Operator E-jets News Rel 09

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Issue No. 09 August 2007


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Issue No. 09August 2007

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Engine-Driven Pump (EDP) -03Removals Update

Effectivity: EMBRAER 170 / 190

As previously informed in E-Jets NEWSrelease No 7, EMBRAER issued SBs170-29-0011 and 190-29-0007 onOctober 2006 replacing the current EDPwith a new one 51164-03 to reduce theoccurrences of external leakage andincrease the reliability of the pump. Theretrofit campaign is ongoing and around80% of the fleet has the new partnumber.

Until August 2007, fourteen units of newEDP 51164-03 were returned to Parker.

Four of them were No Fault Found:

One unit removed duringtroubleshooting because of asystem pressure fault. Adefective ground wire causing alow pressure indication on thehydraulic system synoptic pagewas identified.

Three units removed because ofsystem leakage. Pumpdetermination: No Fault Found

The findings about the other unitsresulted:

One unit ran dry for over anhour. It is suspected to have hadan internal failure of the barrelassembly from running dry,resulting in high case pressure,causing system leakage anddepletion.

One unit returned for leakagewas found with rotating groupworn.

Eight units found leaking at thesplit line. Upon disassembly, thelarge face seal was founddamaged, resulting in anexternal leakage. The EDP splitline seal is under investigation.

The investigation about the seal failure isongoing and EMBRAER is working on asampling plan with a specific operator.Units will run on-condition in an attemptto replicate the failure.

Pitch Trim Backup Switch Update


As previously informed in E-Jets NEWSrelease No. 4, EMBRAER has identifiedin the field some occurrences of pitch trimbackup switch failure.

It was observed that during the attempt toclear the message, power-down/ power-up was performed with no success.

In order to advise the operators about thecorrect procedure as described in FIM

TASK 27-43-00-810-809-A, EMBRAERwould like to emphasize that, to clear themessage, the procedure below must befollowed:

1 - Reset the SYS 1 CUTOUT and SYS 2CUTOUT pushbuttons on the TrimControl Panel;

2 - Do the return-to-service test of theflight control system (AMM TASK 27-00-00-070-801-A);

3 - Perform the BACKUP PITCH TRIMswitch check;

Note: No power-down / power-up isrequired.

In addition, Primus Epic Load 19.3incorporates a feature in which the PitchTrim Backup Fail message will not belatched on ground unless a hard failurecondition is detected.

A dedicated forum has been created inthe EFF (EMBRAER Fleet Forum) todiscuss this issue.

APU inlet silencer Update


EMBRAER and Hamilton Sundstrandhave reported APU inlet silencer (PN4952354) damage as presented in E-JetsNEWS Release No 06.

Moreover, common damage in the APUinlet silencer splitter vanes (refer to figure2) and their joints with the main assembly(refer to figure 3) have been observed.


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A repair procedure has been availablesince April 2007. The repair procedurecovers most of the reported damage. Asrecent investigations have identified theroot causes as being the ingestion ofdebris, vibrations, aerodynamic erosionand handling, the interim solutionincludes additional inspection criteria forunits that are in operation.

A special repair procedure was alsoincluded in the Component MaintenanceManual (CMM Part Number 4952354)since July 2007.

Final solution has involved improved

metallic material and longer fastenersinstalled on the production line andduring repair since March 2007.

The APU silencers will be reworkedand/or upgraded at shop visit. In addition,a retrofit plan will be informed.

Figure 1 APU Inlet PN 4952354

Figure 2 APU Inlet

Figure 3 Detailed APU Inlet silencer

CF34-8E Early EnginesRemoval Update

Effectivity: EMBRAER 170

EMBRAER was informed about earlyengine removals due to the combustorliner as presented in the E-Jets NEWSRelease No 6 (Topic: CF34-8ECombustor Liner). Inspection wasperformed after the engine experiencedhigh ITT. After a borescope inspection,damage exceeding limits described inEMM (Subtask 72-00-00-220-065 (Page843) For the inspection limits, refer toTable 803) was found.

Preliminary investigation on removedengine indicated no impact on engineoperability.

On High Pressure Compressor,significant deposits were observed alongthe leading edges of all blades and vanesfrom stage 4 and up, not silt-like, asfound in the hot section. Missing materialwas also observed at stage 1 & 2 of theHPT nozzle.

The root cause is environment-relatedand caused by sand ingestion andaccumulation. So far this has been

observed only at one operator.

GE interim recommendations to thisparticular operator were already given.By end of September, GE will completethem and fix proposals releasing a fieldSB to determine other operatorscondition.

Figure 1 Combustor liner Assembly


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Figure 2 Combustor liner

Figure 3 - Deposits on HPC

New Engine Bleed Low-Pressure Check Valve Update


As an update of the articles related to thenew LP Check Valves of E-Jets NEWSNo. 1, 2 and 7, EMBRAER would like toclarify and update the following items:

- ANAC AD 2005-09-03 R01 for theEMBRAER 170 and ANAC AD 2006-11-01 for the EMBRAER 190 are in revisionprocess in order to allow the new partnumber suffix -4 installation;

- New part number suffix -4 in conjunctionwith the MRBR task number 36-11-02-

002 revised in May/07 will be considereda terminate action for those ANAC ADs;

- FAA approved an AMOC (AlternateMeans of Compliance) for the FAA AD2005-23-14 paragraph (f) to EMBRAER170 aircraft;

- An AMOC to FAA AD 2007-16-09applicable to EMBRAER 170 and 190aircraft has already been released.

BRK LH / RH FAULT correlatedto pressure higher than BCMCommanded UPDATE


This article is an update of E-Jets NEWSrelease No. 6. The accomplishment ofSB190-32-0017 (Flushing Procedure forBrake System), SB190-32-0019 (ShutoffValve improvement), and SB190-32-0020(Brake Control Valve Replacement)requires the opening of the brake systemhydraulic lines. Therefore, it is necessaryto bleed the system. Reports received

from operators indicate the occurrence ofBRK LH / RH Fault CAS messages inpost-mod aircraft. For the reported cases,EMBRAER has recommended thebleeding of the brake system andimprovement was noticed. An EMBRAERdocument (IC2007-190/05787) has beenissued to all EMBRAER 190 operatorswith an update of AMM task 32-41-00-870-801-A Main Brake System -Bleeding. The updated task will bepublished in the next AMM scheduledrevision (September).

The bleeding procedure should alwaysbe performed whenever a component is

replaced, specially during theaccomplishment of SB190-32-0017,SB190-32-0019, and SB190-32-0020,strictly following the instructions of theaforementioned IC.

BRAKE FAULT during taxiwithout hydraulic system


EMBRAER has received some reports ofBRK LH (RH) FAULT message beingdisplayed during taxi with no correlated

CMC maintenance messages. Afteranalyzing the DVDR, it was possible toidentify that the hydraulic systems wereoff with the aircraft ground speed higherthan 5 knots. In this condition, the brakesystem assumes that brake usage isnecessary, but it is not available. Thusthe BRK LH/(RH) FAULT messagecomes into view. In this case, themessage does not represent a failure andit will extinguish when the condition is notpresented.


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Un-commanded dry motoringupon APU start Update


As described in E-Jets NEWS ReleaseNo 7, EMBRAER has been informedabout an event involving one EMBRAER190 aircraft which resulted in an un-commanded dry motoring. This wassolved when the MAU1 GEN I/O 1 (Slot11/12) was replaced.

Honeywell has proceeded with MAU cardteardown and provided shop findingsinformation which states that the failure

mode was incorrect data fetched by theCPU, or CPU unable to erase DPRAM,most likely in a BGA solder connectionbetween the I/O FPGA and the ARINCDPRAM.

The following actions have already beentaken by Honeywell to mitigate futureoccurrences:

Corrective actions have beenimplemented in production to preventand/or detect intermittent solder issues.

Corrective actions addedfollowing the manufacture of the DGIO

card include continuous monitoring ofproduct performance for early detectionof failure trends and ongoing qualityimprovement programs to reduce oreliminate manufacturing issues as theyarise.

WING TIP LENS Usefulinformation

Effectivity: EMBRAER 170/190

EMBRAER has recently received somereports of Wing Tip Lens found cracked.After the replacement, the new oneinstalled presents cracks again. Apreliminary analysis concluded that thereason for this reoccurrence is anovertorque during installation. So,EMBRAER recommends that Operatorsfollow AMM TASK 57-30-00-400-801-AWing Tip Installation - paying specialattention to the step sequence and torqueapplication.

PSEM event with aircraftWeight OFF Wheels


A minor change made to the ProximitySensor Electronics Module (PSEM) hasresulted in an incompatibility betweenPSEM and MAU 1 Generic I/O 1 andMAU 3 Generic I/O 3.

Only a specific number of PSEMs, withpart numbers 80-003-04 and 80-003-05,are affected by this modification.

On 16/Jul/2007, EMBRAER issued an

Information to Technical and FieldSupport informing this issue and the listwith the serial number of all PSEMaffected by the modification.

Most of the parts were localized atEMBRAER and ELDEC stocks or werealready returned to ELDEC, the list belowconsists of units sent to the field, whichhave not yet been returned. These unitsshall be returned to manufacturer forretrofit. SNL 170-32-0023 and 190-32-0019 were issued regarding this subjectand will be revised soon to update theseserial numbers not found yet.

SERIAL NUMBER

C246 E440

C259 E456

C269 E541

D127 E559

D294 E586

AFT avionics compartmentinstallation


EMBRAER informs that aircraft SN17000130 and on have a different smokeventilation system (without smoke seal)factory-incorporated. Consequently, theydo not require additional action to complywith ANAC Airworthiness Directive N2006-05-04 released on June 14

th, 2006.


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Waste Tank Sensor


Events were observed of waste systemtank TANK FULL or SERVICE TANKindication on FAP (Flight AttendantPanel) remaining after waste tankservicing.

In these situations, the waste tank levelsensors retain waste thus causingerroneous indications and interruptingoperation of the waste system (no flush inlavatories).

The SNL 170-38-0012 and 190-38-0013are available and provide operators withan alternate procedure to allow thedispatch of an aircraft with the TANKFULL indication on the FAP even afterwaste tank dumping.

Figure 1 - Waste Thank sensor location

Please find below the general outline ofthe SNL procedure:

Disconnect the 100% levelsensor (75% level sensor automaticallyshifts to the FULL indication);

To guarantee that the toilets willnot be disabled, the operator mustestablish the waste tank servicingaccording to their convenience;

Dispatch aircraft as per MMEL38-00-02 Water & Waste SystemIndications on Flight Attendant Panel;

Clear MEL by cleaning 100%level sensor and reconnecting it.

For detailed information on the scenariodescription, AMM tasks and maintenanceaction, please refer to the above-mentioned SNLs.

Removal of Engine-Driven-Pump (EDP) PressureAttenuator of No. 1 and No. 2Hydraulic Systems


Some occurrences of EDP (EngineDriven Pump) Quick Disconnect Couplingfailures on the EMBRAER 170/ 175 werereported to EMBRAER.

These reports can be attributed to thepressure ripple between the EDP andPressure Attenuator. Some analyseswere performed and it was identified thatthe removal of the Pressure Attenuatorcan reduce this ripple.

Thus, EMBRAER issued SB 170-29-0020HYDRAULIC POWER - REMOVAL OFENGINE-DRIVEN-PUMP PRESSURE

ATTENUATOR OF No. 1 AND No. 2HYDRAULIC SYSTEMS with the removalprocedure for the Engine-Driven-Pump(EDP) Pressure Attenuator concerning itsthreaded port.

100% LiquidLevel Sensor

75% LiquidLevel Sensor


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IEVM-292 cards Issues


VIBRO-METER (VMSA) has discovereda production of 27 IEVM cards (PN IEVM241-292-004-023 and IEVM 241-292-003-022) with defective PCBs (PrintedCircuit Board) that have to be removedfrom service and scrapped.

When a defective card is inserted in theMAU rack and the holding screws areproperly tight, a small constraint seems tobe applied on the card. These smallmechanical constraints are the probable

cause that some pads are not wellconnected with vias any more, causingintermittent contacts on the PCB.

Due to defective IEVM card installation,MAU3 Channel B may becomeinoperative since NIC6 (NetworkInterface Controller 6) is not able to workproperly. As a result, AVNX MAU 3BFAIL message will be displayed in theEICAS and all the client modules fromNIC6 will be inoperative as well.

Upon engine start with MAU3 channel Binoperative, ENGINE NO DISPATCHCAS message will be triggered correlated

to IEVM input fault. After IEVM cardremoval from MAU3 cabinet, systemreturns to normal operation withoutmaintenance or CAS fault messages.

Of the 27 defective cards, 21 havealready been returned to VMSA repairshop. Defective PCBs are known to bedate codes E24-6 and E25-6, however,due to VIBRO-METERs traceabilitydifficulties, it is not possible to determineexactly which IEVM card has a defectivePCB installed. Therefore, VIBROMETERinformed a list of 73 units that couldpossibly be affected in the EMBRAER170/190 fleet.

Based on this information, a ServiceBulletin will be issued to properly informcustomers and address this matter.

Nuisance Engine Fire DetectionFault Messages on CMC


Based on some events recently reported,EMBRAER would like to emphasize thatSNL190-26-0003 instructs the operator tocheck the torque applied to the electricalterminal connectors of the engine fireloop detectors in order to avoid nuisanceENG FIRE DET FAULT messages on theCMC (due to contacts).

For a better understanding: there are fourfire detectors on each engine, being one

fire loop located on each extremity ofeach fire detector.

Thus, there are eight fire loops perengine (see reference E on the figurebelow).

Figure 1 Fire Loop Locations

According to the analysis conducted byEMBRAER when the issue wasdiscovered, the root cause could berelated to miss-torque application on theelectrical terminal connectors of theengine fire loop detector (see figure 2).


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Figure 2 - fire loop detector electrical terminal

connectors

If you are experiencing similar events,please refer to SNL190-26-0003 forproper instructions. In case the nuisancemessages persist, perform atroubleshooting according to the FIM taskrelated to the fire detector that ispresenting the message.

WIRING MANUAL


EMBRAER has released SNLs 170-00-0029 and 190-00-0024 to informoperators about the addition of hyperlinksto the HOOK UP CHART (Chapter 91-10-02) and WIRE LIST (Chapter 91-10-03)sections of the Wiring Manual (WM). Thisaims at improving the interface to theStandard Wiring Practices Manual(SWPM).

This new functionality will be available inall Wiring Manuals issued from July 01

st,

2007 onwards.

Load 19.3 - SNLs revision


Service News Letters 170-00-0027 and190-00-0023 (Information about EpicLoad 19.3) are being revised to includeall the observed misbehaviors, includingthe one that is being corrected in Load19.4, their interim solution/ mitigatoryaction available and the expected finalsolution for each issue.

Implementation of GoodrichService Bulletin 25-372


During scheduled maintenance task forescape slide deployments, there wereinstances where the evacuation slide didnot release from the door and stalled it.

The root cause is the reduction of internalinflatable expansion forces to overcomethe resistance produced by the lacingand soft cover after the pack has been inthe field for a long time. The followingpicture shows the event in which the

described scenario can be observed:

Figure 1 Event observed in the field.

The general outlines of Goodrich ServiceBulletin 25-372, which was released inMay/2007, consists of:

1. Replacing lower soft cover andspeed lacing;

Figure 2 Speed lacing to be replaced.

2. Addition of an assist lacing topull the vertical speed lacingand ensure that it will unlaceand open after pack release pinis pulled.

Speed lacing


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Figure 3 Addition of assist lacing.

The components affected by this ServiceBulletin are:

1. FWD escape slides (PN4A4030-2) that are 18 monthsfrom DOM (date ofmanufacture);

2. AFT escape slides (PN 4A4011-

2) that are 24 months fromDOM.

By the time of the discussion with theauthorities on the effectiveness of theproposed assist lacing solution and itsapproval, it was accepted taking intoaccount that the affected slides in servicewould be retrofitted within 6 months afterSB approval, timeframe that expires bythe end of November/2007.

If the affected slides on EMBRAER170/175 fleet compliance with theGoodrich SB 25-372 within the specifiedperiod is not completed, authorities may

rule out the SB 25-372 and issue an AD(Airworthiness Directive) to require theimplementation of SB 25-350, upgradefrom -2 to -4. This scenario would beless favorable to operators once theupgrade of the slides to -4 must beperformed in a Qualified Service Centerwhat takes 2 (two) days of work besidesthe shipping and handling.

Taking this scenario into account,EMBRAER encourages and supportsoperators to approach Goodrich for acustomized plan for parts and man-powerin order to accomplish SB 25-372 in thetimeframe set by the authorities.

FLT CTRL BIT EXPIRED CASmessage during roll out


During further analyses of the downloadreceived from the field, the FLT CTRL

BIT EXPIRED CAS message on ROLLOUT after landing was verified.

It was verified during download that theP-BIT (ELEC and HYD) was notaccomplished during the required time forexpiration. This means that:

1. During the first power-up of theday the (ELEC and HYD) P-BITwas not accomplishedaccordingly.

2. During the first power-up of theday the ELEC P-BIT wasperformed correctly and the

HYD P-BIT was not performed.The HYD # 1, 2 and 3 were notturned ON after the first power-up of the day.

3. To avoid these scenarios both(ELEC and HYD) P-BIT shouldbe accomplishing during the firstpower-up of the day. To do this,follow the AMM TASK (24-42-02-860-801-A) to avoidinterruption on the ELEC P-BIT.After that, turn ON the HYD # 1,# 2 and # 3 on the HYD controlpanel following the safetyconditions in the AMM TASK

(29-11-00-710-801-A) and (29-12-00-710-801-A).

The P-BIT (ELEC and HYD) is explainedin the AMM Part I (27-00-00).

If the FLT CTRL BIT EXPIRED CASMessage does not go out of the view onthe EICAS Display after power-down/power-up, follow the applicable FIM taskto do the troubleshooting.


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NEW REVISION OF QRRG QUICK-REFERENCE RESETGUIDE (REV. 6)


The purpose of the QUICK-REFERENCERESET GUIDE is to provide informationto help users in the troubleshootingroutine and elimination of some faultsdetected on the aircraft through the resetprocedure.

EMBRAER reinforces that this guidedoes not cover all the messages / faultsthat may be detected on the aircraft. Ifthe message / fault is not given in thequick-reference guide, refer to the FAULTISOLATION MANUAL. This guide will bereissued on all revisions, as necessary,and will only be available through theAEROChain.

EMBRAER recommends that alloperators have access to theAEROChain portal and subscribe to theAlerts & Newsletters service to receive anemail when a new revision is issued. Formore information, refer to SNL 170-00-0021 and SNL 190-00-0017.

NIM MOD AK availability

Effectivity: EMBRAER 170 / 190 with NIMPN=7517964-917

Honeywell has released SB 7517964-23-0010 (Pub. Number A21-6720-011) toimplement the MOD AK on NIMPN=7517964-917 (FOC condition). Thismodification replaces the main NIM CCAwith a new one with more robust flashEPROM package. Such improvement isintended to address the NAVCOM 1 (2)FAIL events, consequently increasing the

aircraft reliability.

NIMs SN=07042768 and on have MODAK factory-incorporated. EMBRAERSNLs 170-34-0016 and 190-34-0015have also been issued to informoperators about MOD AK availability.Further information regarding themodification and implementation isdescribed in Honeywell's SB that can befound on its publication website:https://pubs.cas.honeywell.com/

N2 Fuel Pump Out of RangeCMC message


EMBRAER has received reports aboutthe occurrences of ENGINE SHORTDISPATCH on the EICAS with thecorrelated N2 FUEL PUMP OUT OFRANGE CMC message (fault code73216417).

Note: OVSP TEST FAULT CMCmessage can also be triggered.

In most of the cases the N2 pump sensor

replacement was the final action.Therefore, based on events and theremovals, GE and EMBRAER havestarted an investigation on this sensor.

The sensors removed were sent to themanufacturer and after tests no faultswere identified in the components. So, inorder to duplicate the fault, the suspectedsensor was installed in an engine at GEfor running test, but the fault could not beduplicated.

The next steps of the investigation will bea test on a specific bench (with a variablegap), and also GE is planning to collect

data in the field (from an aircraft whichhas this message triggered).

FLT CTRL NO DISPATCH dueto ACMP overpressure


During the troubleshooting of the FLTCTRL NO DISPATCH CAS message, thefollowing scenario was identified:

FLT CTRL NO DISPATCH CAS messagecorrelated with the following CMC

messages:

1) LWR RUDDER PCU TPPRESS SNSR and ROUTBD EL PCU TPPRESS SNSR together withHYD3 PRESS XDCR/MAU3GIO3/ACMP3A CMCmessage.


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2) LWR RUDDER PCU TPPRESS SNSR or ROUTBD EL PCU TPPRESS SNSR together withHYD3 PRESS XDCR/MAU3GIO3/ACMP3A CMCmessage.

Some downloads were analyzed and apressure on HYD SYS #3 more than3300 PSI was found. This is the reasonfor scenarios 1 and 2 described above,which occurred due to PCU TotalPressure Sensors tripping.

All the applicable FIM tasks for the

scenarios described above alreadyaddress the correct root causeidentification.

NOSE /WING taxi light usefulinformation


A new improvement on the Taxi Light isavailable in order to reduce crackingevents that is occurring in the field. Thisimprovement is an additional re-usablegasket to be installed in the bulb. This re-

usable gasket can be removed and re-installed multiple times as the sealedbeam lamp is replaced.

For the Nose Taxi Light position, AIPC33-42-03 (Nose Landing Gear Taxi Light)and AMM Part II TASK 33-42-03 (NoseLanding Gear Taxi Light Lamp) wererevised to incorporate such information.Units in service can be modified toinclude the re-usable gasket byincorporating Honeywell FSB 50-0342-33-0002.

For the Wing Root Taxi Light position, thesolution effectiveness validation is

ongoing. Upon solution validation, theapplicable AMM will be revised in order toextend this solution to the Wing Root TaxiLight position as well. SNLs 170-33-0011/190-33-0017 (NOSE /WING TAXILIGHT USEFUL INFORMATION) wererevised to inform the Operators about thisimprovement as well.

Acronyms

ACMP = Alternating-Current Motor-Driven Pump

AD = Airworthiness Directive

AIPC = Aircraft Illustrated Parts Catalog

AMM = Aircraft Maintenance Manual

AMOC = Alternate Means of Compliance

ANAC = Agncia Nacional de AviaoCivil (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

DVDR = Digital Voice-Data Recorder

EFF = EMBRAER Fleet Forum

EMM = Engine Maintenance Manual

EPROM = Erasable ProgrammableRead-Only Memory

FAP = Flight Attendant Panel

FHDB = Fault History Database

FIM = Fault Isolation Manual

FOL = Flight Operations Letter

HPC = High Pressure Compressor

HPT = High Pressure Turbine

IEVM = Integrated Engine Vibration

Monitor

ITT = Interstage Turbine Temperature

LDI = Loadable Diagnostic Information

LH = Left-Hand

MAU = Modular Avionics Unit

MMEL = Master Minimum Equipment List


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NIC = Network Interface Controller

NIM = Network Interface Module

OB = Operational Bulletins

OVSP = Over Speed

PCB = Printed Circuit Board

PN = Part Number

PSEM = Proximity Sensor ElectronicModule

QRRG = QUICK-REFERENCE RESETGUIDE

RH = Right-Hand

SB = Service Bulletin

SN = Serial Number

SNL = Service Newsletter

Note: All abbreviations used inEMBRAER Maintenance Manuals can befound in the Introduction to AMM Part II.

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Operator E-jets News Rel 09