . . GREEN DISC IN PLACE Oxygen Discharge Indicator. . . . . . .
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Antennas . . . . . . . . . . . . . . . . . . . . .
Red Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Red Beacon Light . . . . . . . . . . . . . .
NLG Doors, Wheel and Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION NLG Doors, Wheel and Tire. . . . . . .
NLG Torque Link . . . . . . . . . . . . . . . . . . . . . . CONNECTED AND SECURED NLG Torque Link . . . . . . . . . . . . . . .
NLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED NLG Locking Pin . . . . . . . . . . . . . . .
Fwd Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED Fwd Baggage Compartment Door . .
Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Radome . . . . . . . . . . . . . . . . . . . . . .
Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Air Inlet. . . . . . . . . . . . . . . . . . . . . . .
Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED Access Door . . . . . . . . . . . . . . . . . .
Pitot Tubes and Static Pressure Port . . . . . . . . . . . . . . . . NO OBSTRUCTION Pitot Tubes and Static Pressure Port

AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE AOA Vane . . . . . . . . . . . . . . . . . . . . . . . .

LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . .
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Fuselage Air Inlet . . . . . . . . . . . . . . . . . .
Engine Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Engine Fan . . . . . . . . . . . . . . . . . . . . . . .
Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Engine Air Inlet . . . . . . . . . . . . . . . . . . . .
Starter/Generator Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Starter/Generator Air Inlet . . . . . . . . . . . .
* Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN AND CHECK * Fuel Drains . . . . . . . . . . . . . . . . . . . . . .
FOR CONTAMINATION
Note: Using an inadequate tool to accomplish the fuel drainage may Note: Using an inadequate tool to a
cause damage to the drain valve. cause damage to the drain valve
Fuel Drains and Dump Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAKS Fuel Drains and Dump Valves. . . . . . . . .
Right Wing De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Right Wing De-ice Boot. . . . . . . . . . . . . .
MLG Door, Wheels, Brakes and Tires. . . . . . . . . . . . . . . . . . . . . CONDITION MLG Door, Wheels, Brakes and Tires. . .
MLG Locking Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED MLG Locking Pin. . . . . . . . . . . . . . . . . . .
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . .
Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Navigation/Strobe Lights . . . . . . . . . . . . .
Right Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE Right Aileron . . . . . . . . . . . . . . . . . . . . . .
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION Static Dischargers . . . . . . . . . . . . . . . . . .
Right Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Right Flap . . . . . . . . . . . . . . . . . . . . . . . .
Battery Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED Battery Access Door . . . . . . . . . . . . . . . .
Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED Cowlings . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Engine Exhausts . . . . . . . . . . . . . . . . . . .
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Drain Masts . . . . . . . . . . . . . . . . . . . . . . .
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oil Level . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED Oil Filter Impending Bypass Indicator . . .
Heat Exchanger Air Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Heat Exchanger Air Exhaust . . . . . . . . . .
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Vertical Stabilizer. . . . . . . . . . . . . . . . . . .
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Rudder . . . . . . . . . . . . . . . . . . . . . . . . . .
Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . .
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Horizontal Stabilizer . . . . . . . . . . . . . . . .
Horizontal Stabilizer De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Horizontal Stabilizer De-ice Boot. . . . . . .
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Elevator . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6 Phenom 100 4-6

Expanded Normals
Pitch Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Pitch Trim Tab . . . . . . . . . . . . . . . . .

Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION Static Dischargers . . . . . . . . . . . . . .
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Antennas . . . . . . . . . . . . . . . . . . . . .
Air Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Air Exhausts. . . . . . . . . . . . . . . . . . .
Aft Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE Aft Baggage Compartment Door . . .
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Pylon . . . . . . . . . . . . . . . . . . . . . . . .
Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED Cowlings . . . . . . . . . . . . . . . . . . . . .
Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Exhausts . . . . . . . . . . . . . . . . . . . . .
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Drain Masts . . . . . . . . . . . . . . . . . . .
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oil Level . . . . . . . . . . . . . . . . . . . . . .
Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED Oil Filter Impending Bypass Indicator
DC Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DC Power Receptacle . . . . . . . . . . .
Left Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Left Flap . . . . . . . . . . . . . . . . . . . . . .
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION Static Dischargers . . . . . . . . . . . . . .
Left Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE Left Aileron. . . . . . . . . . . . . . . . . . . .
Roll Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Roll Trim Tab . . . . . . . . . . . . . . . . . .
Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Navigation/Strobe Lights . . . . . . . . .
Left Wing De-ice Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Left Wing De-ice Boot . . . . . . . . . . .
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED Fuel Cap . . . . . . . . . . . . . . . . . . . . .
Note: Make sure that the fuel cap is properly closed and locked. Note: Make sure that the fuel cap
Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Fuel Tank Air Inlet . . . . . . . . . . . . . .

MLG Door, Wheel, Brake and Tire. . . . . . . . . . . . . . . . . . . . . . . . CONDITION MLG Door, Wheel, Brake and Tire. .
MLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED MLG Locking Pin . . . . . . . . . . . . . . .
LDG/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION LDG/Taxi Lights . . . . . . . . . . . . . . . .
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Wing Inspection Light . . . . . . . . . . .
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Fuselage Air Inlet . . . . . . . . . . . . . . .
Engine Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Engine Fan . . . . . . . . . . . . . . . . . . .
Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION Engine Air Inlet . . . . . . . . . . . . . . . .
Starter/Generator Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Starter/Generator Air Inlet . . . . . . . .

Power Up Power Up
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BATT 1 & 2 Switches . . . . . . . . . . . . . . .
If the battery has been cold soaked for two hours or longer at ambient sur- If the battery has been cold soaked fo
face temperature of -18° C (0° F) or lower, it must be preheated to above face temperature of -18° C (0° F) or lo
-18° C (0° F) prior to engine start. -18° C (0° F) prior to engine start.
GPU Button (if applicable). . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED GPU Button (if applicable). . . . . . . . . . . .
Verify AVAIL light illuminated before pushing the GPU button in. When Verify AVAIL light illuminated before
GPU is not available or is not necessary, maintain GPU button pushed GPU is not available or is not neces
out. out.
Before Start Before Start

Oxygen Mask Flow and Microphone. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oxygen Mask Flow and Microphone. . . .
Set MASK MIC Switch in ON position and press TEST/RESET Button, Set MASK MIC Switch in ON positio
then set MASK MIC switch in the OFF position then set MASK MIC switch in the OFF
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELTS/ON SIGNS / OUTLET Switch . . . . . . . . . . . .
AFCS Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AFCS Control Unit. . . . . . . . . . . . . . . . . .
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED External Lights . . . . . . . . . . . . . . . . . . . .
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Fuel Quantity and Balance . . . . . . . . . . .
Oxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY Oxygen Pressure . . . . . . . . . . . . . . . . . .
TEST Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST TEST Panel. . . . . . . . . . . . . . . . . . . . . . .
 Press the ANNUNCIATOR button.  Press the ANNUNCIATOR button.
Dump, Transfer Valve, Electrical Emergency, Pusher Cutout and CVDR Dump, Transfer Valve, Electrical E
pushbuttons, and Brake light illuminate. pushbuttons, and Brake light illumin
 Press the FIRE button.  Press the FIRE button.
Aural “FIRE, FIRE” sounds. FIRE message shows on ITT dials. ENG1 and Aural “FIRE, FIRE” sounds. FIRE m
ENG2 SHUTOFF pushbuttons red lights illuminate. ENG 1 FIRE, ENG 2 ENG2 SHUTOFF pushbuttons red
FIRE CAS Message appears. FIRE CAS Message appears.
 Pull the control wheel backwards and press the STALL PROT button.  Pull the control wheel backwards and
Aural “STALL, STALL.” sounds three times and the stick pusher actuates. Aural “STALL, STALL.” sounds three
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Thrust Levers . . . . . . . . . . . . . . . . . . . . .
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Parking Brake . . . . . . . . . . . . . . . . . . . . .
Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check Doors status in MFD/SYSTEM/STATUS Check Doors status in MFD/SYSTEM
ENG IGNITION Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO ENG IGNITION Switches . . . . . . . . . . . .
Engine Start Engine Start

Associated Start/Stop Selector Knob . . . . . . . . . . . . . . . . . START, then RUN Associated Start/Stop Selector Knob . . .
Starting Number 2 Starting Number 2
4-8 Phenom 100 4-8

Expanded Normals

Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec- 
Rotate Start/Run/Stop momenta
onds, and release the switch. onds, and release the switch.

Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT 
Observe N2 increasing, Fuel Flo
increasing and Oil Pressure increasing. increasing and Oil Pressure inc
 Observe start cycle end at approximately 54% N2, when Ignition A or B  Observe start cycle end at appro
annunciation disappears and the ITT limit decrease. annunciation disappears and th
Starting Number 1 Starting Number 1
 Repeat the sequence above  Repeat the sequence above
Note: Starting the engine with tailwind speeds higher than 10 knots may Note: Starting the engine with tail
lengthen starting time and/or raise the starting temperature over that lengthen starting time and/or
normally observed. Starting ITT limits must be observed. normally observed. Starting
Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR Engine Parameters . . . . . . . . . . . . .

Check N2, ITT, N1 and oil pressure within operational limits. Check N2, ITT, N1 and oil pressu
After Start After Start

GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect GPU . . . . . . . . . . . . . . . . . . . . . . . . .
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN ELEC EMER Button. . . . . . . . . . . . .
Battery 1 & 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Battery 1 & 2 Voltage . . . . . . . . . . . .
CAUTION CA
EACH BATTERY VOLTAGE MUST BE AT LEAST 23.8 VOLTS. EACH BATTERY VOLTAGE MUST B
Note: The parking brake must be applied and the main brake must be Note: The parking brake must be
released for battery voltage check. released for battery voltage
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT ELEC EMER Button. . . . . . . . . . . . .

External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED External Lights . . . . . . . . . . . . . . . . .
AFCS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET AFCS Control Unit . . . . . . . . . . . . . .
Altimeters (Pilot, Copilot and IESI). . . . . . . . . . . . . . . . . . . . SET & X-CHECK Altimeters (Pilot, Copilot and IESI). .
Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Transponder. . . . . . . . . . . . . . . . . . .
Set CODE and verify on GND mode Set CODE and verify on GND mo
Takeoff speeds (V1, VR, V2, VFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Takeoff speeds (V1, VR, V2, VFS). . .
Set V1, VR, V2 and VFS on the INSET PFD as per the runway analysis. Set V1, VR, V2 and VFS on the IN
Takeoff Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Takeoff Data. . . . . . . . . . . . . . . . . . .
Select the ENG SET page on MFD and set the data below: Select the ENG SET page on MF
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET OAT . . . . . . . . . . . . . . . . . . .

ATR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON or OFF ATR . . . . . . . . . . . . . . . . . . . . . . .

Landing Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Landing Field Elevation. . . . . . . . . . . . . .
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE Flight Controls . . . . . . . . . . . . . . . . . . . . .
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND SET Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Verify that Roll, Yaw and Pitch (NORM and BKP) trims are operating prop- Verify that Roll, Yaw and Pitch (NORM
erly both ways. Adjust Yaw and Roll trims to the neutral position and Pitch erly both ways. Adjust Yaw and Roll tr
trim to Takeoff (green band) according to the CG Position. trim to Takeoff (green band) according
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Set Flap 1 or 2 for takeoff according runway analysis. Set Flap 1 or 2 for takeoff according r
Icing Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Icing Protection . . . . . . . . . . . . . . . . . . . .
WARNING WARNI
IF ICING CONDITIONS EXIST OR ARE FORECASTED, REFER TO OPERA- IF ICING CONDITIONS EXIST OR ARE F
TION IN ICING CONDITIONS PROCEDURES. TION IN ICING CONDITIONS PROCEDUR
Prior to Taxi Prior to Taxi

Insert Flight Plan. Insert Flight Plan.
Perform calculations on Weight Planning Page. Perform calculations on Weight Planning
Ensure that all of the required information regarding taxi and takeoff is known Ensure that all of the required information
and confirmed. and confirmed.
During Taxi During Taxi

Apply Emergency / Parking Brake on full stops Apply Emergency / Parking Brake on full
Before Takeoff Before Takeoff

Holding Short Holding Short
Ensure that all of the required information regarding takeoff is known and Ensure that all of the required informa
confirmed. confirmed.
Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Takeoff Configuration . . . . . . . . . . . . . . .
Press the T/O CONFIG button on the central console and check if the Press the T/O CONFIG button on th
aural “TAKEOFF OK” sounds. aural “TAKEOFF OK” sounds.
CAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CAS messages . . . . . . . . . . . . . . . . . . . .
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . PED-BELTS/OFF SIGNS / OUTLET Switch . . . . . . . . . . . .
SHORTLY BEFORE TAKEOFF SHORTLY BEFO
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE Passengers . . . . . . . . . . . . . . . . . . . . . . .

Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-10 Phenom 100 4-10

Expanded Normals
Takeoff Takeoff
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA Thrust Levers . . . . . . . . . . . . . . . . . .
Note: During takeoff roll, after checking thrust levers to TO/GA, check N1 Note: During takeoff roll, after che
equal to N1 target and green ATR indication presented on MFD if equal to N1 target and gree
ATR ON is selected. ATR ON is selected.

Callout / Challenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kts Callout / Challenge . . . . . . . . . . . . .
At V1 continue takeoff or abort At V1 continue takeoff or abort
At VR rotate the airplane according to the following table. At VR rotate the airplane accordi
. .
Flap Position 1 2 Flap Position

Pitch Angle 9.5° 9° Pitch Angle
With positive rate of climb: With positive rate of climb:

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP Landing Gear . . . . . . . . . . . . . . . . . .
Verify three gear indicators indicate up and locked. Verify three gear indicators indica
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 10 kt Minimum Airspeed . . . . . . . . . . . . . .
At acceleration height (minimum 400ft) At acceleration height (minimum
 Autopilot: engage  Autopilot: engage

Flight Level Change: press 
Flight Level Change: press

Speed: 160 KIAS 
Speed: 160 KIAS

Retract flaps on schedule 
Retract flaps on schedule

Thrust Levers: CON/CLB 
Thrust Levers: CON/CLB
After Takeoff / Climb After Takeoff / Climb

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP Landing Gear . . . . . . . . . . . . . . . . . .
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO Flaps . . . . . . . . . . . . . . . . . . . . . . . .
Retract flaps according to the Maximum Flap Extended Speed (VFE). Retract flaps according to the Maxim
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CON/CLB Thrust Levers . . . . . . . . . . . . . . . . . .
Altimeters (Pilot, Copilot, and IESI) . . . . . . . . . . . . . . . . . . . SET & X-CHECK Altimeters (Pilot, Copilot, and IESI) .
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Yaw Damper . . . . . . . . . . . . . . . . . .
Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VERIFY Icing Conditions . . . . . . . . . . . . . . . .

After passing safe altitude for airplane acceleration select FLC mode and 
After passing safe altitude for airp
speed 200KIAS/M.55 speed 200KIAS/M.55

Developed for Training Purposes Rev. 1 July 2010 Developed for
ABOVE 10000 FT ABOVE 100
SIGNS/OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED SIGNS/OUTLET Switch . . . . . . . . . . . . .

Weather Radar (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Weather Radar (if installed) . . . . . . . . . .
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Airspeed . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise Cruise
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX CRZ Thrust Lever . . . . . . . . . . . . . . . . . . . . . .
Descent Descent
Prior to descent Prior to descent
 Insert Arrival and Approach on Flight Plan  Insert Arrival and Approach on Flight P
 Perform Approach Briefing  Perform Approach Briefing
Prior to 1 minute to Vertical Path Prior to 1 minute to Vertical Path
 Select authorized descent altitude and then select VNAV  Select authorized descent altitude and
Windshield Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Windshield Heating . . . . . . . . . . . . . . . . .
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LFE Pressurization . . . . . . . . . . . . . . . . . . . . .
Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Landing Speeds . . . . . . . . . . . . . . . . . . .
Set VREF, VAC and VFS. Set VREF, VAC and VFS.
CKPT FAN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED CKPT FAN Switch . . . . . . . . . . . . . . . . . .
If Necessary set the CKPT FAN Switch to HI position to avoid fog in the If Necessary set the CKPT FAN Swit
cockpit side window. cockpit side window.
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY Icing Conditions. . . . . . . . . . . . . . . . . . . .
BELOW 1000 FT BELOW 10
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . PED-BELTS/OFF SIGNS / OUTLET Switch . . . . . . . . . . . .
Approach Approach
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE Passengers . . . . . . . . . . . . . . . . . . . . . . .
Fuel XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT Fuel XFR Button . . . . . . . . . . . . . . . . . . .
Altimeters (Pilot, Copilot, and IESI). . . . . . . . . . . . . . . . . . . .SET & X-CHECK Altimeters (Pilot, Copilot, and IESI). . . . .
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY Icing Conditions. . . . . . . . . . . . . . . . . . . .
Prior to start arrival Prior to start arrival

Ensure that all of the required information regarding approach and landing 
Ensure that all of the required informat
is known and confirmed. is known and confirmed.
During visual or instrument approach During visual or instrument approach
4-12 Phenom 100 4-12

Expanded Normals
 Use flap maneuvering speeds as follows:  Use flap maneuvering speeds as

GEAR/FLAPS SPEED GEAR/FLAPS
UP / 0 150 UP / 0
UP / 1 140 UP / 1
DN /2 120 DN /2
DN / FULL 115 DN / FULL
Before Landing Before Landing

Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Yaw Damper . . . . . . . . . . . . . . . . . .
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Landing Gear . . . . . . . . . . . . . . . . . .
Check three green Check three green
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR LANDING Flaps . . . . . . . . . . . . . . . . . . . . . . . .
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF Airspeed. . . . . . . . . . . . . . . . . . . . . .
Landing Landing
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Throttles . . . . . . . . . . . . . . . . . . . . . .
Brakes (After touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY MAXIMUM Brakes (After touchdown) . . . . . . . .
Go-around Go-around
TO/GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO/GA Button . . . . . . . . . . . . . . . . .
Select flaps according to the table below: Select flaps according to the table
Landing Flaps Go-Around Flaps Landing Flaps

FULL 2 FULL
2 1 2
CAUTION CA
Do not press the TO/GA button after selecting go-around flaps Do not press the TO/GA button afte
Rotate the airplane following the flight director guidance. Rotate the airplane following the
Note: In case of flight director is inoperative, rotate the airplane to 7.5º Note: In case of flight director is
nose up for Flaps 2 or 5.5º nose up for Flaps Full. nose up for Flaps 2 or 5.5º n
With positive climb: With positive climb:

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP Landing Gear . . . . . . . . . . . . . . . . . .

Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAC Minimum Airspeed . . . . . . . . . . . . . . . . .

At 1000 ft. (acceleration altitude) and V2 + 15 KIAS At 1000 ft. (acceleration altitude) and
Proceed as in a normal takeoff. Proceed as in a normal takeoff.
Perform After Takeoff/Climb checklist.After Landing Perform After Takeoff/Climb checklist.
After Landing After Landing

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Lights . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apply Emergency / Parking brake if full stop is necessary during taxi. Apply Emergency / Parking brake if fu
Shutdown Shutdown
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Thrust Levers . . . . . . . . . . . . . . . . . . . . .
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY Emergency/Parking Brake . . . . . . . . . . .
CAUTION CAUTIO
Maintain idle for at least 2 minutes prior to engine shutdown. Maintain idle for at least 2 minutes prior
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . .

If GPU is required, verify the GPU is connected before shutting down the If GPU is required, verify the GPU is conn
engine engine
HEATING Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HEATING Panel . . . . . . . . . . . . . . . . . . .
Check WSHLD 1 & 2 Switches in the OFF position and ADS/AOA Knob in Check WSHLD 1 & 2 Switches in the
AUTO position AUTO position
ICE PROTECTION Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ICE PROTECTION Panel . . . . . . . . . . . .
Check ENG 1 & 2 Switches in the OFF position and WINGSTAB and Check ENG 1 & 2 Switches in the
INSP LIGHT switches in the OFF position INSP LIGHT switches in the OFF pos
Start/Stop Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP Start/Stop Knobs . . . . . . . . . . . . . . . . . . .
If GPU is required, verify GPU AVAIL light is displayed before shutting If GPU is required, verify GPU AVAI
down the engine down the engine
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/OFF SIGNS / OUTLET Switch . . . . . . . . . . . .
Leaving the Airplane Leaving the Airplane

Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . . . PULL TO CUTOUT Oxygen Bottle Valve Handle . . . . . . . . . .
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BATT 1 & 2 Switches . . . . . . . . . . . . . . .
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Gust Lock Pin . . . . . . . . . . . . . . . . . . . . .
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCK Rudder Gust Lock . . . . . . . . . . . . . . . . . .
4-14 Phenom 100 4-14

Expanded Normals
Operation in Icing Conditions Operation in Icing Co

The procedures below complement or change the remaining procedures pre- The procedures below complement o
sented in this Section. sented in this Section.

Operating regulations clearly state that no takeoff is allowed when snow, ice Operating regulations clearly state th
or frost is adhering to the airplane. or frost is adhering to the airplane.
The pilot in command has the final responsibility for ensuring that the airplane The pilot in command has the final re
is clear of ice, frost or snow. The primary method for the pilot to ensure a is clear of ice, frost or snow. The p
clean airplane is through close visual and physical inspection prior to take- clean airplane is through close visua
off. off.
Even at intermediate stops, an external walk around is necessary due to the Even at intermediate stops, an exter
possibility of ice forming after landing from either cold soaking frost, conven- possibility of ice forming after landing
tional frost or precipitation freezing on the airplane. tional frost or precipitation freezing o
If the airplane has become cold soaked as a result of flight at very cold tem- If the airplane has become cold soa
peratures, fuel might be at a subfreezing temperature. This can cause ice peratures, fuel might be at a subfre
accumulation if the airplane is subjected to high humidity, fog, drizzle or rain accumulation if the airplane is subje
even when the outside air temperature is substantially above freezing. even when the outside air temperatu
At the completion of the walk-around, if ice, snow or frost is discovered, de- At the completion of the walk-around
icing procedure will be required. Unheated/heated water or Type I de-icing icing procedure will be required. Un
fluid can be used. fluid can be used.
The check for ice accumulation should be done in a well-lit area. The check for ice accumulation shou
Before Start Before Start

Perform normal engine start. If the engine does not start, maintenance proce- Perform normal engine start. If the en
dures may be required or ground heating may be necessary to warm the dures may be required or ground h
engines. engines.
Battery assisted engine starts during cold weather operation may result in Battery assisted engine starts durin
high ITTs. It is recommended to perform a dry motoring in order to warm the high ITTs. It is recommended to perf
engines up. engines up.
In the event of oil temperature below -40°C (-40°F) for starting, it is recom- In the event of oil temperature below
mended that the oil be heated to above -40°C (-40°F) utilizing dry motoring mended that the oil be heated to ab
cycle prior to an attempted start. cycle prior to an attempted start.
CAUTION CA
During cold weather operations, oil pressure peaks to 275 psig may occur During cold weather operations, oil
due to high oil viscosity. oil pressure should decrease as the oil temperature due to high oil viscosity. oil pressure
increases, if the oil pressure remains above or at normal operation limit, the increases, if the oil pressure remain
engine should be shutdown and the cause investigated engine should be shutdown and the
ADS / AOA HTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ADS / AOA HTR Switch . . . . . . . . . .

It is recommended to turn the system on immediately before engine start It is recommended to turn the system
After Start After Start

Note: Remain at ground idle for the time required for the oil to reach the Note: Remain at ground idle for the tim
minimum operating temperature of 14°C (57°F). Run the engine for minimum operating temperature
an additional 3 minutes to ensure that no ice particles are present in an additional 3 minutes to ensure
the fuel supplied to the engine. the fuel supplied to the engine.
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Flight Controls . . . . . . . . . . . . . . . . . . . . .

Check control wheel, control column and rudder pedals for freedom of Check control wheel, control column
movement and full travel. Control forces can be increased at low temper- movement and full travel. Control forc
atures. atures.
Operate all trim systems, including back up pitch trim system, checking Operate all trim systems, including b
for freedom of movement and full travel. If any flight control is suspected for freedom of movement and full trav
of restricted movement or jamming, report to the maintenance personnel. of restricted movement or jamming, re
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extend and retract the flaps. Make sure the flaps are free from snow or ice Extend and retract the flaps. Make sur
before moving them. Leave flaps UP if application of anti-icing/deicing flu- before moving them. Leave flaps UP i
ids is expected. ids is expected.

With engines running check the ice protection system as follows: With engines running check the ice prote
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WSHLD 1 and WSHLD 2 Switches. . . . .
The CAS messages WSHLD 1 (2) HTR FAIL must not be displayed. The CAS messages WSHLD 1 (2) HT
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WSHLD 1 and WSHLD 2 Switches. . . . .
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON. ENG 1 and ENG 2 Switches . . . . . . . . . .
The CAS messages A-I E1 (2) ON must be displayed (after 10 seconds). The CAS messages A-I E1 (2) ON mu
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ENG 1 and ENG 2 Switches . . . . . . . . . .
The CAS messages must disappear. The CAS messages must disappear.
BLEED Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF VENT BLEED Knob . . . . . . . . . . . . . . . . . . . . . .
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, THEN OFF WINGSTAB Switch . . . . . . . . . . . . . . . . .
The CAS message D-I WINGSTB FAIL must be displayed (after 6 sec- The CAS message D-I WINGSTB FA
onds). After 1 minute maximum, the CAS message must disappear. onds). After 1 minute maximum, the C
BLEED Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED BLEED Knob . . . . . . . . . . . . . . . . . . . . . .
N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depending on conditions it will be required N2 as high as 87% Depending on conditions it will be req
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch . . . . . . . . . . . . . . . . .
The CAS message D-I WINGSTB ON must be displayed. The CAS message D-I WINGSTB ON
4-16 Phenom 100 4-16

Expanded Normals
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINGSTAB Switch . . . . . . . . . . . . .

After completing a successful test: After completing a successful test:
Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Ice Protection System . . . . . . . . . . .
Note: The windshield is the best indication for early ice formation detec- Note: The windshield is the best
tion. If no ice is building up in the windshield and if not required for tion. If no ice is building up
defog, leave the windshield heater off, turning it on when required. defog, leave the windshield h
SHORTLY BEFORE TAKEOFF SHORTLY B

N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87% MINIMUM N2 . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch . . . . . . . . . . . . .
ADS/AOA HTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO ADS/AOA HTR Switch . . . . . . . . . . .
Takeoff Takeoff
Do not apply static takeoff technique on an icy or slippery runway, as the air- Do not apply static takeoff technique
plane may begin to slide when thrust lever is advanced with brakes applied. plane may begin to slide when thrust
In this case, release brakes and advance thrust levers simultaneously. In this case, release brakes and adva
However, takeoff distance for slippery runways is calculated in the Airplane However, takeoff distance for slipper
Flight Manual by the OPERA software using the static takeoff technique only. Flight Manual by the OPERA softwar
For rolling takeoffs, performance data is valid from the point where takeoff For rolling takeoffs, performance data
thrust is achieved. thrust is achieved.
Apply light forward pressure on control column to increase nose wheel steer- Apply light forward pressure on contr
ing effectiveness. ing effectiveness.
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Director. . . . . . . . . . . . . . . . . .
Note: During takeoff roll, after checking thrust levers to TO/GA, check N1 Note: During takeoff roll, after che
equal to N1 target and green ATR indication presented on MFD if equal to N1 target and gree
ATR ON is selected. ATR ON is selected.

Initially rotate the airplane according to the table below. Initially rotate the airplane accord
FLAPS POSITION 1 2 FLAPS POSIT

PITCH ANGLE 6° 5.5° PITCH ANGL

LDG GEAR Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP LDG GEAR Lever . . . . . . . . . . . . . .
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 10 KIAS Minimum Airspeed . . . . . . . . . . . . . .

After Takeoff, Cruise, Descent or Approach After Takeoff, Cruise, Desc

If TAT is bellow 10°C with visible moisture: If TAT is bellow 10°C with visible moisture
ENG1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG1 and ENG 2 Switches . . . . . . . . . .
The CAS messages A-I E1 (2) ON must be displayed (after a delay of The CAS messages A-I E1 (2) ON m
approximately 10 seconds). approximately 10 seconds).
At the first sign of ice accretion in the airplane or if TAT is below 5°C with At the first sign of ice accretion in the
visible moisture: visible moisture:
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WSHLD 1 and WSHLD 2 Switches . .
ENG 1 and ENG 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches. . . . . . .
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch . . . . . . . . . . . . . .
The CAS messages A-I E1 (2) ON and D-I WINGSTAB ON and SWPS The CAS messages A-I E1 (2) ON a
ICE SPEED must be displayed after few seconds. ICE SPEED must be displayed after f
Climb / Cruise Climb / Cruise

Operation in moderate to severe icing conditions may allow ice to build up on Operation in moderate to severe icing co
the fan spinner and/or blades. If allowed to accumulate, asymmetrical ice the fan spinner and/or blades. If allowe
shedding may result in high fan vibration. shedding may result in high fan vibration.
Note: Engine vibration indication may peek to the maximum value prior to Note: Engine vibration indication may p
ice shedding, however, this will not affect the engine. ice shedding, however, this will n
When flying in icing conditions or after flying in icing conditions, ice accretion When flying in icing conditions or after fly
on unprotected areas may cause vibration at high speeds. If vibration and/or on unprotected areas may cause vibratio
buffeting occurs, a change in the current airspeed will eliminate these effects. buffeting occurs, a change in the current
At high speeds reduce the airspeed as required, limited to a minimum of 150 At high speeds reduce the airspeed as re
KIAS. KIAS.
Holding Holding
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Landing Gear . . . . . . . . . . . . . . . . . . . . .
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS Minimum Airspeed . . . . . . . . . . . . . . . . .
WARNING WARNI
THE ICE PROTECTION SYSTEM MUST BE KEPT ON UNTIL CREW IS THE ICE PROTECTION SYSTEM MUS
CERTAIN ALL ICE HAS BEEN REMOVED. CERTAIN ALL ICE HAS BEEN REMOV
CAUTION CAUTIO
Even small accumulations of ice on the wing leading edge may change the Even small accumulations of ice on the w
stall characteristics or the stall protection system warning margin. stall characteristics or the stall protection
4-18 Phenom 100 4-18

Expanded Normals
Approach Approach
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF + 5 kt minimum Airspeed. . . . . . . . . . . . . . . . . . . . . .
Note: Airspeed to be maintained at runway threshold is VREF. Note: Airspeed to be maintained a
Go Around Go Around
TO/GA Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TO/GA Buttons. . . . . . . . . . . . . . . . .
Select flaps according to the table below. Select flaps according to the table
LANDING FLAPS GO-AROUND FLAPS LANDING FLAPS

POSITION POSITION POSITION
2 1 2
FULL 2 FULL
CAUTION CA
Do not press the TO/GA button after selecting go around flap. Do not press the TO/GA button afte
Rotate the airplane according to the table below. Rotate the airplane according to
LANDING FLAPS GO-AROUND FLAPS LANDING FLAPS

POSITION POSITION POSITION
2 4.0° 2
FULL 2.0° FULL
CAUTION CA
Do not follow the flight director. Do not follow the flight director.

LDG GEAR Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP LDG GEAR Lever. . . . . . . . . . . .
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAC Minimum Airspeed . . . . . . . . . . .

When possible: When possible:

Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Director . . . . . . . . . . . . . . . . . .
At the acceleration altitude proceed as in a normal takeoff. At the acceleration altitude proceed as in

If the D-I WINGSTB FAIL is presented during taxi in: If the D-I WINGSTB FAIL is presented du
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINGSTAB Switch . . . . . . . . . . . . . .
Landing on Wet or Slippery Runways Landing on Wet or Slippery

Conduct a positive landing to ensure initial wheel spin-up and initiate firm Conduct a positive landing to ensure in
ground contact upon touchdown, achieving wheel load as quickly as possible. ground contact upon touchdown, achievin
Such technique avoids hydroplaning on wet runways and reduces the Such technique avoids hydroplaning o
strength of any ice bond that might have been eventually formed on brake strength of any ice bond that might hav
and wheel assemblies during flight. and wheel assemblies during flight.
The factors that influence the occurrence of hydroplaning are high speed, The factors that influence the occurrenc
standing water and poor runway macrotexture. When hydroplaning occurs, it standing water and poor runway macrote
causes a substantial loss of tire friction and wheel spin-up may not occur. causes a substantial loss of tire friction an
Icy runways can be very slippery at all speeds depending on temperature. Icy runways can be very slippery at all sp
Stopping the airplane with the least landing run must be emphasized when Stopping the airplane with the least land
landing on wet or slippery runways. landing on wet or slippery runways.

Anticipate the approach procedures and speeds: a well-planned and exe- 
Anticipate the approach procedures an
cuted approach, flare and touchdown minimize the landing distance. cuted approach, flare and touchdown

Lower nose wheel immediately to the runway. It will decrease lift and will 
Lower nose wheel immediately to the r
increase main gear loading. increase main gear loading.
 Apply brakes with moderate-to-firm pressure, smoothly and symmetrically,  Apply brakes with moderate-to-firm pre
and let the anti-skid do its job. and let the anti-skid do its job.
 If no braking action is felt, hydroplaning is probably occurring. Do not apply  If no braking action is felt, hydroplaning
Emergency/Parking Brake, as it will remove anti-skid protection. Maintain Emergency/Parking Brake, as it will re
runway centerline and keep braking until airplane is decelerated. runway centerline and keep braking un
Taxi-in and Parking Taxi-in and Parking

Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Ice Protection Systems . . . . . . . . . . . . . .
After landing, set the Ice Protection systems according to weather condi- After landing, set the Ice Protection s
tions. tions.
4-20 Phenom 100 4-20

Expanded Normals
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED Flaps . . . . . . . . . . . . . . . . . . . . . . . .
Note: Note:
 Make sure the flaps are free from snow, ice or slush before retracting  Make sure the flaps are free from
them. them.
 If any difference is felt while taxiing, verify if tires present any flat spot  If any difference is felt while taxiin
which may indicate that the brake was blocked at touchdown. which may indicate that the brak
CAUTION CA
Taxi at reduced speed in ice-covered runways to avoid skidding the air- Taxi at reduced speed in ice-covere
plane and throwing slush on wheel and brake assemblies. plane and throwing slush on wheel
Leaving the Airplane – Securing for Cold Soak or Leaving the Airplane – S
an Extended Period an Extended Period
Anti-icing fluid can be applied to the airplane surfaces at the time of arrival, on Anti-icing fluid can be applied to the a
short turnarounds during freezing precipitation, and on overnight stops. This short turnarounds during freezing pr
will minimize ice accumulation before departure and usually makes subse- will minimize ice accumulation befo
quent deicing easier. quent deicing easier.
The procedures below should be performed in the event of extended airplane The procedures below should be per
exposure to low temperatures. At non-maintenance stations, the crew should exposure to low temperatures. At no
ensure that the following actions have been accomplished. ensure that the following actions hav
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP Flaps . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE Wheel Chocks . . . . . . . . . . . . . . . . .
Emergency/Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED Emergency/Parking Brakes . . . . . . .
For an icy ramp, leave Emergency/Parking Brakes applied. For an icy ramp, leave Emergenc
Otherwise, Emergency/Parking Brakes must not be applied to avoid Otherwise, Emergency/Parking
brakes freezing. brakes freezing.
Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Protective Covers. . . . . . . . . . . . . . .
Install the available protective covers. Install the available protective co
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Batteries. . . . . . . . . . . . . . . . . . . . . .
Remove the batteries if ambient surface temperature of -18°C (0°F) or Remove the batteries if ambient
lower is forecasted. lower is forecasted.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Doors . . . . . . . . . . . . . . . . . . . . . . . .
All doors must be closed to prevent snow and humidity from entering into All doors must be closed to preve
the airplane. the airplane.

Demonstrated Crosswind Demonstrated Crosswi

The maximum demonstrated crosswind component for takeoff and landing is The maximum demonstrated crosswind c
17 kt. This value is not considered to be limiting. 17 kt. This value is not considered to be l
Note: For crosswind landings the “de-crab” technique shall be accom- Note: For crosswind landings the “de
plished. plished.
Turbulent Air Penetration Turbulent Air Penetratio

Turn on the fasten seat belts signs and adjust airspeed. Set thrust for pene- Turn on the fasten seat belts signs and ad
tration and avoid large thrust variations. Set trim for target speed and do not tration and avoid large thrust variations. S
change it. change it.
Use attitude indicator as the primary instrument. Allow altitude and airspeed Use attitude indicator as the primary instr
to vary and maintain attitude. Avoid abrupt and large control inputs. to vary and maintain attitude. Avoid abrup
Note: Do not extend flaps except for approach and landing. Note: Do not extend flaps except for ap
The maximum recommended turbulence air penetration VRA speed can be The maximum recommended turbulence
obtained from the following chart. obtained from the following chart.
4-22 Phenom 100 4-22

Expanded Normals
Maximum Recommended Turbulent Air Maximum Recommende

Penetration Speed Penetration Speed
45000 45000
40000 40000
MRA =0.5 9
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 V RA 20000 V RA
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A

4-24 Phenom 100 4-24

Standard Operating Procedures Stan
Standard Operating Procedures Standard Operating P

The disciplined use of Standard Operating Procedures (SOP) is essential to The disciplined use of Standard Ope
safe, professional aircraft operations. safe, professional aircraft operations
If your flight department has developed SOPs, we encourage you to use If your flight department has devel
them during your training. If your flight department does not already have them during your training. If your fl
one, you will use the Phenom 100 Standard Operating Procedures in your one, you will use the Phenom 100
training. training.
The procedures described herein are specific to the Phenom 100 unless The procedures described herein a
manufacturer or FAA specified procedures override them. The Phenom 100 manufacturer or FAA specified proce
SOPs address specific crewmember duties for the various phases of flight. SOPs address specific crewmembe
When a pilot elects to fly single-pilot he / she will perform both functions of the When a pilot elects to fly single-pilot h
Pilot Flying (PF) and the Pilot Monitoring (PM). During single-pilot operations Pilot Flying (PF) and the Pilot Monito
the pilot should maintain the verbal callouts. the pilot should maintain the verbal c
Definitions Definitions
LH / RH LH / RH
Is a pilot station. The designation of seat position for accomplishing a given Is a pilot station. The designation of
task is given because of proximity to the respective control/indicator. Regard- task is given because of proximity to
less of PF or PM role, the pilot in that seat performs indicated tasks and less of PF or PM role, the pilot in
responds to checklist challenges accordingly. responds to checklist challenges acc
PF - Pilot Flying PF - Pilot Flying
The PF is the pilot responsible for controlling the flight of the aircraft either The PF is the pilot responsible for c
through control of the autopilot or manual inputs to the flight controls. through control of the autopilot or ma
PIC - Pilot in Command PIC - Pilot in Command
The PIC is the pilot responsible for the operation and safety of an aircraft dur- The PIC is the pilot responsible for th
ing flight time and is the ultimate decision maker on the conduct of the flight. ing flight time and is the ultimate dec
During single pilot operations, the pilot must occupy the left seat. During single pilot operations, the pil
PM - Pilot Monitoring PM - Pilot Monitoring
The PM is the pilot who is not controlling the aircraft but is monitoring all The PM is the pilot who is not con
aspects of the flight. aspects of the flight.
Flow Patterns Flow Patterns
Flow patterns are an integral part of the SOPs. Accomplish the cockpit setup Flow patterns are an integral part of
and checklists for each phase of flight with a flow pattern and then refer to the and checklists for each phase of fligh
checklist to verify the setup. Use normal checklists as "done lists" instead of checklist to verify the setup. Use no
"to do lists." "to do lists."
Flow patterns are disciplined procedures. The pilot must understand the air- Flow patterns are disciplined proced
craft systems/controls and methodically accomplish the flow pattern. craft systems/controls and methodica

Checklists Checklists
A challenge / response / response method is used to accomplish any check- A challenge / response / response metho
list. The PF initiates the proper checklist for the phase of flight or situation by list. The PF initiates the proper checklist
verbally calling for the checklist. The PM begins the check by the PF by read- verbally calling for the checklist. The PM b
ing the checklist challenge item aloud and the required response. The PF is ing the checklist challenge item aloud an
responsible for verifying that the items designated as PF or his/her seat posi- responsible for verifying that the items de
tion (i.e., LH or RH) are accomplished and for responding orally to the chal- tion (i.e., LH or RH) are accomplished an
lenge with the appropriate response. Items designated on the checklist as PM lenge with the appropriate response. Item
or by his seat position are the PM's responsibility. The PM reads the chal- or by his seat position are the PM's res
lenge and response, confirms the accomplishment of the item, and responds lenge and response, confirms the accom
orally to the challenge. Certain checklists can be performed almost entirely orally to the challenge. Certain checklis
by the PM by reading the checklist in this manner. by the PM by reading the checklist in this
In all cases, the response by either pilot is confirmed by the other pilot and In all cases, the response by either pilot
any disagreement is resolved prior to continuing the checklist. any disagreement is resolved prior to con
After the completion of any checklist, the PM states "______ checklist is com- After the completion of any checklist, the
plete." This allows the PF to maintain situational awareness during each plete." This allows the PF to maintain
phase of flight and prompts the PF to continue to the next checklist, if phase of flight and prompts the PF to
required. required.
Omission of Checklists Omission of Checklists
While the PF is responsible for initiating checklists, the PM should suggest to While the PF is responsible for initiating c
the PF whether a checklist should be started if, in the PM's opinion, a check- the PF whether a checklist should be sta
list has been overlooked. As an expression of good crew resource manage- list has been overlooked. As an expressi
ment, such prompting is appropriate for any flight situation, including training, ment, such prompting is appropriate for a
operations, or check rides. operations, or check rides.
Challenge / No Response Challenge / No Response
If the PM observes a flight deviation or critical situation, the PM must imedi- If the PM observes a flight deviation or c
ately inform the PF. If the PF does not respond by oral communication or ately inform the PF. If the PF does not
action, the PM must issue a second challenge that is loud and clear. If the PF action, the PM must issue a second chall
does not respond after the second challenge, the PM must ensure the safety does not respond after the second challe
of the aircraft. The PM must announce that he/she is assuming control and of the aircraft. The PM must announce t
then take the necessary actions to return the aircraft to a safe operating enve- then take the necessary actions to return
lope. lope.
Abnormal / Emergency Procedures Abnormal / Emergency Procedures
Note: "Control" means responsible for flight control of the aircraft; either Note: "Control" means responsible for
manual or automatic. manual or automatic.
When any crewmember recognizes an abnormal or emergency condition that When any crewmember recognizes an ab
crewmember should inform the other by verbally calling out the situation, indi- crewmember should inform the other by v
cation, or concern observed. The PIC will designate who will control the air- cation, or concern observed. The PIC wi
craft, who will perform the tasks such as checklists or radio calls, and who will craft, who will perform the tasks such as c
monitor any needed items. monitor any needed items.
5-2 Phenom 100 5-2

Following these designations, the PF will call for the appropriate checklist. Following these designations, the P
The PM will accomplish the checklist items with the appropriate challenge The PM will accomplish the checkli
and response. and response.
The pilot designated to fly the aircraft (i.e., PF) will not perform tasks that The pilot designated to fly the aircr
compromise the primary responsibility to control the aircraft whether he/she compromise the primary responsibil
uses the autopilot or flies manually. uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that requires Both pilots must be able to respond
immediate corrective action without reference to a checklist. The elements of immediate corrective action without r
an emergency procedure that must be performed without reference to the an emergency procedure that must
appropriate checklist are called memory or recall items. When the memory appropriate checklist are called mem
items are completed, accomplish all other abnormal and emergency proce- items are completed, accomplish al
dures while referring to the printed checklist. dures while referring to the printed ch
When a checklist procedure calls for the movement or manipulation of con- When a checklist procedure calls fo
trols or switches critical to safety of flight (e.g., throttles, engine fire switches, trols or switches critical to safety of f
fire bottle discharge switch), the pilot performing the action obtains verifica- fire bottle discharge switch), the pilo
tion from the other pilot that he is moving the correct control or switch prior to tion from the other pilot that he is mo
initiating the action. The PM will normally perform these actions unless the initiating the action. The PM will no
PM has limited access to the item PM has limited access to the item
Any checklist action pertaining to a specific control, switch, or equipment that Any checklist action pertaining to a s
is duplicated in the cockpit is read to include its relative position and the is duplicated in the cockpit is read
action required (e.g., "Left Throttle - IDLE; Start / Stop - OFF"). Any challenge action required (e.g., "Left Throttle - I
that includes the response "as required" will be responded to with the position that includes the response "as requir
/ status of the challenged item (e.g. on/off). / status of the challenged item (e.g. o
Time Critical Situations Time Critical Situations
Anytime any abnormal or emergency situation exists: Anytime any abnormal or emergency

Maintain aircraft control 
Maintain aircraft control
 Analyze the situation  Analyze the situation
 Take appropriate action  Take appropriate action
Rejected Takeoffs Rejected Takeoffs
The rejected takeoff procedure is a pre-planned maneuver; both crewmem- The rejected takeoff procedure is a
bers must be aware of and briefed on the types of malfunctions that mandate bers must be aware of and briefed on
an abort. Either crewmember may call for an abort. an abort. Either crewmember may ca
The PF normally commands and executes the takeoff abort for directional The PF normally commands and e
control problems or catastrophic malfunctions. Additionally, any indication of control problems or catastrophic ma
the following malfunctions prior to V1 is cause for an abort: the following malfunctions prior to V1
 Engine Failure  Engine Failure
 Engine Fire  Engine Fire

Loss of Directional Control 
Loss of Directional Control
In addition to the above, the PF can executes an abort prior to 70 KIAS for In addition to the above, the PF can
any abnormality observed. any abnormality observed.

Radio Tuning and Communication Radio Tuning and Communication

The PM accomplishes navigation and communication radio tuning, identifica- The PM accomplishes navigation and com
tion, and ground communication. For navigation radios, the PM tunes and tion, and ground communication. For na
identifies all navigation aids. Before tuning the PF's radios, he announces the identifies all navigation aids. Before tunin
NAVAID to be set. In tuning the primary NAVAID the PM coordinates with the NAVAID to be set. In tuning the primary N
PF to ensure proper selection sequencing with the autopilot mode. After tun- PF to ensure proper selection sequencin
ing and identifying the PF's NAVAID, the PM announces "(Facility) tuned, and ing and identifying the PF's NAVAID, the P
identified." identified."
In tuning the VHF radios for ATC communication, the PM places the newly In tuning the VHF radios for ATC comm
assigned frequency in the head not in use (i.e., pre-selected) at the time of assigned frequency in the head not in u
receipt. After contact on the new frequency, the PM retains the previously receipt. After contact on the new freque
assigned frequency for a reasonable time period. assigned frequency for a reasonable time
Altitude Assignment Altitude Assignment
The PM sets the assigned altitude in the altitude selector and points to the The PM sets the assigned altitude in the
alerter while orally repeating the altitude. The PM continues to point to the alerter while orally repeating the altitude
altitude alerter until the PF verbally confirms the altitude assignment and altitude alerter until the PF verbally con
alerter setting. PF responsibility can delegate if hand flying. alerter setting. PF responsibility can deleg
Pre-Departure Briefings Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each flight. The The PIC should conduct a pre-departur
briefing should address potential problems, weather delays, safety consider- briefing should address potential problem
ations, and operational issues. The briefing may be formal or informal, but ations, and operational issues. The brie
should include some standard items. The acronym AWARE works well to should include some standard items. Th
ensure no points are missed. This is also an opportunity to brief any takeoff or ensure no points are missed. This is also
departure deviations from the SOP due to weather or runway conditions. departure deviations from the SOP due to
The acronym AWARE stands for the following: The acronym AWARE stands for the follo

Aircraft status 
Aircraft status
 Weather  Weather
 Airport information  Airport information
 Route of flight  Route of flight

Extra 
Extra
5-4 Phenom 100 5-4

Standard Callouts At All Times Standard Callouts At Al

PF PM PF
At 1,000 Ft Above / Below Assigned Altitude At 1,000 Ft Above / B
"____ (altitude) for ____ (altitude)." "____ (altitude) for ____ (altitude)." "____ (altitude) for ____ (altitude)."
(e.g., "9,000 for 10,000.") (e.g., "9,000 for 10,000.") (e.g., "9,000 for 10,000.")
At Transition Altitude At Transi
"29.92 set.” "29.92 set." "29.92 set.”
Any deviation from course, speed, altitude, glide slope Any deviation from cours
Respond to deviation. Call the observed deviation by name, Respond to deviation.
"Correcting” e.g. "Altitude" "Correcting”
Altitude > 100'
Course > ½ dot
G/S > ½ dot
Heading > 10 degrees
Localizer > ½ dot
Speed > VAP +/-10 kt
VREF
Anytime below Below VREF
VREF minus ______kts
Anytime greater than 10 kt below
VREF
Sink rate
Inside FAF > 1000 fpm
Below
2000’ > 2000 fpm
1000’ > 1000 fpm
300' > 700 fpm
At 10,000 Ft Climbing or Descending At 10,000 Ft Clim
"10,000 ft.” "10,000 ft." "10,000 ft.”

Standard Callouts At All Times (contiued) Standard Callouts At All Ti

PF PM PF
Approaching Localizer / Course and Glideslope Approaching Localizer / Co
"Localizer / course alive." "Localizer / course alive." "Localizer / course alive." "L
"Glideslope alive." "Glideslope alive." "Glideslope alive." "G
"Localizer captured." "Localizer captured." "Localizer captured." "L
“One dot above” (Glidescope) “O
5-6 Phenom 100 5-6

Standard Procedures Standard Procedures

The following procedures are standard for the indicated phase of flight. In the The following procedures are standa
event of an abnormal or emergency situation these procedures will be com- event of an abnormal or emergency
plied with to the extent possible given the existing conditions. plied with to the extent possible given
Taxi Taxi
PF PM PF
Ensure airport diagram / taxi chart is out and visible to both pilots. Ensure airport diagram / taxi ch
Before taxi check that left wing is Before taxi check that right wing is Before taxi check that left wing is
clear and call out "Clear Left” clear and call out "Clear Right" clear and call out "Clear Left”
Set heading bug to runway heading of expected runway on ATIS. Set head- Set heading bug to runway heading
ing bug to assigned runway in taxi clearance if different. DO NOT use push ing bug to assigned runway in taxi c
to center feature of heading bug when lining up on runway. Insure heading to center feature of heading bug wh
bug matches runway heading when in position on runway. bug matches runway headi
Takeoff Briefing Takeoff Briefing

Brief the following: Brief the following:
 Initial Heading / Course  Initial Heading / Course
 Initial Altitude  Initial Altitude

Airspeed Limit (If Applicable) 
Airspeed Limit (If Applicable)
 Clearance Limit  Clearance Limit
 Emergency Return Plan  Emergency Return Plan

SOP Deviations 
SOP Deviations
Consider the following: Consider the following:
 Impaired Runway Conditions  Impaired Runway Conditions

Weather 
Weather

Obstacle Clearance 
Obstacle Clearance

Instrument Departure Procedures 
Instrument Departure Procedures
Runway Positioning Runway Positioning

Both pilots mush check final approach and verify it is clear of traffic. 
Both pilots mush check final appro

The PM will crosscheck runway versus airplane heading and confirm cor- 
The PM will crosscheck runway ve
rect takeoff runway. rect takeoff runway.

Just prior to takeoff roll the landing lights will be turned on. These lights 
Just prior to takeoff roll the landing
may be left off if reduced visibility causes the light to refract and blind the may be left off if reduced visibility
pilot. pilot.

Takeoff Procedure Takeoff Procedure

PF PM PF
Check heading mode and TO mode Check heading mode and TO mode Check heading mode and TO mode C
are engaged are engaged are engaged ar
Advance thrust levers and call "Set After takeoff thrust is selected call Advance thrust levers and call "Set Af
takeoff thrust" "Takeoff thrust set." takeoff thrust" "T
Verify ATR is active as required Ve
At V1 move hand from throttle to Call out as appropriate: At V1 move hand from throttle to C
yoke. "Airspeed alive."70 kts crosscheck." yoke. "A
At VR rotate to FD commanded pitch "V1." At VR rotate to FD commanded pitch "V
attitude. "Rotate." attitude. "R
"Positive rate." "P
At "Positive Rate" call "Gear Up” Raise gear handle. At "Positive Rate" call "Gear Up” R
Verify gear indicates up. Ve
When gear indicates up, W
Immediately accomplish attitude cor- Im
relation check. re
"PF's and PM's PFD displays agree. "P
"Pitch and bank angles are accept- "P
able. ab
"Positive climb indications continue "P
to be acceptable. to
After PM's callout call "Flaps UP.” At minimum 400 Ft AGL or 1500 Ft After PM's callout call "Flaps UP.” At
AGL AG
Raise flaps on schedule R
Verify flaps completely retracted. Ve
5-8 Phenom 100 5-8

Climb & Cruise Procedure Climb & Cruise Procedure

PF PM PF
When flaps retracted: Set climb thrust then call "Climb When flaps retracted:
Call "Climb Thrust." thrust set." Call "Climb Thrust."
Turn off Seat belt sign when appro- Turn off Seat belt sign when appro-
priate priate
After passing a MSA: After pas
Accelerate to 200 KIAS/M.55 Accelerate to 200 KIAS/M.55
At 10,000 feet At 10
Turn off Landing Lights Turn off Landing Lights
SIGNS/OUTLETS : As Required SIGNS/OUTLETS : As Required
At Transition Altitude At Transi
Set 29.92 Set 29.92 Set 29.92
At Cruise Altitude At Crui
Call "Set MAX CRUISE Thrust” Set max cruise thrust then call "Max Call "Set MAX CRUISE Thrust”
cruise thrust set."
Crosscheck altimeters. Check for

RVSM compliance. Note differences.

Descent Descent
PF PM PF
Prior to Descent Prior to De
Insert/verify arrival and approach on Obtain ATIS Insert/verify arrival and approach on O
flight plan Check landing data for current flight plan C
Perform approach briefing conditions. Perform approach briefing co
Complete Descent checklist Compute approach and landing Complete Descent checklist C
Prior to 1 minute to vertical path bugs. Prior to 1 minute to vertical path bu
select authorized descent altitude Setup FMS. select authorized descent altitude Se
and then select VNAV. Tune and identify navaids and then select VNAV. Tu
At Transition Level At Transitio
Set QNH Set QNH Set QNH S
At 10,000' At 10,00
Check speed below 250 kt Check speed below 250 kt
Maintain sterile cockpit below 10,000' above airport surface Maintain sterile cockpit below 10,000' ab
Landing Lights on. Landing Lights on.
Approach Approach
PF PM PF
Set approach and landing V speeds Set approach and la
Set barometric pressure altitude for approach minimums. Set barometric pressure altitud
Brief approach to be flown. Follow along with approach briefing Brief approach to be flown. Fo
insuring all pertinent items are cov- in
ered. er
5-10 Phenom 100 5-10

Stabilized Approach Stabilized Approach

The approach will be planned so that the aircraft is in final landing configura- The approach will be planned so tha
tion (gear down and landing flaps) and "stabilized" by 1000' AGL when on an tion (gear down and landing flaps) an
instrument approach and 500' AGL when on a visual approach. instrument approach and 500' AGL w
"Stabilized" means: "Stabilized" means:

At Approach Speed 
At Approach Speed
 On proper flight path at the proper sink rate  On proper flight path at the proper
 At stabilized thrust (thrust required to maintain speed, fligth path, descent  At stabilized thrust (thrust required
rate) rate)
Brief the approach: Brief the approach:
 Configuration  Configuration

Approach Speed 
Approach Speed
 Minimum Safe Altitude  Minimum Safe Altitude
 Frequency Of Approach Navaid  Frequency Of Approach Navaid

Approach Course 
Approach Course
 Step Down Altitudes  Step Down Altitudes
 FAF Altitude or G/S Intercept Altitude  FAF Altitude or G/S Intercept Altitu

DH / MDA Altitude 
DH / MDA Altitude
 Field Elevation  Field Elevation
 VDP (if applicable)  VDP (if applicable)

Runway Lights and Landing Distance 
Runway Lights and Landing Dista
 Required Minima (Visibility, RVR, ceiling, as applicable)  Required Minima (Visibility, RVR,
 Missed Approach Point (DME, timing)  Missed Approach Point (DME, tim
 Missed Approach Procedure  Missed Approach Procedure
 Heading  Heading
 Altitude  Altitude
 Intentions  Intentions
 Abnormal Implications (Runway conditions, aircraft limitations,etc)  Abnormal Implications (Runway c

Precision Approach Precision Approach

PF PM PF
At 1 dot above Glide Slope At 1 dot above G
Call: Call: Call: C
Landing Flaps "One dot to go" Landing Flaps "O
(2 or Full) "Gear down and checked" (2 or Full) "G
Prior to the Final Approach Fix (FAF) / Outer Marker Prior to the Final Approach F
Call: Check charted crossing altitude Call: C
"Final Fix" or "Outer Marker" against indicated altitude for reason- "Final Fix" or "Outer Marker" ag
Flaps: 2 or Full ableness. If altitude is reasonable Flaps: 2 or Full ab
Flaps - 2 (If SE) call "Altitude checks". Set missed Flaps - 2 (If SE) ca
approach altitude. ap
At 100' above DA At 100' abo
When advised visual references in Call: When advised visual references in C
sight, confirm requirements to "100' above D.A. or minimums" sight, confirm requirements to "1
descend below DA are satisfied and descend below DA are satisfied and
Divide check inside and outside to D
call: call:
look for runway references. lo
"Landing" "Landing"
When runway or runway lights in W
sight call: si
"Runway (runway lights) in sight" "R
At DA At DA
Execute missed approach if not com- Call: Execute missed approach if not com- C
pleting landing. "Decision Altitude - Missed pleting landing. "D
Approach" Ap
5-12 Phenom 100 5-12

Non Precision Approach Non Precision Approach

PF PM PF
Establish final landing configuration Set Altitude Selector to MDA. Establish final landing configuratio
prior to Final Approach Fix. prior to Final Approach Fix.
Level aircraft at or above intermedi- Level aircraft at or above intermed

ate altitudes ate altitudes
If autopilot is engaged plan use of If autopilot is engaged plan use of

ALT Capture feature to level at or ALT Capture feature to level at or
above the MDA above the MDA
During Approach Descent During App
Call:
"1000 above minimums."
“500 above minimums."
“100 above minimums."
At MDA At
Confirm requirements to descend Call: Confirm requirements to descen
below MDA are satisfied and call: "Minimums. ____ (time) to go." or below MDA are satisfied and call:
"Landing" "Minimums. ____ (distance) to go." "Landing"
Set missed approach altitude
After missed approach is set call:
"Missed approach altitude set
____ft."
Divide check inside and outside to
look for runway references.
When runway or runway lights in
sight call:
"Runway (runway lights) in sight"
At MAP At
Execute missed approach if not com- “Missed Approach" Execute missed approach if not com
pleting landing. pleting landing.

Missed Approach Missed Approach

PF PM PF
Missed Approach Missed App
Apply power firmly and positively. Assist PF in setting power for go- Apply power firmly and positively. As
Activate go-around mode and initially around. Activate go-around mode and initially ar
rotate the nose to the flight director At command set flaps to Approach rotate the nose to the flight director At
go-around attitude. Flaps 2 or 1 following configuration go-around attitude. Fl
At Positive Rate of Climb At Positive Rat
"Positive rate." "P
"Gear up." At command raise gear. "Gear up." At
Announce heading and altitude for An
missed approach, select PF's Flight m
Director HDG mode. D
At Acceleration Height (Minimum 400 Ft. or 1500 Ft. AGL, Clear of At Acceleration Height (Minimum 4
Obstacle if Single Engine) Obstacle if Sing
Command desired vertical mode Acceleration Height Command desired vertical mode Ac
Flight Level Change 160 KIAS Flight Level Change 160 KIAS
"Flaps 1" Green dot. At command set Vertical Mode "Flaps 1" Green dot. A
At command raise Flaps At
At 1,500 Ft (Minimum) Above Airport Surface and Workload Permitting At 1,500 Ft (Minimum) Above Airport S
After Takeoff Checklist After Takeoff Checklist After Takeoff Checklist A
5-14 Phenom 100 5-14

Maneuvers
Maneuvers Maneuvers
General General
This chapter presents written descriptions of various maneuvers and tech- This chapter presents written descr
niques applicable to normal and single engine operations. The second part of niques applicable to normal and sing
this chapter contains pictoral examples of selected maneuvers this chapter contains pictoral exampl
Two Engine Operation Two Engine Operatio

Taxiing Taxiing
Prior to taxiing the Phenom 100, all before taxi items should be briefed and Prior to taxiing the Phenom 100, all
completed. Clearance to taxi is to be obtained from the appropriate controll- completed. Clearance to taxi is to b
lling agency or, if at an uncontrolled airport, the pilot should announce his / lling agency or, if at an uncontrolled
her intentions over Unicom/CTAF (Common Traffic Advisory Frequency). The her intentions over Unicom/CTAF (Co
MFD may be set to the Safe Taxi page or an airport diagram should be avail- MFD may be set to the Safe Taxi pag
able for reference during taxi. The area in and around the aircraft must be able for reference during taxi. The a
cleared prior to aircraft movement. cleared prior to aircraft movement.
A visual check should be made of the passenger cabin to note that baggage A visual check should be made of th
and equipment are stowed, emergency exit access is clear, galley equipment and equipment are stowed, emergen
and supplies are secure, and that passengers are seated with seat belts fas- and supplies are secure, and that pa
tened. If necessary, a verbal or PA announcement can be made that the air- tened. If necessary, a verbal or PA a
craft is being taxied. craft is being taxied.
When ready to taxi, release the parking brake. Steering will be accomplished When ready to taxi, release the park
through a combination of rudder pedal movement and differential braking. through a combination of rudder ped
When applying power to taxi, use care and good judgment to avoid exhaust When applying power to taxi, use ca
blast to other aircraft, personnel, equipment, and buildings. Apply sufficient blast to other aircraft, personnel, eq
power to start the aircraft rolling; check proper operation of the wheel brakes power to start the aircraft rolling; che
and then reduce power to idle. At lighter weights and higher elevations, the air- and then reduce power to idle. At ligh
craft may accelerate easily; at idle power, it is easy to generate taxi speeds craft may accelerate easily; at idle p
much higher than desired. If it is necessary to make a sharp turn after moving much higher than desired. If it is nece
from the parking spot, maintain above idle power until sufficient speed is gained from the parking spot, maintain above
to complete the turn with idle thrust. The additional speed prevents the aircraft to complete the turn with idle thrust. T
from stopping during the turn and then requiring excess thrust to move again. If from stopping during the turn and then
taxiing in a congested area and close to other aircraft, hangars, or other obsta- taxiing in a congested area and close
cles, use ground personnel to ensure adequate clearance. cles, use ground personnel to ensure
When clear of other aircraft after taxi begins, check both pilot's and copilot's When clear of other aircraft after tax
(if applicable) brakes as soon as possible. Both pilots should maintain good (if applicable) brakes as soon as po
look-out discipline while taxiing. Avoid tests, checks, and paperwork activity look-out discipline while taxiing. Avo
that compromise necessary visual clearing. Taxi speed should be kept to the that compromise necessary visual cl
minimum practical for safety and passenger comfort. minimum practical for safety and pas
Items on Before Takeoff checklists should be accomplished when visual Items on Before Takeoff checklists
clearing is not compromised. Whenever it is necessary to stop aircraft move- clearing is not compromised. Whene

Developed for Training Purposes Rev.3 March 2011 Developed for
ment with the engine running, set the parking brake. Plan ahead - be sure ment with the engine running, set the pa
that the aircraft and its pilot(s) and passengers are ready for flight before call- that the aircraft and its pilot(s) and passen
ing for takeoff clearance and all checklists are complete. ing for takeoff clearance and all checklists
There are many combinations of turn angles, taxiway widths and taxiway sur- There are many combinations of turn ang
face conditions, therefore pilot judgment must dictate the point of turn initia- face conditions, therefore pilot judgment
tion and the amount of nosewheel steering required for each turn. tion and the amount of nosewheel steerin
The pilot shall avoid stopping the airplane during a turn, specially during tight The pilot shall avoid stopping the airplane
turns as excessive thrust may be required to start taxiing again. turns as excessive thrust may be required
Reduce the speed to an appropriate taxi speed according to the runway and Reduce the speed to an appropriate taxi
weather conditions prior to initiating the turn, especially during runway turnoff weather conditions prior to initiating the tu
after landing. after landing.
Some anticipation of the steering actuation is required due to the response Some anticipation of the steering actuat
time of the steering system. Therefore, the pilot shall judge the amount of the time of the steering system. Therefore, th
required anticipation as it depends on the desired turn radius and on the air- required anticipation as it depends on the
plane speed. plane speed.
Emergency Brake Technique Emergency Brake Technique
The adequate emergency brake utilization consist of pulling the emergency/ The adequate emergency brake utilizatio
parking brake handle with care until the parking brake light illuminates. parking brake handle with care until the p
Initiate braking actuation using very little handle displacement. Initiate braking actuation using very little h
If it is necessary to adjust the airplane deceleration, the handle must be care- If it is necessary to adjust the airplane de
fully moved up as required. fully moved up as required.
Steadily hold the emergency/parking brake handle at the desired position. Do Steadily hold the emergency/parking brak
not keep moving the handle up and down in order to minimize the possibility not keep moving the handle up and down
of tire skidding; use your thumb to staedy your hand while lifting gently. of tire skidding; use your thumb to staedy
Note: Anti skid protection is not available for emergency braking. There- Note: Anti skid protection is not availa
fore, rapid emergency/parking actuation can lead to tire skidding. fore, rapid emergency/parking a
Note: In case of tire skidding, move the emergency/parking brake handle Note: In case of tire skidding, move th
a little and maintain normal airplane directional control using the a little and maintain normal air
steering system. steering system.
Tight Turns Tight Turns

Differential braking and the application of thrust on the outside engine are Differential braking and the application o
recommended for tight turns. recommended for tight turns.
It is also recommended to initiate the turn before stopping the airplane (if It is also recommended to initiate the tu
required, allow the airplane to roll straight ahead before initiating the turn required, allow the airplane to roll straig
maneuver). maneuver).
The suggested steps to accomplish tight turns are the following: The suggested steps to accomplish tight
 Approach the edge of the taxi surface at a shallow angle until the out-  Approach the edge of the taxi surface
board side of the main gear wheel is near the edge; board side of the main gear wheel is n
6-2 Phenom 100 6-2

March 2011 Rev.1 Developed for Training Purposes March 2011 Rev.1 Developed for Tra
Maneuvers
 Taxi the airplane so that the main gear tire is close to the runway edge;  Taxi the airplane so that the main
 Judge the required steering actuation anticipation;  Judge the required steering actua
 Without stopping the airplane, initiate the turn using steering command  Without stopping the airplane, ini
and applying inside main brake; and applying inside main brake;
 If required, apply thrust on the outside engine with caution;  If required, apply thrust on the ou
 When turn completion is assured, reduce thrust, release main brake and  When turn completion is assured
steer the airplane as required. steer the airplane as required.

Prior to takeoff, consider the following: Prior to takeoff, consider the follow
clearance clearance
The takeoff briefing, in accordance with SOP, should be clear, concise, and The takeoff briefing, in accordance
pertinent to the specific takeoff. Navigation aids should be tuned and identi- pertinent to the specific takeoff. Nav
fied; the specific courses should be set. fied; the specific courses should be s
Takeoff (General) Takeoff (General)

The primary instruments for setting takeoff thrust are the N1 gauges. The man- The primary instruments for setting ta
ufacturer's AFM and Operating Manual state that this power is set statically for ufacturer's AFM and Operating Manu
normal takeoffs and that charted takeoff performance is based on such a set- normal takeoffs and that charted take
ting. ting.
Normal Standing Takeoff Normal Standing Takeof

Hold the brakes firmly and advance the throttles to Takeoff Detent. When Hold the brakes firmly and advance
power is set, check engine instruments and release the brakes smoothly. power is set, check engine instrumen
The pilot, while monitoring the instruments, should concentrate on directional The pilot, while monitoring the instru
control. At 70 KIAS, crosscheck the airspeed indications. control. At 70 KIAS, crosscheck the a
Rolling Takeoff Rolling Takeoff

A rolling takeoff may be accomplished when actual runway length and obsta- A rolling takeoff may be accomplishe
cle clearance is not a factor. Once the aircraft is aligned with the runway, cle clearance is not a factor. Once
advance the throttles to Takeoff Detent, check that Takeoff N1 is set and mon- advance the throttles to Takeoff Dete
itor instruments while concentrating on directional control. itor instruments while concentrating o
NOTE: The AFM takeoff field length data and takeoff N1 settings assume NOTE: The AFM takeoff field lengt
a standing start. Embraer do not provide any Takeoff data for a rolling a standing start. Embraer do not p
takeoff, therefore, if performed, it will be the PIC's resposibility to assure takeoff, therefore, if performed, it
obstacle clearance. obstacle clearance.

Crosswind Takeoff Crosswind Takeoff

When required, a crosswind takeoff may be combined with any other takeoff. When required, a crosswind takeoff may
Directional and lateral control throughout a crosswind takeoff are critical. Directional and lateral control throughout
Applying full deflection of the control wheel into the wind at the beginning of Applying full deflection of the control whe
the takeoff roll and slowly decreasing deflection as airspeed increases to V1. the takeoff roll and slowly decreasing def
Takeoff Rotation Takeoff Rotation

At VR, smoothly rotate to a takeoff pitch attitude of 9.5° when using Flaps 1 At VR, smoothly rotate to a takeoff pitch
or 9° when Flaps 2. Smooth rotation prevents a decrease in airspeed. or 9° when Flaps 2. Smooth rotation prev
Early or late rotation degrades takeoff performance. Early or late rotation degrades takeoff per
Rejected Takeoff Rejected Takeoff

The decision to reject a takeoff rests solely with the pilot. If a decision is made The decision to reject a takeoff rests solel
to reject the takeoff it must be initiated so that stopping action can begin by to reject the takeoff it must be initiated s
V1. When an abort decision is made the pilot should announce “Abort “. Prior V1. When an abort decision is made the
to 70 KIAS the takeoff can be rejected for system failure(s), unusual noise or to 70 KIAS the takeoff can be rejected fo
vibration, tire failure, abnormally slow acceleration, engine failure, fire or fire vibration, tire failure, abnormally slow ac
warning, or if the airplane is unsafe or unable to fly. Above 70 KIAS, the take- warning, or if the airplane is unsafe or un
off should be rejected for engine failure, fire or fire warning, or if the airplane off should be rejected for engine failure,
is unsafe or unable to fly. Above V1, rejecting the takeoff is not recommended is unsafe or unable to fly. Above V1, rejec
unless the pilot judges the airplane incapable of flight. unless the pilot judges the airplane incap
Tire failures compromises both accelerate and stop distances. Prior to 70 Tire failures compromises both accelera
knots, tire failures reduce acceleration capability and thus obstacle clearance knots, tire failures reduce acceleration ca
once airborne. The takeoff should be aborted. Above 70 knots, tire failures once airborne. The takeoff should be ab
reduce braking effectiveness and thus stopping capability. The takeoff should reduce braking effectiveness and thus sto
be continued. be continued.
After the abort procedures are initiated and completed the pilot should assess After the abort procedures are initiated an
the situation and advise ATC, especially if the aircraft needs to remain on the the situation and advise ATC, especially i
runway. runway.
6-4 Phenom 100 6-4

July 2010 Rev. 1 Developed for Training Purposes July 2010 Rev. 1 Developed for Train
Maneuvers
Initial Climb-Out Initial Climb-Out

Once the vertical speed indicator and altimeter indicate a positive rate of Once the vertical speed indicator a
climb, move the landing gear lever to UP. Confirm gear has retracted and climb, move the landing gear lever
monitor annunciators and engine instruments. When the airspeed increases monitor annunciators and engine ins
to V2 KIAS, and at acceleration height, retracts the flaps on schedule. to V2 KIAS, and at acceleration heigh
At a minimum speed of 160 KIAS, continuous climb power should be set. At a minimum speed of 160 KIAS, co
Climb Climb
After setting the climb power to Climb setting and when clear of the airport After setting the climb power to Clim
traffic area and above MSA, set FLC 200 KTS and complete the After Takeoff/ traffic area and above MSA, set FLC
Climb checklist. Climb checklist.
Through the climb, compare the indicated N1 with the climb N1 chart. N1 RPM Through the climb, compare the indic
increases with altitude; the climb setting should maintain correct N1, however increases with altitude; the climb set
the N1 indications should be checked with the N1 climb charts. If a tempera- the N1 indications should be checke
ture inversion is encountered during the climb, closely monitor the climb N1 ture inversion is encountered during
setting to stay within the climb N1 limits. setting to stay within the climb N1 lim
Observe the differential pressure/cabin altitude and cabin vertical speed for Observe the differential pressure/ca
proper operation and comfort rate. Periodic checks of time to climb remain- proper operation and comfort rate. P
ing, cabin altitude, and rate of cabin ascent provide required information to ing, cabin altitude, and rate of cabin
determine necessary adjustments. determine necessary adjustments.
Cruise Cruise
Thrust Setting Thrust Setting
Normally, climb power is maintained at level-off until acceleration to the Normally, climb power is maintaine
desired cruise Mach, then power is adjusted to Cruise. During the climb and desired cruise Mach, then power is a
acceleration to cruise speed, the ITT should be monitored. acceleration to cruise speed, the ITT
For maximum range, the thrust necessary to maintain optimum angle-of- For maximum range, the thrust ne
attack diminishes with fuel burnoff. As weight decreases, necessary thrust to attack diminishes with fuel burnoff. A
accomplish equal or greater performance also decreases. accomplish equal or greater perform
Cabin Temperature Cabin Temperature

Monitor the environmental control panel to ensure proper comfort level for the Monitor the environmental control pa
passengers and crew. During daylight, the cockpit may not be an accurate ref- passengers and crew. During dayligh
erence of cabin comfort level due to solar heating through cockpit windows. erence of cabin comfort level due to s
For increased crew comfort, adjust the CKPT temperature selector to a For increased crew comfort, adjus
desired level. desired level.
Turbulent Air Penetration Turbulent Air Penetration
Although the aircraft is not operationally restricted in rough air, flight through Although the aircraft is not operation
severe turbulence should be avoided if possible. severe turbulence should be avoided
Carefully plan turbulence avoidance strategy with an understanding of Carefully plan turbulence avoidanc
mountain wave dynamics, thunderstorm characteristics, and weight versus mountain wave dynamics, thunders

altitude buffet margins. If severe turbulence is encountered, the following altitude buffet margins. If severe turbul
steps are recommended. steps are recommended.
1. Maximum recommended turbulent air penetration speed is 230 Kts or 1. Maximum recommended turbulent a
M0.59 (ref. AFM Section 3). M0.59 (ref. AFM Section 3).
2 Set thrust to maintain target airspeed and avoid large thrust variations.. 2 Set thrust to maintain target airspee
Change thrust only for extreme airspeed variation. Change thrust only for extreme airsp
3. With the autopilot not engaged, keep control movements moderate and 3. With the autopilot not engaged, kee
smooth. Maintain wings level and desired pitch attitude. Use the attitude smooth. Maintain wings level and de
indicator as the primary instrument. In extreme drafts, large attitude indicator as the primary instrumen
changes may occur. Do not make sudden, large control movements. changes may occur. Do not make
After establishing trim setting for penetration speed, do not change the After establishing trim setting for pe
stabilizer trim. stabilizer trim.
4. Large altitude changes are possible in severe turbulence. Allow the alti- 4. Large altitude changes are possible
tude to vary and maintain the desired attitude and airspeed. Do not tude to vary and maintain the des
chase altitude or airspeed. chase altitude or airspeed.
5. Ensure the yaw damper is engaged to reduce yaw/roll oscillations. 5. Ensure the yaw damper is engaged t
6. Turn on the FASTEN SEAT BELT sign. 6. Turn on the FASTEN SEAT BELT sig
Operation in Icing Conditions Operation in Icing Conditio

CAUTION CAUTIO
Do not operate deice boots when indicated OAT is below -40°C (-40°F). Do not operate deice boots when indicated
Note: Check anti-ice system for proper operation prior to entering areas in Note: Check anti-ice system for proper
which icing might be encountered. which icing might be encountered
Note: Power settings and airspeeds for maneuvering are target values and Note: Power settings and airspeeds for
will vary based upon aircraft gross weight, density altitude, and environ- will vary based upon aircraft gross
mental conditions such as icing. mental conditions such as icing.
The engine and windshield anti-ice systems prevent the accumulation of The engine and windshield anti-ice sys
icing; they should be turned on prior to encountering such conditions. Turning icing; they should be turned on prior to en
on the wing inspection light illuminates the wing leading edge for ice detection on the wing inspection light illuminates the
during night operations. during night operations.
All anti-ice/deice systems must be checked and found operational prior to All anti-ice/deice systems must be chec
flights into known icing conditions. Engine anti-ice should be used on the flights into known icing conditions. Engi
ground or in the air when the indicated air temperature (RAT) is between ground or in the air when the indicated
10°C or less and visible moisture is present. Windshield anti-ice must be 10°C or less and visible moisture is pr
turned on anytime icing is detected. turned on anytime icing is detected.
In icing conditions, turn engine anti-ice switches on and off one at a time, In icing conditions, turn engine anti-ice
pausing momentarily between moving each switch. If ice accumulations pausing momentarily between moving
6-6 Phenom 100 6-6

Mar 2011 Rev. 3 Developed for Training Purposes Mar 2011 Rev. 3 Developed for Tra
Maneuvers
break away and are ingested by the engines, pausing reduces the risk of a break away and are ingested by the
dual flameout occurring. dual flameout occurring.
If anti-ice is required during takeoff, turn the anti-ice system on prior to setting If anti-ice is required during takeoff, t
takeoff power. For proper anti-ice operation and engine protection, ensure takeoff power. For proper anti-ice o
adherence to the maximum anti-ice N1 power settings for takeoff, climb, and adherence to the maximum anti-ice
cruise. cruise.
Procedures for operating in icing conditions per the AFM must strictly be fol- Procedures for operating in icing con
lowed. lowed.
Inflight Procedures Inflight Procedures

Steep Turns Steep Turns
Steep turns (e.g., 45 degrees bank) confirm the aerodynamic principle that Steep turns (e.g., 45 degrees bank)
increasing bank requires increased pitch and power to maintain altitude. increasing bank requires increased p
At intermediate altitudes (e.g., 10,000 ft MSL), practice steep turns at 180 At intermediate altitudes (e.g., 10,0
KIAS, 180º or 360º turns. KIAS, 180º or 360º turns.
The initial engine power setting is about 68% N 1. When passing through 30 The initial engine power setting is ab
degrees bank, increase power setting approximately 5% N1. Trim out back degrees bank, increase power settin
pressure as needed. Lead the rollout heading approximately 10 degrees and pressure as needed. Lead the rollou
reduce thrust and pitch to the original setting. These maneuvers are to be reduce thrust and pitch to the origin
accomplished without reference to the flight director. accomplished without reference to th
Unusual Attitudes Unusual Attitudes

Recovery from Nose-High Attitude Recovery from Nose-High Attit
After confirming a nose-high attitude, low-airspeed condition exists, apply After confirming a nose-high attitud
thrust while rolling toward the nearest horizon. Use up to 60° bank, depend- thrust while rolling toward the neare
ing on severity of the condition. When the nose reaches the horizon, ing on severity of the condition. Whe
smoothly roll to a wings-level attitude and recover to level flight. smoothly roll to a wings-level attitude
Recovery from Nose-Low Attitude Recovery from Nose-Low Attitu
After confirming a nose-low attitude with airspeed increasing, reduce thrust to After confirming a nose-low attitude w
idle while simultaneously rolling to a wings-level attitude. Increase pitch atti- idle while simultaneously rolling to a
tude to recover to straight and level flight. Use caution to avoid exceeding G- tude to recover to straight and level
limits during recovery. limits during recovery.
Stall Recognition and Recovery Stall Recognition and R

CAUTION CA
The following discussion is presented only in the context of recovery training. The following discussion is presented
Stalls in high performance aircraft should not be deliberately executed unless Stalls in high performance aircraft sh
they are part of a supervised pilot training program. Safety of flight consider- they are part of a supervised pilot tr
ations dictate that the utmost caution be employed during such exercises. ations dictate that the utmost caution

Developed for Training Purposes Jan 2011 Rev.2 Developed for
Note: Power settings and airspeeds for maneuvering are target values and Note: Power settings and airspeeds for
will vary based upon aircraft gross weight, density altitude and environ- will vary based upon aircraft gross
mental conditions such as icing. Stall practice is not recommended in mental conditions such as icing.
icing, icing,
Approach to Stall Approach to Stall

As the aircraft approaches a stall, it also approaches the edge of its controlla- As the aircraft approaches a stall, it also a
bility envelope. The PRIMARY concern is to recover a margin of controllabil- bility envelope. The PRIMARY concern is
ity. The SECONDARY concern is to recover/regain any altitude sacrificed in ity. The SECONDARY concern is to reco
regaining a SAFE margin of controllability. regaining a SAFE margin of controllability
Initial practice approaches to stalls may result in a loss of altitude. As profi- Initial practice approaches to stalls may
ciency increases, recognizing the controllability margin and executing the rec- ciency increases, recognizing the controll
ommended recovery techniques will improve, and altitude loss should ommended recovery techniques will i
diminish. diminish.
Practice approach to stalls during training will facilitate developing good and Practice approach to stalls during trainin
safe recovery techniques should stalls be encountered in flight. safe recovery techniques should stalls be
Just as in the steep turn exercise, approach to stall training should take place Just as in the steep turn exercise, approa
at intermediate altitudes between 9,000 ft to 11,000 ft, recommended. Before at intermediate altitudes between 9,000 f
and during all the approach to stall maneuvering the airspace practice area and during all the approach to stall man
must be clear of any conflicting traffic. This training involves a stick pusher must be clear of any conflicting traffic. T
recovery exercise in a clean configuration and three approach to stall exer- recovery exercise in a clean configuratio
cises: clean configuration, takeoff configuration, with a turn using 15 to 30 cises: clean configuration, takeoff config
degrees of bank, and a landing configuration approach to stall. Procedures degrees of bank, and a landing configura
to set up the approach to stall are to set the power at 45% N1, elevator trim to to set up the approach to stall are to set th
maintain altitude until 120 KIAS then back pressure is utilized to maintain alti- maintain altitude until 120 KIAS then back
tude. At the first indication of a stall, with the exception of the stick pusher tude. At the first indication of a stall, wit
exercise, stall recovery procedures are initiated. exercise, stall recovery procedures are in
Stick Pusher Recovery Stick Pusher Recovery
The Stall Warning and Protection system on the Phenom incorporates a stick The Stall Warning and Protection system
pusher that engages to prevent the aircraft from entering a potentially hazard- pusher that engages to prevent the aircra
ous stall condition. Normally the recovery from an approach to a stall is ous stall condition. Normally the recov
made at the first indication of a stall, i.e, the first aural warning. However, if made at the first indication of a stall, i.e,
for some reason the pilot was to ignore these initial warnings and the stick for some reason the pilot was to ignore
pusher was to activate he/she must be able to recover from this situation. pusher was to activate he/she must be
The stick pusher activation commands the control wheel to abruptly pitch The stick pusher activation commands
down with around 150 lbs of forward force. The recovery from this downward down with around 150 lbs of forward forc
movement must not be too quick as a secondary pusher action could occur. movement must not be too quick as a se
As the nose is pushed down, firmly, but smoothly, bring in back pressure As the nose is pushed down, firmly, bu
while advancing the thrust levers to the MAX position, and climb back to alti- while advancing the thrust levers to the M
tude. Altitude loss should be about 300 ft to 400 ft. Once the recovery is tude. Altitude loss should be about 300
6-8 Phenom 100 6-8

Maneuvers
made, the set up procedure for the next approach to stall maneuver can made, the set up procedure for the
occur. occur.
Clean Configuration Approach to Stall Clean Configuration Approach
This approach to stall training is to simulate a pending stall at cruise altitude This approach to stall training is to s
where a failure to monitor the airspeed has occurred. Once the first indication where a failure to monitor the airspee
of a stall is recognized the TO/GA Button is pressed, thrust levers are of a stall is recognized the TO/GA
advanced to the TO/GA position, the back pressure is slightly relaxed with lit- advanced to the TO/GA position, the
tle or no loss of altitude. Once a safe airspeed and altitude are reached a tle or no loss of altitude. Once a sa
transition is made to the next stall series. transition is made to the next stall se
Takeoff/Departure Approach to Stall Takeoff/Departure Approach to
This approach to stall training simulates an initial departure in the take off This approach to stall training simu
configuration with a turn. The aircraft configuration is gear down, flaps 1, and configuration with a turn. The aircra
a turn is established, usually, with 20 degrees of bank. When the first indica- a turn is established, usually, with 20
tion of a stall occurs simultaneously the wings are leveled, the back pressure tion of a stall occurs simultaneously
is slightly relaxed, to reduce the angle of attack, the TO/GA button is pressed is slightly relaxed, to reduce the angl
and the thrust levers are advanced to the TO/GA setting position. Once a and the thrust levers are advanced
positive rate of climb is started the gear is raised and flaps retracted on positive rate of climb is started the
schedule. Little or no loss of altitude should be experienced. When a safe alti- schedule. Little or no loss of altitude
tude and airspeed is achieved transition to the next maneuver. tude and airspeed is achieved transit
Landing Configuration Approach to Stall Landing Configuration Approa
The landing configuration approach to stall is used to practice encountering a The landing configuration approach t
near stall situation while on final approach in the landing configuration: gear near stall situation while on final app
down, flaps full. When the first warning of an impending stall occurs the go- down, flaps full. When the first warn
around procedure is initiated. The TO/GA Button is pressed, thrust levers are around procedure is initiated. The TO
quickly advanced to the TO/GA setting, slight reduction in back pressure is quickly advanced to the TO/GA sett
applied to reduce the induced drag, flap lever set to the 2 position, with a pos- applied to reduce the induced drag, f
itive rate of climb the gear is raised, as airspeed increases a climb continues itive rate of climb the gear is raised,
to a safe altitude, flaps retracted on schedule. to a safe altitude, flaps retracted on s
Instrument Procedures Instrument Procedures

Holding Holding
The maximum holding speeds are: The maximum holding speeds are:

Below 6000’ MSL - 200 KIAS 
Below 6000’ MSL - 200 KIAS

14,000 ft MSL and below 230 KIAS unless posted as 210 KIAS 
14,000 ft MSL and below 230 KIA

Above 14,000 MSL - 265 KIAS 
Above 14,000 MSL - 265 KIAS
 Clean configuration  Clean configuration
Slow to holding speed within three minutes of reaching the holding fix. Hold- Slow to holding speed within three m
ing pattern recommended entries are parallel, teardrop, and direct. ing pattern recommended entries are

Outbound timing begins over or abeam the holding fix, whichever occurs Outbound timing begins over or abeam
later. If the abeam position cannot be determined, start timing when the turn later. If the abeam position cannot be de
to outbound is completed. to outbound is completed.
The initial outbound leg is flown for one or one-and-one-half minute(s) as The initial outbound leg is flown for one
appropriate for altitude. appropriate for altitude.
Inbound leg time at 14,000 ft MSL or below is one minute. Above 14,000 ft Inbound leg time at 14,000 ft MSL or be
MSL, the inbound leg time is one-and-one-half minutes. MSL, the inbound leg time is one-and-one
Timing of subsequent outbound legs should be adjusted as necessary to Timing of subsequent outbound legs sh
achieve proper inbound leg time. For a crosswind correction, double the achieve proper inbound leg time. For a
inbound drift correction on the outbound leg. inbound drift correction on the outbound l
Normal Descent Normal Descent

Condensation Precautions Condensation Precautions
Both windshield anti-ice switches should be in the ON position. Both windshield anti-ice switches should
Check that pressurization is set to landing field elevation (LFE). Check that pressurization is set to landing
Pressurization Pressurization
Monitor the differential pressure and cabin altitude throughout descent. The Monitor the differential pressure and cab
most comfortable condition occurs when cabin descent is distributed over the most comfortable condition occurs when
majority of the aircraft descent time. majority of the aircraft descent time.
Anti-Icing Anti-Icing
All anti-ice systems should be on when operating in visible moisture if the All anti-ice systems should be on when
indicated outside air temperature is +10°C or colder. indicated outside air temperature is +10°C
Approach Approach
Double-check landing field information and estimated arrival gross weight; Double-check landing field information a
check runway requirements, determine VREF and set airspeed bugs in accor- check runway requirements, determine V
dance with the SOP. When descending through the transition altitude, set the dance with the SOP. When descending th
altimeters to field pressure and check for agreement. altimeters to field pressure and check for
Flight Director Flight Director
The flight director is effective for making an accurate approach in adverse The flight director is effective for making
weather conditions. If command bars are followed precisely, the flight director weather conditions. If command bars are
computes drift corrections based on track results. These computations com- computes drift corrections based on trac
mand slow and deliberate corrections toward interception of track and mand slow and deliberate corrections
glideslope. glideslope.
While following the flight director commands, remember to cross check the While following the flight director comma
raw data presentations. The flight director is extremely reliable, but the com- raw data presentations. The flight directo
mand bar(s) displays computed (i.e., trend) information only. mand bar(s) displays computed (i.e., tren
Monitor warning messages for indication of a malfunction. If the computer is Monitor warning messages for indication
not working properly, erroneous information may be presented. not working properly, erroneous informati
Instrument Approach Considerations Instrument Approach Consideratio
6-10 Phenom 100 6-10

Maneuvers
Several factors should be considered prior to commencing an approach in a Several factors should be considere
high performance jet aircraft. The pilot must have a thorough knowledge of high performance jet aircraft. The p
the destination and alternate weather conditions before descending out of the the destination and alternate weathe
high altitude structure. Many weather and traffic advisory sources are avail- high altitude structure. Many weathe
able, including: able, including:

Flight Service Stations that may be used enroute at any time to obtain the 
Flight Service Stations that may b
latest destination and alternate weather conditions latest destination and alternate we

Destination Tower and/or Approach Control 
Destination Tower and/or Appr
 ARTCC where controllers can obtain information (if requested) pertaining  ARTCC where controllers can obt
to traffic delays and whether aircraft are successfully completing to traffic delays and whether aircr
approaches approaches

ATIS. 
ATIS.
If weather is at or near minimums for the approaches available, review the If weather is at or near minimums f
time and fuel requirements to an alternate. To continue the approach to a time and fuel requirements to an a
landing after arrival at minimums, FAA - FAR 91.175 requires that: landing after arrival at minimums, FA
(c) Operation below DH or MDA. Where a DH or MDA is applicable, no pilot (c) Operation below DH or MDA. W
may operate an aircraft, except a military aircraft of the United States, at any may operate an aircraft, except a mi
airport below the authorized MDA or continue an approach below the autho- airport below the authorized MDA or
rized DH unless – rized DH unless –
(1) The aircraft is continuously in a position from which a descent to a (1) The aircraft is continuously i
landing on the intended runway can be made at a normal rate of descent landing on the intended runway c
using normal maneuvers, and for operations conducted under part 121 or using normal maneuvers, and for
part 135 unless that descent rate will allow touchdown to occur within the part 135 unless that descent rate
touchdown zone of the runway of the intended landing; touchdown zone of the runway of
(2) The flight visibility is not less than the visibility prescribed in the stan- (2) The flight visibility is not less
dard instrument approach being used; and dard instrument approach being u
(3) Except for a Category II or Category III approach where any neces- (3) Except for a Category II or C
sary visual reference requirements are specified by the Administrator, at sary visual reference requiremen
least one of the following visual references for the intended runway is dis- least one of the following visual r
tinctly visible and identifiable to the pilot: tinctly visible and identifiable to th
(i) The approach light system, except that the pilot may not descend (i) The approach light system
below 100 ft above the touchdown zone elevation using the approach below 100 ft above the touch
lights as a reference unless the red terminating bars or the red side lights as a reference unless
row bars are also distinctly visible and identifiable. row bars are also distinctly vis
(ii) The threshold. (ii) The threshold.
(iii) The threshold markings. (iii) The threshold markings.
(iv) The threshold lights. (iv) The threshold lights.
(v) The runway end identifier lights. (v) The runway end identifier
(vi) The visual approach slope indicator. (vi) The visual approach slope
(vii) The touchdown zone or touchdown zone markings. (vii) The touchdown zone or t

(viii) The touchdown zone lights. (viii) The touchdown zone lights.
(ix) The runway or runway markings. (ix) The runway or runway markin
(x) The runway lights. (x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the (d) Landing. No pilot operating an aircr
United States, may land that aircraft when the flight visibility is less than the United States, may land that aircraft whe
visibility prescribed in the standard instrument approach procedure being visibility prescribed in the standard inst
used. used.
EASA/JAA use the 1,000ft 'Approach Ban' rule - Before decending below EASA/JAA use the 1,000ft 'Approach Ban
1,000ft AGL the required minimum visibility for the approach should prevail 1,000ft AGL the required minimum visibili
otherwise the approach should be discontinued. otherwise the approach should be discon
VFR Traffic Pattern VFR Traffic Pattern

Traffic pattern altitude for jets normally is 1,500 ft AGL. In a clean configura- Traffic pattern altitude for jets normally is
tion, slow to a minimum of 180 kts. tion, slow to a minimum of 180 kts.
Initiate the Approach checklist no later than the downwind leg entry point; Initiate the Approach checklist no later
lower flaps to Flaps 1. The minimum airspeed on downwind is 150 KIAS. lower flaps to Flaps 1. The minimum ai
Lower the gear opposite the touchdown zone or about two miles out on base Lower the gear opposite the touchdown z
leg or straight-in final (but no lower than traffic pattern altitude). leg or straight-in final (but no lower than t
Set Flaps 2 and maintain 120 KIAS until the turn is completed on final or Set Flaps 2 and maintain 120 KIAS unt
descent is started if straight-in. Set Flaps landing and maintain VREF. Verify descent is started if straight-in. Set Flap
autopilot disengaged on final approach and touchdown at VREF. autopilot disengaged on final approach an
Approaches Approaches
Checklist and Configuration Checklist and Configuration
Consider completing the Approach Checklist shortly after programing the Consider completing the Approach Check
Garmin and briefing the approach. Flaps should be zero, airspeed 180 KIAS Garmin and briefing the approach. Flaps s
and gear up approaching the airport enviroment. and gear up approaching the airport envir
If the aircraft is receiving radar vectors for an approach, initiate the Before If the aircraft is receiving radar vectors
Landing checklist and aircraft configuration changes when abeam the FAF Landing checklist and aircraft configura
outbound, or one to three miles before the FAF for a straight-in approach. outbound, or one to three miles before th
At uncontrolled airports, make all required position/intention reports on the At uncontrolled airports, make all requir
appropriate Common Traffic Advisory Frequency (CTAF). appropriate Common Traffic Advisory Fre
6-12 Phenom 100 6-12

March 2011 Rev.3 Developed for Training Purposes March 2011 Rev.3 Developed for Tra
Maneuvers
Typical Precision Approach (ILS) Typical Precision Approach (IL

An ILS approach is normal when both engines, the appropriate ILS facilities, An ILS approach is normal when bo
and airborne equipment are operating normally. Accomplish the following: and airborne equipment are operatin
1. When established on the localizer inbound to the FAF, ensure flaps are 1. When established on the localiz
set at Flaps 1 and the APR armed function is selected. set at Flaps 1 and the APR arme
2. Maintain airspeed at 150 KIAS and initiate the Before Landing checklist 2. Maintain airspeed at 150 KIAS
when aircraft is configured. when aircraft is configured.
3. When the glideslope is active, lower the landing gear, set flaps 2, Airspeed 3. When the glideslope is active, low
120 KIAS 120 KIAS
4. When glide slope indicates one dot prior to intercept, set landing Flaps 4. When glide slope indicates one
and maintain VREF. and maintain VREF.
5. Passing the outer marker, verify the altitude over the outer marker is cor- 5. Passing the outer marker, verify
rect, read and verify the Before Landing checklist. rect, read and verify the Before L
6. Maintain airspeed at VREF. 6. Maintain airspeed at VREF.
7. At or before DA, establish visual contact with the runway. 7. At or before DA, establish visual
8. Reduce power slightly to ensure crossing the runway threshold at VREF 8. Reduce power slightly to ensure
and verify the autopilot is disengaged prior to touchdown. and verify the autopilot is diseng
Typical Non-Precision Approach and Landing Typical Non-Precision Approac
1. When established on the inbound course to the FAF, select Flaps 1 main- 1. When established on the inboun
tain 150 KIAS to intercept inbound course and NAV is selected. tain 150 KIAS to intercept inbou
2. Extend landing gear and set flaps to Flaps 2 maintain 120 KIAS. 2. Extend landing gear and set flap
3. Select landing flaps and maintain VREF flaps 3. Select landing flaps and maintai
4. Upon crossing FAF, descend to MDA while maintaining airspeed to 4. Upon crossing FAF, descend
maneuvering. Vertical speed in the descent should normally be 500 to maneuvering. Vertical speed in
1,000 fpm. 1,000 fpm.
5. After leveling off at MDA, increase power to hold airspeed at flap full 5. After leveling off at MDA, incre
maneuvering speed while proceeding to the MAP. maneuvering speed while proce
6. With the runway environment in sight, disengage the autopilot and com- 6. With the runway environment in
plete the Before Landing checklist. Maintain VREF while intercepting the plete the Before Landing check
proper visual glide path for landing. Cross the landing threshold at VREF. proper visual glide path for landi
Go-Around/Missed Approach Go-Around/Missed Approach

and Visual Approach/Balked Landing and Visual Approach/Balked La
Accomplish the Go-Around procedure at the DA or MDA with time expired (if Accomplish the Go-Around procedur
applicable) and runway visual reference either not in sight or not in a position applicable) and runway visual refere
from which a normal visual landing approach can be accomplished. from which a normal visual landing a
An approach with a visual descent point (VDP) positions the aircraft for a nor- An approach with a visual descent po
mal glide slope to landing. When an aircraft proceeds beyond the VDP with- mal glide slope to landing. When an

out visual reference to the runway, the probability of a missed approach is out visual reference to the runway, the
increased. increased.
Go-Around Procedure Go-Around Procedure
Accomplish the following: Accomplish the following:
1. Depress the TO/GA button on either thrust lever. 1. Depress the TO/GA button on either
2. Apply go-around TO/GA power 2. Apply go-around TO/GA power
3. Set go-around flaps to Flaps 1 or Flaps 2 depending on approach 3. Set go-around flaps to Flaps 1 or F
configuration. Retract the landing gear when a positive rate of climb is configuration. Retract the landing gear w
indicated on both the altimeter and VSI. indicated on both the altimeter and VSI.
4. Continue the climb at VAC until a safe acceleration altitude is reached. 4. Continue the climb at VAC until a safe a
5. When clear of obstacles and appropriate airspeed, fully retract flaps 5. When clear of obstacles and approp
(Flaps 0) and accelerate to VFS. Adjust pitch attitude and power as nec- (Flaps 0) and accelerate to VFS. Adjust pit
essary. essary.
6. Reduce power to Climb. At the relatively light gross weight at which 6. Reduce power to Climb. At the relat
missed approaches are normally accomplished, the aircraft accelerates missed approaches are normally accompl
quickly. Pitch and power need to be adjusted accordingly. quickly. Pitch and power need to be adjust
7. Confirm the level-off altitude and heading/course needed for the Go- 7. Confirm the level-off altitude and he
Around/Missed Approach procedure. Comply with the published missed Around/Missed Approach procedure. Com
approach instructions unless other directions are received from ATC. approach instructions unless other directio
After a Missed Approach - Departing the Area After a Missed Approach - Departing
Accomplish the following. Accomplish the following.
1. Accelerate to normal climb speed. 1. Accelerate to normal climb speed.
2. Complete the After Takeoff/Climb Checklist 2. Complete the After Takeoff/Climb Che
3. Follow normal climb out procedures. 3. Follow normal climb out procedures.
Circling Approach Circling Approach
A circling approach is an instrument approach requiring a heading change of A circling approach is an instrument appro
30 degrees or more to align the aircraft with the landing runway. 30 degrees or more to align the aircraft wit
Turbulence, strong winds, poor visibility, and low maneuvering altitude are Turbulence, strong winds, poor visibility,
factors that must be considered when planning a circling approach. Plan to factors that must be considered when pla
use a published minimum circling altitude and distance appropriate to the air- use a published minimum circling altitude a
speed or approach category. The Phenom 100 is certified a Category B airspeed or approach category. The Phenom
craft for straight in approaches. craft for straight in approaches.
At uncontrolled airports, observe local traffic direction and restrictions. At uncontrolled airports, observe local traff
It is recommended that the approach be flown with gear down and flaps at It is recommended that the approach be f
Flaps 2 until arriving at a position Abeam the threshold then landing flaps. Flaps 2 until arriving at a position Abeam th
6-14 Phenom 100 6-14

March 2011 Rev.3 Developed for Training Purposes March 2011 Rev.3 Developed f
Maneuvers
While maneuvering during a circling approach, fly a minimum of 120 KIAS. While maneuvering during a circling
When established on final in the landing configuration, fly at VREF to cross the When established on final in the land
runway threshold at VREF. runway threshold at VREF.
Single Engine Operation Single Engine Opera

Engine Failure Above V1 - Takeoff Continued Engine Failure Above V
With an engine fire or failure indication after V1, continue the takeoff. With an engine fire or failure indicatio
Maintain directional control using the rudder/nosewheel steering, and accel- Maintain directional control using the
erate to VR. At VR, rotate the aircraft and with a positive rate of climb is erate to VR. At VR, rotate the aircra
established, raise the landing gear and maintain V2 speed for the climb and established, raise the landing gear a
identify the affected engine. identify the affected engine.
When clear of obstacles and at a minimum of 400 ft AGL select a lateral mode. When clear of obstacles and at a mi
At 1000 ft. AGL, engage the Autopilot and press ALT. As the aircraft accel- At 1000 ft. AGL, engage the Autop
erates begin flap retraction on schedule (from Flap 1 to Zero = V2 + 11Kt, erates begin flap retraction on sche
from Flap 2 to Flap 1 = V2 + 9Kt, from Flap 1 to Zero = V2 + 20Kt). from Flap 2 to Flap 1 = V2 + 9Kt,
At VFS select FLC and continue the climb to 1500 ft AGL then reduce power At VFS select FLC and continue the
to CON/CLB and set FLC to speed 160Kt. When aircraft is stabilized, read to CON/CLB and set FLC to speed
the appropriate QRH check-list followed by the Normal check-list. In case of the appropriate QRH check-list follo
fire, accomplish the memory items after flaps are retracted. Advise ATC and fire, accomplish the memory items af
passengers of the emergency situation when able. passengers of the emergency situati
Single Engine Precision/Non-Precision Approach Single Engine Precision

and Landing and Landing
A single engine inoperative approach is flown essentially the same as an A single engine inoperative approa
approach with both engines operating. On final approach, verify flaps 2 and approach with both engines operatin
VREF (full) + 10. VREF (full) + 10.
Up to the final descent point, the aircraft is configured normally with the previ- Up to the final descent point, the airc
ously recommended speeds flown for each configuration. ously recommended speeds flown fo
If rudder trim is used during approach to counter asymmetric thrust, zero the If rudder trim is used during approac
rudder trim prior to, or during the landing power reduction to prevent rudder trim prior to, or during th
unwanted yaw. Thrust reduction and flare are similar to a normal landing. unwanted yaw. Thrust reduction an
Thrust reduction should be slower than normal to counter roll due to yaw Thrust reduction should be slower
effect. Consequently, slightly less flare than normal is required to prevent effect. Consequently, slightly less fl
floating. floating.
After touchdown, lower the nose, apply wheel braking as required and keep After touchdown, lower the nose, ap
the wings level. Use rudder and differential braking to maintain directional the wings level. Use rudder and di
control. control.

Single Engine Go-Around/Missed Approach Single Engine Go-Around/M

Depress the TO/GA button on either throttle lever and apply power to the Depress the TO/GA button on either th
TO/GA throttle position. Disengage the yaw damper by pressing the AP/YD/ TO/GA throttle position. Disengage the y
TRIM/PUSHER quick disconnect on the yoke and rotate the aircraft to 7.5 TRIM/PUSHER quick disconnect on the
degrees of pitch up attitude. Retract flaps to flaps 1 and upon observing a degrees of pitch up attitude. Retract flap
positive rate of climb select landing gear lever to the UP position. As airspeed positive rate of climb select landing gear l
increases apply rudder pressure as required to counter yaw. increases apply rudder pressure as requi
Note: Do not engage the autopilot less than 1000’ AGL Note: Do not engage the autopilot less th
Landing Landing
With Flaps Full, cross the threshold at 50 ft AGL with a speed of VREF. With Flaps Full, cross the threshold at 50
Reduce thrust slowly to idle and raise the nose slightly from the attitude main- Reduce thrust slowly to idle and raise the
tained on final approach. With aft mounted engines, the nose tends to rise as tained on final approach. With aft mounte
thrust is reduced and thus requires minimum back pressure. thrust is reduced and thus requires minim
Maintain attitude and allow the aircraft to fly onto the runway surface. Maintain attitude and allow the aircraft to
Upon touchdown, lower the nose wheel smoothly to the runway and apply Upon touchdown, lower the nose wheel
brakes as necessary. To achieve maximum benefit from the anti-skid system, brakes as necessary. To achieve maximu
do not pump the brakes; instead, apply steady pressure on the brake pedals. do not pump the brakes; instead, apply s
Use nose wheel steering via the rudder pedals and differential braking to Use nose wheel steering via the rudde
maintain directional control. maintain directional control.
Crosswind Crosswind
On the final approach in a crosswind, either the crab approach or the wing- On the final approach in a crosswind, ei
down method may be used. down method may be used.
Do not allow the aircraft to float with power off prior to touchdown. Do not allow the aircraft to float with powe
Fly to touchdown with little, if any, flare. Follow through the landing roll with Fly to touchdown with little, if any, flare.
ailerons into the wind. Use nose wheel steering and differential braking for ailerons into the wind. Use nose wheel
directional control. directional control.
Contaminated Runways Contaminated Runways
Landing on a slick surface requires careful consideration of many factors: Landing on a slick surface requires car
type of runway surface, approach hazards, aircraft weight/speed, wind condi- type of runway surface, approach hazard
tions, temperature, ice, water, and snow. tions, temperature, ice, water, and snow.
There is a possibility of hydroplaning on surface water, slow below hydroplan- There is a possibility of hydroplaning on s
ing speed before using the wheel brakes. Hydroplaning speed (VH), based on ing speed before using the wheel brakes.
NASA test data, is: NASA test data, is:

Takeoff: VH= 9*√tire pressure 
Takeoff: VH= 9*√tire pressure
 Landing: VH = 7.7*√tire pressure  Landing: VH = 7.7*√tire pressure
6-16 Phenom 100 6-16

July 2010 Rev.1 Developed for Training Purposes July 2010 Rev.1 Developed for Trai
Maneuvers
The difference in hydroplaning speed between takeoff and landing is due to The difference in hydroplaning spee
the wheels rolling for takeoff and not rolling prior to landing. the wheels rolling for takeoff and not

After clearing the runway, complete the After Landing checklist. The engines After clearing the runway, complete
should be operated at idle for at least two minute prior to shutdown; taxi time should be operated at idle for at leas
may be included. After the aircraft is parked, complete the shutdown may be included. After the aircra
checklist. checklist.
Flight Profiles Flight Profiles

The following flight profiles illustrate how selected maneuvers are performed. The following flight profiles illustrate
Each maneuver is broken down into sequential events that illustrate Each maneuver is broken down
appropriate configurations. appropriate configurations.
 Unusual Attitude  Unusual Attitude

Steep Turns 
Steep Turns
 Approach to Stalls at Altitude  Approach to Stalls at Altitude
 Normal Takeoff Flaps 1 or Flaps 2 (Typical)  Normal Takeoff Flaps 1 or Flaps 2

Precision Approach (ILS) 
Precision Approach (ILS)
 Non-precision Approach (VOR/NDB/RNAV)  Non-precision Approach (VOR/ND
 Visual Approach (Typical)  Visual Approach (Typical)

Circling Approach 
Circling Approach
 Takeoff with Engine Failure Above V1  Takeoff with Engine Failure Above
 One Engine Inoperative (OEI) Visual Approach  One Engine Inoperative (OEI) Vis
 One Engine Inoperative (OEI) Precision Approach (ILS)  One Engine Inoperative (OEI) Pre
 One Engine Inoperative (OEI) Non-precision Approach (VOR/NDB/RNAV)  One Engine Inoperative (OEI) Non
Note: Note:
 The suggested airspeeds prior to the FAF/GS Intercept Point/Visual  The suggested airspeeds prior t
Final are recommended for optimum performance. Final are recommended for optim
 Airspeed to be maintained shall be dictated by the pilot’s judgment  Airspeed to be maintained shall
based on situational awareness. - Minimum airspeed for the airplane based on situational awareness
configuration must not be configuration must not be

lower than the airspeed indicated by the Green Circle. - Strict adher- 
lower than the airspeed indicate
ence to the airplane configuration speed limitations must be followed. ence to the airplane configuratio

During Final Approach Phase it is imperative to maintain VREF up to 
During Final Approach Phase it
runway threshold with no wind additives. runway threshold with no wind a
 During Go-around procedures, acceleration to VAC shall be accom-  During Go-around procedures, a
plished before performing any maneuver. plished before performing any m

6-18
2 BANK – SMOOTHLY ROLLTO 45°
April 2009
ALTITUDE – MAINTAIN
TRIM – AS DESIRED
PITCH – TO MAINTAIN ALTITUDE
T R A I N I N G
Steep Turns
POWER – INCREASE 4 %TO 5% N1 (TO MAINTAIN 180 KIAS)
1 CLEAN CONFIGURATION
POWER – AS REQUIRED TO MAINTAIN 180 KIAS
4 LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10°
CONFIGURATION
WINGS – SMOOTHLY ROLL LEVEL
• FLAPS – UP TRIM – AS REQUIRED
• GEAR – UP PITCH – AS REQUIRED
• N1 68% - 72% POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)
S E R V I C E S
3
Developed for Training Purposes

AIRSPEED – MAINTAIN
BANK – MAINTAIN
THIS MANEUVER MAY BE USED FOR A 180° OR 360°TURN,

AND MAY BE FOLLOWED BY A TURN IN THE OPPOSITE DIRECTION.
THE PM MAY ASSIST AS DIRECTED BYTHE PF.
TOLERANCES:
SPEED ± 10 KIAS
ALTITUDE ± 100 FT
BANK ± 5°
HEADING ± 10°
6-18 Phenom 100
2 BANK – SMOOTHLY ROLLTO 45°

April 2009
TRIM – AS DESIRED
PITCH – TO MAINTAIN ALTITUDE
T R A I N I N G
Steep Turns
POWER – INCREASE 4 %TO 5% N1 (TO MAINTAIN 180 KIAS)
1 CLEAN CONFIGURATION
POWER – AS REQUIRED TO MAINTAIN 180 KIAS
4 LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10°
CONFIGURATION
WINGS – SMOOTHLY ROLL LEVEL
• FLAPS – UP TRIM – AS REQUIRED
• GEAR – UP PITCH – AS REQUIRED
• N1 68% - 72% POWER – DECREASE 4%TO 5% N1 (TO MAINTAIN 180 KIAS)
S E R V I C E S
Developed for Train

A
TE AT E
INITIA TITUD
Phenom 100
S TA NT AL
CON
Approach to Stalls
Trim to wings level until 120 KIAS then maintain altitude

with back pressure, set power 45%, recover at
first indication of a stall

Clean Configuration Stall
Takeofff Configuration / Departure Turning Stall (20 degrees bank)
Approach to Landing Stall (Gear & Landing Flaps)
April 2009
Maneuvers
6-19
A
TE AT E
INITIA TITUD
Phenom 100
S TA NT AL
CON
Approach to Stalls
Developed for
6-20
NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)
July 2010
· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE
· RETRACT FLAPS ON SCHEDULE
T R A I N I N G
· SET CON/CLB THRUST

· SPEED 160 KIAS
Rev.1
· AFTER TAKEOFF CHECKLIST
· MAINTAIN TAKEOFF FLAPS

· ENGAGE AUTOPILOT
· SELECT FLC AND
S E R V I C E S
SPEED V2 + 15 KIAS
Normal Takeoff Flaps 1 or 2 (Typical)
· ENGAGE AUTOPILOT
· THRUST LEVERS · ROTATE TO 9.5° FOR FLAPS 1 · SELECT LATERAL MODE ACCORDING
−TO/GA THRUST · ROTATE TO 9° FOR FLAPS 2 TO DEPARTURE PROFILE

· POSITIVE RATE OF CLIMB · SELECT FLC AND SPEED 160 KIAS
−GEAR UP · RETRACT FLAPS ON SCHEDULE
· CON/CLB THRUST
· INCREASE SPEED TO 200 KIAS
Phenom 100
EM500ENAOM140192C.DGN
6-20
NORMAL TAKEOFF FLAPS 1 OR 2 (TYPICAL)

July 2010
· SELECT LATERAL MODE ACCORDING TO DEPARTURE PROFILE

T R A I N I N G
· SET CON/CLB THRUST

· SPEED 160 KIAS
Rev.1
· MAINTAIN TAKEOFF FLAPS

· ENGAGE AUTOPILOT
· SELECT FLC AND
S E R V I C E S
SPEED V2 + 15 KIAS
Developed for Trai
Normal Takeoff Flaps 1 or 2 (Typica
PRECISION APPROACH (ILS)
· HOLDING SPEED: 160 KIAS

· FLAPS 1
· GEAR UP
· 150 KIAS · FLAPS 0
Phenom 100
· COMPLETE APPROACH
CHECKLIST
· 180 KIAS
Precision Approach
· GEAR UP
· FLAPS 0
· PUSH GO−AROUND BUTTON

· TO/GA THRUST
· ROTATE TO GO−AROUND ATTITUDE
· SET GO−AROUND FLAPS
· WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED VAC
· SELECT LATERAL MODE ACCORDING

TO MISSED APPROACH PROFILE
· SELECT FLC AND SPEED 160 KIAS
· AFTER FLAPS ARE UP, AFTER TAKEOFF
CHECKLIST
· GEAR DOWN

· FLAPS 2
· 120 KIAS
· SET LANDING FLAPS AFTER ESTABLISHED ON GLIDESLOPE

· REDUCE SPEED TO V REF · SET GO−AROUND ALTITUDE AND HEADING
· MAINTAIN V REF
· BEFORE LANDING CHECKLIST
EM500ENAOM140193B.DGN
Rev.1 July 2010

Maneuvers
6-21
PRECISION APPROACH (ILS)

· FLAPS 1
· GEAR UP
Phenom 100
CHECKLIST
· 180 KIAS
Precision Approach
· GEAR UP
· FLAPS 0

· TO/GA THRUST
Developed for

6-22
NON PRECISION APPROACH (VOR/NDB/RNAV)
July 2010
· FLAPS 1 VOR/NDB · HOLDING SPEED: 160 KIAS
T R A I N I N G
· 150 KIAS · GEAR UP

· FLAPS 0
Rev. 1
CHECKLIST
· 180 KIAS
· GEAR UP
· FLAPS 0
S E R V I C E S

· TO/GA THRUST
· GEAR DOWN · ROTATE TO GO−AROUND ATTITUDE
· FLAPS 2 · SET GO−AROUND FLAPS
· 120 KIAS · WITH POSITIVE RATE OF CLIMB, GEAR UP

Non-precision Approach (VOR/NDB/RNAV)

CHECKLIST

· SET LANDING FLAPS
· REDUCE SPEED TO V REF
· SET GO−AROUND ALTITUDE

· MAINTAIN V REF
6-22 Phenom 100
NON PRECISION APPROACH (VOR/NDB/RNAV)

July 2010
· FLAPS 1 VOR/NDB · HOLDING SPEED: 160 KIAS

T R A I N I N G
· 150 KIAS · GEAR UP

· FLAPS 0
Rev. 1
CHECKLIST
· 180 KIAS
· GEAR UP
· FLAPS 0
S E R V I C E S

· TO/GA THRUST
· GEAR DOWN · ROTATE TO GO−AROUND ATTITUDE
· FLAPS 2 · SET GO−AROUND FLAPS
· 120 KIAS · WITH POSITIVE RATE OF CLIMB, GEAR UP
· MINIMUM AIRSPEED V
Developed for Tr
Non-precision Approach (VOR/NDB
VISUAL APPROACH (TYPICAL)
· GEAR UP
· FLAPS 1
· GEAR DOWN · 150 KIAS
· FLAPS 2 · COMPLETE APPROACH
· 120 KIAS CHECKLIST
Phenom 100
· 180 KIAS
· GEAR UP
· FLAPS 0
· 120 KIAS
· MAXIMUM BANK 30°
30 s · PUSH GO−AROUND BUTTON

· TO/GA THRUST
Visual Approach (Typical)


1.5 NM TO MISSED APPROACH PROFILE
· FLAPS 2 · RETRACT FLAPS ON SCHEDULE
· 120 KIAS · AFTER FLAPS ARE UP, AFTER TAKEOFF
CHECKLIST

· VREF
Rev.1
July 2010
Maneuvers
6-23
VISUAL APPROACH (TYPICAL)

· GEAR UP
· FLAPS 1
· GEAR DOWN · 150 KIAS
· FLAPS 2 · COMPLETE APPROACH
· 120 KIAS CHECKLIST
Phenom 100
· 180 KIAS
· GEAR UP
· FLAPS 0
· 120 KIAS
· MAXIMUM BANK 30°
30 s · PUSH GO−AROUND BUTTON

· TO/GA THRUST
Visual Approach (Typical)

Developed for
6-24
CIRCLING APPROACH
· TO/GA THRUST
T R A I N I N G

· SET GO−AROUND · MINIMUM AIRSPEED VAC
July 2010 Rev.1

ALTITUDE
· 120 KIAS
Circling Approach

S E R V I C E S
CHECKLIST
· GEAR DOWN
· FLAPS 2
· 120 KIAS
· SET CIRCLING MINIMUM · V REF

· CIRCLING ALTITUDE MUST BE MAINTAINED
DURING THE WHOLE MANEUVER
· RUNWAY MUST BE IN SIGHT DURING
THE CIRCLING MANEUVER
· MISSED APPROACH POINT
ACCORDING TO THE TYPE OF
· MAINTAIN VISUAL REFERENCE
APPROACH
· USE OF AUTOPILOT IS RECOMMENDED · 115 KIAS · DISENGAGE AUTOPILOT
Phenom 100
6-24
CIRCLING APPROACH
· TO/GA THRUST
T R A I N I N G

· SET GO−AROUND · MINIMUM AIRSPEED VAC
July 2010 Rev.1
ALTITUDE
· 120 KIAS
Circling Approach

S E R V I C E S
CHECKLIST
· GEAR DOWN
· FLAPS 2
· 120 KIAS
·V
Developed for Train
TAKEOFF WITH ENGINE FAILURE ABOVE V
1
Phenom 100
· ENGAGE AUTOPILOT
· SELECT LATERAL MODE
ACCORDING TO DEPARTURE
PROFILE
· SELECT ALT HOLD
· RETRACT FLAPS ON SCHEDULE · SELECT FLC AND V FS
· CON/CLB THRUST
· COMPLETE APPLICABLE CHECKLIST
· THRUST LEVERS · ROTATE TO 9.5° FOR FLAPS 1 · GEAR UP

− TO/GA THRUST · ROTATE TO 9° FOR FLAPS 2 · V2
· VERIFY TO RSV INDICATION

Maneuvers
6-25
Rev.1 July 2010
TAKEOFF WITH ENGINE FAILURE ABOVE V

1
Phenom 100
· ENGAGE AUTOPILOT
· SELECT LATERAL MODE
ACCORDING TO DEPARTURE
PROFILE
· SELECT ALT HOLD
· RETRACT FLAPS ON SCHEDULE · SELECT FLC AND V FS
· CON/CLB THRUST
Developed for
6-26
ONE ENGINE INOPERATIVE VISUAL APPROACH
CHECKLIST
· GEAR UP
· 180 KIAS
T R A I N I N G
· FLAPS 1
· GEAR UP
· 150 KIAS
· GEAR DOWN · FLAPS 0
· FLAPS 2
July 2010 Rev. 1

· 120 KIAS
· TO/GA THRUST
· 120 KIAS · ROTATE TO GO−AROUND ATTITUDE
· MAXIMUM BANK 30° · FLAPS 1
S E R V I C E S
30 s · MINIMUM AIRSPEED VAC

· SELECT ALT HOLD
1.5 NM
· SELECT FLC
· CON/CLB THRUST
One Engine Inoperative Visual Approach

· FLAPS 2 (FINAL FLAPS SETTING)

· VREF
· VREF
V =V + 10 KIAS
REF REF FULL
Phenom 100
6-26
ONE ENGINE INOPERATIVE VISUAL APPROACH

CHECKLIST
· GEAR UP
· 180 KIAS
T R A I N I N G
· FLAPS 1
· GEAR UP
· 150 KIAS
· GEAR DOWN · FLAPS 0
· FLAPS 2
July 2010 Rev. 1
· 120 KIAS
· TO/GA THRUST
· MAXIMUM BANK 30° · FLAPS 1
S E R V I C E S
30 s · MINIMUM AIRSPEED VAC

· SELECT ALT HOLD
Developed for Tr
One Engine Inoperative Visual App
ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

· FLAPS 1 · GEAR UP
Phenom 100
· COMPLETE DESCENT/APPROACH · PUSH GO−AROUND BUTTON
CHECKLIST · TO/GA THRUST
· GEAR UP · FLAPS 1
· FLAPS 0 · WITH POSITIVE RATE OF CLIMB, GEAR UP

· SELECT ALT HOLD
· SELECT FLC
· CON/CLB THRUST

· GEAR DOWN
One Engine Inoperative Precision Approach (ILS)
· FLAPS 2 (FINAL FLAPS SETTING)

· 120 KIAS
AFTER ESTABLISHED ON GLIDESLOPE

· SET GO−AROUND ALTITUDE AND HEADING
V REF = V + 10 KIAS
REF 3
Rev.1 July 2010

Maneuvers
6-27
ONE ENGINE INOPERATIVE PRECISION APPROACH (ILS)

· FLAPS 1 · GEAR UP
Phenom 100
· COMPLETE DESCENT/APPROACH · PUSH GO−AROUND BUTTON


· SELECT ALT HOLD
Developed for

One Engine Inoperative Precis
ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB/RNAV)
6-28
· FLAPS 1
· 150 KIAS · HOLDING SPEED: 160 KIAS
T R A I N I N G
· FLAPS 0
· GEAR UP
August 2010 Rev.1

(VOR/NDB/RNAV)
· COMPLETE APPROACH · PUSH GO−AROUND BUTTON

S E R V I C E S
· GEAR DOWN · SELECT LATERAL MODE ACCORDING

· FLAPS 2 (FINAL FLAPS SETTING) TO MISSED APPROACH PROFILE
· 120 KIAS · SELECT ALT HOLD
· SELECT FLC
· CON/CLB THRUST
One Engine Inoperative Non Precision Approach

· SET GO−AROUND ALTITUDE

· MAINTAIN V REF
V REF = V + 10 KIAS
REF 3
Phenom 100
ONE ENGINE INOPERATIVE NON PRECISION APPROACH (VOR/NDB/RNAV)

6-28
· FLAPS 1
· 150 KIAS · HOLDING SPEED: 160 KIAS
T R A I N I N G
· FLAPS 0
· GEAR UP
August 2010 Rev.1
(VOR/NDB/RNAV)
· COMPLETE APPROACH · PUSH GO−AROUND BUTTON

S E R V I C E S
· GEAR DOWN · SELECT LATERAL MODE ACCORDING

· FLAPS 2 (FINAL FLAPS SETTING) TO MISSED APPROACH PROFILE
· 120 KIAS · SELECT ALT HOLD
One Engine Inoperative Non Precis
Developed for T
Limitations
Limitations Limitations
General General
This airplane must be operated in accordance with the limitations presented This airplane must be operated in a
in this Section. These limitations also apply to operations in accordance with in this Section. These limitations also
an approved Supplement or Appendix to the AFM, except as altered by such an approved Supplement or Append
Supplement or Appendix. Supplement or Appendix.
The safety and integrity of the airplane and its occupants is highly dependent The safety and integrity of the airplan
on the compliance with the operating limitations. Pilots should have all the on the compliance with the operatin
limitations committed to memory. Some limitations, however, may be too limitations committed to memory. S
complex to memorize. Such limitations are like the following: complex to memorize. Such limitation
 Limitations which are automatically complied with by the airplane systems  Limitations which are automaticall

Limitations associated to more than one parameter and that constantly 
Limitations associated to more tha
varies in time varies in time

Tables 
Tables
 Charts  Charts
Weight Weight
Airplane Model Phenom 100 Phenom 100 Airplane Model
MAX Ramp Weight (MRW) 4770 Kg 10516 lb MAX Ramp Weight (MRW)
MAX Takeoff Weight (MTOW) 4750 Kg 10472 lb MAX Takeoff Weight (MTOW)
MAX Landing Weight (MLW) 4430 Kg 9766 lb MAX Landing Weight (MLW)
MAX Zero Fuel Weight (MZFW) 3830 Kg 8444 lb MAX Zero Fuel Weight (MZFW)
To comply with the performance and operating limitations of the regulations, To comply with the performance and
the maximum allowable takeoff and landing operational weights may be equal the maximum allowable takeoff and la
to, but not greater than design limits. to, but not greater than design limits.
The takeoff weight (weight at brake release or at start of takeoff run) is the The takeoff weight (weight at brake
lowest between MTOW and the following weights: lowest between MTOW and the follo

Maximum takeoff weight as calculated using the approved OPERA soft- 
Maximum takeoff weight as calcul
ware, and as limited by field length, climb and brake energy. ware, and as limited by field lengt

Maximum takeoff weight, as limited by enroute, and landing operating 
Maximum takeoff weight, as limite
requirements. requirements.
The landing weight is the lowest between MLW and the following weights: The landing weight is the lowest betw
 Maximum approach and landing weight as limited by runway length, alti-  Maximum approach and landing w
tude and temperature and calculated using the approved OPERA soft- tude and temperature and calcula
ware. ware.

Loading Loading
The airplane must be loaded in accordance with the information contained in The airplane must be loaded in accordan
the Weight and Balance Section. the Weight and Balance Section.
Center of Gravity Envelope Center of Gravity Envelope

Phenom 100 Phenom 100
INFLIGHT LIMITS (FLAPS AND GEAR UP) INFLIGHT
TAKEOFF AND LANDING LIMITS TAKEOFF
11000 11000
10800 10800
21.5% 23.5% MTOW 36.9% 21.5% 23.5% MTO
10600 10600
10400 10472 lb 10400
10200 10200
10000 MLW 10000 MLW
9800 9877 lb 9800

9600 9600
9400 9400
WEIGHT - lb
WEIGHT - lb
9200 9200
9000 MZFW 9000
8885 lb 8885 lb
8800 8885 lb 8800
8600 8600
8400 8400
8200 8200
8000 8000
7800 7800
7600 7600
7540 lb
7400 7400
7200 38.5% 7200
7099 lb 7099 lb
7000 7000
6800 21.5% 6800 21.5%
19.5% 19.5%
6600 6614 lb 6600
6400 6400
35%
6200 6200
5 15 25 35 45 55 65 5 15 25
CG POSITION - %MAC CG POSIT
7-2 Phenom 100 7-2

Limitations
Operation Limitations Operation Limitations

Operational Envelope Operational Envelope
45000 45000
-60°C -21.5°C -60°C
41000 ft 41000 ft
40000 40000
35000 35000
30000 30000
ISA + 35°C
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
15000 15000
10000 ft
10000 10000
5000 1 5000
0 -1000 ft 0
-54°C -40°C 52°C -54°C -40°C

-5000 -5000
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 -80 -70 -60 -50 -40 -30
STATIC AIR TEMPERATURE - °C STATIC A

500CTA01 - 17JAN07
500CTA01 - 17JAN07
TAKEOFF, LANDING & GROUND START 1 TAKEOFF, LANDING & GRO
Note: Yaw damper must be engaged above 25000 ft, and above 250 Note: Yaw damper must be eng
KIAS. KIAS.
Note: In the event of a landing below -40°C, report to the maintenance Note: In the event of a landing b
personnel. personnel.

Airspeeds Airspeeds
Landing Gear Operation/extended Speed (VLO AND VLE) Landing Gear Operation/extended
VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLO is the maximum speed at which the landing gear can be safely VLO is the maximum speed at whic
extended and retracted. extended and retracted.
VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLE is the maximum speed at which the airplane can be safely flown with VLE is the maximum speed at which t
the landing gear extended and locked. the landing gear extended and locked
Note: For emergency purposes only, the landing gear may be extended at Note: For emergency purposes only, th
speeds higher than 180 KIAS but not exceeding 250 KIAS. If land- speeds higher than 180 KIAS bu
ing gear is extended above 180 KIAS, report to the maintenance ing gear is extended above 180
Minimum Control Speeds (VMC) Minimum Control Speeds (VMC)

For takeoff: For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS VMC . . . . . . . . . . . . . . . . . . . . . . . . .
Note: The VMC above represents the highest value to be found within the Note: The VMC above represents the h
takeoff envelope. Specifics VMC may be obtained through the takeoff envelope. Specifics VM
OPERA as a function of altitude, temperature, weight and accord- OPERA as a function of altitude
ing to the takeoff flaps. ing to the takeoff flaps.
For landing: For landing:

VMC (no icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 KIAS VMC (no icing conditions) . . . . . . . . .
VMC (icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS VMC (icing conditions) . . . . . . . . . . .
Note: VMC is the airspeed at which, when the critical engine is suddenly Note: VMC is the airspeed at which, w
made inoperative, it is possible to maintain control of the airplane made inoperative, it is possible
with that engine still inoperative, and thereafter maintain straight with that engine still inoperative
flight at the same speed with an angle of bank of not more than 5 flight at the same speed with an
degrees. degrees.
7-4 Phenom 100 7-4

Limitations
Maximum Operating Speed (VMO/MMO) Maximum Operating Sp

45000 45000
40000 40000
MMO=0.70
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
VMO
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A
Note: VMO/MMO may not be deliberately exceeded in any regime of flight Note: VMO/MMO may not be delibe
(climb, cruise or descent), unless a higher speed is authorized for (climb, cruise or descent), u
flight test or pilot training. flight test or pilot training.

Operating Maneuvering Speed Operating Maneuvering Sp
VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Note: Maneuvers that involve angle of attack near the stall or full applica- Note: Maneuvers that involve angle of
tion of rudder, elevator, and aileron controls should be confined to tion of rudder, elevator, and aile
speeds below VO. In addition, the maneuvering flight load factor speeds below VO. In addition,
limits, presented in this Section, should not be exceeded. limits, presented in this Section,
Note: Maneuvers are limited to any maneuver incident to normal flying, Note: Maneuvers are limited to any m
stalls (except whip stalls) and steep turns in which the angle of stalls (except whip stalls) and
bank is not more than 60 degrees. bank is not more than 60 degree
CAUTION CAUTIO
Rapid and large alternating control inputs, especially in combination with Rapid and large alternating control inp
large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in large changes in pitch, roll, or yaw (e.g.
structural failures at any speed, even below VO. structural failures at any speed, even be
Maximum Flap Extended Speed (VFE) Maximum Flap Extended S

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . .
Note: Flaps 3 is not approved for operation. Note: Flaps 3 is not approved for opera
Maximum Altitude For Flap Extension Maximum Altitude For Flap

Maximum Altitude for Flap Extension Maximum Altitude for Flap Extension
Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft Yaw Damper Operative . . . . . . . . . . .
Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft Yaw Damper Not Operative. . . . . . . .
Maximum Tire Ground Speed Maximum Tire Ground Spe

Maximum Tire Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 kt Maximum Tire Ground Speed . . . . . . . . .
Maneuvering Maneuvering
No acrobatic maneuvers, including spins, are authorized. No acrobatic maneuvers, including spins,
7-6 Phenom 100 7-6

Limitations
Maneuvering Flight Load Factors Maneuvering Flight Loa

These corresponding accelerations limit the bank angle during turns and limit These corresponding accelerations li
the pull-up maneuvers. the pull-up maneuvers.
Load Factor Flaps Down Load Factor
Flaps Up Flap
Limit (1, 2 And Full) Limit
Positive 3.27 g 2.00 g Positive 3.2
Note: Flaps 3 is not approved for operation. Note: Flaps 3 is not approved for o
Minimum Crew Minimum Crew

Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PILOT Minimum Flight Crew . . . . . . . . . . . .
Note: Note:
 The pilot must occupy the left cockpit seat  The pilot must occupy the left co
 An operative autopilot and flight director are required for single pilot  An operative autopilot and flight
operations operations
 Pilot must use a headset mounted microphone.  Pilot must use a headset mounte
Maximum PAX Seating Maximum PAX Seating

Maximum Passenger Seating Configuration . . . . . . . . . . 5 PAX plus 1 Infant Maximum Passenger Seating Config
Note: Note:

A passenger may occupy the right cockpit seat only in single pilot opera- 
A passenger may occupy the righ
tions. tions.
 The use of the lavatory is prohibited for taxi, takeoff, and landing.  The use of the lavatory is prohibi

The maximum seating configuration refers to adult passengers. One 
The maximum seating configurat
infant under 2 years old held by an adult (“lap child”) may be in one of infant under 2 years old held by
the aft seats (in an adults lap) in addition to 5 adult passengers. the aft seats (in an adults lap) in
Cockpit And Passenger Cabin Cockpit And Passenger


Pilots sunvisors must be kept at the vertical position when in use and must 
Pilots sunvisors must be kept at th
be stowed for taxi, takeoff and landing. be stowed for taxi, takeoff and lan

Cockpit curtain to be used on ground only during cabin temperature pull 
Cockpit curtain to be used on grou
down. down.

Baggage Loading Baggage Loading
Maximum Loading: Maximum Loading:
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb Wardrobe . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Kg / 33 lb Lavatory Cabinet . . . . . . . . . . . . . . . . . . .
AFT Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lb AFT Baggage Compartment . . . . . . . . . .
FWD Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb FWD Baggage Compartment . . . . . . . . .
Note: The maximum intensity of loading in each compartment is the fol- Note: The maximum intensity of loadin
lowing: lowing:
- AFT Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 lb/ft2 - AFT Compartment . . . . . . . . . .
- FWD Compartment - Upper . . . . . . . . . . . . . . . . . . . . . . .12.5 lb/ft2 - FWD Compartment - Upper . . .
- FWD Compartment - Bottom . . . . . . . . . . . . . . . . . . . . . . 18.2 lb/ft2 - FWD Compartment - Bottom . .
Runway Runway
Runway Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2% TO +2% Runway Slope . . . . . . . . . . . . . . . . . . . . .
Runway Surface Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAVED Runway Surface Type . . . . . . . . . . . . . . .
Wind Limitations Wind Limitations

Maximum Takeoff and Landing Tailwind Component . . . . . . . . . . . . . . . .10 kt Maximum Takeoff and Landing Tailwind C
Hydraulic Hydraulic
The hydraulic system must be checked each 15 consecutive calendar days or The hydraulic system must be checked ea
before next flight, whichever occurs last. before next flight, whichever occurs last.
Warning Warning
Stall Warning and Protection Stall Warning and Protection
The stall warning and protection system must be tested prior each flight. The stall warning and protection system m
7-8 Phenom 100 7-8

July 2010 Rev. 1 Developed for Training Purposes July 2010 Rev. 1 Developed for Tr
Limitations
Terrain Awareness And Warning System (TAWS) Terrain Awareness And Warnin
TAWS displays terrain and obstructions relative to the altitude of the airplane. TAWS displays terrain and obstructio
The following applies: The following applies:
 Navigation must not be predicated upon the use of the TAWS.  Navigation must not be predicated
Note: The terrain display is intended to serve as a situational awareness Note: The terrain display is intend
tool only. It may not provide either the accuracy or fidelity, or both, tool only. It may not provide
on which to solely base decisions and plan maneuvers to avoid ter- on which to solely base dec
rain or obstacles. rain or obstacles.
 To avoid giving unwanted alerts, the TAWS must be inhibited when land-  To avoid giving unwanted alerts, t
ing at an airport that is not included in the airport database. ing at an airport that is not include
 Pilots are authorized to deviate from their current ATC clearance to the  Pilots are authorized to deviate fro
extent necessary to comply with TAWS warnings. extent necessary to comply with T
 Terrain database coverage is worldwide. However the Terrain data is not  Terrain database coverage is worl
displayed when the airplane latitude is greater than 75°N or 60°S. displayed when the airplane latitu
Traffic Information System (TIS) Traffic Information System (TIS
TIS is not intended to be used as a collision avoidance system and does not TIS is not intended to be used as a c
relieve the pilot of the responsibility to “see and avoid” other airplane. relieve the pilot of the responsibility t
TIS shall not be used for avoidance maneuvers during instrument meteor log- TIS shall not be used for avoidance m
ical conditions (IMC) or when there is no visual contact with the intruder air- ical conditions (IMC) or when there
plane. plane.
Note: TIS is available only when the airplane is within the service volume Note: TIS is available only when t
of a TIS-capable terminal radar site. of a TIS-capable terminal ra
Satellite Weather Radio System (XM Weather) Satellite Weather Radio System
XM Weather information must not be used for hazardous weather penetra- XM Weather information must not b
tion. Weather information is provided only for hazardous weather avoidance. tion. Weather information is provided
NEXRAD weather data is intended for long-range planning purposes only. NEXRAD weather data is intended
Due to inherent delays and relative age of the data, NEXRAD weather data Due to inherent delays and relative
should not be used for short-range avoidance of hazardous weather. should not be used for short-range a

Electrical Electrical
Batteries Voltage Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V Minimum Voltage for Engines Start . . . . .
Note: Minimum GPU voltage for batteries charging is 27 V. Note: Minimum GPU voltage for batter
Generators Load Generators Load

Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH Maximum Generator Load . . . . . . . . . . .
Note: May be exceeded up to 300 A inflight below 34000 ft. Note: May be exceeded up to 300 A in
Fuel Fuel
Airplane Model Phenom 100 Airplane Model
Maximum usable quantity per tank 636.5 Kg (792.5 L) / 1403 lb (209.4 gal) Maximum usable quantity per tank 636.
Unusable quantity per tank 10 Kg (12.5 L) / 22 lb (3.3 gal) Unusable quantity per tank
Note: Note:

Maximum fuel capacity is 1610 L (1293 Kg) / 425.4 US Gal 
Maximum fuel capacity is 1610
(2850 lb). (2850 lb).

The maximum permitted imbalance between tanks is 125 L 
The maximum permitted imbala
(100 Kg) / 33 US Gal (220 lb). (100 Kg) / 33 US Gal (220 lb).
 When operating in engine suction mode (jet pump and DC pump  When operating in engine sucti
failed on the same tank) the unusable fuel quantity is 51.5 L failed on the same tank) the un
(41.5 Kg) / 13.6 US Gal (91.3 lb) per tank. (41.5 Kg) / 13.6 US Gal (91.3
 Fuel can not be transferred from one wing to another when fuel  Fuel can not be transferred fro
quantity reaches 174 L (140 Kg) / 46 US Gal (308 lb) for single quantity reaches 174 L (140 Kg
engine condition and 205 L (165 Kg) / 54.2 US Gal (363 lb) for engine condition and 205 L (16
dual engine condition. dual engine condition.
 When EIS fuel quantity is zero, any fuel remaining in the tanks  When EIS fuel quantity is zero,
can not be used safely in flight. can not be used safely in flight.

The weights above have been determined for an adopted fuel 
The weights above have been d
density of 0.8 Kg/Liter / 6.701 lb/US Gal. Different fuel densities density of 0.8 Kg/Liter / 6.701 l
may be used provided the volumetric limits are not exceeded. may be used provided the volu
7-10 Phenom 100 7-10

July 2010 Rev.1 Developed for Training Purposes July 2010 Rev.1 Developed for Tra
Limitations
Fuel Specification Fuel Specification

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification . . . . . . . . . . .
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1 ASTM Specification . . . . . . . . . . . . .
American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8 American Specification . . . . . . . . . .
Note: For approved fuel additives see AMM. Note: For approved fuel additives
Fuel Tank Temperature Fuel Tank Temperature

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C Minimum . . . . . . . . . . . . . . . . . . . . .
Maximum (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52°C Maximum (on ground) . . . . . . . . . . .
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel
exceeding 80°C. exceeding 80°C.
Transfer Valve Operation Transfer Valve Operation

FUEL XFR Button must be pushed out during takeoff, landing, maneuvers FUEL XFR Button must be pushed
and turbulence. and turbulence.

Power Plant Power Plant
Engines Engines
Two Pratt & Whitney Canada PW617F-E. Two Pratt & Whitney Canada PW617F-E.
Operational Limits Operational Limits
Operating Conditions Operating Limits Operating Conditions
Max ITT Oil (1) Max ITT
Thrust Time Limit N2 N1 Oil Temp Thrust Time Limit
(trimmed) Press (trimmed)
Setting (minutes) (%) (%) (C) Setting (minutes) (
(C) (psig) (C)
Maximum 10 (1) 845 100.4 100 -) - Maximum 10 (1) 845 1
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4) Takeoff 5 (2) 830 1
Maximum Maximum
(7) 830 100.4 100 170 (3) 14 to 130 (7) 830 1
Continuous Continuous
Ground Idle No time Ground Idle No time
- 54 (5) - 170 (3) -40 to 130 - 54
Sea Level limit Sea Level limit
Flight Idle No time Flight Idle No time
- 59 (5) - 170 (3) 14 to 130 - 59
Starting N/A 830 (6) - - 0-275 -40(5) Starting N/A 830 (6)
20 sec. 830 (8) 102 101 (3) - 20 sec. 830 (8) 1
Transient Transient
90 sec. - (3) 130 to 141 90 sec. -
Note: 1) Maximum is an ATR intended to be used for a period of not over Note: 1) Maximum is an ATR intended
10 minutes after the failure of one engine. 10 minutes after the failure of
Note: 2) The total time during which takeoff thrust may be used is limited Note: 2) The total time during which ta
to 5 minutes per flight. This limit commences when the thrust to 5 minutes per flight. This
lever is first set at TO/GA detent. lever is first set at TO/GA dete
Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil Note: 3) May be exceeded up to 250
pressure limit see Figure on page 7-13. pressure limit see Figure on p
Note: 4) After completing a start under cold conditions or with cold fuel Note: 4) After completing a start unde
(below 0°C) and achieving a stabilized idle, remain at ground idle (below 0°C) and achieving a s
for the time required for the oil to reach the minimum operating for the time required for the o
temperature of 14°C. During this time the transient oil pressure temperature of 14°C. During
limit applies. Run the engine for an additional 3 minutes to limit applies. Run the engin
ensure that no ice particles are present in the fuel supplied to the ensure that no ice particles ar
engine. engine.
Note: 5) Minimum Limits. Note: 5) Minimum Limits.
7-12 Phenom 100 7-12

Limitations
Note: 6) Maybe exceeded up to 892°C during 5 seconds. Note: 6) Maybe exceeded up to 89

Note: 7) Maximum Continuous is not intended for regular, normal opera- Note: 7) Maximum Continuous is
tion. tion.
Note: 8) For normal and ATR takeoff modes, may be exceeded up to Note: 8) For normal and ATR ta
862°C during 20 seconds. For ATR takeoff mode only, may be 862°C during 20 second
exceeded up to 845°C. exceeded up to 845°C.
Oil Specification Oil Specification

Engine oil must comply with MIL-PRF-23699F specification. Engine oil must comply with MIL-
Oil Pressure Limits Oil Pressure Limits
300 300
250 250
200 A 200
MOP (psig)
MOP (psig)
150 150
100 100
B
50 50
C
0 0
0 25 50 75 100 0 25
% N2
AREA TIME LIMIT AREA
A 500 sec A
B 90 sec B
C 15 sec C
D CONTINUOUS D

Starter Limits Starter Limits
Motoring Number Cool-Down Time Motoring Number C
1 60 seconds 1
2 60 seconds 2
3 15 minutes 3
4 30 minutes 4
Note: After four sequential motorings, cycle may be repeated following a Note: After four sequential motorings,
30 minutes cool-down period. 30 minutes cool-down period.
Pneumatic, Air Conditioning And Pressurization Pneumatic, Air Conditionin

Air Conditioning Air Conditioning
For air conditioning system operation on ground the GPU must be used or For air conditioning system operation on
both generators must be turned on both generators must be turned on
Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi Maximum Differential Pressure. . . . . . . .
Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi Maximum Differential Overpressure . . . .
Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi Maximum Differential Negative Pressure
Maximum Differential Pressure For Takeoff And Landing . . . . . . . . . . . 0.2 psi Maximum Differential Pressure For Takeo
Ice and Rain Protection Ice and Rain Protection

Operation in Icing Conditions Operation in Icing Conditions
Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40°C Minimum Temperature for Wing/ Stabilize
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS Minimum Airspeed . . . . . . . . . . . . . . . . .
Crew must activate the ice protection system when icing conditions exist or Crew must activate the ice protection sy
are anticipated below 10°C as follows: are anticipated below 10°C as follows:
If OAT is between 5°C and 10°C with visible moisture: If OAT is between 5°C and 10°C with visi
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . . . . . .
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINGSTAB Switch . . . . . . . . . . . . . .
WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WSHLD 1 and WSHLD 2 . . . . . . . . .
If OAT is below 5°C with visible moisture: If OAT is below 5°C with visible moisture:
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WSHLD 1 and WSHLD 2 Switches . .
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . . . . . .
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch . . . . . . . . . . . . . .
7-14 Phenom 100 7-14

Limitations
Note: Note:
 Icing conditions may exist whenever the Static Air Temperature (SAT) on  Icing conditions may exist whene
the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C the ground or for takeoff, or Tota
or below and visible moisture in any form is present (such as clouds, fog or below and visible moisture in a
with visibility of one mile or less, rain, snow, sleet, and ice crystals). with visibility of one mile or less,

Icing conditions may also exist when the SAT on the ground and for 
Icing conditions may also exist w
takeoff is 10°C or below when operating on ramps, taxiways, or runways takeoff is 10°C or below when op
where surface snow, ice, standing water, or slush may be ingested by where surface snow, ice, standin
the engines, or freeze on engines, nacelles, or engine sensor probes. the engines, or freeze on engine
 WINGSTAB switch must remain at the ON position until the entire wing,  WINGSTAB switch must remain
including unprotected areas and areas behind the wing deicing boot, are including unprotected areas and
free of ice accretion. free of ice accretion.

In icing conditions the airplane must be operated, and its ice protection 
In icing conditions the airplane m
systems used as described in the operating procedures section of the systems used as described in th
AFM. Where specific operational speeds and performance information AFM. Where specific operationa
have been established for such conditions, this information must be have been established for such c
used. used.

Take-off is prohibited with frost, ice, snow or slush adhering to wings, 
Take-off is prohibited with frost, ic
control surfaces, engine inlets, or other critical surfaces. control surfaces, engine inlets, o

The airplane must exit SLD (Super Cooled Large Droplet) icing condi- 
The airplane must exit SLD (Sup
tions environment. SLD conditions will be recognized by ice formation aft tions environment. SLD condition
protected surfaces or in areas where not normally collect ice (side win- protected surfaces or in areas w
dows). dows).

Intentional flight in freezing drizzle or freezing rain is prohibited. If the air- 
Intentional flight in freezing drizzl
plane encounters conditions that are determined to contain freezing rain plane encounters conditions that
or freezing drizzle, the pilot must immediately exit the freezing rain or or freezing drizzle, the pilot must
freezing drizzle conditions by changing altitude or course. Such condi- freezing drizzle conditions by cha
tions may be identified by the following visual cues: tions may be identified by the fol
 Unusually extensive ice accreted on the airframe in areas not normally  Unusually extensive ice accrete
observed to collect ice. observed to collect ice.
 Accumulation of ice on the upper surface or lower surface of the wing aft  Accumulation of ice on the upp
of the protected area. of the protected area.

Note: Note:
 There are many methods to ensure the wing is clear of ice. If visual  There are many methods to ensure th
inspection does not indicate wing contamination, a tactile (hand on sur- inspection does not indicate wing con
face) check of the wing leading edge and the upper surface must be face) check of the wing leading edge
accomplished prior to takeoff. The tactile check must also be performed accomplished prior to takeoff. The tac
when the holdover time is exceeded after airplane de/anti-icing fluids are when the holdover time is exceeded a
applied.This check must be performed whenever the outside tempera- applied.This check must be performe
ture is less than 6°C or if it cannot be ascertained that the wing fuel tem- ture is less than 6°C or if it cannot be
perature is above 0°C, and there is visible moisture, or: perature is above 0°C, and there is v
 Water is present on the wing; or  Water is present on the wing; or
 When difference between the dew point and the outside air temperature  When difference between the dew p
is 3°C or less; or is 3°C or less; or
 The atmospheric conditions have been conducive to frost formation.  The atmospheric conditions have be

Since the autopilot can mask tactile cues that indicate adverse changes 
Since the autopilot can mask tactile c
in handling characteristics, therefore, the pilot should consider not using in handling characteristics, therefore,
the autopilot when any ice is visible on the airplane or the autopilot using the autopilot when any ice is visible on
is prohibited when: is prohibited when:
 Severe icing;  Severe icing;
 Unusual control force or control deflection, or unusually large control  Unusual control force or control defl
forces to move flight controls when the autopilot is disconnected period- forces to move flight controls when
ically; or ically; or
 Indications of frequent autopilot re-trimming during straight and level  Indications of frequent autopilot re-t
flight. flight.
CAUTION CAUTIO
On ground, do not rely on visual icing evidence to turn on the de-icing / anti- On ground, do not rely on visual icing ev
icing system. Use the temperature and visual moisture criteria as specified icing system. Use the temperature and v
above. Delaying the use of the de-icing / anti-icing system until ice build-up above. Delaying the use of the de-icing
is visible from the cockpit may result in ice ingestion and possible engine is visible from the cockpit may result in
damage or flameout. damage or flameout.
7-16 Phenom 100 7-16

Limitations
Autopilot/Yaw Damper Autopilot/Yaw Damper

Minimum Engagement Height (dual engine) . . . . . . . . . . . . . . . . . . . . . .500 ft Minimum Engagement Height (dual e
Minimum Engagement Height (single engine) . . . . . . . . . . . . . . . . . . . .1000 ft Minimum Engagement Height (single
Minimum Use Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 ft Minimum Use Height . . . . . . . . . . . .
Altitude Loss (maneuvering / cruise) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 ft Altitude Loss (maneuvering / cruise)
The Phenom 100 is approved for CAT I approaches. This statement does not The Phenom 100 is approved for CA
grant operational approval to conduct CAT I operations. grant operational approval to conduc
Attitude and Heading Reference System (AHRS) Attitude and Heading Re

The airplane may not be operated in the regions stated on the table below: The airplane may not be operated in
Magnetic Magnetic
Cut-Out Latitude Longitude Cut-Out Latitude
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and
North North
North of 70°N Between 0° and 180°W/E North of 70°N
Between 55°S and 70°S Between 120°E and165°E Between 55°S and
South South
South of 70°S Between 0° and 180°W/E South of 70°S
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures m
the indication GEO LIMITS is displayed. the indication GEO LIMIT

Garmin G1000 Avionics System Garmin G1000 Avionics Sy
The GARMIN G1000 avionics system has the following limitations: The GARMIN G1000 avionics system has

Use of VNAV is prohibited during the intermediate segment of an approach 
Use of VNAV is prohibited during the in
that includes a teardrop course reversal because will become available. that includes a teardrop course revers

Dead Reckoning Mode use is allowed only in Enroute (ENR) or Oceanic 
Dead Reckoning Mode use is allowed
(OCN) phases of flight. The estimated navigation data supplied by the sys- (OCN) phases of flight. The estimated
tem in DR Mode must not be used as a sole means of navigation. tem in DR Mode must not be used as
 The fuel quantity, fuel required, fuel remaining, and gross weight estimate  The fuel quantity, fuel required, fuel rem
functions of the G1000 are supplemental information only and must be functions of the G1000 are supplemen
verified by the flight crew. verified by the flight crew.
Garmin G1000 GPS Navigation System Garmin G1000 GPS Naviga

Operational Approvals Operational Approvals
The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 GPS receivers are ap
The Garmin G1000 system has been demonstrated capable of, and has been The Garmin G1000 system has been dem
shown to meet the accuracy requirements for, the following operations pro- shown to meet the accuracy requiremen
vided it is receiving usable navigation data. vided it is receiving usable navigation dat
These do not constitute operational approvals. These do not constitute operational appro

Enroute, terminal, non-precision instrument approach operations using 
Enroute, terminal, non-precision instru
GPS and WAAS (including "GPS", "or GPS", and "RNAV" approaches), GPS and WAAS (including "GPS", "or
and approach procedures with vertical guidance (including "LNAV/VNAV", and approach procedures with vertical
"LNAV + V", and "LPV") within the U.S. National Airspace System in "LNAV + V", and "LPV") within the U.S
accordance with AC 20-138A. accordance with AC 20-138A.

Barometric VNAV is approved to enroute and terminal descents, as per AC 
Barometric VNAV is approved to enrou
20-129. Guidance is provided up to the FAF waypoint when there is not a 20-129. Guidance is provided up to th
procedure that provides vertical guidance following the FAF. Guidance is procedure that provides vertical guida
provided up to the waypoint preceding the FAF (FAF-1) when there is a provided up to the waypoint preceding
procedure that provides vertical guidance (ILS or GPS WAAS) following procedure that provides vertical guida
the FAF. the FAF.
 Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order  Oceanic/Remote/MNPS–RNP-10 (per
8400-12A. Both GPS receivers are required to be operating and receiving 8400-12A. Both GPS receivers are req
usable signals except for routes requiring only one Long Range Naviga- usable signals except for routes requir
tion (LRN) sensor. tion (LRN) sensor.
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote operations
gram works in combination with the Route Planning Software (ver- gram works in combination with
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved vers
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program, refe
Instructions Garmin part number 190-00643-01. Instructions Garmin part number
7-18 Phenom 100 7-18

Limitations
 Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in  Enroute and Terminal including RN
accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiv- accordance with JAA TGL-10 and
ing usable navigation information from one or more GPS receivers. ing usable navigation information
 GPS based IFR enroute, oceanic, and terminal navigation is prohibited  GPS based IFR enroute, oceanic,
unless the pilot verifies the currency of the database or verifies each unless the pilot verifies the curren
selected waypoint for accuracy by reference to current approved data. selected waypoint for accuracy by

RNAV/GPS instrument approaches must be accomplished in accordance 
RNAV/GPS instrument approache
with approved instrument approach procedures that are retrieved from the with approved instrument approac
G1000 navigation database. G1000 navigation database.
The G1000 database must incorporate the current update cycle. The G1000 database must incorpora
Note: Not all the published approaches are in the navigation database. Note: Not all the published appro
The flight crew must ensure that the planned approach is in the The flight crew must ensu
database. database.

Receiver Autonomous Integrity Monitoring (RAIM) must be available when 
Receiver Autonomous Integrity Mo
conducting instrument approaches utilizing the GPS receiver. conducting instrument approache

IFR non-precision approach approval is limited to published approaches 
IFR non-precision approach appro
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System.
are not approved unless authorized by the appropriate governing author- are not approved unless authorize
ity. ity.
 Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC,  Use of the Garmin G1000 GPS rec
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type
lay is not authorized. lay is not authorized.
 Operation in airspace referenced to a datum other than WGS-84 or NAD-  Operation in airspace referenced
83 is prohibited. 83 is prohibited.
 RNP operations are not authorized except as noted in the Operational  RNP operations are not authorize
Approvals Section. Approvals Section.

Use of the Garmin G1000 system for GPS or WAAS navigation under 
Use of the Garmin G1000 system
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requ
a. The airplane must be equipped with an approved and operational a. The airplane must be equ
alternate means of navigation appropriate to the route being flown alternate means of naviga
(NAV receiver, DME or ADF). (NAV receiver, DME or AD
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purpos
must have an approved instrument approach procedure, other must have an approved in
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which
available at the estimated time of arrival. All equipment required available at the estimated
for this procedure must be installed and operational. for this procedure must be

Kinds of Operation Kinds of Operation
This airplane may be flown day and night in the following conditions, when This airplane may be flown day and nig
the appropriate equipment and instruments required by airworthiness and the appropriate equipment and instrume
operational requirements are approved, installed and in an operable condition operational requirements are approved, in
as defined in the KINDS OF OPERATIONS EQUIPMENT LIST: as defined in the KINDS OF OPERATION

Visual Flight Rules (VFR) 
Visual Flight Rules (VFR)

Instrument Flight Rules (IFR) 
Instrument Flight Rules (IFR)
 Icing Conditions  Icing Conditions
Kinds of Operation Equipment List Kinds of Operation Equipment List
The following equipment list identifies the systems and equipment upon The following equipment list identifies
which type certification for each kind of operation was predicted. The systems which type certification for each kind of op
and items of equipment listed must be installed and operable unless: and items of equipment listed must be ins
1. The airplane is approved to be operated in accordance with a current Mini- 1. The airplane is approved to be operat
mum Equipment List (MEL) approved by FAA, or mum Equipment List (MEL) approved b
2. An alternate procedure is provided in the basic FAA Approved Airplane Flight 2. An alternate procedure is provided in th
Manual for the inoperative state of the listed equipment and all limitations are Manual for the inoperative state of the
complied with. complied with.
The following systems and equipment list does not include all specific flight The following systems and equipment lis
and radio-navigation equipment required by local operating rules. It also does and radio-navigation equipment required
not include components obviously required for the airplane to be airworthy not include components obviously requir
such as wings, primary flight controls, empennage, engine, etc. such as wings, primary flight controls, em
7-20 Phenom 100 7-20

Limitations
Kinds of Operation Equipment List (KOEL) Kinds of Operation Equ

Operation: Day VFR Operation: Day VFR
1) Installations 1) Installations
System Function / Equipment System F
Environmental / Pressurization Pressure Relief Valve (PRV) Environmental / Pressurization P
Environmental / Pressurization Negative Pressure Relief Valve (NPRV) Environmental / Pressurization N
Environmental / Pressurization Outflow Valve Environmental / Pressurization O
Environmental / Pressurization Pressurization Control Environmental / Pressurization P
Environmental / Pressurization Flow Control Shutoff Valve (FCSOV) Environmental / Pressurization F
Environmental / Pressurization Pressure Regulating Shutoff Valve Environmental / Pressurization P
(PRSOV) (
Electrical Starter Generators Electrical S
Electrical Batteries Electrical B
Fire Protection Portable Fire Extinguisher Fire Protection P
Fire Protection Engine Fire Detection System Fire Protection E
Fire Protection Engine Fire Extinguisher System Fire Protection E
Fuel Fuel jet pumps Fuel F
Fuel Fuel emergency pumps Fuel F
Fuel Fuel shutoff valves Fuel F
Landing Gear Landing Gear Emergency Operation Landing Gear L
System S
Lights Anti-Collision Lights Lights A
Flight Instruments / Navigation Air Data System (ADS) Flight Instruments / Navigation A
Flight Instruments / Navigation Attitude and Heading Reference System Flight Instruments / Navigation A
(AHRS) (
Oxygen Oxygen System Oxygen O
Miscellaneous ELT Miscellaneous E
Miscellaneous Seat Belts Miscellaneous S
Miscellaneous Hand Microphone Miscellaneous H

Kinds of Operation Equipment List (KOEL) Kinds of Operation Equipmen
Operation: Day VFR (CONT.) Operation: Day VFR (CONT.)
2) Instruments / Indications 2) Instruments / Indications
System Function / Equipment System Fun
Environmental / Pressurization Pressurization Indications (Cabin alti- Environmental / Pressurization Pre
tude, rate and delta pressure, Landing tude
Field Elevation)* Fiel
Electrical Battery Voltage Indication Electrical Bat
Flight Controls Flaps Position Indication Flight Controls Flap
Fuel Fuel Quantity Indications Fuel Fue
Landing Gear Landing Gear Position Indication Landing Gear Lan
Flight Instruments / Navigation Primary Flight Displays (PFD) (Air- Flight Instruments / Navigation Prim
speed Indication, Altitude Indication, spe
Heading Indication, Warning Caution Hea
and Advisory Function) and
Flight Instruments / Navigation Integrated Electronic Standby Instru- Flight Instruments / Navigation Inte
ment (IESI) (Airspeed Indication, Alti- men
tude Indication, Heading Indication) tude
Flight Instruments / Navigation Multi-Function Display (MFD) Flight Instruments / Navigation Mul
Flight Instruments / Navigation Magnetic Compass Flight Instruments / Navigation Mag
Engine Engine Indications (Oil pressure and Engine Eng
Temperature, Fuel flow, ITT, N1, N2)* Tem
Warning Aural Warning System Warning Aur
Warning Takeoff Warning System Warning Tak
Miscellaneous Approved Airplane Flight Manual Miscellaneous App
(AFM) (AF
Miscellaneous Embrear Prodigy Cockpit Reference Miscellaneous Em
Guide Gui
7-22 Phenom 100 7-22

Limitations

Operation: Night VFR Operation: Night VFR
Installations Installations
System Function / Equipment System
All equipment/indications required for day VFR All equipment/indications required fo
Lights Instruments Lights Lights
Lights Position Lights Lights
Lights Anti-Collision Lights Lights
Lights Landing / Taxi Lights Lights
Lights Courtesy Lights Lights
Lights Flashlight Lights
Lights Attitude indication Lights
Operation: IFR Operation: IFR

Installations and Indications Installations and Indications
All equipment/indications required for day VFR All equipment/indications required fo
All equipment/indications required for night VFR (for night flights) All equipment/indications required fo
Ice Protection Pitot /Static-AOA Heating System Ice Protection
Flight Instruments / Navigation Slip-Skid Indication Flight Instruments / Navigation
Flight Instruments / Navigation Clock Flight Instruments / Navigation

Kinds of Operation Equipment List (KOEL) Kinds of Operation Equipm
Operation: Icing Conditions Operation: Icing Conditions
System Function / Equipment System Function /
All equipment / indications required for IFR All equipment / indications required for IF
Ice Protection Cockpit Fan Ice Protection Cockpit Fa
Ice Protection Wing and Horizontal Stabilizer De-Icing Sys- Ice Protection Wing and
tem tem
Ice Protection Engine Anti-Icing System Ice Protection Engine Ant
Ice Protection Windshield Heating System Ice Protection Windshield
Lights Wing Inspection Light* Lights Wing Inspe
*Only required for night operation *Only required for night operation
Operation: Extended over Water Operation: Extended over Water

System Function / Equipment System Function /
Miscellaneous Water Barrier Miscellaneous Water Barr
**Operating rules may require additional equipment. **Operating rules may require additional e
7-24 Phenom 100 7-24

Planning and Performance
Flight Planning Flight Planning

General General
Flight planning is one of the most important activites that occurs prior to each Flight planning is one of the most im
flight. flight.
A preflight briefing may be obtained by computer terminal from DUAT or from A preflight briefing may be obtained
a Flight Service Station by telephone, radio, or personal visit. The briefing a Flight Service Station by telephon
should consist of weather, airport, enroute NAVAID information, including should consist of weather, airport,
RAIM, if applicable to the approach planned, and NOTAMS. RAIM, if applicable to the approach p
Normally, plan the trip and compute the weight and balance first. However, Normally, plan the trip and compute
when conditions at the departure airport are near the maximum operating lim- when conditions at the departure airp
its of the aircraft, determine takeoff performance data first. This prevents its of the aircraft, determine takeof
planning a trip and then discovering that takeoff is impossible with the planning a trip and then discoveri
planned passenger and fuel load. planned passenger and fuel load.
The performance tables require that the planned altitude and approximate The performance tables require tha
aircraft weight be known. Aircraft weight decreases as fuel is consumed. aircraft weight be known. Aircraft we
In real world situations, the estimated fuel required must be modified for In real world situations, the estima
known delays (e.g., weather, diversions, and air traffic flow). known delays (e.g., weather, diversio
If fuel conservation is more important than time to destination, consult the If fuel conservation is more importa
cruise tables in the Phenom 100 Operating Manual for long range cruise cruise tables in the Phenom 100 O
information. information.
This chapter uses Phenom 100 M.65 Cruise thrust setting and fuel flow for This chapter uses Phenom 100 M.65
the atmospheric conditions during the cruise leg to the primary destination. the atmospheric conditions during th

Trip Planning Data Trip Planning Data

The example depicted in this chapter is based on the following data. The example depicted in this chapter is b
Departure (Fresno, CA - KFAT) Departure (Fresno, CA - KFAT)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7205 ft Runway Length . . . . . . . . . . . . . . . . . . . .
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0% Runway Gradient . . . . . . . . . . . . . . . . . .
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290° Runway Heading. . . . . . . . . . . . . . . . . . .
Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400 lbs (4264kg) Takeoff Weight . . . . . . . . . . . . . . . . . . . .
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . .
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336 ft Field Elevation. . . . . . . . . . . . . . . . . . . . .
Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calm Runway Winds . . . . . . . . . . . . . . . . . . . .
Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None Obstacle . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Enroute
Cruising Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26000 ft Cruising Altitude . . . . . . . . . . . . . . . . . . .
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -27°C Temperature . . . . . . . . . . . . . . . . . . . . . .
Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 KTS Headwind Component . . . . . . . . . . . . . .
Distance to Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 NM Distance to Destination . . . . . . . . . . . . . .
Arrival (Hawthorne, CA - KHHR) Arrival (Hawthorne, CA - KHHR)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4956 ft Runway Length . . . . . . . . . . . . . . . . . . . .
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 Runway Gradient . . . . . . . . . . . . . . . . . .
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250° Runway Heading. . . . . . . . . . . . . . . . . . .
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . .
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 ft Field Elevation. . . . . . . . . . . . . . . . . . . . .
Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calm Runway Winds . . . . . . . . . . . . . . . . . . . .
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Full Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-2 Phenom 100 8-2

Flight Planning Overview Flight Planning Overvie

Proper detailed planning is required to ensure safe performance. This section Proper detailed planning is required t
provides necessary steps and performance charts to plan a trip from Fresno provides necessary steps and perfor
Yosemite Intl in Fresno, California (KFAT) to Northrop/Hawthorne Muni in Yosemite Intl in Fresno, California
Hawthorne, California (KHHR) in the Phenom 100 Aircraft. An understanding Hawthorne, California (KHHR) in the
of Phenom 100 Performance Data and it's effective use should be achieved of Phenom 100 Performance Data a
with the completion of this training material. with the completion of this training m
In this example, there are no unusual conditions (e.g., distance, elevation, In this example, there are no unusu
climb gradient requirements, airport ambient temperatures, runway lengths). climb gradient requirements, airport
A takeoff weight of 9400 lbs (4264 kg) is desired with Flaps 2. A takeoff weight of 9400 lbs (4264 kg

TAKEOFF T R A I N I N G S E R V I C E S TAKEOFF
ATIS Calm Winds ATIS Calm Win
20° 20°
CLIMB LIMITED TAKEOFF
V1 WEIGHT:
V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
RETURN RUNWAY REQUIRED: RETURN
VREF VREF
CLEARANCE: CLEARANCE:
The aircraft is positioned at the general aviation parking area on the SW area The aircraft is positioned at the gene
on the field. Takeoff data to include V speeds will be computed first, climb on the field. Takeoff data to include
information to follow, then cruise, descent, and landing data. information to follow, then cruise, des
A reference information section on performance definitions, regulations, and A reference information section on p
issues is provided in the last portion of this chapter. issues is provided in the last portion

8-4
119-44 119-43 119-42
April 2009
Apt Elev
CHANGES:
Rwy 11R/29L Rmk: Possible wake turbulence or wind shear
arriving to Rwy 29L or departing from Rwy 11R. Jet testing
T R A I N I N G
1
ATIS
1111L 1000' 305m conducted at Air National Guard Ramp located at southeast
None.
392' Stopway
121.35
^
N36 46.6 W119 43.1
336'
corner of airport.
No intersection departures to the northwest except the
KFAT/FAT
11 1R
C12 Army
11^
Elev C intersection of Rwy 29R at B2 or during single rwy ops.
36-47 333'
National 36-47
Guard
1216' 371m
399' Stopway B12
FRESNO
Elev 329' B12 C10

8
B
124.35
B11 B10 C
Clearance
S E R V I C E S
A
Taxiway B11 closed to aircraft B9
Licensed to JeppView3. Printed on 30 Jul 2008.
7 B
72
over 60,000 lbs.
1 4 Ê
05
26 JAN 07
6 B10
'2 19
6m
92
B6
17
5 A ' 28 401'
4 B8 09
m
JEPPESEN
3 ARP C
B6
10-9
Ground
121.7
2
1 B7 B4 Bldg
A Area
B6 B5 B3
Feet 0 500 1000 1500 2000 2500 3000
B5 B3
Meters 0 200 400 600 800 1000
Control
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008
119-44 Tower B3 B2
445' B
118.2
Tower
B2 Elev 332'
119-43.2 119-43.1
29L
291
36-46.3 36-46.3 ^ C
14B Elev 330'

16 200' 61m 850' 259m
14 Stopway
17 Stopway
12B
12 Twy B5 between Rwy 11L/29R and Rwy 11R/29L unlighted B B
10 15 retroreflective markers restricted to aircraft 12,500 lbs
8 15B or less.
119.6
29R
11 291
240^-090^
6 ^
7 11B 36-46
4 5 9
| JEPPESEN SANDERSON, INC., 2000, 2006. ALL RIGHTS RESERVED.

2 PARKING GATE COORDINATES
3
JEPPESEN
1 36-46.2 GATE NO. COORDINATES Ditch Ditch

Air
FRESNO Departure (R)
36-46.2 1 thru 4 N36 46.2 W119 43.2 National

5 thru 9, 11, 11B N36 46.2 W119 43.1 Guard
132.35
404'
091^-239^
10, 12 thru 17 N36 46.3 W119 43.1 119-43 119-42

JeppView 3.6.0.0
119-43.2 119-43.1
FRESNO YOSEMITE INTL
FRESNO, CALIF
8-4 Phenom 100
119-44 119-43 119-42

April 2009
Apt Elev
CHANGES:
Rwy 11R/29L Rmk: Possible wake turbulence or wind shear

arriving to Rwy 29L or departing from Rwy 11R. Jet testing
T R A I N I N G
1
ATIS
1111L 1000' 305m conducted at Air National Guard Ramp located at southeast
None.
392' Stopway
121.35
^
N36 46.6 W119 43.1
336'
corner of airport.
No intersection departures to the northwest except the
KFAT/FAT
11 1R
C12 Army
11^
Elev C intersection of Rwy 29R at B2 or during single rwy ops.
36-47 333'
National 36-47
Guard
1216' 371m
399' Stopway B12
FRESNO
Elev 329' B12 C10

8
B
124.35
B11 B10 C
Clearance
S E R V I C E S
A
Taxiway B11 closed to aircraft B9
Licensed to JeppView3. Printed on 30 Jul 2008.
7 B
72
over 60,000 lbs.
1 4 Ê
05
26 JAN 07
6 B10
'2 19
6m
92
B6
17
5 A ' 28 401'
4 B8 09
m
JEPPESEN
3 ARP C
B6
10-9
Ground
121.7
2
|J
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid
Developed for Train

PerformancePlanning PerformancePlanning
This section illustrates the step by step process necessary to determine take- This section illustrates the step by st
off, climb, cruise, and landing data. The performance data is presented in off, climb, cruise, and landing data.
tabulated form. Extracting the data is relatively simple. Find the line of data tabulated form. Extracting the data
that equates to the parameters that apply to the conditions of the flight, i.e. that equates to the parameters that
field elevation, temperature, wind, altitude, or weight. Be very methodical field elevation, temperature, wind, a
and make sure correct data is used to compute the information. Interpolation and make sure correct data is used
of the data is acceptable only between given values. Extrapolation of data of the data is acceptable only betw
outside given values is not allowed. Double check the data to make sure it is outside given values is not allowed.
correct. To determine if a flight can operate several determining factors must correct. To determine if a flight can o
be analyzed. Those factors are: be analyzed. Those factors are:

Structural Weight Limitations 
Structural Weight Limitations
 Climb Limited Takeoff Weight  Climb Limited Takeoff Weight
Aircraft Takeoff Weight Aircraft Takeoff Weight
The gross takeoff weight is determined by the weight and balance computa- The gross takeoff weight is determin
tions. tions.

ATIS Calm Winds ATISCalm Win
20° 20°
V1 WEIGHT:
V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
VREF VREF

Airport Information Airport Information

Airport information is obtained from the standard sources. Airport information is obtained from the st
In this case, use the trip planning data provided and calm winds. If winds In this case, use the trip planning data
were a factor, the use of the Crosswind Component Chart would be appropri- were a factor, the use of the Crosswind C
ate. ate.
Crosswind Component Chart Crosswind Component Chart
Use the Crosswind Component chart to determine the wind component at Use the Crosswind Component chart to
takeoff. takeoff.
As an example: As an example:
1. First, determine the angle between the runway heading and the forecast wind 1. First, determine the angle between the
direction. direction.
With a runway heading of 170° and a forecast wind from 190°, the resultant With a runway heading of 170° and a
angle is 20°. angle is 20°.
2. Plot the point at which the forecast wind velocity (15 kts) intersects the angu- 2. Plot the point at which the forecast win
lar difference between the runway heading and the forecast wind direction lar difference between the runway he
(20°). (20°).
3. Move left to the edge of the chart to obtain the headwind / tailwind compo- 3. Move left to the edge of the chart to o
nent (14 kts). nent (14 kts).
4. Move down from the intersection to the 0 reference line of the chart to obtain 4. Move down from the intersection to the
the crosswind component (6 kts). the crosswind component (6 kts).
8-6 Phenom 100 8-6

Wind Component Chart Wind Component Chart

80 80
70 WIND DIRECTION RELATIVE 70 WIND DIRECTIO

TO RUNWAY TO RUN
EFFECTIVE HEADWIND
EFFECTIVE HEADWIND
60 (STRAIGHT LINES) 60 (STRAIGHT
COMPONENT - KTS
COMPONENT - KTS
50 0° 10° 50 0° 10°
20° 20°
30° 30°
40 40° 40 40°
50°
30 30
60°
20 20
70°
14 14
10 10
80°
CROSSWIND
0 COMPONENT 0
90°
0 10 20 30 40 50 60 70- KTS80 90 0 10 20 30
6 6
-10 -10
EFFECTIVE TAILWIND
EFFECTIVE TAILWIND
100°
COMPONENT - KTS
COMPONENT - KTS
-20 -20
110°
-30 120° -30
130°
-40 -40
140° 140°
REPORTED WIND
-50 150° -50 150°
160° SPEED 160°
180° 170° 180° 170°
(CURVED LINES)
-60 -60
-70 -70
-80 -80

Climb Limited Takeoff Weight Climb Limited Takeoff Weight

It is the maximum allowed takeoff weight for the airport altitude and tempera- It is the maximum allowed takeoff weight
ture, and complying with the takeoff and go-around climb gradient require- ture, and complying with the takeoff and
ments. ments.
The climb limited takeoff weight is obtained from the following table: The climb limited takeoff weight is obtaine
TAKEOFF WEIGHT (lb) TAKEOFF
TEMP MINIMUM REQUIRED RUNWAY LENGTH (ft) – LIMITATION CODE TEMP MINIMUM REQUIRED RUNWAY
V1/VR/V2 (KIAS) V1/VR/
(°C) (°C)
CLIMB
8200 8600 9000 9400 9800 10200 10470 LIMIT 8200 8600 9000 9400
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449 -40 2457 2401 2351 2305
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-35 2501 2444 2394 2348 2452 2767 - 10465 -35 2501 2444 2394 2348
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-30 2545 2488 2437 2390 2490 2801 3069 10470 -30 2545 2488 2437 2390
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-25 2589 2532 2480 2433 2527 2835 3106 10470 -25 2589 2532 2480 2433
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-20 2634 2576 2524 2476 2567 2873 3149 10470 -20 2634 2576 2524 2476
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-15 2678 2620 2567 2520 2607 2912 3191 10470 -15 2678 2620 2567 2520
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-10 2721 2663 2611 2563 2649 2954 3237 10470 -10 2721 2663 2611 2563
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-5 2764 2706 2654 2606 2692 2997 3283 10470 -5 2764 2706 2654 2606
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
0 2804 2745 2692 2644 2735 3044 3329 10470 0 2804 2745 2692 2644
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
5 2844 2784 2731 2682 2778 3090 3376 10470 5 2844 2784 2731 2682
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
10 2884 2824 2770 2720 2825 3141 3428 10470 10 2884 2824 2770 2720
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/95 89/89/93 88/89/93
15 2918 2858 2803 2753 2878 3199 3493 10470 15 2918 2858 2803 2753
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/94 89/89/93 87/89/93
20 2952 2891 2836 2786 2934 3258 - 10469 20 2952 2891 2836 2786
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 91/91/96 90/90/94 89/89/93 87/89/93
-
25 2977 2915 2859 2806 3000 3343 - 10416 25 2977 2915 2859 2806
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96 91/91/96 90/90/94 88/88/92 87/89/93
-
30 2836 2781 2738 3022 3425 - - 9920 30 2836 2781 2738 3022
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94 87/87/92 86/86/90 84/87/91 88/90/93
- -
35 2683 2715 3044 - - - - 9387 35 2683 2715 3044 -
83/83/87 83/85/89 88/88/91 83/83/87 83/85/89 88/88/91
- - - - -
40 2676 3047 - - - - - 8889 40 2676 3047 - -
81/83/87 86/86/89 81/83/87 86/86/89
- - - - - - -
45 3036 - - - - - - 8430 45 3036 - - -
84/84/87 84/84/87
- - - - - - - - -
VFS 115 118 120 123 125 127 129 VFS 115 118 120 123
8-8 Phenom 100 8-8

Based on the parameters entered 10,469 lbs is the climb limiting takeoff Based on the parameters entered
weight:The planned takeoff weight is below this figure and below the max weight:The planned takeoff weight
structural weight thus the flight can be safely operated. Take note of the dif- structural weight thus the flight can b
ference between the planned takeoff weight and the climb limited weight. ference between the planned takeo
This computation provides data information can be used for subsequent load This computation provides data infor
planning. planning.

ATIS Calm Winds Calm Win
ATIS
20° 20°
V1 WEIGHT:
10469 V1
TAKEOFF WEIGHT:
VR 9400 VR
FLAPS:
V2 2 V2
TRIM:
VFS VFS
VREF VREF

Takeoff Distances and Takeoff Field Length Takeoff Distances and Takeoff Fiel
The flap settings for departure can be either 1 or 2. Flap 1 will result in a lon- The flap settings for departure can be eit
ger takeoff distance but a better 2nd segment climb gradient. Flap 2 has a ger takeoff distance but a better 2nd se
shorter take off distance and less 2nd segment climb performance. shorter take off distance and less 2nd seg
SIMPLIFIED TAKEOFF ANALYSIS SIMPLIFIED TAKEO

FLAPS 2 – DRY RUNAWAY – ANTI-ICE OFF FLAPS 2 – DRY RUNAWA
Airport Pressure Altitude: 0 ft Airport Pressure Altitude: 0 ft
TAKEOFF WEIGHT (lb) TAKEOFF W
TEMP MINIMUM REQUIRED RUNWAY LENGTH (ft) – LIMITATION CODE TEMP MINIMUM REQUIRED RUNWAY
V1/VR/V2 (KIAS) V1/VR/V
(°C) (°C)
CLIMB
8200 8600 9000 9400 9800 10200 10470 LIMIT 8200 8600 9000 9400
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449 -40 2457 2401 2351 2305
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-35 2501 2444 2394 2348 2452 2767 - 10465 -35 2501 2444 2394 2348
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 - 92/92/97 91/91/95 89/89/93 88/89/93
-30 2545 2488 2437 2390 2490 2801 3069 10470 -30 2545 2488 2437 2390
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-25 2589 2532 2480 2433 2527 2835 3106 10470 -25 2589 2532 2480 2433
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-20 2634 2576 2524 2476 2567 2873 3149 10470 -20 2634 2576 2524 2476
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-15 2678 2620 2567 2520 2607 2912 3191 10470 -15 2678 2620 2567 2520
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-10 2721 2663 2611 2563 2649 2954 3237 10470 -10 2721 2663 2611 2563
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
-5 2764 2706 2654 2606 2692 2997 3283 10470 -5 2764 2706 2654 2606
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/97 91/91/95 89/89/93 88/89/93
0 2804 2745 2692 2644 2735 3044 3329 10470 0 2804 2745 2692 2644
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
5 2844 2784 2731 2682 2778 3090 3376 10470 5 2844 2784 2731 2682
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 91/91/95 89/89/93 88/89/93
10 2884 2824 2770 2720 2825 3141 3428 10470 10 2884 2824 2770 2720
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/95 89/89/93 88/89/93
15 2918 2858 2803 2753 2878 3199 3493 10470 15 2918 2858 2803 2753
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97 92/92/96 90/90/94 89/89/93 87/89/93
20 2952 2891 2836 2786 2934 3258 - 10469 20 2952 2891 2836 2786
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 91/91/96 90/90/94 89/89/93 87/89/93
-
25 2977 2915 2859 2806 3000 3343 - 10416 25 2977 2915 2859 2806
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96 91/91/96 90/90/94 88/88/92 87/89/93
-
30 2836 2781 2738 3022 3425 - - 9920 30 2836 2781 2738 3022
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94 87/87/92 86/86/90 84/87/91 88/90/93
- -
35 2683 2715 3044 - - - - 9387 35 2683 2715 3044 -
83/83/87 83/85/89 88/88/91 83/83/87 83/85/89 88/88/91
- - - - -
40 2676 3047 - - - - - 8889 40 2676 3047 - -
81/83/87 86/86/89 81/83/87 86/86/89
- - - - - - -
45 3036 - - - - - - 8430 45 3036 - - -
84/84/87 84/84/87
- - - - - - - - -
VFS 115 118 120 123 125 127 129 VFS 115 118 120 123
8-10 Phenom 100 8-10


ATIS Calm Winds Calm Wind
ATIS
20° 20°
V1 87
WEIGHT:
10469 V1 87
TAKEOFF WEIGHT:
VR 89 9400 VR 89
FLAPS:
V2 93 2 V2 93
TRIM:
VFS 123 VFS 123

VREF VREF

Climb Performance Climb Performance

To determine fuel, time to climb, distance to climb, and climb speeds the fol- To determine fuel, time to climb, distance
lowing charts are used to determine this information: lowing charts are used to determine this i
ALTITUDE SEA LEVEL TO 26000 AND 28000 FT ALTITUDE SEA LEVEL TO
SPEED SCHEDULE: 200 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 200 KIAS AT SPEED SCHEDULE: 200 KIAS UP TO 10000 FT,
12000 FT, MAINTAINING 200 KIAS UP TO 30800 FT AND MACH 0.55 12000 FT, MAINTAINING 200
ABOVE 30800 FT. ABOVE 30800 FT.
INITIAL ALTITUDE: 1500 FT INITIAL ALTITUDE: 1500 FT
26000 ft 28000 ft 26000 ft

Weight Weight
(lb) ISA + °C ISA + °C (lb) ISA + °C
-19 -10 0 10 20 -17 -10 0 10 20 -19 -10 0 10
Fuel LB 231 241 253 285 384 254 263 277 317 444 Fuel LB 231 241 253 285 3
10472 Distance NM 48 50 52 62 98 55 56 59 73 121 10472 Distance NM 48 50 52 62
Time MIN 12 12 12 14 22 13 14 14 17 26 Time MIN 12 12 12 14
Fuel LB 218 228 240 270 360 241 249 262 299 413 Fuel LB 218 228 240 270 3
Time MIN 11 11 12 14 21 13 13 13 16 24 Time MIN 11 11 12 14
Fuel LB 207 216 227 255 338 228 236 248 283 387 Fuel LB 207 216 227 255 3
Time MIN 11 11 11 13 19 12 12 12 15 23 Time MIN 11 11 11 13
Fuel LB 196 205 215 241 317 216 224 235 267 362 Fuel LB 196 205 215 241 3
9250* Distance NM 40 42 44 52 80 46 48 50 61 97 9250* Distance NM 40 42 44 52
Time MIN 10 10 11 12 18 11 11 12 14 21 Time MIN 10 10 11 12
Fuel LB 186 194 204 228 297 204 211 222 252 338 Fuel LB 186 194 204 228 2
Time MIN 10 10 10 12 17 11 11 11 13 20 Time MIN 10 10 10 12
Fuel LB 175 183 192 215 279 193 199 210 237 316 Fuel LB 175 183 192 215 2
Time MIN 9 9 9 11 16 10 10 10 12 19 Time MIN 9 9 9 11
Fuel LB 165 173 181 202 261 182 188 198 223 295 Fuel LB 165 173 181 202 2
Time MIN 8 9 9 10 15 9 10 10 12 17 Time MIN 8 9 9 10
Fuel LB 156 163 171 190 244 171 177 186 210 275 Fuel LB 156 163 171 190 2
Time MIN 8 8 8 10 14 9 9 9 11 16 Time MIN 8 8 8 10
Fuel LB 146 153 160 178 228 161 166 175 196 256 Fuel LB 146 153 160 178 2
Time MIN 7 8 8 9 13 8 8 9 10 15 Time MIN 7 8 8 9
NOTE: In this example we used 150 lb estimate fuel burn for start & taxi, NOTE: In this example we used 150 l
actual figure will vary. Initial climb Weight 9400 lb - 150 lb = 9250 lb actual figure will vary. Initial climb We
Climbing out at the speed schedule indicated above it will take approximately Climbing out at the speed schedule indica
12 min to climb to FL 260, fuel to climb is 241 lbs (109 kg) and distance flown 12 min to climb to FL 260, fuel to climb is
is 52 NM. is 52 NM.
8-12 Phenom 100 8-12

Aircraft Status at Top of Climb Aircraft Status at Top of Climb
Current Weight 9009 Current Weight 9009

Fuel Used 391 Fuel Used 391
Distance To Go 132 Distance To Go 132
Elapsed time 12 Elapsed time 12
Cruise DATA Cruise DATA

As the thrust levers are reduced to cruise power the following chart should be As the thrust levers are reduced to cr
reviewed to achieve the correct settings for optimal performance: reviewed to achieve the correct settin
Normal Climb/Cruise Thrust Setting Normal Climb/Cruise Thrust Settin
MACH 0.65 CRUISE – ALL ENGINES OPERATING MACH 0.65 CRUISE – A
PHENOM 100 PW617F-E ENGINES P
ALTITUDE: 26000 TO 38000 FT ALTITUDE: 26
CRUISE CONFIGURATION CRUISE CONFIGURATION
BLEED: OPEN/ISA CONDITION BLEED: OPEN/ISA CONDITION
Weight Altitude (ft) Weight
(lb) 26000 28000 30000 32000 34000 36000 38000 (lb) 26000 280
9650 N1 % 93.6 93.6 93.5 93.4 93.2 93.0 - 9650 N1 % 93.6 93

FF LB/H/ENG 518 482 448 416 387 360 - FF LB/H/ENG 518 4
IAS KT 265 254 243 232 222 212 - IAS KT 265 2
TAS KT 390 386 383 380 376 373 - TAS KT 390 3
Mach 0.650 0.650 0.650 0.650 0.650 0.650 - Mach 0.650 0.6
BM G 3.27 3.27 3.27 3.09 2.81 2.56 - BM G 3.27 3.
SR NM/LB 0.376 0.401 0.428 0.456 0.486 0.518 - SR NM/LB 0.376 0.4
9250 N1 % 93.6 93.5 93.3 93.2 93.0 92.8 - 9250 N1 % 93.6 93

IAS KT 265 254 243 232 222 212 - IAS KT 265 2
TAS KT 390 386 383 380 376 373 - TAS KT 390 3
Mach 0.650 0.650 0.650 0.650 0.650 0.650 - Mach 0.650 0.6
BM G 3.27 3.27 3.27 3.22 2.93 2.67 - BM G 3.27 3.
SR NM/LB 0.377 0.403 0.431 0.460 0.490 0.523 - SR NM/LB 0.377 0.4
9009 9009
8850 N1 % 93.4 93.3 93.1 93.0 92.8 92.6 - 8850 N1 % 93.4 93
IAS KT 265 254 243 232 222 212 - IAS KT 265 2
TAS KT 390 386 383 380 376 373 - TAS KT 390 3
Mach 0.650 0.650 0.650 0.650 0.650 0.650 - Mach 0.650 0.6
BM G 3.27 3.27 3.27 3.27 3.06 2.79 - BM G 3.27 3.
SR NM/LB 0.379 0.405 0.433 0.463 0.494 0.527 - SR NM/LB 0.379 0.4
To determine time at cruise, the pilot must first determine the distance cov- To determine time at cruise, the pilo
ered during descent. The descent chart on page 8-18 shows 42 NM required ered during descent. The descent ch
to descend from 26,000 feet. to descend from 26,000 feet.

Cruise Distance: Cruise Distance:
Total Distance 184 nm Total Distance 184 nm

Climb Distance -52 nm Climb Distance -52 nm
Decent Distance -42 nm Decent Distance -42 nm
Cruise Distance 88 nm Cruise Distance 88 nm
Cruise Time: Cruise Time:

Cruise Distance / (TAS – Headwind) x 60 min = Cruise Distance / (TAS – Headwind) x 60
90 nm / (390 kt – 30 kt) x 60 min = 15 min 90 nm / (390 kt – 30 kt) x 60 min = 15 min
Cruise Fuel: Cruise Fuel:
Fuel Flow x 2 eng / 60 min x Cruise Time = Fuel Flow x 2 eng / 60 min x Cruise Time
515 lb/hr x 2 eng / 60 min x 15 min = 258 lb 515 lb/hr x 2 eng / 60 min x 15 min = 258
Current Weight: Current Weight:
TOC Weight – Cruise Fuel = TOC Weight – Cruise Fuel =
9009 lb – 258 lb = 8751 lb 9009 lb – 258 lb = 8751 lb
Fuel Used: Fuel Used:
TOC Fuel + Cruise Fuel = TOC Fuel + Cruise Fuel =
391 lb + 25lb = 649 lb 391 lb + 25lb = 649 lb
Elapsed Time: Elapsed Time:
Climb Time + Cruise Time = Climb Time + Cruise Time =
12 min + 15 min = 27 min 12 min + 15 min = 27 min
8-14 Phenom 100 8-14

Enroute Computations (Interpolation Required) Enroute Computations (Interpolati
N1 93.5% N1 93.5%
Fuel Flow 515 lb/hr/eng Fuel Flow 515 lb/hr/eng
IAS 265 kt IAS 265 kt
TAS 390 kt TAS 390 kt
Mach .65 m Mach .65 m
Buffet Margin 3.27 g Buffet Margin 3.27 g
Specific Range .378 nm/lb Specific Range .378 nm/lb
Cruise Distance 88 nm Cruise Distance 88 nm

Cruise Time 15 min Cruise Time 15 min
Cruise Fuel 258 lb Cruise Fuel 258 lb
Aircraft Status at Top of Descent Aircraft Status at Top of Descent
Current Weight 8751 lbs Current Weight 8751 lbs

Fuel Used 649 lb Fuel Used 649 lb
Distance To Go 42 nm Distance To Go 42 nm
Elapsed Time 27 min Elapsed Time 27 min

Pilot: Default J E P P E S E N Pilot: Default

NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008. NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008.
Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008 JeppView 3.6.0.0 Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008
14 4° F L 1 8 0
14 4° F L 1 8 0
F L 180
F L 180
1 2 15
J7
J7
97
97
Q 1 80
FL
J 18
J 18
154
154
69
69
8
12
9°
9
9
12 65 0
12 65 0
20
J 18
J 18
5
5
FL
FL
342°
342°
FRIANT FRIA
D D
(L) 115.6 FRA (L) 115.6
30
30
164°
164°
4°
4°
13 4
13 4
31
47
0°
87
247° KFAT 086° 27
D
BEATTY 87
247° KFAT 086° 27
J 11 0 CLOVIS 34 (H) 114.7 BTY J 11 0 CLOVIS 34
F L 18 0 D
112.9 CZQ F L 18 0 D
112.9 CZQ
F L 180
F L 180
142
142
(H) 11 (H)
J7
J7
67
67
064 ° 5° 064 °
°
55
F L 18 0
F L 18 0
30 6
30 6
12
12
Q9
Q9
12
12
3M
3M
8°
8°
61
J 11 0
:5
:5
F L 29
0
1.
1.
16 1 0
16 1 0
6
6
J 18
J 18
5
5
FL
FL
NM
NM
F L 180
F L 180
79
79
J5
J5
J 6 FL1
J 6 FL1
PASKE PA
-8 80
5 0 -1 2
-8 80
5 0 -1 2
8
8
FL1
FL1
91
91
J 658 0
J 658 0
6
6
12
12
1°
1°
327°
327°
54 54
J J
FL16 FL16
32 6°
32 6°
80 80
J 7-Q9
J 7-Q9
F L 180
F L 180
30
30
44
44
4°
340 °
4°
340 °
27 6° 27 6°
45
45
58
58
324
324
10 SHAFTER 10 SHAFTER
°
AVENAL 3° D AVENAL 3° D
115.4 EHF 115.4 EHF
F L 18
F L 18
Q 11
13 5
D D
117.1 AVE (H)
117.1 AVE (H)
12
12
(H) (H)
9°
9°
0
0
MORRO BAY 13 MORRO BAY
13
D D
112.4 MQO 112.4 MQO
29
29
FL
FL
J 1 80
12
J 1 80
12
(L) (L)
6°
6°
1
1
77 77
FL J 6 FL J 6
18 18
° 0 ° 0
227 227
J 8 L 18
J 8 L 18
DAGGETT
62 126
62 126
8- 0
8- 0
F
F
D
(L) 113.2 DAG
153M
4 3 -7
4 3 -7
J 1 180
J 1 180
6 5 01
6 5 01
F
J 5 18
J 5 18
L
L
FL
FL
2°
22
0
0
31
31
: 135
2°
2°
PALMDALE
D 248°
29
5° (H) 114.5 PMD 46
J6
46
FILLMORE 34 1° FILLM
30
30
SAN MARCUS D 21 SAN MARCUS D
112.5 FIM F L 180 112.5
.1 NM
4°
4°
D 067° D
(H) 114.9 RZS (L)
07 (H) 114.9 RZS (L)
09 5°
13 3 5 4 -1 0
J 6 59 -6 1 8
FL 1 J 60 F L
31
31
° 10
80 ° 10
233 233
0°
0°
3° 3°
33 3°
4 8 7
18 5 2
SEAL BEACH J 1 25 0
30
D Q 2-4
115.7 SLI F L
12
15 376 J 8 75 (L) F L 18 15 376 J 8 75
39 0
3°
0
J5 1 80
C 11 8 C 11 8
FL
F L -1 2 6 F L -1 2 6
3 4 -7
J 1 180
18 18
FL
0 25 0
30
337 °
J 4-10 -104
6°
30
28 1° F L 180
04
4°
3°
068°
37 249° LAX
° KHHR
068° 248° 078° 55
J 50-74-9 6
2 34 11
46 4° 11 F L 180 46
9°
080°
127 95 127
C 131 6 J 78-1 34-1 69 C 131 6
LOS ANGELES 66 F L 180 263°
D FL J 1 PARADISE
(H) 113.6 LAX 18
0
D
(H) 112.2 PDZ
6
F L J 93 6
1 971 8 SANTA 18 1 971 8
C 13 C 13
CATALINA 0
D
(L) 111.4 SXC 29
4°
3 ° OCEANSIDE 30
21 D
17 (H) 115.3 OCN 0°
14 5° F L 1 8
JULIAN
D
6 3 17 7 (L) 114.0 JLI 6 3 17 7
29
J1 0
0 20 40 60 1 0 20 40 60 1
NAUTICAL MILES
C NAUTICAL MILES
C
8-16 Phenom 100 8-16

Holding Computations Holding Computations

Flights into the LAX area often issued holding instructions due to the dense Flights into the LAX area often issue
air traffic that exists. Holding can and does occur at any time. Assume for air traffic that exists. Holding can a
example, as the TOD point approaches LAX Center issues descent instruc- example, as the TOD point approac
tions to FL 250 and to hold with an EFC of 15 minutes. Reference the follow- tions to FL 250 and to hold with an E
ing Holding Performance Chart to compute the performance figures: ing Holding Performance Chart to co

(lb) 25000 30000 35000 40000 41000 (lb) 250
8850 IAS KT 121 121 121 - - 8850 IAS KT 1

TAS KT 179 196 215 - - TAS KT 1
Mach 0.297 0.332 0.373 - - Mach 0.2
N1 % 70.1 75.1 80.1 - - N1 % 7
FF LB/H/ENG 221 213 210 - - FF LB/H/ENG 2
FC LB/H 443 427 420 - - FC LB/H 4
8450 IAS KT 118 118 119 - - 8450 IAS KT 1

TAS KT 175 192 211 - - TAS KT 1
Mach 0.291 0.325 0.365 - - Mach 0.2
N1 % 68.9 73.8 78.9 - - N1 % 6
FF LB/H/ENG 214 206 201 - - FF LB/H/ENG 2
FC LB/H 429 412 402 - - FC LB/H 4
8050 IAS KT 115 116 116 - - 8050 IAS KT 1

TAS KT 171 187 206 - - TAS KT 1
Holding Speed 121 kt IAS / 179 kt TAS Holding Speed 121 kt IAS
Mach .297 M Mach .297 M
N1 70.1 % N1 70.1 %
Fuel Flow 221 lb / hr / eng Fuel Flow 221 lb / hr
Fuel Used 443 lb / hr Fuel Used 443 lb / hr
Fuel consumed in hold 443 lb / hr * 15 minutes Fuel consumed in hold 443 lb / hr
= 110.75 lb = 110.75 l
For 15 minutes of holding the fuel burn is, @ 442 lbs/hr, 110 lbs (50 kg). The For 15 minutes of holding the fuel bu
weight at the end of hold is 8640 lbs (3919 kg). weight at the end of hold is 8640 lbs

Descent Phase Descent Phase

Since holding was not required, the aircraft is ready to descend. As the Since holding was not required, the ai
descent phase of this flight begins the tables below are referenced to obtain descent phase of this flight begins the ta
the performance data: the performance data:
DESCENT CONFIGURATION – ALL ENGINES OPERATING DESCENT CONFIGURATION –
PHENOM 100 PW617F-E ENGINES PHEN
ALTITUDE: 5000 TO 28000 FT ALTITUDE: 5000
(lb) 5000 10000 15000 20000 22000 24000 26000 28000 (lb) 5000 10000 15000
10472 Fuel LB 7 16 26 36 40 44 48 52 10472 Fuel LB 7 16 26

Distance NM 5 13 22 31 35 39 43 47 Distance NM 5 13 22
Time MIN 1 3 5 6 7 8 8 9 Time MIN 1 3 5
10050 Fuel LB 7 16 26 35 40 44 48 52 10050 Fuel LB 7 16 26

Time MIN 1 3 5 6 7 8 8 9 Time MIN 1 3 5
9650 Fuel LB 7 17 27 38 42 46 51 55 9650 Fuel LB 7 17 27

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
9250 Fuel LB 7 18 29 40 45 49 54 59 9250 Fuel LB 7 18 29

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
8850 Fuel LB 8 20 31 43 47 52 57 62 8850 Fuel LB 8 20 31

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
8751 8751
8450 Fuel LB 9 21 33 45 50 55 60 65 8450 Fuel LB 9 21 33
Time MIN 1 3 4 7 7 8 9 Time MIN 1 3 4
8050 Fuel LB 9 22 35 47 52 57 62 68 8050 Fuel LB 9 22 35

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
7650 Fuel LB 9 23 36 49 54 60 65 70 7650 Fuel LB 9 23 36

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
7250 Fuel LB 10 24 38 51 56 62 67 73 7250 Fuel LB 10 24 38

Time MIN 1 3 4 6 7 7 8 9 Time MIN 1 3 4
Landing Weight: Landing Weight:

TOD Weight – Decent Fuel = TOD Weight – Decent Fuel =
8751lb – 59 lb = 8692 lb 8751lb – 59 lb = 8692 lb
8-18 Phenom 100 8-18

Fuel Used: Fuel Used:

TOD Fuel + Decent Fuel = TOD Fuel + Decent Fuel =
649 lb + 59 lb = 708 lb 649 lb + 59 lb = 708 lb
Elapsed Time: Elapsed Time:
Time to TOD + Decent Time = Time to TOD + Decent Time =
27 min + 8 min = 35 min 27 min + 8 min = 35 min

APPROACH T R A I N I N G S E R V I C E S APPROACH
ATIS ATIS
CLIMB LIMITED LANDING
VREF WEIGHT:
VREF
LANDING WEIGHT:
VAC 8692 VAC

LANDING FLAPS:
VLC FULL VLC

RUNWAY REQUIRED:
VAP* VAP*
Notes: Notes:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modified a
Aircraft Status at Bottom of Descent Aircraft Status at Bottom of Desce
Current Weight 8692 lbs Current Weight 8692 lbs

Fuel Used 708 lb Fuel Used 708 lb
Distance To Go 0 nm Distance To Go 0 nm
Elapsed Time 35 min Elapsed Time 35 min

Landing at KHHR Landing at KHHR

The maximum landing weight for altitude and temperature, in compliance with The maximum landing weight for altitude
the airworthiness climb requirements, is shown in the Maximum Landing the airworthiness climb requirements, is
Weight Climb Limited tables in function of the temperature and altitude and Weight Climb Limited tables in function
according to the anti-ice system condition. according to the anti-ice system condition
When landing weight is not limited by the climb requirements it will be struc- When landing weight is not limited by the
tural limited and the most limiting weights in the table are codified as follows: tural limited and the most limiting weights
 (A) Approach Climb Limited  (A) Approach Climb Limited
 (L) Landing Climb Limited  (L) Landing Climb Limited
 (E) Enroute Climb  (E) Enroute Climb

(S) Maximum Landing Weight 
(S) Maximum Landing Weight
MAXIMUM LANDING WEIGHT – CLIMB LIMITED MAXIMUM LANDING WEIG
APPROACH FLAPS 1 – LANDING FLAPS 2 – ANTI-ICE OFF APPROACH FLAPS 1 – LANDING
MAXIMUM LANDING WEIGHT (lb) MAXIMUM LAN
TEMP TEMP
Altitude (ft) Alti
(°C) (°C)
-1000 ft 0 ft 1000 ft 2000 ft 3000 ft 4000 ft -1000 ft 0 ft 1000 ft
-40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -40 9766 (S) 9766 (S) 9766 (S)
-35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -35 9766 (S) 9766 (S) 9766 (S)
-30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -30 9766 (S) 9766 (S) 9766 (S)
-25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -25 9766 (S) 9766 (S) 9766 (S)
-20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -20 9766 (S) 9766 (S) 9766 (S)
-15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -15 9766 (S) 9766 (S) 9766 (S)
-10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -10 9766 (S) 9766 (S) 9766 (S)
-5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) -5 9766 (S) 9766 (S) 9766 (S)
0 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 0 9766 (S) 9766 (S) 9766 (S)
5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 5 9766 (S) 9766 (S) 9766 (S)
10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 10 9766 (S) 9766 (S) 9766 (S)
15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 15 9766 (S) 9766 (S) 9766 (S)
20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 20 9766 (S) 9766 (S) 9766 (S)
25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 25 9766 (S) 9766 (S) 9766 (S)
30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 30 9766 (S) 9766 (S) 9766 (S)
35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 35 9766 (S) 9766 (S) 9766 (S)
40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9358 (A) 40 9766 (S) 9766 (S) 9766 (S)
45 9766 (S) 9766 (S) 9766 (S) 9667 (E) - - 45 9766 (S) 9766 (S) 9766 (S)
50 9766 (S) 9766 (S) - - - - 50 9766 (S) 9766 (S) -
8-20 Phenom 100 8-20


ATIS ATIS
VREF WEIGHT:
9766 VREF
LANDING WEIGHT:
VAC 8692 VAC

LANDING FLAPS:
VLC FULL VLC

RUNWAY REQUIRED:
VAP* VAP*
Notes: Notes:
*VAP = VREF modified as necessary for icing or flaps *VAP = VREF modifie

Landing Distance Landing Distance

Un-factored Landing Distances Un-factored Landing Distances
Un-factored landing distance is the actual distance to land the airplane on a Un-factored landing distance is the actua
zero slope, ISA temperature, dry runway, from a point 50 ft above runway zero slope, ISA temperature, dry runwa
threshold, at VREF speed, to complete stop using only the brakes as deceler- threshold, at VREF speed, to complete st
ation device. ation device.
Normal Operation Normal Operation
The required landing distance for dispatch is the un-factored landing distance The required landing distance for dispatch
increased by a factor according to the operating regulations. increased by a factor according to the op
UNFACTORED LANDING DISTANCE (ft) UNFACTORED LANDIN
ANTI-ICE OFF – FLAPS FULL ANTI-ICE OFF – F
ALTITUDE ALT
Weight -1000 ft 0 ft Weight -1000 ft
(lb) (lb)
WIND W
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
7100 2914 2423 2267 2114 2968 2473 2316 2161 7100 2914 2423 2267 2114
7500 2914 2423 2267 2114 2968 2473 2316 2161 7500 2914 2423 2267 2114
7900 2914 2423 2267 2114 2968 2473 2316 2161 7900 2914 2423 2267 2114
8300 2914 2423 2267 2114 2968 2473 2316 2161 8300 2914 2423 2267 2114
8700 2914 2423 2269 2120 2968 2473 2319 2169 8700 2914 2423 2269 2120
9100 2983 2500 2346 2195 3040 2553 2398 2246 9100 2983 2500 2346 2195
9500 3070 2582 2426 2273 3129 2636 2479 2325 9500 3070 2582 2426 2273
9900 3164 2669 2511 2357 3225 2726 2567 2411 9900 3164 2669 2511 2357
8-22 Phenom 100 8-22


ATIS ATIS
VREF WEIGHT:
9766 VREF
LANDING WEIGHT:
VAC 8692 VAC

LANDING FLAPS:
VLC FULL VLC

RUNWAY REQUIRED:
VAP* 2473 VAP*

Notes: Notes:

Reference and Approach Speeds Reference and Approach Speeds

Once the determination is made that a safe approach and landing can be Once the determination is made that a
flown the speeds to use on the final approach segment must be determined. flown the speeds to use on the final appr
Make allowance for fuel burned during the approach to determine the appro- Make allowance for fuel burned during th
priate speed. priate speed.
APPROACH FLAPS 2 AND LANDING FLAPS FULL APPROACH FLAPS 2 AND L
ANTI-ICE OFF ANTI-ICE
LANDING
APPROACH APPROACH
(CLIMB/REFERENCE)
WEIGHT WEIGHT
(lb) FLAPS 2 FLAPS FULL (lb) FLAPS 2
VAC – KIAS VREF – KIAS VAC – KIAS

7100 92 91 7100 92
7500 94 91 7500 94
7900 96 91 7900 96
8300 99 92 8300 99
8700 101 95 8700 101
9100 103 97 9100 103
9500 104 99 9500 104
9900 106 101 9900 106
Note: For Anti-Ice OFF, the Landing Climb Speed is equal to the Landing Note: For Anti-Ice OFF, the Landing C
Reference Speed. Reference Speed.
Note: For Anti-Ice ON, the Approach Climb Speed, Landing Climb Speed Note: For Anti-Ice ON, the Approach C
and Landing Reference Speed have the same value. and Landing Reference Speed h
8-24 Phenom 100 8-24


ATIS ATIS
VREF 95 WEIGHT:
9766 VREF 95
LANDING WEIGHT:
VAC 101 8692 VAC 101

LANDING FLAPS:
VLC 95 FULL VLC 95

RUNWAY REQUIRED:
VAP* 2473 VAP*

Notes: Notes:

KHHR Airport Depiction KHHR Airport Depiction

Licensed to JeppView3. Printed on 30 Jul 2008. JEPPESEN Licensed to JeppView3. Printed on 30 Jul 2008.
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008 JeppView 3.6.0.0 Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid.
KHHR/HHR HAWTHORNE, CALIF KHHR/HHR

Apt Elev 66' 11 JUL 08 11-1 NORTHROP/HAWTHORNE MUN Apt Elev 66' 11 JUL 08 11-1
N33 55.4 W118 20.1 N33 55.4 W118 20.1
ATIS *HAWTHORNE Ground *Tower SOCAL Departure (R) ATIS *HAWTHORNE Ground
118.4 118.4
(Limited) VOT 113.9 125.1 CTAF 121.1 124.3 (Limited) VOT 113.9 125.1
Airport closed to aircraft with explosives. 118-20 Airport closed to aircraft with explosives.
Helicopter flight training operations Helicopter flight training operations
prohibited. Helicopter multiple approaches Traffic Pattern Altitude prohibited. Helicopter multiple approaches Traffic P
and traffic pattern operations prohibited. 1100' (1034') Light aircraft/helicopter and traffic pattern operations prohibited. 1100' (10
1 4 Ê
Noise sensitive area all quadrants. For 1600' (1534') Turbine/high performance Noise sensitive area all quadrants. For 1600' (1
noise abatement information, contact aircraft noise abatement information, contact
airport engineer. 144' airport engineer.
Rwy 7 right traffic pattern. 138' Rwy 7 right traffic pattern.
140' 118' 119' 140'
Di t
Di t
Control Control
Tower Tower
ch
ch
127' 135' Elev 61' 127' 135'
125' 125'
Elev 66'
ARP
4956' Elev 66'
ARP
North
25 North
7
073^ South
253^ 7
073^ South
126'
119'
176' 176'
133' 133'
124' 129' 124'
149'
Touch and go landings, stop and go landings Rwy 25 runup on south twy 900' Touch and go landings, stop and go landings
and low approach operations for all aircraft west of approach end of rwy. and low approach operations for all aircraft
including helicopters limited to 1000-1700 LT. including helicopters limited to 1000-1700 LT.
No taxi-back operations Mon-Fri 2200-0800 LT, No taxi-back operations Mon-Fri 2200-0800 LT,
33-55 Sat-Sun 2200-1000 LT. 33-55 33-55 Sat-Sun 2200-1000 LT.
Ditch
No multi-engine simulated engine-out No multi-engine simulated engine-out
procedures authorized in traffic pattern. procedures authorized in traffic pattern.
North taxiway west of air traffic control 1500 North taxiway west of air traffic control
Feet 0 500 1000 2000 2500
tower designated non-movement area. Be alert tower designated non-movement area. Be alert
to vehicles. to vehicles.
Birds in vicinity of airport.
Meters 0 200 400 600 800 Birds in vicinity of airport.
M
118-20
ADDITIONAL RUNWAY INFORMATION ADDITIONAL RUNWAY INFORMA

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH RWY
7 1 MIRL AVASI-R (angle 3.25^) 3985'
100'
7 1 MIRL AVASI-R (angle 3.25^)
25 1 M I RL 1 ODALS REIL V A S I - R (angle 3.50^) 4493' 25 1 M I RL 1 ODALS REIL V A S I - R (angle 3.50^)
1 Activate on 121.1 when Twr inop. 1 Activate on 121.1 when Twr inop.
TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE FOR FILING AS ALTERNATE TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE
Rwy 25 Rwy 7 Authorized
Rwy 25 Rw
With Mim climb of With Mim climb of Only When With Mim climb of With Mim climb o
Twr Operating
289'/NM to 300' Other 363'/NM to 500' Other 289'/NM to 300' Other 363'/NM to 500'
Adequate Adequate Adequate Adequate
Vis Ref STD Vis Ref STD VOR Rwy 25 LOC Rwy 25 Vis Ref STD Vis Ref S
1&2 A 1&2
Eng 1 1 B Eng 1
1 4 200-1 1 4 300-2 800-2 800-2 1 4 200-1 1 4
3&4 1 2 1 2 C 3&4 1 2 1
Eng D Eng
OBSTACLE DP: Rwy 7, turn right climb via heading 240^; OBSTACLE DP: Rwy 7, turn right climb via heading 240^;
A
Rwy 25, turn left climb via heading 210^; All runways M Rwy 25, turn left climb via heading 210^; All runways
E
climb to 3000' via LAX VOR R-170 to LIMBO Int. N climb to 3000' via LAX VOR R-170 to LIMBO Int.
D
3
A
CHANGES N | CHANGES N
8-26 Phenom 100 8-26

Supplemental Information Supplemental Informatio

Performance Configuration Performance Configuration
OPERATING OPERATING
TLA FLAPS GEAR AIRSPEED TL
ENGINES ENGINES
TAKEOFF 2 until VEF,1 1 or 2 0 TO TAKEOFF 2 until VEF,1
TOGA TO
RUN after VEF DOWN VLOF RUN after VEF
1ST DOWN TO VLOF TO 1ST
1 TOGA 1 or 2 1 TO
SEGMENT UP V2 SEGMENT
2ND 2ND
1 TOGA 1 or 2 UP V2 1 TO
SEGMENT SEGMENT
TAKE- V2 TO
3RD OFF FINAL 3RD
1 TOGA UP 1 TO
SEGMENT FLAPS SEGMENT SEGMENT
TO 0 SPEED
FINAL
FINAL SEG- FINAL SEG-
1 CON 0 UP SEGMENT 1 CO
MENT MENT
SPEED
ENROUTE
ENROUTE 1 CON 0 UP CLIMB ENROUTE 1 CO
SPEED
APPROAC
APPROACH APPROACH
1 TOGA 2 UP H CLIMB 1 TO
CLIMB CLIMB
SPEED
LANDING
LANDING 2 or LANDING
2 TOGA DOWN CLIMB 2 TO
CLIMB FULL CLIMB
SPEED
2 or
LANDING 2 IDLE DOWN VREF LANDING 2 ID
FULL
Takeoff Flight Path Takeoff Flight Path
The takeoff flight path begins 35 feet above the takeoff surface at the end of The takeoff flight path begins 35 fee
the takeoff distance determined in accordance with § 23.59. The takeoff flight the takeoff distance determined in ac
path ends when the airplane's height is the higher of 1,500 feet above the path ends when the airplane's heigh
takeoff surface or at an altitude at which the configuration and speed have takeoff surface or at an altitude at w
been achieved in accordance with § 23.67(c)(3). been achieved in accordance with §
Net Takeoff Flight Path Net Takeoff Flight Path
The net takeoff flight path is the actual path diminished by a gradient of 0.8 The net takeoff flight path is the act
percent for two-engine airplanes, 0.9 percent for three-engine airplanes, and percent for two-engine airplanes, 0.9
1.0 percent for four-engine airplanes. 1.0 percent for four-engine airplanes

The net takeoff flight path is the flight path used to determine the airplane The net takeoff flight path is the flight p
obstacle clearance. Section 23.61(b) states the required climb gradient obstacle clearance. Section 23.61(b) s
reduction to be applied throughout the flight path to determine the net flight reduction to be applied throughout the fl
path, including the level flight acceleration segment. Rather than decrease path, including the level flight accelerati
the level flight path by the amount required by § 23.61(b), § 23.61(c) allows the level flight path by the amount requir
the airplane to maintain a level net flight path during acceleration but with a the airplane to maintain a level net flight
reduction in acceleration equal to the gradient decrement required by § reduction in acceleration equal to the
23.61(b). By this method, the applicant exchanges altitude reduction for 23.61(b). By this method, the applican
increased distance to accelerate in level flight in determination of the level increased distance to accelerate in leve
flight portion of the net takeoff path. flight portion of the net takeoff path.
Takeoff Segments and Nomenclature Takeoff Segments and Nomenclatu
TAKEOFF FLIGHT PATH
HEIGHT 1500 FT
> 1500 FT
PATH 2
TAKEOFF DISTANCE TAKEOFF DISTANCE

(LONGER OF 1 ENG INOP TAKEOFF (LONGER OF 1 ENG INOP TAKEOFF
OR 1.15 ALL ENG TAKEOFF) HEIGHT OR 1.15 ALL ENG TAKEOFF)
> 400 FT
PATH 1
V V V V
EF LOF HEIGHTS ARE EF LOF
REFERENCED TO
RUNWAY ELEVATION AT
35 FT END OF TAKEOFF DISTANCE 35 FT
SEGMENT* GROUND ROLL 1st 2nd ACCELERATION FINAL SEGMENT* GROUND ROLL 1st
LANDING GEAR DOWN RETRACTION RETRACTED LANDING GEAR DOWN RETRACTION
FLAPS SEE ENROUTE FLAPS

TAKEOFF RETRACTING TAKEOFF
NOTE POSITION
POWER ABOVE 400 FT THRUST CAN BE REDUCED SEE MAXIMUM POWER ABOVE 400 FT THRUST CAN B
TAKEOFF IF THE REQUIREMENTS OF 23.57(c)(3) CAN TAKEOFF IF THE REQUIREMENTS OF 23.
BE MET WITH LESS THAN TAKEOFF THRUST
NOTE CONTINUOUS BE MET WITH LESS THAN TAKE
AIRSPEED ACCELERATING V2 ACCELERATING V AIRSPEED ACCELERATING

ENROUTE
ENGINES ALL OPERATING ONE INOPERATIVE ENGINES ALL OPERATING
PROPELLER PROPELLER
TAKEOFF ONE AUTOFEATHERED OR WINDMILLING ONE FEATHERED TAKEOFF ONE AUTOFEATHERED OR
UP TO 400 FT 400 FT OR GREATER UP TO 400 F
Note: The en route takeoff segment* usually begins with the airplane in Note: The en route takeoff segment*
the en route configuration and with maximum continuous thrust, but the en route configuration and w
it is not required that these conditions exist until the end of the take- it is not required that these cond
off path when compliance with § 23.67(c)(3) is shown. The time off path when compliance with
limit on takeoff thrust cannot be exceeded. limit on takeoff thrust cannot be
8-28 Phenom 100 8-28

Part 23 Performance Part 23 Performance

Takeoff Takeoff Takeoff Tak
Phase Land- Phase Land- Discontinued Phase Land- Phase
Enroute
ing Gear ing Gear Approach ing Gear ing
Extended Retracted Extended Retra
Regulation 23.67(c)(1) 23.67(c)(2) 23.67(c)(3) 23.67(c)(4) Regulation 23.67(c)(1) 23.67(
Category Commuter Category
Engine Engine
Type and Type and
Airplane Airplane
VSO (kts) VSO (kts)
Power On Power On
Operative MTOP MTOP ≤ MCP MTOP Operative MTOP MT
Engine Engine
Configura- Take-off flap, Take-off flap, Flap and Configura- Take-off flap, Take-o
Approach flap*,
tion gear gear gear tion gear ge
gear retracted
extended retracted retracted extended retra
Attitude Wings level Attitude Wings level
Climb As in proce- Climb
V2 V2 ≥ 1.2VS1 dures but ≥ V2 V
1.5VS1
Altitude (ft) Take-off sur- Altitude (ft) Take-off sur-
400 1500 400 4
face face
Required Required
Measurably Measurably
Climb Gra-
positive
≥2 ≥ 1.2 ≥ 2.1 Climb Gra-
positive
≥
dient dient
MTOP - Maximum Takeoff Power MTOP - Maximum Takeoff Power
MCP - Maximum Continuous Power MCP - Maximum Continuous Power

Accelerate-Go Distance Accelerate-Go Distance
The horizontal distance from brake release to the point at which the aircraft The horizontal distance from brake relea
attains a height of 35 ft above the runway surface on a takeoff during which attains a height of 35 ft above the runwa
an engine fails at V1 and the takeoff is continued. an engine fails at V1 and the takeoff is co
Accelerate-Stop Distance Accelerate-Stop Distance
The distance required to accelerate the aircraft and then abort the takeoff due The distance required to accelerate the a
to a failed engine, or other emergency, occurring just prior to V1 with brake to a failed engine, or other emergency, o
application commencing at V1. application commencing at V1.
Altitude Altitude
All altitudes used in this manual are pressure altitudes unless otherwise All altitudes used in this manual are p
stated. stated.
Approach Climb Speed Approach Climb Speed
It is the go-around speed in the approach configuration, with one engine inop- It is the go-around speed in the approach
erative (OEI), approach flaps, and landing gear retracted. erative (OEI), approach flaps, and landing
Calibrated Airspeed (KCAS) Calibrated Airspeed (KCAS)
Indicated airspeed (knots) corrected for position error (instrument error is Indicated airspeed (knots) corrected for
assumed to be zero). assumed to be zero).
Climb Gradient Climb Gradient
The ratio of the change in height during a portion of a climb to the horizontal The ratio of the change in height during a
distance transversed in the same time interval. distance transversed in the same time int
Climb Limited Landing Wt Climb Limited Landing Wt
It is the maximum allowed landing weight for the airport altitude and tempera- It is the maximum allowed landing weight
ture, and complying with the go-around climb gradient requirements, either ture, and complying with the go-around
AEO or OEI conditions. AEO or OEI conditions.
Climb Limited Takeoff Wt Climb Limited Takeoff Wt
It is the maximum allowed takeoff weight for the airport altitude and tempera- It is the maximum allowed takeoff weight
ture, and complying with the takeoff and go-around climb gradient require- ture, and complying with the takeoff and
ments. ments.
Demonstrated Crosswind Demonstrated Crosswind
The demonstrated crosswind velocity of 20 kts is the velocity of the crosswind The demonstrated crosswind velocity of 2
component for which adequate control of the aircraft during takeoff and land- component for which adequate control of
ing was actually demonstrated during certification tests. This is not limiting. ing was actually demonstrated during cer
Engine Out Accelerate-go Distance Engine Out Accelerate-go Distance
The horizontal distance from brake release to the point at which the aircraft The horizontal distance from brake relea
attains a height of 35 ft above the runway surface on a takeoff during which attains a height of 35 ft above the runwa
an engine fails at V1 and the takeoff is continued. an engine fails at V1 and the takeoff is co
8-30 Phenom 100 8-30

Final Segment Speed - VFS Final Segment Speed - VFS

It is the speed to be achieved at the end of the acceleration segment and start It is the speed to be achieved at the e
of the final segment of the takeoff flight path, with one engine inoperative, of the final segment of the takeoff f
landing gear retracted, and flaps retracted. landing gear retracted, and flaps retr
Gross Climb Gradient Gross Climb Gradient
The climb gradient that the aircraft can actually achieve with ideal ambient The climb gradient that the aircraft
conditions (smooth air). conditions (smooth air).
Indicated Airspeed (KIAS) Indicated Airspeed (KIAS)
Airspeed indicator readings (knots). Zero instrument error is assumed. Airspeed indicator readings (knots). Z
Indicated Outside Air Temperature (OAT) Indicated Outside Air Temperature
The indicated outside air temperature as read from the pilot’s panel. OAT is The indicated outside air temperatur
the same as RAT. the same as RAT.
ISA - International Standard Atmosphere ISA - International Standard Atmos
 The air is a dry perfect gas.  The air is a dry perfect gas.

The temperature at sea level is 15° C (59° F). 
The temperature at sea level is 15
 The pressure at sea level (standard datum plane) is 29.92 inHg (1013.2  The pressure at sea level (standa
Mb). Mb).
 The temperature gradient from sea level to the altitude at which the tem-  The temperature gradient from se
perature is -56.6° C will be -1.98° C per 1,000 ft. perature is -56.6° C will be -1.98°
Landing Distance Landing Distance
The distance from a point 50 ft above the runway surface to the point at which The distance from a point 50 ft above
the aircraft would come to a full stop on the runway. the aircraft would come to a full stop
Mach Number Mach Number
The ratio of true airspeed to the speed of sound. The ratio of true airspeed to the spe
OAT - Outside Air Temperature or Ambient Air Temperature OAT - Outside Air Temperature or
The free air static temperature, obtained either from ground meteorological The free air static temperature, obta
sources or from in flight temperature indications adjusted for instrument error sources or from in flight temperature
and compressibility effects. and compressibility effects.
Takeoff Field Length Takeoff Field Length
The takeoff field length given for each combination of gross weight, ambient The takeoff field length given for eac
temperature, altitude, wind, and runway gradients is the greatest of the fol- temperature, altitude, wind, and run
lowing: lowing:

115% of the two-engine horizontal takeoff distance from start to a height of 
115% of the two-engine horizontal
35 ft above runway surface 35 ft above runway surface
 Accelerate-stop distance; wet or dry runway, as appropriate  Accelerate-stop distance; wet or d

Engine-out accelerate-go distance to 35 ft for dry runways and 15 ft for wet 
Engine-out accelerate-go distance
runways. runways.

No specific identification is made on the charts as to which of these distances No specific identification is made on the c
governs a specific case. In all cases considered by the charts, the field length governs a specific case. In all cases cons
is governed by either the second or the third condition because the two- is governed by either the second or th
engine takeoff distance is always shorter. engine takeoff distance is always shorter.
True Airspeed True Airspeed
The airspeed (knots) of an aircraft relative to undisturbed air. The airspeed (knots) of an aircraft relative
VA VA
The maneuvering speed is the maximum speed at which application of full The maneuvering speed is the maximum
available aerodynamic control does not overstress the aircraft. available aerodynamic control does not o
VAP VAP
Approach target speed which equals VREF + 10 + the wind factor. Approach target speed which equals VRE
VAPP VAPP
The landing approach airspeed (1.3 VS1) with T.O. & APPR flaps and landing The landing approach airspeed (1.3 VS1)
gear up. It is also commonly defined as the Single Engine Go-Around Target gear up. It is also commonly defined as t
Speed (similar to V2 during takeoff). Speed (similar to V2 during takeoff).
VENR VENR
Single-engine enroute climb speed. VENR is also the best single-engine rate- Single-engine enroute climb speed. VENR
of-climb speed (altitude vs. time) and may be used as the single engine drift- of-climb speed (altitude vs. time) and ma
down speed. down speed.
VFR VFR
Flap retract speed (minimum), which equals V2 + 10. Flap retract speed (minimum), which equ
VFE VFE
Maximum flap extended speed. The highest speed permissible with wing Maximum flap extended speed. The hig
flaps in a prescribed extended position. flaps in a prescribed extended position.
VLE VLE
Maximum landing gear extended speed. The maximum speed at which an Maximum landing gear extended speed.
aircraft can be safely flown with the landing gear extended. aircraft can be safely flown with the landin
VLO (Extension VLO (Extension
Maximum landing gear extension speed. The maximum speed at which the Maximum landing gear extension speed.
landing gear can be safely extended. landing gear can be safely extended.
VLO (Retraction) VLO (Retraction)
Maximum landing gear retraction speed. The maximum speed at which the Maximum landing gear retraction speed.
landing gear can be safely retracted. landing gear can be safely retracted.
8-32 Phenom 100 8-32

VMCA VMCA
Minimum airspeed in the air in the takeoff configuration at which directional Minimum airspeed in the air in the t
control can be maintained when one engine suddenly becomes inoperative. control can be maintained when one
VMCA is a function of engine thrust, which varies with altitude and tempera- VMCA is a function of engine thrust,
ture. ture.
VMCG VMCG
Minimum airspeed on the ground at which directional control can be main- Minimum airspeed on the ground a
tained when one engine suddenly becomes inoperative, using only aerody- tained when one engine suddenly b
namic controls. VMCG is a function of engine thrust, which varies with altitude namic controls. VMCG is a function o
and temperature. and temperature.
VMCL VMCL
Minimum airspeed in the air in the landing configuration at which directional Minimum airspeed in the air in the la
control can be maintained when one engine suddenly becomes inoperative. control can be maintained when one
VMCL is a function of engine thrust, which varies with altitude and tempera- VMCL is a function of engine thrust,
ture. ture.
VMO/MMO VMO/MMO
Maximum operating limit speed. The calibrated speed limit that may not be Maximum operating limit speed. The
deliberately exceeded in normal flight operations. V is expressed in knots and deliberately exceeded in normal fligh
M in Mach number. M in Mach number.
VR - Rotation speed VR - Rotation speed
The speed at which rotation is initiated during takeoff to attain the V2 climb The speed at which rotation is initia
speed at or before a height of 35 ft above runway surface is reached. speed at or before a height of 35 ft a
VRA VRA
A rough air speed for use as the recommended turbulence penetration air- A rough air speed for use as the re
speed. speed.
VREF VREF
The landing approach airspeed at the 50-foot point with flaps in landing posi- The landing approach airspeed at th
tion (full flaps) and landing gear extended (1.3 VSO). tion (full flaps) and landing gear exte
VS VS
Stalling speed or the minimum steady flight speed at which the aircraft is con- Stalling speed or the minimum stead
trollable. trollable.
VSO VSO
Stalling speed or the minimum steady flight speed in the landing configura- Stalling speed or the minimum stea
tion. tion.
VS1 VS1
Stalling speed or the minimum steady flight speed obtained in a specific con- Stalling speed or the minimum stead
figuration. figuration.

VZF VZF
Zero flap maneuvering speed. Equivalent to VREF + 30 KIAS. Zero flap maneuvering speed. Equivalent
V1 V1
Maximum speed in the takeoff at which the pilot must take the first action Maximum speed in the takeoff at which
(e.g., apply brakes, reduce thrust, deploy speedbrakes) to stop the airplane (e.g., apply brakes, reduce thrust, deploy
within the accelerate-stop distance. V1 also means the minimum speed in the within the accelerate-stop distance. V1 als
takeoff, following a failure of the critical engine at VREF, at which the pilot can takeoff, following a failure of the critical e
continue the takeoff and achieve the required height above the takeoff sur- continue the takeoff and achieve the req
face within the takeoff distance. face within the takeoff distance.
V2 V2
Takeoff safety speed. This climb speed is the actual speed at 35 ft above the Takeoff safety speed. This climb speed is
runway surface as demonstrated in flight during takeoff with one engine inop- runway surface as demonstrated in flight
erative. erative.
8-34 Phenom 100 8-34

Weight and Balance
Weight and Balance Weight and Balance

General General
There are many factors that lead to efficient and safe operation of aircraft. There are many factors that lead to
Among these vital factors is proper weight and balance control. The weight Among these vital factors is proper
and balance system commonly employed consists of three equally important and balance system commonly emp
elements: the weighing of the aircraft, the maintaining of the weight and bal- elements: the weighing of the aircraf
ance records, and the proper loading of the aircraft. An inaccuracy in any one ance records, and the proper loading
of these elements nullifies the purpose of the whole system. The final loading of these elements nullifies the purpos
calculations will be meaningless if either the aircraft has been improperly calculations will be meaningless if
weighed or the records contain an error. weighed or the records contain an er
The designers of the Phenom 100 have set the maximum weight, based on The designers of the Phenom 100 h
the amount of lift the wings can provide under the operation conditions for the amount of lift the wings can pro
which the aircraft was designed. The structural strength of the aircraft also which the aircraft was designed. Th
limits the maximum weight the aircraft can safely carry. The ideal location of limits the maximum weight the aircra
the center of gravity (CG) was very carefully determined by the designers, the center of gravity (CG) was very
and the maximum deviation allowed from this specific location has been cal- and the maximum deviation allowed
culated. culated.
The pilot in command of the Phenom 100 has the responsibility on every flight The pilot in command of the Phenom
to know the maximum allowable weight of the aircraft and its CG limits. This to know the maximum allowable wei
allows the pilot to determine on the preflight inspection that the aircraft is allows the pilot to determine on the
loaded in such a way that the CG is within the allowable limits. loaded in such a way that the CG is w

To understand weight and balance, it is necessary to be thoroughly familiar To understand weight and balance, it is
with the terms involved. This section reviews the definitions for terms used with the terms involved. This section rev
throughout the chapter. throughout the chapter.
Arm The horizontal distance from the reference datum to Arm The horizontal dista
the center of gravity (CG) of an item. the center of gravity
Basic Empty Empty weight plus engine oil, hydraulic fluid and Basic Empty Empty weight plus
Weight unusable fuel. Weight unusable fuel.
Basic Operat- The empty weight of the aircraft plus the weight of the Basic Operat- The empty weight o
ing Weight required crew, their required charts, manuals, other ing Weight required crew, their
(BOW) aviation equipment and other standard items such as (BOW) aviation equipment
meals and potable water. meals and potable
Balance Arm See Arm. Balance Arm See Arm.
Center of The point at which an airplane would balance if sus- Center of The point at which
Gravity (CG) pended. Its distance from the reference datum is Gravity (CG) pended. Its distanc
determined by dividing the total moment by the total determined by divid
weight of the airplane. It is the mass center of the air- weight of the airpla
craft, or the theoretical point at which the entire weight craft, or the theoreti
of the aircraft is assumed to be concentrated. It may of the aircraft is ass
be expressed in percent of MAC (mean aerodynamic be expressed in pe
cord) or in inches from the reference datum. cord) or in inches fr
CG Limits The extreme center of gravity locations within which CG Limits The extreme center
the aircraft must be operated at a given weight. These the aircraft must be
limits are indicated on pertinent FAA aircraft type cer- limits are indicated
tificate data sheets, specifications, or weight and bal- tificate data sheets,
ance records. ance records.
CG Limits An enclosed area on a graph of the airplane loaded CG Limits An enclosed area o
Envelope weight and the CG location. If lines drawn from the Envelope weight and the CG
weight and CG cross within this envelope, the air- weight and CG cros
plane is properly loaded. plane is properly lo
CG Moment An enclosed area on a graph of the airplane loaded CG Moment An enclosed area o
Envelope weight and loaded moment. If lines drawn from the Envelope weight and loaded
weight and loaded moment cross within this enve- weight and loaded
lope, the airplane is properly loaded. lope, the airplane is
9-2 Phenom 100 9-2

Weight and Balance
Chord A straight line distance across a wing from leading Chord A straight line d
edge to trailing edge. edge to trailing
Empty Weight The weight of the airframe, engines, all permanently Empty Weight The weight of t
installed equipment, and unusable fuel. Depending installed equip
upon the part of the federal regulations under which upon the part o
the aircraft was certificated, either the undrainable oil the aircraft was
or full reservoir of oil is included. or full reservoir
Landing The takeoff weight of an aircraft less the fuel burned Landing The takeoff we
Weight and/or dumped en route. Weight and/or dumped
LEMAC Leading Edge of the Mean Aerodynamic Chord. LEMAC Leading Edge
Longitudinal An imaginary line through an aircraft from nose to tail, Longitudinal An imaginary li
Axis passing through its center of gravity. Axis passing throug
MAC Mean Aerodynamic Chord. It is the chord of an imagi- MAC Mean Aerodyn
nary airfoil that has all of the aerodynamic character- nary airfoil that
istics of the actual airfoil. It can also be thought of as istics of the act
the chord drawn through the geographic center of the the chord draw
plane area of the wing. plane area of t
Maximum Maximum weight approved for the landing touch- Maximum Maximum weig
Landing down. Landing down.
Weight Weight
Maximum Maximum weight approved for ground maneuver. It Maximum Maximum weig
Ramp Weight includes weight of start, taxi, and run-up fuel. Ramp Weight includes weigh
Maximum Maximum weight approved for the start of the takeoff Maximum Maximum weig
Takeoff run. Takeoff run.
Weight Weight
Maximum The maximum authorized weight of an aircraft without Maximum The maximum
Zero Fuel fuel. This is the total weight for a particular flight less Zero Fuel fuel. This is the
Weight the fuel. It includes the aircraft and everything that will Weight the fuel. It inclu
be carried on the flight except the weight of the fuel. be carried on t
Moment A force that causes or tries to cause an object to Moment A force that ca
rotate. It is indicated by the product of the weight of an rotate. It is indic
item multiplied by its arm. item multiplied
Reference An imaginary vertical plane from which all horizontal Reference An imaginary v
Datum distances are measured for balance purpose. Datum distances are m

Station A location along the airplane fuselage usually given in Station A location along the
terms of distance from the reference datum. terms of distance fr
Takeoff The weight of an aircraft just before beginning the Takeoff The weight of an ai
Weight takeoff roll. It is the ramp weight less the weight of the Weight takeoff roll. It is the
fuel burned during start and taxi. fuel burned during s
Undrainable Oil that does not drain from an engine lubricating sys- Undrainable Oil that does not dr
Oil tem when the aircraft is in the normal ground attitude Oil tem when the aircra
and the drain valve is left open. and the drain valve
Unusable Fuel Fuel remaining in the aircraft that is inaccessible for Unusable Fuel Fuel remaining in th
engine combustion. engine combustion
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for fl
Useful Load Difference between takeoff weight, or ramp weight if Useful Load Difference between
applicable, and basic empty weight. applicable, and bas
Zero Fuel The weight of an aircraft without fuel. Zero Fuel The weight of an ai
Weight Weight
Balance Reference System Balance Reference System

Balance Arms / Body Station Balance Arms / Body Station
Longitudinal location of the CG identified throughout this manual regarding Longitudinal location of the CG identifie
airplane and components will be referred to as Balance Arms. Balance Arms airplane and components will be referred
are the distance in inches from Airplane Datum, which is located at the zero are the distance in inches from Airplane
station of the fuselage. station of the fuselage.
Balance Arms (BA) are equivalent to Body Station (BS) on the PHENOM 100. Balance Arms (BA) are equivalent to Bod
Airplane Datum Airplane Datum
The Airplane Datum is a plane, perpendicular to the fuselage centerline. The The Airplane Datum is a plane, perpendi
location of the Datum can be determined by measuring the distance from the location of the Datum can be determined
wing jacking points to the centerline of the Phenom 100 (107.56" / 2.732 M) wing jacking points to the centerline of th
and then measuring from that point forward 255.08" inches / 6.479 M. and then measuring from that point forwa
9-4 Phenom 100 9-4

August 2010 Rev. 1 Developed for Training Purposes August 2010 Rev. 1 Developed for Tra
Weight and Balance
Jacking Points Jacking Points
107.56 Inches 107.56 Inches

2.732 M 2.732 M
CENTER LINE
255.08 Inches 255.08 Inches

DATUM DATUM
6.479 M 6.479 M
WING JACK POINTS
Wing Mean Aerodynamic Chord (Mac) Wing Mean Aerodynamic Chor

The Phenom 100 is primarily concerned with the location of the CG relative to The Phenom 100 is primarily concern
the datum and the average chord of the wing. Because the physical chord of the datum and the average chord of
a wing does not have a strictly rectangular plan form it is difficult to measure. a wing does not have a strictly rectan
Wings, such as tapered wings, express the allowable CG range in a percent- Wings, such as tapered wings, expre
age of mean aerodynamic chord (MAC). MAC is the chord of an imaginary age of mean aerodynamic chord (M
airfoil that has all of the aerodynamic characteristics of the actual airfoil. It can airfoil that has all of the aerodynamic
also be thought of as the chord drawn through the geographic center of the also be thought of as the chord draw
plan area of the wing. plan area of the wing.

Developed for Training Purposes Rev.1 August 2010 Developed for
Mean Aerodynamic Chord Mean Aerodynamic Chord
MEAN AERODYNAMIC MEAN A

CHORD C
TIP CHORD ROOT TIP CHORD

CHORD
ROOT ROOT
CHORD Neutral Point CHORD
TIP CHORD
TIP CHORD TIP CHORD

ROOT
CHORD
FUSELAGE FUSELA
CENTERLINE CENTER
The relative positions of the CG and the aerodynamic center of lift of the wing The relative positions of the CG and the a
have critical effects on the flight characteristics of the aircraft. have critical effects on the flight characte
Consequently, relating the CG location to the chord of the wing is convenient Consequently, relating the CG location to
from a design and operations standpoint. Normally, the Phenom 100 will have from a design and operations standpoint.
acceptable flight characteristics if the CG is located somewhere between 21 acceptable flight characteristics if the CG
and 37 percent average chord point but will vary by weight and loading. Such and 37 percent average chord point but w
loading will place the CG forward of the aerodynamic neutral or center point loading will place the CG forward of the
allowing the aircraft to remain stable in flight. allowing the aircraft to remain stable in fli
In order to relate the percent MAC to the datum, all weight and balance infor- In order to relate the percent MAC to the
mation includes two items: mation includes two items:
 The length of MAC in inches  The length of MAC in inches
 The location of the leading edge of MAC (LEMAC) in inches from the  The location of the leading edge of MA
datum. datum.
The length of the MAC for the Phenom 100 is 64.57" inches / 1.640 M The length of the MAC for the Phenom
long and the LEMAC is located 209.64 inches / 5.325 M aft of the Datum line. long and the LEMAC is located 209.64 in
9-6 Phenom 100 9-6

August 2010 Rev. 1 Developed for Training Purposes August 2010 Rev. 1 Developed for Train
Weight and Balance
The MAC can be computed by the following formula: The MAC can be computed by the fo
 B.A. – 209.64 x100 B.A. – 5.325 x100  B.A. – 209.64 

%MAC = ------------------------------------------------------ %MAC = ------------------------------------------------------ %MAC = ---------------------------------------
64.57 1.640 64.57
Note: B.A. is the computed CG based on the distance from the Datum line. Note: B.A. is the computed CG bas
DATUM DATUM
LEADING EDGE MEAN

AERODYNAMIC CHORD
(LEMAC)
CENTER OF CENTER OF
GRAVITY MEAN GRAVITY
AERODYNAMIC
CHORD
TRAILING EDGE MEAN

AERODYNAMIC CHORD
(TMAC)
Configuration Checklist / Equipment List Configuration Checklist / Equip

The balance arms are shown in the applicable interior arrangement. Herein, The balance arms are shown in the
the Standard Configuration is presented as an illustrative example, including the Standard Configuration is presen
the plan view and the Balance Arms. the plan view and the Balance Arms.
For other interior configuration options, the respective Balance Arms are sup- For other interior configuration option
plied together with the “Airplane Weighing Form”, inserted in the “FINAL plied together with the “Airplane W
INSPECTION REPORT”, by the time of the airplane’s delivery. INSPECTION REPORT”, by the time

Developed for Training Purposes Rev.1 August 2010 Developed for
Standard Configuration – Crew And Passengers Standard Configuration – Crew An

BALANCE ARM (inches) BALANCE ARM
Pilot & Passengers Passengers Pilot & Passengers

Lavatory
Copilot 1&2 3&4 Copilot 1&2
108.90 176.97 214.68 249.76 108.90 176.97
Standard Configuration – Baggage Compartments Standard Configuration – Baggage

FWD AFT FWD AFT

Lavatory
Baggage Baggage Wardrobe Baggage Baggage
Cabinet
Compartment Compartment Compartment Compartment
45.47 314.29 143.46 249.76 45.47 314.29
Fuel Data Fuel Data

Fuel Quantities Fuel Quantities
Volume CG Balance Volume
Fuel Category Weight (lb) Fuel Category
(US Gal) Arm (in) (US Gal)
UNUSABLE 6.6 44.2 228.98 UNUSABLE 6.6
UNDRAINABLE 0.8 5.3 229.29 UNDRAINABLE 0.8
USABLE 418.7 2806 230.93 USABLE 418.7
The values specified above have been determined for an adopted fuel den- The values specified above have been d
sity of 6.701 lb/US Gal. sity of 6.701 lb/US Gal.
Fuel Distribution Table Fuel Distribution Table
FUEL DISTRIBUTION ON THE LEFT AND FUEL DISTRIBUTION ON THE LE
RIGHT WING TANKS RIGHT WING TANKS
CG Balance Arm CG Balan
Weight (Pounds) Weight (Pounds)
(Inches) (Inch
50 228.65 50 228.
100 228.23 100 228.
150 227.83 150 227.
200 227.46 200 227.
250 227.05 250 227.
9-8 Phenom 100 9-8

Weight and Balance
FUEL DISTRIBUTION ON THE LEFT AND FUEL DISTRIBUTION ON TH

RIGHT WING TANKS RIGHT WING TANK
CG Balance Arm CG B
(Inches) (
300 226.74 300
350 226.44 350
400 226.16 400
450 226.00 450
500 225.86 500
550 225.75 550
600 225.73 600
650 225.70 650
700 225.73 700
750 225.75 750
800 225.82 800
850 225.90 850
900 225.95 900
950 226.02 950
1000 226.12 1000
1050 226.20 1050
1100 226.31 1100
1150 226.37 1150
1200 226.44 1200
1250 226.52 1250
1300 226.60 1300
1350 226.70 1350
1400 226.77 1400
1450 226.88 1450
1500 226.97 1500
1550 227.05 1550
1600 227.16 1600
1650 227.27 1650

FUEL DISTRIBUTION ON THE LEFT AND FUEL DISTRIBUTION ON THE LE

RIGHT WING TANKS RIGHT WING TANKS
CG Balance Arm CG Balan
(Inches) (Inch
1700 227.40 1700 227.
1750 227.50 1750 227.
1800 227.64 1800 227.
1850 227.76 1850 227.
1900 227.92 1900 227.
1950 228.06 1950 228.
2000 228.22 2000 228.
2050 228.39 2050 228.
2100 228.54 2100 228.
2150 228.71 2150 228.
2200 228.88 2200 228.
2250 229.06 2250 229.
2300 229.22 2300 229.
2350 229.38 2350 229.
2400 229.56 2400 229.
2450 229.73 2450 229.
2500 229.89 2500 229.
2550 230.07 2550 230.
2600 230.23 2600 230.
2650 230.40 2650 230.
2700 230.57 2700 230.
2750 230.73 2750 230.
2800 230.91 2800 230.
2806 230.93 2806 230.
9-10 Phenom 100 9-10

Weight and Balance
Miscellaneous Fluids Miscellaneous Fluids

Balance Arm
Fluid Weight (lb) Fluid We
(inches)
ENGINE OIL (1) 17.6 302.52 ENGINE OIL (1)
HYDRAULIC (2) 3.1 34.17 HYDRAULIC (2)
WASTE TANK FLUID 7.7 249.17 WASTE TANK FLUID
Note 1: Adopted engine oil Density (ref. MIL-L-7808): 8.34 lbs/gal Note 1: Adopted engine oil Density
Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV): Note 2: Adopted hydraulic fluid d
7.09 lbs/gal 7.09 lbs/gal
Weighing and Balance Computation Weighing and Balance Comput

The BEW (Basic Empty Weight) is the weight of the empty aircraft in its deliv- The BEW (Basic Empty Weight) is th
ered configuration plus the weight of the fluids (engine oil, hydraulic fluid, and ered configuration plus the weight of
unusable fuel). The BEW and its respective balance arm are obtained from unusable fuel). The BEW and its re
the airplane weighting record. the airplane weighting record.
In order to determine the loaded airplane weight and CG arm, it is necessary In order to determine the loaded airp
to add the BEW and weight of all loaded crew, passengers and cargo. The to add the BEW and weight of all lo
total moment of each loaded item is added separately and then divided by the total moment of each loaded item is a
total weight which gives the final CG arm. The CG arm must be converted total weight which gives the final CG
into %MAC. The computed CG in % MAC must be checked against the into %MAC. The computed CG in
Weight/CG envelope limits to verify the aircraft will operate within established Weight/CG envelope limits to verify t
parameters. parameters.
Baggage Loading Baggage Loading

Baggage Weight and Location Baggage Weight and Location
The baggage weight limits, location and the respective balance arm may be The baggage weight limits, location
obtained from the applicable interior arrangement. The data shown enclosed obtained from the applicable interior
are applicable to the airplane’s Standard Configuration. For other interior con- are applicable to the airplane’s Stand
figuration options, the weight limits, location and the respective balance arm figuration options, the weight limits,
are supplied together with the “Airplane Weighing Form”, inserted in the are supplied together with the “Air
“FINAL INSPECTION REPORT”. “FINAL INSPECTION REPORT”.
Baggage Compartment Baggage Compartment
The baggage should be evenly distributed in each compartment to avoid load The baggage should be evenly distri
concentration. Baggage / cargo must not become a hazard to the airplane concentration. Baggage / cargo mu
structure or systems as a result of shifting under operational loads. Therefore structure or systems as a result of sh
sharp edge volumes and/or dense cargo (objects significantly more dense sharp edge volumes and/or dense
than typical passenger baggage) must be arranged with adjacent soft vol- than typical passenger baggage) m

umes or protections thus preventing aircraft damage in case of baggage/ umes or protections thus preventing air
cargo shifting due to operational loads. In the aft baggage compartment, bag- cargo shifting due to operational loads. In
gage must be secured with cargo net after loading. gage must be secured with cargo net afte
Computing Takeoff Center of Gravity Computing Takeoff Center

The BEW (Basic Empty Weight) is the weight of the empty aircraft in its deliv- The BEW (Basic Empty Weight) is the we
ered configuration plus the weight of fluids (engine oil and hydraulic fluid ser- ered configuration plus the weight of fluid
viced full, and the unusable fuel). The BEW and its respective balance arm viced full, and the unusable fuel). The B
are obtained from the airplane weighing record. are obtained from the airplane weighing r
Step 1: Step 1:
By using the Phenom 100 loading form and balance arm loading charts, the By using the Phenom 100 loading form a
pilot can determine if the aircraft is properly loaded and within CG before pilot can determine if the aircraft is pro
takeoff or arrival. The pilot must begin by entering the aircraft basic empty takeoff or arrival. The pilot must begin b
weight and moment in the top line of the form. The BEW and moment can be weight and moment in the top line of the
found in the Weight and Balance section of the AFM. found in the Weight and Balance section
Weight Arm Moment Weight

Item Item
(lbs) (Inches) (lb.in) (lbs)
BEW 6887 235.31 1620580 BEW 6887
Forward Baggage Forward Baggage
Pilot and Copilot Pilot and Copilot
Pax 1 and 2 Pax 1 and 2
Fuel Fuel
Aft baggage Aft baggage
Wardrobe Wardrobe
Lavatory Cabinet Lavatory Cabinet
Airplane Weight & CG Airplane Weight & CG
9-12 Phenom 100 9-12

Weight and Balance
Step 2: Step 2:
Determine the weight in pounds of the flight crew (pilot and copilot) and enter Determine the weight in pounds of th
the data on the Phenom 100 loading form. For this example the flight crew the data on the Phenom 100 loadin
weight will be 384.00 lbs. To determine the balance arm, the pilot must use weight will be 384.00 lbs. To determ
the associated arm indicated on the balance arm chart for crew and passen- the associated arm indicated on the
gers. The balance arm for this exercise is 108.90. gers. The balance arm for this exerci
Standard Configuration – Crew And Passengers Standard Configuration – Crew
BALANCE ARM (inches) BALANCE

Lavatory
108.90 176.97 214.68 249.76 108.90 176.97
Weight Arm Moment We

Item Item
(lbs) (Inches) (lb.in) (lb
BEW 6887 235.31 1620580 BEW 68
Pilot and Copilot 384 108.9 Pilot and Copilot 3
Fuel Fuel
Wardrobe Wardrobe

Step 3: Step 3:
Determine the weight in pounds of the passengers sitting in seats 1 and 2 and Determine the weight in pounds of the pas
enter the data on the Phenom 100 loading form. For this example the passen- enter the data on the Phenom 100 loading
ger weight at seats 1 and 2 total 362 lbs. To determine the balance arm, the ger weight at seats 1 and 2 total 362 lbs
pilot must use the associated arm indicated on the balance arm chart for crew pilot must use the associated arm indicate
and passengers. The balance arm for this exercise is 176.97. and passengers. The balance arm for this
Standard Configuration – Crew And Passenger Standard Configuration – Crew An

Lavatory
108.90 176.97 214.68 249.76 108.90 176.97

Item Item
BEW 6887 235.31 1620580 BEW 6887
Pax 1 and 2 362 176.97 Pax 1 and 2 362
Fuel Fuel
Wardrobe Wardrobe
9-14 Phenom 100 9-14

Weight and Balance
Step 4: Step 4:
Determine the weight in pounds of the fuel and enter the data on the Phenom Determine the weight in pounds of th
100 loading form. For this example the fuel weight will total 1450 lbs. To 100 loading form. For this example
determine the balance arm, the pilot must use the associated arm indicated determine the balance arm, the pilot
on the balance arm chart for fuel as a function of gallons. The balance arm for on the balance arm chart for fuel as a
this exercise is 226.88. this exercise is 226.88.
CG Balance Arm CG B
(Inches) (
1300 226.60 1300
1350 226.70 1350
1400 226.77 1400
1450 226.88 1450
1500 226.97 1500
1550 227.05 1550
1600 227.16 1600

Item Item
BEW 6887 235.31 1620580 BEW 68
Pax 1 and 2 362 176.97 Pax 1 and 2 3
Fuel 1450 226.88 Fuel 14
Wardrobe Wardrobe

Step 5: Step 5:
Determine the weight in pounds of the aft baggage and enter the data on the Determine the weight in pounds of the af
Phenom 100 loading form. For this example the baggage weight will total 187 Phenom 100 loading form. For this examp
lbs. To determine the balance arm, the pilot must use the associated arm indi- lbs. To determine the balance arm, the pil
cated on the balance arm chart for baggage compartments. The balance arm cated on the balance arm chart for bagga
for this exercise is 314.29. for this exercise is 314.29.
Standard Configuration – Baggage Compartments Standard Configuration – Baggage
FWD AFT Lavatory FWD AFT

Baggage Baggage Wardrobe Baggage Baggage
Compartment Compartment Cabinet Compartment Compartment
45.47 314.29 143.46 249.76 45.47 314.29

Item Item
BEW 6887 235.31 1620580 BEW 6887
Pax 1 and 2 362 176.97 Pax 1 and 2 362
Fuel 1450 226.88 Fuel 1450
Aft baggage 187 314.29 Aft baggage 187
Wardrobe Wardrobe
9-16 Phenom 100 9-16

Weight and Balance
Step 6: Step 6:
Determine the moment of each entry by multiplying the balance arm by the Determine the moment of each entr
associated weight. As each moment is computed, enter the number into the associated weight. As each moment
Phenom 100 loading form. Phenom 100 loading form.

Item Item
BEW 6887 235.31 1620580 BEW 68
Pilot and Copilot 384 108.9 41817.6 Pilot and Copilot 3
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 3
Fuel 1450 226.88 328976 Fuel 14
Aft baggage 187 314.29 58772.23 Aft baggage 1
Wardrobe Wardrobe

Step 7: Step 7:
Determine the total weight and total moment by adding up each column sepa- Determine the total weight and total mom
rately. As each sum is computed, enter the number into the Phenom 100 rately. As each sum is computed, enter
loading form. loading form.

Item Item
BEW 6887 235.31 1620580 BEW 6887
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 362
Fuel 1450 226.88 328976 Fuel 1450
Wardrobe Wardrobe
Airplane Weight & CG 9270 2114208.9 Airplane Weight & CG 9270
9-18 Phenom 100 9-18

Weight and Balance
Step 8: Step 8:
Compute the new aircraft balance arm by dividing the total moment by the Compute the new aircraft balance a
total weight (Balance Arm = Moment/Weight). For this example, the new bal- total weight (Balance Arm = Moment
ance arm will be 228.07 inches aft of the datum plane (2114208.9/ ance arm will be 228.07 inches
9270=228.70). Enter the new balance arm into the Phenom 100 loading form. 9270=228.70). Enter the new balance

Item Item
BEW 6887 235.31 1620580 BEW 68
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 3
Fuel 1450 226.88 328976 Fuel 14
Wardrobe Wardrobe
Airplane Weight & CG 9270 228.07 2114208.9 Airplane Weight & CG 92
Step 9: Step 9:
Compute the CG location in relation to MAC by applying the following for- Compute the CG location in relation
mula: mula:
 CG as %MAC=[(Balance Arm-209.64)/64.57] x 100  CG as %MAC=[(Balance Arm-209
For this example: For this example:
 CG % MAC = [(228.07-209.64)/64.57] x 100 = 28.54  CG % MAC = [(228.07-209.64)/64
Step 10: Step 10:
Use the Center of Gravity Envelope to determine whether the calculated take- Use the Center of Gravity Envelope t
off weight and moment are within acceptable limits. Begin by finding the com- off weight and moment are within acc
puted %MAC at the bottom of the envelope. Continue vertically from that puted %MAC at the bottom of the
point to intersect the computed takeoff weight. If the intersection occurs within point to intersect the computed takeo
the envelope, the aircraft is within takeoff limits. For this example, a the envelope, the aircraft is with
28.54%MAC and takeoff weight of 9270 lbs shows the aircraft is properly 28.54%MAC and takeoff weight of
loaded for takeoff as it falls within the range of the loading envelope. loaded for takeoff as it falls within the

INFLIGHT LIMITS (FLAPS AND GEAR UP) INFLIGHT L

TAKEOFF AND LANDING LIMITS TAKEOFF
11000 11000
21.5% 23.5% 36.9% 21.5% 23.5%

10600 10600
10472 lb
10200 10200
9800 9766 lb 9800
9400 9400
WEIGHT - lb
WEIGHT - lb
9270 9270
9000 9000
8885 lb 8885 lb 8885 lb
8600 8600
8200 8200
7800 7800
7540 lb
7400 7400
38.5%
7099 lb 7099 lb
7000 7000
19.5% 21.5% 19.5% 21.5%
6600 6614 lb 6600 6
35.5
6200 6200
28.54 28.5
10 20 30 40 50 10 20
CG POSITION - %MAC CG POSIT
Computing Landing Center of Gravity Computing Landing Cente

To determine if the aircraft will be properly loaded during landing the pilot To determine if the aircraft will be prope
must determine the landing CG in %MAC. The most efficient method for com- must determine the landing CG in %MAC
puting CG would be to incorporate the data used to determine the takeoff CG. puting CG would be to incorporate the da
The only element that should have changed during the flight would be the The only element that should have chan
weight of the fuel. weight of the fuel.
9-20 Phenom 100 9-20

Weight and Balance
Step One: Step One:

In the previous example, the fuel loaded on the airplane was 1450lbs. For this In the previous example, the fuel load
particular example the estimated fuel consumption is going to be 700 lbs. particular example the estimated fu
That means the weight of the fuel remaining at touchdown will be 750 lbs That means the weight of the fuel
(1450 lbs - 700 lbs= 750 lbs.) Enter this new fuel weight and moment into the (1450 lbs - 700 lbs= 750 lbs.) Enter t
weight and balance loading form. weight and balance loading form.
CG Balance Arm CG B
(Inches) (
600 225.73 600
650 225.70 650
700 225.73 700
750 225.75 750
800 225.82 800
850 225.90 850
900 225.95 900

Item Item
BEW 6887 235.31 1620580 BEW 68
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 3
Fuel 750 225.75 Fuel 7
Wardrobe Wardrobe

Step Two: Step Two:

Determine the moment of the fuel by multiplying the fuel arm by the fuel Determine the moment of the fuel by m
weight (750 x 225.809= 162582.48). When the moment is computed, enter weight (750 x 225.809= 162582.48). Wh
the number into the Phenom 100 loading form. the number into the Phenom 100 loading

Item Item
BEW 6887 235.31 1620580 BEW 6887
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 362
Fuel 750 225.75 169312.5 Fuel 750
Wardrobe Wardrobe
9-22 Phenom 100 9-22

Weight and Balance
Step Three: Step Three:

Determine the new total weight and total moment by adding up each column Determine the new total weight and
separately. As each sum is computed, enter the number into the Phenom 100 separately. As each sum is computed
loading form. loading form.

Item Item
BEW 6887 235.31 1620580 BEW 68
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 3
Fuel 750 225.75 169312.5 Fuel 7
Wardrobe Wardrobe
Airplane Weight & CG 8570 1954545.4 Airplane Weight & CG 85

Step Four: Step Four:

Compute the new aircraft balance arm by dividing the total moment by the Compute the new aircraft balance arm b
total weight (Balance Arm=Moment/Weight). For this example, the new bal- total weight (Balance Arm=Moment/Weig
ance arm will be 228.06 inches aft of the datum plane (1954545.4 / 8570 = ance arm will be 228.06 inches aft of the
228.06). Enter the new balance arm into the Phenom 100 loading form. 228.06). Enter the new balance arm into

Item Item
BEW 6887 235.31 11620580 BEW 6887
Pax 1 and 2 362 176.97 64063.14 Pax 1 and 2 362
Fuel 750 225.75 169312.5 Fuel 750
Wardrobe Wardrobe
Airplane Weight & CG 8570 228.06 1954545.4 Airplane Weight & CG 8570
Step Five: Step Five:

Compute the new CG location in relation to %MAC by applying the following Compute the new CG location in relation
formula: formula:
 CG as %MAC=[(Balance Arm - 209.64)/64.57] x 100  CG as %MAC=[(Balance Arm - 209.64
For this example: For this example:
 CG%MAC = [(228.06 - 209.64)/64.57] x 100= 28.52  CG%MAC = [(228.06 - 209.64)/64.57]
Step Six: Step Six:
Use the Center of Gravity Envelope to determine whether the calculated take- Use the Center of Gravity Envelope to de
off weight and moment are within acceptable limits. Begin by finding the com- off weight and moment are within accepta
puted %MAC at the bottom of the envelope. Continue vertically from that puted %MAC at the bottom of the enve
point to intersect the computed takeoff weight. If the intersection occurs within point to intersect the computed takeoff we
the envelope, the aircraft is within takeoff limits. For this example a the envelope, the aircraft is within ta
28.52%MAC and a landing weight of 8570 lbs shows the aircraft is properly 28.52%MAC and a landing weight of 857
loaded for landing as it falls with the range of the loading envelope. loaded for landing as it falls with the rang
9-24 Phenom 100 9-24

Weight and Balance
INFLIGHT LIMITS (FLAPS AND GEAR UP) INFLIG

TAKEOFF AND LANDING LIMITS TAKE
11000 11000
21.5% 23.5% 36.9% 21.5% 23

10600 10600
10472 lb
10200 10200
9800 9766 lb 9800
9400 9400
WEIGHT - lb
WEIGHT - lb
9000 9000
8885 lb 8885 lb 8885 lb
8600 8600
8570 8570
8200 8200
7800 7800
7540 lb
7400 7400
38.5%
7099 lb 7099 lb
7000 7000
19.5% 21.5% 19.5% 21.5%
6600 6614 lb 6600
35.5
6200 6200
28.52 2
10 20 30 40 50 10 20
CG POSITION - %MAC CG PO

Weight Weight
MAX Ramp Weight (MRW) 10516 lb MAX Ramp Weight (MRW)
MAX Takeoff Weight (MTOW) 10472 lb MAX Takeoff Weight (MTOW)
MAX Landing Weight (MLW) 9766 lb MAX Landing Weight (MLW)
MAX Zero Fuel Weight (MZFW) 8444 lb MAX Zero Fuel Weight (MZFW)
To comply with the performance and operating limitations regulations, the To comply with the performance and op
maximum allowable takeoff and landing operational weights may be equal to, maximum allowable takeoff and landing o
but not greater than design limits. but not greater than design limits.
The takeoff weight (weight at brake release or at start of takeoff run) is the The takeoff weight (weight at brake rele
lowest between MTOW and the following weights: lowest between MTOW and the following
 Maximum takeoff weight as calculated using the approved CAFM soft-  Maximum takeoff weight as calculated
ware, and as limited by field length, climb and brake energy. ware, and as limited by field length, cli
 Maximum takeoff weight, as limited by enroute, and landing operating  Maximum takeoff weight, as limited by
requirements. requirements.
The landing weight is the lowest between MLW and the following weights: The landing weight is the lowest between
 Maximum approach and landing weight as limited by runway length, alti-  Maximum approach and landing weigh
tude and temperature, and calculated using the approved CAFM software. tude and temperature, and calculated
Loading Loading
The airplane must be loaded in accordance with the information contained in The airplane must be loaded in accordan
the Weight and Balance Section of the Airplane Flight Manual. the Weight and Balance Section of the Ai
Baggage Capacities Baggage Capacities
 Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)  Wardrobe . . . . . . . . . . . . . . . . . . . . . .
 Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 lb (15 kg)  Lavatory Cabinet . . . . . . . . . . . . . . . .
 Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 lb (160 kg)  Aft Compartment. . . . . . . . . . . . . . . . .

FWD Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg) 
FWD Compartment. . . . . . . . . . . . . . .
9-26 Phenom 100 9-26

General
The air conditioning system supplies airflow to the cockpit and passenger
Air Conditioning
cabin for ventilation and cabin pressurization. The AC system controls the
temperature of the cockpit and cabin air.
Air Conditioning
Cooling - Air Conditioning / Pressurization Panel Air Conditioning
General General
The air conditioning system supplies airflow to the cockpit and passenger The air conditioning system supplies
cabin for ventilation and cabin pressurization. The AC system controls the cabin for ventilation and cabin pressu
temperature of the cockpit and cabin air. temperature of the cockpit and cabin ai
Cooling - Air Conditioning / Pressurization Panel Cooling - Air Conditioning / Pres
PRESSURIZATION AIR CONDITIONING

MODE BLEED CKPT FAN CABIN FAN MODE
BOTH
AUTO 1 2 HI MAN
MED AUTO
OFF OFF
MAN LO
VENT
CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP

PRESSURIZATION AIR CONDITIONING PRESSURIZATI
UP MODE BLEED CKPT FAN H CABIN FAN MODE MODE BL
BOTH B
AUTO 1 2 HIC AUTO 1

DN MAN
C H C H
CABIN MED AUTO
OFF OFF OFF

MAN LO MAN
VENT VENT
Vapor Cycle System CABIN ALT

UP
DUMP CKPT TEMP CABIN TEMP TEMP
H
CABIN ALT
UP
DU
The Vapor Cycle System (VCS) is divided into two zones: cabin and cockpit.
The heat load of these two zones is transferred
DN
to the refrigerantC byHtheCABIN
cabin
C H
C DN
and cockpit evaporators. The heat absorbed by the refrigerant is dissipated

by condenser in the condenser/heat exchanger pack.
Vapor Cycle System Vapor Cycle System

The Vapour Cycle System (VCS) is operated automatically by the Environmental The Vapour Cycle System (VCS) is ope
Control System (ECS) temperature controller to provde additional cooling of the Control System (ECS) temperature con
air in the cabin and cockpit when required. The VCS compressor is powered air in the cabin and cockpit when requir
from the SCHED bus. from the SCHED bus.
In flight, both generators are required to operate the system. In flight, both generators are required to
During ground operations, either a GPU or both generators are required to run During ground operations, either a GPU
the system at full efficiency. With only one generators available, the system will the system at full efficiency. With only o
operate, but at a reduced efficiency. operate, but at a reduced efficiency.
Phenom 100 10-1
Phenom 100 Air Conditioning 10-1 Phenom 100

Developed for Training Purposes Rev. 3 Mar 2011 Developed for
Air Conditioning
AC Distribution AC Distribution
10-2 Phenom 100 10-2

Air Conditioning
Vapor Cycle System Vapor Cycle System
HEAT
CABIN EXCHANGE/CONDENSER CABIN
EVAPORATOR PACK EVAPORATOR
COCKPIT COMPRESSOR DRIVE COCKPIT

EVAPORATOR MODULE EVAPORATOR
CABIN CABI
ZONE ZONE
COCKPIT COCKPIT
ZONE ZONE
The system has five primary components that perform a vapor cycle in the The system has five primary compo
system: system:
 Condenser / Heat Exchanger Pack  Condenser / Heat Exchanger Pac
 Expansion Valve  Expansion Valve
 Cabin and Cockpit Evaporators  Cabin and Cockpit Evaporators
 Compressor Module  Compressor Module
The heat load generated in the cabin and cockpit is transferred to the refriger- The heat load generated in the cabin
ant by means of the evaporators. The compressor module pumps the refrigerant by means of the evaporators. The
ant to the condenser/heat exchanger pack where the energy contained in the ant to the condenser/heat exchanger
fluid is dissipated through an indirect heat transfer with ram air. The fluid then fluid is dissipated through an indirect
passes through the evaporator mounted expansion valves where it is vapor- passes through the evaporator moun
ized, looses energy, and is directed to the evaporators, thus closing the cycle. ized, looses energy, and is directed to
The GCF (Ground Cooling Fan) provides airflow across the air-to-air heat The GCF (Ground Cooling Fan) pr
exchanger and the air conditioning system condenser coil during ground exchanger and the air conditioning
operation. operation.
The VCS is operated automatically by the ECS (Environmental Control Sys- The VCS is operated automatically b
tem) controller. tem) controller.

Vapor Cycle System - Schematic Vapor Cycle System - Schematic
Condenser / Heat Exchanger Pack Condenser / Heat Exchanger Pack

The condenser / heat exchanger pack utilizes ram air to purge the heat from The condenser / heat exchanger pack ut
the VCS in the condenser as well as the excess heat from the engine bleed the VCS in the condenser as well as the
air-to-air heat exchanger. The ram air flows through the condenser coil first air-to-air heat exchanger. The ram air flo
and absorbs the heat absorbed in the evaporators, then flows through the air- and absorbs the heat absorbed in the eva
to-air heat exchanger and absorbs the excess heat of the engine air bleed. to-air heat exchanger and absorbs the e
The air to air heat exchanger has two independent circuits that can be con- The air to air heat exchanger has two in
trolled separately, the left for cockpit and the right for cabin. trolled separately, the left for cockpit and
10-4 Phenom 100 10-4

Air Conditioning
Cabin and Cockpit Evaporators Cabin and Cockpit Evaporators

The VCS has two evaporators: one for the cabin and one for the cockpit. The VCS has two evaporators: one
Each evaporator is independently controlled by the temperature control sys- Each evaporator is independently co
tem. The VCS can be operated on ground power for aircraft precooling and tem. The VCS can be operated on g
up to the maximum certified altitude of 41,000 ft (feet). up to the maximum certified altitude
Vapor Cycle System - Components Location Vapor Cycle System - Compon
B D B
A E A
COCKPIT CABIN COCKPIT

EVAPORATOR EVAPORATOR EVAPORATOR
A B A
COMPRESSOR HEAT EXCHANGER/ COMPRESSOR

DRIVE MODULE CONDENSER PACK DRIVE MODULE
E D SDS2432215200P055
E

RAM-Air Ventilation RAM-Air Ventilation

The RAM air ventilation system supplies RAM air to decrease bleed air tem- The RAM air ventilation system supplies
perature in the heat exchanger. It can also supply fresh air to the cockpit and perature in the heat exchanger. It can als
passenger cabin in case of a loss of bleed air from both engines. passenger cabin in case of a loss of blee
RAM-Air Ventilation RAM-Air Ventilation
General Description General Description

The RAM air ventilation system uses the RAM air ducting as well as the cabin The RAM air ventilation system uses the
air distribution system to provide air to the cabin and cockpit. An extension of air distribution system to provide air to the
the cabin air distribution system interconnects to the cockpit upper air distri- the cabin air distribution system intercon
bution system so that fresh air can also reach the cockpit. bution system so that fresh air can also re
For fresh air supply during ground operations (bleed off), part of the GCF For fresh air supply during ground oper
circuit airflow is diverted to the RAM air ducting system, so that fresh air can circuit airflow is diverted to the RAM air d
flow to both cabin and cockpit. flow to both cabin and cockpit.
10-6 Phenom 100 10-6

Air Conditioning
RAM-Air Ventilation - Component Location RAM-Air Ventilation - Compone

ZONES ZONES
310 310
320 320
A A
RAM AIR DUCTS
A
SDS2432212300P023
RAM Air Inlet RAM Air Inlet

The RAM air gets into the aircraft by means of the RAM air inlet. The RAM air gets into the aircraft by
RAM Air Ducts RAM Air Ducts
The ram air duct connects the ram air check valve to the emergency ventila- The ram air duct connects the ram a
tion check valve, from where the air flows to the distribution ducts. tion check valve, from where the air f
RAV (RAM Air Valve) RAV (RAM Air Valve)
The ram air valve is operated by a linear actuator. By means of this valve, it is The ram air valve is operated by a lin
possible to select the destination of the ram air; heat exchanger or emer- possible to select the destination o
gency ram air duct. gency ram air duct.
RAM Air Check Valves RAM Air Check Valves
The ECS system uses two check valves, one for the ram air ventilation sys- The ECS system uses two check va
tem and another for the emergency ram air ventilation system. The emer- tem and another for the emergency
gency ram air ventilation system allows outside ambient air to enter the gency ram air ventilation system a
cockpit and passenger cabin when the air conditioning pack is shut down. cockpit and passenger cabin when
The emergency ventilation check valve does not require electronic control. It The emergency ventilation check va
will be open whenever the cabin ECS cooling pack is off and the pressure in will be open whenever the cabin EC
the ram air circuit is greater than cabin pressure. the ram air circuit is greater than cab

RAM-Air Ventilation - Component Location RAM-Air Ventilation - Component L
Ground Cooling Fan Ground Cooling Fan

During ground operation with the bleed system on (bleed switch in 1, 2 or During ground operation with the bleed
BOTH position), the GCF is turned ON by means of the ECS temperature BOTH position), the GCF is turned ON
controller, and the RAV is not energized, so the heat exchanger uses the air- controller, and the RAV is not energized,
flow from the GCF for the air-conditioning system condenser coil. flow from the GCF for the air-conditioning
For fresh air supply during ground operations (bleed off), part of the GCF For fresh air supply during ground oper
(Ground Cooling Fan) circuit airflow is diverted to the RAM air ducting sys- (Ground Cooling Fan) circuit airflow is d
tem, so that fresh air can flow to both cabin and cockpit. tem, so that fresh air can flow to both cab
In flight condition, with the bleed system on, (bleed switch in 1, 2 or BOTH In flight condition, with the bleed system
position), the GCF is turned OFF by means of the ECS temperature control- position), the GCF is turned OFF by mea
ler, and the RAV is energized. The heat exchanger uses the airflow from the ler, and the RAV is energized. The heat e
ram air ventilation system for the air-conditioning system condenser coil. ram air ventilation system for the air-cond
In case of loss of bleed air from both engines (bleed switch in OFF/VENT In case of loss of bleed air from both e
position) in flight condition, the RAV is not energized, so the RAM air ventila- position) in flight condition, the RAV is no
tion system can supply fresh air to the cockpit and passenger cabin (abnor- tion system can supply fresh air to the c
mal operation). mal operation).
10-8 Phenom 100 10-8

Air Conditioning
Distribution Distribution
The distribution system receives airflow from the bleed system, cooling The distribution system receives a
packs, ram air ventilation and GCF. It distributes this air to the cockpit and packs, ram air ventilation and GCF.
passenger cabin gaspers, foot grills, and avionics compartments. passenger cabin gaspers, foot grills,
Passenger Cabin / Cockpit Distribution Passenger Cabin / Cock

The cabin and cockpit air distribution layout was designed to primarily guar- The cabin and cockpit air distribution
antee thermal comfort of crew members and passengers. It also provides antee thermal comfort of crew mem
cockpit equipment cooling and an extra adjustable air outlet for the cockpit equipment cooling and a
occupants. occupants.
Passenger Cabin / Cockpit Distribution - Component Locations Passenger Cabin / Cockpit Dis
The cockpit air distribution consists of: The cockpit air distribution consists o
 Four lower outlets located near the cockpit floor that provide warm air  Four lower outlets located near th
 Two lateral outlets near the windows that provide cold air for the cockpit.  Two lateral outlets near the windo

Gasper valves that provide cold air for the local comfort of the crew 
Gasper valves that provide cold a
members. members.

Avionics outlet cooling with cold air. 
Avionics outlet cooling with cold a
The cabin air distribution consists of: The cabin air distribution consists of:
 Two upper plenums uniformly distributing the cold air throughout the cabin.  Two upper plenums uniformly dist

One hose derivation at each upper plenum edge to supply a cockpit ceiling 
One hose derivation at each uppe
outlet providing extra ventilation. outlet providing extra ventilation.

 Two lower plenums for uniformly distributing warm air throughout the  Two lower plenums for uniformly distrib
cabin. cabin.
 Four gasper valves provide cold air for the local comfort of the passengers.  Four gasper valves provide cold air for
Gasper Gasper
Gaspers provided at each passenger and crew seat create additional air flow. Gaspers provided at each passenger and
The gaspers are adjustable by the seat occupant, varying the airflow or shut- The gaspers are adjustable by the seat o
ting it off completely, and allow directing the airflow up or down for comfort. ting it off completely, and allow directing t
There are four passenger gaspers installed in the cabin. There are four passenger gaspers installe
Gasper - Component Location Gasper - Component Location
Temperature Control Temperature Control

The function of the Temperature Control System (TCS) is to maintain the The function of the Temperature Contro
cabin and cockpit at safe temperature limits and to control the cabin tempera- cabin and cockpit at safe temperature lim
ture rates within comfort margins. ture rates within comfort margins.
The TCS has two temperature zones to allow independent control for cabin The TCS has two temperature zones to
and cockpit temperature. This system uses a digital controller to provide auto- and cockpit temperature. This system use
matic hands-off control although the pilot may control the system manually. matic hands-off control although the pilo
The temperature control system also controls the operation of the VCS. The temperature control system also con
The system has a BIT (Built-in Test) feature to ensure it is functional prior to The system has a BIT (Built-in Test) feat
takeoff and an overtemperature switch as an independent method to detect takeoff and an overtemperature switch a
duct overtemperature conditions. duct overtemperature conditions.
The temperature control system adjusts the environment in the airplane, sub- The temperature control system adjusts t
dividing it into two temperature controlled zones: the cockpit and the dividing it into two temperature contr
passenger cabin. passenger cabin.
10-10 Phenom 100 10-10

Air Conditioning
Temperature Control - Pressurization / Air Conditioning Panel Temperature Control - Pressur

1 2 3
PRESSURIZATION AIR CONDITIONING PRESSURIZATION

MODE BLEED CKPT FAN CABIN FAN MODE MODE BLEED
BOTH BOTH
AUTO 1 2 HI MAN AUTO 1 2
MED AUTO
MAN OFF LO OFF MAN OFF

VENT VENT
CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP CABIN ALT DUMP
UP H UP
DN C DN
C H C H
CABIN
6 5 4
1 - Cockpit Fan Switch 1 - Cockpit Fan Switch

 HI: Provides a high rotation speed to the cockpit evaporator/recirculation  HI: Provides a high rotation speed
fan for air conditioning purposes. fan for air conditioning purposes.
 MED: Provides a medium rotation speed to the cockpit evaporator/recircu-  MED: Provides a medium rotation
lation fan for air conditioning purposes. lation fan for air conditioning purp
 LO: Provides a low rotation speed to the cockpit evaporator/recirculation  LO: Provides a low rotation speed
fan for cockpit heating purposes. fan for cockpit heating purposes.
2 - Cabin Fan Switch 2 - Cabin Fan Switch
 HI: Provides a high rotation speed to the cabin evaporator/recirculation fan  HI: Provides a high rotation speed
for air conditioning purposes. for air conditioning purposes.

 MED: Provides a medium rotation speed to the cabin evaporator/recircula-  MED: Provides a medium rotation
tion fan for air conditioning purposes. tion fan for air conditioning purpos
 LO: Provides a low rotation speed to the cabin evaporator/recirculation fan  LO: Provides a low rotation speed
for cabin heating purposes. for cabin heating purposes.

3 - A/C Temperature Mode Switch 3 - A/C Temperature Mode Switch
 MAN: Provides the manual operation of the temperature control system.  MAN: Provides the manual operat

AUTO: Allows automatic operation of the temperature control system 
AUTO: Allows automatic operation
according to the pilot temperature zone preselection (cockpit and cabin). according to the pilot temperature

OFF: Turns off the VCS (compressor and evaporators) and the ground 
OFF: Turns off the VCS (compres
cooling fan. In this position the temperature automatic mode is kept opera- cooling fan. In this position the tem
tive. tive.
4 -A/C Temperature Manual Switch 4 -A/C Temperature Manual Switch
Provides the manual cockpit and cabin temperature control. Provides the manual cockpit and cab
5 - Cabin Temperature Rotating Knob 5 - Cabin Temperature Rotating Kn
Allows the cabin automatic temperature control according to the knob posi- Allows the cabin automatic tempera
tion. Rotating the knob beyond the first stop, after the click, switches over the tion. Rotating the knob beyond the fir
cabin temperature control to the passenger cabin control panel, if installed. cabin temperature control to the pass

6 - Cockpit Temperature Rotating Knob 6 - Cockpit Temperature Rotating Knob

Allows the cockpit automatic temperature control according to the knob posi- Allows the cockpit automatic temperature
tion. tion.
Temperature Monitoring and Control System Temperature Monitoring and Contr
The ECS controller uses inputs from the zone and duct temperature sensors The ECS controller uses inputs from the
in its control logic to control the cabin / cockpit temperature. The temperature in its control logic to control the cabin / co
switch is set at a temperature higher than the maximum bleed air temperature switch is set at a temperature higher than
allowed by the digital controller and will provide an independent output for allowed by the digital controller and will
CAS (Crew Alerting System) message of a duct overtemperature condition. CAS (Crew Alerting System) message o
The temperature controller also controls the Vapor Cycle Air Conditioning The temperature controller also controls
System (VCS). During conditions where cooling is required, the temperature System (VCS). During conditions where
controller will utilize the VCS to provide additional cooling. controller will utilize the VCS to provide a
C C
D D
A TEMPERATURE A
CONTROLLER
D D
TEMPERATURE
SENSOR
A A
TEMPERATURE TEMPERATURE
SENSOR SENSOR
C
Temperature Controller Temperature Controller

The digital electronic temperature controller monitors the bleed air duct tem- The digital electronic temperature contro
perature and the zone temperature, utilizing software to perform temperature perature and the zone temperature, utiliz
control. The actual zone temperature is compared to the pilot selected zone control. The actual zone temperature is c
temperature. The controller then modulates the TMV (Temperature Modulat- temperature. The controller then modula
ing Valve) in order to drive the actual duct temperature to the desired duct ing Valve) in order to drive the actual du
temperature required by the respective aircraft zone. In the cooling mode the temperature required by the respective a
controller utilizes the vapor cycle air conditioning system to cool the aircraft. controller utilizes the vapor cycle air con
The controller also has a software independent manual control circuit for con- The controller also has a software indepe
trolling the TMV if the manual mode is selected from the cockpit control panel. trolling the TMV if the manual mode is sel
10-12 Phenom 100 10-12

Air Conditioning
Duct Temperature Sensor / Switch Duct Temperature Sensor / Sw

The duct temperature sensor/switch is a dual function probe. The probe con- The duct temperature sensor/switch
tains both a duct temperature sensor and a separate overtemperature switch. tains both a duct temperature sensor
The sensor and switch are packaged into a single probe to simplify the aircraft The sensor and switch are packaged
installation. This allows the controller to provide control over the duct tempera- installation. This allows the controller
ture and anticipate changes in the bleed air temperature due to other variables ture and anticipate changes in the ble
such as engine power settings. The switch is used to provide independent duct such as engine power settings. The s
over temperature indication. The switch is a normally open switch and closes over temperature indication. The swi
on temperature rise at 100° C (degrees Celsius), within +/-5° C error margin. on temperature rise at 100° C (degree
Cabin / Cockpit Temperature Sensor Cabin / Cockpit Temperature S
The TS provides a linear voltage response to temperature. This voltage is com- The TS provides a linear voltage resp
pared to the pilot selected temperature by the temperature controller. The sen- pared to the pilot selected temperatur
sor has an accuracy of ±1° C. sor has an accuracy of ±1° C.
Synoptic Page on MFD Synoptic Page on MFD
2 3 2
OFV 6
1 OPEN 1
INTERMEDIATE
CLOSED
7
10 9 10
1 – Air Shutoff Valves Status 1 – Air Shutoff Valves Status

Air shutoff valves are shown as a circle and an internal line representing the Air shutoff valves are shown as a cir
valve position. valve position.

CLOSED: a white circle and a white line perpendicular to the flow line. 
CLOSED: a white circle and a w

OPEN PRESSURIZED: a green circle and a green line aligned with the 
OPEN PRESSURIZED: a green
flow line. flow line.


OPEN UNPRESSURIZED: a white circle and a white line aligned with the 
OPEN UNPRESSURIZED: a white c
flow line and no air bleed available. flow line and no air bleed available.

FAILED OPEN: a green circle and a green line aligned with the flow line 
FAILED OPEN: a green circle and a
covered by a yellow cross covered by a yellow cross

FAILED CLOSED: a white circle and a white line perpendicular to the flow 
FAILED CLOSED: a white circle and
line covered by a yellow cross. line covered by a yellow cross.
2 – Cockpit / Cabin Temperature Indication 2 – Cockpit / Cabin Temperature Indica
Digital Temperature. The digital information displays setable and actual tem- Digital Temperature. The digital informati
perature for the cockpit and cabin. perature for the cockpit and cabin.

GREEN: used for all actual temperature indication. 
GREEN: used for all actual temperat

CYAN: used for all set temperature indication. 
CYAN: used for all set temperature in
 RED “X”: invalid out of range or failed  RED “X”: invalid out of range or failed
3 – Evaporator / Recirculation Fan Status 3 – Evaporator / Recirculation Fan Stat
The evaporator/recirculation fan is shown as a circle and an internal windmill, The evaporator/recirculation fan is shown
representing the fan status. representing the fan status.
 ON: a green circle and a green windmill.  ON: a green circle and a green windm
 OFF: a white circle and a white windmill.  OFF: a white circle and a white windm
 FAILED: yellow cross covering the circle and windmill.  FAILED: yellow cross covering the ci
4 – ECS Flow Line 4 – ECS Flow Line
The flow line is shown as a colorful line. The flow line is shown as a colorful line.
 GREEN: the associated flow line is pressurized.  GREEN: the associated flow line is p
 WHITE: the associated flow line is not pressurized.  WHITE: the associated flow line is no
5 – RAM Air Valve Status 5 – RAM Air Valve Status
Ram air shutoff valve is shown as a triangle linked with a flow line inside the Ram air shutoff valve is shown as a trian
green circle. green circle.
 GREEN: normal valve operation in-flight. Open (connected to cabin/cock-  GREEN: normal valve operation in-fl
pit) or closed (connected to the heat exchanger). pit) or closed (connected to the hea

WHITE: Valve commanded open on ground (non-normal operation). 
WHITE: Valve commanded open on
 FAILED: yellow cross covering the triangle with the ram air valve open or  FAILED: yellow cross covering the tri
closed. closed.
6 – Outflow Valve (OFV) Position Indication 6 – Outflow Valve (OFV) Position Indic
A green pointer and legends indicate the actual OFV position during on A green pointer and legends indicate t
ground operations only. ground operations only.

OPEN: the OFV is fully open at 90°. 
OPEN: the OFV is fully open at 90°.

CLOSED: the OFV is fully closed at 0°. 
CLOSED: the OFV is fully closed at 0

INTERMEDIATE: the OFV is at any position between 90° and 0°. 
INTERMEDIATE: the OFV is at any p
7 – Bleed Line Pressure Indication 7 – Bleed Line Pressure Indication
Digital Pressure. Digital Pressure.
10-14 Phenom 100 10-14

Air Conditioning

GREEN: normal operating range. 
GREEN: normal operating range

WHITE: label (PSI). 
WHITE: label (PSI).

YELLOW DASHED: invalid information or value out of displayable range. 
YELLOW DASHED: invalid infor
8 – Heat Exchange Status 8 – Heat Exchange Status
 ON: a green rectangle.  ON: a green rectangle.
 OFF: a white rectangle.  OFF: a white rectangle.
9 – Vapor Air Conditioning System Status 9 – Vapor Air Conditioning System
The vapor air conditioning system fan is shown as a circle and an internal tri- The vapor air conditioning system fa
angle. angle.
 ON: a green circle and green triangle.  ON: a green circle and green tria
 OFF: a white circle and white triangle.  OFF: a white circle and white tri
 FAILED: yellow cross covering the circle and triangle.  FAILED: yellow cross covering t
10 – Ground Cooling Fan Status 10 – Ground Cooling Fan Status
The ground cooling fan is shown as a circle and an internal windmill, repre- The ground cooling fan is shown as
senting the fan status. senting the fan status.
 ON: a green circle and a green windmill.  ON: a green circle and a green w
 OFF: a white circle and a white windmill.  OFF: a white circle and a white
 FAILED: yellow cross covering the circle and windmill.  FAILED: yellow cross covering t
For the air conditioning system to work on the ground the GPU must be For the air conditioning system to w
used or at least one generator must be operating. used or at least one generator must
CAS Messages CAS Messages

TYPE MESSAGE MEANING TYPE MESSAGE
An overheat condition has

DUCT 1 (2) OVERTEMP been detected at the associ- DUCT 1 (2) OVERT
Caution ated bleed line. Caution
The electronic bay tempera-
EBAY OVHT EBAY OVHT
ture is above 70° C
Forward emergency ram

Advisory RAM AIR FAIL Advisory RAM AIR FAIL
valve has failed closed.

10-16 Phenom 100 10-16

Aircraft General
Aircraft General Aircraft General

General General
The Embraer Phenom 100 is a Technically Advanced Aircraft (TAA) certified The Embraer Phenom 100 is a Tech
for either single / two pilot (crew) operation. It is a fully pressurized aircraft for either single / two pilot (crew) op
that has a maximum ceiling of 41,000 ft and will cruise at speeds of up to 275 that has a maximum ceiling of 41,000
KIAS/.70 mach. The Phenom can carry a full compliment of 4 passengers KIAS/.70 mach. The Phenom can c
and two pilots with a maximum takeoff weight of 10472 lbs. IFR/VFR Range and two pilots with a maximum take
is between 1178 and 1320 nm. is between 1178 and 1320 nm.
The aircraft is an all metal semimonocoque structure consisting of aluminum The aircraft is an all metal semimono
alloys, stainless steel, and titanium alloys. Composite materials are also used alloys, stainless steel, and titanium a
throughout the aircraft to optimize weight. Corrosion protection is provided on throughout the aircraft to optimize we
all structural components. all structural components.

Dimensions Dimensions
FWD BAGGAGE
P C PILOT & COPILOT P C

(OR PASSENGER IN
SINGLE PILOT OPERATIONS)
WARDROBE
1 2 PASSENGERS 1 & 2 1 2
3 4 3 4
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
11-2 Phenom 100 11-2

Aircraft General
4.35m
(14ft 2.6in)
12.7m 12.7m
(41ft 8.4in) (41ft 8.4in)
5.34m
(17ft 6.24in)
3.55m 3.55m
(11ft 8in) (11ft 8in)
12.3m 12.3m
(40ft 4.3in) (40ft 4.3in)
Engines Engines
Two Pratt & Whitney Canada Inc PW617F-E engines provide thrust for the Two Pratt & Whitney Canada Inc P
aircraft at a rated output of 1695 lbs per engine. They are dual Full Authority aircraft at a rated output of 1695 lbs
Digital Engine Control (FADEC) controlled with a flat rating: ISA + 10. Digital Engine Control (FADEC) co
Engines incorporate ice protection, fire detection and fire extinguishing sys- Engines incorporate ice protection,
tems. tems.

Engines Engines
AIR COOLER AIR COOLER
OIL COOLER OIL COOLER
BLEED VALVE (ACOC) BLEED VALVE (ACOC)
ACTUATOR ACTUATOR
(BVA) (BVA)
IGNITION IGNITION
EXCITER EXCITER
ENGINE DATA ENGINE DATA

COLLECTOR UNIT COLLECTOR UNIT
(EDCU) (EDCU)
T1 IGNITION T1
SENSOR CABLE SENSOR
IGNITER
FAN SPINNER FAN SPINNER
FRONT
MOUNTS
PADS
FMU ASSEMBLY
STARTER/ OIL SIGHT GLASS STARTER/
GENERATOR GENERATOR
OIL FILLER
NECK
11-4 Phenom 100 11-4

Aircraft General
Aircraft Structure Aircraft Structure

Doors Doors
The doors provide easy access to the aircraft. The main aircraft door provides The doors provide easy access to the
normal entrance and exit from the pressurized cabin of the aircraft. The emer- normal entrance and exit from the pre
gency door is primarily used as an additional exit in the event a ground evac- gency door is primarily used as an a
uation of the aircraft is warranted. The baggage doors provide access to the uation of the aircraft is warranted. Th
unpressurized baggage compartments located forward and aft on the left unpressurized baggage compartm
side of the aircraft. side of the aircraft.
FORWARD FORWARD
BAGGAGE BAGGAGE
MAIN DOOR MAIN DOOR
EMERGENCY
DOOR
SDS2432520000P003
AFT AFT
BAGGAGE BAGGAGE
Main Door Main Door

The main door is located on the left side of the center fuselage. It is con- The main door is located on the le
structed of aluminum. The door has a locking mechanism that permits the structed of aluminum. The door has
operator to unlock and lock the door manually through the external and inter- operator to unlock and lock the door
nal handles. nal handles.
There are two hinges located below the main door to permit door rotation There are two hinges located below
movement. When closed and locked, the main door does not depend on the movement. When closed and locked
locking and actuating mechanism to bear any loading either from pressuriza- locking and actuating mechanism to
tion or flight and ground loads induced by the fuselage. tion or flight and ground loads induce
There are 8 latch pins that become aligned with their support latches. The There are 8 latch pins that become
door has one rubber seal installed in the groove around the main door frame. door has one rubber seal installed in
When it is closed the seal is pressed against the inner center fuselage frame When it is closed the seal is pressed
to form a pressure tight seal. Four microswitches monitor two latch pins and to form a pressure tight seal. Four m
two locks and send a signal to the CAS (Crew Alerting System) to warn the two locks and send a signal to the C
crew when the door is open or closed. crew when the door is open or closed

Main Door Main Door
A A
ZONES ZONES
813 813
MAIN DOOR MAIN DOOR
SKIN SKIN
MAIN DOOR MAIN DOOR
STRUCTURE STRUCTURE
RUBBER LOCKING AND RUBBER LOCK

SEAL ACTUATING SEAL ACT
MECHANISM MEC
LIFT LIF
MECHANISM ME
HINGES A EM500ENSDS520039A
HINGES A
Main Door Lifting Mechanism Main Door Lifting Mechanism
LIFT LIFT
MECHANISM MECHANISM
11-6 Phenom 100 11-6

Aircraft General
Main Door Operation (Outside) Main Door Operation (Outside)
1 2 3 1 2
HOLD THE DOOR AND ROTATE THE HOLD THE DO

PUSH THE TRIGGER THEN PULL HANDLE CLOCKWISE TO ITS STOP PUT THE EXTERNAL HANDLE BACK PUSH THE TRIGGER THEN PULL HANDLE CLOC
THE EXTERNAL HANDLE OUT. TO UNLOCK THE DOOR. INTO ITS FLUSH POSITION. THE EXTERNAL HANDLE OUT. TO UNLOCK TH
4 5 4 5
MOVE THE HANDRAIL DOWNWARD TO MOVE THE HAN

LET THE DOOR COME DOWN. COMPLETE THE DOOR ROTATION MOVEMENT. LET THE DOOR COME DOWN. COMPLETE TH
Door Outside Locking Door Outside Locking

Main Door Operation (Inside) Main Door Operation (Inside)
1 2 1
LIFT THE INTERNAL HANDLE ALL PUSH THE DOOR USING THE STEPS HANDLE LIFT THE INTERNAL HANDLE ALL P
THE WAY UP. RELEASE THE HANDLE. INSTALLED ON THE DOOR STAIR. THE WAY UP. RELEASE THE HANDLE. I
3 4 3
AFTER THE DOOR IS DOWN, PUSH THE MAIN DOOR A

BALUSTER HANDLE TO GUARANTEE THAT THE B
DOOR HAS REACHED ITS FULLY OPEN POSITION. D
WARNING: DO NOT LEAVE YOUR HAND AT ANY WARNING: DO NOT LEAVE YOUR HAND AT ANY
HANDLE WHILE THE DOOR IS COMING DOWN. HANDLE WHILE THE DOOR IS COMING DOWN.
INJURY MAY OCCUR. INJURY MAY OCCUR.
Emergency Door Emergency Door

The emergency door is a plug-in type and located on the right side of the cen- The emergency door is a plug-in type and
ter fuselage over the Right-hand wing in the pressurized area. It is also con- ter fuselage over the Right-hand wing in
structed of aluminum and weighs 20 lbs / 9 kg. The door has a locking structed of aluminum and weighs 20 lb
mechanism that permits unlocking the door, manually, through external and mechanism that permits unlocking the d
11-8 Phenom 100 11-8

Aircraft General
internal handles. The door is locked through the internal handle. Opening the internal handles. The door is locked
door is performed by a single movement of pulling the internal handle or door is performed by a single mov
pushing the external vent flap. During the unlocking operation the emergency pushing the external vent flap. During
door moves inwards. door moves inwards.
Emergency Door - Open / Closed Emergency Door - Open / Closed

Emergency Door Opening Emergency Door Opening
A
ZONE
824
1 VENT
FLAP 2 3 1 VENT
FLAP 2
CAREFULLY PUSH THE EMERGENCY DOOR

PUSH THE VENT FLAP INWARD TO COMPLETE ITS OPENING MOVEMENT PUSH THE VENT FLAP
EXTERNAL OPERATION EXTERNAL OPERA
LINING HANDLE LINING HANDLE
1 COVER
2 3 1 COVER
2
HANDLE HANDLE
OPEN THE LINING HANDLE COVER TO PULL THE INTERNAL HANDLE TO OPEN THE LINING HANDLE COVER TO PULL THE INTER
GET ACCESS TO THE INTERNAL HANDLE COMPLETE ITS OPENING MOVEMENT GET ACCESS TO THE INTERNAL HANDLE COMPLETE ITS
3 3
PULL THE EMERGENCY PULL THE EMERGENCY

DOOR INWARD DOOR INWARD
INTERNAL OPERATION INTERNAL OPERATION
11-10 Phenom 100 11-10

Aircraft General
Baggage Compartment Baggage Compartment

The aircraft is provided with two baggage compartments. The table that fol- The aircraft is provided with two bag
lows shows the capacity of each of the compartments: lows shows the capacity of each of th
Baggage Volume Baggage
Compartment (Cubic foot / lbs) Compartment
Forward 7.2 ft3/66 lbs Forward
Aft 53 ft3/353 lbs Aft
Total 60.2 ft3/419 lbs Total
Baggage and Accessory Compartments Baggage and Accessory Compartm
FWD BAGGAGE FWD BAGGAGE

COMPARTMENT AFT BAGGAGE COMPARTMENT
COMPARTMENT
EM500ENSDS500001Ar
Forward Baggage Door Forward Baggage Door

The forward baggage door is constructed from composite materials. It has an The forward baggage door is constru
actuating and locking mechanism the permits locking and unlocking the door actuating and locking mechanism the
manually through external latches. During the unlocking and opening opera- manually through external latches. D
tion the forward baggage door moves upward, assisted by two upper hinges tion the forward baggage door move
on top of the door with an angle opening of 60 degrees. Two micro switches on top of the door with an angle ope
send signals to the CAS to warn the pilot / crew when the door is open or send signals to the CAS to warn th
closed. closed.

Forward Baggage Door Forward Baggage Door
Forward Baggage Inside Compartment Forward Baggage Inside Compartment
11-12 Phenom 100 11-12

Aircraft General
Forward Baggage Door - Opening Forward Baggage Door - Opening

1 UNLOCK THE KEY LOCK.
1
2 PUSH THE LOCK TRIGGER

OF BOTH LACTH PINS. 2
3 4 3
PULL THE HANDLE TO COMPLETE

THE OPENING OF BOTH LATCHES.
PUSH THE LOCK TRIGGER OF THE
TENSION SHEAR LATCH.
4 4
PULL THE DOOR UPWARD.

Forward Baggage Door - Closing Forward Baggage Door - Closing

1 1
PULL THE DOOR DOWNWARD.
2 2
PUSH THE DOOR AGAINST ITS

BOTTOM TO COMPRESS THE SEAL.
3 KEEP THE DOOR PUSHED AND PUSH

THE KEEPER UNTIL THE LOCK TRIGGER
3 KEE
THE
HOLDS IT IN THE LOCKED POSITION. HOL
KEEP THE DOOR PUSHED AND PUSH KEE

THE HANDLE UNTIL THE LOCK TRIGGER THE
HOLDS IT IN THE LOCKED POSITION FOR HOL
BOTH LATCHES. BOT
4 LOCK THE DOOR WITH ITS KEY.

4
SDS2432523100P097r
11-14 Phenom 100 11-14

Aircraft General
Aft Baggage Door Aft Baggage Door

The Aft Baggage door is also constructed of composite material. The aft bag- The Aft Baggage door is also constru
gage door has an actuating and locking mechanism that permits locking and gage door has an actuating and lock
unlocking the door through the external latches. During the unlocking and unlocking the door through the exte
opening operations the aft baggage door moves upward assisted by two opening operations the aft baggag
upper hinges installed at the top of the door, with an opening angle of 80 upper hinges installed at the top of
degrees. There is one microswitch that monitors one of the three latches and degrees. There is one microswitch th
sends a signal to the CAS to warn the crew when the door is open or closed. sends a signal to the CAS to warn th
Aft Baggage Door Aft Baggage Door
Inside Aft Baggage Compartment Inside Aft Baggage Compartment

Aft Baggage Door - Opening Aft Baggage Door - Opening

1 UNLOCK THE KEY LOCK.
1
2 PUSH THE LOCK TRIGGER

OF ALL THREE PIN LATCHES. 2
3 3
PULL THE HANDLE TO COMPLETE PULL TH

THE OPENING OF ALL THREE LATCHES. THE OPE
4 4
PULL THE DOOR UPWARD.

SDS2432523200P111
11-16 Phenom 100 11-16

Aircraft General
Aft Baggage Door - Closing Aft Baggage Door - Closing
1 1
PULL THE DOOR DOWNWARD.
2 2
PUSH THE DOOR AGAINST PU

ITS BOTTOM TO COMPRESS THE SEAL ITS
3 KEEP THE DOOR PUSHED AND PUSH

THE HANDLE UNTIL THE LOCK TRIGGER 3 KEE
THE
HOLDS IT IN THE LOCKED POSITION HO
WITH ALL THREE PIN LATCHES. WIT
4 LOCK THE DOOR WITH ITS KEY.

4
SDS2432523200P113r

Door Warning Door Warning

All door warnings display a visual indication to the pilot/flight crew about the All door warnings display a visual indicat
door status on the system synoptic page and through a CAS warning. door status on the system synoptic page
NAV1 108.30 110.30 GS 0 KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1 NAV1 108.30 110.30 GS 0 KT ETE 03:11 TRK 021 DIS 136 NM 121.500 126.775 COM1
PUSH PUSH PUSH
VOL ID NAV2 110.30 113.00 SYSTEM - STATUS 131.525 121.575 COM2 VOL SO VOL ID NAV2 110.30 113.00 SYSTEM - STATUS 131.525 121.575 COM2
NORTH UP 30 H 17 NORTH UP 30 H 17
SAT 0 C EMERG
COM SAT 0 C EM
NAV TFR NAV TFR
TAT 6 C TAT 6 C
NO DATA NO DATA
TAS 0 KT TAS 0 KT
GW 16360 LB GW 16360 LB
42.0 N1% 92.9 42.0 N1% 92.9
A
ELEC HYD PRES OXY EMER BRK ELEC HYD PRES OXY EMER BRK
ACCU PRES ACCU PRES
PUSH GALHEIROS BATT1 PUSH PUSH GALHEIROS BATT1
1-2 24.6 V 1-2 1-2 24.6 V
4 C 4 C
3 3
N N
713 ITT C
713 BATT2 BARO 713 ITT C
713 BATT2
6 7.5 NM
24.6 V
6 7.5 NM
24.6 V
142.8 N2% 142.8 33 6 C 142.8 N2% 142.8 33 6 C
137 OIL PRESS PSI 137 0 PSI 0 PSI 0 PSI

137 OIL PRESS PSI 137 0 PSI 0 PSI 0 PSI
95 OIL TEMP C 95 E DOORS 95 OIL TEMP C 95 E DOORS

FUEL
DOOR PAX OPEN PUSH FUEL
DOOR PAX OPEN
30 30
499 FF KGH 499 DOOR EMER OPEN STD 499 FF KGH 499 DOOR EMER OPEN
5000 5000 DOORBAG FWD OPEN 5000 5000 DOORBAG FWD OPEN
12 DOORBAG AFT OPEN 12 DOORBAG AFT OPEN
660 RANGE 660
TEMP 0 C W TEMP 0 C W
ELEC CABIN ELEC CABIN
BATT1 25 V BATT1 25 V
ALT 7200 FT 15 ALT 7200 FT 15
RATE 0 FPM 24 RATE 0 FPM 24
SPDBRK DELTA-P 5.0 PSI S PUSH
SPDBRK DELTA-P 5.0 PSI S
LFE 5200 FT
21 PAN LFE 5200 FT
21
CLOSED CLOSED
OXY 1450 PSI OXY 1450 PSI
LG FLAPS LG FLAPS
UP UP
UP UP 1 D MENU
UP UP 1
TRIM TRIM
ROLL PITCH ROLL PITCH
PFL PROC
YAW 50 CLR ENT

YAW 50
30 NM SYSTEM 30 NM SYSTEM
ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK
DFLT MAP FMS DF
PUSH CRSR
DOOR PAX OPEN

SYSTEM SYNOPTIC PAGE DOOR EMER OPEN SYSTEM SYNOPTIC PAGE
DOORBAG FWD OPEN
DOORBAG AFT OPEN
EM500ENSDS520045A
Passenger Cabin Passenger Cabin

SINGLE PILOT OPERATI
SINGLE PILOT OPERATI

LAVATORY CABINET
(OR PASSENGER IN
(OR PASSENGER IN
PASSENGERS 1 & 2
PASSENGERS 3 & 4
PASSENGERS 1 & 2
PILOT & COPILOT
PILOT & COPILOT

FWD BAGGAGE
FWD BAGGAGE
AFT BAGGAGE
WARDROBE
WARDROBE
LAVATORY
2
2
C
C
4
P
P
3
1
Passenger Cabin and Seats Passenger Cabin and Seats

The passenger cabin is designed to provide a spacious, visually attractive The passenger cabin is designed to pro
environment for aircraft occupants. Four seats are provided for the passen- environment for aircraft occupants. Four
gers. They are designed for comfort and styling as well as a means of gers. They are designed for comfort a
restraint and protection. Along the aircraft side of each seat is a console that restraint and protection. Along the aircraf
provides electrical outlets and access to several entertainment options for the provides electrical outlets and access to s
comfort of each passenger. comfort of each passenger.
11-18 Phenom 100 11-18

Aircraft General
Passenger Seats Passenger Seats
SEAT RECLINING
LATERAL MOVEMENT BUTTON LATERAL MOVEMENT
01 HANDLE 01 HANDLE
01 OPTIONAL EQUIPMENT 01 OPTIONAL EQUIP
ADJUSTABLE
HEADREST
SEAT BACK SEAT BACK

CUSHION CUSHION
SEAT BELT
SEAT BOTTON SEAT BOTTON

CUSHION CUSHION
AISLE AI
ARMREST AR
01 LIFE VEST 01 LIFE VEST

POUCH POUCH
PASSENGER SEAT PASSENGER SEAT
PASSENGER SEAT
Side Consoles Side Consoles
SPEAKER
GRILLE
STOWAGE SIDELEDGE
COMPARTMENT UPPER PANEL
AND PC POWER
PAX
CUP
CONTROL
HOLDER
UNIT
A PAX A PAX
CONTROL MAGAZINE CONTROL
UNIT BOX UNIT
STOWAGE STOWAGE
COMPARTMENT COMPARTMENT
AND PC POWER AND PC POWER
SPEAKER SPEAKER
GRILLE GRILLE
SIDELEDGE SIDELEDGE
UPPER PANEL UPPER PANEL
FOLDABLE TABLE
MAGAZINE BOX MAGAZINE BOX

EFFECT LIGHT A
TYPICAL
SIDELEDGE
LOWER PANEL EM500ENSDS250034Br

Cabin Wardrobe Cabin Wardrobe

Right Hand (RH) Forward (FWD) cabinet provides storage provisions for light Right Hand (RH) Forward (FWD) cabinet
weight items carried by the passengers. The interior of the cabinet is weight items carried by the passenge
accessed by means of a tambour door. It has a coat rod and shelves. accessed by means of a tambour door. It
TAMBOUR
DOOR
TRASH
CONTAINER
MANUAL MANUAL
COMPARTMENT COMPARTMENT
COCKPIT COCKPIT
EVAPORATOR EVAPORATOR
GRATE GRATE
COCKPIT COCKPIT
EVAPORATOR EM500ENSDS250035B
EVAPORAT
ACCESS PANEL ACCESS PA
11-20 Phenom 100 11-20

Aircraft General
Lavatory Lavatory
The lavatory is located in the aft section of the passenger cabin. It provides The lavatory is located in the aft sec
the passengers and flight crew with minimum environmental conditions for the passengers and flight crew with
their personal hygiene and amenities during the flight. their personal hygiene and amenities
Aft Lavatories - Toilet Unit Aft Lavatories - Toilet Unit
AFT CABIN AFT CABIN

PARTITION PARTITION
PASSENGER CABIN/ PASSENGER CABIN/

LAVATORY PARTITION LAVATORY PARTITION
A
TOILET UNIT TOILET
LAVATORY LAVATORY
AMENITIES AMENITIES
CABINET CABINET
TOILET TOILET
BACK PAD BACK PAD
TOILET
COVER PAD
TOILET FRONT
COVER
LANYARD
TOILET SHROUD TOILET SHROUD

BOX BOX
A
WASTE TANK EM500ENSDS250061

Cockpit Compartment and Seats Cockpit Compartment and Seats

The cockpit is comfortably designed to accommodate two pilots during all The cockpit is comfortably designed to
phases of flight with minimum workload and maximum safety. It is designed phases of flight with minimum workload
to be free from glare and reflections that could interfere with a pilot's vision. to be free from glare and reflections that
The seats are identical in their design and configuration differing only in the The seats are identical in their design an
symmetrical arrangement of the controls. symmetrical arrangement of the controls.
The mechanism of the pilot seat provides the following characteristics: The mechanism of the pilot seat provides

Fore and Aft Movement 
Fore and Aft Movement
 Up and Down Movement  Up and Down Movement

Recline Seat Back (up to 20 degrees) 
Recline Seat Back (up to 20 degrees)

Inboard / Outboard Foldable Armrest 
Inboard / Outboard Foldable Armrest
 Three Points Inertial Restraint System  Three Points Inertial Restraint System

Vertical Adjustable Headrest 
Vertical Adjustable Headrest

Adjustable Lumbar Support 
Adjustable Lumbar Support
Cockpit Seats Cockpit Seats
RESTRAINT RESTRAINT
SYSTEM SYSTEM
01 LIFE VEST LOWER STRUCTURE 01 LIFE VEST
01 OPTIONAL EQUIPMENT 01 OPTIONAL EQUIPMENT
11-22 Phenom 100 11-22

Aircraft General
Cockpit Seats - Operation Cockpit Seats - Operation
RECLINE
ADJUSTMENT
HANDLE
LONGITUDINAL
SEAT PAN ADJUSTMENT SEAT PAN
ADJUSTMENT HANDLE ADJUSTMENT
HANDLE HANDLE
VERTICAL VERTICAL
COCKPIT SEAT COC
ADJUSTMENT ADJUSTMENT
Windows Windows
The aircraft has four windows in the cockpit, two windshields and two side The aircraft has four windows in the
windows. There are eight passenger cabin windows. Four cabin windows are windows. There are eight passenger
located on the Left Hand (LH) Side and four windows are on the Right Hand located on the Left Hand (LH) Side a
(RH) Side of the aircraft to include the overwing emergency exit window. (RH) Side of the aircraft to include th
PASSENGER CABIN RH WINDOWS PASSENGER CABIN

LH WINDOWS PASSENGER LH WINDOWS
CABIN
COCKPIT LH COCKPIT RH COCKPIT LH

SIDE WINDOW SIDE WINDOW SIDE WINDOW
COCKPIT LH COCKPIT RH COCKPIT LH

WINDSHIELD WINDSHIELD WINDSHIELD
EM500ENSDS560005B
The two cockpit windshields consist of outboard and inboard plies of chemi- The two cockpit windshields consist
cally strengthened Herculite glass. The glass windshields have a proprietary cally strengthened Herculite glass. T
hydrophobic surface seal rain-repellent coating that sheds rain thus eliminat- hydrophobic surface seal rain-repelle
ing the need for windshield wipers. The side cockpit windows and the pas- ing the need for windshield wipers.
senger windows are constructed of two individual plies of stretched acrylic senger windows are constructed of

laminated together. The outer ply of each window is sealed with a protective laminated together. The outer ply of each
coating. coating.
Nose Head On View Nose Head On View
Nose Left Angle View Nose Left Angle View
11-24 Phenom 100 11-24

Aircraft General
Window Cockpit LH View Window Cockpit LH View

Operation: Day VFR Operation: Day VFR
1) Installations 1) Installations
System Function / Equipment System Func
Environmental / Pressurization Pressure Relief Valve (PRV) Environmental / Pressurization Press
Environmental / Pressurization Negative Pressure Relief Valve (NPRV) Environmental / Pressurization Nega
Environmental / Pressurization Outflow Valve Environmental / Pressurization Outflo
Environmental / Pressurization Pressurization Control Environmental / Pressurization Press
Environmental / Pressurization Flow Control Shutoff Valve (FCSOV) Environmental / Pressurization Flow
Environmental / Pressurization Pressure Regulating Shutoff Valve Environmental / Pressurization Press
(PRSOV) (PRS
Electrical Starter Generators Electrical Starte
Electrical Batteries Electrical Batte
Fire Protection Portable Fire Extinguisher Fire Protection Porta
Fire Protection Engine Fire Detection System Fire Protection Engin
Fire Protection Engine Fire Extinguisher System Fire Protection Engin
Fuel Fuel jet pumps Fuel Fuel j
Fuel Fuel emergency pumps Fuel Fuel e
Fuel Fuel shutoff valves Fuel Fuel s
Landing Gear Landing Gear Emergency Operation Landing Gear Landi
System Syste
Lights Anti-Collision Lights Lights Anti-C
Flight Instruments / Navigation Air Data System (ADS) Flight Instruments / Navigation Air Da
Flight Instruments / Navigation Attitude and Heading Reference System Flight Instruments / Navigation Attitud
(AHRS) (AHR
Oxygen Oxygen System Oxygen Oxyg
Miscellaneous ELT Miscellaneous ELT
Miscellaneous Seat Belts Miscellaneous Seat
Miscellaneous Hand Microphone Miscellaneous Hand
11-26 Phenom 100 11-26

Aircraft General
Kinds of Operation Equipment List (KOEL) Kinds of Operation Equip

Operation: Day VFR (CONT.) Operation: Day VFR (CONT.)
2) Instruments / Indications 2) Instruments / Indications
Environmental / Pressurization Pressurization Indications (Cabin alti- Environmental / Pressurization
tude, rate and delta pressure, Landing
Field Elevation)*
Electrical Battery Voltage Indication Electrical
Flight Controls Flaps Position Indication Flight Controls
Fuel Fuel Quantity Indications Fuel
Landing Gear Landing Gear Position Indication Landing Gear
Flight Instruments / Navigation Primary Flight Displays (PFD) (Air- Flight Instruments / Navigation
speed Indication, Altitude Indication,
Heading Indication, Warning Caution
and Advisory Function)
Flight Instruments / Navigation Integrated Electronic Standby Instru- Flight Instruments / Navigation
ment (IESI) (Airspeed Indication, Alti-
tude Indication, Heading Indication)
Flight Instruments / Navigation Multi-Function Display (MFD) Flight Instruments / Navigation
Flight Instruments / Navigation Magnetic Compass Flight Instruments / Navigation
Engine Engine Indications (Oil pressure and Engine
Temperature, Fuel flow, ITT, N1, N2)*
Warning Aural Warning System Warning
Warning Takeoff Warning System Warning
Miscellaneous Approved Airplane Flight Manual Miscellaneous
(AFM)
Miscellaneous Embrear Prodigy Cockpit Reference Miscellaneous
Guide


Operation: Night VFR Operation: Night VFR
System Function / Equipment System F
All equipment/indications required for day VFR All equipment/indications required for da
Lights Instruments Lights Lights I
Lights Position Lights Lights P
Lights Anti-Collision Lights Lights A
Lights Landing / Taxi Lights Lights L
Lights Courtesy Lights Lights C
Lights Flashlight Lights F
Lights Attitude indication Lights A
Operation: IFR Operation: IFR

Installations and Indications Installations and Indications
All equipment/indications required for day VFR All equipment/indications required for da
All equipment/indications required for night VFR (for night flights) All equipment/indications required for nig
Ice Protection Pitot /Static-AOA Heating System Ice Protection P
Flight Instruments / Navigation Slip-Skid Indication Flight Instruments / Navigation S
Flight Instruments / Navigation Clock Flight Instruments / Navigation C
11-28 Phenom 100 11-28

Aircraft General

Operation: Icing Conditions Operation: Icing Conditions
System Function / Equipment System Funct
All equipment / indications required for IFR All equipment / indications required
Ice Protection Cockpit Fan Ice Protection Cockp
Ice Protection Wing and Horizontal Stabilizer De-Icing Sys- Ice Protection Wing
tem tem
Ice Protection Engine Anti-Icing System Ice Protection Engine
Ice Protection Windshield Heating System Ice Protection Winds
Lights Wing Inspection Light* Lights Wing I
*Only required for night operation *Only required for night operation
Operation: Extended over Water Operation: Extended over Water

System Function / Equipment System Funct
Miscellaneous Water Barrier Miscellaneous Water
**Operating rules may require additional equipment. **Operating rules may require additio

11-30 Phenom 100 11-30

Autopilot
Autopilot Autopilot
General General
The autopilot includes computers, servo systems, and switches. The comput- The autopilot includes computers, se
ers use data from the other aircraft systems and feedback circuits, along with ers use data from the other aircraft s
preset data from the pilot / copilot, to control direction, heading, attitude, preset data from the pilot / copilot
altitude, and speed. The autopilot operates with other systems to supply flight altitude, and speed. The autopilot op
guidance outputs. These outputs let the pilot or copilot fly the aircraft on a set guidance outputs. These outputs let
flight path. flight path.
Flight Guidance and Control System (FGCS) - Overview Flight Guidance and Control Sy
ADC A
AHRS A
Guidance Panel
Flight Display Unit Flight Di

PFD 1 MFD PFD 2 PFD 1
Integrated Integrated Integrated

Avionics Unit 1 Avionics Unit 2 Avionics Unit 1
(GIA1) (GIA2) (GIA1)
AFCS Functions AFCS Functions AFCS Functions
Servos Se
Flight Normal Flight Normal Flight Normal
Pitch Trim Pitch Trim Pitch Trim
Director 1 Director 2 Director 1
Channel Channel Channel
QD Switches QD S
Pilot Pilot
Autopilot Current Autopilot Current Autopilot Current
Copilot Copi
Yaw Speed Yaw Speed Yaw Speed
Damper Damper Damper
CWS Switches CWS

Pilot Pilot
Copilot Copilo
GIA TO ON-SIDE DISPLAY ADC - Air Data Computer GIA TO ON-SIDE DISPLAY
ADC/AHRS TO ON-SIDE GIA AHRS - Attitude / Heading Reference System ADC/AHRS TO ON-SIDE GIA
AFCS Automatic Flight Control System
ADC/AHRS TO ON-SIDE PFD CWS - Control Wheel Steering ADC/AHRS TO ON-SIDE PFD
(ADC1/AHRS1 ALSO ON MFD) QD - Quick Disconnect (ADC1/AHRS1 ALSO ON MFD)

PFD Complete PFD Complete
Flight Guidance and Control System (FGCS) - Guidance Panel Flight Guidance and Control Syste
DN
APR CSC APR CSC

12-2 Phenom 100 12-2

Autopilot
Command Bars Command Bars

Command Bars Comm
Aircraft Symbol Aircra

Single-cue Command Bars Single-cue
Command Bars Command Bars
Aircraft Symbol Aircraft Symbo
Cross-pointer Command Bars Cross-pointe

Flight Guidance and Control System (FGCS) Flight Guidance and Cont
The Flight Guidance And Control System (FGCS) has the following functions: The Flight Guidance And Control Sys

FD (Flight Director) 
FD (Flight Director)
 AP (Automatic Pilot)  AP (Automatic Pilot)
 YD (Yaw Damper) / Turn Coordination  YD (Yaw Damper) / Turn Coordina

Automatic Pitch Trim 
Automatic Pitch Trim
 Current Speed Control  Current Speed Control
Both pilot-side and copilot-side GIA (Garmin Integrated Avionics) units are Both pilot-side and copilot-side GIA
capable of computing FD commands, although only one performs those cal- capable of computing FD commands
culations at any given moment, depending on the selection made through the culations at any given moment, depe
GP (Guidance Panel). GP (Guidance Panel).
The GP communicates with the PFD (Primary Flight Display) and MFD (Multi- The GP communicates with the PFD
Function Display). Function Display).
The entire AP and YD processing is performed within the servo actuators, as The entire AP and YD processing is
well as the majority of its monitoring. well as the majority of its monitoring.
The AP and the YD functions are not available during an electrical emer- The AP and the YD functions are
gency because the servos and the AHRS (Attitude and Heading Reference gency because the servos and the

System) 2 receive power from the DC Bus 2 and the GIA 2 receives power System) 2 receive power from the DC B
from the DC Bus 1, however the FD function is available. from the DC Bus 1, however the FD funct
Each GIA communicates with its on-side display. The GIA 2 can communi- Each GIA communicates with its on-side
cate with PFD 2 or MFD, depending on HSDB (High Speed Data Base) cate with PFD 2 or MFD, depending o
switch selection. This switch is adjusted only when the airplane is on the switch selection. This switch is adjusted
ground, and is set such that the GIA 2 communicates with the MFD. In case ground, and is set such that the GIA 2 co
of single pilot operation and the MFD is failed, the switch is changed in order of single pilot operation and the MFD is f
to allow the communication with the PFD 2. The HSDB switch is on the main- to allow the communication with the PFD
tenance panel and is a maintenance function only. tenance panel and is a maintenance func
The AHRS and ADC (Air Data Computer) information is sent directly to the The AHRS and ADC (Air Data Compute
on-side GIAs. Additionally, AHRS and ADC information is sent directly to the on-side GIAs. Additionally, AHRS and AD
on-side PFD. The AHRS 1 and the ADC 1 information also is sent directly to on-side PFD. The AHRS 1 and the ADC
the MFD. the MFD.
The AP and YD receive AHRS and ADC information directly from the GIA. The AP and YD receive AHRS and ADC
The selected FD uses the information presented on its on-side PFD for its The selected FD uses the information p
calculations and commands. calculations and commands.
ADC ADC
AHRS AHRS
Guidance Panel
Flight Display Unit Flight Display

PFD 1 MFD PFD 2 PFD 1 MFD
Integrated Integrated Integrated

Avionics Unit 1 Avionics Unit 2 Avionics Unit 1
(GIA1) (GIA2) (GIA1)
AFCS Functions AFCS Functions AFCS Functions
Servos Servos
Flight Normal Flight Normal Flight Normal
Pitch Trim Pitch Trim Pitch Trim
Director 1 Director 2 Director 1
Channel Channel Channel
QD Switches QD Switch
Pilot Pilot
Autopilot Current Autopilot Current Autopilot Current
Copilot Copilot
Yaw Speed Yaw Speed Yaw Speed
Damper Damper Damper
CWS Switches CWS Switc

Pilot Pilot
Copilot Copilot
GIA TO ON-SIDE DISPLAY ADC - Air Data Computer GIA TO ON-SIDE DISPLAY AD
ADC/AHRS TO ON-SIDE GIA AHRS - Attitude / Heading Reference System ADC/AHRS TO ON-SIDE GIA AH
AFCS Automatic Flight Control System AF
ADC/AHRS TO ON-SIDE PFD CWS - Control Wheel Steering ADC/AHRS TO ON-SIDE PFD CW
(ADC1/AHRS1 ALSO ON MFD) QD - Quick Disconnect (ADC1/AHRS1 ALSO ON MFD) QD
12-4 Phenom 100 12-4

Autopilot
Automatic Flight Control System (AFCS) Status Box Automatic Flight Control Syste
The status of the FGCS is displayed on the FD in the AFCS status box. The The status of the FGCS is displayed
armed and engaged modes of both the Flight Director and the Autopilot are armed and engaged modes of both
displayed. displayed.
Yaw Current Y
Damper Speed Da
Autopilot Status Autopilot S
Control Vertical Modes
Lateral Modes Status Lateral Modes Status
Armed Active Flight Director Active Armed Armed Active Flight Directo
Indicator Arrow Indicator Arro
PUSH PUSH PUSH

VOL ID VOL SO VOL ID
EMERG
Selected
NAV COM NAV
Altitude
PUSH PUSH PUSH
1-2 1-2 1-2
BARO
Command Command
Bars PUSH
Bars
STD
RANGE
GPS is Selected PUSH

PAN GPS is Selected
Navigation Navigation
Source D MENU Source
PFL PROC
CLR ENT
DFLT MAP FMS
PUSH CRSR
FGCS Lateral Modes FGCS Lateral Modes

The lateral mode labels displayed on FMA are the following: The lateral mode labels displayed on

ROL 
ROL

HDG 
HDG

VAPP 
VAPP
 APR  APR

LOC 
LOC

BC 
BC
 GPS  GPS

Active mode colors 
Active mode colors

GREEN: Selected on the GP 
GREEN: Selected on the GP

MAGENTA: GPS commanded 
MAGENTA: GPS commanded

Armed mode color: WHITE 
Armed mode color: WHITE

Flight Director Source Annunciator Flight Director Source Annunciator

A green arrow indicates the selected AFCS source. A green arrow indicates the selected AFC
Note: Mode annunciation is removed if Flight Director fails. Note: Mode annunciation is removed if F
Autopilot Engaged Annunciation Autopilot Engaged Annunciation

Indicate an autopilot engagement or disengagement condition. Indicate an autopilot engagement or dise

GREEN: Autopilot engaged 
GREEN: Autopilot engaged
Normal disengagement is indicated by flashing the annunciation, in red let- Normal disengagement is indicated by fl
ters, for 5 seconds before removing it from the view. Abnormal disengage- ters, for 5 seconds before removing it fr
ment flashes the annunciation, in inverse video, until the crew ment flashes the annunciation, in
acknowledgement through the disconnect button. acknowledgement through the disconnec
Yaw Damper Status Annunciation Yaw Damper Status Annunciation
Indicates yaw damper engagement and disengagement condition. Indicates yaw damper engagement and d

GREEN: Yaw damper engaged 
GREEN: Yaw damper engaged

YELLOW: Abnormal disengagement 
YELLOW: Abnormal disengagement
Normal disengagement is indicated only by removing the annunciation while Normal disengagement is indicated only
the abnormal disengagement is indicated by flashing the annunciation, in the abnormal disengagement is indicate
inverse video, for 5 seconds before removing it from the view. inverse video, for 5 seconds before remo
Current Speed Control Annunciation Current Speed Control Annunciation
Indicates current speed control engagement and disengagement condition. Indicates current speed control engagem

GREEN: current speed control engaged 
GREEN: current speed control engag

YELLOW: Abnormal cruise speed control disengagement 
YELLOW: Abnormal cruise speed co
Normal disengagement is indicated only by removing the annunciation while Normal disengagement is indicated only
the abnormal disengagement is indicated by flashing the annunciation, in the abnormal disengagement is indicate
inverse video, for 5 seconds before removing it from the view. inverse video, for 5 seconds before remo
FGCS Vertical Modes FGCS Vertical Modes
The vertical mode labels displayed on FMA are the following: ALT, ALTS, TO, The vertical mode labels displayed on FM
ASEL, FLC, PIT, VPTH, VS, OVSP, GS, GP, GS/V, GP/V and GA. ASEL, FLC, PIT, VPTH, VS, OVSP, GS, G
 Active mode colors:  Active mode colors:

GREEN: manually commanded on the GP 
GREEN: manually commanded on th

MAGENTA: GPS commanded 
MAGENTA: GPS commanded

Armed mode color: WHITE 
Armed mode color: WHITE
Note: The armed VPTH mode can appear flashing in white inverse video, Note: The armed VPTH mode can app
indicating a required crew acknowledgement. indicating a required crew acknow
12-6 Phenom 100 12-6

Autopilot

The FGCS has two FDs, each one operates within a GIA that provides verti- The FGCS has two FDs, each one o
cal and lateral FD modes selection logic, and pitch and roll command genera- cal and lateral FD modes selection lo
tion for the AP processing and for guidance bar presentation on PFDs if the tion for the AP processing and for g
pilots wish to hand-fly the aircraft following the guidance commands. pilots wish to hand-fly the aircraft foll
There are two FD pushbuttons that allow each crewmember to toggle the FD There are two FD pushbuttons that a
bars ON and OFF on its respective PFD side. From standby, the FD bars are bars ON and OFF on its respective P
displayed on both PFDs when any FD button is pressed, and the correspond- displayed on both PFDs when any FD
ing basic mode (pitch and roll) is engaged. ing basic mode (pitch and roll) is eng
Although there are two FDs in the system, only one can be active at a time, Although there are two FDs in the s
depending on the GIA selected on the GP. The FD function is inoperative in depending on the GIA selected on th
case there is no GIA selected. GIA 1 or 2 is selected by pressing the FD case there is no GIA selected. GIA
pushbutton for that specific side. Once The AP is engaged, it follows the pitch pushbutton for that specific side. Onc
and roll FD command from the selected GIA, and both PFDs show the same and roll FD command from the selec
FD annunciation, alerts, and guidance bar command, as determined from the FD annunciation, alerts, and guidanc
selected GIA as well. selected GIA as well.
The FD that is operating within GIA1 uses AHRS, ADC and NAV (Navigation) The FD that is operating within GIA1
data input parameters from the PFD1, and these parameters are the ones data input parameters from the PFD
that are selected and are being displayed on the PFD1. Accordingly, the FD that are selected and are being disp
that is operating within GIA2 uses input parameters from PFD2. However, in that is operating within GIA2 uses in
this case the PFD2 gets parameters from the MFD. this case the PFD2 gets parameters
The selected GIA does not allow a FD mode to be engaged, remain engaged, The selected GIA does not allow a FD
arm or remain armed unless the parameters required for that mode are valid. arm or remain armed unless the para
If the AHRS and ADC parameters required for the pitch and roll FD basic If the AHRS and ADC parameters
mode are not available, then the GIA does not allow any FD mode to remain mode are not available, then the GIA
or to become selected. or to become selected.
The CPL pushbutton in the GP allows the crew to select GIA1 or GIA2 for the The CPL pushbutton in the GP allow
FD processing and computation, which couples to the AP when it is engaged. FD processing and computation, whi
On power up the selected FD comes from GIA1 with the green arrow on On power up the selected FD com
PFDs pointing to the left. Pressing then CPL pushbutton toggles the selected PFDs pointing to the left. Pressing th
FD from one GIA to the other. Each push on this button cancels all FD modes FD from one GIA to the other. Each p
and revert them to pitch and roll modes. and revert them to pitch and roll mod
The FD is selectable between single cue and cross pointer modes on the The FD is selectable between singl
MFD-AUX SYSTEM SETUP page. MFD-AUX SYSTEM SETUP page.
Autopilot Autopilot
The AP function provides pitch and roll axes command in order to achieve The AP function provides pitch and
good performance when controlling the aircraft in its expected flight envelope, good performance when controlling t
configuration and thrust changes. configuration and thrust changes.
The AP logic is performed in both GIAs, and depends on inputs from the GP, The AP logic is performed in both GI
ADC, AHRS, discrete signals, and the system parameters. ADC, AHRS, discrete signals, and th

All the system status annunciations are displayed for a minimum of 5s (Sec- All the system status annunciations are d
onds), and are annunciated based on the validity and priority of the system onds), and are annunciated based on th
parameters. parameters.
The AP is independent of the YD and may be used with the YD disengaged. The AP is independent of the YD and ma
The AP is inoperative if no FD/GIA is selected and the selected GIA disen- The AP is inoperative if no FD/GIA is se
gages the AP if the FD is disengaged for any reason. gages the AP if the FD is disengaged for
AP Engagement / Disengagement AP Engagement / Disengagement
Autopilot is engaged pushing the AP button on the guidance panel. The auto- Autopilot is engaged pushing the AP butt
matic pitch trim is also engaged whenever AP is engaged. The autopilot dis- matic pitch trim is also engaged wheneve
engages when any of the following conditions occur: engages when any of the following condit

The AP button is pressed on the guidance panel. 
The AP button is pressed on the guida

The manual pitch trim switches are activated. 
The manual pitch trim switches are act
 Takeoff or Go-Around mode is selected.  Takeoff or Go-Around mode is selected

Either quick disconnect buttons are pressed. 
Either quick disconnect buttons are pre

Various internal monitors failure. 
Various internal monitors failure.
 Pitch or roll angle out of range.  Pitch or roll angle out of range.

The stall warning is activated. 
The stall warning is activated.
The autopilot commands the servos to disengage when CWS button is The autopilot commands the servos to
pressed. The autopilot automatically reengages the servos and resynchro- pressed. The autopilot automatically ree
nizes the flight director when CWS button is released. nizes the flight director when CWS button
When the autopilot is normally disengaged, the aural alarm “AUTOPILOT” is When the autopilot is normally disengage
triggered once. If the autopilot is abnormally disengaged the aural warning triggered once. If the autopilot is abnorm
sounds continuously until acknowledged by the crew by pressing the quick sounds continuously until acknowledged
disconnect button. disconnect button.
Yaw Damper / Turn Coordination Yaw Damper / Turn Coordination
The YD function provides damping of the dutch roll mode of the aircraft and The YD function provides damping of the
provides turn coordination in reaction of the presence of side slip variation, provides turn coordination in reaction of
estimated by the system taking into consideration the yaw rate, roll angle, lat- estimated by the system taking into consi
eral acceleration and indicated airspeed parameters. The dutch roll mode is eral acceleration and indicated airspeed
damped by the yaw rate. The turn coordination prevents adverse yaw in the damped by the yaw rate. The turn coord
rollout maneuver for a turn or the return maneuver to wings level, and elimi- rollout maneuver for a turn or the return
nates side slip by the use of long-term lateral acceleration. nates side slip by the use of long-term lat
The YD is independent of the AP and may be used during normal maneuvers The YD is independent of the AP and ma
with the AP disengaged. with the AP disengaged.
The YD is inoperative if no FD/GIA is selected, and it disengages the YD if The YD is inoperative if no FD/GIA is se
the FD is disengaged for any reason. the FD is disengaged for any reason.
YD Engagement / Disengagement YD Engagement / Disengagement
Engagement is indicated by a green YD annunciation in the center of the Engagement is indicated by a green YD
AFCS Status Box. Yaw damper is engaged by pushing the YD button on the AFCS Status Box. Yaw damper is engag
12-8 Phenom 100 12-8

Autopilot
guidance panel. The yaw damper automatically engages on AP engagement, guidance panel. The yaw damper au
although the yaw damper can be engaged or disengaged independently of although the yaw damper can be en
the AP status. the AP status.
The yaw damper disengages when any of the following conditions occur: The yaw damper disengages when a
 The YD button is pressed on the guidance panel.  The YD button is pressed on the g
 Takeoff mode is selected.  Takeoff mode is selected.
 The stall warning is activated.  The stall warning is activated.
 Various internal monitors failure.  Various internal monitors failure.
 Lateral acceleration out of range.  Lateral acceleration out of range.
Autopilot Yaw Damper Autopilot Yaw

Engaged Engaged Engaged Eng
Autopilot and Yaw Damper Engaged Autopilot and Yaw
Control Wheel Steering Control Wheel Steerin
CWS Annunciation CWS Ann
Manual Autopilot Disengagement Manual Autopilo

(Flashes 5 seconds) (Flashes 5
Automatic Autopilot and Yaw Damper Disengagement Automatic Autopilot and Y

(AP flashes until QD Switch Pressed) (AP flashes until Q
(YD Flashes 5 Seconds) P100-AFLT-074
(YD Flashes
Automatic Pitch Trim Automatic Pitch Trim

When the AP is engaged, the automatic pitch trim function commands the pri- When the AP is engaged, the automa
mary pitch trim actuator to position the elevator. In addition, provisions are mary pitch trim actuator to position
available in the control logic to provide anticipation of the required trim available in the control logic to pr
changes due to flaps extension or retraction. changes due to flaps extension or re
During manual flight, the crew commands the system (pitch, roll or yaw) as During manual flight, the crew comm
required to alleviate the forces on control yoke or pedals. When the AP is required to alleviate the forces on c
engaged, pitch trim is also performed automatically and its operation is trans- engaged, pitch trim is also performed
parent to the crew. parent to the crew.
It should be noted that while the AP/FD CWS button is pressed, normal auto- It should be noted that while the AP/
matic trim operation will cease. matic trim operation will cease.

Current Speed Control* (*Not Currently installed) Current Speed Control* (*Not C
The CSC function can be engaged and disengaged by pressing the appropri- The CSC function can be engaged and d
ate momentary button, CSC on the GP, and has the purpose of maintaining ate momentary button, CSC on the GP,
with limited N1 (Fan Rotor Speed) authority the aircraft indicated airspeed or with limited N1 (Fan Rotor Speed) author
Mach number upon the function engagement. Mach number upon the function engagem
The N1 calculation and the function abnormalities are processed within the The N1 calculation and the function abn
two FADEC (Full Authority Digital Engine Control)s, whereas the function two FADEC (Full Authority Digital Engin
request and its annunciations are primarily processed within the selected request and its annunciations are prima
GIA. The selected GIA transmits to the FADEC the CSC request if either alti- GIA. The selected GIA transmits to the F
tude hold or VNAV (Vertical Navigation) altitude hold mode is active and the tude hold or VNAV (Vertical Navigation)
CSC button is pressed. CSC button is pressed.
The CSC engagement and disengagement status announced on the FMA The CSC engagement and disengagem
(Flight Mode Annunciation) is based on the FADEC channels response to (Flight Mode Annunciation) is based on
engage the function, the active vertical FD mode and the CSC button status. engage the function, the active vertical FD
Controls Controls
The GP is installed on the main panel in the cockpit and provides means to The GP is installed on the main panel in
the crew for interfacing with the system functions. the crew for interfacing with the system fu
The AP, YD and current speed control functions can be engaged and disen- The AP, YD and current speed control fu
gaged by pressing the appropriate button momentary on the controller, as gaged by pressing the appropriate butto
well as the selection of any FD mode. well as the selection of any FD mode.
The targets, such as indicated airspeed or Mach number, altitude, vertical The targets, such as indicated airspeed
speed, magnetic heading and navigation course can be selected by rotating speed, magnetic heading and navigation
the appropriate knob or thumb wheel. The course and heading knobs can the appropriate knob or thumb wheel. T
also be pushed to SYNC the selected values to the current aircraft value.The also be pushed to SYNC the selected val
speed knob can be used to toggle between IAS (Indicated Airspeed) and speed knob can be used to toggle betw
Mach for selected airspeed display. Mach for selected airspeed display.
Flight Guidance and Control System (FGCS) - Guidance Panel Flight Guidance and Control Syste
DN
APR CSC APR CSC

12-10 Phenom 100 12-10

Autopilot
Flight Guidance And Control System Controls Flight Guidance And Control S
The GP contains controls for setting the FD and AP modes. The controls are The GP contains controls for setting
found in four main groups on the front panel: found in four main groups on the fron
 FD Pushbutton and Course Control  FD Pushbutton and Course Contr
 Lateral Guidance Control  Lateral Guidance Control
 AFCS and Speed Control  AFCS and Speed Control
 Vertical Guidance Control  Vertical Guidance Control
FD Push-Button And Course Control FD Push-Button And Course C
The table below shows the controls for the course control group: The table below shows the controls f
 FD  FD

Adjust the Selected Course (CRS1 and CRS2) 
Adjust the Selected Course (CRS1
 PUSH DIR  PUSH DIR
Control Name Position Description Control Name Position
Activates/deactivates the selected
flight director (pilot- or copilot-side) in
Momentary tog- default vertical and lateral modes. Momentary tog
FD Pushbutton FD Pushbutton
gle ON/ OFF Press the other FD Key to toggle the gle ON/ OFF
corresponding PFD’s Command Bars
off/on.
Independently changes left or right
CRS1 and CRS2 CRS1 and CRS
side course accordingly (clockwise-
CRS 1 and CRS2- knob clockwise/ CRS 1 and CRS2- knob clockwise
course increase, counterclockwise-
rotary knob counterclock- rotary knob counterclock-
course decrease) with the minimum
wise wise
increment of 1
When pressed re-centers the Course
PUSH DIR- PUSH DIR-
Deviation Indicator (CDI) and returns
on center of ON on center of ON
course pointer directly to the bearing
CRS1/CRS2 knobs CRS1/CRS2 knobs
of the active waypoint / station.
FD
PUSHBUTTON PU
FD NAV HDG AP YD ALT VNV VS FLC FD FD NAV HDG AP YD
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL
APR CSC APR CSC
CRS1 CRS2 CRS1

SELECT KNOB BANK CPL UP
SELECT KNOB SELECT KNOB BANK CPL
(OUTER)
PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR
(OUTER) (OUTER)
PUSH DIR PUSH SYNC
PUSH DIR PUSH DIR

PUSHBUTTON PUSHBUTTON
(INNER) (INNER)

Lateral Guidance Controls Lateral Guidance Controls

The table below shows the controls for the lateral guidance control group: The table below shows the controls for th
 APR (Approach) Mode  APR (Approach) Mode
 NAV Mode  NAV Mode
 Low Bank Mode (BANK)  Low Bank Mode (BANK)
 HDG (Heading) Select Mode  HDG (Heading) Select Mode
 Adjusts the Selected Heading (HDG SEL)  Adjusts the Selected Heading (HDG S
 PUSH SYNC  PUSH SYNC
Momentarily pushed Arms APPR mode based on NAV Momentarily pushed
APR (not armed or active) source. APR (not armed or active)
pushbutton Momentarily pushed pushbutton Momentarily pushed
Disarms / Deactivates APPR mode.
(armed or active) (armed or active)
Momentarily pushed Momentarily pushed
Arms NAV mode based on NAV source.
NAV (not armed or active) NAV (not armed or active)
Disarms / Deactivates NAV mode.
BANK pushbutton Momentarily pushed Toggles ON/OFF half bank limit. BANK pushbutton Momentarily pushed
Arms HDG mode
HDG (not armed or active) HDG (not armed or active)
Disarms / Deactivates HDG mode.
HDG target changes accordingly (CW-
HDG SEL CW (Clockwise)/CCW heading target increase, CCW - head- HDG SEL CW (Clockwise)/CCW
rotary knob (Counterclockwise ing target decrease) with the minimum rotary knob (Counterclockwise
increment of 1
PUSH SYNC PUSH SYNC
Synchronizes the HDG target automati-
on center of HDG ON on center of HDG ON
cally to the current aircraft HDG
SEL knob SEL knob
APR NAV HDG APR NAV HDG

PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUT
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL
APR CSC APR CSC

P100-AP-001
BANK PUSH SYNC HDG SEL BANK PUSH SYNC HDG

PUSHBUTTON PUSHBUTTON KNOB (OUTER) PUSHBUTTON PUSHBUTTON KNO
12-12 Phenom 100 12-12

Autopilot
AFCS and Speed Control AFCS and Speed Control

The table below shows the controls for the FGCS management group and The table below shows the controls
controls for the speed control group: controls for the speed control group:
 AP  AP
 YD  YD
 CSC  CSC

CPL (Couple) 
CPL (Couple)
Momentarily pushed AP engages Momentarily pushed
AP (not engaged) YD engages if not engaged AP (not engaged)
AP is disengaged
(engaged) (engaged)
YD engages
YD (not engaged) YD (not engaged)
YD is disengaged
(engaged) (engaged)
CSC engages
CSC (not engaged) CSC (not engaged)
CSC is disengaged
(engaged) (engaged)
Toggles the selected FD and its source
CPL of PFD data between pilot and copilot. CPL
ON ON
pushbutton Arrowhead annunciator on the PFD indi- pushbutton
cates the used PFD and source.
l l
AP YD AP YD
PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBU
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1 HDG SEL A
APR CSC APR CSC

P100-AP-001c
CSC CPL CSC

PUSHBUTTON PUSHBUTTON PUSHBUTTON P

Vertical Guidance Controls Vertical Guidance Controls

The table opposite shows the controls for the lateral guidance control group: The table opposite shows the controls for
 ALT Hold Mode (ALT)  ALT Hold Mode (ALT)
 Adjusts the Selected Altitude (ALT SEL)  Adjusts the Selected Altitude (ALT SEL
 Vertical Path Tracking Mode for Vertical Navigation Flight Control (VNV)  Vertical Path Tracking Mode for Vertica
 Vertical Speed Mode (VS)  Vertical Speed Mode (VS)
 Adjusts the Vertical Speed Reference (UP/DN Wheel)  Adjusts the Vertical Speed Reference (
 Flight level Change Mode (FLC)  Flight level Change Mode (FLC)

Adjusts the Airspeed Reference (SPD SEL) 
Adjusts the Airspeed Reference (SPD
 Push IAS-MACH  Push IAS-MACH
VNV VS VNV
PUSHBUTTON PUSHBUTTON PUSHBUTT
ALT FLC ALT
PUSHBUTTON PUSHBUTTON PUSHBUTTON
DN
APR CSC APR CSC

ALT SEL SPEED SELECT ALT SEL

PUSHBUTTON KNOB (OUTER) PUSHBUTTON
P100-AP-001d
VS SPEED PUSH IAS-MACH VS SPEED
WHEEL PUSHBUTTON WHEEL
12-14 Phenom 100 12-14

Autopilot

Momentarily pushed Momentarily push
Activates ALT mode
ALT (not armed or active) ALT (not armed or act
pushbutton Momentarily pushed pushbutton Momentarily push
Disarms / Deactivates ALT mode
(armed or active) (armed or active
Altitude target not dis- Altitude target becomes displayed and Altitude target not
ALT SEL played synchronized to the current altitude ALT SEL played
rotary knob Altitude target displayed Altitude target changes with a 100 ft. rotary knob Altitude target displ
increment.
Arms VPTH
VNV (not armed or active) VNV (not armed or act
pushbutton Momentarily pushed Disarms / Deactivates any VNV pushbutton Momentarily push
(armed or active) mode (armed or active
Activates VS mode
VS (not armed or active) VS (not armed or act
Disarms / Deactivates VS mode
Rotating the Vertical Speed Select
Wheel up causes the Vertical Speed
VS VS
Target to decrease.
rotary selector DOWN / UP rotary selector DOWN / UP
Rotating the Wheel down causes the
wheel wheel
Vertical Speed Target to increase.
Increments: 100 ft./min.
Activates FLC mode
FLC (not armed or active) FLC (not armed or act
Deactivates FLC mode
FLC not active No effect FLC not active
SPD SEL Turning the knob CW increases SPD SEL

rotary knob speed target and turning the knob rotary knob
FLC active FLC active
CCW decreases the speed target.
Increment: 1 kt or 0.01m
PUSH IAS-MACH PUSH IAS-MACH
Toggles the speed reference value
pushbutton (on pushbutton (on
ON between Indicated Airspeed value ON
center of SPD center of SPD
and M (mach) value.
SEL knob) SEL knob)

AP/YD/TRIM/PUSHER DISC Pushbutton AP/YD/TRIM/PUSHER DISC Pushb

The AP/YD/TRIM/PUSHER* DISC Pushbutton on each pilot and copilot con- The AP/YD/TRIM/PUSHER* DISC Pushb
trol yoke is a switch called QD (Quick Disconnect). The switch supplies an trol yoke is a switch called QD (Quick D
output to the quick disconnect relay, and this relay sends the output to GIAs output to the quick disconnect relay, and
and to autopilot servos and allows the pilot or copilot to immediately discon- and to autopilot servos and allows the pi
nect the AP and YD functions and disengage the autopilot servos. nect the AP and YD functions and diseng
* NOTE: EASA registered aircraft - AP/YD/TRIM DISC Pushbutton ONLY! * NOTE: EASA registered aircraft - AP/
CWS Pushbutton CWS Pushbutton
The CWS pushbutton on each pilot and copilot control yoke is a switch that The CWS pushbutton on each pilot and
allows the crew to override the authority of the AP function with no effect on the allows the crew to override the authority of
YD and turn coordination functions. When the CWS pushbutton is pressed and YD and turn coordination functions. When
held the vertical FD command synchronizes with the current aircraft pitch and held the vertical FD command synchroniz
roll attitude, and power is removed from the servo motor and solenoid. roll attitude, and power is removed from th
This allows temporary manual control. Autopilot will attempt to comply with This allows temporary manual control. A
modes selected prior to selection of CWS after pushbutton is released. CWS is modes selected prior to selection of CWS
displayed in white in the AFCS status box while the CWS button is pressed. displayed in white in the AFCS status box
AP/YD/TRIM/PUSHER* DISC and CWS Pushbuttom AP/YD/TRIM/PUSHER* DISC and C
CWS CWS
PUSH-BUTTON PUSH-BUTTON
CWS
AP / YD / TRIM / PUSHER PUSH-BUTTON AP / YD / TRIM / PUSHER
DISC PUSHBUTTON DISC PUSHBUTTON
AP / YD / TRIM / PUSHER
DISC PUSHBUTTON
SDS2432221100P027R
12-16 Phenom 100 12-16

Autopilot
AP Indication on PFD and EICAS Pitch Trim Display on MFD AP Indication on PFD and EICA
NAV1 111.85 117.95 GS ____ KT DTK ___ O TRK ___ O ETE __ :__ 121.500 128.075 COM1 NAV1 111.85 117.95 GS ____ KT
NAV2 111.00 117.95 MAP - NAVIGATION MAP 136.975 136.000 COM2 NAV2 111.00 117.95
87.8 TO 95.0 87.8 TO 95.0
ATR NORTH UP ATR
KEWK STRMSCP
LIGHTNING
FAILED
27.2 N1% 10.0 TFR 27.2 N1% 10.0
NO DATA
IGN 349 ITT C

200 IGN IGN 349 ITT C
200 IGN
AB AB AB AB
54.9 N2% 55.1 54.9 N2% 55.1

EL DORAD
232 OIL PRES PSI 232 232 OIL PRES PSI 232
PARK CITY
253 TEMP C 253 253 TEMP C 253
FUEL FUEL
ICT KAAD
599 FF KGH 853 599 FF KGH 853
1250 FQ KG 800 1250 FQ KG 800
KBEC
2050 AUGUSTA 2050
TEMP 23 C TEMP 23 C
ELEC CABIN KICT ELEC CABIN
BATT1 0V KIAB BATT1 0V
BATT2 0V
ALT 7200 FT
BATT2 0V
ALT 7200 FT
RATE 0 FPM RATE 0 FPM
SPDBRK DELTA-P 5.0 PSI
CLOSED
LFE 5 FT CERBY
CLOSED
LFE 5 FT
LG FLAPS LG FLAPS
DN DN
DN DN DN DN
TRIM TRIM
ROLL ROLL
20 5 NM 20
YAN YAN
MAP WPT AUX NRST
SYSTEM MAP DCLTR SHW CHRT CHK LIST SYSTEM MAP
Roll Pitch Roll Pitch

MFD
Trim Trim Trim Trim
Yaw Yaw
Trim Trim
Yaw Current Y
Autopilot Damper Speed Autopilot Da
Lateral Modes Status Status Control Vertical Modes Lateral Modes Status S
Armed Active Flight Director Active Armed Armed Active Flight Direct
Indicator Arrow Indicator Arr
°
NAV1 108.00 117.95
11 5 KIXD KCEA DIS 114 NM BRG 234 136 5
136.975 118.000 COM1 NAV1 108.00 117.95
11 5 KIXD
NAV2 108.00 7.95
117.95 GPS ROL AP YD VS 100 FPM ALTS VPTH 136.9
1 36.9
136.975 118.000 COM2 NAV2 108.00 7.95
117.95 GPS ROL
M 15200
2000
15400
20 20 4 2
230 230
15300
10 10 2
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2
190 307 14900 4 190

HDG 035 CRS 300 HDG 035
M .411 30.04 IN M .411
30 33
W
N
GPS TERM
24
24
3
21
21
6
E
S
15 12
RAT 0 C ISA +15 C XPDR1 1253 ALT R LCL 17:12:20 RAT 0 C ISA +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF O
PFD
P100-AFLT-080


Flight Director Modes Of Operations Flight Director Modes Of Operations
The FD system has two categories for modes of operation: vertical axis and The FD system has two categories for m
lateral axis. The selected GIA does not allow a FD mode to be engaged, lateral axis. The selected GIA does not
remain engaged, arm or remain armed unless the parameters required for remain engaged, arm or remain armed
that mode are valid. If a required input parameter becomes invalid while the that mode are valid. If a required input p
mode is engaged, either a lateral or vertical FD mode reversion is initiated mode is engaged, either a lateral or ver
depending on the axis associated with the mode. If a required input parame- depending on the axis associated with th
ter becomes invalid while the mode is armed, it becomes disarmed. ter becomes invalid while the mode is arm
The vertical axis flight director guidance modes are: The vertical axis flight director guidance m

Altitude Hold (ALT) 
Altitude Hold (ALT)
 Altitude Pre-select (ALTS)  Altitude Pre-select (ALTS)
 Flight Level Change (FLC)  Flight Level Change (FLC)
 G/A (Go-Around)  G/A (Go-Around)
 TO (Takeoff)  TO (Takeoff)
 G/S (Glideslope)  G/S (Glideslope)
 Pitch Hold (PIT)  Pitch Hold (PIT)
 Vertical Speed (VS)  Vertical Speed (VS)
 Vertical Navigation (VNV)  Vertical Navigation (VNV)
The lateral axis flight director guidance modes are: The lateral axis flight director guidance m
 Roll Hold (ROL)  Roll Hold (ROL)
 Wings Level (a function of ROL mode)  Wings Level (a function of ROL mode)
 Low Bank  Low Bank
 HDG  HDG
 Navigation (VOR/LOC/BC/GPS)  Navigation (VOR/LOC/BC/GPS)
 Approach (VOR/LOC/GPS)  Approach (VOR/LOC/GPS)
12-18 Phenom 100 12-18

Autopilot
Vertical Modes Vertical Modes

Altitude Hold (ALT) Altitude Hold (ALT)
The ALT Hold Mode provides a pitch command, which permits the autopilot to The ALT Hold Mode provides a pitch
keep the altitude. The ALT Hold Mode can be armed manually by pushing the keep the altitude. The ALT Hold Mod
ALT pushbutton in the GP, or automatically by means of the ALT preselect mode. ALT pushbutton in the GP, or automati
The ALT pushbutton in the GP engages and disengages the altitude hold FD The ALT pushbutton in the GP enga
mode. ALT Hold Mode active is indicated by an ALT annunciation in the AFCS mode. ALT Hold Mode active is indica
status box on the PFD. status box on the PFD.
The CSC is available while ALT Hold Mode is active. When the CSC pushbut- The CSC is available while ALT Hold
ton is pressed, the FADEC varies engine thrust to maintain the desired air- ton is pressed, the FADEC varies e
speed within a certain control range. speed within a certain control range.
With the CWS pushbutton depressed, the aircraft can be hand-flown to a new With the CWS pushbutton depressed
altitude reference. When the CWS is released at the desired altitude, the new altitude reference. When the CWS is
altitude is established as the altitude reference. If the selected altitude is altitude is established as the altitud
reached during CWS maneuvering, the altitude reference is not changed. In reached during CWS maneuvering,
this case, the CWS must be pressed again after the selected altitude is this case, the CWS must be press
reached, to adjust the altitude reference. reached, to adjust the altitude referen
Altitude Hold Mode (ALT) Altitude Hold Mode (ALT)
Current Speed Altitude Hold Current S
Control Active Mode Active Control Ac
Selected
Altitude
Selected
Altitude
Bug
Command Bars Hold Pitch Attitude Command Bars Hold Pitch

to Maintain Altitude Reference to Maintain Altitude Refere
P100 AP 003

Altitude Pre-selected (ALTS) Altitude Pre-selected (ALTS)

The white ALTS annunciation indicates that the ALT Pre-Selected Mode is The white ALTS annunciation indicates
armed. The ALT SEL rotary knob is used to set the selected altitude until the armed. The ALT SEL rotary knob is used
Pre-Selected Mode becomes active. Pre-Selected Mode becomes active.
While in TO or G/A mode, the ALT Pre-Selected Mode arms automatically While in TO or G/A mode, the ALT Pre
only in case the preselected altitude is greater than or equal to 400 ft (Foot) only in case the preselected altitude is g
from the TO or G/A mode entry ALT. As the aircraft nears the selected alti- from the TO or G/A mode entry ALT. As
tude, the FD automatically transitions to ALT Pre-Selected Mode with ALT tude, the FD automatically transitions to
Hold Mode armed. This automatic transition is indicated by the green ALTS Hold Mode armed. This automatic transi
annunciation flashing for up to 5 seconds and the appearance of the white annunciation flashing for up to 5 second
ALT annunciation. At 50 ft from the selected altitude, the FD automatically ALT annunciation. At 50 ft from the sele
transitions from ALT Pre-Selected Mode to ALT Hold Mode and holds the transitions from ALT Pre-Selected Mode
selected altitude. As ALT Hold Mode becomes active, the white ALT annunci- selected altitude. As ALT Hold Mode beco
ation moves to the active vertical mode field and flashes in green for 5 sec- ation moves to the active vertical mode f
onds to indicate the automatic transition. onds to indicate the automatic transition.
Altitude Pre-Selected Mode (ALTS) Altitude Pre-Selected Mode (ALTS)
ALTITUDE
A PRE-SELECTED
MOVE ARMED A
°
NAV1 108.00 117.95 D KMCI DIS137 NM BRG 065 136.975 118.000 COM1 NAV1 108.00 117.95 D KMCI D
NAV2 108.00 117.95 ROL PIT ALTS 136.975 118.000 COM2 NAV2 108.00 117.95 ROL
M 15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
190 307 14900 4 190 307

HDG 035 CRS 300 HDG 035 C
M .411 30.04 IN M .411
30 33 30 33
W W
N
N
GPS TERM GPS TERM
24
24
3
3
21
21
6
6
E E
S
S
15 12 15 12
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DM
SDS2432221100P047R
"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION" "FLASH UP TO 5 SEC. INDICATING
A A
12-20 Phenom 100 12-20

Autopilot
Flight Level Change (FLC) Flight Level Change (FLC)

The Flight Level Change Mode is selected by pressing the FLC pushbutton, The Flight Level Change Mode is se
and it is indicated by a green FLC annunciation in the AFCS Status Box. The and it is indicated by a green FLC an
Flight Level Change Mode is designed in such a way that the airplane never Flight Level Change Mode is design
flies away from the preselected altitude. This mode acquires and maintains flies away from the preselected altit
the airspeed reference in IAS or MACH while climbing or descending to the the airspeed reference in IAS or MA
selected altitude. selected altitude.
Once engaged, the Flight Level Change Mode continuously monitors current Once engaged, the Flight Level Cha
selected altitude, IAS, MACH and ALT. If the preselected altitude is above the selected altitude, IAS, MACH and AL
current altitude, the mode commands the airplane to climb in case the speed current altitude, the mode command
reference is less than current airspeed, or throttle is changed in order to reference is less than current airsp
increase airspeed, otherwise the mode commands the airplane to a level increase airspeed, otherwise the m
flight with vertical speed equal to zero. If the preselected altitude is below the flight with vertical speed equal to zer
current altitude, the mode commands the airplane to descend in case the current altitude, the mode comman
speed reference is greater than the current airspeed, or throttle is changed in speed reference is greater than the c
order to reduce airspeed, otherwise the mode commands the airplane to a order to reduce airspeed, otherwise
level flight with vertical speed equal to zero. level flight with vertical speed equal t
The Flight Level Change Mode also switches between FLC IAS and FLC The Flight Level Change Mode als
MACH and vice versa manually by pressing the speed knob on the GP. In this MACH and vice versa manually by pr
case the automatic transition activates again if the FLC IAS and FLC MACH case the automatic transition activat
is left in the ALT, IAS or MACH condition that satisfies the logic system. is left in the ALT, IAS or MACH condi
Flight Level Change Mode (FLC) Flight Level Change Mode (FLC)
Flight Level Change Selected Altitude Flight
Mode Active Capture Mode Armed M
Airspeed Airspeed
Reference Reference
Airspeed Airspeed
Reference Reference
Bug Bug
Command Bars Indicate Climb Command

to Attain Selected Altitude to Attai

Flight Level Change Mode Flight Level Change Mode

Flight Level Change Selected Altitude Flight Lev
Mode Active Capture Mode Armed Mode
Airspeed Airspeed
Reference Reference
(Mach) (Mach)
Airspeed Airspeed
Reference Reference
Bug Bug
Command Bars Indicate Climb Command Bars

to attain Selected Altitude to attain Sele
FLC Mode Unit Changes FLC Mode Unit Changes
AIRSPEED REFERENCE UNITS UNIT TYPE CHANGES AT AIRSPEED REFERENCE U
Default Units Change To Altitude Airspeed Default Units Change
Climb IAS Mach > 31,500 ft >M 0.55 Climb IAS Mach
Descent Mach IAS <30,500 ft < 250 kt Descent Mach IAS
Takeoff (TO) and Go-Around (GA) Modes Takeoff (TO) and Go-Around (GA) Mod
By pressing the TOGA switch, located on the thrust levers, the crew selects By pressing the TOGA switch, located on
either TO or G/A vertical flight director mode, depending whether the airplane either TO or G/A vertical flight director mo
is on the ground or in the air. is on the ground or in the air.
In G/A Mode, the FD commands a constant set pitch attitude, 7.5º Flaps 2 or In G/A Mode, the FD commands a consta
5.5º 3/FULL. ALT Pre-Selected Mode is automatically armed when the 5.5º 3/FULL. ALT Pre-Selected Mode is
aircraft is at least 400 feet below the selected altitude at the time TO or G/A aircraft is at least 400 feet below the sele
Mode is selected. Mode is selected.
Pressing the GA Switch while in the air activates the FD in a wings-level, PIT Pressing the GA Switch while in the air a
(Pitch)-up attitude, allowing the execution of a MAPR (Missed Approach) or a (Pitch)-up attitude, allowing the execution
G/A. Selecting G/A Mode disengages the AP; however, subsequent AP G/A. Selecting G/A Mode disengages
engagement is allowed. engagement is allowed.
TO Mode provides an attitude reference during rotation and TO. This mode TO Mode provides an attitude reference
can be selected only while on the ground by pushing the TO Switch. The FD can be selected only while on the ground
12-22 Phenom 100 12-22

Autopilot
Command Bars assume a wings-level, pitch-up attitude. AP engagement Command Bars assume a wings-le
while TO Mode is active, is inhibited while the aircraft is on the ground. while TO Mode is active, is inhibited
Takeoff Mode (TO) and GO-Around Mode (GA) Takeoff Mode (TO) and GO-Around
Autopilot Disconnect Autopilot Disconnect
Annunciation Flashes Go Around Annunciation Flashe
Yellow 5 sec Mode Active Yellow 5 sec
Command Bars Indicate Climb Command

Takeoff
Mode Active
MAX MAX MAX
TO/GA TO/GA TO/GA
CON/CLB CON/CLB CON/CLB
MAX CRZ MAX CRZ MAX CRZ
IDLE IDLE IDLE
TO/GA TO/GA TO/GA
TOGA Switches

Glideslope (G/S) Glideslope (G/S)

The G/S Mode is available for LOC (Localizer) / ILS (Instrument Landing Sys- The G/S Mode is available for LOC (Loca
tem) approaches to capture and track the G/S. The G/S Mode arms in case tem) approaches to capture and track th
APR LOC Mode is armed or engaged, and does not engage if APR LOC APR LOC Mode is armed or engaged,
Mode is not engaged. It disarms or disengages if APR LOC Mode disarms or Mode is not engaged. It disarms or disen
disengages. disengages.
Once the LOC has been set as the navigation source, the LOC and G/S can Once the LOC has been set as the navig
be captured. Upon reaching the G/S, the FD transitions to G/S Mode and be captured. Upon reaching the G/S, th
begins to capture and track the G/S. begins to capture and track the G/S.
Glideslope Mode (GS) Glideslope Mode (GS)
Active ILS Approach Glideslope Active ILS Approach
Frequency Tuned Mode Active Mode Active Frequency Tuned Mode Activ
NAV2 (localizer) is Selected Command Bars Indicate Descent NAV2 (localizer) is Selected Command
Navigation Source on Localizer/Glideslope Path Navigation Source on Localiz
Glideslope
Indicator
12-24 Phenom 100 12-24

Autopilot
Pitch Hold (PIT) Pitch Hold (PIT)

This mode may be used for climb or descent to the selected altitude, since This mode may be used for climb o
ALT Pre-Selected Mode is automatically armed when PIT Hold Mode is acti- ALT Pre-Selected Mode is automatic
vated. When the FD is activated (with the FD Key) or switched, PIT Hold vated. When the FD is activated (w
Mode is selected by default. Pitch Hold Mode is indicated as the active verti- Mode is selected by default. Pitch H
cal mode by the PIT annunciation cal mode by the PIT annunciation
In PIT Hold Mode, the FD maintains a constant PIT attitude, the PIT refer- In PIT Hold Mode, the FD maintain
ence. The PIT reference is set to the aircraft PIT attitude at the moment of ence. The PIT reference is set to th
mode selection. If the aircraft PIT attitude exceeds the FD PIT command limi- mode selection. If the aircraft PIT atti
tations, the FD commands a PIT angle equal to the nose-up/down limit. tations, the FD commands a PIT ang
Pitch Hold Mode (PIT) Pitch Hold Mode (PIT)
Pitch Hold Selected Altitude Pit

Mode Active Capture Mode Armed Mo
Selected
Altitude
Command Bars Maintain Command Bars Mainta

Desired Pitch Reference Desired Pitch Referenc

Vertical Speed (VS) Vertical Speed (VS)

In VS Mode, the FD acquires and maintains a VS reference. Current aircraft In VS Mode, the FD acquires and mainta
VS becomes the VS reference at the moment of VS Mode activation. This VS becomes the VS reference at the m
mode may be used for climb or descend to the selected altitude since ALT mode may be used for climb or descend
Pre-Selected Mode is automatically armed when VS Mode is selected. Pre-Selected Mode is automatically arme
When VS Mode is selected, the VS target synchronizes with the current VS When VS Mode is selected, the VS targ
and is displayed on the PFDs as a cyan target bug on the VS tape and as its and is displayed on the PFDs as a cyan t
corresponding digital readout in cyan color into a box right above the tape. corresponding digital readout in cyan co
The VS target selection can be made in 100 ft/min (Feet per Minute) incre- The VS target selection can be made in
ments using the VS rotary selector wheel on the GP. The VS target synchro- ments using the VS rotary selector whee
nizes with the current VS upon the CWS pushbutton is released from its nizes with the current VS upon the CW
activation. activation.
With the VS Mode activated by pressing the VS pushbutton, VS is annunci- With the VS Mode activated by pressing
ated in green in the AFCS Status Box. ated in green in the AFCS Status Box.
Vertical Speed Mode (VS) Vertical Speed Mode (VS)
Vertical Speed Selected Altitude Vertical S

Mode Active Capture Mode Armed Mode A
Selected Vertical Se
Altitude Speed A
Reference
Vertical
Speed
Reference
Bug
Command Bars Indicate Climb to Command Bars Indicate Climb to

Attain Vertical Speed Reference Attain Vertical Speed Reference
Vertical Navigation (VNV) Vertical Navigation (VNV)

The VNAV Function comprehends the three Modes as follows: The VNAV Function comprehends the thr

Vertical Path Mode (VPTH) 
Vertical Path Mode (VPTH)

VNV Target Altitude Capture Mode (ALTV) 
VNV Target Altitude Capture Mode (AL
 Glidepath Mode (GP)  Glidepath Mode (GP)
The FD may be armed for VNAV at any time, but no target altitudes are cap- The FD may be armed for VNAV at any t
tured during a climb.The Command Bars provide vertical profile guidance tured during a climb.The Command Ba
12-26 Phenom 100 12-26

Autopilot
based on specified altitudes (entered manually or loaded from the database) based on specified altitudes (entered
at waypoints in the active flight plan or direct-to (with vertical constraint). The at waypoints in the active flight plan
appropriate VNAV flight control modes are sequenced by the FD to follow the appropriate VNAV flight control mode
path defined by the vertical profile. Upon reaching the last waypoint in the path defined by the vertical profile.
VNAV flight plan, the FD transitions to ALT Hold Mode and cancels any VNAV flight plan, the FD transition
armed VNAV modes. armed VNAV modes.
Vertical Path Mode (VPTH) Vertical Path Mode (VPTH)
When a vertical profile (VNAV flight plan) is active and the VNV pushbutton is When a vertical profile (VNAV flight p
pressed, Vertical Path Tracking Mode is armed in preparation for descent pressed, Vertical Path Tracking Mo
path capture.VPTH (or V when Glidepath or G/S Mode is concurrently armed) path capture.VPTH (or V when Glide
is annunciated in white in addition to previously armed modes. If applicable, is annunciated in white in addition to
the appropriate altitude capture mode is armed for capture of the next VNV the appropriate altitude capture mod
Target Altitude (ALTV) or the ALT Pre-Selected Mode (ALTS), whichever is Target Altitude (ALTV) or the ALT P
greater. greater.
Vertical Path Mode (VPTH) Vertical Path Mode (VPTH)
Vertical Path Tracking
Altitude Hold Armed (Flashing Indicates Altitud
Mode Active Acknowledgment Required Mode
VNV Target
Altitude
Selected
Altitude
Below VNV
Target
Required
Vertical
Speed Bug
GPS is Selected Terminal GPS is Selected Terminal

Navigation Phase of Navigation Phase of
Source Flight Source Flight
Vertical
Deviation
Indicator

VNV Target Altitude Capture Mode (ALTV) VNV Target Altitude Capture Mode (AL
VNV Target Altitude Capture is analogous to ALT Pre-Selected Mode (ALTS) VNV Target Altitude Capture is analogou
and is armed automatically after the VNV pushbutton is pressed and the next and is armed automatically after the VNV
VNV Target Altitude is to be intercepted before the Selected Altitude. The VNV Target Altitude is to be intercepted
annunciation ALTV indicates that the VNV Target Altitude is to be captured. annunciation ALTV indicates that the VN
VNV Target Altitudes are shown in the active flight plan or direct-to (with verti- VNV Target Altitudes are shown in the ac
cal constraint), and can be entered manually or loaded from a database. cal constraint), and can be entered manu
As the aircraft nears the VNV Target Altitude, the FD automatically transitions As the aircraft nears the VNV Target Altitu
to VNV Target Altitude Capture Mode with ALT Hold Mode armed. This auto- to VNV Target Altitude Capture Mode wit
matic transition is indicated by the magenta ALTV annunciation flashing for matic transition is indicated by the mage
up to 5 seconds and the appearance of the white ALT annunciation. The up to 5 seconds and the appearance o
active VNV Target Altitude is shown in magenta above the Vertical Speed active VNV Target Altitude is shown in
Indicator. Indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically transi- At 50 feet from the VNV Target Altitude, th
tions from VNV Target Altitude Capture to Altitude Hold Mode and tracks the tions from VNV Target Altitude Capture to
level leg. As ALT Hold Mode becomes active, the white ALT annunciation level leg. As ALT Hold Mode becomes
moves to the active vertical mode field and flashes in magenta for 5 seconds moves to the active vertical mode field an
to indicate the automatic transition. The FD automatically arms Vertical Path to indicate the automatic transition. The F
Tracking, allowing upcoming descent legs to be captured and subsequently Tracking, allowing upcoming descent leg
tracked. tracked.
Vertical Navigation Modes (VNV) - VNV Target Altitude Capture Mode Vertical Navigation Modes (VNV) - VNV
(ALTV) (ALTV)
Vertical Path VNV Target Altitude Vertica

Tracking Active Capture Armed Trackin
VNV Target
Altitude
Required
Vertical
Command Bars Indicate Descent to Speed Bug Command Bars Ind
GPS is Selected Terminal Maintain Required Vertical Speed GPS is Selected Terminal Maintain Required
Navigation Phase of Navigation Phase of
Source Flight Source Flight
Vertical Deviation
Indicator (VDI)
12-28 Phenom 100 12-28

Autopilot
Glidepath Mode (GP) Glidepath Mode (GP)

The Glidepath Mode is used to track the WAAS (Wide Area Augmentation The Glidepath Mode is used to trac
System)-based glidepath. When the Glidepath Mode is armed, the GP is System)-based glidepath. When the
annunciated in white in the AFCS Status Box. annunciated in white in the AFCS Sta
Upon reaching the glidepath, the FD transitions to Glidepath Mode and Upon reaching the glidepath, the
begins to capture and track the glidepath. begins to capture and track the glide
Vertical Navigation Modes (VNV) -Glidepath Mode (GP) Vertical Navigation Modes (VNV) -G
GPS Approach Glidepath GPS Approach
Mode Active Mode Active Mode Active
GPS is SelectedLPV Approach Command Bars Indicate GPS is SelectedLPV Approach

Navigation Active Descent on Glidepath Navigation Active
Source Source
Glidepath
Indicator
Lateral Axis Flight Director Guidance Modes Lateral Axis Flight Director Gu
The lateral FD modes supply FD guidance commands in the lateral axis.The The lateral FD modes supply FD gui
indications for the modes show on the PFD's. indications for the modes show on th
Roll Hold (ROL) Roll Hold (ROL)
When the FD is activated or switched, the Roll Hold Mode is selected by When the FD is activated or switch
default. This mode is annunciated as ROL in the AFCS Status Box. The cur- default. This mode is annunciated as
rent aircraft bank angle is held, subject to the bank angle condition. rent aircraft bank angle is held, subje
The roll reference can be changed by pressing the CWS pushbutton, estab- The roll reference can be changed b
lishing the desired bank angle, then releasing the CWS pushbutton. lishing the desired bank angle, then r

Wings Level (WL) Wings Level (WL)

The Wing Level (WL) mode, part of the ROL mode, holds the current aircraft The Wing Level (WL) mode, part of the R
roll attitude or rolls the wings level, depending on the commanded bank roll attitude or rolls the wings level, de
angle. The GIA engages Wings Level Mode If the current roll angle is less angle. The GIA engages Wings Level M
than 6 degrees when the Roll Hold FD Mode is engaged. Roll Hold Mode than 6 degrees when the Roll Hold FD
Responses as follows: Responses as follows:
Roll Hold Mode Responses Roll Hold Mode Responses
Bank Angle Flight Director Response Bank Angle
<6° Rolls Wings Level <6°
6 to 30° Maintains current aircraft roll attitude 6 to 30° M
>30° Limits bank to 30° >30°
Roll Hold Mode - (ROL) Roll Hold Mode - (ROL)
ROLL HOLD MODE ROLL HOLD MODE
ANNUNCIATION ANNUNCIATION
°
NAV1 108.00 117.95 D KMCI DIS137 NM BRG 065 136.975 118.000 COM1 NAV1 108.00 117.95 D KMCI D
NAV2 108.00 117.95 ROL PIT ALTS 136.975 118.000 COM2 NAV2 108.00 117.95 ROL
M 15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
190 307 14900 4 190 307

HDG 035 CRS 300 HDG 035 C
M .411 30.04 IN M .411
30 33 30 33
W W
N
N
GPS TERM GPS TERM
24
24
3
3
21
21
6
6
E E
S
S
15 12 15 12
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DM
12-30 Phenom 100 12-30

Autopilot
Low Bank Low Bank

The Low Bank Mode limits the maximum bank/roll angle to a certification-spe- The Low Bank Mode limits the maxim
cific limit. When in Low Bank, the FD limits the maximum commanded roll cific limit. When in Low Bank, the F
angle, and an arc limit is displayed in green along the Roll Scale in the ADI angle, and an arc limit is displayed
(Attitude Director Indicator). The Low Bank Mode can be manually or auto- (Attitude Director Indicator). The Low
matically selected while heading, GPS (Global Positioning System) lateral matically selected while heading, G
navigation, or VOR lateral navigation mode is active. navigation, or VOR lateral navigation
Low Bank Mode Low Bank Mode
LOW BANK ARC LOW B

Heading (HDG) Heading (HDG)

The Heading Select Mode acquires and maintains the selected heading. The The Heading Select Mode acquires and m
selected heading target is presented on the FDs independently of the active selected heading target is presented on
FD mode, and its selection is displayed as a cyan target bug on the compass FD mode, and its selection is displayed a
and as its corresponding digital readout in cyan color into a box at the top left and as its corresponding digital readout in
side of the compass. The heading target selection can be made in 1 degree side of the compass. The heading target
increments using the HDG rotary knob on the GP. Pressing the HDG rotary increments using the HDG rotary knob o
knob synchronizes the selected heading to the current heading. The CWS knob synchronizes the selected heading
pushbutton activation has no effect on the selected heading target. pushbutton activation has no effect on the
Heading Mode (HDG) Heading Mode (HDG)
Heading Select Heading Select
Mode Active Mode Active
Command Bars Track

Selected Selected Selected Heading Selected Selected
Heading Heading Heading Heading
Bug Bug
Navigation (VOR/LOC/BC/GPS) Navigation (VOR/LOC/BC/GPS)
Pressing the NAV pushbutton selects the NAV Mode.The NAV Mode acquires Pressing the NAV pushbutton selects the
and tracks the selected NAV source (GPS, VOR, LOC). FD follows GPS roll and tracks the selected NAV source (GP
steering commands when GPS is the selected NAV source. When the NAV steering commands when GPS is the se
source is VOR or LOC, the FD creates roll steering commands from the source is VOR or LOC, the FD creates
Selected Course and deviation. The NAV Mode can also be used to fly non- Selected Course and deviation. The NAV
precision GPS and LOC approaches where vertical guidance is not required. precision GPS and LOC approaches whe
The Back Course Mode captures and tracks a localizer signal in the back The Back Course Mode captures and tr
course direction.The mode may be selected by pressing the NAV pushbutton. course direction.The mode may be select
When making a back course approach, set the selected course to the local- When making a back course approach, s
12-32 Phenom 100 12-32

Autopilot
izer front course.The FD creates roll steering commands from the selected izer front course.The FD creates ro
course and deviation. course and deviation.
PFD Lateral Axis Guidance Mode Annunciators PFD Lateral Axis Guidance Mode A
GPS Navigation GPS Navigation

Command Bars Indicate Left

GPS is Selected Turn to Track GPS Course GPS is Selected
Navigation Source Navigation Mode Navigation Source Navig
Backcourse Backcourse
Command Bars Hold Pitch Attitude

LOC2 is Selected LOC2 is Selected
Navigation Source Backcourse Mode Navigation Source Backc

Approach (VOR/LOC/GPS) Approach (VOR/LOC/GPS)

The APR Mode is activated when the APR pushbutton is pressed. The APR The APR Mode is activated when the AP
Mode acquires and tracks the selected navigation source (GPS, VOR, or Mode acquires and tracks the selected
LOC), depending on loaded APR. This mode uses the selected navigation LOC), depending on loaded APR. This
receiver deviation and desired course inputs to fly the APR. Pressing the receiver deviation and desired course in
APR pushbutton when the CDI (Course Deviation Indicator) is greater than APR pushbutton when the CDI (Course
one dot arms the selected APR Mode. one dot arms the selected APR Mode.
The LOC APR Mode allows the AP to fly a LOC/ILS approach with a G/S. The LOC APR Mode allows the AP to f
When the LOC APR Mode is armed, G/S Mode is also armed automatically. When the LOC APR Mode is armed, G/S
The LOC captures are inhibited if the difference between aircraft heading and The LOC captures are inhibited if the diffe
localizer course exceeds 105 degrees. localizer course exceeds 105 degrees.
PFD Lateral Axis Guidance Mode Annunciators PFD Lateral Axis Guidance Mode Annu
GPS APPROACH GPS APPROACH
MODE ARMED MODE ARMED
°
NAV1 108.00 117.95 KIXD KCEA DIS114 NM BRG 234 136.975 118.000 COM1 NAV1 108.00 117.95 KIXD KCEA
NAV2 108.00 117.95 GPS PIT ALTS GP 136.975 118.000 COM2 NAV2 108.00 117.95 GPS
15200
2000
15400
20 20 4 20 20
230 230
15300
10 10 2 10 10
220 15200 220
20
210 151 210
00
200 200
10 10 15000 2 10 10
190 307 14900 4 190 307

HDG 035 CRS 300 HDG 035
M .411 30.04 IN M .411
30 33 30 33
W W
N
GPS TERM GPS TERM

24
24
3
21
21
6
E E
S
S
15 12 15 12
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI AD
12-34 Phenom 100 12-34

Autopilot
Flight Director Vertical Modes Flight Director Vertical Modes

Reference
Vertical Mode Description Control Annunciation Vertical Mode Description
Range
Holds the current aircraft pitch Holds the current airc
Pitch Hold attitude; may be used to climb/ (default) PIT ±20 ˚ Pitch Hold attitude; may be used
descend to the Selected Altitude descend to the Select
Selected Altitude Capture Captures the Selected Altitude * ALTS Selected Altitude Capture Captures the Selecte
Holds the current altitude Holds the current altit

Altitude Hold ALT Key ALT Altitude Hold
reference reference
Maintains the current aircraft Maintains the current
vertical speed; may be used to vertical speed; may b
Vertical Speed VS Key VS ±6000 fpm Vertical Speed
climb/descend to the Selected climb/descend to the
Altitude Altitude
Maintains the current aircraft 80 – 275 kt Maintains the current
airspeed (in IAS or Mach) while airspeed (in IAS or M
Flight Level Change FLC Key FLC Flight Level Change
the aircraft is climbing/descending 0.4 – 0.7 M the aircraft is climbing
to the Selected Altitude to the Selected Altitud
Captures and tracks descent legs VNV Captures and tracks d
Vertical Path Tracking VPTH Vertical Path Tracking
of an active vertical profi le Key of an active vertical p
Captures the Vertical Navigation Captures the Vertical
VNV Target Altitude Capture ** ALTV VNV Target Altitude Capture
(VNV) Target Altitude (VNV) Target Altitude
Captures and tracks the WAAS Captures and tracks t
Glidepath GP Glidepath
glidepath on approach APR glidepath on approach
Captures and tracks the ILS Key Captures and tracks t
Glideslope GS Glideslope
glideslope on approach glideslope on approac
Disengages the autopilot and Disengages the autop
commands a constant pitch angle 11˚ Flap 1 commands a constan
Takeoff TO Takeoff
and wings level on the ground in 9˚ Flap 2 and wings level on the
GA
preparation for takeoff preparation for takeof
Switch
Disengages the autopilot and Disengages the autop
7.5˚ Flap 2
Go Around commands a constant pitch angle GA Go Around commands a constan
5.5˚ FULL
and wings level while in the air and wings level while
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected * ALTS is armed automatically when PIT, VS, FLC,
Altitude is to be captured instead of the VNV Target Altitude. Altitude is to be captured instead of the VNV Targ
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the ** ALTV is armed automatically under VPTH when th
Selected Altitude. Selected Altitude.

Flight Director Lateral Modes Flight Director Lateral Modes

Maximum Roll
Lateral Mode Description Control Annunciation Lateral Mode Description
Command Limit
Holds the current aircraft roll Holds the current aircr
attitude or rolls the wings level, attitude or rolls the win
Roll Hold (default) ROL 30˚ Roll Hold
depending on the commanded depending on the com
bank angle bank angle
Limits the maximum commanded BANK Limits the maximum co
Low Bank * 15˚ Low Bank
roll angle Key roll angle
Captures and tracks the Selected Captures and tracks th
Heading Select ** HDG Key HDG 30˚ Heading Select **
Heading Heading
Navigation, GPS ** GPS 30˚ Navigation, GPS **
Captures and tracks the selected 25˚ Capture Captures and tracks th
Navigation, VOR Enroute Capture/Track ** VOR Navigation, VOR Enroute Capture/Track **
navigation source (GPS, VOR, 10˚ Track navigation source (GP
Navigation, LOC Capture/Track LOC) NAV Key 25˚ Capture Navigation, LOC Capture/Track LOC)
LOC
(No Glideslope) 10˚ Track (No Glideslope)
Captures and tracks a localizer 25˚ Capture Captures and tracks a

Navigation, Backcourse Arm/Capture/Track BC Navigation, Backcourse Arm/Capture/Track
signal for backcourse approaches 10˚ Track signal for backcourse
Approach, GPS GPS 30˚ Approach, GPS
Captures and tracks the selected 25˚ Capture Captures and tracks th
Approach, VOR Capture/Track VAPP Approach, VOR Capture/Track
navigation source (GPS, VOR, APR Key 10˚ Track navigation source (GP
Approach, LOC Capture/Track LOC) 25˚ Capture Approach, LOC Capture/Track LOC)
LOC
(Glideslope Mode automatically armed) 10˚ Track (Glideslope Mode automatically armed)
Commands a constant pitch Commands a constan
Takeoff angle and wings level on the TO Wings Level Takeoff angle and wings level
ground in preparation for takeoff GA ground in preparation
Disengages the autopilot and Switch Disengages the autop
Go Around commands a constant pitch angle GA Wings Level Go Around commands a constant
and wings level in the air and wings level in the
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll * No annunciation appears in the AFCS Status Box. The acceptab
Scale of the Attitude Indicator. Scale of the Attitude Indicator.
** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank ** The Heading, Navigation GPS and Navigation VOR mode maxim
mode value if it is engaged. mode value if it is engaged.
12-36 Phenom 100 12-36

Autopilot

Type Message Meaning Type Message
AP FAIL Autopilot function is no longer operative. AP FAIL A
AP PITCH Airplane mistrimed in pitch axis when AP PITCH

MISTRIM the AP is engaged. MISTRIM
Airplane mistrimed in roll axis when the A

AP ROLL MISTRIM AP ROLL MISTRIM
AP is engaged.
Any failure that is restricted to the

Caution proper automatic pitch trim operation, Caution
AUTO PTRIM FAIL AUTO PTRIM FAIL
which does not affect the proper opera- w
tion of the other pitch trim functions.
Yaw damper function is no longer oper- Y

YD FAIL YD FAIL
ative.
Airplane is mistrimed in yaw axis when

YD MISTRIM YD MISTRIM
the YD is engaged.

12-38 Phenom 100 12-38

Brakes
Brakes Brakes
General General
The functions of the wheels and brakes are to: The functions of the wheels and brak
 Let the aircraft move on the ground  Let the aircraft move on the groun
 Control the speed of the aircraft when it is on the ground and the maneu-  Control the speed of the aircraft w
vering (with the normal and emergency brake systems) vering (with the normal and emerg
 Apply, and hold the brakes on, when the aircraft is parked (parking brake)  Apply, and hold the brakes on, wh
 Apply the brakes when the landing gear retracts (normal brake system)  Apply the brakes when the landing
The Wheels and Brakes includes: The Wheels and Brakes includes:
 Main Brake System  Main Brake System

Emergency / Parking Brake System 
Emergency / Parking Brake Syste
 Wheels, Tires and Brakes  Wheels, Tires and Brakes
Wheels and Brakes Wheels and Brakes
LH RH LH RH
PPT PPT Supply PPT PPT
Wow Wow Wow Wow
Gear LH RH SHUT OFF Gear LH RH
Handle Handle
VALVE Return
Digital Brake Digital Brake
Control Unit Control Unit
LH BCV RH BCV LH BCV
Brake Brake
Fail Press Press Fail Press
Signal Xducer Xducer Signal Xducer
SHUTOFF
ASkid VALVE ASkid
To avionics DC BUS 2
Fail WST WST Fail WST
Signal BRK BRK Signal BRK
Press
ARINC Switch ARINC
429 429
Avionics Avionics
T-handle Press T-handle
TRV
Xducer
To avionics

PRESSURE PRESSURE
TRANDUCER TRANDUCER
BRAKE BRAKE
CONTROL CONTROL
VALVE EMERGENCY/PARKING VALVE EM
BRAKE PRESSURE SWITCH BR
BRAKE
CONTROL
VALVE
BRAKE CONTROL BRAKE CON
SHUTOFF VALVE SHUTOFF V
PRESSURE
TRANSDUCER
EMERGENCY/PARKING EMERGENCY/PARKING EMERGENCY/PARKING
BRAKE VALVE BRAKE PRESSURE BRAKE VALVE
TRANSDUCER
BRAKE HYDRAULIC BRAKE CHARGING VALVE BRAKE HYDRAULIC
ACCUMULATOR ACCUMULATOR
BRAKE BRAKE
ASSEMBLY ASSEMBLY
MAIN WHEEL MAIN W

ASSEMBLY ASSEMB
EM500ENSDS320006A.DGN
WHEEL SPEED
TRANSDUCER
13-2 Phenom 100 13-2

Brakes
Main Brake System Main Brake System

The main brake system function is to control hydraulic pressure to the brakes The main brake system function is to
as a function of brake pedal displacement and to provide anti-skid protection as a function of brake pedal displace
to prevent main tires skidding during braking and minimize stopping distance. to prevent main tires skidding during
The main brake system receives hydraulic power from the aircraft hydraulic The main brake system receives hy
power generation system. power generation system.
The main brake system operates with hydraulic fluid. Hydraulic power, sup- The main brake system operates wi
plied at 3000 psi (Pounds per Square Inch) maximum, is provided by the plied at 3000 psi (Pounds per Squ
hydraulic power system through a constant-flow electrical hydraulic pump. hydraulic power system through a co
The main brake system commands hydraulic pressure to the brakes as a The main brake system commands
function of brake pedal input. function of brake pedal input.
Each brake pedal of the pilot station is connected to a pedal position trans- Each brake pedal of the pilot station
ducer (PPT), one for the left brake pedal and one for the right brake pedal. ducer (PPT), one for the left brake p
The copilot brake pedal is mechanically linked to the pilot brake pedal. The copilot brake pedal is mechanica
Two brake pedals PPTs provide the LH/RH brake pedal displacement infor- Two brake pedals PPTs provide the
mation to the BCU (Brake Control Unit). The Pedal Position Transducer pro- mation to the BCU (Brake Control U
duces an electrical output proportional to the position of the corresponding duces an electrical output proportio
pedal. Each PPT produces two independent outputs for redundancy. pedal. Each PPT produces two indep
The brake system provides differential brake capability for aircraft directional The brake system provides different
control from either pilot seat. Pressure to the right brake is controlled through control from either pilot seat. Pressu
the right brake pedals, and pressure to the left brake is controlled through the the right brake pedals, and pressure
left brake pedals. left brake pedals.
The main brake system is a brake-by-wire type equipped with antiskid to pre- The main brake system is a brake-by
vent tire skidding and minimize stopping distance. The system is electroni- vent tire skidding and minimize stop
cally controlled by a digital BCU, which controls both left and right hand cally controlled by a digital BCU, w
brakes independently. brakes independently.
Wheel speed information is derived from two axle mounted wheel speed Wheel speed information is derived
transducers, each one of them driven by the associated hubcap which is inte- transducers, each one of them driven
gral to the wheel assembly. These transducers are variable reluctance gral to the wheel assembly. Thes
devices whose outputs are sent to the BCU. The BCU is powered from the devices whose outputs are sent to t
DC Bus 2. DC Bus 2.
Hydraulic pressure is available to the BCV (Brake Control Valve) through a Hydraulic pressure is available to th
brake SOV (Shutoff Valve), electronically controlled by the BCU. This SOV brake SOV (Shutoff Valve), electron
provides pressure only when the pedals are pressed and the aircraft is on provides pressure only when the pe
ground. It also provides pressure to the BCVs during the BCU built in tests. ground. It also provides pressure to t
In case of failure or leakage in the main brake subsystem, the SOV prevents In case of failure or leakage in the m
this problem from affecting the other hydraulic consumers. this problem from affecting the other
Each wheel brake is commanded by a dedicated, electro-hydraulic BCV. The Each wheel brake is commanded by
BCU measures the output from the wheel speed transducer, pedal transducer BCU measures the output from the w

and pressure transducer and provides a commensurate electrical command and pressure transducer and provides a
to the associated BCV. to the associated BCV.
Brake pressure information is derived from two brake pressure transducers Brake pressure information is derived fro
installed on the brake line downstream of the brake control valves. The output installed on the brake line downstream of
of each transducer is a current signal proportional to the commanded brake of each transducer is a current signal pr
pressure and is sent to the BCU. pressure and is sent to the BCU.
Check valves are provided on the return port of the hydraulic components to pre- Check valves are provided on the return po
vent backflows to the brakes, which could cause inadvertent brake application. vent backflows to the brakes, which could c
Antiskid Protection Antiskid Protection
The antiskid control function, which is provided by the BCU, is a fully propor- The antiskid control function, which is pro
tional adaptive closed loop control system that provides efficient braking tional adaptive closed loop control sys
under all runway conditions. under all runway conditions.
If a skid is detected by the BCU, by comparing the signal from the two Wheel If a skid is detected by the BCU, by comp
Speed Transducers, the signal to the BCV is modified to reduce the pressure Speed Transducers, the signal to the BCV
to the brakes below the skid threshold. to the brakes below the skid threshold.
In case of a wheel speed transducer failure the antiskid function is disabled, In case of a wheel speed transducer failu
because there is no way to monitor tire skids. because there is no way to monitor tire sk
In case of a too low brake pressure for the commanded pedal input, the Brake In case of a too low brake pressure for the
Pressure Transducer input causes the valve signal development to modify the Pressure Transducer input causes the val
valve current by increasing its output to raise the pressure to the brake. valve current by increasing its output to ra
The antiskid function is available during all the braking action, and there are The antiskid function is available during
no means to turn it off from the cockpit controls. no means to turn it off from the cockpit co
The function remains inactive until a complete Start-Up test or In-Flight Test is The function remains inactive until a comp
performed satisfactorily. performed satisfactorily.
The anti-skid drop-out velocity is 10 KTS (Knots). The anti-skid drop-out velocity is 10 KTS
Locked Wheel Protection Locked Wheel Protection
The locked wheel protection relieves brake pressure to recover deep skid The locked wheel protection relieves br
which would result in a locked wheel condition that the anti-skid function which would result in a locked wheel c
alone could not prevent. alone could not prevent.
Individual locked wheel protection is provided. Individual locked wheel protection is prov
A locked wheel condition exists when the wheel speed of either wheel drops A locked wheel condition exists when the
to less than 30% of a predefined declaration schedule. to less than 30% of a predefined declarat
13-4 Phenom 100 13-4

Brakes
Touchdown Protection Touchdown Protection

The touchdown protection function allows the wheels to spin up/rotate at The touchdown protection function
touchdown even if the pilot commands braking through the brake pedals prior touchdown even if the pilot command
to touchdown. This avoids tire blow out at touchdown. to touchdown. This avoids tire blow o
Touchdown protection is provided to prevent any brake application prior to Touchdown protection is provided to
weight-on-wheels or before the main wheels have spun up to 30Kt. weight-on-wheels or before the main
Fusible Plugs Fusible Plugs
The fusible plugs are metal plugs threaded to the wheels which melt when the The fusible plugs are metal plugs thre
core overheats, allowing the tire pressure to be safely released. core overheats, allowing the tire pres
Brake Wear Pins Brake Wear Pins

During brake operations, brake pads and disks are consumed. When the During brake operations, brake pad
wear pins appear flush with the brake return spring assembly upper face, the wear pins appear flush with the brak
brakes need replacement. brakes need replacement.

Spin Down Control Spin Down Control

The spin down control stops the rotating wheel after take off, within 4.5 sec- The spin down control stops the rotating
onds after landing gear retraction is initiated. onds after landing gear retraction is initiat
The SOV is turned on during spin down when the landing gear control lever The SOV is turned on during spin down
transitions from down to the retract (up) position and WOW (Weight-on- transitions from down to the retract (u
Wheels) status is weight off wheels (air). Wheels) status is weight off wheels (air).
Failure of gear handle discrete to “down” results in loss of spin down control Failure of gear handle discrete to “down”
function. function.
Note: The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to Note: The NLG (Nose Landing Gear) ba
stop the NLG wheel rotation when it enters in the bay during the gear stop the NLG wheel rotation when
retraction. retraction.
Integrated Maintenance / BIT (Built-in Test) Integrated Maintenance / BIT (Built-in T

The main brake system provides the fault monitoring, functional conse- The main brake system provides the
quence, failure indications and status indications for the Main Brake system. quence, failure indications and status ind
The brakes are actuated through the pedals installed in the cockpit. The pres- The brakes are actuated through the peda
sure applied to the brakes are proportional to the pedal displacement, except sure applied to the brakes are proportion
when the pressure applied causes tire skidding. In this case the system when the pressure applied causes tire
dumps the pressure to a level that will avoid tire skidding. dumps the pressure to a level that will av
Abnormal Operation Abnormal Operation
In case of an “ANTI-SKID FAIL” message, the brakes are still available In case of an “ANTI-SKID FAIL” mess
through pedals without anti-skid capability, requiring a smooth brake applica- through pedals without anti-skid capabilit
tion. tion.
In case of a hydraulic system loss, the “HYD LO PRESS” message appears In case of a hydraulic system loss, the “H
in the CAS (Crew Alerting System) and the pilot may use the emergency/ in the CAS (Crew Alerting System) and
parking brake subsystem, which still has hydraulic energy for at least 6 brake parking brake subsystem, which still has
applications through its accumulator. applications through its accumulator.
In case of an electrical power loss, the “BRAKE FAIL” message appears in In case of an electrical power loss, the “
the CAS and the pilot reverts to the emergency / parking brake subsystem. the CAS and the pilot reverts to the emer
The CAS indications are used to indicate a failure condition so flight crew can The CAS indications are used to indicate
perform appropriate corrective actions. The following CAS messages related perform appropriate corrective actions. T
to the main brake subsystem can be generated: to the main brake subsystem can be gene

“ANTI-SKID FAIL” - CAUTION: When this message appears the brake is 
“ANTI-SKID FAIL” - CAUTION: When t
still available through pedals without anti-skid capability, requiring a still available through pedals without a
smooth brake application. smooth brake application.
 “BRK FAIL” - CAUTION: The message appears when the aircraft has lost  “BRK FAIL” - CAUTION: The message
the electrical power. the electrical power.
13-6 Phenom 100 13-6

Brakes
Emergency / Parking Brake System Emergency / Parking Br

The emergency / parking brake function is to provide an alternate way to stop The emergency / parking brake funct
the aircraft in case of main brake system failure, and to provide means to the aircraft in case of main brake s
keep the aircraft parked even when hydraulic power system is turned-off. keep the aircraft parked even when h
The emergency /parking brake is operated through a T-handle located at the The emergency /parking brake is op
central pedestal. The T-handle is linked to the emergency / parking brake central pedestal. The T-handle is lin
valve via a steel cable. The pilot can meter pressure to the brakes by pulling valve via a steel cable. The pilot can
or releasing the handle. The parking brake is set at the end of the handle or releasing the handle. The parkin
stroke by rotating it 90 degrees, clockwise. stroke by rotating it 90 degrees, cloc
The emergency / parking brake valve incorporates a thermal relief valve. The The emergency / parking brake valve
function of this valve is to protect the hydraulic system from over pressuriza- function of this valve is to protect the
tion due to ambient temperature growth in the aircraft descent phase. tion due to ambient temperature grow
A check valve is incorporated at the valve return port to avoid inadvertent A check valve is incorporated at th
brake application due to hydraulic pressure growth in the return lines. brake application due to hydraulic pr
A pressure switch is installed in the brake line downstream the valve. When A pressure switch is installed in the
pressure is higher than the brake contact pressure (T-handle is pulled), the pressure is higher than the brake co
pressure switch turns on a white lamp on the cockpit front panel to alert the pressure switch turns on a white lam
pilot about the use of the emergency / park brake. pilot about the use of the emergency
PARKING PARKING
BRAKE BRAKE
The Pressure Transducer and the Pressure Switch send signals to, and The Pressure Transducer and the
receive electrical power from the GEA (Garmin Engine Airframe unit) 2. receive electrical power from the GE
The accumulator’s gas chamber is charged with nitrogen via a charging The accumulator’s gas chamber is
valve. The accumulator pressure is sensed by a pressure transducer and is valve. The accumulator pressure is
displayed on the status synoptic page. displayed on the status synoptic pag
The accumulator oil chamber is pressurized by the aircraft hydraulic system. The accumulator oil chamber is pres

A shutoff valve upstream the accumulator isolates the pressure in the emer- A shutoff valve upstream the accumulato
gency / park brake system in case of normal hydraulic system failure. This gency / park brake system in case of no
valve closes when the aircraft is airborne or on the ground with one thrust valve closes when the aircraft is airborn
lever angle < 25º. lever angle < 25º.
Emergency Brake System Emergency Brake System
T-HANDLE
T-HANDLE AND CABLE

BRAKE VALVE
BRAKE VALVE
EMERGENCY/
EMERGENCY/
PARKING
PARKING
BRK
TO AVIONICS
SHUT OFF
SHUT OFF
EMERG/PARK
EMERG/PARK
VALVE
VALVE
VALVE
VALVE
CV
CV
SWITCH
PRESS
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
ACCUMULATOR
CV
CV
BRK
TRV
TRV
25 CU 1N
25 CU 1N
CHARGE
CHARGE
VALVE
VALVE
CHG VALVE
CHG VALVE
REMOTE
REMOTE
RETURN LINE
RETURN LINE
TRANSDUCER
TRANSDUCER
PRESSURE
PRESSURE
PT
PT
PRESSURE LINE
PRESSURE LINE
(OUTPUT TD
(OUTPUT TD
AVIONICS)
AVIONICS)
 6 full brakes applications available  6 full brakes applications available

No antiskid protection available 
No antiskid protection available
13-8 Phenom 100 13-8

Brakes

Upon using the emergency / parking brake, the pressure applied is propor- Upon using the emergency / parking
tional to the handle displacement. tional to the handle displacement.
No anti-skid protection is available. No anti-skid protection is available.
The CAS indications are used to indicate a failure condition for the flight crew The CAS indications are used to indi
to perform appropriate corrective actions. to perform appropriate corrective act
The following CAS messages related to the emergency / parking brake sub- The following CAS messages relate
system can be generated: system can be generated:
 “EMER BRK LO PRES” - CAUTION: This message appears when the  “EMER BRK LO PRES” - CAUTIO
nitrogen pressure of the pressure accumulator is less than 1,800 psi. nitrogen pressure of the pressure
 “PARK BRK NOT REL” - ADVISORY: This messages appears when the  “PARK BRK NOT REL” - ADVISO
aircraft is preparing to take off and the brakes are not released. aircraft is preparing to take off and
Aural Warning Aural Warning
The following Aural Warning message related to the emergency/parking The following Aural Warning mess
brake subsystem can be generated: brake subsystem can be generated:
 “NO TAKEOFF BRAKES”: This aural warning comes on when the aircraft  “NO TAKEOFF BRAKES”: This au
is preparing to take off and the brakes are not released. is preparing to take off and the bra
Emergency / Parking Brake Valve Emergency / Parking Brake Valve
The emergency/parking brake valve is manually operated by the pilot through The emergency/parking brake valve
T-handle located at cockpit central pedestal. T-handle located at cockpit central pe
There are three ports in valve’s body: There are three ports in valve’s body
 Supply port: It is connected to the pipe which comes from accumulator and  Supply port: It is connected to the
provides hydraulic pressure. provides hydraulic pressure.
 Brake port: It is connected to the pipe which goes to the brake assemblies.  Brake port: It is connected to the p
Upon operation of the valve, the hydraulic pressure is sent through this Upon operation of the valve, the h
port. port.
 Return port: It is connected to the pipe which goes to hydraulic system res-  Return port: It is connected to the
ervoir. ervoir.
When the pilot actuates the T-handle, it generates a rotation of the valve pul- When the pilot actuates the T-handle
ley cam which causes a proportional displacement of a piston and a set of ley cam which causes a proportiona
springs. The return port is closed and, the more the piston is displaced, the springs. The return port is closed an
more the pressure is released through the brake port. When the valve is fully more the pressure is released throug
actuated (parking brake position), the pressure at the brake port is at pres- actuated (parking brake position), th
sure supply level. sure supply level.
When the valve is in the non-actuated position, the brake port is open to When the valve is in the non-actua
return. return.
The valve incorporates on its body a check valve and a thermal relief valve. The valve incorporates on its body a
The check valve is located at return port and does not allow fluid flowback The check valve is located at return

from return line. The thermal relief valve is linked between supply and return from return line. The thermal relief valve
ports. In case of accumulator overpressure, due to gas heating, the excess of ports. In case of accumulator overpressur
pressure opens this valve and releases flow to return port, thus relieving the pressure opens this valve and releases f
pressure and avoiding damage to the pressure lines. pressure and avoiding damage to the pre
Accumulator Accumulator
One accumulator, dedicated for emergency/parking brake use, is installed in One accumulator, dedicated for emergen
the wing-to-fuselage fairing to feed both brake assemblies. It is a cylindrical the wing-to-fuselage fairing to feed both
piston type accumulator with an oil chamber and a gas chamber isolated one piston type accumulator with an oil cham
from the other. The system is designed to make possible the application of from the other. The system is designed
the handle at least 6 times with the hydraulic system off. the handle at least 6 times with the hydra
Check Valve Check Valve
The check valve is an in line mounted component with a spherical seat seal The check valve is an in line mounted co
that provides sealing efficiency in one direction and flow in opposite direction. that provides sealing efficiency in one dire
Charging Valve Charging Valve
The charging valve is located downstream of the gas side of the accumulator. The charging valve is located downstream
It allows the recharging of the hydraulic accumulator with nitrogen. It allows the recharging of the hydraulic a
Pressure Transducer Pressure Transducer
The pressure transducer function is to sense accumulator pressure. The The pressure transducer function is to
transducer is hermetically sealed. transducer is hermetically sealed.
Pressure Switch Pressure Switch
The pressure switch has a piston type sensing element and is used to indi- The pressure switch has a piston type s
cate emergency/parking brake application when hydraulic pressure increases cate emergency/parking brake application
in the brake line. It is located in the wing-to-fuselage fairing. in the brake line. It is located in the wing-
PRESSURE PRESSURE
TRANDUCER TRANDUCER
BRAKE BRAKE
CONTROL CONTROL
VALVE EMERGENCY/PARKING VALVE EME
BRAKE PRESSURE SWITCH BRA
BRAKE
CONTROL
VALVE
BRAKE CONTROL BRAKE CONT
SHUTOFF VALVE SHUTOFF VA
PRESSURE
TRANSDUCER
BRAKE VALVE BRAKE PRESSURE BRAKE VALVE
TRANSDUCER
BRAKE HYDRAULIC BRAKE CHARGING VALVE BRAKE HYDRAULIC
13-10 Phenom 100 13-10

Brakes
Brake Accumulator Brake Accumulator
Access Panel Access Panel

Emergency / Parking Brake Accumulator Pressure Indicator Emergency / Parking Brake Accumula
BRAKE COOLING TIME BRAKE COOLING TIME

The tables in the POH define the intervals to be observed when performing The tables in the POH define the interva
a subsequent takeoff, allowing the cooling of the brake system. a subsequent takeoff, allowing the coolin
The cooling time is calculated according to flap configuration for The cooling time is calculated accor
landing and takeoff. The POH tables present the cooling time landing and takeoff. The POH tables
referent to: OAT (°C), Altitude Pressure, range of Landing Weights and referent to: OAT (°C), Altitude Pressure,
range Takeoff Weights. range Takeoff Weights.
CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO CAUTION: IN CASE THE TAKEOFF
THE LANDING GEAR, WHEELS, BRAKES OR TIRES THE LANDING GEAR, W
MAY OCCUR DESPITE OF THE PREVIOUS COOLING MAY OCCUR DESPITE O
TIME. THE AIRPLANE MUST BE INSPECTED TIME. THE AIRPLANE
ACCORDING TO HIGH-ENERGY STOP INSPECTION ACCORDING TO HIGH-E
PROCEDURE DESCRIBED IN THE AIRPLANE AMM PROCEDURE DESCRIBE
AFTER ANY REJECTED TAKEOFF. A COOLING TIME AFTER ANY REJECTED
OF 50 MINUTES AFTER ANY ABORTED TAKEOFF OF 50 MINUTES AFTER
SHALL BE OBEYED EVEN IF NO DAMAGE IS SHALL BE OBEYED E
PRESENT. PRESENT.
NOTE: - The cooling time is the interval after taxi in and before the NOTE: - The cooling time is the interv
next taxi out, i.e., the interval during which the airplane is next taxi out, i.e., the interva
fully stopped. fully stopped.
- The cooling times provided apply only to single - The cooling times provi
landing/takeoff turn-around. It is assumed that the airplane is landing/takeoff turn-around. It
operated in the approved takeoff or landing configuration. operated in the approved take
13-12 Phenom 100 13-12

January 2011 Rev. 2 Developed for Training Purposes January 2011 Rev. 2 Developed for T
A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF A COOLING TIME OF 50 MINUTES
SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT. SHALL BE OBEYED EVEN IF NO D

A discrepancy between the position of
Warning LG LEVER DISAG the landing gear control lever and at Warning LG LEVER DISAG
least one landing gear is detected.
ANTI-SKID FAIL Loss of antiskid protection mode. ANTI-SKID FAIL
Loss of wheel brake left or right
BRK FAIL BRK FAIL
landing gear.
EMER BRK LO Emergency/parking brake accumula- EMER BRK LO
Caution PRES tor pressure is low Caution PRES
Failure condition in WOW indication
LG WOW SYS FAIL LG WOW SYS FAIL
system.
PARK BRK NOT Emergency/parking brake actuated PARK BRK NOT
REL condition. REL

Developed for Training Purposes Rev. 2 January 2011 Developed for Train
BRAKE COOLING TIME BRAKE COOLING TIME
The tables in the POH define the intervals to be observed when performing The tables in the POH define the interv
a subsequent takeoff, allowing the cooling of the brake system. a subsequent takeoff, allowing the coo
The cooling time is calculated according to flap configuration for The cooling time is calculated acc
landing and takeoff. The POH tables present the cooling time landing and takeoff. The POH table
referent to: OAT (°C), Altitude Pressure, range of Landing Weights and referent to: OAT (°C), Altitude Pressur
range Takeoff Weights. range Takeoff Weights.
CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO CAUTION: IN CASE THE TAKEOF
THE LANDING GEAR, WHEELS, BRAKES OR TIRES THE LANDING GEAR,
MAY OCCUR DESPITE OF THE PREVIOUS COOLING MAY OCCUR DESPITE
TIME. THE AIRPLANE MUST BE INSPECTED TIME. THE AIRPLAN
ACCORDING TO HIGH-ENERGY STOP INSPECTION ACCORDING TO HIGH
PROCEDURE DESCRIBED IN THE AIRPLANE AMM PROCEDURE DESCRIB
AFTER ANY REJECTED TAKEOFF. A COOLING TIME AFTER ANY REJECTED
OF 50 MINUTES AFTER ANY ABORTED TAKEOFF OF 50 MINUTES AFTE
SHALL BE OBEYED EVEN IF NO DAMAGE IS SHALL BE OBEYED
PRESENT. PRESENT.
NOTE: - The cooling time is the interval after taxi in and before the NOTE: - The cooling time is the inte
next taxi out, i.e., the interval during which the airplane is next taxi out, i.e., the inte
fully stopped. fully stopped.
- The cooling times provided apply only to single - The cooling times pro
landing/takeoff turn-around. It is assumed that the airplane is landing/takeoff turn-around.
operated in the approved takeoff or landing configuration. operated in the approved ta
Communications
Communications Communications
General General
The communications system provides the means for accomplishing voice and The communications system provide
data communications inside an aircraft, between different aircraft, and data communications inside an a
between the aircraft and ground stations. between the aircraft and ground stati
These include: These include:
 VHF Communication System  VHF Communication System
 Intercom  Intercom
 Passenger Address  Passenger Address

Clearance Recorder 
Clearance Recorder
 Cockpit Voice Recorder  Cockpit Voice Recorder
Communication Controls Communication Controls
MFD/PFD Controls MFD/PFD Controls
1 2 3 4
1 - COM Frequency Box 1 - COM Frequency Box

Displays COM standby and active frequency fields and volume. The selected Displays COM standby and active fre
COM transceiver frequency is displayed in green. COM transceiver frequency is displa
2 - COM Knob 2 - COM Knob
Tunes the standby frequencies for the COM transceiver (large knob for MHz; Tunes the standby frequencies for th
small knob for kHz). Press to move the tuning box (light blue box) and Fre- small knob for kHz). Press to move
quency Transfer Arrow between COM1 and COM2. quency Transfer Arrow between COM

3 - COM Frequency Transfer Key 3 - COM Frequency Transfer Key

Transfers the standby and active COM frequencies. Press and hold this key Transfers the standby and active COM fr
for two seconds to tune the emergency frequency (121.500 MHz) automati- for two seconds to tune the emergency
cally into the active frequency field. cally into the active frequency field.
4 - COM VOL/SQ Knob 4 - COM VOL/SQ Knob
Controls COM audio volume level. Press to turn the COM automatic squelch Controls COM audio volume level. Press
on and off. Volume level is shown in the COM frequency field as a percentage on and off. Volume level is shown in the C
14-2 Phenom 100 14-2

Communications
Audio Panel Audio Panel

Audio Panel Controls Audio Panel Controls
1 2 1
3 4 3
5 6 5
7 8 7
9 10 9
11 12 11
13 14 13
15 16 15
17 17
18 19 18
20 21 20
22 23 22
24
Note: When a key is selected, a triangular white annunciator above the key is Note: When a key is selected, a tria
illuminated. illuminated.
1 - COM1 MIC 1 - COM1 MIC

Selects the #1 transmitter for transmitting. COM1 receive is simultaneously Selects the #1 transmitter for transm
selected when this key is pressed allowing received audio from the #1 COM selected when this key is pressed al
receiver to be heard. COM2 receive can be added by pressing the COM2 receiver to be heard. COM2 receive
Key. Key.
2 - COM1 2 - COM1
When selected, audio from the #1 COM receiver can be heard. When selected, audio from the #1 C


Selects the #2 transmitter for transmitting. COM2 receive is simultaneously Selects the #2 transmitter for transmittin
selected when this key is pressed allowing received audio from the #2 COM selected when this key is pressed allowin
receiver to be heard. COM1 receive can be added by pressing the COM1 receiver to be heard. COM1 receive can
Key. Key.
4 - COM2 4 - COM2
When selected, audio from the #2 COM receiver can be heard. When selected, audio from the #2 COM r
Selects the #3 transmitter (HF) for transmitting. COM3 receive is simultane- Selects the #3 transmitter (HF) for transm
ously selected when this key is pressed allowing received audio from the #3 ously selected when this key is pressed
COM receiver to be heard. COM receiver to be heard.
6 - COM3 6 - COM3
When selected, audio from the #3 COM receiver (HF) can be heard. When selected, audio from the #3 COM r
7 - PA 7 - PA
Selects the passenger address system. The selected COM transmitter is Selects the passenger address system
deselected when the PA Key is pressed. deselected when the PA Key is pressed.
8 - TEL 8 - TEL
When selected, activates the SATCOM transceiver. When selected, activates the SATCOM tr
9 - MUSIC 9 - MUSIC
Toggles the Music output on or off. Toggles the Music output on or off.
10 - SPKR 10 - SPKR
Selects and deselects the on-side flight deck speaker. COM and NAV Selects and deselects the on-side flig
receiver audio can be heard on the speaker. receiver audio can be heard on the speak
11 - MKR/MUTE 11 - MKR/MUTE
Selects marker beacon receiver audio. Mutes the currently received marker Selects marker beacon receiver audio. M
beacon receiver audio. Unmutes automatically when new marker beacon beacon receiver audio. Unmutes autom
audio is received. audio is received.
12 - HI SENS 12 - HI SENS
Press to increase marker beacon receiver sensitivity. Press again to return to Press to increase marker beacon receive
low sensitivity. low sensitivity.
13 - DME 13 - DME
Turns optional DME 1 audio on or off. Turns optional DME 1 audio on or off.
14 - NAV1 14 - NAV1
When selected, audio from the #1 NAV receiver can be heard. When selected, audio from the #1 NAV re
15 - ADF 15 - ADF
Not used. Not used.
14-4 Phenom 100 14-4

Communications
16 - NAV2 16 - NAV2
When selected, audio from the #2 NAV receiver can be heard. When selected, audio from the #2 NA
17 - AUX 17 - AUX
Turns optional DME 2 audio on or off. Turns optional DME 2 audio on or off
18 - MAN SQ 18 - MAN SQ
Enables manual squelch for the intercom. When the intercom is active, press Enables manual squelch for the inter
the ICS Knob to illuminate SQ. Turn the ICS Knob to adjust squelch. the ICS Knob to illuminate SQ. Turn
19 - PLAY 19 - PLAY
Press once to play the last recorded COM audio. Press again to stop playing. Press once to play the last recorded
Press twice within 0.5 second while audio is playing and the previous block of Press twice within 0.5 second while a
recorded audio is played. Each subsequent two presses within 0.5 second recorded audio is played. Each sub
plays each previously recorded block. plays each previously recorded block
20 - INTR COM 20 - INTR COM
Selects and deselects the pilot/copilot intercom on both Audio Panels. Selects and deselects the pilot/copilo
21 - CABIN 21 - CABIN
Initiates intercom communications with passengers in the cabin. Initiates intercom communications w
22 - ICS Knob 22 - ICS Knob
Turn to adjust intercom volume or squelch. Press to switch between volume Turn to adjust intercom volume or sq
and squelch control as indicated by illumination of VOL or SQ. The MAN SQ and squelch control as indicated by
Key must be selected to allow squelch adjustment. Key must be selected to allow squelc
23 - MSTR Knob 23 - MSTR Knob
The Master Volume Control adjusts volume for the blended NAV, COM, inter- The Master Volume Control adjusts v
com audio, and alert warnings. com audio, and alert warnings.
24 - DISPLAY BACKUP Button 24 - DISPLAY BACKUP Button
Manually selects Reversionary Mode. Manually selects Reversionary Mode

Audio Panel Volume Control Audio Panel Volume Control

Adjusting the master volume control affects all radio audio volume and air- Adjusting the master volume control affe
frame type warnings that are heard in the headsets (not the speaker) for the frame type warnings that are heard in the
pilot or copilot side Audio Panel. Radio adjustments made on the MFD/PFD pilot or copilot side Audio Panel. Radio a
controls to compensate for the master volume change on the Audio Panel, controls to compensate for the master v
also affect the radio levels for the other pilot. Independent radio volume also affect the radio levels for the othe
adjustments made using the Audio Panel Master Volume controls affect only adjustments made using the Audio Pane
the audio heard in the corresponding crew position headset. the audio heard in the corresponding crew
Radio volume adjustments may be overridden by each crew position inde- Radio volume adjustments may be over
pendently using the master volume control on the Audio Panel for the respec- pendently using the master volume contro
tive crew position. In addition, the master volume control for each Audio tive crew position. In addition, the mas
Panel affects all other system audio output to its designated crew position Panel affects all other system audio out
headset much like volume adjustments found on many aviation headsets. headset much like volume adjustments fo
Audio Panel Fail-safe Operation Audio Panel Fail-safe Operation
If there is a failure of both Audio Panels, a fail-safe circuit connects the pilot’s If there is a failure of both Audio Panels,
headset and microphones directly to the COM1 transceiver and the copilot’s headset and microphones directly to the
headset and microphones directly to the COM2 transceiver. Audio is not headset and microphones directly to th
available on the speakers. If there is a failure of one Audio Panel, that side available on the speakers. If there is a f
only has access to their respective on-side failsafe COM. only has access to their respective on-sid
Note: Audio is not available on the speakers in case of Audio Panel and its Note: Audio is not available on the spea
cross-side GIA unit simultaneously failure. cross-side GIA unit simultaneously
If there is a failure of one Audio Panel, the remaining one does not have If there is a failure of one Audio Panel,
access to the others side’s COM or NAV. For example, if the pilot side Audio access to the others side’s COM or NAV.
Panel fails, the copilot side Audio Panel has access to all the radios except Panel fails, the copilot side Audio Panel
for COM1 and NAV1. for COM1 and NAV1.
14-6 Phenom 100 14-6

Communications
VHF Communication System VHF Communication Sy

The VHF (Very High Frequency) COM (Communications) system uses air- The VHF (Very High Frequency) CO
borne equipment and ground stations to supply two-way voice and data com- borne equipment and ground station
munications between aircraft, and between aircraft and ground stations. munications between aircraft, and be
The aircraft has two VHF COM systems: The aircraft has two VHF COM syste
 VHF COM 1 System  VHF COM 1 System
 VHF COM 2 System  VHF COM 2 System
The VHF system consists of four major components: The VHF system consists of four ma
 Two PFD (Primary Flight Display)s and one MFD (Multi-Function Display)  Two PFD (Primary Flight Display)s
(VHF COM Controls) (VHF COM Controls)
 Two Audio Panels (VHF Selection)  Two Audio Panels (VHF Selection
 Two VHF Transceivers embedded in GIA (Garmin Integrated Avionics unit)  Two VHF Transceivers embedded
1 and 2 1 and 2
 Two VHF Antennas  Two VHF Antennas
Each VHF transceiver is also connected to independent electrical BUS sys- Each VHF transceiver is also conne
tems. The emergency bus supplies power to VHF 1 Transceiver and the DC tems. The emergency bus supplies p
Bus 1 supplies power to VHF 2 Transceiver. Bus 1 supplies power to VHF 2 Tran

Developed for Train
HSDB
VHF Communication System
AUDIO AUDIO
PANEL 1 PANEL 2
S E R V I C E S
INTEGRATED INTEGRATED
AVIONICS AVIONICS
UNIT 1 UNIT 1
(GIA 1) (GIA 1)
(VHF1) (VHF1)
T R A I N I N G
April 2009
14-8
Phenom 100
DC BUS 1 EMERGENCY BUS DC BUS 1 DC BUS 2
VHF 1 GIA 1 VHF 1 AUDIO 1
PWR 1 PWR 2 VHF 2 AUDIO 2 GIA 2
PFD 1 MFD PFD 2

VHF 1
ANTENNA
VHF 2
ANTENNA
HSDB
VHF Communication System
AUDIO AUDIO
PANEL 1 PANEL 2
S E R V I C E S
AVIONICS AVIONICS
UNIT 1 UNIT 1
(GIA 1) (GIA 1)
(VHF1) (VHF1)
T R A I N I N G
April 2009
14-8
Communications
The VHF transceivers are embedded in the GIA. The two GIAs are installed in The VHF transceivers are embedded
conveniently accessible locations for inspection and maintenance purposes. conveniently accessible locations for
The VHF controls are embedded in the displays. There are PTT (Push-to- The VHF controls are embedded in
Talk) switches for radios on the main instrument panel in parallel with the PTT Talk) switches for radios on the main
on the control yoke. on the control yoke.
The VHF 1 and 2 antennas are installed on the top and on the bottom of the The VHF 1 and 2 antennas are insta
aircraft. The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is con- aircraft. The VHF 1 antenna is conne
nected to GIA 2. nected to GIA 2.
GIA 2 GIA 2
GIA 1 GIA 1
SDS2432231200P015R
VHF Communication System - GIA 1 and 2 Location VHF Communication S
VHF 1 ANTENNA VHF 1 ANTENNA
VHF 2 ANTENNA
SDS2432231200P017R
The VHF transceiver consists of an independent transmitter and an AM The VHF transceiver consists of a
receiver. Each transceiver provides voice communication in the 118.000 to receiver. Each transceiver provides
136.992 MHz general aviation band with 25 kHz or 8.33 kHz channel spac- 136.992 MHz general aviation band
ing.The 8.33 kHz channel spacing meets European requirements. The chan- ing.The 8.33 kHz channel spacing m
nel spacing is selectable on the AUX-system setup page on the MFD. nel spacing is selectable on the AUX

COM Transceiver Selection and Activation COM Transceiver Selection and Activa
Note: During PA Mode, the COM MIC Annunciator is extinguished and the Note: During PA Mode, the COM MIC
COM active frequency color changes to white, indicating that neither COM active frequency color chan
COM transmitter is active. COM transmitter is active.
Note: When turning on the G1000 for use, the system remembers the last fre- Note: When turning on the G1000 for us
quencies used and the active COM transceiver state prior to shutdown. quencies used and the active COM
The COM Frequency Box is composed of four fields; the two active frequen- The COM Frequency Box is composed o
cies are on the left side and the two standby frequencies are on the right. The cies are on the left side and the two stand
COM transceiver is selected for transmitting by pressing the COM MIC Keys COM transceiver is selected for transmitt
on the Audio Panel. During reception of audio from the COM radio selected on the Audio Panel. During reception of
for transmission, audio from the other COM radio is muted. for transmission, audio from the other CO
An active COM frequency displayed in green indicates that the COM trans- An active COM frequency displayed in g
ceiver is selected on the Audio Panel (COM1 MIC or COM2 MIC Key). Both ceiver is selected on the Audio Panel (C
active COM frequencies appearing in white indicate that no COM radio is active COM frequencies appearing in w
selected for transmitting (PA Key is selected on the Audio Panel). Frequen- selected for transmitting (PA Key is sele
cies in the standby fields are displayed in white. cies in the standby fields are displayed in
Active Standby Active Standby
Fields Fields Fields Fields
Top Section of
the Audio Panel
Tuning Box Tuning Box
COM2 Radio is Selected COM2 Radio is Sele

on the Audio Panel on the Audio Pa
COM3 is reserved for the optional HF radio. The active HF frequency is not COM3 is reserved for the optional HF ra
shown on the G1000. shown on the G1000.
The active COM frequency displayed in green on the MFD is the same as on The active COM frequency displayed in g
PFD1. PFD1.
Transmit / Receive Indications Transmit / Receive Indications
During COM transmission, a white TX appears by the active COM frequency During COM transmission, a white TX ap
replacing the Frequency Transfer Arrow. On the Audio Panel, when the active replacing the Frequency Transfer Arrow. O
COM is transmitting, the active transceiver COM MIC Key Annunciator COM is transmitting, the active transc
flashes approximately once per second. flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM fre- During COM signal reception, a white R
quency replacing the Frequency Transfer Arrow. quency replacing the Frequency Transfer
14-10 Phenom 100 14-10

Communications
When the same COM radio is selected on both Audio Panels, the pilot has When the same COM radio is selec
transmit priority on COM1, the copilot has transmit priority on COM2. transmit priority on COM1, the copilo
Annunciator
Flashes During
Transmit and Transmission Transmit and
Receive Indicators Receive Indicat
COM Transceiver Manual Tuning COM Transceiver Manual Tuning

The COM frequency controls and frequency boxes are on the right side of The COM frequency controls and fr
each PFD and the MFD. The MFD frequency controls and displays are linked each PFD and the MFD. The MFD fr
to the pilot side PFD (PFD1) only. to the pilot side PFD (PFD1) only.
Manually tuning a COM frequency: Manually tuning a COM frequency:
1. Turn the COM Knob to tune the desired frequency in the COM Tuning Box 1. Turn the COM Knob to tune the d
(large knob for MHz; small knob for kHz). (large knob for MHz; small knob fo
2. Press the Frequency Transfer Key to transfer the frequency to the active 2. Press the Frequency Transfer K
field. field.
3. Adjust the volume level with the COM VOL/SQ Knob. 3. Adjust the volume level with the C
4. Press the COM VOL/SQ Knob to turn automatic squelch on and off. 4. Press the COM VOL/SQ Knob to
Turn the VOL/SQ Knob to adjust Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn volume. Press the Knob to Turn
Automatic Squelch On or Off Press the Frequency Transfer Automatic Squelch On or Off
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box
Selecting the Radio to be Tuned Selecting the Radio to be Tuned

Press the small COM Knob to transfer the frequency tuning box and Fre- Press the small COM Knob to tran
quency Transfer Arrow between the upper and lower radio frequency fields. quency Transfer Arrow between the
Press the COM Knob to Press the C

Switch the Tuning Box From Switch the Tu
One COM Radio to the Other One COM Rad

Quick-tuning and Activating 121.500 MHZ Quick-tuning and Activating 121.500 M

Pressing and holding the COM Frequency Transfer Key for two seconds Pressing and holding the COM Freque
automatically loads the emergency COM frequency (121.500 MHz) in the automatically loads the emergency COM
active field of the COM radio selected for tuning (the one with the transfer active field of the COM radio selected f
arrow). In the example shown, pressing the Audio Panel COM2 MIC Key acti- arrow). In the example shown, pressing th
vates the transceiver. vates the transceiver.
Press for Two Seconds to Press for Two S

Load 121.500 MHz Load 121.50
COM Tuning Failure COM Tuning Failure

In case of a COM system tuning failure, the emergency frequency (121.500 In case of a COM system tuning failure,
MHz) is automatically tuned in the radio in which the tuning failure occurred. MHz) is automatically tuned in the radio
Depending on the failure mode, a red X may appear on the frequency display. Depending on the failure mode, a red X m
Emergency Channel Emergency C
Loaded Automatically Loaded Autom
Automatic Squelch Automatic Squelch

Automatic Squelch quiets unwanted static noise when no audio signal is Automatic Squelch quiets unwanted sta
received, while still providing good sensitivity to weak COM signals. To disable received, while still providing good sensitiv
Automatic Squelch, press the VOL/SQ Knob. When Automatic Squelch is dis- Automatic Squelch, press the VOL/SQ Kn
abled, COM audio reception is always on. Continuous static noise is heard over abled, COM audio reception is always on.
the headsets and speaker, if selected. Pressing the VOL/SQ Knob again enables the headsets and speaker, if selected. Pres
Automatic Squelch. Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the COM fre- When Automatic Squelch is disabled, a wh
quency. quency.
Press the COM VOL/ P
SQ Knob to turn off S
A utomatic Squelch. A
Press again to restore Pre
Automatic Squelch. A
Squelch Squelch
Indication Indication
14-12 Phenom 100 14-12

Communications
Volume Volume
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ COM radio volume level can be adju
Knob. Turning the knob clockwise increases volume, turning the knob counter- Knob. Turning the knob clockwise inc
clockwise decreases volume. When adjusting volume, the level is displayed in clockwise decreases volume. When a
place of the standby frequencies. Volume level indication remains for two sec- place of the standby frequencies. Vol
onds after the change. onds after the change.
COM Volume
Level Remains for
Two Seconds
Speaker Speaker
Each Audio Panel controls a separate cockpit speaker. Pressing the SPKR Key Each Audio Panel controls a separate
selects and deselects the on-side speaker unless oxygen masks are in use. selects and deselects the on-side sp
While using oxygen masks, the on-side cockpit speaker is always on, pilot audio While using oxygen masks, the on-sid
is always heard on the speaker, and the SPKR Key is disabled on the side in is always heard on the speaker, and
which the oxygen mask is in use. SPKR is automatically selected during power which the oxygen mask is in use. SPK
up. up.
All of the radios can be heard over the cockpit speakers. Speaker audio is muted All of the radios can be heard over the
when the PTT is pressed. when the PTT is pressed.
Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on Certain aural alerts and warnings (aut
the speaker, even when the speaker is not selected. the speaker, even when the speaker is
The speaker volume is adjustable within a nominal range. Contact a Garmin- The speaker volume is adjustable wi
authorized service center for volume adjustment. authorized service center for volume a

Cockpit Loudspeaker Cockpit Loudspeaker

There are two loudspeakers installed on the cockpit ceiling panels above the There are two loudspeakers installed on
pilot and copilot stations. pilot and copilot stations.
One loudspeaker is connected to the pilot audio panel and the other, to the One loudspeaker is connected to the pil
copilot audio panel. The loudspeaker is activated by selecting the SPKR key copilot audio panel. The loudspeaker is a
on the audio panel. Selected aircraft audio can be heard over the on-side on the audio panel. Selected aircraft au
headset and over the on-side speaker if SPKR is selected. headset and over the on-side speaker if S
COM1 COM1 COM1 COM1

MIC MIC
COM2 COM2 COM2 COM2

MIC MIC
COM3 COM3 COM3 COM3

MIC MIC
COCKPIT LOUDSPEAKERS COCKPI
PA TEL PA TEL
MUSIC SPKR MUSIC SPKR
MKR HI MKR HI
MUTE SENS MUTE SENS
DME NAV1 DME NAV1
ADF NAV2 ADF NAV2
AUX AUX
MAN PLAY MAN PLAY

SQ SQ
INTR CABIN INTR CABIN

COM COM
ICS MSTR ICS MSTR
VOL SQ VOL SQ
DISPLAY BACKUP DISPLAY BACKUP
AUDIO PANEL SDS2432235100P037R AUDIO PANEL
14-14 Phenom 100 14-14

Communications
PTT Mic Switch PTT Mic Switch

There are four PTT MIC switches: two on the glareshield panel and two on There are four PTT MIC switches: t
each crew member’s control yoke. each crew member’s control yoke.
1 1
1 – Control Wheel Communications Switch 1 – Control Wheel Communication


PTT (momentary): allows radio transmissions, as well as voice communi- 
PTT (momentary): allows radio tra
cations to passengers. cations to passengers.
Note: The PTT switches on glareshield are provided to allow radio transmis- Note: The PTT switches on glaresh
sions and voice communications to passengers. sions and voice communicati
If the PTT MIC switch becomes stuck, the COM transmitter stops transmitting If the PTT MIC switch becomes stuck
after 35 seconds of continuous operation. An alert appears on the PFD (Pri- after 35 seconds of continuous oper
mary Flight Display) to advise the crew of a stuck microphone.The COM1 mary Flight Display) to advise the c
MIC or COM2 MIC key annunciator on the audio panel continues to flash as MIC or COM2 MIC key annunciator
long as the PTT MIC switch remains stuck. long as the PTT MIC switch remains
Jack Panel Jack Panel

Jack panels 1 and 2 are installed on the RH (Right-Hand) and LH (Left-Hand) Jack panels 1 and 2 are installed on
lateral consoles, respectively. lateral consoles, respectively.
The jack panels connect the pilot and copilot headset and hand-mic to their The jack panels connect the pilot an
respective audio panel. They have connections for both standard and ANR respective audio panel. They have c
(Active Noise Reduction) headsets. (Active Noise Reduction) headsets.

Pilot / Copilot Jack Panels Pilot / Copilot Jack Panels
LH LATERAL
CONSOLE
2 2
1 1
SDS2432235100P041R
5
6 6
4 4
JACK PANEL 1 JACK PANEL 1
1 – HAND MIC JACK 1 – HAND MIC JACK

2 – HEADPHONE JACK 2 – HEADPHONE JACK
3 – BOOM MIC JACK 3 – BOOM MIC JACK
4 – ACTIVE NOISE REDUCTION HEADSET JACK 4 – ACTIVE NOISE REDUCTION HEAD
5 – MUSIC IN JACK 5 – MUSIC IN JACK
Provides an interface with the auxiliary music inputs. (see Entertainment Provides an interface with the auxiliary
Inputs) Inputs)
6 – OXIGEN MASK MICROPHONE SWITCH 6 – OXIGEN MASK MICROPHONE SWI
Activates/deactivates the oxygen mask microphone Activates/deactivates the oxygen mask m
Intercom Intercom
INTR COM Key INTR COM Key
Pressing the INTR COM Key on either Audio Panel selects and deselects the Pressing the INTR COM Key on either Au
intercom on both Audio Panels. intercom on both Audio Panels.
The annunciator is lit when the intercom is active. The intercom connects the The annunciator is lit when the intercom
pilot and copilot together. Either the pilot or copilot may select or deselect the pilot and copilot together. Either the pilot
intercom. Intercom in automatically selected during power on. intercom. Intercom in automatically selec
14-16 Phenom 100 14-16

Communications
CABIN Key CABIN Key

The CABIN Key initiates two way communication between the pilot or copilot The CABIN Key initiates two way co
and the passengers in the cabin. The annunciator is lit when the cabin inter- and the passengers in the cabin. Th
com is active on either Audio Panel. com is active on either Audio Panel.
When the flight crew wants to communicate with the passengers, the pilot or When the flight crew wants to comm
copilot presses the CABIN Key to signal that communication is desired. The copilot presses the CABIN Key to si
cabin signal must be acknowledged to begin intercom conversation. cabin signal must be acknowledged
When the passengers want to communicate with the pilot/copilot, they press When the passengers want to comm
the HAIL Key at their seat in the cabin. The CABIN annunciator flashes on the HAIL Key at their seat in the ca
both Audio Panels to signal the pilot and copilot that cabin communication is both Audio Panels to signal the pilot
desired. The hail signal must be acknowledged by pressing the CABIN Key to desired. The hail signal must be ackn
begin intercom conversation. begin intercom conversation.
MAN SQ Key MAN SQ Key
The MAN SQ Key allows either automatic or manual control of the intercom The MAN SQ Key allows either auto
squelch setting. Pressing the MAN SQ Key enables manual squelch control, squelch setting. Pressing the MAN S
indicated by the MAN SQ annunciator. indicated by the MAN SQ annunciato
During manual squelch operation, pressing the ICS Knob toggles between During manual squelch operation, p
volume and squelch adjustment, lighting the associated annunciator beneath volume and squelch adjustment, ligh
the knob. When the MAN SQ annunciator is lit, the ICS Knob controls either the knob. When the MAN SQ annun
volume and squelch, selected by pressing the ICS knob and indicated by the volume and squelch, selected by pre
VOL or SQ annunciation. When the MAN SQ annunciator is extinguished, the VOL or SQ annunciation. When the M
ICS Knob controls only volume. ICS Knob controls only volume.
Manual Squelch Manual Squelch

Annunciator; Off Annunciator; Off
for Automatic for Automatic
Squelch, On for Squelch, On for
Manual Squelch Cabin Annunciator; On for Manual Squelch
Cabin Intercom, Flashes for
Cabin to Flight Deck Hail
Pilot/Copilot Selects and Deselects Pilot/Copilot
ICS Cabin Intercom ICS
Press to switch Press to switch

betw een V OL and SQ. betw een V OL and SQ.
Turn to adjust Squelch Master Volume Turn to adjust Squelch
when SQ Annunciation Control for Pilot when SQ Annunciation
is lit, Volume when Side or Copilot is lit, Volume when
VOL Annunciation is lit. Side VOL Annunciation is lit.
Volume A nnunciation Squelch A nnunciation Volume A nnunciation

Passenger Address (PA) System Passenger Address (PA) S

A passenger address system is provided by pressing the PA Key to deliver A passenger address system is provided
messages to the passengers. The message is heard by the other pilot on the messages to the passengers. The messa
headset only if the INTR COM Key is enabled. PA messages are one way headset only if the INTR COM Key is e
from the flight deck to the passengers. from the flight deck to the passengers.
A Push-to-talk (PTT) must be pressed to deliver PA announcements to the A Push-to-talk (PTT) must be pressed to
passengers over their headphones. passengers over their headphones.
When PA is selected on the Audio Panel, the annunciator flashes about once When PA is selected on the Audio Panel,
per second while pressing the PTT, the COM MIC annunciator is no longer lit, per second while pressing the PTT, the C
and the active COM frequency for that Audio Panel changes to white, indicat- and the active COM frequency for that Au
ing that there is no COM selected. ing that there is no COM selected.
PA Key is Selected on PA Key is Selected on

the Audio Panel the Audio Panel
Clearance Recorder and Player Clearance Recorder and Pl

The Audio Panel contains a digital clearance recorder that continually records The Audio Panel contains a digital clearan
up to 2.5 minutes of the selected COM radio signal. Recorded COM audio is up to 2.5 minutes of the selected COM ra
stored in separate memory blocks. Once 2.5 minutes of recording time have stored in separate memory blocks. Once
been reached, the recorder begins recording over the stored memory blocks, been reached, the recorder begins record
starting from the oldest block. starting from the oldest block.
The PLAY Key controls the play function. The PLAY annunciator flashes to The PLAY Key controls the play function
indicate when play is in progress. indicate when play is in progress.
The PLAY annunciator turns off after playback is finished. The PLAY annunciator turns off after play
Pressing the PLAY Key once plays the latest recorded memory block and Pressing the PLAY Key once plays the
then returns to normal operation. then returns to normal operation.
Pressing the PLAY Key again during play of a memory block stops play. If a Pressing the PLAY Key again during pla
COM input signal is detected during play of a recorded memory block, play is COM input signal is detected during play
halted. halted.
Pressing the PLAY Key twice within one-half second while audio is playing Pressing the PLAY Key twice within one
plays the previous block of recorded audio. Each subsequent two presses of plays the previous block of recorded aud
the PLAY Key within one-half second backtracks through the recorded mem- the PLAY Key within one-half second bac
ory blocks to reach and play any recorded block. ory blocks to reach and play any recorded
14-18 Phenom 100 14-18

Communications
Powering off the unit automatically clears all recorded blocks. Powering off the unit automatically cl
PLAY Key
Controls the
Play Function
Note: Pressing the play key on the pilot’s Audio Panel plays recorded audio to Note: Pressing the play key on the p
the Pilot. Pressing the play key on the Copilot’s Audio Panel plays the Pilot. Pressing the play
recorded audio to the Copilot. recorded audio to the Copilot
In-flight Entertainment (IFE) In-flight Entertainment (

The IFE system is composed of a Satellite Digital Radio. It is necessary to The IFE system is composed of a S
have an XM Radio subscription to have access to the Satellite Radio fea- have an XM Radio subscription to
tures. tures.
The satellite radio information is available on the Auxiliary Group Page on The satellite radio information is av
MFD. To select Satellite Radio Page, it is necessary to use FMS outer knob MFD. To select Satellite Radio Page
until reach Auxiliary Group. By using FMS inner knob it is possible to display until reach Auxiliary Group. By using
the page. the page.
In the Satellite Radio Page it is necessary to press the RADIO softkey to In the Satellite Radio Page it is ne
access the XM Satellite Radio audio functions. access the XM Satellite Radio audio
After selecting a channel, setting the volume, in order to enable the music, it After selecting a channel, setting the
is necessary to press MUSIC button on audio panel. The channel selected is is necessary to press MUSIC button
heard both in the cockpit and in the cabin. Muting of MUSIC occurs automati- heard both in the cockpit and in the c
cally upon airplane VHF radio activity, marker beacon activity or intercom cally upon airplane VHF radio activ
activity. activity.
See Entertainment Inputs below for further instructions. See Entertainment Inputs below for f
In-Flight Entertainment (IFE) Panel In-Flight Entertainment (IFE) Pa

Satellite Radio Page Satellite Radio Page
Entertainment Inputs (Music) Entertainment Inputs (Mus

The Audio Panel provides two stereo auxiliary entertainment inputs (MUSIC The Audio Panel provides two stereo au
IN) on the pilots audio jack panels. These inputs are compatible with popular IN) on the pilots audio jack panels. These
portable entertainment devices such as MP3 and CD players. Two 3.5-mm portable entertainment devices such as
stereo phone jacks are installed in convenient locations for audio connection. stereo phone jacks are installed in conve
The headphone outputs of the entertainment devices are plugged into the The headphone outputs of the entertain
MUSIC IN jacks. The availability of the Entertainment Inputs is as shown in MUSIC IN jacks. The availability of the E
the following table. the following table.
Pilot Music In Copilot Music In Crew Passengers Pilot Music In Copilot Music In
OFF* OFF XM Radio XM Radio OFF* OFF X
OFF ON** Copilot Music In Copilot Music In OFF ON** C
ON OFF Pilot Music In XM Radio ON OFF P
ON ON Pilot Music In Copilot Music In ON ON P
* OFF means no audio source is plugged into the respective Audio Jack Panel. * OFF means no audio source is plugged into the res
**ON means an audio source (e.g MP3 player) is plugged into the respective Audio Jack Panel. **ON means an audio source (e.g MP3 player) is plu
MUSIC Muting MUSIC Muting

MUSIC muting occurs when aircraft radio or marker beacon activity is heard. MUSIC muting occurs when aircraft radio
MUSIC is always soft muted when an interruption occurs from an aircraft MUSIC is always soft muted when an
radio. Soft muting is the gradual return of MUSIC to its original volume level. radio. Soft muting is the gradual return o
14-20 Phenom 100 14-20

Communications
The time required for MUSIC volume to return to normal is between one-half The time required for MUSIC volume
and four seconds. and four seconds.
XM Radio Entertainment XM Radio Entertainment
XM Radio audio from the Data Link Receiver may be heard by the pilot and XM Radio audio from the Data Link
passengers simultaneously (optional: requires subscription to XM Radio Ser- passengers simultaneously (optional
vice). vice).
Jack Panel Jack Panel
Cockpit Voice and Data Recorder (CVDR) System Cockpit Voice and Data
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a The CVDR (Cockpit Voice and Data
FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR FDR (Flight Data Recorder) and a CV
system keeps a record of the critical flight data and voice communications in system keeps a record of the critical
the cockpit area. the cockpit area.
The CVDR unit keeps the most recent data from the input sources as follows: The CVDR unit keeps the most recen
 A minimum of 2 hours of audio data from four input sources (two primary  A minimum of 2 hours of audio da
crew microphones, an area microphone in the cockpit and a spare audio crew microphones, an area micro
input). input).
 A minimum of 25 hours of flight data unit.  A minimum of 25 hours of flight da
After the flight, the records of cabin voice data contained in the CVDR mem- After the flight, the records of cabin v
ory can be erased if the aircraft is on the ground, the parking brake is applied, ory can be erased if the aircraft is on
and the control panel toggle switch is set at the CVR ERASE position. and the control panel toggle switch is
The CVDR system continuously records cockpit voice and flight data as long The CVDR system continuously reco
as aircraft power is on. as aircraft power is on.
The CVDR system does not let the audio data be erased when the aircraft is The CVDR system does not let the a
in flight. In order to manually erase the audio data, there must be a WOW in flight. In order to manually erase

(Weight-on-Wheels) indication and the parking brake must be set. The pilot (Weight-on-Wheels) indication and the p
can then use the CVR ERASE button on the CVDR control panel to erase the can then use the CVR ERASE button on
audio data. audio data.
The CVDR unit receives the audio on four band voice channels: The CVDR unit receives the audio on fou

Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address 
Channel 1: Cockpit Spare Audio Input
System) (PA is an optional function for the PHENOM 100). System) (PA is an optional function for

Channel 2: Co-Pilot’s Audio, Boom, Mask, and Hand-Held Microphone 
Channel 2: Co-Pilot’s Audio, Boom, Ma
Input Input

Channel 3: Pilot’s Audio, Boom, Mask and Hand-Held Microphone Input 
Channel 3: Pilot’s Audio, Boom, Mask
 Channel 4: Cockpit Area Microphone (CAM) Input  Channel 4: Cockpit Area Microphone (
The controls for the CVDR system are on the left lateral console in the cock- The controls for the CVDR system are on
pit. The CVDR control panel contains test switches, a CVR ERASE pushbut- pit. The CVDR control panel contains tes
ton, and a headphone jack that can be used to monitor the audio signals ton, and a headphone jack that can be
being recorded. being recorded.
Cockpit Area Microphone Cockpit Area Microphone
The cockpit area microphone is located on a vertical plane oriented orthogo- The cockpit area microphone is located o
nally to the pilot’s and copilot’s normal line of sight. The cockpit area micro- nally to the pilot’s and copilot’s normal lin
phone faces the crew members and is mounted in such a way that the phone faces the crew members and is
exposed portion of the microphone element is unobstructed. The cockpit area exposed portion of the microphone eleme
microphone records the audio from inside the cockpit and receives power microphone records the audio from insi
from the CVDR unit. from the CVDR unit.
COCKPIT AREA MICROPHONE COCKP
14-22 Phenom 100 14-22

Communications
CVDR Control Panel CVDR Control Panel

The CVDR control panel has the following components: The CVDR control panel has the follo
 One LED (Light-Emitting Diode)-lighted annunciator (pushbutton stile) with  One LED (Light-Emitting Diode)-lig
separate indications for when the CVR preflight test indicates CVR PASS separate indications for when the
(green indication) and for the CVR FAIL with white indication. This annun- (green indication) and for the CVR
ciator is permanently dark if the above conditions are not satisfied. ciator is permanently dark if the a
 One LED-lighted annunciator (pushbutton stile) with the FDR1 FAIL indica-  One LED-lighted annunciator (pus
tion. This annunciator is permanently dark when the CVDR is not installed tion. This annunciator is permane
or the above conditions are not satisfied. or the above conditions are not sa
 Audio jack.  Audio jack.
 A lever momentary switch for the CVR ERASE control for the CVR pre-  A lever momentary switch for the
flight test control. flight test control.
CVDR Control Panel Location CVDR Control Panel Location
A A
B B
F DR 1 F A IL
F DR 1 F A IL
C VR P AS S
LH LATERAL C VR P AS S
CONSOLE
A A
CVDR CONTROL PANEL

AFD Messages AFD Messages

AFD MSG AFD MSG
AFD MSG AFD MSG
DESCRIPTIVE MEANING DESCRIPTIVE
BRIEF TEXT BRIEF TEXT
TEXT TEXT
COM 1/2 COM 1/2 remote The COM channel 1/2 frequency COM 1/2 COM 1/2 remote
RMT XFR transfer key is transfer button is stuck in the RMT XFR transfer key is
stuck. enabled (or “pressed”) state. stuck.
COM 1/2 SERVICE COM 1/2 needs A failure has been detected in the COM 1/2 SERVICE COM 1/2 needs
service. Return COM 1/2 transceiver. The COM service. Return
unit for repair. transceiver may still be usable. unit for repair.
COM 1/2 TEMP COM 1/2 over COM 1/2 is reporting high temper- COM 1/2 TEMP COM 1/2 over
temp. Reducing ature. Power is reduced. temp. Reducing
power. power.
COM 1/2 PTT COM 1/2 The COM channel 1/2 push-to-talk COM 1/2 PTT COM 1/2
push-to-talk key is switch is stuck in the enabled (or push-to-talk key is
stuck. “pressed”) state. stuck.
AFD Example AFD Example
None None

AUDIO PNL1/2 Audio panel self-test has detected a failure. AUDIO PNL1/2 Audio pa
Caution The audio panel is unavailable. Caution Th
FAIL FAIL
Audio panel self-test has detected a Audi
AUDIO PNL1/2 problem in the unit. Certain audio functions AUDIO PNL1/2 problem
Advisory Advisory
FAULT may still be available and the audio panel FAULT may sti
may still be usable.
14-24 Phenom 100 14-24

Electrical
Electrical Electrical
General General
Electrical power is supplied to the Phenom 100 aircraft through the Electrical Electrical power is supplied to the Ph
Power Generation and Distribution system (EPGDS). This electrical system is Power Generation and Distribution sy
primarily a 28 volt Direct Current (VDC) System. It is also supplemented by primarily a 28 volt Direct Current (V
Alternating Current (AC) electrical power provided through an inverter. The Alternating Current (AC) electrical p
inverter only provides power to the electrical outlets that are located through- inverter only provides power to the e
out the aircraft. Electrical Power is provided using two 24 VDC, 27 out the aircraft. Electrical Power i
ampere hour lead-acid batteries and generated by two engine driven ampere hour lead-acid batteries an
starter-generators (SG) rated at 325 Amps each. A single ground power unit starter-generators (SG) rated at 325
(GPU) connection is provided to permit the use of a GPU, while on the (GPU) connection is provided to per
ground for all aircraft electrical power requirements. ground for all aircraft electrical pow
Primary Control and Distribution Primary Control and Dis

Electrical control of the system is through two Generator Control Units (GCU) Electrical control of the system is thro
located in the center electronincs bay. The system is designed for automatic located in the center electronincs ba
operation however manual control can be accomplished through an electrical operation however manual control ca
control panel located in the left console on the flightdeck. Main Power distri- control panel located in the left cons
bution is through two DC Main Busses, a Central Bus, an Emergency Bus, bution is through two DC Main Buss
Shed Bus, and two Hot battery Busses. The system is installed inside three Shed Bus, and two Hot battery Buss
independent power distribution units: Left Power Distribution Unit (LPDU), independent power distribution unit
Right Power Distribution Unit (RPDU), and Emergency Power Distribution Right Power Distribution Unit (RPD
Unit (EPDU). The system and individual electronic components are further Unit (EPDU). The system and indiv
protected from overloads and short-circuit by circuit breakers. protected from overloads and short-c
System Monitoring and Alerting System Monitoring and

The sytem can be monitored by viewing the Electrical System Synoptic page The sytem can be monitored by view
on the MFD. Battery voltage is constantly displayed on the Engine Indication on the MFD. Battery voltage is const
Panel, which is also on the MFD. The Crew Alerting System (CAS) will notify Panel, which is also on the MFD. Th
the pilot / crew of any electrical system malfunction. the pilot / crew of any electrical syste

Developed for Training Purposes Rev.2 January 2011 Developed for
Starter Generator Starter Generator
Starter Generator Cooling Fan Starter Generator Cooling Fan
15-2 Phenom 100 15-2

Electrical
Electrical Power Electrical Power
(HotBatBus-2)
Emergency Em
Power Po
Distribution Dis
Unit Un
(HotBatBus-1)
 DCU - Data Concentrator Unit  DCU - Data Concentrator Unit

 GCU - Generator Control Unit  GCU - Generator Control Unit
 GEA - Engine/Airframe Unit  GEA - Engine/Airframe Unit

Electrical System Components (All De-energized) Electrical System Components (All De

GPU GPU
S/GEN 1 S/GEN 2 S/GEN 1
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1
DC BUS 1 CENTRAL BUS CENTRAL BUS DC BUS 2 DC BUS 1 CENTRAL BUS

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
EPDU HB2 SHED BUS EPDU
HOT BATT BUS 2

EBC1 EB2 EBC1 E
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1
EMERGENCY BUS EMERGENCY BUS

SC − START CONTACTOR
BC1 GLC − GENERATOR LINE CONTACTOR BC1
BTC − BUS TIE CONTACTOR
BC − BATTERY CONTACTOR
HB1 HB1
SBC − SHED BUS CONTACTOR
EBC − ESSENTIAL BUS CONTACTOR
HOT BATT BUS 1 HOT BATT BUS 1
GPC − GROUND POWER CONTACTOR
QSC − QUIET START CONTACTOR
BATT1 BATT1
15-4 Phenom 100 15-4

Electrical
Power Distribution Units Power Distribution Units
BATT 1
EPDU EPDU
GCU 2 GCU 1 GCU 2
RPDU RPDU
LPDU LPDU
SDS2432243000P009 SDS2432243000P009

Circuit Breakers Circuit Breakers

CBs (Circuit Breakers) provide protection against overloads and short cir- CBs (Circuit Breakers) provide protectio
cuits. cuits.
EPDU
LPDU RPDU LPDU
HOT BATT BUS 2
SHED BUS
HOT BATT BUS 1
HOT BATT BUS 1

EMERGENCY BUS
EMERGENCY BUS
EMERGENCY BUS
EMERGENCY BUS
DC BUS 1
DC BUS 1
DC BUS 2
LH LATERAL RH LATERAL LH LATERAL
CONSOLE CONSOLE CONSOLE
RH CBP
LH CBP LH CBP
15-6 Phenom 100 15-6

Electrical
Electrical Power Control Panel Electrical Power Control Panel

The Electrical Control Panel is located on the Pilot's Left Console Panel: The Electrical Control Panel is locate
1 2 3 1
ELECTRICAL ELEC
GEN 1 GPU GEN 2 GEN 1 G
AUTO AUTO AUTO

AVAIL A
IN USE IN
OFF OFF OFF
BUS TIE B
7 7
AUTO A
1 OPEN 2 OPEN 1 OPEN
BATT 1 BATT 2 BATT 1

ELEC EMERG ELEC
ON ON ON
OFF OFF OFF
6 5 4 6 5
1 – Generator 1 Switch 1 – Generator 1 Switch


AUTO: allows automatic operation of the EPGDS. This position closes the 
AUTO: allows automatic operation
GEN 1 contactor, connecting the generator 1 to the DC BUS 1. GEN 1 contactor, connecting the

OFF: opens the GEN 1 contactor isolating the generator 1 from the DC 
OFF: opens the GEN 1 contactor
BUS 1. BUS 1.
2 – Ground Power Unit (GPU) Button 2 – Ground Power Unit (GPU) Butt

PUSH IN: connects the DC GPU to the CENTRAL BUS, according to the 
PUSH IN: connects the DC GPU t
source priority. source priority.

PUSH OUT: isolates the DC GPU from the CENTRAL BUS. 
PUSH OUT: isolates the DC GPU
Note: A GPU AVAIL light illuminates on the button when the DC GPU is prop- Note: A GPU AVAIL light illuminates
erly connected to the airplane and DC power quality requirements are satisfied. erly connected to the airplane and DC
Note: When pushed in, an IN USE light illuminates on the button. Note: When pushed in, an IN USE l

3 – Generator 2 Switch 3 – Generator 2 Switch

 AUTO: allows automatic operation of the EPGDS. This position closes the  AUTO: allows automatic operation of th
GEN 2 contactor, connecting the generator 2 to the DC BUS 2. GEN 2 contactor, connecting the gene
 OFF: opens the GEN 2 contactor isolating the generator 2 from the DC  OFF: opens the GEN 2 contactor isola
BUS 2. BUS 2.
4 – Battery 2 Switch 4 – Battery 2 Switch
 ON: closes BC 2, connecting the HOT BATT BUS 2 to the CENTRAL BUS.  ON: closes BC 2, connecting the HOT
 OFF: opens the BC 2.  OFF: opens the BC 2.
5 – Electrical Emergency Button 5 – Electrical Emergency Button

 PUSH IN: overrides the EPGDS automatic transfer to the electrical emer-  PUSH IN: overrides the EPGDS autom
gency circuitry, connecting the batteries directly to the EMERGENCY gency circuitry, connecting the batterie
BUS, regardless of any other command from the Electrical Distribution BUS, regardless of any other comman
Logic. Logic.
 PUSH OUT: the power contactors operate automatically according to the  PUSH OUT: the power contactors ope
Electrical Distribution Logic. Electrical Distribution Logic.
Note: The Electrical Emergency switch is illuminated when the switch is in the Note: The Electrical Emergency switch is
latched position. latched position.
6 – Battery 1 Switch 6 – Battery 1 Switch


ON: closes BC 1, connecting the HOT BATT BUS 1 to the EMERGENCY 
ON: closes BC 1, connecting the HOT
BUS. BUS.

OFF: opens the BC 1. 
OFF: opens the BC 1.
7 –Bus Tie Knob 7 –Bus Tie Knob

OPEN 1: opens the BTC1 isolating the DC BUS 1 and allows the BTC2 
OPEN 1: opens the BTC1 isolating the
automatic operation. automatic operation.

AUTO: allows the EPGDS to automatically operate the BTC1 and BTC2. 
AUTO: allows the EPGDS to automatic

OPEN 2: opens the BTC2 isolating the DC BUS 2 and allows the BTC1 
OPEN 2: opens the BTC2 isolating the
automatic operation. automatic operation.
15-8 Phenom 100 15-8

Electrical
Electrical System Synoptic View Electrical System Synoptic Vie

The aircraft electrical status can be viewed by selecting the “Systems Page” The aircraft electrical status can be
on the MFD and then selecting the ELEC Softkey on the MFD and then selecting the E
Ground Power Unit Grou
Generator Generator
Bus Bus
Battery Battery
Unit Icons and Descriptions Unit
Generator Generator
On Bus off Off On
Bus Bus
Normal Abnormal Normal
Battery Battery
Normal Abnormal Normal
Electrical System Unit Status Indications Electrical Syste

MFD EIS MFD EIS
BATT 1 & 2 BATT 1 & 2

VOLTAGE VOLTAGE
Battery 1 and Battery 2 Battery 1 and Battery 2

Battery 1 is located in the forward compartment, which is a noncontrolled Battery 1 is located in the forward com
environment, and can be accessed by removing the access panel in the for- environment, and can be accessed by re
ward baggage compartment. Its vent valve require the installation of a ventila- ward baggage compartment. Its vent valv
tion tube to avoid unsafe hydrogen accumulation inside the aircraft fuselage. tion tube to avoid unsafe hydrogen accum
Battery 2 is located in the aft compartment and can be accessed by opening Battery 2 is located in the aft compartme
battery compartment access door. Its vent valves do not require the installa- battery compartment access door. Its ven
tion of ventilation tubes, but its compartment requires ventilation overboard to tion of ventilation tubes, but its compartm
avoid unsafe hydrogen accumulation inside the aircraft fuselage. avoid unsafe hydrogen accumulation insi
The two batteries also serve as an emergency source of electrical power in The two batteries also serve as an emer
the event of a total loss of SG power. The emergency battery power system the event of a total loss of SG power. Th
will provide 45 minutes of uninterrupted power for those aircraft systems that will provide 45 minutes of uninterrupted p
receive their power through the emergency bus. receive their power through the emergenc
15-10 Phenom 100 15-10

Electrical
Valve-Regulated Lead Acid (VLRA) batteries do not require cooling for nor- Valve-Regulated Lead Acid (VLRA)
mal operation and are able to operate throughout the entire aircraft flight mal operation and are able to ope
envelope, at maximum regulated voltage, with adequate ambient ventilation. envelope, at maximum regulated vol
Battery One Battery One

Battery Two Battery Two
SDS2432243600P023-R(b)
Note: Batteries are interchangeable. Note: Batteries are interchangeable.
15-12 Phenom 100 15-12

Electrical
Battery Power Only Battery Power Only

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

GLC − GENERATOR LINE CONTACTOR
BC1 BC1
HB1 SBC − SHED BUS CONTACTOR HB1
HOT BATT BUS 1 GPC − GROUND POWER CONTACTOR HOT BATT BUS 1
BATT1 BATT1
Battery Operation Battery Operation

When the BATT 1 switch is set to ON , the aircraft wiring connects BC 1 con- When the BATT 1 switch is set to ON
trol coil to and GCU 2 to battery 1 power. BC 1 closes, connecting battery 1 to trol coil to and GCU 2 to battery 1 po
the EMERGENCY BUS. GCU 2 commands BTC 1 and BTC 2 to close. The the EMERGENCY BUS. GCU 2 com
aircraft wiring connects the EBC 1 control coil to the EMERGENCY BUS, aircraft wiring connects the EBC 1
which is energized and closed. This allows the battery 1 to supply to the which is energized and closed. Thi
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. EMERGENCY BUS, DC BUS 1, and
When BATT 2 switch set to ON, the aircraft wiring connects the BC 2 control When BATT 2 switch set to ON, the
coil to HOT BATT BUS 2, and GCU 1 to the battery 2 power. BC 2 is ener- coil to HOT BATT BUS 2, and GCU
gized and closed, connecting battery 2 to the CENTRAL BUS. GCU 1 com- gized and closed, connecting battery
mands BTC 1 and BTC 2 to close, in parallel with GCU 2 commands. This mands BTC 1 and BTC 2 to close,
allows battery 1 and battery 2, in parallel, to supply electrical power to the allows battery 1 and battery 2, in p
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. Automatic load shed- EMERGENCY BUS, DC BUS 1, and
ding is provided for power savings ding is provided for power savings

With both BATT 1 and BATT 2 switches set at ON, the batteries are in parallel With both BATT 1 and BATT 2 switches s
and: and:
 BC 1 is closed, providing electrical power to the EMERGENCY BUS  BC 1 is closed, providing electrical pow
 BC 2 is closed, providing electrical power to the CENTRAL BUS  BC 2 is closed, providing electrical pow
 EBC 1 is closed  EBC 1 is closed
 EBC 2 is open.  EBC 2 is open.
External Power External Power

The external power supply provides electrical power for operations on the The external power supply provides ele
ground. The external power receptacle is installed on the aft LH (Left-Hand) ground. The external power receptacle is
rear fuselage to allow the supply of external DC (Direct Current) power to the rear fuselage to allow the supply of extern
aircraft. Under normal operation, GCU (Generator Control Unit) 1 and the aircraft. Under normal operation, GCU (
GPU switch provide protection and control for the external power source. GPU switch provide protection and con
GCU 1 has overvoltage and undervoltage protections which isolate the exter- GCU 1 has overvoltage and undervoltage
nal power source from the aircraft electrical buses if the GPU (Ground Power nal power source from the aircraft electric
Unit) voltage is below 26 V DC (Volt Direct Current) or above 29 V DC. The Unit) voltage is below 26 V DC (Volt Dire
GPU switch allows the flight crew to directly disconnect the external power GPU switch allows the flight crew to dire
source. source.
In-flight operation of the GPU switch does not cause any contactors or circuit In-flight operation of the GPU switch does
breakers to change status, nor does it inhibit in-flight operation of any system. breakers to change status, nor does it inh
External Power – Component Location External Power – Component Loca
DC EXTERNAL DC EXTERNAL
RECEPTACLE RECEPTACLE
SDS2432244000P039-R
15-14 Phenom 100 15-14

Electrical
Ground Power Connected Ground Power Connected

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

BC1 BTC − BUS TIE CONTACTOR BC1
− FUSE
BATT1 − OVERCURRENT SENSOR BATT1
Operation Operation
If the DC power is in the acceptable limits and the GPU switch is in the If the DC power is in the acceptab
unlatched position, then the GPU AVAIL lamp is ON. If the power quality is unlatched position, then the GPU AV
not in the acceptable limits of power aircraft loads, the GPU is not allowed to not in the acceptable limits of power
supply electrical power to the aircraft. In this case, there is no indication avail- supply electrical power to the aircraft
able to the flight crew. able to the flight crew.
Setting the GPU switch to the latched position enables the automatic EPGDS Setting the GPU switch to the latched
operation through the GCU for powering with external power. Setting the operation through the GCU for pow
GPU switch to the latched position allows automatic EPGDS operation. GCU GPU switch to the latched position a
1 commands the Ground Power Contactor (GPC) to close, connecting the 1 commands the Ground Power Co
external power source to the CENTRAL BUS. The GPU AVAIL lamp extin- external power source to the CENT

guishes and the GPU IN USE lamp illuminates.The GCUs command BTC guishes and the GPU IN USE lamp illu
(Bus Tie Contactor) 1 and BTC 2 to close, provided the BUS TIE switch is set (Bus Tie Contactor) 1 and BTC 2 to close
at AUTO. This allows the external DC power to energize the EMERGENCY at AUTO. This allows the external DC po
BUS, DC BUS 1, and DC BUS 2 loads. GCU 2 commands the SBC (Shed BUS, DC BUS 1, and DC BUS 2 loads.
Bus Contactor) to close, connecting the SHED BUS loads to the GPU. Also, if Bus Contactor) to close, connecting the S
the BATT 1 and BATT 2 switches are set at ON, battery 1 and battery 2 are the BATT 1 and BATT 2 switches are se
recharged through the respective BC (Battery Contactor). To feed external recharged through the respective BC (B
GPU power to the aircraft for electrical power, battery 2 must be operational. GPU power to the aircraft for electrical po
Normal Operations Normal Operations

The EPGDS (Electrical Power Generation and Distribution System) is config- The EPGDS (Electrical Power Generation
ured for segregated, dual channel operation. under normal conditions, the ured for segregated, dual channel oper
EPGDS switches are positioned as follows: EPGDS switches are positioned as follow
 GEN 1 switch - AUTO  GEN 1 switch - AUTO
 GEN 2 switch - AUTO  GEN 2 switch - AUTO
 BUS TIE switch - AUTO  BUS TIE switch - AUTO
 BATT 1 switch - ON  BATT 1 switch - ON
 BATT 2 switch - ON  BATT 2 switch - ON
 ELEC EMER - unlatched  ELEC EMER - unlatched
 GPU - unlatched  GPU - unlatched
The starter generators are the primary electrical power sources of the aircraft The starter generators are the primary ele
systems. Each starter generator powers the respective DC BUS. SHED BUS systems. Each starter generator powers t
is powered by starter generator 2, through DC BUS 2 and SBC (Shed Bus is powered by starter generator 2, throu
Contactor). CENTRAL BUS is also powered by starter generator 2, through Contactor). CENTRAL BUS is also powe
DC BUS 2 and BTC (Bus Tie Contactor) 2; BTC 1 remains open to keep the DC BUS 2 and BTC (Bus Tie Contactor)
DC BUS 1 and CENTRAL BUS isolated. EBC (Emergency Bus Contactor) 1 DC BUS 1 and CENTRAL BUS isolated.
is energized through hardwire logic, which allows battery 1 to be charged is energized through hardwire logic, wh
through BC (Battery Contactor) 1. EBC 2 remains open to keep the EMER- through BC (Battery Contactor) 1. EBC 2
GENCY BUS and HOT BATT BUS 2 isolated, while battery 2 is charged GENCY BUS and HOT BATT BUS 2 is
through BC 2. The SC (Start Contactor)s and QSC (Quiet Start Contactor) are through BC 2. The SC (Start Contactor)s
only energized in case of an engine starting attempt. only energized in case of an engine starti
The GCUs are primarily powered through the respective starter generator, The GCUs are primarily powered throug
but backup cross battery power is also available in case of channel malfunc- but backup cross battery power is also a
tion and/or short circuit. tion and/or short circuit.
Normal operation of the EPGDS is in the automatic mode. In this condition, Normal operation of the EPGDS is in the
the EPGDS manages a latched conditional bus power source priority the EPGDS manages a latched cond
between the aircraft starter generators and the external power source. The between the aircraft starter generators a
EPGDS latches the system configuration and avoids power switching EPGDS latches the system configura
between starter generators and GPU following the first power source connec- between starter generators and GPU follo
tion. If the GPU is connected to the aircraft before one of the starter generation. If the GPU is connected to the aircr
tors is available, the aircraft remains powered by the GPU, until it is tors is available, the aircraft remains
15-16 Phenom 100 15-16

Electrical
disconnected from the EPGDS. If one starter generator is connected to the disconnected from the EPGDS. If o
aircraft before the GPU is available, the aircraft remains powered by the aircraft before the GPU is available
starter generator, until it is disconnected from the EPGDS. The latched condi- starter generator, until it is disconnec
tional bus power source priority does not affect the engine starting procedure, tional bus power source priority does
nor causes power source interruption to the aircraft loads. Manual off selec- nor causes power source interruptio
tion of each power source (starter generators, GPU, batteries) can be accom- tion of each power source (starter ge
plished by the flight crew through the control switches located on the plished by the flight crew through
ELECTRICAL control panel. ELECTRICAL control panel.
Manual control of the EGPDS capability is provided to override some of the Manual control of the EGPDS capab
automatic control features. Specifically, the flight crew has interrupt control of automatic control features. Specifica
GLC1 and 2 through the respective generator switch, BC1 and 2 through the GLC1 and 2 through the respective g
respective battery switch, BTC1 and 2 through the Bus Tie Switch, and GPC respective battery switch, BTC1 and
through the Ground Power Switch. through the Ground Power Switch.
Furthermore, for safety reasons, the flight crew has authority to override the Furthermore, for safety reasons, the
aircraft automatic features and force an electrical emergency configuration aircraft automatic features and forc
through the Electrical Emergency Switch. through the Electrical Emergency Sw

Normal Generator Operation Normal Generator Operation

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1 E
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

BC1 BTC − BUS TIE CONTACTOR BC1
BATT1 BATT1
15-18 Phenom 100 15-18

Electrical
Engine 1 Start Assisted with Starter-Generator 2 and Battery 2 Engine 1 Start Assisted with St
GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

BC1 BC1
BATT1 BATT1

Starter Generator 1 Failed (In-Flgiht) Starter Generator 1 Failed (In-Flgih

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

BC1 BC1
BATT1 BATT1
15-20 Phenom 100 15-20

Electrical
Starter-Generator 2 Failed (In-Flight) Starter-Generator 2 Failed (In-F

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1

BC1 BC1
BATT1 BATT1

Electrical Emergency Switch - Generators Off Electrical Emergency Switch - Gen

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1 E
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1
BC1 BC1
HB1 HB1
BATT1 BATT1
15-22 Phenom 100 15-22

Electrical
Electrical Emergency Switch - Generators On Electrical Emergency Switch -

GPU GPU
LPDU RPDU LPDU

GPC GPC
SC2
SC1 SC1
GLC1 GLC2 GLC1
BTC1 BTC2 BTC1

BT1 BT2 BT1
QSC QSC
DB1 QSF DB1
SBC
BC2
HOT BATT BUS 2

EBC1 EB2 EBC1
EBC2 EBC2
BATT2
DB2 EB1 DB2 EB1
BC1 BC1
HB1 HB1
BATT1 BATT1

AC Electrical Power AC Electrical Power

Static Inverter Static Inverter
The static inverter converts 28 V DC into 110 V AC /60 Hz single-phase wave The static inverter converts 28 V DC into
output. It has a thermostatically controlled fan for cooling. The inverter shuts output. It has a thermostatically controlle
down when the input voltage is less than required. The inverter also shuts down when the input voltage is less tha
down 2 to 15 seconds after a short circuit condition. down 2 to 15 seconds after a short circuit
The static inverter provides passenger protection by interrupting the AC The static inverter provides passenger
power on the outlet where a fault current exceeds predetermined value by power on the outlet where a fault curren
monitoring the 110 V AC /60 Hz available to the outlets near the passenger monitoring the 110 V AC /60 Hz availabl
cabin and cockpit though the internal GFCI (GROUND FAULT CONTROL cabin and cockpit though the internal G
ISOLATION). The GFCI permits power interruption and provides convenience ISOLATION). The GFCI permits power int
testing and re-testing testing and re-testing
AC Outlet AC Outlet
The AC outlets are of universal standard, allowing any kind of electrical con- The AC outlets are of universal standard
nection. The AC outlets are installed in the cockpit and the passenger cabin. nection. The AC outlets are installed in th
Each AC outlet provides a maximum of 100 W (Watt) and has a sensor pin Each AC outlet provides a maximum of
that controls the AC power supply. The sensor pin is located on the outlet sur- that controls the AC power supply. The se
face, which is pressed only when some device is connected to it. Once the face, which is pressed only when some
sensor pin is pressed, a relay, located in the static inverter, is activated, pro- sensor pin is pressed, a relay, located in
viding power to the AC outlets. viding power to the AC outlets.
AC Electrical Outlet AC Electrical Outlet
The static inverter is powered by the 28 V DC aircraft electrical system from The static inverter is powered by the 28
the SHED BUS and is protected by a 25 A (Ampere) circuit breaker.The static the SHED BUS and is protected by a 25 A
inverter is a nonessential bus source available and controlled manually by a inverter is a nonessential bus source ava
15-24 Phenom 100 15-24

Electrical
switch, installed on cockpit main panel to allow the flight crew to turn off the switch, installed on cockpit main pan
static inverter, when the aircraft is below 10,000 ft (Foot). static inverter, when the aircraft is be
Under normal operation, the AC outlet system provides AC power to the Under normal operation, the AC ou
cockpit and passenger cabin to connect laptops and portable equipment cockpit and passenger cabin to co
devices. Below 10,000 ft the PAX SIGNS switch is set to the PED–BELTS/ devices. Below 10,000 ft the PAX S
OFF position in order to ask the passengers to fasten the seat belts and turn OFF position in order to ask the pas
off AC power supply to the PED (Portable Equipment Devices). off AC power supply to the PED (Por
PAX Signs Toggle PAX Signs Toggle
FUEL PUSHER FUEL

PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF
PAX SIGNS ELT HYD PUMP PAX SIGNS

AUTO
OFF ON
PED-BELTS/OFF ON PED-BELTS/OFF
BELTS/ON ARMED BELTS/ON
OFF/ON TEST/RESET OFF/ON

Bus Component Listing Bus Component Listing
DC BUS 1 DC BU
ADC 1 ADC 1
ADS 1 STATIC HEATER ADS 1 STATIC HEATER
ADS/AOA HEATER ADS/AOA HEATER
AOA 1 HEATER AOA 1 HEATER
AVIONICS FAN 1 AVIONICS FAN 1
COCKPIT EVAPORATOR FAN COCKPIT EVAPORATOR FAN
COCKPIT FLOW CONTROL SHUTOFF VALVE COCKPIT FLOW CONTROL SHUTOFF VALV
COCKPIT TEMPERATURE CONTROLLER COCKPIT TEMPERATURE CONTROLLER
DEICE TIMER (BOOT) DEICE TIMER (BOOT)
DME 1 DME 1
ECS BATTERIES INHIBIT ECS BATTERIES INHIBIT
ENGINE 1 ANTI-ICE VALVE ENGINE 1 ANTI-ICE VALVE
ENGINE 1 FLOWMETER ENGINE 1 FLOWMETER
FADEC 1B FADEC 1B
FLAP ACTUATORS FLAP ACTUATORS
FLAP CONTROL UNIT FLAP CONTROL UNIT
GCU 1 PWR GCU 1 PWR
GCU 2 GPU PWR GCU 2 GPU PWR
GIA 1 (COMM-VHF 1) PWR GIA 1 (COMM-VHF 1) PWR
GIA 2 (COMM-VHF 2) PWR GIA 2 (COMM-VHF 2) PWR
GROUND COOLING FAN GROUND COOLING FAN
HF COUPLER HF COUPLER
HF POWER AMPLIFIER HF POWER AMPLIFIER
HF TRANSMITTER/RECEIVER UNIT HF TRANSMITTER/RECEIVER UNIT
HF TUNING UNIT HF TUNING UNIT
IESI POWER 2 IESI POWER 2
IGNITION EXCITER 1B IGNITION EXCITER 1B
LANDING GEAR CONTROL LEVER SOLENOID LANDING GEAR CONTROL LEVER SOLENO
LH LANDING AND TAXI LIGHT LH LANDING AND TAXI LIGHT
MFD POWER 1 MFD POWER 1
PASSENGER SIGNALS PASSENGER SIGNALS
PITOT 1 HEATER PITOT 1 HEATER
PRESSURIZATION STATIC PORT HEATER PRESSURIZATION STATIC PORT HEATER
PUSHER CONTROLLER CHANNEL 2 PUSHER CONTROLLER CHANNEL 2
QUIET START CONTACTOR CONTROL QUIET START CONTACTOR CONTROL
RAIN DISPERSAL RAIN DISPERSAL
ROLL TRIM ACTUATOR ROLL TRIM ACTUATOR
SATCOM SATCOM
SELCAL SELCAL
STAIR LIGHT STAIR LIGHT
STATIC PORT 1A & 2B STATIC PORT 1A & 2B
STROBE LIGHT (RIGHT) STROBE LIGHT (RIGHT)
UPWASH LIGHTS UPWASH LIGHTS
WINDSHIELD HEATING 1 CHANNEL 1 WINDSHIELD HEATING 1 CHANNEL 1
WING INSPECTION LIGHT (LEFT) WING INSPECTION LIGHT (LEFT)
WX RADAR WX RADAR
YAW TRIM ACTUATOR YAW TRIM ACTUATOR
15-26 Phenom 100 15-26

Electrical
DC BUS 2 DC B
ADC 2 ADC 2
ADS 2 STATIC HEATER ADS 2 STATIC HEATER
AHRS 2 AHRS 2
AOA 2 HEATER AOA 2 HEATER
AUDIO PANEL 2 AUDIO PANEL 2
AUTOPILOT SERVOS AUTOPILOT SERVOS
AVIONICS FAN 2 AVIONICS FAN 2
BRAKE CONTROL UNIT BRAKE CONTROL UNIT
CABIN FLOW CONTROL VALVE CABIN FLOW CONTROL VALVE
CABIN TEMPERATURE CONTROL POWER 2 CABIN TEMPERATURE CONTROL POWE
COCKPIT LIGHTS COCKPIT LIGHTS
CPMS AUTO CHANNEL CPMS AUTO CHANNEL
DATA LINK/IRIDIUM DATA LINK/IRIDIUM
DIMMER MAIN CHANNEL DIMMER MAIN CHANNEL
DME 2 DME 2
ELECTRONIC FUEL CONDITIONING UNIT 2 ELECTRONIC FUEL CONDITIONING UNIT
ENGINE 2 ANTI-ICE VALVE ENGINE 2 ANTI-ICE VALVE
ENGINE 2 FLOWMETER ENGINE 2 FLOWMETER
FADEC 2B FADEC 2B
FLOOD LIGHTS FLOOD LIGHTS
FMS PANEL FMS PANEL
GCU 2 PWR GCU 2 PWR
GEA 3 GEA 3
GIA 2 GIA 2
HYDRAULIC PUMP FAN HYDRAULIC PUMP FAN
HYDRAULIC PUMP SHUTOFF VALVE HYDRAULIC PUMP SHUTOFF VALVE
IGNITION EXCITER 2B IGNITION EXCITER 2B
MFD POWER 2 MFD POWER 2
NAVIGATION LIGHTS NAVIGATION LIGHTS
PASSENGER LIGHTS PASSENGER LIGHTS
PFD 2 PFD 2
PILOT AND PAX READING LIGHTS PILOT AND PAX READING LIGHTS
PITCH TRIM (MAIN) PITCH TRIM (MAIN)
PITOT 2 STATIC HEATER PITOT 2 STATIC HEATER
PUSHER ACTUATOR POWER PUSHER ACTUATOR POWER
RED BEACON LIGHT RED BEACON LIGHT
RH LANDING AND TAXI LIGHT RH LANDING AND TAXI LIGHT
SATELLITE WEATHER AND RADIO SATELLITE WEATHER AND RADIO
STORMSCOPE STORMSCOPE
TEMPERATURE CONTROL POWER 2 TEMPERATURE CONTROL POWER 2
TRANSPONDER 2 (MODE S) TRANSPONDER 2 (MODE S)
CENTRAL BUS CENTR

HYDRAULIC PUMP MOTOR HYDRAULIC PUMP MOTOR
START CONTACTOR 1 & 2 AUXILIARY CONTROL START CONTACTOR 1 & 2 AUXILIARY CO

EMERGENCY BUS EMERGENC

AFCS CONTROL UNIT AFCS CONTROL UNIT
AHRS 1 AHRS 1
AUDIO PANEL 1 AUDIO PANEL 1
CABIN TEMPERATURE CONTROL POWER 1 CABIN TEMPERATURE CONTROL POWER 1
CPMS MANUAL CHANNEL CPMS MANUAL CHANNEL
DIMMER EMERGENCY CHANNEL DIMMER EMERGENCY CHANNEL
DOME LIGHT DOME LIGHT
ELECTRONIC FUEL CONDITIONING UNIT 1 ELECTRONIC FUEL CONDITIONING UNIT 1
ELT ELT
EMERGENCY BUS CONTACTOR 1 & 2 CONTROL EMERGENCY BUS CONTACTOR 1 & 2 CONTR
EMERGENCY START EMERGENCY START
ENGINE 1 INLET HEATER ENGINE 1 INLET HEATER
ENGINE 1 & 2 FIRE SHUTOFF ENGINE 1 & 2 FIRE SHUTOFF
ENGINE 1 & 2 FLOWMETER (Airplanes with G1000 System version 0734.24 and on) ENGINE 1 & 2 FLOWMETER (Airplanes with G1
FADEC 1A & 2A FADEC 1A & 2A
FUEL BOOSTER PUMP 1 & 2 FUEL BOOSTER PUMP 1 & 2
FUEL CONTROL UNIT FUEL CONTROL UNIT
FUEL TRANSFER VALVE FUEL TRANSFER VALVE
GEA 1 & 2 GEA 1 & 2
GIA 1 (NAV/VHF 1) GIA 1 (NAV/VHF 1)
GSD GSD
IESI POWER 1 IESI POWER 1
IGNITION EXCITER 1A & 2A IGNITION EXCITER 1A & 2A
LANDING GEAR ANNUNCIATOR LANDING GEAR ANNUNCIATOR
LANDING GEAR INDICATION/WARNING LANDING GEAR INDICATION/WARNING
MAGNETIC COMPASS INTERNAL LIGHTS MAGNETIC COMPASS INTERNAL LIGHTS
PAX MASK DEPLOY PAX MASK DEPLOY
PFD 1 PFD 1
PITCH TRIM ACTUATOR (BACKUP) PITCH TRIM ACTUATOR (BACKUP)
PITOT STATIC HEATER CONTROL PITOT STATIC HEATER CONTROL
PRESSURE REGULATOR SHUTOFF VALVE 1 & 2 PRESSURE REGULATOR SHUTOFF VALVE 1
RAM AIR VALVE RAM AIR VALVE
STATIC PRESSURE PORT 1 STATIC PRESSURE PORT 1
SWPC 1 SWPC 1
TEMPERATURE AND PRESSURE TRANSDUCER TEMPERATURE AND PRESSURE TRANSDUC
TRANSPONDER 1 TRANSPONDER 1
WEIGHT ON WHEELS WEIGHT ON WHEELS
SHED BUS SHED B

AIR CONDITIONING COMPRESSOR AIR CONDITIONING COMPRESSOR
AUDIO/VIDEO ENTERTAINMENT SYSTEM AUDIO/VIDEO ENTERTAINMENT SYSTEM
CABIN EVAPORATOR FAN CABIN EVAPORATOR FAN
COMPARTMENT LIGHT COMPARTMENT LIGHT
PC POWER PC POWER
TOILET FLUSH TOILET FLUSH
HOT BATT BUS 1 & 2 HOT BATT B

BATTERY CONTACTOR CONTROL 1 & 2 BATTERY CONTACTOR CONTROL 1 & 2
COURTESY/BAGGAGE COMPARTMENT LIGHTS COURTESY/BAGGAGE COMPARTMENT LIGH
ENGINE FIRE EXTINGUISHER 1 & 2 ENGINE FIRE EXTINGUISHER 1 & 2
ENGINE SHUTOFF MONITORING 1 & 2 ENGINE SHUTOFF MONITORING 1 & 2
GCU 1 & 2 CONTROL GCU 1 & 2 CONTROL
15-28 Phenom 100 15-28

July 2010 Rev.1 Developed for Training Purposes July 2010 Rev.1 Developed for Trai
EMERGENCY BUS DC BUS 1
Phenom 100
A 7.5 5 5 5 5 5 5 5 5 5 5 7.5 7.5 5
Left CB Panel
E1 INLET FADEC SWPS GUIDANCE GEA 1 PFD 1 MFD FADEC E1 FLOW E1 ANTI FLAP YAW ROLL ADS/AOA
HTR 1A CH2 PWR 1 1B METER ICE CTRL TRIM TRIM HTR CTRL
PANEL
ENGINE 1 AVIONICS ENGINE 1 FLIGHT CONTROL
B 5 5 5 7.5 5 5 5 5 5 5 7.5
XPDR 1 AHRS 1 CPCS P TRIM GIA 1 PRSOV 1 AUDIO 1 CKPT ECS IESI VHF 2
MAN BKP FCSOV INHIB PWR 2
NAV AIR COND/

PRESN
C 10 5 5 5 5 5 5 5 5 5 5 5
PUMP PUMP EFCU 1 XFR FUEL TEMP DEICE LG CTRL VHF 1 AVNX DME 1 WX
PWR 1 CMD 1 SOV 1 PWR 1 LEVER PWR 1 FAN 1 RADAR
FUEL AIR NAV

COND
D 5 5 5 5 5 5 5
E1 COURTESY/ E2 ELEC ADC 1 UP PAX LDG/ INSP ADS/AOA

FIREX BAG LTS FIREX BC2 WASH SIGNS TAXI HTR MON A
BKP
LIGHTS
HOT BATT BUS 1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Rev. 1 July 2010

Electrical
15-29

Phenom 100
A 7.5 5 5 5 5 5 5 5 5 5 5 7.5 7.5 5

Left CB Panel
E1 INLET FADEC SWPS GUIDANCE GEA 1 PFD 1 MFD FADEC E1 FLOW E1 ANTI FLAP YAW ROLL ADS/AOA
HTR 1A CH2 PWR 1 1B METER ICE CTRL TRIM TRIM HTR CTRL
PANEL
ENGINE 1 AVIONICS ENGINE 1 FLIGHT CONTROL
B 5 5 5 7.5 5 5 5 5 5 5 7.5
XPDR 1 AHRS 1 CPCS P TRIM GIA 1 PRSOV 1 AUDIO 1 CKPT ECS IESI VHF 2
MAN BKP FCSOV INHIB PWR 2
NAV AIR COND/

PRESN
Developed for
15-30
T R A I N I N G
DC BUS 2 EMERGENCY BUS
July 2010 Rev. 1

Right CB Panel
A 5 5 7.5 5 5 7.5 5 5 5 5 5 5 10 5 5
ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC PTRIM MFD GIA 2 GSD GEA 2 IESI FADEC PUMP PUMP FUEL
MON B ICE HTR METER 2B NML PWR 2 PWR 1 2A PWR 2 CMD 2 SOV 2
ENGINE 2 AVIONICS AVIONICS FUEL

S E R V I C E S
5 5 5 5 5 5 5 5 5 5 5 7.5 5 5 5 5
B
DLK/ SAT WX/ AVNX GEA 3 HYD AFCS EFCU 2 PFD 2 AUDIO 2 TEMP MASK VHF 1 COMPASS ANN DOME PRSOV 2
IRIDIUM RADIO FAN 2 PUMP SERVOS PRES DEPLOY PWR 2 SAFETY
LT
COMM AVIONICS OXY LIGHTS
HOT BATT BUS 2
C 5 5 5 5 5 5 5 5 5 5 5 5
AHRS2 ADC 2 DME 2 FMS XPDR2 CABIN TEMP CPCS VOICE/ IND/WRN WOW RAM AIR
PANEL FCSOV PWR 2 AUTO DATA VALVE
RECORDER
LG
NAV AIR COND/PRESN
SHED BUS

D 7.5 7.5 5 5 5 5 5 5 5
LDG/ PAX CKPT RED NAV CKPT BRAKE TOILET COMPT
TAXI RH LIGHTS PANEL BEACON LIGHTS FLUSH LIGHTS
LIGHTS
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
15-30 Phenom 100

T R A I N I N G
DC BUS 2 EMERGENCY BUS

July 2010 Rev. 1
Right CB Panel
A 5 5 7.5 5 5 7.5 5 5 5 5 5 5 10 5 5
ADS HTR E2 ANTI E2 INLET E2 FLOW FADEC PTRIM MFD GIA 2 GSD GEA 2 IESI FADEC PUMP PUMP FUEL
MON B ICE HTR METER 2B NML PWR 2 PWR 1 2A PWR 2 CMD 2 SOV 2
ENGINE 2 AVIONICS AVIONICS FUEL

S E R V I C E S
5 5 5 5 5 5 5 5 5 5 5 7.5 5 5 5 5
B
DLK/ SAT WX/ AVNX GEA 3 HYD AFCS EFCU 2 PFD 2 AUDIO 2 TEMP MASK VHF 1 COMPASS ANN DOME PRSOV 2
IRIDIUM RADIO FAN 2 PUMP SERVOS PRES DEPLOY PWR 2 SAFETY
LT
COMM AVIONICS OXY LIGHTS
HOT BATT BUS 2

Developed for Train
Electrical
Batteries Voltage Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V Minimum Voltage for Engines Start .
Note: Minimum GPU voltage for batteries charging is 27 V. Note: Minimum GPU voltage for b
Generators Load Generators Load

Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH Maximum Generator Load . . . . . . . .
Note: May be exceeded up to 300 A inflight below 34000 ft. Note: May be exceeded up to 300


DC main buses are deenergized and DC

ELEC EMER- ELEC EMER-
batteries are charging in an electrical batt
GENCY GENCY
Warning emergency. Warning
Automatic transfer to electrical emer- Auto
ELEC XFR FAIL ELEC XFR FAIL
gency condition has failed.
BATT 1 (2) OFF Associated battery is isolated from the BATT 1 (2) OFF Asso
BUS electrical network. BUS
BATT DIS- During a normal system operation, at BATT DIS- Duri

CHARGE least one battery is discharging. CHARGE le
BATT BATT
Any battery voltage is above 29 V. An
Caution EXCEEDANCE Caution EXCEEDANCE
GEN 1 (2) OFF Generator failure or generator switch is GEN 1 (2) OFF Gene
BUS at the OFF position. BUS
Remaining generator current is above Rem

GEN OVLD GEN OVLD
325 A.
GEN START Generator start contactor failed in the GEN START Gen
FAULT closed position. FAULT
DC BUS 1 (2) OFF Associated DC BUS is deenergized. DC BUS 1 (2) OFF Ass
Main DC channels are operating in par- Main

ELEC SYS FAULT ELEC SYS FAULT
Advisory allel. Advisory
EMER BUS OFF Emergency DC Bus is deenergized. EMER BUS OFF Em
SHED BUS OFF Shed Bus is de-energized SHED BUS OFF
15-32 Phenom 100 15-32

Emergency Equipment
Emergency Equipment Emergency Equipme

General General
The Emergency Equipment is comprised of: The Emergency Equipment is compr
 First Aid Kit  First Aid Kit
 Life Vests (Optional)  Life Vests (Optional)
 Water Barrier  Water Barrier
 Emergency Flash Lights  Emergency Flash Lights
 Portable Fire Extinguisher  Portable Fire Extinguisher
 Emergency Locator Transmitter (ELT) System  Emergency Locator Transmitter (E
WATER BARRIER WATER BARRIER
FIRST AID KIT FIRST
First Aid Kit First Aid Kit

The first aid kit is located on the lavatory cabinet. To remove the first aid kit, The first aid kit is located on the lava
pull the VELCRO to disengage it from the support. To install the first aid kit, pull the VELCRO to disengage it from
push the VELCRO to engage it. push the VELCRO to engage it.
Life Vest (Optional) Life Vest (Optional)

Crew Crew
Life vests for the crew members are stowed under each pilot and copilot seat. Life vests for the crew members are

Passengers Passengers
Life vests for the passengers are stowed under of each pax seat. Life vests for the passengers are stowed
Water Barrier Water Barrier

Since the main door is not entirely above the water line, in case of an emer- Since the main door is not entirely above
gency ditching a water barrier is installed to provide time for passenger evac- gency ditching a water barrier is installed
uation. In case of an emergency ditching, the water barrier is unfolded from uation. In case of an emergency ditching
its stowed position. its stowed position.
The water barrier is installed in front of the main door. The water barrier is installed in front of th
Water Barrier Installed Water Barrier Installed
16-2 Phenom 100 16-2

Emergency Equipment
Emergency Equipment Location Emergency Equipment Location

01 01
LIFE VEST 01 LIFE VEST
LIFE VEST
ELT
ELT/NAV
FIRST
AID KIT
01 OPTIONAL EQUIPMENT 01 OPTIONAL EQUIPMENT
EM500ENSDS250051C
AFT CABIN A
PARTITION LH PASSENGER CABIN/ P
(REF.) LAVATORY PARTITION
(REF.)
WATER WAT
BARRIER LAVATORY BARR
AMENITIES
CABINET
RH PASSENGER CABIN/ RH PASSENGER

LAVATORY PARTITION FIRST LAVATORY PA
(REF.) AID KIT
PILOT SEATS PILOT SEATS
LIFE VEST 01 LIFE VEST 01
LIFE VEST 01
01 OPTIONAL EQUIPMENT

Emergency Flash Lights Emergency Flash Lights

Two “MiniMag” flashlights are installed in the cockpit. The flashlights provide Two “MiniMag” flashlights are installed in
adequate illumination in case of a major failure in the aircraft lighting system, adequate illumination in case of a major f
including the emergency lighting system, or whatever situation may occur in including the emergency lighting system,
the aircraft where another source of light is necessary. the aircraft where another source of light
CONSOLE (REF.)
CONSOLE (REF.)
A
LH COMPLEMENT
LH COMPLEMENT
CONSOLE (REF.)
CONSOLE (REF.)
LH LATERAL
LH LATERAL
B
C
C
A
A
CONSOLE (REF.)
CONSOLE (REF.)
B
B
COMPLEMENT
COMPLEMENT
C
CONSOLE (REF.)
RH COMPLEMENT
TYPICAL
TYPICAL
C
C
CONSOLE (REF.)
RH LATERAL
FLASHLIGHT
FLASHLIGHT
There are flashlights on the LH (Left-Hand) lateral console (intended for the There are flashlights on the LH (Left-Han
pilot) and on the RH (Right-Hand) lateral console (intended for the copilot). pilot) and on the RH (Right-Hand) lateral
Each flashlight is placed on specific cradle on the LH and RH lateral con- Each flashlight is placed on specific cra
soles. Two AA batteries provide power to the flashlight during main service soles. Two AA batteries provide power t
conditions. To use the flashlight, you must disengage it from its cradle and conditions. To use the flashlight, you mu
turn it on. After use, return the flashlight to its cradle. turn it on. After use, return the flashlight t
16-4 Phenom 100 16-4

Emergency Equipment
Portable Fire Extinguishing System Portable Fire Extinguish

The portable fire extinguishing system provides the flight crew with means to The portable fire extinguishing syste
control localized fire. control localized fire.
The portable fire extinguishing system is composed of portable fire extin- The portable fire extinguishing syst
guisher attached to the aircraft by means of quick release brackets. guisher attached to the aircraft by me
The lightweight fire extinguisher installed in the cockpit area is charged with The lightweight fire extinguisher inst
Halon 1211/1301 blend which is highly effective against fires Class B and C, Halon 1211/1301 blend which is high
and has low toxicity characteristics. and has low toxicity characteristics.
The operation of the portable fire extinguisher is as follows: The operation of the portable fire ext
 Hold the bottle upright  Hold the bottle upright

Remove the safety pin 
Remove the safety pin
 Direct the nozzle toward the base of the fire  Direct the nozzle toward the base
 Press the activating lever  Press the activating lever
 Sweep side to side  Sweep side to side
BRACKET
CLAMP
PORTABLE FIRE
EXTINGUISHER
SDS2432262400P043R

Emergency Locator Transmitter System Emergency Locator Transm

The function of the ELT (Emergency Locator Transmitter) system is to make The function of the ELT (Emergency Loc
the aircraft search and rescue operations easier, facilitating aircraft location. the aircraft search and rescue operations
The ELT provides automatic transmission of the standard swept tone and The ELT provides automatic transmissio
encoded digital message sent to a satellite of the COSPAS (Cosmicheskaya encoded digital message sent to a satelli
Sistyema Poiska Avariynich Sudov)-SARSAT (Search and Rescue Satellite Sistyema Poiska Avariynich Sudov)-SAR
Aided Tracking) system in the event of a crash. The ELT transmits signals Aided Tracking) system in the event of
through emergency frequencies of 243.0 MHz and 406.025 MHz. through emergency frequencies of 243.0
The COSPAS-SARSAT uses distress beacons fitted on mobiles and a con- The COSPAS-SARSAT uses distress be
stellation of LEO (Low-Earth Orbiting) and GEO (Geosynchronous Earth stellation of LEO (Low-Earth Orbiting)
Orbiting) satellites which relay the 243.0 MHz signals and process the Orbiting) satellites which relay the 243
406.025 MHz signal to ground stations called LUT (Local User Terminal) 406.025 MHz signal to ground stations
where the beacon positions are determined with a precision of approximately where the beacon positions are determin
20 km (10 nmi) with 243.0 MHz signals and less than 4 km (2 nmi) with 20 km (10 nmi) with 243.0 MHz signals
406.025 MHz signals. 406.025 MHz signals.
The 406.025 MHz frequency is used by the COSPAS-SARSAT satellites for The 406.025 MHz frequency is used by
precise pinpointing and identification of the aircraft in distress. The difference precise pinpointing and identification of th
with the 243.0 MHz is that the 406.025 MHz transmission carries digital data with the 243.0 MHz is that the 406.025 M
which enable the identification of the aircraft in distress that facilitate SAR which enable the identification of the ai
operation (type of the aircraft, number of passengers, type of emergency). operation (type of the aircraft, number of
16-6 Phenom 100 16-6

Phenom 100
L.U.T.
GEOSAR LOCAL USER TERMINAL
SATELLITE M.C.C.
MISSION CONTROL CENTER
LEOSAR
SATELLITE
406.025 MHz
A.C.C.
AIR CONTROL
Emergency Locator Transmitter System
243.0 MHz CENTER

CRASHED
AIRCRAFT
R.C.C. RESCUE
COORDINATION CENTER
April 2009
16-7
Emergency Equipment
Phenom 100
L.U.T.
GEOSAR LOCAL USER TERMINAL
SATELLITE M.C.C.
MISSION CONTROL CENTER
LEOSAR
SATELLITE
406.025 MHz
Developed for
Emergency Locator Transmitter Sy
Emergency Locator Transmitter System - Interfaces Emergency Locator Transmitter System
ELT ANTENNA ELT ANTENNA
ELT
MOUNTING
FUEL FUEL
TRAY
FUEL PUSHER
CUTOUT FUEL PUSHER
CUT
PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PUMP 2 CUTOUT
ON ON ON ON
AUTO AUTO AUTO AUTO

OFF OFF OFF OFF
PAX SIGNS ELT HYD PUMP PAX SIGNS ELT HYD PUMP
AUTO AUTO
OFF ON OFF O
PED-BELTS/OFF ON PED-BELTS/OFF ON
BELTS/ON ARMED BELTS/ON ARMED
OFF/ON TEST/RESET OFF/ON TEST/RESET
ELT REMOTE CONTROL PANEL ELT REMOTE CONTROL PAN
The ARM/OFF/ON switch has the functions that follow: The ARM/OFF/ON switch has the functio
Position Description Position De
The transmitter starts its operation remotely if the ARM/OFF/ The transmitter starts its o
ON ON
ON switch of the ELT front panel is set to ARM. ON switch of the ELT front
ARMED The unit is OFF. No part of the ELT is energized. ARMED The unit is OFF. No part of
If the ARM/OFF/ON switch of the ELT front panel is set to If the ARM/OFF/ON switc
ARM, the TEST/RST position of the ON/ARMED/TEST/RST ARM, the TEST/RST posi
switch enables the modes that follow: switch enables the modes
TEST/ TEST/
 Self-test mode that is a temporary mode (maximum dura-  Self-test mode that is a
RESET RESET
tion of 5 seconds). tion of 5 seconds).
 Reset mode used to stop the ELT transmission in case of  Reset mode used to sto
unintentional activation. unintentional activation.
Note: Regulations state that no transmission must be interrupted unless every Note: Regulations state that no transmis
means are used to contact and inform the ATC (Air Traffic Control) of this action. means are used to contact and inform the A
Note: As 406.025 MHz transmission is effective 50 seconds after the ELT acti- Note: As 406.025 MHz transmission is ef
vation, if it is reset within this delay, no further radio contact will be necessary. vation, if it is reset within this delay, no furt
16-8 Phenom 100 16-8

Emergency Equipment
The red LED gives an indication on the working mode of the beacon: The red LED gives an indication on t
 After the self-test: a series of short flashes indicate that the self-test failed  After the self-test: a series of shor
 One long flash indicates a correct self-test  One long flash indicates a correct

In operating mode: periodic flashes during 121.5/ 243.0 MHz transmission 
In operating mode: periodic flashe
 Long flash during 406.025 MHz transmission  Long flash during 406.025 MHz tr
Emergency Locator Transmitter System Emergency Locator Transmitter Sy
RED LED RED LED
BNC CONNECTOR BNC CONNECTOR

ARM/ OFF/ ON SWITCH A
DIN 12 CONNECTOR
Ant Arm Off On RC Ant Arm Off On RC
Battery Battery
The transmitter battery expires 6 years after manufacturing. If no activation of The transmitter battery expires 6 yea
the ELT occurs during the battery lifetime, it shall be replaced every 6 years the ELT occurs during the battery lif
or according to the recommendations of the local authority. or according to the recommendations
None None

None None

16-10 Phenom 100 16-10

Fire Protection
Upon setting BOTTLE switch to the DISCH position: Upon setting BOTTLE switch to the D
 Extinguishing agent can be released to the respective engine selected by  Extinguishing agent can be relea
the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton. the fire ENG 1 SHUTOFF or ENG
 The message ENG FIREX BTL DISCH comes into view on the CAS window.  The message ENG FIREX BTL DI
When the overheat / fire condition is extinguished, the FIRE message goes When the overheat / fire condition is
out of view on the ITT field from EICAS, the related engine fire shutoff push- out of view on the ITT field from EIC
button red light goes off and the aural warning FIRE is cancelled. button red light goes off and the aura
None None
The fire extinguishing bottle for LH (Left- Th
Hand) engine pressure is below minimum, Han
E1 FIREX FAIL E1 FIREX FAIL
cartridge is already shot or there is no c
power available for shot.
The fire extinguishing bottle for RH (Right- The
Hand) engine pressure is below minimum, Han
E2 FIREX FAIL E2 FIREX FAIL
cartridge is already shot or there is no c
Caution power available for shot. Caution
The fire detection sensor for LH (Left-Hand) The

ENGINE 1 FIRE ENGINE 1 FIRE
engine is unable to detect fire / overheat en
DET FAIL DET FAIL
conditions
The fire detection sensor for RH (Right- Th
ENGINE 2 FIRE ENGINE 2 FIRE
Hand) engine is unable to detect fire / over- Han
DET FAIL DET FAIL
heat conditions
ENG FIREX ENG FIREX
Advisory The bottle has been discharged. Advisory
DISCH DISCH

17-10 Phenom 100 17-10

Fire Protection
Fire Protection Fire Protection

General General
The function of the fire protection system is to monitor the aircraft for fire and The function of the fire protection sys
overheat conditions. It provides both an aural and visual alert to the pilot overheat conditions. It provides bot
when these conditions occur. A fire extinguishing system is available to per- when these conditions occur. A fire
mit the discharge of a fire extinguishing agent into the selected engine when mit the discharge of a fire extinguish
initiated by the pilot. initiated by the pilot.
When the engine fire detector senses a fire / overheat condition, the system When the engine fire detector sense
alerts the crew by means of a FIRE message in the respective engine Inter- alerts the crew by means of a FIRE
stage Turbine Temperature (ITT) gauge located on the Engine Indicating Sys- stage Turbine Temperature (ITT) gau
tem of the Multi-functional Display (MFD). A red light in the engine shutoff tem of the Multi-functional Display (
push button also illuminates as well as an aural “Fire, Fire” message and an push button also illuminates as well
ENG 1 FIRE or ENG 2 FIRE CAS Message. The fire message in the ITT ENG 1 FIRE or ENG 2 FIRE CAS
gauge and the light in the shutoff pushbutton will stay illuminated until the fire gauge and the light in the shutoff pus
condition no longer exists. The aural warning is cancelled by acknowledge- condition no longer exists. The aura
ment of the ENG 1/ENG 2 FIRE CAS message. Any system malfunctions will ment of the ENG 1/ENG 2 FIRE CAS
be annunciated on the Primary Flight Display (PFD) Crew Alerting System be annunciated on the Primary Flig
(CAS) message window. (CAS) message window.

Engine Fire / Overheat Detection System Engine Fire / Overheat Detection S

The engine fire detection system has one single loop-type fire detector for each The engine fire detection system has one
engine. The fire detector loop is installed on the mid cowl compartment. The engine. The fire detector loop is installed
detector sensor tube is installed along the mid cowl compartment, close to the detector sensor tube is installed along the
main flammable fluid components, covering both left and right sides of the main flammable fluid components, cover
engine. engine.
ENGINE FIRE
DETECTOR LOOP
The system is able to detect either overheat (average temperature) or fire The system is able to detect either ove
(discrete air temperature). When the engine fire detector senses a fire / over- (discrete air temperature). When the eng
heat condition for an engine, a signal is sent to the GEA (Garmin Engine Air- heat condition for an engine, a signal is s
frame unit) and to the engine shutoff pushbutton in the ENG FIRE frame unit) and to the engine shuto
EXTINGUISHER control panel. EXTINGUISHER control panel.
Each engine fire detector is electrically connected to the Emergency Bus and Each engine fire detector is electrically co
supplies power to: supplies power to:
– Warning indication by means of a red light on the engine shutoff – Warning indication by means of a r
pushbutton. pushbutton.
– Warning indication by means of a red FIRE message in the ITT (Inter- – Warning indication by means of a r
stage Turbine Temperature) field on the EICAS (Engine Indication stage Turbine Temperature) field
Crew Alert System). Crew Alert System).
– Voice message: “FIRE, FIRE” – Voice message: “FIRE, FIRE”
– CAS message: ENG 1/2 FIRE – CAS message: ENG 1/2 FIRE
Fire Test Fire Test
A FIRE button on the TEST control panel is used to check of the integrity of the A FIRE button on the TEST control panel i
detection system; when it is pressed, a fire condition on the engines is simu- detection system; when it is pressed, a fi
lated, and the fire alarms are activated; red light in the shutoff pushbutton lated, and the fire alarms are activated;
lamps, FIRE message in the ITT field on the EICAS, voice message “Fire, lamps, FIRE message in the ITT field o
FIre,” and ENG 1 / ENG 2 CAS Message. FIre,” and ENG 1 / ENG 2 CAS Message.
17-2 Phenom 100 17-2

Fire Protection

Fire Detector Fire Detector

The engine fire protection system is based on pneumatic pressure caused by The engine fire protection system is base
fire or overheating. The detector is an electromechanical device factory cali- fire or overheating. The detector is an el
brated, hermetically sealed, thermal sensitive, and pneumatically actuated. brated, hermetically sealed, thermal sens
The pneumatic sensing element is charged with helium (inert gas), for gen- The pneumatic sensing element is charg
eral overheat detection. It also contains hydrogen (active gas) as a charged eral overheat detection. It also contains
core material, for extreme localized heat detection. core material, for extreme localized heat
If fire is detected: If fire is detected:
 The fire detector sends a signal to the GEA (Garmin Engine and Airframe  The fire detector sends a signal to the
Interface) that communicates with the GIA (Garmin Integrated Avionics Interface) that communicates with the
unit). unit).
 The fire detector also sends a signal to the control panel to cause the  The fire detector also sends a signal t
respective engine shutoff pushbutton to illuminate. respective engine shutoff pushbutton
 The GIA provides a FIRE inscription in the ITT field on the EICAS and a  The GIA provides a FIRE inscription i
voice message “FIRE, FIRE voice message “FIRE, FIRE
 CAS Message: ENG 1/2 FIRE.  CAS Message: ENG 1/2 FIRE.
Note: The engine shutoff pushbutton stays lit as long as the fire condition Note: The engine shutoff pushbutton s
persists. persists.
A single loop fire detector is installed around each engine and its integrity is A single loop fire detector is installed aro
continuously monitored. In case of failure of the power supply, bottle pres- continuously monitored. In case of failur
sure, cartridges or associated harnesses, fail messages will be displayed on sure, cartridges or associated harnesses
the CAS (Crew Alerting System) window and the EICAS. The detector sys- the CAS (Crew Alerting System) window
tem is powered by the EMERGENCY Bus. The Fire Exstinquishing system is tem is powered by the EMERGENCY Bus
powered by HOT BAT Bus 1 and HOT BAT Bus 2. powered by HOT BAT Bus 1 and HOT BA
17-4 Phenom 100 17-4

July 2010 Rev. 1 Developed for Training Purposes July 2010 Rev. 1 Developed for Trai
Fire Protection
Fire Extinguishing Fire Extinguishing

The engine fire extinguishing system has the function of discharging fire The engine fire extinguishing syste
extinguishing agent in either engine compartments upon actuation of the extinguishing agent in either engin
BOTTLE switch installed on the FIRE control panel in the cockpit. BOTTLE switch installed on the FIRE
The engine fire extinguishing system is basically composed of a single fixed The engine fire extinguishing system
bottle that may be discharged in either LH (Left Hand) or RH (Right Hand) bottle that may be discharged in eit
engine by the related tubing to extinguish fire. engine by the related tubing to exting
The bottle assembly is installed in the rear fuselage and is composed of a The bottle assembly is installed in t
container, two discharge outlets, two rupture disc assemblies, two electroex- container, two discharge outlets, two
plosive cartridges, one fill fitting assembly and one TCPS (Temperature Com- plosive cartridges, one fill fitting asse
pensated Pressure Switch). pensated Pressure Switch).
Each discharge outlet has an explosive cartridge activated by the crew from Each discharge outlet has an explos
the cockpit by means of the FIRE control panel. The fill fitting assembly works the cockpit by means of the FIRE con
as a primary safety relief and the rupture disk assembly as a secondary as a primary safety relief and the
safety relief for overpressure. The TCPS is responsible for monitoring the safety relief for overpressure. The
extinguishing agent for correct pressure. extinguishing agent for correct press
Engine Fire Extinguishing System Engine Fire Extinguishing Syst
The engine fire extinguishing system is capable of discharging extinguishing The engine fire extinguishing system
agent (Halon 1301) in either engine through the fire extinguishing bottle agent (Halon 1301) in either engin
installed in the aircraft rear fuselage. installed in the aircraft rear fuselage.
Commands for the engine fire extinguishing discharges are provided through Commands for the engine fire exting
the BOTTLE switch located on the FIRE control panel. A control unit continu- the BOTTLE switch located on the F
ously monitors the readiness of the engine fire extinguishing system. If the ously monitors the readiness of the
system fails, a caution indication in yellow is provided on the CAS (Crew system fails, a caution indication in
Alerting System) window. Alerting System) window.

Engine Fire Shutoff Buttons and Extinguishing Switch Engine Fire Shutoff Buttons and Extin
The FIRE control panel comprises one shutoff pushbutton for each engine The FIRE control panel comprises one
(ENG 1 SHUTOFF and ENG 2 SHUTOFF) and a fire extinguishing switch (ENG 1 SHUTOFF and ENG 2 SHUTO
(BOTTLE). Pressing either engine shutoff pushbutton on the FIRE control (BOTTLE). Pressing either engine shuto
panel enables the BOTTLE switch. If the engine fire condition does not disap- panel enables the BOTTLE switch. If the
pear, extinguishing agent can be discharged on the respective engine pear, extinguishing agent can be disc
selected through the engine shutoff pushbutton upon actuation of the BOT- selected through the engine shutoff push
TLE switch. The shutoff pushbuttons are protected by a guard. TLE switch. The shutoff pushbuttons are
FIRE TRIM FIRE

SHUTOFF 1 SHUTOFF 2 YAW SHUTOFF 1 SHUT
BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP ENG START / STOP

RUN RUN RUN R
STOP START STOP START STOP START STOP
PITCH BKP
UP
DN
1 2 1
ENG IGNITION MODE ENG IGNITION
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
17-6 Phenom 100 17-6

Fire Protection
Engine Fire Extinguishing Bottle Engine Fire Extinguishing Bottle

The engine fire extinguishing bottle consists of the following components: a The engine fire extinguishing bottle
container two discharge outlets and related electroexplosive cartridges and container two discharge outlets and
rupture disc assemblies, a fill fitting assembly and a TCPS (Temperature rupture disc assemblies, a fill fitting
Compensated Pressure Switch). Compensated Pressure Switch).
The TCPS is responsible for monitoring the extinguishing agent for correct The TCPS is responsible for monito
pressure. The switch contact of the TCPS is normally open when the fire pressure. The switch contact of the
extinguisher is properly charged and closed when sufficient pressure loss has extinguisher is properly charged and
occurred. occurred.

If fire / overheat condition is detected in an engine compartment, the mes- If fire / overheat condition is detected in
sage FIRE comes into view in the ITT (Interstage Turbine Temperature) field sage FIRE comes into view in the ITT (In
on the EICAS, the related engine fire shutoff pushbutton (ENG 1 SHUTOFF on the EICAS, the related engine fire sh
or ENG 2 SHUTOFF) red light comes on and the aural warning FIRE is or ENG 2 SHUTOFF) red light comes
heard. heard.
By pressing the ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton: By pressing the ENG 1 SHUTOFF or ENG
 The related PRSOV (Pressure Regulating and Shutoff Valve) and fuel  The related PRSOV (Pressure Regul
shutoff valve close, avoiding air bleeding and fuel flow in the fire zone. shutoff valve close, avoiding air bleed
 A white stripe will light on to indicate that the fire ENG 1 SHUTOFF or  A white stripe will light on to indicate t
ENG 2 SHUTOFF pushbutton was pressed. ENG 2 SHUTOFF pushbutton was pr
FIRE TRIM FIRE

SHUTOFF 1 SHUTOFF 2 YAW SHUTOFF 1 SHUTOFF 2
BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP

S ENG START / STOP
S
RUN RUN RUN RUN
PITCH BKP
UP
DN
1 2 1 2
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1 2
If fire / overheat condition persists in the engine compartment: If fire / overheat condition persists in the e
 The ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton red light remains  The ENG 1 SHUTOFF or ENG 2 SHU
on, the message FIRE in the ITT field on the EICAS continues and the on, the message FIRE in the ITT field
aural warning FIRE is still heard. aural warning FIRE is still heard.
17-8 Phenom 100 17-8

Flight Controls
Flight Controls Flight Controls

General General
The primary flight control system comprises the elevators, ailerons and rudder. The primary flight control system com
All primary controls operate mechanically and have a trim operation in all axis. All primary controls operate mechanic
The secondary system comprises flaps, operating electrically. The secondary system comprises flap
RH AILERON RH AILERON
RH FLAP RH FLAP
RH ELEVATOR
RH PITCH
TRIM TAB
LH PITCH
TRIM TAB
LH ELEVATOR
LH FLAP LH FLAP
RUDDER
ROLL ROLL
TRIM TAB YAW TRIM TAB
TRIM TAB
LH AILERON LH AILERON
Aileron Aileron
The left and right aileron surfaces are installed in the outboard rear spar of The left and right aileron surfaces a
the wings, and control the rolling (lateral) movements of the aircraft with the the wings, and control the rolling (la
actuation of the two control yokes or with the autopilot controls. actuation of the two control yokes or
Rotation of either aileron control yoke results in movement of the ailerons. Rotation of either aileron control yoke
Both aileron surfaces are statically and dynamically balanced.The left aileron Both aileron surfaces are statically a
has a trim tab surface attached to the inboard part of its trailing edge. has a trim tab surface attached to the
The aileron system uses two conventional control wheel assemblies in the The aileron system uses two conve
cockpit to command the aileron surfaces.The motion is transmitted by means cockpit to command the aileron surfa
of a rotary ball spline assembly, quadrants, torque tubes, cables and push- of a rotary ball spline assembly, qua
pull rods. When the Auto Pilot is engaged, aileron commands can also be pull rods. When the Auto Pilot is en
generated by the Auto Pilot Servo, which transmits commands directly to the generated by the Auto Pilot Servo, w
aileron Central Torque Tube. aileron Central Torque Tube.
During normal operation, rotation of either control yoke to the left or to the During normal operation, rotation of
right will make the aircraft roll. The cables transfer this control yoke displace- right will make the aircraft roll. The c
ment for rotation of the forward torque tube.The rotation of the forward torque ment for rotation of the forward torqu
tube is transmitted to the center torque tube via cables. At this point, the com- tube is transmitted to the center torqu
mand is split into two, LH (Left-Hand) and RH (Right-Hand) wing cable seg- mand is split into two, LH (Left-Hand

ments, which transmit the center torque tube movement to the wing torque ments, which transmit the center torque
tubes that actuate a rod moving the aileron surfaces. tubes that actuate a rod moving the ailero
Aileron - Surface Location Aileron - Surface Location
CONTROL CONTROL
YOKES YOKES
FWD FWD
TORQUE TORQUE
TUBE TUBE
WING WING
TORQUE TORQUE
TUBE TUBE
CENTER AUTO CE
A TORQUE PILOT A TO
TUBE SERVO TU
25°
A 0° A
15°
A-A
SDS2432271000P007
Aileron Trim System Aileron Trim System

The function of the aileron trim subsystem is to allow the pilot or copilot to The function of the aileron trim subsyste
make trim adjustments on the lateral axis. make trim adjustments on the lateral axis
ROLL TRIM TAB ROLL TRIM TAB
SDS2432271400P023 SDS2432271400P023
The roll trim tab is located on the left wing and provides trimming capability of The roll trim tab is located on the left wing
the roll axis. the roll axis.
The pilot sets the roll trim switch in order to relieve the forces on the control The pilot sets the roll trim switch in order
yoke. The tab is commanded by the TAS (Trim Actuation System). yoke. The tab is commanded by the TAS
18-2 Phenom 100 18-2

Flight Controls
The roll trim commands are performed only through the trim panel on the cen- The roll trim commands are performe
tral pedestal (no switches on the control yokes). Pilot commands on the roll tral pedestal (no switches on the co
trim switch are directly transmitted to Trim Actuator Controller TAC1, which trim switch are directly transmitted t
operates the actuator attached to the left aileron trim tab. operates the actuator attached to the
TRIM TRIM
YAW YAW
LEFT RIGHT LEFT RIGHT
ROLL ROLL
LWD RWD ROLL TRIM SWITCH LWD RWD
PITCH BKP PITCH BKP

UP UP
DN DN
MODE MODE
BKP BKP
OFF OFF
SDS2432271400P030R

PILOT PITCH COPILOT PITCH
18-4
TRIM SWITCH TRIM SWITCH
PWR (28 VDC), EMERG BUS
April 2009
GIA DISPLAYS
PWR (28 VDC), DC BUS 2
T R A I N I N G
BACKUP PITCH TRIM SWITCH
ROLL TRIM SWITCH YAW TRIM SWITCH
PWR (28 VDC), DC BUS 1 PWR (28 VDC), DC BUS 1

S E R V I C E S
TAC 1 TAC 2
Aileron Trim System - Components

ROLL TRIM LH PITCH TRIM RH PITCH TRIM YAW TRIM
ACTUATOR ACTUATOR ACTUATOR ACTUATOR
FLEX SHAFT
AILERON TRIM LH ELEVATOR RH ELEVATOR RUDDER TRIM

TAB PANEL TRIM TAB PANEL TRIM TAB PANEL TAB PANEL
Phenom 100
PILOT PITCH COPILOT PITCH

18-4
TRIM SWITCH TRIM SWITCH

April 2009
GIA DISPLAYS
T R A I N I N G
ROLL TRIM SWITCH YAW TRIM SWITCH
PWR (28 VDC), DC BUS 1 PWR (28 VDC), DC BUS 1

S E R V I C E S
TAC 1 TAC 2
Developed for Train
Aileron Trim System - Components
Flight Controls
The roll trim subsystem is based on a single mode of operation which does The roll trim subsystem is based on
not interface with the Automatic Flight Control System (AFCS). The roll trim not interface with the Automatic Flig
command is performed only through the trim panel on the central pedestal command is performed only through
(no switches on the control yokes). (no switches on the control yokes).
In case of failure of the roll trim, no alternative modes exist. The pilot will not In case of failure of the roll trim, no a
be able to trim the aircraft in the roll axis and will have to sustain residual be able to trim the aircraft in the ro
forces as required. forces as required.
The position of the roll trim actuator is independently transmitted to Avionics The position of the roll trim actuator
by the TAC for indication purposes. Fault status is also transmitted to by the TAC for indication purpose
avionics to allow maintenance personnel to identify a failed LRU (Line avionics to allow maintenance per
Replaceable Unit). Replaceable Unit).
To mitigate spontaneous movement of any trim surface beyond safe limits, To mitigate spontaneous movement
the TAC imposes a 3 second authority limit to every trim command, the TAC imposes a 3 second a
independently of how long the trim switch is held depressed. independently of how long the trim sw
If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, If the QD (Quick Disconnect) switch
or yaw) is interrupted. or yaw) is interrupted.
Rudder Rudder
The rudder control system supplies yaw axis control for the aircraft with a The rudder control system supplies
conventional rudder surface, attached to the rear spar of the vertical empen- conventional rudder surface, attache
nage. The rudder surface is statically and dynamically balanced and has a nage. The rudder surface is statical
tab surface attached to the spar of the rudder bottom trailing edge. tab surface attached to the spar of th
The Rudder Control System uses two conventional control pedal assemblies The Rudder Control System uses tw
to command motion to the rudder surface.The motion is transmitted by to command motion to the rudder
means of bellcranks, push-pull rods, torque tubes and cables. means of bellcranks, push-pull rods,
When the auto pilot is engaged, rudder commands can also be generated by When the auto pilot is engaged, rudd
the auto pilot servo, which transmits commands directly to the rudder central the auto pilot servo, which transmits
rear torque tube. rear torque tube.

Developed for Train
CABLE
CIRCUIT
Rudder System Schematic
B
S E R V I C E S
RUDDER
T R A I N I N G
April 2009
BOTTOM REAR
CABLE CIRCUIT SURFACE
BULKHEAD TORQUE
TUBE
18-6
Phenom 100
COCKPIT
CONTROLS
PRESSURE TOP REAR
BULKHEAD CABLE CIRCUIT
PEDAL BULKHEAD

ASSEMBLY
CABLE
CIRCUIT
Rudder System Schematic
B
S E R V I C E S
RUDDER
T R A I N I N G
April 2009
BOTTOM REAR
CABLE CIRCUIT SURFACE
BULKHEAD TORQUE
TUBE
18-6
Flight Controls
The rudder control pedal assemblies are also used to command aircraft The rudder control pedal assembli
brakes and nose wheel steering. brakes and nose wheel steering.
During normal operation, the pilot or co-pilot commands the rudder pedals During normal operation, the pilot o
forward and rearward to achieve the desired yaw rate of the aircraft. forward and rearward to achieve the
 When the LEFT pedal (pilot or co-pilot station) is commanded to full for-  When the LEFT pedal (pilot or co-
ward direction (−14.90°) and the right pedal is commanded to full rearward ward direction (−14.90°) and the r
direction (+13.74°), the rudder surface moves left (+30°). direction (+13.74°), the rudder sur
 When the RIGHT pedal (pilot or co-pilot station) is commanded to full for-  When the RIGHT pedal (pilot or c
ward direction (−14.90°) and the left pedal is commanded to full rearward ward direction (−14.90°) and the l
direction (+13.74°), the rudder surface moves right (−30°). direction (+13.74°), the rudder sur
The rudder pedals have four points of adjustment in order to suit short and tall The rudder pedals have four points o
pilots.The adjustment is done through a lever.When the lever is released, the pilots.The adjustment is done throug
spring cartridge pushes a pin, which in turn locks the vertical arm to the bell- spring cartridge pushes a pin, which
crank. Pilot and copilot control pedals can be independently adjusted. crank. Pilot and copilot control pedal
When the autopilot is engaged, the rudder servo takes the place of the pilot When the autopilot is engaged, the
inputs in response to AFCS (Automatic Flight Control System) commands. inputs in response to AFCS (Autom
The autopilot servo is connected to the rear torque tube assembly and pro- The autopilot servo is connected to
vides inputs to the system at this point. vides inputs to the system at this poi
TORSION SPRING
BELLCRANK VERTICAL ARM BELLCRANK
ADJUSTMENT LEVER A

Pedal Adjustment Lever Pedal Adjustment Lever
Yaw Trim System Yaw Trim System

The function of the yaw trim subsystem is to allow the pilot or copilot to make The function of the yaw trim subsystem is
trim adjustments on the yaw axis. trim adjustments on the yaw axis.
YAW TRIM SURFACE
The pilot commands the yaw trim switch in order to relieve the forces on the The pilot commands the yaw trim switch
control pedal. The tab is commanded by the TAS (Trim Actuation System). control pedal. The tab is commanded by
The yaw trim subsystem is similar to the pitch trim subsystem except that it is The yaw trim subsystem is similar to the p
based on a single mode of operation and does not interface with the AFCS based on a single mode of operation an
(Automatic Flight Control System). (Automatic Flight Control System).
The yaw trim control is performed only through the trim panel on the cen- The yaw trim control is performed only
tral pedestal. Pilot commands on the yaw trim switch are directly trans- tral pedestal. Pilot commands on the y
18-8 Phenom 100 18-8

Flight Controls
mitted to TAC (Trim Actuator Controller), which operates the actuator that mitted to TAC (Trim Actuator Contr
drives the rudder trim tab. drives the rudder trim tab.
TRIM TRIM
YAW YAW
LEFT RIGHT LEFT RI

YAW TRIM SWITCH
ROLL ROLL
LWD RWD LWD R
PITCH BKP PITCH BKP

UP UP
DN DN
MODE MODE
BKP BKP
OFF OFF

Rudder Trim System - Components Rudder Trim System - Components


RUDDER TRIM

TAB PANEL
YAW TRIM SWITCH
YAW TRIM SWITCH

ACTUATOR
YAW TRIM
TAC 2
TAC 2
TRIM TAB PANEL
RH ELEVATOR
COPILOT PITCH
COPILOT PITCH
TRIM SWITCH
TRIM SWITCH
RH PITCH TRIM
ACTUATOR
FLEX SHAFT
AVIONICS
AVIONICS
TRIM SWITCH
TRIM SWITCH
PILOT PITCH
PILOT PITCH
TRIM TAB PANEL
LH ELEVATOR
TAC 1
TAC 1
LH PITCH TRIM
ACTUATOR

ROLL TRIM SWITCH
ROLL TRIM SWITCH


AILERON TRIM
TAB PANEL
ACTUATOR
ROLL TRIM
Pilot commands on the yaw trim switch are directly transmitted to TAC2, Pilot commands on the yaw trim switch
which operates the actuator that drives the rudder trim tab. which operates the actuator that drives th
In case of failure of yaw trim, no alternative modes exist. The pilot will not be In case of failure of yaw trim, no alternati
able to trim the aircraft in this axis and will have to sustain residual forces as able to trim the aircraft in this axis and w
required. required.
18-10 Phenom 100 18-10

Flight Controls
DC power is supplied to the TAC2 yaw channel by individual circuit breakers DC power is supplied to the TAC2 ya
ending up in independent control and motor power inputs. In both cases air- ending up in independent control an
craft DC Bus 1 is the power source. craft DC Bus 1 is the power source.
In the same way as the aileron trim system, the position of the yaw trim actu- In the same way as the aileron trim s
ators is independently transmitted to Avionics by the TAC for indication pur- ators is independently transmitted to
poses. poses.
Fault status is also transmitted to avionics to allow maintenance personnel to Fault status is also transmitted to avi
identify failed LRU (Line Replaceable Unit). Yaw actuator operates at a fixed identify failed LRU (Line Replaceabl
rate (not as a function of the airspeed). rate (not as a function of the airspeed
To mitigate spontaneous or commanded movement of any trim surface To mitigate spontaneous or comm
beyond safe limits, the TAC imposes a 3 second authority limit to every trim beyond safe limits, the TAC imposes
command, independently of how long the trim switch is activated. Once the command, independently of how lon
authority limiter interrupts the trim command, a new trim command can be authority limiter interrupts the trim c
readily executed right after the trim switch is released and depressed again. readily executed right after the trim s
If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll, If the QD (Quick Disconnect) switch
or yaw) is interrupted. If the switch is released, all trimming system back to or yaw) is interrupted. If the switch
the normal operation. the normal operation.
RUDDER RUDDER
SURFACE (REF.) SURFACE (REF.)
YAW YAW
TRIM TAB TRIM TAB
SURFACE (REF.) SURFACE (REF
SDS2432272400P059R SDS2432272400P059R

Elevator Elevator
The elevator system is responsible for longitudinal control (pitch attitude) of The elevator system is responsible for lo
the aircraft. the aircraft.
The longitudinal control system consists of a pair of conventional elevator The longitudinal control system consists
surfaces attached to the rear spar of the horizontal empennage. surfaces attached to the rear spar of the h
The elevator system uses two conventional control wheel assemblies in the The elevator system uses two conventio
cockpit to command motion to the pair of elevator surfaces. The motion is cockpit to command motion to the pair
transmitted via shaft, special joint, bellcranks, push-pull rods, torque tubes transmitted via shaft, special joint, bellc
and cables. and cables.
RIGHT ELEVATOR LEFT ELEVATOR RIGHT ELEVATOR

SURFACE SURFACE SURFACE
SDS2432273000P063R
During normal operation, the pilot or co-pilot commands the control yoke for- During normal operation, the pilot or co-p
ward or rearward to achieve the desired pitch rate of the aircraft. ward or rearward to achieve the desired p
The linear movement of control yoke is transmitted to rotational movement of The linear movement of control yoke is tr
the interconnection torque tube. The rotational movement is transferred to the interconnection torque tube. The rot
cables by means of two quadrants installed on the interconnection torque cables by means of two quadrants insta
tubes. tubes.
The elevator cables run under the cockpit floor, the cabin floor and the baggage The elevator cables run under the cockpit
compartment floor to transmit the commands from the interconnection torque compartment floor to transmit the comma
tube in the cockpit to the rear torque tube in the rear fuselage. tube in the cockpit to the rear torque tube
The elevator auto pilot servo mechanism is installed on the rear fuselage and The elevator auto pilot servo mechanism
transmits the auto pilot commands by means of cables to the rear torque tube. transmits the auto pilot commands by mea
The two elevator surfaces are independent, installed in the horizontal empen- The two elevator surfaces are independe
nage trailing edge and are pivoted at two hinge points. nage trailing edge and are pivoted at two
The elevator surfaces deflection are limited by the primary stops as follows: The elevator surfaces deflection are limite

-27 ° ± 1 up 
-27 ° ± 1 up
 +19 ° ± 1 down  +19 ° ± 1 down
18-12 Phenom 100 18-12

Flight Controls
Elevator Mechanism - General Description Elevator Mechanism - General
CABLES ALONG CABLES ALONG

THE TRAILING ELEVATOR THE TRAILING
EDGE OF THE SURFACE EDGE OF THE
VERTICAL VERTICAL
EMPENNAGE EMPENNAGE
B B
AUTO PILOT REAR AUTO PILOT REAR

PILOT PILOT
SERVO TORQUE ROTARY BALL SERVO TORQUE
CONTROL SECONDARY CONTROL
TUBE SPLINE BEARINGS SPECIAL TUBE
YOKE STOPS YOKE
JOINT
ELEVATOR CABLES RUNS INTERCONNECTION ELEVATOR CABLES RUNS

UNDER THE BAGGAGE TORQUE TUBE UNDER THE BAGGAGE
COMPARTMENT FLOOR COMPARTMENT FLOOR
INTERCONNECTION INTERCON
BELLCRANK BE
CENTER
SPRING
COPILOT
CONTROL
YOKE
STICK PUSHER
ACTUATOR (REF.)
Elevator Mechanism - Components Elevator Mechanism - Compon

HINGE
ELEVATOR
SURFACE
HINGE
HINGE SDS2432273100P077R HINGE

Pitch Trim System Pitch Trim System

The pitch trim system is commanded by the Trim Actuation System (TAS The pitch trim system is commanded b
(Trim Actuation System) to perform the following functions: (Trim Actuation System) to perform the fo
 Manual Trim  Manual Trim
When flying manually, the pilot commands the trim switches in order to When flying manually, the pilot comma
alleviate the forces in the control yoke. alleviate the forces in the control yoke

Auto Trim 
Auto Trim
When the AP (Automatic Pilot) is engaged, the TAS receives commands When the AP (Automatic Pilot) is enga
from the AFCS (Automatic Flight Control System) in order to alleviate the from the AFCS (Automatic Flight Cont
forces on the AP pitch servo. forces on the AP pitch servo.
Elevator Trim System Elevator Trim System
PITCH TRIM SURFACES PITCH TRIM SURFACES
SDS2432273400P085 SDS2432273400P085
The pitch trim subsystem is based on two redundant operation modes: Nor- The pitch trim subsystem is based on tw
mal and Backup. mal and Backup.
When operating in Normal Mode, manual trim is commanded by pilot or copi- When operating in Normal Mode, manua
lot through the switches on control yoke. Switches signal are then processed lot through the switches on control yoke.
by the avionics and sent to the TAC (Trim Actuator Controller) 1 which oper- by the avionics and sent to the TAC (Trim
ates the actuator attached to the left elevator trim tab. The pitch trim system ates the actuator attached to the left elev
comprises a master and slave configuration so that when the LH (Left Hand) comprises a master and slave configurat
actuator is operating it also back drives the actuator attached to the RH (Right actuator is operating it also back drives th
Hand) elevator trim tab through an interconnecting flex shaft. Hand) elevator trim tab through an interco
In case of a failure of this command path – yoke switches, avionics, TAC 1 or In case of a failure of this command path
LH actuator – the pilot switches the system to Backup Mode in the pitch trim LH actuator – the pilot switches the syste
mode selection switch at the trim panel and commands the system only mode selection switch at the trim pane
through the backup trim switch. The command signals go directly to the TAC through the backup trim switch. The com
2 which operates the RH actuator. Originally set as slave, this actuator will 2 which operates the RH actuator. Origi
now operate as a master and will drive the LH actuator through the flex shaft. now operate as a master and will drive th
DC (Direct Current) power is supplied to each TAC channel through an indi- DC (Direct Current) power is supplied to
vidual circuit breaker so as to provide independent control and motor power vidual circuit breaker so as to provide ind
inputs. However pitch trim mode selection switch will remove the motor power inputs. However pitch trim mode selection
of the slave actuator to prevent a force fight condition with the master actua- of the slave actuator to prevent a force fi
tor. Which actuator (LH or RH) is master or slave depends on the selected tor. Which actuator (LH or RH) is maste
operating mode as described above. operating mode as described above.
18-14 Phenom 100 18-14

Flight Controls
Control power and motor power for the TAC 1 pitch channel (Normal, LH) is Control power and motor power for
provided through the aircraft DC Bus 2 while control power and motor power provided through the aircraft DC Bus
for the TAC 2 pitch channel (Backup, RH) is provided through the aircraft for the TAC 2 pitch channel (Backu
Emergency Bus. Emergency Bus.
When operating in Normal Mode, the TAS can also receive inputs from AFCS When operating in Normal Mode, the
coming from the avionics: the auto trim commands alleviate the forces on the coming from the avionics: the auto tr
pitch servo when the AP is engaged. Note that the backup mode does not pitch servo when the AP is engage
receive inputs from the avionics so that a failure of normal mode will result in receive inputs from the avionics so th
a loss of auto trim capability. Manual and auto trim commands are not distin- a loss of auto trim capability. Manual
guishable by the TAC. Therefore, the avionics logic follows the priority below: guishable by the TAC. Therefore, the
 Pilot Pitch Trim Switch – Priority 1  Pilot Pitch Trim Switch – Priority 1
 Copilot Pitch Trim Switch – Priority 2  Copilot Pitch Trim Switch – Priorit

Auto Trim – Priority 3 (they do not operate simultaneously). 
Auto Trim – Priority 3 (they do not
In the backup mode, only the backup pitch trim switch will send commands to In the backup mode, only the backup
the system. the system.
The position of both LH and RH pitch trim actuators are independently trans- The position of both LH and RH pitch
mitted to the avionics by the TACs for indication purposes. Fault status is also mitted to the avionics by the TACs fo
transmitted to the CAS (Crew Alerting System) message annunciation. transmitted to the CAS (Crew Alertin
A trim rate control discrete signal routed from the avionics to TAC 1 pitch A trim rate control discrete signal r
channel selects the normal mode operating trim rate to high or low as a func- channel selects the normal mode op
tion of airspeed. Comparatively, backup mode will operate only at a fixed tion of airspeed. Comparatively, ba
medium trim rate. medium trim rate.
To mitigate spontaneous movement of any trim surface beyond safe limits, To mitigate spontaneous movement
the TAC imposes a 3 seconds authority limit to every trim command, indepen- the TAC imposes a 3 seconds author
dently of how long the trim switch is held depressed. Once the authority lim- dently of how long the trim switch is
iter interrupts the trim command, a new trim command can be readily iter interrupts the trim command,
executed right after the trim switch is released and depressed again. executed right after the trim switch is
Both pilot and copilot control yoke present a QD (Quick Disconnect) switch Both pilot and copilot control yoke p
that when pressed interrupts any trim operation to mitigate runaways in case that when pressed interrupts any trim
the TAC 3 seconds timer fails. the TAC 3 seconds timer fails.
Indication and Alerting Indication and Alerting
The pitch trim scale is displayed as a doubled vertical path arranged in a mir- The pitch trim scale is displayed as a
ror configuration. The pitch trim scale also incorporates a green band to indi- ror configuration. The pitch trim scale
cate the allowable pitch trim position range for takeoff. cate the allowable pitch trim position
Two pointers displayed in a mirror configuration move synchronized along the Two pointers displayed in a mirror co
pitch trim scale according to the average of left and right pitch trim actuators pitch trim scale according to the ave
positions.The pointers move upwards for aircraft nose up trim (pitch up) and positions.The pointers move upward
downwards for aircraft nose down trim (pitch down). downwards for aircraft nose down tri
The boxed digital readout is located on the right side of the pitch trim scale The boxed digital readout is located
and is used to indicate a 2 digits integer index corresponding to the average and is used to indicate a 2 digits inte
of the left and the right pitch trim actuators positions. When pitch trim is taken of the left and the right pitch trim actu

to the lower scale limit (full pitch down) and to the upper scale limit (full pitch to the lower scale limit (full pitch down) a
up) the 2 digits integer index respectively indicates 0 and 100. up) the 2 digits integer index respectively
In case of a failure, resulting in asymmetric position indication between left In case of a failure, resulting in asymme
and right pitch trim actuators (e.g. a flex shaft failure), the left pointer is posi- and right pitch trim actuators (e.g. a flex
tioned according to the left pitch trim actuator position and the right pointer is tioned according to the left pitch trim actu
positioned according to the right pitch trim actuator position. This condition is positioned according to the right pitch trim
also followed by a “PTRIM DISCONNECT” CAS message. Additionally, both also followed by a “PTRIM DISCONNEC
pointers become filled in amber and the pitch trim digital readout index is pointers become filled in amber and the
replaced with 2 amber dashes. replaced with 2 amber dashes.
In case of loss or invalid pitch trim position from either LH or RH pitch trim In case of loss or invalid pitch trim posit
actuator, both pointers are removed from display and the pitch trim digital actuator, both pointers are removed fro
readout index is replaced with 2 amber dashes. readout index is replaced with 2 amber da
In case the pitch trim is not positioned inside the green band during takeoff In case the pitch trim is not positioned in
preparation, the avionics provide a “NO TAKEOFF: TRIM, NO TAKEOFF: preparation, the avionics provide a “NO
TRIM…” aural warning to alert the crew of the incorrect setting. The pointer TRIM…” aural warning to alert the crew
will change to red and the readout will become red in inverse video. will change to red and the readout will be
In case of a failure resulting in asymmetric position indication between left In case of a failure resulting in asymme
and right pitch trim actuators during takeoff preparation, the pitch trim indica- and right pitch trim actuators during takeo
18-16 Phenom 100 18-16

Flight Controls
tion is displayed with both pointers filled in red representing their individual tion is displayed with both pointers
position. Additionally, the pitch trim digital readout becomes red in inverse position. Additionally, the pitch trim
video with the 2 dashes displayed in white. video with the 2 dashes displayed in
This condition is always accompanied by the CAS message “NO TO CON- This condition is always accompanie
FIG” and an associated aural warning sounding “NO TAKEOFF: TRIM, NO FIG” and an associated aural warni
TAKEOFF: TRIM…” besides the “PTRIM DISCONNECT” CAS message. TAKEOFF: TRIM…” besides the “PT
In case of loss or invalid LH or RH pitch trim position during takeoff prepara- In case of loss or invalid LH or RH p
tion the pitch trim indication is maintained with removed pitch trim pointers, tion the pitch trim indication is main
but the digital readout becomes red in inverse video with the 2 dashes dis- but the digital readout becomes red
played in white. This condition is always accompanied by the CAS message played in white. This condition is alw
“NO TO CONFIG” and the aural warning “NO TAKEOFF: TRIM, NO TAKE- “NO TO CONFIG” and the aural wa
OFF: TRIM…”. OFF: TRIM…”.
CAS Indication CAS Indication
The CAS messages provided by the TAS are used to indicate pitch trim The CAS messages provided by th
failure conditions so that flight crew can perform the appropriate corrective failure conditions so that flight crew
actions. actions.
Elevator Trim System - CAS Messages Elevator Trim Sys
Pitch trim outside of the green band
Warning NO TO CONFIG Warning NO TO CONFIG
(allowable for takeoff).
PTRIM NML FAIL Pitch normal mode inoperative. PTRIM NML FAIL
Caution Caution
PTRIM BKP FAIL Pitch backup mode inoperative. PTRIM BKP FAIL
Miscompare of pitch trim actuators
PTRIM DISCONNECT PTRIM DISCONNECT
position.
Loss of command through pilot pitch
Advisory PTRIM SW1 FAIL Advisory PTRIM SW1 FAIL
trim switch.
Loss of command through co-pilot
PTRIM SW2 FAIL PTRIM SW2 FAIL
pitch trim switch.
Failures in the TAS affecting auto trim function will result in a “PTRIM NML Failures in the TAS affecting auto tr
FAIL” CAS message. FAIL” CAS message.
Whenever there is takeoff intent and the pitch trim tab surfaces are not appro- Whenever there is takeoff intent and
priately configured for takeoff, the avionics provide an aural warning sounding priately configured for takeoff, the av
“NO TAKEOFF: TRIM, NO TAKE OFF: TRIM…” that is triggered in associa- “NO TAKEOFF: TRIM, NO TAKE OF
tion with the “NO TO CONFIG” CAS message. tion with the “NO TO CONFIG” CAS
When operating in pitch trim normal mode, the avionics systems provide an When operating in pitch trim normal
aural warning sounding “TRIM, TRIM, TRIM…” so that casual control yoke aural warning sounding “TRIM, TRI
pitch trim switches mishandling can be corrected in time by the pilot or copi- pitch trim switches mishandling can

lot, prior to having a trim switch latched fault.Two possible trim switch mishan- lot, prior to having a trim switch latched fa
dling cases can result in either pilot or copilot trim switch invalid command: dling cases can result in either pilot or co
 Half of the switch is activated (generating an invalid trim command)  Half of the switch is activated (generat

Trim switch activated for longer than the 3 seconds trim command authority. 
Trim switch activated for longer than the
In case an invalid trim switch command persists for more than 1 second, the In case an invalid trim switch command p
aural warning “TRIM, TRIM, TRIM…” starts. If the invalid condition persists aural warning “TRIM, TRIM, TRIM…” sta
for more than 7 seconds, the aural warning stops and the CAS message for more than 7 seconds, the aural war
“PTRIM SW1 FAIL” or “PTRIM SW2 FAIL” is displayed, depending on which “PTRIM SW1 FAIL” or “PTRIM SW2 FAIL
pitch trim switch generates the invalid input. pitch trim switch generates the invalid inp
Note: Once a pitch trim switch has been declared failed, neither trim com- Note: Once a pitch trim switch has bee
mand nor aural warnings can be generated from operating that switch, mand nor aural warnings can be g
until the next aircraft power-up. until the next aircraft power-up.
The “TRIM, TRIM, TRIM…” aural warning is not available for pitch backup, The “TRIM, TRIM, TRIM…” aural warnin
roll or yaw trim subsystems. roll or yaw trim subsystems.
18-18 Phenom 100 18-18

Flight Controls
Pitch Trim System - General Description Pitch Trim System - General De

TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
TRIMS
ROLL PITCH UP
DN
20
SDS2432273400P091R
YAW MODE
BKP
OFF
ROLL TRIM ROLL TRIM ROLL TRIM

POINTER SCALE POINTER
ALLOWABLE
BAND FOR
TRIMS TAKEOFF TRIMS
ROLL PITCH ROLL
PITCH TRIM
DIGITAL
READOUT
20
YAW TRIM YAW YAW TRIM YAW
SCALE SCALE
YAW TRIM DOUBLE PITCH PITCH TRIM YAW TRIM DO

POINTER TRIM SCALE POINTER POINTER TR
EICAS TRIMS INDICATION SDS2432273400P095R

EICAS TRIM

MFD MFD
TRIM
ROLL PITCH
YAW 10
CAS TRIM INDICATION C
TRIM TRIM TRIM

ROLL PITCH ROLL PITCH ROLL PITCH
YAW 10 YAW 10 YAW 10
CAS INDICATION FOR INVALID ROLL CAS INDICATION FOR INVALID OR CAS INDICATION FOR INVALID ROLL C
TRIM POSITION LOSS YAW TRIM POSITION TRIM POSITION LO
TRIM TRIM TRIM

YAW YAW YAW
CAS INDICATION FOR ASYMMETRIC CAS INDICATION FOR INVALID PITCH CAS INDICATION FOR ASYMMETRIC C
PITCH TRIM POSITION TRIM POSITION PITCH TRIM POSITION TR
TRIM TRIM TRIM

YAW 10 YAW YAW 10
CAS INDICATION FOR AIRPLANE IN TAKEOFF CAS INDICATION FOR AIRPLANE IN TAKEOFF CAS INDICATION FOR AIRPLANE IN TAKEOFF C
CONFIGURATION WITH PITCH TRIM CONFIGURATION WITH ASYMMETRIC CONFIGURATION WITH PITCH TRIM C
POSITION OUTSIDE OF THE GREEN BAND PITCH TRIM POSITION POSITION OUTSIDE OF THE GREEN BAND P
EM500ENAOM140070D.DGN
18-20 Phenom 100 18-20

Flight Controls
Flaps Flaps
The EMB 500 aircraft has a fowler flap panel on each wing (2 panels total) for The EMB 500 aircraft has a fowler fla
lift augmentation. lift augmentation.
Panels are operated through the Flap Actuation System (FAS), which is a Panels are operated through the Fl
complete electromechanical system utilizing electronic synchronization tech- complete electromechanical system
nology to provide flap position control (there are no mechanical structures or nology to provide flap position contro
mechanical links between the left and right flap panels). mechanical links between the left an
A single actuator, Flap Linear Actuator (FLA), located on each flap panel pro- A single actuator, Flap Linear Actuat
vides the necessary force against the aerodynamic loads to move each flap vides the necessary force against th
panel. panel.
Each track mounted flap panel deploys along an angled trajectory in accor- Each track mounted flap panel depl
dance with the shape of the deployment track. dance with the shape of the deploym
System Description System Description
The desired flap position is selected by the pilot via the Flap Selector Lever The desired flap position is selected
(FSL), mounted in the cockpit. (FSL), mounted in the cockpit.
F LAPS - S Y S T E M F LAPS
F LAP S E L E C T O R L E V E R (F S L )
A VION IC S
GSE S YS TE M S GSE
( MA IN T E N A N C E ) ( MA IN T E N A N C E )
P O S IT IO N F E E D B A C K ( D U A L ) P O S IT IO N F E E D B A C K ( D U A L ) P O S IT IO N F E E D B A C K ( D U A L )
F L AP SY S T E M FLA
C ONT R OL UNIT CON
(F S CU )
AC T UAT OR C ONT R OL AC T UAT OR C ONT R OL AC T UAT OR C ONT R OL
MOT OR / B R A K E AIR S P E E D W O W 28V MOT OR / B R A K E MOT OR / B R A K E AIR S P E E D
F L A P LIN E A R A C T U A T O R F L A P LINE AR A CT U A TO R F L A P LIN E A R A C T U A T O R

F L A P PO SITION ( FL A) ( FL A) F L A P PO SITION F L A P PO SITION ( FL A)
S E N S O R U N IT S E N S O R U N IT S E N S O R U N IT
( FP SU ) ( F P SU ) ( FP SU )
E M500EN S D S 270049A. DG N
L H FL A P P AN E L R H FL A P P AN E L L H FL A P P AN E L
L E G E N D: L E G E N D:
MAIN CH A N N E L MAIN CH A N N E L
B A CK UP C H AN N E L B A CK UP C H AN N E L
Flap panel extension and retraction are accomplished in response to redun- Flap panel extension and retraction
dant electrical signals transmitted by the FSL to the Flap System Control Unit dant electrical signals transmitted by
(FSCU). (FSCU).
A dual discrete sequence of signals from the FSL defines a valid command to A dual discrete sequence of signals f
move the flap panel in accordance with each FSCU channel. The command move the flap panel in accordance w
is compared between the left and right channel control electronics within the is compared between the left and rig
FSCU. Upon agreement of the FSL signals, each FSCU channel provides an FSCU. Upon agreement of the FSL s
enable signal to the opposite channel and a command within its own channel enable signal to the opposite channe
to disengage the power off electric brakes and to activate the brushless to disengage the power off electric
Direct Current (DC) motor. Direct Current (DC) motor.

The activation of the brushless motor will either extend or retract the FLA ball The activation of the brushless motor will
screw consistently with the command. screw consistently with the command.
The FLA ball screw is driven at a constant speed by the brushless DC motor The FLA ball screw is driven at a constan
through a gear train to the new flap position. through a gear train to the new flap positi
Power to the FAS is provided by aircraft DC1 electrical Bus (28 V DC) Power to the FAS is provided by aircr
through two independent and dedicated circuit breakers; one for control and through two independent and dedicated
the other for motor operation. the other for motor operation.
FAS operation is designed for fail safe operation, i.e., in the event of a failure, FAS operation is designed for fail safe op
the FAS shuts down in a safe condition. Monitors within the FSCU perform the FAS shuts down in a safe condition.
health and status checks of the entire system and the individual Line health and status checks of the entir
Replaceable Unit (LRU). Any detected fault condition will result in halting the Replaceable Unit (LRU). Any detected fa
system motion. The FLA electric brakes are engaged and motor drive is system motion. The FLA electric brake
inhibited until the applicable reset condition is applied. The flap system inhibited until the applicable reset con
performs a power up bit and a continuous bit for monitoring and fault performs a power up bit and a contin
detection. Critical system faults such as asymmetry and uncommanded detection. Critical system faults such a
motion result in system lock out and are only resettable when FSCU control motion result in system lock out and are
power is recycled and aircraft is on ground. power is recycled and aircraft is on groun
In order to define whether the aircraft is in air or on ground, FAS uses 2 In order to define whether the aircraft i
Weight-on-Wheels (WOW) and 1 Airspeed discrete signals. Weight-on-Wheels (WOW) and 1 Airspee
FLAP ME C HA NIC A L C O MP O NE NT S FLAP ME C HA NIC A L
R H FL A P P AN E L R H FL A P P AN E L
F L AP L INE AR
A C T U A TO R (F LA )
B
L H F L A P P AN E L L H F L A P P AN E L
A A
F L A P LINE AR F L A P LINE AR
A CT UA TO R (F LA ) A A CT UA TO R (F LA )
W I N G TR AILING
E DG E - R E AR S P A R (R E F)
F LAP L E ADING F LAP L E ADING

E D G E (R E F ) E D G E (R E F )
E M500EN S D S 270071A. DG N
B B
18-22 Phenom 100 18-22

Flight Controls
EICAS Display EICAS Display
MFD MFD
EIS EIS
Display Display
Figure 3-1 EICAS (Normal) Figure 3-1 EICAS
Flap System Indication and Alerting Flap System Indication and Ale
Flap Position Flap Position
– Displays the flap position. If information is lost or out of valid range, – Displays the flap position. If inf
indication will be removed. indication will be removed.
GREEN: normal system operation GREEN: normal system operat
YELLOW: flap system is failed or FSL position is lost YELLOW: flap system is failed
RED: before takeoff, flap out of takeoff position RED: before takeoff, flap out of
– Cyan pointer shows flap commanded position (FSL position), along – Cyan pointer shows flap comm
with the scale and moves up the scale for decreasing values of flap with the scale and moves up th
angle. The flap scale has tic marks at each end, representing positions angle. The flap scale has tic m
at 0 and FULL. If the information is lost or out of valid range, the indica- at 0 and FULL. If the informatio
tion will be removed. tion will be removed.
Flap Readout Flap Readout
– Displays flap surface position. If flaps are in motion, the readout is – Displays flap surface position.
replaced with green dashes. If flap position is invalid or unavailable, the replaced with green dashes. If
readout is replaced with a red X. readout is replaced with a red
GREEN: valid flap position GREEN: valid flap position
YELLOW: flap system is inoperative but position information is available YELLOW: flap system is inoper
RED: before takeoff, flap out of takeoff position (inverse video) RED: before takeoff, flap out of
CYAN: flap is inoperative (inverse video) CYAN: flap is inoperative (inver

The table below presents the selectable flap positions and the associated The table below presents the selectable
placard speeds. The avionics system provides a “HIGH SPEED, FLAP” aural placard speeds. The avionics system pro
warning in case the aircraft speed violates the placard speed (including toler- warning in case the aircraft speed violate
ance) for the given flap position. ance) for the given flap position.
FLAP POSITION PRE-MOD POST-MOD FLAP POSITION PRE-MOD
1 Take-Off - 10° Take-Off - 10° 1 Take-Off - 10
2 Take-Off & Landing - 26° Take-Off - 26° 2 Take-Off & Landing
3 (EASA) Landing - 36° Landing - 26° 3 (EASA) Landing - 36
FULL (FAA/ANAC) Landing - 36° *Landing - 36° FULL (FAA/ANAC) Landing - 36
* EASA/FAA/ANAC * EASA/FAA/ANAC
If a failure occurs in one of the flap channels or an unsafe condition is If a failure occurs in one of the flap c
detected by the FAS, the flap panel operation is halted and the EICAS mes- detected by the FAS, the flap panel oper
sage “FLAP FAIL” is displayed, (see below). sage “FLAP FAIL” is displayed, (see belo
18-24 Phenom 100 18-24

July 2010 Rev. 1 Developed for Training Purposes July 2010 Rev. 1 Developed for Tra
Flight Controls
Flap Displays. Flap Displays.

GREEN
FLAP
GREEN
A
FLAP FIELD LABEL FIXED WING FLAP POINTER INDICATION F

(GRAY) (WHITE) (GREEN) (G
A FLAP FLAP SELECTION BUG A F

(CIAN)
RED RED
YELLOW YELLOW
NO TAKEOFF CONFIG NO TAKEOFF CONFIG
FLAP FAIL 2 FLAP FAIL
FLAP NOT AVAIL FLAP NOT AVAIL
FLAP READOUT FLAP ANGLE SCALE
WHITE (GREEN) (WHITE) WHITE
A A
A

Caution FLAP FAIL Inoperative FAS Caution FLAP FAIL
FLAP NOT FLAP NOT
Advisory Flap system no longer available. Advisory
AVAIL AVAIL
The flap readout box indicates discrete flap position, the flap pointer indicates The flap readout box indicates discre
flap panel deflection and the flap selected bug indicates FSL position. flap panel deflection and the flap sele
In case a flap position not allowed for takeoff is selected during take off prep- In case a flap position not allowed fo
arations, the Avionics Systems provides a “NO TAKEOFF FLAPS” aural arations, the Avionics Systems pro
warning to alert the crew of the incorrect setting. The synoptic and readout warning to alert the crew of the inco
will change to red inverse video. will change to red inverse video.

Flap Displays Flap Displays
FLAP FLAP FLAP
--
0 0
CLEAN WING (FLAP 0) FLAP IN MOTION. CLEAN WING (FLAP 0)
FLAP FLAP FLAP
2 0 2
FLAP STOP PED IN A COMMANDED FLAP FAILED AT POSITION 0. FLAP STOP PED IN A COMMANDED
POSITION. POSITION.
FLAP FLAP FLAP
2 2 2
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF SELECTOR LEVER POSITION. FLAP JAMMED CLOSE TO POSITION 2.
FLAP FLAP FLAP
-- -- --
LOSS OF OF FLAP POSITION OR FLAP LOSS OF OF FALL INFORMATION ABOUT LOSS OF OF FLAP POSITION OR FLAP
POSITION OUT OF VALID RANGE. FLAP. POSITION OUT OF VALID RANGE.
FLAP FLAP FLAP
0 0 0
DISPATCHABLE DISPATCHABLE
FLAP OUT OF TAKEOFF POSITION
INOPERATIVE FLAP SYSTEM INOPERATIVE FLAP SYSTEM
18-26 Phenom 100 18-26

Flight Controls
Flap CAS Messages and Corresponding Synoptic Indications Flap CAS Messages and Correspo
FLAP FLAP FLAP
2 2 2
FLAP INOPERATIVE (YELLOW) FLAP POSITION NOT FLAP INOPERATIVE (YELLOW)

ALLOWED FOR TAKEOFF
(YELLOW) (RED) (YELLOW)
F LAP FAIL NO TAKE OFF CONFIG F LAP FAIL
FLAP FLAP FLAP
-- 0 --
LOSS OF POSITION INDICATION FLAP INOPERATIVE LOSS OF POSITION INDICATION
(YELLOW) (WHITE) (YELLOW)
F LAP FAIL F LAP NOT AV AIL F LAP FAIL

After the aircraft has been energized and FSCU has completed its power-up, After the aircraft has been energized
FAS is ready to operate. No action other than flap position selection by FSL is FAS is ready to operate. No action ot
required to operate the system. required to operate the system.
A typical flap operation cycle consists of: A typical flap operation cycle consist
 Deployment of flaps to the desired takeoff position during the preflight checks.  Deployment of flaps to the desired t

Retraction of flaps to full retract position during the takeoff climb. 
Retraction of flaps to full retract po

Deployment of flaps to the desired landing position during approach. 
Deployment of flaps to the desired

Retraction of flaps to full retract position after landing run. 
Retraction of flaps to full retract po
Flap position and synoptic is continuously displayed on EICAS during opera- Flap position and synoptic is continu
tion to provide feedback to pilot. tion to provide feedback to pilot.

Flap Selector Lever Flap Selector Lever

ENGINE CONTROL PANEL ENGINE CONTROL PANEL
0 0
1 1
2 2
3 3
FULL FULL
Selects flap position by lifting the lever to disengage and moving it forward or Selects flap position by lifting the lever to
rearward, as necessary, and dropping it at one of the five detent /gated posi- rearward, as necessary, and dropping it a
tions. tions.
Intermediate positions are not valid and, if selected and kept at this position, Intermediate positions are not valid and,
will result a “FLAP FAIL” message on EICAS. In this case, flaps panels will will result a “FLAP FAIL” message on E
remain at the last valid position commanded. remain at the last valid position command
Lever Position Flap Position Detent / Gated Lever Position Flap Positi
0 0° Detent / Stop 0 0°
1 10° Detent 1 10°
2 26° Gated / Stop 2 26°
3 26° Detent 3 26°
Full 36° Detent / Stop Full 36°
NOTE: Post-Mod. SB 500-27-0003 NOTE: Post-Mod. SB 500-27-0003
18-28 Phenom 100 18-28

January 2011 Rev.2 Developed for Training Purposes January 2011 Rev.2 Developed for Tra
Flight Controls
Flap Valid and Operative Positions Flap Valid and Operative Positions
C LE AN W IN G DIS P LA Y (F LA P 0) F LA P IN MOT IO N C LE AN W IN G DIS P LA Y (F LA P 0)
FLAP FLAP FLAP
0 -- 0
G RE E N G RE E N
G RE E N
F LA P AT A V AL ID N ON Z E R O PO SITION F LA P AT A V AL ID P OS IT IO N FU LL F LA P AT A V AL ID N ON Z E R O PO SITION
FLAP FLAP FLAP
E M 5 0 0 EN S D S 2 7 0 0 7 8 A. DG N
2 FULL 2
G RE E N
G RE E N G RE E N

In case of loss of operation of the FAS, there is no alternative system or alter- In case of loss of operation of the FA
native mode of operation. After the “FLAP FAIL” message is displayed on native mode of operation. After the
CAS, the pilot must follow the Airplane Flight Manual (AFM) procedures to CAS, the pilot must follow the Airpl
perform a flapless landing. perform a flapless landing.

RED
Developed for Train
Flap Valid and/or Inoperative Positions
YELLOW
2 -- FULL
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
S E R V I C E S
POSITION OUT OF VALID RANGE. AT FULL POSITION DURING TAKE OFF.

YELLOW
FLAP FLAP
T R A I N I N G
X 2
April 2009
18-30
LOSS OF ALL INFORMATION ABOUT LOSS OF FLAP SELECTOR LEVER

FAS. POSITION.
Phenom 100
YELLOW YELLOW RED
FLAP FLAP FLAP
0 1 0
FLAP FAILED AT POSITION 0. FLAP FAILED AT INTERMEDIATE FLAP POSITION NOT ALLOWED : FLAP

POSITION (READOUT INDICATES THE AT 0 POSITION DURING TAKE OFF.
CLOSEST POSITION).
YELLOW
FLAP FLAP FLAP
RED
Flap Valid and/or Inoperative Positions
YELLOW
2 -- FULL
FLAP JAMMED CLOSE TO POSITION 2. LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
S E R V I C E S
POSITION OUT OF VALID RANGE. AT FULL POSITION DURING TAKE OFF.

YELLOW
FLAP FLAP
T R A I N I N G
X 2
April 2009
18-30
LOSS OF ALL INFORMATION ABOUT LOSS OF FLAP SELECTOR LEVER
FAS. POSITION.
Flight Controls
Static Discharging Static Discharging

The function of the static discharging subsystem is to prevent accumulation of The function of the static discharging
static electricity on the aircraft structure static electricity on the aircraft structu
Component Locations Component Locations
Static Dischargers Static Dischargers

The main function of the static-dischargers is discharging static electricity The main function of the static-disc
from the airframe to the atmosphere while the aircraft is in flight and to the from the airframe to the atmosphere
ground when the aircraft makes a landing. ground when the aircraft makes a lan
The static dischargers also: The static dischargers also:

Minimize the risk of electrical shock for the crew, passengers, servicing 
Minimize the risk of electrical shoc
and maintenance personnel. and maintenance personnel.

Protect aircraft, with its systems and equipment, against the dangerous 
Protect aircraft, with its systems a
effects of lightning discharges. effects of lightning discharges.

Decrease the interference on the radio communication/navigation systems 
Decrease the interference on the r
of the aircraft. of the aircraft.
The static discharging sub-subsystem includes 12 static dischargers on the The static discharging sub-subsyste
flying surfaces, as follows: flying surfaces, as follows:
 Three on the trailing edge of the left aileron  Three on the trailing edge of the le

 Three on the trailing edge of the right aileron  Three on the trailing edge of the right a
 Two on the trailing edge of the left elevator  Two on the trailing edge of the left elev
 Two on the trailing edge of the right elevator  Two on the trailing edge of the right ele
 Two on the rudder  Two on the rudder

Two on the upper trailing edge of the rudder 
Two on the upper trailing edge of the r
Static Dischargers Static Dischargers
Each static discharger has a base and a discharger rod. Thus, if a discharger Each static discharger has a base and a
is damaged, it is easily removed from the base and replaced. Conductive is damaged, it is easily removed from t
adhesive attaches the base. adhesive attaches the base.
Grounding Points Grounding Points
There is a grounding point bracket installed on the NLG. It can be connected There is a grounding point bracket install
to the maintenance facility grounding system or to refueling apparatus ground to the maintenance facility grounding syst
in order to prevent the risk of electrical personnel or sparking when refueling. in order to prevent the risk of electrical pe
Grounding point jack receptacles are also installed on the bottom of each side Grounding point jack receptacles are also
wing. wing.
Wing Grounding Points Wing Grounding Points
B B
GROUND POINT
B END CONNECTED TO THE B

PLUG SERVICING EQUIPMENT PLUG
OR AT AN APPROPRIATE
GROUND POINT
18-32 Phenom 100 18-32

Flight Controls
Landing Gear Ground Point Landing Gear Ground Point
GROUNDING GROUNDING
BRACKET BRACKET
Flight Control Gust Lock Flight Control Gust Loc

The flight controls have a control lock system installed to prevent damage to The flight controls have a control loc
the control column and flight control systems caused by wind gusts. There the control column and flight contro
are two parts of the control lock system, the elevator and aileron control lock are two parts of the control lock syst
and the rudder control lock. and the rudder control lock.
Elevator / Aileron Control Lock Elevator / Aileron Control Lock
The aileron control system and the elevator control system are locked by the The aileron control system and the e
installation of the gust lock safety pin assembly on the pilot control yoke installation of the gust lock safety
assembly. To unlock the flight control systems, remove the gust lock safety assembly. To unlock the flight contr
pin. pin.
GUST LOCK GUST LOCK

SAFETY PIN SAFETY PIN
AILERON/ELEVATOR
GUST LOCK
PILOT CONTROL PILOT CONTROL

YOKE (REF.) YOKE (REF.)

Control Yoke in Lock Position Control Yoke in Lock Position
Gust Lock Safety Pin Gust Lock Safety Pin
18-34 Phenom 100 18-34

Flight Controls
Rudder Control Lock Rudder Control Lock

The rudder control system has an external control lever, located on the left The rudder control system has an e
side of the rear fuselage. The external control lever is connected to a lock side of the rear fuselage. The exter
mechanism assembly on the rudder quadrant assembly. mechanism assembly on the rudder
To lock the rudder control system, first make sure the elevator / aileron control To lock the rudder control system, firs
lock is engaged, then pull the external control lever to engage the lock mech- lock is engaged, then pull the externa
anism in the rudder sector. To unlock the rudder system, pull the pilot's or anism in the rudder sector. To unlo
copilot's control wheels to the elevator stop. copilot's control wheels to the elevato
RUDDER RUDDER
QUADRANT QUADRANT
ASSEMBLY ASSEMBLY
(REF.) (REF.)
RUDDER GUST RUDDER GUST

LOCK CONTROL LOCK CONTROL
CABLE CABLE
CONNECTION
ROD
ELEVATOR
QUADRANT
ASSEMBLY
(REF.)
RUDDER GUST
LOCK HANDLE

Rudder Control Lock Rudder Control Lock
Rudder Control Lock in Lock Position Rudder Control Lock in Lock Posit
18-36 Phenom 100 18-36

Flight Controls
Rudder Control Lock in Unlock Position Rudder Control Lock in Unlock

M
SPOILER (OPTIONAL) SPOILER (OPTIONAL)

The Spoiler Control System is designed to increase drag and dump lift The Spoiler Control System is desig
on landing (ground spoiler function). No performance credit is taken on landing (ground spoiler function
from spoilers actuation upon landing. from spoilers actuation upon landing
The electrical control circuit controls the system operation by receiving The electrical control circuit controls
inputs from Weight-On-Wheel (WOW) sensors and Thrust Lever Angle inputs from Weight-On-Wheel (WOW
(TLA) switches in order to command either the deployment or the (TLA) switches in order to comm
closing of the panels through the actuation of a pair of hydraulic closing of the panels through the
actuators. Each panel has a proximity switch to indicate to the pilots actuators. Each panel has a proxim
that panels are not stowed. that panels are not stowed.
INDICATOR INDICA
WOW ELECTRICAL WOW ELE

CONTROL CON
TLA CIRCUIT TLA CIRC
HYDRAULIC HYDRA
COMMAND COMM
CIRCUIT CIRCU
ACTUATOR ACTUATOR ACTUATOR
PROXIMITY PROXIMITY PROXIMITY

SWITCH SWITCH SWITCH
LH SPOILER PANEL RH SPOILER PANEL LH SPOILER PANEL
LEGEND: LEGEND:
HYDRAULIC HYDRAULIC
ELECTRICAL ELECTRICAL
SPOILER SYSTEM SCHEMATIC SPOILER SYSTE
18-38 Phenom 100 18-38

Jan. Rev.2 2011 Developed for Training Purposes Jan. Rev.2 20
Flight Controls
SPOILER ACTUATION LOGIC SPOILER ACTUATION LOG

The Spoiler Control System is automatically armed when the LH WOW The Spoiler Control System is aut
transitions to air. When both LH and RH WOW signals indicate transitions to air. When both L
airplane on ground and if both Thrust Lever Angles (TLAs) are set to airplane on ground and if both Th
IDLE position, the system automatically deploys both spoiler panels to IDLE position, the system automa
their full deflection (31.5 degrees). The spoiler panels remain deployed their full deflection (31.5 degrees)
if any WOW returns to in air after being on ground (bouncing if any WOW returns to in air
touchdown). The spoiler panels retract if any thrust lever is advanced touchdown). The spoiler panels re
above IDLE; in this case, in a touch and go maneuver, the spoiler above IDLE; in this case, in a t
panels remain retracted until the next landing. The ground spoiler panels remain retracted until the
function is disarmed and the spoiler panels retract automatically function is disarmed and the s
30 seconds after touchdown. 30 seconds after touchdown.
M close to IESI.
The spoiler indicator is located on main instrument panel The spoiler indicator is located on
If both spoiler panels are stowed, no indication is presented to the If both spoiler panels are stowed
pilot; if at least one spoiler panel is not stowed, the indicator pilot; if at least one spoiler p
illuminates. The indicator is tested along with the other lights in the illuminates. The indicator is teste
cockpit through the Annunciator Test Panel. cockpit through the Annunciator T
M
MAIN INSTRUMENT PANEL MAIN INSTRUMENT PANEL
GSPLR
OPEN
BOTH SPOILER ANY SPOILER BOTH SPOILER

PANELS CLOSED PANEL OPEN PANELS CLOSED
SPOILERS INDICATION SPOILERS I

Developed for Training Purposes Rev.2 January 2011 Developed for Training Pur
Minimum Control Speeds (VMC) Minimum Control Speeds (VMC)
For takeoff: For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS VMC . . . . . . . . . . . . . . . . . . . . . . . . .
Note: The VMC above represents the highest value to be found within the Note: The VMC above represents the h
takeoff envelope. Specifics VMC may be obtained through the takeoff envelope. Specifics VM
OPERA as a function of altitude, temperature, weight and accord- OPERA as a function of altitude
ing to the takeoff flaps. ing to the takeoff flaps.
For landing: For landing:

VMC (no icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 KIAS VMC (no icing conditions) . . . . . . . . .
VMC (icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS VMC (icing conditions) . . . . . . . . . . .
Note: VMC is the airspeed at which, when the critical engine is suddenly Note: VMC is the airspeed at which, w
made inoperative, it is possible to maintain control of the airplane made inoperative, it is possible
with that engine still inoperative, and thereafter maintain straight with that engine still inoperative
flight at the same speed with an angle of bank of not more than 5 flight at the same speed with an
degrees. degrees.
18-40 Phenom 100 18-40

Flight Controls
Maximum Operating Speed (VMO/MMO) Maximum Operating Sp

45000 45000
40000 40000
MMO=0.70
35000 35000
30000 30000
ALTITUDE - ft
ALTITUDE - ft
25000 25000
20000 20000
VMO
15000 15000
10000 10000
5000 5000
0 0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 150 160 170 180 190 200 21
AIRSPEED - KIAS A
Note: VMO/MMO may not be deliberately exceeded in any regime of flight Note: VMO/MMO may not be delibe
(climb, cruise or descent), unless a higher speed is authorized for (climb, cruise or descent), u
flight test on pilot training. flight test on pilot training.
Operating Maneuvering Speed Operating Maneuvering Speed

VO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS VO . . . . . . . . . . . . . . . . . . . . . . . . . .

Note: Maneuvers that involve angle of attack near the stall or full applica- Note: Maneuvers that involve angle of
tion of rudder, elevator, and aileron controls should be confined to tion of rudder, elevator, and aile
speeds below VO. In addition, the maneuvering flight load factor speeds below VO. In addition,
limits, presented in this Section, should not be exceeded. limits, presented in this Section,
Maneuvers are limited to any maneuver incident to normal flying, Maneuvers are limited to any m
stalls (except whip stalls) and steep turns in which the angle of stalls (except whip stalls) and
bank is not more than 60 degrees bank is not more than 60 degree
CAUTION CAUTIO
Rapid and large alternating control inputs, especially in combination with Rapid and large alternating control inp
large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in large changes in pitch, roll, or yaw (e.g.
structural failures at any speed, even below VO. structural failures at any speed, even be
Maximum Flap Extended Speed (VFE) Maximum Flap Extended Speed (V

Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . .
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . .
Note: Pre-Mod. SB 500-27-0003. Note: Pre-Mod. SB 500-27-0003.
Maximum Altitude For Flap Extension Maximum Altitude For Flap Extens
Maximum Altitude for Flap Extension Maximum Altitude for Flap Extension
Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft Yaw Damper Operative . . . . . . . . . . .
Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft Yaw Damper Not Operative. . . . . . . .
Maneuvering Maneuvering
No acrobatic maneuvers, including spins, are authorized. No acrobatic maneuvers, including spins,
Maneuvering Flight Load Factors Maneuvering Flight Load Factors
These corresponding accelerations limit the bank angle during turns and limit These corresponding accelerations limit t
the pull-up maneuvers. the pull-up maneuvers.
Load Factor Flaps Down Load Factor

Flaps Up Flaps Up
Limit (1, 2 And Full) Limit
Positive 3.27 g 2.00 g Positive 3.27 g
18-42 Phenom 100 18-42

January 2011 Rev.2 Developed for Training Purposes January 2011 Rev.2 Developed for Tr
Flight Controls
Wind Limitations Wind Limitations

Maximum Takeoff and Landing Tailwind Component. . . . . . . . . . . . . . . . 10 kt Maximum Takeoff and Landing Tailw
Flight Controls - Flaps Flight Controls - Flaps
Flaps 3 must not be used. Flaps 3 must not be used.
Autopilot/Yaw Damper Autopilot/Yaw Damper

Pitch trim outside of the green
band (allowable band for takeoff).
PTRIM NML FAIL Pitch normal mode inoperative. PTRIM NML FAIL
PTRIM BKP FAIL Pitch backup mode inoperative. PTRIM BKP FAIL
Miscompare of pitch trim actuators
PTRIM DISCONNECT PTRIM DISCONNEC
position.
Loss of command through pilot
Caution pitch trim switch. Caution
Loss of command through co-pilot
pitch trim switch.
Both flaps control channels are
inoperative and flaps system no
FLAP FAIL FLAP FAIL
longer available or there is a jam
precluding flaps from moving.
Advisory FLAP NOT AVAIIL Flap system no longer available. Advisory FLAP NOT AVAIIL

18-44 Phenom 100 18-44

Fuel
Fuel Fuel
General General
The fuel system includes the following systems: The fuel system includes the followin
 Storage  Storage
 Distribution  Distribution
 Indication  Indication
Fuel is contained in two integral wing tanks, one in each wing. Each wing sup- Fuel is contained in two integral wing
plies its respective engine through a feed system independent of the other plies its respective engine through a
engine. engine.
Normal engine feed is done through ejector pumps. The ejector pumps in Normal engine feed is done throug
each collector tank are driven by high-pressure motive flow returned from the each collector tank are driven by high
engines. Electrical power is not required for normal engine fuel feed opera- engines. Electrical power is not requ
tion. Scavenge ejectors in each wing are also used to minimize unusable tion. Scavenge ejectors in each win
fuel.Two electrical pumps, one in each collector tank, are provided for engine fuel.Two electrical pumps, one in eac
start operation, and to work in the event of an ejector pump failure. start operation, and to work in the ev
There is no power wiring inside the fuel tanks. There is no power wiring inside the fu
The fuel gauging subsystem provides an accurate measure of the fuel mass The fuel gauging subsystem provide
in the fuel tanks, fuel low level and temperature indication. The fuel conditions in the fuel tanks, fuel low level and te
are displayed on the MFD (Multi-Function Display) fuel synoptic page, in the are displayed on the MFD (Multi-Fun
cockpit. cockpit.
Inter wing balancing of fuel load is achieved by gravity, via an interconnecting Inter wing balancing of fuel load is ac
transfer valve. transfer valve.
Refueling is accomplished through a filler neck on each wing upper surface. Refueling is accomplished through a

19-2
DCM
April 2009
T R A I N I N G
Fuel Schematic
DCM DCM
D D
S E R V I C E S
DCM
DCM
LEGEND:
SCAVENGE EJECTOR PUMP NACA INLET

ENGINE FEED EJECTOR PUMP PS PS FLOAT VENT VALVE
DCM
DC AUXILIARY BOOST PUMP FLAP VALVE

DCM
SHUTOFF VALVE ( DC MOTOR OPERATED) BAFFLE CHECK VALVE

CHECK VALVE DRAIN VALVE
ENGINE
ENGINE
PS ENGINE PRESSURE SWITCH MOTIVE FLOW LINE

VENT LINE DRAIN ORIFICE FUEL FEED LINE
COLLECTOR TANK VENT ORIFICE SCAVENGE/ TRANSFER LINE
GRAVITY REFUELING ADAPTER VENT LINE
D DUMP VALVE EM500ENSDS280105A
19-2 Phenom 100
DCM
April 2009
T R A I N I N G
Fuel Schematic
DCM DCM
D D
S E R V I C E S
DCM
DCM
LEGEND:
Developed for Train
Fuel
Wing Tank Wing Tank

The aircraft uses two integral (wet) wing tanks. The wing tanks are the main The aircraft uses two integral (wet) w
structure for the storage and distribution of fuel. structure for the storage and distribu
The two wing tanks are physically isolated and are independently gauged and The two wing tanks are physically iso
refueled. The arrangement of the tank structure is designed to permit the fuel to refueled. The arrangement of the tank
flow from the wing tip to the wing root. The total usable fuel is 2850 lbs / 425.4 flow from the wing tip to the wing root
Gallons - 1273 Kg / 1585 liters. Gallons - 1273 Kg / 1585 liters.
Each wing tank is divided into three compartments: Each wing tank is divided into three c
 Collector Tank  Collector Tank
 Surge Tank  Surge Tank
 Main Tank  Main Tank
RIGHT MAIN RIGHT MAIN

TANK TANK
SURGE TANK SURGE TANK
LEFT MAIN
TANK
COLLECTOR COLLECTO
TANK TANK
SURGE TANK
The inboard part of each wing tank is used as a partially sealed collector tank. The inboard part of each wing tank is
These tanks supply continuous fuel feed to the engines and minimize the These tanks supply continuous fue
amount of unusable fuel. Each collector tank is supplied with fuel by gravity amount of unusable fuel. Each colle
through the three flapper valves. Scavenge ejector pumps installed in the through the three flapper valves. S
main tanks are required to maintain the collector tanks fuel supply during all main tanks are required to maintain
attitudes in the operational envelope. attitudes in the operational envelope
The compartments in the wing tips serve as surge tanks and do not normally The compartments in the wing tips s
carry fuel. The surge tanks collect fuel that enters the fuel tank vent system carry fuel. The surge tanks collect fu
during wing-down and uncoordinated maneuvers. At the end of the maneu- during wing-down and uncoordinate
ver, the fuel returns to the main tank through a flap valve located at the lowest ver, the fuel returns to the main tank
point. point.

Baffle Check / Flap Valves Baffle Check / Flap Valves

The baffle check valves are one-way flapper valves that control the flow of The baffle check valves are one-way fla
fuel inboard. There are three baffle check valves in each wing tank. fuel inboard. There are three baffle check
The flap valves are one-way flapper valves that control the flow of fuel The flap valves are one-way flapper v
inboard. There are four flap valves in each wing tank. inboard. There are four flap valves in eac
Fuel Tank Access Panels Fuel Tank Access Panels
Each wing tank has 16 access panels installed on the lower wing skin. The Each wing tank has 16 access panels in
access panels allow for inspection and repair of the internal structure of the access panels allow for inspection and r
tank and replacement of components located inside the wing tanks. tank and replacement of components loca
Dump / Drain Valves Dump / Drain Valves
The water drain valves are operated manually and allow the removal of water The water drain valves are operated man
and contaminants from the wing tanks. The drain valves are spring-loaded and contaminants from the wing tanks.
poppet valves. There is one drain valve in each wing tank located in the bot- poppet valves. There is one drain valve i
tom skin of each wing at the collector tank. tom skin of each wing at the collector tan
Dump / Drain Valves Access Door - Open Dump / Drain Valves Access Door - Op
19-4 Phenom 100 19-4

Fuel
Dump / Drain Valves Dump / Drain Valves
Refueling Refueling
Refueling is accomplished through a gravity filler point in the top surface of Refueling is accomplished through a
each wing. If desired, both wings can be filled from one side up to 60% or each wing. If desired, both wings ca
1710 lbs (776 kg) of total capacity by opening the gravity transfer shutoff 1710 lbs (776 kg) of total capacity
valve. valve.
One gravity refueling adapter is installed on the top of each wing for gravity One gravity refueling adapter is inst
refueling. refueling.
Gravity fill caps are installed to minimize aerodynamic drag. Lanyards retain Gravity fill caps are installed to minim
the caps when they are removed from the gravity refueling adapters.The filler the caps when they are removed from
caps are key locked for security. caps are key locked for security.
Gravity refueling protection nets are installed in both gravity refueling adapt- Gravity refueling protection nets are
ers, to provide a protection for the bottom wing skin, against damage from the ers, to provide a protection for the bo
refueling nozzle. refueling nozzle.
Gravity Refueling Protection Net Gravity Refueling Protection Net

Gravity Fill Caps Gravity Fill Caps
19-6 Phenom 100 19-6

Fuel
Tank Vent Tank Vent

The fuel tank vent system keeps the fuel pressure differential between the The fuel tank vent system keeps th
fuel tanks and the atmosphere within the structural limit during all operating fuel tanks and the atmosphere withi
conditions. conditions.
The vent system also prevents fuel spillage during flight maneuvers and hard The vent system also prevents fuel s
braking. braking.
NACA INLET
NACA CONNECTING
VENT LINE
FLOAT VENT
VALVE
MAIN TANK MAIN TANK
VENT LINE VENT LINE
Each wing tank is vented through two independent main vent lines connected Each wing tank is vented through two
to the surge tanks. The surge tank is vented through a NACA (National Advi- to the surge tanks. The surge tank is
sory Committee for Aeronautics) air inlet installed on the lower wing skin sory Committee for Aeronautics) ai
inboard of the wing tip. inboard of the wing tip.

Tank Vent Tank Vent
The vent line in each wing runs from the inboard part of the tank to the surge The vent line in each wing runs from the
tank. tank.
The outboard part of the wing tank is vented directly to the surge tank. The outboard part of the wing tank is ven
To prevent a possible difference in pressure in the main tanks from affecting To prevent a possible difference in press
the transfer, a NACA air inlet vents each tank. the transfer, a NACA air inlet vents each
The vent lines are so arranged that at least one line is always open during all The vent lines are so arranged that at lea
flight conditions. The vent lines provide adequate protection for the wing flight conditions. The vent lines provide
tanks during all flight and ground operations. tanks during all flight and ground operatio
19-8 Phenom 100 19-8

MAIN VENT MAIN VENT
Phenom 100
LINE LINE
Tank Vent Schematic
D D
SURGE TANK COLLECTOR TANK SURGE TANK

MAIN TANK MAIN TANK

LEGEND:
VENT LINE DRAIN ORIFICE FLOAT VENT VALVE
COLLECTOR TANK VENT ORIFICE FLAP VALVE
GRAVITY REFUELING ADAPTER BAFFLE CHECK VALVE
D DUMP VALVE DRAIN VALVE
NACA INLET VENT LINE
Fuel
April 2009
19-9
MAIN VENT MAIN VENT

Phenom 100
LINE LINE
Tank Vent Schematic
Developed for
Engine Feed System Engine Feed System

The primary function of the engine fuel feed system is to supply fuel to the The primary function of the engine fuel
engines during aircraft operation. There is a separate system for each engine engines during aircraft operation. There is
in the fuel feed system. The engine fuel feed system also transfers fuel to the in the fuel feed system. The engine fuel fe
collector tank, isolates the fuel if there is an engine fire, and equalizes the fuel collector tank, isolates the fuel if there is a
quantity between the two wing tanks (gravity transfer). quantity between the two wing tanks (gra
The engine fuel feed system supplies correct fuel flow to the engines during The engine fuel feed system supplies co
all operational conditions. all operational conditions.
The engine fuel feed system comprises these components: The engine fuel feed system comprises th
 Engine Feed Ejector Pumps  Engine Feed Ejector Pumps

DC Auxiliary Boost Pumps 
DC Auxiliary Boost Pumps

DC Pump Pressure Switches 
DC Pump Pressure Switches
 Engine SOVs (Shutoff Valves)  Engine SOVs (Shutoff Valves)

Fuel Transfer Valve 
Fuel Transfer Valve

Scavenge Ejector Pumps 
Scavenge Ejector Pumps
 Engine Feed Check Valves  Engine Feed Check Valves

Motive Flow Check Valves 
Motive Flow Check Valves

Fuel Control Panel 
Fuel Control Panel
The engines are normally fed by the engine feed ejector pumps. A DC auxil- The engines are normally fed by the eng
iary pump in each collector tank is provided for the engines during start and in iary pump in each collector tank is provide
case of ejector pump failure. The DC auxiliary pumps operation is controlled case of ejector pump failure. The DC aux
by the EFCU (Electronic Fuel Control Unit) and powered by the EMER- by the EFCU (Electronic Fuel Control
GENCY BUS. GENCY BUS.
EFCU (Electronic Fuel Control Unit) has two channels: EFCU (Electronic Fuel Control Unit) has t

The left channel is powered by the emergency bus. 
The left channel is powered by the em

The right channel is powered by the DC Bus 2. 
The right channel is powered by the D
The FUEL and the FIRE extinguisher control panels control the operation of The FUEL and the FIRE extinguisher co
the engine fuel feed system. the engine fuel feed system.
19-10 Phenom 100 19-10

Fuel
FUEL and FIRE Extinguisher Control Panels FUEL and FIRE Extinguisher Cont
2 1 3 2 1
FUEL F
PUMP 1 XFR PUMP 2 PUMP 1
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF
PAX SIGNS ELT PAX SIGNS
FUEL CONTROL PANEL FUEL CONT
4 6 5 4 6 5
FIRE TRIM FIRE

SHUTOFF 1 SHUTOFF 2 YAW SHUTOFF 1 SH
BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP ENG START / STOP

RUN RUN RUN
PITCH BKP
UP
DN
1 2 1
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
FIRE CONTROL PANEL FIRE CONT

Engine Feed System Control Engine Feed System Control

Ref Control Position Function Ref Control Position
Pushed Opens the fuel transfer valve. Pushed
XFR Not Pushed XFR Not Pushed
1 1
Pushbutton (normal Closes the fuel transfer valve. Pushbutton (normal
position) position)
Turns the LH (Left-Hand) V DC auxil- Tu
OFF OFF
iary pump off.
Allows automatic operation of the LHV Allo
PUMP 1 PUMP 1
2 DC auxiliary pump during engine Start, 2 DC
Switch AUTO Switch AUTO
or when the engine feed ejector pump or w
fails.
ON Turns the LHV DC auxiliary pump on. ON Tu
Turns the RH (Right-Hand) V DC auxil- Tur
OFF OFF
iary pump off.
Allows automatic operation of the RHV Allo
PUMP 2 PUMP 2
3 DC auxiliary pump during engine start, 3 DC
Switch AUTO Switch AUTO
or when the engine feed ejector pump or w
fails.
ON Turns the RHV DC auxiliary pump on. ON Tur
Not Pushed Not Pushed
ENG 1 (normal Keeps the engine 1 SOV open. ENG 1 (normal
4 position) 4 position)
SHUTOFF SHUTOFF
Pushed Closes the engine 1 SOV. Pushed
Not Pushed Not Pushed
ENG 2 (normal Keeps the engine 2 SOV open. ENG 2 (normal
5 position) 5 position)
SHUTOFF SHUTOFF
Pushed Closes the engine 2 SOV. Pushed
Activates the fire extinguishing system Act
6 BOTTLE DISCH 6 BOTTLE DISCH
for the applicable engine.
19-12 Phenom 100 19-12

Fuel
Engine Feed System Engine Feed System
FUEL FUEL
TRANSFER TRANSFE
LEFT MAIN VALVE RIGHT MAIN LEFT MAIN VALVE
TANK TANK TANK
DCM DCM
DCM DCM DCM
COLLECTOR
TANK
DCM
DCM
DCM
ENGINE 1 ENGINE 2 ENGINE 1
SHUTOFF SHUTOFF SHUTOFF
VALVE VALVE VALVE
PS PS PS
MP MP MP
ENGINE
ENGINE
ENGINE
LEGEND: LEGEND:
SCAVENGE EJECTOR PUMP MOTIVE FLOW LINE SCAVENGE EJECTOR PUMP

ENGINE FEED EJECTOR PUMP FUEL FEED LINE ENGINE FEED EJECTOR PUM
SCAVENGE/ TRANSFER LINE
DCM DCM
DC AUXILIARY BOOST PUMP DC AUXILIARY BOOST PUMP

DCM DCM
SHUTOFF VALVE ( DC MOTOR OPERATED) SHUTOFF VALVE ( DC MOTO
CHECK VALVE CHECK VALVE
PS ENGINE PRESSURE SWITCH PS ENGINE PRESSURE SWITCH
MP MOTIVE PUMP MP MOTIVE PUMP
COLLECTOR TANK VENT ORIFICE COLLECTOR TANK VENT ORI

The CAS (Crew Alerting System) messages related to the engine fuel feed The CAS (Crew Alerting System) messa
system are listed in the table below: system are listed in the table below:
FUEL 1 SOV FAIL Left engine SOV has failed. FUEL 1 SOV FAIL
FUEL 2 SOV FAIL Right engine SOV has failed. FUEL 2 SOV FAIL
Caution Discrepancy between transfer Caution

FUEL XFR FAIL FUEL XFR FAIL
valve command and its feedback.
Transfer valve status can lead to
FUEL OVERFILL FUEL OVERFILL
loss of fuel through vent system.
FUEL PUMP 1 FAIL LH DC auxiliary pump has failed. FUEL PUMP 1 FAIL
FUEL PUMP 2 FAIL RH DC auxiliary pump has failed. FUEL PUMP 2 FAIL
Fuel transfer valve is open: there
FUEL EQUAL FUEL EQUAL
is no fuel imbalance.
Advisory LH DC auxiliary pump is on due to Advisory
FUEL 1 FEED FAULT low pressure detected by pres- FUEL 1 FEED FAULT
sure switch.
RH DC auxiliary pump is on due
FUEL 2 FEED FAULT to low pressure detected by pres- FUEL 2 FEED FAULT
sure switch.
19-14 Phenom 100 19-14

Fuel
Engine Feed System - Fuel Synoptic Page Engine Feed System - Fuel Syn
LH ENGINE FEED DC AUXILIARY FUEL TRANSFER DC AUXILIARY LH ENGINE FEED DC AUXILIARY F
EJECTOR PUMP BOOST PUMP 1 VALVE (SOV) BOOST PUMP 2 EJECTOR PUMP BOOST PUMP 1
RH ENGINE FEED
PUSH
VOL SO
EJECTOR PUMP
EMERG
COM
XFR XFR
PUSH
1-2
BARO
790 LB 350LB 790 LB
PUSH
STD
TOTAL RH ENGINE TOTAL

1140 LB RANGE SHUTOFF VALVE 1140 LB
USED (SOV) USED
310 LB 310 LB
PUSH
PAN
D MENU
RH FUEL
PFL PROC
PRESSURE
CLR ENT SWITCH
DFLT MAP FMS
PUSH CRSR LH ENGINE

SHUTOFF VALVE
(SOV)
FUEL SYNOPTIC PAGE FUEL SYNOPTIC PAGE
SOFTKEY LH FUEL SOFTKEY LH
PRESSURE PR
SWITCH S

Fuel system Unit Status Indications Fuel system Unit Status Indication
Unit Icons and Descriptions Unit Icons
Fuel Line Fuel Line

Operating Not operating Operating
Feed Ejector Feed Ejector

Fuel Pressure Fuel Pressure
Switch Operating Not operation Switch Operating
Valve Valve
Open with flow Open, no flow In transit Closed Open with flow Open, n
DC Pump DC Pump
Fuel Transfer Valve Fuel Transfer Valve

Open with flow In transit Closed Open with flow I
19-16 Phenom 100 19-16

Fuel
Engine Feed Ejector Pump Engine Feed Ejector Pump

There is one ejector pump installed in each collector tank. A strainer is incor- There is one ejector pump installed i
porated in the inlet of each ejector pump to prevent ingestion of foreign porated in the inlet of each ejecto
objects. The ejector pumps are the primary source of fuel supply to the objects. The ejector pumps are the
engines. The ejector pumps are venturi-type pumps with no moving parts that engines. The ejector pumps are vent
draw fuel from the collector tanks when fed with motive flow.The ejector draw fuel from the collector tanks
pumps receive their motive flow from the engine-driven fuel pumps. pumps receive their motive flow from
DC Auxiliary Boost Pump DC Auxiliary Boost Pump
There is one auxiliary boost pump installed in each wing tank collector box. There is one auxiliary boost pump in
They supply fuel to the engines for engine start, or in the event of engine feed They supply fuel to the engines for en
ejector pump failure. ejector pump failure.
The auxiliary pumps are centrifugal, wet-motor pumps that use pressurized The auxiliary pumps are centrifugal,
fuel for cooling. They are brushless electronically controlled motors powered fuel for cooling. They are brushless
by the EMERGENCY BUS. by the EMERGENCY BUS.
Engine Shutoff Valves (SOV) Engine Shutoff Valves (SOV)
An SOV is installed in each engine feed line to stop the flow of fuel in case of An SOV is installed in each engine fe
engine fire. The SOVs are installed on the wing-to-fuselage fairing, outside engine fire. The SOVs are installed
the fuel tank and are powered by the emergency bus. the fuel tank and are powered by the
The ENG SHUTOFF switches, located on the FIRE extinguisher panel in the The ENG SHUTOFF switches, locat
cockpit, operate the SOVs. The EFCU monitors the status of the left engine cockpit, operate the SOVs. The EFC
and right engine SOV switches and transmits the data for the CAS display. and right engine SOV switches and t
Fuel Transfer Valve Fuel Transfer Valve
The fuel transfer valve is installed in the left tank. The fuel transfer valve is an The fuel transfer valve is installed in
electrically actuated valve that is opened by the operator to balance the fuel electrically actuated valve that is ope
quantities between the wings (e.g. uneven fuel burn). Lateral balance is quantities between the wings (e.g. un
maintained by opening the fuel transfer valve by means of a switch on the maintained by opening the fuel tran
fuel control panel and allowing fuel to be transferred by gravity. fuel control panel and allowing fuel to
Scavenge Ejector Pumps Scavenge Ejector Pumps
There are two scavenge ejector pumps, one installed in each main fuel tank. There are two scavenge ejector pum
These pumps collect fuel from the main fuel tanks and transfer it to the collec- These pumps collect fuel from the ma
tor tanks. The scavenge ejector pumps are venturi-type pumps, with no mov- tor tanks. The scavenge ejector pum
ing parts, that draw fuel from the low point in the main tank when fed with ing parts, that draw fuel from the lo
motive flow. The scavenge ejector pumps receive their motive flow from motive flow. The scavenge ejector
engine-driven fuel pumps. engine-driven fuel pumps.
Engine Feed Check Valves Engine Feed Check Valves
There are four engine feed check valves in the engine fuel feed system. The There are four engine feed check va
check valves control the flow of fuel from the engine feed ejector pumps to check valves control the flow of fue
the engines. The check valves also prevent fuel from the auxiliary boost the engines. The check valves als
pumps from flowing in the wrong direction. pumps from flowing in the wrong dire

Developed for Training Purposes Jan 2011 Rev. 2 Developed for
Motive Flow Check Valves Motive Flow Check Valves

A check valve is installed in each motive flow line, upstream of the engine A check valve is installed in each motiv
feed ejector pump. The check valves prevent excessive fuel loss if the motive feed ejector pump. The check valves prev
flow line is open due to failure or maintenance activity. flow line is open due to failure or mainten
Fuel Control Panel Fuel Control Panel
The FUEL control panel is located on the main instrument panel in the The FUEL control panel is located on
cockpit. The FUEL control panel provides control of engine fuel feed and fuel cockpit. The FUEL control panel provides
transfer. The two switches on the control panel are used to set the mode of transfer. The two switches on the contro
operation for the DC pump and the fuel transfer valve. operation for the DC pump and the fuel tr
The default positions of the FUEL control panel are shown in the table below. The default positions of the FUEL control
Fuel Control - Panel Switches - Default Position Fuel Control - Panel Switc
Control Position Control
XFR Switch OFF XFR Switch
DC PUMP Switch AUTO DC PUMP Switch
FUEL PUSHER FUEL

PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PUM
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF
PAX SIGNS ELT HYD PUMP PAX SIGNS ELT

AUTO
OFF ON
BELTS/ON ARMED BELTS/ON ARME
OFF/ON TEST/RESET OFF/ON TEST/
Engine Fuel Feed Operation Engine Fuel Feed Operation

With both engines and engine-driven motive flow pumps operating normally, With both engines and engine-driven mo
motive flow is supplied to the engine feed and scavenge ejector pumps. The motive flow is supplied to the engine feed
scavenge ejector pumps transfer fuel to the collector tanks to maintain them scavenge ejector pumps transfer fuel to
with a correct fuel level even during uncoordinated maneuvers. The engine with a correct fuel level even during unc
feed ejector pumps supply fuel to the engines. feed ejector pumps supply fuel to the eng
19-18 Phenom 100 19-18

Fuel
Pressure switches are installed in the engine feed lines. If a pressure switch Pressure switches are installed in th
senses that the fuel pressure is low, the FUEL 1(2) LO PRES caution mes- senses that the fuel pressure is low
sage shows on the PFD (Primary Flight Display), in the CAS display. If the sage shows on the PFD (Primary F
DC PUMP switch is set to AUTO, the EFCU turns the auxiliary pump on, and DC PUMP switch is set to AUTO, the
the FUEL 1(2) FEED FAULT advisory message shows in the CAS display on the FUEL 1(2) FEED FAULT advisor
the PFD. the PFD.
Fuel Transfer Operation Fuel Transfer Operation
A fuel transfer function is provided to allow the operator to balance the fuel A fuel transfer function is provided t
between the left and right wing tanks. between the left and right wing tanks
If an imbalance of more than approximately 220 lbs (100 kg) between the left If an imbalance of more than approx
and right wing tanks occurs, the FUEL IMBALANCE caution message shows and right wing tanks occurs, the FUE
on the PFD, in the CAS display. The operator must then set the XFR related on the PFD, in the CAS display. The
switch to OPEN to initiate a fuel transfer. When the operator does that, the switch to OPEN to initiate a fuel tra
fuel transfer valve opens and the lateral balance is achieved through gravity. fuel transfer valve opens and the lat
Once the fuel imbalance becomes less than approximately 132 lbs (60 kg), Once the fuel imbalance becomes l
the FUEL IMBALANCE caution message goes out of view. When the fuel the FUEL IMBALANCE caution me
imbalance is less than 88 lbs (40 kg), the FUEL EQUAL advisory message imbalance is less than 88 lbs (40 kg
comes into view, warning the operator to stop the fuel transfer. Then the oper- comes into view, warning the operato
ator must set the XFR switch to CLOSE. ator must set the XFR switch to CLO

19-20
FUEL
TRANSFER
LEFT MAIN VALVE RIGHT MAIN
April 2009
TANK TANK
DCM
T R A I N I N G
Engine Feed System
DCM DCM
S E R V I C E S
COLLECTOR
TANK
DCM
DCM
ENGINE 1 ENGINE 2
SURGE TANK SHUTOFF SHUTOFF SURGE TANK
VALVE VALVE
LEGEND: PS PS
MP MP
SCAVENGE EJECTOR PUMP MOTIVE FLOW LINE

ENGINE FEED EJECTOR PUMP FUEL FEED LINE
DCM
DC AUXILIARY BOOST PUMP SCAVENGE/ TRANSFER LINE

DCM
ENGINE
ENGINE
SHUTOFF VALVE ( DC MOTOR OPERATED)

CHECK VALVE
PS ENGINE PRESSURE SWITCH
MP MOTIVE PUMP
COLLECTOR TANK VENT ORIFICE
19-20 Phenom 100
FUEL
TRANSFER
LEFT MAIN VALVE RIGHT MAIN
April 2009
TANK TANK
DCM
T R A I N I N G
Engine Feed System
DCM DCM
S E R V I C E S
COLLECTOR
TANK
M
M
Developed for Train

Fuel
EFCU EFCU E
LEGEND: CH 1 CH 2 LEGEND: C
TANK UNIT TANK UNIT
FUEL TEMPERATURE SENSOR FUEL TEMPERATURE SENSOR
(INSTALLED ON LEFT WING TANK ONLY) (INSTALLED ON LEFT WING TANK ONLY)

EICAS Fuel Quantity EICAS Fuel Quantity
LEFT FUEL RIGHT FUEL LEFT FUEL

FLOW FLOW FLOW
LEFT FUEL LEFT FUEL

RIGHT FUEL
QUANTITY QUANTITY
QUANTITY
TOTAL FUEL TOTAL FUEL

QUANTITY QUANTITY
MFD Fuel Synoptic MFD Fuel Synoptic

RIGHT TANK ANALOGUE RIGHT TANK A
FUEL QUANTITY BAR RIGHT TANK FUEL QUANT
LEFT TANK ANALOGUE FUEL QUANTITY LEFT TANK ANALOGUE
FUEL QUANTITY BAR FUEL QUANTITY BAR
XFR XF
LEFT TANK LEFT TANK

FUEL QUANTITY FUEL QUANTITY
790 LB 350 LB 790 LB
TOTAL FUEL TOTAL FUEL

QUANTITY TOTAL QUANTITY TOT
FUEL USED 1140 LB FUEL USED 1140
USED US
310 LB 310
EM500ENSDS280026A R2 .DGN
MFD
(FUEL SYNOPTIC PAGE) (FUEL SYN
19-22 Phenom 100 19-22

Fuel
Fuel Tank Quantity Indicating Operation Fuel Tank Quantity Indicating O

When the aircraft is energized, EFCU channel 1 receives 28 V DC through When the aircraft is energized, EFC
the EMERGENCY BUS. The EFCU provides the signals of the amount of fuel the EMERGENCY BUS. The EFCU p
remaining in the left tank. The EFCU sends these signals to the PFD, in the remaining in the left tank. The EFCU
CAS display, and fuel synoptic page on the MFD. The EFCU receives low CAS display, and fuel synoptic page
level signal from the left tank fuel quantity probes and sends the discrete sig- level signal from the left tank fuel qua
nals for low level warning and fuel overfill warning. EFCU channel 2 receives nals for low level warning and fuel ov
28V DC through the DC2 Bus and operates similarly 28V DC through the DC2 Bus and op
Fuel Temperature Indication System Fuel Temperature Indica

The fuel temperature indicating system has a temperature sensor in the left The fuel temperature indicating syst
collector tank. The EFCU (Electronic Fuel Control Unit) monitors the resis- collector tank. The EFCU (Electroni
tance value of the temperature sensor and provides the fuel temperature to tance value of the temperature sens
be displayed on the EICAS (Engine Indication Crew Alert System) fuel indi- be displayed on the EICAS (Engine
cating field. In the event of sensor failure, the temperature indication is contin- cating field. In the event of sensor fai
uously dashed. uously dashed.
EICAS Fuel Temperature EICAS Fuel Temperature
FUEL TEMP FUEL TEMP
The temperature value is shown in green if the fuel temperature is more than The temperature value is shown in g
−34.6 °F (Degrees Fahrenheit), −37 °C (Degrees Celsius) and less than −34.6 °F (Degrees Fahrenheit), −3
176°F, (80 °C).The temperature value is shown in black (amber background) 176°F, (80 °C).The temperature valu
if the fuel temperature is less than −34.6 °F (−37 °C) or more than 125.6 °F if the fuel temperature is less than −
(52 °C). (52 °C).
If this condition occurs, the crew must: If this condition occurs, the crew mus

Lower the aircraft altitude. 
Lower the aircraft altitude.

Increase the airspeed. 
Increase the airspeed.
 Monitor the fuel temperature.  Monitor the fuel temperature.
If this condition occurs prior to takeoff, the aircraft cannot be dispatched unless it If this condition occurs prior to takeoff,
has been fueled with fuel (Jet A-1) at temperatures between −34.6 °F (−37 °C) has been fueled with fuel (Jet A-1) at
and 176 °F (80°C). and 176 °F (80°C).

Fuel Low Pressure Warning System Fuel Low Pressure Warnin

The low-pressure warning system monitors the fuel pressure in the engine The low-pressure warning system monit
feed lines and gives indication of low fuel pressure to the crew. feed lines and gives indication of low fuel
DCM
DCM DCM
DCM
DCM
DCM
LEGEND: PS PS LEGEND: PS
PS ENGINE PRESSURE SWITCH PS ENGINE PRESSURE SWITCH
MOTIVE FLOW LINE MOTIVE FLOW LINE
ENGINE
ENGINE
ENGINE
FUEL FEED LINE FUEL FEED LINE
The low pressure warning system has two low pressure switches to monitor The low pressure warning system has tw
the engine feed lines. the engine feed lines.
One low pressure switch is installed in the left engine feed line, downstream One low pressure switch is installed in th
of the left engine SOV (Shutoff Valve). The other low pressure switch is of the left engine SOV (Shutoff Valve).
installed in the right engine feed line, downstream of the right engine SOV. installed in the right engine feed line, dow
Each engine low pressure switch monitors the related feed line. If the fuel pres- Each engine low pressure switch monitors
sure decreases below 6 PSI, each pressure switch sends a signal to both sure decreases below 6 PSI, each pres
EFCU (Electronic Fuel Control Unit) channels, which send a signal to cause the EFCU (Electronic Fuel Control Unit) chann
automatic operation of the applicable auxiliary boost fuel pump. The DC PUMP automatic operation of the applicable auxil
switches set at AUTO enables the automatic operation of the auxiliary pumps. switches set at AUTO enables the automa
FUEL PUSHER FUEL

PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PUM
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF

AUTO
OFF ON
BELTS/ON ARMED BELTS/ON ARM
OFF/ON TEST/RESET OFF/ON TEST
19-24 Phenom 100 19-24

Fuel
After receiving the engine 1 and engine 2 fuel low pressure signals, the EFCU After receiving the engine 1 and engi
sends them to the MFD (Multi-Function Display) sends them to the MFD (Multi-Functi
Low Pressure Warning Low Pressure Warning
If the fuel pressure is too low in an engine feed line: If the fuel pressure is too low in an en
 The caution message FUEL 1(2) LO PRESS shows on the CAS display.  The caution message FUEL 1(2)
 The VDC applicable auxiliary boost pump is energized.  The VDC applicable auxiliary boo

The fuel pressure increases in comparison with the operating pressure. 
The fuel pressure increases in co
The automatic operation of the auxiliary pumps occur when the DC PUMP The automatic operation of the aux
switches are set to AUTO. switches are set to AUTO.
CAS
FUEL 1 LO PRESS FUEL 1 L
FUEL 2 LO PRESS FUEL 2 L
FUEL 1 PSW FAIL FUEL 1 P
FUEL 2 PSW FAIL FUEL 2 P
EM500ENSDS280032AR.DGN
PFD DISPLAY PFD
CAS CAS
MESSAGES MESSAGES
AREA AREA

Fuel Fuel
Maximum usable quantity per tank 403 lb / 209.4 USG - 636.4Kg / 792.5 L Maximum usable quantity per tank 403
Unusable quantity per tank 22 lb / 3.3 USG - 10Kg / 12.5 L Unusable quantity per tank 2

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification . . . . . . . . . . . . . . .
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1 ASTM Specification . . . . . . . . . . . . . . . .
American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8 American Specification . . . . . . . . . . . . . .

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C Minimum . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52°C Maximum (on ground) . . . . . . . . . . . . . . .
Note: Note:

Maximum fuel capacity: 425.4 USG / 2850 lb - 1610 L / 1292.8Kg 
Maximum fuel capacity: 425.4

The maximum permitted imbalance between tanks is 33 USG 
The maximum permitted imbal
(220 lb.) - 125 L (100Kg). (220 lb.) - 125 L (100Kg).

When operating in engine suction mode (jet pump and DC pump 
When operating in engine sucti
failed on the same tank) the unusable fuel quantity is 13.6 USG failed on the same tank) the un
(91.3 lb.) - 51.5 L (41.4Kg) per tank. (91.3 lb.) - 51.5 L (41.4Kg) per
 Fuel can not be transferred from one wing to another when fuel  Fuel can not be transferred fro
quantity reaches 46 USG (308lb) - 174 L (140Kg) for single quantity reaches 46 USG (308
engine condition and 54.2 USGal (363 lb.) - 205 L (165Kg) for engine condition and 54.2 USG
dual engine condition. dual engine condition.

When EIS fuel quantity is zero, any fuel remaining in the tanks 
When EIS fuel quantity is zero,
can not be used safely in flight. can not be used safely in flight.
 The weights above have been determined for an adopted fuel  The weights above have been
density of 6.701 lb./USG - 0.803Kg/L. Different fuel densities may density of 6.701 lb./USG - 0.80
be used provided the volumetric limits are not exceeded. be used provided the volumetri
Note: For approved fuel additives see AMM. Note: For approved fuel ad
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel temp
19-26 Phenom 100 19-26

July 2010 Rev.1 Developed for Training Purposes July 2010 Rev.1 Developed for Tr
Fuel

FUEL XFR Button must be pushed out during takeoff, landing, maneuvers FUEL XFR Button must be pushed

Low-level sensors indicate that 198

FUEL 1 (2) LO FUEL 1 (2) LO
lbs (90 kg) of fuel remain in the
LEVEL LEVEL
respective tank.
FUEL 1 (2) LO Indicates a low pressure the associ- FUEL 1 (2) LO

PRESS ated engine while engine is running. PRESS
FUEL 1 (2) SOV Indicates a discrepancy between the FUEL 1 (2) SOV
FAIL commanded and actual valve state. FAIL
Caution Indicates an imbalance of fuel Caution

FUEL IMBALANCE between the two tanks greater than or FUEL IMBALANCE
equal to 220 lb (100 kg)
Indicates the transfer valve is open

FUEL OVERFILL with a high fuel quantity inside the FUEL OVERFILL
tank.
Indicates a discrepancy between the

FUEL XFR FAIL commanded and the actual valve FUEL XFR FAIL
state.
Indicates a low pressure in the pri-

FUEL 1 (2) FEED FUEL 1 (2) FEED
mary fuel feed system activating the
FAULT FAULT
DC pump.
FUEL 1 (2) PSW Indicates a failure in the associated FUEL 1 (2) PSW
FAIL pressure switch. FAIL
Advisory Lateral fuel quantities are balanced Advisory
FUEL EQUAL FUEL EQUAL
when transfer valve is open.
Indicates a discrepancy between the

FUEL PUMP 1 (2) commanded and actual associated FUEL PUMP 1 (2)
FAIL pump state or electric fuel pump FAIL
failure.

Weight Planning Page - FOB SYNC Weight Planning Page
The Weight Planning Plannng page within the AUX group contains an FOB The Weight Planning Plannng page w
SYNC soft-key. The funcion of this key, when selected, is to transfer the SYNC soft-key. The funcion of this
actual fuel quantity on board to the Weight Planning page for the FMS to use actual fuel quantity on board to the W
for flight planning purposes. for flight planning purposes.
NOTE: To prevent unpredictable fuel calculations, this function should ONLY be NOTE: To prevent unpredictable fuel
used on the ground, before flight. used on the ground, before flight.
 
 
 
19-28 Phenom 100 19-28

Mar 2011 Rev. 3 Developed for Training Purposes Mar 2011 Rev. 3 Developed for Trai
Hydraulics
Hydraulic Power Hydraulic Power

General General
The hydraulic supplies hydraulic fluid for the landing gear and brake systems, The hydraulic supplies hydraulic fluid
such as the need of keeping the landing gear in the uplock position during such as the need of keeping the lan
flight. flight.
The system has a hydraulic power pack providing the landing gear and brake The system has a hydraulic power pa
systems with hydraulic pressure and an indicating system providing the pilot, systems with hydraulic pressure and
copilot via CAS (Crew Alerting System) with information on the status of the copilot via CAS (Crew Alerting Syste
hydraulic system and its components. The hydraulic system operates at 3000 hydraulic system and its components
psi using synthetic hydrocarbon base hydraulic fluid MIL-PRF-87257 (MIL- psi using synthetic hydrocarbon bas
PRF-87257A:Aeroshell 51, MIL-PRF-87257B:Castrol Brayco MIC881, Radco PRF-87257A:Aeroshell 51, MIL-PRF
FR257) FR257)
Hydraulic Accumulator Hydraulic Accumulator

Hydraulic System Hydraulic System

FORWARD FUSELAGE
NOSE LG BAY
HYDRAULIC POWERPACK
ACCUMULATOR
LG MANIFOLD
FUSELAGE−WING FAIRING
BRAKE COMPONENTS
LG BAYS LG BAYS
LG COMPONENTS LG COMPONENTS
BRAKE COMPONENTS BRAKE COMPONENTS
Hydraulic Powerpack Hydraulic Powerpack

The hydraulic powerpack provides the system with hydraulic power. The The hydraulic powerpack provides the
hydraulic powerpack has a fully integrated DC electric motor driven pump that hydraulic powerpack has a fully integrated
provides hydraulic power supply. The hydraulic powerpack has the following provides hydraulic power supply. The hy
components: components:
 Hydraulic Pump  Manifold  Hydraulic Pump  Manifold
 Electric Motor  Accumulator  Electric Motor  Accumu
 Reservoir  Reservoir
The hydraulic powerpack is powered by the Central Bus. The hydraulic powerpack is powered by t
System control is provided by DC power supplied by the DC Bus 2 through System control is provided by DC power
GEN No. 2. A thermal switch is installed on the powerpack to shut the electric GEN No. 2. A thermal switch is installed o
motor down to avoid fire hazard. motor down to avoid fire hazard.
20-2 Phenom 100 20-2

Hydraulics
Powerpack Assembly SDS2432290000P003

Powerpack Assembly
RESERVOIR
MANIFOLD MANIFOLD
DUMP VALVE
ELECTRIC ELECTRIC
MOTOR MOTOR
PUMP
(LOCATED INSIDE RESERVOIR)
SDS2432291100P013
HYDRAULIC HYDRAULIC
POWER PACK POWER PACK

20-4
April 2009
T R A I N I N G
Fill / Bleed and Relief
Ground Valve
Hydraulic System
Service Ground
Service
Filter Filter System Pressure
S E R V I C E S
Reservoir Pump X
System Return Check
Valve
Relief Delta P
Valve
Accumulato
r
Refill Port
Delta P Pressure Charging
Dump Gage Valve
Valve
PRV

Pressure Switch
Hydraulic Power Pack Pressure Transducer
20-4 Phenom 100

April 2009
T R A I N I N G
Fill / Bleed and Relief

Ground Valve
Hydraulic System
Service Ground
Service
Filter Filter System Pressure

S E R V I C E S
Reservoir Pump X
System Return Check
Valve
Relief Delta P
Valve
Accumulato
Developed for Train

Hydraulics
Hydraulic Pump Hydraulic Pump

The hydraulic system uses a single positive fixed displacement pump as The hydraulic system uses a singl
source of power. The pump is of vane type. The pump is turned on and off source of power. The pump is of va
when the system pressure reaches 2400 + 50 PSIG and 3000 + 50 PSIG when the system pressure reaches 2
Hydraulic Pump and Motor Hydraulic Pump and Motor
Electric Motor Electric Motor

A brush type 28 V DC electric motor drives the hydraulic pump. The motor A brush type 28 V DC electric moto
receives electrical power from the Central Bus but is controlled by DC Bus 2. receives electrical power from the Ce
The motor does not have an internal cooling fan and is not designed for con- The motor does not have an internal
tinuous operation. tinuous operation.
A thermal protection is included to ensure that no portion of the motor is dam- A thermal protection is included to en
aged during motor overload or locked rotor conditions. The thermal switch, aged during motor overload or locke
when activated, will cause an automatic shutdown of the hydraulic motor, will when activated, will cause an autom
be subsequently reset when the predetermined temperature for each function be subsequently reset when the pred
is reached. is reached.

Reservoir Reservoir
The reservoir is provided with a spring-pressurized rolling diaphragm. The reservoir is provided with a spring-pr
Visual level indication is included with markings as follows: Visual level indication is included with ma
 Full: swept volume (system depressurized)  Full: swept volume (system depressu
 Refill: swept volume (system depressurized)  Refill: swept volume (system depress
FULL FULL
PUMP PUMP
RESERVOIR
REFILL REFILL
Manifold Manifold
The manifold is located between the electric motor and the pump/reser- The manifold is located between the e
voir and contains all the valves to support the system voir and contains all the valves to supp
Return and High Pressure Filters Return and High Pressure Filters
A pressure and a return filter are provided to keep the hydraulic fluid in the A pressure and a return filter are provide
limits of cleanliness at all times, Prior to entering the reservoir, the filters are limits of cleanliness at all times, Prior to
integrated to the manifold. integrated to the manifold.
The same disposable filter element is used for the pressure filter and return filter. The same disposable filter element is used
Both filters have high differential pressure indicators. The return filter has, in Both filters have high differential pressur
addition, a bypass valve. addition, a bypass valve.
Filter Bypass Valve Filter Bypass Valve
A bypass valve is included to the return filter in case a system failure occurs A bypass valve is included to the return f
and blocks the flow through the filter, allowing the flow directly to the reservoir. and blocks the flow through the filter, allow
20-6 Phenom 100 20-6

Hydraulics
Differential Pressure Indicators Differential Pressure Indicators

Visual indicators are provided to aid in filter replacement. Each indicator con- Visual indicators are provided to aid
tains a red pop-up bottom to indicate the need for filter replacement. In order tains a red pop-up bottom to indicate
to prevent nuisance indication, the differential pressure indicators are inhib- to prevent nuisance indication, the d
ited below 27° C. Above 48.9° C they are fully operational ited below 27° C. Above 48.9° C they
High Pressure Relief Valve High Pressure Relief Valve

A pressure relief valve is installed in the manifold. The maximum pressure is A pressure relief valve is installed in
3250 psi. 3250 psi.
Outlet Check Valve Outlet Check Valve
Check valve allows free flow of hydraulic fluid in the desired direction, inhibits Check valve allows free flow of hydra
flow in the opposite direction and is installed at the outlet of the pump. The flow in the opposite direction and is
primary function of the check valve is to ensure that pressure is maintained in primary function of the check valve is
the accumulator and to prevent back flow through the pump when it is not the accumulator and to prevent bac
operating. operating.
Pressure Transducer Pressure Transducer
A pressure transducer is provided to give input for constant indication of the A pressure transducer is provided to
system pressure in cockpit and also for low system pressure alarm (through system pressure in cockpit and also
CAS (Crew Alerting System). CAS (Crew Alerting System).
A pressure switch is provided in the high pressure circuit of the system; it A pressure switch is provided in the
controls the electrical power supply through a power contactor. The switch is controls the electrical power supply t
set to maintain system pressure between 3,000 psig and 2,400 psig by turn- set to maintain system pressure betw
ing the powerpack on or off. ing the powerpack on or off.

Dump Valve Dump Valve

A dump valve is used to bleed the accumulator pressure before servicing. A dump valve is used to bleed the accu
This is accomplished by pushing the seat down in the valve. This is accomplished by pushing the seat
Bleed and Relief Valve Bleed and Relief Valve

A combination of bleed and relief valve is included in the reservoir.The man- A combination of bleed and relief valve is
ual bleed function allows the user to bleed air from the reservoir during filling. ual bleed function allows the user to blee
The relief valve protects the reservoir from over pressure. The relief valve protects the reservoir from
Temperature Switch Temperature Switch
A temperature switch for system protection is installed in the return line near A temperature switch for system protectio
the reservoir; it is activated in case fluid temperature goes above 120° C and the reservoir; it is activated in case fluid t
its reset occurs when fluid temperature drops below 110° C. its reset occurs when fluid temperature dr
The temperature switch is in the electric circuit of the pump control and shuts The temperature switch is in the electric c
it down to avoid fire hazard. There is an automatic shutdown of the electric it down to avoid fire hazard. There is an
motor to avoid damage. motor to avoid damage.
Ventilation Fan Ventilation Fan
A ventilation fan and ventilation duct is installed in the hydraulic compartment A ventilation fan and ventilation duct is in
to maintain the hydraulic fluid and hydraulic motor temperature low. The fan to maintain the hydraulic fluid and hydra
only operates when: only operates when:

Weight on Wheels (WOW) is true 
Weight on Wheels (WOW) is true
 Nose gear down and locked  Nose gear down and locked

Both engines running 
Both engines running
20-8 Phenom 100 20-8

Hydraulics
Hydraulic Powerpack Assembly Hydraulic Powerpack Assembl

VENTILATION VENTILATION
DUCTS DUCTS
ELETRIC FAN EL
VENTILATION
DUCT
ACCUMULATOR
DIFFERENTIAL DUMP VALVE DIFFERE
PRESSURE PRESSUR
INDICATORS INDICATO
INLET PORT INLET PORT
OUTLET PORT
RESERVOIR RESERVOIR
BLEED AND BLEED AND
RELIEF VALVE PRESSURE QUICK RELIEF VALVE
DISCONNECT
TEMPERATURE
SWITCH
RETURN/REFILL
QUICK DISCONNECT
28 VDC POWER THERMAL 28 VDC POWER
INPUT OVERLOAD OUTPUT INPUT
SHOCK MOUNTS SHOCK M

Hydraulic Accumulator Hydraulic Accumulator

The total gas volume (un-pressurized) of the accumulator is of approximately The total gas volume (un-pressurized) of
50 in³ (Cubic Inch). There is a pressure gauge and a charging valve remotely 50 in³ (Cubic Inch). There is a pressure g
mounted on a servicing panel. The charging valve is used in servicing the mounted on a servicing panel. The char
accumulator nitrogen pressure envelope. accumulator nitrogen pressure envelope.
Accumulator Accumulator
20-10 Phenom 100 20-10

Hydraulics
Hydraulic Fluid Level Indication Hydraulic Fluid Level Indicatio
Operation Operation
The normal operation of the Hydraulic System is largely automatic with no The normal operation of the Hydrau
pilot input required. The system architecture and control philosophy is such pilot input required. The system arc
that it can cope with most aircraft operating conditions without requiring pilot that it can cope with most aircraft op
action. action.

Hydraulic System Panel Hydraulic System Panel

MAIN INSTRUMENT PANEL MAIN INSTRUMENT PANEL
HYD PUMP H
AUTO
OFF ON OFF
Electric Hydraulic Pump Selector Knob (Rotary Action) Electric Hydraulic Pump Selector K
OFF: Turns the electrical pump off. OFF: Turns the electrical pump off
AUTO: Allows the associated electrical pump to operate automatically, AUTO: Allows the associated electri
according to hydraulic system logic. (Normal Operations posi- according to hydraulic syste
tion) tion)
ON: Operates the electrical pump continuously, overriding the sys- ON: Operates the electrical pum
tem logic. tem logic.
FUEL PUSHER FUEL

PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PUMP
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF

AUTO
OFF ON
BELTS/ON ARMED BELTS/ON ARMED
OFF/ON TEST/RESET OFF/ON TEST/R
20-12 Phenom 100 20-12

Hydraulics

The pump control switch at cockpit panel shall remain set in AUTO even The pump control switch at cockpit
before aircraft start up procedure. The system will turn it on and off automati- before aircraft start up procedure. Th
cally with the input of system pressure. cally with the input of system pressur
The flight crew can select manual or automatic operation or off through a The flight crew can select manual
three-position selector knob on the hydraulic panel. The normal operation is three-position selector knob on the h
automatic. In the AUTO position, the hydraulic system logic activates the automatic. In the AUTO position, th
electric pump according to the pressure demand. electric pump according to the press
In case system pressure drops below the normal operating range the “HYD In case system pressure drops belo
LO PRESS” caution message is shown on the EICAS display. The pilot shall LO PRESS” caution message is sho
select the Hydraulic Pump Selector Knob to ON for few seconds and try select the Hydraulic Pump Selector
recover system pressure. If system pressure does not build up the message recover system pressure. If system p
will remain and pilot shall set it to AUTO again. will remain and pilot shall set it to AU
The hydraulic system temperature is constantly monitored. There is an auto- The hydraulic system temperature is
matic shutdown means based on a temperature switch, which senses the matic shutdown means based on a
fluid temperature and a thermal switch, which senses the temperature of the fluid temperature and a thermal swit
electric motor windings. electric motor windings.
If the hydraulic return fluid or the electrical motor temperature goes above the If the hydraulic return fluid or the elec
normal operating range the "HYD HI TEMP" caution message is displayed in normal operating range the "HYD HI
the CAS window and the hydraulic pump shuts down. When the temperatures the CAS window and the hydraulic pu
return to the normal (or reset) range the CAS message will clear and the return to the normal (or reset) rang
pump will restart. pump will restart.
The HYD LO PRESS message will be activated when the pressure trans- The HYD LO PRESS message will
ducer senses a hydraulic pressure smaller than 1500 PSIG. ducer senses a hydraulic pressure sm
TYPE MESSAGE TYPE
HYD LO PRESS
Caution Caution
HYD HI TEMP
Hydraulic System Check Hydraulic System Check

Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hydraulic Pump . . . . . . . . . . . . . . . .
To check the hydraulic system level, the hydraulic system must be de- To check the hydraulic system l
energized. energized.
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Landing Gear Lever . . . . . . . . . . . . .
Make sure that the landing gear lever is in the down position. Make sure that the landing gear l
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Access Doors. . . . . . . . . . . . . . . . . .

Open the hydraulic system level indicator access door and the hydraulic Open the hydraulic system level indic
accumulator dump valve access door. accumulator dump valve access door
Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP Hydraulic Accumulator . . . . . . . . . . . . . .
Dump the hydraulic accumulator by pressing the dump valve on the Dump the hydraulic accumulator by
hydraulic power pack. hydraulic power pack.
Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP Emergency/Parking Brake Accumulator .
Dump the emergency/parking brake accumulator by cycling the emer- Dump the emergency/parking brake
gency/parking brake handle until the indication lamp on the main panel gency/parking brake handle until the
goes off. goes off.
Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Fluid Level. . . . . . . . . . . . . . . . . . . . . . . .
On the fluid level indicator, make sure that the fluid indication is in normal On the fluid level indicator, make sure
range (between 35 and 49.5 in3). range (between 35 and 49.5 in3).
The shaded region corresponds to the dispatchability range. If the level The shaded region corresponds to th
indication is below the refill mark, contact maintenance personnel for indication is below the refill mark, c
hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per hydraulic fluid servicing. A synthetic h
MIL-PRF-87257 must be used. MIL-PRF-87257 must be used.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Make sure that the two differential pressure indicators are not extended. Make sure that the two differential pre
Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK Hydraulic System Accumulator Pre-Charg
Check the indication of the accumulator nitrogen pre-charge gauge and Check the indication of the accumula
compare with replenish placard graphic. If necessary, contact mainte- compare with replenish placard gra
nance personnel for nitrogen servicing. nance personnel for nitrogen servicing
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Access Doors . . . . . . . . . . . . . . . . . . . . .
Close the hydraulic system level indicator access door and the hydraulic Close the hydraulic system level indic
accumulator dump valve access door. accumulator dump valve access doo
Emergency/Parking Brake Accumulator Pre-Charge . . . . . . . . . CHECK Emergency/Parking Brake Accumulator

Check the nitrogen pre-charge of the Emergency / Parking Brake Accu- Check the nitrogen pre-charge of the
mulator in the status synoptic page of the MFD. The proper pre-charge mulator in the status synoptic page o
pressure can be found in the Aircraft Maintenance Manual or the temp- pressure can be found in the Aircraft
erature/pressure placard on the Emergency/Parking Break Accumulator erature/pressure placard on the Eme
access door. If necessary, contact maintenance personnel for nitrogen access door. If necessary, contact m
servicing. servicing.
20-14 Phenom 100 20-14

July 2010 Rev. 1 Developed for Training Purposes July 2010 Rev. 1 Developed for Trai
Hydraulics
Hydraulic Fluid Level Indication Hydraulic Fluid Level Indicatio
Hydraulic Dump Valve Hydraulic Dump Valve

System Status Synoptic Page System Status Synoptic Page

1 1
1 Hydraulic Pressure 1 Hydraulic Press
2 Emergency Brake Accumulator 2 Emergency Bra

Pressure Pressure
Indicating System Indicating System

Indication and alerting includes cockpit CAS (Crew Alerting System) mes- Indication and alerting includes cockpit
sage alerting information and cockpit CAS synoptic indication. sage alerting information and cockpit CAS
There are also two types of visual information in the system, one provided by There are also two types of visual informa
the hydraulic accumulator pressure gage and the other provided by differen- the hydraulic accumulator pressure gage
tial pressure indicators. tial pressure indicators.
EICAS Indication EICAS Indication
The EICAS indication is designed to provide flight crew with additional infor- The EICAS indication is designed to prov
mation, however, it cannot be used to generate crew actions. mation, however, it cannot be used to gen
When system pressure is in the normal operational range, both the readout When system pressure is in the normal
and the pointer become green in color.When it drops below 1500 psi, the and the pointer become green in color.
readout becomes amber in inverse video and the pointer becomes filled readout becomes amber in inverse vid
amber. amber.
20-16 Phenom 100 20-16

Hydraulics
SYNOPTIC INDICATION SYNOPTI
HYD SYS HYD SYS HYD SYS
1800 PSI 1200 PSI 1800 PSI
NORMAL OPERATION LOW PRESS OPERATION NORMAL OPERATION

PRESSURE > 1500 PSI PRESSURE < =1500 PSI PRESSURE > 1500 PSI
GREEN HOLLOW POINTER AMBER READOUTS IN GREEN HOLLOW POINTE
GREEN READOUTS IN INVERSE VIDEO GREEN READOUTS IN
NORMAL VIDEO NORMAL VIDEO
A SDS2432293100P041
Pressure Indication Pressure Indication

Digital Pressure Digital Pressure
 GREEN: normal operating range.  GREEN: normal operating range
 AMBER: cautionary operating range.  AMBER: cautionary operating ran
 GRAY: label (PSI).  GRAY: label (PSI).

AMBER DASHED: invalid information or a value out of the valid range. 
AMBER DASHED: invalid inform
Pressure Scale / Pointer Pressure Scale / Pointer
The pointer on the scale indicates a value equal to that shown on the digital The pointer on the scale indicates a
display. If the value is invalid, the pointer will be removed from the display. display. If the value is invalid, the poi

Scale: 
Scale:
 WHITE: normal operating range.  WHITE: normal operating range
 AMBER: cautionary operating range.  AMBER: cautionary operating ra

Pointer: 
Pointer:
 AMBER: cautionary operating range.  AMBER: cautionary operating ra

The hydraulic system must be checked each 15 consecutive calender days or The hydraulic system must be checked ea
before next flight, whichever occurs last. before next flight, whichever occurs last.

Hydraulic system temperature is higher Hydra

HYD HI TEMP HYD HI TEMP
than the normal operation range. tha
Caution Caution
Hydraulic system pressure is lower than Hydrau
HYD LO PRESS HYD LO PRESS
the normal operation range. t
20-18 Phenom 100 20-18

Ice and Rain
Ice and Rain Ice and Rain

The ice and rain protection system provides protection against visual and The ice and rain protection system
flight authority degradation due to ice formation on leading edge surfaces, flight authority degradation due to i
engine air inlet, external sensor, and ice and fog formation on the windshield. engine air inlet, external sensor, and
The windshield also has a rain repellent coating. The windshield also has a rain repell
The ice and rain protection system is used to: The ice and rain protection system is
 Remove the ice formed on the wing and the horizontal stabilizer leading  Remove the ice formed on the win
edges. Bleed air is routed from both engines to the wing de-icers and to edges. Bleed air is routed from bo
the horizontal stabilizer pneumatic de-icers. the horizontal stabilizer pneumatic
 Remove or prevent ice formation around the engine inlet cowls, using  Remove or prevent ice formation
bleed air from the related engine. bleed air from the related engine.
 Prevent ice formation on the aircraft sensors. Pitot probes, static ports, and  Prevent ice formation on the aircra
AOA (Angle of Attack) sensor are heated by electric resistances. AOA (Angle of Attack) sensor are
 Remove ice, frost, fog, or rain from the windshield.The windshield heating  Remove ice, frost, fog, or rain from
system uses electrical heaters and the windshield rain protection uses a system uses electrical heaters an
rain repellent coating applied to the windshield external surface. rain repellent coating applied to th
 Provide the pilot and the copilot with a way to inspect the aircraft against  Provide the pilot and the copilot w
icing while flying at night. There is one lamp installed on the left fuselage icing while flying at night. There is
that shines in the left wing for visible ice detection. A dark area on both that shines in the left wing for visib
overboard wing boots assists in visually detecting ice build up. overboard wing boots assists in v
The ice and rain protection system includes: The ice and rain protection system in
 Wing and Horizontal Stabilizer De-ice System  Wing and Horizontal Stabilizer De
 Engine Anti-ice System  Engine Anti-ice System

Windshield Heating System 
Windshield Heating System
 Air Data Heating System (ADS)  Air Data Heating System (ADS)

Ice and Rain Protection Synoptic Ice and Rain Protection Synoptic
1 1
2 2 2
3 4 3
5 6 5
7 8 7
9 10 9
11 12 11
2 2
1 Windshield Heaters 7 Engine Anti Ice (EAI) 1 Valve and Bleed Line 1 Windshield Heaters 7
2 Boot Lines and Valves 8 Engine Anti Ice (EAI) 2 Valve and Bleed Line 2 Boot Lines and Valves 8
3 Inboard Ejector Flow Control Valve (EFCV) 9 Pressure Regulating Shut-Off Valve 1 (PRSOV 1) 3 Inboard Ejector Flow Control Valve (EFCV) 9
4 Outboard Ejector Flow Control Valve (EFCV) 10 Pressure Regulating Shut-Off Valve 2 (PRSOV 2) 4 Outboard Ejector Flow Control Valve (EFCV) 10
5 Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11 Ice Protection Bleed Duct 5 Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin 11
6 Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12 STAB Ejector Flow Control Valve (EFCV) 6 Engine Anti Ice (EAI) 2 Bleed Duct and Lip Skin 12
When the ice protection system is operating normally, all components are When the ice protection system is oper
shown in green on the system diagram. Items in white indicate components shown in green on the system diagram.
which are off. A red “X” over a component indicates invalid data or a failed which are off. A red “X” over a compone
unit. In the case of windshield heaters, a red “X” will be displayed with unit. In the case of windshield heaters
switches in the OFF position. switches in the OFF position.
Ice Protection System Unit Status Indications Ice Protection System Unit Status
Unit Icons and Descriptions Unit Icon
Inboard/Outboard Inboard/Outboard
EFCV Valve EFCV Valve
Open with flow Open, no flow Closed Open with flow
STB EFCV Valve STB EFCV Valve

Open with flow Open, no flow Closed Open with flow
21-2 Phenom 100 21-2

Ice and Rain
Wing and Horizontal Stabilizer De-Icing System Wing and Horizontal Sta
The airfoil deicing system removes the ice formed on the wing and the hori- The airfoil deicing system removes t
zontal stabilizer leading edges. zontal stabilizer leading edges.
HORIZONTAL
STABILIZER
RIGHT WING RIGHT WING

PNEUMATIC PNEUM
DE-ICING DE-ICIN
PNEUMATIC PNEUMATIC
DE-ICING DE-ICING
LEFT WING
WING INSPECTION WING INSPECTION

LIGHT LIGHT
PNEUMATIC
DE-ICING
The outboard and inboard wing de-icer boots and the horizontal stabilizer de- The outboard and inboard wing de-ic
icer boots remove the ice formed when the system is selected ON. Three icer boots remove the ice formed w
EFCVs (Ejector Flow Control Valves) supply the de-icer boots with com- EFCVs (Ejector Flow Control Valve
pressed air (inflation) or vacuum (deflation). One pressure regulator / reliever pressed air (inflation) or vacuum (de
and a water separator provide dried air in a proper pressure for the system. and a water separator provide dried
Two check valves avoid back flow when there is loss of air bleed from one Two check valves avoid back flow w
engine. One low pressure switch, five deice pressure switches, and a engine. One low pressure switch,
controller monitors the operation of the system. controller monitors the operation of th
Wing Deicing Wing Deicing
The wing deicing system removes the formation of ice from the wing leading The wing deicing system removes th
edges. The wing de-icer boots cycle (inflate / deflate) in order to mechanically edges. The wing de-icer boots cycle
remove the formation of ice from the wing leading edges. The EFCV (Ejector remove the formation of ice from the
Flow Control Valve) provides the boot inflation and deflation. Pressure Flow Control Valve) provides the
switches monitor the boots pressure to make sure that they work properly. switches monitor the boots pressure
Wing Ejector Flow Control Valve (EFCV) Wing Ejector Flow Control Valve (E
There are two EFCVs for the wing deicing system. The EFCV controls the There are two EFCVs for the wing
flow of air to and from the de-icer boots. It is a two-position, solenoid-oper- flow of air to and from the de-icer b
ated valve that provides system pressure or vacuum to the pneumatic de- ated valve that provides system pre
icers.When the solenoid valve is in the de-energized condition, the ejector icers.When the solenoid valve is in
section of the valve provides the vacuum necessary to maintain the deicing section of the valve provides the va
tubes in a deflated condition using a minimum amount of air flow. tubes in a deflated condition using a

Wing De-ice Pressure Switch Wing De-ice Pressure Switch

The pressure switches ensure a minimum pressure is being supplied to the The pressure switches ensure a minimu
de-icers in a specific timing window. de-icers in a specific timing window.
Wing De-Icer Boot Wing De-Icer Boot
The wing de-icer boots are silver polyurethane-surfaced pneumatic de-icers The wing de-icer boots are silver polyure
consisting of a smooth rubber and fabric blanket containing span wise deicing consisting of a smooth rubber and fabric b
tubes. Each wing de-icer boot is a single boot with separate inflatable cham- tubes. Each wing de-icer boot is a single
bers, one for the inboard wing section and one for the outboard wing section. bers, one for the inboard wing section an
The LH and RH outboard chambers of the de-icer boot will inflate simultane- The LH and RH outboard chambers of th
ously. The LH and RH inboard de-icers will inflate simultaneously. The infla- ously. The LH and RH inboard de-icers w
tion pressure of the de-icer boot is 20.0 ± 1.0 psig. tion pressure of the de-icer boot is 20.0 ±
Wing De-Icer Boot Wing De-Icer Boot
Icing Visual Identification Panel Icing Visual Identification Panel

A dark area on the outboard of each wing de-icer boot assists in detecting ice A dark area on the outboard of each wing
formation. formation.
21-4 Phenom 100 21-4

Ice and Rain
Icing Visual Identification Panel Icing Visual Identification Panel
Wing Inspection Light Wing Inspection Light

The wing inspection light provides illumination of the left wing leading edge The wing inspection light provides il
for the left pilot to inspect for ice formation. The controlling switch (INSP for the left pilot to inspect for ice f
LIGHT) is located on the ice protection panel. LIGHT) is located on the ice protectio
Horizontal Stabilizer Deicing Horizontal Stabilizer Deicing
The horizontal stabilizer deicing system removes the formation of ice from the The horizontal stabilizer deicing syste
horizontal stabilizer leading edges. horizontal stabilizer leading edges.
The horizontal stabilizer de-icer boots cycle (inflate / deflate) in order to The horizontal stabilizer de-icer bo
mechanically remove the formation of ice from the horizontal stabilizer lead- mechanically remove the formation
ing edges. ing edges.
Horizontal Stabilizer Ejector Flow Control Valve (EFCV) Horizontal Stabilizer Ejector Flow
The EFCV (Ejector Flow Control Valve) provides the boot inflation and The EFCV (Ejector Flow Control
deflation. There is one EFCV for the horizontal stabilizer deicing system. deflation. There is one EFCV for the
Horizontal Stabilizer De-ice Pressure Switch Horizontal Stabilizer De-ice Pressu
One pressure switch is dedicated to the horizontal stabilizer deicing system. One pressure switch is dedicated to
The horizontal stabilizer de-ice pressure switch is located at the inlet of the The horizontal stabilizer de-ice pres
horizontal stabilizer de-icer boots. The pressure switch ensures a minimum horizontal stabilizer de-icer boots. T
pressure is being supplied to the de-icers in a specific timing window. pressure is being supplied to the de-

Horizontal Stabilizer De-Icer Boot Horizontal Stabilizer De-Icer Boot

The horizontal stabilizer pneumatic de-icers are silver estane polyurethane- The horizontal stabilizer pneumatic de-ic
surfaced de-icers, consisting of a smooth rubber and fabric blanket contain- surfaced de-icers, consisting of a smooth
ing span wise deicing tubes. Each de-icer boot contains a single air connec- ing span wise deicing tubes. Each de-ice
tion through which all tubes are inflated simultaneously. tion through which all tubes are inflated s
Horizontal Stabilizer De-Icer Boot Horizontal Stabilizer De-Icer Boot
21-6 Phenom 100 21-6

FLOW
Developed for
CONTROL
PRESSURE VALVE
REGULATOR
VALVE
Deicing System
Phenom 100
Left Horizontal Right Horizontal

Stabilizer Boot Stabilizer Boot
PRESSURE
SWITCH
Ice and Rain
21-7
April 2009
Inboard Boot
Outboard Boot
EJECTOR FLOW PRESSURE
CONTROL VALVE SWITCH

PRESSURE
SWITCH
WATER CHECK
PRESSURE VALVE
SEPARATOR
SWITCH
ELECTOR
FLOW
CONTROL
PRESSURE VALVE
REGULATOR
VALVE
Deicing System
Phenom 100
Left Horizontal Right Horizontal
Stabilizer Boot Stabilizer Boot
PRESSURE
SWITCH
System Operation System Operation

The pilot activates the de-icing system by switching the icing protection system The pilot activates the de-icing system by
wing / stab switch to the ON position. At this time the deicing cycle starts and wing / stab switch to the ON position. At t
the horizontal stabilizer EFCV is energized. This initiates the inflation of the hor- the horizontal stabilizer EFCV is energized
izontal stabilizer de-icer boots. The deice pressure switch closes within the first izontal stabilizer de-icer boots. The deice p
four seconds of the six-second inflation time. After the six-second inflation time, four seconds of the six-second inflation tim
the horizontal stabilizer EFCV is de-energized and vacuum is reapplied to the the horizontal stabilizer EFCV is de-energ
horizontal stabilizer de-icer boots.The horizontal stabilizers deice pressure horizontal stabilizer de-icer boots.The h
switch opens at this time indicating pressure is exiting the de-icer boot. This switch opens at this time indicating press
sequence repeats for the outboard and inboard chambers of the wing de-icer sequence repeats for the outboard and in
boots. boots.
At the end of the inboard wing six-second inflation cycle, all EFCVs are de- At the end of the inboard wing six-secon
energized, pressure switches are open, and vacuum is applied to all de-icer energized, pressure switches are open, a
boots for the remaining forty-two second delay in the timing/deicing cycle. At boots for the remaining forty-two second
the end of the one-minute cycle, if the switch remains activated, the cycle the end of the one-minute cycle, if the
repeats. This continues until the de-icing system control switch is set to OFF. repeats. This continues until the de-icing
If the ice protection system wing / stab switch is momentarily operated from If the ice protection system wing / stab s
the OFF to the ON position, the controller will operate in single cycle mode. the OFF to the ON position, the controlle
The controller will cycle through all EFCVs plus a six-second delay time and The controller will cycle through all EFCV
then shut off. then shut off.
HEATING ICE PROTECTION HEATING
WSHLD 1 WSHLD 2 ENG 1 ENG 2 WSHLD 1 WSHLD 2
ON ON ON
OFF OFF OFF
ADS/AOA WINGSTAB INSP LIGHT ADS/AOA

AUTO AUTO
OFF ON OFF ON
ON
OFF
TIMING CHART TIMING C

Time Intervals For 1 Cycle (Seconds) DE-ICING ZONE Time Intervals For 1 Cycle (Second
6 HORIZONTAL STABILIZER 6
6 OUTBOARD WING 6
6 INBOARD WIND 6
42 ALL DEFLATED 42
21-8 Phenom 100 21-8

Ice and Rain
Engine Anti-ice System Engine Anti-ice System

The EAI (Engine Anti-Icing) system supplies hot air from the engine to its inlet The EAI (Engine Anti-Icing) system s
cowl to prevent the hazardous formation of ice on the inlet lip skin. The sys- cowl to prevent the hazardous forma
tem consists of supply ducting, a valve (a shutoff valve), a flow limiter (ven- tem consists of supply ducting, a va
turi/restrictor), a pressure transducer, a piccolo tube, and exhaust vents. turi/restrictor), a pressure transducer
Hot air is extracted from the engine compressor. The air is tapped from the Hot air is extracted from the engine
engine thru a dedicated outboard bleed port, ensuring that an air supply is engine thru a dedicated outboard b
always available to the EAI system when the engine is running. The airflow always available to the EAI system
next passes thru the EAI valve. This valve is activated manually with a com- next passes thru the EAI valve. This
mand override available to the flight crew. The valve is spring-loaded to the mand override available to the flight
open position ensuring that the EAI system defaults to the open position in the open position ensuring that the EAI s
absence of a control signal (failure of electrical systems). Then the air flow absence of a control signal (failure
passes through a flow limiting venturi, which has the purpose of limiting the passes through a flow limiting ventu
mass air flow entering the chamber (formed by the inlet lip skin and the forward mass air flow entering the chamber (f
bulkhead) in the event of a burst duct. At the inlet connection, the air passes bulkhead) in the event of a burst duc
into the circular piccolo tube mounted inside the chamber. The anti-icing air fills into the circular piccolo tube mounted
the piccolo tube and exits through jets (holes) in the tube wall. The anti-icing air the piccolo tube and exits through jets
impinges upon the inner surface of the inlet lip skin and heats it to prevent ice impinges upon the inner surface of th
formation on the outer surface. The EAI air, after exiting the piccolo tube and formation on the outer surface. The
impinging on the lip skin, collects in the chamber and flows toward the bottom impinging on the lip skin, collects in t
where it is released overboard through exhaust vents located in the bottom of where it is released overboard throug
the engine inlet. the engine inlet.
EAI Shutoff Valve EAI Shutoff Valve
The EAI valve is an ON/OFF shutoff valve and is located in the system supply The EAI valve is an ON/OFF shutoff
ducting in the engine compartment. This valve controls the bleed airflow from ducting in the engine compartment. T
the engine to the nacelle anti-icing system. It is an electrically controlled, the engine to the nacelle anti-icing
pneumatically operated valve that is spring-loaded to the open position. The pneumatically operated valve that is
EAI shutoff valve actuating solenoid must be energized in order to drive the EAI shutoff valve actuating solenoid
valve closed. The valve may be locked in the open position, thus allowing air- valve closed. The valve may be locke
craft dispatch in ice conditions. craft dispatch in ice conditions.
EAI Pressure Transducer EAI Pressure Transducer
The transducer is connected to the anti-icing air supply duct. The pressure The transducer is connected to the
transducer monitors the anti-icing system pressure. With the engine running, transducer monitors the anti-icing sy
if the transducer reads a pressure equal to or less than 25 psi, the A-I E1 (2) if the transducer reads a pressure eq
FAIL message appears on the CAS. FAIL message appears on the CAS.

EAI Piccolo Tube EAI Piccolo Tube

The piccolo tube distributes the anti-icing air over the inner surface of the inlet The piccolo tube distributes the anti-icing
lip. The piccolo tube is a circular tube with holes to distribute the anti-icing air lip. The piccolo tube is a circular tube with
onto the critical lip skin region. onto the critical lip skin region.
ENGINE ANTI-ICING ENGINE ANTI-ICING

PRESSURE TRANSDUCER PRESSURE TRANSDUCER
PICCOLO EAI VALVE PICCOLO

TUBE TUBE
VENTURI/RESTRICTOR VENTURI/
EXHAUST
VENT
EXHAUST EXHAUST
VENT VENT
SDS2432302100P041
21-10 Phenom 100 21-10

Ice and Rain
Operation Operation
The EAI system is manually activated by means of a toggle switch. The sys- The EAI system is manually activate
tem heats the nacelle inlet cowl leading edge using bleed air extracted from tem heats the nacelle inlet cowl lead
the engine port to prevent potentially harmful ice accumulation. The system is the engine port to prevent potentially
activated via a solenoid controlled, pneumatically actuated shutoff valve (EAI activated via a solenoid controlled, p
shutoff valve). In case of system failure, the valve may be manually locked in shutoff valve). In case of system failu
the fully open position to permit dispatch of the aircraft. the fully open position to permit dispa
An EAI pressure transducer is also provided to monitor duct pressure down- An EAI pressure transducer is also p
stream of the EAI shutoff valve and thus confirm proper operation of the EAI stream of the EAI shutoff valve and
system. The EAI system for each engine is completely independent of the system. The EAI system for each e
other engine and EAI air bleeding cannot be shared between engines. other engine and EAI air bleeding ca
ON ON ON
OFF OFF OFF

AUTO AUTO
OFF ON OFF ON
ON
OFF

Pitot/Static/AOA/P-Static Heating Pitot/Static/AOA/P-Static H

The Pitot/Static/AOA/P-Static heating system prevents ice formation on air- The Pitot/Static/AOA/P-Static heating sy
craft sensors. craft sensors.
AOA SENSOR
PITOT PROBE 1
DUAL STATIC
PORT 1
PITOT−STATIC PITOT−STATIC
PROBE PROBE
AOA SENSOR AOA SENSOR
PITOT PITOT
PROBE 2 PROBE 2
DUAL STATIC DUAL STATIC
PORT 2 PORT 2
Protection against icing is provided by built-in heating elements. This system Protection against icing is provided by bu
provides electrical heating for the following components: provides electrical heating for the followin

Pitot Probes 
Pitot Probes
 Dual Static Ports.  Dual Static Ports.

Pitot/Static Probe 
Pitot/Static Probe

AOA (Angle of Attack) Sensor 
AOA (Angle of Attack) Sensor

Static Pressure Port 
Static Pressure Port
WARNING WARNI
DO NOT TOUCH HEATED PROBES, SENSOR, OR STATIC PORTS. THEY DO NOT TOUCH HEATED PROBES, SE
CAN BE HOT AND CAUSE INJURY TO YOU. CAN BE HOT AND CAUSE INJURY TO Y
21-12 Phenom 100 21-12

Ice and Rain
Operation Operation
ADS (Air Data System)/ AOA Heating ADS (Air Data System)/ AOA Heati
The ADS and AOA probe heating system permits safe flight under icing con- The ADS and AOA probe heating sy
ditions. It has a rotary control knob, located on the ICE PROTECTION/ HEAT- ditions. It has a rotary control knob, lo
ING control panel, that allows selecting one out of three modes of operation: ING control panel, that allows select
OFF, AUTO, and ON. OFF, AUTO, and ON.
This is the normal operation mode. In this mode, the probe heating This is the normal operation
AUTO elements will be automatically energized if at least one engine is AUTO elements will be automatic
running or the aircraft weight is not on the wheels. running or the aircraft weig
In this mode, the probe heating elements will not be energized, In this mode, the probe hea
regardless of the status of the engines and WOW. This mode is regardless of the status of
OFF OFF
intended to be used on the ground, mainly to keep people from intended to be used on the
being injured in case of contact with the probes. being injured in case of con
In this mode, the probe heating elements will be energized, In this mode, the probe hea
regardless of the status of the engines and WOW. This mode may regardless of the status of
ON be used if it is necessary to activate the heating system on the ON be used if it is necessary to
ground and with the engines not running. It may also be used in ground and with the engine
flight in case of failure of the automatic control mode. flight in case of failure of th

ON ON ON
OFF OFF OFF

AUTO AUTO
OFF ON OFF ON
ON
OFF
Static Pressure Port Heating Static Pressure Port Heating

The static pressure port is electrically heated in order to assure no obstruc- The static pressure port is electrical
tion of sensing orifices due to freezing. Electrical power is provided whenever tion of sensing orifices due to freezin
the aircraft is in flight. The air/ground signal is provided by the main landing the aircraft is in flight. The air/groun
gear WOW switch through a hard wiring electrical circuit. gear WOW switch through a hard wir

Windshield Heating System and Rain Protection Windshield Heating System

The windshield rain protection and the windshield heating systems are used The windshield rain protection and the w
to remove ice, frost, fog, or rain from the windshield. to remove ice, frost, fog, or rain from the
The windshield rain protection consists only of a rain repellent coating applied The windshield rain protection consists on
to the windshield external surface. to the windshield external surface.
The windshield heating system uses electrical heaters in the windshield to The windshield heating system uses ele
prevent the icing formation on the external surface of the windshield, and fog prevent the icing formation on the externa
formation on the inside surface. formation on the inside surface.
WINDSHIELD WINDSHIELD
- ELECTRICALLY HEATED - ELECTRICALLY HEATED
- DEFOG SYSTEM - DEFOG SYSTEM
SDS2432304000P065
Windshield Rain Protection Windshield Rain Protection

The windshield rain repellent coating is a wiperless system that permits a safe The windshield rain repellent coating is a
flight under rain conditions, by maintaining a sufficient portion of the windshield flight under rain conditions, by maintaining
so clear as to provide each pilot with adequate vision along the flight path. It is so clear as to provide each pilot with adeq
a synthetic polymer developed to repel water by physical process. a synthetic polymer developed to repel wa
A chemical coating known as Rain Repellent Coating is applied on the wind- A chemical coating known as Rain Repe
shield’s external surface. shield’s external surface.
Rain Repellent Coating Rain Repellent Coating
The Rain Repellent Coating consists of a synthetic polymer developed to The Rain Repellent Coating consists of
repel water by physical process. repel water by physical process.
The rain repellent coating is employed as rain protector for windshields, The rain repellent coating is employed
because of its water repellency capabilities. because of its water repellency capabilitie
When water comes into contact with a clean glass surface, the water spreads When water comes into contact with a cle
out evenly on the glass, and a thin film of water remains on the surface even out evenly on the glass, and a thin film o
after the bulk of the water has run off, and visibility is reduced. When the after the bulk of the water has run off,
glass surface is treated with a chemical repellent (Rain Repellent Coating), a glass surface is treated with a chemical r
transparent molecular film is formed which greatly reduces the adhesive force transparent molecular film is formed whic
between the water and the glass. The water draws up into beads which cover between the water and the glass. The wa
21-14 Phenom 100 21-14

Ice and Rain
only a portion of the glass, the area between the beads being dry. The high only a portion of the glass, the area
velocity slipstream continually removes the beads. velocity slipstream continually remov
Windshield Rain Protection Windshield Rain Protection
WINDSHIELD WITH WINDSHIELD WITH

RAIN REPELLENT COATING RAIN REPELLENT COATING
SDS2432304100P069R

Windshield Heating System Windshield Heating System

The windshield heating system prevents the formation of ice on the exte- The windshield heating system prevent
rior surface of the windshield and fog on the interior surface. rior surface of the windshield and fog o
WINDSHIELD WINDSHIELD
- ELECTRICALLY HEATED - ELECTRICALLY HEATED
- DEFOG SYSTEM - DEFOG SYSTEM
The windshield heating system consists of four independent subsystems, two The windshield heating system consists o
for each windshield. two subsystems are controlled by one Windshield Heater for each windshield. two subsystems are
Control Unit (WHCU). Each subsystem comprises a temperature controller Control Unit (WHCU). Each subsystem
channel, windshield heater element and windshield temperature sensors for channel, windshield heater element and
overheat and control to each windshield assembly. The function of the wind- overheat and control to each windshield
shield heating system is to regulate the temperature of each heating mat shield heating system is to regulate the
embedded in the windshield, in order to prevent the icing formation on the embedded in the windshield, in order to
exterior surface of the windshield, and fog formation on the inside surface. exterior surface of the windshield, and fog
Heated Windshield Heated Windshield
The windshield is an electrically heated, double curvature, laminated glass The windshield is an electrically heated,
windshield. The outboard glass is coated by an anti-static film to provide a windshield. The outboard glass is coate
discharge path for static build-up to prevent damage to the windshield heating discharge path for static build-up to preve
mats due to triboelectric charging. The windshield heating mats, two per mats due to triboelectric charging. The
windshield are embedded in the inboard surface of the outer glass ply to pro- windshield are embedded in the inboard
vide anti-ice capability. There are two sensing elements per heater section, vide anti-ice capability. There are two se
both connected to each channel of the Windshield Heater Control Unit both connected to each channel of th
(WHCU). (WHCU).
Windshield Heater Control Unit Windshield Heater Control Unit
Each WHCU channel regulates the temperature using two temperature sen- Each WHCU channel regulates the temp
sors and a heater mat integrated to the windshield. One sensor is used for sors and a heater mat integrated to the
control while the other monitors overheats and provides back-up control if the control while the other monitors overheats
first sensor fails. Besides regulating the heater element temperature, each first sensor fails. Besides regulating the
windshield control channel performs power-up BIT (Built-in Test) and continu- windshield control channel performs powe
21-16 Phenom 100 21-16

Ice and Rain
ous BIT, reporting the faults to the avionics Data Concentrator Unit and GIA ous BIT, reporting the faults to the a
(Garmin Integrated Avionics unit) 2. (Garmin Integrated Avionics unit) 2.
On the ICE PROTECTION/HEATING control panel, when the WSHLD 1 On the ICE PROTECTION/HEATIN
switch is set to ON the WHCU 1, Channel 1and the WHCU 2, Channel 2 are switch is set to ON the WHCU 1, Ch
energized. Then the WHCUs supply power to the LH (Left-Hand) windshield energized. Then the WHCUs supply
heaters 1 and 2. heaters 1 and 2.
When the WSHLD 2 switch is set to ON the WHCU 1, Channel 2 and the When the WSHLD 2 switch is set t
WHCU 2, Channel 1 are energized. Then the WHCUs supply power to the WHCU 2, Channel 1 are energized.
RH (Right-Hand) windshield heaters 1 and 2. RH (Right-Hand) windshield heaters
Operation Operation
In normal operation, on the ICE PROTECTION/HEATING control panel, the In normal operation, on the ICE PR
WSHLD 1 and 2 rotary switches are set to OFF. WSHLD 1 and 2 rotary switches are s
When turned ON, the WHCU channels switch power ON when the control When turned ON, the WHCU chann
sensor temperature is below 95° F (35° C), and switch the heater power OFF sensor temperature is below 95° F (3
when the control sensor is above 110° F (43° C). Overheat set point is 140° F when the control sensor is above 110
(60° C). (60° C).
Each WHCU operates according to a load shedding logic and regulates the Each WHCU operates according to
temperature of the both heaters of each windshield side. If only a single temperature of the both heaters of
power source (one SG failed) is available, the left windshield side has the pri- power source (one SG failed) is avai
ority and one of its sections (left or right) is heated according to the remaining ority and one of its sections (left or rig
starter generator (SG). starter generator (SG).

Windshield Heating System Schematic Windshield Heating System Schem
LH HEATERS RH HEATERS LH HEATERS

SENSORS SENSORS
WHCU 1 WHCU 2 WHCU 1
DC BUS 1 DC BUS 2 DC BUS 1

NORMAL OPERATION NORMAL OPERATI
LH/RH WHCUs ON LH/RH WHCUs O
SENSORS SENSORS

ABNORMAL OPERATION ABNORMAL OPERAT
DC BUS 1/WHCU 1 FAILURE DC BUS 1/WHCU 1 FA
SENSORS SENSORS

ABNORMAL OPERATION ABNORMAL OPERAT
DC BUS 2/WHCU 2 FAILURE DC BUS 2/WHCU 2 FA
21-18 Phenom 100 21-18

Ice and Rain
Ground De-Icing Procedures Ground De-Icing Proced
GROUND DEICING/ANTI-ICING STRATEGY GROUND DEICING/ANTI-ICING
To prevent frozen contamination on airplane surfaces deice and anti- To prevent frozen contamination
icing operation requires that fluids be distributed uniformly over icing operation requires that f
surfaces. In order to control uniformity, all horizontal surfaces must be surfaces. In order to control unifo
visually checked during fluid application. The correct amount is visually checked during fluid a
indicated by fluid just beginning to drip off the leading edge. Do not indicated by fluid just beginning
use tools to scrape or scratch compacted snow from the airframe use tools to scrape or scratch
surfaces or from the gaps between fixed or movable surfaces. Once surfaces or from the gaps betwe
the airplane has been fully deiced, it is time to consider the prevention the airplane has been fully deiced
of any further ice contamination prior to takeoff by application of an of any further ice contamination
anti-icing treatment. anti-icing treatment.
The following surfaces must be protected: The following surfaces must be pr

- Fuselage; - Fuselage;
- Wing upper surface and leading edge; - Wing upper surface and leading
- Horizontal stabilizer upper surface and leading edge; - Horizontal stabilizer upper surfac
- Elevator upper surface; - Elevator upper surface;
- Vertical stabilizer and rudder. - Vertical stabilizer and rudder.
For detailed information on ground de-icing procedures please For detailed information on gr
refer to the POH chapter 2-15. refer to the POH chapter 2-15.

Developed for Training Purposes Rev.2 January 2011 Developed for T
Fluid Application Strategy Fluid Application Strategy
01
01 01
AOA SENSOR AOA SENSOR
DIRECTION OF FLUID DIRECTION OF FLUID

SPRAY SPRAY
PITOT PITOT
DIRECTION OF FLUID PROBE 2 DIRECTION OF FLUID PROBE 2
SPRAY NOT PERMITTED SPRAY NOT PERMITTED
DUAL STATIC DUAL STATIC
LEGEND: PORT 2 LEGEND: PORT 2
PITOT − STATIC PROBE PITOT − STATIC PR

DEICING APPLICATION AREA DEICING APPLICATION AREA
PITOT
PROBE 1
DEICING AND ANTI−ICING FLUID APPLICATION AREA DEICING AND ANTI−ICING FLUID APPLICATION ARE
DUAL STATIC PORT 1
DEICING AND ANTI−ICING FLUID APPLICATION AREA. A THIN LAYER DEICING AND ANTI−ICING FLUID APPLICATION ARE
OF HOAR FROST WHERE YOU CAN SEE AIRPLANE MARKINGS OF HOAR FROST WHERE YOU CAN SEE AIRPLANE
ON FUSELAGE IS PERMITTED ON FUSELAGE IS PERMITTED
DIRECTION OF FLUID SPRAY DIRECTION OF FLUID SPRAY
DO NOT APPLY FLUIDS DIRECTLY TO THESE POINTS DO NOT APPLY FLUIDS DIRECTLY TO THESE POIN
01 FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY RETRACTED 01 FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY
21-20 Phenom 100 21-20

January 2011 Rev. 2 Developed for Training Purposes January 2011 Rev. 2 Developed for T
Ice and Rain
Operation in Icing Conditions Operation in Icing Conditions
Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40°C Minimum Temperature for Wing/ Stab
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS Minimum Airspeed . . . . . . . . . . . . . .
Crew must activate the ice protection system when icing conditions exist or Crew must activate the ice protectio
are anticipated below 10°C as follows: are anticipated below 10°C as follow
If OAT is between 5°C and 10°C with visible moisture: If OAT is between 5°C and 10°C with
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . .
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WINGSTAB Switch. . . . . . . . . . .
WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WSHLD 1 and WSHLD 2 . . . . . .
If OAT is below 5°C with visible moisture: If OAT is below 5°C with visible mois
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WSHLD 1 and WSHLD 2 Switche
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG 1 and ENG 2 Switches . . .
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WINGSTAB Switch. . . . . . . . . . .
Note: Note:

Icing conditions may exist whenever the Static Air Temperature (SAT) on 
Icing conditions may exist whene
the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10°C the ground or for takeoff, or Tota
or below and visible moisture in any form is present (such as clouds, fog or below and visible moisture in a
with visibility of one mile or less, rain, snow, sleet, and ice crystals). with visibility of one mile or less,
 Icing conditions may also exist when the SAT on the ground and for  Icing conditions may also exist w
takeoff is 10°C or below when operating on ramps, taxiways, or runways takeoff is 10°C or below when op
where surface snow, ice, standing water, or slush may be ingested by where surface snow, ice, standin
the engines, or freeze on engines, nacelles, or engine sensor probes. the engines, or freeze on engine
 WINGSTAB switch must remain at the ON position until the entire wing,  WINGSTAB switch must remain
including unprotected areas and areas behind the wing deicing boot, are including unprotected areas and
free of ice accretion.” This assures the icing stall warning schedule with free of ice accretion.” This assur
runback ice present. runback ice present.

In icing conditions the airplane must be operated, and its ice protection 
In icing conditions the airplane m
systems used as described in the operating procedures section of this systems used as described in th
manual. Where specific operational speeds and performance informa- manual. Where specific operatio
tion have been established for such conditions, this information must be tion have been established for su
used. used.

Take-off is prohibited with frost, ice, snow or slush adhering to wings, 
Take-off is prohibited with frost, ic
control surfaces, engine inlets, or other critical surfaces. control surfaces, engine inlets, o


Loss of ADS 1 heating. ADS 1 data Lo
ADS 1 HTR FAIL ADS 1 HTR FAIL
may not be reliable.
Loss of ADS 2 heating. ADS 2 data Lo
ADS 2 HTR FAIL ADS 2 HTR FAIL
may not be reliable.
Indicates EAI shutoff valve is closed Ind
A-1 E1 (2) FAIL when valve is commanded open or an A-1 E1 (2) FAIL whe
EAI duct failure is detected.
Indicates the pneumatic deicing system Indic
Caution is not working properly, the valves are Caution is n
D-I WINGSTAB FAIL D-I WINGSTAB FAIL
closed when the system is set to on, or clos
a duct failure is detected.
Loss of Pitot-Static heater. Stand-by air Los
STBY HTR FAIL STBY HTR FAIL
data may not be reliable.
Indicates failure of left windshield heat- Indi
WSHLD 1 HTR FAIL WSHLD 1 HTR FAIL
ing system.
Indicates failure of right windshield In
WSHLD 2 HTR FAIL WSHLD 2 HTR FAIL
heating system.
ADS HTR 1 FAULT Loss of heater redundancy on ADS 1. ADS HTR 1 FAULT Los
ADS HTR 2 FAULT Loss of heater redundancy on ADS 2. ADS HTR 2 FAULT Los
ADS-AOA heater manually activated AD
ADS-AOA HTR ON ADS-AOA HTR ON
Advisory on the ground. Advisory
A-1 E1 (2) ON Indicates EAI system is on. A-1 E1 (2) ON
Indicates the pneumatic deicing system Indic
D-I WINGSTAB ON D-I WINGSTAB ON
is on.
21-22 Phenom 100 21-22

Instruments / Warning System In
Instruments / Warning System Instruments / Warnin

General General
This section provides an overview of the Garmin Prodigy Integrated Flight This section provides an overview
Deck as installed in the Embraer Phenom 100. The Garmin Prodigy system is Deck as installed in the Embraer Phe
an integrated avionics system that presents flight instrumentation, position, an integrated avionics system that
navigation, communication, and identification information to the pilot through navigation, communication, and iden
large format displays. The system consists of the following Line Replaceable large format displays. The system co
Units (LRUs): Units (LRUs):
Primary Flight Displays (PFD) and Multi-function Display (MFD) - Primary Flight Displays (PFD) and
GDU 1240A GDU 1240A
Each unit is configured as one of two PFDs or one MFD. The GDU 1240A Each unit is configured as one of tw
features a 12-inch LCD with 1024 x 768 resolution. The unit installed on the features a 12-inch LCD with 1024 x
left / pilot side is designated as PFD1, and the one installed on the right / copi- left / pilot side is designated as PFD1
lot side is designated as PFD2. The unit installed in the center is designated lot side is designated as PFD2. The
the MFD. These units communicate with each other and with the on-side GIA the MFD. These units communicate
63W Integrated Avionics Unit through a High-Speed Data Bus (HSDB) con- 63W Integrated Avionics Unit throug
nection. This unit is also known as a Flight Display Unit (FDU). nection. This unit is also known as a
Integrated Avionics Unit - GIA 63W (2) Integrated Avionics Unit - GIA 63W
Functions as the main communication hub, linking all LRUs with the on-side Functions as the main communicatio
PFD. Each GIA 63W contains a GPS WAAS receiver, VHF COM/NAV/GS PFD. Each GIA 63W contains a GP
receivers, a flight director (FD) and system integration microprocessors. Each receivers, a flight director (FD) and s
GIA 63W is paired with the on-side PFD via HSDB connection. GIA 63W is paired with the on-side P

Air Data Computer - GDC 74B (2) Air Data Computer - GDC 74B (2)
Processes data from the pitot/static system as well as the OAT probe. This Processes data from the pitot/static syst
unit provides pressure altitude, airspeed, vertical speed and OAT information unit provides pressure altitude, airspeed,
to the Garmin Prodigy system, and it communicates with the onside GIA, on- to the Garmin Prodigy system, and it com
side PFD and on-side AHRS, using an ARINC 429 digital interface. The GDC side PFD and on-side AHRS, using an AR
74B is designed to operate in Reduced Vertical Separation Minimum (RVSM) 74B is designed to operate in Reduced V
airspace. airspace.
Engine / Airframe Unit - GEA 71 (3) Engine / Airframe Unit - GEA 71 (3)
Receives and processes signals from the engine and airframe sensors. This Receives and processes signals from the
unit communicates with both GIAs using a digital interface. unit communicates with both GIAs using
22-2 Phenom 100 22-2

Attitude and Reference System (AHRS) - GRS 77 (2) Attitude and Reference System (A
Provides aircraft attitude and heading information via both the on-side PFD Provides aircraft attitude and headin
and the on-side GIA. The GRS 77 contains advanced sensors (including and the on-side GIA. The GRS 77
accelerometers and rate sensors) and interfaces with the on-side magnetom- accelerometers and rate sensors) an
eter to obtain magnetic field information, with the air data computer to obtain eter to obtain magnetic field informa
air data, and with both GIA to obtain GPS information. air data, and with both GIA to obtain
Magnetometer - GMU 44 (2) Magnetometer - GMU 44 (2)

Measures local magnetic field. Data is sent to the AHRS for processing to Measures local magnetic field. Data
determine aircraft magnetic heading. This unit receives power directly from determine aircraft magnetic heading
the AHRS unit and communicates with the AHRS. the AHRS unit and communicates wi

Dual Audio System with Integrated Marker Beacon Receiver - Dual Audio System with Integrated Ma
GTX 33/33D GMA 1347D (2) GTX 33/33D GMA 1347D (2)
Integrates NAV/COM digital audio, intercom system and marker beacon con- Integrates NAV/COM digital audio, interco
trols, and is installed in dual configuration on the outboard side of PFD1 and trols, and is installed in dual configuration
PFD2. This unit also enables the manual control of the display reversionary PFD2. This unit also enables the manua
mode (red DISPLAY BACKUP button) and communicates with the on-side mode (red DISPLAY BACKUP button) a
GIA. GIA.
Mode S Transponder - GTX 33 (1) and GTX 33D (1) Mode S Transponder - GTX 33 (1) and
Solid-state transponders that provide Modes A, C and S capability. The GTX Solid-state transponders that provide Mo
33 is indicated as ‘XPDR1’and is non-diversity. The GTX 33D includes Mode 33 is indicated as ‘XPDR1’and is non-div
S with diversity and is indicated as ‘XPDR2’. Both transponders can be con- S with diversity and is indicated as ‘XPD
trolled from either PFD, and only one transponder can be active at a time. trolled from either PFD, and only one tr
Each transponder communicates with the on-side GIA. Each transponder communicates with the
22-4 Phenom 100 22-4

Satellite Data Link Receiver - GDL 69A (1) Satellite Data Link Receiver - GDL
A satellite radio receiver that provides real-time weather information to the A satellite radio receiver that provid
MFD (and, indirectly, to the inset map of the PFD) as well as digital audio MFD (and, indirectly, to the inset m
entertainment. A subscription to the XM Satellite Radio service is required to entertainment. A subscription to the
enable the GDL 69A capability. enable the GDL 69A capability.
Weather Radar - GWX 68 (1) Weather Radar - GWX 68 (1)

Provides airborne weather and ground mapped radar data to the MFD, Provides airborne weather and gro
through the GDL 69A. through the GDL 69A.

MFD Control Unit - GCU 475 (1) MFD Control Unit - GCU 475 (1)
Provides the Flight Management System (FMS) controls for the MFD through Provides the Flight Management System
a digital interface. a digital interface.
AFCS (Automatic Flight Control System) Control Unit - GMC 715 (1) AFCS (Automatic Flight Control System
Provides the controls for the AFCS through a digital interface allowing com- Provides the controls for the AFCS throu
munication with both PFDs. munication with both PFDs.
Data Concentrator - GSD 41 Data Concentrator - GSD 41

This unit is a data concentrator used to expand the input and output capabili- This unit is a data concentrator used to e
ties of the system. Communication is through the High Speed Data Bus. ties of the system. Communication is thro
22-6 Phenom 100 22-6

GPS/WASS Antennas - GA 36 (1) and Ga 37 (1) GPS/WASS Antennas - GA 36 (1) a

The GA 36 is a GPS/WAAS antenna. The GA 37 is a GPS/WAAS antenna The GA 36 is a GPS/WAAS antenn
with XM/Data Link. with XM/Data Link.
GA 36 GA 37 GA 36
AFCS Servos - GSA 81 (3) and Servo Gearboxes - GSA 85A (1) AFCS Servos - GSA 81 (3) and Ser
The GSA 81 servos are used for the automatic control of pitch, roll, and yaw. The GSA 81 servos are used for the
These units interface with each GIA. The GSM 85A servo gearbox is respon- These units interface with each GIA.
sible for transferring the output torque of the GSA 81 servo actuator to the sible for transferring the output torq
mechanical flight-control surface linkage. mechanical flight-control surface link

22-8 Phenom 100 22-8

Instruements / Warning System
Prodigy Block Diagram
GMC 715 AFCS Control Unit
FD NAV HDG AP YD ALT VNV VS FLC FD
CRS1
APR
HDG SEL
CSC
ALT SEL
DN
SPD SEL CRS2 GDL 69A GSD41 DCU GWX 68
XM Satellite Onboard
PUSH DIR
BANK
PUSH SYNC
CPL UP
PUSH IAS MACH PUSH DIR
Radio Receiver Radar
COM1 COM1 COM1 COM1

MIC MIC
PUSH PUSH PUSH PUSH PUSH PUSH

VOL ID VOL SO COM2 VOL ID VOL SO COM2 VOL ID VOL SO
MIC COM2 MIC COM2
EMERG EMERG EMERG

NAV COM NAV COM NAV COM
COM3 COM3 COM3 COM3
MIC MIC
PA TEL PA TEL
PUSH PUSH PUSH PUSH PUSH PUSH
1-2 1-2 1-2 1-2 1-2 1-2
BARO BARO BARO
MKR HI MKR HI
MUTE SENS MUTE SENS
PUSH PUSH PUSH

STD STD STD
DME NAV1 DME NAV1
RANGE RANGE RANGE

ADF NAV2 ADF NAV2
AUX AUX
PUSH PUSH PUSH
PAN PAN PAN
MAN PLAY MAN PLAY
SQ SQ
D MENU INTR CABIN D MENU INTR CABIN D MENU

COM COM
PFL PROC PFL PROC PFL PROC

ICS MSTR ICS MSTR
CLR ENT CLR ENT CLR ENT
DFLT MAP FMS DFLT MAP FMS DFLT MAP FMS

VOL SQ VOL SQ
PUSH CRSR PUSH CRSR PUSH CRSR

GDU 1240A PFD GMA 1347D GDU 1240A MFD GMA 1347D GDU 1240A PFD
Audio System Audio System
No. 1 GIA 63W RANGE

D MENU
No. 2 GIA 63W
Integrated Avionics Unit PFL PROC
FMS MFD Integrated Avionics Unit
PAN
Fail
PUSH PUSH CRSR
GDC 74B #1
A B C D E F
1 2 3 GDC 74B #1
System Integration Processors
G H I J K
Switch Air Data System Integration Processors
Air Data
4 5 6
L M N O P Q
I/O Processors I/O Processors

7 8 9
Computer Computer
R S T U V
0
W X Y Z
VHF COM OAT BACK SPC CLR ENT

SOFTKEY SELECT
SEL OAT VHF COM

GPS Airspeed Airspeed GPS
Glidescope GCU 475 Altitude Glidescope
Altitude
AFCS Mode Logic MFD Control Unit Vertical Speed AFCS Mode Logic
Vertical Speed
Flight Director Calculations Flight Director Calculations
Servo management Servo management
GPS Output GRS 77 #1 GRS 77 #1 GPS Output
AHRS AHRS
Attitude Attitude
Rate of Turn Rate of Turn
Slip / Slid Slip / Slid
GAE 71 #1 GTX 33D GAE 71 #2 GTX 33D GAE 71 #3
Engine / Airframe Transponder Engine / Airframe Transponder Engine / Airframe
Unit Unit Unit
GMU 44 #1 GMU 44 #1
Magmetometer Magmetometer
heading heading
GSA 80 GSA 80 GSA 80

Pitch Pitch Pitch
Phenom 100 22-9

T R A I N I N G S E R V I C E S
Intentionally Left Blank
22-10 Phenom 100

April 2009 Developed for Training Purposes
System Initialization System Initialization

The system is integrated with the aircraft electrical system and receives The system is integrated with the
power directly from electrical busses. There is no ON/OFF switch. The PFDs, power directly from electrical busses
MFD and supporting sub-systems include both power-on and continuous MFD and supporting sub-systems
built-in test features that exercise the processor, RAM, ROM, external inputs built-in test features that exercise the
and outputs to provide safe operation. and outputs to provide safe operation
During system initialization, test annunciations are displayed, as shown During system initialization, test a
below. All system annunciations should disappear typically within one minute below. All system annunciations sho
of power-up. Upon power-up, key annunciator lights also become momen- of power-up. Upon power-up, key a
tarily illuminated on the audio panels, the control units and the display bezels. tarily illuminated on the audio panels
PFD Initialization PFD Initi
MFD Power-up Page MFD Pow

On the PFD, the AHRS begins to initialize and displays ‘AHRS ALIGN: Keep On the PFD, the AHRS begins to initializ
Wings Level’. The AHRS should display valid attitude and heading fields typi- Wings Level’. The AHRS should display v
cally within one minute of power-up. The AHRS can align itself both while cally within one minute of power-up. Th
taxiing and during level flight. taxiing and during level flight.
When the MFD powers up, the MFD Power-up Page displays the following When the MFD powers up, the MFD Po
information: information:
 System version  System version
 Copyright  Copyright
 Land database name and version  Land database name and version
 Obstacle database name and version  Obstacle database name and version

Terrain database name and version 
Terrain database name and version
 Aviation database name, version, and effective dates  Aviation database name, version, and
 FliteCharts/ChartView database information  FliteCharts/ChartView database inform
 Safe Taxi database information  Safe Taxi database information
Current database information includes the valid operating dates, cycle num- Current database information includes th
ber and database type. When this information has been reviewed for cur- ber and database type. When this infor
rency (to ensure that no databases have expired), the pilot is prompted to rency (to ensure that no databases hav
continue. Pressing the ENT Key acknowledges this information and displays continue. Pressing the ENT Key acknow
the System - Status Page. the System - Status Page.
Pilot profile selection (individualization system customization of options) is Pilot profile selection (individualization s
also available at this time. also available at this time.
22-12 Phenom 100 22-12

Secure Digital Cards Secure Digital Cards

The GDU 1240A data card slots use Secure Digital (SD) cards and are The GDU 1240A data card slots u
located on the top right portion of the display bezels. Each display bezel is located on the top right portion of th
equipped with two SD card slots. SD cards are used for aviation database equipped with two SD card slots. S
and system software updates as well as terrain database storage. and system software updates as wel
Install an SD card Install an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring Insert the SD card in the SD card s
latch engages. The front of the card should remain flush with the face of the latch engages. The front of the card
display bezel. display bezel.
Remove an SD card Remove an SD card
Gently press on the SD card to release the spring latch and eject the card. Gently press on the SD card to relea
SD CARD SLOTS
Flight Displays Flight Displays

The flight displays provide the flight crew with a visual presentation of the pri- The flight displays provide the flight c
mary flight data and the status of various aircraft systems.The flight displays mary flight data and the status of va
include controls to allow the flight crew to change the information displayed include controls to allow the flight cr
and to introduce input commands and data. They also generate visual and and to introduce input commands a
aural warnings to alert the flight crew of real or potential hazards in the moni- aural warnings to alert the flight crew
tored systems. tored systems.
General General
The flight displays provide aviation, navigation, communication control and The flight displays provide aviation,
system information to the flight crew via three Flight Display Units (FDU). system information to the flight cre
Each FDU provides baseline functionality, with the GIA units, the GEAs and Each FDU provides baseline functio
the data concentrator unit providing most of the raw data to the FDUs. the data concentrator unit providing m
Each FDU has the same software and therefore each of them is capable of Each FDU has the same software a
processing the same display format. However, hardware straps allow each processing the same display format
FDU to assume a specific role depending on the place it is installed. The FDU FDU to assume a specific role depen
installed on the center of the main instrument panel is the MFD (Multi-Func- installed on the center of the main in

tion Display). The FDU installed on the pilot side is the PFD (Primary Flight tion Display). The FDU installed on the p
Display) 1 and the one installed in the copilot side is the PFD 2. Display) 1 and the one installed in the cop
The PFDs provide: The PFDs provide:
 Primary Flight Data  Primary Flight Data
 Navigation Data (on inset map)  Navigation Data (on inset map)
 Crew Alerting Messages Processing And Display  Crew Alerting Messages Processing A
 Radio Tuning Information  Radio Tuning Information
 TAWS Information  TAWS Information
 Weather Information  Weather Information
 Cockpit Annunciation  Cockpit Annunciation

EICAS (when in reversionary mode) 
EICAS (when in reversionary mode)
22-14 Phenom 100 22-14

The MFD provides: The MFD provides:

 Navigation Data  Navigation Data
 EICAS  EICAS
 Radio Tuning Information  Radio Tuning Information
 TAWS Information  TAWS Information
 Weather Information  Weather Information
 Primary Flight Data (when in reversionary mode)  Primary Flight Data (when in reve
 Crew Alerting Messages Processing and Display (when in reversionary  Crew Alerting Messages Processi
mode) mode)
 Cockpit Annunciation (when in reversionary mode)  Cockpit Annunciation (when in rev

Flight Display Unit (FDU) Flight Display Unit (FDU)

The flight display unit is a 12-inch LCD (Liquid Crystal Display) with 1024 x The flight display unit is a 12-inch LCD (
768 resolution. It allows for tuning of communication and navigation frequen- 768 resolution. It allows for tuning of com
cies, flight planning interfaces, barometric correction inputs, cursor control, cies, flight planning interfaces, barometr
map range selection and panning, and context-sensitive soft keys. map range selection and panning, and co
Dedicated knobs and function keys on the left and right sides of the FDU Dedicated knobs and function keys on
bezel and a pop-up window on the lower right hand side of the PFD can bezel and a pop-up window on the low
accommodate full flight plan back up in the event of an MFD failure. accommodate full flight plan back up in th
Flight Display Controls Flight Display Controls
1 2 3 4 5 6 7 8 1 2 3
17
9 13
10 14
16 16
11 15
12
22-16 Phenom 100 22-16

Flight Display - Controls Flight Disp

REF DESCRIPTION FUNCTION REF DESCRIPTION
Controls the NAV audio level. Volume level Controls
1 NAV VOL/ID Knob 1 NAV VOL/ID Knob
is shown in the field as a percentage. is shown
NAV Frequency Swaps the standby and active NAV frequen- NAV Frequency Swaps t
2 2
Transfer Key cies. Transfer Key cies.
Tunes the MHz (Megahertz) (outer knob) and Tunes th

kHz (Kilohertz) (inner knob) standby frequen- kHz (Kilo
3 Dual NAV Knob cies for the NAV (Navigation) receiver. 3 Dual NAV Knob cies for
When pressed, toggles the tuning cursor (light When pr
blue box) between the NAV1 and NAV2 fields. blue box
Changes the map range when rotated. When Change
4 Joystick 4 Joystick
pressed, activates the map pointer. pressed
Sets the altimeter barometric pressure. When Sets the
5 BARO Knob pressed, enters standard pressure (29.92 inHg 5 BARO Knob pressed
(Inches of Mercury)). (Inches
Tunes the MHz (outer knob) and kHz (inner Tunes th
knob) standby frequencies for the COM trans- knob) st
6 Dual COM Knob 6 Dual COM Knob
ceiver. When pressed, toggles the tuning cursor ceiver. W
between the COM1 and COM2 fields. between
Swaps the standby and active COM frequen- Swaps t
COM Frequency cies. When pressed and held for two seconds, COM Frequency cies. Wh
7 7
Transfer Key automatically tunes the emergency frequency Transfer Key automat
(121.5 MHz) in the active frequency field (121.5 M
Controls COM audio level. When pressed, turns Controls
COM VOL/SQ the COM automatic squelch ON and OFF. COM VOL/SQ the COM
8 8
Knob Audio volume level is shown in the field as a Knob Audio vo
percentage. percenta
Used to enter a destination waypoint and Used to
establish a direct course to the selected establish
9 DIRECT-TO Key destination (specified by the identifier chosen 9 DIRECT-TO Key destinat
from the active route or taken from the from the
map cursor position). map cur
Displays the active flight plan page for creating Displays
10 FPL Key and editing the active flight plan, or for access- 10 FPL Key and edit
ing stored flight plans. ing store

Flight Display - Controls (Continued) Flight Display - Contr

Erases information, cancels an entry, or removes Erases inform
11 CLR Key page menus. To display the navigation map page 11 CLR Key page menus.
immediately, press and hold CLR (MFD only). immediately,
Used to select the page to be viewed. The outer Used to selec
knob selects a page group (MAP, WPT, AUX, knob selects
NRST), while the inner knob selects a specific NRST), while
page within the page group. Pressing the inner page within th
knob turns the selection cursor ON and OFF. knob turns th
When the cursor is ON, data may be entered in When the cur
the different windows using the inner and outer the different w
knobs. The outer knob is used to move the cursor knobs. The o
12 Dual FMS Knob 12 Dual FMS Knob
on the page, while the inner knob is used to on the page,
select individual characters for the highlighted select individ
cursor location. When the list is too long for the cursor locatio
display screen, a scroll bar appears along the display scree
right side of the display, indicating the availability right side of t
of additional items within the selected category. of additional
Press the dual FMS knob to activate the cursor Press the dua
and turn the outer knob to scroll through the list. and turn the o
Displays a context-sensitive list of options. This Displays a co
list allows the user to access additional features list allows the
13 MENU Key 13 MENU Key
or make setting changes that relate to particular or make setti
pages. pages.
Selects approaches, departures and arrivals from Selects appro
the flight plan. If a flight plan is used, available the flight plan
procedures for the departure and/or arrival airport procedures fo
are automatically suggested. If a flight plan is not are automatic
used, the desired airport and the desired proce- used, the des
14 PROC Key 14 PROC Key
dure may be selected. This key selects IFR dure may be
(Instrument Flight Rules) departure procedures (Instrument F
(DPs), arrival procedures (STARs) and (DPs), arrival
approaches (IAPs) from the database and loads approaches (
them into the active flight plan. them into the
Accepts a menu selection or data entry. This key Accepts a me
is used to approve an operation or complete data is used to app
15 ENT Key 15 ENT Key
entry. It is also used to confirm selections and entry. It is als
information entries. information e
22-18 Phenom 100 22-18

Flight Display - Controls (Continued) Flight Display - C

The softkeys are located along the bottom of The soft
each FDU. The softkeys shown depend on the each FD
softkey level or page being displayed. The softkey l
bezel keys below the softkeys can be used to bezel ke
16 Softkeys select the appropriate softkey. When a softkey 16 Softkeys select th
is selected, its color changes to black text on is select
gray background and remains this way until it is gray bac
turned off, at which time it reverts to white text turned o
on black background. on black
Used for upload capabilities including loading Used for
software to all LRUs and updating databases software
such as aviation, terrain, and obstacles. Down- such as
load capabilities focus on the retrieval of sys- load cap
17 SD Card Slot 17 SD Card Slot
tem data for maintenance troubleshooting and tem data
various engineering data collection. Each FDU various
is equipped with two SD (Secure Digital) card is equipp
slots located on the top right portion of its bezel. slots loc
Softkey Function Softkey Function

The softkeys are located along the bottoms of the displays. The softkeys The softkeys are located along the
shown depend on the softkey level or page being displayed. The bezel keys shown depend on the softkey level o
below the softkeys can be used to select the appropriate softkey. When a below the softkeys can be used to
softkey is selected, its color changes to black text on gray background and softkey is selected, its color change
remains this way until it is turned off, at which time it reverts to white text on remains this way until it is turned off
black background. black background.
Softkey On Softkey Names (displayed) Softkey On
Bezel-Mounted Softkeys (press)

Softkey Example Softkey Example

CAS CAS
Press the BACK Softkey to

return to the top level softkeys.
ADC1 ADC2 AD STBY AHRS1 AHRS2 AT STBY BACK MSG ADC1 ADC2 AD STBY AHRS1 AHRS2 AT ST
Another means of selecting softkeys on the MFD is by using the MFD Control Another means of selecting softkeys on th
Unit: Unit:
Selecting a softkey using the MFD Control Unit Selecting a softkey using the MFD Contro
 Move the softkey selection box to the desired softkey using the arrows of  Move the softkey selection box to the d
the SEL Key. the SEL Key.

Press the center of the SEL Key to select the desired softkey. 
Press the center of the SEL Key to sel
MFD Control Unit MFD Control Unit
Display Cooling Fans Display Cooling Fans

There are no internal cooling fans in the FDUs. Externally, there are three There are no internal cooling fans in the
axial cooling fans, one for each FDU. Each display cooling fan is installed in axial cooling fans, one for each FDU. Ea
such a manner as to blow air in the direction of the heat sink in the back side such a manner as to blow air in the direc
of the FDU. Each FDU monitors its respective display cooling fan and, in case of the FDU. Each FDU monitors its respec
of a failure, it triggers a CAS message. of a failure, it triggers a CAS message.
22-20 Phenom 100 22-20

In case of a PFD 1 axial cooling fan failure, the flight crew is informed about In case of a PFD 1 axial cooling fan
the situation through the "PFD 1 FAN FAIL” CAS message. In case of a MFD the situation through the "PFD 1 FAN
axial cooling fan failure, the pilot is informed about the situation through the axial cooling fan failure, the pilot is i
“MFD FAN FAIL” CAS message. In case of a PFD 2 axial cooling fan failure, “MFD FAN FAIL” CAS message. In c
the flight crew is informed via the “PFD 2 FAN FAIL” CAS message. The PFD the flight crew is informed via the “PF
1 axial cooling fan and the PFD 2 axial cooling fan are fed by the DC BUS 2 1 axial cooling fan and the PFD 2 ax
and the MFD axial cooling fan is fed by the DC BUS 1. and the MFD axial cooling fan is fed
Primary Flight Display Primary Flight Display
The PFDs show the following information: The PFDs show the following informa
 Attitude  Attitude
 Airspeed  Airspeed

Altitude 
Altitude
 Vertical Speed  Vertical Speed
 Vertical Deviation / Glideslope indicator  Vertical Deviation / Glideslope ind
 HSI (Horizontal Situation Indicator)  HSI (Horizontal Situation Indicator
 Heading and Course Indication  Heading and Course Indication
 Turn Rate Indicator  Turn Rate Indicator
 Navigation Source  Navigation Source
 Course Deviation Indicator  Course Deviation Indicator
 Bearing Pointers  Bearing Pointers
 DME (Distance Measuring Equipment) Window  DME (Distance Measuring Equipm
 Wind Data  Wind Data
 Temperature Displays  Temperature Displays
 System Time  System Time
 Timer/References Window  Timer/References Window
 Comparator Window  Comparator Window
 Reversionary Sensor Window  Reversionary Sensor Window
 CAS Window  CAS Window
 AFD Window  AFD Window

Traffic Annunciation 
Traffic Annunciation
 TAWS Annunciation  TAWS Annunciation

NAV Frequency Box 
NAV Frequency Box

COM Frequency Box 
COM Frequency Box

Marker Beacon Annunciations 
Marker Beacon Annunciations
 Navigation Status Box  Navigation Status Box

Primary Flight Display (Default) Primary Flight Display (Default)

25 24 23 22 21 25 24 23
1 1
20
19
2 2
18
17
3 3
4 16 4
5 15 5
6 14 6
7 7
13
8 8
12
9 10 11 9 10
1 NAV Frequency Box 14 Heading Bug 1 NAV Frequency Box

2 Airspeed Indicator 15 Turn Rate Indicator 2 Airspeed Indicator
3 M ach Number 16 Barometric A ltimeter Setting 3 M ach Number
4 True A irspeed 17 Vertical Speed Indicator (V SI) 4 True A irspeed
5 Current Heading 18 Selected Altitude Bug 5 Current Heading
6 Current Track Indicator 19 A ltimeter 6 Current Track Indicator
7 Course Deviation Indicator (CDI) 20 Selected Altitude 7 Course Deviation Indicator (CDI)
8 Horizontal Situation Indicator (HSI) 21 CO M Frequency Box 8 Horizontal Situation Indicator (HSI)
9 Total A ir Temperature (TAT) 22 Navigation Status Box 9 Total A ir Temperature (TAT)
10 Static A ir Temperature (SAT) 23 A FCS Status Box 10 Static A ir Temperature (SAT)
11 Sof tkeys 24 Slip/Skid Indicator 11 Sof tkeys
12 System Time 25 Attitude Indicator 12 System Time
13 Transponder Status Box 13 Transponder Status Box
22-22 Phenom 100 22-22

Additional PFD Information Additional PFD Information
1 1
13
2 12 2
11
10
3 3
9
4 4
5 8 5
6 7 6 6 7
1 7 Bearing Information Windows 1

2 Vspeed Reference 8 Flight Plan Window 2 Vspeed Reference
3 Selected Heading Minimum Descent Altitude/ 3 Selected Heading
9 Decision Height
4 Wind Data 10 CAS Window 4 Wind Data
5 Map Inset 11 Selected Course 5 Map Inset
6 DME Information Windows 12 Current Vertical Speed 6 DME Information Windows
13 Glidepath Indicator

Flight Instruments Flight Instruments

Attitude Attitude
Attitude information is displayed over a virtual blue sky and brown ground Attitude information is displayed over a
with a white horizon line. The attitude indicator displays pitch, roll, and slip / with a white horizon line. The attitude ind
skid information. skid information.
The horizon line is part of the pitch scale. Above and below the horizon line, The horizon line is part of the pitch scale
major pitch marks and numeric labels are shown for every 10 degrees, up to major pitch marks and numeric labels are
80 degrees. Minor pitch marks are shown for intervening 5-degree incre- 80 degrees. Minor pitch marks are sho
ments, up to 25 degrees below and 45 degrees above the horizon line. ments, up to 25 degrees below and 4
Between 20 degrees below to 20 degrees above the horizon line, minor pitch Between 20 degrees below to 20 degrees
marks occur every 2.5 degrees. Red extreme pitch warning chevrons pointing marks occur every 2.5 degrees. Red extre
toward the horizon are displayed, starting at 50 degrees above and 30 toward the horizon are displayed, star
degrees below the horizon line. degrees below the horizon line.
The inverted white triangle indicates zero on the roll scale. Major tick marks at The inverted white triangle indicates zero
30 degrees and 60 degrees and minor tick marks at 10 degrees, 20 degrees, 30 degrees and 60 degrees and minor tic
and 45 degrees are shown to the left and right of the zero. Angle of bank is and 45 degrees are shown to the left an
indicated by the position of the pointer on the roll scale. indicated by the position of the pointer on
The slip/skid indicator is the bar beneath the roll pointer. The indicator moves The slip/skid indicator is the bar beneath
with the roll pointer and laterally away from the pointer to indicate lateral with the roll pointer and laterally away
acceleration (slip/skid). One bar displacement from the roll pointer is equiva- acceleration (slip/skid). One bar displace
lent to one ball displacement on a traditional slip/skid indicator. lent to one ball displacement on a traditio
PFD - Attitude Indicator PFD - Attitude Indicator
9 9
1 Roll Pointer
8 2 Roll Scale
1 1
3 Horizon Line
7
2
4 Aircraft Symbol 2
(Formatted for Single-cue
6 Command Bars)
3 5 Ground Indication 3
6 Pitch Scale
7 Slip/Skid Indicator
4 8 Sky Representation 4
5
9 Roll Scale Zero
22-24 Phenom 100 22-24

Pitch Attitude Warnings Pitch Attitude Warnings

Nose High Nose Low Nose High
Airspeed Airspeed
The airspeed indicator displays airspeed on a rolling number gauge using a The airspeed indicator displays airsp
moving tape. The numeric labels and major tick marks on the moving tape moving tape. The numeric labels an
are marked at intervals of 10 knots, while minor tick marks on the moving are marked at intervals of 10 knots
tape are indicated at intervals of 5 knots. Speed indication starts at 20 knots, tape are indicated at intervals of 5 kn
with 60 knots of airspeed viewable at any time. The current airspeed is dis- with 60 knots of airspeed viewable a
played inside the black pointer. The pointer remains black until reaching the played inside the black pointer. The
high airspeed limit, at which point it turns red along with the mach number high airspeed limit, at which point it
readout. A commanded airspeed is identified above the tape only when the readout. A commanded airspeed is
aircraft is in FLC (Flight Level Change) hold vertical autopilot mode. The box aircraft is in FLC (Flight Level Chang
immediately below the airspeed tape indicates current aircraft mach if it’s immediately below the airspeed tap
value is greater than 0.4 M (Mach). value is greater than 0.4 M (Mach).
Overspeed awareness is represented at the high end of the airspeed tape. Overspeed awareness is represente
The FDU is configurable to allow for a VMO/MMO schedule. In mach region, The FDU is configurable to allow for
the bottom of the red MMO tape shall synchronize to the current aircraft mach the bottom of the red MMO tape shal
number. IAS readouts become red when the bottom of barber pole touches number. IAS readouts become red w
the current IAS. The location of the barber pole is placed at the IAS value that the current IAS. The location of the b
is equivalent to the mach value. is equivalent to the mach value.
Low airspeed awareness is represented at the low end of the airspeed tape Low airspeed awareness is represen
and is part of the stall warning system. and is part of the stall warning system
Yellow tape from fixed speed margin down to stall warning activation. Yellow tape from fixed speed margin
Red tape from airspeed lower than stall warning activation. The airspeed Red tape from airspeed lower than
readout becomes red in inverse video whenever the airspeed decreases readout becomes red in inverse vi
below top of red tape. below top of red tape.
A green circle provides reference for the approach. It represents 1.3 VS. A green circle provides reference for

The airspeed trend vector is a vertical, magenta line, extending up or down The airspeed trend vector is a vertical, m
on the airspeed scale, located to the right of the color-coded speed range on the airspeed scale, located to the rig
strip. The end of the trend vector displays (approximately) the airspeed to be strip. The end of the trend vector displays
reached in 6 seconds if the current rate of acceleration is maintained. If the reached in 6 seconds if the current rate
trend vector crosses VMO/MMO, the text of the actual airspeed readout and trend vector crosses VMO/MMO, the tex
the mach readout changes to yellow. The trend vector is absent if the speed the mach readout changes to yellow. The
remains constant or if any data needed to calculate airspeed is not available remains constant or if any data needed t
due to a system failure. due to a system failure.
When the airspeed trend vector crosses the barber pole, the IAS readouts When the airspeed trend vector crosses
are shown in caution inverse video (black numbers, yellow background). are shown in caution inverse video (bl
When the current airspeed crosses the barber pole, the IAS digits are shown When the current airspeed crosses the b
in warning inverse video (white numbers, red background) and no aural alert in warning inverse video (white numbers,
is sounded. When the airspeed trend vector crosses the red band of the low is sounded. When the airspeed trend vec
speed awareness, the IAS readouts are shown in caution inverse video speed awareness, the IAS readouts ar
(black numbers, yellow background). When the current airspeed crosses the (black numbers, yellow background). Wh
low speed awareness amber band, the IAS digits are shown in caution low speed awareness amber band, the
inverse video (black numbers, yellow background). When the current air- inverse video (black numbers, yellow b
speed crosses the low speed awareness red band, the IAS readouts are speed crosses the low speed awarenes
shown in warning inverse video (white numbers, red background) and a stall shown in warning inverse video (white nu
warning alert is activated. warning alert is activated.
The ground speed is represented to the left side of the airspeed indicator and The ground speed is represented to the le
shows the velocity that the aircraft is travelling relative to a ground position. V- shows the velocity that the aircraft is trave
speeds are shown as a bug and label placed at the corresponding values on speeds are shown as a bug and label pla
the airspeed tape. V-speeds can be changed and their flags turned ON/OFF the airspeed tape. V-speeds can be chan
from the PFD Timer / References window. When active (ON), the V-speeds from the PFD Timer / References windo
are displayed at their respective locations to the right of the airspeed tape. By are displayed at their respective locations
default, all V-speed values are reset and all flags turned OFF when power is default, all V-speed values are reset and
cycled. V-speeds are categorized as either takeoff or landing. Takeoff V- cycled. V-speeds are categorized as e
speed flags are automatically turned OFF when 160 KT is reached. The order speed flags are automatically turned OFF
in which the categories are displayed is determined by whether the aircraft is in which the categories are displayed is d
on the ground or in the air. If the aircraft is on the ground, the takeoff V- on the ground or in the air. If the aircra
speeds are displayed at the top of the V-speed list. If the aircraft is in the air, speeds are displayed at the top of the V-
the landing V-speeds are displayed at the top.V-speed flags can be turned the landing V-speeds are displayed at th
ON or OFF all at once or by category (takeoff or landing). ON or OFF all at once or by category (tak
22-26 Phenom 100 22-26

Default values for all or a category of V-speeds can also be restored using a Default values for all or a category o
menu option (by pressing the MENU key while the timer/references window is menu option (by pressing the MENU
displayed). displayed).
Changing Vspeeds and Turning Flags ON/OFF: Changing Vspeeds and Turning Fl
1. Select the TMR/REF Softkey. 1. Select the TMR/REF Softkey.
2. Turn the large FMS Knob to highlight the desired Vspeed. 2. Turn the large FMS Knob to highli
3. Use the small FMS Knob to change the Vspeed in 1-kt increments (when a 3. Use the small FMS Knob to chan
speed has been changed from a default value, an asterisk appears next to speed has been changed from a
the speed). the speed).
4. Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field. 4. Press the ENT Key or turn the larg
5. Turn the small FMS Knob clockwise to ON or counterclockwise to OFF. 5. Turn the small FMS Knob clockwis
6. To remove the window, press the CLR Key or select the TMR/REF Softkey. 6. To remove the window, press the
Takeoff and Landing Vspeeds (Timer / Reference Windows Takeoff and Landing Vspeeds (Tim
Modifying Vspeeds (on, off, restore defaults): Modifying Vspeeds (on, off, restor
1. Select the TMR/REF Softkey. 1. Select the TMR/REF Softkey.
2. Press the MENU Key. 2. Press the MENU Key.
3. Turn the FMS Knob to highlight the desired selection. 3. Turn the FMS Knob to highlight th
4. Press the ENT Key. 4. Press the ENT Key.
5. To remove the window, press the CLR Key or select the TMR/REF Softkey. 5. To remove the window, press the
Timer / Reference Window Menu Timer / Reference Window Menu

Flight Sym- Flight Sym-

Description Color Note Description
Phase bol Phase bol
Decision Decision
Takeoff 1 Magenta - Takeoff 1
Speed (V1) Speed (V1)
Shifted to the right to
Rotation Rotation
Takeoff R Cyan avoid possible overlay Takeoff R
Speed (VR) Speed (VR)
with V2
Takeoff Safety Takeoff Safety
Takeoff 2 White - Takeoff 2
Speed (V2) Speed (V2)
Final Segment Final Segment
Takeoff FS Green - Takeoff FS
Speed (VFS) Speed (VFS)
Approach Approach
Landing AP Cyan - Landing AP
Speed (VAP) Speed (VAP)
Reference Speed Reference Speed
Landing RF White - Landing RF
(VREF) (VREF)
Shifted to the right to
Approach Approach
Landing AC Magenta avoid possible overlay Landing AC
Climb Speed (VAC) Climb Speed (VAC)
with VRF
PFD (Airspeed) PFD (Airspeed)
Airspeed Airspeed
Trend Vector Trend Vecto
Indicated Vspeed Indicated Vspeed
Airspeed References Airspeed References
Red Pointer Showing

Green Circle Overspeed Green Circl
1.3 VS1 1.3 VS1
Airspeed Indicator Airspeed Indicator
22-28 Phenom 100 22-28

PFD (Airspeed) PFD (Airspeed)
FS
AP
RF
AC
FS
Low Speed V speeds Low Speed

Awareness Tape Awareness Tape
Vspeed Flag Vspee
V1 1 V1
Takeoff
Takeoff
VR R VR
V2 2 V2
VFS FS VFS
VAP AP VAP
Landing
Landing
VREF RF VREF
VAC AC VAC
Vspeed Flag Labels Vspeed
Takeoff and Landing Vspeeds Takeoff and

(Timer/References Window) (Timer/Refe
Altitude Altitude
The altimeter displays barometric altitude values in feet on a rolling number The altimeter displays barometric al
gauge using a moving tape. Numeric labels and major tick marks are shown gauge using a moving tape. Numeric
at intervals of 100 ft. Minor tick marks are at intervals of 20 ft. The current alti- at intervals of 100 ft. Minor tick marks
tude is displayed in the black pointer. tude is displayed in the black pointer

A magenta altitude trend vector extends up or down the left side of the alti- A magenta altitude trend vector extends
tude tape, the end resting at the approximate altitude to be reached in 6 sec- tude tape, the end resting at the approxim
onds at the current vertical speed. The trend vector is not shown if altitude onds at the current vertical speed. The
remains constant or if data needed for calculation is not available due to a remains constant or if data needed for c
system failure. system failure.
The barometric pressure setting is displayed below the altimeter in inches of The barometric pressure setting is displa
mercury (inHg) or hectopascals (hPa) when the PFD/ALT UNIT/IN or HPA mercury (inHg) or hectopascals (hPa) w
softkey is pressed. The barometric settings of the PFDs can be synchronized softkey is pressed. The barometric setting
from the PFD setup menu using the BARO knob. If the settings differ by more from the PFD setup menu using the BAR
than 0.02 inHg, the readouts become yellow. than 0.02 inHg, the readouts become yell
The selected altitude is displayed above the altimeter in the box indicated by The selected altitude is displayed above
a selection bug symbol. A bug corresponding to this altitude is shown on the a selection bug symbol. A bug correspon
tape; if the selected altitude exceeds the range shown on the tape, the bug tape; if the selected altitude exceeds the
appears at the corresponding edge of the tape. The metric value, when appears at the corresponding edge of
selected (PFD/ALT UNIT/METERS softkey), is displayed in a separate box selected (PFD/ALT UNIT/METERS softk
above the selected altitude. above the selected altitude.
PFD (Altitude) PFD (Altitude)
Selected Selected Selected
Selected Altitude Altitude Selected Altitude
Altitude (Meters) Altitude
Bug Bug
Altitude Indicated Altitude

Trend Altitude Trend
Vector Indicated (Meters) Vector Indicated
Altitude Selected Altitude
Altitude
Bug
Barometric Barometric
Minimums Minimums
Bug Bug
Barometric Barometric Barometric
Setting Box Setting Box Setting Box
(In HG) (Hectopascals) (In HG) (H
22-30 Phenom 100 22-30

Vertical Speed Vertical Speed

The VSI (Vertical Speed Indicator) displays the aircraft vertical speed with The VSI (Vertical Speed Indicator)
numeric labels and tick marks at 2000 and 4000 feet per minute in each numeric labels and tick marks at 2
direction on the non-moving tape. Vertical speed is identified in a box that direction on the non-moving tape. V
moves up/down along the static vertical speed tape (to the right of barometric moves up/down along the static verti
altitude tape). Minor tick marks are at intervals of 1000 fpm. The current verti- altitude tape). Minor tick marks are a
cal speed is displayed in the pointer, which also points to that speed on the cal speed is displayed in the pointer
nonmoving tape. If the rate of ascent/descent exceeds 4000 feet per minute, nonmoving tape. If the rate of ascen
the pointer appears at the corresponding edge of the tape and the rate the pointer appears at the corresp
appears inside the pointer. appears inside the pointer.
PFD (Vertical Speed) PFD (Vertical Speed)
1
1800
100 4
EM500ENAOM140094C DGN EM500EN

Selected Vertical Selected Vertical
1 Displays selected climb or descent rate. 1 Dis
Speed Readout Speed Readout
Selected Vertical Selected Vertical
2 Displays selected climb or descent rate. 2 Dis
Speed Bug Speed Bug
Extends from -4000 ft/min to +4000 ft/ Ex
3 Vertical Speed Scale min, with one thick mark at every 1000 3 Vertical Speed Scale mi
ft/min. ft/m
Vertical Speed Pointer Vertical Speed Pointer
4 Displays the current vertical speed. 4 Dis
and Readout and Readout

Vertical Speed Indicator (VSI) Vertical Speed Indicator (VSI)

A magenta chevron bug is displayed as the RVSI (Required Vertical Speed A magenta chevron bug is displayed as
Indication) for reaching a VNAV (Vertical Navigation) target altitude once the Indication) for reaching a VNAV (Vertical
“TOD (Top of Descent) within one minute” alert has been generated. The “TOD (Top of Descent) within one minu
selected vertical speed bug is displayed on the vertical speed scale and the selected vertical speed bug is displayed
selected vertical speed readout is displayed above the vertical speed indica- selected vertical speed readout is display
tor in a custom cutout box that accommodates the associated selected verti- tor in a custom cutout box that accommo
cal speed direction arrow. cal speed direction arrow.
PFD (Vertical Speed and Deviation Indicator) PFD (Vertical Speed and Deviation Ind
VNV
Target
Altitude
Vertical
Speed
Indicator
Vertical Vertical Vertical

Deviation Speed Deviation
Indicator Pointer Indicator
Required Required
Vertical Vertical
Speed Speed
Indicator Indicator
Vertical Speed and Deviation Vertical Speed and

Indicator (VSI and VDI) Indicator (VSI a
22-32 Phenom 100 22-32

Vertical Deviation / Glideslope Indicator Vertical Deviation / Glideslope Ind

The glideslope indicator appears to the left of the altimeter whenever an ILS is The glideslope indicator appears to th
tuned in the active NAV field and selected on the audio panel. The glideslope tuned in the active NAV field and sel
indicator display consists of a rectangular center point with two dots above and indicator display consists of a rectang
below, and a green pointer acting as the glideslope indicator, like a glideslope below, and a green pointer acting as
needle on a conventional indicator. If a localizer frequency is tuned and there is needle on a conventional indicator. If
no glideslope, “NO GS” is annunciated. no glideslope, “NO GS” is annunciate
The glidepath is analogous to the glideslope for GPS approaches, and is gen- The glidepath is analogous to the glid
erated by the system to reduce pilot workload during approach. When an erated by the system to reduce pilo
approach of this type is loaded into the flight plan and GPS is the selected approach of this type is loaded into
navigation source, the glidepath indicator appears as a magenta diamond. navigation source, the glidepath indic
A magenta chevron appears to indicate vertical deviation when VNAV is A magenta chevron appears to ind
being used, in conjunction with the “TOD within one minute” alert. being used, in conjunction with the “T
PFD (Glideslope Indicator) PFD (Glideslope Indicator)
Marker
Beacon
Annunciation
Glidepath
Indicator
Glideslope Glideslope
Indicator Indicator
Glideslope Indicator Glidepath Indicator Glideslope Indicator

Other Displays Other Displays

Comparator Window Comparator Window
The comparator monitors critical values generated by redundant sensors. If The comparator monitors critical values
differences in the sensors exceed a specified amount, the comparator win- differences in the sensors exceed a spe
dow appears in the upper right corner of the PFD and the discrepancy is dow appears in the upper right corner
annunciated in the comparator window as a MISCOMP (miscompare). If one annunciated in the comparator window a
or both of the sensed values are unavailable, it will be annunciated as a or both of the sensed values are unav
‘NOCOMP’ (no compare). ‘NOCOMP’ (no compare).
The pitch comparison monitor compares displayed pitch attitude from the Atti- The pitch comparison monitor compares d
tude and Heading Reference System (AHRS) 1 and the AHRS 2. If the two tude and Heading Reference System (AH
pitch values are more than 5 degrees apart, a pitch miscompare is displayed. pitch values are more than 5 degrees apa
The roll comparison monitor compares displayed roll attitude from the AHRS The roll comparison monitor compares d
1 and AHRS 2. If the two roll values are more than 6 degrees apart, a roll mis- 1 and AHRS 2. If the two roll values are m
compare is displayed. compare is displayed.
The heading comparison monitor compares displayed heading from the The heading comparison monitor comp
AHRS 1 and AHRS 2. If the two heading values are more than 10 degrees AHRS 1 and AHRS 2. If the two heading
apart, a heading miscompare is displayed. If the pilot and copilot heading apart, a heading miscompare is display
modes are different (True versus Magnetic), the output of the monitor is set modes are different (True versus Magne
false, inhibiting the monitor. false, inhibiting the monitor.
The airspeed comparison monitor compares displayed airspeed from the ADC The airspeed comparison monitor compar
(Air Data Computer) 1 and ADC 2. If both IAS < 35 kts (Knots), there’s no com- (Air Data Computer) 1 and ADC 2. If both
parison. If both IAS. 35 kts, but their values are equal to or more than 15 kts parison. If both IAS. 35 kts, but their valu
apart, an airspeed miscompare is displayed. If both IAS are 80 kts, but their apart, an airspeed miscompare is display
values are >10 kts apart, an airspeed miscompare is displayed. values are >10 kts apart, an airspeed misc
The barometric altitude comparison monitor compares displayed barometric The barometric altitude comparison mon
altitude from the ADC 1 and ADC 2. If the two altitude values are >200 ft altitude from the ADC 1 and ADC 2. If
apart, a barometric altitude miscompare is displayed. apart, a barometric altitude miscompare i
Reversionary Sensor Window Reversionary Sensor Window
Reversionary sensor selection is annunciated in a window on the right side of Reversionary sensor selection is annunci
the PFD. These annunciations reflect reversionary sensors (ADC, AHRS, and the PFD. These annunciations reflect reve
GPS) selected on one or both PFDs. When the on-side source is selected for GPS) selected on one or both PFDs. Whe
its side, there is no indication. When the same source is selected for both its side, there is no indication. When th
sides, yellow messages are displayed. When a non-normal source is sides, yellow messages are displayed
selected (cross-sided sensors), yellow messages are displayed. selected (cross-sided sensors), yellow me
Press the SENSOR softkey from the top level of softkeys to access ADC1, Press the SENSOR softkey from the top
ADC2, AHRS1, and AHRS2 softkeys. These softkeys allow manual switching ADC2, AHRS1, and AHRS2 softkeys. The
of sensors. With certain types of sensor failures, some sensors may be auto- of sensors. With certain types of sensor f
matically selected. The GPS sensor cannot be switched manually. matically selected. The GPS sensor cann
22-34 Phenom 100 22-34

CAS Window CAS Window

The CAS continuously monitors the condition of the various aircraft systems The CAS continuously monitors the
and avionics, and shows alert messages to the flight crew on the PFD 1 and and avionics, and shows alert messa
PFD 2. The alert messages are shown according to their importance and are PFD 2. The alert messages are show
color coded. The CAS has the following basic functions: color coded. The CAS has the follow
 Gaining the attention of the flight crew and directing that attention to the  Gaining the attention of the flight c
alert condition alert condition

 Indicating the location and type of the alert condition  Indicating the location and type of
 Supplying flight crew with procedures to control the system  Supplying flight crew with procedu
 Providing aircraft status quickly, and showing new alerts  Providing aircraft status quickly, a
 Supplying flight crew with results of actions taken  Supplying flight crew with results o
The CAS messages are presented on the CAS window, located on the center The CAS messages are presented o
right portion of the PFDs. right portion of the PFDs.
Auxiliary Flight Display Window Auxiliary Flight Display Window
The AFD window conveys messages to the flight crew regarding operational The AFD window conveys message
or aircraft system conditions that require cockpit indication, but do not require or aircraft system conditions that req
immediate flight crew awareness (status messages). When a new message immediate flight crew awareness (st
is issued, the MSG softkey flashes to alert the flight crew of a new message. is issued, the MSG softkey flashes to
It continues to flash until acknowledged by pressing the softkey. When this It continues to flash until acknowled
softkey is pressed, the AFD window is displayed at the lower right corner of softkey is pressed, the AFD window
the PFD. the PFD.

PFD - (Message Windows PFD - (Message Windows

COMPARATOR C
WINDOW
REVERSIONARY
SENSOR WINDOW
NAV1 108.00 117.95 D SKT 136.975 118.000 COM1 NAV1 108.00 117.95 D SKT
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95
CAS WINDOW
HDG NO COMP EMERG
NAV 15200 ROL NO COMP COM NAV
2000 PIT NO COMP
15400 ALT NO COMP
20 20 4 20 20
230 230
15300 BOTH ON GPS1
PUSH BOTH ON AHRS1 PUSH PUSH
1-2 10 10 2 BOTH ON ADC2 1-2 1-2 10 10
220 15200 220
CAS
BARO
20 ENG EXCEEDANCE
210 151 GEN 1 OFF BUS
ENG NO DISPATCH 210
00
200
ENG NO TO DATA
E1 FUEL IMP BYP
E1 FIREX FAIL
AFD WINDOW 200
10 10 15000 2 BATT 2 OFF BUS
BLEED 2 FAIL PUSH 10 10
BLEED 1 FAIL STD
BATT DISCHARG
FUEL 1 SOV FAIL
190 307 14900 4 E2 CTRL FAULT
HYD LO PRES
RANGE 190 307
HDG 035 CRS 300 EMER BRK LO PRES
HDG 035 CRS 300
M .411 30.04 IN M .411
30 30
W MESSAGES W
PUSH
GWX FAIL - GWX is inoperative. PAN
GPS TERM GPS TERM
24
24
GMC FAIL - GMC is inoperative.
21
21
D MENU
CNFG MODULE - PFD1 conguration
S
S
15 module is inoperative. PFL PROC
15
TAT 0 C SAT +15 C XPDR1 1253 ALT R LCL 17:12:20 CLR ENT TAT 0 C SAT +15 C
INSET SENSOR PDF OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PDF OBS CDI ADF/DME XPDR ID
DFLT MAP FMS
PUSH CRSR
Comparator
Window
Reversionary
Sensor
Window
CAS
Window
Auxiliary Flight Auxiliary Flight
Display Display
Window Window
Softkey
Annunciation
22-36 Phenom 100 22-36

Traffic Annunciation Traffic Annunciation

The PFD displays traffic symbolically on the inset map. When a TA (Traffic The PFD displays traffic symbolicall
Advisory) is detected, the following automatically occurs: Advisory) is detected, the following a
 PFD inset map is enabled and displays traffic  PFD inset map is enabled and dis
 Flashing black-on-yellow "TRAFFIC" annunciation appears on the top left  Flashing black-on-yellow "TRAFF
corner of the attitude indicator for five seconds and remains displayed until corner of the attitude indicator for
no TA are detected in the area no TA are detected in the area
 An aural alert is generated. “TRAFFIC”  An aural alert is generated. “TRAF
TAWS Annunciation TAWS Annunciation
TAWS annunciations appear on the PFD on the left of the selected altitude TAWS annunciations appear on the
readout. readout.
TrafÞc TrafÞc
Symbols Symbols

Navigation Status Box Navigation Status Box

The Navigation Status Box is located on the top center portion of the PFD The Navigation Status Box is located on
contians two fields: contians two fields:
 Active flight plan annunciations  Active flight plan annunciations
 Distance and bearing to the next flight plan annunciations  Distance and bearing to the next fligh
Flight director mode annunciations are displayed on the PFDs when the flight Flight director mode annunciations are di
director is active. director is active.
The symbols used in the PFD status bar are: The symbols used in the PF
Symbol Description Symbol Description
Active Leg Active Leg
Direct-to Direct-to
Right Procedure Turn Right Procedure T
Left Procedure Turn Left Procedure Tu
Right Holding Pattern Right Holding Pat
Left Holding Pattern Left Holding Patt
Vector to Final Vector to Final
Right DME Arc Right DME Arc
Left DME Arc Left DME Arc
t Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD - t Active flight plan leg (e.g
> KCOS’) or flight plan annunciations (e.g., ‘Turn > KCOS’) or flight plan an
right to 021˚ in 8 seconds’) right to 021˚ in 8 seconds
t Distance (DIS) and Bearing (BRG) to the next t Distance (DIS) and Bearin
waypoint or flight plan annunciations (e.g., ‘TOD waypoint or flight plan a
within 1 minute’) within 1 minute’)
PFD Navigation Status Box PFD Navigation S
22-38 Phenom 100 22-38

Multi-function Display Multi-function Display

The MFD displays a broad array of mapping and other information in a variety The MFD displays a broad array of m
of presentations. The left side of the MFD displays engine and airframe infor- of presentations. The left side of the
mation and the center and right portions are for mapping and other flight plan- mation and the center and right portio
ning functions. The MFD is generally characterized by the following display ning functions. The MFD is generall
areas: areas:
 Page Group Display  Page Group Display
 Navigation Status Box  Navigation Status Box
 NAV Frequency Box  NAV Frequency Box
 COM Frequency Box  COM Frequency Box

Engine Information 
Engine Information
 Battery Voltage Indication  Battery Voltage Indication
 Speed Brake Indication  Speed Brake Indication
 Cabin Data  Cabin Data
 Landing Gear Indication  Landing Gear Indication
 Flap Indication  Flap Indication
 Trim Indication  Trim Indication
 Synoptic Pages  Synoptic Pages
Active Page Com Frequency Box

NAV Frequency Box GPS Navigation Status Box Group and Page NAV Frequency Box GPS Navigatio
Title
Synoptic
Pages
Engine Engine
Information Information
Battery Battery
Voltage Voltage
Cabin Cabin
Data Data
Landing Landing
Gear Gear
Trim Indication Flap Indication Pages in Cur rent Page G roup Trim Indication Flap Indication
Page Groups
System Softkey System Softkey

Page Group Display Page Group Display

The large central and right portion of the MFD contains information from the The large central and right portion of the
page groups, namely: page groups, namely:
 Map Group (MAP)  Map Group (MAP)
 Waypoint Group (WPT)  Waypoint Group (WPT)
 Auxiliary Group (AUX)  Auxiliary Group (AUX)
 Nearest Group (NRST)  Nearest Group (NRST)
 Flight plan Group (FPL)  Flight plan Group (FPL)
Each page group contains multiple pages. The page groups are selected Each page group contains multiple pag
using the outer knob of the dual FMS knob. The inner knob selects pages in using the outer knob of the dual FMS kn
the page group. Holding the CLR softkey for two seconds returns to the the page group. Holding the CLR softk
default navigation page. default navigation page.
The page group and active page title box are displayed in the upper center of The page group and active page title box
the screen, below the navigation status box. In the bottom right corner of the the screen, below the navigation status b
screen, the current page group, number of pages available in the group, and screen, the current page group, number
placement of the current page within the group are indicated. placement of the current page within the
Page Group Active Page Title Page Group A
Page Groups Pages in Current Group Page Groups Pa
Selected Page
22-40 Phenom 100 22-40

The map group (MAP) contains the following pages: The map group (MAP) contains the f
 Navigation Map  Navigation Map
 Traffic Map  Traffic Map
 Weather Radar  Weather Radar
 Weather Data Link  Weather Data Link
 TAWS  TAWS

The waypoint group (WPT) contains the following pages: The waypoint group (WPT) contains the f
 Airport Information Screens (airport information, departure information,  Airport Information Screens (airport inf
arrival information, approach information, weather information) arrival information, approach informati
 Intersection Information  Intersection Information
 NDB (Non-Directional Beacon) Information  NDB (Non-Directional Beacon) Informa
 VOR Information  VOR Information
 User WPT (Waypoint) Information.  User WPT (Waypoint) Information.
Airport
Information
Pages
22-42 Phenom 100 22-42

The auxiliary group (AUX) contains the following pages: The auxiliary group (AUX) contains t
 Weight Planning  Weight Planning
 Trip Planning  Trip Planning
 Utility  Utility
 GPS Status  GPS Status
 System Setup  System Setup
 XM Radio  XM Radio
 System Status.  System Status.
XM
Satellite
Pages

The nearest group (NRST) contains the following pages: The nearest group (NRST) contains the f
 Nearest Airports  Nearest Airports
 Nearest Intersections  Nearest Intersections
 Nearest NDB  Nearest NDB
 Nearest VOR  Nearest VOR
 Nearest User WPTs  Nearest User WPTs
 Nearest Frequencies  Nearest Frequencies
 Nearest Airspaces  Nearest Airspaces
22-44 Phenom 100 22-44

The flight plan group (FPL) contains the following pages: The flight plan group (FPL) contains
 Active Flight Plan (wide view, narrow view)  Active Flight Plan (wide view, narr
 Flight Plan Catalog (stored flight plan)  Flight Plan Catalog (stored flight p
The flight plan group is toggled ON using the dedicated FPL key on the right The flight plan group is toggled ON u
side of the MFD. side of the MFD.
EICAS EICAS
The EICAS displays electrical, fuel, engine, pressurization, and flight control The EICAS displays electrical, fuel,
information on the left side of the MFD. information on the left side of the MF
Engine Information Engine Information
Engine information is displayed on the upper portion of the EICAS. It shows: Engine information is displayed on th
 Thrust rate selected  Thrust rate selected

N1 (Fan Rotor Speed) 
N1 (Fan Rotor Speed)

N2 (Core Rotor Speed) 
N2 (Core Rotor Speed)

ITT (Interstage Turbine Temperature) 
ITT (Interstage Turbine Temperatu
 Fuel flow, fuel quantity, ignition, oil pressure, oil temperature, engine fire,  Fuel flow, fuel quantity, ignition, oi
engine fail, engine OFF, red/yellow lines, targets, etc. engine fail, engine OFF, red/yellow
To minimize the impact of T1 (Inlet Total Temperature) faults and N1 varia- To minimize the impact of T1 (Inlet
tions during the takeoff roll, the OAT (Outside Air Temperature) from an exter- tions during the takeoff roll, the OAT
nal source (ATIS, AWOS, etc.) is entered via the MFD. When aircraft is on the nal source (ATIS, AWOS, etc.) is ente

ground and just after aircraft power-up, FADECs transmit default OAT values ground and just after aircraft power-up, F
based on engines T1. In order to select the takeoff data, pilot needs to use based on engines T1. In order to select
the ENG SET softkey group on the MFD. When this softkey is selected and the ENG SET softkey group on the MFD
the aircraft is on the ground, the Takeoff Data Set window is displayed on the the aircraft is on the ground, the Takeoff D
lower part of the EICAS. lower part of the EICAS.
The initial OAT reference value is the average of the OAT values read from The initial OAT reference value is the av
both engines. To change the OAT value, pilot can use the OAT and OAT both engines. To change the OAT value,
softkeys. To revert to the originally proposed OAT value, press the RST OAT softkeys. To revert to the originally propo
softkey. The selected value is not sent to the FADECs until they are accepted softkey. The selected value is not sent to
by the pilot. The OAT, OAT and RST OAT softkeys are disabled during by the pilot. The OAT, OAT and RST
certain flight phases. certain flight phases.
Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating Each FADEC contains an ATR (Autom
which automatically increases the thrust of the local engine to reserve in case which automatically increases the thrust o
of one engine failure during takeoff. The ATR system is enabled by default of one engine failure during takeoff. The
during FADEC power-up on ground. To change this setting, use the ATR ON during FADEC power-up on ground. To c
and ATR OFF softkeys. The ATR ON and ATR OFF softkeys are disabled and ATR OFF softkeys. The ATR ON a
during certain flight phases. during certain flight phases.
In very specific situations, it may be necessary for the aircraft to operate both In very specific situations, it may be nece
engines with the maximum thrust that does not compromise the engine life engines with the maximum thrust that do
(continuous thrust rating). The TLA (Thrust Lever Angle) has a single position (continuous thrust rating). The TLA (Thru
for both CLB (Climb) and continuous ratings, CLB being the usual one. for both CLB (Climb) and continuous ratin
When the continuous rating is needed, the selection is accomplished by using When the continuous rating is needed, the
the CLB and CON softkeys on the MFD. This selection is not to be done for the CLB and CON softkeys on the MFD.
takeoff, only during flight. takeoff, only during flight.
The default mode is CLB. If CON mode is selected, it remains active until the The default mode is CLB. If CON mode is
CLB softkey is pressed or the aircraft lands. The CON and CLB softkeys are CLB softkey is pressed or the aircraft lan
disabled during certain flight phases. disabled during certain flight phases.
Automatic Thrust Thrust Rating Automatic Thrust
Reserve Status (TO/TO-RSV/CLB/CON) Reserve Status
Commanded Thrust Rating Commanded
N1 Rating Max Speed N1 Rating
Engine Fan N1 for Thrust Engine Fan
Speed Rating Max Speed Speed
Cruise Speed
Control Bug
Interstage Turbine Interstage Turbine

Temperature Temperature
Ignition Status
Engine High Pressure Engine High Pressure
Compressor Speed Compressor Speed
Oil Pressure
Oil Temperature
22-46 Phenom 100 22-46

Battery Voltage Indication Battery Voltage Indication

The battery voltage indication box is labeled ELEC. The box is on the bottom The battery voltage indication box is
left side of the EICAS. The battery voltage indication readout is an indication left side of the EICAS. The battery v
of the voltage between the terminals of each electrical battery. The readouts of the voltage between the terminals
are labeled BATT1 and BATT2. There is also a V unit label shown. are labeled BATT1 and BATT2. Ther
Speedbrake Indication Speedbrake Indication

The speed brake box is on the bottom left side of the EICAS, labeled The speed brake box is on the b
SPDBRK. The speed brake position shows as a status (OPEN or CLOSED) SPDBRK. The speed brake position
in green text. When the speed brake is not installed, the indication is gray in green text. When the speed brak
dashes. Speedbrake may be installed on later serial numbers. dashes. Speedbrake may be installe
Speed Brake Speed Brake

Status Status
Main Landing Main Landing

Gear Gear
Left-side Right-side Left-side
Landing Gear Landing Gear Landing Gear
Speed Brake and Landing Gear Indications Speed Brake and L
Indication Description Indication

CLOSED Speed brakes retracted CLOSED S
OPEN Speed brakes deployed OPEN S
NOT AVAIL Invalid information NOT AVAIL
Speed Brake Indications Speed Bra

Landing Gear Indication Landing Gear Indication

The landing gear data shows in a box labeled LG. The box is on the bottom The landing gear data shows in a box la
left side of the EICAS. left side of the EICAS.
The landing gear position shows as a status (UP or DOWN) in the text. Sur- The landing gear position shows as a sta
rounding the text is a symbol of a circle when the gear is down, and a symbol rounding the text is a symbol of a circle w
of a rectangle when the gear is up. When the landing gear is in transition, of a rectangle when the gear is up. Wh
there is no text, only hatched rectangles. there is no text, only hatched rectangles.
Indication Description Indication D
Landing Gear Down Landing
Landing Gear Up Landing
Landing GearTransitioning Landing

(Normal) (Norma
Landing Gear Locked Down Landing
Landing Gear Locked Up Landing
Landing Gear Transitioning Landing

(Abnormal) (Abnorm
Landing Gear Position Indications Landing Gear Pos
Cabin Data Cabin Data

The cabin data shows in a box labeled CABIN on the bottom right side of the The cabin data shows in a box labeled C
EICAS. The cabin data has the following digital readouts: EICAS. The cabin data has the following
 Cabin Altitude  Cabin Altitude
 Cabin Rate  Cabin Rate
 Cabin Delta Pressurization  Cabin Delta Pressurization

Landing Field Elevation 
Landing Field Elevation
 Oxygen System Pressure  Oxygen System Pressure
22-48 Phenom 100 22-48

The cabin altitude readout is an indication of the cabin altitude or pressure. The cabin altitude readout is an ind
The cabin altitude pressure shows in feet, with a leading "-" (minus) if the The cabin altitude pressure shows
value is negative. The readout is labeled ALT with the label FT denoting units. value is negative. The readout is labe
The cabin rate readout is an indication of the rate of change of the cabin alti- The cabin rate readout is an indicatio
tude or pressure. The cabin rate is the cabin pressure rate of change, and it tude or pressure. The cabin rate is t
shows in feet per minute, with a leading "-" (minus) if the value is negative. shows in feet per minute, with a lea
The readout is labeled RATE. There is also a unit label, FPM, along with an The readout is labeled RATE. There
arrow pointing up or down that shows the direction of change. arrow pointing up or down that show
The cabin delta pressure digital readout display is an indication of the differ- The cabin delta pressure digital read
ence between the cabin pressure and outside/ambient pressure. The cabin ence between the cabin pressure a
delta pressurization shows in pounds per square inch with a leading "-" delta pressurization shows in poun
(minus) if the value is negative. The readout is labeled DELTA-P. There is (minus) if the value is negative. Th
also a PSI label shown. also a PSI label shown.
The landing field elevation shows as a numerical readout in feet. The readout The landing field elevation shows as
is labeled LFE and the units label FT. This value may be selected automati- is labeled LFE and the units label F
cally or may be entered by the flight crew. If the flight crew enters the value cally or may be entered by the flight
the label M shows in front of the digital readout. The oxygen system pressure the label M shows in front of the digit
shows in pounds per square inch. The readout is labeled OXY with the units shows in pounds per square inch. Th
(PSI) also shown. (PSI) also shown.
High Landing
Pressure Field Elevation Pressure
Altitude Altitude
Pressure
Change Rate
Pressure Pressure
Differential Landing Field Differential
Oxygen System Elevation Oxygen System
Pressure Pressure

Flap Indication Flap Indication

The flap position is displayed in a box in the bottom right corner of the EICAS The flap position is displayed in a box in t
labeled FLAPS. The flap positions show in both analog and digital readouts. labeled FLAPS. The flap positions show i
The flap position symbol is an analog display of the actual position of the flap. The flap position symbol is an analog disp
The flap position symbol pivots similarly to the flap on the aircraft to show the The flap position symbol pivots similarly t
leading edge surface of the wings. leading edge surface of the wings.
The flap readout is the digital data that corresponds to the flap lever positions. The flap readout is the digital data that co
This readout shows in a box under the analog image. This readout shows in a box under the an
The arc on the analog flap display acts as a flap angle scale. The scale has The arc on the analog flap display acts a
tick marks at each end that show the positions at zero and 36 degrees. tick marks at each end that show the pos
Another arrow acts as a flap pointer. This pointer shows the flap position Another arrow acts as a flap pointer. T
along the scale. The pointer moves up the scale for the decreasing values of along the scale. The pointer moves up th
the flap angle. The shading shows between the zero-degree flap position and the flap angle. The shading shows betwe
current flap position. current flap position.
Flap
Position
Flap Flap
Lever Flap Lever
Setting Selected Setting
Bug
22-50 Phenom 100 22-50

Trim Indication Trim Indication

The trim data is shown in a box labeled TRIM in the bottom of the EICAS. The The trim data is shown in a box labele
trim data is supplied for the ROLL, PITCH, and YAW axes. trim data is supplied for the ROLL, P
The roll trim scale is an arc that shows the aileron trim position. The scale is The roll trim scale is an arc that sho
labeled ROLL. There are five tick marks that show along the scale at -100%, labeled ROLL. There are five tick ma
-50%, 0%, 50%, and 100%. -50%, 0%, 50%, and 100%.
The yaw trim scale is a horizontal scale that shows the rudder trim position. The yaw trim scale is a horizontal sc
The scale is labeled YAW and has a yaw pointer to show the yaw trim posi- The scale is labeled YAW and has a
tion. There are five tick marks shown along the scale at -100%, -50%, 0%, tion. There are five tick marks show
50%, and 100%. 50%, and 100%.
The pitch trim readout is a digital display of the horizontal stabilizer trim posi- The pitch trim readout is a digital dis
tion in degrees. The readout is a numerical readout in a box, and a label cen- tion in degrees. The readout is a num
tered above or below shows the UP or DOWN pitch trim. tered above or below shows the UP
Synoptic Pages Synoptic Pages

The SYSTEM softkey on the MFD allows the display of synoptic pages and The SYSTEM softkey on the MFD a
an engine maintenance page. an engine maintenance page.
The synoptic pages are: The synoptic pages are:
 Status Synoptic Page - STATUS  Status Synoptic Page - STATUS

Fuel Synoptic Page - FUEL 
Fuel Synoptic Page - FUEL

Electrical Synoptic Page - ELEC 
Electrical Synoptic Page - ELEC
 Environmental Control System Synoptic Page - ECS  Environmental Control System Sy

Ice Protection Synoptic Page - ICE PROT 
Ice Protection Synoptic Page - ICE

Status Synoptic Page Status Synoptic Page

The status synoptic page is displayed as the default page at the electrical The status synoptic page is displayed a
power-up and displays information necessary before engine start-up and power-up and displays information nec
information usually used during this phase. The status synoptic page displays information usually used during this phas
data from the following systems: data from the following systems:
 Door And Access Panels Status  Door And Access Panels Status
 Battery Status  Battery Status
 Hydraulic Pressure Status  Hydraulic Pressure Status
 Oxygen System Status  Oxygen System Status
 Brakes Status  Brakes Status
All doors which have an associated CAS message are displayed in the air- All doors which have an associated CAS
craft figure. Color is consistent with the status of the door. craft figure. Color is consistent with the st
System Status Page System Status Page
1 2 3 4 5 6 7 1 2 3 4 5 6 7
1 System Clock
10 8 2 Static Air Temperature (SAT) 10 8
3 Total Air Temperature (TAT)

4 True Airspeed (TAS)
5 Aircraft Gross Weight
9 9
6 Hydraulic Pressure
7 Oxygen
8 Emergency Brake Accumulator Pressure
9 Door Status
10 Electrical
22-52 Phenom 100 22-52

ECS Synoptic Page ECS Synoptic Page

The ECS synoptic page has symbols indicating ECS components status. The ECS synoptic page has symb
Lines between icons on the diagram depict ducts. Icons shown in green indi- Lines between icons on the diagram
cate components are operating normally. A white icon indicates a unit is off or cate components are operating norm
not otherwise operating normally. A red “X” indicates failure of a unit. not otherwise operating normally. A r
1 Cockpit Temperature Setting

2 Actual Cockpit Temperature
3 Cockpit Evaporator Fan
3
1 4 Cabin Temperature Setting 1
4
5 Actual Cabin T emperature
2 5 2
6 Cabin Evaporator Fan
6
7 Flow Control Shutoff V alve (FCV) 1
7 8 7
8 Flow Control Shutoff V alve (FCV) 2
9 9 Ram Air V alve (RAV) 9
11
10 Ram Air Duct
10 10
12 11 Outßow V alve (OFV) Status*
12 Heat Exchanger Pack Cooling Circuit
13 14 13
13 Bleed Line 1 (Left) Pressure
15 16 15
14 Bleed Line 2 (Right) Pressure
17 18 15 Cockpit Duct Temperature Setting 17
16 Cabin Duct Temperature Setting
17 Pressure Regulating Shutoff V alve (PRSOV) 1
19 20 18 Pressure Regulating Shutoff V alve (PRSOV) 2 19
19 Ground Cooling Fan (GCF)

20 Vapor Cycle System (VCS)
* Out Flow valve (OFV) status is displayed only while the aircraft is parked or taxiing. * Out Flow valve (OFV) s

Electrical Synoptic Page Electrical Synoptic Page

The electrical synoptic page has symbols showing electrical system compo- The electrical synoptic page has symbol
nents status. The generators, GPU, batteries, and busses are shown in green nents status. The generators, GPU, batte
to denote normal operation. The color of the units changes depending on the to denote normal operation. The color of
condition. A red “X” over a component indicated invalid data or a failed unit. condition. A red “X” over a component ind
Ground Power Unit Groun
Generator Generator
Bus Bus
Battery Battery
Fuel Synoptic Page Fuel Synoptic Page

The fuel synoptic page has symbols that indicate fuel system components The fuel synoptic page has symbols tha
status. A red “X” over a component indicates invalid data or a failed unit. status. A red “X” over a component indica
22-54 Phenom 100 22-54

Ice Protection Synoptic Page Ice Protection Synoptic Page

The ice protection synoptic page has symbols indicating de-ice system com- The ice protection synoptic page has
ponent status. When the de-icing system is operating normally, all compo- ponent status. When the de-icing s
nents are shown in green. Items in white indicate components are off. A red nents are shown in green. Items in w
“X” over a component indicates invalid data or a failed unit. “X” over a component indicates inval
1 1 Windshield Heaters 1
2 Boot Lines and V alves
3 Inboard EFCV
2 2 4 Outboard EFCV 2
5 Engine Anti Ice 1 Bleed Duct and Lip Skin
3 4 6 Engine Anti Ice 2 Bleed Duct and Lip Skin 3
5 6 7 EAI 1 V alve and Bleed Line 5
8 EAI 2 V alve and Bleed Line

7 8 7
9 Pressure Regulating Shut-Off V alve 1 (PRSOV 1)
9 10 10 Pressure Regulating Shut-Off V alve 2 (PRSOV 2) 9
12 11 Ice Protection Bleed Duct
11 11
12 STAB EFCV
2 2

Engine Maintenance Page Engine Maintenance Page

The Engine Maintenance Synoptics Page can only be displayed when the air- The Engine Maintenance Synoptics Page
craft is on the ground and engines are off. Maintenance personnel can view craft is on the ground and engines are o
status messages for engine dispatch items and engine parameter peaks and status messages for engine dispatch item
durations recorded by the FADEC for the last engine start-shutdown cycle: durations recorded by the FADEC for the
The engine maintenance page continually monitors subsets of engine param- The engine maintenance page continually
eters to determine if they remain within prescribed limits. Once an eters to determine if they remain w
exceedance is detected, it stays latched in a FADEC non-volatile memory exceedance is detected, it stays latched
until maintenance personnel perform required procedures. until maintenance personnel perform requ
Reversionary Mode Reversionary Mode

In the event of an PFD or MFD failure, the flight display system automatically In the event of an PFD or MFD failure, th
switches to reversionary mode. Reversionary mode is a mode of operation in switches to reversionary mode. Reversio
which PFD symbology and EICAS is displayed on both PFDs and MFD. which PFD symbology and EICAS is disp
In case of a PFD 1 failure, the MFD enters the reversionary mode and the In case of a PFD 1 failure, the MFD ent
PFD 2 remains in normal mode. In case of a MFD failure, both PFD 1 and PFD 2 remains in normal mode. In case
PFD 2 enter the reversionary mode. In case of a PFD 2 failure, both PFD 1 PFD 2 enter the reversionary mode. In c
and MFD remain in normal mode. and MFD remain in normal mode.
The reversionary mode can also be activated manually by pressing the DISPLAY The reversionary mode can also be activate
BACKUP button at the bottom of each audio panel (unlatched position). Pressing BACKUP button at the bottom of each audi
this button again deactivates reversionary mode (latched position). this button again deactivates reversionary m
22-56 Phenom 100 22-56

With the DISPLAY BACKUP button of audio panel 1 in the unlatched position, With the DISPLAY BACKUP button o
PFD 1 and the MFD are in the reversionary mode. With the DISPLAY PFD 1 and the MFD are in the r
BACKUP button of audio panel 2 in the unlatched position, PFD 2 and the BACKUP button of audio panel 2 in
MFD are in the reversionary mode. MFD are in the reversionary mode.
CAS
Window
EIS EIS
Display Display
Pilot Side Copilot Side Pilot Side

Display Brightness Control Display Brightness Control

The PFDs and MFD backlighting can be adjusted either automatically or The PFDs and MFD backlighting can b
manually. manually.
The CKPT PANEL dimmer, on the LIGHTS control panel controls: The CKPT PANEL dimmer, on the LIGHT
 PFD and MFD Backlighting  PFD and MFD Backlighting
 PFD and the MFD Bezels  PFD and the MFD Bezels
 FMS Control Panel  FMS Control Panel
 Guidance Panel  Guidance Panel
 Audio Panels Key Annunciator Lighting  Audio Panels Key Annunciator Lighting
If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD If the CKPT PANEL dimmer is in the OF
use photocell technology to automatically adjust for ambient lighting condi- use photocell technology to automaticall
tions. Photocell calibration curves are pre-configured to optimize display tions. Photocell calibration curves are
appearance through a broad range of cockpit lighting conditions. appearance through a broad range of coc
PFD / MFD Backlighting and Bezel Dimming PFD / MFD Backlighting and Bezel
CKPT PANEL
POTENTIOMETER
LIGHTS LIGHTS
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT LDG/TAXI NAV STROBE
LDG ON BRT LDG ON
TAXI DIM TAXI
OFF OFF OFF BRT OFF BRT OFF OFF OFF O
LIGHTS CONTROL PANEL LIGHTS CONTR
Automatic Adjustment Automatic Adjustment

The existing instrument panel dimmer bus normally controls the PFD and The existing instrument panel dimmer b
MFD backlighting as well as the PFD and MFD bezels, MFD Control Unit, MFD backlighting as well as the PFD a
AFCS Control Unit and audio panel key annunciator lighting. AFCS Control Unit and audio panel key a
When the dimmer bus is not used by the system, photocell technology auto- When the dimmer bus is not used by the
matically controls backlighting adjustments. Photocell calibration curves are matically controls backlighting adjustmen
pre-configured to optimize display appearance through a broad range of pre-configured to optimize display appe
cockpit lighting conditions. cockpit lighting conditions.
22-58 Phenom 100 22-58

Manual Adjustment Manual Adjustment

Backlighting may also be adjusted manually for all of the displays and the Backlighting may also be adjusted
associated bezels. The audio panel key backlighting is directly tied to the on- associated bezels. The audio panel k
side PFD key backlighting setting. side PFD key backlighting setting.
Adjust display backlighting manually Adjust display backlighting manua
1. Press the MENU Key on the PFD to display the PFD Setup Menu Window. 1. Press the MENU Key on the PFD
‘AUTO’ becomes highlighted to the right of ‘PFD1 DSPL’. ‘AUTO’ becomes highlighted to th
2. Turn the small FMS Knob to display the selection box. Turn the FMS Knob to 2. Turn the small FMS Knob to displ
select ‘MANUAL’, then press the ENT Key. The intensity value becomes select ‘MANUAL’, then press the
highlighted. highlighted.
3. Turn the small FMS Knob to select the desired backlighting, then press the 3. Turn the small FMS Knob to sele
ENT Key. ENT Key.
4. Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ or 4. Turn the large FMS Knob to high
‘PFD2 DSPL’, respectively, and repeat steps 2 and 3. ‘PFD2 DSPL’, respectively, and re

Air Data System Air Data System

There are two primary ADS systems installed in the aircraft and they are iden- There are two primary ADS systems insta
tified as ADS 1 and ADS 2. The IESI (Integrated Electronic Standby Instru- tified as ADS 1 and ADS 2. The IESI (In
ment) is considered a standby ADS. ment) is considered a standby ADS.
Air Data System Air Data System
STATIC PITOT 1 STATIC PITOT 2 STATIC PITOT 1
S1 S1 S1
PITOT 1 PITOT 2 PITOT 1
S2 S2 S2
P
Ps
t
PITOT−STATIC
ADC 1 IESI ADC 2 ADC 1 IESI
Each primary ADS is basically composed of one ADC (Air Data Computer) Each primary ADS is basically compose
pneumatically connected, through specific plumbing, to one pitot probe and to pneumatically connected, through specific
two static ports, which supply total and static pressure to the ADC. two static ports, which supply total and st
The ADS provides accurate air data information, which includes altitude, air- The ADS provides accurate air data infor
speed and temperature. speed and temperature.
The ADS outputs are suitable for primary flight displays, altitude-encoding The ADS outputs are suitable for prima
transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude transponders, AFCS (Automatic Flight Co
and Heading Reference System). The ADS provides the information that fol- and Heading Reference System). The AD
low: low:
 Density Altitude  Density Altitude
 Pressure Altitude  Pressure Altitude
 Vertical Speed  Vertical Speed
 Air Temperature: Total Air Temperature, Outside / Static Air Temperature  Air Temperature: Total Air Temperature
 Indicated Airspeed  Indicated Airspeed
 True Airspeed  True Airspeed

Mach Number 
Mach Number
22-60 Phenom 100 22-60

Pitot / Static Probes Pitot / Static Probes

ADS Source Selection ADS Source Selection

The airspeed and altitude information transmitted by the ADS are shown to The airspeed and altitude information tra
the flight crew on the PFDs. The MFD also shows this information, when it is the flight crew on the PFDs. The MFD als
in the reversionary mode. in the reversionary mode.
During normal operation, air data readouts on the PFD1 and MFD are from During normal operation, air data readou
ADS 1 and on the PFD 2 are from ADS 2. ADS 1 and on the PFD 2 are from ADS 2
In case of ADC1 failure, PFD 1 reverts to ADC2 and, in case of subsequent In case of ADC1 failure, PFD 1 reverts to
ADC2 failure, reverts to ADC Stand-by, including during electrical emergency. ADC2 failure, reverts to ADC Stand-by, in
Manual reversion to ADC2 is also available during normal and abnormal Manual reversion to ADC2 is also ava
operations. operations.
The same reversionary logic is applicable when the ADC 2 is failed and man- The same reversionary logic is applicable
ual reversion to other operative ADC is also available during normal and ual reversion to other operative ADC is
abnormal operations. abnormal operations.
REVERSIONARY LOGIC REVERS
Normal Normal
1st Reversion 2nd Reversion 1st
Operation Operation
Left side ADC 1 ADC 2 ADS Stand-by Left side ADC 1
Right side ADC 2 ADC 1 ADS Stand-by Right side ADC 2
Manual source selection (reversion) is available through the softkeys, which Manual source selection (reversion) is av
are located at the bottom of the PFD, on the PFD menu. are located at the bottom of the PFD, on
Once the SENSOR option is selected from the PFD menu, the ADS1, ADS2, Once the SENSOR option is selected fro
and ADS STBY options will be shown on the same PFD menu. and ADS STBY options will be shown on
When ADS2 option is selected in PFD 1, ADS 2 becomes the active source in When ADS2 option is selected in PFD 1,
PFD 1.When ADS1 option is selected in PFD 2, ADS 1 becomes the active PFD 1.When ADS1 option is selected in
source in PFD 2. source in PFD 2.
Whenever the reversion to the ADS STBY is made, the air data information Whenever the reversion to the ADS STB
from the IESI is presented on the PFD. IESI indications remain available on from the IESI is presented on the PFD. I
the IESI display. the IESI display.
Airspeed Information Airspeed Information
An airspeed tape shows the current indicated airspeed at the center of the An airspeed tape shows the current indi
moving tape, along with standard color coding for airplane-specific airspeed moving tape, along with standard color c
ranges/limits. The box immediately below the airspeed tape indicates current ranges/limits. The box immediately below
aircraft mach if its value is greater than 0.4 MN (Mach Number). TAT (Total Air aircraft mach if its value is greater than 0.
Temperature) and SAT (Static Air Temperature) are indicated in the box on Temperature) and SAT (Static Air Tempe
the left lower corner of the PFD. the left lower corner of the PFD.
An airspeed comparison monitor compares displayed airspeed from the ADS An airspeed comparison monitor compare
1 and ADS 2: 1 and ADS 2:
 If both IAS (Indicated Airspeed) < 35 kts (Knots), there’s no comparison.  If both IAS (Indicated Airspeed) < 35 k
22-62 Phenom 100 22-62

 If both IAS ≥ 35 kts and their values are different from 15 kts or more, an  If both IAS ≥ 35 kts and their value
airspeed miscompare is displayed. airspeed miscompare is displayed
 If both IAS ≥ 80 kts and their values are different from 10 kts or more, an  If both IAS ≥ 80 kts and their value
airspeed miscompare is displayed. airspeed miscompare is displayed
Altitude Information Altitude Information
The current indicated altitude is shown at the center of the moving altitude The current indicated altitude is sho
tape. The value is corrected by the barometric correction setting, which is tape. The value is corrected by the
controlled by using the BARO knob. The barometric correction setting is iden- controlled by using the BARO knob. T
tified below the altitude tape. Vertical speed is identified in a box that moves tified below the altitude tape. Vertica
up/down along the static vertical speed tape (at the right of the altitude tape). up/down along the static vertical spe
A barometric altitude comparison monitor compares displayed barometric alti- A barometric altitude comparison mo
tude from ADS 1 and ADS 2. If the two altitude values are different from 200 ft tude from ADS 1 and ADS 2. If the tw
(Foot) or more, a barometric altitude miscompare is displayed. (Foot) or more, a barometric altitude
Barometric Correction Barometric Correction
The altitude tape indicates the current barometric corrected altitude. It is com- The altitude tape indicates the curren
puted by the PFD, which corrects the pressure altitude, provided by the ADS, puted by the PFD, which corrects the
using the barometric correction setting.The barometric correction setting is using the barometric correction sett
adjusted by means of the BARO knob, which is located on the bezel of the adjusted by means of the BARO kn
PFD.The barometric correction setting is indicated at the bottom of the alti- PFD.The barometric correction setti
tude tape. The units of the barometric correction setting can be chosen tude tape. The units of the barom
between in inHg (Inch of Mercury) and hPa (Hectopascal), by means of the between in inHg (Inch of Mercury) a
appropriate PFD softkeys. The barometric correction is set to STD by press- appropriate PFD softkeys. The barom
ing the BARO knob or by pressing the following softkeys sequence in the ing the BARO knob or by pressing
PFD menu: PFD softkey and then the STD BARO softkey. PFD menu: PFD softkey and then th
Indications Indications
AIR S P E E D ALT IT UDE AIR S P E E D
T AP E T AP E V E R T IC AL S P E E D T AP E
T AP E
NAV 1 10 8 . 0 0 117 . 9 5 VPT KI XD DI S 13 6 NM DT K 053 TRK 355 13 6 . 9 7 5 118 . 0 0 0 C OM1 NAV 1 10 8 . 0 0 117 . 9 5 VPT KI XD DI S
PUSH PUSH PUSH
VOL ID NAV 2 10 8 . 0 0 117 . 9 5 HDG 15 0 0 F PH VS AL T 13 6 . 9 7 5 118 . 0 0 0 C OM2 VOL SO VOL ID NAV 2 10 8 . 0 0 117 . 9 5 HDG
EMERG
NAV COM NAV
16 0 0
20 20 4 20
200 200
PUSH
15 0 0 PUSH
PUSH
1-2 10 10 2 1-2 1-2 10
18 0 14 0 0 18 0
17 0 13
40
BARO
B AR O K NOB 17 0
20
16 0 16 0
10 10 12 0 0 2 PUSH 10
STD
14 0 356 110 0 4 RANGE 14 0 35

HDG 3 5 6 CRS 049 HDG 3 5 6
MAC H MAC H
M . 4 11 N 2 9 .9 2 I N M . 4 11 N
33 3 33
INDIC AT ION
PUSH B AR OME T R IC INDIC AT ION
3O
3O
PAN
6
C OR R E C T ION
NAV 1 NAV 1
W
W
E
D MENU S E T T ING
24
24
12
21 15 21
PFL PROC
S
CLR ENT
I NS E T S E NS OR PF D OB S C DI ADF / DME X P DR I DE NT T MR / R E F NR S T MS G DFLT MAP FMS I NS E T S E NS OR PF D OB S CD
T E MP E R AT UR E PUSH CRSR T E MP E R AT UR E
S OF T K E Y S (R E F .) S OF
S OUR C E S OUR C E
S E LE C T ION S E LE C T ION

ADS Probes Heating Control ADS Probes Heating Control

The ADS probes heating system permits a safe flight under icing conditions. The ADS probes heating system permits
With the ADS/AOA rotary switch set to AUTO position, on the ICE PROTEC- With the ADS/AOA rotary switch set to A
TION/HEATING control panel, the probe heating elements will be automati- TION/HEATING control panel, the probe
cally energized if at least one engine is running or the aircraft weight is not on cally energized if at least one engine is ru
wheels. wheels.
ON ON ON
OFF OFF OFF

AUTO AUTO
OFF ON OFF ON
ON
OFF
ADS/AOA ADS/AOA
ROTARY SWITCH ROTARY S

In case of ADS 1 failure, PFD 1 reverts to ADS 2 and, in case of ADS 2 fail- In case of ADS 1 failure, PFD 1 reverts t
ure, it reverts to IESI (ADS STBY), even during electrical emergency. In case ure, it reverts to IESI (ADS STBY), even
of reversion to ADS STBY, the message BOTH ON ADS STBY is displayed. of reversion to ADS STBY, the message
Manual reversion to ADS 2 is also available (including normal and abnormal Manual reversion to ADS 2 is also availa
operation). operation).
In case of ADS 2 failure, PFD 2 reverts to ADS 1 and, in case of ADS 1 fail- In case of ADS 2 failure, PFD 2 reverts t
ure, it reverts to IESI (ADS STBY), even during electrical emergency. In case ure, it reverts to IESI (ADS STBY), even
of reversion to ADS STBY, the message BOTH ON ADS STBY is displayed. of reversion to ADS STBY, the message
Manual reversion to ADS 1 is also available (including normal and abnormal Manual reversion to ADS 1 is also availa
operation). operation).
22-64 Phenom 100 22-64

Attitude and Heading Reference System Attitude and Heading Re

INTERNAL SENSORS INTERNAL SENSORS
RATE SENSORS (3 AXES) CPU RATE SENSORS (3 AXES)

ACCELEROMETERS (3 AXES) ANALOG ACCELEROMETERS (3 AXES) ANALOG
TO ATTITUDE ALGORITHMS TO
TILT SENSOR (2 AXES) DIGITAL TILT SENSOR (2 AXES) DIGITAL
INTEGRITY CHECKING
TEMPERATURE SENSORS (2) SYSTEM MONITORING OUTPUT DATA TEMPERATURE SENSORS (2)
ATTITUDE / HEADING
ROTATIONAL RATES
EXTERNAL SENSOR ACCELERATIONS EXTERNAL SENSOR
MODE OF OPERATION
GMU MAGNETOMETER GMU MAGNETOMETER
VALIDITY STATUS
MAGNETIC SENSORS (3 AXES) MAGNETIC SENSORS (3 AXES)
TILT SENSOR (2 AXES) TILT SENSOR (2 AXES)
TEMPERATURE SENSOR TEMPERATURE SENSOR
EXTERNAL DATA INPUTS EXTERNAL DATA INPUTS
GPS: POSITION, VELOCITY, TIME GPS: POSITION, VELOCITY, TIME
AIR DATA: AIRSPEED, OAT, AIR DATA: AIRSPEED, OAT,

PRESSURE ALTITUDE, RATE OF CLIMB PRESSURE ALTITUDE, RATE OF CLIMB
EXTERNAL CONFIGURATION MEMORY EXTERNAL CONFIGURATION MEMORY
INSTALLATION-SPECIFIC INFORMATION INSTALLATION-SPECIFIC INFORMATION

General General
There are two identical and independent AHRSs installed in the aircraft and There are two identical and indepen
they are identified as AHRS 1 and AHRS 2. they are identified as AHRS 1 and AH
The AHRS includes the components that follow: The AHRS includes the components
 AHRS Unit  AHRS Unit
 Magnetometer Unit  Magnetometer Unit
AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is AHRS 1 is composed of AHRS 1 un
composed of AHRS 2 unit and magnetometer 2 unit. composed of AHRS 2 unit and magn
The magnetometer unit provides magnetic information to the AHRS unit. Its The magnetometer unit provides ma
voltage supply is provided by the AHRS unit. voltage supply is provided by the AH
The AHRS uses a combination of internal solid-state sensors and external The AHRS uses a combination of i
input data to determine the aircraft heading and attitude. External sources of input data to determine the aircraft h
input data to the AHRS include, in addition to the magnetometer unit, the ADC input data to the AHRS include, in ad
(Air Data Computer) and two GPS (Global Positioning System) receivers. The (Air Data Computer) and two GPS (G
GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s. GPS receivers are integrated in the G
AHRS 1 Interfaces AHRS 1 Interfaces
The EMERGENCY BUS supplies AHRS 1 through a protective circuit The EMERGENCY BUS supplies
breaker. breaker.
AHRS 1 receives the inputs that follow: AHRS 1 receives the inputs that follo
 Magnetic Heading Information from Magnetometer Unit 1  Magnetic Heading Information fro
 Air Data Information from ADC 1  Air Data Information from ADC 1

 GPS 1 Information from GIA 1  GPS 1 Information from GIA 1

GPS 1 is the primary GPS source for AHRS 1. GPS 2 is the secondary GPS GPS 1 is the primary GPS source for AHR
source for AHRS 1. source for AHRS 1.
AHRS 1 provides the outputs that follow: AHRS 1 provides the outputs that follow:
 Attitude is provided to PFD (Primary Flight Display) 1 and MFD (Multi-  Attitude is provided to PFD (Primary F
Function Display). Function Display).

 Magnetic heading data is provided to the IESI (Integrated Electronic  Magnetic heading data is provided to t
Standby Instrument). Standby Instrument).

 Attitude and accelerations are provided to the AFCS (Automatic Flight  Attitude and accelerations are provided
Control System) through an ARINC 429 bus (through GIA 1). Control System) through an ARINC 42
AHRS 2 Interfaces AHRS 2 Interfaces
DC BUS 2 supplies AHRS 2 through a protective circuit breaker. DC BUS 2 supplies AHRS 2 through a pr
AHRS 2 receives the inputs that follow: AHRS 2 receives the inputs that follow:

Magnetic Heading Information from Magnetometer Unit 2 through an RS- 
Magnetic Heading Information from Ma
485 bus. 485 bus.

Air Data Information from ADC 2 
Air Data Information from ADC 2

GPS 1 Information from GIA 1 
GPS 1 Information from GIA 1
GPS 2 is the primary GPS source for AHRS 2. GPS 1 is the secondary GPS GPS 2 is the primary GPS source for AHR
source for AHRS 2. source for AHRS 2.
AHRS 2 provides the outputs that follow: AHRS 2 provides the outputs that follow:

Attitude is provided to PFD 2 
Attitude is provided to PFD 2
 Attitude and accelerations are provided to the AFCS  Attitude and accelerations are provided
22-66 Phenom 100 22-66

IESI UNIT
Phenom 100
Block Diagram
AHRS 1 AHRS 2
PFD 1 MFD PFD 2
MAGNETOMETER MAGNETOMETER
1 2
UNIT UNIT
HSDB
NORM/REV
AHRS 1 SWITCH AHRS 2
UNIT UNIT
HSDB
AVIONICS AVIONICS
UNIT 1 UNIT 2
AIR DATA (GIA 1) (GIA 2) AIR DATA
COMPUTER COMPUTER
1 2
(ADC 1) (ADC 2)

GPS 1 GPS 2
ANTENNA ANTENNA
TO SATELLITE
WEATHER/RADIO RECEIVER
Instruments / Warning System
April 2009
22-67
IESI UNIT

Phenom 100
Block Diagram
AHRS 1 AHRS 2
PFD 1 MFD PFD 2
MAGNETOMETER MAGNETOMETER
1 2
UNIT UNIT
HSDB
NORM/REV
AHRS 1 SWITCH AHRS 2
UNIT UNIT
Developed for
In
AHRS Modes Of Operation AHRS Modes Of Operation

The AHRS has four modes of operation available and depend upon the com- The AHRS has four modes of operation a
bination of available sensor inputs, as follows: bination of available sensor inputs, as foll
 Primary  Primary

Reversionary-No GPS 
Reversionary-No GPS

Reversionary-No magnetometer 
Reversionary-No magnetometer
 Reversionary-No magnetometer-No air data  Reversionary-No magnetometer-No ai
The AHRS primary mode is the AHRS normal operation mode. The AHRS primary mode is the AHRS no
In normal (primary) mode, the AHRS relies upon GPS and magnetic field In normal (primary) mode, the AHRS re
measurements supplied by the magnetometer unit. If either of these external measurements supplied by the magnetom
measurements is unavailable or invalid, the AHRS uses air data information measurements is unavailable or invalid,
for attitude determination. Control of these modes is automatic. No input is for attitude determination. Control of the
required from the flight crew to select or enter a mode. required from the flight crew to select or e
The AHRS automatically enters one of its reversionary modes according to The AHRS automatically enters one of i
the failures that follow: the failures that follow:

GPS Input Failure 
GPS Input Failure
The aircraft has two sources of GPS information. If a single GPS receiver The aircraft has two sources of GPS in
fails, or if the information provided by one of the GPS receivers is unreli- fails, or if the information provided by o
able, the AHRS automatically transitions to use the other GPS receiver. If able, the AHRS automatically transitio
both GPS inputs fail, the AHRS continues to operate in reversionary-no both GPS inputs fail, the AHRS contin
GPS mode as long as the air data and magnetometer inputs are available GPS mode as long as the air data and
and valid. and valid.

Magnetometer Failure 
Magnetometer Failure
If the magnetometer input fails, the AHRS transitions to one of the rever- If the magnetometer input fails, the AH
sionary-no magnetometer modes and continues to output valid attitude sionary-no magnetometer modes and
information. However, the heading output on the PFD becomes invalid (as information. However, the heading out
indicated by a red "X"). indicated by a red "X").

ADS (Air Data System) Input Failure 
ADS (Air Data System) Input Failure
A failure of the air data input has no effect on AHRS output while AHRS is A failure of the air data input has no ef
operating in normal/primary mode. A failure of the air data input while the operating in normal/primary mode. A f
AHRS is operating in reversionary-no GPS mode results in invalid attitude AHRS is operating in reversionary-no
and heading information on the PFD (as indicated by a red "X"). and heading information on the PFD (
22-68 Phenom 100 22-68

Failure Indication Failure Indication
ATTITUDE PUSH
VOL ID
NAV1
NAV2
108.00
108.00
117.95
117.95
VPT KIXD
HDG
DIS 136 NM
1500
DTK
FPH VS
053
ALT
TRK 355 136.975
136.975
118.000
118.000
COM1
COM2
PUSH
VOL SO
ATTITUDE PUSH
VOL ID
NAV1
NAV2
108.00
108.00
117.95
117.95
DIRECTOR NAV
EMERG
COM
DIRECTOR NAV
INDICATOR (ADI) 200

1600
4 INDICATOR (ADI) 20
PUSH 1500 PUSH PUSH
1-2 1-2 1-2
180
ATTITUDE FAIL 2
18
1400
BARO
40
170 13 17
20
160 16
1200 2 PUSH
STD
140 HDG 1100 4 RANGE 14

HDG 356 CRS 049
TAS 170 KT 2992 IN TAS 1

N 3
33
PUSH
3O
PAN
6
NAV1
W
D MENU
24
12
MAGNETIC HEADING MAGNETIC HEADING

21 15
PFL PROC
S
DATA FIELD INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
CLR
FMS
ENT
DATA FIELD INSET SE
DFLT MAP
PUSH CRSR
SDS2432_342100P065R
AHRS Source Selection AHRS Source Selection

The primary source for PFD 1 is AHRS 1 and for PFD 2 is AHRS 2. Source The primary source for PFD 1 is AH
selection (reversion) is available through the softkeys located at the bottom of selection (reversion) is available thro
the PFDs, on the PFD menu. the PFDs, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the options Once the SENSOR option is sele
AHRS1, AHRS2, and ATT STBY show on the same PFD menu. AHRS1, AHRS2, and ATT STBY sho
When AHRS 2 option is selected in PFD 1, AHRS 2 becomes the active When AHRS 2 option is selected i
source in PFD 1.When AHRS 1 option is selected in PFD 2, AHRS 1 source in PFD 1.When AHRS 1 o
becomes the active source in PFD 2. becomes the active source in PFD 2
Whenever the reversion to the ATT STBY is made, the attitude data from the Whenever the reversion to the ATT S
IESI unit are presented on the PFD. The IESI indications remain available on IESI unit are presented on the PFD.
I NS E T S E NS OR PF D OB S C DI ADF / DME X P DR I DE NT T MR / R E F NR S T MS G DFLT MAP FMS I NS E T S E NS OR PF D OB S C DI AD
PUSH CRSR
S OF T K E Y S (R E F .) S OF T K E
S OUR C E S OUR C E
S E LE C T ION S E LE C T ION
AHRS Indications AHRS Indications

The AHRS continuously calculates and applies attitude and heading mea- The AHRS continuously calculates
surement updates to correct the gyro-integrated attitude and heading during surement updates to correct the gyr
all flight maneuvers. all flight maneuvers.
Attitude and heading information transmitted by the AHRSs are shown to the Attitude and heading information tran
flight crew on the PFDs. The MFD also shows this information, when it is in flight crew on the PFDs. The MFD a

the reversionary mode. AHRS 1 also provides the magnetic heading to be the reversionary mode. AHRS 1 also pr
shown on the IESI unit. shown on the IESI unit.
Earth’s Magnetic Field Earth’s Magnetic Field
Because the magnetic field is unsuitable near the Earth’s poles, operation of Because the magnetic field is unsuitable
the AHRS is not authorized North of 70 degrees North latitude nor South of the AHRS is not authorized North of 70
70 degrees South latitude. In addition, operation is not authorized in the two 70 degrees South latitude. In addition, op
regions that follow: regions that follow:
 North of 65 degrees North latitude between longitudes 75 degrees West  North of 65 degrees North latitude betw
and 120 degrees West (Northern Canada). and 120 degrees West (Northern Cana
 South of 55 degrees South latitude between longitudes 120 degrees East  South of 55 degrees South latitude be
and 165 degrees East (South of Australia). and 165 degrees East (South of Austr
Operation outside the stated authorized geographic region can lead to Operation outside the stated authorize
degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical degraded accuracy of the magnetic head
acceleration, along-heading acceleration, and cross-heading acceleration acceleration, along-heading acceleratio
information. information.
Clock System Clock System

The clock function is used during preflight and in-flight activities to provide the The clock function is used during preflight
flight crew with the UTC (Universal Time Coordinated) and local date and flight crew with the UTC (Universal Tim
time. time.
Clock System - PFD (System Time) Clock System - PFD (System Time)
System Time
22-70 Phenom 100 22-70

Each GIA has an internal clock that it is used to calculate time information in Each GIA has an internal clock that
the case of a GPS (Global Positioning System) failure. When the GPS is the case of a GPS (Global Position
available, the GIA sends the GPS time information to the PFD. When the available, the GIA sends the GPS
GPS is failed or not available, the GIA internal clock data is sent to the PFD. GPS is failed or not available, the GI
The MFD displays current date and time and allows the pilot to set the time The MFD displays current date and
format (local 12 hours, local 24 hours, or UTC) and offset through the DATE/ format (local 12 hours, local 24 hour
TIME box on the system setup page. The time offset is used to define the TIME box on the system setup pag
current local time. current local time.
Operation Operation
In normal operation, the clock function sends its on-side GPS to the corre- In normal operation, the clock funct
sponding PFD. Every 6 minutes, each clock function checks the difference sponding PFD. Every 6 minutes, ea
between the GIA internal clock time information and the GPS time informa- between the GIA internal clock time
tion. If the difference is 10 seconds or more, the clock function updates the tion. If the difference is 10 seconds
GIA internal clock with the GPS time. If the difference is still less than 10 sec- GIA internal clock with the GPS time
onds, no GIA internal clock update is performed. onds, no GIA internal clock update is
In the event of a one-side GPS failure, the corresponding GIA uses only its In the event of a one-side GPS failu
internal clock to calculate and send time information to the PFD. If both GPSs internal clock to calculate and send t
fail, each GIA uses its internal clock to provide time information. fail, each GIA uses its internal clock
In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the In the event of the GIA 1 failure, PF
event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs event of the GIA 2 failure, PFD 2 us
fail, the clock functions are lost. In this case, for the purpose of logging time fail, the clock functions are lost. In th
and date [in the Central Maintenance Computer (CMC), for example], the lat- and date [in the Central Maintenance
est time and date will be logged. If the system has never received time and est time and date will be logged. If t
date from the GIA since aircraft power-up, the logged time and date will be a date from the GIA since aircraft pow
default value. default value.
System Setup System Setup
It is possible to set the time format (local 12 hours, local 24 hours, or UTC) It is possible to set the time format
and offset. The time offset is used to define current local time. When using a and offset. The time offset is used to
local time format, designate the offset by adding or subtracting the desired local time format, designate the offs
number of hours. number of hours.
The management of these parameters occurs via DATE/TIME box on the The management of these parame
system setup page, in the MFD [Auxiliary (AUX) page group]. system setup page, in the MFD [Aux
To set the system time format: To set the system time format:
1. On the MFD, select the AUX page group, using the outer knob of the dual 1. On the MFD, select the AUX p
FMS knob. FMS knob.
2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS 2. Select the SYSTEM SETUP p
knob. knob.
3. Push the inner knob of the dual FMS knob to activate the cursor. 3. Push the inner knob of the dua

4. Turn the outer knob of the dual FMS knob until the TIME FORMAT field is 4. Turn the outer knob of the dual FMS
5. Select the desired time format, using the inner knob of the dual FMS 5. Select the desired time format, us
knob. knob.
6. Push the ENT key to confirm the selection. 6. Push the ENT key to confirm the se
To set the current time offset: To set the current time offset:
1. On the MFD, select the AUX page group, using the outer knob of the dual 1. On the MFD, select the AUX page g
FMS knob. FMS knob.
2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS 2. Select the SYSTEM SETUP page,
knob. knob.
3. Push the inner knob of the dual FMS knob to activate the cursor. 3. Push the inner knob of the dual FM
4. Turn the outer knob of the dual FMS knob until the TIME OFFSET field is 4. Turn the outer knob of the dual FM
5. Use the inner knob of the dual FMS knob to enter the time offset. 5. Use the inner knob of the dual FMS
6. Push the ENT key to confirm the selection. 6. Push the ENT key to confirm the se
Clock System - MFD (System Setup Page) Clock System - MFD (System Setu
Pilot Profile Pilo
Setup S
Airspace
Alerts Box
MFD Data Bar Fields
Date/Time Box Box Date/Time Box
GPS CDI Box

Display Units COM Display Units
Box Configuration Box
Box
Nearest
Audio Alert Voice Airports Box Audio Alert Voice
Selection Selection
Select Baro CDI and Altimeter Select Baro
Transition Alert Baro Sync Transition Alert
Select Waypoint
Arrival Alert
Flight Director
Command Bar Format
22-72 Phenom 100 22-72

Chronometer System Chronometer System

The chronometer / timer system provides the flight crew with a precise means The chronometer / timer system prov
of counting up (chronometer) or counting down (timer) hours, minutes, and of counting up (chronometer) or cou
seconds. seconds.
The chronometer/timer system displays hours, minutes, and seconds in the The chronometer/timer system displ
HH:MM:SS format. The chronometer/timer is displayed on the timer / refer- HH:MM:SS format. The chronomete
ences window located on the lower right corner of the PFDs. Pressing the ences window located on the lower
TMR/REF softkey displays this window. The FDU calculates and displays TMR/REF softkey displays this win
hours, minutes, and seconds in the format HH:MM:SS in the timer/reference hours, minutes, and seconds in the
window, on the lower right corner of the PFDs. window, on the lower right corner of t
Operation Operation
Chronometer/Timer Mode Selection Chronometer/Timer Mode Selectio
The flight crew has two ways to control the chronometer/timer system: via The flight crew has two ways to co
PFD bezel controls or via the CHRONO pushbutton on each control yoke. PFD bezel controls or via the CHRO
PFD Controls PFD Controls
The timer/references window is displayed or hidden on the PFD when the The timer/references window is disp
TMR/REF softkey is pressed. The dual FMS knob is used to set the desired TMR/REF softkey is pressed. The d
time interval and the time counting direction (UP - up / DN - down). The ENT time interval and the time counting d
key is used to start, stop, and reset the chronometer/timer. key is used to start, stop, and reset t
Chrono Pushbutton Chrono Pushbutton
The CHRONO pushbutton has three modes of operation (START, STOP, and The CHRONO pushbutton has three
RESET). If the chronometer is not displayed, the first actuation of the RESET). If the chronometer is no
CHRONO pushbutton selects the chronometer to display and starts the CHRONO pushbutton selects the
counting from zero. Additional actuations of the CHRONO pushbutton cause counting from zero. Additional actua
the chronometer to scroll through chronometer modes as follows: the chronometer to scroll through chr
Start (count up) Stop Reset Start (count up) ... Start (count up) Stop Re
If the CHRONO counter is already selected for DN (timer), pressing the If the CHRONO counter is already
CHRONO pushbutton on yoke overrides the timer and starts the chronometer CHRONO pushbutton on yoke overri
as explained above. as explained above.

Alert Messages Alert Messages

When timer (DN) reaches zero, it reverts to chronometer (UP) and remains When timer (DN) reaches zero, it reverts
counting. However, a “TIMER EXPIRD - Timer has expired.” AFD (Auxiliary counting. However, a “TIMER EXPIRD -
Flight Display) message shows on the PFD and an aural alert sounds to Flight Display) message shows on the
advise the flight crew that the programmed time interval has expired. If the advise the flight crew that the programm
timer is reset before reaching zero, the digits are reset to the initial pro- timer is reset before reaching zero, the
grammed value. grammed value.
Chronometer System Chronometer System
Chrono/
Time
Central Warning Systems Central Warning Systems

The central warning systems supply system alerts to the pilots when unsatis- The central warning systems supply syst
factory aircraft conditions occur. System alerts include CAS messages, visual factory aircraft conditions occur. System a
indications, and aural warning messages. indications, and aural warning messages
Crew Alerting and Warning System (CAS) Crew Alerting and Warning System
The CAS provides visual alerts to the flight crew. CAS messages are shown The CAS provides visual alerts to the flig
on PFD 1 and PFD 2 and also on the MFD when in reversionary mode. on PFD 1 and PFD 2 and also on the MF
Master Warning/Master Caution Indication Master Warning/Master Caution Indica
The master warning/master caution indication function uses red and yellow The master warning/master caution indic
lights to alert the flight crew of emergency and abnormal conditions.The PFD lights to alert the flight crew of emergenc
(Primary Flight Display) 1 and the PFD 2 (and the MFD (Multi-Function Dis- (Primary Flight Display) 1 and the PFD 2
play), when in reversionary mode) monitor the status of various aircraft and play), when in reversionary mode) monit
avionics systems on a continuous basis and supplies warning and caution avionics systems on a continuous basis
alerts when these conditions occur. alerts when these conditions occur.
The CAS messages are grouped by criticality (warning, caution, advisory) The CAS messages are grouped by cri
and sorted by order of appearance (most recent messages on top). The color and sorted by order of appearance (most
of the message is based on its urgency and on required action, and the MSG of the message is based on its urgency a
softkey label changes to display the appropriate annunciation when a CAS softkey label changes to display the app
message is generated. message is generated.
22-74 Phenom 100 22-74

WARNING (Red) WARNING (Red)

 Immediate crew awareness and action required; flashing WARNING  Immediate crew awareness an
softkey annunciation, triple chime. softkey annunciation, triple ch
CAUTION (Yellow) CAUTION (Yellow)
 Immediate crew awareness and possible future corrective action  Immediate crew awareness an
required; flashing CAUTION softkey annunciation, single chime. required; flashing CAUTION s
The master warning/master caution indication function is implemented by the The master warning/master caution i
PFD 1 and the PFD 2. The master warning/master caution softkey is accom- PFD 1 and the PFD 2. The master w
plished by the FDU softkey #12 and is available to both pilots via the PFDs plished by the FDU softkey #12 and
(or via the MFD, in case it is in reversionary mode). There is no LRU dedi- (or via the MFD, in case it is in reve
cated to this function. cated to this function.
Operation Operation
When new warning, caution and advisory alert messages are enabled, their When new warning, caution and adv
status is set to unacknowledged (flashing in inverse video). After the acknowl- status is set to unacknowledged (flas
edgment, the new message remains in steady normal video, at the top of its edgment, the new message remains
category on the CAS window, until a new message belonging to that group category on the CAS window, until a
appears. When activated, the red master warning light flashes continuously appears. When activated, the red m
(0.5 second ON and 0.5 second OFF). The yellow master caution light, when (0.5 second ON and 0.5 second OFF
activated, flashes continuously (0.5 second ON and 0.5 second OFF). The activated, flashes continuously (0.5
light goes off when the condition ceases or when the pilot (or the copilot) light goes off when the condition ce
pushes the master warning/master caution softkey. pushes the master warning/master c
Master Caution Softy Key Master Caution Softy Key
CAS
Window
CAS Scrolling Softkey Softkey Annunciation CAS Scrolling Softkey

(Disabled Until More (Press to Acknowledge (Disabled Until More
Than 14 Messages CAS Message) Than 14 Messages
are Displayed) are Displayed)

The CAS provides visual alerts to the flight crew. The CAS alert messages are The CAS provides visual alerts to the fligh
shown on the PFD 1 and PFD 2 (and also on the MFD, when in reversionary shown on the PFD 1 and PFD 2 (and als
mode). mode).
The CAS continuously monitors the condition of the various aircraft systems The CAS continuously monitors the cond
and avionics, and shows alert messages to the flight crew on the PFD 1 and and avionics, and shows alert messages
PFD 2 (and also MFD, when in reversionary mode). The alert messages are PFD 2 (and also MFD, when in reversion
shown according to their importance and are color coded. shown according to their importance and
The CAS has the following basic functions: The CAS has the following basic function
 Alerting the flight crew and directing it to the alert condition.  Alerting the flight crew and directing it
 Showing the flight crew the location and type of the alert condition.  Showing the flight crew the location an
 Supplying the flight crew with the procedures to control the system.  Supplying the flight crew with the proc

Allowing flight crew to know aircraft status quickly, and showing new alerts. 
Allowing flight crew to know aircraft sta
 Supplying the flight crew with the results of the actions taken.  Supplying the flight crew with the resu
CAS Message Types CAS Message Types
The CAS shows four types of messages as follows: The CAS shows four types of messages
WARNING (Red) WARNING (Red)
 An emergency condition that demands immediate action by the flight  An emergency condition that dema
crew crew
CAUTION (Yellow) CAUTION (Yellow)
 Aircraft operation or condition of an aircraft system is not correct. The  Aircraft operation or condition of an
flight crew must take immediate action. flight crew must take immediate a
ADVISORY (White) ADVISORY (White)
 Aircraft systems that need to be monitored by the flight crew and may  Aircraft systems that need to be mo
require subsequent or future flight crew action. require subsequent or future flight
STATUS (White) STATUS (White)
 Cockpit indication on an aircraft system condition, but are not part of the  Cockpit indication on an aircraft sys
warning system. These messages are displayed in the AFD window. warning system. These messages
22-76 Phenom 100 22-76

CAS Message Types CAS Message Types

B CAS WINDOW
PUSH PUSH PUSH

VOL ID ° VOL SQ VOL ID
NAV1 108.00 117.95 KIXD KCEA DIS 114 NM BRG 234 136.975 118.000 COM1 NAV1 108.00 117.95 KIXD KCEA
NAV2 108.00 117.95 GPS ROL AP YD VS 100 FPM ALTS VPTH 136.975 118.000 COM2 NAV2 108.00 117.95 GPS ROL AP YD VS 100
EMERG
NAV COM NAV

15200
2000
15400
20 20 4 20
230 230
PUSH PUSH PUSH
1 2 15300 1 2 1 2
10 10 2 10
220 15200 BARO 220
CAS
LG LEVER DISAG
20 GIA 2 FAIL
210 151 CONFIG MDL FAIL 210
00 HYD LO PRES
FLAP FAIL
200 BRK FAIL PUSH
STD
200
AURAL WRN FAIL
10 10 15000 2 OXY LO PRES 10
D-I WINGSTB FAIL
RAM AIR FAIL
GEA 3 FAIL
190 307 14900 4 GEA 2 FAIL 190 307
HDG 035 CRS 300 GEA 1 FAIL
GSD FAIL RANGE HDG 035
M .411
30 33
30.04 IN + M .411
30 33
W MESSAGES AFD WINDOW W
N
GPS TERM SIMULATOR - Sim mode is active. PUSH GPS TERM

24
24
Do not use for navigation. PAN
3
21
21
XPDR1 CONFIG - XPDR1 con-g D MENU
6
error. Con-g service req’d.

FPL PROC
STATUS MESSAGES
S
S
E
15 XTALK ERROR - A ight display 15
12 crosstalk error has occurred. 12
CLR ENT
C
DFLT MAP
CAS INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST MSG CAS INSET SENSOR PFD OBS CDI
FMS
PUSH CRSR
CAS SOFTKEY CAS SOFTKEY

(SCROLLING) (SCROLLING)
CAS CAS
LG LEVER DISAG WARNING MESSAGES LG LEVER DISAG WARNING MESSAGES
GIA 2 FAIL GIA 2 FAIL
CONFIG MDL FAIL CONFIG MDL FAIL
HYD LO PRES WARNING CAUTION ADVISORY STATUS HYD LO PRES W
FLAP FAIL CAUTION MESSAGES MESSAGES MESSAGES MESSAGES MESSAGES FLAP FAIL CAUTION MESSAGES M
BRK FAIL (RED) (YELLOW) (WHITE) (WHITE) BRK FAIL (R
AURAL WRN FAIL AURAL WRN FAIL
OXY LO PRES OXY LO PRES
D-I WINGSTB FAIL WARNING CAUTION ADVISORY MSG D-I WINGSTB FAIL
RAM AIR FAIL RAM AIR FAIL
GEA 3 FAIL CAS MESSAGE ANNOUNCEMENT GEA 3 FAIL
GEA 2 FAIL ADVISORY MESSAGES GEA 2 FAIL ADVISORY MESSAGES
C
GEA 1 FAIL GEA 1 FAIL
GSD FAIL GSD FAIL
CAS WINDOW CAS WINDOW
sds2432315300p153r
B B
Operation Operation
CAS Message Window CAS Message Window
The CAS message window can show up to 14 lines of text, with a maximum The CAS message window can show
of 16 characters per line. The warning messages show on the top of the mes- of 16 characters per line. The warnin
sage window, followed by caution messages, and advisory messages. The sage window, followed by caution m
message lines that are not used are shown as blank spaces. message lines that are not used are
The alert messages show from top to bottom in chronological order for each The alert messages show from top t
category. A new message shows as the first message of the group (warning, category. A new message shows as
caution, advisory). When new warning, caution, and advisory messages are caution, advisory). When new warni
received, their status is unacknowledged (flashing in inverse video). After the received, their status is unacknowled
acknowledgment, the new message remains in steady normal video.The acknowledgment, the new messag
warning and caution messages continue to change from inverse video to reg- warning and caution messages conti
ular video until manual flight crew acknowledgment via master warning / mas- ular video until manual flight crew ack

ter caution softkey. Advisory messages automatically change from inverse ter caution softkey. Advisory messages
video to regular video after five seconds. video to regular video after five seconds.
The CAS messages cannot be canceled, but remain active as long as the The CAS messages cannot be canceled
activation condition exists. activation condition exists.
Golden CAS Messages Golden CAS Messages
Some CAS messages are called golden CAS messages. They indicate the Some CAS messages are called golden
root causes of other failures and their procedures must be accomplished first root causes of other failures and their pro
by the flight crew. They are identified as a steady inverse video after acknowl- by the flight crew. They are identified as a
edgement. edgement.
CAS Display CAS Display
CAS MESSAGE WINDOW
“GOLDEN” CAS MESSAGE

EXAMPLE
CAS Message Scrolling CAS Message Scrolling

Except for the warning messages, all acknowledged messages may be Except for the warning messages, all
scrolled out of view. Scrolling up causes the displayed caution/advisory mes- scrolled out of view. Scrolling up causes
sage to move up in relation to their current position, thus removing the most sage to move up in relation to their curre
recent message in the caution/advisory message queue. If messages are recent message in the caution/advisory
scrolled out of view and a new message is activated, that respective group scrolled out of view and a new message
may be automatically brought into view to show the new message. may be automatically brought into view to
For example, if all caution messages are scrolled out of view, so that only For example, if all caution messages ar
warning and advisory messages are displayed, and a new caution message warning and advisory messages are disp
is activated, the CAS window will display the new caution message followed is activated, the CAS window will display
by the other acknowledged messages (caution and advisory). by the other acknowledged messages (ca
Scrolling of the warning, caution and advisory messages is accomplished Scrolling of the warning, caution and a
through the PFD 1 and the PFD 2 by using the softkeys CAS then CAS  or through the PFD 1 and the PFD 2 by usin
CAS . Scrolling status messages is accomplished by using the inner knob CAS . Scrolling status messages is acc
of the dual FMS knob. of the dual FMS knob.
22-78 Phenom 100 22-78

CAS Message Flight Phase Inhibition CAS Message Flight Phase Inhibit
The main goal of a flight phase inhibition for CAS messages is to avoid dis- The main goal of a flight phase inhib
tracting the flight crew's attention for a condition that is not relevant for that tracting the flight crew's attention fo
flight phase, mainly during critical flight phases, such as takeoff and landing. flight phase, mainly during critical flig
Then, if a CAS message is defined to be inhibited during a certain flight Then, if a CAS message is define
phase, the message will not appear when this flight phase is active. However, phase, the message will not appear w
if the message is already displayed prior to that certain flight phase (where it if the message is already displayed p
should normally be inhibited) and its logic is no longer satisfied during that should normally be inhibited) and its
flight phase, the message will not be removed from the CAS message win- flight phase, the message will not b
dow. dow.
Flight Phases for CAS Message Inhibition Flight Phases for CAS Messag
AFTER BEFORE DESCRIPTION AFTER BEFO
Electrical Power ON 1st Engine Started Aircraft Parked Electrical Power ON 1st Engine
TLA (Thrust Lever TLA (Thru
1st Engine Started Angle) > TO (Takeoff) Aircraft Taxiing 1st Engine Started Angle) > TO
Power Pow
TLA > TO Power 60 kts (Knots) Takeoff Roll TLA > TO Power 60 kts (K
60 kts 400 ft (takeoff) Takeoff 60 kts 400 ft (ta
400 ft (takeoff) 400 ft (landing) Climb, Cruise, Approach 400 ft (takeoff) 400 ft (la
30 s (Seconds) after 30 s (Seco
400 ft (landing) touchdown or IAS < 30 Landing 400 ft (landing) touchdown o
kts kts
Aural Warning System Aural Warning System

The aural warning alerts are used to warn the flight crew of a possible danger- The aural warning alerts are used to
ous aircraft condition, without having them look at a visual display or indicator. ous aircraft condition, without having
In this situation, the aural warning function immediately supplies the pilots with In this situation, the aural warning fun
aural alerts over the cockpit loudspeakers, so they are able to initiate the appro- aural alerts over the cockpit loudspea
priate procedure. The aural alerts can be tones or voice messages. priate procedure. The aural alerts can
The aural warning function plays recorded voice and tone messages and pro- The aural warning function plays reco
vides clear, uninterrupted and easily distinguishable aural alerts. The aural vides clear, uninterrupted and easily
warning function allows some alerts to play repeatedly, until the condition warning function allows some alerts
ceases or crew takes the appropriate action for canceling the alert, if applicable. ceases or crew takes the appropriate a
The aural warning function determines the prioritization, sequencing, and The aural warning function determ
inhibiting of individual alerts, based on each aural alert priority level. The inhibiting of individual alerts, based
aural warning function sequences the active aural alerts, starting with alerts aural warning function sequences th
that have the highest priority. that have the highest priority.
Each aural alert is aurally distinct from all other warnings. The voices are Each aural alert is aurally distinct f
clear and use full words – i.e., they do not use abbreviations used in any clear and use full words – i.e., they
related visual message. There is a silent interval between consecutive aural related visual message. There is a s

warning alerts. When only one aural warning alert is active, a silent interval warning alerts. When only one aural war
follows the repeated single warning to make sure the repeated audio warning follows the repeated single warning to ma
alert does not distract the pilots. alert does not distract the pilots.
The aural warning alerts are heard in a monotone female or male voice. The The aural warning alerts are heard in a m
default voice messages set is female, however, on the ground, it is possible default voice messages set is female, ho
to select between female or male message sets. to select between female or male messag
The aural warning alerts are listed in the following table: The aural warning alerts are listed in the
Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice Priori
ity
Message Message
Aircraft in stall Aircraft in stall
STALL “Stall, Stall” 5 Warning Continuous No STALL “Stall, Stall” 5
condition condition
Excessive Excessive
DESCENT DESCENT
descent rate “Pull up”” 10 Warning Continuous No descent rate “Pull up”” 10
RATE WRN RATE WRN
towards terrain towards terrain
“Obstacle, “Obstacle,
OBSTACLE Reduced OBSTACLE Reduced
Obstacle. Obstacle.
CLEAR- required obsta- 10 Warning Continuous No CLEAR- required obsta- 10
Pull up, Pull up,
ANCE WRN cle clearance ANCE WRN cle clearance
Pull up” Pull up”
“Obstacle, “Obstacle,
OBSTACLE Imminent OBSTACLE Imminent
Obstacle. Obstacle.
IMPACT obstacle 10 Warning Continuous No IMPACT obstacle 10
Pull up, Pull up,
WRN impact WRN impact
Pull up Pull up
“Terrain, “Terrain,
TERRAIN Reduced TERRAIN Reduced
Terrain; Terrain;
CLEAR- required ter- 10 Warning Continuous No CLEAR- required ter- 10
Pull up, Pull up,
ANCE WRN rain clearance ANCE WRN rain clearance
“Terrain, “Terrain,
TERRAIN TERRAIN
Imminent Terrain; Imminent Terrain;
IMPACT 10 Warning Continuous No IMPACT 10
terrain impact Pull up, terrain impact Pull up,
WRN WRN
AUTOPILOT Yes AUTOPILOT
Autopilot Autopilot
ABNORMAL (AP/TRIM ABNORMAL
disengaged "Autopilot" 20 Warning Continuous disengaged "Autopilot" 20
DISEN- DISC DISEN-
due to failure due to failure
GAGE Pushbutton) GAGE
AUTOPILOT AUTOPILOT
Autopilot Autopilot
NORMAL Single NORMAL
intentionally "Autopilot" 20 Warning - intentionally "Autopilot" 20
DISEN- Alarm DISEN-
disengaged disengaged
GAGE GAGE
Yes
CABIN Cabin Altitude CABIN Cabin Altitude
"Cabin" 20 Warning Continuous (Master Warning "Cabin" 20
ALTITUDE Above 10000 ft ALTITUDE Above 10000 ft
Softkey)
Yes
ENGINE Engine ENGINE Engine
“Fire, Fire” 20 Warning Continuous (Master Warning “Fire, Fire” 20
FIRE Fire Detected FIRE Fire Detected
Softkey)
22-80 Phenom 100 22-80

Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice
ity
Message Message
Yes (WRN
Gear up in Gear up in
LANDING "Landing INHIB on the LANDING "Landing
landing 20 Warning Continuous landing
GEAR Gear" LDG control GEAR Gear"
condition condition
panel)
Yes
New Warning New Warning
MASTER Triple (Master MASTER Triple
CAS 20 Warning Continuous CAS
WARNING Chime Warning WARNING Chime
Message(s) Message(s)
Softkey)
No Takeoff No Takeoff
NO TAKE- "No Take- NO TAKE- "No Take-
OFF: off: 20 Warning Continuous No OFF: off:
due to brake due to brake
BRAKE Brake" BRAKE Brake"
status status
due to flap due to flap
FLAP Flap" FLAP Flap"
status status
due to trim due to trim
TRIM Trim" TRIM Trim"
status status
OVER- Overspeed "High OVER- Overspeed "High
20 Warning Continuous No
SPEED condition Speed" SPEED condition Speed"
500 ft above 500 ft above
ALTITUDE ALTITUDE
nearest land- "Five Single nearest land- "Five
CALLOUT 30 Caution - CALLOUT
ing Hundred" Alarm ing Hundred"
500 500
field elevation field elevation
Excessive Excessive
DESCENT DESCENT
descent rate "Sink Rate" 30 Caution Continuous No descent rate "Sink Rate"
RATE CTN RATE CTN
towards terrain towards terrain
NEG CLIMB Altitude loss NEG CLIMB Altitude loss
"Don't sink" 30 Caution Continuous No "Don't sink"
RATE CTN after takeoff RATE CTN after takeoff
"Caution, "Caution,
OBSTACLE Reduced OBSTACLE Reduced
obstacle. obstacle.
CLEAR- obstacle 30 Caution Continuous No CLEAR- obstacle
Caution, Caution,
ANCE CTN clearance ANCE CTN clearance
obstacle" obstacle"
"Caution, "Caution,
OBSTACLE Imminent OBSTACLE Imminent
obstacle. obstacle.
IMPACT obstacle 30 Caution Continuous No IMPACT obstacle
Caution, Caution,
CTN impact CTN impact
obstacle" obstacle"
PREMA- PREMA-
TURE Premature "Too low, TURE Premature "Too low,
30 Caution Continuous No
DESCENT Descent Alert terrain" DESCENT Descent Alert terrain"
ALERT ALERT

Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice Priori
ity
Message Message
"Caution, "Caution,
TERRAIN Reduced TERRAIN Reduced
terrain. terrain.
CLEAR- required ter- 30 Caution Continuous No CLEAR- required ter- 30
Caution, Caution,
ANCE CTN rain clearance ANCE CTN rain clearance
terrain" terrain"
"Caution, "Caution,
TERRAIN TERRAIN
Imminent terrain. Imminent terrain.
IMPACT 30 Caution Continuous No IMPACT 30
terrain impact Caution, terrain impact Caution,
CTN CTN
terrain" terrain"
New Caution Yes New Caution
MASTER Single MASTER Single
CAS 40 Caution Continuous (Master Caution CAS 40
CAUTION Chime CAUTION Chime
Message(s) Softkey) Message(s)
TRAFFIC TRAFFIC
Traffic "Traffic" 40 Caution Continuous No Traffic "Traffic" 40
(TAS) (TAS)
TRAFFIC TRAFFIC
Traffic "Traffic" 40 Caution Continuous No Traffic "Traffic" 40
(TIS) (TIS)
ALTITUDE 1000ft to Single ALTITUDE 1000ft to
C-chord 50 Advisory - C-chord 50
CAPTURE target altitude Alarm CAPTURE target altitude
ALTITUDE 200ft deviation dual C- ALTITUDE 200ft deviation dual C-
Single
DEPAR- of target chord+ 50 Advisory - DEPAR- of target chord+ 50
Alarm
TURE altitude "Altitude" TURE altitude "Altitude"
Pilot selectable Pilot selectable
"Mini- "Mini-
MDA or Single MDA or
MINIMUMS mums, 50 Advisory - MINIMUMS mums, 50
Decision Alarm Decision
minimums" minimums"
Height Height
TRIM TRIM
Continuos
SWITCH Pitch trim "Trim, trim, SWITCH Pitch trim "Trim, trim,
50 Advisory (stops after No 50
MALFUN- switch failure trim" MALFUN- switch failure trim"
6s)
TION TION
After next way- After next way-
VERTICAL VERTICAL
point, aircraft "Vertical Single point, aircraft "Vertical
TRACK 50 Advisory - TRACK 50
will change Track" Alarm will change Track"
ALERT ALERT
altitude altitude
Incoming Incoming
SELECTIVE communica- Single SELECTIVE communica-
"Selcal" 50 Status - "Selcal" 50
CALLING tion Alarm CALLING tion
from HF radio from HF radio
TIMER Chronometer "Timer Single TIMER Chronometer "Timer
50 Status - 50
EXPIRED timer expired Expired" Alarm EXPIRED timer expired Expired"
AURAL "Aural AURAL "Aural
power up BIT Single power up BIT
WARNING Warning 60 Status - WARNING Warning 60
ended Alarm ended
OK OK" OK OK"
successfully successfully
22-82 Phenom 100 22-82

Tone/ Tone/
Critical-
Aural Name Meaning Voice Priority Type Cancellable Aural Name Meaning Voice
ity
Message Message
AURAL Aural Warning "Aural AURAL Aural Warning "Aural
WARNING power up BIT Warning Single WARNING power up BIT Warning
60 Status -
ONE detected one One Alarm ONE detected one One
CHANNEL channel failed Channel" CHANNEL channel failed Channel"
Loss of vertical Loss of vertical
FLIGHT and lateral Flight Single FLIGHT and lateral Flight
60 Status -
DIRECTOR mode of the Director Alarm DIRECTOR mode of the Director
flight director flight director
Takeoff Takeoff
TAKEOFF configuration "Takeoff Single TAKEOFF configuration "Takeoff
60 Status -
CONFIG OK test ended OK" Alarm CONFIG OK test ended OK"
successfully successfully
Aural Warning Test Aural Warning Test

The aural warning function performs a Power-up Built-In Test (PBIT) for all The aural warning function performs
components necessary for audio functioning (except the cockpit components necessary for aud
loudspeakers). loudspeakers).
If PBIT results are OK, a status aural alert “AURAL WARNING OK” is played. If PBIT results are OK, a status aura
If PBIT detects failure in one of the aural warning channels, an advisory aural If PBIT detects failure in one of the a
alert “AURAL WARNING ONE CHANNEL” is played and an advisory CAS alert “AURAL WARNING ONE CHA
message “AURAL WARN FAULT” is displayed. In case of failure in both message “AURAL WARN FAULT”
channels, an advisory CAS message “AURAL WARN FAIL” is displayed. channels, an advisory CAS message
Aural Alerts Inhibition Aural Alerts Inhibition
In some flight phases, especially those that require a high workload from the In some flight phases, especially tho
flight crew, specific aural alerts are inhibited. As the flight phase changes, the flight crew, specific aural alerts are in
inhibited aural alerts are played, if their generation conditions are still present. inhibited aural alerts are played, if the

T/O Config Switch Assembly T/O Config Switch Assembly

The T/O CONFIG switch is located on the control stand assembly on the con- The T/O CONFIG switch is located on the
trol pedestal.The takeoff configuration monitor is a function used to verify the trol pedestal.The takeoff configuration mo
aircraft is configured for takeoff. The flight crew can manually activate the aircraft is configured for takeoff. The flig
takeoff configuration monitor by pressing and holding the T/O CONFIG takeoff configuration monitor by pressi
switch. The takeoff configuration monitor is also activated when at least one switch. The takeoff configuration monitor
TLA (Thrust Lever Angle) is in TOGA (Take off / Go Around) position. TLA (Thrust Lever Angle) is in TOGA (Ta
When the check is completed, the aural message “TAKEOFF OKAY” is pro- When the check is completed, the aural
vided if the aircraft is in the correct takeoff configuration. If the aircraft is in an vided if the aircraft is in the correct takeof
improper configuration for takeoff, the takeoff configuration monitor provides improper configuration for takeoff, the ta
aural warning messages: “NO TAKEOFF BRAKE”, “NO TAKEOFF TRIM” and aural warning messages: “NO TAKEOFF
“NO TAKEOFF FLAP” to the flight crew and a CAS message “NO TAKEOFF “NO TAKEOFF FLAP” to the flight crew a
CONFIG” is displayed. CONFIG” is displayed.
T/O Config Switch T/O Config Switch
22-84 Phenom 100 22-84

Stall Warning and Protection System Stall Warning and Pr

General General
The SWPS is composed of: The SWPS is composed of:
 Dual SWPS (Stall Warning and Protection and Protection Computer)  Dual SWPS (Stall Warning and Pr
 SWPS Panel  SWPS Panel
 Two Angle of Attack (AOA) Sensors  Two Angle of Attack (AOA) Senso
 One Stick Pusher Actuator (SPA)  One Stick Pusher Actuator (SPA)
 Pusher Cutout Switch  Pusher Cutout Switch
 Quick Disconnect Switches  Quick Disconnect Switches

Pre-flight Test Switch 
Pre-flight Test Switch
To avoid spurious actuation, the SWPS receives signals from many systems, To avoid spurious actuation, the SW
thus correcting its set point according to flaps, landing gear position, icing thus correcting its set point accordi
condition, and Mach number. condition, and Mach number.
Each Stall Warning and Protection Computer (SWPC) channel receives infor- Each Stall Warning and Protection C
mation from its associated AOA sensor and sends it to the opposite channel mation from its associated AOA sen
in order to compensate side slip influence on angle of attack measurements. in order to compensate side slip influ
If a stall condition is imminent, the stall warning annunciation is preformed as If a stall condition is imminent, the st
follows: follows:
 Aural warning to inform crew that airplane is approaching stall condition  Aural warning to inform crew that
 Airspeed tape visual indication on both PFDs provides low speed aware-  Airspeed tape visual indication on
ness to crew ness to crew
If no corrective action is taken and airplane is on verge of entering stall, the If no corrective action is taken and a
stick pusher is actuated (connected to the elevator), which pitches the nose stick pusher is actuated (connected
down. When the airplane reaches 0.5g, the stick pusher is inhibited, stopping down. When the airplane reaches 0.
its actuation over the control column. A quick disconnect button is provided in its actuation over the control column.
the control wheel to permit pilots to cutoff the system if necessary. the control wheel to permit pilots to c

Stall Warning and Protection System Stall Warning and Protection Syste
22-86 Phenom 100 22-86

Pusher Cutout Button Pusher Cutout Button

The SWPS panel provides one cutout button for both channels to disconnect The SWPS panel provides one cutou
the system in case of failure. CAS messages indicate that the system has the system in case of failure. CAS
failed or is cutout. failed or is cutout.
FUEL PUSHER FUEL
PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF
PAX SIGNS ELT HYD PUMP PAX SIGNS E

AUTO
OFF ON
Stick Pusher Actuator (SPA) Stick Pusher Actuator (SPA)

SPA activation commands control wheel pitch downward with around 150 lbs, SPA activation commands control wh
which makes it sure that it cannot be overcome by the pilot. which makes it sure that it cannot be
Power to SWPC channel 1 is provided by aircraft DC (Direct Current) 1 elec- Power to SWPC channel 1 is provide
trical Bus (28 V DC) through an independent and dedicated circuit breaker trical Bus (28 V DC) through an ind
located on the LPDU (Left Power Distribution Unit). located on the LPDU (Left Power Dis
Power to SWPC channel 2 is provided by aircraft EMERG Bus (28 V DC) Power to SWPC channel 2 is provi
through an independent and dedicated circuit breaker located on the left side through an independent and dedicat
of the cockpit. of the cockpit.
Power to the SPA is provided by aircraft DC 2 electrical Bus (28 V DC) Power to the SPA is provided by
through an independent and dedicated circuit breaker located on the RPDU through an independent and dedicat
(Right Power Distribution Unit). (Right Power Distribution Unit).
Low Speed Awareness Cue Low Speed Awareness Cue
The LSA cue is provided by means of a red and yellow thermometer-type dis- The LSA cue is provided by means o
play located inside the airspeed scale. play located inside the airspeed scal
The red band of the cue extends from the smaller airspeed displayed on the The red band of the cue extends fro
tape to the airspeed at which the Stall Warning aural message will be acti- tape to the airspeed at which the S
vated. When the airspeed decreases below the top of the LSA red band, its vated. When the airspeed decrease
readout becomes red in inverse video. readout becomes red in inverse vide
The yellow band of the cue extends from the top of red band to a certain The yellow band of the cue extend
speed margin. When airspeed is within the yellow band, its readout becomes speed margin. When airspeed is with
yellow. yellow.

LSA is not displayed if the lowest airspeed shown on airspeed tape is higher LSA is not displayed if the lowest airspee
than the top of the LSA yellow band. than the top of the LSA yellow band.
A distinctive aural warning message is performed as the primary Stall Warn- A distinctive aural warning message is p
ing indication. ing indication.
Stall Warning activation as AOA is
“STALL, STALL…” Warning “STALL, STALL…” Warning
reached.
Stall Warning And Protection System Test Expired Monitor Stall Warning And Protection System T
The SWPC monitors whether the SWPS Test has run successfully since the The SWPC monitors whether the SWPS
last power-up. If the test was not started, the “SWPS UNTESTED” message last power-up. If the test was not started
is shown on the EICAS (Engine Indication Crew Alert System). After aircraft is shown on the EICAS (Engine Indicatio
transition from “in air” to “on ground” for a period higher than the monitor transition from “in air” to “on ground” fo
threshold, the “SWPS UNTESTED” message is shown on the EICAS. This threshold, the “SWPS UNTESTED” mes
threshold was set (average time) in order to show the message after the air- threshold was set (average time) in orde
craft has taxied and parked after landing. craft has taxied and parked after landing.
Stick Pusher Actuator Stick Pusher Actuator
The SPA is a rotary electromechanical actuator. The SPA is a rotary electromechanical ac
While not commanded, the actuator permits full elevator control travel by While not commanded, the actuator pe
allowing its output cable to be extended or providing its retraction. There allowing its output cable to be extende
should be no restriction except for a small tension load imposed on its output should be no restriction except for a sma
cable by a spring-loaded arrangement internal to the actuator. This tension cable by a spring-loaded arrangement in
load should keep the cable properly tensioned at any point of its stroke. load should keep the cable properly tensi
The SPA is installed in the nose of the aircraft; below the control pedestal and The SPA is installed in the nose of the air
between the LH and RH rudder pedals. between the LH and RH rudder pedals.
Quick Disconnect Switches Quick Disconnect Switches
The pilot and copilot quick-disconnect switches are momentary switches that The pilot and copilot quick-disconnect sw
disable both clutch and motor command and cut out the 28 V DC control volt- disable both clutch and motor command a
age to the pusher actuator when depressed. age to the pusher actuator when depress
In the case of an abnormal operation, the pilots should be capable of disen- In the case of an abnormal operation, th
gaging the pusher command quickly and positively to prevent unwanted gaging the pusher command quickly a
downward pitching of the airplane by a quick-release (emergency) control. downward pitching of the airplane by a qu
When either pilot or copilot switch is pressed, the pusher disconnects but the When either pilot or copilot switch is pres
aural warning is still available. There is not a CAS message associated when aural warning is still available. There is no
the quick-disconnect switch is used. the quick-disconnect switch is used.
During the preflight test, an active quick-disconnect feature will inhibit pusher During the preflight test, an active quick-d
operation. If the quick-disconnect feature is active during the test, the com- operation. If the quick-disconnect feature
puter will remain in the untested mode when the preflight test concludes. puter will remain in the untested mode wh
In normal operation, the SWPS may run in two different modes: In normal operation, the SWPS may run i
22-88 Phenom 100 22-88

Normal Condition Normal Condition

The SWPS operates in normal condition if all the consolidated inputs are The SWPS operates in normal con
valid, no AOA sensor monitor has been triggered, and the Wing / Stab De-ice valid, no AOA sensor monitor has be
Switch off. In normal condition, the stall aural warning is activated when the Switch off. In normal condition, the s
angle of attack becomes higher than the stall warning activation angle and angle of attack becomes higher tha
continues on until the angle of attack becomes lower than the deactivation continues on until the angle of attac
angle. angle.
Icing Condition Icing Condition
The SWPS is considered in icing condition if all the consolidated inputs are The SWPS is considered in icing co
valid, no AOA sensor monitor has been triggered, and the Wing / Stab De-ice valid, no AOA sensor monitor has be
Switch on. When the SWPS is in the icing condition, the angle of attack, Low Switch on. When the SWPS is in the
Speed Awareness, and Green Circle airspeeds are calculated exactly in the Speed Awareness, and Green Circle
same way as when in Normal condition. The stall warning activation angle same way as when in Normal cond
receives an extra compensation due to ice detection. The advisory CAS receives an extra compensation du
STALL ICE SPEED message is annunciated while the SWPS is operating in STALL ICE SPEED message is ann
icing condition. icing condition.
System Inhibition System Inhibition
The stall warning does not actuate in the following conditions: The stall warning does not actuate in

On the ground (except during test) 
On the ground (except during test
 Below 0.5g  Below 0.5g
 If the quick disconnect button is pressed  If the quick disconnect button is p

20 seconds after takeoff 
20 seconds after takeoff
 If cutout button is pressed (associated with CAS message)  If cutout button is pressed (associ
 Above 186 KIAS  Above 186 KIAS
 If at least one channel is inoperative (associated with CAS message)  If at least one channel is inoperati

System Test System Test

A test button is provided to test the system on the ground. The system oper- A test button is provided to test the syste
ates normally if not tested. A CAS message is displayed if the system has not ates normally if not tested. A CAS messa
been tested, after unsuccessful tests, or between two consecutive tests if been tested, after unsuccessful tests, o
parking brake is released. The system can not be tested in flight. This inhibi- parking brake is released. The system ca
tion is valid while above 50 KIAS or airplane is airborne (no WOW signal). tion is valid while above 50 KIAS or airpla
TEST TEST
ANNUNCIATOR ANNUNCIA
FIRE FIRE
STALL PROT STALL PR
Terrain Awareness And Warning System Terrain Awareness And Wa

General General
The TAWS uses airplane position information, airplane configuration informa- The TAWS uses airplane position informa
tion, and terrain database information to provide the flight crew with increased tion, and terrain database information to p
awareness of the terrain along the projected flight path. awareness of the terrain along the projec
The TAWS uses information provided from the GPS receiver to determine a The TAWS uses information provided fro
horizontal position and altitude. GPS altitude is derived from satellite mea- horizontal position and altitude. GPS alt
surements and is converted into an MSL (Mean Sea Level)-based altitude surements and is converted into an MS
(GPS-MSL altitude). Then, it is used to determine the TAWS alerts. (GPS-MSL altitude). Then, it is used to de
The TAWS utilizes terrain/airport and obstacle databases that are referenced The TAWS utilizes terrain/airport and obs
to MSL. Using the GPS position and GPS-MSL altitude, the TAWS portrays a to MSL. Using the GPS position and GPS
2D picture of the surrounding terrain and obstacles relative to the position 2D picture of the surrounding terrain an
and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL alti- and altitude of the aircraft. Furthermore, t
tude are used to calculate and “predict” the aircraft’s flight path in relation to tude are used to calculate and “predict” t
the surrounding terrain and obstacles. In this manner, the TAWS system can the surrounding terrain and obstacles. In
provide advanced alerts of predicted dangerous terrain conditions. provide advanced alerts of predicted dan
The database information is contained in SD (Secure Digital) cards inserted The database information is contained in
in each PFD/MFD. in each PFD/MFD.
Databases are generated based on information provided by government Databases are generated based on in
sources and complies with accuracy requirements. sources and complies with accuracy requ
22-90 Phenom 100 22-90

The TAWS is a software hosted in each flight display unit (MFD (Multi-Func- The TAWS is a software hosted in e
tion Display) and PFD (Primary Flight Display)s). tion Display) and PFD (Primary Fligh
Flight Display Unit and SD Card Flight Display Unit and SD Car
PUSH PUSH PUSH

EMERG
NAV COM NAV
PUSH PUSH PUSH

1-2 1-2 1-2
A
BARO
SD CARD PUSH
STD SD CARD
RANGE LOWER
SD CARD
PUSH
PAN SLOT
SDS2432_344100P117R
D MENU
A PFL PROC
A
CLR ENT
DFLT MAP FMS
PUSH CRSR

The terrain information can be shown on the pages that follow: The terrain information can be shown

On the dedicated page for the TAWS on the MFD, named TAWS page. 
On the dedicated page for the TAW

Overlaid over the NAVIGATION MAP page, on the MFD. 
Overlaid over the NAVIGATION M

Overlaid over the inset map, on the PFD. 
Overlaid over the inset map, on th
During MFD power-up, the terrain/obstacle database versions and coverage During MFD power-up, the terrain/ob
area are shown along with a disclaimer to the flight crew. This information area are shown along with a discla
comes from SD cards that contain databases. Flight crew has to push the comes from SD cards that contain
ENT key, in order to acknowledge this information. ENT key, in order to acknowledge th
MFD Power-up Page MFD P
At the same time, TAWS self-test begins. The TAWS gives the following aural At the same time, TAWS self-test beg
messages upon test completion: messages upon test completion:

 "TAWS System Test, OK", if the system passes the test.  "TAWS System Test, OK", if the system
 "TAWS System Failure", if the system fails the test.  "TAWS System Failure", if the system
Note: There is not any specific period to perform airport and terrain data- Note: There is not any specific period t
base update. They are always operative. Although the obstacle base update. They are always o
database is always operative too, it is updated every 56 days and it database is always operative too
can be performed by ordering an SD card or DVD (Digital Versatile can be performed by ordering an
Disk) with new databases. Disk) with new databases.
The TAWS function shows altitudes of the terrain and obstructions The TAWS function shows altitu
relative to the aircraft's altitude and are advisory in nature only. Ter- relative to the aircraft's altitude a
rain information should be used as an aid to visual acquisition - do rain information should be used
not use terrain information to navigate or maneuver to avoid terrain. not use terrain information to nav
TAWS Page TAWS Page

The TAWS page, on the MFD, is in the MAP group of pages. To show the The TAWS page, on the MFD, is in the
TAWS page, select the MAP group then select the TAWS page. The outer TAWS page, select the MAP group then
knob of the dual FMS knob is used to select MAP group and the inner FMS knob of the dual FMS knob is used to se
knob is used to select the TAWS page. Terrain information, aircraft ground knob is used to select the TAWS page.
track, and GPS-derived MSL altitude are shown on the TAWS page. track, and GPS-derived MSL altitude are
On TAWS page, by pushing the MENU key on the bezel of the MFD, you can On TAWS page, by pushing the MENU ke
access the PAGE MENU. By scrolling through the options (using inner or access the PAGE MENU. By scrolling thr
outer FMS knob) and pushing ENT key, each option can be selected. To outer FMS knob) and pushing ENT key, e
remove PAGE MENU, push the CLR key or the dual FMS knob. remove PAGE MENU, push the CLR key
Yellow Terrain Yellow Terrain

(Caution Red Terrain (Caution
- Terrain (Warning - Terrain - Terrain
Between Above or Within Between
100’ and 100’ Below the 100’ and
1000’ Below Aircraft Altitude) 1000’ Below
the Aircraft the Aircraft
Altitude) Altitude)
Black Terrain Black Terrain

(Terrain (Terrain
More than Map Range Rings More than
1000’ Below 1000’ Below
the Aircraft the Aircraft
Altitude) Altitude)
Terrain Legend
22-92 Phenom 100 22-92

Dedicated TAWS Page Dedicated TAWS Page

TAWS PAGE
PAGE MENU
o o o o
GS 230 KT DTK 236 TRK 236 ETE03:11 MAP - TAWS GS 230 KT DTK 236 TRK 236 ETE03:1
PUSH PUSH PUSH
PAGE MENU
OPTIONS
N EMERG
N
Inhibit TAWS
NAV COM NAV
View Arc
Show Aviation Data
Test Taws
PUSH PUSH PUSH

Press the FMS CRSR knob to
1-2 1-2 1-2
return to base page
JOYSTICK
1
BARO
PUSH
STD
RANGE
PUSH
PAN MENU KEY
TERRAIN
D MENU
-100
-1000
FT
FT
PFL PROC ENT KEY
CLR ENT
MAP WPT AUX NRST
FMS
CLR KEY
DFLT MAP
PUSH CRSR
SOFTKEYS (REF.) DUAL FMS SOFTK

KNOB
The options available on PAGE MENU are: The options available on PAGE MEN
 Inhibit TAWS  Inhibit TAWS
This mode is designed to deactivate Premature Descent Alert (PDA)/For- This mode is designed to deactiv
warrd looking Terrain Avoidance (FLTA) aural and visual alerts when they warrd looking Terrain Avoidance (
are deemed unnecessary by the flight crew. Flying VFR (Visual Flight are deemed unnecessary by the
Rules) into an area where unique terrain exists could cause the system to Rules) into an area where unique
annunciate a nuisance alert. If this option is enabled, menu option annunciate a nuisance alert. If
becomes “Enable TAWS”. becomes “Enable TAWS”.
 Test TAWS  Test TAWS
Provides a manual test capability which verifies a properly functioning sys- Provides a manual test capability
tem. This test is inhibited during flight but is available on ground. tem. This test is inhibited during fli
 Show Aviation Data  Show Aviation Data
Enables the depiction of aviation data such as airports, VOR (VHF Omnidirec- Enables the depiction of aviation da
tional Range), NDB (Non-Directional Beacon) and other navaids. If this option tional Range), NDB (Non-Directiona
is enabled, menu option becomes “Hide Aviation Data”. is enabled, menu option becomes “

View Arc 
View Arc
By selecting this option, TAWS view reverts to a 120-degree view, showing By selecting this option, TAWS vie
terrain ahead of and 60 degrees to either side of the aircraft flight path. If terrain ahead of and 60 degrees t
this option is enabled, menu option becomes “View 360°”. this option is enabled, menu optio
The map view can also be selected by pushing the VIEW softkey, on TAWS The map view can also be selected
page, and then pushing the softkey related to desired view. To change the page, and then pushing the softkey
display range, on the TAWS page, press up or down on the joystick to select display range, on the TAWS page, p
the desired range. the desired range.

Navigation Map Page Navigation Map Page

In order to overlay TAWS information on NAVIGATION MAP page, it is neces- In order to overlay TAWS information on N
sary to push the MAP softkey and then push the TERRAIN softkey, on the sary to push the MAP softkey and then
MFD. MFD.
To change the display range, on the NAVIGATION MAP page, press up or To change the display range, on the NA
down on the joystick to select the desired range. down on the joystick to select the desired
Popup terrain alerts can also appear on the MFD during an alert on any page Popup terrain alerts can also appear on t
except in the dedicated TAWS page. The following actions can be performed: except in the dedicated TAWS page. The
 Push ENT key, to acknowledge the popup alert and quickly access the  Push ENT key, to acknowledge the po
dedicated TAWS Page. dedicated TAWS Page.

Push CLR key, to acknowledge the popup alert and remain on the current 
Push CLR key, to acknowledge the po
page. page.
NAVIGATION N
MAP PAGE M
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ETE __:__ 136.975 118.000 COM1 NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 357 ET
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 MAP - NAVIGATION MAP 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95 MAP - NAVIGATION MAP
NORTH UP
G1 G1
EMERG
NAV TFR
COM NAV
NO DATA
P32 P32
42.0 N1% 92.9 42.0 N1% 92.9
PUSH PUSH PUSH
1-2 1-2 1-2
WILLIAMS
POPUP
WILLIAMS
713 ITT C
713 BARO 713 ITT C
713
ALERT
142.8 N2% 142.8 142.8 N2% 142.8
95 OIL TEMP C 95 95 OIL TEMP C 95
FUEL PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 5000 5000 5000
JOYSTICK
FQ LB FQ LB
RANGE
TEMP 0 C TEMP 0 C
ALT 7200 FT ALT 7200 FT
SPDBRK DELTA-P 5.0 PSI PUSH
LFE PAN LFE
LG FLAPS LG FLAPS
UP
TERRAIN ALERT UP
UP UP 1 DUKIW CAUTION - TERRAIN D MENU UP UP 1 DUKIW

TRIM TRIM
ENT KEY
ROLL PITCH ROLL PITCH
Press "ENT" - TERRAIN PAGE PFL PROC
YAW 50 CHOYA PEVYU Press "CLR" - PREVIOUS PAGE

YAW 50 CHOYA PEVYU
CLR ENT
SYSTEM MAP DCLTR-1 SYSTEM MAP

DFLT MAP FMS
CLR KEY
PUSH CRSR
SOFTKEYS (REF.) SDS2432_344100P125R SOFTKEYS (R
22-94 Phenom 100 22-94

Inset Map Inset Map

Similarly to TAWS overlaid on MFD, in order to show the TAWS information Similarly to TAWS overlaid on MFD,
on the inset map, it is necessary to push the INSET softkey and then the on the inset map, it is necessary to
TERRAIN softkey, on the PFD. TERRAIN softkey, on the PFD.
To change the display range, on the inset map, press up or down on the joy- To change the display range, on the
stick to select the desired range stick to select the desired range
Insert Map TAWS Annunciations. Insert Map TAWS Annunciation

TAWS Indications TAWS Indications

TAWS uses black, yellow, and red colors to depict terrain information relative TAWS uses black, yellow, and red colors
to aircraft altitude. Each color is associated with an alert severity level and a to aircraft altitude. Each color is associat
suggested course of action. Color assignments are used by terrain graphics, suggested course of action. Color assign
obstacle symbols, and visual annunciation. obstacle symbols, and visual annunciatio
Terrain/Obstacle Suggested Pilot Terrain/Obstacle
Color Alert Level Color Aler
Location Response Location
Terrain/Obstacle at or Terrain/Obstacle at or
Initiate climb and/or turn
Red within 100 ft below current Warning Red within 100 ft below current W
away from terrain/obstacle.
aircraft altitude. aircraft altitude.
Terrain/Obstacle between Terrain/Obstacle between
Be aware of surroundings.
Yellow 100 ft and 1000 ft below Caution Yellow 100 ft and 1000 ft below C
Be prepared to take action.
current aircraft altitude. current aircraft altitude.
Terrain/Obstacle is more Terrain/Obstacle is more
Black than 1000 ft below current No Danger No action required. Black than 1000 ft below current No
aircraft altitude. aircraft altitude.
Terrain Avoidance Colors And Symbols Terrain Avoidance Colors And Sym
Potential Impact Point
Terrain Above Aircraft Altitude Terrain Above Aircraft Altitude
Projected Flight Path Projected Flig
100 ft Threshold 100 ft Threshold

Unlighted Obstacle Unlight
1000 ft 1000 ft
Terrain Color Terrain Location Terrain Color
Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude Red (WARNING) Terrain abov
Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude Yellow (CAUTION) Terrain betw
Black Terrain more than 1000 ft below the aircraft altitude Black Terrain mor
TAWS Color Chart TAWS Color Cha
TAWS Potential Impact Points TAWS Potential Imp
Unlighted Obstacle Lighted Obstacle Obstacle Unlighted Obstacle Lighted Obsta

Obstacle Location
Height <1000 ft AG >1000 ft AGL <1000 ft AGL >1000 ft AGL Color Height <1000 ft AG >1000 ft AGL <1000 ft AGL >100
Red Obstacle within 100 ft of
Obstacle Symbol
Obstacle Symbol
(WARNING) or above aircraft altitude

Yellow Obstacle within 1000 ft of
(CAUTION) aircraft altitude
Obstacle more than 1000
Gray
ft below aircraft altitude
Obstacle Symbols and Colors Obstacle Symbols an
22-96 Phenom 100 22-96

Alerts on the PFD Alerts on the PFD

Alert Annunciation A
TAWS Alert Annunciations TAWS Alert A
Alerts on the MFD Alerts on the MFD
TAWS Alert Annunciations Pop-up TAWS Alert Annun

Alert
Terrain Display Enabled

Terrain Legend
Alert Annunciation
Navigation Map Page Navigation Map

(After TAWS Pop-up Alert Acknowledgment) (After TAWS Pop-up Alert A

TAWS Alerts TAWS Alerts

Annunciations appear on the PFD and MFD. Pop-up alerts appear only on Annunciations appear on the PFD and M
the MFD. the MFD.
PFD/MFD PFD/MFD
MFD Map Page MFD Map Page
Alert Type TA W S Pa g e Aural Message Alert Type TA W S Pa g e
Pop-Up Alert Pop-Up Alert
Annunciation Annunciation
Excessive Descent Rate Warning (EDR) “Pull Up” Excessive Descent Rate Warning (EDR)
Reduced Required Terrain Clearance * “Terrain, Terrain; Pull Up, Pull Up”
* Reduced Required Terrain Clearance
Warning (RTC) or or Warning (RTC) or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Imminent Terrain Impact Warning (ITI) Terrain Ahead, Pull Up; Terrain Ahead, Pull Up” Imminent Terrain Impact Warning (ITI)
or or or
“Terrain, Terrain; Pull Up, Pull Up”
*
*
Reduced Required Obstacle Clearance * “Obstacle, Obstacle; Pull Up, Pull Up”
* Reduced Required Obstacle Clearance
Warning ( ROC) or or Warning ( ROC) or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Imminent Obstacle Impact Warning “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up” Imminent Obstacle Impact Warning
( IOI) or or ( IOI) or
“Obstacle, Obstacle; Pull Up, Pull Up”
*
*
Reduced Required Terrain Clearance * “Caution, Terrain; Caution, Terrain”
* Reduced Required Terrain Clearance
Caution (RTC) or or Caution (RTC) or
“Terrain Ahead; Terrain Ahead”
Imminent Terrain Impact Caution (ITI) “Terrain Ahead; Terrain Ahead” Imminent Terrain Impact Caution (ITI)
or or or
“Caution, Terrain; Caution, Terrain”
*
*
Reduced Required Obstacle Clearance * “Caution, Obstacle; Caution, Obstacle”
* Reduced Required Obstacle Clearance
Caution ( ROC) or or Caution ( ROC) or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact Caution “Obstacle Ahead; Obstacle Ahead” Imminent Obstacle Impact Caution
( IOI) or or ( IOI) or
“Caution, Obstacle; Caution, Obstacle”
*
*
Premature Descent Alert Caution (PDA) “Too Low, Terrain” Premature Descent Alert Caution (PDA)
Altitude Callout “500” NoneNone “Five-Hundred” Altitude Callout “500” NoneNone
22-98 Phenom 100 22-98

TAWS Modes TAWS Modes

The TAWS provides alerts associated with the following flight conditions: The TAWS provides alerts associate
Forward Looking Terrain Avoidance (FLTA) Forward Looking Terrain Avoidanc
The FLTA is composed by two functions: The FLTA is composed by two functio
Reduced required terrain clearance (RTC) avoidance that provides alerts Reduced required terrain clearance
when the airplane flight path is above terrain, and is projected to come within when the airplane flight path is above
minimum clearance values according the Minimum Terrain and Obstacle minimum clearance values accordi
Clearance Table. Clearance Table.
Imminent terrain impact (ITI) avoidance that provides alerts when the airplane Imminent terrain impact (ITI) avoidan
is below the elevation of a terrain cell in the airplane’s projected path. The is below the elevation of a terrain c
alert is given when the projected vertical flight path is calculated to come alert is given when the projected v
within minimum clearance altitudes according the Minimum Terrain and within minimum clearance altitudes
Obstacle Clearance Table. Obstacle Clearance Table.
CAUTION TERRAIN, CAUTION TERRAIN; OR CAUTION TERRAIN, CAUTION

CAUTION OBSTACLE, CAUTION OBSTACLE CAUTION OBSTACLE, CAUTION
"TERRAIN TERRAIN"
PULL UP; OR PULL UP; OR

"PULL UP"
TERRAIN, TERRAIN, PULL UP, PULL UP; OR TERRAIN, TERRAIN, PULL UP, PULL UP; OR
OBSTACLE, OBSTACLE, PULL UP, PULL UP OBSTACLE, OBSTACLE, PULL UP, PULL UP
Minimum Terrain and Obstacle Clearance Minimum Terrain and Obstacle Cle
Phase Of Flight Level Of Flight Descending Phase Of Flight Level Of Flight
Enroute 700 ft 500 ft Enroute 700 ft
Terminal 350 ft 300 ft Terminal 350 ft
Approach 150 ft 100 ft Approach 150 ft
Departure 100 ft 100 ft Departure 100 ft

Premature Descent Alert (PDA) Premature Descent Alert (PDA)

A premature descent alert is issued when the system detects that the air- A premature descent alert is issued wh
plane is significantly below the normal approach path to a runway. The PDA plane is significantly below the normal ap
alert mode functions only during descent to land. PDA alerting begins when alert mode functions only during descent
the airplane is within 15 NM of the destination airport and ends when the air- the airplane is within 15 NM of the destin
craft is either 0.5 NM from the runway threshold or is at an altitude of 125 feet craft is either 0.5 NM from the runway thre
AGL while within 1 NM of the threshold. AGL while within 1 NM of the threshold.
"TOO LOW "TOO LOW

TERRAIN" TERRAIN"
0.5 NM
RUNWAY
"TERRAIN" "TERRAIN"
Excessive Descent Rate Alert (EDR) Excessive Descent Rate Alert (EDR)
The excessive descent rate alert provides suitable alerts when the airplane is The excessive descent rate alert provides
determined to be closing (descending) upon terrain at an excessive speed. determined to be closing (descending) u
EDR alerts have two severity levels, caution (SINK RATE) and warning EDR alerts have two severity levels, c
(PULL-UP). (PULL-UP).
"SINKRATE, SINKRATE" "SINKRATE, SINKRATE"
"PULL UP" "PULL U
"TERRAIN" "TERRAIN"
"PULL UP" "PULL UP"
Negative Climb Rate After Takeoff Alert (NCR) Negative Climb Rate After Takeoff Aler
The negative climb rate after takeoff alert provides suitable alerts to the pilot The negative climb rate after takeoff aler
when the system determines that the airplane is losing altitude (closing upon when the system determines that the airp
terrain) after takeoff. NCR alerting is only active when departing from an air- terrain) after takeoff. NCR alerting is only
port and when the following conditions are met: port and when the following conditions ar

The height above the terrain is less than 700 feet 
The height above the terrain is less tha
22-100 Phenom 100 22-100

 The distance from the departure airport is 2 NM or less  The distance from the departure a
 The heading change from the heading at the time of departure is less than  The heading change from the hea
110 degree. 110 degree.
"DON’T SINK"
Five Hundred Aural Alert Five Hundred Aural Alert

The FIVE-HUNDRED aural message provides an advisory alert to the crew The FIVE-HUNDRED aural messag
that the airplane is five-hundred feet above terrain. that the airplane is five-hundred feet
TAWS system continually monitors several system critical items, such as TAWS system continually monitors
database validity and GPS status. Should the system detect a failure, TAWS database validity and GPS status. S
FAIL is displayed on PFD and MFD. The system continuously monitors these FAIL is displayed on PFD and MFD.
items, and cross-checks to ensure that all flight display units have the same items, and cross-checks to ensure th
TAWS status, for instance, if any flight display unit detects that TAWS has TAWS status, for instance, if any fli
failed, the entire TAWS system is considered failed. However, if one flight dis- failed, the entire TAWS system is con
play unit fails, TAWS continues active in the remaining flight display units. play unit fails, TAWS continues active
PUSH PUSH PUSH

PULL UP 0 EMERG
NAV 160 COM NAV 160
2
7800
20 20 20
150 150
PUSH 7700 1 PUSH PUSH
1-2 1-2 1-2
140 10 10 140 10
300
80
13 2 75 BARO
13 2
60
7500
120 1 120
10 10 7400 PUSH 10
STD
110 167 2
110
7300 RANGE
TAS 69 KT 2992 IN TAS 69 KT
15 S
21
NORTH LP
12 NORTH LP
12
PUSH
GPS ENR PAN
24
E
E
JOYSTICK
W
6
6
3O D MENU
3
N 33
3NH PFL PROC 3NH
CLR ENT
INSET MAP DFLT MAP FMS

INSET MAP
PUSH CRSR
SOFTKEYS (REF.) SDS2432_344100P127R SO

TAWS System Status Annunciations TAWS System Status Annunciation
PFD/MFD PFD/MFD
MFD MFD
Alert Type TAWS Page Aural Message Alert Type TAWS Page
Pop-Up Alert Pop-Up A
TAWS System Test Fail None “TAWS System Failure” TAWS System Test Fail Non
TAWS Alerting is disabled None None TAWS Alerting is disabled Non
No GPS position or excessively None “TAWS Not Available” No GPS position or excessively Non
degraded GPS signal “TAWS Available” will be heard when sufficient degraded GPS signal
GPS signal is re-established.
System Test in progress None None System Test in progress Non
System Test pass None None “TAWS System Test OK” System Test pass None N
Traffic Information System (TIS) Traffic Information System

The transponder components enable the reception of the FAA’s Traffic Infor- The transponder components enable the
mation Services (TIS) through Mode S datalink, including location, direction, mation Services (TIS) through Mode S d
altitude, and climb/descent information of nearby airplanes. altitude, and climb/descent information of
TIS is a ground-based service providing relative location of all mode A and TIS is a ground-based service providing
Mode C transponder equipped aircraft on a graphic display of traffic advisory Mode C transponder equipped aircraft on
information in the cockpit. TIS is available only within the service area only information in the cockpit. TIS is availab
107 of ATC’s Approach Central radars. The FAA plans to phase out TIS by 107 of ATC’s Approach Central radars. T
the year 2012. the year 2012.
TIS displays up to eight 8 traffic targets within 7.5 nautical miles from 3000 TIS displays up to eight 8 traffic targets
feet below to 3500 feet above the airplane. TIS data is updated approximately feet below to 3500 feet above the airplane
once every five (5) seconds. once every five (5) seconds.
7.5 nmi 7
3.500 ft
3.000 ft
22-102 Phenom 100 22-102

The Traffic Information Service (TIS) information can be displayed on MFD on The Traffic Information Service (TIS)
the navigation map display (traffic overlay) or on the dedicated traffic map the navigation map display (traffic o
page. It may also be selected for display on the inset map on PFD. page. It may also be selected for disp
Selection of the dedicated traffic map page is performed through the FMS Selection of the dedicated traffic m
knob. The large (outer) FMS knob is used to select the MAP page within the knob. The large (outer) FMS knob is
MAP group. MAP group.
TIS Annunciations TIS Annunciations
The Traffic Map Page is the second page in the Map Group and displays the The Traffic Map Page is the second
following information: following information:
 Current aircraft location, surrounding Traffic Information System (TIS) traf-  Current aircraft location, surround
fic, and range marking rings. fic, and range marking rings.
 The current traffic mode (OPERATE, STANDBY).  The current traffic mode (OPERAT
 A traffic alert message (FAILED, DATA FAILED, NO DATA,  A traffic alert message (FAILED, D
 UNAVAILABLE)  UNAVAILABLE)
 Traffic display banner (AGE 00:, TRFC COAST, TA OFF Range, TRFC  Traffic display banner (AGE 00:, T
RMVD, TRFC FAIL, NO TRFC DATA, TRFC UNAVAIL, TRAFFIC) RMVD, TRFC FAIL, NO TRFC DA
Traffic Map Page Traffic Map Page
Traffic Mode Annunciation Traffic Mode Annunciation
“TIS Not Available” “TIS Not Available”

Voice Alert Status Voice Alert Status
Non-Threat
“Non-Bearing” Traffic “Non-Bearing”
Traffic Traffic
(System Unable to (System Unable to
Determine Bearing) Range Marking Determine Bearing)
Distance is 8.0 nm, Rings Distance is 8.0 nm,
1 1 0 0 ’ A bove, 1 1 0 0 ’ A bove,
Descending Proximity Descending
Advisory
Traffic Advisory 1700’ Above, Traffic Advisory
400’ Below, Descending 400’ Below,
Climbing Climbing
Non-Threat
Traffic
Traffic Status Traffic Status
Banner Banner
Select to
Mute “TIS Not
Available” Voice
Alert

TIS Identification TIS Identification

TIS traffic is displayed on the Traffic Map Page according to the following: TIS traffic is displayed on the Traffic Map
 A Proximity Advisory (PA) symbol is displayed as a solid white diamond  A Proximity Advisory (PA) symbol is di
and defined as traffic within the 5.0 NM range, within ±1200 ft of altitude and defined as traffic within the 5.0 NM
separation. separation.
 When traffic meets the advisory criteria for the Traffic Advisory (TA) a sym-  When traffic meets the advisory criteria
bol is displayed as a solid yellow circle (or half circle on the outer range bol is displayed as a solid yellow circle
ring if the traffic is outside the range of the dedicated traffic page). TIS also ring if the traffic is outside the range of
provides vector lines showing the direction that the aircraft symbol is mov- provides vector lines showing the dire
ing (traffic ground track). ing (traffic ground track).
 All other traffic is displayed as a black diamond with a white outline.  All other traffic is displayed as a black

Altitude deviation from the other airplane altitude is displayed above the 
Altitude deviation from the other airpla
target symbol if it is higher or below the target if it is lower. target symbol if it is higher or below th
 Altitude trend is displayed as an up arrow (+500 ft/min), down arrow (-500  Altitude trend is displayed as an up arr
ft/min), or no symbol if less than 500 ft/min rate in either direction ft/min), or no symbol if less than 500 ft
TIS Symbol Description TIS Symbol Des
Non-Threat Traffic Non-T
Proximity Advisory (PA) Proximi

AVOIDANCE
AVOIDANCE
Traffic Advisory (TA) Traffic A
HAZARD
HAZARD
Traffic Advisory Off Scale Traffic Ad
TIS Traffic Symbols TIS Traffic Symbo
Traffic Advisory Traffic Advisory
Traffic Display
Enabled
Traffic Status Traffic Status
Banner Banner
TIS Traffic on the Navigation Map Page TIS Traffic on the Navigatio
22-104 Phenom 100 22-104

Operating Mode Operating Mode

Once the airplane is in flight the system switches from standby mode to oper- Once the airplane is in flight the syst
ating mode. Once the airplane is on the ground the system switches from ating mode. Once the airplane is o
operating mode to standby mode. These modes are indicated as follows: operating mode to standby mode. Th
 OPERATE annunciation located in the upper left corner of the traffic map  OPERATE annunciation located in
page indicates that TIS system is in operational mode and available to dis- page indicates that TIS system is
play traffic on the Traffic or Map Page. play traffic on the Traffic or Map P
 STANDBY annunciation in the status box located in the upper left corner of  STANDBY annunciation in the stat
the traffic map page indicates that TIS system is in standby mode and can- the traffic map page indicates that
not display traffic data not display traffic data
The crew can switch between the standby (STBY) and operate (ON) modes The crew can switch between the st
of operation to manually override automatic operation using the page menu of operation to manually override au
or bezel buttons. or bezel buttons.
Aural Annunciation Aural Annunciation
A TIS aural annunciation is generated whenever the number of TAs on the A TIS aural annunciation is generat
traffic map page display increases from one scan to the next. For example, traffic map page display increases f
when the first TA is displayed, the pilot is alerted through the TRAFFIC aural when the first TA is displayed, the pi
alert. So long as a single TA airplane remains on the TIS display, no further alert. So long as a single TA airplan
audio alert is generated. If a second (or more) TA aircraft appear on the dis- audio alert is generated. If a second
play, a new audio alert is sounded. If the number of TAs on the TIS display play, a new audio alert is sounded.
decreases and then increases, a new audio alert is sounded. The TIS audio decreases and then increases, a ne
alert is also generated whenever TIS service becomes unavailable. alert is also generated whenever TIS
The following TIS aural annunciation are available: The following TIS aural annunciation
 TRAFFIC: TIS traffic alert is received.  TRAFFIC: TIS traffic alert is receiv
 TRAFFIC NOT AVAILABLE: TIS service is not available or out of range.  TRAFFIC NOT AVAILABLE: TIS s
Traffic Banner Traffic Banner
The traffic banner/traffic alert messages are displayed in the lower-left hand The traffic banner/traffic alert messa
portion of the traffic map page, navigation map page or the Inset Map. Infor- portion of the traffic map page, navig
mation about TIS data refreshment and communication between the XPDR mation about TIS data refreshment
and displays are indicated. and displays are indicated.
The following information may be presented: The following information may be pre

AGE: If traffic data is not refreshed within 6 seconds, an age indicator (i.e., 
AGE: If traffic data is not refreshed
‘AGE 00:06’) is displayed in the lower left corner of the display (when dis- ‘AGE 00:06’) is displayed in the lo
playing traffic). After another 6 seconds, if data is still not received, the playing traffic). After another 6 se
traffic is removed from the display. The quality of displayed traffic is traffic is removed from the display
reduced as the AGE increases. reduced as the AGE increases.
 TRFC COAST: This banner (traffic coasting) located above the AGE timer  TRFC COAST: This banner (traffic
indicates that displayed traffic is held even though the data is stale. The indicates that displayed traffic is h
quality of displayed traffic is reduced when the banner is displayed. quality of displayed traffic is reduc

 TRFC RMVD: This banner indicates that traffic has been removed from the  TRFC RMVD: This banner indicates th
display due to the age of the data being too old to coast (for the time display due to the age of the data bein
period of 12-60 seconds from the last receipt of a TIS message). Traffic period of 12-60 seconds from the last
may be present but not shown. may be present but not shown.
 TA OFF: This ‘TA banner displayed in the lower left corner of the display  TA OFF: This ‘TA banner displayed in
indicates that a traffic advisory is outside the selected display range. It is indicates that a traffic advisory is outsi
removed when the traffic advisory is within the selected display range. removed when the traffic advisory is w
 TRAFFIC: When a traffic advisory is received, a flashing TRAFFIC alert is  TRAFFIC: When a traffic advisory is re
displayed in the upper left-hand portion of the PFD display. The PFD inset displayed in the upper left-hand portion
map also automatically displays traffic data. map also automatically displays traffic
Traffic Annunciation (PFD) Traffic Annunciation (PFD)
Inset Map Inset Map

Displays When Displays When
TA is Detected TA is Detected
WARNING WARNI
THE TRAFFIC INFORMATION SERVICE (TIS) IS INTENDED FOR ADVISORY THE TRAFFIC INFORMATION SERVICE (
USE ONLY. TIS IS INTENDED TO HELP THE PILOT LOCATE TRAFFIC VISU- USE ONLY. TIS IS INTENDED TO HELP T
ALLY. IT IS THE RESPONSIBILITY OF THE PILOT TO SEE AND MANEUVER ALLY. IT IS THE RESPONSIBILITY OF TH
TO AVOID TRAFFIC. TO AVOID TRAFFIC.
Note: TIS is available only when the aircraft is within the service volume of a Note: TIS is available only when the airc
TIS-capable terminal radar site. Aircraft without an operating transponder are TIS-capable terminal radar site. Aircraft w
invisible to both Traffic Advisory Systems (TAS) and TIS. Aircraft without altitude invisible to both Traffic Advisory Systems (
reporting capability are shown without altitude separation data or climb descent reporting capability are shown without altit
indication. indication.
22-106 Phenom 100 22-106

Status Page Status Page

The Garmin Prodigy performs an automatic test of TIS during power-up. If The Garmin Prodigy performs an a
TIS passes the test, TIS enters Standby Mode (on the ground) or Operating TIS passes the test, TIS enters Stan
Mode (in the air). If TIS fails the power up test, an annunciation is shown in Mode (in the air). If TIS fails the pow
the center of the Traffic Map Page. the center of the Traffic Map Page.
Traffi c Map Page Traffi c Map Page
Description
NO DATA Data is not being received from the transponder* NO DATA Data is
Data is being received from the transponder, but Data is
DATA FAILED DATA FAILED
a failure is detected in the data stream* a failur
FAILED The transponder has failed* FAILED The tra
UNAVAILABLE TIS is unavailable or out of range UNAVAILABLE TIS is u

* Contact a service center or Garmin dealer for corrective action * Contact a service center or Garm
TIS Failure Annunciations TIS Failu
System Test has System Test has

Failed Failed
Data Not
Received
from
Transponder
TIS Power-up Test Failure TIS Pow
The traffic mode is annunciated in the upper left corner of the Traffic Map The traffic mode is annunciated in
Page. When the aircraft is on the ground, TIS automatically enters Standby Page. When the aircraft is on the gr
Mode. If traffic is selected for display on another map while Standby Mode is Mode. If traffic is selected for display
selected, the traffic display enabled icon is crossed out (also the case when- selected, the traffic display enabled
ever TIS has failed). ever TIS has failed).
Once the aircraft is airborne, TIS switches to Operating Mode and traffic infor- Once the aircraft is airborne, TIS swit
mation is displayed. The mode can be changed manually using softkeys or mation is displayed. The mode can
the page menu. the page menu.

TIS Modes TIS Modes
Traffi c Mode Annunciation Traffi c Display Enabled Icon Traffi c Mode Annuncia
Mode Mode
(Traffic Map Page) (Other Maps) (Traffic Map Page)
TIS Operating OPERATING TIS Operating OPERATING
STANDBY STANDBY
TIS Standby TIS Standby
(also shown in white in center of page) (also shown in white in cente
TIS Failed* FAIL TIS Failed* FAIL
* See Traffic Status Annunciations * See Traffic Status Annunciations
The annunciations to indicate the status of traffic information appear in a ban- The annunciations to indicate the status o
ner at the lower left corner of maps on which traffic can be displayed ner at the lower left corner of maps on wh
Traffi c Status Banner Traffi c Status Banner

Description De
A Traffic Advisory is outside the selected display range* A Traffic Advisory is outside the selec
TA OFF SCALE TA OFF SCALE
Annunciation is removed when traffic comes within the selected display range Annunciation is removed when traf
System cannot determine bearing of Traffic Advisory** System cannot determine bearing o
TA X.X ± XX ↕ Annunciation indicates distance in nm, altitude separation in hundreds of feet, and TA X.X ± XX ↕ Annunciation indicates distance in n
altitude trend arrow (climbing/descending) altitude trend arrow (climbing/desc
Appears if traffic data is not refreshed within 6 seconds Appears if traffic data is not refreshe
AGE MM:SS If after another 6 seconds data is not received, traffic is removed from the display AGE MM:SS If after another 6 seconds data is no
The quality of displayed traffic information is reduced as the age increases The quality of displayed traffic inform
The displayed data is not current (6 to 12 seconds since last message) The displayed data is not current (6
TRFC COAST TRFC COAST
The quality of displayed traffic information is reduced when this message is displayed The quality of displayed traffic inform
Traffic is removed because it is too old for coasting (12 to 60 seconds since last message) Traffic is removed because it is too o
TRFC RMVD TRFC RMVD
Traffic may exist within the selected display range, but it is not displayed Traffic may exist within the selected
TRFC FAIL Traffic data has failed TRFC FAIL Traffic data has failed
NO TRFC DATA Traffic has not been detected NO TRFC DATA Traffic has not been detected
TRFC UNAVAIL The traffic service is unavailable or out of range TRFC UNAVAIL The traffic service is unavailable or o
*Shown as symbol on Traffic Map Page *Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page **Shown in center of Traffic Map Page
22-108 Phenom 100 22-108

Instruments & Warnings Instruments & Warnings
Stall Warning and Protection Stall Warning and Protection
The stall warning and protection system must be tested prior each flight. The stall warning and protection syst
Terrain Awareness And Warning System (TAWS) Terrain Awareness And Warnin
TAWS displays terrain and obstructions relative to the altitude of the airplane. TAWS displays terrain and obstructio
The following applies: The following applies:
 Navigation must not be predicated upon the use of the TAWS.  Navigation must not be predicated
Note: The terrain display is intended to serve as a situational awareness Note: The terrain display is intend
tool only. It may not provide either the accuracy or fidelity, or both, tool only. It may not provide
on which to solely base decisions and plan maneuvers to avoid ter- on which to solely base dec
rain or obstacles. rain or obstacles.
 To avoid giving unwanted alerts, the TAWS must be inhibited when land-  To avoid giving unwanted alerts, t
ing at an airport that is not included in the airport database. ing at an airport that is not include
 Pilots are authorized to deviate from their current ATC clearance to the  Pilots are authorized to deviate fro
extent necessary to comply with TAWS warnings. extent necessary to comply with T
 Terrain database coverage is worldwide. However the Terrain data is not  Terrain database coverage is worl
displayed when the airplane latitude is greater than 75°N or 60°S. displayed when the airplane latitu
Traffic Information System (TIS) Traffic Information System (TIS
TIS is not intended to be used as a collision avoidance system and does not TIS is not intended to be used as a c
relieve the pilot of the responsibility to “see and avoid” other airplane. relieve the pilot of the responsibility t
TIS shall not be used for avoidance maneuvers during instrument meteor log- TIS shall not be used for avoidance m
ical conditions (IMC) or when there is no visual contact with the intruder air- ical conditions (IMC) or when there
plane. plane.
Note: TIS is available only when the airplane is within the service volume Note: TIS is available only when t
of a TIS-capable terminal radar site. of a TIS-capable terminal ra
Satellite Weather Radio System (XM Weather) Satellite Weather Radio System
XM Weather information must not be used for hazardous weather penetra- XM Weather information must not b
tion. Weather information is provided only for hazardous weather avoidance. tion. Weather information is provided
NEXRAD weather data is intended for long-range planning purposes only. NEXRAD weather data is intended
Due to inherent delays and relative age of the data, NEXRAD weather data Due to inherent delays and relative
should not be used for short-range avoidance of hazardous weather. should not be used for short-range a

Attitude and Heading Reference System (AHRS) Attitude and Heading Reference Sy
The airplane may not be operated in the regions stated on the table below: The airplane may not be operated in the r
Magnetic Magnetic
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and 70°N
North North
Between 55°S and 70°S Between 120°E and165°E Between 55°S and 70°S
South South
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures must
the indication GEO LIMITS is displayed. the indication GEO LIMITS is
Garmin G1000 Avionics System Garmin G1000 Avionics System


Use of VNAV is prohibited during the intermediate segment of an approach 
Use of VNAV is prohibited during the in

Dead Reckoning Mode use is allowed only in Enroute (ENR) or Oceanic 
Dead Reckoning Mode use is allowed

The fuel quantity, fuel required, fuel remaining, and gross weight estimate 
The fuel quantity, fuel required, fuel rem
Garmin G1000 GPS Navigation System Garmin G1000 GPS Navigation Sys
The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 GPS receivers are ap
The Garmin G1000 system has been demonstrated capable of, and has been The Garmin G1000 system has been dem
shown to meet the accuracy requirements for, the following operations pro- shown to meet the accuracy requiremen
vided it is receiving usable navigation data. vided it is receiving usable navigation dat
These do not constitute operational approvals. These do not constitute operational appro
 Enroute, terminal, non-precision instrument approach operations using  Enroute, terminal, non-precision instru
GPS and WAAS (including "GPS", "or GPS", and "RNAV" approaches), GPS and WAAS (including "GPS", "or
and approach procedures with vertical guidance (including "LNAV/VNAV", and approach procedures with vertical
"LNAV + V", and "LPV") within the U.S. National Airspace System in "LNAV + V", and "LPV") within the U.S
accordance with AC 20-138A. accordance with AC 20-138A.
 Barometric VNAV is approved to enroute and terminal descents, as per AC  Barometric VNAV is approved to enrou
20-129. Guidance is provided up to the FAF waypoint when there is not a 20-129. Guidance is provided up to th
procedure that provides vertical guidance following the FAF. Guidance is procedure that provides vertical guida
provided up to the waypoint preceding the FAF (FAF-1) when there is a provided up to the waypoint preceding
22-110 Phenom 100 22-110

procedure that provides vertical guidance (ILS or GPS WAAS) following procedure that provides vertical g
the FAF. the FAF.
 Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order  Oceanic/Remote/MNPS–RNP-10
8400-12A. Both GPS receivers are required to be operating and receiving 8400-12A. Both GPS receivers ar
usable signals except for routes requiring only one Long Range Naviga- usable signals except for routes r
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote opera
gram works in combination with the Route Planning Software (ver- gram works in combination
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program,
Instructions Garmin part number 190-00643-01. Instructions Garmin part nu
 GPS based IFR enroute, oceanic, and terminal navigation is prohibited  GPS based IFR enroute, oceanic,

The G1000 database must incorporate the current update cycle. The G1000 database must incorpora
Note: Not all the published approaches are in the navigation database. Note: Not all the published appro
The flight crew must ensure that the planned approach is in the The flight crew must ensu
database. database.
 Receiver Autonomous Integrity Monitoring (RAIM) must be available when  Receiver Autonomous Integrity Mo
conducting instrument approaches utilizing the GPS receiver. conducting instrument approache

IFR non-precision approach appro
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System.
are not approved unless authorized by the appropriate governing author- are not approved unless authorize
ity. ity.

Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, 
Use of the Garmin G1000 GPS rec
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type
 Operation in airspace referenced to a datum other than WGS-84 or NAD-  Operation in airspace referenced
 RNP operations are not authorized except as noted in the Operational  RNP operations are not authorize

 Use of the Garmin G1000 system for GPS or WAAS navigation under  Use of the Garmin G1000 system for G
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requires
a. The airplane must be equipped with an approved and operational a. The airplane must be equipped
alternate means of navigation appropriate to the route being flown alternate means of navigation
(NAV receiver, DME or ADF). (NAV receiver, DME or ADF).
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purposes, if
must have an approved instrument approach procedure, other must have an approved instrum
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which is a
available at the estimated time of arrival. All equipment required available at the estimated time
for this procedure must be installed and operational. for this procedure must be inst
22-112 Phenom 100 22-112


Airplane is not in valid takeoff con-
figuration.
ADS 1 (2) FAIL Associated ADC is off has failed ADS 1 (2) FAIL
ADS 1 (2) HTR FAIL Associated heater is off has failed ADS 1 (2) HTR FAI
AHRS 1 (2) FAIL Total loss os AHRS 1 (2) AHRS 1 (2) FAIL
Both aural warning channels are
AURAL WRN FAIL AURAL WRN FAIL
failed or off.
PUSHER FAIL Control wheel pusher is inoperative PUSHER FAIL
Pusher is disabled via cutout but-
PUSHER OFF PUSHER OFF
ton.
Caution Stall warning and protection func- Caution
SPWS FAIL SPWS FAIL
tions are inoperative.
Stall warning system activation
SPWS FAULT angles anticipated to conservative SPWS FAULT
settings.
SPWS HTR FAIL Stall warning sensor heater failed SPWS HTR FAIL
Stall warning system required to be
SPWS UNTESTED SPWS UNTESTED
tested before every flight
ASDS-Standby heater is off or has
STBY HTR FAIL STBY HTR FAIL
failed
ADS 1 (2) HTR FAULT Any ADS static port failed ADS 1 (2) HTR FAU
ADS-AOA HTR ON ADS/AOA heating system is on. ADS-AOA HTR ON
Failure of AHRS 1(2):
 AHRS 1(2) may have lost some
internal redundancy.
AHRS 1 (2) FAULT  AHRS 1 (2) performance may AHRS 1 (2) FAULT
be degraded.
Advisory Advisory

AHRS 1(2) magnetic heading
may be unavailable.
One aural warning channel failed
AURAL WRN FAULT AURAL WRN FAUL
or off.
Stall protection and warning sys-
SPWS ICE SPEED tem activation angles anticipated SPWS ICE SPEED
due to icing conditions.

22-114 Phenom 100 22-114

Landing Gear
Landing Gear Landing Gear

General General
The aircraft has a retractable single wheeled tricycle landing gear, with brak- The aircraft has a retractable single
ing capability on the main landing gear and steering capability on the nose ing capability on the main landing g
landing gear. landing gear.
The landing gear extension/retraction system is hydraulically operated and The landing gear extension/retractio
electronically monitored. electronically monitored.
The extension and retraction subsystem is commanded by the landing gear The extension and retraction subsys
control lever which is mechanically linked to the landing gear selector valve control lever which is mechanically l
through a push-pull cable. through a push-pull cable.
The Landing Gear includes these subsystems: The Landing Gear includes these su
 Main Gear and Doors  Main Gear and Doors
 Nose Gear and Doors  Nose Gear and Doors
 Extension and Retraction  Extension and Retraction
 Steering  Steering
 Position and Warning  Position and Warning
The main landing gear is of trailing arm type and retracts sideward and The main landing gear is of trailin
inboard into the wing. It is hinged to the wing structure and has one laterally inboard into the wing. It is hinged to
opening gear door attached to it. opening gear door attached to it.
Each of the main landing gear is equipped with one wheel and tire, one brake Each of the main landing gear is equ
assembly and one wheel speed transducer. assembly and one wheel speed trans
The nose landing gear is of direct type and retracts forward into the nose The nose landing gear is of direct
wheel-well compartment. The nose landing gear is equipped with one wheel wheel-well compartment. The nose l
and tire, which can be steered.The nose landing gear is hinged to the fuse- and tire, which can be steered.The
lage structure and has two laterally opening gear doors attached to it. lage structure and has two laterally o
The nose landing gear wheel is steered through the ruder pedals by means of The nose landing gear wheel is steer
a mechanical linkage. a mechanical linkage.
The aircraft has an emergency release system to extend the landing gear in The aircraft has an emergency relea
case of normal extension failure. This system is actuated by means of a han- case of normal extension failure. Thi
dle located in the cockpit. dle located in the cockpit.
Pulling the free fall handle activates the free fall selector valve releasing all Pulling the free fall handle activates
residual hydraulic pressure in the landing gear lines to the return line via a residual hydraulic pressure in the la
cable. cable.
The landing gears are extended by gravity (free-fall). The landing gears are extended by g
The aircraft Engine Indication CAS shows the system status and the system The aircraft Engine Indication CAS s
faults to the crew. faults to the crew.


- BRAKES - BRAKES
- STEERING - STEERING
- POSITION AND WARNING - POSITION AND WARNIN
- NOSE LANDING GEAR AND DOORS

- EXTENSION AND RETRACTION
- WHEELS
- POSITION AND WARNING (NOT WOW)
- STEERING
- BRAKES
- MAIN LANDING GEAR AND DOORS - MAIN LANDING GEAR AND DOORS
- EXTENSION AND RETRACTION - EXTENSION AND RETRACTION
- WHEELS AND BRAKES - WHEELS AND BRAKES
- POSITION AND WARNING - POSITION AND WARNING
Main Gear and Doors Main Gear and Doors

There are two MLG (Main Landing Gear) installed on the aircraft, one in each There are two MLG (Main Landing Gear)
wing. Each main landing gear has one door.The MLG doors have the func- wing. Each main landing gear has one d
tion of creating an aerodynamic interface between the wing, the fuselage tion of creating an aerodynamic interfac
structure and the MLG bay when the MLGs are retracted, thus decreasing the structure and the MLG bay when the MLG
drag. drag.
The Main Gear and Doors includes these subsystems: The Main Gear and Doors includes these
 Main Landing Gear  Main Landing Gear
 Main Landing Gear Doors  Main Landing Gear Doors
The main landing gear retracts sideward and inboard into the wing. It is The main landing gear retracts sidewa
hinged on the wing structure and has one laterally opening gear door hinged on the wing structure and has
attached to it. attached to it.
The door is hinged to a rib of the MLG bay in the wing. One rod attaches the The door is hinged to a rib of the MLG ba
door to the MLG main fitting. When the MLG extends, the rod pushes the door to the MLG main fitting. When the
door to open.When the MLG retracts, the rod pulls the door to close. door to open.When the MLG retracts, the
23-2 Phenom 100 23-2

Landing Gear
Main Gear and Doors Main Gear and Doors
DOOR DOOR
MAIN LANDING GEAR MAIN LANDING GEAR
The main landing gears are comprised the following elements: The main landing gears are comprise
 Main Fitting  Main Fitting
 Shock Absorber  Shock Absorber
 Trailing Arm  Trailing Arm
 One locking actuator to retract and extend each main landing gear. The  One locking actuator to retract an
actuator operates also as a side brace when down and locked actuator operates also as a side b
 Downlock device inside the actuator  Downlock device inside the actua
 Wheel Axle  Wheel Axle
 Position Indication Sensors (Weight-on-Wheels, Downlock).  Position Indication Sensors (Weig

Wheel Speed Transducer 
Wheel Speed Transducer

Main Landing Gear Main Landing Gear
SHOCK STRUT SHOCK STRUT

DOWNLOCK SENSOR DOWNLOCK SENSOR
EMERGENCY/
SIDE DOOR PARKING BRAKE SIDE DOOR
BRACE ACTUATOR BRACE ACTUATOR
WST + WOW
DOWNLOCK DEVICE NORMAL BRAKE DOWNLOCK DEVICE NOR
(INTERNAL) (INTERNAL)
SHOCK ABSORBER SHOCK ABSORBER
WOW SENSOR WOW SENSO

TRAILING ARM TRAILING ARM
WOW HARNESS
WST HARNESS WST HA
TYPICAL
Main Safety Gear Pin Main Safety Gear Pin
23-4 Phenom 100 23-4

Landing Gear
Main Landing Gear Doors Main Landing Gear Doors

Each main landing gear has one door. Each main landing gear has one doo
The MLG (Main Landing Gear) doors have the function of creating an aerody- The MLG (Main Landing Gear) doors
namic interface between the wing, fuselage structure and the MLG bay, when namic interface between the wing, fu
the MLGs are retracted, decreasing the drag. the MLGs are retracted, decreasing t
The MLG door does not cover the wheel and tire assemblies when the MLG The MLG door does not cover the w
is fully retracted. is fully retracted.
Main Landing Gear Doors Main Landing Gear Doors
HINGE POINT
HINGE POINT
DOOR DOOR
ATTACHMENT
POINT

Nose Gear and Doors Nose Gear and Doors

The nose landing gear supports the airplane forward section and gives direc- The nose landing gear supports the airpla
tional control while the airplane is on the ground. tional control while the airplane is on the
The function of the nose landing gear doors is to reduce the in-flight drag. The function of the nose landing gear doo
The nose landing gear retracts forward into the nose wheel-well compart- The nose landing gear retracts forward
ment. ment.
The nose landing gear is equipped with one wheel and tire, which can be The nose landing gear is equipped with
steered.The nose landing gear is hinged to the fuselage structure and has steered.The nose landing gear is hinged
two laterally opening gear doors attached to it. two laterally opening gear doors attached
The doors are mechanically linked to the nose landing gear; they are opened The doors are mechanically linked to the
when the landing gear is extended and closed when it is retracted. when the landing gear is extended and cl
Nose Gear and Doors Nose Gear and Doors
DOOR ROD
DOOR MECHANISM DOOR MECHANISM
DOOR DOOR
DOOR DOOR
N N
TIO TIO
EC EC
T DIR DIR
GH HT
FL
I
FLIG
Nose Landing Gear Nose Landing Gear

The nose landing gear is composed of the following elements: The nose landing gear is composed of th

Nose shock strut, which includes the main fitting, a sliding tube, torque 
Nose shock strut, which includes the m
links, a double acting oleo-pneumatic shock absorber, wheel axle and links, a double acting oleo-pneumatic
steering device steering device

Shimmy damper 
Shimmy damper
 Drag brace to resist to drag loads  Drag brace to resist to drag loads
 Locking stay to lock the drag brace  Locking stay to lock the drag brace

One retraction actuator to retract and extend the nose gear 
One retraction actuator to retract and e

Downlock actuator 
Downlock actuator
23-6 Phenom 100 23-6

Landing Gear
The nose landing gear retracts forward inside its compartment on the aircraft The nose landing gear retracts forwa
fuselage nose section, and it is installed with an inclination of 4 degrees for- fuselage nose section, and it is insta
ward. ward.
The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to stop The NLG (Nose Landing Gear) bay h
the NLG wheel rotation when the wheel enters in the bay during the gear the NLG wheel rotation when the w
retraction. retraction.
Nose Landing Gear Nose Landing Gear
RETRACTION ACTUATOR LOCKING STAY RETRACTION ACTUATOR LOCKING STAY
STEERING INTERFACE STEERING INTERFA
CENTERING DEVICE CENTER
CHARGE VALVE (OIL) CHARG
DOWNLOCK DOWNLOCK
ACTUATOR ACTUATOR
DOOR LUG DOO
DRAG BRACE MAIN FITTING DRAG BRACE MAIN FITT
NLG BAY
ATTACHMENT
SHIMMY DAMPER POINT SHIMMY DAMPER
TORQUE LINKS TORQ

SLIDING TUBE SLIDING TUBE
NLG LOCKING STAY
UPPER PART DOWN LOCK
TOWING POINT CHARGE VALVE (N2) PROXIMITY TOWING POINT CHARGE
SWITCH
DOWN LOCK
ACTUATOR
DOWN LOCK
SPRING SAFETY PIN
WHEEL WHEEL
NLG LOCKING STAY

LOWER PART
DRAG BRACE DRAG
ATTACHMENTS ATTACH
NLG Shock Strut NLG Shock Strut

The shock strut supports the aircraft while it is on the ground. Some of the The shock strut supports the aircraf
components of the shock strut are: components of the shock strut are:
Main Fitting Main Fitting
The main fitting is the primary structural element of the NLG. It is machined The main fitting is the primary struct
from an aluminum alloy die-forging. It has attachment lugs for the drag-brace, from an aluminum alloy die-forging. I
locking stay, retraction-actuator, NLG doors and upper torque-link. It has the locking stay, retraction-actuator, NLG
steering device and the pintle pins for attaching the NLG to the aircraft struc- steering device and the pintle pins fo
ture.The upper stop contact is via the towing point and the landing gear stays ture.The upper stop contact is via the
in up position via hydraulic pressure. in up position via hydraulic pressure.

Sliding-Tube and Wheel Axle Sliding-Tube and Wheel Axle

The sliding tube has a wheel axle and attachment lugs for the lower torque The sliding tube has a wheel axle and a
link.The towing adapter is used to connect the towing bar on the NLG. link.The towing adapter is used to connec
Steering Device Steering Device
The steering device is installed on the upper end of the main fitting. The steering device is installed on the up
Torque Links Torque Links
The torque links connect the lower part of sliding-tube and the main fitting, The torque links connect the lower part
thus preventing the sliding tube from rotating (in relation to the main fitting) thus preventing the sliding tube from rot
during steering of the wheel. during steering of the wheel.
NLG Shock Absorber NLG Shock Absorber
The shock absorber function is to absorb the kinetic energy during landing The shock absorber function is to absor
and taxiing in such a way that accelerations imposed upon the airframe are and taxiing in such a way that accelerati
reduced to a tolerable level. reduced to a tolerable level.
NLG Shimmy Damper NLG Shimmy Damper
The shimmy damper reduces the possible vibration between sliding tube and The shimmy damper reduces the possibl
main fitting (rotation movement), which may be induced during rolling on the main fitting (rotation movement), which m
ground. ground.
NLG Drag Brace NLG Drag Brace
The drag-brace is a two-piece hinged strut. It keeps the nose landing gear in The drag-brace is a two-piece hinged str
the fully extended position.The upper part is attached to the NLG bay struc- the fully extended position.The upper pa
ture with pintle pins.The lower part is attached to the shock strut through ture with pintle pins.The lower part is a
another hinge pin. another hinge pin.
NLG Locking Stay NLG Locking Stay
The locking stay is a two-piece hinged strut. It locks the drag-brace in the The locking stay is a two-piece hinged
extended position, and folds it during retraction. extended position, and folds it during retr
The upper and lower locking stay parts are designed to have a limited relative The upper and lower locking stay parts ar
rotation having an over-center stop position. rotation having an over-center stop positi
The locking stay has one proximity sensor.This sensor transmits a signal to The locking stay has one proximity sens
the system when the NLG is locked in the fully extended position. the system when the NLG is locked in the
There is one downlock spring connected to the locking stay to ensure that the There is one downlock spring connected
locking stay goes to the over-centered (locked) position when the NLG is fully locking stay goes to the over-centered (lo
extended and hold it in the over-center position. extended and hold it in the over-center po
NLG Actuator NLG Actuator
The NLG actuator has these functions: The NLG actuator has these functions:

Extend and retract the gear 
Extend and retract the gear

Keep the gear in up position (by action of hydraulic pressure) 
Keep the gear in up position (by action
23-8 Phenom 100 23-8

Landing Gear
NLG Downlock Actuator NLG Downlock Actuator

The NLG downlock actuator uses hydraulic pressure to overcome the down- The NLG downlock actuator uses hy
lock spring force, moving the locking stay from the over centered position, lock spring force, moving the lockin
and allowing the nose landing gear retraction. and allowing the nose landing gear r
Nose Landing Gear Doors Nose Landing Gear Doors

The nose landing gear is hinged on the fuselage structure and has two later- The nose landing gear is hinged on
ally opening doors attached to it. The function of the nose landing gear doors ally opening doors attached to it. The
is to reduce the in-flight drag. is to reduce the in-flight drag.
Both doors open when the landing gear is extended and close when it is Both doors open when the landing
retracted. retracted.
The doors are hinged to the aircraft fuselage. The doors are hinged to the aircraft f
There is a proximity switch installed in the NLG bay. This proximity switch has There is a proximity switch installed i
its target on the door mechanism, when the door is fully retracted. its target on the door mechanism, wh
When the free-fall handle is pulled, the landing gear doors open mechani- When the free-fall handle is pulled,
cally. cally.

Extension and Retraction Extension and Retraction

The extension / retraction system comprises a mechanical control circuit and The extension / retraction system compri
an hydraulic circuit.The extension and retraction are commanded by the pilot an hydraulic circuit.The extension and re
or copilot by means of the landing gear control lever which commands an or copilot by means of the landing gear
hydraulic circuit. The hydraulic circuit operates the main and nose landing hydraulic circuit. The hydraulic circuit op
gear actuator which drives the MLG (Main Landing Gear) and the NLG (Nose gear actuator which drives the MLG (Main
Landing Gear), respectively, to retract and extend. Landing Gear), respectively, to retract an
The system is capable of retracting and extending the landing gears up to a The system is capable of retracting and
speed of 180 kts (Knots) in normal conditions. speed of 180 kts (Knots) in normal condit
The emergency extension system allows the cockpit crew to extend the land- The emergency extension system allows
ing gear manually. A free fall handle is located in the cockpit center pedes- ing gear manually. A free fall handle is l
tal.When the free fall handle is actuated all landing gear hydraulic circuits are tal.When the free fall handle is actuated a
connected to the return line, the landing gears are released from the up posi- connected to the return line, the landing g
tion and, by the action of the gravity force, the landing gear is extended. tion and, by the action of the gravity force
Extension and Retraction Extension and Retraction
MAIN LDG MAIN LDG
MAIN LDG ACT
MAIN LDG ACT

CONTROL
LEVER
DOWN
DOWN
UP
UP
NOSE LDG ACT LDG SELECTOR NOSE LDG ACT
VAVLE
NOSE LDG NOSE LDG
UP UP LINE UP
DOWN DOWN LINE DOWN
FREE FALL
DOWN LOCK VALVE DOWN LOCK
ACT PRESSURE ACT
RETURN
CHECK
VALVE
DOWN
DOWN
MAIN LDG ACT
MAIN LDG ACT

RETURN RETURN
UP
UP
FREE FALL
HANDLE
MAIN LDG MAIN LDG
Hydraulic System Hydraulic System

The hydraulic circuit contains valves, which control the hydraulic flow to per- The hydraulic circuit contains valves, wh
form the operations required by the control circuit. It is also comprises retrac- form the operations required by the contr
tion actuators, and a downlock actuator in the NLG (Nose Landing Gear). tion actuators, and a downlock actuator in
The hydraulic system power pack supplies hydraulic power for the landing The hydraulic system power pack suppl
gear extension and retraction subsystem. gear extension and retraction subsystem.
23-10 Phenom 100 23-10

Landing Gear
Extension Cycle Extension Cycle

The extension cycle starts when the pilot or copilot selects the landing gear The extension cycle starts when the
control lever to down (“DN”) position. control lever to down (“DN”) position.
Pressure comes from the hydraulic system and first passes through the free Pressure comes from the hydraulic s
fall valve.The free fall valve position is the same for normal extension and fall valve.The free fall valve position
retraction. It works as a free passage for the pressure line. So the fluid goes retraction. It works as a free passag
directly to the landing gear selector valve. For landing gear extension the directly to the landing gear selector
selector valve connects the pressure line with the extension circuit (”DOWN”) selector valve connects the pressure
and the return line with the hydraulic circuit identified as “UP” (in the figure). and the return line with the hydraulic
The hydraulic pressure goes to the main and nose landing gears actuators, The hydraulic pressure goes to the
that drive the main and nose landing gears to extend. that drive the main and nose landing
In the down position the MLG (Main Landing Gear) is locked down by a In the down position the MLG (Ma
mechanical locking system installed inside the MLG locking actuator. mechanical locking system installed
There is one proximity sensor installed in each MLG locking actuator.This There is one proximity sensor insta
sensor transmits a signal to the system when the MLG is locked in the fully sensor transmits a signal to the sys
extended position. extended position.
In down position the NLG is locked down by the locking stay. In down position the NLG is locked d
The locking stay has one proximity switch.This sensor transmits a signal to The locking stay has one proximity
the system when the NLG is locked in the fully extended position. the system when the NLG is locked i
Retraction Cycle Retraction Cycle
The retraction cycle starts when the pilot or copilot selects the landing gear The retraction cycle starts when the
control lever to the up (“UP”) position. control lever to the up (“UP”) position
Pressure comes from the hydraulic system and first passes through the free Pressure comes from the hydraulic s
fall selector valve.The free fall valve works as a free passage for the pressure fall selector valve.The free fall valve
line. So the fluid goes directly to the landing gear selector valve. For landing line. So the fluid goes directly to the
gear retraction the selector valve connects the pressure line with the retrac- gear retraction the selector valve co
tion circuit (”UP”) and the return line with the hydraulic circuit ”DOWN”. tion circuit (”UP”) and the return line
The hydraulic pressure goes to the main and nose landing gear actuators, The hydraulic pressure goes to the
that drive the main and nose landing gear to retract. During the retracting that drive the main and nose landin
movement of the NLG the centering roller is moved by the steering centering, movement of the NLG the centering
thus aligning the nose wheel to the centered position. thus aligning the nose wheel to the c
The MLG and NLG are held in the retracted position by the action of the The MLG and NLG are held in the
hydraulic pressure. hydraulic pressure.
There is one proximity sensor installed in each MLG and in the NLG bay There is one proximity sensor insta
area. area.
These sensors transmit a signal to the system when the MLG and NLG are in These sensors transmit a signal to th
the fully retracted position and with the door closed. the fully retracted position and with th

Landing Gear Control Lever Landing Gear Control Lever

The landing gear control lever is located on the cockpit central instrument The landing gear control lever is locate
panel and is used by flight crew to select the landing gear positioning. panel and is used by flight crew to select
The lever position is sensed by microswitches whose electrical signals are The lever position is sensed by microsw
provided to EDCU (Engine Data Collector Unit) and BCU (Brake Control provided to EDCU (Engine Data Collec
Unit). Unit).
Landing Gear Manifold Landing Gear Manifold

The landing gear manifold is installed in the right side of the forward fuselage. The landing gear manifold is installed in th
The body of the landing gear manifold incorporates the landing gear selector The body of the landing gear manifold inc
valve for the extension and retraction of the landing gear (up part) and free valve for the extension and retraction of
fall selector valve (down part). fall selector valve (down part).
Emergency-Extension System Emergency-Extension System
The emergency-extension system (free fall), used when the normal extension The emergency-extension system (free fa
system is not available, allows the crew to extend the landing gear manually system is not available, allows the crew t
in case of normal extension system failure. in case of normal extension system failur
The landing gear emergency handle is located at the cockpit center pedestal. The landing gear emergency handle is loc
The extension is performed by pulling the free fall handle. The handle move- The extension is performed by pulling the
ment is transmitted by a steel cable to the free-fall valve, which connects the ment is transmitted by a steel cable to th
hydraulic lines to the return line, thus allowing the landing gears to extend by hydraulic lines to the return line, thus allo
gravity. gravity.
The mechanical emergency release system has the following components: The mechanical emergency release syste
Free Fall T-Handle Free Fall T-Handle
The free fall T-handle is located at the cockpit center pedestal. The free fall T-handle is located at the co
23-12 Phenom 100 23-12

Landing Gear
Free Fall Cable Free Fall Cable

The free fall cable is a steel cable that transmits the movement from the T- The free fall cable is a steel cable t
handle to the landing gear manifold. handle to the landing gear manifold.

UP
Developed for Train

NOSE LDG DOWN DOWN LINE FREE FALL
VALVE
Emergency Extension System
DOWN
PRESSURE
DOWN LOCK ACT
RETURN
S E R V I C E S
UP
DOWN
CHECK
RETURN VALVE
MAIN LDG ACT
FREE FALL
HANDLE
T R A I N I N G
April 2009
23-14
MAIN LDG
Phenom 100
MAIN LDG
MAIN LDG ACT

CONTROL
LEVER

DOWN
UP
NOSE LDG ACT
LDG SELECTOR
UP VALVE
UP UP LINE
NOSE LDG DOWN DOWN LINE FREE FALL
Emergency Extension System VALVE
DOWN
PRESSURE
DOWN LOCK ACT
RETURN
S E R V I C E S
UP
DOWN
CHECK
RETURN VALVE
MAIN LDG ACT

FREE FALL
HANDLE
T R A I N I N G
April 2009
23-14
MAIN LDG
Landing Gear
Emergency Extension System Emergency Extension System

COMPARTMENT
FREE FALL
COMPARTMENT
FREE FALL
HANDLE
FREE FALL
HANDLE
FREE FALL
CABLE
FREE FALL
MANIFOLD
LANDING GEAR
S S G S S G
Steering Steering
The steering system has the function of steering the nose wheel when the The steering system has the functio
nose landing gear is extended so the pilot can taxi the aircraft on the ground. nose landing gear is extended so the
The steering system has also the function of turning the nose wheel to its The steering system has also the f
centered position when the NLG (Nose Landing Gear) is retracting. centered position when the NLG (No

The steering angle commanded via pedals operates over a range of ±18.3 The steering angle commanded via ped
degrees. Additional ±16.7 degrees can be commanded via differential brak- degrees. Additional ±16.7 degrees can b
ing, thus totalling ±35 degrees. ing, thus totalling ±35 degrees.
For aircraft towing the torque links must be disconnected. With torque link For aircraft towing the torque links mus
disconnected the NLG wheel can rotate 360 degrees. disconnected the NLG wheel can rotate 3
The commands to actuate the steering mechanism are operated by the pilot The commands to actuate the steering m
and copilots by the rudder pedals. Both left and right pedals are mechanically and copilots by the rudder pedals. Both le
linked through connecting rods connected to the forward rudder torque tube. linked through connecting rods connected
There is a connection that transmits the rotational movements from the rud- There is a connection that transmits the
der center right torque tube (pilot) to linear movement of the pedal steering der center right torque tube (pilot) to line
mechanism. The linear movement is transmitted to rotational movement of mechanism. The linear movement is tra
the NLG (Nose Landing Gear) device. the NLG (Nose Landing Gear) device.
The Pedal Steering mechanism contains a spring that, by action of a possible The Pedal Steering mechanism contains
resistance force (that occurs when differential brake is applied) to steer the resistance force (that occurs when differ
23-16 Phenom 100 23-16

Landing Gear
nose wheel, extends (wheel turning right) or retracts (wheel turning left), thus nose wheel, extends (wheel turning r
providing an increase of the linear movement of the steering mechanism and, providing an increase of the linear m
consequently, an increase of 15 degrees in the maximum steering angle. consequently, an increase of 15 degr
The interface between the pedal steering mechanism and the NLG steering The interface between the pedal ste
device is made by direct mechanical contact. This contact is possible only device is made by direct mechanica
when the NLG is in its extended position. When the NLG is retracting or when the NLG is in its extended p
retracted the mechanical contact is lost. retracted the mechanical contact is lo
During the retracting movement of the NLG the center roller is moved by the During the retracting movement of th
steering centering, thus aligning the nose wheel to its centered position. steering centering, thus aligning the
Turning Assisted by Brake radius (Steering 18.3º + 16.7º) Turning Assisted by Brake rad
25.50 m 2
(83 ft 7.93 in) (83
WALL TO WALL WALL
16.92 m 1
(55 ft 6.12 in) (55 f
CURB TO CURB CURB
R1
R4 35° R5
R2
R3
R6
STEERING NOSE NOSE GEAR OUTBD GEAR STEERING NOSE

ANGLE R1 R2 R3 ANGLE R1
35° 9.04 m 29 ft 7.9 in 8.16 m 26 ft 9.2 in 4.75 m 15 ft 7 in 35° 9.04 m 29 ft 7.9 in 8.1
STEERING INBD GEAR RIGHT WING TIP RIGHT TAIL TIP STEERING INBD GEAR R
ANGLE R4 R5 R6 ANGLE R4
35° 8.46 m 27 ft 9.1 in 12.75 m 41 ft 10 in 11.36 m 37 ft 3.2 in 35° 8.46 m 27 ft 9.1 in 12.

Landing Gear Indicating System Landing Gear Indicating Sy

The landing gear indicating system processes the signals generated by the The landing gear indicating system proc
landing gear proximity switches and landing gear control lever microswitches landing gear proximity switches and land
to provide the CAS (Crew Alerting System) with indications of the landing to provide the CAS (Crew Alerting Syst
gear position. gear position.
Landing Gear Indicating System Landing Gear Indicating System
CAS AND LG CONTROL LEVER
GEAR DOWN LOCK

SENSORS AND LANDING
GEAR UP POSITION
SENSORS OF THE NLG
GEAR DOWN LOCK GEAR DOWN LOCK

SENSORS AND LANDING SENSORS AND LANDING
GEAR UP POSITION GEAR UP POSITION
SENSORS OF THE MLG SENSORS OF THE MLG
The CAS indication of the landing gear position consists of three colored The CAS indication of the landing gear
symbols, enclosing text or graphical information. From left to right, each box symbols, enclosing text or graphical infor
represents the position of the left, nose and right landing gear, respectively. represents the position of the left, nose a
For the landing gear in transition, the presentation shall be an amber cross For the landing gear in transition, the pr
hatch. hatch.
For the landing gear locked down, the presentation shall be a green circle For the landing gear locked down, the p
enclosing a green word "DN". enclosing a green word "DN".
For the landing gear up, the presentation shall be a white square enclosing a For the landing gear up, the presentation
white word "UP". white word "UP".
A disagreement between the control lever position and any landing gear leg A disagreement between the control leve
position for more than 20 seconds will activate the warning message “LG position for more than 20 seconds will
LEVER DISAG” and the position in disagreement will change its previous LEVER DISAG” and the position in disa
color to red. color to red.
23-18 Phenom 100 23-18

Landing Gear
Landing Gear Position Indication Landing Gear Position Indicati
Up Down Transition Up Dow

LG LG LG LG LG
UP UP
UP UP UP UP
LG normal L
Up Down Transition Up Dow

LG LG LG LG LG
LG Abnormal + CAS MSG "LG LEVER DISAG" LG Abnormal + CA

SDS2432326100P149
Indication Description Indication Description
Landing Gear Down Landing Gear Down
Landing Gear Up Landing Gear Up

Transitioning (Normal) Transitioning (Normal)

Locked Down Locked Down

Locked Up Locked Up

Transitioning (Abnormal) Transitioning (Abnormal)

Landing Gear Position Indication Landing Gear Position Indication

There are six proximity switches in the system, three landing gear down lock There are six proximity switches in the sy
switches and three landing gear up position switches. Each landing gear leg switches and three landing gear up posit
of the aircraft contains one landing gear down lock switch and one landing of the aircraft contains one landing gear
gear up position switch. gear up position switch.
Down Lock Switches of the MLG (Main Landing Gear) Down Lock Switches of the MLG (Main
The gear down lock switches of the MLG are installed on the MLG locking The gear down lock switches of the ML
actuator. There is a mechanism to lock the hydraulic actuator, the proximity actuator. There is a mechanism to lock t
switch is in front of its target when this mechanism is activated. switch is in front of its target when this me
Down Lock Switch of the NLG (Nose Landing Gear) Down Lock Switch of the NLG (Nose L
The gear down lock switch of the NLG is installed on the NLG locking stay. The gear down lock switch of the NLG i
The locking stay is a two-hinged piece strut, the proximity switch is installed The locking stay is a two-hinged piece s
on the upper part and its target is installed on the lower part.The PS (Proxim- on the upper part and its target is installe
ity Switch) is in front of its target when the locking stay is in an over-centered ity Switch) is in front of its target when the
(locked) position. (locked) position.
Up Position Switches of the MLG Up Position Switches of the MLG
The landing gear up position switches of the MLG are installed on the Main The landing gear up position switches of
Landing Gear bay area and have their target installed on the MLG door Landing Gear bay area and have their
mechanism.The proximity switches are in front of their targets when the MLG mechanism.The proximity switches are in
is fully retracted. is fully retracted.
Up Position Switch of the NLG Up Position Switch of the NLG
The landing gear up position switch of the NLG is installed on the Nose Land- The landing gear up position switch of the
ing Gear bay area and has its target installed on the left side of the NLG door ing Gear bay area and has its target insta
mechanism. The proximity switches are in front of their targets when the NLG mechanism. The proximity switches are in
is fully retracted and the door is closed. is fully retracted and the door is closed.
23-20 Phenom 100 23-20

Landing Gear
Landing Gear Proximity Switches Landing Gear Proximity Switch
PROXIMITY SWITCH PROXIMITY SWITCH
MAIN GEAR MAIN GEAR
PROXIMITY SWITCH PROXIMIT
TARGET TARGE
NOSE GEAR SDS2432326100P151R

NO

Landing Gear Aural Warning Landing Gear Aural Warnin

A landing gear aural warning alerts the crew whenever any landing gear is A landing gear aural warning alerts the
not down and locked. The aural warning LANDING GEAR is announced in not down and locked. The aural warning
the following situations: the following situations:
Flap lever at 0 or 1 position Flap lever at 0 or 1 position
 Difference between pressure altitude and LFE is lower than 700 ft AGL,  Difference between pressure altitude a
and and
 Airspeed below 160 KIAS;  Airspeed below 160 KIAS;
 Either thrust lever is set below 23° with the opposite thrust lever below 35°  Either thrust lever is set below 23° with
for two operative engines, or for two operative engines, or


Thrust lever of operative engine is set below 35° for a one engine inopera- 
Thrust lever of operative engine is set
tive condition. tive condition.
Flap lever at 2 position Flap lever at 2 position
 Either thrust lever is set below 23° with the opposite thrust lever below 35°  Either thrust lever is set below 23° with
for two operative engines, or for two operative engines, or

 Thrust lever of operative engine is set below 35° for a one engine inopera-  Thrust lever of operative engine is set
tive condition. tive condition.

 Landing gear aural warning cannot be silenced by pushing the landing  Landing gear aural warning cannot be
gear warning inhibition button. gear warning inhibition button.

Flap lever at 3 or FULL position Flap lever at 3 or FULL position
 Regardless of thrust lever position, airspeed and altitude, the landing gear  Regardless of thrust lever position, airs
aural warning cannot be silenced by pushing the landing gear warning aural warning cannot be silenced by p
inhibition button. inhibition button.
Air / Ground System Air / Ground System

The Air / Ground system operates with information provided by the WOW The Air / Ground system operates with
(Weight-on-Wheels) proximity switch, located on the main landing gear shock (Weight-on-Wheels) proximity switch, loca
strut, that determines when the aircraft is on ground or in flight. strut, that determines when the aircraft is
There are two weight-on-wheel sensors, each installed on the right and left There are two weight-on-wheel sensors,
main landing gear shock struts. The target of the WOW sensor is located on main landing gear shock struts. The targ
the trailing arm. the trailing arm.
With the aircraft in flight, the shock absorber extends and a steel target is With the aircraft in flight, the shock abs
positioned in front of the sensor. When the aircraft is on ground, the shock positioned in front of the sensor. When
absorber compresses, and the target moves forward of the sensor. absorber compresses, and the target mov
The WOW signals are used by the following aircraft systems: The WOW signals are used by the follow

Brake Control System 
Brake Control System

Landing Gear Control Lever 
Landing Gear Control Lever
 FADEC (Full Authority Digital Engine Control)  FADEC (Full Authority Digital Engine C
 Electrical System  Electrical System
23-22 Phenom 100 23-22

Landing Gear
 Lights (Baggage Compartment)  Lights (Baggage Compartment)

 Air Conditioning and Pressurization  Air Conditioning and Pressurizatio
 Fuel System (Fuel Indication)  Fuel System (Fuel Indication)
 Flight Controls (Flaps)  Flight Controls (Flaps)
 Avionics (Data Concentrator Unit and GEA (Garmin Engine Airframe unit)  Avionics (Data Concentrator Unit
A disagreement of signal from right and left WOW sensors for more than 3 A disagreement of signal from right
seconds will activate the caution message "LG WOW SYS FAIL". The electri- seconds will activate the caution mes
cal power is provided by the emergency bus. cal power is provided by the emerge
Air/Ground System Air/Ground System
PROXIMITY
SWITCH
TARGET
MAIN LANDING GEAR SDS2432326300P159r MAIN LANDING GEAR

Airspeeds Airspeeds
Landing Gear Operation/extended Speed (VLO AND VLE) Landing Gear Operation/extended Spe
VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLO is the maximum speed at which the landing gear can be safely VLO is the maximum speed at whic
extended and retracted. extended and retracted.
VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VLE is the maximum speed at which the airplane can be safely flown with VLE is the maximum speed at which t
the landing gear extended and locked. the landing gear extended and locked
Note: For emergency purposes only, the landing gear may be extended at Note: For emergency purposes only, th
speeds higher than 180 KIAS but not exceeding 250 KIAS. If land- speeds higher than 180 KIAS bu
ing gear is extended above 180 KIAS, report to the maintenance ing gear is extended above 180
Maximum Tire Ground Speed Maximum Tire Ground Speed

Maximum Tire Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 kt Maximum Tire Ground Speed . . . . . . . . .

Signal from LG position indication S

proximity switches and LG control p
Warning LG LEVER DISAG Warning LG LEVER DISAG
lever are in disagreement for more le
than 20sec
Signal from RH and LH wow proximity Sign

LG WOW SYS LG WOW SYS
Caution switches are in disagreement for more Caution swit
FAIL FAIL
than 3sec
23-24 Phenom 100 23-24

Lighting
Lighting Lighting
General General
The lighting system provides lighting for the interior and exterior of the aircraft The lighting system provides lighting
under normal and emergency conditions. under normal and emergency conditi
The internal lighting system provides cockpit lighting and cabin lighting to The internal lighting system provide
include warning sign illumination. include warning sign illumination.
The external lighting system uses high intensity lights. These lights are used The external lighting system uses hi
for taxiing, takeoff and landing proccedures. They are also used for in-flight for taxiing, takeoff and landing procc
orientation and identification of aircraft position orientation and identification of aircra
Cockpit Cockpit
The cockpit lighting system provides illumination for the work area, panels, The cockpit lighting system provides
and instruments. The switch that controls the lights of the cockpit is installed and instruments. The switch that con
on a control panel, located in the cockpit, below the reading light shroud on a control panel, located in the
assembly. assembly.
Cockpit Lights Cockpit Lights
The Cockpit Lighting System is composed of the following: The Cockpit Lighting System is comp
 Dome Light  Dome Light
 Reading Lights  Reading Lights
 Instrument and Panel Lights  Instrument and Panel Lights
 Flood / Storm Lights (Optional)  Flood / Storm Lights (Optional)

Annunciator Test 
Annunciator Test
 Cockpit Panel Rotary Knob  Cockpit Panel Rotary Knob

Dome Light Dome Light

There is one dome light located on the cockpit ceiling panel designed to pro- There is one dome light located on the co
vide general lighting for the cockpit area during flight and/or ground opera- vide general lighting for the cockpit area
tions as required by the flight crew. The dome light is turned on/off by a tions as required by the flight crew. Th
pushbutton located on the light bezel. The electrical power is supplied pushbutton located on the light bezel.
through the EMERGENCY BUS to allow cockpit lighting in electrical emer- through the EMERGENCY BUS to allow
gency condition. gency condition.
Cockpit Reading Lights Cockpit Reading Lights
There are two cockpit reading lights installed on the cockpit ceiling panel, one There are two cockpit reading lights insta
for the pilot and the other for the copilot. The light intensity can be adjusted for the pilot and the other for the copilot.
from off to dim and from dim to full bright, by touching the outer bezel of the from off to dim and from dim to full brigh
unit. The third touch turns the light off. Light beam orientation up to 35 unit. The third touch turns the light off
degrees from unit vertical axis provides a total of 70 degrees of movement in degrees from unit vertical axis provides a
any direction and it is adjustable by moving the unit inner bezel. The reading any direction and it is adjustable by movin
lights are powered by the DC BUS 2. lights are powered by the DC BUS 2.
Instruments and Panel Lights Instruments and Panel Lights

The instrument and control panel lights system provides lighting for instru- The instrument and control panel lights
ments, panels, and pushbuttons, improving crewmember’s vision during flight ments, panels, and pushbuttons, improvin
procedures. procedures.
24-2 Phenom 100 24-2

Lighting
The instruments and panels are divided into four zones, and they are located The instruments and panels are divid
on the overhead panel, main panel, control pedestal, and side consoles. on the overhead panel, main panel, c
Cockpit Panel Rotatory Switch Cockpit Panel Rotatory Switch
The CKPT PANEL rotatory switch is located on the LIGHTS control panel and The CKPT PANEL rotatory switch is
controls the brightness of the instrument and panel lights. The dimmer output controls the brightness of the instrum
is controlled by means of the single-turn rotary knob. Under normal operation, is controlled by means of the single-t
the dimmer controls the brightness of the instruments and panel lights LED. the dimmer controls the brightness o
When the rotary switch is set to the OFF position, the dimer and instrument When the rotary switch is set to the
and panel lights go off. The cockpit dimmer is powered from DC BUS 2. and panel lights go off. The cockpit d
Flood / Storm Lights (optional) Flood / Storm Lights (optional)

The flood / storm lights consist of three thunderstorm light assemblies located The flood / storm lights consist of thre
under the glareshield; one on the pilot’s side, one in the center, and another under the glareshield; one on the pil
on the copilot’s side. on the copilot’s side.
The three-position switch provides two brightness settings and the off The three-position switch provides
condition. condition.
The electrical power supply comes from DC BUS 2. The electrical power supply comes fr
FLOOD / STORM LIGHTS FLOOD / S

Annunciator Test Annunciator Test

The ANNUNCIATOR pushbutton performs the lighting test of the LED (Light- The ANNUNCIATOR pushbutton perform
Emitting Diodes of the striped bar and caption indication of the pushbuttons. Emitting Diodes of the striped bar and ca
This test is applicable to the following lights on the main instrument panel, This test is applicable to the following li
control pedestal, and lateral consoles: control pedestal, and lateral consoles:
 Dump Switch  Dump Switch
 Fuel Transfer Switch  Fuel Transfer Switch
 Parking Brake Light  Parking Brake Light
 Electrical Emergency Switch  Electrical Emergency Switch
 CVDR Switches  CVDR Switches

Pusher Cutout Switch 
Pusher Cutout Switch
Illumination of the annunciator is available during electrical emergency condi- Illumination of the annunciator is available
tion since these units are powered by the EMERGENCY BUS. tion since these units are powered by the
TEST TEST
ANNUNCIATOR ANNUNCIA
FIRE FIRE
STALL PROT STALL P
24-4 Phenom 100 24-4

Lighting
Passenger Cabin Passenger Cabin

The function of the passenger cabin lighting is to supply light for the comfort The function of the passenger cabin
and use of the passengers and crew. and use of the passengers and crew
Cabin Lights Cabin Lights
 Passenger Upwash Lights  Passenger Upwash Lights
 Effect Lights  Effect Lights
 Passenger Warning Signs  Passenger Warning Signs
 Passenger Reading Lights /Table Lights  Passenger Reading Lights /Table

Passenger Up Wash Lights Passenger Up Wash Lights

The passenger up wash lights use LED (Light-Emitting Diode) technology, and The passenger up wash lights use LED (L
provides ambient illumination for passenger comfort. The passenger up wash provides ambient illumination for passeng
light is a flexible printed circuit board with white LEDs to provide light to the light is a flexible printed circuit board wit
monument, installed on the LH (Left Hand) and RH (Right Hand) sidewall. monument, installed on the LH (Left Hand
LED cabin up wash lights, located on the LH and RH sidewall, are controlled by LED cabin up wash lights, located on the L
a potentiometer switch, located on the LIGHTS control panel. Turning the UP a potentiometer switch, located on the LIG
WASH knob fully clockwise causes the lights to have a normal brightness. If the WASH knob fully clockwise causes the ligh
knob is fully turned counterclockwise, the UP WASH lights are dimmed and knob is fully turned counterclockwise, the
OFF in the fullcounterclockwise position. OFF in the fullcounterclockwise position.
UPWASH LIGHTS UPWASH LIGH
24-6 Phenom 100 24-6

Lighting
Effect Lights Effect Lights

The LED (Light-Emitting Diode) effect lights are installed in the right and left The LED (Light-Emitting Diode) effe
side of the passenger cabin. The effect lights are composed of the LED fold- side of the passenger cabin. The eff
able table light. able table light.
The LED effect lights are controlled by the EFFECT switch installed on the The LED effect lights are controlled
LIGHTS control panel with three operation positions: OFF, DIM or BRT. The LIGHTS control panel with three ope
electrical power supply comes from SHED BUS. electrical power supply comes from S
A A
EFFECT LIGHT
A
SDS2432332200P033R
Passenger Warning Signs Passenger Warning Signs

The warning signs give the passengers visual signs and announcements The warning signs give the passen
about TURN OFF ELECTRONIC DEVICES, FASTEN-SEAT-BELTS. The about TURN OFF ELECTRONIC
passenger warning signs are illuminated signs that will be clearly visible passenger warning signs are illum
under normal daylight lighting conditions. under normal daylight lighting conditi
They are activated by a switch in the cockpit or by the automatic oxygen indi- They are activated by a switch in the
cation relay that is activated during an aircraft depressurization. Passenger cation relay that is activated during

advisory signs, are controlled by a three-position switch, located on the PAX advisory signs, are controlled by a three-
SIGNS control panel, on the cockpit main panel. The system is powered from SIGNS control panel, on the cockpit main
DC BUS 1. DC BUS 1.
Pax Signs Switch Pax Signs Switch
 PED-BELTS/OFF - Turn off electronic deviced illuminated and fasten  PED-BELTS/OFF - Turn off electronic
seat belts illuminated seat belts illuminated
 BELTS/ON - Fasten seat belts illuminated.  BELTS/ON - Fasten seat belts illumin
 OFF/ON - No sign illuminated  OFF/ON - No sign illuminated
FUEL PUSHER FUEL
PUMP 1 XFR PUMP 2 CUTOUT PUMP 1 XFR PU
ON ON ON
AUTO AUTO AUTO

OFF OFF OFF

AUTO
OFF ON
BELTS/ON ARMED BELTS/ON ARM
OFF/ON TEST/RESET OFF/ON TES
2300P037R
PASSENGER WARNING SIGN PASSENGER WA
24-8 Phenom 100 24-8

Lighting
Passenger Reading Lights / Table Lights Passenger Reading Lights / Ta

The passenger reading lights consists of a light source installed on the The passenger reading lights cons
sidewall, and controlled individually through a switch installed on the PCU sidewall, and controlled individually
(Passenger Control Unit) in a way to allow personal illumination control.The (Passenger Control Unit) in a way to
electrical power supply comes from DC BUS 2. electrical power supply comes from D
The table lights are installed on the LH and RH sidewall, above the foldable The table lights are installed on the
table. The table lights are controlled through a switch installed on the PCU and table. The table lights are controlled t
used to provide personal illumination control in ON / OFF mode operation. The used to provide personal illumination
electrical power supply comes from DC BUS 2. electrical power supply comes from D
B B
C C
SIDELEDGE (REF.) B SIDELEDGE (REF.)
PCU
PASSENGER READING LIGHT PASSENGER READING LIG
B B
TABLE LIGHT

PCU - Passenger Control Unit PCU - Passenger Control Unit
Courtesy Lights Courtesy Lights
24-10 Phenom 100 24-10

Lighting
Courtesy Lights Courtesy Lights

The courtesy lighting system provides illumination for safe boarding of the The courtesy lighting system provid
crew members and passengers. crew members and passengers.
The courtesy lighting system has the following components: The courtesy lighting system has the
 Main Door Dome Light  Main Door Dome Light
 Cockpit Step Light  Cockpit Step Light

Airstairs Step Lights 
Airstairs Step Lights
Main Door Dome Light Main Door Dome Light
The main door dome courtesy light, is a white LED light, installed on the ceil- The main door dome courtesy light,
ing panel to provide minimum lighting level for boarding ing panel to provide minimum lighting
Cockpit Step Light Cockpit Step Light
The cockpit step courtesy light is a red light composed of only one assembly The cockpit step courtesy light is a r
with a string of LEDs installed on the step between the passenger cabin and with a string of LEDs installed on the
the cockpit area. The major purpose of this light is to indicate a change in the the cockpit area. The major purpose
floor level, thus preventing the flight crew from being injured. The cockpit step floor level, thus preventing the flight c
courtesy light is part of the courtesy lighting system. courtesy light is part of the courtesy l
Airstairs Step Light Airstairs Step Light
The airstairs step courtesy lights illuminate all the airstairs steps, and the The airstairs step courtesy lights ill
ground. This set of light is composed of LEDs assemblies; two for the first ground. This set of light is compose
step, one for each other step. The major purpose of these lights is to permit step, one for each other step. The m
safe boarding/unboarding and help the passengers/crew in case of an emer- safe boarding/unboarding and help t
gency evacuation. The airstairs courtesy lights go on every time the airstairs gency evacuation. The airstairs cour
is deployed. The airstairs courtesy lights are part of the courtesy lighting sys- is deployed. The airstairs courtesy lig
tem. tem.
Operations Operations
The lights are turned on by two independent three-way switches; one located The lights are turned on by two inde
inside the cockpit on the left hand console and the other near the main door inside the cockpit on the left hand co
right side. This system is powered by the HOT BATT BUS 1. With the aircraft right side. This system is powered by
parked, it is possible to turn on the courtesy lights for a maximum of 5 minutes. parked, it is possible to turn on the co
The lights are turned off via a timer The lights are turned off via a timer

Courtesy / Airstairs / Cockpit Step Lights Courtesy / Airstairs / Cockpit Step

ZONE ZONE
315 315
316 316
B B
C
A A
ZONE ZONE
211 211
C C
D
D D
D D
B B
BAGGAGE COMPARTMENT BAGGAGE COMPARTMENT

LIGHT SWITCH BAGGAGE LIGHT SWITCH
COMPARTMENT LIGHT CO
C D C
TYPICAL TYPICAL
TYPICAL
24-12 Phenom 100 24-12

Lighting
B B
ZONE
813
D
A A
C C
C C
A A
D F
E
E E
LH LATERAL LH LATERAL
CONSOLE (REF.) CONSOLE (REF.)
B D B
COURTESY/STAIR MAIN DOOR COURT

COURTESY/STEP LIGHT LTS SWITCH COURTESY LIGHT COURTESY/STEP LIGHT LTS
C E F C
EM500ENSDS330048A

Baggage and Service Compartments Baggage and Service Com

The lights of the cargo and service compartments illuminate these compart- The lights of the cargo and service comp
ments and make their operation and inspection easier when the aircraft is on ments and make their operation and insp
the ground. the ground.
Baggage Compartment Lights Baggage Compartment Lights
The baggage compartment lighting system provides lighting for the compart- The baggage compartment lighting syste
ment during loading or unloading of baggage. The system also provides light- ment during loading or unloading of bagg
ing when it is necessary to perform maintenance services inside the baggage ing when it is necessary to perform maint
compartment. compartment.
There is one light in the forward baggage compartment and two lights in the There is one light in the forward baggage
aft baggage compartment. These are LED (Light-Emitting Diode) dome lights aft baggage compartment. These are LED
and are installed inside the baggage compartment bay, on the baggage ceil- and are installed inside the baggage com
ing panel. Lights for the baggage compartments are powered thru the HOT ing panel. Lights for the baggage compa
BATT BUS 1. BATT BUS 1.
Manual Switch Manual Switch
There is one manual switch in each baggage compartment. This switch con- There is one manual switch in each bagg
trols the baggage compartment lights regardless of the door position. trols the baggage compartment lights reg
When the manual switch is pressed, the baggage compartment lights come When the manual switch is pressed, the
on and stay on for 5 minutes. on and stay on for 5 minutes.
Service Compartment Lights Service Compartment Lights
The service lights system provides lighting to the service compartments, for The service lights system provides lightin
quick inspection and accomplishment of simple maintenance tasks while the quick inspection and accomplishment of
aircraft is on the ground. The service lights system provides lighting to the aircraft is on the ground. The service lig
center and aft compartments, for quick inspection and accomplishment of center and aft compartments, for quick
simple maintenance tasks while the aircraft is on the ground. It is designed to simple maintenance tasks while the aircra
provide adequate lighting to each of the two service areas. One LED (Light- provide adequate lighting to each of the
Emitting Diode) light assembly unit is installed in each service area. Emitting Diode) light assembly unit is inst
This light is used to illuminate LRU (Line Replaceable Unit)’s located in the This light is used to illuminate LRU (Line
center and aft compartments. center and aft compartments.
24-14 Phenom 100 24-14

Lighting
Central Switches Central Switches

There is an internal switch located on the center and aft service compart- There is an internal switch located
ments. The switch controls the internal light manually. ments. The switch controls the intern
Each service compartments light are controlled by a dedicated manual Each service compartments light a
switch. The electrical power supply comes from SHED BUS. switch. The electrical power supply c
External Lights External Lights

The exterior lighting system uses high intensity lights. These lights are used The exterior lighting system uses hig
for taxing, takeoff and landing procedures. They are also used for in-flight ori- for taxing, takeoff and landing proced
entation and identification of aircraft position. entation and identification of aircraft

Landing / Taxiing Lights 
Landing / Taxiing Lights
 Navigation / Strobe Lights  Navigation / Strobe Lights
 Red beacon Light  Red beacon Light

Logo Type Lights 
Logo Type Lights
 Inspection Light  Inspection Light

Landing/Taxi Lights Landing/Taxi Lights

The landing light system gives visual ground reference during taxi, takeoff, The landing light system gives visual gr
final approach and landing. There are two landing light assemblies installed final approach and landing. There are tw
on the wing leading edges close to the fuselage. on the wing leading edges close to the fu
The lights are commanded by means of the LDG/TAXI switch on the LIGHTS The lights are commanded by means of t
control panel. The switch commands both wing root landing/taxi lights. The control panel. The switch commands bo
system has two dimmable ballasts that supply 50 Watt power in high mode for system has two dimmable ballasts that su
landing and 35 Wat power in low mode for taxi. The LH (Left Hand) landing / landing and 35 Wat power in low mode fo
taxi light is powered from DC BUS 1, and the RH (Right Hand) landing / taxi taxi light is powered from DC BUS 1, and
light is powered from DC BUS 2. light is powered from DC BUS 2.
LANDING LIGHTS LANDING LIG
Navigation / Strobe Lights Navigation / Strobe Lights

The navigation / strobe lights system gives visual position configuration while The navigation / strobe lights system give
the aircraft is flying during the night. There are two navigation light assem- the aircraft is flying during the night. The
blies installed in the aircraft. Each assembly is installed on the wing tip and blies installed in the aircraft. Each assem
has two different colors of lights. has two different colors of lights.
There is one navigation/strobe light LED (Light-Emitting Diode) assembly There is one navigation/strobe light LE
installed on each wing tip. The navigation light and the strobe light are in the installed on each wing tip. The navigation
same enclosure. same enclosure.
The Navigation lights are switched to ON or OFF by the NAV switch installed The Navigation lights are switched to ON
on the LIGHTS control panel. When activated, this switch turns on the red, on the LIGHTS control panel. When act
green, and white navigation lights located on the wing tips. green, and white navigation lights located
24-16 Phenom 100 24-16

Lighting
The White Strobe Lights are switched to ON or OFF by the STROBE switch The White Strobe Lights are switche
installed on the LIGHTS control panel. When activated, this switch turns on installed on the LIGHTS control pan
the white strobe lights located on the wing tips. the white strobe lights located on the
NAVIGATION / STROBE LIGHTS NAVIGATION / STROBE LIGHTS
NAVIGATION / STROBE LIGHTS NAVIGATION / STROBE LIGHTS
Components Zone/Access Components

Green Navigaion Light RH (Right Hand) Wing Tip Green Navigaion Light
Red Navigation Light LH (Left Hand) Wing Tip Red Navigation Light
White Navigation Light One on LH and One on RH Wing Tip White Navigation Light
Navigation Light Switches Lights Control Panel Navigation Light Switches

Red Beacon Light Red Beacon Light

The red beacon light/beacon system is a supplemental anti collision light sys- The red beacon light/beacon system is a
tem with high (red) luminous intensity. The system, located on the upper fuse- tem with high (red) luminous intensity. The
lage, provides illumination for visual recognition and collision avoidance. It is lage, provides illumination for visual reco
used as a visual indication of engine operation without causing glare to other used as a visual indication of engine ope
pilots or ground personnel. pilots or ground personnel.
The red beacon light is controlled through the ENG START/STOP 1 or 2 The red beacon light is controlled throu
switches, located on the ENG START/STOP control panel. The red beacon switches, located on the ENG START/ST
light is commanded on when either ENG START/STOP 1 or 2 switches are light is commanded on when either ENG
set to RUN. The red beacon light is commanded off when both ENG START/ set to RUN. The red beacon light is comm
STOP switches are set to STOP. The red beacon light is powered by DC Bus STOP switches are set to STOP. The red
2 2
RED BEACON RED BEACON

LIGHT LIGHT
FIRE TRIM FIRE

BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP

S ENG START / STOP
S
RUN RUN RUN R
PITCH BKP
UP
DN
1 2 1
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
24-18 Phenom 100 24-18

Lighting
Logotype Lights Logotype Lights

The logotype light system provides lighting for the logotype of the operator The logotype light system provides
displayed on the vertical stabilizer. displayed on the vertical stabilizer.
There are two logotype lights with 40W (watt) halogen lamps. They are installed There are two logotype lights with 40W
on top of each engine pylon with the light beam aimed at the vertical stabilzer. on top of each engine pylon with the lig
Logotype Light Switch Logotype Light Switch
There is a LOGO LT switch that controls the logotype lights. It is installed on the There is a LOGO LT switch that contro
LOGO LT control panel, located in the cockpit LH lateral console. LOGO LT control panel, located in the
RH
LOGOTYPE
LIGHT
LH
LOGOTYPE
LIGHT
A A

Inspection Light Inspection Light

The inspection light system provides illumination of the left wing for visual The inspection light system provides illu
inspection of the wing while the aircraft is flying at night. There is one lamp inspection of the wing while the aircraft
installed in the fuselage, on the LH (Left-Hand) side of the aircraft. The light installed in the fuselage, on the LH (Left-
beams are directed to the wing leading edge. beams are directed to the wing leading ed
The INSP LIGHT switch is located on the ICE PROTECTION/HEATING con- The INSP LIGHT switch is located on the
trol panel, located on the main instrument panel. This switch is used to set the trol panel, located on the main instrument
wing inspection light to ON or OFF. The wing inspection light is powered from wing inspection light to ON or OFF. The w
DC BUS 1. DC BUS 1.
ON ON ON
OFF OFF OFF

AUTO AUTO
OFF ON OFF ON
ON
OFF
24-20 Phenom 100 24-20

Lighting
None None
None None

24-22 Phenom 100 24-22

Navigation
General General
Navigation systems of the Phenom 100 consists of the Horizontal Situation Navigation systems of the Phenom
Indicator, Standby Compass, Integrated Electronic Standby Instrument Unit Indicator, Standby Compass, Integra
(IESI), VHF NAV System, Distance Measuring Equipment (DME), Marker (IESI), VHF NAV System, Distance
Beacon Equipment (MB), Global Positioning System (GPS), Transponder, Beacon Equipment (MB), Global P
Weather Radar System, and Flight Management System. Weather Radar System, and Flight M
Horizontal Situation Indicator (HSI) Horizontal Situation Ind

The horizontal situation indicator displays a rotating compass card in a head- The horizontal situation indicator disp
ing-up orientation. Letters indicating the cardinal points and numeric labels ing-up orientation. Letters indicating
occur every 30 degrees. Major tick marks are at 10 degree intervals and occur every 30 degrees. Major tick
minor tick marks at 5 degree intervals. The HSI presents heading, turn rate, minor tick marks at 5 degree interva
course deviation, bearing, and navigation source information in either a 360 course deviation, bearing, and navig
degree compass-rose format or an arc mode.) degree compass-rose format or an a
16 15 14 16
1 1
2 13 2
3 3
4 4
5 12 5
6 11 6
7 10 7
8 9 8
1 Turn Rate Indicator 9 To/From Indicator 1 Turn Rate Indicator

2 Selected Heading 10 Course Pointer 2 Selected Heading
3 Current Track Indicator 11 Heading Bug 3 Current Track Indicat
4 Lateral Deviation Scale 12 Flight Phase 4 Lateral Deviation Sca
5 Navigation Source 13 Selected Course 5 Navigation Source
6 Aircraft Symbol 14 Turn Rate/Heading 6 Aircraft Symbol
Trend Vector
7 Course Deviation Indicator 7 Course Deviation Ind
(CDI) 15 Current Heading (CDI)
8 Rotating Compass Rose 16 Lubber Line 8 Rotating Compass Ro

Course Pointer Flight Phase Annunciation Course Pointer Flig
Source Course Deviation Source
and To/From
Indicator
Lateral Lateral
Deviation Deviation
Scale Scale
Heading and Course Indication Heading and Course Indication

A digital reading of the current magnetic heading appears on top of the HSI. A digital reading of the current magnetic
The heading displayed on the HSI is always magnetic, even if the NAV The heading displayed on the HSI is
ANGLE is set to TRUE on the system setup page, of the AUX page group. ANGLE is set to TRUE on the system s
The current track is represented on the HSI by a magenta diamond bug. The current track is represented on the H
The selected heading is shown in light blue at the upper left corner of the HSI The selected heading is shown in light blu
and is set with the HDG SEL knob, on the guidance panel (changes selected and is set with the HDG SEL knob, on the
heading on both PFDs). The light blue bug on the compass rose corresponds heading on both PFDs). The light blue bu
to the selected heading. The bug and current heading can be synchronized to the selected heading. The bug and cu
by pressing the HDG SEL knob, moving the bug to the current heading. by pressing the HDG SEL knob, moving t
The selected course is shown on the upper right corner of the HSI and is The selected course is shown on the u
adjusted for each PFD independently with the corresponding CRS knob (CRS1 adjusted for each PFD independently with
knob or CRS2 knob) on the guidance panel. Pressing the corresponding CRS knob or CRS2 knob) on the guidance pan
knob re-centers the CDI (Course Deviation Indicator) and returns the course knob re-centers the CDI (Course Deviatio
pointer to the bearing of the active waypoint or navigation station. The color of the pointer to the bearing of the active waypoint
selected course corresponds to the selected navigation source: magenta for selected course corresponds to the selec
GPS or green for NAV (VOR (VHF,LOC). GPS or green for NAV (VOR (VHF,LOC).
Current Track Indicator Current Heading Current Track Indicator C
Selected Selected Selected

Heading Course Heading
Heading
Bug
25-2 Phenom 100 25-2

Navigation
Turn Rate Indicator Turn Rate Indicator

The turn rate indicator is located directly above the rotating compass card. The turn rate indicator is located di
Tick marks to the left and right of the lubber line denote half-standard and Tick marks to the left and right of th
standard turn rates. A magenta turn rate trend vector shows the current turn standard turn rates. A magenta turn
rate. The end of the trend vector gives the heading to be reached in 6 sec- rate. The end of the trend vector giv
onds, based on the present turn rate. At rates greater than 4 degrees per seconds, based on the present turn rate.
ond, an arrowhead appears at the end of the magenta trend vector and the ond, an arrowhead appears at the e
prediction is no longer valid. prediction is no longer valid.
A standard-rate turn (3 degrees per second) is shown on the indicator by the A standard-rate turn (3 degrees per
trend vector stopping at the standard turn rate tick mark, corresponding to a trend vector stopping at the standard
predicted heading of 18 degrees from the current heading. predicted heading of 18 degrees from
Half-standard Half-standard
Turn Rate Turn Rate
Arrow Shown
Standard for Turn Rate Standard
Turn Rate > 4 deg/sec Turn Rate
Navigation Source Navigation Source

The HSI can display two sources of navigation: GPS or NAV (VOR, LOC, and The HSI can display two sources of n
GS). The CDI softkey cycles through the navigation sources. Color indicates GS). The CDI softkey cycles through
the current navigation source: magenta (for GPS) or green (for VOR and the current navigation source: mag
LOC); the selected course readout also follows these color indications. LOC); the selected course readout a
“LOI” (Loss of Integrity – GPS integrity is insufficient for the current phase of “LOI” (Loss of Integrity – GPS integr
flight) or “WARN” (Warning – GPS position error) annunciations may appear flight) or “WARN” (Warning – GPS p
in yellow on the HSI to indicate abnormal GPS conditions. in yellow on the HSI to indicate abno
Navigation
Source
Selected on
Both PFDs

Course Deviation Indicator Course Deviation Indicator

The CDI moves left or right from the course pointer along a lateral deviation The CDI moves left or right from the cou
scale to display aircraft position relative to the course. The CDI has the same scale to display aircraft position relative to
angular limits as a mechanical CDI when coupled to a VOR or LOC. When cou- angular limits as a mechanical CDI when c
pled to GPS, the full scale limits for the CDI are defined by a GPS-derived dis- pled to GPS, the full scale limits for the CD
tance. If the CDI exceeds the maximum deviation on the scale (two dots) while tance. If the CDI exceeds the maximum d
coupled to GPS, the crosstrack error is displayed below the aircraft symbol. coupled to GPS, the crosstrack error is dis
360º HSI 360º HSI
Navigation Flight Navigation Flight

Source Arc HSI Source
Phase Phase
Navigation Flight N
Source Phase
Scale Scale
Crosstrack Crosstrack
Error CDI CDI Error
CDI Scale CDI
Bearing Pointers Bearing Pointers

Two bearing pointers and associated information can be displayed on the HSI Two bearing pointers and associated info
by pressing the PFD softkey, followed by one of the BRG softkeys (BRG1 or by pressing the PFD softkey, followed by
BRG2). Use the BRG softkey to cycle through bearing sources (NAV, GPS). BRG2). Use the BRG softkey to cycle th
The pointers are light blue and are single-lined (BRG1) or double-lined The pointers are light blue and are s
(BRG2). An icon is shown in the respective information window to indicate the (BRG2). An icon is shown in the respectiv
pointer type. The bearing pointers never override the CDI and are visually pointer type. The bearing pointers neve
separated from the CDI by a white ring (shown when bearing pointers are separated from the CDI by a white ring
selected but not necessarily visible due to data unavailability). selected but not necessarily visible due to
When a bearing pointer is displayed, its associated information window is When a bearing pointer is displayed, its
also displayed. The bearing information windows are displayed to the lower also displayed. The bearing information
sides of the HSI and show bearing source (NAV, GPS) pointer icon (single sides of the HSI and show bearing sour
line for BRG1, double line for BRG2), frequency (NAV), station/waypoint iden- line for BRG1, double line for BRG2), freq
tifier (NAV, GPS), and GPS-derived great circle distance to bearing source. tifier (NAV, GPS), and GPS-derived great
If the NAV radio is the bearing source and is tuned to an ILS frequency, the If the NAV radio is the bearing source an
bearing pointer is removed from the HSI and the frequency is replaced with bearing pointer is removed from the HSI
“ILS”. If the NAV radio is not receiving the tuned VOR station, the bearing “ILS”. If the NAV radio is not receiving t
pointer is removed from the HSI and the frequency displayed in the informa- pointer is removed from the HSI and the
tion window is replaced with “NO DATA”. When NAV1 or NAV2 is the selected tion window is replaced with “NO DATA”.
bearing source, the frequency is replaced by the station identifier when the bearing source, the frequency is replace
station is within range. station is within range.
If GPS is the bearing source, the active waypoint identifier is displayed in lieu If GPS is the bearing source, the active w
of a frequency. If an active waypoint is not selected, the bearing pointer is of a frequency. If an active waypoint is
removed from the HSI and “NO DATA” is displayed in the information window. removed from the HSI and “NO DATA” is d
25-4 Phenom 100 25-4

Navigation
DME Window DME Window

The DME information window may be enabled/disabled by pressing the DME The DME information window may b
softkey (a second-level PFD softkey). The DME information window is dis- softkey (a second-level PFD softkey
played above the BRG1 information window and shows the DME label, tuning played above the BRG1 information w
mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is mode (NAV1, NAV2, or HOLD), freq
invalid, the distance is replaced by “–.– – NM”. invalid, the distance is replaced by “–
PFD (Bearing Pointers and DME) PFD (Bearing Pointers and DM
Tuning Mode Tuning Mode Tuning Mode

Bearing 1 Bearing 2 Bearing 1
Frequency Pointer Pointer Frequency Frequency Pointer
Distance No Signal Distance
DME1 Information Window DME2 Information Window DME1 Information Window

No
Distance to Station Waypoint Distance to Station
Bearing Source Identifier Selected Bearing Source Identifier
Bearing Pointer Pointer Bearing Bearing Pointer

Source Icon Icon Source Source Icon
Bearing 1 Information Window Bearing 2 Information Window Bearing 1 Information Window
Wind Data Wind Data

Wind direction and speed can be displayed in a box on the upper left corner Wind direction and speed can be dis
of the HSI. The box can be displayed by pressing the PFD softkey, followed of the HSI. The box can be displaye
by the WIND softkey. The following display options are then available: by the WIND softkey. The following d

Longitudinal and Lateral Components (OPTN1) 
Longitudinal and Lateral Compone
 Total Direction and Speed (OPTN2)  Total Direction and Speed (OPTN2

Total Direction with Head and Crosswind Speed Components (OPTN3) 
Total Direction with Head and Cro

Box Not Displayed (OFF). 
Box Not Displayed (OFF).

When the box is selected for display, but wind information is invalid or When the box is selected for display,
unavailable, the box shows “NO WIND DATA”. unavailable, the box shows “NO WIND D
p y p y y p y p
Option 1 Option 2 Option 1 Option 2
Option 3 No Data Option 3 No Data
Temperature Displays Temperature Displays

The TAT (Total Air Temperature) and SAT (Static Air Temperature) are dis- The TAT (Total Air Temperature) and SA
played in the lower left portion of the PFD under normal mode, or underneath played in the lower left portion of the PFD
the airspeed indicator in PFD reversionary mode. Both are displayed in °C the airspeed indicator in PFD reversiona
(Degrees Celsius) by default. (Degrees Celsius) by default.
Normal
Display
Reversionary Reversionary
Mode Mode
25-6 Phenom 100 25-6

Navigation
Distance Measuring Equipment Distance Measuring Equ

DME
INTERROGATION
(1025-1150) MHz
REPLY REPLY
(960-1213) MHz (960-1
DELAY DELAY
50 μ s 50 μ s
GROUND STATION GROUND STATION
The DME system calculates the time delay of radio pulses transmitted to and The DME system calculates the time
immediately received from a ground station. It uses the time data to calculate immediately received from a ground
the distance from the ground station, ground speed, and time-to-station. The the distance from the ground station
DME system also supplies the Morse code identification data. DME system also supplies the Morse
The DME system computes ranges up to 389 nmi (Nautical Mile) (at line-of- The DME system computes ranges
sight altitude), groundspeeds up to 999 kts (Knots) and time to the ground sight altitude), groundspeeds up to
station up to 99 minutes. station up to 99 minutes.
The DME frequency is paired with a VHF (Very High Frequency) NAV (Navi- The DME frequency is paired with a
gation) frequency. Frequency pairing is automatic and only the VHFNAV fre- gation) frequency. Frequency pairing
quency is shown on the flight display units. quency is shown on the flight display
On Acft With DME1 Only On Acft With DME1 Only
The DME unit communicates with the integrated avionics through GIA The DME unit communicates with
(Garmin Integrated Avionics unit) 1, which sends commands to the DME 1 (Garmin Integrated Avionics unit) 1,
unit (radio tuning, paired with the VHFNAV radios) and receives DME calcu- unit (radio tuning, paired with the VH
lated data (slant range, ground speed and time to station). lated data (slant range, ground spee
DME 1 unit interfaces with the audio panels (it sends audio signals to both DME 1 unit interfaces with the audi
audio panels) and the suppression line connection. audio panels) and the suppression lin
The DC BUS 1 supplies the DME system through a protective circuit breaker. The DC BUS 1 supplies the DME sys
DC BUS 1 supplies DME 1 system through a protective circuit breaker. DC BUS 1 supplies DME 1 system th
On ACFT with DME1 and DME2: On ACFT with DME1 and DME2:
The two DME systems installed in the aircraft are identical and independent The two DME systems installed in th
and they are identified as DME 1 and DME 2. and they are identified as DME 1 and
Each DME unit communicates with the integrated avionics through the on Each DME unit communicates with
side GIA, which sends commands to the respective DME unit (radio tuning, side GIA, which sends commands to
paired with the VHFNAV radios) and receives DME calculated data (slant paired with the VHFNAV radios) an
range, ground speed and time to station). range, ground speed and time to sta

DME units interface with the audio panels (each DME unit sends audio sig- DME units interface with the audio pane
nals to both audio panels) and the suppression line connection. nals to both audio panels) and the suppre
DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2 system. DC BUS 1 supplies DME 1 system while
The two systems have each a protective circuit breaker. The two systems have each a protective
DME Controls DME Controls

The DME controls are located in the bezels of the PFD (Primary Flight Dis- The DME controls are located in the bez
play). The ADF/DME softkey, on the PFD bezel, controls the DME TUNING play). The ADF/DME softkey, on the PFD
window, which toggles the DME TUNING window ON and OFF. window, which toggles the DME TUNING
The DME radio is tuned by selecting the associated NAV system or HOLD in The DME radio is tuned by selecting the
the DME TUNING window. This selection is done through the dual FMS knob the DME TUNING window. This selection
and the ENT and CLR keys. Pushing the FMS knob activates/deactivates the and the ENT and CLR keys. Pushing the
cursor in the DME TUNING window. When the cursor is active, the inner FMS cursor in the DME TUNING window. Whe
knob is used to select the following tuning modes: knob is used to select the following tuning
 NAV1 – Tunes the DME frequency from the selected NAV 1 frequency.  NAV1 – Tunes the DME frequency from
 NAV2 – Tunes the DME frequency from the selected NAV 2 frequency.  NAV2 – Tunes the DME frequency from
 HOLD – When in the HOLD position, the DME frequency remains tuned to  HOLD – When in the HOLD position, th
the last selected NAV frequency. the last selected NAV frequency.
The ENT key is used to complete the selection. Pushing the CLR key while in The ENT key is used to complete the sele
the process of DME tuning cancels the data entry and reverts back to the pre- the process of DME tuning cancels the da
viously selected DME tuning state. viously selected DME tuning state.
25-8 Phenom 100 25-8

Navigation
Controls and Indications Controls and Indications
DME Audio DME Audio
Note: DME failure is evident to the flight crew. When the GIA loses com- Note: DME failure is evident to th
munication with the DME receiver or it stops sending DME data to munication with the DME re
the flight display units a red "X" is placed in the DME window. the flight display units a red
When the signal from the DME station is not being received the When the signal from the D
DME range is replaced by dashes in the DME window. DME range is replaced by d

Standby Compass System Standby Compass System

The standby compass unit is a magnetic compass, self contained unit which The standby compass unit is a magnetic
provides a constant indication of aircraft heading and requires electrical provides a constant indication of aircra
power only for illumination. power only for illumination.
The compass card is marked with white legend on a black background. Each The compass card is marked with white l
30-degree line (except the cardinals) is identified by numerals representing 30-degree line (except the cardinals) is
degrees. The last digit is omitted in each case (e.g. “3” denotes 30 degrees, degrees. The last digit is omitted in each
“24” denotes 240 degrees, etc).The cardinal points are appropriately marked “24” denotes 240 degrees, etc).The card
“N”, “S”, “E” and “W”. Headings are read against a vertical lubber line “N”, “S”, “E” and “W”. Headings are r
engraved and filled white on the inside surface of the bowl, the arrangement engraved and filled white on the inside s
being such as to minimize reading errors due to parallax effect. being such as to minimize reading errors
The standby compass unit receives 28 V DC power from the EMERGENCY The standby compass unit receives 28 V
BUS through a dedicated circuit breaker (trip-free type), which provides BUS through a dedicated circuit break
appropriate circuit protection. appropriate circuit protection.
Illumination of the compass is achieved by using a LED (Light-Emitting Illumination of the compass is achieve
Diode), mounted beneath the compass body but enclosed within the instru- Diode), mounted beneath the compass b
ment.The illumination is turned on by the CKPT PANEL potentiometer on the ment.The illumination is turned on by the
LIGHTS control panel. The illumination has no brightness adjustment. LIGHTS control panel. The illumination ha
The standby compass sub-subsystem includes these components: The standby compass sub-subsystem inc
 Standby Compass Unit  Standby Compass Unit
 Compass Calibration Placard  Compass Calibration Placard
Standby Compass Unit Standby Compass Unit
The magnetic compass bowl is filled with silicone fluid to provide damping for The magnetic compass bowl is filled with
movement of the compass card. Metal bellows, hermetically sealed to the movement of the compass card. Metal
rear of the compass bowl, allow for expansion and contraction of the fluid due rear of the compass bowl, allow for expan
to changes in temperature. The standby compass unit is installed in the cock- to changes in temperature. The standby c
pit compass shroud. pit compass shroud.
Compass Calibration Placard Compass Calibration Placard
There is one placard that contains the corrections for normal operation condi- There is one placard that contains the cor
tions (ENGINES, ELECTRICAL GEN AND RADIOS ON table) and for emer- tions (ENGINES, ELECTRICAL GEN AN
gency conditions (ELECTRICAL EMERGENGY table). gency conditions (ELECTRICAL EMERG
The COMPASS CALIBRATION placard is installed on the reading light The COMPASS CALIBRATION placard
shroud assembly, in the cockpit. shroud assembly, in the cockpit.
The standby compass unit is compensated for aircraft magnetic interference The standby compass unit is compensat
and a COMPASS CALIBRATION placard informs the deviations. and a COMPASS CALIBRATION placard
For operation, there are two types of readings: For operation, there are two types of read
Normal Reading Normal Reading
Under a normal operation condition, the values contained in the ENGINES, Under a normal operation condition, the
ELECTRICAL GEN AND RADIOS ON table (normal flight condition) of the ELECTRICAL GEN AND RADIOS ON t
25-10 Phenom 100 25-10

Navigation
COMPASS CALIBRATION placard shall be used for correcting the compass COMPASS CALIBRATION placard s
residual deviations (due to the characteristic aircraft generated magnetic residual deviations (due to the cha
field). field).
Emergency Reading Emergency Reading
In case of an aircraft electrical power emergency condition, the standby com- In case of an aircraft electrical power
pass unit continues to operate normally. However, the values contained in the pass unit continues to operate norma
ELECTRICAL EMERGENGY table of the COMPASS CALIBRATION placard ELECTRICAL EMERGENGY table o
shall be used for correcting the presented deviations under this condition. shall be used for correcting the prese
COMPASS COMPASS
CALIBRATION CALIBRATION
PLACARD PLACARD
COMPASS CALIBRATION COMPASS CALIBRATION

ENGINES, ENGINES,
ELECTRICAL ELECTRICAL ELECTRICAL ELECTRICAL
GEN AND EMERGENCY GEN AND EMERGENCY
RADIOS ON RADIOS ON
STEER FOR STEER STEER FOR STEER
030 030
060 060
120 120
150 150
210 210
240 240
300 300
330 330
AIRCRAFT AIRCRAFT
DATE DATE
LIGHTS
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT LDG/TAXI NAV STR
LDG ON BRT LDG ON
TAXI DIM TAXI
OFF OFF OFF BRT OFF BRT OFF OFF OFF

Integrated Electronic Standby Instrument Integrated Electronic Stand

The IESI (Integrated Electronic Standby Instrument) system is a backup navi- The IESI (Integrated Electronic Standby I
gation source. It is a backup source of flight data such as attitude, altitude, gation source. It is a backup source of f
and airspeed information on a single AMLCD (Active Matrix Liquid Crystal and airspeed information on a single AM
Display) flat panel screen. It also displays the aircraft magnetic heading and Display) flat panel screen. It also display
ILS (Instrument Landing System) information received from external ILS (Instrument Landing System) inf
sources.It is located on the upper instrument control panel next to the con- sources.It is located on the upper instru
trols. trols.
The IESI unit receives static pressure and total pressure from a pitot-static The IESI unit receives static pressure a
probe through pneumatic plumbing. The pressure information is computed so probe through pneumatic plumbing. The p
that the air data related functions are performed.The IESI unit has internal that the air data related functions are pe
gyros and accelerometers to perform inertial data functions. gyros and accelerometers to perform iner
During normal operation, the IESI computes and displays attitude, slip/skid During normal operation, the IESI comp
indication, altitude (baro-corrected), airspeed, vertical speed, Mach number, indication, altitude (baro-corrected), airsp
and VMO/MMO. In addition, the IESI receives and displays magnetic heading and VMO/MMO. In addition, the IESI rece
information from AHRS 1. information from AHRS 1.
The units of all the indications provided on the IESI display are in accordance The units of all the indications provided o
with the corresponding indications provided on the primary displays. If, by with the corresponding indications provi
selection, they are different, the units are clearly stated. selection, they are different, the units are
25-12 Phenom 100 25-12

Navigation
IESI Pitot - Static Tube IESI Pitot - Static Tube
IESI Interfaces IESI Interfaces

In normal operation, the IESI is fed through the EMERGENCY BUS, which is In normal operation, the IESI is fed t
the IESI primary input power source. In the event of a failure of the EMER- the IESI primary input power source
GENCY BUS, the IESI power supply is automatically switched through a GENCY BUS, the IESI power supp
relay from EMERGENCY BUS to DC BUS 1. Each IESI unit power supply relay from EMERGENCY BUS to D
has a dedicated circuit breaker (trip-free type), which provides appropriate has a dedicated circuit breaker (trip
circuit protection. circuit protection.
The IESI unit receives the inputs that follow: The IESI unit receives the inputs tha
 ILS Information from GIA (Garmin Integrated Avionics unit)  ILS Information from GIA (Garmin
 Flap Angle Information from GIA 1  Flap Angle Information from GIA 1

Heading Information from AHRS (Attitude and Heading Reference System) 
Heading Information from AHRS (A

Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling / disabling 
Discrete from GEA (Garmin Engin
the “altitude in meters” indication on the IESI display. the “altitude in meters” indication
 0 to 28 V DC (Volt Direct Current) from the cockpit dimmer for the IESI  0 to 28 V DC (Volt Direct Current)
bezel light dimming control. bezel light dimming control.

 Static pressure and total pressure from the pitot-static probe through pneu-  Static pressure and total pressure
matic plumbing. matic plumbing.

The IESI unit provides the outputs that follow: The IESI unit provides the outputs th

Attitude information is provided for the data concentrator unit 
Attitude information is provided fo
 Air data information is provided for the data concentrator unit  Air data information is provided fo

Integrated Electronic Standby Instrument Block Diagram Integrated Electronic Standby Instr
EMERGENCY BUS DC BUS 1 EMERGENCY BUS DC BUS 1
IESI IESI IESI IESI

PWR 1 PWR 2 PWR 1 PWR 2
COCKPIT
DIMMER
STBY PWR SUPPLY STBY PWR SUPPLY

ENABLE RELAY INTEGRATED ENABLE RELAY
ELETRONIC
STANDBY AHRS 1
ENGINE/AIRFRAME ENGINE/AIRFRAME
INSTRUMENT UNIT
UNIT 1 UNIT 1
UNIT
(GEA 1) (GEA 1)
(IESI UNIT)
RS-485
RS-485
DATA
CONCENTRATOR
UNIT
AVIONICS AVIONICS
UNIT 1 UNIT 1
(GIA 1) (GIA 1)
HSDB
SATELLITE
WEATHER/RADIO W
RECEIVER
HSDB
PFD 1 MFD PFD 2 PFD 1
SDS2432_341100P013
IESI Controls and Indications IESI Controls and Indications

The IESI controls are located in the IESI bezel, which provides easy access The IESI controls are located in the IESI
when the pilots are seated and without any significant interference with air- when the pilots are seated and without a
craft structure or other controls. craft structure or other controls.
The brightness of the IESI bezel is controlled by the CKPT PANEL potentiom- The brightness of the IESI bezel is contro
eter, located on the LIGHTS control panel. eter, located on the LIGHTS control pane
Integrated Electronic Standby Instrument - IESI Controls Integrated Electronic Standby Instr
Ref Description Function Ref Description
Shows the glideslope and localizer indications on Shows the glide
1 ILS Key 1 ILS Key
Sets the baro correction value to the standard baro- Sets the baro co
3 STD Key 3 STD Key
correction (1013 hPa / 29.92 inHg). correction (1013
6 Photocell Adjusts the IESI display brightness automatically. 6 Photocell Adjusts the IESI d
25-14 Phenom 100 25-14

Navigation
Baro-correction setting can be adjusted by rotating Baro-correct

the BARO knob. Rotation clockwise increases the the BARO k
baro-corrected setting value. Rotation counter- baro-correct
9 BARO Knob clockwise decreases the baro-correction value. 9 BARO Knob clockwise d
When the selected baro-correction is out of range, When the se
displayed indication remains locked and action on displayed in
the rotary knob is not taken into account. the rotary kn
When the CAGE key is maintained depressed for When the C
more than 1 second, the horizon function is reset to more than 1
zero. In addition, a CAGE warning flag appears and zero. In add
12 CAGE Key 12 CAGE Key
is maintained during 10 seconds after release of the is maintaine
CAGE key. The CAGE function should only be used CAGE key. T
under stabilized flight conditions. under stabili
IESI Indications IESI Indications
ROLL SCALE ZERO ROLL SCALE ZERO
ROLL SCALE ROLL POINTER ROLL SCALE

20 20
AIRCCRAFT SYMBOL 10 SLIP/SKID INDICATOR AIRCCRAFT SYMBOL 10
AIRCRAFT SYMBOL
HORIZON LINE 10 PITCH SCALE HORIZON LINE 10
A A
1 2 3
17 17
ILS STD
4
16 ILS1 1013 hPA 3880 M 5 16

240
+ 20 .130 00 6 +
220
15 15
10 7
2 40
20 O 127 20
14 .12500 14
- 180
10 -
3700
8
M. 47 32 34 HDG1
13 9 13
CAGE BARO
10
12 11 12
SDS2432_341100P023R

Attitude and Slip/Skid Attitude and Slip/Skid

Attitude and slip/skid indication is displayed at the central part of the IESI dis- Attitude and slip/skid indication is display
play. The attitude is shown in degrees. Slip/skid represents the aircraft play. The attitude is shown in degree
sensed lateral acceleration. It is indicated by a movable trapezoid presented sensed lateral acceleration. It is indicated
below the roll pointer. below the roll pointer.
2 - Baro-correction Setting 2 - Baro-correction Setting
Baro-correction setting is displayed at the central part of the top of the IESI Baro-correction setting is displayed at th
display. The unit is inHg or hPa, depending on the strap configuration, and it display. The unit is inHg or hPa, dependi
is indicated by an “InHG” or “hPa”, respectively, on the right side of the baro- is indicated by an “InHG” or “hPa”, respe
correction setting value. correction setting value.
4 - Altitude in Meters 4 - Altitude in Meters
The “altitude in meters” box is shown above the altitude tape, whenever The “altitude in meters” box is shown
selected by a softkey on the PFD (Primary Flight Display) 1 menu. The unit selected by a softkey on the PFD (Prima
(meters) is indicated by an M at the right side of the altitude value. (meters) is indicated by an M at the right
7 - Altitude Tape 7 - Altitude Tape
The altitude tape is located on the right side of the IESI display. It shows the The altitude tape is located on the right s
current baro corrected altitude (in feet) at a digital readout box, at the center current baro corrected altitude (in feet) a
of the moving tape. of the moving tape.
8 - Vertical Speed 8 - Vertical Speed
The vertical speed (in feet/minute) is displayed in a box below the altitude The vertical speed (in feet/minute) is dis
tape. An arrow, located at the left side of the box, indicates if the aircraft is tape. An arrow, located at the left side o
climbing or descending. climbing or descending.
10 - Heading Annunciator 10 - Heading Annunciator
The heading annunciator which is located on the right side of the magnetic The heading annunciator which is locate
heading tape, indicates the source that is being currently used for obtaining heading tape, indicates the source that i
magnetic heading information. For example, HDG1 means that AHRS 1 is the magnetic heading information. For examp
current source. current source.
16 - VMO/MMO and VFE (Maximum Flaps Extended Speed) 16 - VMO/MMO and VFE (Maximum Fla
The VMO/MMO and VFE are indicated by a red barber pole placed at the The VMO/MMO and VFE are indicated
high end of the airspeed tape. high end of the airspeed tape.
11 - Magnetic Heading Tape 11 - Magnetic Heading Tape
The magnetic heading tape is located at the central part of the bottom of the The magnetic heading tape is located at
IESI display. It shows the current magnetic heading information (in degrees). IESI display. It shows the current magnet
13 - Mach Number 13 - Mach Number
The Mach indication shows at the bottom left corner, below the airspeed tape. The Mach indication shows at the bottom
The Mach number starts to be shown above Mach 0.45 and it is removed The Mach number starts to be shown a
below Mach 0.40. below Mach 0.40.
25-16 Phenom 100 25-16

Navigation
14 - ILS Indication 14 - ILS Indication

The ILS indication consists of a vertical scale (glide slope) and a horizontal The ILS indication consists of a vert
scale (localizer). scale (localizer).
15 - Airspeed Tape 15 - Airspeed Tape
The airspeed tape is located on the left side of the IESI display. It shows the The airspeed tape is located on the
current indicated airspeed (in knots) at a digital readout box, at the center of current indicated airspeed (in knots)
the moving tape. the moving tape.
17 - ILS Annunciator 17 - ILS Annunciator
The ILS annunciator is located at the right upper corner of the IESI display. It The ILS annunciator is located at the
indicates the source that is being currently used for obtaining the ILS informa- indicates the source that is being cur
tion. For example, ILS1 (from GIA 1) is the current source. tion. For example, ILS1 (from GIA 1)
IESI Abnormal Operation IESI Abnormal Operation
In case of electrical power emergency, the IESI remains operational since it is In case of electrical power emergenc
fed by the electrical EMERGENCY BUS. In case of internal failure detection fed by the electrical EMERGENCY B
with a loss of information integrity, the IESI enters the fail state and an OUT with a loss of information integrity, th
OF ORDER page is displayed. OF ORDER page is displayed.
In case of failure of the attitude function detected by the internal monitoring, In case of failure of the attitude func
the display elements of the attitude (brown and blue background, pitch scale, the display elements of the attitude (
roll scale, roll pointer, and skyline) should be removed and replaced by an roll scale, roll pointer, and skyline) s
attitude failure flag. attitude failure flag.
In case of no availability of the magnetic heading information coming from the In case of no availability of the magn
AHRS, the IESI does not display the magnetic heading indication, which is AHRS, the IESI does not display th
replaced by a red cross. All the other functions remain preserved. replaced by a red cross. All the other
In case of failure of the airspeed function detected by the internal monitoring, In case of failure of the airspeed func
the airspeed tape and the readout should be removed and an airspeed failure the airspeed tape and the readout sh
flag be displayed. Similarly, in case of failure of the altitude function detected flag be displayed. Similarly, in case o
by the internal monitoring, the altitude tape and the readout should be by the internal monitoring, the alti
removed and an altitude failure flag be displayed. removed and an altitude failure flag b
In addition, the following failure flags are also implemented on the IESI unit: In addition, the following failure flags
VMO/MMO/VFE VMO/MMO/VFE
In case of lack of relevant parameters for VMO/MMO and VFE calculation, In case of lack of relevant paramete
the barber pole is not displayed and the VMO warning flag is displayed at the the barber pole is not displayed and
top of airspeed scale. top of airspeed scale.
ILS ILS
In case of failure, the ILS pointer and scale are removed and replaced by a In case of failure, the ILS pointer an
red cross. red cross.
SSEC (Static Source Error Correction) SSEC (Static Source Error Correct
In case of loss of SSEC correction, an SSEC warning flag is displayed in In case of loss of SSEC correction
place of the Mach number indication at the bottom of the airspeed tape. place of the Mach number indication

VHF NAV System VHF NAV System

The navigation radio system consists of dual navigation VOR/LOC/GS receiv- The navigation radio system consists of d
ers installed in the aircraft. The VOR/LOC/GS 1 receiver and VOR/LOC/GS 2 ers installed in the aircraft. The VOR/LOC
receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 and GIA 2, receiver are integrated in GIA (Garmin In
respectively. Dual marker beacon (MB) receivers also compliment the naviga- respectively. Dual marker beacon (MB) re
tion system. tion system.
The VOR/LOC receiver provides tuning from 108.00 to 117.95 MHz (Mega- The VOR/LOC receiver provides tuning
hertz) in 50 kHz (Kilohertz) increments.The GS receiver provides tuning from hertz) in 50 kHz (Kilohertz) increments.Th
328.6 to 335.4 MHz as paired with the frequency tuned on the VOR/LOC 328.6 to 335.4 MHz as paired with the
receiver. receiver.
VOR/LOC/GS Interfaces VOR/LOC/GS Interfaces
GIA 1 and GIA 2 communicate with the flight display units through the HSDB GIA 1 and GIA 2 communicate with the fl
(High Speed Data Bus). All VOR/LOC/GS data is sent to the flight display (High Speed Data Bus). All VOR/LOC/G
units and other consumers through this bus. units and other consumers through this b
Each VOR/LOC/GS receiver sends audio data to the on-side and to the Each VOR/LOC/GS receiver sends aud
cross-side audio panels, through a digital audio interface. cross-side audio panels, through a digital
GIA 1 (VOR/LOC/GS 1) is connected to the aircraft EMERGENCY BUS and GIA 1 (VOR/LOC/GS 1) is connected to
GIA 2 (VOR/LOC/GS 2) is connected to DC BUS 2. Each GIA is connected to GIA 2 (VOR/LOC/GS 2) is connected to D
its electrical bus through a dedicated protective circuit breaker. its electrical bus through a dedicated prot
In normal conditions, the EMERGENCY BUS and DC BUS 2 are fed by two In normal conditions, the EMERGENCY
independent generators (one per engine). The EMERGENCY BUS switches independent generators (one per engine
automatically to the aircraft battery in case its corresponding generator fails, automatically to the aircraft battery in cas
keeping VOR/LOC/GS 1 still available. keeping VOR/LOC/GS 1 still available.
25-18 Phenom 100 25-18

HSDB
VHF Nav System - VOR/LOC/G
Developed for
NORM/REV
SWITCH
GIA 1
GIA 2
HSDB
NAV 1
DIG. AUDIO NAV 2
INTEGRATED DIG. AUDIO
VOR/LOC VOR/LOC/GS VOR/LOC
AVIONICS SIGNAL #1 SIGNAL #2
UNIT 1 ANTENNA INTEGRATED
(GIA 1) GS SIGNAL # 1 SPLITTER GS SIGNAL # 2 AVIONICS
UNIT 2
(GIA 2)
VOR/LOC/GS
ANTENNA
PHASE COUPLER
Phenom 100
VOR/LOC/GS ANTENNA
25-19
Navigation
April 2009
GUIDANCE PANEL
PFD 1 MFD PFD 2
VHF Nav System - VOR/LOC/GS Block Diagram
REV. REV. REV. REV.

MODE MODE MODE MODE
AUDIO
PANEL 1 AUDIO
PANEL 2
EMERGENCY BUS
MAINTENANCE PANEL
DC BUS 2
HSDB
NORM/REV
SWITCH
GIA 1
HSDB GIA 2
NAV 1
DIG. AUDIO NAV 2
INTEGRATED DIG. AUDIO
VOR/LOC VOR/LOC/GS VOR/LOC
AVIONICS SIGNAL #1 SIGNAL #2
UNIT 1 ANTENNA INTEGRATED
(GIA 1) GS SIGNAL # 1 SPLITTER GS SIGNAL # 2 AVIONICS
UNIT 2
(GIA 2)
VOR/LOC/GS
ANTENNA
PHASE COUPLER
Phenom 100
VOR/LOC/GS ANTENNA
VOR/LOC/GS Indications VOR/LOC/GS Indications

The VOR/LOC/GS indications are presented in the fields that follow: The VOR/LOC/GS indications are presen
 NAV Frequency Window, on the left upper corner of each flight display unit  NAV Frequency Window, on the left up
(PFD 1, MFD, and PFD 2). (PFD 1, MFD, and PFD 2).

HSI (Horizontal Situation Indicator) 
HSI (Horizontal Situation Indicator)

Glide Slope Tape 
Glide Slope Tape
VOR/LOC/GS Indications on NAV Frequency Window VOR/LOC/GS Indications on NAV F
On the NAV frequency window, the active NAV frequency field is located on On the NAV frequency window, the activ
the right side and the standby NAV frequency field is located on the left side. the right side and the standby NAV freque
The active NAV frequency is shown in green indicating the NAV radio is The active NAV frequency is shown in
selected for navigation on the HSI. selected for navigation on the HSI.
The NAV tuning box is shown over the standby NAV frequency field when the The NAV tuning box is shown over the sta
radio is selected for tuning. The frequency transfer arrow shows beside the radio is selected for tuning. The frequen
NAV tuning box, between the active and standby NAV frequencies. NAV tuning box, between the active and s
The station ID (Identification) code is shown on the right of the active NAV fre- The station ID (Identification) code is show
quency field. quency field.
Adjusting the NAV radio volume using the NAV VOL/ID knob, the level is Adjusting the NAV radio volume using
shown in place of the standby NAV frequencies. Volume level indication shown in place of the standby NAV fre
remains for two seconds after the change. remains for two seconds after the change
When the identifier is ON, a white ID indication is displayed on the left of the When the identifier is ON, a white ID indi
active NAV frequency field and the Morse code is heard on the NAV audio, active NAV frequency field and the Mors
provided the corresponding NAV radio is selected on the audio panel. provided the corresponding NAV radio is
25-20 Phenom 100 25-20

Navigation
Glideslope Mode Glideslope Mode

Frequency Tuned
NAV2 (localizer) is Selected NAV2 (localize

Navigation Source Navigation
Approach Glidescope Approach

Mode Active Mode Active Mode Active
Command Bars Indicate Descent Command Bars Indicate

on Localizer/Glideslope Path on Localizer/Glideslop
Glideslope
Indicator

VOR/LOC/GS Controls VOR/LOC/GS Controls

The VOR/LOC/GS controls are located on each flight display unit (PFD 1, The VOR/LOC/GS controls are located
MFD, and PFD 2), on the guidance panel, and on the audio panels. MFD, and PFD 2), on the guidance panel
The NAV frequency window is controlled by means of knobs and keys on the The NAV frequency window is controlled
left side of PFD 1, MFD, and PFD 2. left side of PFD 1, MFD, and PFD 2.
FD NAV HDG AP YD ALT VNV VS FLC FD FD
DN
CRS1 HDG SEL ALT SEL SPD SEL CRS2 CRS1
APR CSC
COM1 COM1
MIC COM1 MIC COM1
BANK CPL UP B
COM2 PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR COM2 PUSH DIR
COM2 COM2
MIC MIC
COM3 COM3
COM3 COM3
MIC MIC
PA TEL CRS1 KNOB CRS2 KNOB PA TEL CRS1 KNOB
MKR HI
NAV VOL/ID KNOB PUSH PUSH
MKR HI
NAV VOL/ID KNOB PUSH
VOL ID
NAV1 109.90 114.10 BNA VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1
VOL SQ VOL ID
NAV1 109.90
MUTE SENS MUTE SENS
NAV2 110.60 111.60 GHM HDG 1500 FPH VS ALT 136.975 118.000 COM2 NAV2 110.60
EMERG
DME NAV1
NAV FREQUENCY NAV COM
DME NAV1
NAV FREQUENCY NAV
NAV1 KEY TRANSFER KEY 20 20

1600
4 NAV1 KEY TRANSFER KEY
200
PUSH PUSH PUSH
1-2 1500 1-2 1-2
ADF NAV2 ADF NAV2
10 2
180 1400 BARO
DUAL NAV KNOB DUAL NAV KNOB
NAV2 KEY 40 NAV2 KEY
AUX 170 13 AUX
20
160 PUSH
STD
MAN
10 10 1200 2
MAN
PLAY PLAY
SQ SQ
140 356 1100 4
HDG 356 CRS 049 RANGE
INTR INTR
COM CABIN TAS 170 KT 2992 IN CABIN
N 3 - + COM
33
ICS MSTR ICS MSTR
3O
VOR1 PUSH
PAN
W
DME
NAV1 D MENU
12
24
112.00
53.1 NM 15 FPL PROC
21
VOL SQ 53.1 NM
S 53.1 NM VOL SQ
MKL MEM CLR ENT
NAV1 NAV2
DFLT MAP
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG IN
FMS
PUSH CRSR
SOFTKEYS (REF.) SDS2432_343200P101R
25-22 Phenom 100 25-22

Navigation
DUAL NAV Knob DUAL NAV Knob

It is used to tune a NAV frequency in the NAV tuning box (the outer knob is It is used to tune a NAV frequency i
used for MHz and the inner knob is used for kHz). Clockwise rotation used for MHz and the inner knob
increases the frequency, while counterclockwise rotation decreases the fre- increases the frequency, while coun
quency. quency.
It is also used to move the NAV tuning box between the NAV 1 and NAV 2 It is also used to move the NAV tun
radios. To do this, it is necessary to push the inner knob. radios. To do this, it is necessary to p
NAV Frequency Transfer Key NAV Frequency Transfer Key
This key is used to transfer the NAV frequencies between the active and the This key is used to transfer the NAV
standby NAV frequency fields. standby NAV frequency fields.
NAV VOL/ID Knob NAV VOL/ID Knob
The NAV VOL/ID knob is used to adjust the NAV radio volume level. Clock- The NAV VOL/ID knob is used to ad
wise rotation increases the volume, while counterclockwise rotation wise rotation increases the volu
decreases the volume. It is also used to turn the Morse code ID function ON decreases the volume. It is also use
and OFF. To do this, it is necessary to push the NAV VOL/ID knob. and OFF. To do this, it is necessary t
Softkeys Softkeys
Softkeys used for the HSI control are available at the bottom of PFD 1 and Softkeys used for the HSI control ar
PFD 2. The CDI softkey is used to selected the desired NAV source on the PFD 2. The CDI softkey is used to s
HSI. Pushing the PFD softkey provides access to the BRG1 and BRG2 soft- HSI. Pushing the PFD softkey provid
keys, which are used to enable the bearing pointers and information windows keys, which are used to enable the b
on the HSI. on the HSI.
The guidance panel provides control of the selected course in each PFD The guidance panel provides contr
(CRS1 and CRS2). Clockwise rotation increases the course and counter- (CRS1 and CRS2). Clockwise rota
clockwise rotation decreases it. clockwise rotation decreases it.
Audio Panel Audio Panel
The NAV radio audio can be selected on the audio panels, through the NAV1 The NAV radio audio can be selected
and NAV2 keys. and NAV2 keys.

Marker Beacon (MB) Marker Beacon (MB)

The MB system identifies exact locations on the LOC flight path as a function The MB system identifies exact locations
of the GS angle and the approach category of the runway. The MB ground of the GS angle and the approach categ
station transmits a 75-MHz signal that is modulated with 400 Hz (Hertz), 1300 station transmits a 75-MHz signal that is m
Hz, or 3000 Hz tones. Hz, or 3000 Hz tones.
There are two MB receivers installed in the aircraft. The MB 1 receiver and MB There are two MB receivers installed in the
2 receiver are integrated in the audio panel 1 and audio panel 2, respectively. 2 receiver are integrated in the audio pane
The audio panel provides a MB receiver to be used as a part of an ILS The audio panel provides a MB receive
approach. The MB receiver is always ON and receives at 75 MHz. In addition approach. The MB receiver is always ON
to the normal MB receiver functions, the audio panel provides a MB audio to the normal MB receiver functions, the
muting capability. muting capability.
The MB receiver lights/lamps shown on the PFD (Primary Flight Display)s The MB receiver lights/lamps shown on
operate independently of the MB audio and cannot be switched off. operate independently of the MB audio an
Each MB sends information to be shown on its on-side PFD. In case of fail- Each MB sends information to be shown
ure, the cross side information is switched automatically, provided it has valid ure, the cross side information is switche
data. data.
Audio panel 1 is connected to the aircraft EMERGENCY BUS and audio Audio panel 1 is connected to the airc
panel 2 is connected to DC BUS 1. Each audio panel is connected to its elec- panel 2 is connected to DC BUS 1. Each
trical bus through a dedicated protective circuit breaker. trical bus through a dedicated protective c
During electrical emergency the MB 1 receiver remains operative, as audio During electrical emergency the MB 1 re
panel 1, GIA 1 and PFD 1 are connected to the EMERGENCY BUS. panel 1, GIA 1 and PFD 1 are connected
MARKER BEACON
ANNUNCIATION
25-24 Phenom 100 25-24

Navigation
Global Positioning System Global Positioning Syst

G P S S AT E LLIT E S G P S S AT E L
G LOB AL P OS IT IONING G LOB AL P OS

S Y S T E M (G P S ) S YS TE M (
E M500E NS DS 340130A.DG N
S AT E LIT E
AHR S T AW S W E AT HE R /R ADIO F MS AHR S T AW S
(34- 21) (34- 41) S YS TE M (34- 61) (34- 21) (34- 41)
(34- 57)
There are two GPS receivers installed in the aircraft.The GPS 1 receiver and There are two GPS receivers installe
the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 the GPS 2 receiver are integrated in
and GIA 2, respectively. and GIA 2, respectively.
The system was designed to comply with the requirements specified for a The system was designed to comp
GPS WAAS (Wide Area Augmentation System) Class 3. Each WAAS-capa- GPS WAAS (Wide Area Augmentati
ble GPS receiver can simultaneously track and use information from up to 12 ble GPS receiver can simultaneously
(twelve) GPS satellites. (twelve) GPS satellites.
The WAAS signal provides augmentation to the GPS to obtain the required The WAAS signal provides augmen
accuracy improvement for approaches with vertical guidance, as well as integ- accuracy improvement for approache
rity, continuity, and availability of navigation for all phases of flight. The WAAS rity, continuity, and availability of navi
coverage is limited to North America. When the aircraft is outside the WAAS coverage is limited to North America
service volume, the GPS WAAS equipment works as a common GPS receiver. service volume, the GPS WAAS equi
The GPS receiver is Class Beta (functional) and Class 3 (operational), The GPS receiver is Class Beta
according to DO-229C definition. according to DO-229C definition.
As A Class Beta equipment, the GPS WAAS receiver determines position As A Class Beta equipment, the G
(with integrity) and provides position and integrity data for the FMS. This (with integrity) and provides positio
equipment also provides integrity in the absence of the WAAS signal through equipment also provides integrity in t
the use of FDE (Fault Detection and Exclusion). the use of FDE (Fault Detection and
As A Class 3 equipment, the GPS WAAS receiver supports oceanic and As A Class 3 equipment, the GPS
domestic en route, terminal, non-precision approach, LNAV (Lateral Naviga- domestic en route, terminal, non-pre
tion)/VNAV (Vertical Navigation), approach with vertical guidance and depar- tion)/VNAV (Vertical Navigation), app
ture operation. ture operation.
Each GPS receiver, in the GIA, receives satellite signals through the GPS Each GPS receiver, in the GIA, rec
antenna. There are two different antennas: the GPS 1 antenna has only one antenna. There are two different ant

output and is connected to GIA 1. The GPS 2 antenna has two outputs: one output and is connected to GIA 1. The G
for GPS 2, which is connected to GIA 2, and the other for the satellite for GPS 2, which is connected to GIA
weather/radio receiver. weather/radio receiver.
Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and Usually, GPS 1 information is used by P
MFD (Multi-Function Display), while GPS 2 information is used by PFD 2. MFD (Multi-Function Display), while GPS
GPS 2 ANTENNA GPS 2 ANTENNA
GPS 1 ANTENNA GPS 1 ANTENNA
SDS2432_345600P217R
GPS Status Page GPS Status Page

There is a dedicated page called GPS STATUS, on the MFD, that provides a There is a dedicated page called GPS ST
visual reference of the GPS receiver functions and some additional informa- visual reference of the GPS receiver fun
tion related to the GPS signal. On the GPS STATUS page, there are five main tion related to the GPS signal. On the GP
windows that show information related to the GPS: windows that show information related to
Constellation Window Constellation Window
On the CONSTELLATION window, the sky view displayed at the top left cor- On the CONSTELLATION window, the sk
ner of the GPS STATUS page shows the satellites currently in view as well as ner of the GPS STATUS page shows the
their respective positions. The outer circle of the sky view represents the hori- their respective positions. The outer circle
zon (with North at the top of the circle), the inner circle represents 45 degrees zon (with North at the top of the circle), th
above horizon, and the center point shows the position directly overhead. above horizon, and the center point show
Satellite Status Window Satellite Status Window
On the SATELLITE STATUS window, information is presented that is related On the SATELLITE STATUS window, info
to current position, time, altitude, ground speed, and track as well as to EPU to current position, time, altitude, ground
(Estimated Position Uncertainty), HDOP (Horizontal Dilution of Precision), (Estimated Position Uncertainty), HDOP
HFOM (Horizontal Figure of Merit), and VFOM (Vertical Figure of Merit). HFOM (Horizontal Figure of Merit), and V
GPS Status Window GPS Status Window
The GPS STATUS window shows the GPS that is being used by each flight The GPS STATUS window shows the GP
display unit (PFD 1 and PFD 2), the GPS solution, and whether the SBAS display unit (PFD 1 and PFD 2), the GP
(Satellite Based Augmentation System) is active or inactive. (Satellite Based Augmentation System) is
25-26 Phenom 100 25-26

Navigation
RAIM Prediction Window RAIM Prediction Window

RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function RAIM (Receiver Autonomous Integri
that performs a consistency check on all tracked satellites. RAIM ensures that that performs a consistency check on
the available satellite geometry will allow the receiver to calculate a position the available satellite geometry will a
within a specified protection limit. On the RAIM PREDICTION window, it is within a specified protection limit. O
also possible to determine if the RAIM will be available for a specified date also possible to determine if the RA
and time. and time.
GPS Signal Strength Window GPS Signal Strength Window
As the GPS receiver locks onto satellites, a signal strength bar is displayed As the GPS receiver locks onto sate
for each satellite in view, with the appropriate satellite number underneath for each satellite in view, with the a
each bar. The progress of satellite acquisition is shown in four stages: No sig- each bar. The progress of satellite ac
nal strength bars – the receiver is looking for the satellites indicated. nal strength bars – the receiver is loo
 Hollow signal strength bars – the receiver has found the satellites and is  Hollow signal strength bars – the
collecting data. Checkered signal strength bars – the receiver has collecting data. Checkered signal
excluded the satellite (FDE). excluded the satellite (FDE).
 Solid signal strength bars – the receiver has collected the necessary data  Solid signal strength bars – the re
and the satellites are ready for use. and the satellites are ready for us
 The letter “D” is displayed when the system is applying differential correc-  The letter “D” is displayed when th
tion to the GPS signal. tion to the GPS signal.
GPS STATUS SATELLITE STATUS
CONSTELLATION PAGE WINDOW CONSTELLATION
WINDOW WINDOW
GPS
STATUS
NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS 0 KT 121.500 129.650 COM1
WINDOW NAV1 108.00 117.95 : UTC ETE
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2 PUSH
VOL SO
PUSH
VOL ID NAV2 108.00 117.95 A
CONSTELLATION SATELLITE STATUS GPS STATUS CONSTELLATION
NRTH UP EMERG
NAV EPU 0.03 NM PILOT GPS1 COM RAIM NAV
0.7 GPS2
PREDICTION
HDOP COPILOT
001 001
42.0 N1% 92.9 002 HFOM 16 FT GPS SOLUTION 3D DIFF NAV 42.0 N1% 92.9 0
PUSH
003
VFOM 23 FT SBAS ACTIVE PUSH
WINDOW PUSH
1-2 122 1-2 1-2
0 0 015 0 0 015
012 012
005 POSITION N 39 23.27 RAIM PREDICTION
713 ITT C
713 011
010 006 W101 41.54
BARO 713 ITT C
713 011
010
127008 007 WAYPOINT P.POS 127008 0
142.8 N2% 142.8 TIME 11:46:15 UTC
142.8 N2% 142.8
137 OIL PRES PSI 137 ARV TIME 11:45 UTC 137 OIL PRES PSI 137
95 OIL TEMP C 95 ALTITUDE 25000 FT
ARV DATE 01-APR-05 95 OIL TEMP C 95
FUEL
GROUND SPEED 0.0 KT
COMPUTE RAIM?
PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360 5000 FQ LB 5000
RANGE
TEMP 0 C GPS SIGNAL STRENGTH TEMP 0 C GPS SIGNAL STREN
LFE PAN LFE
LG FLAPS LG FLAPS
UP UP
UP UP 1 D MENU
UP UP 1
D DD D D D
TRIM TRIM
ROLL PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132 PFL
ROLL PITCH 001 002 003
PROC
GPS SIGNAL YAW 50

MAP WPT AUX NRST CLR ENT GPS SIGNAL YAW 50
STRENGTH SYSTEM GPS1 GPS2 RAIM SBAS

DFLT MAP FMS STRENGTH SYSTEM GPS1 GPS2
WINDOW WINDOW
PUSH CRSR

SOF
Controls Controls
To select the GPS STATUS page, it is necessary to rotate the outer knob of To select the GPS STATUS page, it
the dual FMS knob, on the MFD, to select the AUX page group and then use the dual FMS knob, on the MFD, to s
the inner FMS knob to select the GPS STATUS page. the inner FMS knob to select the GP

On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by press- On the GPS STATUS page, it is possible
ing the associated softkeys (GPS1 or GPS2). This selects the source of infor- ing the associated softkeys (GPS1 or GP
mation (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible to mation (GPS 1 or GPS 2) for the GPS S
select the GPS by pressing the MENU key, rotating the dual FMS knob and select the GPS by pressing the MENU k
pressing the ENT key, on the MFD bezel. pressing the ENT key, on the MFD bezel.
In order to compute RAIM, it is necessary to press the dual FMS knob. This In order to compute RAIM, it is necessar
highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to highlights WAYPOINT in the RAIM PRE
determine the waypoint, time, and date in order to predict the RAIM availabil- determine the waypoint, time, and date in
ity. This can be done using the FMS inner knob and pressing the ENT key for ity. This can be done using the FMS inne
after each selection. Pressing the ENT key when “COMPUTE RAIM” is high- after each selection. Pressing the ENT ke
lighted generates the result: “RAIM AVAILABLE” or “RAIM UNAVAILABLE”. lighted generates the result: “RAIM AVAIL
By pressing the SBAS (Satellite Based Augmentation System) softkey, the By pressing the SBAS (Satellite Based
RAIM PREDICTION field is replaced by the SBAS SELECTION field.This is RAIM PREDICTION field is replaced by
used when the aircraft is flying in a WAAS area and there is no need to com- used when the aircraft is flying in a WAAS
pute RAIM. pute RAIM.
The flight crew can enable or disable WAAS correction by highlighting the The flight crew can enable or disable W
WAAS field and pressing the ENT key. A checked box means that WAAS cor- WAAS field and pressing the ENT key. A
rection is enabled. If the box is not checked, this means that WAAS correction rection is enabled. If the box is not checke
is disabled. is disabled.
GPS STATUS G
PAGE P
NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS 0 KT 121.500 129.650 COM1 NAV1 108.00 117.95 : UTC ETE : DIS 101 NM GS
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS 132.475 130.250 COM2 PUSH
VOL SO
PUSH
VOL ID NAV2 108.00 117.95 AUX - GPS STATUS
CONSTELLATION SATELLITE STATUS GPS STATUS CONSTELLATION SATELLITE STAT
NRTH UP EMERG NRTH UP
NAV EPU 0.03 NM PILOT GPS1 COM NAV EPU
HDOP 0.7 COPILOT GPS2 HDOP

001 001
42.0 N1% 92.9 002 HFOM 16 FT GPS SOLUTION 3D DIFF NAV 42.0 N1% 92.9 002 HFOM
PUSH
003
VFOM 23 FT SBAS ACTIVE PUSH PUSH
003
VFOM
1-2 122 1-2 1-2 122
0 0 015 0 0 015
012 012
005 POSITION N 39 23.27 RAIM PREDICTION
005 POSITION
713 ITT C
713 011
010 006 W101 41.54
BARO 713 ITT C
713 011
010 006
127008 007 WAYPOINT P.POS 127008 007
142.8 N2% 142.8 TIME 11:46:15 UTC
142.8 N2% 142.8 TIME
137 OIL PRES PSI 137 ARV TIME 11:45 UTC 137 OIL PRES PSI 137
95 OIL TEMP C 95 ALTITUDE 25000 FT
ARV DATE 01-APR-05 95 OIL TEMP C 95 ALTITUDE
FUEL
GROUND SPEED 0.0 KT
COMPUTE RAIM?
PUSH FUEL
GROUND SPEED
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 TRACK 360 5000 FQ LB 5000 TRACK
RANGE
TEMP 0 C GPS SIGNAL STRENGTH TEMP 0 C GPS SIGNAL STRENGTH
0 FPM 0 FPM
MENU KEY
RATE RATE
LFE PAN LFE
LG FLAPS LG FLAPS
UP ENT KEY UP
UP UP 1 D MENU
UP UP 1
D DD D D D D DD
TRIM TRIM
ROLL PITCH 001 002 003 005 006 007 008 010 011 012 013 015 122 127 132 PFL PROC DUAL FMS ROLL PITCH 001 002 003 005 006 007 008 010
YAW 50
MAP WPT AUX NRST CLR ENT KNOB YAW 50
SYSTEM GPS1 GPS2 RAIM SBAS SYSTEM GPS1 GPS2 RAIM SBAS
DFLT MAP FMS
PUSH CRSR
AUX PAGE
GROUP SOFTKEYS (REF
GPS Sensor Annunciations GPS Sensor Annunciations

GPS 1 usually provides information for PFD 1 and for the MFD, while GPS 2 GPS 1 usually provides information for P
provides information for PFD 2. The GPS data is sent to the flight display provides information for PFD 2. The GP
units through the HSDB bus. units through the HSDB bus.
25-28 Phenom 100 25-28

Navigation
If there is a failure in one of the GPS or information is degraded, the remain- If there is a failure in one of the GPS
ing GPS is automatically used to provide information for all flight display units ing GPS is automatically used to pro
(PFD 1, PFD 2, and MFD). (PFD 1, PFD 2, and MFD).
An internal system checking is constantly performed to ensure that both GPS An internal system checking is const
receivers are providing accurate data for the flight display units. In some cir- receivers are providing accurate dat
cumstances, both GPS receivers may be providing accurate data, but one cumstances, both GPS receivers m
receiver may be providing a better GPS solution than the other receiver. In receiver may be providing a better G
this case, the GPS receiver producing the better solution will be automatically this case, the GPS receiver producin
coupled to all flight display units. The “BOTH ON GPS 1" or “BOTH ON GPS coupled to all flight display units. The
2" message will then be displayed in the REVERSIONARY SENSOR window, 2" message will then be displayed in
on the PFDs, indicating which GPS receiver is being used. Both GPS receiv- on the PFDs, indicating which GPS r
ers are still functioning properly, but one receiver is performing better than the ers are still functioning properly, but o
other at that particular time. other at that particular time.
These GPS sensor annunciations are most often seen after the system These GPS sensor annunciations
power-up when one GPS receiver has acquired satellites before the other, or power-up when one GPS receiver ha
one of the GPS receivers has not yet acquired a WAAS signal. While the air- one of the GPS receivers has not ye
craft is on the ground, the WAAS signal may be blocked by obstructions caus- craft is on the ground, the WAAS sign
ing one GPS receiver to have difficulty in acquiring a good signal. Also, while ing one GPS receiver to have difficul
airborne, turning the aircraft may result in one of the GPS receivers temporar- airborne, turning the aircraft may resu
ily losing the WAAS signal. ily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the If the sensor annunciation persists, c
AFD (Auxiliary Flight Display) window (named MESSAGES window), on the AFD (Auxiliary Flight Display) windo
PFDs. If no failure message exists, check the GPS STATUS page and compare PFDs. If no failure message exists, ch
information for GPS 1 and GPS 2. The discrepancies may indicate a problem. information for GPS 1 and GPS 2. Th
NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1 NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053
PUSH
VOL ID
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2
PUSH
VOL SO REVERSIONARY PUSH
VOL ID
NAV2 108.00 117.95 HDG 1500 FPH VS
NAV 11 000
EMERG
COM
SENSOR NAV
20 20
1900 4
WINDOW 20 20
200 200
1800 BOTH ON GPS2
PUSH PUSH PUSH
1-2 10 10 2 1-2 1-2 10 10
180 1700 CAS
180
BARO
1 640
BLEED 2 FAIL
170 BLEED 1 FAIL 170
20 FUEL 2 SOV FAIL
FUEL 1 SOV FAIL
160 E1 FIRE DET FAIL 160
10 10 1500 2
PRESN AUTO FAIL
AP FAIL PUSH 10 10
STD
YD FAIL
SWS FAIL
140 327 1400 4
AUDIO PNL2 FAIL
GIA 2 FAIL
RANGE 140 327
GIA 1 FAIL
EBAY OVHT
3O
33
N
2992 IN FLAP FAIL AFD 3O
33
N
MESSAGES
GIA2 SERVICE - GIA2 needs PUSH WINDOW
W
W
PAN
3
3
GPS ENR service. Return unit for repair. GPS ENR
24
24
GMA2 FAIL - GMA2 is inoperative.
6
6
21
21
D MENU
E
E
ADC2 AS EC - ADC2 airspeed error
S 12 correction is unavaible. PFL PROC
S 12
15 15
CLR ENT
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG INSET SENSOR PFD OBS CDI ADF/DME
DFLT MAP FMS
SDS2432_345600P223R
PUSH CRSR
SOFTKEYS (REF.) SOFTKEYS (R

Transponder System Transponder System

01 TCAS INTERROGATION 01 TCAS INTERRO
(1030 MHz) (1030 MHz
XPDR REPLY XPDR REPLY

(1090 MHz) (1090 MHz)
XPDR REPLY XPDR REPLY XPDR REPLY X

(1090 MHz) (1090 MHz) (1090 MHz)
GROUND STATION GROUND STATION
GROUND STATION
INTERROGATION INTERROGATION
INTERROGATION
(1030 MHz) (1030 MHz)
(1030 MHz)
GROUND STATION GROUND ST
01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS 01 IF THE AIRCRAFT ARE EQUIPPED WITH TCAS
SDS2432_345200P185
The XPDR system offers Mode A, Mode C and Mode S interrogation and The XPDR system offers Mode A, Mod
reply capabilities. reply capabilities.
Mode A replies consist of framing pulses and any one of 4,096 codes, which Mode A replies consist of framing pulses
differ in the position and number of pulses transmitted. differ in the position and number of pulse
Mode C replies include framing pulses and encoded altitude. Mode C replies include framing pulses an
The XPDR unit is equipped with selective addressing or Mode Select (Mode The XPDR unit is equipped with selective
S) capability. Mode S functions include the following features: S) capability. Mode S functions include th
 Level-2 Reply Data Link Capability (used to exchange information between  Level-2 Reply Data Link Capability (use
aircraft and various ATC facilities) aircraft and various ATC facilities)
 Surveillance Identifier Capability  Surveillance Identifier Capability
 Flight ID (Identification) Reporting  Flight ID (Identification) Reporting
 Altitude Reporting  Altitude Reporting
 Airborne Status Determination  Airborne Status Determination
 Transponder Capability Reporting  Transponder Capability Reporting

Mode S Enhanced Surveillance Requirements 
Mode S Enhanced Surveillance Requi
 Acquisition Squitter  Acquisition Squitter
Ground stations can interrogate Mode S transponders individually using a 24- Ground stations can interrogate Mode S t
bit ICAO (International Civil Aviation Organization) Mode S address, which is bit ICAO (International Civil Aviation Orga
unique to the particular aircraft. In addition, ground stations may interrogate a unique to the particular aircraft. In additio
transponder for its XPDR data capability and the aircraft's flight ID, which is the transponder for its XPDR data capability a
registration number or other call sign. The XPDR unit makes the maximum air- registration number or other call sign. The
speed capability (set during configuration setup) available to TCAS systems on speed capability (set during configuration s
board nearby aircraft to aid in the determination of TCAS advisories. board nearby aircraft to aid in the determin
25-30 Phenom 100 25-30

Navigation
The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode S The XPDR unit meets Mode S Enha
Enhanced Surveillance provides information consisting of additional aircraft Enhanced Surveillance provides info
parameters to ground radar systems. parameters to ground radar systems
In the dual XPDR configuration, XPDR 1 unit is a non-diversity transceiver In the dual XPDR configuration, XP
while XPDR 2 unit is a transceiver with the diversity capability. Diversity while XPDR 2 unit is a transceive
allows for dependable operation while maneuvering. allows for dependable operation whil
XPDR Controls XPDR Controls
The XPDR is controlled through PFD softkeys, which are organized in three The XPDR is controlled through PFD
levels. levels.
In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a In the first level the XPDR softkey
submenu (second level) shows the options that follow: STBY, ON, ALT submenu (second level) shows the
(XPDR modes), VFR (loads the pre-programmed VFR code), CODE (XPDR (XPDR modes), VFR (loads the pre-
code selection), IDENT (Position Identification function) and BACK (return to code selection), IDENT (Position Ide
previous menu). previous menu).
Pushing the CODE softkey, the third level of the softkeys shows on the bot- Pushing the CODE softkey, the third
tom of the PFD. It consists of numeric keys for XPDR code selection. tom of the PFD. It consists of numeri
PUSH
NAV1 108.00 117.95 VPT KIXD DIS 136 NM DTK 053 TRK 355 136.975 118.000 COM1
PUSH PUSH
NAV1 108.00 117.
NAV2 108.00 117.95 HDG 1500 FPH VS ALT 136.975 118.000 COM2 NAV2 108.00 117.
EMERG
NAV COM NAV
1600
20 20 4
200
PUSH 1500 PUSH PUSH
1-2 1-2 1-2
10 10 2
180 1400
BARO
40
170 13
20
160
10 10 1200 2 PUSH
STD
RANGE
140 356 1100 4
HDG 356 CRS 049
TAS 170 KT 2992 IN TAS

N 3
33
PUSH
PAN
3O
NAV1
W
D MENU
24
12
21 15 PFL PROC
S
CLR ENT
DAT 0 C XPDR 6543 ALT R LCL 00:05:52 DAT 0 C
INSET PFD CDI OBS XPDR IDENT TMR/REF NRST ADVISORY DFLT MAP FMS INSET
PUSH CRSR
SOFTKEYS (REF.) IDENT SOFTKEY
XPDR STATUS BAR XPDR SOFTKEY
FIRST LEVEL SOFTKEYS FIRST LE
SECOND LEVEL SOFTKEYS SECOND L
THIRD LEVEL SOFTKEYS THIRD LE

Indications Indications
XPDR LABEL XPDR CODE XPDR MODE XPDR LABEL XPDR CODE X
XPDR 6543 ALT XPDR 6543 ALT

OR OR
XPDR 6543 GND XPDR 6543 GND

OR OR
XPDR 6543 STBY XPDR 6543 STB

OR OR
XPDR 1200 ON R XPDR 1200 ON

XPDR STATUS BAR XPDR STATUS BA
A REPLY STATUS FIELD A
XPDR Modes Of Operation XPDR Modes Of Operation

The XPDR system has four modes of operation, as follow: The XPDR system has four modes of ope

Ground (GND) 
Ground (GND)
 Standby (STBY)  Standby (STBY)
 ON  ON

Altitude (ALT) 
Altitude (ALT)
The XPDR mode selection can be automatic (Ground and Altitude modes) or The XPDR mode selection can be autom
manual (Standby, ON and Altitude modes). The STBY, ON and ALT softkeys manual (Standby, ON and Altitude modes
are accessed by pushing the XPDR softkey, on the bottom of the PFDs. are accessed by pushing the XPDR softk
Ground Mode (Automatic) Ground Mode (Automatic)
Ground mode is automatically selected when the aircraft is on the ground. A Ground mode is automatically selected w
green GND indication shows in the mode field of the XPDR status bar. In green GND indication shows in the mod
Ground mode, the XPDR does not allow Mode A and Mode C replies, but it Ground mode, the XPDR does not allow
does permit acquisition squitter and replies to discretely addressed Mode S does permit acquisition squitter and repl
interrogations. interrogations.
Ground mode can be overridden by pressing any of the XPDR mode selec- Ground mode can be overridden by pres
tion softkeys. tion softkeys.
Standby Mode (Manual) Standby Mode (Manual)
The Standby mode can be selected at any time by pressing the STBY soft- The Standby mode can be selected at a
key. In Standby mode, the XPDR does not reply to interrogations, but new key. In Standby mode, the XPDR does
codes can be entered. If the Standby mode is selected, a white STBY indica- codes can be entered. If the Standby mod
tion shows in the mode field of the XPDR status bar. In STBY mode, the tion shows in the mode field of the XPD
IDENT function is inhibited. IDENT function is inhibited.
25-32 Phenom 100 25-32

Navigation
On Mode (Manual) On Mode (Manual)

The ON mode can be selected at any time by pushing the ON softkey. ON The ON mode can be selected at a
mode generates Mode A and Mode S replies, but Mode C altitude reporting is mode generates Mode A and Mode S
inhibited. In ON mode, a green ON indication shows in the mode field of the inhibited. In ON mode, a green ON i
XPDR status bar. XPDR status bar.
Altitude Mode (Automatic Or Manual) Altitude Mode (Automatic Or Manu
Altitude mode is automatically selected when the aircraft becomes airborne. Altitude mode is automatically selec
Altitude mode may also be selected manually by pushing the ALT softkey. If Altitude mode may also be selected
Altitude mode is selected, a green ALT indication shows in the mode field of Altitude mode is selected, a green A
the XPDR status bar, and all XPDR replies requesting altitude information are the XPDR status bar, and all XPDR r
provided with pressure altitude information. provided with pressure altitude inform
When no valid XPDR information is received by the flight display units the When no valid XPDR information is
XPDR status bar shows the selected XPDR system, yellow FAIL text and a XPDR status bar shows the selecte
red “X” over the area of the field. red “X” over the area of the field.
XPDR (Transponder) Status Box XPDR (Transponder) Status Box
The XPDR status box is located to the left of the system time. The data box The XPDR status box is located to t
displays the label, active four-digit code, mode, and a reply status. displays the label, active four-digit co
Press the
ENT Key to
Complete
Turn the Small Code Entry T
FMS Knob to F
Enter Two Code Turn the Large En
Digits at a Time FMS Knob D
to Move the
Cursor to the
Next Code Field
XPDR CODE Selection XPDR CODE Selection

The XPDR code selection is performed through the numeric softkeys on PFD. The XPDR code selection is perform
Pushing the XPDR softkey and then the CODE softkey, provides access to Pushing the XPDR softkey and then
the XPDR code numeric softkeys. the XPDR code numeric softkeys.
A total of 4,096 discrete identification codes can be selected with the code A total of 4,096 discrete identificatio
selection softkeys. selection softkeys.
When entering the code, the next key in sequence must be pressed within 10 When entering the code, the next ke
seconds, or the entry is cancelled and restored to the previous code. Five seconds, or the entry is cancelled a
seconds after the fourth digit has been entered, the XPDR code becomes seconds after the fourth digit has b
active. When entering a code, the BKSP (backspace) softkey is used to back active. When entering a code, the BK
up and change code digits. up and change code digits.

VFR Codes VFR Codes

The VFR code can be entered either manually, each digit at a time, or by The VFR code can be entered either m
pushing the XPDR softkey and then the VFR softkey. When you push the pushing the XPDR softkey and then the
VFR softkey, the pre-programmed VFR code (1200) is automatically shown in VFR softkey, the pre-programmed VFR co
the code field of the XPDR status bar. Pushing the VFR softkey again the code field of the XPDR status ba
restores the previous identification code. restores the previous identification code.
XPDR IDENT Function XPDR IDENT Function
Pushing the IDENT softkey sends an ID indication to ATC. The ID return dis- Pushing the IDENT softkey sends an ID
tinguishes own aircraft XPDR from all others on the air traffic controller’s tinguishes own aircraft XPDR from all o
radar screen.The IDENT softkey shows in all levels of XPDR softkeys.When radar screen.The IDENT softkey shows i
you push the IDENT softkey, a green IDNT indication shows in the mode field you push the IDENT softkey, a green IDN
of the XPDR status bar for a duration of 18 seconds. of the XPDR status bar for a duration of 1
As previously described, in the Standby mode the IDENT softkey is inoperative. As previously described, in the Standby m
Weather Radar System Weather Radar System

ALTITUDE (X 1000 ft) ALTITUDE (X 1000 ft)
80 80
HALF POWER
ANTENNA AT ZERO TILT ANTENNA AT ZER
18,000 ft MAX POWER AT BEAM CENTER

8° 8°
18,000 ft
0 0
0 0
15 30 45 60 75 90 15 30 45
RANGE (NAUTICAL MILES) RANGE (NAUT
Airborne weather radar should be used to avoid severe weather, not for flying Airborne weather radar should be used to
through severe weather. The decision to fly into an area or radar targets through severe weather. The decision t
depends on target intensity, spacing between the targets, aircraft capabilities, depends on target intensity, spacing betw
and pilot experience. Pulse type weather radar detects only precipitation, not and pilot experience. Pulse type weather
clouds or turbulence. The display may indicate clear areas between intense clouds or turbulence. The display may in
returns, but this does not necessarily mean it is safe to fly between them. returns, but this does not necessarily m
Only Doppler radar can detect turbulence. Only Doppler radar can detect turbulence
The Phenom 100 is equipped with a 4-color pulsed Garmin GWX 68 Airborne The Phenom 100 is equipped with a 4-co
Color Radar. It combines excellent range and adjustable scanning profiles Color Radar. It combines excellent rang
with a high-definition target display. with a high-definition target display.
The weather radar receiver/transmitter antenna is a 12-inch phased array The weather radar receiver/transmitter a
antenna that is fully stabilized to accommodate 30 degrees of pitch and roll. It antenna that is fully stabilized to accomm
also allows manual adjustment of the radar vertical tilt, of its gain and of its also allows manual adjustment of the ra
range. range.
A secondary use of the weather radar system is a presentation of terrain. This A secondary use of the weather radar sys
is possible by using the ground map mode. is possible by using the ground map mod
The ground map mode can be a useful tool for verifying aircraft position. A The ground map mode can be a useful
“picture” of the ground is represented much like a topographical map that can “picture” of the ground is represented mu
25-34 Phenom 100 25-34

Navigation
be used as a supplement to the navigation map on the MFD. It is possible to be used as a supplement to the navi
distinguish landscape features and bodies of water by measuring the radar distinguish landscape features and
return strength. return strength.
Weather Radar Interfaces Weather Radar Interfaces
The weather radar receiver/transmitter antenna transmits a microwave pulse The weather radar receiver/transmitt
beam that, upon encountering a target, is then reflected back to the radar beam that, upon encountering a tar
receiver as a return echo. receiver as a return echo.
DC BUS 1 supplies the weather radar system through a protective circuit DC BUS 1 supplies the weather ra
breaker. breaker.
Modes Of Operation Modes Of Operation
The weather radar system has the following modes of operation: The weather radar system has the fo
 Weather Mode  Weather Mode
 Ground Map Mode  Ground Map Mode
 Standby Mode  Standby Mode
 Off Mode  Off Mode
When the weather radar system is in the weather mode or ground map mode, When the weather radar system is in
upon landing, the system automatically switches to the standby mode. upon landing, the system automatica
Weather Radar Controls Weather Radar Controls
The weather radar images are displayed on a dedicated page (WEATHER The weather radar images are disp
RADAR page), on the MFD. RADAR page), on the MFD.
The weather radar controls are located on the bezel of the MFD. The MFD is The weather radar controls are locat
located on the main instrument panel providing easy access to controls when located on the main instrument pane
the pilot(s) is/are seated and without any significant interference with aircraft the pilot(s) is/are seated and without
structure or other controls. structure or other controls.
The softkeys, knobs, and keys on MFD bezel are used to adjust and set The softkeys, knobs, and keys on
weather radar parameters. weather radar parameters.
NAV1 108.00 117.95 GS 0 KT DTK ___ T TRK 360 T ETE __:__ 136.975 118.000 COM1 NAV1 108.00 117.95 GS 0 KT DTK ___ T
PUSH PUSH PUSH
VOL ID NAV2 108.00 117.95 MAP - WEATHER RADAR 136.975 118.000 COM2 VOL SO VOL ID NAV2 108.00 117.95 MAP - WEATHE
OFF STAB ON OFF
EMERG
NAV COM NAV
42.0 N1% 92.9 40 NM

42.0 N1% 92.9
PUSH PUSH PUSH
1-2 1-2 1-2
713 ITT C
713 BARO 713 ITT C
713
142.8 N2% 142.8 142.8 N2% 142.8
95 OIL TEMP C 95 95 OIL TEMP C 95
FUEL OFF PUSH FUEL
1100 FF PPH 1100 STD 1100 FF PPH 1100
5000 FQ LB 5000 30 NM
RANGE JOYSTICK 5000 FQ LB 5000
TEMP 0 C TEMP 0 C
RATE 0 FPM 20 NM RATE 0 FPM
SPDBRK
5.0 PSI SPDBRK
5.0 PSI
MENU KEY
DELTA-P PUSH DELTA-P
LFE PAN LFE
OXY 1450 PSI SCALE OXY 1450 PSI SCALE
LG FLAPS LG FLAPS
o
UP TILT UP 1.50 UP
HEAVY 10 NM HEAVY
o
D
ENT KEY
UP UP 1 BEARING L0 MENU
UP UP 1
TRIM SECTOR SCAN FULL TRIM
ROLL PITCH LIGHT ROLL PITCH LIGHT
GAIN CALIBRATED PFL PROC
YAW 50 CLR ENT

YAW 50
MAP WPT AUX NRST
OFF STANDBY WEATHER GROUND BACK OFF STANDBY WEATHER GROUND

DFLT MAP FMS
DUAL FMS
PUSH CRSR
KNOB

SOFTK

Weather Radar Indications Weather Radar Indications

The main information presented on the WEATHER RADAR page, (on the The main information presented on the
MFD), is detailed in Table - WEATHER RADAR SYSTEM - WEATHER MFD), is detailed in Table - WEATHE
RADAR PAGE - MAIN INFORMATION. RADAR PAGE - MAIN INFORMATION.
1 2 3 1
PUSH PUSH PUSH

NAV
EMERG
COM
4 NAV
PUSH PUSH PUSH

1-2 1-2 1-2
BARO
PUSH
STD
RANGE
7 PUSH
PAN
5 7
D MENU
PFL PROC
CLR ENT
DFLT MAP FMS

S2432_344200P149R
PUSH CRSR

Indicates current weather radar status (off, Indicate
1 Status / Mode standby, RADAR FAIL, RDR FAULT, bad con- 1 Status / Mode standby
figuration) or mode (weather or ground map). figuratio
Depicts the weather information, based on a Depicts
color scale. Also possible to see the scan color sc
2 Weather Information and bearing line (if enabled). Color scale var- 2 Weather Information and bea
ies depending on mode selected, weather or ies depe
ground map. ground
Antenna Indicates whether antenna stabilization is on, Antenna Indicate
3 3
Stabilization Status off or inoperative. Stabilization Status off or in
Shows selected range. Can be adjusted by Shows
4 Selected Range 4 Selected Range
the joystick, on MFD bezel. the joys
Displays settings for some parameters such Displays
5 Parameters Window 5 Parameters Window
as tilt, bearing, sector scan and gain. as tilt, b
Through softkeys, it is possible to select the Through
mode (off, standby, weather or ground map), mode (o
scan mode (vertical or horizontal), enable scan m
6 Softkeys functions (weather alert, WATCH) and 6 Softkeys function
enable setting of parameters such as gain, enable
tilt, and bearing, depending on the selected tilt, and
scan mode. scan mo
Shows a color scale denoting precipitation Shows
7 Color Scale 7 Color Scale
intensity. intensity
25-36 Phenom 100 25-36

Navigation
Weather Radar System Operation Weather Radar System Operati

ACTIVE PAGE ACTIVE PAGE ACTIVE PAGE
STATUS/MODE GROUP TITLE STATUS/MODE GROUP
FIELD FIELD
ANTENNA
PUSH
VOL ID
PUSH
VOL SO
STABILIZATION PUSH
VOL ID
NAV
EMERG
COM STATUS FIELD NAV
PUSH PUSH PUSH

1-2 1-2 1-2
BARO
PUSH
STD
RANGE
PUSH
PAN
MENU KEY
D MENU
PFL PROC
ENT KEY
CLR ENT
DFLT MAP FMS
DUAL FMS
PUSH CRSR
KNOB
PAGE IN CURRENT
SOFTKEYS (REF.) PAGE GROUP SOFTKEYS (R
PAGE GROUPS
Maximum Permissible Exposure Level Maximum Permissible Exposure L

Note: The minimum safe distance from the antenna for personnel near an Note: The minimum safe distance
operating airborne weather radar is based on the Federal Commu- operating airborne weather
nications Commission's exposure limit at 9.3 to 9.5 GHz (Giga- nications Commission's ex
hertz) for general population/uncontrolled environments which is 1 hertz) for general populatio
mW (Milliwatt)/cm² (Square Centimeter). mW (Milliwatt)/cm² (Square
The zone in which the radiation level exceeds the US Government The zone in which the radia
standard of 1 mW/cm² is the semicircular area of at least 11 ft standard of 1 mW/cm² is the
(Feet) from the 12-inch antenna. (Feet) from the 12-inch ante
All personnel must remain outside this zone in order to prevent All personnel must remain o
human body injury by radiated energy. human body injury by radiat
The weather radar should not be operated while aircraft is in han- The weather radar should n
gar or other enclosure. In order to prevent possible fuel ignition, the gar or other enclosure. In or
weather radar should not be operated while the aircraft is being weather radar should not be
refueled or defueled. refueled or defueled.
DANGER DANGER
ZONE ZONE
10.83 FT FOR 12" ANT 10.83 FT FOR 12" ANT
SDS2432 344200P155

When the weather radar system is in the Weather or Ground Map mode, the When the weather radar system is in the
system automatically switches to Standby mode on landing. system automatically switches to Standby
In reversionary mode, the weather radar system automatically switches to In reversionary mode, the weather rada
Standby mode. The system remains in Standby mode until both displays are Standby mode. The system remains in S
restored. In the Reversionary mode, the weather system cannot be con- restored. In the Reversionary mode, th
trolled. trolled.
Horizontal Scan Display Horizontal Scan Display
Antenna Stabilization
Radar Mode Scan Line Status Radar Mode Scan Line
The weather radar page is accessed through the MAP Page Group. While on The weather radar page is accessed thro
the ground the system is turned on by selecting the “Standby” softkey. A one the ground the system is turned on by se
minute warm-up is initiated (countdown is displayed on the screen). After the minute warm-up is initiated (countdown is
warm-up is complete, the radar enters the Standby mode. If the aircraft is air- warm-up is complete, the radar enters the
borne and use of the radar is desired the “Weather” softkey is selected. The borne and use of the radar is desired the
same one minute warm-up period is initiated with a displayed countdown and same one minute warm-up period is initia
then the radar will begin to transmit. then the radar will begin to transmit.
The radar system initially displays a horizontal scan. To make an accurate The radar system initially displays a hor
interpretation of a storm cell the Antenna Tilt Angle, Gain, distance, and sec- interpretation of a storm cell the Antenna
tor scan may have to be adjusted through a combination of soft and menu tor scan may have to be adjusted throu
keys, and FMS knob selection. keys, and FMS knob selection.
A unique feature of the Prodigy Radar System is the ability to vertically scan a A unique feature of the Prodigy Radar Sy
storm cell. The vertical scan function is displayed through the selection of the storm cell. The vertical scan function is d
"Vertical" Softkey. Vertical scanning of a storm cell should be done with the "Vertical" Softkey. Vertical scanning of a
aircraft wings level to avoid constant adjustment of a bearing line. While in the aircraft wings level to avoid constant adju
horizontal scan mode a bearing line is selected and moved over on the horizontal scan mode a bearing line is
desired storm cell to be vertically scanned. The "Vertical" mode is then desired storm cell to be vertically scan
selected. selected.
25-38 Phenom 100 25-38

Navigation
Vertical Scan Display Vertical Scan Display
The GWX 68 also has several additional features that aid in avoiding severe The GWX 68 also has several additi
weather: Weather Attenuated Color Highlight (WATCH®) and Weather Alert. weather: Weather Attenuated Color
The WATCH® feature can be used as a tool to determine areas of possible The WATCH® feature can be used a
inaccuracies in displayed intensity due to weakening of the radar energy inaccuracies in displayed intensity
(attenuation). To activate this feature select the "Watch" softkey. (attenuation). To activate this feature
Horizontal Scan with/without WATCH Horizontal Scan with/without W
Displayed intensity is questionable. Areas of Display
Potentially stronger than displayed. Attenuated Signal Potenti
Horizontal Scan Without WATCH® Horizontal Scan WithWATCH® Horizontal Scan Without WATCH®
The Weather Alert feature indicates the presence of heavy precipitation The Weather Alert feature indicate
between the ranges of 80 and 320 nm regardless of the current displayed between the ranges of 80 and 320
range. Weather Alert targets appear as red bands along the outer range ring range. Weather Alert targets appear
at the approximate azimuth of the detected returns. at the approximate azimuth of the de

If a Weather Alert is detected within + 10° of the aircraft heading, an alert is If a Weather Alert is detected within + 10
displayed on the PFD in the Messages Window. displayed on the PFD in the Messages W
If the antenna is adjusted to low, a weather alert can be generated by ground If the antenna is adjusted to low, a weath
returns. To avoid unwanted alerts, deselect the WX ALRT Softkey. returns. To avoid unwanted alerts, desele
Weather Alert Indications Weather Alert Indications
Weather Alerts Weather Alerts
To activate or deactivate Weather Alerts, select the WX ALRT Softkey. Acti- To activate or deactivate Weather Alerts,
vating or deactivating enables or inhibits the alert on the PFD. vating or deactivating enables or inhibits
Flight Management System Flight Management System

General General
The Flight Management System provides Flight Planning Capability, Lateral The Flight Management System provide
and Vertical Navigation, Flight Prediction, Required Navigation Performance and Vertical Navigation, Flight Prediction
(RNP), Position Determination, Radio Tuning and Data Management. (RNP), Position Determination, Radio Tun
Each display, PFD and MFD, independently computes navigation guidance to Each display, PFD and MFD, independen
allow for reversionary guidance in the event of failure in one of the units. allow for reversionary guidance in the e
Flight plan data entry and pilot-performed navigation modifications are syn- Flight plan data entry and pilot-performe
chronized on all LRU (Line Replaceable Unit). chronized on all LRU (Line Replaceable U
If one display is restarted or cold started while another connected display is If one display is restarted or cold started
already running, the active flight plan and navigation state is transferred to already running, the active flight plan an
the recently-started LRU. Additionally, the navigation solutions are consid- the recently-started LRU. Additionally, th
ered parallel and independent except that the flight plan operations and data ered parallel and independent except tha
are synchronized. As long as there are not flight plan changes, the navigation are synchronized. As long as there are no
updates occur without interaction. updates occur without interaction.
25-40 Phenom 100 25-40

Navigation
The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a dis- The FD (Flight Director) can be coupl
play fails, the other display navigation solutions continue without interruption. play fails, the other display navigation
PFD/MFD Control Panel PFD/MFD Control Panel
7
6
5
4
3
7
6
5
4
3


Used to enter a destination waypoint and Used to e
establish a direct course to selected destina- establish a
1 Direct-to Key tion (the destination is either specified by the 1 Direct-to Key tion (the de
identifier, chosen from active route, or taken identifier, c
from map pointer position). from map p
Used to select a context-sensitive list of Used to s

options. Allows user to access additional fea- options. All
tures or make setting changes related to par- tures or ma
ticular pages. ticular page
Used to select ACTIVE FLIGHT PLAN page Used to se

3 FPL Key 3 FPL Key
for creating and editing the active flight plan. for creating
Used to select IFR (Instrument Flight Rules) Used to se

departure procedures, arrival procedures and departure p
approach procedures for a flight plan. If a approach p
flight plan is used, available procedures for flight plan
4 PROC Key departure and/or arrival airport are automati- 4 PROC Key departure a
cally suggested. These procedures can then cally sugge
be loaded into active flight plan. If a flight plan be loaded in
is not used, both desired airport and desired is not used
procedure may be selected. procedure m
Used to validate or confirm a menu selection Used to va

5 ENT Key 5 ENT Key
or data entry. or data entr
Used to erase information, cancel entries, or Used to era

6 CLR Key 6 CLR Key
remove page menus. remove pag
Used to turn selection cursor ON and OFF. Used to tu

When cursor is ON, data may be entered in When curso
Dual FMS applicable window by turning inner and outer Dual FMS applicable w
7 7
Knob knobs. The outer knob moves the cursor on Knob knobs. The
the page, while inner knob selects individual the page, w
characters in highlighted cursor location. characters i
25-42 Phenom 100 25-42

Navigation
FMS Remote Panel FMS Remote Panel

Many of the controls on the FMS panel have the same function as those Many of the controls on the FMS p
located on the bezels of the flight display units, with the advantage of located on the bezels of the fligh
enabling direct typing of waypoints by using the alphanumeric keys. enabling direct typing of waypoints b
1 2 3 4 5 1 2 3
7
8
14 13 12 11 10 14 13 12
Used to select MFD page to be viewed; outer Used to

knob selects a page group (MAP, WPT, AUX, knob se
NRST), while inner knob selects a specific NRST),
page within page group. Pressing dual FMS page w
knob turns selection cursor ON and OFF. knob tu
1 Dual FMS Knob When cursor is ON, data may be entered in 1 Dual FMS Knob When c
applicable window by turning inner and outer applicab
knobs. In this case, outer knob moves the cur- knobs.
sor on the page, while inner knob selects indi- sor on t
vidual characters for highlighted cursor vidual
location. location

Used to select ACTIVE FLIGHT PLAN page Used to sele

2 FPL Key for creating and editing active flight plan, or for 2 FPL Key for creating a
accessing stored flight plans. accessing st
Used to enter a destination waypoint and Used to en

establish a direct course to selected destina- establish a d
3 Direct-to Key tion (destination is either specified by the iden- 3 Direct-to Key tion (destina
tifier, chosen from the active route, or taken tifier, chosen
from the map pointer position). from the map
Used to select a context-sensitive list of Used to se

options. Allows user to access additional fea- options. Allo
tures or make setting changes related to par- tures or mak
ticular pages. ticular pages
Used to select IFR departure procedures, Used to se

arrival procedures and approach procedures arrival proce
for a flight plan. If a flight plan is used, available for a flight pla
procedures for departure and/or arrival airport procedures f
5 PROC Key 5 PROC Key
are automatically suggested. Procedures can are automat
then be loaded into active flight plan. If a flight then be load
plan is not used, both the desired airport and plan is not u
the desired procedure may be selected. the desired p
Changes map range when rotated. Activates Changes ma

6 Joystick 6 Joystick
map pointer when pressed. map pointer
Used to enter data quickly, without having to Used to ent

Alphanumeric Alphanumeric
7 select individual characters with the dual FMS 7 select individ
Keys Keys
knob. knob.
Plus (+) Plus (+)

8 Used to select (+) or (-) signs. 8 Used to sele
Minus (-) Keys Minus (-) Keys
9 Decimal Key Used to enter a decimal point. 9 Decimal Key Used to ente
Center of key is used to activate selected soft- Center of ke

key, while the right and left arrows are used to key, while th
10 SEL Key 10 SEL Key
move softkey selection box to right and left move softke
respectively. respectively.
25-44 Phenom 100 25-44

Navigation
Used to validate or confirm a menu selection Used to

11 ENT Key 11 ENT Key
or data entry. or data
Erases information, cancels entries, or Erases

removes page menus. Pressing and holding removes
12 CLR Key 12 CLR Key
this key displays NAVIGATION MAP page this key
automatically. automat
13 SPC Key Adds a space character. 13 SPC Key Adds a s
Used to move cursor back one character Used to

14 BKSP Key 14 BKSP Key
space. space.
Flight Planning Flight Planning

Flight plans are entered into the FMS via the FPL button. Associated, if any, Flight plans are entered into the FM
specific departure procedures, arrival procedures, and instrument specific departure procedures,
approaches are entered through the PROC button. The Prodigy FMS also approaches are entered through the
has the capability of storing of up to 99 Flight plans for ease of access to has the capability of storing of up t
those most frequently flown flights. those most frequently flown flights.
This system supports all ARINC 424 leg types, IFR procedures, DP and This system supports all ARINC 42
STAR, Jet and Victor airways. Entry, deletion, or route/procedure modifica- STAR, Jet and Victor airways. Entry
tions are made through the use of the menu button, outer knob, and the inner tions are made through the use of the
knob from the PFD, MFD, or FMS remote panel. This also includes any Verti- knob from the PFD, MFD, or FMS re
cal Navigation requirements to the flight plan. The FMS System can create an cal Navigation requirements to the fli
Along Track Offsets and Parallel Track if required. Along Track Offsets and Parallel Trac

Developed for Train
S E R V I C E S
Vertical Navigation Profile

Turn Anticipation - Active Vertical WPT Alt/ID
Active Flight Planning
Arc - Vertical Speed Target

- Flight Path Angle
- Vertical Speed Target
Non-Active, - Time to Top of Descent
T R A I N I N G
Flight Plan Leg - Vertical Deviation
April 2009
25-46
Phenom 100
Active FPL Waypoint List
- Comment
- Procedure Header
- Waypoint Identifi er
- Airway Identifier
- Desired Track to Waypoint

- Distance to Waypoint
- Waypoint Altitude
Active Flight Constraint
Plan Leg
S E R V I C E S
Vertical Navigation Profile
Turn Anticipation - Active Vertical WPT Alt/ID
Active Flight Planning

Arc - Vertical Speed Target
- Flight Path Angle
- Vertical Speed Target
Non-Active, - Time to Top of Descent
T R A I N I N G
Flight Plan Leg - Vertical Deviation
April 2009
25-46
Navigation
Lateral guidance uses information from various systems to provide the best Lateral guidance uses information fr
guidance solution for flight plan legs and transitions and providing roll steer- guidance solution for flight plan legs
ing command to the Automatic Flight Control System (AFCS). There are six ing command to the Automatic Fligh
lateral modes: Dead reckoning (DR), oceanic (OCN), enroute (ENR), terminal lateral modes: Dead reckoning (DR),
(TERM), departure DPRT), missed approach (MAPR), and non-precision (TERM), departure DPRT), missed
approach (LNAV). There are also three other approach modes that provide approach (LNAV). There are also th
vertical guidance and are used during approach: LNAV with vertical guidance vertical guidance and are used durin
(LNAV+V), LNAV/VNAV, and LPV. (LNAV+V), LNAV/VNAV, and LPV.
These lateral modes will be annunciated on the inner position of the CDI dur- These lateral modes will be annuncia
ing the various phases of flight. ing the various phases of flight.
Flight Prediction Flight Prediction
The flight prediction function of the FMS provides: time-to-go to destination, The flight prediction function of the F
time-to-go to next waypoint, fuel required to destination, fuel remaining at time-to-go to next waypoint, fuel re
destination, and time to top of descent. These parameters are calculated destination, and time to top of des
based on current groundspeed, distance to way point/destination, and current based on current groundspeed, dista
fuel flow. fuel flow.
Additional FMS Capabilities Additional FMS Capabilities
The Prodigy FMS allows the pilot to view trip planning information, fuel infor- The Prodigy FMS allows the pilot to
mation, and other information for a specific flight plan, or flight plan leg based mation, and other information for a s
on automatic data, or based on manually entered data. on automatic data, or based on manu

Developed for Train
Desired Track - - Indicated Altitude
Trip Planning Page (MFD AUX Pag
Distance - - Barometric Pressure

Est. Time Enroute - - Total Air Temperature
Est. Time of Arrival -
Enroute Safe Altitude -
Sunrise Time (local) - Other Statistics
S E R V I C E S
Sunset Time (local - - Density Altitude

- True Airspeed (TAS)
Fuel Statistics
Effi ciency -
Total Endurance -
Remaining Fuel -
Remaining Endurance -
T R A I N I N G
Fuel Required -
Softkeys
April 2009
Total Range -
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
25-48
Phenom 100
Selected Flight Plan Segment
- FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN)
- Waypoints Defining Selected Flight Plan/Flight Plan Leg
Trip Planning Page Mode
- Automatic/Manual

Preview of Selected Trip Input Data (sensor/pilot)
Flight Plan/ - Departure Time (local)
Flight Plan Leg - Ground Speed
- Fuel Flow
- Fuel On Board Aircraft
Trip Planning Page (MFD AUX Page 2)
Trip Statistics - Calibrated Airspeed

Desired Track - - Indicated Altitude
Distance - - Barometric Pressure
Est. Time Enroute - - Total Air Temperature
Est. Time of Arrival -
Enroute Safe Altitude -
Sunrise Time (local) - Other Statistics
S E R V I C E S
Sunset Time (local - - Density Altitude
- True Airspeed (TAS)
Fuel Statistics
Effi ciency -
Total Endurance -
Remaining Fuel -
Remaining Endurance -
T R A I N I N G
Fuel Required -
Softkeys
April 2009
Total Range -
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
25-48
Weight Planning Page (MFD AU
Developed for
Empty Weight Softkey Fuel On Board Sync Softkey
(selects Basic Empty Weight) (sets FOB to sensor actual)
Phenom 100
25-49
Navigation
April 2009
Fuel Weight Calculator
A/C Payload Calculator - Zero Fuel Weight Calculation
Basic Empty Weight Entry - - Fuel on Board Entry (or sync)
Pilot and Stores Weight Entry - - Aircraft Weight Calculation
Basic Operating Weight

- Estimated Landing Weight Calculation
Calculation - - Estimated Landing Fuel Calculation
Passenger(s) Weight Entry - - Fuel Reserve Entry
Weight Planning Page (MFD AUX Page 1)
Cargo Weight Entry - - Excess Fuel Calculation

Zero Fuel Weight Calculation -
Empty Weight Softkey Fuel On Board Sync Softkey
(selects Basic Empty Weight) (sets FOB to sensor actual)
Phenom 100
Comparator Annunciations Comparator Annunciations

The comparator also monitors critical values associated with the Navigation/ The comparator also monitors critical val
FMS. If differences in the sensors exceed a specified amount it will be annun- FMS. If differences in the sensors exceed
ciated in the Comparator Window of the PFD as a “MISCOMP”. If a sensed ciated in the Comparator Window of the
value is unavailable a “NO COMP” will be annunciated. value is unavailable a “NO COMP” will be
Comparator Window Text Condition Comparator Window Text

HDGMISCOMP Difference in heading sensors is > 6º. HDGMISCOMP Difference in head
ROLMISCOMP Difference in roll sensors is > 6º. ROLMISCOMP Difference in roll s
HDGNO COMP No data from one or both heading sensors. HDGNO COMP No data from one
PITNO COMP No data from one or both pitch sensors. PITNO COMP No data from one
ROLNO COMP No data from one or both roll sensors.. ROLNO COMP No data from one
Attitude and Heading Reference System (AHRS) Attitude and Heading Reference Sy
The airplane may not be operated in the regions stated on the table below: The airplane may not be operated in the r
Magnetic Magnetic
Regions Regions
Between 65°N and 70°N Between 75°W and 120°W Between 65°N and 70°N
North North
Between 55°S and 70°S Between 120°E and165°E Between 55°S and 70°S
South South
Note: Alternative procedures must be established for dispatch if Note: Alternative procedures must
the indication GEO LIMITS is displayed. the indication GEO LIMITS is
Garmin G1000 Avionics System Garmin G1000 Avionics System

 Use of VNAV is prohibited during the intermediate segment of an approach  Use of VNAV is prohibited during the in
 Dead Reckoning Mode use is allowed only in Enroute (ENR) or Oceanic  Dead Reckoning Mode use is allowed
 The fuel quantity, fuel required, fuel remaining, and gross weight estimate  The fuel quantity, fuel required, fuel rem
25-50 Phenom 100 25-50

Navigation
Garmin G1000 GPS Navigation System Garmin G1000 GPS Navigation

The Garmin G1000 GPS receivers are approved under TSO C145a Class 3. The Garmin G1000 GPS receivers a
The Garmin G1000 system has been demonstrated capable of, and has been The Garmin G1000 system has been
shown to meet the accuracy requirements for, the following operations pro- shown to meet the accuracy require
vided it is receiving usable navigation data. vided it is receiving usable navigation
These do not constitute operational approvals. These do not constitute operational a
 Enroute, terminal, non-precision instrument approach operations using  Enroute, terminal, non-precision in
GPS and WAAS (including “GPS”, “or GPS”, and “RNAV” approaches), GPS and WAAS (including “GPS”
and approach procedures with vertical guidance (including “LNAV/VNAV”, and approach procedures with ve
“LNAV + V”, and “LPV”) within the U.S. National Airspace System in accor- “LNAV + V”, and “LPV”) within the
dance with AC 20-138A. dance with AC 20-138A.
 Barometric VNAV is approved to enroute and terminal descents, as per AC  Barometric VNAV is approved to e
20-129. Guidance is provided up to the FAF waypoint when there is not a 20-129. Guidance is provided up
procedure that provides vertical guidance following the FAF. Guidance is procedure that provides vertical g
provided up to the waypoint preceding the FAF (FAF-1) when there is a provided up to the waypoint prece
procedure that provides vertical guidance (ILS or GPS WAAS) following procedure that provides vertical g
the FAF. the FAF.

Oceanic/Remote/MNPS–RNP-10 (per FAA AC 20-138A and FAA Order 
Oceanic/Remote/MNPS–RNP-10
8400-12A. Both GPS receivers are required to be operating and receiving 8400-12A. Both GPS receivers ar
usable signals except for routes requiring only one Long Range Naviga- usable signals except for routes r
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro- Note: For Oceanic/Remote opera
gram works in combination with the Route Planning Software (ver- gram works in combination
sion 1.2 or later approved version). For information on using the sion 1.2 or later approved
WFDE prediction program, refer to the WFDE Prediction Program WFDE prediction program,
Instructions Garmin part number 190-00643-01. Instructions Garmin part nu

GPS based IFR enroute, oceanic, and terminal navigation is prohibited 
GPS based IFR enroute, oceanic,


The G1000 database must incorporate the current update cycle. The G1000 database must incorporate th
Note: Not all the published approaches are in the navigation database. Note: Not all the published approache
The flight crew must ensure that the planned approach is in the The flight crew must ensure th
database. database.

Receiver Autonomous Integrity Monitoring (RAIM) must be available when 
Receiver Autonomous Integrity Monito
conducting instrument approaches utilizing the GPS receiver. conducting instrument approaches util

IFR non-precision approach approval i
within the local Airspace System. Approaches to airports in other airspace within the local Airspace System. Appr
are not approved unless authorized by the appropriate governing author- are not approved unless authorized by
ity. ity.

Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC, 
Use of the Garmin G1000 GPS receive
LDA, SDF, MLS or any other type of approach not approved for GPS over- LDA, SDF, MLS or any other type of ap

Operation in airspace referenced to a datum other than WGS-84 or NAD- 
Operation in airspace referenced to a d

RNP operations are not authorized except as noted in the Operational 
RNP operations are not authorized exc

Use of the Garmin G1000 system for GPS or WAAS navigation under 
Use of the Garmin G1000 system for G
Instrument Flight Rules (IFR) requires that: Instrument Flight Rules (IFR) requires
a. The airplane must be equipped with an approved and operational a. The airplane must be equipped
alternate means of navigation appropriate to the route being flown alternate means of navigation
(NAV receiver, DME or ADF). (NAV receiver, DME or ADF).
b. For flight planning purposes, if an alternate airport is required, it b. For flight planning purposes, if
must have an approved instrument approach procedure, other must have an approved instrum
then GPS or RNAV, which is anticipated to be operational and then GPS or RNAV, which is a
available at the estimated time of arrival. All equipment required available at the estimated time
for this procedure must be installed and operational. for this procedure must be inst
25-52 Phenom 100 25-52

Navigation

Caution AHRS 1 (2) FAIL Total loss of AHRS 1 (2) Caution AHRS 1 (2) FAIL
Failure of AHRS 1(2):

AHRS 1(2) may have lost some
internal redundancy.
AHRS 1 (2) AHRS 1 (2)
Advisory AHRS 1 (2) performance may be Advisory
FAULT FAULT
degraded.
AHRS 1(2) magnetic heading may
be unavailable.

25-54 Phenom 100 25-54

Oxygen
Oxygen Oxygen
The oxygen system supplies oxygen to the pilot(s) and passengers. Oxygen The oxygen system supplies oxygen
supply for each pilot and passenger is provided to permit descent from 41,000 supply for each pilot and passenger i
ft. to 10,000 ft. following a cabin pressurization failure or rapid decompression. ft. to 10,000 ft. following a cabin pres
In case of cabin depressurization or smoke, the oxygen system supplies pro- In case of cabin depressurization or
tective (in case of smoke or harmful gases) and supplemental oxygen for the tective (in case of smoke or harmful
pilot and copilot in the cockpit and only supplemental oxygen for the passen- pilot and copilot in the cockpit and o
gers. gers.
Oxygen Control / Indicating. Oxygen Control / Indicating.
SDS2432350100P007
RH CBP
RH CBP
PRESSURE
ALTITUDE
EMER BUS
EMER BUS
SWITCH
COCKPIT
COCKPIT
DEPLOY
DEPLOY
MASK
MASK
PUSH TO RESTORE
PUSH TO RESTORE
PULL TO CUTOUT
PULL TO CUTOUT
OXYGEN CONTROL PANEL
OXYGEN CONTROL PANEL

DCU
AVIONICS
OXYGEN
OXYGEN
OVRD
OVRD
GEA 1
PAX
PAX
SUPPLY CONTROL
SUPPLY CONTROL
PAX AUTO
PAX AUTO
LOW PRESSURE
SWITCH (CREW)
CREW
CREW
ONLY
ONLY
PRESSURE AND
TEMPERATURE
TRANSDUCER
RH CBP
RH CBP
EMER BUS
EMER BUS
COCKPIT
COCKPIT
TEMP/PRES
TEMP/PRES

26-2
NON PRESSURIZED AREA EMER BUS PRESSURIZED AREA
April 2009
PASSENGER
T R A I N I N G
ALTITUDE- MASK
-COMPENSATING
REGULATOR
WITH SURGE
Oxygen System
SUPPLY CONTROL
PAX AUTO
ALTITUDE
CREW PAX
PRESSURE ONLY OVRD
SWITCH THREE
POSITION
LOW PRESSURE VALVE
LINE CREW & PAX
S E R V I C E S
CREW PASSENGER
MASK MASK
SMOKE
GOGGLE
CARGO
SMOKE
GOGGLE
LOW CREW
PRESSURE 3
PRESSURE CYLINDER 50 ft PRESSURE MASK
GAUGE AND SWITCH
TEMPERATURE (CREW)
TRANSDUCER
CONTROL CABLE
1/16" CAPILLARY LINE ACTUATOR
PULL TO CUTOUT

3/16" CAPILLARY LINE
FILL PORT
PUSH TO RESTORE
HP FLEXIBLE HOSE
COMMUNICATION
DCU GEA 1 SYSTEM
AVIONICS
OUTLET VENT AIR

OVERBOARD TO OVERBOARD
DISCHARGE
Phenom 100
SDS2432350000P003
26-2
NON PRESSURIZED AREA EMER BUS PRESSURIZED AREA
April 2009
PASSENGER
T R A I N I N G
ALTITUDE- MASK
-COMPENSATING
REGULATOR
WITH SURGE
Oxygen System
SUPPLY CONTROL
PAX AUTO
ALTITUDE
CREW PAX
PRESSURE ONLY OVRD
SWITCH THREE
POSITION
LOW PRESSURE VALVE
LINE CREW & PAX
S E R V I C E S
CREW PASSENGER
MASK MASK
SMOKE
GOGGLE
CARGO
SMOKE
Developed for Train

Oxygen
Oxygen Supply System Oxygen Supply System

The oxygen supply system stores and delivers oxygen to the crew and pas- The oxygen supply system stores an
senger oxygen systems. senger oxygen systems.
The oxygen supply system stores gaseous-type oxygen through the oxygen cyl- The oxygen supply system stores gas
inder. The system is serviced through a filling port in the filling panel located on inder. The system is serviced through
the pilot side of the rear nose baggage compartment wall. HP (High Pressure) the pilot side of the rear nose baggag
oxygen lines connect the oxygen cylinder to the charging valve and discharge it oxygen lines connect the oxygen cylin
overboard in case of overpressure in the oxygen cylinder. overboard in case of overpressure in t
The oxygen supply system also delivers oxygen to the crew and passenger The oxygen supply system also deli
oxygen systems through the LP (Low Pressure) oxygen distribution lines. oxygen systems through the LP (Low
LP OXYGEN LP OXYGEN
DISTRIBUTION DISTRIBUTION
LINES LINES
OXYGEN
CYLINDER
OXYGEN CYLINDER BAY OXYGEN CYLINDER BAY
REFILL POINT REFILL PO
PRESSUDE GUAGE PRESSU
OUTLET VENTILATION HOSE OUTLET VENTILATION HOSE
Control and Indicating Control and Indicating

The oxygen control / indicating system provides for control and monitoring of The oxygen control / indicating syste
the oxygen storage system. The control cable, actuator, oxygen control the oxygen storage system. The c
panel, altitude pressure switch and altitude-compensating regulator with panel, altitude pressure switch an
surge are the control instruments. surge are the control instruments.

The pressure gauge located in the nose baggage area, pressure display on the The pressure gauge located in the nose ba
MFD, and the overboard discharge indicator are the indicating instruments. MFD, and the overboard discharge indicat
The pressure indicated on the cockpit display is provided via pressure and tem- The pressure indicated on the cockpit disp
perature transducer and the avionics display system. perature transducer and the avionics displ
Status Page Indication Status Page Indication
26-4 Phenom 100 26-4

Oxygen
. .
Signal Signal
Item Comments Item
Designation Designation
Green: pressure >1590, <1850 psi Green: p
Oxygen Pres- Oxygen Pres-
sure Scale and White: pressure >730, <1589 psi sure Scale and White: p
1 1
Pointer (Solid Yellow: pressure <730 psi Pointer (Solid Yellow: p
Pointer) Pressure pointer disappears if data is invalid. Pointer) Pressure
Green: pressure >1590, <1850 psi Green: p
Oxygen Pressure White inverse video: pressure >730, <1589 psi Oxygen Pressure White in
2 2
Digital Readout Yellow inverse video: pressure <730 psi Digital Readout Yellow in
Four yellow dashes (----) if oxy pressure is invalid Four yel
Whenever the cylinder pressure indicated on the display is above 1590 PSI, Whenever the cylinder pressure indi
the color on the display is GREEN, and in terms of oxygen supply require- the color on the display is GREEN,
ments the aircraft is considered dispatchable with the maximum capacity of ments the aircraft is considered disp
occupants (two pilots and four passengers). In case the pressure is lower occupants (two pilots and four pass
than 1590 psi and higher than or equal to 730 psi, the color on the display is than 1590 psi and higher than or equ
white, and the required dispatch pressure depends on the number of pilots, white, and the required dispatch pre
number of passengers, and operational requirements. Under these condi- number of passengers, and operat
tions, the flight crew is instructed to check in the AFM (Aircraft Flight Manual) tions, the flight crew is instructed to c
for the minimum dispatch pressure for that configuration of flight. If the indi- for the minimum dispatch pressure f
cated pressure is higher than the minimum dispatch pressure, the pilot is cated pressure is higher than the m
allowed to take off; otherwise, cylinder refilling is required before flight. allowed to take off; otherwise, cylinde
An OXY LO PRESS caution (amber) message appears on the CAS (Crew An OXY LO PRESS caution (ambe
Alerting System) every time the oxygen cylinder pressure reaches values Alerting System) every time the ox
lower than the accepted safety limit for dispatch or after pressure sensor fail- lower than the accepted safety limit f
ure. If this message appears on the ground prior to takeoff, cylinder refilling is ure. If this message appears on the g
required for flight operation above 10,000 ft. required for flight operation above 10
In case the supply control is not set to the PAX AUTO position, the OXY SW In case the supply control is not set
NOT AUTO (advisory) CAS message appears and the crew procedure is to NOT AUTO (advisory) CAS messag
set it to the PAX AUTO position. set it to the PAX AUTO position.

MFD Oxygen Indication MFD Oxygen Indication
Signal Signal
Item Comments Source Item Comment
Designation Designation
Green: pressure >730 psi calculation result >730 psi Green: pressure >
Oxygen Amber inverse video: Oxygen Amber inverse vid
calculation result <730 psi
Pressure <730 psi Pressure <730 psi
1 1
Digital Read- Four amber dashes (----): Digital Read- Four amber dashe
out if oxygen pressure is not calculation is not valid out if oxygen pressure
valid valid
Pressure Gauge Pressure Gauge
The pressure gauge is in the nose baggage compartment, near the oxygen The pressure gauge is in the nose bagg
cylinder, and indicates the cylinder pressure. cylinder, and indicates the cylinder pressu
To indicate the oxygen quantity in the oxygen cylinder, a combined temperature To indicate the oxygen quantity in the oxyg
and pressure transducer provides analog output to provide a quantity indication and pressure transducer provides analog o
on the cockpit display. The temperature and pressure transducer is designed to on the cockpit display. The temperature an
26-6 Phenom 100 26-6

Oxygen
provide an independent output of both pressure and temperature. A single volt- provide an independent output of both
age regulator is used to supply both pressure and temperature elements. age regulator is used to supply both p
Overboard Discharge Indicator Overboard Discharge Indicator

A green discharge indicator disc blows out in the event of overpressure. This A green discharge indicator disc blow
indicator disk is located in the fuselage skin at the right side of the forward indicator disk is located in the fusel
baggage compartment door. baggage compartment door.

Control Cable Actuator Control Cable Actuator

The control cable allows a crew member to either open or close the oxygen The control cable allows a crew member
cylinder regulator valve from the cockpit. The cable is routed from the crew cylinder regulator valve from the cockpit
control panel to the cylinder assembly.The oxygen cylinder is activated by control panel to the cylinder assembly.T
pressing the knob down, and is deactivated by pulling the knob up. There is pressing the knob down, and is deactiva
no CAS message related to the control cable actuator position no CAS message related to the control ca
Supply Control Rotary Switch Supply Control Rotary Switch

The supply control rotary switch commands the oxygen flow to the passenger The supply control rotary switch comman
masks. Selection modes are: masks. Selection modes are:
Passenger masks deployment only in case of a cabin Passenger masks deplo
PAX AUTO PAX AUTO
depressurization depressurization
Passenger masks deployment is provided readily, if the Passenger masks deplo
PAX OVRD PAX OVRD
control cable actuator is in the PUSH position; control cable actuator is
Neither passenger mask deployment nor passenger oxy- Neither passenger mask
CREW ONLY CREW ONLY
gen supply is available. gen supply is available.
Altitude Pressure Switch Altitude Pressure Switch

The altitude pressure switch senses the cabin altitude. Once the cabin alti- The altitude pressure switch senses the
tude reaches 14,500 +250/-500 ft., the switch closes, sending electrical tude reaches 14,500 +250/-500 ft., the
energy from the emergency bus to the three-position valve. When this signal energy from the emergency bus to the th
is received, with the supply control switch in the PAX AUTO position, the is received, with the supply control swit
masks are automatically deployed. On descent, the altitude pressure switch masks are automatically deployed. On d
opens the circuit before reaching 10,000 ft. causing the three-position valve opens the circuit before reaching 10,000
to prevent the flow of oxygen while in the PAX AUTO position. to prevent the flow of oxygen while in the
26-8 Phenom 100 26-8

Oxygen
Altitude-Compensating Regulator With Surge Altitude-Compensating Regulator

The altitude-compensating regulator is located downstream of the three-posi- The altitude-compensating regulator
tion supply control valve; it provides an unregulated burst of pressurized gas tion supply control valve; it provides
when the passenger system is initially activated. The 70 psi unregulated burst when the passenger system is initiall
provides the required activation pressure for the passenger oxygen container provides the required activation pres
door latching mechanism to trigger opening of the door and deploy the pas- door latching mechanism to trigger o
senger masks. After the initial surge of pressure the regulator controls the senger masks. After the initial surg
flow of oxygen to the passenger masks and is based on cabin pressure alti- flow of oxygen to the passenger ma
tude. tude.
ALTITUDE-COMPENSATING
REGULATOR WITH SURGE
LOW PRESSURE LOW PRESSURE

SWITCH (CREW) SWITCH (CREW)
ALTITUDE
PRESSURE
SWITCH
CONTROL
CABLE
OVERBOARD OVERBOARD
DISCHARGE DISCHARGE
INDICATOR INDICATOR
SDS2432350100P015

Crew Oxygen Crew Oxygen

The crew oxygen system is a high-pressure gaseous type. It comprises emer- The crew oxygen system is a high-pressu
gency oxygen equipment required for the flight crew. A single oxygen cylinder gency oxygen equipment required for the
supplies both flight crew and passengers supplies both flight crew and passengers
The crew oxygen system provides the pilot and copilot in the cockpit with a The crew oxygen system provides the p
source of supplemental oxygen, at pressure demand and free from the source of supplemental oxygen, at pre
effects of smoke or harmful gases. The crew masks are installed in the cock- effects of smoke or harmful gases. The c
pit where each flight crewmember should be able to don the mask, from its pit where each flight crewmember shoul
stowed position, properly secured, sealed and supplying oxygen on demand stowed position, properly secured, sealed
within five seconds. The crew oxygen masks also enable communication, within five seconds. The crew oxygen m
with any other crew member while at his assigned duty station through the with any other crew member while at his
mask microphone. mask microphone.
26-10 Phenom 100 26-10

Oxygen
The oxygen-mask stowage box accommodates the crew oxygen masks. The The oxygen-mask stowage box acco
stowage box is designed to enable preflight tests of the mask and regulator stowage box is designed to enable
without removing the unit from stowage or even opening the stowage box without removing the unit from stow
doors. This is accomplished by pressing the TEST/RESET button and doors. This is accomplished by p
observing the indicator on the box. observing the indicator on the box.
The crew oxygen mask provides automatic oxygen dilution for hypoxia protection The crew oxygen mask provides autom
and emergency purge for visual and respiratory protection from smoke and fumes. and emergency purge for visual and re
The mask contains a single knob regulator mode selector with Normal, 100%, and The mask contains a single knob regul
EMER (Emergency) mode settings. EMER (Emergency) mode settings.
The low pressure switch detects when there is insufficient pressure from the reg- The low pressure switch detects when
ulator to properly operate the crew masks and causes an OXY LO PRES mes- ulator to properly operate the crew ma
sage on the CAS panel to come on to warn the flight crew when the line pressure sage on the CAS panel to come on to
drops below 45 psi. drops below 45 psi.
The crew oxygen mask also includes a microphone, which provides communica- The crew oxygen mask also includes a
tion capability with the mask on. To eliminate the breathing inhalation noise typical tion capability with the mask on. To elim
of prior generation masks, the crew mask automatically suppresses the micro- of prior generation masks, the crew m
phone during inhalation. phone during inhalation.
The MASK MIC toggle switch, on the AUDIO JACKS panel controls audio The MASK MIC toggle switch, on t
communication with the crew oxygen mask microphone. communication with the crew oxygen
The crew oxygen masks contain the following modes: The crew oxygen masks contain the
Normal Mode Normal Mode
When in normal mode (regulator set at NORM position) the regulator pro- When in normal mode (regulator se
vides an automatic oxygen dilution. At lower cabin altitudes ambient air is vides an automatic oxygen dilution.
allowed to enter the regulator and mix with the added oxygen during inhala- allowed to enter the regulator and m
tion. As the cabin altitude increases the percentage of ambient air entering tion. As the cabin altitude increases
the regulator is reduced until, at a preset point, 100% oxygen is inhaled by the regulator is reduced until, at a p
the user. The function of the automatic dilution feature is to conserve the the user. The function of the autom
amount of oxygen consumed from the supply source while maintaining pro- amount of oxygen consumed from t
tective physiological levels. In the event of an emergency decompression the tective physiological levels. In the ev
regulator will automatically provide 100% oxygen when the cabin altitude regulator will automatically provide
exceeds 35,000 ft. exceeds 35,000 ft.

100% Mode 100% Mode

This setting provides the user with 100% oxygen upon inhalation regardless This setting provides the user with 100%
of the cabin altitude. In the event of an emergency decompression of the air- of the cabin altitude. In the event of an em
craft, an immediate descent to altitudes where supplemental oxygen is not craft, an immediate descent to altitudes
required is recommended. After the emergency descent, if a climb to higher required is recommended. After the eme
altitudes is necessary, with the aircraft depressurized, the control may be altitudes is necessary, with the aircraft
switched to the NORM position to conserve oxygen. switched to the NORM position to conser
Emergency Mode Emergency Mode
The EMER (emergency) control setting provides 100% oxygen regardless of The EMER (emergency) control setting p
the cabin altitude, is supplied at a slight positive pressure. This emergency the cabin altitude, is supplied at a slight
safety pressure prevents toxic gas contaminates from entering the mask by safety pressure prevents toxic gas conta
providing a positive pressure seal. providing a positive pressure seal.
Each crew member must verify the operation of his mask. In normal operating Each crew member must verify the opera
conditions, the crew masks regulator shall be selected to the 100% mode. conditions, the crew masks regulator sha
The NORMAL mode is requested following stabilization to increase the oxy- The NORMAL mode is requested followi
gen autonomy and comfort to the pilots. gen autonomy and comfort to the pilots.
For sweep on 2000-series masks, when selected to normal, oxygen will not For sweep on 2000-series masks, when
flow when it is not needed. The feature to solely use cabin air until an emer- flow when it is not needed. The feature t
gency condition requires supplemental oxygen reduces the total consumption gency condition requires supplemental ox
of oxygen. of oxygen.
26-12 Phenom 100 26-12

Oxygen
Crew Oxygen System Crew Oxygen System

2 3 4
OXY ON
TEST
RESET
1 1
100% NO
ER RM
EM
6 6
9 5 9
8 6 8
7 7
1 – Smoke Goggles (Optional) 1 – Smoke Goggles (Optional)

Smoke Goggles may be used in conjunction with oxygen mask for smoke Smoke Goggles may be used in co
protection. protection.
2 – Flow Indicator 2 – Flow Indicator
A bright yellow star illuminates, indicating that oxygen is flowing through the A bright yellow star illuminates, indic
mask. mask.
3 – Test / Reset Button 3 – Test / Reset Button
Pressing this button with the mask stowed tests the oxygen mask and acti- Pressing this button with the mask s
vates the microphone when the Mic Switch on the communication panels is vates the microphone when the Mic
ON. The flow indicator star momentarily illuminates and oxygen flow will be ON. The flow indicator star moment
audible through cabin speakers. audible through cabin speakers.
4 – Oxy On Flag 4 – Oxy On Flag
Appears whenever Test/Reset button is pressed. Appears whenever Test/Reset button

5 – Auto Dilution Valve 5 – Auto Dilution Valve

 At pulled position, flight crew will breathe cabin air, when oxygen supply is  At pulled position, flight crew will brea
not required. not required.

At pushed position flight crew will breathe oxygen according to the posi- 
At pushed position flight crew will bre
tion of the regulator knob. tion of the regulator knob.

If there is cabin depressurization this valve automatically closes (pushed 
If there is cabin depressurization this
position). position).
Note: Whenever mask inside stowage box, the auto dilution valve must be Note: Whenever mask inside stowage
closed. closed.
6 – Harness Inflation Button 6 – Harness Inflation Button

Pressing this button inflates the harness so that the mask may be donned. Pressing this button inflates the harness
Releasing the button deflates the harness to the point that mask is held in Releasing the button deflates the harne
place. place.
7 – Oxygen Supply Hose 7 – Oxygen Supply Hose
Connects the mask with oxygen system Connects the mask with oxygen system
8 – Mic Connector 8 – Mic Connector
Microphone connector. The crew oxygen masks enable communication, Microphone connector. The crew oxyg
through the mask microphone through the mask microphone
9 – Oxygen Supply Control Knob 9 – Oxygen Supply Control Knob
Rotating the knob selects the mode of oxygen supply: Rotating the knob selects the mode of ox

EMER: supplies pure oxygen under positive pressure. 
EMER: supplies pure oxygen under p

100%: supplies pure oxygen at all cabin altitudes on demand. 
100%: supplies pure oxygen at all cab
 NORM: supplies an oxygen/air mixture on demand.  NORM: supplies an oxygen/air mixtur
Note: The ratio of oxygen supply depends on the cabin altitude. Note: The ratio of oxygen supply depe
26-14 Phenom 100 26-14

Oxygen
Passenger Oxygen System Passenger Oxygen Syst

The passenger oxygen system supplies oxygen to the passengers if a cabin The passenger oxygen system supp
depressurization occurs. depressurization occurs.
Passenger LP (Low Pressure) oxygen hoses connect the passenger LP oxy- Passenger LP (Low Pressure) oxyge
gen lines to the oxygen box assemblies. The passenger oxygen masks are gen lines to the oxygen box assemb
installed in the oxygen box assemblies and, when deployed, are easily installed in the oxygen box assem
accessed by the passengers. accessed by the passengers.
Passenger LP Oxygen Operation Passenger LP Oxygen Operation
In the event of a decompression, oxygen pressure is automatically supplied In the event of a decompression, ox
to the oxygen boxes. The pressure actuates the door latch mechanism that to the oxygen boxes. The pressure
opens the box doors to deploy the masks. When the box doors open, the opens the box doors to deploy the
masks fall freely within the reach of each seated passenger. The activation of masks fall freely within the reach of e
oxygen flow to the masks is obtained by pulling the masks towards the face, oxygen flow to the masks is obtained
thus removing the lanyard pin from the box valve assembly. thus removing the lanyard pin from th
Oxygen Box Assembly Oxygen Box Assembly
The seating configuration requires the use of both 2- and 3-mask boxes to The seating configuration requires t
supply oxygen for up to 4 passengers plus one lap child. The oxygen box supply oxygen for up to 4 passenge
assembly contains a door latch mechanism that opens the box when pneu- assembly contains a door latch mec
matically actuated. It also contains a valve assembly that releases oxygen to matically actuated. It also contains a
the mask when the oxygen-mask release pin is removed. Oxygen flow is con- the mask when the oxygen-mask rele
trolled by means of an orifice in the valve assembly and the system supply trolled by means of an orifice in the
pressure. pressure.
Passenger Oxygen Mask Passenger Oxygen Mask
The passenger oxygen mask is a high-efficiency phase dilution-type mask The passenger oxygen mask is a h
that is stowed in the oxygen box assemblies (drop-out boxes) in the cabin that is stowed in the oxygen box as
ceiling near each passenger seat. The passenger mask is composed of a ceiling near each passenger seat. T
facepiece assembly, economizer bag, supply hose, flow indicator, lanyard facepiece assembly, economizer ba
with a release pin at the end, and a head band.The flow indicator is placed at with a release pin at the end, and a h
each mask supply hose, and it shows the mask flow individually. each mask supply hose, and it show

OXYGEN BOX
26-16
ASSEMBLY
April 2009
T R A I N I N G
PASSENGER DOOR LATCH

OXYGEN MASK MECHANISM
BOX DOOR
LANYARD
S E R V I C E S
Passenger Oxygen System
FLOW
INDICATOR SUPPLY HOSE
ECONOMIZER
BAG
VALVE ASSEMBLY
(RELEASE PIN
RECEPTACLE)

TYPICAL
amm352100p005S002R
FACEPIECE
HEAD BAND
TYPICAL
Phenom 100
OXYGEN BOX
26-16
ASSEMBLY
April 2009
T R A I N I N G
PASSENGER DOOR LATCH

OXYGEN MASK MECHANISM
BOX DOOR
LANYARD
S E R V I C E S
Passenger Oxygen System
FLOW
INDICATOR SUPPLY HOSE
Developed for Train
Oxygen
Commuter and On Demand Operations Commuter and On D

Oxygen Dispatch Pressures Oxygen Dispatch Press
For FAR Part 91 operations, the minimum oxygen pressure for aircraft dis- For FAR Part 91 operations, the mi
patch is 730 PSI. patch is 730 PSI.
For commuter and on demand operations the minimum oxygen pressure for For commuter and on demand opera
dispatch is determined from the table below, based on the aircraft number of dispatch is determined from the table
occupied seats: occupied seats:
Oxygen USE OF MASKS IN THE CABIN Oxygen USE

Dispatch Dispatch
Pressures 0 1 2 3 4 5 6 7 Pressures 0 1
(PSI) (PSI)
Use of Use of
masks in 2 1050 1120 1200 1280 1360 1430 1510 1590 masks in 2 1050 1120 12
the cockpit the cockpit

Oxygen cylinder pressure below
OXY LO PRES accepted safety limit for dispatch, or OXY LO PRES
Caution pressure sensor has failed. Caution
Passenger masks not deployed in
PAX OXY NO PRES PAX OXY NO PRES
cabin depressurization condition.
Mask supply control knob not in PAX
Advisory OXY SW NOT AUTO Advisory OXY SW NOT AUTO
AUTO position.

26-18 Phenom 100 26-18

Powerplant
Powerplant Powerplant
The powerplant system is basically composed of two pylon-mounted Pratt & The powerplant system is basically c
Whitney PW617F-E turbofan engines on the rear fuselage. Whitney PW617F-E turbofan engines
The powerplant provides thrust for the aircraft, as well as pneumatic and The powerplant provides thrust for
electrical power. electrical power.
Engine Engine
AIR COOLER AIR C
OIL COOLER OIL C
BLEED VALVE (ACOC) BLEED VALVE
ACTUATOR ACTUATOR
(BVA) (BVA)
IGNITION IGNITION
EXCITER EXCITER
ENGINE DATA ENGINE DATA

COLLECTOR UNIT COLLECTOR UNIT
(EDCU) (EDCU)
T1 IGNITION T1
SENSOR CABLE SENSOR
FAN SPINNER IGNITER FAN SPINNER

FRONT
MOUNTS
PADS
FMU ASSEMBLY
STARTER/ OIL SIGHT GLASS STARTER/
GENERATOR (LH ENGINE) GENERATOR
OIL FILLER
NECK
The PW617F-E engine is a two-spool turbofan engine with a full length annu- The PW617F-E engine is a two-spoo
lar bypass duct. A concentric shaft system supports the LP (Low Pressure) lar bypass duct. A concentric shaft
and HP (High Pressure) rotors. The inner LP shaft supports the LP compres- and HP (High Pressure) rotors. The
sor (fan) which is driven by a single stage LP turbine. The outer HP shaft sys- sor (fan) which is driven by a single s
tem is mechanically independent of the LP shaft and supports a single mixed tem is mechanically independent of t
flow stage and one centrifugal stage HP compressor driven by a single-stage flow stage and one centrifugal stage
HP turbine.Thrust and roller anti-friction bearings provide support on each HP turbine.Thrust and roller anti-fric
shaft. shaft.
The PW617F-E engine is divided into 10 modules as follows: The PW617F-E engine is divided into
 Low Pressure Compressor (Fan)  Low Pressure Compressor (Fan)
 High Pressure Compressor  High Pressure Compressor

Combustor and Diffuser Case 
Combustor and Diffuser Case
 High Pressure Turbine  High Pressure Turbine
 Low Pressure Turbine  Low Pressure Turbine

 Monocase  Monocase
 Accessory Gearbox, Bearings, LP Shaft  Accessory Gearbox, Bearings, LP Sha
 Bypass Ducting and Externals  Bypass Ducting and Externals
 External Accessories  External Accessories

Engine Control System 
Engine Control System
The PW617F-E control system is a computer-based electronic engine control The PW617F-E control system is a comp
system. It is composed of a twin-channel FADEC (Full Authority Digital system. It is composed of a twin-chan
Engine Control), FMU (Fuel Metering Unit), PMA (Permanent Magnet Alter- Engine Control), FMU (Fuel Metering Un
nator), engine sensors, a BVA (Bleed Valve Actuator), an ignition system for nator), engine sensors, a BVA (Bleed Va
each engine, TCQ (Thrust Control Quadrant) and engine cockpit switches each engine, TCQ (Thrust Control Qua
(ignition and start/stop switches). (ignition and start/stop switches).
The system controls the engine in response to thrust command inputs from The system controls the engine in respo
the pilot and provides information to the GEA for cockpit indication, mainte- the pilot and provides information to the
nance reporting and engine condition monitoring. Due to the criticality of the nance reporting and engine condition mo
functions, the main aspect of the design of the PW617F-E FADEC system is functions, the main aspect of the design
the need for safety. This has been achieved by providing redundancy and the need for safety. This has been achi
independence into the control system. independence into the control system.
The powerplant indications are displayed on the EICAS (Engine Indication The powerplant indications are displaye
Crew Alert System) on the left stripe of the center MFD (Multi-Function Dis- Crew Alert System) on the left stripe of t
play) unit of the cockpit panel. The powerplant indications can also be shown play) unit of the cockpit panel. The power
on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew on the PFD (Primary Flight Display) in r
Alerting System) messages are shown on the CAS window on the PFD and Alerting System) messages are shown o
on the MFD in reversionary mode. on the MFD in reversionary mode.
Engine Controls and Operating Interfaces Engine Controls and Operating Int
8 7 .8 TO 8 7 .8
ATR
2.5 N1% 2.5
IGN ____ ITT C

____ IGN
5 5 .1 N2%
OIL TEMP C
5 5 .1
OIL PRES PSI
FUEL
FF KGH
FIRE TRIM FIRE TRIM
YAW
FQ KG YAW
BOTTLE BOTTLE
SHUTOFF 1 SHUTOFF 2 SHUTOFF 1 SHUTOFF 2
LEFT RIGHT LEFT RIGHT
DISCH TEMP XX C DISCH
ELEC CAB I N
ROLL ROLL
OFF LWD RWD BATT1 0 V OFF LWD RWD
ALT
BATT2 0 V
RATE
ENG START/STOP ENG START/STOP
RUN RUN SPDBRK DELTA-P RUN RUN
STOP START STOP START STOP START STOP START
PITCH BKP LFE PITCH BKP
DN OXY DN
LG FLAPS
UP UP
1 2 1 2
ENG IGNITION MODE ENG IGNITION MODE
+ +
ON BKP ON BKP
DN
AUTO AUTO
TAKEOFF DATA SET
OFF OFF OFF OFF
1 2 OAT -237 C 1 2
ATR ON
FIRE/ENG FIRE/ENG
CONTROL PANEL CONTROL PANEL
EICAS DISPLAY
27-2 Phenom 100 27-2

Powerplant
All the interfaces between the cockpit and the engine nacelle are electrically All the interfaces between the cockp
transmitted. The control stand has two thrust levers, one for each engine transmitted. The control stand has
thrust control.The powerplant panel has dedicated switches to select the thrust control.The powerplant pane
IGNITION system (OFF/AUTO/ON), and engine START/STOP. IGNITION system (OFF/AUTO/ON),
MAX MAX MAX
TO/GA TO/GA TO/GA
IDLE IDLE IDLE
TO/GA TO/GA TO/GA
Fire/ENG/TRIM Control Panel Fire/ENG/TRIM Control Panel

FIRE TRIM FIRE
SHUTOFF 1 SHUTOFF 2 YAW SHUTOFF 1
BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP

S ENG START / ST
S
RUN RUN RUN
STOP START STOP START STOP START STO
PITCH BKP
UP
DN
1 2 1
ENG IGNITION MODE ENG IGNITIO
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1

Engine Indications Engine Indications

The powerplant indications are displayed on the EICAS, on the left side of the The powerplant indications are displayed
MFD. The EICAS provides analog and digital engine indications and icons. MFD. The EICAS provides analog and d
The powerplant indications can also be shown on the PFD in reversionary The powerplant indications can also be
mode. The CAS messages are shown in the CAS window on the PFD and on mode. The CAS messages are shown in
the MFD in reversionary mode. the MFD in reversionary mode.
Required powerplant instruments are closely grouped on the instrument panel. Required powerplant instruments are clos
The location of identical powerplant instruments is so designed as to prevent The location of identical powerplant instru
confusion as to which engine each instrument relates. The left engine indica- confusion as to which engine each instru
tions are shown on the left side of the engine section of the EICAS and the right tions are shown on the left side of the engi
engine indications are shown on the right side. Based on the location of the engine indications are shown on the righ
instruments referred to above, the powerplant instruments, which are vital for instruments referred to above, the power
the safe operation of the airplane, are clearly visible to the crew members. the safe operation of the airplane, are clea
The EICAS provides the following engine indications: The EICAS provides the following engine
 N1 (Fan Rotor Speed)  N1 (Fan Rotor Speed)
 N2 (Core Rotor Speed)  N2 (Core Rotor Speed)
 ITT (Interturbine Temperature)  ITT (Interturbine Temperature)
 Fuel Flow  Fuel Flow
 Oil Pressure  Oil Pressure
 Oil Temperature  Oil Temperature
 Engine Thrust Rating  Engine Thrust Rating
 ATR Status  ATR Status
 Constant Speed Control Status  Constant Speed Control Status
 Ignition Indication  Ignition Indication
The rotor speed is monitored and protected by the FADEC to avoid over- The rotor speed is monitored and prote
speed both on the ground and in flight. The ITT is monitored and protected by speed both on the ground and in flight. Th
the FADEC to avoid overheat during ground start. When the ITT exceeds the the FADEC to avoid overheat during grou
in-flight limits, the information shows on the EICAS, alerting the flight crew to in-flight limits, the information shows on t
take action. take action.
Under normal operating conditions, the pointer and digits are green for each Under normal operating conditions, the p
parameter. Under abnormal conditions, the pointer and digits change color parameter. Under abnormal conditions,
accordingly.The engine thrust rating indication is provided by a cyan icon at accordingly.The engine thrust rating indic
the top of the EICAS. The possible thrust modes are: the top of the EICAS. The possible thrust

TO - Takeoff 
TO - Takeoff

GA - Go-around 
GA - Go-around

CLB - Climb 
CLB - Climb

CON - Continuous 
CON - Continuous

CRZ - Cruise 
CRZ - Cruise

MAX 
MAX
27-4 Phenom 100 27-4

Powerplant
MFD Engine Indication System MFD Engine Indication System

MFD MFD
1 2 3
96.O TO 96.O 96.O

ATR
4
OFF OFF
5
2.9 N1 2.9 N1
OFF INDICATION 6 OFF INDICATION

38.5 N1 38.5 38
7
8
FAIL FAIL
92.9 9 92.9
FAIL INDICATION IGN B IGN A

10 FAIL INDICATION IGN B
IGN OFF 430 ITT 430 IGN OFF IGN OFF 430
11
70.5 N2 70.6 12
70.
FIRE FIRE
12 57 12
13
98 93 98
IGN IGN
14
FIRE INDICATION 1300 FF PPH 1290 FIRE INDICATION 130
16 15
1 – Thrust Rating Mode Indication 1 – Thrust Rating Mode Indication

Indicates the current thrust-rating mode. Indications are displayed in cyan. Indicates the current thrust-rating mo
Label: CRZ, CLB, CON, TO or GA. Label: CRZ, CLB, CON, TO or GA.

2 – ATR Indication 2 – ATR Indication

An ATR indication is displayed to indicate the Automatic Thrust Reserve sta- An ATR indication is displayed to indicate
tus. tus.
Label: ATR Label: ATR
 GREEN: armed.  GREEN: armed.
 WHITE: enabled.  WHITE: enabled.
 BLANK: not selected.  BLANK: not selected.
3 and 6 – N1 Target Indication 3 and 6 – N1 Target Indication
Maximum N1 for the engine thrust rating mode indicated on MFD. Maximum N1 for the engine thrust rating
If the requested value is invalid, the digits will be removed from the display. If the requested value is invalid, the digits
A cyan T-shaped bug represents the N1 target on the dial indicator. A cyan T-shaped bug represents the N1 t
Digits and bug: Digits and bug:
 CYAN: normal indication.  CYAN: normal indication.
 BLANK: invalid information.  BLANK: invalid information.
4 – N1 Rating Commanded 4 – N1 Rating Commanded
Indicates the N1 Rating Commanded based on TLA position. Indicates the N1 Rating Commanded bas
5 and 8 – Analog N1 Indication 5 and 8 – Analog N1 Indication
Digital indication:. Digital indication:.
 Displays the percentage of actual trimmed N1 RPM.  Displays the percentage of actual trimm

GREEN: normal operating range.

RED: operating limit exceeded. 
RED: operating limit exceeded.

Quantity Scale/Pointer. 
Quantity Scale/Pointer.

The green pointer on the scale indicates a value equal to that shown on the 
The green pointer on the scale indica
digital readout. digital readout.
 Scale:  Scale:

GREY: normal operating range. 
GREY: normal operating range.

The yellow boxed FAIL indication is displayed on the center of the N1 dial The yellow boxed FAIL indication is disp
when an engine has been flamed out or shut down without pilot action. The when an engine has been flamed out or
cyan OFF indication is displayed when the engine is shut down in flight by cyan OFF indication is displayed when t
pilot action. pilot action.
7 – N1 Red Line 7 – N1 Red Line
Indicates the N1 limit. Indicates the N1 limit.
The digital and dial readout colors change if this value is exceeded. The digital and dial readout colors change
27-6 Phenom 100 27-6

Powerplant
9 and 12 – Interturbine Temperature Indication 9 and 12 – Interturbine Temperatur

Digital indication: Digital indication:
 RED: operating limit exceeded.  RED: operating limit exceeded.

Scale Pointer 
Scale Pointer
 The green pointer on the scale indicates a value equal to that shown on the  The green pointer on the scale in
digital readout. digital readout.
 Scale:  Scale:
 GREY: normal operating range.  GREY: normal operating range.
A red FIRE warning indication is displayed on the center of ITT dial to indicate A red FIRE warning indication is disp
engine fire condition. engine fire condition.
10 – ITT Red / Yellow Line 10 – ITT Red / Yellow Line
Maximum allowable ITT. Maximum allowable ITT.
Limits thrust, thereby avoiding the maximum allowable ITT to be exceeded. Limits thrust, thereby avoiding the m
The red line will change to yellow after the end of the takeoff phase. The red The red line will change to yellow aft
line will be shown in flight if the ITT goes above the CON thrust rating limit. line will be shown in flight if the ITT g
11 – Ignition Channel Indication 11 – Ignition Channel Indication
Indicates the enabled ignition channel. Indicates the enabled ignition channe
Colors: Colors:
 CYAN: A, B, AB or OFF.  CYAN: A, B, AB or OFF.
13 – N2 Indication 13 – N2 Indication
Digital Indication. Digital Indication.
Displays the percentage of N2 RPM. Displays the percentage of N2 RPM.
 GREEN: normal operating range.  GREEN: normal operating range.

14 – Oil Pressure Indication 14 – Oil Pressure Indication
Indicates the engine oil pressure. Indicates the engine oil pressure.
Digit colors: Digit colors:


YELLOW: cautionary operating range. 
YELLOW: cautionary operating ra

 RED X: invalid information.  RED X: invalid information.

15 – Oil Temperature Indication 15 – Oil Temperature Indication

Indicates the engine oil temperature. Indicates the engine oil temperature.
Digit colors: Digit colors:


YELLOW: cautionary operating range. 
YELLOW: cautionary operating range.

RED X: invalid information. 
RED X: invalid information.
16 – Fuel Flow Indication 16 – Fuel Flow Indication
Indicates fuel flow in kilograms per hour (KPH) or pounds per hour (PPH). Indicates fuel flow in kilograms per hour (
Color: Color:
 GREEN: normal indication.  GREEN: normal indication.
N1 Indication N1 Indication
The N1 indication modes are shown below: The N1 indication modes are shown belo
 Physical N1 (Analog Indication N1 Trimmed):There is an arc and a pointer  Physical N1 (Analog Indication N1 Trim
display representing mechanical N1 speed in %.The pointer is configured display representing mechanical N1 sp
as a green needle and the actual N1 value lower speed quadrant is filled as a green needle and the actual N1 v
with grey color.The N1 indication display shows speed values up to 101% with grey color.The N1 indication displ
N1. If the FADEC detects an exceedance, the grey portion of the quadrant N1. If the FADEC detects an exceedan
will become red.The speed signal is not accurate below 10%. In the event will become red.The speed signal is no
of loss of the N1 signal, the EICAS removes the pointer from the display of loss of the N1 signal, the EICAS rem
until a valid signal is received. There is also a digital display representing until a valid signal is received. There is
mechanical N1 speed in %. This is the digital representation of the same mechanical N1 speed in %. This is the
data displayed by the analog gauge.The value is displayed with one deci- data displayed by the analog gauge.T
mal place. In normal conditions, the display is green and is reconfigured to mal place. In normal conditions, the dis
show dashes if the data is invalid. show dashes if the data is invalid.

N1 Rating (Thrust Rating Max Speed): Is the maximum N1 speed value for 
N1 Rating (Thrust Rating Max Speed):
the current thrust mode. The N1 Rating bug is displayed as a T-shaped the current thrust mode. The N1 Ratin
cyan bug on the analog N1 gauge. cyan bug on the analog N1 gauge.
A cyan digital display is provided to indicate the maximum N1 value for the A cyan digital display is provided to ind
active thrust rating.This is the digital display of the T-shaped N1 rating active thrust rating.This is the digital d
bug. The display is positioned above the N1 gauge for each engine. bug. The display is positioned above t

N1 Request (N1 Rating Commanded): N1 Request is the N1 speed value 
N1 Request (N1 Rating Commanded):
requested, based on the current TLA position. The difference between the requested, based on the current TLA p
Physical N1 speed and N1 Request is presented as a white arc and is Physical N1 speed and N1 Request is
shown only during a thrust transient or if the Physical N1 speed cannot shown only during a thrust transient or
reach the N1 Request. reach the N1 Request.

N1 Current Speed Control: When cruise speed control is engaged, the 
N1 Current Speed Control: When cruis
cyan band in the analog N1 gauge will appear.This cyan band represents cyan band in the analog N1 gauge wil
the bug indicating N1 authority and system status engaged and active. the bug indicating N1 authority and sy
 N1 Red Line (N1 Transient Red Line): N1 Red Line is the maximum allow-  N1 Red Line (N1 Transient Red Line):
able value for N1, which is the engine operating limit. The display is a red able value for N1, which is the engine
27-8 Phenom 100 27-8

Powerplant
mark in the N1 gauge. If the limit is exceeded, this value triggers a color mark in the N1 gauge. If the limit
change in both the dial and digital readouts. change in both the dial and digita
 Engine OFF Indication: An indication is provided on the EICAS when an  Engine OFF Indication: An indicat
engine has been shut down by pilot action in flight or on the ground. The engine has been shut down by pil
indication comprises the icon "OFF" in black letters in a cyan rectangle in indication comprises the icon "OF
the center of the associated engine N1 dial. the center of the associated engin

Engine Fail Indication: An indication is provided on the EICAS to indicate 
Engine Fail Indication: An indicatio
when an engine is flamed out or shut down without pilot action. The indica- when an engine is flamed out or s
tion comprises the icon "FAIL" in black letters in a yellow rectangle in the tion comprises the icon "FAIL" in b
center of the associated engine N1 dial. In addition, there is an associated center of the associated engine N
CAS "E1(2) FAIL" message on the CAS window. CAS "E1(2) FAIL" message on the
Temperature Indication Temperature Indication
Interturbine Temperature Interturbine Temperature
The function of the temperature indicating system is to monitor the engine The function of the temperature ind
temperatures and send the values to the FADEC and the EICAS. temperatures and send the values to
The temperature indicating system comprises the following sensors for each The temperature indicating system c
engine: engine:
 The T1 (Inlet Total Temperature) consists of a single total temperature  The T1 (Inlet Total Temperature) c
probe located in the engine inlet duct and measures the engine inlet air probe located in the engine inlet d
temperature for use in several of the FADEC control calculations. temperature for use in several of
 The EGT (Exhaust Gas Temperature) sensor consists of a set of six ther-  The EGT (Exhaust Gas Temperat
mocouple temperature probes extended into the engine gas stream to mocouple temperature probes ex
generate the EGT signals for use in several of the FADEC control calcula- generate the EGT signals for use
tions. tions.
 The CJC (Cold Junction Compensation) sensor consists of a RTD (Resis-  The CJC (Cold Junction Compens
tance Temperature Detector) mounted at the end of the engine bypass tance Temperature Detector) mou
duct at the 6 o'clock position in order to generate a reference temperature duct at the 6 o'clock position in or
for EGT thermocouples for use in several of the FADEC control calcula- for EGT thermocouples for use in
tions. tions.
The analog indicator consists of an arc and pointer display representing the The analog indicator consists of an
ITT in °C. In case of invalid ITT data, the pointer is removed from the display. ITT in °C. In case of invalid ITT data,
The ITT digital display uses the same data source as the analog display and The ITT digital display uses the sam
re-configures the indication to dashes if the data is invalid. re-configures the indication to dashe
ITT Red Line ITT Red Line
The ITT red line is visible as a red tick mark at the exceedance limit on the The ITT red line is visible as a red t
indicator arc. Exceedance of this value triggers a color change to both dial indicator arc. Exceedance of this va
and digital readouts. The ITT red line function is to protect the engine capabil- and digital readouts. The ITT red line
ity to achieve maximum rated thrust. When the engines are not running and ity to achieve maximum rated thrust
during the restart process, the ITT start transient limit is displayed. during the restart process, the ITT st
The EGT probes are mounted on the turbine case and indicate the tempera- The EGT probes are mounted on the
ture of the combustor gases. Six probes are connected in parallel and provide ture of the combustor gases. Six prob

an electronic signal that is the average of the thermocouple probe outputs. an electronic signal that is the average
The electrical signal is transferred from the probes to the outside of the The electrical signal is transferred from
engine by a flexible cable. engine by a flexible cable.
Overtemperature Protection Overtemperature Protection
The FADEC will not allow fuel flow if ITT is above 120°C during ground start. The FADEC will not allow fuel flow if ITT
In this case a dry motoring will be performed automatically and the fuel flow is In this case a dry motoring will be perform
commanded with ITT below 120°C. ITT limit is variable according to the commanded with ITT below 120°C. ITT
engine operation phase. engine operation phase.
N2 Indication N2 Indication
The N2 indicating system provides indication of the engine core rotor speed The N2 indicating system provides indica
via digital display on the EICAS. The FADEC uses the N2 signal to control the via digital display on the EICAS. The FAD
engine for transient purposes and for idle speed governing. engine for transient purposes and for idle
The N2 indicating modes are shown as described below: The N2 indicating modes are shown as de
 Digital Display: The N2 speed indication provides a digital display in %. If  Digital Display: The N2 speed indicatio
the N2 signal becomes invalid, the display is reconfigured to dashes using the N2 signal becomes invalid, the disp
the sign status matrix of the ARINC data to indicate faulty data. the sign status matrix of the ARINC da

N2 Red Line (Transient Limit): If the N2 transient limit value is exceeded, a 
N2 Red Line (Transient Limit): If the N2
color change in the digital readout is triggered. color change in the digital readout is tr
Electronic Control System Electronic Control System

The FADEC has two identical, isolated channels due to the criticality of The FADEC has two identical, isolated
proper control system operation. During engine operation, one channel is in proper control system operation. During
active mode and the other channel is in standby mode. Each channel active mode and the other channel is
receives identical but separate inputs from the engine sensors which are also receives identical but separate inputs from
electrically dual redundant. After signal conditioning, the two channels share electrically dual redundant. After signal c
data via a cross channel data link. data via a cross channel data link.
The FADEC is powered by the PMA (Permanent Magnet Alternator), which The FADEC is powered by the PMA (Pe
also provides N2 (Core Rotor Speed) signal. also provides N2 (Core Rotor Speed) sign
In order to ensure that all engines have the same thrust at a fan speed rating In order to ensure that all engines have th
and that there is a consistent temperature uptrim margin for each engine, the and that there is a consistent temperature
FADEC uses trimmed values of N1 (Fan Rotor Speed) and ITT (Interstage FADEC uses trimmed values of N1 (Fan
Turbine Temperature) for control and indication purposes. The trim data is Turbine Temperature) for control and in
located on the engine data plate and is loaded into the EDCU (Engine Data located on the engine data plate and is l
Collector Unit). Collector Unit).
The FADEC controls the operation, performance and efficiency characteris- The FADEC controls the operation, perfo
tics of the engine as follows: The FADEC monitors inputs from the aircraft tics of the engine as follows: The FADE
TLA (Thrust Lever Angle), discrete signals and ARINC (Aeronautical Radio TLA (Thrust Lever Angle), discrete signa
Incorporated) data from the engine, and modulates the fuel flow by means of Incorporated) data from the engine, and m
a torque motor in the FMU (Fuel Metering Unit) to vary engine speed (N1 or a torque motor in the FMU (Fuel Meterin
N2 to achieve the required thrust. The FADEC also modulates by means of a N2 to achieve the required thrust. The FA
27-10 Phenom 100 27-10

Powerplant
torque motor in the bleed valve (compressor pressure control) the engine torque motor in the bleed valve (co
operating condition. operating condition.
Beyond thrust management, the FADEC provides engine limits protection, con- Beyond thrust management, the FAD
trolled transient engine operation, fault detection, and messages to the aircraft. trolled transient engine operation, fau
Electronic Control System Electronic Control System
A
FADEC 2
FADEC 2
B
B
SENSOR PORT
PRESSURE
PAMB
SENSOR PORT
PRESSURE
PAMB
B
C
A
A
FADEC 1
FADEC 1
C
C
(REF.)
COMPARTMENT
CENTER
SENSOR PORT
PRESSURE
PAMB
SENSOR PORT
PRESSURE
PAMB

Engine Ignition System Engine Ignition System

The purpose of the ignition system is to provide the electrical spark to initiate The purpose of the ignition system is to p
the combustion of the fuel/air mixture in the engine during start, auto-relight the combustion of the fuel/air mixture in
and when continuous ignition is required. and when continuous ignition is required.
The ignition system is controlled by the FADEC for automatic engine starting The ignition system is controlled by the F
and auto-relight. Continuous ignition can be manually set through the cockpit and auto-relight. Continuous ignition can
panel ignition switches. panel ignition switches.
Fire/ENG/TRIM Control Panel Fire/ENG/TRIM Control Panel
FIRE TRIM FIRE
BOTTLE BOTTLE
LEFT RIGHT
DISCH DISCH
ROLL
OFF LWD RWD OFF
ENG START / STOP

S ENG START / STOP
S
RUN RUN RUN R
PITCH BKP
UP
DN
1 2 1
ON BKP ON
AUTO AUTO
OFF
OFF OFF
1 2 1
A single independant ignition exciter box is located on the top of each engine. A single independant ignition exciter box
It is equipped with dual igniters under the control of both channels of the It is equipped with dual igniters under t
FADEC. FADEC.
An IGN A and B icon is displayed for each engine showing which of the igni- An IGN A and B icon is displayed for eac
tion systems are being commanded by the FADEC. Normally during ground tion systems are being commanded by t
starts only one ignition channel is used and the channel selected alternates starts only one ignition channel is used a
on each start. In flight starts use both ignition channels. Similarly, the auto- on each start. In flight starts use both ig
relight function will command both ignition channels on if the engine is relight function will command both ign
detected to have flamed out. If the pilot moves the Ignition selector switch to detected to have flamed out. If the pilot m
on position, both ignition channels will be commanded to operate.The "A" on position, both ignition channels will b
and/or "B" indication will only illuminate if the FADEC has commanded an and/or "B" indication will only illuminate
ignition channel to operate. The ignition indication presents the following: "A" ignition channel to operate. The ignition i
or "B", "A B”, “OFF” or blank. The "OFF" indication provides confirmation to or "B", "A B”, “OFF” or blank. The "OFF"
the crew that the controls are correctly set for the dry motoring procedure. the crew that the controls are correctly
Blank indication will be provided when the FADEC is in the automatic mode to Blank indication will be provided when the
command the ignition, but neither ignition is active. command the ignition, but neither ignition
27-12 Phenom 100 27-12

Powerplant
Starting Starting
The starting system function is to initiate the engine operation. The starting system function is to init
The control system provides automatic control of fuel flow, ignition and pro- The control system provides automa
tection of the engine during the starting phase. tection of the engine during the starti
During engine starting phase, the starter drives the engine by rotating the During engine starting phase, the s
high pressure shaft up to 44% N2 (Core Rotor Speed). At this point, the high pressure shaft up to 44% N2
FADEC sends the cut-off signal to the GCU (Generator Control Unit), which FADEC sends the cut-off signal to th
disconnects the starter from the AGB (Accessory Gearbox) and connects the disconnects the starter from the AGB
generator to the DC Bus. generator to the DC Bus.
For normal operation, the ENG IGNITION switch must be set to the AUTO For normal operation, the ENG IGN
position for the FADEC to have control of the igniters. position for the FADEC to have contr
Starting Start/Stop Ignition Special Set- Starting Start/Stop Ig
TLA
Model Knob Switch tings Model Knob S
Normal start Normal start
START AUTO/ON IDLE - START AU
(air/ground) (air/ground)
Auto-relight Auto-relight
RUN AUTO - - RUN A
(Air) (Air)
Engine Shut-
Dry Motoring START OFF IDLE Dry Motoring START
down
Flameout Detection / Auto Relight Flameout Detection / Auto Reli

In a flameout situation, both igniters are automatically sequenced ON by the In a flameout situation, both igniters
FADEC when the N2 speed drops and the requested fuel flow increases. If FADEC when the N2 speed drops a
the engine does not relight, then the igniters and fuel flow remain ON until the the engine does not relight, then the
pilot sets the ENG START/STOP switch to the STOP position. pilot sets the ENG START/STOP swi
The dry motoring procedure is performed by setting the ENG IGNITION The dry motoring procedure is per
switch to the OFF position, while the engine is in shutdown state, and by switch to the OFF position, while th
engaging the starter. The motoring procedure may be aborted at any time by engaging the starter. The motoring p
setting the ENG START/STOP switch to the OFF position. Cranking is the setting the ENG START/STOP swit
system function utilized to perform the starting operation, basically consisting system function utilized to perform th
of starter-generator, SC (Start Contactor) and ENG START/STOP switch. of starter-generator, SC (Start Conta
Engine Transient Control Engine Transient Control
The FADEC software contains several features to provide satisfactory opera- The FADEC software contains sever
tion of the engine across its thrust and operating envelope. Acceleration and tion of the engine across its thrust an
deceleration maneuvers, in response to rapid TLA movements, are controlled deceleration maneuvers, in response
based on the rate of change of N2 and fuel flow. N2 schedules are set to based on the rate of change of N2
ensure the avoidance of surge during normal operation. Fuel flow limits are ensure the avoidance of surge durin
set to prevent surge and flameout during the initial portion of the acceleration. set to prevent surge and flameout du
Transitions between the various controlling loops during acceleration and Transitions between the various co
deceleration are not perceptible. deceleration are not perceptible.

Emergency Shutdown Emergency Shutdown

In an emergency situation, the pilot may stop the engine immediately by In an emergency situation, the pilot ma
pushing the fire system ENG 1/2 SHUTOFF pushbuttons. This action stops pushing the fire system ENG 1/2 SHUTO
the fuel flow and also stops the bleed air from the engine. the fuel flow and also stops the bleed air
The emergency shutdown comprises the following components: The emergency shutdown comprises the

Emergency Fuel Shutoff Valve (ESOV) 
Emergency Fuel Shutoff Valve (ESOV

Emergency Fuel Shutoff Valve Cable 
Emergency Fuel Shutoff Valve Cable
To stop the engine in emergencies, the pilot must push the fire system ENG To stop the engine in emergencies, the p
1/2 SHUTOFF button, which commands the valves that follow to close 1/2 SHUTOFF button, which command
directly, by energizing their torque motors with DC (Direct Current) power directly, by energizing their torque moto
from the hot busses: from the hot busses:

Engine 1(2) Fuel SOV (Shutoff Valve) 
Engine 1(2) Fuel SOV (Shutoff Valve)
 Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve)  Engine 1(2) PRSOV (Pressure Regula
The shaft shear protection is an independent means of engine shutdown via The shaft shear protection is an indepen
emergency shutoff mechanical linkage to an independent emergency fuel emergency shutoff mechanical linkage
shutoff valve. shutoff valve.
In the event of an LP (Low Pressure) shaft failure, the LP turbine moves rear- In the event of an LP (Low Pressure) sha
ward and trips a plunger mounted in the exhaust cone. The plunger is con- ward and trips a plunger mounted in the
nected through a cable and rod system to the cutoff valve in the FMU (Fuel nected through a cable and rod system
Metering Unit), that composes the Emergency Fuel Shutoff Valve (ESOV) Metering Unit), that composes the Eme
Mechanism. When the disk strikes the plunger it pulls on the mechanism and Mechanism. When the disk strikes the plu
trips the valve, causing it to move to the cutoff position. The valve is pressure trips the valve, causing it to move to the c
loaded and will remain in the cutoff position until a manual reset is performed. loaded and will remain in the cutoff positio
PISTON PISTON
ROTATE LEVER
SHAFT SHAFT
THE ROTATE LEVER PULLS

SHAFT MOVES BACKWARDS THE CABLE CONNECTED SHAFT MOVES BACKWARDS
DURING SHAFT SHEAR, TO ESOV TO SHUT OFF DURING SHAFT SHEAR,
PUSHING THE PISTON FUEL FLOW PUSHING THE PISTON
TO ROTATE LEVER TO ROTATE LEVER
EMERGENCY FUEL EMERGENCY F

SHUT OFF MECHANISM SHUT OFF MECH
27-14 Phenom 100 27-14

Powerplant
Thrust Levers Thrust Levers

The engines are controlled from the flightdeck control stand using the Thrust The engines are controlled from the
Levers and Powerplant Control Panel via the dual channel FADEC. Thrust Levers and Powerplant Control Pan
requirements are transmitted to the FADEC based on a Thrust Lever Angle requirements are transmitted to the
(TLA). There are several Thrust Lever positions on the Thrust Lever Quad- (TLA). There are several Thrust Lev
rant enabling selection of an angle position to provide a desired thrust setting rant enabling selection of an angle p
for a specific phase of flight. for a specific phase of flight.
 MAX - highest thrust rating available  MAX - highest thrust rating availab
 TO/GA - selects takeoff and go-around mode settings  TO/GA - selects takeoff and go-ar
 CON/CLB - provides maximum continuous and climb mode settings  CON/CLB - provides maximum co
 CRZ - selects cruise mode setting  CRZ - selects cruise mode setting
 IDLE - selects flight idle, approach idle, final approach idle and ground idle  IDLE - selects flight idle, approach
thrust settings thrust settings
Note: Positioning the thrust levers between the thrust quadrant positions Note: Positioning the thrust levers
levers selects Intermediate Thrust. levers selects Intermediate
MAX MAX MAX
TO/GA TO/GA TO/GA
IDLE IDLE IDLE
TO/GA TO/GA TO/GA
The FADEC schedules fuel flow during starting based on N2. As the engine The FADEC schedules fuel flow dur
accelerates, the FADEC monitors ITT to ensure that the engine accelerates accelerates, the FADEC monitors IT
to idle without exceeding defined limits. FADEC incorporates automatic to idle without exceeding defined
engine cool down motoring prior to auto start. The pilot can also abort any engine cool down motoring prior to
start attempt at any time by moving the engine start knob to STOP. The start attempt at any time by movin
FADEC only aborts the start in the event of detecting an unsatisfactory oper- FADEC only aborts the start in the e
ating condition during a ground start. ating condition during a ground start.

Takeoff Data Set Takeoff Data Set

For takeoff procedures the pilot/crew must enter the OAT for FADEC thrust For takeoff procedures the pilot/crew mu
computation. The data entered must reflect the current outside air tempera- computation. The data entered must refl
ture as obtained from ATIS, AWOS, etc.. Entering the displayed SAT/TAT ture as obtained from ATIS, AWOS, etc
could cause the FADEC to incorrectly compute required thrust settings. In the could cause the FADEC to incorrectly com
T/O DATA SET MENU, on the MFD, the flight crew may set the TO tempera- T/O DATA SET MENU, on the MFD, the
ture and the ATR ON or OFF mode. ture and the ATR ON or OFF mode.
The T/O dataset is performed according to the sequence below: The T/O dataset is performed according t
 Enter in the SYSTEM page.  Enter in the SYSTEM page.
 Enter in the ENG SET page.  Enter in the ENG SET page.
 Enter the OAT and ATR option.  Enter the OAT and ATR option.
MFD MFD
TAKEOFF DATA SET
OAT 19 C
ATR ON
CON CLB
SYSTEM MAP DDLTR SYSTEM MAP
ENG SET STATUS ECS ELECTRICAL FUEL DEICE ENG MNT BACK ENG SET STATUS ECS ELECTRICAL FUEL D
CON CLB OAT OAT RST OAT ATR ON ATR OFF BACK ACCEPT CON CLB OAT OAT RST OAT AT
27-16 Phenom 100 27-16

Powerplant
ATR (Automatic Thrust Reserve) ATR (Automatic Thrust Reserv

The ATR mode is part of Phenom 100 thrust rating structure. The power The ATR mode is part of Phenom
reserve improves aircraft performance. The ATR increases thrust in case of reserve improves aircraft performan
OEI (One Engine Inoperative), only during takeoff phase: OEI (One Engine Inoperative), only d
 FADEC detects OEI based on N1 mismatch between both engines or loss  FADEC detects OEI based on N1
of engine-to-engine communication. of engine-to-engine communicatio
 Bleed valve for pressurization is commanded to close through the FADEC  Bleed valve for pressurization is c
in case OEI condition is detected and the aircraft is at takeoff mode. in case OEI condition is detected
 No engine limits shall be exceeded due to the application of power  No engine limits shall be exceede
reserve. reserve.
Rating Maximum Thrust lb. Rating
ATR (Max Takeoff) 1820 (See note 1) ATR (Max Takeoff)
Takeoff 1695 (see Note 2) Takeoff
Max. Climb/Max. Contin- Max. Climb/Max. Contin
1598 (see Note 3)
uous uous
Max. Cruise 1598 (see Note 3) Max. Cruise
Note 1: Available at or below an ambient temperture of 59º F Note 1: Available at or below an a
The EI display indicates an ATR icon when it is enabled or armed. This indi- The EI display indicates an ATR icon
cation is active in takeoff mode only. The icon is positioned below the thrust cation is active in takeoff mode only
mode icon. In case the ATR becomes enable, a white indication of ATR mode icon. In case the ATR beco
appears just below the thrust mode. If the ATR is armed then the ATR indica- appears just below the thrust mode.
tion is green. In case of an engine failure and ATR being triggered, the ATR tion is green. In case of an engine fa
indication disappears and the thrust mode changes to TO-RSV. indication disappears and the thrust

ATR Logic Table ATR Logic Table
Condition Phase of ATR Status Thrust Lever Engine Condition Phase of ATR Sta
Flight Set Thrust Flight
Takeoff ATR ON MAX TO RSV Takeoff ATR ON
All engine All engine
Takeoff ATR OFF MAX TO Takeoff ATR OFF
TOGA TO RSV
ATR ON ATR ON
One Engine Takeoff MAX TO RSV One Engine Takeoff
Failure TOGA TO Failure
ATR OFF ATR OFF
MAX TO
Current Speed Control Current Speed Control

During operation between flight idle and cruise, under certain conditions, it is During operation between flight idle and
possible to set an aircraft constant speed controlled by the FADEC. The pilot possible to set an aircraft constant speed
is able to set the current speed control to ON through the CSC (Current is able to set the current speed contro
Speed Control) switch on the main instrument panel, when the following con- Speed Control) switch on the main instru
ditions are true: ditions are true:
 Autopilot Altitude Hold function activated.  Autopilot Altitude Hold function activat
 TLA position is above Idle and below or at maximum CRZ.  TLA position is above Idle and below o
 TLA movement < 10 deg.  TLA movement < 10 deg.
 Both engines in operation.  Both engines in operation.
 Current Speed Control function engaged.  Current Speed Control function engag
 Commanded N1 variation is less than 10% peak to peak (per engine).  Commanded N1 variation is less than
 The absolute difference of the Current Speed Control N1 command  The absolute difference of the Current
between the two engines is less than 1%. between the two engines is less than 1
 No E1 (2) CONTROL FAULT CAS message is active.  No E1 (2) CONTROL FAULT CAS mes
 Flap angle is below 5 deg or Flap is above 34.8 deg.  Flap angle is below 5 deg or Flap is ab
 CAS is above 100 kts (Knots).  CAS is above 100 kts (Knots).
 Mach number is below 0.7.  Mach number is below 0.7.
DN
APR CSC APR CSC

S S S C S S C S S S S C
When the CSC is engaged, the FADEC controls N1 ensuring that it stays as When the CSC is engaged, the FADEC c
close as possible to the N1 selected. The pilot can disengage the CSC at any close as possible to the N1 selected. The
27-18 Phenom 100 27-18

Powerplant
time by moving the TLA more than 10 deg. When disengaged, the FADEC time by moving the TLA more than
ensures a gradual transition from the N1 current speed control to the N1 ensures a gradual transition from t
speed selected through the TLA. speed selected through the TLA.
Fuel Controlling System Fuel Controlling System

The PW617F-E engine fuel system consists of a FMU (Fuel Metering Unit) The PW617F-E engine fuel system
that contains seven major elements: the fuel pump, the PMA (Permanent that contains seven major elements
Magnet Alternator), the fuel metering system, the flow divider valve, the Magnet Alternator), the fuel meteri
motive flow system, the ecology system and shaft shear protection.The cen- motive flow system, the ecology sys
trifugal boost pump raises the pressure of the fuel supply to a level sufficient trifugal boost pump raises the pressu
to charge the inlets of the engine gear pump. The centrifugal boost pump to charge the inlets of the engine g
supply is routed through an engine oil/fuel heat exchanger before charging supply is routed through an engine
the inlets of the engine gear pump. The first purpose is to cool the engine oil, the inlets of the engine gear pump. T
which prolongs the life of the engine bearings. The second purpose is to heat which prolongs the life of the engine
up the fuel so that, during possible operation with ice crystals in the fuel, the up the fuel so that, during possible o
engine oil heat helps keeping the fuel filter temperature above freezing. Yet, engine oil heat helps keeping the fu
the fuel flows through a fuel filter included in this assembly in order to protect the fuel flows through a fuel filter inc
sensitive components from possible contaminants in the fuel. Should the fuel sensitive components from possible
filter blockage become too great, a bypass valve on the unit opens to ensure filter blockage become too great, a b
that the engine is never starved of fuel. that the engine is never starved of fu
Afterwards, the fuel flows through the fuel metering system and then is Afterwards, the fuel flows through
directed to the flow divider and to the manifolds. directed to the flow divider and to the

Fuel Schematic Fuel Schematic

Transfer Pump Fuel Transfer Pump
Nozzles
Scavenge Ejector Pump Fuel Management Unit Scavenge Ejector Pump
Flow
Engine Feed Engine Feed
Divider /
Ejector Pump Ejector Pump
(First Stage) Shutoff (First Stage)
Boost Boost
Valve
Pump Pump
Pressure
Manifold
Regulating
Drain Valve
Valve
Fuel Shutoff Valve Low High Fuel Shutoff Valve L
Pressure Pressure P
Pump Pump P
(Third Stage)
(Second Stage) (Second Stage)
Engine Oil Engine Oil
Fuel Oil Heat Fuel O

Exchanger Fuel Bypass Bypass Excha
Filter Valve Indicator
Low pressure / higher volume Low pressure / higher volume

High pressure / lower volume Fuel Filter Assembly High pressure / lower volume
Fuel is supplied to the FMU from the aircraft fuel system. It is then pressur- Fuel is supplied to the FMU from the air
ized in three stages: a fixed ejector pump, a regenerative low pressure cen- ized in three stages: a fixed ejector pum
trifugal pump and a gear positive displacement pump. trifugal pump and a gear positive displace
The first stage, a fixed orifice ejector pump, is powered from the third stage The first stage, a fixed orifice ejector pum
element. Its purpose is to keep the pump inlet filled with fuel. The second element. Its purpose is to keep the pum
stage is a two-stage boost pump, which comprises an inducer and a regener- stage is a two-stage boost pump, which c
ative centrifugal pump that provides a positive pressure rise over the full ative centrifugal pump that provides a
operating envelope, It is also a reference pressure for the operation of the operating envelope, It is also a referenc
FMU hydraulic system. After passing through these two stages the fuel is FMU hydraulic system. After passing th
ported to a separate filter and heat exchanger assembly. Filtered fuel is then ported to a separate filter and heat excha
passed to the gear positive displacement pump to provide adequate pressur- passed to the gear positive displacement
ization for the fuel nozzles. ization for the fuel nozzles.
The fuel is also regulated in the metering valve and then is divided for the pri- The fuel is also regulated in the metering
mary and secondary nozzles by the flow divider to regulate more flow to the mary and secondary nozzles by the flow
primary nozzles during starting. The flow divider provides regulation of the primary nozzles during starting. The flow
primary and secondary nozzles during the light-off regime and equalization of primary and secondary nozzles during the
the primary and secondary manifold pressures after light-off, ensuring the primary and secondary manifold
smooth distribution of the fuel around the combustor. This is achieved smooth distribution of the fuel around
through the flow divider valve. through the flow divider valve.
27-20 Phenom 100 27-20

Powerplant
Motive flow is required above idle speed to power the main airframe ejector Motive flow is required above idle sp
pump in the collector tank. Motive flow is drawn from the high-pressure sup- pump in the collector tank. Motive flo
ply line. The switching of motive flow is achieved through the position of the ply line. The switching of motive flow
pressure regulating valve (PRV) that opens a second port at speed above pressure regulating valve (PRV) tha
idle to provide fuel to the motive flow port. To minimize the pump size, the idle to provide fuel to the motive flo
motive flow is not supplied during engine starting. motive flow is not supplied during en
The motive flow is also used by the ecology system ejector to provide fuel The motive flow is also used by the
purge from the manifold during engine shutdown. During engine spool down, purge from the manifold during engin
excess fuel in the manifolds is drawn back into the motive flow line under the excess fuel in the manifolds is drawn
influences of residual engine combustor pressure and the ecology ejector influences of residual engine comb
pump suction. A check valve prevents backflow from motive flow to the flow pump suction. A check valve preven
divider and engine manifold. divider and engine manifold.
Engine Fuel Indicating Engine Fuel Indicating

The engine fuel flow indication is provided by a dedicated flow meter installed The engine fuel flow indication is pro
in each engine fuel feed line. The fuel flow display provides an indication of in each engine fuel feed line. The fu
the correct functioning of the fuel shutoff valve, which is a MOV (Motor-Oper- the correct functioning of the fuel shu
ated-Valve) operated by the flight crew. The cockpit engine start/stop switch ated-Valve) operated by the flight cr
signals the FADEC to open or close the engine fuel valve. The FADEC sends signals the FADEC to open or close
a command signal to the FMU (Fuel Metering Unit). The engine fuel supply is a command signal to the FMU (Fuel
also shut-off by the shaft shear shutoff valve in the FMU. also shut-off by the shaft shear shuto
The fuel flow value is shown in green digits on the CAS display, in PPH The fuel flow value is shown in gr
(Pounds Per Hour) or KPH (Kilograms Per Hour). In the case of invalid data, (Pounds Per Hour) or KPH (Kilogram
the fuel flow display is re-configured to dashes. the fuel flow display is re-configured
Fuel Filter Bypass Indicator Fuel Filter Bypass Indicator

The fuel filter bypass indicator is located in the LP (Low Pressure) centrifugal The fuel filter bypass indicator is loca
pump line, downstream of the FOHE (Fuel-Oil Heat Exchanger), connected in pump line, downstream of the FOHE
parallel to the fuel filter line and its bypass indicator. It consists of a poppet parallel to the fuel filter line and its
stem, a compression spring, a valve body and a spring pin set to open with 15 stem, a compression spring, a valve
psi in the fuel filter blockage condition.After actuation, the indicator has to be psi in the fuel filter blockage conditio
manually reset. manually reset.
Fuel Filter Impending Bypass Switch Fuel Filter Impending Bypass S

The fuel filter impending bypass switch senses excessive fuel filter pressure The fuel filter impending bypass swi
across the filter element indicating the filter blockage condition. If the differen- across the filter element indicating th
tial pressure across the fuel filter exceeds 8 ± 2 psi, a mechanism actuates an tial pressure across the fuel filter exc
electrical microswitch that causes the following advisory messages on the electrical microswitch that causes t
CAS display: CAS display:

E 1 FUEL IMP BYP 
E 1 FUEL IMP BYP
 E 2 FUEL IMP BYP  E 2 FUEL IMP BYP

When the differential pressure drops below 3 psi the mechanism reverses When the differential pressure drops be
itself resulting in the microswitch changing back to its normally closed state. itself resulting in the microswitch changin
Oil Oil
The function of the engine oil system is to provide lubrication and cooling of The function of the engine oil system is
the engine turbine main shaft bearings and AGB (Accessory Gearbox) inter- the engine turbine main shaft bearings a
nal components and bearings. nal components and bearings.
Each PW617F-E engine has an independent lubrication supply system which Each PW617F-E engine has an independ
uses an engine-driven pump to supply oil to the different engine components uses an engine-driven pump to supply oi
requiring cooling and lubrication. The lubrication system is a self contained requiring cooling and lubrication. The lub
pressurized full flow system. pressurized full flow system.
The lubrication and scavenge pump supplies oil to all bearings and gears as The lubrication and scavenge pump supp
required, and includes scavenge elements to remove oil from the bearing required, and includes scavenge eleme
chambers and return it to the tank. The oil filter and electrical monitoring sen- chambers and return it to the tank. The o
sors are combined in an oil filter module, mounted on the left side of the oil sors are combined in an oil filter module
tank. The electrical chip detector/collector also mounts on the bottom of the tank. The electrical chip detector/collecto
AGB. The FOHE (Fuel-Oil Heat Exchanger) is separately mounted on its own AGB. The FOHE (Fuel-Oil Heat Exchang
brackets and cools the oil from the supply pump before it is routed to the brackets and cools the oil from the sup
bearing chambers and AGB. bearing chambers and AGB.
27-22 Phenom 100 27-22

Powerplant
Oil System Schematic Oil System Schematic

MOPT – Main Oil Pressure and Temperature
FOHE – Fuel Oil Heat Exchanger
ACOC – Air Cooled Oil Cooler
MOPT – Main Oil Pressure and Temperature

FOHE – Fuel Oil Heat Exchanger
ACOC – Air Cooled Oil Cooler
1
1
Scavenge Elements
Main Oil Pump
Bearing Number
Chip Detector
Scavenge Elements
Main Oil Pump
Bearing Number
Chip Detector
FOHE
Valve
Bypass
Thermal
Valve
Valve
Bypass
ACOC
Bypass
Thermal
Valve
Bypass
MOPT Sensor
Bypass Valve
Bypass Valve
Filter
Filter
DPI
DPI
1
Accessory Gear Box
Accessory Gear Box

Oil Tank
Oil Tank
2
Oil Pump
Oil Pump
3
45
The PW617F-E engine lubrication system has the following components: The PW617F-E engine lubrication sy

Oil tank with a filler neck and a sight glass oil level indicator. 
Oil tank with a filler neck and a sig

ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass valves 
ACOC (Air-Cooled Oil Cooler) with

MOPT (Main Oil Pressure and Temperature) sensor 
MOPT (Main Oil Pressure and Tem
 Breather system  Breather system

Oil Pump 
Oil Pump

Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve) assembly 
Oil PAV (Pressure Adjusting Valve

 Electrical chip detector/collector.  Electrical chip detector/collector.

 Oil filter module with a bypass valve and an impending bypass indicator  Oil filter module with a bypass valve an
 FOHE (Fuel-Oil Heat Exchanger)  FOHE (Fuel-Oil Heat Exchanger)
 Restrictor  Restrictor
 Strainers  Strainers
Basically, the system pulls oil from the oil tank, pressurized by the oil pres- Basically, the system pulls oil from the o
sure pump, and sends this oil to the filter, to the heat exchanger for cooling, sure pump, and sends this oil to the filte
and then to the engine bearings. and then to the engine bearings.
The scavenge oil is removed from the bearing chambers to the AGB by the The scavenge oil is removed from the be
scavenge elements of the oil pump. Afterwards the oil flows through the chip scavenge elements of the oil pump. After
detector/collector and then it is scavenged by the AGB scavenge pump to the detector/collector and then it is scavenge
tank. tank.
The oil that circulates through the engine, pumped by the oil pressure pump, The oil that circulates through the engine
is mixed with the air existing in the system, deriving from the sealing of the is mixed with the air existing in the syste
bearing chambers, which are pressurized by a compressor discharge air. bearing chambers, which are pressurized
This oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basi- This oil also flows through the FOHE (Fu
cally is used for fuel heating and oil cooling. cally is used for fuel heating and oil coolin
The oil, including AGB lubrication oil, is then drawn by the AGB scavenge The oil, including AGB lubrication oil, is
pump and returned to oil tank. The air mixed with the oil in the AGB is sepa- pump and returned to oil tank. The air m
rated by an air/oil separator which is vented to the engine exhaust duct, rated by an air/oil separator which is v
through the breather tube. through the breather tube.
With the engine inoperative, all the oil from system returns to the oil tank, With the engine inoperative, all the oil f
what allows a check of oil level through the oil sight glass. what allows a check of oil level through th
Oil Tank Oil Tank
The oil tank maximum capacity is 4.11 qts / 3.79 Liters. The minimum usable The oil tank maximum capacity is 4.11 q
oil quantity allowable without adversely affecting the operation of the engine oil quantity allowable without adversely a
is 3.15 qts / 3.2 Liters. These values are for the worst allowable aircraft atti- is 3.15 qts / 3.2 Liters. These values are
tude of 2 degrees on the ground. tude of 2 degrees on the ground.
The tank has sufficient oil to provide operation for 10 hours of flight time at the The tank has sufficient oil to provide opera
maximum oil consumption of 0.018 gal/hr or 0.068 l/h. If oil level is at the maximum oil consumption of 0.018 gal/h
minimum servicing level, the oil is sufficient for 5 hours of flight time, consid- minimum servicing level, the oil is sufficie
ering the maximum oil consumption. ering the maximum oil consumption.
The oil pressure pump has the engine lubrication supply element and two scav- The oil pressure pump has the engine lubr
enge elements. Oil from the tank enters the supply element of the oil pressure enge elements. Oil from the tank enters th
pump. From this pressure element, the oil passes through the filter module. pump. From this pressure element, the oil
The oil filter has a bypass valve, which permits oil flow to the engine if the fil- The oil filter has a bypass valve, which pe
ter becomes clogged. The filter has also a mechanical popup impending ter becomes clogged. The filter has als
bypass indicator. bypass indicator.
Oil Indicating Oil Indicating
An oil level indicator for each engine displays maximum and minimum An oil level indicator for each engine
acceptable oil levels. The oil tank level indicator is a vertical sight glass dis- acceptable oil levels. The oil tank level in
27-24 Phenom 100 27-24

August 2010 Rev. 1 Developed for Training Purposes August 2010 Rev. 1 Developed for Tr
Powerplant
playing the amount of oil in the tank. They are mounted externally to the oil playing the amount of oil in the tank
tank to make it possible to view the oil level. tank to make it possible to view the o
Oil temperature and pressure indications are also provided for each engine Oil temperature and pressure indica
and displayed in the cockpit in the engine indication field on the EICAS. A and displayed in the cockpit in the
warning message is provided in the CAS window on the PFD in case of low warning message is provided in the
oil pressure. An electric master chip detector and a self-closing valve are oil pressure. An electric master chi
located in the scavenge return line in both oil tanks, where ferromagnetic par- located in the scavenge return line in
ticles are most likely to be deposited. ticles are most likely to be deposited
Oil Temperature / Pressure Indication Oil Temperature / Pressure Ind
The oil temperature and pressure indications in the cockpit are provided by The oil temperature and pressure in
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the the MOPT (Main Oil Pressure and Te
two functions. This sensor is mounted on the AGB (Accessory Gearbox), two functions. This sensor is moun
downstream the FOHE (Fuel-Oil Heat Exchanger). downstream the FOHE (Fuel-Oil Hea
The oil indicating system includes the following components: The oil indicating system includes the
 Oil Level Indicator  Oil Level Indicator

Oil Filter Impending Bypass Indicator 
Oil Filter Impending Bypass Indica
 Chip Detector / Collector  Chip Detector / Collector
 MOPT (Main Oil Pressure and Temperature) sensor  MOPT (Main Oil Pressure and Tem
The purpose of the MOPT sensor is to provide electrical outputs for pressure The purpose of the MOPT sensor is
and temperature values. and temperature values.
The sensor sends a signal to the cockpit that displays the current oil pressure The sensor sends a signal to the coc
and temperature status in the engine indication field on the EICAS. and temperature status in the engine
Oil Filter Impending Bypass Indicator Oil Filter Impending Bypass Ind
The oil filter impending bypass indicator is installed on the oil filter and is The oil filter impending bypass indi
equipped with a red button that pops up to indicate that the oil filter must be equipped with a red button that pops
replaced. replaced.
Chip Detector Indication Chip Detector Indication
The function of the electrical chip detector/collector is to attract and trap mag- The function of the electrical chip det
netic particles that are suspended in the scavenge oil because it may be an netic particles that are suspended in
indication of an impending failure. This is achieved with the use of a permanent indication of an impending failure. Thi
magnet immersed in the scavenge oil flowing from the AGB (Accessory Gear- magnet immersed in the scavenge oi
box), before it passes through the AGB scavenge pump.The chip detector/col- box), before it passes through the AG
lector can also function as a drain of the oil tank. lector can also function as a drain of t

Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1 Brazilian Specification . . . . . . . . . . . . . . .
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1 ASTM Specification . . . . . . . . . . . . . . . .
American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8 American Specification . . . . . . . . . . . . . .
Note: For approved fuel additives see AMM. Note: For approved fuel additives see

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37°C Minimum . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52°C Maximum (on ground) . . . . . . . . . . . . . . .
Note: In flight, the maximum fuel temperature may be extended but not Note: In flight, the maximum fuel tem

FUEL XFR Button must be pushed out during takeoff, landing, maneuvers FUEL XFR Button must be pushed out
Engines Engines
Two Pratt & Whitney Canada PW617F-E. Two Pratt & Whitney Canada PW617F-E.
Operational Limits Operational Limits
Operating Conditions Operating Limits Operating Conditions
Max ITT Oil (1) Max ITT
Thrust Time Limit N2 N1 Oil Temp Thrust Time Limit
(trimmed) Press (trimmed)
Setting (minutes) (%) (%) (C) Setting (minutes) (
(C) (psig) (C)
Maximum 10 (1) 845 100.4 100 -) - Maximum 10 (1) 845 1
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4) Takeoff 5 (2) 830 1
Maximum Maximum
(7) 830 100.4 100 170 (3) 14 to 130 (7) 830 1
Continuous Continuous
Ground Idle No time Ground Idle No time
- 54 (5) - 170 (3) -40 to 130 - 54
Flight Idle No time Flight Idle No time
- 59 (5) - 170 (3) 14 to 130 - 59
Starting N/A 830 (6) - - 0-275 -40(5) Starting N/A 830 (6)
20 sec. 830 (8) 102 101 (3) - 20 sec. 830 (8) 1
Transient Transient
90 sec. - (3) 130 to 141 90 sec. -
27-26 Phenom 100 27-26

Powerplant
Note: 1) Maximum is an ATR intended to be used for a period of not over Note: 1) Maximum is an ATR inten
10 minutes after the failure of one engine. 10 minutes after the failur
Note: 2) The total time during which takeoff thrust may be used is limited Note: 2) The total time during whi
to 5 minutes per flight. This limit commences when the thrust to 5 minutes per flight. T
lever is first set at TO/GA detent. lever is first set at TO/GA
Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil Note: 3) May be exceeded up to
pressure limit see Figure. pressure limit see Figure.
Note: 4) After completing a start under cold conditions or with cold fuel Note: 4) After completing a start
(below 0°C) and achieving a stabilized idle, remain at ground idle (below 0°C) and achievin
for the time required for the oil to reach the minimum operating for the time required for
temperature of 14°C. During this time the transient oil pressure temperature of 14°C. Du
limit applies. Run the engine for an additional 3 minutes to limit applies. Run the e
ensure that no ice particles are present in the fuel supplied to the ensure that no ice particle
engine. engine.
Note: 5) Minimum Limits. Note: 5) Minimum Limits.
Note: 6) Maybe exceeded up to 892°C during 5 seconds. Note: 6) Maybe exceeded up to 89
Note: 7) Maximum Continuous is not intended for regular, normal opera- Note: 7) Maximum Continuous is
tion. tion.
Note: 8) For normal and ATR takeoff modes, may be exceeded up to Note: 8) For normal and ATR ta
862°C during 20 seconds. For ATR takeoff mode only, may be 862°C during 20 second
exceeded up to 845°C. exceeded up to 845°C.
Oil Specification Oil Specification

Engine oil must comply with MIL-PRF-23699F specification. Engine oil must comply with MIL-

Oil Pressure Limits Oil Pressure Limits

300 300
250 250
200 A 200
MOP (psig)
MOP (psig)
150 150
100 100
B
50 50
C
0 0
0 25 50 75 100 0 25 5
% N2 %
AREA TIME LIMIT AREA
A 500 sec A
B 90 sec B
C 15 sec C
D CONTINUOUS D C
27-28 Phenom 100 27-28

Powerplant
Starter Limits Starter Limits

Motoring Number Cool-Down Time Motoring Numbe
1 60 seconds 1
2 60 seconds 2
3 15 minutes 3
4 30 minutes 4
Note: After four sequential motorings, cycle may be repeated following a Note: After four sequential motori
30 minutes cool-down period. 30 minutes cool-down perio

Warning E1 (2) OIL LO PRES Engine 1 (2) oil pressure is low. Warning E1 (2) OIL LO P
Thrust modulating is unabled or
E1 (2) CTRL FAULT E1 (2) CTRL FA
engine will respond slowly.
Engine 1 (2) shutdown has
E1 (2) FAIL E1 (2) FAIL
occurred without pilot command.
E1 (2) FUEL IMP BYP Fuel filter impending bypass. E1 (2) FUEL IMP
Dual thrust lever angle sensor
E1 (2) TLA FAIL E1 (2) TLA FA
failure.
Caution Caution
E1 (2) TT0 HTR FAIL TT0 sensor heating failed. E1 (2) TT0 HTR
In flight engine limit exceedance
ENG EXCEEDANCE ENG EXCEEDA
detected.
No dispatch condition detected
ENG NO DISPATCH ENG NO DISPA
by FADEC.
Takeoff data not entered suc-
ENG NO TO DATA ENG NO TO DA
cessfully.
One FADEC channel no longer
E1 (2) FADEC FAULT E1 (2) FADEC FA
sending data.
Advisory Advisory
E1 (2) SHORT Short-time dispatch fault condi- E1 (2) SHOR
DSPTCH tion detected by FADEC. DSPTCH

27-30 Phenom 100 27-30

Pressurization
Cabin Pressurization Cabin Pressurization
The basic function of the Cabin Pressure Control System is to maintain the The basic function of the Cabin Pre
cabin at safety pressure limits and control the cabin pressure rates within cabin at safety pressure limits and
comfort margins. comfort margins.
The aircraft operates at altitudes where the oxygen density is not sufficient to The aircraft operates at altitudes whe
sustain life. The pressurization control keeps the aircraft cabin interior at a sustain life. The pressurization cont
safe pressure altitude. This protects the passengers and crew from the safe pressure altitude. This protec
effects of hypoxia (oxygen starvation). effects of hypoxia (oxygen starvation
Pneumatic Supply Pneumatic Supply

Overview Overview
The Pneumatic System provides bleed air from the engines for cockpit and The Pneumatic System provides ble
cabin pressurization and heating. cabin pressurization and heating.
The following are the primary functions of the pneumatic system: The following are the primary functio

To supply bleed leak protection. 
To supply bleed leak protection.
 To control the bleed air and supply it to the pressurization system, heating/  To control the bleed air and supply
cooling system, wing and horizontal stabilizer de-ice boots. cooling system, wing and horizon

To monitor bleed air supply for proper pressure and temperature 
To monitor bleed air supply for pro
Status information of the Pneumatic System Operation is presented in the Status information of the Pneumatic
Flight Display Unit to the crew in the cockpit as synoptic and CAS (Crew Flight Display Unit to the crew in t
Alerting System) messages. Alerting System) messages.
Operation Operation
In flight, the pneumatic system supplies 4 lb/min (Pound per Minute) per side In flight, the pneumatic system suppl
of bleed air flow into the cabin for pressurization in the normal flow setting of bleed air flow into the cabin for p
and 8 lb/min in the high flow setting at single bleed operation or high heating and 8 lb/min in the high flow setting
mode. The system also supplies utility service air at 28±3 psi. mode. The system also supplies utili
For ground operation, a total mass flow of 5 lb/min of bleed air (low flow – For ground operation, a total mass
normal operation) meets the heating requirements in most cases. In cases normal operation) meets the heating
where this is not sufficient, the ECS controller demands the high flow setting. where this is not sufficient, the ECS c
In case of loss of bleed air from one engine, the remaining bleed air line In case of loss of bleed air from o
(operative engine) can double its bleed air supply to the cabin/cockpit in order (operative engine) can double its blee
to compensate for the missing bleed air source. to compensate for the missing bleed
There are sensors along the bleed lines that detect possible hot air leakage, There are sensors along the bleed li
and alerts the system failure messages to the crew. and alerts the system failure messag

Developed for Training Purposes Rev. 3 Mar 2011 Developed for
Developed for Train
CONDENSER & RECEIVER
COCKPIT
A BLEED LINE
RAV HEAT
EXCHANGER OVERBOARD
DE-ICING TSS
CABIN
B BLEED LINE
S E R V I C E S
GCF FCSOV
CONDITIONED BLEED AIR SUPPLY
TO COCKPIT AND CABIN FOR
PRESSURIZATION
Y REFRIGERANT LINE
COMPRESSOR AND DC
PRSOV
Bleed Air
ELECTRIC MOTOR MODULE

T R A I N I N G
April 2009
TEMPERATURE MODULATING
VALVE(S) RIGHT ENGINE
28-2
Phenom 100
GCF GROUND COOLING FAN HOT BLEED AIR
TMV TEMPERATURE MODULATING VALVE COLD AIR LEFT ENGINE
FCSOV FLOW CONTROL SHUT-OFF VALVE WARM AIR
CHECK VALVE
RAV RAM AIR VALVE PRSOV AFT PRESSURE
BULKHEAD
PRSOV PRESSURE REGULATING AND SHUT-OFF VALVE
TSS TEMPERATURE SENSOR / SWITCH
X

REFRIGERANT LINE
EMERGENCY
VENTILATION
RAM AIR
CONDENSER & RECEIVER DRYER
FCSOV
TSS
COCKPIT
A BLEED LINE
RAV HEAT
EXCHANGER OVERBOARD
DE-ICING TSS
CABIN
B BLEED LINE
S E R V I C E S
GCF FCSOV
CONDITIONED BLEED AIR SUPPLY
TO COCKPIT AND CABIN FOR
PRESSURIZATION
Y REFRIGERANT LINE
COMPRESSOR AND DC
PRSOV
Bleed Air

T R A I N I N G
April 2009
TEMPERATURE MODULATING
VALVE(S) RIGHT ENGINE
28-2
Pressurization
Engine Pneumatic Bleed System Engine Pneumatic Bleed

There are two independent bleed air flow paths, one from each engine. Each There are two independent bleed air
bleed line pressure is controlled by means of a PRSOV (Pressure Regulating bleed line pressure is controlled by m
and Shutoff Valve). The bleed air line will branch off into two paths. One path and Shutoff Valve). The bleed air line
will allow bleed air from the engine to circulate through the heat exchanger for will allow bleed air from the engine to
cooling purposes. The other path will bypass the heat exchanger and direct cooling purposes. The other path w
the engine bleed air directly into the aircraft for cabin or cockpit heating. the engine bleed air directly into the
PRSOV PRSOV
There are two PRSOV, one in each respective engine pylon. Each of the There are two PRSOV, one in eac
PRSOV regulates the high-temperature bleed air to 28±3 psig (Pound per PRSOV regulates the high-tempera
Square Inch Gauge). The valve is capable of withstanding inlet air tempera- Square Inch Gauge). The valve is c
tures of up to 480°C (Degree Celsius) and inlet air pressures from 7.5 to 300 tures of up to 480°C (Degree Celsius
psig. psig.
The PRSOV is controlled manually by the bleed air rotary knob on the pres- The PRSOV is controlled manually b
surization panel. In the event of a bleed air leak, the PRSOV is commanded surization panel. In the event of a bl
closed. closed.
Temperature Control Temperature Control
The amount of bleed air that circulates by each circuit is controlled by a TMV The amount of bleed air that circulat
(Temperature Modulating Valve), which is responsible for maintaining the air (Temperature Modulating Valve), wh
temperature in the cabin within certain limits. temperature in the cabin within certa
If there is a hot air leak, the crew is informed by CAS (Crew Alerting System) If there is a hot air leak, the crew is i
messages and the PRSOV (Pressure Regulating and Shutofff Valve) on the messages and the PRSOV (Pressur
affected side is automatically closed. affected side is automatically closed.

Air Management System Air Management System

DISPLAY DISPLAY DISPLAY
PILOT CODING SIDE-WINDOW SIDE-WINDOW CODING PILOT PILOT CODING SIDE-W
GASPER GRILL GRILL GASPER GASPER GRILL
WINDSHIELD
DEFOG
FOOT FOOT FO
GRILL GRILL GR
COCKPIT COCKPIT COCKPIT
VENT VENT VENT
COCKPIT
EVAPORATOR
RETURN
AIR
SIDELEDGE PASSENGER
PASSENGER PASSENGER
DOWNWARD GASPERS
GASPERS GASPERS
INFLOWS
CABIN
EVAPORATOR
RETURN
AIR
COCKPIT
REFRIGERANT EMER REFRIGERANT REFRIGERANT EMER
BLEED
VENTIL- A B Y VENTIL-
LINE CABIN LINE LINE
LINE
X X
ATION BLEED ATION
LINE
TSS TSS TSS

AFT PRESSURE AFT PRESSURE
BULKHEAD BULKHEAD
LEFT RIGHT LEFT
OVERBOARD
ENGINE FCSOV FCSOV ENGINE ENGINE FCSOV
TMV
TMV
PRSOV PRSOV PRSOV

HEAT
COMPRESSOR AND DC
EXCHANGER
CONDENSER
LEGEND: LEGEND:
PRESSURE REGULATOR VALVE PRESSURE REGULATOR VALVE
SHUTOFF VALVE SHUTOFF VALVE
CHECK VALVE CHECK VALVE
GCF
CONDITIONED AIR FOR CONDITIONED AIR FOR
CABIN PRESSURIZATION RAV CABIN PRESSURIZATION
RAM AIR RAM AIR
28-4 Phenom 100 28-4

Pressurization
Cabin Pressurization Control System Cabin Pressurization Control S
PRESSURIZATION 1
MODE BLEED
BOTH
AUTO 1 2
MAN OFF
VENT
CABIN ALT DUMP

UP
DN
L 2
1 – Bleed Air Knob 1 – Bleed Air Knob

 1: Closes the PRSOV valve on the #2 engine and keeps the PRSOV valve  1: Closes the PRSOV valve on the
open on the #1 engine. open on the #1 engine.

 2: Closes the PRSOV valve on the #1 engine and keeps the PRSOV valve  2: Closes the PRSOV valve on the
open on the #2 engine. open on the #2 engine.

 BOTH: Commands the PRSOV valves on the #1 and #2 engine to the  BOTH: Commands the PRSOV v
open position. open position.

 OFF VENT: Commands the PRSOV valves to the closed position on the  OFF VENT: Commands the PRS
#1 and #2 engine and opens the ram air valve to provide emergency ven- #1 and #2 engine and opens the r
tilation into the cabin. tilation into the cabin.
2 – Dump Button (Guarded) 2 – Dump Button (Guarded)
This is a guarded switch to prevent inadvertent actuation. To activate dump This is a guarded switch to prevent
function in AUTO mode, the pilot raises the DUMP switch guard and function in AUTO mode, the pilot
depresses the DUMP switch. This provides a "manual/dump" 28Vdc signal to depresses the DUMP switch. This pr
ECMU. ECMU.
The DUMP button provides rapid cabin depressurization by opening the out- The DUMP button provides rapid ca
flow valve and disables the recirculation fans. When the DUMP button is flow valve and disables the recircul
pressed, a white striped bar illuminates on the button. When pressed a sec- pressed, a white striped bar illumina
ond time, the system will return to normal operations (MAN or AUTO). ond time, the system will return to no
Dump Function Set Points Dump Function Set Points
Parameter Limit Tolerance Parameter
DUMP function - AUTO control 12,000 ft Cabin Altitude DUMP function - AUTO control
DUMP function - MANUAL control 14,500 ft Cabin Altitude DUMP function - MANUAL control

In the auto channel, the manual/dump signal is read by software and causes In the auto channel, the manual/dump sig
automatic control to be disabled. Further, the motor command shutoff logic is automatic control to be disabled. Further,
positively disabled so that erroneous software commands cannot access the positively disabled so that erroneous soft
motor driver electronics and auto motor. motor driver electronics and auto motor.
If an altitude limit condition is experienced, the altitude limit function overrides If an altitude limit condition is experienced
the dump function within the altitude limit/manual motor control switch. In this the dump function within the altitude limit
event, when altitude limit detection logic determines that the altitude limit event, when altitude limit detection logi
threshold is no longer exceeded, the dump function is re-enabled and the threshold is no longer exceeded, the du
OFV is commanded open again. OFV is commanded open again.
3 – Cabin Altitude Selector Switch 3 – Cabin Altitude Selector Switch
Momentary switch: Momentary switch:

DOWN: Manually closes the outflow valve, decreasing cabin altitude at an 
DOWN: Manually closes the outflow va
initial rate of ±300 ft/min. initial rate of ±300 ft/min.

UP: Manually opens the outflow valve, increasing the cabin altitude at an 
UP: Manually opens the outflow valve,
initial rate of ±300 ft/min. initial rate of ±300 ft/min.
Note: It will take 6 seconds to fully open or fully close the outflow valve. Note: It will take 6 seconds to fully op
The cabin rate will increase/decrease exponentially as a function of The cabin rate will increase/decr
time until the valve is fully open or closed. Embraer strongly rec- time until the valve is fully open
ommends that the pilot momentarily depress the switch for .5 sec- ommends that the pilot moment
onds and wait for the rate response then repeat if necessary.. onds and wait for the rate respo
4 – Pressurization Mode Selector Switch 4 – Pressurization Mode Selector Switc


AUTO: Allows the automatic operation of the pressurization control sys- 
AUTO: Allows the automatic operation
tem. tem.

MAN: Allows the manual operation of the pressurization control system. 
MAN: Allows the manual operation of t
The CPCS (Cabin Pressure Control-System) consists of one ECMU (Elec- The CPCS (Cabin Pressure Control-Sys
tronic Control and Monitoring Unit), one butterfly cabin OFV (Outflow Valve), tronic Control and Monitoring Unit), one b
one pneumatic poppet valve which performs positive and negative relief func- one pneumatic poppet valve which perfor
tion and its assembly (heated static port and tubing), one dual flap check tion and its assembly (heated static por
valve which performs a negative relief function. valve which performs a negative relief fun
Normal Operation – Automatic Control Normal Operation – Autom

The CPCS performs automatic control of the cabin pressure to ensure fuse- The CPCS performs automatic control of
lage safety and occupant safety and comfort. The CPCS utilizes the ECMU lage safety and occupant safety and com
and OFV as well as their airplane interfaces to perform the automatic control and OFV as well as their airplane interfac
function. function.
During automatic control, cabin air exhaust is controlled during airplane During automatic control, cabin air exh
ground, takeoff, climb, descent, and taxi operations without dedicated flight ground, takeoff, climb, descent, and taxi
crew inputs. Only the LFE input is required from the pilots prior to departure. If crew inputs. Only the LFE input is require
the FMS is used, the LFE is automatically provided to CPCS. If not, the crew the FMS is used, the LFE is automaticall
28-6 Phenom 100 28-6

Pressurization
must input LFE through the MFD. The CPCS receives all required information must input LFE through the MFD. Th
inputs via the integrated avionics system. inputs via the integrated avionics sys
Automatic cabin pressure control is considered “normal” airplane operation. Automatic cabin pressure control is
The automatic control function is overridden by the positive pressure relief, The automatic control function is ov
negative pressure relief, altitude limit, manual, and dump functions whenever negative pressure relief, altitude limit
required. required.
While on the ground and the throttles are advanced to TO/GA, the ECMU While on the ground and the throttl
commands the outflow valve to close. This allows the cabin to pre-pressurize commands the outflow valve to close
to 200 ± 150 ft below field elevation to help minimize any pressurization to 200 ± 150 ft below field elevatio
"bumps" in the cabin during takeoff. "bumps" in the cabin during takeoff.
Abnormal Operation – Manual Control Abnormal Operation – M

The manual function occurs when the pilot activates the man/auto switch on The manual function occurs when th
the pressurization control panel to the MAN position.When the man switch is the pressurization control panel to th
activated, the ECMU is prepared to receive either an “open” or “close” com- activated, the ECMU is prepared to
mand from the cabin altitude selector switch on the control panel. When the mand from the cabin altitude selecto
pilot selects either the UP or DN setting, the OFV will open or close accord- pilot selects either the UP or DN set
ingly. As the OFV opens or closes, the cabin is depressurized or re-pressur- ingly. As the OFV opens or closes, t
ized in response. ized in response.
The OFV opening/closing speed affects the actual cabin altitude rate of The OFV opening/closing speed a
change. When the OFV opens or closes at its maximum speed it may be diffi- change. When the OFV opens or clo
cult for the crew to adjust the OFV position while keeping comfortable pres- cult for the crew to adjust the OFV p
sure control. Therefore within the manual/monitor channel of the ECMU, the sure control. Therefore within the ma
manual control circuit causes the motor to spin at a slow speed for small manual control circuit causes the m
switch actuation durations, and then accelerates in speed as the UP/DN switch actuation durations, and the
switch is actuated for longer periods of time. switch is actuated for longer periods

Pressurization Conversion Table Pressurization Conversion Table

CONDITION: Cabin altitude or cabin ΔP is not being CONDITION: Cabin altitude or
presented, or during use of the pressurization presented, or durin
manual control. manual control.
AIRPLANE/CABIN ALTITUDE CONVERSION TABLE AIRPLANE/CABIN ALTITUDE
AIRPLANE CABIN DIFFERENTIAL AIRPLANE CABIN
ALTITUDE ALTITUDE PRESSURE ALTITUDE ALTITUD
(ft) (ft) (PSID) (ft) (ft)
10000 600 3.9 10000 600
11000 700 4.2 11000 700
12000 800 4.5 12000 800
13000 1000 4.8 13000 1000
14000 1100 5.0 14000 1100
15000 1300 5.3 15000 1300
16000 1500 5.6 16000 1500
17000 1600 5.8 17000 1600
18000 1800 6.0 18000 1800
19000 2000 6.2 19000 2000
20000 2200 6.4 20000 2200
21000 2500 6.6 21000 2500
22000 2700 6.7 22000 2700
23000 2900 6.9 23000 2900
24000 3100 7.0 24000 3100
25000 3400 7.2 25000 3400
26000 3700 7.3 26000 3700
27000 3900 7.4 27000 3900
28000 4200 7.5 28000 4200
29000 4400 7.6 29000 4400
30000 4700 7.7 30000 4700
31000 5000 7.7 31000 5000
32000 5300 7.8 32000 5300
33000 5600 7.8 33000 5600
34000 5900 7.9 34000 5900
35000 6200 7.9 35000 6200
36000 6500 7.9 36000 6500
37000 6800 7.9 37000 6800
38000 7100 7.9 38000 7100
39000 7400 8.1 39000 7400
40000 7700 8.2 40000 7700
41000 8000 8.3 41000 8000
TABLE FROM QRH NON-ANNUNCIATED PROCEDURES TABLE FROM QRH NON-ANNU
28-8 Phenom 100 28-8

Pressurization
Landing Field Elevation (LFE) Input Landing Field Elevation (LFE) I
Cabin pressurization information (cabin altitude and rate of change, differen- Cabin pressurization information (ca
tial cabin pressure) is shown along with the Landing Field Elevation (LFE) tial cabin pressure) is shown along
and oxygen system pressure. The trend of cabin pressure altitude rate and oxygen system pressure. The
change is indicated by a green arrow beside the rate readout. change is indicated by a green arrow
The LFE is set automatically based on the destination in the active flight plan The LFE is set automatically based o
by pressing the FMS LFE Softkey, but can also be adjusted manually by the by pressing the FMS LFE Softkey, b
pilot. Automatically entered values appear in green; if the value is entered by pilot. Automatically entered values a
the pilot, it changes to light blue until accepted. Pilot selected LFE flashes yel- the pilot, it changes to light blue until
low for 30 seconds when a difference of >5 feet occurs. A red "X" is displayed low for 30 seconds when a difference
if the LFE is out of range or the data source is invalid. if the LFE is out of range or the data
If the landing field elevation is high enough (over 9600’), the indication "HI If the landing field elevation is high
FIELD" is shown at the top of the Pressurization Display and the cabin alti- FIELD" is shown at the top of the P
tude caution and warning thresholds are increased 14500 ft to avoid genera- tude caution and warning thresholds
tion of nuisance alert indications. tion of nuisance alert indications.
If the decision is made to return the takeoff location, the system will descend If the decision is made to return the
the cabin to the memorized takeoff field elevation if: the cabin to the memorized takeoff fi

The aircraft decends 1000’ from the maximum altitude achieved during 
The aircraft decends 1000’ from th
flight flight

The aircraft never climbs higher that 6000’ from takeoff field elevation 
The aircraft never climbs higher th

 The aircratt flight time is less than 10 minutes to this point.  The aircratt flight time is less than 10 m
Note: During MFD reversionary mode, it is not possible to change the Note: During MFD reversionary mode
planned LFE. If a change is required, the pressurization manual planned LFE. If a change is re
(MAN) function must be used. (MAN) function must be used.
LFE Softkey Functions: LFE Softkey Functions:

 FMS LFE:Sets current flight plan destination elevation as displayed LFE  FMS LFE:Sets current flight plan desti
 +500 FT:Increases currently displayed LFE value by 500 ft  +500 FT:Increases currently displayed
 -500 FT:Decreases currently displayed LFE value by 500 ft  -500 FT:Decreases currently displayed
 +50 FT: Increases currently displayed LFE value by 50 ft  +50 FT: Increases currently displayed

-50 FT: Decreases currently displayed LFE value by 50 ft 
-50 FT: Decreases currently displayed
 ACCEPT: Confirms the LFE setting and returns to the previous softkey  ACCEPT: Confirms the LFE setting an
level level
 BACK: Returns display to previous softkey level  BACK: Returns display to previous sof
Pressure Indication On MFD Pressure Indication On MFD
CABIN 1
HI FIELD
ALT 7500 FT 2
RATE 0 FPM
DELTA-P 5.0 PSI 3
LFE 100 FT
4
1 – Cabin Altitude Indication 1 – Cabin Altitude Indication

Displays cabin altitudes in feet, regardless of the operating mode. Displays cabin altitudes in feet, regardles
 YELLOW: cautionary operating range.  YELLOW: cautionary operating range.
 RED: warning operating range.  RED: warning operating range.

RED X: invalid, out of range or failed. 
RED X: invalid, out of range or failed.
2 – Cabin Rate Of Change Indication 2 – Cabin Rate Of Change Indication
Displays the cabin rate of change in feet per minute, regardless of the operat- Displays the cabin rate of change in feet p
ing mode. ing mode.
 Digital Pressure:  Digital Pressure:
28-10 Phenom 100 28-10

Pressurization

YELLOW: invalid information or value out of displayable range. 
YELLOW: invalid information or

RED: warning operating range (low flow or cabin leak) 
RED: warning operating range (

RED X: invalid, out of range or f
 Digital Arrow :  Digital Arrow :

GREEN UP or DOWN: Positive or negative cabin rate of change. 
GREEN UP or DOWN: Positive

RED UP: warning operating range (low flow or cabin leak) 
RED UP: warning operating ran

INHIBITED: invalid or lost information. 
INHIBITED: invalid or lost inform
3 – Differential Pressure Indication 3 – Differential Pressure Indication
Displays the differential pressure between the cabin interior and the outside, Displays the differential pressure be
in pound per square inches, regardless of the operating mode. in pound per square inches, regardle

 YELLOW: caution operating range.  YELLOW: caution operating range
 RED: warning operating range.  RED: warning operating range.

RED X: invalid, out of range or fai
4 – Landing Field Elevation Indication 4 – Landing Field Elevation Indica
Displays the destination field elevation in feet, regardless of the operating Displays the destination field elevat
mode. mode.
 GREEN: inputs from FMS.  GREEN: inputs from FMS.

CYAN: manual inputs from MFD overriding the FMS inputs. 
CYAN: manual inputs from MFD o
 RED X: invalid, out of range or failed.Synoptic Page  RED X: invalid, out of range or fai
Setting the displayed landing field elevation: Setting the displayed landing field ele
1. Select the SYSTEM Softkey. 1. Select the SYSTEM Softkey.
2. Select the LFE Softkey. 2. Select the LFE Softkey.
3. Select the FMS LFE Softkey to set the LFE to the value for the destination 3. Select the FMS LFE Softkey to s
airport in the current flight plan. airport in the current flight plan.
Or: Or:
Use the ±500 and ±50 FT softkeys to set the desired elevation. Use the ±500 and ±50 FT softkeys to
4. To confirm the new LFE value, select the ACCEPT Softkey. 4. To confirm the new LFE value, sel

Synoptic Synoptic
2 2
TEMPERATURE TEMPERATURE
CKPT CABIN 3 CKPT CA
CKPT
o o o
22 C 22 C 22 C 2
o
72 F
SET o
72 F
o
72 F
SET 7
o
35 C
o
35 C EVAP o
35 C 3
o
95 F ACTUAL o
95 F
o
95 F ACTUAL 9
CABIN
FCV FCV 4 FCV

OFV
5
OPEN
RAM INTERMEDIATE RAM

CLOSED
6
AIR AIR
1 1
25 25 25
PSI PSI PSI
7
HX HX HX HX
PRSOV PRSOV PRSOV
GCF VCS GCF VCS
1 – Air Shutoff Valves Status 1 – Air Shutoff Valves Status

Air shutoff valves are shown as a circle and an internal line representing the Air shutoff valves are shown as a circle a
valve position. valve position.
 CLOSED: a white circle and a white line perpendicular to the flow line.  CLOSED: a white circle and a white lin
 OPEN PRESSURIZED: a green circle and a green line aligned with the  OPEN PRESSURIZED: a green circle
flow line. flow line.
 OPEN UNPRESSURIZED: a white circle and a white line aligned with the  OPEN UNPRESSURIZED: a white circ
flow line and no air bleed available. flow line and no air bleed available.
 FAILED OPEN: a green circle and a green line aligned with the flow line  FAILED OPEN: a green circle and a gr
covered by an yellow cross covered by an yellow cross

FAILED CLOSED: a white circle and a white line perpendicular to the flow 
FAILED CLOSED: a white circle and a
line covered by an yellow cross. line covered by an yellow cross.
2 – Cockpit / Cabin Temperature Indication 2 – Cockpit / Cabin Temperature Indica
Digital Temperature. Digital Temperature.
The digital information displays settable and actual temperature for the cock- The digital information displays settable a
pit and cabin. pit and cabin.

GREEN: used for all actual temperature indication. 
GREEN: used for all actual temperatur
28-12 Phenom 100 28-12

Pressurization
 CYAN: used for all set temperature indication.  CYAN: used for all set temperatur
 RED X: invalid, out of range or failed.  RED X: invalid, out of range or fai
3 – Evaporator / Recirculation Fan Status 3 – Evaporator / Recirculation Fan
The evaporator/recirculation fan is shown as a circle and an internal windmill, The evaporator/recirculation fan is sh
representing the fan status. representing the fan status.
 ON: a green circle and a green windmill.  ON: a green circle and a green wi

OFF: a white circle and a white windmill. 
OFF: a white circle and a white wi
 FAILED: yellow cross covering the circle and windmill.  FAILED: yellow cross covering the
4 – ECS Flow Line 4 – ECS Flow Line
The flow line is shown as a colorful line. The flow line is shown as a colorful li
 GREEN: the associated flow line is pressurized.  GREEN: the associated flow line i
 WHITE: the associated flow line is not pressurized.  WHITE: the associated flow line is
5 – RAM Air Valve Status 5 – RAM Air Valve Status
Ram air shutoff valve is shown as a triangle linked with a flow line inside the Ram air shutoff valve is shown as a
green circle. green circle.
 GREEN: normal valve operation in-flight. Open (connected to cabin/cock-  GREEN: normal valve operation in
pit) or closed (connected to the heat exchanger). pit) or closed (connected to the he
 WHITE: Valve commanded open on ground (non-normal operation).  WHITE: Valve commanded open o
 FAILED: yellow cross covering the triangle with the ram air valve open or  FAILED: yellow cross covering the
closed. closed.
6 – Outflow Valve (OFV) Position Indication 6 – Outflow Valve (OFV) Position Ind
A green pointer and legends indicate the actual OFV position during on A green pointer and legends indic
ground operations only. ground operations only.
 OPEN: the OFV is fully open at 90°.  OPEN: the OFV is fully open at 90
 CLOSED: the OFV is fully closed at 0°.  CLOSED: the OFV is fully closed

INTERMEDIATE: the OFV is at any position between 90° and 0°. 
INTERMEDIATE: the OFV is at an
7 – Bleed Line Pressure Indication 7 – Bleed Line Pressure Indication
Digital Pressure. Digital Pressure.

WHITE: label (PSI). 
WHITE: label (PSI).

YELLOW DASHED: invalid information or value out of displayable range. 
YELLOW DASHED: invalid inform

SDS 31-41
Developed for Train
Cabin Pressure Control Sy
RATE LIMIT OR CABIN

ALTITUDE (Pc) TARGET OFV MAN &
ALT LIMIT
ACFT CONTROL; OR OUTFLOW
ALTITUDE VALVE (OFV)
OFV AUTO &
BARO CORR
PRESSURE
RELIEF
S E R V I C E S
AIR DATA TAKEOFF POWER CONTROL

COMPUTERS
SDS 34-15
ELECTRONIC CONTROL
AND MONITORING UNIT NEGATIVE
(ECMU) PRESSURE RELIEF
CAB ALT
DOORS VALVE (NPRV)
T R A I N I N G
CAB RATE
CAB P
April 2009
LFE
CAS MESSAGES
28-14
MFD
Phenom 100
ATMOSPHERE
PRESSURE
PRESSURE
PRESSURIZATION
CABIN
MODE BLEED
BOTH
AUTO 1 2
OFF
MAN
VENT AUTO / MAN
FMS
CABIN ALT DUMP
SDS 34-61 UP
DN
LANDING WOW
GEAR PRESSURE
LANDING STATIC
RELIEF

FIELD SYSTEM PRESSURE
VALVE (PRV)
ELEVATION (LFE) PORT
Cabin Pressure Control System
DATA
CONCENTRATOR
UNIT
ACFT ALTITUDE,
SDS 31-41 BARO CORRECTION, LFE,
RATE LIMIT OR CABIN
ALTITUDE (Pc) TARGET OFV MAN &
ALT LIMIT
ACFT CONTROL; OR OUTFLOW
ALTITUDE VALVE (OFV)
OFV AUTO &
BARO CORR
PRESSURE
RELIEF
S E R V I C E S
AIR DATA TAKEOFF POWER CONTROL

COMPUTERS
SDS 34-15
ELECTRONIC CONTROL
AND MONITORING UNIT NEGATIVE
(ECMU) PRESSURE RELIEF
CAB ALT
DOORS VALVE (NPRV)
T R A I N I N G
CAB RATE
CAB P
April 2009
LFE
CAS MESSAGES
28-14
MFD
Pressurization
Electronic Control and Monitoring Unit Electronic Control and Monitor

The ECMU has two independent channels, one to control the cabin pressure The ECMU has two independent cha
automatically and the other to monitor the cabin pressure and also provide automatically and the other to moni
manual cabin pressure control through the control panel.The manual channel manual cabin pressure control throug
has also a pressure altitude limit function to guarantee that both automatic has also a pressure altitude limit fu
and manual speed commands do not drive the cabin pressure to unsafe con- and manual speed commands do no
ditions. Each channel has one analog pressure sensor that respectively conditions. Each channel has one analo
trols and monitors/limits the cabin altitude. trols and monitors/limits the cabin alt
Outflow Valve Outflow Valve
The outflow valve consists of a valve body assembly and a rotary electrome- The outflow valve consists of a valve
chanical actuator. The outflow valve is mounted on the main cabin pressure chanical actuator. The outflow valve
bulkhead to allow cabin air to exit the pressurized cabin environment as con- bulkhead to allow cabin air to exit the
trolled by the controller or flight crew manual control trolled by the controller or flight crew
Pressure Relief Valve Pressure Relief Valve
The PRV (Pressure Relief Valve) is designed to prevent overpressurization of The PRV (Pressure Relief Valve) is d
the fuselage due to either an increase in cabin pressure or a decrease in the fuselage due to either an increa
ambient pressure. During normal operation, the PRV does not operate but ambient pressure. During normal op
monitors the positive pressure differential across the fuselage with its positive monitors the positive pressure differe
differential pressure metering section.The PRV is mounted on the main cabin differential pressure metering section
pressure bulkhead of the pressurized fuselage pressure bulkhead of the pressurized
Static Pressure Port Static Pressure Port
The static pressure port senses the ambient static pressure through the sens- The static pressure port senses the a
ing orifices and transmits it to the PRV through tubes connected to the port, in ing orifices and transmits it to the PR
order to allow the overpressure relief device work. order to allow the overpressure relief
Negative Pressure Relief Valve Negative Pressure Relief Valve
The NPRV (Negative Pressure Relief Valve) is a dual flapper check valve. It The NPRV (Negative Pressure Relie
is located on the aircraft fuselage to allow ambient air to go from the atmo- is located on the aircraft fuselage to
sphere into the fuselage. sphere into the fuselage.

Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi Maximum Differential Pressure. . . . . . . .
Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi Maximum Differential Overpressure . . . .
Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi Maximum Differential Negative Pressure
Maximum Differential Pressure For Takeoff And Landing . . . . . . . . . . . 0.2 psi Maximum Differential Pressure For Takeo

Cabin altitude is equal to or
Warning CAB ALTITUDE HI Warning CAB ALTITUDE HI
higher than 10000 ft.
A bleed failure has been
BLEED 1 (2) FAIL detected. Bleed is no longer BLEED 1 (2) FAIL
available.
A leakage has been detected at
BLEED 1 (2) LEAK BLEED 1 (2) LEAK
the associated bleed line
Cabin differential pressure is
CAB DELT-P FAIL higher than 8.5 psid or lower CAB DELT-P FAIL
Caution than -0.3 psid Caution
An overheat condition has been

DUCT 1 (2) OVERTEMP detected at the associated DUCT 1 (2) OVERTEMP
bleed line.
The electronic bay temperature
EBAY OVHT EBAY OVHT
is above 70°C.
PRESN AUTO FAIL Loss of automatic mode. PRESN AUTO FAIL
BLEED 1 (2) OFF Associated bleed is turned off. BLEED 1 (2) OFF
Advisory Forward emergency ram valve Advisory
RAM AIR FAIL RAM AIR FAIL
has failed closed.
28-16 Phenom 100 28-16

Servicing
Servicing Servicing
General General
Instructions are provided for training and familiarization only related to ground Instructions are provided for training
handling and servicing of the airplane. Only the handling and servicing handling and servicing of the airp
actions which can be accomplished by the flight crew are included in this sec- actions which can be accomplished b
tion. For current instructions pertaining the subjects covered in this chapter tion. For current instructions pertain
the Aircraft Maintenance Manual shall be consulted. the Aircraft Maintenance Manual sha
External Connections External Connections

Electrical Power Supply Connection Electrical Power Supply Conne
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Ground Power Unit . . . . . . . . . . . . .
Turn on the GPU. Turn on the GPU.
Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Voltage Output . . . . . . . . . . . . . . . . .
Adjust GPU output voltage to 28 V. Adjust GPU output voltage to 28
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Ground Power Unit . . . . . . . . . . . . .
Turn off the GPU. Turn off the GPU.
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Power Supply Receptacle Door . . . .
Open the aircraft power supply receptacle door. Open the aircraft power supply re
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT Ground Power Unit . . . . . . . . . . . . .
Connect the GPU cable to the aircraft power supply receptacle. Connect the GPU cable to the air
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Batteries. . . . . . . . . . . . . . . . . . . . . .
Connect Battery 1 and / or Battery 2 to the electrical system by setting the Connect Battery 1 and / or Batter
BATT 1 and / or BATT 2 switches to ON position. BATT 1 and / or BATT 2 switches
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Ground Power Unit . . . . . . . . . . . . .
Turn on the GPU. The AVAIL indication on the GPU button (cockpit) turns Turn on the GPU. The AVAIL indi
on if GPU voltage is between 25V and 29V. The advisory message GPU on if GPU voltage is between 25
CONNECTED is also displayed. CONNECTED is also displayed.
Ground Power Unit Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN Ground Power Unit Button . . . . . . . .
Press the GPU Button. The AVAIL indication turns off and IN USE indica- Press the GPU Button. The AVAI
tion turns on. tion turns on.
Electrical Power Supply Disconnection Electrical Power Supply Discon
Ground Power Unit Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT Ground Power Unit Button . . . . . . . .
Press the GPU Button. The IN USE indication turns off and the AVAIL Press the GPU Button. The IN
indication turns on. indication turns on.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Batteries. . . . . . . . . . . . . . . . . . . . . .

Turn off the batteries by setting the BATT 1 and /or BATT 2 switches to Turn off the batteries by setting the B
OFF position. Turn off the GPU. The AVAIL indication turns off. OFF position. Turn off the GPU. The A
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Ground Power Unit . . . . . . . . . . . . . . . . .
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT Ground Power Unit . . . . . . . . . . . . . . . . .
Disconnect the GPU cable from the aircraft power supply receptacle. Disconnect the GPU cable from the a
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Power Supply Receptacle Door . . . . . . .
Close the aircraft power supply receptacle door. Close the aircraft power supply recep
Towing Towing
Ground towing can be accomplished by using a tow bar coupled to the nose Ground towing can be accomplished by u
landing gear. The towbar incorporates breakable sections (fuse) with the landing gear. The towbar incorporates br
purpose of causing the tow bar to break in case of any towing abnormality, purpose of causing the tow bar to break
to protect the airplane structure or the nose landing gear from damage. to protect the airplane structure or the no
During towing operations, a person properly trained must stay in the cockpit During towing operations, a person prope
to set the emergency/parking brake, if necessary. to set the emergency/parking brake, if ne
CAUTION: TOWBARLESS OPERATIONS ARE NOT ALLOWED. CAUTION: TOWBARLESS OPERATION
29-2 Phenom 100 29-2

Servicing
Towbar Towing Towbar Towing

Towing with towbar operation is accomplished following the steps below. Towing with towbar operation is acco
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED Doors . . . . . . . . . . . . . . . . . . . . . . . .
Close passenger door, cargo doors and engine cowls. Close passenger door, cargo doo
Seatbelts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FASTEN Seatbelts . . . . . . . . . . . . . . . . . . . . .
All the persons in the aircraft must be in a seat and seatbelts must be All the persons in the aircraft m
fastened. fastened.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Emergency/Parking Brake . . . . . . . .
Pull the emergency/parking brake handle and check if emergency/parking Pull the emergency/parking brake
brake light is ON. brake light is ON.
Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Landing Gear Shock Struts . . . . . . .
Make sure that the main landing gears and nose landing gear shock Make sure that the main landin
struts have sufficient extension. struts have sufficient extension.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Emergency/Parking Brake . . . . . . . .
Check if emergency/parking brake accumulator is pressurized. Check if emergency/parking brak
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Nose Landing Gear Torque Links . .
Mechanically disconnect the nose landing gear upper and lower torque Mechanically disconnect the nos
links. links.

Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Ground Equipment . . . . . . . . . . . . . . . . .

Make sure that all ground equipment is removed from areas adjacent to Make sure that all ground equipment
the airplane and all external services are disconnected from the airplane. the airplane and all external services
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Towbar . . . . . . . . . . . . . . . . . . . . . . . . . .
Pull the locking pin and set the towing lever to the released position. Pull the locking pin and set the tow
Install the towbar on the towing attachment on the NLG. Pull the locking Install the towbar on the towing attac
pin and set the towing lever to the towing position. Install the other end of pin and set the towing lever to the tow
the towbar to the tow tractor. the towbar to the tow tractor.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Wheel Chocks . . . . . . . . . . . . . . . . . . . . .
Remove the wheel chocks from all tires. Remove the wheel chocks from all tire
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Emergency/Parking Brake . . . . . . . . . . .
Release the emergency/parking brake handle in the cockpit. Release the emergency/parking brake
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCOMPLISH Towing . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tow the airplane slowly straight ahead before turn. Complete the airplane Tow the airplane slowly straight ahead
towing in a straight line for a minimum of 3 meters (10 ft.) or until the nose towing in a straight line for a minimum
wheel steering system is in the range of ±170 degrees. wheel steering system is in the range
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Emergency/Parking Brake . . . . . . . . . . .
Check if emergency/parking brake light is ON. Check if emergency/parking brake lig
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Wheel Chocks . . . . . . . . . . . . . . . . . . . . .
Install the wheel chocks around all tires. Install the wheel chocks around all tir
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Towbar . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove the towbar from the tractor. Pull the locking pin and set the tow- Remove the towbar from the tractor.
bar lever to the released position. Remove the tow bar from the nose bar lever to the released position. R
landing gear. landing gear.
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT Nose Landing Gear Torque Links . . . . . .
Mechanically connect the nose landing gear upper and lower torque links. Mechanically connect the nose landin
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Landing Gear Safety Pins . . . . . . . . . . . .
Make sure that the landing gear downlock safety pins are removed from Make sure that the landing gear dow
the main and nose landing gears the main and nose landing gears
29-4 Phenom 100 29-4

Servicing
Parking Brake Handle Parking Brake Handle

Parking Parking
Parking Instructions cover normal parking, i.e. up to 7 days, between flights Parking Instructions cover normal parkin
and overnight stop. In case of prolonged parking i.e 8 to 28 days, or parking and overnight stop. In case of prolonged
in an extremely adverse weather condition, assistance of a maintenance in an extremely adverse weather condi
technician is required. For further details on this please refer to POH 5-15. technician is required. For further detail
When parking, a minimum distance should be kept from other airplanes in When parking, a minimum distance sho
order to permit airplane movement. order to permit airplane movement.
If the parking area has ice or snow, a mat, a thick layer of sand or other appli- If the parking area has ice or snow, a mat
cable material should be placed under the tires in order to prevent them from cable material should be placed under th
freezing. freezing.
Emergency/parking brake should be set to the PARKING position and flaps Emergency/parking brake should be set
retracted if they are extended. retracted if they are extended.
When the airplane is in the desired position, chocks may be placed against When the airplane is in the desired posi
the landing gear wheels and covers for sensors may be installed. the landing gear wheels and covers for se
Note: In order to avoid tire deformation, turn the wheels one-third revolu- Note: In order to avoid tire deformation
tion at each 28 days. This is also necessary when the aircraft is tion at each 28 days. This is a
parked with the tires in an unsatisfactory condition to keep to a min- parked with the tires in an unsati
imum the risk of wheel bearing fretting. imum the risk of wheel bearing f
Parking Procedure Parking Procedure

Landing Gear Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Landing Gear Lever. . . . . . . . . . . . . . . . .
Check if landing gear lever is set to DOWN position. Check if landing gear lever is set to D
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . ..............AS REQUIRED Landing Gear Safety Pins . . . . . . . . . . . .
The landing gear safety pins installation is up to the pilot's discretion. The landing gear safety pins install
Pilot must consider, however, that the pins must be installed for the Pilot must consider, however, that t
accomplishment of any maintenance procedure. accomplishment of any maintenance
Airplane to Parking Position . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI/TOWING Airplane to Parking Position . . . . . . . . . .
Taxi or tow the airplane to the position specified for parking. If there is ice Taxi or tow the airplane to the position
or snow in the parking area, put a mat and a thick layer of sand or other or snow in the parking area, put a ma
applicable material to prevent freezing of tires on ground. applicable material to prevent freezing
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH, IF NECESSARY Mooring . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency/Parking brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Emergency/Parking brake. . . . . . . . . . . .
Pull the emergency/parking brake handle and check if emergency/parking Pull the emergency/parking brake han
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retract the flaps if they are extended. Retract the flaps if they are extended.
29-6 Phenom 100 29-6

Servicing
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Gust Lock Pin . . . . . . . . . . . . . . . . .

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Wheel Chocks . . . . . . . . . . . . . . . . .
Install the wheel chocks around all tires. Install the wheel chocks around a
Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Covers . . . . . . . . . . . . . . . . . . . . . . .
Install covers to pitot tubes and engines. Install covers to pitot tubes and e
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Rudder Gust Lock . . . . . . . . . . . . . .
Mooring Mooring
Mooring is necessary when the weather conditions are bad or unknown. The Mooring is necessary when the weat
area where the airplane is to be parked in and moored must be paved and area where the airplane is to be par
level, with ground tie down anchors available. level, with ground tie down anchors a
Mooring Procedure Mooring Procedure
Parking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH Parking Procedures . . . . . . . . . . . . .
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEED Mooring . . . . . . . . . . . . . . . . . . . . . .
Moor the airplane in the parking area with nylon ropes. Attach the rope to Moor the airplane in the parking a
the mooring attachment point and attach the anchor with a bowline knot. the mooring attachment point and
Main Gear Mooring Point Main Gear Mooring Point

Nose Gear Mooring Point Nose Gear Mooring Point
Engine Oil Servicing Engine Oil Servicing

The oil tank has a maximum capacity of 4.1 quarts (3.79 l) (to max. oil level The oil tank has a maximum capacity of
indication) considering the worst allowable ground slope of 2°. The minimum indication) considering the worst allowab
tank oil level indication is 3.38 quarts (3.2 l) considering the worst allowable tank oil level indication is 3.38 quarts (3.
ground slope of 2°. Tank quantities do not include undrainable oil or residual ground slope of 2°. Tank quantities do no
oil in the accessory gearbox or oil filter. oil in the accessory gearbox or oil filter.
High oil consumption indicates that something is not functioning properly or High oil consumption indicates that som
possibly a leak has occurred which should be addressed by maintenance possibly a leak has occurred which sho
personnel when convenient. In the absence of other problems associated personnel when convenient. In the abs
with the high oil consumption rate there is no mandatory action. Engine oil with the high oil consumption rate there
consumption rates can increase as engine hours/cycles increase. consumption rates can increase as engin
Approved Engine Oil Types Approved Engine Oil Types
Type II (5 cSt) Oils per MIL-PRF-23699F Standard and High Thermal Stability Type II (5 cSt) Oils per MIL-PRF-23699F
“HTS” Oils (known as third generation oil) are approved to be used in the “HTS” Oils (known as third generation o
engines engines

BP Turbo Oil 2380 
Mobil Jet Oil II 
BP Turbo Oil 2380
 BP Turbo Oil 2197  Mobil Jet Oil 254  BP Turbo Oil 2197

AeroShell 500/Royco Turbine oil 500 
Castrol 5000 
AeroShell 500/Royco Turbine oil 500

AeroShell 560/Royco Turbine oil 560 
Turbo Nycoil TN 600 
AeroShell 560/Royco Turbine oil 560
29-8 Phenom 100 29-8

Servicing
Engine Oil Level Check Engine Oil Level Check

Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Oil Inspection Door . . . . . . . . . . . . .
Open the engine oil inspection door. Open the engine oil inspection do
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oil Level . . . . . . . . . . . . . . . . . . . . . .
Observe the sight glass level indicator. The indication must be between Observe the sight glass level ind
MIN and MAX marks. If indication is between MIN and MAX marks, no MIN and MAX marks. If indicatio
further action is required. If the indication is visible and is below the MIN further action is required. If the in
mark, fill between MIN and MAX marks. If the indication is not visible or mark, fill between MIN and MAX
above MAX mark, contact maintenance personnel. above MAX mark, contact mainte
Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Oil Inspection Door. . . . . . . . . . . . . .
Close the engine oil inspection door. Close the engine oil inspection do
FILLER
FIL CAP
OIL LEVEL
INDICATOR
FILLER NECK FILLER NECK
OIL FILLER NECK AND SIGHT GLASS LEVEL INDICATOR OIL FILLER NECK AND SIGHT GLASS
Engine Oil Servicing Engine Oil Servicing

Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Oil Inspection Door. . . . . . . . . . . . . .
Open the engine oil inspection door. Open the engine oil inspection do
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Oil Filler Cap . . . . . . . . . . . . . . . . . .
Open the engine oil filler cap. Open the engine oil filler cap.
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL Engine Oil . . . . . . . . . . . . . . . . . . . .
Carefully pour oil through the filler neck observing that the MAX mark on Carefully pour oil through the fille
the sight glass is not exceeded. the sight glass is not exceeded.
Oil Filler Cap O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Oil Filler Cap O-Ring . . . . . . . . . . . .
Open the engine oil filler cap. Check the filler cap o-ring for dents, cracks Open the engine oil filler cap. Ch
or breakage. If the o-ring is damaged, contact maintenance personnel for or breakage. If the o-ring is dama
replacement. replacement.
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Oil Filler Cap . . . . . . . . . . . . . . . . . .
Put the filler cap back in place and make sure that it is properly installed Put the filler cap back in place a
and locked. and locked.
Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Oil Inspection Door . . . . . . . . . . . . .
Close the engine oil inspection door. Close the engine oil inspection do

Hydraulic System Servicing Hydraulic System Servicin

Hydraulic System Check Hydraulic System Check
Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hydraulic Pump. . . . . . . . . . . . . . . . . . . .
To check the hydraulic system level, the hydraulic system must be de- To check the hydraulic system level,
energized. energized.
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Landing Gear Lever . . . . . . . . . . . . . . . .
Make sure that the landing gear lever is in the down position. Make sure that the landing gear lever
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Access Doors . . . . . . . . . . . . . . . . . . . . .
Open the hydraulic system level indicator access door and the hydraulic Open the hydraulic system level indic
accumulator dump valve access door. accumulator dump valve access door
Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP Hydraulic Accumulator . . . . . . . . . . . . . .
Dump the hydraulic accumulator by pressing the dump valve on the Dump the hydraulic accumulator by
hydraulic power pack. hydraulic power pack.
Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP Emergency/Parking Brake Accumulator .
Dump the emergency / parking brake accumulator by cycling the emer- Dump the emergency / parking brake
gency / parking brake handle until the brake light on the main panel goes gency / parking brake handle until the
off. off.
Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Fluid Level. . . . . . . . . . . . . . . . . . . . . . . .
On the fluid level indicator, make sure that the fluid indication is in normal On the fluid level indicator, make sure
range (between 35 and 49.5 in3). range (between 35 and 49.5 in3).
The shaded region corresponds to the dispatchability range. If the level The shaded region corresponds to th
indication is below the refill mark, contact maintenance personnel for indication is below the refill mark, c
hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per hydraulic fluid servicing. A synthetic h
MIL-PRF-87257 must be used. MIL-PRF-87257 must be used.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Make sure that the two differential pressure indicators are not extended. Make sure that the two differential pre
29-10 Phenom 100 29-10

Servicing
Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK Hydraulic System Accumulator Pre-C

Check the indication of the accumulator nitrogen pre-charge gauge and Check the indication of the accu
compare with replenish placard graphic. If necessary, contact mainte- compare with replenish placard
nance personnel for nitrogen servicing nance personnel for nitrogen serv
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Access Doors. . . . . . . . . . . . . . . . . .
Close the hydraulic system level indicator access door and the hydraulic Close the hydraulic system level
accumulator dump valve access door. accumulator dump valve access
Emergency /Parking Brake Accumulator Pre-Charge . . . . . . . . . . . . . CHECK Emergency /Parking Brake Accumula
Check the nitrogen pre-charge of the Emergency / Parking Brake Accu- Check the nitrogen pre-charge o
mulator in the status synoptic page of the MFD. The proper pre-charge mulator in the status synoptic pa
pressure can be found in the Aircraft Maintenance Manual or the temper- pressure can be found in the Airc
ature / pressure placard on the Emergency / Parking Break Accumulator ature / pressure placard on the E
access door. If necessary, contact maintenance personnel for nitrogen access door. If necessary, conta
servicing. servicing.
ACCESS TO
SERVICING PANEL
ACCESS TO ACCESS TO
HYDRAULIC POWERPACK HYDRAULIC POWERPACK

Power Pack Access Power Pack Access
Servicing Access / Nitrogen Servicing Pressure Placard Servicing Access / Nitrogen Servic
29-12 Phenom 100 29-12

Servicing
Reservoir Level Indication Reservoir Level Indication
Fuel System Servicing Fuel System Servicing

Refueling is accomplished through the gravity filler cap in the top surface of Refueling is accomplished through t
each wing which is located to prevent the refueling operator from exceeding each wing which is located to preve
the fuel capacity. If desired, both wings can be filled from one side up to 60% the fuel capacity. If desired, both win
of total tank capacity by opening the gravity transfer shutoff valve. of total tank capacity by opening the
The filler caps are key locked as security against unauthorized access. The The filler caps are key locked as se
tank bottom skin is protected against damage caused by the refueling nozzle tank bottom skin is protected against
by a mesh added to the fuel adapter. by a mesh added to the fuel adapter.
Prior to refueling, the fueling nozzle must be grounded through the grounding Prior to refueling, the fueling nozzle m
points under each wing surface or ground plate on the MLG. points under each wing surface or gr
The operation consists in opening the filler cap and inserting the fueling The operation consists in opening
nozzle into the filler port. Fuel quantity may be checked through the EICAS nozzle into the filler port. Fuel quan
indication. indication.
Approved fuels: Approved fuels:
ASTM-D1655 ASTM Specification for JET A, JET A1 ASTM-D1655 ASTM
CNP08-QAV-1 Brazilian Specification for Aviation Turbine Fuels CNP08-QAV-1 Brazilian S
MIL-T-83133 Turbine Fuel, Aviation, Grade JP-8 MIL-T-83133 Turbine Fu

Gravity Fueling Gravity Fueling

Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Emergency/Parking Brake . . . . . . . . . . .
Pull the emergency/parking brake handle and check if emergency/parking Pull the emergency/parking brake han
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE Wheel Chocks . . . . . . . . . . . . . . . . . . . . .
Aircraft and Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND Aircraft and Fuel Nozzle . . . . . . . . . . . . .
Prior to inserting the nozzle into the adapter ground the fuel nozzle to the Prior to inserting the nozzle into the a
aircraft using the grounding point located in the lower skin. aircraft using the grounding point loca
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Gravity Fill Cap . . . . . . . . . . . . . . . . . . . .
Open the gravity fill cap and introduce the fueling nozzle into the gravity Open the gravity fill cap and introduc
refueling adapter. Start the fueling operation and monitor the fuel quantity refueling adapter. Start the fueling ope
in the tank. in the tank.
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Gravity Fill Cap . . . . . . . . . . . . . . . . . . . .
Remove the fueling nozzle from the gravity refueling adapter and close Remove the fueling nozzle from the
the gravity fill cap the gravity fill cap
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Grounding Cables . . . . . . . . . . . . . . . . . .
Remove the cables used to ground the fuel nozzle to the aircraft. Remove the cables used to ground th
GRAVITY
REFUELING
ADAPTER
GRAVITY FILLER GRAVITY FILLER

CAP KEY LOCK CAP KEY LOCK
A
CH
GRAVITY
FILL CAP
Fuel System Icing Inhibitor

TO
Use Fuel System Icing Inhibitors (FSII) which complies with MIL-I-27686.
Fuel System Icing Inhibitor
Use Fuel System Icing Inhibitors (FSI
Biocide Fuel Additives Biocide Fuel Additives
Use Type II Anti-biological Additive which complies with MIL-C-27725 and Use Type II Anti-biological Additive wh
Anti-fungi Additive which complies MIL-S-53021A. Anti-fungi Additive which complies MI
Corrosion Fuel Additives Corrosion Fuel Additives
Corrosion Inhibitor which complies with MIL-I-25017. Corrosion Inhibitor which complies wi
Note: Follow the fluid manufacturer’s specifications to find the additive Note: Follow the fluid manufacturer’s
proportions for each fuel. proportions for each fuel.
29-14 Phenom 100 29-14

Servicing
Landing Gear Servicing Landing Gear Servicing

Tire Pressure Check Tire Pressure Check
Wheel’s Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE Wheel’s Valve Cap. . . . . . . . . . . . . .
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT Pressure Gauge. . . . . . . . . . . . . . . .
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Pressure . . . . . . . . . . . . . . . . . . . . .
With airplane on ground, tire pressure must be between 166 psi (1145 With airplane on ground, tire pr
kPa) and 176 psi (1213 kPa) for the MLG and between 112 psi (772 kPa) kPa) and 176 psi (1213 kPa) for
and 122 psi (841 kPa) for the NLG. and 122 psi (841 kPa) for the NL
If tire pressure is at (or close to) the bottom limit of the range, it is recom- If tire pressure is at (or close to)
mended to inflate the tire to 166 psi (1145 kPa) for the MLG or to inflate mended to inflate the tire to 166
the tire to 122 psi (841 kPa) for the NLG. the tire to 122 psi (841 kPa) for th
Note: Tire pressure must be kept within specified limits for safety opera- Note: Tire pressure must be kept
tion. Nitrogen shall be used to inflate tires. tion. Nitrogen shall be used
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Pressure Gauge. . . . . . . . . . . . . . . .

Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Leakage . . . . . . . . . . . . . . . . . . . . . .
Check that there is no gas leakage from the valve. Check that there is no gas leakag
Wheel’s Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Wheel’s Valve Cap. . . . . . . . . . . . . .
TIRE PRESSURE
VALVE VALVE
CAP GAUGE
kg/C
mlbs/
ol
CAP CAP
TIRE TIRE
PRESSURE PRES
GAUGE GAUG
VALVE
0-SV-0010i.
Waste Servicing Waste Servicing
If the aircraft is parked outside a heated hangar in cold weather and the If the aircraft is parked outside a h
expected cabin temperature will decrease below the freezing point, it is rec- expected cabin temperature will dec
ommended that the waste holding tank be emptied. ommended that the waste holding ta
The waste holding tank, after being drained and rinsed, should be The waste holding tank, after b
replenished with clean water and a germicidal deodorant. replenished with clean water and a g

Waste Servicing Procedure Waste Servicing Procedure

Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Waste Tank Compartment Door . . . . . . .
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE Closure/Activation Manual Valve. . . . . . .
Electrical Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT Electrical Connector . . . . . . . . . . . . . . . .
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT Discharge Line . . . . . . . . . . . . . . . . . . . .
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Waste Tank Latches . . . . . . . . . . . . . . . .
Unlatch the waste tank. Unlatch the waste tank.
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE Waste Tank . . . . . . . . . . . . . . . . . . . . . . .
Remove the waste tank by the tank handle. Remove the waste tank by the tank ha
Waste Tank Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Waste Tank Cover. . . . . . . . . . . . . . . . . .
Waste Tank Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN Waste Tank Content . . . . . . . . . . . . . . . .
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN/RINSE Waste Tank . . . . . . . . . . . . . . . . . . . . . . .
Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERVICE Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Waste Tank . . . . . . . . . . . . . . . . . . . . . . .
Install the waste tank by the tank handle. Install the waste tank by the tank hand
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LATCH Waste Tank Latches . . . . . . . . . . . . . . . .
Latch the waste tank. Latch the waste tank.
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT Discharge Line . . . . . . . . . . . . . . . . . . . .
Electrical Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT Electrical Connector. . . . . . . . . . . . . . . . .
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Closure/Activation Manual Valve. . . . . . .
Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL Waste Tank Compartment Door . . . . . . .
AFT CABIN
PARTITION
(REF.)
PCU
BOWL
MOTOR
SEAT PUMP
BOWL BOWL
SUPPORT SUPPORT
TANK
CONTROL CONTROL
UNIT HANDLE UNIT
P100-SV-0011i
RECIRCULATING TOILET ASSEMBLY RECIRCULATING TO
29-16 Phenom 100 29-16

Aircraft General Knowledge Part 1

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Aircraft General Knowledge Part 1

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Embraer Embrae

Phenom 100 Phenom

March 2011 Rev. 3

All rights reserved. All rights rese

Printed in the United States of America. Printed in the United Sta

Phenom 100 1-1 Phenom 100

1-2 Phenom 100 1-2

Airplane Basic Data Airplane Basic Data

External Dimensions External Dimensions

Phenom 100 2-1 Phenom 100

External Dimensions External Dimensions

(11ft 8in) (11ft 8i

2-2 Phenom 100 2-2

Cockpit Arrangement Cockpit Arrangement

PFD 1 PFD 2 PFD 1

Phenom 100 2-3 Phenom 100

2-4 Phenom 100 2-4

Phenom 100 2-5

Intentionally Left Blank

2-6 Phenom 100

Lateral Console Lateral Console

Phenom 100 2-7 Phenom 100

Overhead Panel Overhead Panel

LDG ON BRT LDG ON

TAXI DIM TAXI

OFF OFF OFF BRT OFF BRT OFF OFF OFF OF

Control Yoke Control Yoke

2-8 Phenom 100 2-8

Control Pedestal Control Pedestal

Phenom 100 2-9 Phenom 100

Guidance Panel Guidance Panel

FD NAV HDG AP YD ALT VNV VS FLC FD FD NAV HDG AP YD ALT

BANK CPL UP BANK CPL

FMS Panel FMS Panel

2-10 Phenom 100 2-10

Maximum Pax Seating Maximum Pax Seating

Performance Characteristics Performance Characteri

Phenom 100 2-11 Phenom 100

2-12 Phenom 100 2-12

AD Airworthiness Directive AD Airworthiness

Phenom 100 2-13 Phenom 100

ANR Active Noise Reduction ANR Active Noise Redu

B BARO Barometric Setting B BARO Barometric Setting

2-14 Phenom 100 2-14

BHD Bulkhead BHD Bulkhead

Phenom 100 2-15 Phenom 100

CLB Climb CLB Climb

2-16 Phenom 100 2-16

CVDR Cockpit Voice and Data Recorder CVDR Cockpit Voice

Phenom 100 2-17 Phenom 100

DTS Duct Temperature Sensor/ Switch DTS Duct Temperature

E EAI Engine Anti-Icing E EAI Engine Anti-Icing

2-18 Phenom 100 2-18

ERS Electronic Resource System ERS Electronic Re

Phenom 100 2-19 Phenom 100

FMS Flight Management System FMS Flight Manageme

2-20 Phenom 100 2-20

gal/min Gallon per Minute gal/min Gallon per M

Phenom 100 2-21 Phenom 100

HGA High-Gain Antenna HGA High-Gain Antenn

I I/O Input/Output I I/O Input/Output

2-22 Phenom 100 2-22

IFR Instrument Flight Rules IFR Instrument Fl