Issue No.

36 November 2009

November 2009

Issue No. 36

From the Editor

E-Jets NEWS is a publication that presents EMBRAER 170/190 aircraft technical items. This newsletter, compiled by Embraer Fleet Technical Center (EFTC), brings the latest developments and shares in-service knowledge and maintenance best practices. It also provides troubleshooting tips to optimize aircraft utilization and efficiency in daily operation. E-Jets NEWS addresses the Operators concerns with maintenance support and dispatchability of EMBRAER 170/190 aircraft. It has relevant information to be shared with the technical departments, such as Engineering and Maintenance. Recipients are encouraged to distribute this newsletter to Embraer Customers. Earlier editions of E-Jets NEWS publication can be found at Flyembraer Portal at http://www.flyembraer.com - Login (enter username and password); - Select Maintenance and then Technical Support; - Select E-Jets NEWS for Operators; - Click on desired E-Jets NEWS. If any additional information regarding the in-service items covered in the E-Jets NEWS is needed, please contact the local Embraer Field Service Representative. General questions or comments about the E-Jets NEWS publication can be addressed to:

E-Jets NEWS Tel: Fax: +55 12 3927 5896 +55 12 3927 5996

E-mail: ejets.news@embraer.com.br

PROPRIETARY NOTICE The articles published in E-Jets NEWS are for information only and are an Embraer S/A property. This newsletter must not be reproduced or distributed in whole or in part to a third party without Embraers written consent. Also, no article published should be considered authority-approved data, unless specifically stated.

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November 2009

Issue No. 36
SNL 170-34-0025 and 190-34-0023 has been released to address this issue. The OB 170-004/09 provides information and instructions to the pilots. The fix for this effect will be implemented in Load 23.1(2)

Nose Landing Gear Taxi Light Gasket Housing

Effectivity: EMBRAER 170 / 190 It was verified that nose landing gear taxi light gasket housings PN 51-0796-3 (AIPC 33-42-03) were not factoryinstalled in some aircraft. The supplier (Honeywell) was consulted and informed that they were removed from units built from September 2007 to July 2009. Honeywell has released SIL D200907000011 to address this issue. Also Embraer released SNLs 170-330024 and 190-33-0030 to properly inform the operators about the required actions. Embraer recommends that the operators (listed in the applicability field of the aforementioned SNLs) order the quantity of gasket housings PN 51-0796-3, according to their fleet. In addition, the operators should pay close attention to the commercial conditions presented in the subject Honeywell's SIL.

Rudder Hinge Assembly

Effectivity: EMBRAER 190 On January 2008, Embraer received report of EMBRAER 190 autopilot operating with rudder trimming above the usual settings. Further investigations revealed that the absence of flanged bushing in the upper actuator assembly caused the shear of a lug on the rudder hinge fitting No. 3 at the PCU actuator arm attachment point. Up until now, two additional cases have been reported, all being related to an inappropriate maintenance procedure.

Weather Radar Uncommanded Ground Operation

Effectivity: EMBRAER 170 / 190 It was observed that during PREFLIGHT (while the aircraft is parked) the Weather Radar may start transmitting when its functionality is turned ON or STANDBY via the Weather Radar Virtual Control panel on the MFDs. When this effect happens it can be confirmed by verifying the following indications: Green WX on the MFD, if the weather is selected to be displayed on the MFD; OR Amber WX TX flashing on the PFD. The uncommanded on-ground transmission is caused by an internal processing command during the Weather Radar warm-up cycle. The transmission remains ON until it is turned OFF via its Virtual Controller on the MFD. Restarting the system restores normal operation.

Rudder hinge damage

AMM Task 27-21-05-400-801-A (Rudder Surface Removal/Installation) provides all instructions for the rudder surface proper installation. It is important to notice that the Task calls for a minimum gap between the hinges and the flanged bushings. The accomplishment of that step is an opportunity for the mechanic to double-check the presence of these bushings in the assembly. Additionally, in case a new rudder surface is installed in the aircraft, the AMM Task 27-20-00-720-801-A (Rudder Control System Backlash - Functional Test) can also indicate an improper assembly of the hinges, once the rudder backlash will be above the allowable limit.

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November 2009
SNL 190-55-0001 will be issued in December 2009 in order to emphasize and provide more details related to this matter.

Issue No. 36
Goodrich capacity of retrofit is 4 (four) slides per day being 2 (two) at Phoenix, 1 (one) at Paris and 1 (one) at Singapore Service Centers. With this capacity and the engagement of the operators in the retrofit campaign, the plan is to complete the retrofit of all affected slides in service in 6 (six) months. In order to allow the installation of the upgraded slide PN 4A4030-5 on the EMBRAER 170 fleet the PIL 170-25-0098 has been issued concurrently with the SB 25A379. From now on, EMBRAER 170 operators may contact Goodrich for starting the retrofit of their Forward escape slides PN 4A4030-2 or 4A4030-4 as per the SB 25A379.

Escape Slide Unlacing Failure with Door Stall and Escape Slide Deployed in Twist Condition
(SB approved and Retrofit plan available) Effectivity: EMBRAER 170 Goodrich released in Oct 2, 2009, the SB 25A379 which introduces the retrofit of the EMBRAER 170 Escape Slides PN 4A4030-2 and 4A4030-4 (Forward doors only). The post SB 25-379 PN will be 4A4030-5 likewise the equivalent new production item. The purpose of the SB is to modify affected slides to prevent door stall due to the slide pack lacing not completely opening, to prevent excessive slide tilt during slide deployments, and inspect the aspirator for damage due to excessive force applied during the slide packing process. The modifications consist of: Soft cover modification reduces slide catch points Installation of a new bottom flap and speed lacing on the packboard Addition of lacing assist strap assists in unlacing Modification of Release Pin lanyard prevents pin reinsertion Addition of stiff girt prevents excessive slide twist Reduced cylinder regulator valve output pressure allows the Escape Slide to level itself after dropping from the door and prior to starting inflation, which reduces twist potential. The sampling program has defined that all the slides older than 18 months must be retrofitted with this SB.

Flap Track Wear Repair

Effectivity: EMBRAER 170 / 190 Regarding the wear marks in the flap track channels caused by continuous vibration (hammering effect) between rollers and tracks, Embraer has released the following procedures: SRM Part II ATA 57-50 - Allowable Damage limits. Issued on February 2007; SRM Part II ATA 57-50 Repair procedure Restores dimensions and improves wear resistance. Issued on September 2007. Besides the inclusion in the SRM of two possible repair procedures to improve the wear resistance and avoid damage extension, it has been noticed that operators are using the Allowable Damage criteria not programming the applicable repairs and leaving the damage to be inspected again only at the next basic check. Because of this, a large number of tracks that could still be in use are being replaced and scrapped once they are found beyond the allowable limits in the subsequent check.

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November 2009

Issue No. 36
During the design development, it was detected that the new bushing design would need special flanged design requiring a special tooling for installation and also an extra spacer to avoid migration in both directions. Considering this new situation, the solution will now be provided via SB with special installation tooling and later SRM procedure with GSE development. The SB schedule availability update will be delivered at a later opportunity.

Wear on Aft Flap Track channel

In view of this situation, Embraer emphasizes the need for possible repairs in the SRM and encourages operators to program the repairs before the damage extends beyond the current limits. Embraer also informs that for the next SRM revision in March 2010, after a thorough analysis, the current allowable damage will be extended and a fly-by period will be added based on field information to avoid the same situation. Thus, operators who still have the replaced parts would be able to recover the parts that would be within the new limits using the same available repairs. SNL-170-57-0002 and 190-57-0003 (Flap Track Wear - Recommendations and Repair) will be released in December 2009 with updated detailed information about the possible actions and recommendations.

Flanged bushing Sliding bushing connecting both flanged bushings

Main Landing Gear Side Stay Bushing migrating

Effectivity: EMBRAER 190/195 In the E-Jet News of May, 2009 (Release # 30), information was provided about the occurrences of MLG side stay bushing migration. The May issue of the E-Jet News also informed how Embraer was dealing with this subject. It also said that there was an ongoing analysis to define the possible improvements for this assembly, regarding new interference class or other ways to keep the bushings in place. In the EOC 2009, it was informed that an SNL would be released to say when the new parts schedule would be available, since the initial proposal was to have the new bushings replaced via AIPC and SNL only.

Flanged bushing with a sliding bushing connecting both lugs

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November 2009

Issue No. 36

Interference between internal surface and movable fairing

Effectivity: EMBRAER 190

Flap pylon

New Float Vent Valve

Effectivity: EMBRAER190 Embraer received some enquiries regarding the availability of the new Float Vent Valve for the E190 series. The new float vent valve PN 2060091-101, AIPC 28-12-05, is already available to the aftermarket implementation.

Instances have been reported about damage to the internal surface of the flap trailing edge due to interference with the pylon movable fairing when the flap is fully extended, typically between ribs 13 and 14. Investigation revealed that, within the nominal design tolerances, the interference would not exist. But, in a combination considering the sum of the worst favorable conditions regarding rod adjustment and design tolerances the potential interference may occur. SNL 190-54-0002 will be released in December 2009 to inform about the available procedures in the AMM that could be used to mitigate the interference. If any discrepancy or difficulty is found in getting a minimum clearance, contact Embraer for detailed support.

Float Vent Valve installation (AIPC 28-12-05)

Format improvement of the Engine Trend / Exceedance Reports

Effectivity: EMBRAER 170 / 190 This article has the purpose of bringing information on improvements in the engine trend reports (takeoff and cruise) and engine exceedance reports to be incorporated in the CMC LDI versions to be released with Load 23. These improvements are intended to reduce the cost of transmission of engine trend reports through ACARS and also to introduce a simplified engine exceedance report capable of being transmitted through ACARS. The E-Jets have the capability to generate engine trend reports which are used for engine trend monitoring. Moreover, if ACARS functionality is enabled on the aircraft, these reports can be directly transmitted from air to ground stations and then routed to GE servers and/or to the airlines themselves. It is also possible to perform a manual download of the reports through the CMC when the aircraft is on the ground.

Inboard Flap TE typical damage between ribs 13 and 14

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November 2009
With regard to Engine Exceedance reports, these are generated whenever an engine exceedance event happens and can be manually downloaded through the CMC on the ground. These reports are currently not transmitted through ACARS. Considering Embraers commitment to the constant evolution of the E-Jets and several requests received from operators, Embraer is implementing changes to the trend reports in order to reduce the number of characters transmitted via ACARS. Operators would then benefit from these changes by reducing the cost of transmission, which is usually a function of how much data is downlinked. The main changes to be introduced and consequent benefits are: 1. Significant reduction of characters of CMC reports transmitted via ACARS by converting current Engine Trend reports format to one without labels (name of the parameters), and with parameters separated by comma (csv format). The expected reduction is from an average of 4.100 to 2.000 characters (52% reduction) per flight leg. Introduction of a reduced version of the Engine Exceedance report to be transmitted via ACARS in case such event occurs. This will allow Operators to remotely identify which parameter has exceeded its limits and provides basic information (peak value and duration time) for an initial evaluation of the necessary troubleshooting actions.

Issue No. 36
Accordingly, the following publications cover these changes: Engine Trend Reports: SNLs 170-710006R01 and 190-71-0004R01 (released in the end of November 2009; Engine Exceedance Reports: SNLs 170-71-0008 and 190-71-0005 (under release process forecast for the first week of December 2009) These improvements are scheduled to be available in the next CMC LDI versions together with Load 23, which is planned to be released by December 2009. If questions on this subject arise, feel free to contact Embraer at: 170propulsion@embraer.com.br

APU ESC2 evaluation nuisance messages

Effectivity: EMBRAER170 / 190

and

2.

During the ESC2 evaluation campaign, Embraer and Hamilton Sundstrand closely monitored ESC2 and new FADEC hardware and 3.00 software performances. No significant operational or integration issues were detected and the ESC2 was incorporated into production aircraft, as well as released for the aftermarket since September 2009. The production effectivity is 1700295 and on, 190-0308 and on. During the whole evaluation campaign and tests at Embraer production line, it was only observed sporadically a nuisance message related to the ESC2 hardware. The nuisance message does not affect APU start or operation (no auto-shutdown) and is related to the BSG hall sensors excitation monitoring circuit, provided by the ESC2. The APU FADEC fault code is (516) BSG_ HALL_EXC_FAULT and the CMC fault code is APU ESC (HALL SNSR EXC) DEGRADED. SNL 45-005 will be revised to include this nuisance message. Embraer and Hamilton Sundstrand are investigating the root cause for this message and will closely monitor ESC2 field performance for 6 more months.
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It is important to note that Embraer and GE have been in close contact on this matter so as to avoid any impact on the GE engine trend monitoring process as a consequence of the changes on the format of the reports. Furthermore, Embraer and GE have reviewed the actual parameters transmitted and have identified the potential to complement the engine trend reports with engine hardware configuration and FADEC software version parameters (Remark: FADEC software version is already transmitted for the EMBRAER 190).

November 2009

Issue No. 36

FUEL FEED 1 (2) FAULT Troubleshooting Experience

Effectivity: EMBRAER 170 / 190 One operator has experienced "FUEL FEED FAULT CAS message event and during troubleshooting, the mechanic could also observe unusual fuel wing tank transference through crossfeed operation. As a root cause, it has been identified a damaged check valve, which is installed in the Auxiliary Boost Pump Canister inside the Fuel Tank.
Control Trim Panel (ref)

Thus, based on this experience, Embraer will include this finding in the following Fault Isolation Manual Tasks, to support the troubleshooting: FIM Tasks 28-21-00-810-814-A and 28-21-00-810-815-A: FUEL FEED 1 (2) FAULT CAS message; And FIM Task 28-21-00-810-829-A: There is an unusual condition of fuel Transfer rate when XFEED Switch is selected to LOW 1 or LOW2 position.
Dirty Switches 48%

Other 3% Failed Switches 49%

Returned switches Shop Findings analysis

According to the analysis of shop findings, approximately 50% of returned switches revealed contamination affecting pitch, roll and cutout switches. Additionally, contamination may also be contributing to the failure of some switches, leading to replacement (49% Failed Switch).

Check Valve

Auxiliary Boost Pump Canister (ref) Dirty switches

Clogged AC fuel pump Check Valve

Trim Control Panel (PN 17000679-405)

Effectivity: EMBRAER170 / 190 Embraer has received some reports from the field regarding the Control Trim Panel (PN 170-00679-405).

In order to prevent unscheduled removal and, therefore, delays or cancellations due to Trim Control Panel failure, Embraer would like to suggest regular cleaning procedure as per AMM Task 1221-05-100-801-A Roll/Pitch Trim switches cleaning, at the operator discretion.

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November 2009

Issue No. 36
The collected data indicates that, after incorporating software -AF, events related with PRESN AUTO FAIL/FAULT CAS messages decrease more than 7 times.
FHDB data Rate per FC Pre Post (-AF) 0.006118322 0.000787819 * 1000 6.118322 0.787819

Stiffness of Aileron Control System

Effectivity: EMBRAER170 / 190 Embraer received report concerning aileron control system stiffness. Further maintenance inspection revealed that one of the bonding jumpers installed on the lower torque tube (see figure below), was grabbing on the lug of the aileron override unit during the movement of the aileron control yoke.

Although Nord Micro has already identified some faults to be corrected in the upcoming CPCS software -BA, software - AF is very well recommended in order to mitigate the events with the 'PRESN' messages.

HPSOV failed closed by AMS BL-9

Effectivity: EMBRAER170 / 190 Embraer has identified conditions where the bleed HPSOV may be erroneously considered failed by the AMS controller software BL-9.
Bonding Jumper (ref)

This scenario can occur with either the lower or the upper bonding jumper installed in the aileron fuselage sector torque tube. Embraer will revise SNL 170-27-0018 and 190-27-0009 by November 2009, to inform this scenario as a possible root cause for the aileron control system stiffness. Additionally, the FIM Task 27-10-00-810803-A will also be revised in order to provide the appropriate maintenance procedure instructions and will be available in December 2009.

Analysis of the AMS logic shows that the LH/RH HPSOV (CLOSED) [Cx]/WRG FAULT CMC messages are prone to be triggered during single-bleed on ground, or single-bleed flight-idle operations. No Bleed Fail CAS messages are immediately displayed along with these CMC messages. Since LH/RH HPSOV (CLOSED) [Cx]/WRG FAULT remains latched, the AMS software considers the affected HPSOV unavailable. As a consequence, under icing conditions two possible scenarios may occur: For the aircraft operating with both bleed systems operative, the AMS controller may shut down the affected bleed system causing BLEED 1(2) FAIL CAS message if the slat anti-ice has low temperature; For the aircraft with one bleed inoperative (e.g. on MEL), the AMS software will identify slat anti-ice has low temperature and will trigger A-I WING FAIL CAS message.
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CPCS Software -AF

Effectivity: EMBRAER170 / 190 Embraer has done an unabridged analysis of the behavior of new CPCS software -AF, as compared with the old -AE. This is a response to the concern that the new software improvements are not effective, as per some operators reports.

November 2009
Embraer is taking the appropriate actions to make available an SB to configure the aircraft back to AMS software BL-8, as an option for the Operators until a new AMS software BL-10 be released. Also, an OB and a SNL will be released to mitigate these events. For occurrences of the BLEED 1/2 FAIL or A-I WING FAIL messages different from the ones described above, perform the applicable procedures already contained in the FIM.

Issue No. 36

LG NO DISPATCH related to Brakes temperature

Effectivity: EMBRAER170 / 190 One purpose of the LG NO DISPATCH CAS message is to indicate that one BTMS sensor is possibly inoperative. Monitoring of the BTMS sensor integrity is based on a logic that compares the temperature of one brake against the temperature of the other three brakes. If one sensor shows a temperature lower than 70 C and the other three show a temperature higher than 175 C, the LG NO DISPATCH is shown on CAS and depending on the affected sensor, one of these messages come into view on the CMC: BRK TEMP SNSR 1/WRG FAULT; BRK TEMP SNSR 2/WRG FAULT; BRK TEMP SNSR 3/WRG FAULT; BRK TEMP SNSR 4/WRG FAULT. As soon as the brakes recover the temperature equalization, the CAS massage is automatically cleared. There are normal operational conditions in which this logic is satisfied, indicating that either BTMS sensor is faulty. But, actually, there is no fault. Although no maintenance action is required in this case, since all four sensors are normally working, this event has caused some unnecessary interruptions in the fleet because it is usually associated with a pilot report that must be signed off by the maintenance. (Note: For detailed information regarding temperature behavior of brakes during normal operation conditions, refer to SNL 17032-0006 or 190-32-0001). In order to minimize the dispatchability impact caused by this current logic, a change in the BTMS monitoring logic will be introduced via Load 23. The BTMS sensor integrity check will be accomplished through a comparison of the thermocouple indication with the cold junction temperature used for compensation in the Custom I/O. In case the thermocouple fails open, the temperature indication will be pretty close to the temperature of the cold junction.
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EMBRAER 170 and 190 Nose Wheel Bias Tire communality

Effectivity: EMBRAER170 / 190 As it was informed in E-Jets NEWS release #26, the use of 16PR Nose Bias Tire in the EMBRAER170 is approved to keep a commonality of this component for those operators who have in their fleet both EMBRAER 170 and 190. Operators interested in adopting this possibility and having the AIPC revised should contact Embraer.
PN identification Wheel and Tire assy : 90000581-1WT 12 PR Wheel : 90000581-1 Tire : DR15855T (24X7.7 12PR) Wheel and Tire assy : 90000581-WTA 16 PR Wheel : 90000581-1 Tire : DR15857T (24X7.7 16PR)

We would like to emphasize the following aspects regarding this issue: 1. 12PR tire cannot be used in the EMBRAER 190; Servicing pressure is the same for 12PR and 16PR tires. Refer to AMM 12-15-03-600-801-A (Nose-LandingGear Tire Servicing); It is not allowed to mix 12PR and 16PR on the same NLG leg. Replacement of 12PR by 16PR or vice-versa must be done as a set. This information is provided via PIL and has been introduced in the AIPC accordingly.

2.

3.

November 2009
In addition, the brake differential temperature will be effectively monitored. A difference above 200 C in brakes of the same leg will be interpreted as a faulty condition and the LG NO DISPATCH message will be displayed. The same way it is today, as soon as the brakes recover the temperature equalization, the CAS massage will be automatically cleared. This information will be included in the upcoming SNL dedicated to information regarding Load 23 updates, which will be released in December 2009.

Issue No. 36

FC FHDB FIM GSE HPSOV LDI MFD MLG MEL

Flight Cycles Fault History Database Fault Isolation Manual Ground Support Equipment High Pressure Shutoff Valve Loadable Diagnostic Information Multi-Function Display Main Landing Gear Minimum Equipment List Nose Landing Gear Operational Bulletin Power Control Unit Primary Flight Display Parts Information Letters Part Number Ply Rate Service Bulletin Service Information Letter Service Newsletter Structural Repair Manual

Acronyms
ACARS Aircraft Communication Addressing and Reporting System Aircraft Illustrated Parts Catalog Aircraft Maintenance Manual Air Management System Auxiliary Power Unit Brushless Starter Generator Brake Temperature Monitoring System Crew Alerting System Central Maintenance Computer Cabin Pressure Control System Embraer Operators Conference Electronic Starter Controller Full Authority Digital Electronic Control

NLG OB PCU PFD PIL PN PR SB SIL SNL SRM

AIPC AMM AMS APU BSG BTMS

CAS CMC CPCS EOC ESC FADEC

Note: All abbreviations used in Embraer Maintenance Manuals can be found in the Introduction to AMM Part II.

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