operator e-jets news rel 80 rev 1

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 80 A U G U S T / 2 0 1 3

F A M I L YE - J E T S

E NEWS

SERVICES & SUPPORT

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

80E-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 0 - A U G U S T 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

Released SNLs - Update

159

TECHNICAL

Wings Balance Weights with Corrosion Reports2 3

MAINTENANCE

Maintenance Cost Reduction Project

4EJETS Main Landing Gear Shimmy Damper

DID YOU KNOW?

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CALENDAR

1 REMINDER

Behind E-Jets Structural Maintenance Plan Optimization

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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 8 0 - A U G U S T 2 0 1 3C A L E N D A R

GMT São Paulo, BrazilFort Lauderdale, USAParis, FranceBeijing, China

@5:00am@2:00am@1:00am@7:00am@1:00pm

@1:00pm@10:00am@9:00am@3:00pm@9:00pm

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

E-Jets WorkshopGMT@5:00amInteriorsGMT@1:00pmElectrical & Avionics

10 11E-Jets WorkshopGMT@5:00amElectrical & AvionicsGMT@1:00pmInteriors

17E-Jets WorkshopGMT@5:00amLanding Gear & Hydraulic SystemsGMT@1:00pmStructures

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24TIME ZONES

In September 2013 Embraer Technical Support team will hold another session of the E-Jets Technical Workshop via WEBEX. This is a valuable opportunity for Embraer to share updated information with customers on the actions to address the on-going E-Jets fleet issues.

These workshops have the purpose of promoting discussions at the oper-ational level, therefore the participation of Operator members directly in-volved on technical issues is highly recommended. Find below the agenda for each day separated by technology and meeting time based on different time zones.

E-Jets WorkshopGMT@5:00amStructuresGMT@1:00pmLanding Gear & Hydraulic Systems

E-Jets WorkshopGMT@5:00amPropulsionGMT@1:00pmFlight Controls & Auto Flight Systems

25E-Jets WorkshopGMT@5:00amEnvironmentalGMT@1:00pmPropulsion

26E-Jets WorkshopGMT@5:00amFlight Controls& Auto Flight SystemsGMT@1:00pmEnvironmental

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 0 - A U G U S T 2 0 1 3T E C H N I C A L

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

Released SNLs - Update

As a complement of the article included in the ‘Reminder’ section of this publication last edition, the EFTC AMS has re-leased the following SNLs during the past week:

SNL 170-35-0005 (190-35-0004) Crew Oxygen Discharge Indicator Disc – with information on how to deal with cases of discolored discs. This subject was raised during the last FIRST Webex meeting.

SNL 170-21-0035 (190-21-0031) Pack By-Pass Valve Filters – instructions have been included to identify the new valve filters.

SNL 170-36-0020 (190-36-0019) Fan-Air Valve Filters – also with instructions to identify the new valve filters.

It is important to highlight that the EFTC AMS has cleaned the SNL database and kept only the letters with updated in-service difficulties.

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 0 - A U G U S T 2 0 1 3T E C H N I C A L

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Juliana Born da SilvaTechnical Support (EFTC)[email protected] Balance Weights with Corrosion Reports

Embraer received reports of unusual corrosion found at the wing tip tungsten balance weights (flutter mass).

The manufacturing material of these masses is sin-tered tungsten. During the sintering process, paraf-fin is used to seal any porosity. After some time, the paraffin got loose and induced the primer displace-ment. This primer displacement associated with dirt, resulted in a bad visual aspect that has been reported as “corrosion”.

As tungsten does not have serious corrosion is-sue, the only recommendation for these events is to weight the mass to check if it is within limits, to clean any dirt and loose primer and re-apply protec-tion (Dinytrol).

Embraer Service Newsletters 170-57-0005 and 190-57-0007 released in July 2013, provide further infor-mation related to this subject.

Wing Balance Weight – Reported finding

Wing Balance Weight – Reported finding

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 0 - A U G U S T 2 0 1 3M A I N T E N A N C E

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Eduardo Rodrigues AlvesMaintenance [email protected]


Due to the E-Jets success worldwide and to their role as a key asset for our Customers’ business, Embraer is fo-cused on a Maintenance Cost Reduc-tion Product as part of the continu-ous improvement of its product.

The goal of this Project is to reduce the E-Jets Direct Maintenance Costs (DMC) by USD20.00/FH in 2013, considering four pillars below: - Maintenance Performance- Product Performance- Repair Cost- Parts Price

So far, Embraer has made available to the Customers improvements in two pil-lars and the result so far is a reduction of USD11.35/FH. The main improvements for each pillar are described:

Pillar Maintenance Performance: Reduction of USD 7.95/FHThe DMC reduction initiatives under the Maintenance Performance pillar include: MAiNTENANCE PROGRAM EvOLUTiON

- Check of the surfaces control backlash from 4,000 flight hours for the horizontal stabilizer and from 6,000 flight hours for other surfaces control to 7,500 flight hours;

- The interval to restore the landing gear restoration for E190 model increased from 8 years to 10 years;

BEST PRACTiCES

Maintenance Access Optimization, which resulted in an Access Optimization Tool (AOT). The AOT is available on FlyEmbraer to use in accesses opened during the Basic Check (B-2) and that are reopened during the Basic Check (B-3). With the tool, operators will be able to optimize their B-3 check by transferring these tasks from the B3 to B2, taking advantage of the opened accesses without the need to reopen them. This reduces the man power for accesses and it will consequently reduce the downtime. For operators that already performed Basic Check (B-2), AOT can be used for further checks, with the same advantage of accesses opened during even checks (B-2, B-4, …) and reducing man power and downtime for odd checks (B-3, B-5, …).


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Pillar Product Performance: Reduction of USD3.40/FHThe cost reduction initiatives under this pillar are focused on changes in the product, including among others: - New HS-ACE (Horizontal Stabilizer - Actuator Control Electronic) part number for E170 model to increase the robustness of the Horizontal Stabilizer System by preventing nuisance faults;

- New EDP (Engine Driven Pump) part number for E190 model to reduce the events of external leakage through the EDP split line region;

- Profile diverter installation in front of the forward passenger and service door deflectors for E190 model to improve the crew and passengers comfort and to prevent some failures that may occur in the forward passenger and service door deflectors.


Finally, SAVE THE DATE for the E-Jets MCW 2013. It will take place on October 16th, 2013 in Rio de Janeiro, Brazil. It is the best opportunity to dis-cuss and share experiences about maintenance costs, best practices and knowledge among the community of Embraer Customers.

Knowing the Customers´ point of view is a key factor for this Maintenance Cost Reduction Pro-ject. For this reason we kindly ask the operators to keep in touch with Embraer account team, sharing information and questions related to maintenance cost.

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

WEBEX Presentation on FlyEmbraer For more information, please visit us on FlyEm-braer and consult the WEBEX presentation (held on June 25th, 2013) to reach the list of im-provements aiming at the direct maintenance cost reduction.

MCW 2013 - Save the Date


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Paulo Roberto de Freitas DinizMaintenance [email protected]


As part of the E-Jets Maintenance Pro-gram Optimization Process, all mainte-nance requirements must be reassessed taking into account the operational experience from the worldwide E-Jets fleet to reach a confidence level equal to or above than 95%. Field data related to unscheduled and scheduled main-tenance actions are being collected for intervals optimization analysis and dis-cussing the task effectivity in MRB pro-cess events. However, the optimization process for the Structural Maintenance Plan is also focused on other actions in addition to the interval optimization. The purpose of this text is to present the activities and targets resulted from dis-cussions on structures.

The Structural and Zonal Working Groups are managing the technical pro-posals of the Structures Optimization Process to the following activities:

• Harmonization of structural tasks between E-Jets 170/175 and 190/195;

• Transference of the Mainte-nance requirements from Cor-rosion and Prevention Control Program (CPCP) to the Zonal Program;

• Definition of optimum Threshold and Intervals for maintenance requirements of CPCP;

For the harmonization of structural tasks, field data are being used to re-assess the MSG-3 analysis for E-Jets 170/175 and 190/195 to propose an op-timized common interval for both mo-

dels if their structures are identical. This initiative is focused on the need of the reassessment of the original certifica-tion assumptions of the MSG-3 analysis to allow the development of a simpler maintenance planning mainly for ope-rators with 170 and 190 in their fleet.

The transfer of structural tasks from CPCP to the Zonal Program will provi-de even further optimization, given the good reliability of most of the CPCP tasks that were analyzed so far. The CPCP sampling program was used as a reference to the Working Group. CPCP’s world wide fleet experience is allowing the CPCP maintenance program op-timization with excellent reliability to provide the new thresholds and inter-vals periods and to transfer tasks to the Zonal Program. Therefore, the assess-ment proved to the working group and

regulatory authorities the reliability of the Zonal Program to address inspec-tions in such structures. Through this decision the CPCP may result in a re-duction of maintenance requirements by at least 25%. Such reduction will minimize the paperwork for mainte-nance planning and controlling and task accomplishments, therefore in-creasing the aircraft overall availability.

Given the amount of field data shared by the operators with Embraer along with the Sampling Program assessments and operators’ experience, the goal to increase those tasks intervals was esta-blished after the evaluation of all tasks with intervals lower than 72 months and 7000 FC considering the Basic 1 package escalation from 6,000 FH to 7,500 FH and fleet utilization parameters worldwide.


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MSG-3 Analysis Reassessment and Interval Optimization Report


Preliminary results of the first two Structural Working Groups show that the Structural Program is going through a deep modification which led to threshold increase, intervals increase beyond 25% and transfe-rence of maintenance requirements to the Zonal Pro-gram along with the harmonization of Embraer 170 and Embraer 190 maintenance programs.

The technical proposals to be assessed by the next Working Group meetings will address optimization of other structural tasks with higher Threshold and Interval following the same target herein mentioned: Harmonization analysis, transference analysis from structural to Zonal Program and Threshold and Inter-vals optimization.

We are confident that the current CPCP Sampling Program and field data collection from Basic check will give all means to the Working Group improve the current structural program and reduce maintenance costs.

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 0 - A U G U S T 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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Rodrigo de MacedoTechnical Support (EFTC)[email protected]

The SB 190-32-0054 was recently revised in order to include the on-wing modification procedure for the introduction of new RSA floating piston seal. The covered Liebherr SB with off-wing instructions also had a modification introduced.

The main advantage of on-wing task is the possibility to re-move only the sliding tube removal, instead of the complete MLG assembly. This eliminates the need of shop tooling such as trolley PN 53377A0000-01 and Beam PN 53377A2500-01. Nevertheless, in both methods the new GSE’s will be necessary (GSE 427 and GSE 494).

It is worth mentioning that during the field evaluation of the new seal it was observed an accommodation period of up to 2 months within which a small internal nitrogen leakage is nor-mal.

Rodrigo de Sousa FrutosTechnical Support (EFTC)[email protected]

...that the AMM Task 34-13-01-06 (Integrated Pitot/Static/AOA sensor – Inspection/Check) was recently revised to in-clude procedures to do damage assessment of the Air Data Smart Probes (ADSP)?

This task provides instructions to avoid unnecessary ADSP removals due to erosion or corrosion before cross-checking its effect with the specific steps of the referred AMM task.

Did you know?Reminder

AOA PORTS

STATICPORTS

ADSP – Static Ports inspection


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

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Marcos SilveiraTechnical Support (EFTC)[email protected]

The Main landing gear provides ground-rolling capability to the aircraft, thus enabling take-off, landing and taxi operations. Due to size of the MLG and its tires, as on all landing gear with similar design, a “Shimmy Damper” was required for shimmy stability.

In Ejets the Shimmy Damper was designed to be attached to the union of upper and lower torque links by an axle. All these components provide the aircraft proper alignment on landing and take-off, as well disable the wheels rotation around the slid-ing tube axle.

The Shimmy Damper is installed on LH/RH Main Landing Gear of the E170 and E190 models. See Figure 1 and 2.

EJETS Main Landing GearShimmy Damper

WOW Sensors

Lower Torque Link

Figure 1 – MLG, Shimmy Damper Figure 2 – MLG, Upper/Lower Torque Links and Shimmy Damper

This article provides information about the Shimmy Damper and describes its evolution over the years.

Main Fitting

Nitrogen Valve

Brake Torque Pin

Torque Link Damper

Upper Torque LinkSliding Tube

Grease Niples

Wheel Axe

Brake Hydraulic Lines

Brake Harness



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MLG Shimmy Damper General informationIts function is to reduce the translation of lateral movement from the lower torque link to the upper torque link due to the shimmy behavior or any other movement which may be induced during rolling on the ground. See Figure 3.

Functional informationThe component is a disc spring, energized, hydraulic fluid damper. The damper housing is connected to the upper torque link; the shaft is connected to the lower torque link via a ball bearing. Each torque link has a grease point to keep the axle lubricated. The shimmy damper contains a housing and a hollow, flanged shaft with a reservoir of Hydraulic Fluid SAE AS1241. The oil-filling valve is protected by a nut with longer cylinder shape. The shimmy damper housing is attached to the upper torque link with six screws (connections bores) and the damper shaft is attached to the lower torque link with a flanged bearing and a support assembly. See Figure 4 and Figure 4.1.

MLG Shimmy Damper

Figure 3 – Shimmy Damper (typical)

The Shimmy Damper is effective during ground opera-tion, such as taxing, take-off and landing. The damping effect is primarily a result of the hydraulic fluid passing through the restrictors in the shaft piston. The disc springs installed inside the shimmy damper return the shaft to the center position. See Figure 4.1. The shimmy damper oper-ates when the sliding tube tries to rotate, thus transmitting the torque from the lower torque link to the upper torque. This causes the shimmy damper shaft to move, and the oil in the shaft reservoir is forced to go through the orifices of the restrictors in the shaft causing damping movement.

Figure 4 – Shimmy Damper

Figure 4.1 – Shimmy Damper Cut View

Bleed PointUpper Torque Link

Lower Torque LinkSupport

Torque Link Damper

Oil Filling Valve

Cap

Housing AssemblyBleeder Plug

Shaft Assembly

Tappet Valve

Support Upper Torque Link Oil Reservoir

Shaft

Disc SpringsHousingLower Torque Link

Oil Filling Valve

Protection Nut

Connection Bores to Upper Torque Link

Damping Once



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Component Modifications Details

Several PNs were released since the beginning of Ejets operation, find below detailed characteris-tics, differences and changes according to each PN and its respective fleet application:

PN 2244A0000-03 (E170/175 fleet)

On this configuration the shaft material was changed. Additionally, the shimmy damper pro-tection shield was replaced by a protection bush installed in the upper torque link. See Figure 5. This allows the protection bush to better prevent the shimmy damper stroke against fine particles and impacts. This modification was introduced with the MLG shock strut PN 190-70031-401/-402.

PN 2244A0000-04 (E170/175 fleet) / PN 2265A0000-01 (E190/195 fleet)

These PNs had the same modification of -03 in ad-dition to replacement of the plug bleeder with a

corrosion resistant steel material and an improved service indicator lines for better visualization.

On these configurations, the following changes were performed to update components address-ing different issues:

A. As the indication in the level of the shimmy damper would cause a fluid level misinterpre-tation (Figure 6), there was a change of the in-dication concept, replacing the green indica-tion area by a black line to facilitate the oil level

MLG Shimmy Damper

visualization. The red color was kept to the in-dicate reservoir low level. The shimmy damper has present words “MAX” (do not overfill) and “MIN” (refill) engraved on the cover and “MAX and MIN” lines will be printed on the glass. See Figure 6 and Figure 6.1.

Figure 5 - Shimmy Damper P/N 2244A0000-03

Protection bush

Internal Shaft, Material: Marval X12H

Figure 6 – New indication of the oil level

MAX Line grinded inside the sight glass

MIN Line grinded inside the sight glass

Black Line chem. oxidised on piston Width of indication window incre-ased to 9,8mm (was 8mm)

Engraved MIN - MAX indication on Reservoir Cover (on both sides of windows)



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B. Also, the previous shimmy damper would present leakage on the reservoir piston seal at low temperatures after some period of use. The solution for this issue was the modification

of the seal groove to increase the seal squeeze, replacement of the seal from O-Ring with an AGT-Ring and the inclu-sion of a second seal (Silicon O-Ring) on the reservoir piston to improve the sealing at low temperature. See Figure 7.

The relief valve (Figure 7) installed on the shimmy damper was chan-ged. Its two main functions are:

• To open in case of internal oil leakage allowing the oil to flow to the environ-ment;

• To work as unidirectional valve to avoid water or other contamination getting into the shimmy damper;

In a condition that the relief valve was not opening when there was an inter-nal oil leakage due to the high cracking pressure. The oil that cannot flow to the environment will be therefore de-posited in the indication chamber. This issue was due to excessive amount of hydraulic fluid in the unit.

MLG Shimmy Damper

Figure 6.1 - Oil level indication Cut View

Correct filled damper:Black Indication line in between MIN-MAX range.

Chem. anodized red marking - covered by the reservoir piston at correct filled shimmy damper.

Chem. anodized red marking - visible only at low oil level or at Reservoir empty.

Figure 7 - Modification of the seal and Relief Valve

O-Ring

O-Ring(2º seal)

AGT-Ring

Relief Valve

Relief Valve

PN 2244A0000-05 / PN 2265A0000-02

PN 2244A0000-04 / PN 2265A0000-01



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C. The attachment bolts that attach the shimmy damper to the torque links have presented surfa-ce corrosion (Figure 8). The current protection on bolts is black oxide. For the shimmy damper PN 2244A0000-05 / PN 2265A0000-02 the bolts have cadmium plating protection.

D. It was noticed that the shimmy damper cover part painted has been stripped during operation. But cover does not need to be painted, because the base metal is stainless steel.

Summarizing these configurations PN 2244A0000-05 / PN 2265A0000-02 contains a new sight glass and color indication display to prevent misinterpretation. A new cap and piston with associated ring, seal and O-rings have been installed in order to prevent leak-

MLG Shimmy Damper

Figure 8 - Attachment bolts

Presented Surface Corrosion

Figure 9 - Lastest Modifications of the Shimmy Damper

Modified Use

Modification of the seals

Replacement of Relief Valve: Decreasing of Relief pressure from 3 bar to 0.3bar

Replacement of Reservoir Cover: Removal of Paint

age on the reservoir at low temperature. The relief valve was replaced with a new improved one de-signed to operate at a lower pressure due to its six new attachment screws with improved anticorro-sive properties.

Aspects during OperationWhen the hydraulic fluid level and the oil pressure are correct, the oil pressure in the reservoir neu-tralizes the spring force and keeps the indicator

piston and ring in the overlapped position.

When there is less hydraulic fluid in the reservoir, the oil pressure is less. The spring forces overcome the oil pressure and force the indicator piston to go apart making only the red colored part of the ring to be visible, which indicates insufficient oil level. The red indication means the damper needs servicing.

Although the main function of the shimmy damp-er is to mitigate shimmy / vibration of MLG on the ground, whenever the pilot reports an aircraft vibra-tion, event if it is addressed to Nose Landing Gear, it is highly recommended to perform the AMM Task 05-50-24-200-801-A to troubleshoot the aircraft, tak-ing special attention to MLG shimmy damper ser-vicing and installation, including the gaps of upper and lower torque links. It is very difficult to the crew distinguish the source of vibration, thus a NLG vibra-tion report may be related to MLG.

Remember that other facts may be the root-cause of such reports, like tire pressure, tire wear, nose wheel not well aligned, among others.

We published this month, specifically to E170 the SNL170-32-0032 bringing the importance of iden-tifying a shimmy condition when it occurs, proper actions after a shimmy event and how to mitigate it.

Reservoir indication changed from colored rings to *MIN (refill) / MAX

(do not overfill)* indication



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MLG Shimmy Damper

Lower Torque Link

Oil Indication Level

Upper Torque LinkShimmy Damper

A ZONES 731 741

A

Figure 10 – Main-Landing-Gear and Doors – Shimmy Damper

B

B

E190 parked at Conviasa Hangar in Venezuela. Photo taken by Adriano Carvalho - Embraer Technical Support EngineerS 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 Embraer’s written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.

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