E NEWS

E-JETS

EMBRAER SERVICES & SUPPORT T E C H N I C A L P U B L I C AT I O N

77

MAY/2013

FAMILY

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Editor: Rodrigo de Macedo / Editorial Designer: Marcell Marra

E-JETS/INFO

This edition and earlier ones can be found at Flyembraer Portal: www.flyembraer.com > Download_center > Commercial Jets > Maintenance > Technical Support > E-Jets NEWS. Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / technical.support@embraer.com.br

Proprietary Notice

The articles published in E-NEWS are for information only and are the 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 so specifically stated.

SERVICES & SUPPORT

SUMMARY

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

SUMMARY
CALENDAR TECHNICAL

Choose your destination

2
REMINDER DID YOU KNOW?

New Brakes Design

E190 Nacelle Bleed Valve -1 Causing Bleed Leak

5 GE Oil System

Indication Service Bulletins

6 EECE News

CSS Survey, Efficient Operation and Maintenance Cost Reduction

MAINTENANCE

FOCUS ON

SNAPSHOT OF THE MONTH

10

11

New Limits for Flight Control Surface Backlash

12

E-Jets Engine Bleed System

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EDITORIAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

EDITORIAL

Message from the Embraer Commercial Aviation Vice-President

Also, I am honored to share the news with you that our E-Jets family of commercial aircraft, which include: the E170, E175, E190 and E195 have reached a total of 10,000,000 flight hours. This is a milestone achievement that would not have been possible were it not for our customers, like you, who have provided encouragement and support all along the way. Im sure this edition and upcoming ones will keep delivering valuable information regarding our Products & Services. Thank you for your confidence in Embraer and enjoy the journey!

Innovation and creativity in our communication channels is also a big part of Embraer Services & Support target. We are constantly looking for creative ways to streamline the delivery, enhance the quality and expand the scope of the materials we provide to you. Luiz Hamilton Lima
Vice President Services & Support Embraer Commercial Aviation

This month, Im glad to announce that our E-News was totally redesigned. This movement aims to make your experience better through a publication that is more moden and with a new format. I hope this initiative brings you a more enjoyable reading.

CALENDAR

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

CALENDAR E V E N TS
MAY

What will happen

18th-22nd
ALTA CCMA - Panama City
For decades, CCMA has been bringing together Latin American & Caribbean airline technical buyers and industry suppliers in a unique, four-day event that provides the opportunity for interaction and networking between suppliers and airline representatives.

31st
10.000.000 Flight Hours Milestone
E-Jets Family

Customer Satisfaction Survey 2013

Last day to fill it out!

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

New Brakes Design

As already informed in the E-Jet NEWS # 64 (Mar/2012) the brakes for E170/175 and E190/195 were redesigned to address two issues affecting the current PN: Rotor 1 lugs cracking and wear indicator pin bent/missing.

Rodrigo de Macedo Technical Support (EFTC) rodrigo.macedo@embraer.com.br

In April/2013 MABS has released the SB 90000583-32-08 which introduces the new E170/175 brake PN 90000583-5 and 900005835PR.

In addition, the PIL (Parts Information Letter) 17032-0069 was issued to permit the new brake installation. For the E190/195 fleet the new brake is expected for 4Q/2013.

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

E190 Nacelle Bleed Valve -1 Causing Bleed Leak

Embraer received a field report of engine air bleed leak through the NAPRSOV installation clamps. A detailed investigation revealed that the bleed valve key tab was not properly fitted to the bleed duct, causing the bleed air leak.

Eduardo Nishihara Technical Support (EFTC) Eduardo.nishihara@embraer.com.br

In order to avoid such event, Embraer revised the AMM TASK 36-11-03 NAPRSOV Removal/Installation Procedure, including additional details for a correct key tab fitting between valve and bleed duct.

The AMM 36-11-03 Rev. 15 is available since MAR/2013.

Leaking Points

Valve Out of Position

Make sure that the duct key tab is properly engaged on the bleed valve.

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

GE Oil System Indication Service Bulletins

GE issued service bulletins SB 77-0004 for CF34-10E and SB 77-0006 for CF34-8E, providing procedures to inspect and replace suspects oil pressure transmitters (P/N 4120T16P01) with the new oil pressure transmitter (P/N 4120T16P02) because of a non conforming electron beam welding of the connector to the filter housing assembly performed at the Original Equipment Manufacturer. Both category 2 Service Bulletins can be accomplished on wing or in shop and GE recommends the accomplishment of these Service Bulletins as soon as possible without effect on revenue service but before 850 hours from their issue date. Additionally, SB 77-0005 for CF34-10E and SB 770007 for CF34-8E were issued introducing a new Oil Pressure Transmitter (P/N 4120T16P02) as an improvement (OPT high temp) to eliminate the false indication avoiding operational impacts as already informed in the E-Jet NEWS # 69 (Aug/2012).

Victor de Andrade Nunes Technical Support (EFTC) victor.nunes@embraer.com.br

Detail

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

EECE

EMBRAER EXCELENCE IN CUSTOMER EXPERIENCE

Bring back the green color

Antonio Pantalena EECE - Embraer Excellence in Customer Experience pantalena@embraer.com.br

The 2013 edition of our biennial Customer Satisfaction Survey (CSS 2013) started on April 1st, 2013 and will finish on May 31st, 2013.
In this CSS edition, for each filled individual survey, Embraer will plant a tree to rebuild the Atlantic Forest in the So Jos dos Campos region.

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

EECE

EMBRAER EXCELENCE IN CUSTOMER EXPERIENCE

Values to the Customers

Luiz Eduardo A. de Oliveira EECE - Embraer Excellence in Customer Experience led.oliveira@embraer.com.br

In this issue we will show you some results related to Efficient Operation and Maintenance Cost Reduction Projects. On the following issues we will present more information regarding other EECE Technology improvements have resulted in new functionalities which allow lightweight portable Projects. tablets to replace paper manuals and additional features that improve the activities in the cockpit.

Efficient Operation

There are many advantages in the mobile device use in relation to the QRH paper manual. For example, it is easier to update, easier to use with minimal training and has highlighted deferred items (which wont be forgotten), and also contributes for a paperless cockpit. The eQRH will have all the elements that are found in a paper QRH, just like Normal Checklist, Emergency and Abnormal Procedures and Performance Calculation, and will be possible to link this App with the ePerfBook for takeoff and landing performance calculations and to provide performance calculation for landing distance corrected by emergency and abnormal factors. This solution will be available on 2014 for E-Jets. The development is on its initial phase, and we will keep you updated about this new project. For further information, send us an e-mail: opereng@embraer.com.br.

In order to be always aligned with the market trends, Embraer is working on the eQRH, a tablet solution that will guide crews through the procedure steps associated to the airplane condition. This will allow flight crew to accomplish the re quired checklists more efficiently thanks to an improved navigation and search device which helps the pilot to find every checklist easily. Furthermore, the eQRH will help pilots on decision making during critical emergency situations, reducing pilot workload.

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

EECE

EMBRAER EXCELENCE IN CUSTOMER EXPERIENCE

Maintenance Cost Reduction

Did you know that the first worldwide fleet session of the E-Jets Maintenance Cost Reduction Project via WEBEX was performed last month?
The Embraer Maintenance Economics & MRO Services team held on April 03rd, 2013 the first web conference call with operators providing status for the ongoing activities of the E-Jets Maintenance Cost Reduction Project. Some operators were present during the web based meeting to understand and contribute with the Maintenance Cost Reduction Project. The presentation is available at FlyEmbraer website on the following address:
Execution
Download center Commercial Jets Maintenance Maintenance Cost E-Jets Cost Reduction Project Online Conferences

MCW 2012

ATA Analysis

Opportunity list

Multidisciplinary Team Validation

FEB/13

Supplier discussion
Work in Progress

Operator Validation

SEP/12

JAN/13

FEB/13

Maintenance Cost Reduction Opportunities Identification

MAR/13

Communications: Keep our Customers informed on the issues at all times

Validation and Priorization

MAR/13

Project Detailing

TECHNICAL

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

EECE

EMBRAER EXCELENCE IN CUSTOMER EXPERIENCE

The list of opportunities raised as potential maintenance cost reduction factors was made available to the Customers prioritization and it was a valuable opportunity to have the Customers with us in the project. It is important to emphasize that the E-Jets Maintenance cost reduction target to 2013 is USD20.00/FH and Embraer will keep you informed regularly and request your constant participation. Please continue forwarding information and questions to the CAM or to: Maintenance Support Engineering Services and Support Commercial Aviation EMBRAER S.A. So Jos dos Campos Phone: +55 12 3927 4084 maintenance.cost@embraer.com.br
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REMINDER & DID YOU KNOW?

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

Eder Rodrigues de Almeida Technical Support (EFTC) eder.almeida@embraer.com.br

Luciana Silva e Santos Gobbatto Technical Support (EFTC) luciana.santos@embraer.com.br

Reminder
Embraer would like to remind operators that ACSS, which is the supplier for the TCAS system installed in the E-Jets, has created a team named ACSS TCAS Event Response Team to provide a timely response to TCAS events. This is a free of charge Technical Support Service offered by ACSS to their TCAS customers. Embraer Service News Letters 170-34-0043 and 19034-0042 provides further information related to this service and are available for download at Flyembraer web site.

Did you know?

...that C&D/Monogram made available an alternative erosion tape applicable to the drain masts? According to C&D/Monogram, some drain masts with severely eroded tape or with the tape completely missing are being received. Due to this situation, in last March, Embraer issued the SNL170-38-0023 - WATER/WASTE - DRAIN MAST EROSION TAPE and SNL190-38-0024 - WATER/WASTE - DRAIN MAST EROSION TAPE which advises the operators about the availability of an alternate tape with a greater thickness and higher shear adhesive to improve component reliability and also informs operators about the recommended inspection interval, according to MPD Requirement 53-00-001-0001. Please, take your time and check the mentioned Service Newsletter.
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MAINTENANCE

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E T S F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

New Limits for Flight Control Surface Backlash

Due to the optimization of MRBR tasks for backlash inspections and to assure the optimum time intervals for programmed maintenance on the MRB of all flight control surfaces, the maximum permitted limits of backlash were updated according to the degradation line.

Artur Macedo EFTC artur.macedo@embraer.com.br

Besides that, Embraer updated and will make available through the FlyEmbraer a new part number (P/N) of Ground Support Equipment (GSE 421) for the backlash calculation software with the new maximum permitted limits in order to help the opIn order to inform all operators about the availability of new maximum permit- erators to calculate the backlash of the aircraft flight ted limits in the AMM procedures for the functional test of the Flight Control Sur- control surfaces. face Backlash and new GSE part number for the backlash calculation software of the aircraft flight control surfaces, Embraer has released the SNL 190-27-0055. The new part number (P/N) is AGE-04760-204. Based on the stated above, Embraer updated and will make available the fol- This new part number supersedes the P/N AGElowing AMM tasks for the functional test of the Flight Control Surface Backlash 04760-203, which will not be used anymore. with the new maximum permitted limits: Aileron Control System Backlash - Functional Test (AMM TASK 27-10-00-720-801-A); Rudder Control System Backlash - Functional Test (AMM TASK 27-20-00-720-801-A); Elevator Control System Backlash - Functional Test (AMM TASK 27-30-00-720-801-A); Horizontal-Stabilizer System Backlash - Functional Test (AMM TASK 27-40-00-720-801-A);

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E - J E TS E N G I N E BLEED SYSTEM
The bleed system is the core of the aircraft environment control system. It controls the bleed air and supplies it to the pneumatic processes (engine start, air conditioning, pressurization and ice protection). The system works basically in the following manner: outside air enters the compressor stages of the engine core. Some of this air is then extracted from the engine core through two bleed port openings in the side of the engine, one from the engines higher compressor stage an the other from the lower one. The bleed port which extracts the air depends on the positioning of valves that control the bleed ports. The exact stage varies from one model to another. The high stage is the highest air pressure available from the engine compressor. At low engine power, the high stage is the only source of air at sufficient pressure to meet the needs of the bleed system. The bleed system consists of a number of valves and

Jose Claudio S. Leal EFTC jose.leal@embraer.com.br

a heat exchanger (the pre-cooler). It automatically provides air at the proper temperature and pressure required to meet the needs of all pneumatic services. That is for both engines, each one usually labeled with the respective side, LH or RH. In the E-Jets, the bleed system operation is totally automatic, except for a shutoff selection available to the pilots on the overhead panel in the flight deck. It automatically controls the high/low stage switching priorities in relation to the aircraft operation, thus conserving energy. The bleed system constantly monitors engine conditions. The function of the pre-cooler is to transfer heat from the bleed air (hot) to the fan-air (cold) discharging the excess of energy back into the atmosphere (overboard). This ensures that the temperature of the pneumatic manifold is within the required margins. After exiting the bleed system, the air enters the pneumatic manifold at a temperature of 204C and an av-

erage pressure of 35 psig (during cruise). The volume of air goes through insulated ducts on its way to the air-conditioning packs. The packs are located under the wing at the center of the airplane. In the E-Jets, the pneumatic system control functions are effectively integrated with the anti-ice and air conditioning functions through the AMS (Air Management System) controller. It also provides automatic protection against air leakage (E-Jets News #55), overpressure, over-temperature and valve failures, by shutting down the affected branch, LH or RH. In these cases, the system provides cross bleed management for the operation of both ECS cooling packs and slat anti-ice systems during single bleed operation.

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Bleeding from the Engine

PRESSURE CONTROL
The bleed system regulates and controls the bleed pressure prior to delivery it to the pneumatic system bleed air manifold by controlling the flow selection between the HP (High Pressure) and LP (Low Pressure) engine bleed ports.
LOW STAGE EMBRAER 170 EMBRAER 190 6 5 HIGH STAGE 10 9

E - J E TS E N G I N E B L E E D S YST E M

EMBRAER 170 (left) and 190 (right) manifold configurations

The system architecture for any E-Jet model is quite the same. However, the EMBRAER 190 engine dimensions are bigger than the 170, with increased engine power, airflow references and tougher boundary conditions. Currently, the EMBRAER 190 NAPRSOV reliability is lower than the 170. For this reason, a new NAPRSOV is being analyzed by Embraer and UTAS engineering first for the EMBRAER 190. Both bleed valves are commanded by one torque-motor controller, located at the aircraft pylon with two separate channels (one for each valve). In order to achieve the reference pressure of 35 psig at the manifold (during cruise), the AMS controller sends an electrical signal to the valves torque-motor. Based on this input, the torque-motor pressurizes the valves pneumatic lines (sense lines) to make them open or close partially or completely until the pressure in the bleed lines is compatible with the demand (according to the readings of a pressure sensor).

13

Basically, the AMS controller regulates the HPSOV whenever the aircraft power reduces from ~80% N2; which means that the HPSOV will be in action Engine bleed ports on the E-Jets (in conjunction with the NAPRSOV) during aircraft For this, the E-Jets use one high-stage regulator lower power demand, usually during ground opervalve (HPSOV) and one manifold regulator valve ations and flight-approach. (NAPRSOV) and also a check valve to prevent the reverse airflow from one port to another, which may That being said, it is possible to state that the result in the stall of the engine compressor. NAPRSOV operates continuously, while the HPSOV remains closed during ~90% of the flight (provided the anti-ice system is not activated). This way, the NAPRSOV reliability numbers are heavily affected. Today, for any E-Jet model, the NAPRSOV is responsible for most of bleed valves removals.

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SERVO CONTROL (Ref. Bleed Valve Scheme)

DESCRIPTION
Bleed Air Fans Air Air Pressure Control Electrical Signal
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Bleed System Schematic

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E - J E TS E N G I N E B L E E D S YST E M

Bleeding from the Engine

Any damages or leakages on the bleed valve sense lines may cause a slow response of the valves to commands. This situation may imply on annunciated bleed failure and/or overpressure events, or even the observation of bleed pressure instability during any flight phase. And, as a matter of fact, there are operators constantly registering such occurrences. As mentioned, the engine pneumatic bleed system must also regulate and control the bleed temperature prior to delivery it to the pneumatic system bleed air manifold. In addition to the system integrity and the aircraft protection, important bleed air customers requires pre-established values of bleed temperature for a good performance. Two main components are responsible for reducing the temperature of the air that comes from the engine compressor: the pre-cooler and the fan-air valve. Engine bleed air is cooled in the pre-cooler which is installed in the engine pylon. The bleed air temperature is controlled by the cold air flow modulation across the pre-cooler using the fan-air valve. The AMS controller receives the temperature feedback from the manifold temperature sensor installed downstream the pre-cooler and, in the EMBRAER 170 model, the wing anti-ice supply temperature sensor installed downstream of the wing anti-ice valve. The AMS controller then provides a torque motor current to the fan-air valve in order to control the cold air flow and get the Typical Bleed Valve Scheme desired temperature in the pre-cooler bleed air outlet. For this reason, the static test of the bleed valves The manifold temperature is controlled to 204C for normal ECS operation and to 232C when the slat ansense lines is extremely important. ti-ice is operating.

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TEMPERATURE CONTROL

EMBRAER 170 (top) and 190 (bottom) bleed temperature control configurations

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E - J E TS E N G I N E B L E E D S YST E M

Bleeding from the Engine

Similarly to the bleed valves, the fan-air valve is commanded by the AMS controller, which sends an electrical signal to the valves torque-motor. Based on this input, the torque-motor pressurizes the valves pneumatic line (attached to the valve) to make it open or close, partially or totally, until the temperature in the bleed lines are compatible with the demand (according to the readings of a temperature sensor). failure condition for detecting a bleed system over temperature. As a consequence, the AMS controller will shut down the affected system. The opposite condition (bleed under temperature, or low temperature) is usually due to other failure modes, within the valves hardware, and is also detected and alerted by fan-air valve (open) CMC messages. However, the system will keep running. Nevertheless, in such cases, the bleed air temperature may be as low as 50C, which is not good for the performance, for example, of the pack system, or other components fed by the aircraft pneumatic system. Typical Fan-Air Valve Scheme The fan-air valve is normally open and its pneumatic sense line has a filter. One issue presently affecting the fan-air valve operation is this filter getting clogged before its cleaning period. In this case, the air will not make through the valves sense line, thus not being able to move its piston to close positions. In case of failures at close positions (for example, when the valves torque-motor is contaminated and/or out of calibration), the temperature in the bleed ducts may rise and the system will trigger a fan-air valve (close) CMC message and/or a bleed Either way, the replacement of the affected fan-air vale is recommended. Another point that deserves attention is that the EMBRAER 170 and 190 have different system installations due to their specific engine configurations, dimensions and boundary conditions. As observed in the previously mentioned schematics, for the EMBRAER 170 both pre-cooler and fan-air valve are installed in the pylon.

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Fan-air valve x AMS Controller Simplified Scheme (typical)

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E - J E TS E N G I N E B L E E D S YST E M

Bleeding from the Engine

Regarding the issues related to the EMBRAER 170 pre-cooler installation, Embraer is investigating the possibility of air leakage due to damages on the Y-duct (underneath the unit), mainly affecting units logging more than 18,000 FH. On the other hand, there is a service bulletin released to prevent events of failures of the gasket that interfaces with the outlet ducts. This bulletin also introduces a protective shield for the electrical cables that passes by the lower section of the pre-cooler and may be found damaged (with burnt insulation) in case of an air leakage in the region. Technicians may take the air leakage from the Y-duct as the cause of the burnt cables, which is not correct as per the analysis done by the RCCA phase of this field issue. For the EMBRAER 190, the pre-cooler and the fanair valve are installed under the pylon firewall. Regarding the issues related to the EMBRAER 190 pre-cooler installation, Embraer is investigating the possibility of cracks on the pre-cooler body, also affecting units logging more than 10,000 FH; and the possibility the gasket that interfaces the outlet duct found delaminated during services at the area. The operators occurrences of the latter issue were analyzed at the EFTC office, and, during a recent visit to Embraer Nashville with representatives of Embraer engineering, UTAS and two operators. As a consequence, the issue of the gasket being delaminated was considered a side effect, confirming the analysis previously done. Neither of the above mentioned cases leads to Bleed Leak events (messages), unless combined with air leakage through the pre-cooler outlet duct interface with the pylon outlet grill (overboard). Reminding that in this case the latest part number of the outlet grill introduced a decrease in the airflow area, with consequent increase of pressure, thus making the system prone for leakages.

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SNAPSHOT OF THE MONTH

Nice pictures taken by Mr. Yerbol Yespol who is an Air Astana team member and has the photography as a hobby.

Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / technical.support@embraer.com.br Proprietary Notice
The articles published in E-NEWS are for information only and are the 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 so specifically stated.

SERVICES & SUPPORT