Issue No.

31 – June 2009
June 2009 Issue No. 31

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: +55 12 3927 6915

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
June 2009 Issue No. 31

IDG (Integrated Drive J1 connector is attached to the IDG

Generator) J1 Connector Oil housing by means of four screws.
Between the connector flange and the
Leak IDG housing there is an O-ring. Also, IDG
SN 0570 and on have an additional
Effectivity: All EMBRAER 170/190 aircraft
bonding gasket as shown in figure 2.
equipped with IDG PN 1701317A and
IDG SN from 1249 to 1392. IDG SN from 0570 to 1248 includes the
gasket configuration as shown in figure 2
The IDG is lubricated and cooled by a
Config A. Due to a change of supplier, a
dedicated oil circuit which is independent
new bonding gasket configuration (figure
from engine oil.
2 Config B) has been installed starting
The maintenance plan for the IDG from IDG SN 1249 (manufactured in
currently requests an oil level check December 2008) up to 1392.
every 400 FH (flight hours) and oil/filter
Investigation of IDG oil leakage events
change every 800 FH.
from returning units revealed that the
If an IDG oil overtemperature (335 °F) or subjected change on the bonding gasket
low oil pressure (140 ± 25 psi) condition configuration is the root cause. So, IDG
is detected by the aircraft monitor SN from 1249 to 1392 may present the
warning system, the IDG 1(2) OIL CAS described oil leakage at J1 connector.
message is displayed and the
correspondent LED in the electrical
control panel illuminates. In this case, the
flight crew should take action to set the
switch related to the affected IDG to the
DISC position causing its disconnection.

As a redundancy, a thermal
disconnection is also provided in case the
IDG 1 (2) oil temperature at the thermal
disconnect assembly reaches 366 °F.

Embraer has received reports of oil

leakage events through the base of one
IDG connector identified as J1 (see figure
1).

Figure 1 - Oil leakage through IDG J1 connector base

Figure 2 – Bonding gasket configurations

Page 2
June 2009
The bonding gasket was introduced due
to commonality to other similar
applications. However, tests were
performed and it was concluded that the
bonding requirements can be achieved
even when the bonding gasket is not
installed.
Embraer SBs 170-24-0047 and 190-24-
0017 were released in June 2009
requesting the IDG inspection and
removal of the bonding gasket, if
required.
Bonding Map
Effectivity: EMBRAER 170 / 190
During the last Electrical & Avionics
workshop (WEBEX conference), in May
2009, it was informed that Embraer
released a new AMM TASK (20-13-21-
210-801-A) showing a bonding map that
allows the Operators to dispatch the
aircraft for a certain period of time with
some missing/broken bonding jumpers.
As an action item of the workshop,
Embraer was requested to verify the
possibility of including the bonding map
information in the Configuration Deviation
List (CDL).
After performing the required analysis (by
Flight Operations and Technical Support
Teams), it was verified that the bonding
map cannot be included in the CDL. In
fact, the CDL is associated to external
missing items that could affect or not the
aircraft performance. Most of the bonding
jumpers are internal structure items
which make them not eligible for this
document.
However, a statement related to
“Missing/Damaged Bonding Jumpers” is
being included in section 4 (Special
Dispatch Procedure) of the DDPM and
will be available for operators under
EASA and ANAC certifications in its next
revision. The DDPM information for
operators under FAA certification will be
available in revision 7A of the FAA
MMEL. The DDPM for Canadian
operators will be available in revision 6 of
the TCCA MMEL Supplement.
Issue No. 31
Once the DDPM describes required
instructions to complement the MMEL
and CDL, this action will be helpful
providing useful information when it is
necessary to dispatch the aircraft with
broken/missing bonding jumpers.
Hydraulic Reservoir Update
(Quantity Indication Failure)
Effectivity: EMBRAER 170 / 190
Embraer has monitored Hydraulic
Reservoir quantity indication failure
events in the worldwide fleet that
revealed the EMBRAER 170 and 190 are
still losing quantity indication in the
Hydraulic Synoptic Page on the MFD
(Multi Function Display). The hydraulic
indication is fluctuating or getting dashed.
Potentiometer swaging process was
revised and SB’s 170-29-0017 and 190-
29-0013 were issued to present the
instructions to identify the affected
reservoirs and replace them as
applicable. After SB implementation, we
received some report about hydraulic
quantity indication failure. On that
occasion, quality escape was identified
as cause of these reservoirs faulted and
removed. Thus, ATP was revised to
include new procedures to identify
problems on the potentiometer before
delivery.
In fact SB’s have addressed swaging
deviation as its initial proposal. However,
since we have seen other events besides
those reported at the beginning of SB
implementation, the subject has been
reassessed. Embraer is negotiating with
the supplier to revisit potentiometer
design and also reservoir/aircraft
interface to find out the root cause.
Meanwhile, Embraer recommends
performing related FIM tasks for pre- and
post-SB that present quantity indication
failure, taking into account that all post-
SB instances reported up to now were
solved with reservoir replacement.
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June 2009 Issue No. 31

MLG Retraction Actuator

Spherical Bearing Unusual
Wear
Effectivity: EMBRAER 190

Affected Part Numbers:

PN 190-70980-403 (ref.: AIPC 32-31-01)
MLG Retraction Actuator
PN 190-70973-901 (ref.: CMM 32-31-02)
MLG Retraction Actuator Spherical
Bearing
PN 2821-0028 (ref.: AIPC 32-11-01)
Bolt

It was reported by an EMBRAER 190/195

Operator that during the basic
maintenance accomplishment an aircraft
was found with unusual wear in the
spherical bearings of both MLG retraction
actuators. Subsequently, the Operator
inspected another aircraft and found one
of the two actuators with the same
occurrence.
Figure 1 - MLG retraction actuator attachment.
Operator also reported, the “anti-rotation
pin” that prevents bolt PN 2821-0028
from rotating on its axis during the
actuator extension/retraction movements CMC LDI (FLIGHT CONTROLS)
was found sheared off (refer to Figure 1). Improvements for Load 23
It indicates that these bolts rotated Effectivity: EMBRAER 170 / 190
alongside the retraction actuator equipped with PRIMUS EPIC LOAD 23
spherical bearings. As a consequence,
the retraction actuators were displaced SCOPE: To inform operators about the
from their centered position towards the changes of the new CMC LDI CAS
MLG shock strut, causing an excessive messages for Load 23.
fretting between the main strut bushings
and the actuator’s rods. DESCRIPTION:

So far there are no recommendations for
the EMBRAER 190/195 Operators.
Therefore, if a similar scenario is
identified, please call Embraer Technical
Support for further assistance.
Embraer would like to share with all
operators some improvements made for
Flight Controls Systems through CMC
LDI to be available with Primus EPIC
LOAD 23, as described below:

Damaged actuators were replaced and 1 – CMC Fault Isolation of Multi-

sent to supplier for a detailed inspection. Function Spoilers (MFS) Command
Response Monitor faults
Embraer will inform all EMBRAER
190/195 Operators once the root cause is In case FCM 1A FR26 bit 10 and FCM
identified. The applicable technical 1B FR26 bit 10 trip at the same time,
dispositions will also be informed. both messages should be inhibited and
Message FCM1/YOKE LVDT
SNSR/OUTBD MFS PCUS
(27030492FCS) must be displayed.

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June 2009 Issue No. 31

In case FCM 3A FR26 bit 10 and FCM
3B FR26 bit 10 trip at the same time,
both messages should be inhibited and
message FCM3/YOKE LVDT SNSR/INB
MFS PCUS (27030493FCS) must be
displayed.
In case FCM 4A FR26 bit 10 and FCM
4B FR26 bit 10 trip at the same time,
should be inhibited and message
FCM4/YOKE LVDT SNSR/MID MFS
PCUS (27030494FCS) must be
displayed.
2 – Maintenance message for Quick
Disconnect Switch Failure
The "PITCH TRIM FAIL" maintenance
message was created and correlated in
case the quick disconnect switch is
continuously active for 11 seconds.
3 – New CMC maintenance message
for new HS-ACE fault report "Loss of
Power to X-Lane".
Two new maintenance messages were
created and associated with fault report
15 bit 13 of FCM B lanes to indicate loss
of power to cross HS-ACE channel. This
scenario has been occurring with loss of
pitch indication without correlation on
CMC CAS messages. This Fault Report
was linked to the EICAS message FLT
CTRL NO DISPATCH.
SLAT PDU MOTOR 2 FAULT
SLAT PDU MOT1 (BRK RELEASED) FAULT
SLAT PDU MOT1 (BRK DRIVE OC) FAULT
SLAT PDU MOTOR 1 (BRAKE)/WRG FAULT
SLAT PDU MOT2 (BRK RELEASED) FAULT
SLAT PDU MOT2 (BRK DRIVE OC) FAULT
SLAT PDU MOTOR 2 (BRAKE)/WRG FAULT
L OUTBD FLAP SKEW SNSR T3/WRG
FAULT
L OUTBD FLAP SKEW SNSR T4/WRG
FAULT
R OUTBD FLAP SKEW SNSR T3/WRG
FAULT
R OUTBD FLAP SKEW SNSR T4/WRG
FAULT
L INBD SLAT SKEW SNSR T3 [CH1]/WRG
L INBD SLAT SKEW SNSR T1 [CH2]/WRG
R INBD SLAT SKEW SNSR T3 [CH1]/WRG
R INBD SLAT SKEW SNSR T1 [CH2]/WRG
5 – CMC LDI complementary change
due to modification on TAILSTRIKE
AVOID EICAS message.
The EICAS message "TAILSTRIKE
PROT FAIL" was modified to
"TAILSTRIKE AVOID FAIL" for
EMBRAER 190/195 only.
6 – Aileron Status Page
On the Aileron Status Page, page 1 of 3,
the indication of right inboard and
outboard aileron delta pressures are
switched as shown by Figure 1 below:

New maintenance message: HSACE1 (X

CHANNEL PWR)/WRG FAULT

Fault code: 27430250HS1

New maintenance message: HSACE2 (X

CHANNEL PWR)/WRG FAULT

Fault code: 27430200HS2

4 – New maintenance messages for

the Flap/Slat System

The maintenance messages below were

created to indicate the failure correlates
FLAP/SLAT system.

FLAP PDU MOTOR 1 FAULT

FLAP PDU MOTOR 2 FAULT
FLAP PDU MOT1 (BRK RELEASED) FAULT
FLAP PDU MOT1 (BRK DRIVE OC) FAULT
FLAP PDU MOTOR 1 (BRAKE)/WRG FAULT
FLAP PDU MOT2 (BRK RELEASED) FAULT
Figure 1 – Aileron Status Page (1 of 3)
FLAP PDU MOT2 (BRK DRIVE OC) FAULT
FLAP PDU MOTOR 2 (BRAKE)/WRG FAULT
SLAT PDU MOTOR 1 FAULT
Page 5
June 2009
Enhanced Cargo Floor
Finishing – In-Service Test and
Evaluation
Effectivity: EMBRAER 170/190
Embraer announces that the solution
proposed for the Cargo Compartment
Finishing presented in the last operators
conference and meetings via Webex in
May 2009, was implemented at the
forward cargo compartment on one
EMBRAER 190 aircraft of our operators
to be tested and evaluated in real
service. The chosen aircraft has started
the operation already and for the next 3
(three) months it will be watched for its
durability and reliability.
As the in-service test was claimed by
some operators to Embraer for their
better decision-making, the announced
due date for the solution implementation
on the production line and the Service
Bulletin availability was re-scheduled
accordingly from January 2010 to April
2010.
Figure 1 – Cargo Floor Finishing
Issue No. 31
Flight Control Systems – Tiger
Team Meeting
Effectivity: EMBRAER 170 / 190
During the week of May 25, 2009, the 6th
Flight Controls Tiger Meeting, which had
the main purpose of discussing the main
issues impacting the aircraft
dispachability, was held in Brazil at the
Embraer facilities.
The presentation is available on the
Flyembraer website
(www.flyembraer.com) under Support
Center / Download Center / Commercial
Jets / Maintenance / Technical Support /
Webex Conferences (Presentations) / E-
jets / Flight Controls System and AFCS /
Tiger Team Meeting Update.
New Black Label 9
Incorporation With LDI
V09/V09.1
Effectivity: EMBRAER 170 / 190
New AMS processor software Black
Label 9 (BL-9) is about to be released,
after receiving the approval of all
certification offices, including the FAA.
Embraer would like to remember that BL-
9 should be incorporated with last
released LOAD version 21.4, LDI V09 or
V09.1. Otherwise, spurious messages
may be displayed.
New CPCS Controller
Effectivity: EMBRAER 170 / 190
The CPCS Controller hardware has been
upgraded due to the obsolescence of
some parts. The new CPCS PN suffix -
04xx - "xx" being the software version -
was implemented on the production line
and made available through AIPC 21-31-
01. Aircraft E170/175 starting from SN
00273, and E190/195 starting from SN
00243 and 00259, are equipped with this
new part number.
Page 6
June 2009
CF34-10E cracked spinners
Effectivity: EMBRAER 190
Operators have reported instances of
cracked spinners in CF34-10E engines
found during maintenance walk-around
inspections. An investigation on the
returned units has revealed the crack in
each spinner emanated from the center
of one of the spinner removal scallops
(refer to Figure 1).
Figure 1 - Example of crack found on the spinner
Root cause investigation has shown that
interference between the spinner and the
fan blade retainers causes unintended
loading on the spinner leading to low
cycle fatigue crack in the spinner scallop.
As a containment plan for the field, GE
has issued alert SB 72-A0153 requiring
repetitive visual inspections on engines
with more than 2,400 hours since new.
Inspection of the spinner requires only
white light and 10x magnification and fly
on limits are provided in the above
mentioned SB depending on the length of
the cracks found.
Final solution for this issue is being
conducted by GE and will include a
redesign/rework of the spinner
configuration expected to be available by
3Q09.
Issue No. 31
Door Surround Seal Fitting
Gouges
Effectivity: EMBRAER 170 / 190
It is known that if the door is not operated
according to the recommended
instructions (close the door by pushing
the main handle only) the operator may
induce a lateral twist that would make the
lower stops and rollers interfere with the
door surround, producing the reported
damage/gouges (refer to Figure 1 for
further details).
Figure 1 – Typical damages due to wrong operation
(twist door by pushing laterally during closing).
This recommendation is in AMM – Part I
operational instructions for external
opening (AMM SDS 52-XX-00 –
Passenger/Service Doors – refer to
Figure 2).
CAUTION: WHEN YOU CLOSE THE
DOOR FROM THE OUTSIDE, PUSH IT
BY THE EXTERNAL MAIN HANDLE.
THE DOOR WILL BE IN ITS CORRECT
CENTER POSITION. THIS PREVENTS
DAMAGE TO THE DOOR SURROUND
STRUCTURE.
Embraer has handled technical
dispositions on demand with Allowable
Damage, Repair and Recommendations
to avoid the gouges in the Door Surround
Seal Fittings.
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June 2009 Issue No. 31

Embraer has already started the process EMBRAER 170/175 – Bootstrap

to incorporate the allowable damage,
repairs and recommendations in the
applicable manuals. As soon as we have
the revision approved and schedule
confirmed, we will release a SNL
informing about the revision of the
manual.
(GSE 115) - Update
Effectivity: EMBRAER 170
As an update of an article issued in E-
Jets NEWS No. 30 (May 2009) and
WEBEX conference (May 2009), there is
a roadmap clarifying the differences
between GSE in operation and Redesign
(new orders) in the following items:

• Technical Modifications;
• PN structure;
• Related Documents;
• Actions to be taken by Operators at
this moment.

For GSE in operation:

AMM ONLY has the engine

removal/installation procedure for GSE
POST-SB (reworked). Therefore,
Embraer strongly recommends that
Operators incorporate this modification
before the next engine replacement in
order to avoid any impact on
maintenance activities.

To incorporate SB GB 170-71-0001, the

modifications contained in the SB
expected by July 2009, with part lead
times for at least 60 days, are not
necessary.

Service News Letter SNL 170-71-0007

was issued as a reference (May 2009).

For Redesign (new orders):

GSE 115 has been released for sales in

June 2009, so the PO placed should be
revised for the new PN and included GSE
459.

Please refer to Figure 1 on the next page

for an overview of GSE 115
configurations.

Figure 2 - Forward Passenger Door - External

opening and closing

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 June 2009 Issue No. 31

Parts of GSE 115 affected For GSE 115 in operation For new orders of GSE 115
SB GB 170-71-0001 for reworking and installing of reinforcements New project with reinforced jibs.

Upper Forward Structure

PN assembly AGE-05050-401 released (Jun-09) for new

PN assembly changes from AGE-00988-401 to AGE-05370-401. orders.
AMM revised to require reworked GSE only. ITEM revised and AMM to be revised byJul-09.
Action: Operators to place a FOC PO (parts available). Action: Revise PO placed for new PN.

SB will be issued including additional parts.

Lower Forward Structure PN assy changes from AGE-05370-401 to AGE-05380-401. Included on
(Additional Fittings) PN AGE-05050-401 assy.
AMM and Service Bulletin (Jul-09); ITEM (Jun-09).
Lead Time: minimum 60 days after PO is placed.

Upper Rear Structure Included in the SB to be issued by Jul-09. Included on PN AGE-05050-401 assy.
(New jibs to assemble Lead Time: minimum 60 days after PO is placed.
additional tripods)

Upper Rear Structure Included in the SB to be issued by Jul-09. Additonal GSE 459 = (PN AGE-05060-401)

(02 Additional Tripods) Lead Time: minimum 60 days after PO is placed. Action: Revise PO placed to include it.

Figure 1 – Overview of GSE 115 configurations

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June 2009 Issue No. 31

Acronyms LRU = Line Replaceable Unit

ACMF = Aircraft Condition-Monitoring LVDT = Linear Variable Differential-

Function Transducer

ACMP = Alternate Current Motor Pump LSCV = Low-Stage Bleed Check Valve

AD = Airworthiness Directive MMEL = Master Minimum Equipment List

AIPC = Aircraft Illustrated Parts Catalog NVM = Non-Volatile Memory

AMM = Aircraft Maintenance Manual OB = Operational Bulletins

AMS = Air Management System PIL = Parts Information Letters

ANAC = Agência Nacional de Aviação PN = Part Number

Civil (Brazilian Civil Aviation Authority)
PSEM = Proximity Sensor Electronic
AOM = Airplane Operations Manual Module

APU = Auxiliary Power Unit SB = Service Bulletin

BCM = Brake Control Module SN = Serial Number

CAS = Crew Alerting System SNL = Service Newsletter

CMC = Central Maintenance Computer SPDA = Secondary Power Distribution

Assembly
CMM = Component Maintenance Manual
T/R = Thrust Reverser
DDPM = Dispatch Deviations Procedure
Manual Note: All abbreviations used in
EMBRAER Maintenance Manuals can be
DLS = Data Load System found in the Introduction to AMM Part II.

DVDR = Digital Voice-Data Recorder

EICAS = Engine Indicating and Crew

Alerting System

EPBC = Emergency/ Parking Brake

Cable

EMM = Engine Maintenance Manual

FADEC = Full-Authority Digital

Electronic-Control

FCM = Flight Controls Module

FHDB = Fault History Database

FIM = Fault Isolation Manual

FOD = Foreign Object Damage

FOL = Flight Operations Letter

GSE = Ground Support Equipment

LDI = Loadable Diagnostic Information

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