operator e-jets news rel 81

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 81 S E P T E M B E R / 2 0 1 3

F A M I L YE - J E T S

E NEWS

SERVICES & SUPPORT

Editor: Claudio Sade BrodtEditorial 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 Embraer S/A property. This newsletter must not be reproduced or distributed in whole or in part to a third party without Embraer’s written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.

81E-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 8 1 - S E P T E M B E R 2 0 1 3

3

S U M M A R Y

S U M M A R Y Choose yourdestination

FOCUS ON SNAPSHOTOF THE MONTH

Bleed Low Pressure Check Valve (LPCV) PN 1001447-6

129

TECHNICAL

Bleed Overpressure SNL

3 4

Access Optimization Tool (AOT)7

CALENDAR

1

REMINDER

IES (Integrated Electronic Standby) System

5E190 HS-ACE – AC POWER SUPPLY containment action

6

DID YOU KNOW?8

ANNOUNCEMENTS2

1

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 8 1 - S E P T E M B E R 2 0 1 3C A L E N D A R

SEPTEM-BER2013

C A L E N D A R E V E N T S What will happen

6th MRB Optimization GWGSão José dos Campos, BrazilMercure Hotel

9-12

MOW 2013Maintenance & Operations WorkshopSão José dos Campos, BrazilBlue Three Towers Hotel

MRO Europe 2013London, UKExCeL London Exhibition & Convention Centre

17-20

24-261 2 3 4 5 6 7 8 9 1 0 1 1 1 2

SEPTEMBER

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 8 1 - S E P T E M B E R 2 0 1 3A N N O U N C E M E N T S

2

Regarding the E-Jets News edition 80, we would like to clarify some information presented in the Focus On section:

1) On page 10, Figure 4.1, the correct subtitle is “Damping Orifice” instead of “Damping Once” in the upper right label;

2) On page 13, at the top of the center column, the correct sentence is “The relief valve was replaced with a new model designed to operate at a lower pressure and six new attachment screws with improved anticorrosive properties” instead of “The relief valve was replaced with a new improved one designed to operate at a lower pressure due to its six new attachment screws with improved anticorrosive properties”.

Erratum NoteFollowing Brazilian Telecommunication Agency decision, some mobile phone numbers were changed on August 25, 2013. The current numbers will still be valid until November 26, 2013. During this period, a message in Portuguese will inform about the changes and will redirect the calls to the correct numbers.

Please update your Embraer contact numbers, as following:

AREA PHONES

Return To Service (AOG)

Opereng

ELEB

StructuresSystems (E-Jets)Systems (ERJ & TP)

+55 12 9 9713 4559+55 12 9 9121 2022+55 12 9 9713 7282

+55 12 9 8135 6629

+55 12 9 9125 2752

+55 12 9 9711 0293Air Safety (South & Central America)

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 8 1 - S E P T E M B E R 2 0 1 3T E C H N I C A L

3

Embraer released SB 190-36-0023 which requires the replacement of LPCV PN-6 logging up to 6,000 FH. It is important that this period is observed, regardless the E-Jets model in which the valve is installed.

The SB was released for the EMBRAER 190 model, but LPCV-6 may optionally be installed on EMBRAER 170 as well. However, the number of EMBRAER 170 aircraft with LPCV PN-6 installed is small and accumulates a small number of hours and cycles according to the fleet analysis.

Considering that a wide range of combinations is possible, the following simple examples can be used for operator reference:

A check valve that has operated for more than 6,000 FH in the E170/175 environment cannot be installed on an E190/195 aircraft;

Jose Claudio S. LealTechnical Support (EFTC)[email protected]

Bleed Low Pressure Check Valve (LPCV) PN 1001447-6

A check valve that has operated for 3,000 FH in the E170/175 environment can be installed on an E190/195 aircraft for a maximum of 3,000 FH;

A check valve that has operated for 3,000 FH in the E190/195 environment can be installed on an E170/175 aircraft for a maximum of 3,000 FH.

+

+

+


4

Embraer has received reports of manifold overpressure occurrences leading to “BLEED 1(2) OVERPRESSURE” CAS messages and bleed system shutdowns.

Embraer analysis shows that manifold pressure spikes may happen more frequently during take-off phase with the “TO-1” mode and “REF ECS” set to “OFF” in the Take-off Data Set (TDS).

This happens on aircraft post-mod new pylon over pressure switch (Service Bulletins 170-36-0013 and 190-36-0009) due to bleed valve transient modes with high engine power settings.

If the “BLEED 1(2) OVERPRESS” CAS message comes into view in the condition mentioned above with no CMC correlated messages, no maintenance action is required and the aircraft can be released for revenue flights.

Stanley MeisterTechnical Support (EFTC)[email protected]

Bleed Overpressure SNLEmbraer Service Newsletters 170-36-0021 and 190-36-0020, released in August 2013, provide further information about this subject and the related FIM revisions.


5

Adriano CarvalhoTechnical Support (EFTC)[email protected] (Integrated Electronic Standby) System

The IES (Integrated Electronic Standby) System is a backup navigation source. The IES displays artificial horizon, altimeter and airspeed information on a single flat panel screen of active matrix liquid-crystal-display (AMLCD).

In-service experience has found some cases of solder cracks at the front face pushbutton switch level. As a consequence, a new assembly process for pushbutton switches has been introduced.

In case of failure related to one of the front face pushbutton switches, the inspection of switches assembly process is recommended. If necessary, the switches shall be replaced with equivalent new switches using the related assembly process.

Thales released, on January 2013, Service Bulletins C16790A-34-001 and C16393A-34-011

to address this issue. The application of these Service Bulletins is recommended.

After the change in this SB, the part number of the IES does not change. The accomplishment of the inspection is marked with a specific label.

The SB will be done by Thales Avionics or its Authorized Repair Stations. For more Information, please contact:

THALES Avionics105, avenue du Général EisenhowerBP 6364731036 TOULOUSE CEDEX 1 - FRANCEAttn: Retrofit ManagerTel: 33 5 61 19 76 95Fax: 33 5 61 19 68 20email: [email protected]


6

In February 2013, Parker released the containment action for E190 HS-ACE AC POWER SUPPLY issue which is responsible by 45% of units removal, according to the data collected from July 2012 to June 2013.

Until the final solution takes place, which is expected to happen in December 2013, the boxes that return to shop will receive the interim solution once there is the confirmation of AC PWR SUPPLY monitor tripping, as this solution is implemented on attrition basis. The interim solution is identified through a B-suffix after the serial number and the part number remains the same.

In order to guarantee that all the boxes returning to shop due to AC POWER SUPPLY issue be correctly identified by Parker, Embraer asks operators to send the FHDB file together. This data will help shop maintenance to be performed correctly and speed up the fleet cleaning.

Gustavo GerotoTechnical Support (EFTC)[email protected]

E190 HS-ACE – AC POWER SUPPLY Containment Action


E J E TS F A M I LY - N U M B E R 8 1 - S E P T E M B E R 2 0 1 3R E M I N D E R & D I D Y O U K N O W ?

7

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

To inform operators about the availability of new anti-surge valves which will be introduced in production aircraft, Embraer issued on July 13, 2013, the following Parts Information Letters:

The new part numbers have an improved moisture resistance using three new o-ring seals and incorporate additional design enhancements:

Replace the magnet wire used in the solenoid with heavier wire;

Change the pilot spring to reduce rubbing;

Increase plunger rod length to improve rod alignment with pilot ball.

Reminder

PIL 170-49-0020 PIL 190-49-0018 PIL 190-49-0019

+

+

+


E J E TS F A M I LY - N U M B E R 8 1 - S E P T E M B E R 2 0 1 3R E M I N D E R & D I D Y O U K N O W ?

8

Emerson TeixeiraTechnical Support (EFTC)[email protected]

...that SRM tasks were released in order to provide operators more flexibility in terms of allowable damage on the seat track beams?

In the first quarter of this year, SRM tasks below were released in order to provide limits of the allowable damages and reworks (blend out) instructions. The purpose of that is to avoid unexpected removals due to damages on the tracks in the applicable region. In addition to this, the reworks are considered permanent and do not impact the inspection tasks or intervals. For more details, check the tasks below:

Did you know?

• Forward Section - SRM 53-10-10/AD51• Center Fuselage I - SRM 53-21-10/AD51• Center Fuselage II - SRM 53-22-10/AD51• Center Fuselage III - SRM 53-23-10/AD51

• Forward Section - SRM 53-10-10/AD01• Center Fuselage I - SRM 53-21-10/AD01• Center Fuselage II - SRM 53-22-10/AD01• Center Fuselage III - SRM 53-23-10/AD01

for E190/195 aircraft

for E170/175 aircraft

Figure 2Seat track beam

Figure 1 Example of thickness

reduction damage

+

+


E J E TS F A M I LY - N U M B E R 8 1 - S E P T E M B E R 2 0 1 3F O C U S O N

9

Pedro Augusto da Silva AlvesMaintenance Support Engineering [email protected]

Planning the schedule to perform maintenance tasks in the appropriate time is always a challenge to the operator. Sometimes, it is complicated and time consuming to group the tasks according to their order of execution to a specific procedure or to group the tasks that can be executed at the same time.

What if a tool would be developed to help the operators with this planning and to enhance the maintenance execution?

Access Optimization Tool (AOT)Certainly it would help a lot and would bring a lot of benefits requiring a lower budget.

With this in mind, Embraer Maintenance Support team developed a tool named Access Optimization Tool (AOT) to help operators grouping their maintenance tasks based in a logic of accesses complexity and tools that are necessary to start the tasks execution.

The tasks are executed in different intervals.

The aircraft is grounded to perform task as in the Basic Checks, but some tasks need to open the same accesses that were opened during previous Basic Checks. Such accesses are taken into consideration to group the tasks with the AOT. The TAT is another issue that worries operators due the non-operational period which the aircraft will be in a MRO or other places. The previously opened accesses to perform tasks will reduce TAT due the reduction of man-hour (MH) required to open again the necessary accesses.

Figure 1 - Tool View +



10

Access Optimization Tool (AOT)

Figure 2 – Interval Shown Based on Aircraft Utilization Profile

The goal of the Accesses Optimization Tool is to provide operators with a suggested package for Basic Checks considering the task interval and the access’ complexity required to accomplish or start the task execution. The use of the package is not mandatory, it is just a suggestion that benefits from the complex accesses that were opened during one Basic check and once the task (that shall open the same access) interval can not be accomplished on that Basic check, there is a suggestion of anticipating the task execution to use less man hours to open the same access during the next basic check.

The grouping is done by analyzing the tasks that are scheduled for one Basic Check and the access complexity which is also accessed during another Basic Check. Anticipating the task execution that opens same accesses shall reduce the man hours to open/remove the access needed.

Knowing that there are different operational profiles for each operator’s fleet, the AOT is based in the logic at this index. The first information that is required is the operational profile of the aircraft which will have

maintenance tasks package for next Basic Check.

The Accesses complexity is classified in the AOT as:

N-Level;M-Level;T-Level;

N-Level (Neutral Level)

This classification is used for accesses that neither needs any special tool (GSE) to be accessed nor complexity panels to be removed. Accesses classified with this criterion can be made during an overnight without the need to park the aircraft in a special place – like hangars – to execute the task related with it. Tasks with this classification do not go to another check and remain in the original package as MPD interval.

M-Level (Medium Level)

This classification is used for accesses that require some special tool (GSE) to be removed or accessed or a special condition must be applied – like an isolation area – to accomplish the task or the access removal. This criteria is used also for access that requires some other accesses to be removed but these other removals are not complex.

T-Level (Tough Level)

This classification is used for accesses that require complex tools (GSE) to be removed or accessed or a special place to perform the task – like an hangar or another specific place and conditions. This criteria is also used for accesses that require some other accesses to be removed and for this primary removal there is a high complexity.

Is the task within B3 package?

Is the Access opened

during B2?

Is it Access Complexitydi�erent of

N-Level?

Task Staysin Original

Package

Transfertask to B2Package

YES

YES

YES

NO

NO

NO

+++

Logic Used on Tool Development



11

Access Optimization Tool (AOT)

As AOT brings the tasks from MRB all configuration, it is necessary to apply a filter to have only the tasks presented in each operator’s MPD, so that the operators can analyse all the tasks in the suggested package that must be accomplished in each check.

Taking as an example the Basic Check 2 (B2) and Basic Check 3 (B3), after using the AOT to get the tasks package, operators will have the same number of access panels opening and monuments removal for the B2 and a decrease for the B3 due the tasks transferred from the B3 to B2 using the same accesses that are already opened in the B2. The same will happen for the number of insulation blankets removals due to the same reason.

The only disadvantage is that the labor hours for routine inspections will have a small increase at the B2 check due the transferred tasks from B3, while at the B3 the number of hours will have a great decrease. Non-routine labor will be the same or will present a relatively short increase at the B2 since the accesses that will be opened during this check will be the same as without using the AOT transferring tasks from B3 to B2. The same situation will happen for non-routine labor due the same reason.

One of the best benefits of using the task grouping suggested by AOT is to have the same TAT for the B2 check and a decrease in the B3. Even with more labor required in routine inspections during the B2, the TAT will continue the same because accesses opening will not change. Due to this, the TAT for B3 will decrease due the transfer of tasks and to the small number of tasks that will be done during this check.

For example, if the operator performs the AOT for a profile of 1.30 FH/FC, the characteristics for this situation on B2 and B3 will be a maximum increase of 10% in the invoice value with a 10% more MPD tasks and 0% increase in aircraft opening. In the other side, for the B3 will have a minimum decrease of 25% in the invoice value with 13% less MPD tasks to be done and decrease of 37% in accesses opening.

Embraer maintenance support team in conjunction with maintenance cost team is evaluating the AOT for validation with some operators and MROs for operational and financial validation of the number acquired by simulations done by the teams.

The AOT is available at FlyEmbraer for download, for the use and feedback of all operators and MROs interested in it.

Current B2 Current B3 Future B2’ Future B3’

100 100 100

NUMBER OF COMPLEX ACCESSESS OPENED

800 800 800 800688 590 763 513

100

TASKS

159 56 3756

Accesses Optimization AnalisysExample of Analysis Made (1.3 FH/FC)

Two giants side by side: Fuji Dream Airlines E170 jet and Mount Fuji. S N A P S H O T O F T H E M O N T H Credits: Mr Yutaka Kanasaki (FDA Quality Assurance Dept.)

If you enjoy taking pictures and have some nice shots from Embraer commercial jets in your archive, please share with us and you may be surprised in the next E-Jets edition.

+

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 Embraer’s written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.

operator e-jets news rel 81

Documents

s e p t e

e r s e r v

e rs e r v

r e v e n t s

c e s s u p p o r t

e n t s2regarding

n n o u n c e

c e s s u p p o r tt