Operator E-Jets News Rel 77

E M B R A E RS E R V I C E S & S U P P O R TT E C H N I C A L P U B L I C A T I O N 77 M A Y / 2 0 1 3

F AM I L YE - J E T S

E NEWS

SERVICES & SUPPORT

Editor: Rodrigo de Macedo / Editorial Designer: Marcell Marra

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 / [email protected]

Proprietary NoticeThe 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.

77E-JETS/INFO

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 NE J E TS F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

3

CALENDAR

FOCUS ON SNAPSHOTOF THE MONTH

4GE Oil System Indication Service Bulletins

5EECE NewsCSS Survey, Efficient Operationand Maintenance Cost Reduction

6

18MAINTENANCE

New Limits for Flight Control Surface Backlash

11E-Jets Engine Bleed System

12

S U M M A R Y

S U M M A R Y Choose yourdestination

TECHNICAL

New Brakes Design

3

REMINDERDID YOU KNOW?

10

E190 Nacelle Bleed Valve -1 Causing Bleed Leak

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1

E D I T O R I A L

Innovation and creativity in our com-munication channels is also a big part of Embraer Services & Support target.

We are constantly looking for cre-ative ways to streamline the delivery, enhance the quality and expand the scope of the materials we provide to you.

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

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!

Luiz Hamilton LimaVice PresidentServices & SupportEmbraer Commercial Aviation

E D I T O R I A L Message from the EmbraerCommercial Aviation Vice-President

2E 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 NE J E TS F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3

C A L E N D A R

C A L E N D A R E V E N T S

What will happen

MAY

ALTA CCMA - Panama CityFor decades, CCMA has been bringing to-gether Latin American & Caribbean airline technical buyers and industry suppliers in a unique, four-day event that provides the op-portunity for interaction and networking be-tween suppliers and airline representatives.

18th-22nd

Customer Satisfaction Survey 2013Last day to fill it out!

31st10.000.000 Flight Hours MilestoneE-Jets Family


T E C H N I C A L

3

In April/2013 MABS has released the SB

90000583-32-08 which introduces the new

E170/175 brake PN 90000583-5 and 90000583-

5PR.

Rodrigo de MacedoTechnical Support (EFTC)[email protected] 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.

In addition, the PIL (Parts Information Letter) 170-32-0069 was issued to permit the new brake instal-lation.

For the E190/195 fleet the new brake is expected for 4Q/2013.


T E C H N I C A L

4

Eduardo NishiharaTechnical Support (EFTC)[email protected]

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.

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.

Leaking Points Valve Out of PositionMake sure that the duct key tab is properly

engaged on the bleed valve.

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


T E C H N I C A L

5

Victor de Andrade NunesTechnical Support (EFTC)[email protected]

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 trans-mitters (P/N 4120T16P01) with the new oil pressure transmitter (P/N 4120T16P02) because of a non conforming electron beam welding of the connec-tor 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 77-0007 for CF34-8E were issued introducing a new Oil Pressure Transmitter (P/N 4120T16P02) as an im-provement (OPT high temp) to eliminate the false indication avoiding operational impacts as already informed in the E-Jet NEWS # 69 (Aug/2012).

Detail


T E C H N I C A L

6

Antonio PantalenaEECE - Embraer Excellence in Customer [email protected]

EECE E M B R A E R E X C E L E N C EI N C U S T O M E R E X P E R I E N C E

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.

Bring back the green color


T E C H N I C A L

7

In this issue we will show you some results related to Efficient Operation and Maintenance Cost Re-duction Projects. On the following issues we will present more information regarding other EECE Projects.

Luiz Eduardo A. de OliveiraEECE - Embraer Excellence in Customer [email protected]

Efficient Operation Technology improvements have resulted in new functionalities which allow lightweight portable tablets to replace paper manuals and additional features that improve the activities in the cock-pit.

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 proce-dure 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. Fur-thermore, the eQRH will help pilots on decision making during critical emergency situations, re-ducing pilot workload.

There are many advantages in the mobile device use in relation to the QRH paper manual. For exam-ple, 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 pa-perless cockpit.

The eQRH will have all the elements that are found in a paper QRH, just like Normal Checklist, Emergen-cy and Abnormal Procedures and Performance Cal-culation, and will be possible to link this App with the ePerfBook for takeoff and landing performance calculations and to provide performance calcula-tion 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 in-formation, send us an e-mail: [email protected].

Values to the Customers



T E C H N I C A L

8

The Embraer Maintenance Economics & MRO Ser-vices team held on April 03rd, 2013 the first web con-ference 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:

Did you know that the first worldwide fleet session of the E-Jets Maintenance Cost Reduction Project via WEBEX was performed last month?

Maintenance Cost Reduction

MCW 2012 ATA Analysis Opportunity list MultidisciplinaryTeam ValidationSupplier

discussion

Execution Validation andPriorization

Project Detailing

Maintenance Cost ReductionOpportunities Identification

SEP/12 JAN/13 FEB/13 FEB/13 Work in Progress

OperatorValidation

Communications:Keep our Customers informed

on the issues at all times

MAR/13

MAR/13 Download center Commercial Jets Maintenance Maintenance Cost E-Jets Cost Reduction Project Online Conferences



T E C H N I C A L

9

The list of opportunities raised as potential mainte-nance 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 Mainte-nance 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 ques-tions to the CAM or to:

Maintenance Support EngineeringServices and Support Commercial AviationEMBRAER S.A. So Jos dos CamposPhone: +55 12 3927 [email protected]


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 TS F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3R E M I N D E R & D I D Y O U K N O W ?

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Eder Rodrigues de AlmeidaTechnical Support (EFTC) [email protected]

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 cus-tomers.

Embraer Service News Letters 170-34-0043 and 190-34-0042 provides further information related to this service and are available for download at Flyem-braer web site.

Luciana Silva e Santos GobbattoTechnical Support (EFTC)[email protected]

...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 miss-ing 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 oper-ators about the availability of an alternate tape with a greater thickness and higher shear adhesive to im-prove component reliability and also informs opera-tors about the recommended inspection interval, ac-cording to MPD Requirement 53-00-001-0001.

Please, take your time and check the mentioned Service Newsletter.

Did you know?Reminder


M A I N T E N A N C E

11

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.

In order to inform all operators about the availability of new maximum permit-ted limits in the AMM procedures for the functional test of the Flight Control Sur-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.

Based on the stated above, Embraer updated and will make available the fol-lowing AMM tasks for the functional test of the Flight Control Surface Backlash 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);

Artur MacedoEFTC [email protected]

New Limits for Flight Control Surface Backlash

Besides that, Embraer updated and will make available through the FlyEmbraer a new part num-ber (P/N) of Ground Support Equipment (GSE 421) for the backlash calculation software with the new maximum permitted limits in order to help the op-erators to calculate the backlash of the aircraft flight control surfaces.

The new part number (P/N) is AGE-04760-204.

This new part number supersedes the P/N AGE-04760-203, which will not be used anymore.


E J E TS F A M I LY - N U M B E R 7 7 - M A Y 2 0 1 3F O C U S O N

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Jose Claudio S. [email protected]

The bleed system is the core of the aircraft envi-ronment control system. It controls the bleed air and supplies it to the pneumatic processes (en-gine start, air conditioning, pressurization and ice protection).

The system works basically in the following man-ner: 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

E - J E T S E N G I N EB L E E D S Y S T E M

a heat exchanger (the pre-cooler). It automatically provides air at the proper temperature and pres-sure 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 condi-tions. The function of the pre-cooler is to transfer heat from the bleed air (hot) to the fan-air (cold) discharg-ing 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 pneu-matic 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 con-ditioning functions through the AMS (Air Management System) controller. It also provides automatic protec-tion against air leakage (E-Jets News #55), overpres-sure, 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.



13

PRESSURE CONTROLThe 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 Pres-sure) engine bleed ports.

For this, the E-Jets use one high-stage regulator valve (HPSOV) and one manifold regulator valve (NAPRSOV) and also a check valve to prevent the re-verse airflow from one port to another, which may result in the stall of the engine compressor.

Basically, the AMS controller regulates the HPSOV whenever the aircraft power reduces from ~80% N2; which means that the HPSOV will be in action (in conjunction with the NAPRSOV) during aircraft lower power demand, usually during ground oper-ations and flight-approach.

That being said, it is possible to state that the 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 respon-sible for most of bleed valves removals.

Bleeding from the Engine

The system architecture for any E-Jet model is quite the same. However, the EMBRAER 190 engine di-mensions 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 Em-braer and UTAS engineering first for the EMBRAER 190.

Both bleed valves are commanded by one torque-motor controller, located at the aircraft py-lon 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-mo-tor. Based on this input, the torque-motor pressuriz-es 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).

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

EMBRAER 170

EMBRAER 190

LOW STAGE HIGH STAGE10

9

6

5

Engine bleed ports on the E-Jets

E - J E T S E N G I N E B L E E D S Y S T E M



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Bleed System Schematic

Bleed Air

Fans Air

Air Pressure Control

Electrical Signal

DESCRIPTIONSERVO CONTROL (Ref. Bleed Valve Scheme)



15

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 annunciat-ed 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.

For this reason, the static test of the bleed valves sense lines is extremely important.

TEMPERATURE CONTROL

Typical Bleed Valve Scheme

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 com-pressor: the pre-cooler and the fan-air valve.

Engine bleed air is cooled in the pre-cooler which is in-stalled 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 control-ler receives the temperature feedback from the man-ifold temperature sensor installed downstream the pre-cooler and, in the EMBRAER 170 model, the wing anti-ice supply temperature sensor installed down-stream 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 desired temperature in the pre-cooler bleed air outlet. The manifold temperature is controlled to 204C for normal ECS operation and to 232C when the slat an-ti-ice is operating.

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

Bleeding from the EngineE - J E T S E N G I N E B L E E D S Y S T E M



16

Similarly to the bleed valves, the fan-air valve is com-manded by the AMS controller, which sends an elec-trical 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 tempera-ture in the bleed lines are compatible with the de-mand (according to the readings of a temperature sensor).

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

The fan-air valve is normally open and its pneumat-ic sense line has a filter. One issue presently affect-ing 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

Bleeding from the Engine

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 de-tected and alerted by fan-air valve (open) CMC mes-sages. However, the system will keep running. Nev-ertheless, in such cases, the bleed air temperature may be as low as 50C, which is not good for the per-formance, for example, of the pack system, or other components fed by the aircraft pneumatic system.

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 instal-lations 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.

E - J E T S E N G I N E B L E E D S Y S T E M

Typical Fan-Air Valve Scheme



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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 re-leased to prevent events of failures of the gasket that interfaces with the outlet ducts. This bulletin also introduces a protective shield for the electri-cal 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 fan-air 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 af-fecting 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 ana-lyzed at the EFTC office, and, during a recent visit to Embraer Nashville with representatives of Embraer engineering, UTAS and two operators. As a conse-quence, the issue of the gasket being delaminated was considered a side effect, confirming the analy-sis 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.

Bleeding from the EngineE - J E T S E N G I N E B L E E D S Y S T E M

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

S N A P S H O T O F T H E M O N T H

SERVICES & SUPPORT

Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / [email protected]

Proprietary NoticeThe 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.

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Operator E-Jets News Rel 77