Issue No.

10 – September 2007
September 2007 Issue No. 10

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 to 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 addressed to:

E-JETS NEWS

Tel: +55 12 3927 7075

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
September 2007 Issue No. 10

APU High EGT New Cockpit Electro-Mechanic

Effectivity: EMBRAER 170 / 190
EMBRAER has detected some aircraft,
mainly in the E190/195 fleet, with several
occurrences of APU HIGH EGT (fault
code 49105425APU) faults and is
currently investigating this issue together
with Hamilton APU and Hamilton AMS
partners. Two conditions in which this
fault is most likely to occur have already
been identified:
Latch – Endurance Test
Effectivity: EMBRAER 170 / 190
The endurance tests of the new electro-
mechanic latch were accomplished at
Inbra facilities during the second week of
August 2007.
Besides other improvements, the new
latch model is equipped with micro-
switches in place of the optical sensors.

1) During engine start on The electro-mechanic latch was

ground;
2) During bleed transition from
engines to APU on ground.
The suspected root cause is bleed
transients in the AMS system, which can
shortly increase APU bleed extraction in
the two conditions stated above. This
scenario is aggravated if the APU Anti-
Surge Valve (AIPC 49-53-01) is
malfunctioning. EMBRAER recommends
the valve replacement when fault code
49535226APU - APU ANTI-SURGE
VLV/WRG FAULT is triggered on the
CMC.
submitted to 5.000 cycles of opening/
closing (slam) of the door with external
impacts to the latch housing. Once the
door was closed and locked, the door
was forced to open during each cycle to
check if the locking was effective. A
mock-up of the cockpit door installation
was used to simulate the condition of the
cockpit door/ latch assembly in the
aircraft.

Aircraft tests are expected for this month

to precisely identify the fault scenario.
Any relevant information or question
about this issue should be forwarded to
your local EMBRAER representative.

Figure 1 – Mock-up of cockpit door installation

CMC LDI Information

Effectivity: EMBRAER 170 / 190

EMBRAER has issued revision 2 of SNL

170-45-0005 and revision 4 of SNL 190-
45-0005.

These documents provide information

about the known spurious messages that
may show on the Central Maintenance
Computer (CMC). They will be revised
whenever either a new CMC LDI version
is released or new spurious maintenance
messages are identified.

Figure 2- New latch prototype during tests

Page 2
September 2007
The tests included 10,000 cycles of
electrical pulses generated by the control
panel to command the latch. Until the end
of the endurance tests, no electrical
failure was observed.
New latch PN will be two-way
interchangeable with current one and will
be available in the AIPC in Nov/2007.
Landing Gear Sampling
Program
Effectivity: EMBRAER 170
The first NLG / MLG removals for
EMBRAER 170 Landing Gear Sampling
Program have just been accomplished.
These three Main Landing Gears (only
one MLG per airplane – LH or RH) and
three Nose Landing Gears samples were
collected from operators at different
climates and regions of the world.
Service Bulletins 170-32-0001 and 170-
32-0002 define this first sampling
inspection for 5,000 +/- 500 flight cycles
and the other ones for 10,000 and 15,000
flight cycles.
Liebherr–Aerospace Lindenberg and
EMBRAER Landing Gear Engineering
will proceed with inspections regarding
corrosion, abnormal wear, structural
damage and functional degradation. The
aim of these inspections is to validate the
Maintenance Review Board (MRB)
restoration interval of 20.000 landings or
8 years, whichever occurs first, for the
structural components of the landing
gears.
EMBRAER appreciated the cooperation
of three EMBRAER 170 operators, who
received the necessary information,
technical assistance, and new spare
parts to perform this sampling. The
perspective is that these same operators
participate on the next phases of this
sampling program. As soon as the
inspection results become available, a
SNL will be issued to inform the
operators.
Issue No. 10
SPDA MICRO/ COMM PN
1707789D
Effectivity: EMBRAER 170 / 190
EMBRAER has issued PIL 170-24-0031
and PIL 190-24-0038 to inform operators
about the interchangeability of new SPDA
MICRO/COMM part number 1707789D.
The new SPDA incorporates SPDA Block
10.2. This software has been introduced
in the production line to eliminate the
interaction between the CPU and L2
cache, which could cause the transfer
error acknowledge (TEA) machine check
interrupts issue on modules not screened
in the production line (PRE MOD HS SB
40EPS04MPM02/03-24-5).
More information regarding this issue can
be found on SNL 170-24-0021 and SNL
190-24-0015.
It is important to emphasize that
EMBRAER has no intention to issue a
specific Service Bulletin to retrofit the
fleet already in service once an
equivalent modification is included on the
package of improvements that will be
available in SPDA Block 11.1(expected to
be certified in the 4th quarter of 2007).
SLAT FAIL Correlated to CMC
message SLAT JAMMED
Effectivity: EMBRAER 170 / 190
EMBRAER advises that in case of slat
jamming, the SF-ACE clear inhibits
procedure must not be done as a first
maintenance action.
This is described in FIM TASK 27-81-00-
810-802A, Failure of Slat Movement,
which has been reviewed in order to
provide the operators with a new
improved troubleshooting procedure for
SLAT FAIL events correlated with the
SLAT SURFACE JAMMED maintenance
message.
Page 3
September 2007
SLAT Harness (S.B. 170-27-
0033 and 190-27-0014)
Effectivity: EMBRAER 170 / 190
A new slat harness design (position 2/3
and 3/4) has been recently developed.
The main improvements of this new
design are:
- Improve harness flexibility
through use of a new wiring
insulation. Refer to figure 1.
- Replacement of the current 90º
boot (rubber boot with metallic
boot). Refer to figure 2.
- Better performance under low
temperature condition
(withstands more than 150,000
cycles at -40C)
The new harness is already available for
EMBRAER 170 and EMBRAER 190 fleet.
Therefore, EMBRAER would like to
advise operators to accomplish SB 170-
27-0033 and SB 190-27-0014 at their
earliest convenience.
FIGURE 1 – New Wiring Insulation
FIGURE 2 – New 90° metallic boot
Issue No. 10
Emergency Lights Battery
Charging
Effectivity: EMBRAER 170 / 190
Investigations about the abnormal
behavior of the Emergency Light System
(EICAS spurious messages EMERG LT
BATT FAULT, lights not extinguishing
after flight attendant panel test, or lights
turning ON unexpectedly) have showed
that the low state of charge due to the
handling procedure before installation on
the aircraft is one of the causes.
Figure 1 – Typical ELPU installation
EMBRAER informs that investigation
about the abnormal behavior of the
Emergency Light System in service is in
progress and that an interim solution is
available in order to mitigate impacts
during operation.
The main cause has been the lack of a
pre-charge procedure for battery packs
before installation on the aircraft. This
was already corrected in EMBRAER’s
production process (as of SN 170-00183
and 190-00111). Now, a 14-hour charge
is applied to each battery before the final
installation on the aircraft. Consequently,
the emergency light batteries are primed
and fully charged, which will diminish the
occurrences related to this system.
Even so, some units in service are
suspected to be faulty and, once
confirmed by the recommended MRB
Task 33-50-01-0 and Daily Test
(performed by the flight attendants), they
can be replaced under warranty.
For more detailed information, refer to
SNLs 170-33-0016 and 190-33-0022.
Page 4
September 2007 Issue No. 10

Harness Strain Relief Clamp

Chafing Wire Insulation
Effectivity: EMBRAER 190

EMBRAER has received reports

concerning an aircraft that presented
intermittent “fuel quantity dashed
indication” in the cockpit. The final
maintenance action was a harness
replacement.

The suspicious harness (PN 080-261-

002) has been returned to Parker for
investigation. After some tests, a fault
was observed. Pin “T” was shorted to the Figure 2a – Original saddle bars without insulation
connector shell.

Then, the strain relief of the connector

backshells was removed and two holes
were found. This showed that the strain
relief pierced through the shrink sleeve
and the pin “T” wire, causing the short.

Figure 2b – Insulated saddle bars after rework

EMBRAER will issue a Service Bulletin to

Figure 1 – Pierced shrink sleeve
Parker’s study has revealed a quality
escape of the supplier that manufactures
these saddle bars due to mold wear.
Parker has then released a new harness
part number (PN 080-261-004) that is
currently being incorporated in the
production line of EMBRAER 190/195.
This Part Number will have improved
sleeving to avoid piercing. Also, Parker’s
supplier has changed its production
process and mold tool.
rework the existing harness (PN 080-261-
002) of EMBRAER 190/195 aircraft
currently in operation.
This rework will be on-wing (it will require
tanks opening) and the existing saddle
bars will be replaced with new insulated
ones provided by Parker. These
harnesses will be also re-identified as PN
080-261-004.
It is important to be aware that, although
the rework given in the Service Bulletin
avoids piercing, it will not be intended to
correct previously damaged harnesses.

Page 5
September 2007 Issue No. 10

ENGINE 1 (2) NO DISPATCH TCAS TOP ANTENNA

Messages After Engine removal/installation procedure
Shutdown without Correlated
Effectivity: EMBRAER 170 / 190
Messages on CMC
TCAS top antenna PN 7514081-903
Effectivity: EMBRAER 190 contains 13 screws on its top view.
However, only 8 screws (Figure 1, Pos.
EMBRAER has received reports of “ENG
2) are used to attach it to the aircraft
1 (2) NO DISPATCH” EICAS caution
fuselage. The other ones are antenna's
messages displayed after engine
integrated parts and must not be
shutdown without any correlated
removed.
message on the CMC.

During engines shutdown, the

maintenance messages that generate the
engine CAS message may not be
recorded in the CMC (no correlation) due
to an invalid Label transmitted by the
FADEC to the CMC (FADEC System
Status to the CMC).

Although these messages, in most cases,

have been automatically cleared after an
aircraft or FADEC power reset, this
procedure may not fix the fault root cause
and can generate repetitive reports,
causing further flight delays or
cancellations.

While final solution for ENGINE NO

DISPATCH messages without correlation
on the CMC is still under GE and
EMBRAER investigation, SNL 190-73-
0011 has been issued to inform operators
about the procedures for troubleshooting.

Therefore, to contribute to the

investigation, operators that face this kind
of event are asked to:

1. Follow the procedures indicated

Figure 1 – TCAS Top Directional Antenna
in SNL 190-73-0011 for Fault
Code identification and
troubleshooting.
AMM removal/installation task is being
2. Report the event to EMBRAER revised and this information will be
with the Fault Codes retrieved available in next scheduled revision,
and FHDB data. expected to the first week of Oct/2007.
3. In case of FADEC replacement,
inform the SN of the removed
component.

Page 6
September 2007
Auto Pilot Servo Messages
Spurious on Load 19.3
Effectivity: EMBRAER 170 / 190
EMBRAER has been receiving reports
from the field concerning the occurrence
of the Auto Pilot servo maintenance
messages that follow:
EL SERVO [APA1] FAULT
EL SERVO [APA2] FAULT
EL SERVO [APB1] FAULT
EL SERVO [APB2] FAULT
AIL SERVO [APA1] FAULT
AIL SERVO [APA2] FAULT
AIL SERVO [APB1] FAULT
AIL SERVO [APB2] FAULT
Those messages are shown only in
aircraft equipped with PRIMUS EPIC
LOAD 19.3 (CMC LDI V06), whenever
the Auto Pilot is engaged.
However, EMBRAER would like to advise
that no further maintenance action is
required.
In addition, the next CMC LDI Version
(V07) will correct this misbehavior.
SNL 170-45-0005rev1 and SNL 190-45-
005rev3 have been revised to include the
Auto Pilot maintenance messages in the
spurious message list.
CF34-10E Engine Stall Event
Effectivity: EMBRAER 190
EMBRAER would like to inform that an
engine stall event occurred on
EMBRAER 190 during revenue flight.
The event occurred when the aircraft
began the descent procedure and no
IFSD was performed according to the
flight crew’s evaluation. The aircraft
landed safely on its final destination.
Issue No. 10
The engine was visually inspected and
no FOD signals were reported in the
engine inlet, but metal debris were found
on the exhaust nozzle area. The aircraft
has been taken out of service.
Engine borescope inspection was
scheduled and High Pressure
Compressor (HPC) damages were found,
which confirmed the engine out of limits
condition. The engine will be sent to
repair.
Engine shop findings and the aircraft data
that was sent to GE will be used for
further analysis and root cause
investigation.
Elevator Power Control Unit
(PCU) Installation
Effectivity: EMBRAER 170
During the installation of the outboard
Elevator PCU, interference between the
actuator piston nut and the elevator
surface fairing may occur if the bolt with
the nut that attaches the toggle link is
pointing towards the fuselage, as can be
seen in the picture below.
In this case remove the bolt and install it
towards the outboard side of the elevator
surface, thus eliminating the interference.
Right outboard Elevator PCU Interference
In addition, regarding the Elevator PCU
installation, the main instructions are:
- Toggle link grease fitting in the
down position;
- The nut that attaches the
toggle link with the actuator piston must
be installed on the inboard side.
Page 7
September 2007 Issue No. 10

A revision to AMM TASK 27-32-01-400- OB = Operational Bulletins

801-A will be issued to make sure the
correct Elevator PCU installation, PCU = Power Control Unit
reflecting the scenario above, and an
SNL will be issued to inform all operators. PIL = Parts Information Letter

PN = Part Number

RH = Right-Hand
Acronyms
SB = Service Bulletin
AD = Airworthiness Directive
SF-ACE = Slat-Flap Actuator Control
AIPC = Aircraft Illustrated Parts Catalog
Electronics
AMM = Aircraft Maintenance Manual
SN = Serial Number
AMS = Air Management System
SNL = Service Newsletter
ANAC = Agência Nacional de Aviação
SPDA = Secondary Power Distribution
Civil (Brazilian Civil Aviation Authority)
Assembly
AOM = Airplane Operations Manual
TCAS = Traffic Alert and Collision
APU = Auxiliary Power Unit Avoidance System

CAS = Crew Alerting System Note: All abbreviations used in

EMBRAER Maintenance Manuals can be
CMC = Central Maintenance Computer found in the Introduction to AMM Part II.

CMM = Component Maintenance Manual

DLS = Data Load System

EGT = Exhaust Gas Temperature

EMM = Engine Maintenance Manual

FADEC = Full-Authority Digital Engine-

Control

FHDB = Fault History Database

FIM = Fault Isolation Manual

FOL = Flight Operations Letter

IFSD = In-Flight Shutdown

LDI = Loadable Diagnostic Information

LH = Left-Hand

MAU = Modular Avionics Unit

MLG = Main Landing Gear

MMEL = Master Minimum Equipment List

MRB = Maintenance Review Board

NLG = Nose Landing Gear

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