Issue No.

13 December 2007

December 2007

Issue No. 13

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 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 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: Fax: +55 12 3927 7075 +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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December 2007

Issue No. 13

CF34-10E Engine Stall Event Update

Effectivity: EMBRAER 190 According to E-Jets NEWS Release No.10, EMBRAER informed that an engine stall event occurred on EMBRAER 190 during revenue flight. The aircraft was considered unavailable and an engine borescope inspection was performed. High Pressure Compressor (HPC) damage was found, which confirmed that the engine was out of the limits established in the engine manual. The engine was removed and forwarded to an engine shop for repair and root cause analysis. Operator personnel were onsite during this engine shop visit supported by GE product support engineering. The investigation of the internal airfoil damage appeared to be the result of FOD, probably caused by ingestion during previous ground power run. No action is required to the field at this moment.

Flight Controls P-BIT Expiration Due To New Years Transition

Effectivity: EMBRAER 170 / 190 EMBRAER would like to advise all operators that after the New Years transition (January 1st, 00:00:00 UTC), the FLT CTRL BIT EXPIRED CAS message will be inadequately triggered due to the way P-BIT elapsed time calculation is implemented. 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. The PRIMUS EPIC LOAD 21 will rectify this issue.

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. However, qualification tests did not approve this new version. Nord-Micro will re-evaluate the situation and, soon, provide a new action plan. Meanwhile, EMBRAER would like to inform that Nord-Micro will upgrade the Cabin Pressure Controller to PN 21609-51AD /-03AD, according to SB 170-21-0030 (190-21-0017), at no charge, until December 2008.

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, aircraft manufacturer (EMBRAER), or system/ equipment supplier. Events have been observed on aircraft equipped with AMI Database PN DB7031021-01000 (Load 19.3), in which the CMF INIT page did not accept Flight Numbers ending with zero (e.g., when entering 2090, the system would change it to 0209). EMBRAER has released SNLs 170-310014 and 190-31-0013 providing information about the corrective action.

New Bleed Valves Mod L6

Effectivity: EMBRAER 170 / 190 Hamilton Sundstrand is incorporating improvements to the bleed valves, mostly in response to the actual -2 / -3's removals. Some returned valves show a reduction of clearance between the valve's moving parts. Improved valves will be marked with a "L6" mod. EMBRAER is releasing an SNL with further information.
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December 2007

Issue No. 13
1) Start PBIT (Electrical or Hydraulic) test.

Ram-Air Inlet Duct Attenuator Screen Repair

Effectivity: EMBRAER 170 / 190 SNL 170-21-0027 (SNL 190-21-0022), which covers a Hamilton Sundstrand (HS) memo, shows limitations for the rework of the Ram-Air Inlet Duct attenuator screen. In case of damage type 2, figure 3 as shown in the above SNLs (screen tearing with exposed honeycomb), the document allows the temporary duct recovery by using speed tape and imposes a repetitive 300 FH inspection for the rework integrity. EMBRAER would like to advise that this period is being changed to 100 FH, due to recent maintenance findings on reworked ducts. Nevertheless, 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, pre or post any rework jobs.

2) Final PBIT (Electrical or Hydraulic) test (no FCS message).

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. Therefore, EMBRAER would like to advise all operators that during the execution of Power-up BIT (PBIT) Electrical or Hydraulic, 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.

SNL Load 21.2

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 21.2 software. This information intends to help maintenance personnel to evaluate the impact of changes and can also be included in training programs.
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December 2007

Issue No. 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. 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). The process of transmitting these reports can be divided into two main phases: - The air-to-ground transmission is carried out via ACARS through a software function called Communications Management Function (CMF), which controls the data communication sent by the aircraft when airborne to the Ground Stations. In order to have this transmission enabled, 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). - 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. In the case where the operator has agreed with GE a service for trend monitoring, then the reports are sent to GE hosts and, after the proper processing, are returned to the operator. It is important to remark that in this process, EMBRAERs role is restricted to air-to-ground transmission from the aircraft to the Ground Stations. Groundto-ground communications to GE Hosts are the responsibility of the DSPs. 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. In the second case, more details about the services provided by GE should be discussed directly with GEs Customer Support Representative.

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. 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), installed inside the left thrust reversers, and the engine fuel tube P/N 2161M26P01 or 4187T10P01.

Figure 1 Damaged Suction Line

A batch of parts with an improper orientation marking (arrow marked on the flat surface, associated with an UP indication) has been identified. 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, upside down, thus creating interference with the tubes.

Figure 2 - Incorrect and Correct Installation

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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. 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. A follow-on GE Service Bulletin CF34-8EAL S/B 78-0047 was released this month to support these inspections. In order to support these inspections, spare conform spring retainers are available from Aircelle, spare fuel tubes are available from GE and spare hydraulic tubes are available from Parker. 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).

Issue No. 13

Nose Wheel Steering Control Module (NWSCM) -04

Effectivity: EMBRAER 170 In order to improve the steering system, EMBRAER has issued SB 170-32-0034 and SB 190-32-0022, that introduce modifications to the NWSCM software. PN 1855A0000-02, PN 1855A0000-03 or PN 1855A0000-03 AMENDMENT A are upgraded to PN 1855A0000-04. The main benefits are the following: Incorporation of a new reset procedure for STEER FAIL CAS message. Currently, to clear a spurious STEER FAIL message it is required to shut the engines down and reset the MAU 2 PWR 1 CB. New feature simplifies the STEER FAIL message reset. When the aircraft is on the ground and stopped, the flight crew will have the possibility to clear the message by simply following the steps below, without the need to shut down the engines or steering / aircraft power: 1. Depress and hold steering disengagement pilot column switch; While holding the switch in the depressed position, cycle the steering handwheel (depress and release the handwheel); Then release the pilot column switch. The message will disappear; Maintenance action is required only if the message persists or if it is displayed again after new steering engagement.

2.

Figure 3 Procedure to recognize the retainer

3.

In the short term, 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), 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.

4.

This procedure will recover the steering functioning, without jeopardizing any other system. 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).
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December 2007
Improvement of aircraft ground maneuverability through steering. NWSCM -04 has a new handwheel gain which makes the system response smoother. In addition, the steering authority has changed in order to improve the response at high speeds. Upon the first steering activation following the aircraft power-up, an automatic steering hardover protection test is performed until the STEER OFF message disappears. If the aircraft is in movement during this test, STEER FAIL message might be displayed. NWSCM 04 improves the hardover protection test, allowing the steering to be engaged with the aircraft in movement after a powerup. PSEM 1 controls and monitors the NLG overtravel sensoring function. In case the ASCB parameters from PSEM1 are invalid, the steering system will consequently be unavailable. NWSCM 04 has an overtravel logic improvement that increases the steering availability in the absence of PSEM 1 signals. Steering Drift Monitor was improved in the NWSCM -04. With the aircraft in flight, the NLG wheel is automatically driven to the center position, whenever there is an uncommanded deflection over than +/- 2 degrees from the center. Aircraft SN 170-00191 and on, and aircraft SN 190-000124 and on, have the NWSCM -04 factory-incorporated. The new NWSCM -04 may be changed at no cost to the operator on an attrition basis. For more information, refer to SB 170-32-0034 and 190-32-0022.

Issue No. 13

Flap Actuator Jamming

Effectivity: EMBRAER 190 EMBRAER has recently received a report from the field concerning one Flap Fail event. After the troubleshooting accomplishment, the flap actuator was found to be stuck. According to the operator maintenance records, the subject aircraft had already complied with SB 190-27-0010 - RE-GREASING OF THE FLAP ACTUATORS OUTPUT SEALS AND BEARINGS). The actuator was then shipped to the supplier facility for further investigation. The shop finding results showed that the service bulletin was partially accomplished on this unit. The grease was not properly applied on the input shaft of the actuator. The grease was found only on the output seal and output bearing. 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, as indicated in the pictures that follow. Additionally, the service bulletin addresses a one-time lubrication of the actuator gearbox and is not related to periodic maintenance required for the actuator. 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. However, if any FLAP FAIL event occurs after the service bulletin has been accomplished, EMBRAER recommends preventive removal and replacement of all flap actuators found with torque limiter tripped, at the earliest opportunity.

Figure 1 Input Shaft Seal Page 6

December 2007

Issue No. 13

Inspection and Replacement of the Forward and Aft Cargo Compartment Pressure Equalization Valves
Effectivity: EMBRAER 170 / 190 ANAC, the Brazilian Certification Authority, issued the following Aircraft Airworthiness Directive: AD2007-11-02 applicable to EMBRAER 190 aircraft of Serial Numbers 19000002, 19000004 and 1900006 thru 1900060 and AD 200711-01 applicable to EMBRAER 170 aircraft of Serial Numbers 17000002, 17000004 thru 17000013, and 17000015 thru 17000154. This is because the pressure equalization valve was not installed in the left-hand bulkhead blowout panel, on the forward and/or aft cargo compartments, affecting the effectiveness of fire detection, containment and suppression. Therefore, sufficient reason exists to request compliance with those ADs within the next 500 flight hours after their effective date, Dec 12th, 2007. 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. o If both pressure equalization valves are installed in their respective blowout panels, no additional action is required. If either valve is missing, within the next 700 flight hours after the effective date of the ADs (Dec 12th, 2007), install the missing valves PN 120-48865-003 according to EMBRAER Service Bulletin 190-210019 or 170-21-0032 as applicable.

Figure 2 - 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, give the procedures to do an inspection of a tire on the Main and Nose Landing Gear respectively. These tasks present the conditions that must be observed during inspection that determine if a tire should be removed. Equivalent criteria are described in the Dunlop tire CMM DM1172. Among several tire removal criteria stated in the tasks mentioned above, if there is wear on the bottom of a tread groove or if the fabric shows on the tread, the tire must be replaced. DUNLOP has issued SNL 170-175-32-01 and SNL 190-19532-01 presenting an instruction, in addition to the removal criteria mentioned above, to allow the aircraft to return to the maintenance base for a tire change. Basically, the DUNLOP SNLs state that if the tire presents one of the conditions mentioned above, 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.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. EMBRAER issued SNLs 170-32-0024 and 190-32-0020 on Dec 17th, 2007 to cover the DUNLOP SNLs content.

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December 2007

Issue No. 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 = Agncia Nacional de Aviao 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
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