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13 – December 2007
aerochain.Login (enter username and password). brings the latest developments and shares in-service knowledge and maintenance best practices. Also. This newsletter. . General questions or comments about the E-JETS NEWS publication can be addressed to: E-JETS NEWS Tel: Fax: +55 12 3927 7075 +55 12 3927 5996 E-mail: ejets. This newsletter must not be reproduced or distributed in whole or in part to a third party without EMBRAER’s written consent.Click on desired E-JETS NEWS.Select “Technical Services” and then “EMBRAER Customer Services”. . 13 From the Editor E-JETS NEWS is a publication that presents EMBRAER 170/190 aircraft technical items. such as Engineering and Maintenance. .Select “Maintenance Support”. Recipients are encouraged to distribute this newsletter to EMBRAER Customers. Page 1 .Select “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. no article published should be considered authority-approved data.com.news@embraer. E-JETS NEWS addresses Operators concerns with maintenance support and dispatchability of EMBRAER 170/190 aircraft. Earlier editions of E-JETS NEWS publication can be found at CIS / Aerochain at http://www. .br PROPRIETARY NOTICE The articles published in E-JETS NEWS are for information only and are an EMBRAER S/A property. compiled by EMBRAER Fleet Technical Center (EFTC). It also provides troubleshooting tips to optimize aircraft utilization and efficiency in daily operation.December 2007 Issue No. It has relevant information to be shared with the technical departments.com . unless specifically stated.
until December 2008. Events have been observed on aircraft equipped with AMI Database PN DB7031021-01000 (Load 19. Page 2 . However. EMBRAER would like to inform that Nord-Micro will upgrade the Cabin Pressure Controller to PN 21609-51AD /-03AD.g. the system would change it to 0209). the “FLT CTRL BIT EXPIRED” CAS message will be inadequately triggered due to the way P-BIT elapsed time calculation is implemented. Flight Controls P-BIT Expiration Due To New Year’s Transition Effectivity: EMBRAER 170 / 190 EMBRAER would like to advise all operators that after the New Year’s transition (January 1st.3). which confirmed that the engine was out of the limits established in the engine manual. when entering 2090. provide a new action plan. New CPCS Effectivity: EMBRAER 170 / 190 SNL 170-21-0023 (190-21-0017) states that the new Cabin Pressure Controller Software (CPCS) suffix -AE would be released by October/ 2007. EMBRAER is releasing an SNL with further information. New baseline AMI Database file Effectivity: EMBRAER 170 / 190 The Aircraft Modifiable Information (AMI) is a database that can be modified by the aircraft operator without the need of being reviewed or approved by the certification authority. The aircraft was considered unavailable and an engine borescope inspection was performed. 13 CF34-10E Engine Stall Event – Update Effectivity: EMBRAER 190 According to E-Jets NEWS Release No. The Service News Letters 170-27-0031 and 190-27-0022 issued Dec/06 brings further details for this scenario as well as maintenance recommendation.10. EMBRAER informed that an engine stall event occurred on EMBRAER 190 during revenue flight. The PRIMUS EPIC LOAD 21 will rectify this issue.December 2007 Issue No. New Bleed Valves Mod L6 Effectivity: EMBRAER 170 / 190 Hamilton Sundstrand is incorporating improvements to the bleed valves. according to SB 170-21-0030 (190-21-0017). in which the CMF INIT page did not accept Flight Numbers ending with zero (e. Meanwhile. 00:00:00 UTC). Nord-Micro will re-evaluate the situation and. EMBRAER has released SNLs 170-310014 and 190-31-0013 providing information about the corrective action. Some returned valves show a reduction of clearance between the valve's moving parts. or system/ equipment supplier. No action is required to the field at this moment. aircraft manufacturer (EMBRAER). soon. High Pressure Compressor (HPC) damage was found.. Operator personnel were onsite during this engine shop visit supported by GE product support engineering. probably caused by ingestion during previous ground power run. qualification tests did not approve this new version. at no charge. The engine was removed and forwarded to an engine shop for repair and root cause analysis. Improved valves will be marked with a "L6" mod. The investigation of the internal airfoil damage appeared to be the result of FOD. mostly in response to the actual -2 / -3's removals.
due to recent maintenance findings on reworked ducts. shows limitations for the rework of the Ram-Air Inlet Duct attenuator screen. EMBRAER would like to advise all operators that during the execution of Power-up BIT (PBIT) – Electrical or Hydraulic. Therefore. the document allows the temporary duct recovery by using speed tape and imposes a repetitive 300 FH inspection for the rework integrity. pre or post any rework jobs. Page 3 . which covers a Hamilton Sundstrand (HS) memo. EMBRAER would like to emphasize the need of inspecting the respective Dual Heat Exchanger in case material is missing from the ram-air inlet duct. the “FLT CTRL TEST IN PROG” message is displayed informing the flight crew or maintenance personnel that the Flight Controls Built-InTest (PBIT) is running and no maintenance action is required. Ram-Air Inlet Duct Attenuator Screen Repair Effectivity: EMBRAER 170 / 190 SNL 170-21-0027 (SNL 190-21-0022). Nevertheless. This information intends to help maintenance personnel to evaluate the impact of changes and can also be included in training programs.2 Effectivity: EMBRAER 170 / 190 EMBRAER has released Service News Letters 170-00-0032 and 190-00-0028 to inform about the main changes implemented in the EPIC Load 21. EMBRAER would like to advise that this period is being changed to 100 FH. 13 1) Start PBIT (Electrical or Hydraulic) test. SNL Load 21.December 2007 Issue No. 2) Final PBIT (Electrical or Hydraulic) test (no FCS message). figure 3 as shown in the above SNLs (screen tearing with exposed honeycomb). “FLT CTRL TEST IN PROG” Message Displayed on EICAS during execution of the Powerup BIT (PBIT) Electrical or Hydraulic Effectivity: EMBRAER 170 / 190 EMBRAER identified in some FHDB analysis that the Flight Control Panel (FCP) switch is being reset due to “FLT CTRL TEST IN PROG” message on the EICAS on aircraft with PRIMUS EPIC Load 19.3 and on.2 software. In case of damage type 2.
Groundto-ground communications to GE Hosts are the responsibility of the DSPs. There are two available reports: one contains information about the cruise phase (DL_Cruise_Report) and the other one collects information about the takeoff phase (DL_Takeoff_Report). 13 Engine Trend Reports Effectivity: EMBRAER 170 / 190 EMBRAER has received questionings from operators regarding the process of transmitting engine trend reports via ACARS to GE and also to the airlines themselves. CF34-8E TR Spring Retainer Interference with Engine Hydraulic Tubes Effectivity: EMBRAER 170 EMBRAER was informed about spring retainer chafing against engine hydraulic and fuel tubes. . In order to have this transmission enabled. EMBRAER’s role is restricted to air-to-ground transmission from the aircraft to the Ground Stations. are returned to the operator. after the proper processing. it is necessary to have one CMF installed as well as an LDI version that comprises this functionality (for more information about the CMF please refer to AMM Part I 23-24-00). and the engine fuel tube P/N 2161M26P01 or 4187T10P01. then the reports are sent to GE hosts and. more details about the services provided by GE should be discussed directly with GE’s Customer Support Representative. In the second case. The analysis of the reports can be usually made in two different ways: 1) by the airline itself or 2) by contacting the engine manufacturer (in this case GE) and contracting a service in order to have assistance in this analysis. upside down. Figure 2 .December 2007 Issue No.Ground-to-ground communications occur between Ground Stations and Datalink Service Providers – DSPs and the end destinations which can be an airline maintenance center or a GE Host. The spring retainer has been introduced by GE SB 78-0024 to avoid interference between the left central thermal blanket P/N EME335602D or EME335602E (EIPC 78-33-01). It is important to remark that in this process. Figure 1 – Damaged Suction Line A batch of parts with an improper orientation marking (arrow marked on the flat surface. In the case where the operator has agreed with GE a service for trend monitoring. installed inside the left thrust reversers. The arrow marking had been inverted and this condition can lead the mechanics performing part installation to rotate the part and install it in an incorrect position. thus creating interference with the tubes.The air-to-ground transmission is carried out via ACARS through a software function called Communications Management Function (CMF).Incorrect and Correct Installation Page 4 . associated with an “UP” indication) has been identified. which controls the data communication sent by the aircraft when airborne to the Ground Stations. The process of transmitting these reports can be divided into two main phases: .
cycle the steering handwheel (depress and release the handwheel). Issue No. Figure 3 gives a procedure to recognize the retainer forward down extremity and then to be able to isolate incorrectly marked parts (the extremity “1” giving the distance A bigger than the distance B is the “forward down” extremity). that introduce modifications to the NWSCM software. to clear a spurious “STEER FAIL” message it is required to shut the engines down and reset the “MAU 2 PWR 1” CB. MHD plans to finalize the root cause analysis for the interference with the engine fuel tube (relation with spring retainer mis-installed not confirmed yet). A follow-on GE Service Bulletin CF34-8EAL S/B 78-0047 was released this month to support these inspections. Currently. PN 1855A0000-03 or PN 1855A0000-03 AMENDMENT A are upgraded to PN 1855A0000-04. Maintenance action is required only if the message persists or if it is displayed again after new steering engagement. without jeopardizing any other system. The message will disappear. 4. PN 1855A0000-02. Figure 3 – Procedure to recognize the retainer 3. When the aircraft is on the ground and stopped. EMBRAER has issued SB 170-32-0034 and SB 190-32-0022. 2. the flight crew will have the possibility to clear the message by simply following the steps below. This procedure will recover the steering functioning. without the need to shut down the engines or steering / aircraft power: 1. 13 Nose Wheel Steering Control Module (NWSCM) -04 Effectivity: EMBRAER 170 In order to improve the steering system. spare conform spring retainers are available from Aircelle. The main benefits are the following: • Incorporation of a new reset procedure for “STEER FAIL” CAS message. In the short term. spare fuel tubes are available from GE and spare hydraulic tubes are available from Parker. This feature will be especially beneficial in the cases where the “STEER FAIL” is arisen from an incorrect towing procedure (Refer to AMM 09-10-01-02 and SNL 170-32-0014 / 190-32-0008 for further details). revise the SB 78-0024 R01 (Spring Retainer Introduction) to highlight the need to have the correctly oriented during installation and revise the Engine Manual tasks related to thermal blankets and spring retainers to add the same information and to add a clearance check after installation. Depress and hold steering disengagement pilot column switch. Then release the pilot column switch. In order to support these inspections. Page 5 .December 2007 MHD (Thrust Reverser manufacturer) issued a Service Letter (MHD 78-33-582) informing the operators to inspect the thrust reversers to make sure that the spring retainers are correctly installed and to identify damaged tubes. New feature simplifies the “STEER FAIL” message reset. While holding the switch in the depressed position. The Service Letter also informs the operators how to inspect the spare parts that they may have in stock to identify and quarantine the incorrectly marked parts.
NWSCM 04 has an overtravel logic improvement that increases the steering availability in the absence of PSEM 1 signals. Aircraft SN 170-00191 and on. • Upon the first steering activation following the aircraft power-up.RE-GREASING OF THE FLAP ACTUATORS OUTPUT SEALS AND BEARINGS). at the earliest opportunity. as indicated in the pictures that follow. The actuator was then shipped to the supplier facility for further investigation. whenever there is an uncommanded deflection over than +/. allowing the steering to be engaged with the aircraft in movement after a powerup. Figure 1 – Input Shaft Seal Page 6 . According to the operator maintenance records. EMBRAER also recommends that Hamilton Sundstrand personnel be present to observe the accomplishment of this service bulletin in order to ensure proper lubrication of the actuators. NWSCM 04 improves the hardover protection test. If the aircraft is in movement during this test. The shop finding results showed that the service bulletin was partially accomplished on this unit. have the NWSCM -04 factory-incorporated. the NLG wheel is automatically driven to the center position. • Steering Drift Monitor was improved in the NWSCM -04. Therefore. EMBRAER would like to advise all operators that the grease application as per SB 190-27-0010 must be done on output and input shaft seal and bearing. NWSCM -04 has a new handwheel gain which makes the system response smoother.December 2007 • Improvement of aircraft ground maneuverability through steering.2 degrees from the center. the steering system will consequently be unavailable. and aircraft SN 190-000124 and on. The grease was found only on the output seal and output bearing. an automatic steering hardover protection test is performed until the “STEER OFF” message disappears. In case the ASCB parameters from PSEM1 are invalid. the steering authority has changed in order to improve the response at high speeds. 13 Flap Actuator Jamming Effectivity: EMBRAER 190 EMBRAER has recently received a report from the field concerning one Flap Fail event. the service bulletin addresses a one-time lubrication of the actuator gearbox and is not related to periodic maintenance required for the actuator. The new NWSCM -04 may be changed at no cost to the operator on an attrition basis. EMBRAER recommends preventive removal and replacement of all flap actuators found with torque limiter tripped. Issue No. For more information. if any “FLAP FAIL” event occurs after the service bulletin has been accomplished. However. the flap actuator was found to be stuck. Additionally. “STEER FAIL” message might be displayed. In addition. With the aircraft in flight. refer to SB 170-32-0034 and 190-32-0022. The grease was not properly applied on the input shaft of the actuator. the subject aircraft had already complied with SB 190-27-0010 . • PSEM 1 controls and monitors the NLG overtravel sensoring function. After the troubleshooting accomplishment.
If either valve is missing. o Page 7 . 19000004 and 1900006 thru 1900060 and AD 200711-01 applicable to EMBRAER 170 aircraft of Serial Numbers 17000002. no additional action is required. the tire must be replaced. sufficient reason exists to request compliance with those ADs within the next 500 flight hours after their effective date. DUNLOP has issued SNL 170-175-32-01 and SNL 190-19532-01 presenting an instruction. on the forward and/or aft cargo compartments. Basically. 2007). and 17000015 thru 17000154. a maximum of three (EMBRAER 170) or six (EMBRAER 190) further landings may be made to allow the aircraft to return to the maintenance base for a tire change. issued the following Aircraft Airworthiness Directive: AD2007-11-02 applicable to EMBRAER 190 aircraft of Serial Numbers 19000002. 17000004 thru 17000013. The action required is to perform a general visual inspection on the left-hand bulkhead blowout panel on both the forward and aft cargo compartments to check whether the pressure equalization valve Part Numbers 120-48865-003 are installed. 2007 to cover the DUNLOP SNLs content. affecting the effectiveness of fire detection. Equivalent criteria are described in the Dunlop tire CMM DM1172. to allow the aircraft to return to the maintenance base for a tire change. within the next 700 flight hours after the effective date of the ADs (Dec 12th. Dec 12th. Among several tire removal criteria stated in the tasks mentioned above. These tasks present the conditions that must be observed during inspection that determine if a tire should be removed. 13 Inspection and Replacement of the Forward and Aft Cargo Compartment Pressure Equalization Valves Effectivity: EMBRAER 170 / 190 ANAC.Output shaft seal Main and Nose Wheel Tires – Extended wear criteria for tire removal Effectivity: EMBRAER 170 / 190 AMM tasks 32-49-07-200-801-A and 3249-03-200-801-A. install the missing valves PN 120-48865-003 according to EMBRAER Service Bulletin 190-210019 or 170-21-0032 as applicable. the DUNLOP SNLs state that if the tire presents one of the conditions mentioned above. the Brazilian Certification Authority. This is because the pressure equalization valve was not installed in the left-hand bulkhead blowout panel. containment and suppression.It is important to observe that continued use beyond this point may render the tire non-retreadable and that this extended wear criteria should only be adopted when it is not possible to change a tire at that location with wear beyond that recommended in the AMM / CMM. Figure 2 . 2007. Therefore. if there is wear on the bottom of a tread groove or if the fabric shows on the tread. in addition to the removal criteria mentioned above.December 2007 Issue No. EMBRAER issued SNLs 170-32-0024 and 190-32-0020 on Dec 17th. give the procedures to do an inspection of a tire on the Main and Nose Landing Gear respectively. o If both pressure equalization valves are installed in their respective blowout panels.
13 NWSCM = Nose Wheel Steering Control Module OB = Operational Bulletins P-BIT = Power-up Built-In-Test PN = Part Number PSEM = Proximity Sensor Electronics Module SB = Service Bulletin SN = Serial Number SNL = Service Newsletter TR = Thrust Reversers Note: All abbreviations used in EMBRAER Maintenance Manuals can be found in the Introduction to AMM Part II. Acronyms ACARS = Airborne Communication Addressing and Reporting System AD = Airworthiness Directive AIPC = Aircraft Illustrated Parts Catalog AMI = Aircraft Modifiable Information AMM = Aircraft Maintenance Manual ANAC = Agência Nacional de Aviação Civil (Brazilian Civil Aviation Authority) AOM = Airplane Operations Manual ASCB = Avionics Communication Bus CAS = Crew Alerting System CB = Circuit Breaker CMC = Central Maintenance Computer CMF = Communications Management Function CMM = Component Maintenance Manual CPCS = Software Cabin Pressure Controller Standard- DLS = Data Load System DSP = Datalink Service Providers EMM = Engine Maintenance Manual FH = Flight Hour FHDB = Fault History Database FIM = Fault Isolation Manual FOD = Foreign Object Damage FOL = Flight Operations Letter HPC = High Pressure Compressor LDI = Loadable Diagnostic Information LRU = Line Replaceable Unit MAU = Modular Avionics Unit MMEL = Master Minimum Equipment List NLG = Nose Landing Gear Page 8 .December 2007 Issue No.
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