Operator E-Jets

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 79 J U L Y / 2 0 1 3

F AM I L YE - J E T S

E NEWS

SERVICES & SUPPORT

Editor: Rodrigo de Sousa Frutos / Editorial Designer: Marcell Marra

This edition and earlier ones can be found at Flyembraer Portal: www.flyembraer.com > Download_center > Commercial Jets > Maintenance > Techni-cal 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.

79E-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 9 - J U LY 2 0 1 3

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S U M M A R Y

S U M M A R Y Choose yourdestination

FOCUS ON SNAPSHOTOF THE MONTH

Fuel Feed 1/2 Fault Investigation Information New SNL Released

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22Electronic Structural Repair Management (eSRM)14

TECHNICAL

CF34-10E Engine Harnesses Repairs

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DID YOU KNOW?13

1New SNLs for case Drain Filter Element - EDP Rotation Group Failure (RGF)

3Low-Stage Bleed Check-Valve

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2nd Structural and Zonal WG MRBR Tasks Optimization

5REMINDER

Improved Emergency Parking Brake System Adjustment AMM Task

Crew AppliedMel (M) Actions

6Flight Crew Seat Lumbar Support Function

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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 9 - J U LY 2 0 1 3T E C H N I C A L

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Sheila Mariano WadaTechnical Support (EFTC)[email protected]

CF34-10E Engine Harnesses Repairs EMBRAER would like to inform all operators that AMM (Air-craft Maintenance Manual) has been revised to include En-gine Harness Repairs.

It was developed the Task 71-50-00-300-801-A for W1, W2, W8A, W9A, W9B, W10A, W13 and W14 electrical harnesses, which de-scribes the Tape repair of minor wear on peak outer sleeve and metallic overbraid based on GE repairs information. For W3, W4, W6, W7, W8B, W8C, W10B, W10C, W11, W12, W15, W16 and W17 electrical harnesses, the same task makes refer-ence to the GE Engine Manual Tasks EMM TASK 72-09-05-300-801/900, EMM TASK 72-09-05-300-802/900 and EMM TASK 72-09-05-300-803/900, as applicable.

AMM task has been available since Dec/2012.

For additional repairs, refer to the applicable CMMs (Compo-nent Maintenance Manuals).

EMBRAER has received in-field reports about events of FUEL FEED 1/2 FAULT CAS messages that required the re-moval of engine fuel low pressure switches. In most of the shop findings the result was No Fault Found.

In order to provide guidelines to the operators if the FUEL FEED 1/2 FAULT CAS message occurs, a new SNL 190-28-0011 has been released and is already available at Flyem-braer since June 2013.

In order to avoid unnecessary fuel tank openings or parts replacements, EMBRAER recommends focus firstly in the most probable causes of driving FUEL FEED 1/2 FAULT CAS message presented in the SNL 190-28-0011.

Effectivity: Embraer 190

Fuel Feed 1/2 Fault Investigation Information New SNL Released

Erick Aguiar CarvalhoTechnical Support (EFTC)[email protected]


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Marcos SilveiraTechnical Support (EFTC)[email protected]

New SNLs for Case Drain Filter Element EDP Rotating Group Failure (RGF)

This year, EMBRAER has received reports regarding EDP RGF. These pumps usual-ly are scrapped after teardown, due to fact that many of its internal parts did not allow repair. The findings registered are broken parts, excessive wear, scored and large scratches.

It is also necessary to do additional maintenance tasks, such as inspection and cleaning of the affected system. The failure effect known in the EDP may be related to a restriction on the case drain circuit flow, additional effect includes loss of pump cooling flow.

In order to avoid such events, the SNLs 170-29-0012 and 190-29-0008 were re-leased in June to provide soft-time ac-tion, which consist in replacement of the EDP Case Drain Filter Element (see figure 1 and 2) on hydraulic systems #1 and #2. After this action is taken, the op-

erator will have a significant economical advantage against the event of an EDP RGF.

SNL provides also data from an Operator that recently incorporated the Soft-Time replacement on its fleet, which realized the pumps removal down trend in the period considered. If there are EDF RGF events in your fleet take into consider-ation the SNL contents to manage the issue.

Filter Manifold

Case-DrainFilter Element

Figure 1 Case Drain Filter at the Manifold

Figure 2 Case Drain Filter Element


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Hugo Valrio DutraTechnical Support (EFTC) [email protected]

Improved Emergency Parking Brake System Adjustment AMM Task EMBRAER has received some reports regarding dif-ficulties to perform the replacement/adjustment of the Emergency Parking Brake Valve which can cause an internal leakage out of limits.

To address this issue, Embraer made some field tests to evaluate the AMM task 32-44-00-820-801-A Emergency/Parking Brake System Adjustment, and such evaluation made possible to implement some improvements:

Check procedures of the correct valve rigging; Adjustment procedures for the forkend so that the system settings are met;

These improvements will be available on the next AMM revision that will be issued on July 2013.

Jose Claudio dos Santos LealTechnical Support (EFTC) [email protected]

Low-Stage Bleed Check-ValveAs operators may already know, a number of low-stage bleed check-valves PN suffix -6 failed the dimensional check required by the MPD in the past months. UTAS reviewed the procedure and reached a more appropriate way to do this dimensional check, by means of a better measuring fixture which is presently being incorporated to the aircraft manu-als and expected to be released by Jul/2013. This new GSE also will be available by Jul/2013.

Additionally, as a response to the low-stage bleed check-valve recent events (refer to this topic follow-up report F170-36-0018 at the e-forum Field Issue Process), Embraer will release service bulletin 190-36-0023 requiring this valve re-placement every 6,000FH. Furthermore, this bulletin, initial-ly done for EMBRAER 190 operators, will require the replace-ment of any valves logging up to 6,000FH, regardless any recent maintenance intervention performed on the existing valve.


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Andr Borges da FonsecaTechnical Support (EFTC)[email protected]

Flight Crew Seat Lumbar Support Function

The pilot and co-pilot seat have a pneu-matic lumbar support to provide back comfort. There are two different lumbar support designs: PN 180300-930-0 and PN F0449997.

The lumbar support PN 180300-930-0 has only a vent valve installed. The vent valve is bidirectional and can only be actuated when the push button is pressed, allowing the adjustment of the lumbar support volume when pressure is applied over the seat backrest. Due to design of this lumbar support PN 180300-930-0, once it is adjusted if there is no cabin pressure variation, it remains the same. The inflatable pouch volume changes only during take-off/climb and landing/approach.

The lumbar support PN F0449997 has three valves installed which control the volume inside the lumbar support in-

flatable pouch. The vent valve is bidirec-tional and can only be actuated when the push button is pressed, allowing the adjustment of the lumbar support vol-ume when pressure is applied over the seat backrest. The pressure relief valve is unidirectional and is responsible for eliminating any significant volume varia-tion inside the lumbar support inflatable pouch during aircraft take-off/climb. This procedure allows to level the pouch in-ternal pressure with the cabin pressure as cabin altitude increases. The pressure inlet valve is unidirectional and allows air ingression to the pouch when the pres-sure over the lumbar support is reduced. In addition to that, the function of the in-let valve is to reduce pouch volume varia-tions as cabin altitude decreases.

Due to this triple-valve design, the lumbar support PN F0449997 inflatable pouch volume does not present significant vol-

ume variation during take-off/climb and landing/approach but it is nec-essary to adjust the lumbar support when cabin no one is with the back seat backrest, since such pressure dif-ference is enough to allow the air to enter into the pouch through the pres-sure inlet valve and change the previ-ous setting.

Taking into consideration the differ-ence between the two lumbar support designs, Zodiac Services released SIL 180-09 in Mar/2013 introducing a test procedure to evaluate lumbar sup-port PN F0449997 proper operation in order to avoid unnecessary part re-placements. In addition, Embraer will issue in Jul/2013 a Flight Operation Letter to provide information to flight crew about the expected behavior of the different lumbar supports during aircraft operation.

Outlet Valve

LEFT SIDE VIEW

RIGHT SIDE VIEW

Inlet Valve

Vent Valve


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Armando ChieffiE-Jets WG and ISC [email protected]

2nd Structural and Zonal WG MRBR Tasks Optimization

After the 1st Structural and Zonal WG (Exeter, UK, September 2012) hosted by Flybe, KLM Cityhopper kindly supported the 2nd Structural and Zonal WG in Am-sterdam where WG members evaluated thousands of field reports to check the reliability of the current Structures and Zonal MRBR tasks.

Around 80 Structures and Zonal had its intervals evaluated by the WG members. 76% of those tasks had an interval in-crease, 14% were transferred to existing Zonal tasks and one Structural task was deleted. 5% had an interval reduction and 4% had the intervals maintained. The results of this meeting will be part of the mid 2014 MRBR revision.

Apart from the Structures and Zonal tasks, the board also discussed about the Landing Gears Sampling Results and the Optimization of the Dryer Metering

Unit Discard task interval from 6,000 FH to 18,000 FH.

The meeting had 37 attendees from around the world, including 19 opera-tors representatives, 3 regulatory au-thorities, 2 suppliers and 13 employees from Embraer staff to provide technical support to the meeting.

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task

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Increase of25%

Increasehigher than

25%

Increaselower than

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Transf. Zonal(Deleted)

IntervalReduction

IntervalMaintained

Task Deleted

2nd SWG/ZWG Results

2nd SWG/ZWG Results Members

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 9 - J U LY 2 0 1 3C U S T O M E R S Q U O T E

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Cpt. Bob HortonE-Jets Fleet [email protected] Applied MEL (M) Actions

INTRODUCTIONImagine the situation; you are the captain of an E-Jet conducting your normal daily flight duties and happen to be landing at a remote base that has limited or no engineering cover. You have a 30 minute turn-around before departing on your last sector of the duty to position back to your main base.

Your dutiful First Officer agrees to conduct the walk-around (pre-departure inspection) and su-pervise the re-fuel process whilst you complete the aircraft Technical Log and prepare for the depar-ture. The passengers are boarding, the weather is great, all is going well and you should be home in time for that most important of events, your wifes birthday! The First Officer returns to the flight deck and reports that the fuel quantity reading on the Pressure Refuelling/De-fuelling Panel is not work-ing. Not a problem you reply, I know that there is MEL relief for that item. You consult the MEL and turn to ATA item 28-23-09 only to find that it is in-deed allowed; however, there is an (M) action to

be completed. Turning to the corresponding item in the DDPM, you note that there are procedures that require access to either the AMM or the AOM. Clearly, the AMM is out of the question but you do have a copy of the AOM on board. You now have a choice; you could use the AOM to determine the refuelling procedure in pressure manual mode, or, do you wait until engineering can supply a suitably trained person to conduct the required (M) action.

As you are at a remote location, it will take 4 hours to dispatch an engineer to you. This will result in consid-erable disruption to the rest of the daily flying program, your fare paying passengers will be delayed and, more importantly, you are going to miss your long awaited restaurant reservation at Chez Jamie Oliver and Mrs Captain will be far from impressed. This is something of a tricky situation that is all caused because pilots are not allowed to carry out maintenance (M) functions. Clearly, your only option is to wait for engineering sup-port and send a text message to Mrs Captain (a tele-phone conversation is likely to be far more painful and so out of the question at this time!).

DOES IT HAVE TO BE LIkE THIS?As pilots I am sure that many of us have been in similar situations and the temptation to bend the rules in order to meet the expectations of our pas-sengers (and Mrs Captains) can be overwhelming. However, we would be breaking the law were we to carry out (M) actions ourselves unless appropriate-ly authorized to do so.

Thankfully, Embraer have recognized the above scenario and in order to try and help their custom-ers, they introduced the Crew Applied MEL chap-ter in the DDPM (Section 3-10). This section pro-vides a list of MEL Items that, although requiring (M) actions, can now be completed by any suitably trained flight crew. The above scenario is one of those items in the provided list and, had the oper-ator concerned invested time in the development of a crew applied MEL program, the passengers would have dispatched on time and Mrs Captain would have made it to Chez Jamie Oliver for her birthday meal!

Cpt. Ronald RooversE-Jets Technical [email protected]



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Crew Applied MEL (M) Actions

It is also worth noting that Embraer give a degree of latitude to users in that they speci-fy that the list is not exhaustive and does not necessarily include all items that an operator may wish to include in their own Crew Ap-plied MEL program. Perhaps the sting in the tail is that, although Embraer have published the list, it is still up to the Operator to obtain approval for its use from their National Author-ity. The current list of Crew Applied MEL items is shown below:



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Perhaps the most interesting part of the list is the very last item which allows for the application of speed tape to cracked parts. When used in conjunction with Section 4-30 of the DDPM (Cracked or Broken External Light Lenses) this provides a powerful alternative to waiting for engineering cover should the crew find a cracked light lens during their pre-departure inspec-tion. This is particularly the case for cracked nose-wheel taxi lights which have certainly been an issue in the past with Flybe. The law of nature being what it is dictated that the cracked light lense would always be found when the aircraft was at a remote location! It was perhaps this very item that persuaded the E-Jet management in Flybe to try to adopt a Crew Applied MEL program. There were a few hurdles to overcome and these are discussed in the next section.

ADOPTING A CREW APPLIED MEL PROGRAMWhen this concept was first presented to the UK CAA it was met with a degree of resistance. The thought of pilots performing maintenance functions was, initially, considered to be a step too far. Added to this, the CAA insisted on Flybe instigating a full training program for the pilots and also they required us to formulate some form of Part 145 approval process because they be-lieved that pilots would have to sign the Certificate of Release to Service (CRS) box in the aircraft Technical Log. Traditionally, this is very much an engineering sig-nature and only licensed engineers are authorized to

The ACF process only works if there are no (M) actions required. Our argument was that, although the listed items did contain an (M) action, they could be deferred in the same way because Embraer had approved and published the list. This was accepted by the UK CAA.

DESIGN OF THE COMPANY MELCoincident with adopting a Crew Applied MEL program, Flybe also migrated all of the on-board manuals from paper to electric as part of our emerging EFB project. The EFB is based on the Apple iPad and currently uses a manual viewer app developed by a UK based IT com-pany called Vistair.This presented the ideal opportunity to re-draft the Company MEL/DDPM and at the same time incorporate the Crew Applied MEL process.

The first step was to convert the existing manuals from PDF to HTML. We decided to move to HTML format be-cause this provided a good hyper-link capability between manuals and this was seen as an important feature for electronic documents, particularly the MEL and DDPM. By providing hyper-links between the MEL and corre-sponding DDPM items in each manual we were able to offer crews a simple and easy to use reference document. An example of the MEL / DDPM layout is shown below (please note that Flybe refer to the DDPM as the Dispatch Deviation Guide (DDG) for purely historical reasons):

sign as such using their own Part 145 approval. These were almost unsurmountable issues and the project stalled at the first hurdle. However, after some careful consideration we were able to progress the project be-cause we argued that the Crew Applied MEL items had been sanctioned by the manufacturer and that they were published in the approved, DDPM. This was par-ticularly helpful.

Our next step was to examine the nature of the pro-posed (M) actions. In all cases they consisted of rela-tively minor functions such as, application of speed tape, pulling of circuit breakers or the use of a proce-dure already published in the AOM. We were able to argue successfully that no extra training apart from a small amount of self study was required to carry out these requirements.

Finally, we decided to use the Acceptable Carry For-ward (ACF) procedure for all Crew Applied MEL items. This is an approved process that allows pilots to carry forward a defect provided that MEL relief is provided. They are allowed to carry forward a defect for a maxi-mum of 2 days. They do not sign the CRS. Instead they defer the defect in accordance with the MEL but using a much restricted rectification interval. During the two day deferral period, a licensed engineer would be able to inspect the fault and either fix it or defer it properly using the normal, Acceptable Deferred Defect process.



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MEL PAGE DDPM (DDG) PAGE



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The red outline shapes indicate the hyper-links be-tween the two documents. By using this kind of func-tionality, that comes with the HTML format, we are able to provide the pilots and engineers with easy ac-cess to the relevant sections of both documents and, more importantly, the ability to flip between them.

Interestingly, there have also been some safety benefits from this approach. In the past we have, on occasion, had crews dispatch with MEL deferrals but they have failed to consult the DDPM to determine the required (O) actions that might be required. By incorporating a prompt in the form of a hyper-link, this reminds crews to refer to the DDPM. Additionally, Embraer sometimes provide notes in the DDPM to accompany various MEL items but make no reference to them in the MEL page in the form of (O) or (M) requirements. As such these sometimes important notes can be missed by crews or the engineers. Again, the provided hyper-link almost forces personnel to make reference to both manuals and so gather all relevant information for safe dispatch.

FUTURE DEVELOPMENTSFlybe is very much in the early stages of this proj-ect. Our intention is to hold a review in 6 months in order to evaluate the existing list of Crew Applied MEL items and to then propose an expansion of that list. The basis for the expansion will be to try and re-duce technical delays and we will target those items

that have caused us issues in the past (provided of course that they do not require any specialist train-ing or knowledge).

Our final step is to improve the hype-link capabili-ty to other manuals that might be referenced in the MEL or DDPM. An example is shownon the next page:



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MEL PAGE DDPM (DDG) PAGE



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The screen shots above are the Flybe, MEL and DDG (DDPM) entries for the scenario first dis-cussed in the Introduction paragraph. Circled in red are the two relevant entries and you can see in the DDG section that the Crew Applied MEL is highlighted. Note that the DDG item makes refer-ence to the AMM and the AOM but no hyper-link is currently provided. This is because Embraer have yet to publish the AOM in HTML format. Hopefully in the not too distant future this will be achieved and we can then provide our pilots with easy access to ALL of the relevant informa-tion. In addition, Flybe is in the process of plac-ing the AMM onto the Vistair system so that, in the fullness of time, we can provide a similar ser-vice to the engineers as well.

CONCLUSIONImplementation of the Crew Applied MEL pro-cess has already provided an increased dispatch reliability rate and schedule disruption has been reduced on the E-Jet Fleet. In addition, we have noted a large reduction in the number of MEL related safety reports because crews are almost forced to read all of the relevant information for each MEL item. This is made easy for the

crews and engineers by the provision of suitable hyper-linking as provided through the use of HTML format.

Yes, we did have to work hard with our National Au-thority but, thanks to Embraer publishing the ap-proved list of Crew Applied MEL items, this process was accomplished.

The fact that Flybe use electronic manuals has helped with this project but even those operators who have yet to embrace electronic media will ben-efit from this program because of the improved dis-patch reliability that can be achieved with relatively little effort.

Your skill and insight are essential to each one of the thousands of hours flown daily by the E-jets. Would you like to share your experiences with the readers of E-jets news? Please get in touch with your account manager, and we will be happy to review your proposals.


E J E TS F A M I LY - N U M B E R 7 9 - J U LY 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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Jose Claudio dos Santos LealTechnical Support (EFTC)[email protected]

The AMS EFTC group has recently released some service news letters revisions of great interest to the operators, as listed be-low:

SNL 170-21-0034 (190-21-0030) - Low Limit Valve (LLV) - with information on how to prioritize the removal of alarmed LLVs; includes on-wing condition test.SNL 170-00-0017 (190-00-0011) - Hot and Harsh Ops - with the new limits for the heat exchanger and condenser re-heater cleaning.SNL 170-30-0016 (190-30-0014) - Ice Detectors - quick-refer-ence document to deal with ice detectors-related messages.SNL 170-30-0002 (190-30-0002) - Winter Time Ops - with the recommendations review for this year in advance, so opera-tors can start maintenance planning earlier.SNL 190-36-0018 - Bleed Valve Issues - general update of the letter.

The efforts to keep the communication with operators remain and other revisions will come in a near future.

Artur MacedoTechnical Support (EFTC)[email protected]

That during the last tiger team meeting held in February 2013 it was discussed ways to implement a deep study of the Top Flight Controls No Dispatch (FCND) monitors. Some of these monitors can only be identified through the Fault History Memory (FHM) files.

Embraer released in April 2013 SNL190-27-0056 and SNL170-27-0060 to inform operators about the Flight Con-trol Module Non-Volatile-Memory (FHM Fault History Mem-ory) and to suggest its download.

Did you know?Reminder


E J E TS F A M I LY - N U M B E R 7 9 - J U LY 2 0 1 3F O C U S O N

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Luis Gustavo dos SantosCustomer Support and Services [email protected]

In this article, we will present aspects of the structural repair management based on the use of the traditional SRM (STRUCTUR-AL REPAIR MANUAL) in conjunction with a web application in FlyEmbraer named eSRM which contains SRM approved data that can significantly improve the SRM.

The SRM has been created according to ATA Specification 2200 and provides support in-formation for typical repairs to the Aircraft Structure. Its information allows operators to identify and assess damage and restore the structural integrity of the aircraft by repairs or replacement of damaged parts. All instruc-tions and allowable damage data have been approved by the Brazilian regulatory authori-ty, ANAC. Damage not covered by SRM typical or general repair procedures has to be treat-ed separately. In such cases, airlines must provide detailed damage information for EM-BRAER to evaluate or develop a specific repair design.

Electronic Structural Repair Management (eSRM)

Figure 1. Damage Assessment and Record using the structural repair manual (SRM).

Damage location and characterization on aircraft.

Check if damage is covered by Structural Repair Manual (SRM).

Consult several pages, maps and tables until the damage assessment is conclued. Time consuming process with chances of human errors in each step.

Manually

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34 Damage record/logbookmust be performed manually



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SRM technical contents include information of the general constructive aspects of the structural ele-ments of the aircraft (e.g.: skin thickness), allowable damages (information for an operator assess wheth-er a damaged aircraft can be returned to service with or without a repair) and repair instructions.

When an incident occurs, even a mechanic or en-gineer with sufficient familiarity with the SRM and with the damage evaluation process will spend a considerable amount of time to find which techni-cal disposition available in the manual is applicable to the particular case he or she is investigating. This time consuming process can be seen in figure 1. It is not uncommon to have damages which are not cov-ered by SRM and additionally to the time spent to reach that conclusion, it will be necessary to gather all information about the damage and the damaged aircraft and send it to EMBRAER for a more specific evaluation of the damage and issuance of the corre-spondent technical disposition. On both scenarios, time is also spent recording all information related to the damage assessment and subsequent repair (if applicable). The estimate time spent to check the aircraft logbook for prior repairs in the affected structures, referring to the SRM in order to identify the applicable technical disposition and finally re-cording it to the aircraft logbook is of at least 1 hours. For the cases were the technical disposition is not available in the manual, it will take normally

one extra hour to write an e-mail to EMBRAER Return to Service team with all the necessary information of the damage and aircraft, in order to minimize the time to receive a technical disposition.

Obviously, all the time spent in activities other than the damage identification itself (measurements and classification) and accomplishment of the correspon-dent repair (if applicable) does not add any value to the airlines. In fact, the aircraft availability is reduced and the operational costs increase. The faster an air-line makes the transition from one flight leg to the other (turn-around-time TAT) in a given route, the higher will be the negative impact of the unavailabil-ity caused for waiting a technical disposition for the damage from the SRM.

eSRM was designed to reduce the total time necessary to get a technical disposition for a damage, based on SRM approved data and supported by lightweight 3D models. With its features, eSRM enables airlines to perform repair management in a faster and more convenient way than in the traditional process that refers to the structural repair manual, as summarized in figure 2 on the next page.

Electronic Strutural Repair Management (eSRM)



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Figure 2. Damage Assessment and Record using the eSRM

Damage location and characterization on aircraft.

Damage Informationrecorded in eSRM

eSRM presents damage assessment results almost instantaneously. Repair record/log-

book is saved in the database.

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Damage assessmentprocessed on the web,at eSRM EMBRAER servers.

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The eSRM does not require any modification on the aircraft models it covers. It relies on aircraft damage data provided manually by the user. In order to use eSRM, customers just need to have a valid EMBRAER technical publications subscription, have access to EMBRAER eTechPubs, sign the FlyEmbraer Agre-meent and respective Appendix and initiate eSRM in computers with relatively basic configuration.

Its main features are listed below:

Graphic interface with 3D aircraft models for easy damage location and characterization;

Automated technical provision of damages based on current SRM: allowable damages, fly-bys and applicable repairs;

Management and traceability of damages and repairs for each aircraft;

Web environment running in the FlyEmbraer;

Embraer customers that decide to use the eSRM service will access a web interface similar to the one shown in figure 3. In this interface, the data related Figure 3. Screenshot of eSRM

Electronic Strutural Repair Management (eSRM)to the damage and affected aircraft will be record-ed. After that, the system will send data to Embraer servers via Internet using security protocols.

The servers will automatically process this data and return the applicable technical disposition for each reported damage.



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Figure 4 shows how eSRM presents the technical disposi-tion. The details are as follows:

A. Aircraft Flight Hours / Flight CyclesB. Other aircraft information: Serial Number, Registration Number, Company, ModelC. Damage disposition type, according to the indicated SRM taskD. List of Immediate Actions, Definitive Actions and Re-pairs. This area of the page shows the applicable tasks for the damage eventE. Information about the damage type and cause.F. Selected ATA Chapters/SectionsG. Fly-By Period and Inspection Period, if applicableH. Button to save all presented information related to that event

It is important to emphasize that all the technical dispo-sitions provided by eSRM are exactly the same as the one that could be achieved using the structural repair man-ual. The only difference is that this technical disposition is provided virtually and instantaneously in a transparent way for the system user. If the damage is out of SRM lim-its, the system will provide means for the user to forward the data to Embraer Return to Service Department in or-der to get a prompt response.

Figure 4. eSRM Technical Disposition page


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Regarding the management and traceability of damages and repairs, eSRM is suited with specific visualizations and functionalities. Taking for exam-ple the Repair Records capability, the eSRM user needs only to select a given aircraft to have imme-diate access to the information related to all repairs

Electronic Strutural Repair Management (eSRM)performed on that aircraft. It is possible to select the option to see the 3D model markers represent-ing each individual repair. Different markers colors and formats are used to indicate different damage types and dispositions. Additionally, by passing the pointer over a marker, the system shows addi-

tional information about the correspondent repair and act as a link for even further information. This is shown in figure 5.

Figure 5. Example of eSRM Repair Record page.

DISPOSITION (Markers color) Allowable DamageFly-ByRepairContact Embraer Technical SupportNonsignificant Damage

DAMAGE TYPE(Markers color)

Through DamageThickness ReductionDentCrack



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Alternatively if a given aircraft is selected, the eSRM user can access the main Repair Record page infor-mation to choose which markers he or she wants to display. For example, only repair markers in the forward fuselage or markers representing repairs of damages of a given type can be displayed. At any time, the user can generate a report with the selected damage events and related information (filtered or not). The system also allows the user to navigate through the pages to review all data which were input as well as the correspondent in-formation related to technical dispositions, repairs, ETD, attached files, status of the damage, Service Orders / Engineering Orders (SO/EO), and commu-nications with EMBRAER RTS. Also, it is possible to access information about the user who registered each event, date when the event was registered and all the changes in the entries since then. All data can also be exported.

Finally, it is possible to generate 2D views of all or selected damages/repairs and indicated in figure 5. In the top of the 2D view page (indicated in detail 1), it is possible to select the most appropriate view (up, down, right and left). Once a 2D view is select-ed, the selected markers are displayed in the big-ger image (indicated in detail 2). These views and related information can also be printed. Figure 6: 2D views with damages markers.


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The first release of the eSRM system covers the E-Jets fuselage. More specifically, the application evaluates damages on the metallic parts of the for-ward fuselage, center fuselages I, II and III, and rear fuselage. The second release of the system that will be available in 2013, covers wing and stabilizers structures. The third release of the system will cover the remaining structures (metallic and composites) and is expected to be available in 2014. There are dedicated databases for each E-Jets model in order to capture the different structures configurations among them.

eSRM Releases

These eSRM versions are not going to be indepen-dent: they are going to be part of a single system that was intended to be made available in parts for customer during its development to reduce time to market. Once each version is available, Embraer will not offer them separately, but as a single service called eSRM. All revisions to the E-Jets Structural Repair Manuals will be immediately reflected in the eSRM databas-es. This updating process will not require the re-lease of new eSRM versions/packages.

With all its features, the benefits of eSRM are sum-marized: Increase of aircraft dispatchability; AOG time reduction; Fast and convenient damage evaluation; Increases the damage assessment reliability; Provides repair management and traceability; Increase of aircraft residual value, due to the repair and allowable damage traceability; User friendly and available 24*7.

For more information about eSRM, please contact you EMBRAER Customer Account Manager.

1st RELEASE 2st RELEASE


3st RELEASE

Fuselage; Wings; Stabilizers;

Fuselage Floor Structures; Wing to Fuselage Fairing; APU Firewall Panels; Doors; Nacelles / Pylons; Windows; Powerplant; Exhaust;

Embraer unveils E-Jets new paint schemeS 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]

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