operator e-jets news rel 28

Issue No. 28 – March 2009

Issue No. 28 March 2009

Page 1

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 7075

Fax: +55 12 3927 5996

E-mail: [email protected]

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 2

ABM Spurious Messages

Effectivity: EMBRAER 170 / 190

As informed in Service Newsletters 170-45-005R08 and 190-45-005R09, the maintenance messages ABM FAULT and ABM/BCM FAULT are considered spurious when not correlated to a CAS message.

In order to correct it, the following modifications have been introduced:

• New ABM PN142-071171 (SB 170-32-0037 and SB 190-32-0024) introduced a modification intended to eliminate the ABM FAULT spurious message;

• CMC LDI V9 introduced an improved logic intended to eliminate ABM/BCM FAULT spurious message.

Tests conducted at Embraer confirmed that these improvements were effective.

Recent field FHDB analysis indicates that the new ABM solved definitively the ABM FAULT spurious message. In parallel, LDI V9 reduced significantly the occurrence of ABM/BCM FAULT spurious message; however, it could not address all cases.

Embraer will proceed with the investigation to identify other possible causes for ABM/BCM FAULT spurious message on this new scenario.

Therefore, it is important to emphasize that uncorrelated ABM/BCM FAULT is still a spurious message for all LDI versions and no component removal is recommended in this case.

Service Newsletters 170-45-005 and 190-45-005, revisions 09 and 10, respectively, were released on February 22nd, 2009 to address the information herein described.

Low Stage Bleed Check Valve – Update

Effectivity: EMBRAER 190

SB 190-36-0014 has been revised to add a new part with the requirements to replace the LH Low Stage Bleed Check Valve.

The AD, presently valid only for the RH valve, will soon be revised with the same purpose.

Bleed Overpressure Events


Embraer would like to remind that current bleed overpressure events are mostly due to the NAPRSOV failed open for aircraft post-mod new pylon over pressure switch (SB 170-36-0013 /190-36-0009).

The new switch imposes a logic delay in a way that transient manifold pressure excursions beyond 100 psig, as observed in the past, do not trigger BLEED 1(2) OVERPRESS CAS messages. Additionally, most of such events bring CMC message LH/RH NACELLE PRSOV (OPEN) [Cx]/WRG.


Page 3

RAT Bearing Issue – Update


As an update of the E-jets NEWS Release No. 8 and No. 17, Embraer would like to present the current status of SB170-24-0041 and 190-24-0012 incorporation and call your attention to incorporate these SBs

Hamilton Sundstrand (HS) initiated the EMB 170/ EMB 190 RAT Generator Bearing Retrofit in March 2007 publishing Service Bulletin ERPS37T-24-1 (Embraer SB170-24-0041 and 190-24-0012). Until January 2009, 179 out of the 251 affected units were modified.

Recently, the input of units to HS for modification has slowed significantly. As ANAC Airworthiness Directives 2007-12-01 and 2007-12-02 requests compliance by March 24th, 2010, operators are encouraged to continue proactively sending affected units to HS for modification until their fleets are completed.

Currently, HS has exchange units available and recommends that operators require assistance by contacting them for discussions about logistic support options.

The chart below shows the status of the RAT Bearing Retrofit performed by Hamilton Sundstrand at their repair shop.

Embraer 170/190 RAT Bearing Retrofit

0

25

50

75

100

125

150

175

200

225

250

Start4/0

75/0

76/0

77/0

78/0

79/0

710

/0711

/0712

/07 1/08

2/08

3/08

4/08

5/08

6/08

7/08

8/08

9/08

10/08

11/08

12/08 1/0

92/0

93/0

94/0

9

Affe

cted

Pop

ulat

ion

0

5

10

15

20

25

30

Mod

ified

Uni

ts

Units per Month (Plan) Units per Month (Actual) Units Retrofit (Plan) Units Remaining

External AC Power Supply – Correct Usage


As an update of E-Jets NEWS Release No.27, Embraer released Service Newsletters 170-24-0037 and 190-24-0031. These documents provide recommendations to avoid events of AC External Receptacle being burnt when the GPU plug is connected to the aircraft. Usually, these events are related to the presence of moisture (mainly de-icing fluid) in the connectors.


Page 4

PSEM -06 – Update


PSEM PN 80-003-06 started to be incorporated in the factory in January 2008. As informed in E-Jets NEWS Release No. 18 and No. 23, an effectiveness analysis of PSEM -06 compared to the previous versions would be performed and informed to the field after one year in operation.

The main modification introduced in PSEM-06 is intended to avoid the following faults observed in the E-Jets fleet (refer to Service Newsletters 170-32-001 and 190-32-002):

1. CAS messages "LG NO DISPATCH", "LG WOW SYS FAIL" and "BRK CONTROL FAULT appear after aircraft power-up. At the same time, CAS message "LG NOSE DOOR OPEN" may also appear.

2. CAS message "BRK CONTROL FAULT" appears after aircraft power-up and is simultaneously correlated to all four following maintenance messages: BCM1 FAULT, BCM2 FAULT, INBD 28V PWR FAULT and OUTBD 28V PWR FAULT. At the same time, CAS message "LG NOSE DOOR OPEN may also appear. Although this is a PSEM failure, the LG NO DISPATCH and "LG WOW SYS FAIL" messages are not displayed as they should be.

The root cause was determined to be the configuration register of the Digital/ Analog Converter (DAC) that is inadvertently overwritten during power fluctuations on aircraft power-up. PSEM-06 has a software upgrade to overcome this issue.

FHDB data bank from Jan/2008 to Dec/2008 was analyzed considering different aircraft in operation, and a total of around 323.000 Fight Cycles;

• 275.000 FC for aircraft equipped with PSEM-04/05

• 48.000 FC for aircraft equipped with PSEM-06.

FHDB analysis indicates that both failure modes are being addressed on the PSEM -06 as shown in the graph below.

823

0

757

0

LG NO DISP and BRKCONTROL FAULT

BRK CONTROLFAULT

Events of PSEM failures on power up

PSEM-04/05

PSEM-06

It was concluded that PSEM failures on power-up were practically eliminated in the -06 version. Embraer confirmed the retrofit conditions stated before as free of charge on an attrition basis for parts returned from the field that were causing one of the aforementioned scenarios.


Page 5

HSTA Tribolube Grease in Contact with Glycol


Embraer received some field reports from operators concerning the occurrence of glycol in the HSTA (Horizontal Stabilizer Trim Actuator) area.

The affected area is the jackscrew that is lubricated with Tribolube 64RPC according to AMM II Task 12-21-01-640-801-B “Horizontal Stabilizer Trim Actuator – Ballscrew – Lubricating”. The glycol fluid is an anti-ice/de-ice fluid commonly used during Cold Weather Operation.

Tribolube 64RPC Grease is very stable grease and does not deteriorate in contact with Glycol (anti-ice fluid) in case of abnormal contact.

For these situations, the aircraft can be released (there is no reason for no dispatching) since the following condition is observed:

• In case glycol get in contact with the Tribolube-64RPC grease, no immediate maintenance action is required since the procedure described in AMM TASK 12-21-01-640-801-B -“Horizontal Stabilizer Trim Actuator - Ballscrew – Lubricating” is accomplished according to MRB Task 27-41-01-001 in the required time basis or less.

FCM Mod. J - Available


As previously informed in E-Jets NEWS No.22, Embraer extensively tested during the power-up test campaign (airplane power up procedure) the new FCM MOD J in order to verify “FCM NOT BOOTING UP” failure mode occurrences.

The results showed that no “FCM not booting up” occurrence has been reported over 2000 power-ups.

Therefore, Embraer would like to inform all operators that the new FCM MOD J is already available since February 2009 (On an attrition basis). For further information on the new FCM, please contact Honeywell representative.

Additionally, Service Newsletters 170-27-0030 and 190-27-0020 were revised in order to introduce the new FCM, as well as providing a means to identify the FCM MOD installed in the aircraft.

Spurious Messages – Service Newsletters Revision – Update


Embraer has released new revisions for Service Newsletters 170-45-0005 (Rev. 9) and 190-45-0005 (Rev. 10).

New detected spurious maintenance messages of chapters 34 and 45 were included in the related table.


Page 6

Flap Actuator – Lubricating – AMM TASK 12-21-07-640-801-A


Embraer has recently received some shop findings from Microtecnica concerning the damage of the lubrication fittings on the flap actuator ball nuts (figure 1), as shown in figures 2 and 3.

Figure 1 – Lubrication fitting component location

Figure 2 – Lubricating fitting damaged and compared with a new one

Figure 3 – Lubricating fitting damaged and compared with a new one

This damage was caused because a pneumatic grease gun (high pressure) was used instead of a manual grease gun. The spring and the steel ball go into the ball nut that obstruct the lubricating fitting.

To avoid this scenario, it is recommended that a manual grease gun and a nozzle be used to inject the grease according to the NAS 516.

The AMM TASK will be revised to address this issue.


Page 7

Pilot/Copilot Seat Arm Rest Deploy / Stow Operation


Embraer has been receiving reports about pilot/copilot seat arm rest being bent and broken in service. Embraer would like to emphasize the importance of following the correct operation of the arm rest in order to avoid possible articulation shaft issues in pilot/copilot seats. The correct operation of this item may significantly decrease the number of events.

Refer to Sicma CMM 25-11-66 for step by step pictures and procedures.

GSE for Engine Removals – GSE GB 190-71-0001 Rev.01

Effectivity: EMBRAER 190 / 195 Embraer has received some reports about GSE115 being unable to be used during engine removals because GSE Service Bulletin GB190-71-0001 had not been performed previously. As a consequence, engine removal had to wait for a while so that the GB was performed, which caused a delay of more than 3 hours. As background, after load analysis, Embraer Structure Engineering concluded that it was necessary to enlarge some holes of GSE 115. The related GSE GB was released in March 2008 and had a revision issued in May 2008. Embraer emphasizes that this bulletin must be accomplished prior to using the GSE 115.

HUD 1(2) FAIL messages and associated Combiner blanking events

Effectivity: EMBRAER 170 / 190 – HGS (Head-up Guidance System) users

Embraer received some reports from HGS users about occurrences of the HUD 1(2) FAIL messages and associated Combiner blanking events. To correct these effects, a new HGS software version "-813" and a new HGS Computer PN 1500-2840-003 to run with this new software are under certification process.

The new HGS software/hardware has a change in the built-in-test and will suppress the Fault Code 51 (FC51). Consequently, the associated Combiner blanking effect and correlated "HUD 1(2) FAIL" messages will not be triggered when caused by an isolated FC51 event.

After concluding the tests with the new software and HGS Computer, and the associated documentation approvals, a Service Bulletin will be released informing the upgrading process. The expectation is to have the certification process concluded and the SB released by the 3Q 2009. An effort is being made to anticipate the SB availability to the 2Q 2009.


Page 8

EMBRAER 170/190 Main Wheel Heat Shield Missing / Damaged


Embraer received reports from operators that have found main wheel heat shield damaged/ missing.

fig.1 - Main wheel heat shield missing/damaged

Embraer and Meggit are verifying impacts of operating with a missing heat shield. Meanwhile, Embraer recommends that main wheel be removed if a heat shied is found missing.

Preliminary investigations show that the missing of heat shield is caused by cracks on its support. Refer to pictures above.

Embraer is tracking removed wheels in order to determine the damage root cause. Applicable documentation will be issued after shop findings providing general information, required maintenance actions and inspection limits and periodicity, if applicable.


Page 9

Bleed Manifold Pressure Misreading


Embraer has received reports of bleed manifold pressure misreading due to the presence of water in the pressure sensor sampling line (tube). The water eventually got frozen inside the tube and affected the sensor in a way that the bleed manifold pressure registered the same value throughout the flight. This condition also induced Bleed 1(2) Overpress events during several flight phases.

One of the cases happened after an engine compressor wash. Embraer investigated the possibility of water penetrating the bleed system ducts. Therefore, Embraer informs that Service Bulletins to modify the bleed manifold pressure sensor sense line are expected to be released in April 2009.

Please see the Service Newsletters 170-36-0016 and 190-36-0011 for further information.

Escape Slide Unlacing Failure with Door Stall. Service Bulletin for Embraer 190 Approved and Plan for Retrofit Kicked Off


Goodrich will release SB25-380 on April 1st, 2009, which introduces the retrofit of the EMBRAER 190 Escape Slides PN 104003-1 (FWD doors only).

The POST SB25-380 PN will be 104003-2 likewise the equivalent new production item.

The purpose of the SB is to modify affected slides to prevent door stall due to the slide pack lacing not completely opening.

The modifications consist of:

- Soft cover modification – reduces slide catch points

- Addition of lacing assist strap – assist in unlacing

- Modification of Release Pin lanyard – prevent pin reinsertion


Page 10

Figure 1 - EMBRAER 190 Slide POST MOD

The sampling program has defined that all the slides older than 18 months must be retrofitted with this SB.

Goodrich capacity of retrofit is 4 (four) slides per day being 2 (two) at Phoenix, 1 (one) at Paris and 1 (one) at Singapore Service Centers. With this capacity and the engagement of the operators in the retrofit campaign the plan is to complete the retrofit of all affected slides in service in 6 (six) months.

To reduce the exposure of this door stall condition in the EMBRAER 190 fleet, Goodrich and Embraer will recommend that all Operators complete this retrofit by September 30th, 2009.

In order to allow the installation of the upgraded slide PN 104003-2 on the EMBRAER 190 fleet the PIL 190-25-0067 has been issued.

From now on, EMBRAER 190 operators may contact Goodrich for starting the retrofit of their FWD slides PN 104003-1 as per the SB25-380A.

Escape Slide Unlacing Failure With Door Stall and Slide Twist. Update For Embraer 170 Service Bulletin


During planned slide deployments in 2007 and 2008, two issued were experienced.

- The slide pack lacing not completely open causing door stall and,

- Slide twisted.

Goodrich has been developing a solution for both since then. In the last Operators Conferences in USA in Jun/2008, Europe in Sep/2008 and China/ Singapore in Nov/2008, it was presented as solution for the slide unlacing failure with door stall the same solution adopted for the EMBRAER 190 slides. For the slide twist, the change of the girt stabilization strap, also named bungee, would be the solution.

Although the girt stabilization strap prevented excessive slide twist and reduced the risk of this issue, the solution did not eliminate all twist conditions. This conclusion forced the design and testing of another solution, which in turn has delayed the expected SB release. The current SB release date is planned for November, 2009.


Page 11

Acronyms

AD = Airworthiness Directive

AIPC = Aircraft Illustrated Parts Catalog

AMM = Aircraft Maintenance Manual

ANAC = Agência Nacional de Aviação Civil (Brazilian Civil Aviation Authority)

AOM = Airplane Operations Manual

BCM = Brake Control Module

CAS = Crew Alerting System

CMC = Central Maintenance Computer

CMM = Component Maintenance Manual

DLS = Data Load System

EICAS = Engine Indicating and Crew Alerting System

EMM = Engine Maintenance Manual

FCM = Flight Control Module

FHDB = Fault History Database

FIM = Fault Isolation Manual

GSE = Ground Support Equipment

HGS = Head-up Guidance System

HSTA = Horizontal Stabilizer Trim Actuator

HUD = Head-up Display

LDI = Loadable Diagnostic Information

LRU = Line Replaceable Unit

MMEL = Master Minimum Equipment List

OB = Operational Bulletins

PN = Part Number

PRSOV = Pressure Regulating and Shutoff Valve

PSEM = Proximity Sensor Electronic Module

RAT = Ram Air Turbine

SB = Service Bulletin

SN = Serial Number

SNL = Service Newsletter

Note: All abbreviations used in EMBRAER Maintenance Manuals can be found in the


Page 12

Introduction to AMM Part II.

operator e-jets news rel 28

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