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E190 /
Name ERJ 190
Manufacturer EMBRAER
Body Narrow
Wing Fixed Wing
WTC Medium
Type code
Engine Jet
Engine count Multi
Mass group 4

Manufacturered as:

EMBRAER Lineage 1000
EMBRAER ERJ-190 Lineage 1000




Technical Data

Wing span m" m" is not a number.
Length m" m" is not a number.
Height m" m" is not a number.
Engine model

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 135 kts IAS 200 kts IAS 270 kts IAS 270 kts MACH .76 TAS 460 kts MACH .78 IAS 290 kts IAS 230 kts Vapp (IAS) 127 kts
Distance 1598 m ROC 3400 ft/min ROC 2800 ft/min ROC 2200 ft/min ROC 1500 ft/min MACH 0.78 ROD 2000 ft/min ROD 2500 ft/min MCS 210 kts Distance 1226 m
MTOW 4779047,790 kg <br />47.79 tonnes <br /> kg Ceiling FL410 ROD 2000 ft/min APC C
WTC M Range 18501,850 nm <br />3,426,200 m <br />3,426.2 km <br />11,240,813.657 ft <br /> NM

Accidents & Serious Incidents involving E190

  • A320/E190/B712, vicinity Helsinki Finland, 2013 (On 6 February 2013, ATC mismanagement of an Airbus A320 instructed to go around resulted in loss of separation in IMC against the Embraer 190 ahead which was obliged to initiate a go around when no landing clearance had been issued due to a Boeing 737-800 still on the runway after landing. Further ATC mismanagement then resulted in a second IMC loss of separation between the Embraer 190 and a Boeing 717 which had just take off from the parallel runway. Controller response to the STCA Alerts generated was found to be inadequate and ANSP procedures in need of improvement.)
  • E190 / A320, Toronto ON Canada, 2016 (On 30 January 2016, an Embraer 190-100 crew lined up on their assigned departure runway in good visibility at night without clearance to do so just as an Airbus A320 was about to land on it. The Investigation attributed the incursion to crew error arising from misinterpretation by both pilots of a non-standard Ground Controller instruction to position alongside another aircraft also awaiting departure at the hold when routinely transferring them to Tower as an instruction to line up on the runway. The failure to use the available stop bar system as a basis for controller incursion alerting was identified.)
  • E190 / B738, Amsterdam Netherlands, 2018 (On 27 July 2018, Amsterdam ATC cleared a Boeing 737-800 to line up for departure from an intermediate taxiway but the 737 crew then heard the controller issue a takeoff clearance to an Embraer ERJ190 from the full length of the same runway. Having stopped past the holding point but clear of the actual runway and reported on the runway, they were then given a takeoff clearance, too, but held position. The 190 crew heard the 737 takeoff clearance and rejected their own takeoff, passing clear of the 737 at high speed. The Investigation suggested a review of intersection takeoffs.)
  • E190 / D328, Basel Mulhouse France, 2016 (On 7 March 2016, an Embraer 190 entered the departure runway at an intersection contrary to an ATC instruction to remain clear after neither a trainee controller nor their supervisor noticed the completely incorrect readback. An aircraft taking off in the opposite direction was able to rotate and fly over it before either controller noticed the conflict. The Investigation was told that the crew of the incursion aircraft had only looked towards the left before lining up and concluded that the event had highlighted the weakness of safety barriers based solely on the communications and vigilance of pilots and controllers.)
  • E190 / Vehicle, Denver CO, USA 2011 (On 31 December 2010, an Embraer ERJ190 being operated by Air Canada on a scheduled passenger service from Denver to Chicago was about to begin the take off roll from the full length of runway 34R at Denver in normal day visibility in accordance with ATC clearance when the flight crew observed the headlights of a vehicle approaching along the runway towards their position. The aircraft held position and advised ATC who had previously been unaware of the presence of the vehicle.)
  • E190 / Vehicle, Paris CDG France, 2014 (On 19 April 2014, an Embraer 190 collided with the tug which was attempting to begin a pull forward after departure pushback which, exceptionally for the terminal concerned, was prohibited for the gate involved. As a result, severe damage was caused to the lower fuselage. The Investigation found that the relevant instructions were properly documented but ignored when apron services requested a 'push-pull' to minimise departure delay for an adjacent aircraft. Previous similar events had occurred on the same gate and it was suspected that a lack of appreciation of the reasons why the manoeuvre used was prohibited may have been relevant.)
  • E190, Amsterdam Netherlands, 2014 (On 1 October 2014, an Embraer 190 made a very hard landing at Amsterdam after the flight crew failed to recognise that the aircraft had not been configured correctly for the intended automatic landing off the Cat 1 ILS approach being flown. They were slow to respond when no automatic flare occurred. The Investigation was unable to fully review why the configuration error had occurred or why it had not been subsequently detected but the recent type conversion of both the pilots involved was noted.)
  • E190, Kupang Indonesia, 2015 (On 21 December 2015, an Embraer 195 crew continued a significantly unstable approach which included prolonged repetition of 'High Speed' and a series of EGPWS Alerts which were both ignored and which culminated in a high speed late touchdown which ended in a 200 metre overrun. The Investigation attributed the event to poor flight management and noted the systemic lack of any effective oversight of pilot operating standards compounded in the investigated event by the effects of a steep flight deck authority gradient and the failure to detect anomalies in the normal operating behaviour of both the pilots involved.)
  • E190, Nice France, 2017 (On 6 November 2017, an Embraer E190 cleared for a normal visibility night takeoff at Nice began it on a parallel taxiway without ATC awareness until it had exceeded 80 knots when ATC noticed and a rejected takeoff was instructed and accomplished without any consequences. The Investigation found that although both pilots were familiar with Nice, their position monitoring relative to taxi clearance was inadequate and both had demonstrated a crucial lack of awareness of the colour difference between taxiway and runway lighting. Use of non-standard communications phraseology by both controllers and flight crew was also found to be contributory.)
  • E190, Oslo Norway, 2010 (On 23 October 2010, an Embraer 190 commenced its night rolling takeoff from runway 01L at Oslo with the aircraft aligned with left runway edge lights instead of the lit centreline before correcting to the runway centreline and completing the takeoff and flight to destination. Engine damage caused by ingestion of broken edge light fittings, which was sufficient to require replacement of one engine before the next flight, was not discovered until after completion of an otherwise uneventful flight. Tyre damage requiring wheel replacement was also sustained. The Investigation concluded that "inadequate CRM" had been a Contributing Factor.)
  • E190, en route, Bwabwata National Park Namibia, 2013 (On 29 November 2013, an Embraer 190 Captain intentionally initiated a high speed descent from the previously-established FL380 cruise altitude after the First Officer left the flight deck and thereafter prevented him from re-entering. The descent was maintained to ground impact with the AP engaged using a final selected altitude below ground level. The Investigation noted that the Captain had been through some “life experiences" capable of having an effect on his state of mind but in the absence of any other evidence was unable establish any motive for suicide.)
  • E190, en-route, southwest Vermont USA, 2016 (On 25 May 2016, an Embraer ERJ 190 experienced a major electrical system failure soon after reaching its cruise altitude of FL 360. ATC were advised of problems and a descent to enable the APU to be started was made. This action restored most of the lost systems and the crew, not having declared an emergency, elected to complete their planned 400nm flight. The Investigation found that liquid contamination of an underfloor avionics bay had caused the electrical failure which had also involved fire and smoke without crew awareness because the smoke detection and air recirculation systems had been unpowered.)
  • E190, en-route, southwest of Turku Finland, 2017 (On 3 December 2017, an Embraer E190 en-route at FL310 was already turning back to Helsinki because of a burning smell in the flight deck when smoke in the cabin was followed by smoke in the flight deck. A MAYDAY was declared to ATC reporting “fire on board” and their suggested diversion to Turku was accepted. The situation initially improved but worsened after landing prompting a precautionary emergency evacuation. The Investigation subsequently attributed the smoke to a malfunctioning air cycle machine. Issues with inaccessible cabin crew smoke hoods and with the conduct and aftermath of the evacuation were also identified.)
  • E190, manoeuvring, northeast of Lisbon Portugal 2018 (On 11 November 2018, an Embraer 190-100LR just airborne on a post maintenance non revenue positioning flight became extremely difficult to control as it entered cloud despite the complete absence of any flight control warnings. After reversion to Direct Law, partial normal control was regained and, once visual, the flight was guided to an eventually successful landing. The Investigation found that the aircraft had been released from heavy maintenance with the aileron system incorrectly configured and attributed this primarily to the comprehensively dysfunctional working processes at the maintenance facility involved. Extensive airframe deformation meant the aircraft was a hull loss.)
  • Vehicle / E190 / E121, Jersey Channel Islands, 2010 (On 1 June 2010, an Airport RFFS bird scaring vehicle entered the active runway at Jersey in LVP without clearance and remained there for approximately three minutes until ATC became aware. The subsequent Investigation found that the incursion had fortuitously occurred just after an ERJ 190 had landed and had been terminated just as another aircraft had commenced a go around after failure to acquire the prescribed visual reference required to continue to a landing. The context for the failure of the vehicle driver to follow existing procedures was found to be their inadequacy and appropriate changes were implemented.)
  • Vehicle / E190, Toronto Canada, 2013 (On 11 March 2013, at night, a Sunwing Airlines' mechanic left their vehicle on the ramp with the engine running and in 'drive' and, unseen, it began moving towards the adjacent runway threshold, at which point ATC noticed a ground radar target and instructed an Air Canada Embraer 190 which was close to landing in accordance with a valid clearance to go around. The pilots did not hear these instructions and landed directly over the vehicle with approximately 35 feet clearance without seeing it.)

Embraer 190


Aircraft name: ERJ190-100

ICAO code/WTC: E190 / M

Manufacturer: EMBRAER

Type Code/APC: / C

Technical Data

Wing Span: 28.72 m
Length: 36.24 m
Height: 10.57 m
Power plant: 2 General Electric (CF34-10E) 82.3kN (18,500lb) CF34-10Es turbofans.