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20 July 2008
July 2008
Issue No. 20
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 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: 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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July 2008
Issue No. 20
As an interim solution, GE recommends that the blanket be lightly tapped with a rubber mallet, to provide more clearance. Wear limits were also revised (EMM Revision May/08) to provide more flexibility, as regards the wear limits and blending procedures to the operators. Revised limits are in CF34-10E Engine Manual, 71-00-20 Aft Engine Mount and inspection 001 (4. Visual inspection, subtask 71-00-20-220-802, F. All other areas for: wear). As a final solution, a thermal blanket design change to create more clearance was proposed and is being analyzed by GE. Design change details and field introduction forecast will be informed in a further edition.
July 2008
Issue No. 20
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July 2008
Issue No. 20
AMM TASK 29-33-02-400-801-A Hydraulic Temperature Switch Installation was not reflecting such differences, so it has been recently revised. This new task is expected to be available for customers in the next AMM scheduled revision, expected for August/2008.
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July 2008
Issue No. 20
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July 2008
Issue No. 20
Due to certification and smoke penetration requirements, the configurations may vary between EMBRAER 170/175/190/195 models as per table below: Model 170 Effectivity MSN 001 to 129 MSN 130 and on All 175 All 190 All 195 Installation Smoke Seal only Ventilation Tube only Ventilation Tube only Smoke Seal + Ventilation tube Smoke Seal + Ventilation tube
The solution of relocating and resizing the attenuator was discarded because it requires a substantial design modification, requiring an installation recertification. After good results on the E170 (refer to E-Jets NEWS Release No. 15) and extensive testing on the E190, attenuator removal on the E190 was reassessed: Ripple is substantially minimized during cruise phase. Passenger cabin noise level measured on a production aircraft configuration was negligible. The final solution for the EDP external leakage is to retrofit EDP -01 and -02 to 03 or -04, and apply SB 190-29-0020 HYDRAULIC POWER - REMOVAL OF ENGINE-DRIVEN-PUMP (EDP) PRESSURE ATTENUATOR OF No. 1 AND No. 2 HYDRAULIC SYSTEMS.
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If this difference is noted during checks/ maintenance activities, please be advised of the mentioned information about each aircraft model and effectivity.
July 2008
Issue No. 20
CF34-10E Engine, Commanded In Flight Shut Down (IFSD) Event Due to Engine Hardware Failure
Effectivity: EMBRAER 190 The EMBRAER 190 fleet has recently experienced a commanded engine IFSD during the takeoff phase. It was reported that there is a loud noise just after the landing gears are commanded to the up position and the ITT from engine number two reached approximately 1100C. The flight crew elected to shut the engine down and decided to return to departure airport. A controlled approach was performed with no emergency declaration and without any incident or injuries. After landing, an engine visual inspection was performed and no signs of FOD were observed. The N1 shaft was locked and metal debris were found in the engine exhaust area. The VSV system was inspected and no damage or any discrepancy was reported. As part of the maintenance action, a borescope inspection was performed and internal damage in the HPT was found. A complete borescope inspection was not possible because some access ports were stuck. The engine was removed and sent to engine shop for repair and root cause investigation. Initial Investigation shows HPT blade airfoil separation as the primary cause for IFSD. The root cause is still unknown and investigation is in progress. No action in the field is recommended at this moment.
HPT area, Internal damages Metal debris on exhaust area
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July 2008
Issue No. 20
These Notice/ Bulletins were issued for information only. Nevertheless, upon performance of scheduled maintenance of the landing gear wheels, it was recommended to carry out a detailed visual inspection of the wheel carbon heat pack for obvious damage, distortion, missing elements or corrosion. Complete information can be found at: EASA SIN 2008-19: http://www.easa.eu.int/ws_prod/c/c_sin.p hp FAA SAIB NM-08-27: http://rgl.faa.gov Brake carbon disk failures due to catalytic oxidation are in fact one issue that has particularly affected EMBRAER 170. However, the EMBRAER 190 is also subject to the same condition. During EOC USA 2008, the update regarding this issue was informed as shown below: Interim Solution
APU Troubleshooting
Effectivity: EMBRAER 170 / 190 In order to achieve better APU system troubleshooting capabilities, EMBRAER and Hamilton Sundstrand have developed the APU FADEC Software Version 3.0, APU FADEC Hardware Version 3.0 and the Electronic Starter Controller Version 2 (ESC 2). The new functionalities include fault modeling logic changes as well as new hardware for closed-loop monitoring of the Brushless Starter Generator (BSG) and the Fuel Module. As other support tools for APU troubleshooting, EMBRAER will issue an SNL with preventive maintenance recommendations. Additionally, the FIM tasks have been revised to include the FADEC 3.0 SW fault isolation logic and to align the troubleshooting procedures to the reported field fixes of the faults.
MABS SB 90000583-32-04 recommends inspection at each tire change after 1000 cycles brake life, not exceeding 1400 cycles; Improved anti-oxidation coating for the brake pressure plate Final Solution New anti-oxidation coating for all disks Implementation Plan EMBRAER 170: Pressure plate coating already implemented by brake PN 90000583-2 All disks coating: Dec/2008 EMBRAER 190: Pressure plate coating to be implemented in Nov/2008 All disks coating: Jan/2009 Implementation FOC on attrition
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July 2008
Issue No. 20
INHIBITED ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE SPDBRK LEVER DISAG FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH FLT CTRL NO DISPATCH
MFS PCU/ FCM/ YOKE LVDT SNSR Correlated With FLT CTRL NO DISPATCH
Effectivity: EMBRAER 170 / 190 EMBRAER received some field reports from operators concerning the occurrence of FLT CTRL NO DISPATCH messages with the following associated maintenance messages on the CMC at the same time: L MID MFS LVDT SNSR PCU/FCM4/YOKE
L MID MFS PCU/FCM4/YOKE LVDT SNSR L INBD MFS PCU/FCM3/YOKE LVDT SNSR L OUTBD MFS PCU/FCM1/YOKE LVDT SNSR R MID MFS PCU/FCM4/YOKE LVDT SNSR R INBD MFS PCU/FCM3/YOKE LVDT SNSR R OUTBD MFS PCU/FCM1/YOKE LVDT SNSR
This issue was fixed on Load 21 through the modification of Speed Brake interlocks condition logic.
L INBD MFS PCU/FCM3/YOKE LVDT SNSR L OUTBD MFS PCU/FCM1/YOKE LVDT SNSR R MID MFS LVDT SNSR PCU/FCM4/YOKE
R INBD MFS PCU/FCM3/YOKE LVDT SNSR R OUTBD MFS PCU/FCM1/YOKE LVDT SNSR This scenario happens when the aircraft equipped with Load 19 is in flight with Calibrated Air Speed (CAS) near 180 knots and Speed Brake handle off of the "stowed" position, thus the Spoiler Command Response Monitor is simultaneously triggered on FCM 1, 3 and 4. It is important to note that CAS 180 knots is the minimum speed for Speed Brake actuation. The Spoiler Command Response Monitor may have been triggered due to a small difference on the airspeed calculated by FCM lanes A and B while CAS was near 180 knots. This difference could cause only one lane to disable the Speed Brake command to its MFS PCU. Whenever this occurs, the SPDBRK LEVER DISAG message must be triggered on the CMC. The extracted FHDB (some columns were hidden) shows an example of described scenario:
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July 2008
For operators under TCCA authority certification, the AMM/RMM will be revised to show the procedure above. It will be made available in the next schedule revision (July/08 footer date). Control Electronics
Issue No. 20
IDG = Integrated Drive Generator ITT = Interstage Turbine Temperature IFSD = In-Flight Shut down
Acronyms
ACP = Audio Control Panel AD = Airworthiness Directive AIPC = Aircraft Illustrated Parts Catalog AMM = Aircraft Maintenance Manual ANAC = Agncia Nacional de Aviao Civil (Brazilian Civil Aviation Authority) AOM = Airplane Operations Manual APU = Auxiliary Power Unit BSG = Brushless Starter Generator CAS = Crew Alerting System CMC = Central Maintenance Computer CMM = Component Maintenance Manual DLS = Data Load System EDP = Engine-Driven Pump EICAS = Engine Indicating and Crew Alerting System EIPC = Engine Illustrated Parts Catalog EMM = Engine Maintenance Manual ESC = Electronic Starter Controller FADEC = Full Authority Digital Electronic Control FCM = Flight Controls Module FGCS = Flight Guidance Control System FHDB = Fault History Database FIM = Fault Isolation Manual FOL = Flight Operations Letter HPT = High Pressure Turbine HS-ACE = Horizontal Stabilizer Actuator
LDI = Loadable Diagnostic Information LRU = Line Replaceable Unit LVDT = Linear Variable DifferentialTransducer MFS = Multi-function Spoiler MLG = Main Landing Gear MMEL = Master Minimum Equipment List OB = Operational Bulletins PCU = Power Control Unit PN = Part Number SB = Service Bulletin SN = Serial Number SNSR = Sensor SNL = Service Newsletter TR = Thrust Reverser T/S = Troubleshooting VSV = Variable Stator Vane Note: All abbreviations used in EMBRAER Maintenance Manuals can be found in the Introduction to AMM Part II.
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