Issue No.

04 – March 2007
March 2007 Issue No. 04

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 Operator’s 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 within EMBRAER
Customers.

Earlier editions of E-JETS NEWS publication can be found at CIS / Aerochain at

http://www.aerochain.com

- Login (enter username and password);

- Select “Technical Services” and then “EMBRAER Customer Services”;

- Select “Maintenance Support”;

- Select “E-JETS NEWS;

- 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 address to:

E-JETS NEWS

Tel: +55 12 3927 5762

Fax: +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 EMBRAER’s written consent. Also, no article published should be considered
authority-approved data, unless specifically stated.

Page 1
March 2007
EMBRAER FLEET FORUM
Availability
Effectivity: EMBRAER 170 / 190
EMBRAER deployed the EMBRAER
Fleet Forum (EFF) application on March,
th
19 , 2007.
The EFF is a web-based forum designed
to be a channel for the exchange of
knowledge and aeronautic experience
related to EMBRAER Products among all
the Operators and EMBRAER. It can be
accessed through AEROCHAIN®
The discussion forums allow better
communication and understanding of the
In-Service difficulties of the fleet,
speeding up solutions and ensuring
effectiveness.
There are two possible profiles for
operators members:
- Participant members – these members
are allowed to read the documents only;
- Delegate members – besides reading
all documents, these members can
propose new discussions, comment on
the currently published documents, and
become a candidate for the Steering
Committee, representing the EFF
community in specific Airplane Model and
Technology.
The EFF has two published document
types, which are the Forum itself and the
Survey. They have different purposes
and follow different stream processes.
The Forum is a web discussion that can
go through various phases before
closing, always changing phases based
on the Steering Committee Meeting
(SCM) decision. The Survey is a direct
consultative answer, which has a target
date and does not need an SCM decision
to close.
If you want to subscribe or further
information about the EFF, please get in
touch with the EFF Support Team at:
Tel: +55 12 3927 3311
eff.support@embraer.com.br
Issue No. 04
Fuel Leakage in Flight – Update
Effectivity: EMBRAER 190
Since the first report in February, 2007, of
in-flight fuel leakage through wing NACA
inlet (see E-Jets NEWS No. 3)
EMBRAER has been working to provide
a solution to the operators. EMBRAER
continues to perform all necessary tests
in order to evaluate the best among all
possible solutions for improving the fuel
tank ventilation system. Such
improvement is being conducted to a
probable modification of the vent tubes
ventilation system or a redesign of the
NACA inlet.
During this preliminary investigation,
EMBRAER keeps its recommendation for
operational procedures (OB 170-001/07)
to keep IAS ≤ 290 KIAS during climb
when fuel quantity in any tank is above
11.000 lb, concerning EMBRAER 190
and EMBRAER 195 fleet.
EMBRAER expected to provide a
schedule of engineering development
and production/field implementation by
the end of March, 2007. However, initial
investigation has shown the need of
additional engineering studies, so this
schedule was postponed to the end of
May, 2007.
Skew Sensor Slat Harness
Chafing – Update
Effectivity: EMBRAER 170
Regarding the Skew Sensor Slat Harness
Chafing, issued in E-Jets NEWS No. 3 in
February, 2007, EMBRAER provided
AMM TASK 27-83-07-04 updated on
March 12, 2007, that covers the correct
installation of the Skew Sensor Slat
Harness. The AMM task will ensure a
better understanding for the positioning of
the harness.
EMBRAER is currently working on the
description of the scenario and will issue
a proper SNL to the operators.
Page 2
March 2007
Pitch Trim Backup Switch
Effectivity: EMBRAER 170 / 190
EMBRAER has been receiving reports
from the field due to "PITCH TRIM BKUP
FL" message. The actions below are
being taken to investigate the events
caused by the pitch trim backup switch.
These will support the operators in the
meantime:
- Flight Operations Letter (FOL) 170-
2007-002 Pitch Trim Backup Switch Fail -
Issued in January 2007 to emphasize
operational aspects in regard to the
correct use of the pitch trim switches.
- Analysis of the field units removed from
the fleet - One trim control panel was
removed from an E-170 operator. The
unit has been submitted to tests at
EMBRAER facilities, such as wiring
continuity, switch integrity and
operational checks running several
cycles using the pitch trim backup
switches. According to the preliminary
results, the unit presented no fault found
at this moment.
- SNL 170-12-0002 and 190-12-0001
issued in August 2006 (updated as
rev 1, dated on March 19th, 2007) –
Presents the scenario of
contamination of the backup pitch
trim system switch and its
corresponding cleaning procedure.
- Inclusion of Pitch Trim Backup
switch failure in the MMEL, rev 4
released in Aug/06 - The PITCH
TRIM BACKUP SWITCH may be
inoperative provided both PITCH
TRIM yoke switches operation are
normal. Hence the aircraft can return
to service in MMEL condition (MMEL
27-43-02-2).
Load 19 will allow the clearing of the
message without performing the Return
to Service (RTS) procedure, if the pitch
trim backup switch has not failed.
A dedicated forum was created in the
EFF (EMBRAER Fleet Forum) to discuss
this issue.
Issue No. 04
ENG REF ECS DISAG
Messages – Update
Effectivity: EMBRAER 170 / 190
Regarding the article issued in -Jets
NEWS No. 2, EMBRAER has concluded
that the current logic is not allowing
enough time for the pack system to go
online after an APU-to-engines transition,
thus triggering the ENG REF ECS DISAG
CAS message.
The logic for this message will be
changed by the upcoming Primus EPIC
Load 23.
PACK FAIL Messages
Effectivity: EMBRAER 170 / 190
EMBRAER has identified cases of PACK
1(2) FAIL CAS messages, correlated with
BYPASS VLV (OPEN) (PKx) message,
with no automatic shutdown (Pack Off) of
the affected pack.
These messages are being triggered by
the standby AMS channel and requires
no maintenance actions. For further
information, refer to SNLs 170-21-0022
and 190-21-0016.
BLEED FAIL Messages
Effectivity: EMBRAER 170
EMBRAER has received reports of
BLEED 1(2) FAIL CAS messages
correlated with more than one CMC
message, including LH (RH) FAN AIR
VLV (CLOSED).
In this case, the message triggered by
the fan air valve may be disregarded for
maintenance purposes. For further
information, refer to SNL 170-36-0015.
Page 3
March 2007 Issue No. 04

EMBRAER 170/175 Brake Rotor CF34-10E Engine Center Vent

Lugs Tube
Effectivity: EMBRAER 170 Effectivity: EMBRAER 190

The Brake Rotor Lug is the part of the
brake rotating disks (rotor) that transmits
torque from the wheel via the wheel drive
keys to the stationary disks. Each brake
assembly has 3 rotors and each rotor has
8 lugs. Recently, EMBRAER has
received reports of Brake Rotor Lug
damage on EMBRAER 170/175 aircraft.
As a consequence of this damage, debris
may be caused and brake torque
reduction may be experienced. Most
reported events have occurred near the
end of the brake service life.
Embraer has recently received a report of
deformed CF34-10E Center Vent Tube
(CVT) in EMBRAER 190 fleet.
During the aircraft look-around
inspection, maintenance crew found out a
misshaped engine position #1 CVT as
showed in the following pictures.
The CVT has been removed from the
aircraft and GE started the investigation
process to define the root cause with
tests and mechanical analysis.

Two possible reasons are currently being
considered by the brake manufacturer
(ABSC):
- Catalytic oxidation associated with
the use of certain runway deicing
fluids. It may affect multiple carbon
disks.
- Axial friction loads. It affects the
rotating disks and does not exhibit
carbon oxidation.
Some possibilities are under investigation
to identify the origin of this misshaped
condition. However, no conclusion has
been made yet.
GE/EMBRAER will keep the operators
informed about this issue and will send
further actions or additional
recommendations for the fleet, if
necessary.

ABSC issued SB 90000583-32-03 on

th
February 28 , 2007, which provides an
on-aircraft inspection procedure to detect
early signs of possible brake damage and
to remove any damaged brake
assemblies.

SB indicates the accomplishment of the

inspection after the brake assembly has
performed 1000 cycles (not exceed 1400
cycles) with continued inspections at
every tire replacement or every 400
cycles, whichever occurs first. Center Vent Tube (CVT)
The following modifications are in study
by ABSC to decrease the susceptibility of
the component to the suspected root
causes:

- Incorporation of low-friction coatings on

the wheel drive keys and brake rotating
disk channels.

- Change in the carbon machining to

enhance the disk structure.
CVT Picture

Page 4
March 2007 Issue No. 04

Slide Mechanism Modifications

Effectivity: EMBRAER 170 / 190

In order to avoid inadvertent deployment

of the emergency/evacuation escape
slide when the passenger and service
doors are opened from outside with the
vent flap previously opened and the
emergency/evacuation escape slide
armed from the internal side, SB 170-52-
0031 and 190-52-0013 were issued in
February 2007.

These Service Bulletins present

improvements that consist in modifying
the handle box mechanism to disarm the
slide handle from outside the door
independently of the vent flap handle
position.

Parts that will be replaced (in blue) and parts

that will be modified (in purple)

New Display Unit Hw 2 with

Primus EPIC Loads 4.6 /17.6
Effectivity: EMBRAER 170 / 190

The new Display Unit hardware, called

DU HW 2, (DU HW2 – P/N 7037620-
813), has been developed due to
hardware obsolescence of the original
Display Unit (DU HW1 – P/N 7023460-
803). There is no operational difference
between DU HW1 and DU HW2.

Mixed configuration of DU HW1 and DU

HW2 will be possible without any impact
on the aircraft operation and
maintenance. The use of DU HW1 or DU
HW2 is fully transparent for the pilots and
the removal and installation procedures
Parts that will be added (in green) of both DUs are exactly the same.

Also, DU HW1 and DU HW2 are two-way

interchangeable. In order to comply with
this interchangeability configuration, the
minimum software load requirement for
EMBRAER 170/175 is EPIC Load 17.6 or
later, and for EMBRAER 190/195 is EPIC
Load 4.6 or later.

SNL 190-31-0008 and SNL 170-31-0010

have been issued to provide information
about this new DU Part Number.

Page 5
March 2007
Improved Thrust Quadrant
Control Slot closure
Effectivity: EMBRAER 170 / 190
Thrust lever slot closure (Figure 1) has
been showing evidence of wear and/or
damage during field operation. The
current design does not allow replacing
the slot closure in the field. This means
that it is necessary to remove and
replace the whole quadrant, if a
discrepancy is reported. In order to
address this issue, the slot closure has
been redesigned. It is a “curtain-type”
design developed to be field-replaceable
(Figure 2).
This curtain-type design was developed
to be easily replaced in the field and it
has no moving parts. It has been used in
several applications and presented a
reliable performance.
The fabric’s low coefficient of friction
prevents premature wear from the
contact between the lever and the slot
closure and provides a longer lifetime.
EMBRAER expects to issue a SB for all
E-Jets by the end of April, 2007.
Mylar based
current design
Figure 1 – Current design
Issue No. 04
Curtain Type
New Design
Figure 2 – New Design
Flow Limiter Valve
Compatibility with SPDA
Effectivity: EMBRAER 170 / 190
At every aircraft power-up, the SPDA
checks if the FLV is operational through a
Power-Up Built in Test (PBIT) to allow the
detection of dormant faults. A command
is applied to the valve and if the SPDA
detects any fault, a bit is set and
broadcast back to the MAU to support the
hydraulic system EICAS message logic
and CMC message. Should the PBIT be
failed then the EICAS message HYD 3
VLV FAIL is displayed and the CMC
message "HYD 3 FLOW LIM
VLV/SPDA2/WRG FAULT" is logged.
It was verified that the SPDA may not
identify that the FLV is not operational
during the PBIT. This happens when the
SPDA set point current is lower than the
current drained by the auxiliary resistor
(installed in parallel to the FLV) when the
solenoid of the FLV is opened.
Page 6
March 2007 Issue No. 04

All aircraft are tested on the production
line before delivery in order to assure the
proper functioning of the above-
mentioned HYD 3 VLV FAIL EICAS
message. By doing this test, the SPDA /
FLV compatibility is then verified.
However a replacement of the SPDA
module in the field could undo this
compatibility.
SBs 170-29-0014 and 190-29-0010 will
be issued to recommend the
accomplishment of the FLV Functional
test. This test verifies the compatibility
between DC Power Module SPDA 2 and
the FLV. If required, the DC Power
Module SPDA 2 slot number M5 should
be replaced with a new one bearing the
same PN. Recommended compliance
has been established as being for the
next 600 Flight Hours. The estimated
time to accomplish the test is 0.7 man-
hours and additional 0.8 man-hours if
replacement of the SPDA module is
required.
AMM Tasks 24-61-13-04 (SPDA DC
Power Module - Removal / Installation)
and 29-12-19-05 (No. 3 Hydraulic-
System Flow-Limiter-Valve – Functional
Test) were revised to introduce the
compatibility test between DC Power
Module SPDA 2 and FLV.
Procedure for Cargo Doors
during cold weather
Effectivity: EMBRAER 170 / 190
In response to events of difficulties to
open the cargo doors of EMBRAER 170 /
175 / 190 / 195 aircraft at low
temperatures, guidance was requested
on the applicable procedures to release
the jammed doors.
EMBRAER Engineering informs that in
case difficulties are found when opening
the cargo doors in severe winter
conditions, the following procedure
should be adopted:
• Use a heat gun or other heating
equipment to heat the door latch
mechanism at the bottom edge of
the door, around the inspection
windows, for at least 5 minutes.
Refer to the Figure for details.
NOTE: The maximum temperature of the
hot air must be 80°C.
The above information was included in
FIM task 52-31-00-810-801-A and is
available in the next revision of the
th
manual (March 15 , 2007).

Since the compatibility of the components

is verified at every SPDA module
replacement, no modification will be
introduced in the fleet. However an
improvement is under development for
newer aircraft. The resistance of the FLV
solenoid and auxiliary resistor will be
modified to be compatible with the SPDA
module, whatever the level of its set point
current is.

Flight Control Module (FCM)

mod G
Effectivity: EMBRAER 170 / 190

EMBRAER’s SNL170-27-0013 and 190-

27-0006 “Avionics MAU Fault Messages
due to FCM not booting up” were revised
th
on March 20 , 2007 to inform the new
FCM mod G and its improvements
regarding the Flight Control No Dispatch
and Flight Control Fault issues.
Page 7
March 2007
Differential temperature
between brakes
Effectivity: EMBRAER 170 / 190
EMBRAER has been receiving reports
where one brake assembly is constantly
presenting temperatures higher or lower
than those of the other three brakes. In
some cases, the "LG NO DISPATCH"
CAS message is displayed, correlated to
"BRK TEMP SNSR X/WRG FAULT"
maintenance message.
Note that if one BRK TEMP SNSR shows
a temperature lower than 70ºC and the
other three show a temperature higher
than 175ºC, the LG NO DISPATCH is
displayed on the CAS. At the same time,
the CMC shows the related message
BRK TEMP SNSR x/WRG FAULT. This
logic prevents the aircraft from being
dispatched with one brake temperature
monitoring sensor inoperative.
Differential brake temperatures are
normal and are expected in normal
operation. Maintenance action is required
in cases where the difference of
temperature between the brakes of the
same Landing Gear leg is being
systematically reported in excess of
200ºC. For detailed information, refer to
SNL 170-32-0006 and 190-32-0001.
Although differential temperature
between brake assemblies is not
separately considered as a sign of fault,
as explained in SNL 170-32-0006 and
190-32-0001, EMBRAER is studying this
behavior in order to identify any
possibility to diminish these occurrences
on the E-jet fleet mainly because of
interruptions related to the LG NO
DISPATCH message mentioned above.
One hypothesis for this behavior could be
related to the tolerance on the interface
between the pressure transducer and the
BCM. During normal operation, the brake
control loop is closed by the brake
pressure transducer feedback; if the BCM
/ Pressure transducer are reading a value
different from the real value, the BCM will
compensate the difference by
commanding the BCV to increase/
decrease pressure until the BCM/ brake
pressure transducer reads the
commanded value.
Issue No. 04
If an aircraft in consistently presenting
high differentials of brake temperatures in
the same landing gear leg, EMBRAER
recommends that the operators follow the
instructions in FIM TASK 32-40-00-810-
802-A. Components removed during
troubleshooting (pressure transducers
and/ or BCMs) should be sent to Hydro-
Aire for investigation.
AUTO CONFIG TRIM FAIL
Advisory Message on EICAS
Effectivity: EMBRAER 170
EMBRAER has received in-service
reports from the operators concerning
"AUTO CONFIG TRIM FAIL" CAS
message occurrence. This message is
displayed when one or more sensors
required to perform the FCM
Configuration Trim is unavailable. Also,
when the aircraft is on ground and all
Elevator P-ACE's revert to direct mode
the "AUTO CONFIG TRIM FAIL" CAS
message is displayed.
When this situation occurs, the HS-ACE
may continuously switch the HS-ACE
channels and possibly leading to
intermittent trim commands.
However, EMBRAER advises that this
message might be dispatched as per
MMEL and also FIM TASK 27-03-00-810-
89M-A addresses the troubleshooting of
this scenario.
This issue shall be addressed in Primus
EPIC Load 19.
New Multi-Function Spoilers
actuator -1009
Effectivity: EMBRAER 190
During the development of the 414800-
1007 multi-function spoiler actuator, it
was figured out that the 414800-1007
actuator interferes with the panel
mounting bolts when the multi-function
spoilers reach 27 degrees of deployment,
as shown in Figure 1.
Page 8
March 2007 Issue No. 04

- If the aircraft is equipped with MFS

414800-1007 actuator, then a cotter pin
and bolts must be replaced in order to
receive the MFS 414800-1009 actuator.

- If the aircraft is equipped with MFS

414800-1005 or MFS 414800-9005
actuator, then only the cotter pin must be
replaced in order to receive the MFS
414800-1009 actuator.

Figure 1 – MFS 414800-1007 actuator

interference with nut plate.

In order to eliminate the interference,

EMB190 aircraft have been factory-
modified in the wing structure to re-orient
the surface mounting bolts in order to
eliminate the lack of clearance for the nut
plate. Now, 414800-1007 MFS PCU can Figure 3 – MFS 414800-1009 actuator
be installed without interfering with the
panel mounting bolts. This configuration The AIPC will be reviewed so that the
is shown in Figure 2. interchangeability among 414800-1005,
414800-9005, 414800-1007 and 414800-
1009 is cleared informed:

- PN 414800-1005 can be installed in

place of PN 414800-1007 with no
restriction.

- PN 414800-1007 can not be

installed in place of PN 414800-
1005. There is physical restriction.

- PN 414800-1009 is not
interchangeable with 414800-1005,
414800-9005, or 414800-1007.
There is physical restriction.
Figure 2 –MFS 1007 actuator installation
The detail of installation of new Multi-
All EMB190 aircraft delivered with Function Spoiler 414800-1009 is
414800-1007 actuators can receive either described in SB190-27-0007 R00 issued
414800-1005 or 414800-9005 units. All in March 2007.
EMB190 aircraft delivered with 414800-
1005 actuators can not receive 414800-
1007 units due to interference with
mounting bolts.

However, a new MFS actuator (414800-

1009) has been developed by Parker
Flight Controls Systems (see Figure 4
and 5). The new actuator design
incorporates reduced outside dimension
on the nut. Besides that, it requires a
cotter pin and/or bolts modification
depending on the MFS actuator
configuration: Figure 4 – MFS 414800-1009 actuator

Page 9
March 2007 Issue No. 04

Acronyms
AD = Airworthiness Directive

AIPC = Aircraft Illustrated Parts Catalog

AMM = Aircraft Maintenance Manual

AMS = Air Management System

ANAC = Agência Nacional de Aviação

Civil (Brazilian Civil Aviation Authority)
Figure 5 – MFS 414800-1009 actuator
AOM = Airplane Operations Manual

BCM = Brake Control Module

Engine starting difficulties in
cold weather BCV = Brake Control Valve

Effectivity: EMBRAER 190 CAS = Crew Alerting System

EMBRAER has received some reports of CMC = Central Maintenance Computer

intermittent engine starting difficulties in
cold weather with the EMBRAER 190. CVT = Center Vent Tube

After analyzing the associated GE letters DU = Display Unit

for the operators, the GE CF34-10E SOI
EFF = EMBRAER Fleet Forum
Manual - Specific Operating Instructions -
Revision 2, and the EMBRAER FCM = Flight Control Module
operational manuals AFM, AOM and
SOPM for the EMBRAER 190, FIM = Fault Isolation Manual
EMBRAER Flight Operations Support
concluded that the operational manuals FOL = Flight Operations Letter
listed should be revised to become
compliant with the GE documentation. FLV = Flow Limiter Valve

In order to improve the chances for a HSTA = Horizontal Stabilizer Trim

successful engine start in cold weather, Actuator
EMBRAER Flight Operations Support
has issued NTO's allowing operators to HW = Hardware
follow the GE letters and SOI
recommendations, until the EMBRAER MAU = Modular Avionics Unit
operational manuals are revised
accordingly. MFS = Multi-Function Spoiler

EMBRAER Flight Operations Support is MMEL = Master Minimum Equipment List

already working on that and the affected
NLG = Nose Landing Gear
publication will be revised by the end of
3Q2007. NTO = No technical Objection

OB = Operational Bulletins

PBIT = Power-Up Built in Test

PIL = Parts Information Letters

PN = Part Number

SB = Service Bulletin

SCM = Steering Committee Meeting

Page 10
March 2007 Issue No. 04

SN = Serial Number

SNL = Service Newsletter

SOI = Specific Operating Instructions

SPDA = Secondary Power Distribution

Assembly

Note: All abbreviations used in

EMBRAER Maintenance Manuals can be
found in the Introduction to AMM Part II.

Page 11