Reducing Operating Costs - A Reference Guide PDF

ERJ 145
Reducing
Operating
Costs
A REFERENCE GUIDE
Maintenance & Operation Tips
THIS INFORMATION IS EMBRAER PROPERTY AND CANNOT BE USED OR REPRODUCED WITHOUT WRITTEN AUTHORIZATION 1
INDEX
1. OBJECTIVE 6
2. INTRODUCTION 7
3. MAINTENANCE AFFECTING OPERATING COSTS 8
3.1 PREVENTIVE TASKS 8
3.2 ENGINE 11
3.3 LANDING GEAR 12

3.3.1 EXAMPLE 1: SEALANT FAILURE INSPECTION AND RESTORATION 13
3.3.2 EXAMPLE 2: PAINTING DAMAGES INSPECTION AND RESTORATION 14
3.4 BRAKES X THRUST REVERSER 15
3.5 APU 19
3.5.1 HARD FOD 19
3.5.2 SOFT FOD 20
3.5.3 FLUID INGESTION TEST 22
3.5.4 CERTIFICATION REQUIREMENTS 23
3.5.5 SOFT FOD PREVENTION 24
3.6 LEAN MAINTENANCE 25
3.7 SPECIFIC TRAINING FOR TROUBLESHOOTING 26
3.8 NEW TROUBLESHOOTING TOOL – GSE 220 (MITS) 28
3.8.1 CASE STUDIES 28
3.8.2 BENEFITS BASED ON REAL SCENARIO APPLICATION 29
3.9 MAINTENANCE PRACTICES TO REDUCE FUEL CONSUMPTION 30

3.9.1 ACCESS PANEL INSTALLATION 30
3.9.2 SEALING APPLICATION 31
3.9.3 FINISHING CONDITION 32
3.9.4 AIRCRAFT WASHING 33
4. OPERATIONAL PROCEDURES AFFECTING OPERATING COSTS 35
4.1 INTRODUCTION 35
4.2 FLIGHT OPERATIONS AND PERFORMANCE 40
4.2.1 OEW INCREASE AND CONTROL 41
4.2.2 FLIGHT PLANNING 42
4.2.2.1 REGULATORY RESERVES AND DISPATCH POLICY 42
4.2.2.2 EXTRA FUEL CONSIDERATIONS 43
4.2.2.3 OPTIMUM CRUISE ALTITUDE 45
4.2.2.4 CRUISE SPEED SELECTION 47
4.2.3 IN FLIGHT PROFILE: GROUND OPERATIONS 51
4.2.3.1 APU USE ON GROUND 51
4.2.3.2 AIR CONDITIONING USE ON THE GROUND 51
4.2.3.3 SINGLE ENGINE TAXI 52
4.2.3.4 TAKEOFF 52
4.2.3.5 CLIMB 52
4.2.3.6 HIGH SPEED CLIMB 53
4.2.3.7 CRUISE SPEED MANAGEMENT 55
4.2.3.8 LATERAL NAVIGATION OPTIMIZATION 56
4.2.3.9 DESCENT 57
4.3 AIRPLANE SYSTEMS 64
4.3.1 AERODYNAMICS 64
4.3.1.1 MISSING PARTS, MISRIGGING AND/OR MISMATCHED PARTS 66
4.3.1.2 FLIGHT CONTROLS 67
4.3.1.3 SENSITIVITY AREAS 68
4.3.1.4 PARASITE DRAG INFLUENCE 68
4.3.1.5 EXTERNAL DIRT ACCUMULATION 69
4.3.2 ENVIRONMENTAL AND PNEUMATICS 70
4.3.2.1 LEAKAGES 70
4.3.2.2 BLEEDS AND PACKS FAILURE 71
4.3.2.3 ANTI-ICE 73
4.3.3 ELECTRICAL SYSTEM 74
4.3.3.1 IN-FLIGHT OPERATIONS 75
4.4 PROPULSION SYSTEM 78
4.4.1 KEY NOTES 78
4.4.2 GENERAL RULE 79
4.4.3 TAKEOFF 79
4.4.4 CRUISE 79
4.4.5 DESCENT 79
4.4.6 RAMP OPERATIONS 79
4.4.7 MAINTENANCE ACTIONS 79
5. LDG REVITALIZATION PLAN 81
5.1 INTRODUCTION 81
5.2 TASKS TO BE ACCOMPLISHED EVERY “A” CHECK 82
5.2.1 SEALANT FAILURE INSPECTION AND RESTORATION 82
5.2.2 PAINTING DAMAGES INSPECTION AND RESTORATION 85
5.3 TASKS TO BE ACCOMPLISHED EACH BRAKE REPLACEMENT 89
5.3.1 TRAILING ARM BRUISING INSPECTION AND SEALANT REPAIR 89
5.3.2 BRAKE SUPPORT CORROSION INSPECTION AND REPAIR 91
5.3.3 WHEEL AXLE CHROMIUM DAMAGES INSPECTION AND REPAIR 93
5.3.4 WHEEL AXLE PAINTING DAMAGES INSPECTION AND RESTORATION 95
5.4 TASKS TO BE ACCOMPLISHED EVERY “4A” CHECK 97
5.4.1 MANEUVERING ACTUATOR PISTON ROD AND ROD END CORROSION

INSPECTION AND REPAIR 97
5.5 TASKS TO BE ACCOMPLISHED EVERY “C” CHECK 99
5.5.1 SEALANT FAILURE INSPECTION AND RESTORATION 99
5.5.2 TRAILING ARM AXLE CORROSION INSPECTION AND BRUISING REPAIR

102
5.5.3 SHOCK ABSORBER AXLE CORROSION INSPECTION AND REPAIR 105
5.5.4 PIVOT PIN CORROSION INSPECTION AND REPAIR 108
5.5.5 SHOCK ABSORBER LUG CORROSION INSPECTION AND REPAIR 110

INSPECTION AND REPAIR 112
6. REFERENCES 114
1. OBJECTIVE
The objective of this guide is to consolidate and highlight valuable information

about reduction of operating costs in an airline.
In the present document, information can be found regarding how maintenance

and operations personnel can effectively contribute to reducing overall operating costs
by adopting simple practices and procedures or changing policies and the way activities
are performed.
2. INTRODUCTION
The proper handling of maintenance costs represents one of the best ways to
reduce overall operational costs.
For this reason, it is not uncommon for a company to attempt greater

maintenance efficiency by adopting a robust cost system. However, a cost system by
itself is not enough to solve every cost problem; furthermore, such a system requires
adequate time to be integrated and to mature before achieving efficiency as an
administrative tool.
This guide proposes integration between Operation & Maintenance personnel

aiming to better achieve the airline’s day-by-day goal: flight safety and profitability.
All departments in the airline are aware of their own goals, but sometimes they
do not have adequate understanding of how a few initiatives in a specific department
can contribute to large savings in another one, contributing efficiently to the overall
savings of the airline.
This guide was prepared based on field data collected from Embraer engineers
through their research and participation in conferences and operators’ events over the
past years.
This guide is a summary of Embraer’s initiatives in reducing operational costs.
3. MAINTENANCE AFFECTING OPERATING COSTS
Several initiatives were developed by Embraer and its suppliers aiming to
reduce operating costs. In this document, all initiatives are grouped by subject for
easy reading and comprehension.
3.1 PREVENTIVE TASKS
Preventive Tasks is a project that came from Maintenance Cost Workshop and
its main objectives are:
o To analyze the effectiveness of having some specific tasks

accomplished frequently and the impact on the interruptions rate.
o To compare the performance of operators that adopt Preventive Tasks

with those who do not.
To conduct the analysis, the main objectives were grouped into MRB and
Preventive Tasks, as follows:
MRB Preventive Tasks
Objective Flight Safety

Flight Safety: * Performance & Cost
Operational & Cost
Methodology MSG-3 Internally by

each operator
Application Worldwide Fleet Specific per operator
* Performance: One of the important facts that contributes to and motivates this
analysis is the large difference in dispatch reliability among the operators, even in the
same region, and with similar passenger behavior and operational profile.
It was observed that in some operators who used to accomplish certain tasks
(TOP interruptions items) overnight, fewer interruptions occurred the next day, mainly
in the first flight, avoiding cumulative delays for subsequent flights.
Another gain was observed. For interior issues, regular maintenance can help
avoid extensive damage and parts replacement during the aircraft’s refurbishment
(normally during “C” Checks”), contributing effectively to cost and downtime reduction.
The airlines in general face peaks and valleys in their workload overnight, so a
quick and effective checklist should be used for taking advantage of the mechanics’
availability for preventive inspection of the entire aircraft, looking for potential
discrepancies to be fixed.
It is important to highlight that this simple procedure can contribute to a

substantial and positive impact on aircraft dispatch reliability.
The figure below highlights the main items covered by Preventive Tasks as
adopted by different airlines around the world.
Daily Check Contents per Operator

Operator Operator Operator Operator Operator Operator
Preventive Tasks Description ATA
A B C D E F
Walk Around: Service and Pax doors, Radome
Latches, erosion evidences, static dischargers, X X X X
wings and fuselage general condition.
CMC downloading and/or Acft log book check. X X X X X
Servicing: Engine/APU Oil Quantity 12 X X X X X

Pax/Crew seats condition: tray table, arm rest,
25 X X X
inclination
Interior General Condition: lavatories and galley
25 X X
doors, water leakages, etc...
Exterior Lights: Taxi, Navigation, Landing, etc... 33 X X X X X
Interior Lights: Map, courtesy, reading, etc... 33 X X X
Landing Gears: Leakage, doors, shock absorber,

32 X X X
brakes and Lights
Landing Gears: Tires condition (pressure and
32 X X X X
serviceability)
SR Benchmarking 99,23 98,99 99,17 99,14 99,46 98,38

Linked with a fully Daily Check List Contents
The results shows that an extensive use of Preventive Tasks can contribute to
increasing the aircraft dispatch reliability around 0.30% through an effective use of the
workforce available.
In other words…
Aircraft Available + Mechanics Available = Inspection
“It is better to prevent & fix problem overnight…

…than experience an interruption on the first flight.”
Source: Preventive Tasks Report
3.2 ENGINE
The engines are responsible for the larger portion of the maintenance costs,
and due to that, any single initiative to reduce costs can be converted into important
savings.
During Maintenance Cost Workshop 2006, Rolls Royce presented its special
program aimed at Maintenance & Operating Costs reduction, as follows:
o Exchange Part Policy

o Limit Expansions/Book Repairs
o Engine Management Plan
Benefits
Parts Exchange & Tiered Pricing Policy
Reduction in processing time from 30 to 5

days.
Average reduction in price ~30%.
Limit Expansions & Book Repairs

400
350
300
Reduction in direct maintenance cost.

Q u an tity o f AE3007A BR T asks
250
200
a ir s
Re p
150
B ook
able
v a il
100
50
A
0
1998 1999 2000 2001 2002 2003 2004 2005 2006
Year Published
Engine Management Plan (EMP)
Control shop visit costs.

Reliability-centered maintenance.
Further information for each program can be found at: www.aeromanager.com or by

contacting your Customer Business Team.
3.3 LANDING GEAR
Just after the first LDG overhaul, ELEB (MLG supplier) conducted a detailed
analysis and defined its cost breakdown. Based on that, the main contributor for
overhaul cost was identified (Repair & Treatment) and a Revitalization Plan was
developed presenting general preventive tasks for the MLG.
The objective is to give operators instructions on how to preserve the MLG

parts, thus avoiding scraps and excessive repairs at overhaul, in order to achieve cost
reduction and shorter TAT.
Start 6 – Bushing 3,2% 12 - Painting 4,2%

Disassembly
1- Receiving 7 – Paint 4,5% 13 - Assembly 6,2%

1,1%
Stripping
2 - Cleaning 8 – Detailed 1,9% 14 – Final ATP 2,2%

1,4%
Inspection
3 – Visual 9 -NDT 15 – Conformity

1,1% 9,3% 9,1%
Inspection / Shipment
4 - ATP 10 –Surface
1,9%
Treatment/Repair 41,8% End
s
5 - Disassembly 11 – Bushing
2,9% 9,3%
Installation
The following pages intend to show some examples of the preventive tasks
recommended by ELEB. The complete information can be obtained in SNL 145-32-
0035 or in Chapter 5 of this document, “LDG Revitalization Plan.”
3.3.1 EXAMPLE 1: SEALANT FAILURE INSPECTION AND RESTORATION
Damages were caused most likely by rotation of bushing due to unpredictable

load or lubrication failure. The ingress of moisture under bushings caused by broken
sealant may result in local corrosion.
DESCRIPTION: LEG STRUT SEALANT FAILURE

PART NUMBER KIND OF INSPECTION PREVENTIVE ACTION
2309-2002 FREQUENT LUBRICATION
EXTERNAL VISUAL
2309-3002 ACCORDING TO AMM
INSPECTION
2309-4002 INSTRUCTIONS
3.3.2 EXAMPLE 2: PAINTING DAMAGES INSPECTION AND RESTORATION
Damages caused by impact of debris or mishandling of tools. The exposure of

base metal may result in corrosion.
DESCRIPTION: LEG STRUT PAINTING DAMAGES

2309-2002
EXTERNAL VISUAL PAINTING REPAIR
2309-3002
INSPECTION ACCORDING TO CMM
2309-4002
Source: ELEB’s Revitalization Plan – SNL 145-32-0035
3.4 BRAKES X THRUST REVERSER
The ERJ 145 is certified to be operated without Thrust Reversers. The T/R
utilization does not add additional efforts to the engines.
“The effect of using Thrust Reversers on engines’ MTBR is very small to

quantify.” (Rolls Royce).
“Using Thrust Reversers for 15 seconds per flight would increase fuel use by
about 15 lbs ($2) per landing (considering both engines).” (Rolls Royce).
The T/R is a “bonus,” available to be used in special conditions or specific

airports to increase the safety margin during the landing.
“Aircraft must be capable of stopping in the required distance without this force
(Thrust Reverser), but it provides an additional safety margin, particularly when the
runway is wet.“ (Rolls Royce).
IMPORTANT:
1) The entire Landing Gear (including brakes) represents 10% of
the DMC.
2) "Pay by the hour" contracts for engines “cost per landing”
for brakes have fixed costs, so these ones are not affected by
the utilization of the T/R.
3) As the T/R is a bonus to increase the safety margin, at each
utilization the maintenance cost increases (adjustments,
actuators, structure, etc.).
4) For taxi, the T/R is not recommended due to the increase in
the components’ wear and the associated maintenance costs.
Regarding the capability for stopping aircraft without T/R, let’s evaluate its
impact on brake’s life.
The brake assembly on the EMB-145 family has a carbon brakeheat sink. This
differs from traditional steel brakes since carbon brake wear is strongly affected by
brake temperature.
Carbon brakes wear less when operated at high temperatures while steel
brakes wear less when operated at low temperatures.
Recommended Practices to Improve Carbon Brakes Life
All recommended braking techniques should aim at minimizing the number of
brake applications and controlling carbon brake temperature.
Brake wear vs.

Number of brake Brake wear vs.
high applications high Temperature
wear wear steel
carbon
steel
low carbon
low
wear wear
few many cold hot
General rules for carbon brakes:

- Avoid continuous, mild brake applications for extended periods of time.
- Minimize the duration of each brake application when practical by using shorter
applications with higher pressure on the pedals.
- Avoid using brakes asymmetrically.
Number of brake applications:

- Minimize the number of brake applications when practical.
The number of brake applications governs carbon brake wear.
Taxi when brakes are cold:

- Do not intentionally use the brakes solely to heat them.
- Carefully manage taxi speed. Let airplane accelerate to a maximum safe speed,
then use the brakes in one increasingly firm application to slow the airplane. Then
release the brakes and allow the airplane to accelerate again. Less frequent use of
brakes with higher braking pressure improves brake life.
Taxi when brakes are warm:
- Carefully manage taxi speed. Let airplane accelerate to a maximum safe speed
then use brakes in a short but firm application. This will help keep the brake within
operating temperature range limits by allowing more cooling time and less brake
friction time.
Single engine taxi:

- Use single engine taxi whenever practicable. This procedure decreases total engine
thrust, thus reducing the need for brakes during taxi.
- See AOM section 1-02 for additional single engine taxi information.
Landing:
- Apply the brakes with no delay after the nose landing gear wheels have touched
down. Move directly to a single firm and steady brake application and hold pedal
pressure until decelerated to taxi speed. Apply pressure up to a maximum
comfortable deceleration.
- Only use thrust reversers if necessary. Brake life is improved if thrust reversers are
not used. This may seem odd but it is the nature of carbon brakes.
- If thrust reversers are necessary, use simultaneously with brakes and stow them as
soon as possible.
The figure on the following page presents good practice for brake use during landing.
3.5 APU
The APU, due to its importance, complexity and cost repair, is defined as a
DMC Cost Driver. This chapter intends to show simple and efficient precautions that
should be taken by the airlines aiming to avoid high repair costs for this component.
One of the most important issues responsible for APU damages is Foreign
Object Debris (FOD). FOD can be divided in two categories:
• Hard FOD
• Soft FOD
3.5.1 HARD FOD

Hard FOD usually occurs if a foreign object of significant hardness (typically
metal/rocks) is ingested into the APU and subsequently to the Compressor wheel.
Hard FOD characteristics typically include:
• Jagged fractures/Shearing (Figure 1)
• Notches/Nicks (Figure 2)
• Tip loss due to induced fatigue
• Blade buckling
Figure 1 – Jagged Fractures
Figure 2 – Notches / Nicks
3.5.2 SOFT FOD
Soft FOD is caused by ingestion of large quantities of liquid, ice, or softer
materials into the compressor wheel. Soft FOD characteristics typically include:
• Blade root bends
• Blade tip bends/curls
• Long blade loss due to soft FOD inducted fatigue
• Tip loss due to soft FOD induced fatigue
• Blade buckling
• Fluid debris
In general, soft FOD shows much more smoother bends where damage took
place than are exhibited from hard FOD. The surface lay typically does not show any
occurences such as scratches or irregular marks. Field experience has shown that soft
FOD can occur on both the long and splitter blades and the blade bending can induce
tip losses. Hard objects (such as tip loss, hard metals, etc) cannot induce soft FOD
characteristics.
Typically when a significant volume of fluid/ice is ingested, the damage is

incurred on the long blade toward the root. This type of damage has been confirmed
by test. Some radical cracking that corresponds with this type of damage has also
been observed. The impact damage usually occurs on one long blade.
Impellers with splitter blades may also show some tip bending on the splitter
blades.
WATER INGESTION SOFT FOD
Water may not leave residue or debris (although there may be some streaking).
WHITE DEBRIS SOFT FOD

In some of the soft FOD cases, a white debris were found on internal
components. Chemical analysis of white debris had identified components consistent
with de-icing fluid (ethylene glycol). White debris on the compressor and in any of the
other components of the engine may indicate that de-icing fluid was ingested and
would be the source of the soft FOD.
The Soft FOD events were studied in four different operators, and the results
show that they are increasing significantly year after year.
3.5.3 FLUID INGESTION TEST
HSPS conducted tests on the C11 and C14 APU to determine the amount of
fluid that could be ingested without damaging the APU.
Ingesting a large concentration, significantly above the allowable limits of fluid

ingestion while the APU is running, damaged impeller blades in a way similar to
damage seen on returned APU’s.
Soft FOD can result in major damage to the APU and high repair cost.
Bent impeller blade caused

by fluid ingestion
Cracking can occur over time,

leading to additional damage
3.5.4 CERTIFICATION REQUIREMENTS
The standard for APU FOD testing for Technical Standard Order Certification
(TSO) has been to satisfy the minimum requirement for FOD ingestion for propulsion
engines. AC 33-1B, Paragraph 10, Group II, Section 4, states that the engine must be
capable of ingesting 4% of the mass airflow for water ingestion.
The nominal value for mass airflow for the T-62T-40C14 and T-62T-40C11
APUs is approximately 3.7 pps (Mdot, corrected for standard day). As such, the
minimum allowable limit for FOD (water ingestion) is approximately 0.148 pps (4%
Mdot).
3.5.5 SOFT FOD PREVENTION
APU DE-ICING RECOMMENDATIONS
• Turn APU off whenever possible

• If APU is running, be sure the APU bleed is closed
• Ingestion of De-Icing fluid can result in:
• Starting problems
• APU Overspeed
• Shutdowns
• Soft FOD
• An APU with Soft FOD damage may be identified by a high pitch whine and
should be inspected for damage
• Continued operation after Soft FOD can result in further damage to the
APU.
DE-ICING FLUID INGESTION

• Analysis by HSPS indicates that the “glycol family” of De-Icing fluid will support
combustion. Ingestion of quantities of the fluid during APU operation could
result in an uncontrolled overspeed or overtemperature condition.
WINTER OPERATION
• Embraer and Hamilton Sundstrand do NOT recommend APU operation during
the aircraft De-Icing/anti-icing procedure. If the APU is kept in operation during
the De-Icing/anti-icing procedure, damage can occur to it. If APU operation is
absolutely necessary, make sure that the APU bleed valve is closed, PACKS
are set to OFF, and the De-Icing/anti-icing fluid will not be applied directly to or
near the APU air inlet.
APU Soft FOD incurs in repair cost not covered by Warranty.
3.6 LEAN MAINTENANCE
Lean Maintenance is a proven methodology that can lead, through the use of
single and efficient tools, to significant gains.
Lean techniques entail the application of the well-sense in the work environment
to identify and reduce waste, aiming to maximize the value-added portion of the job.
Some techniques used to do that are listed below:
o 6S – to organize the work place

o Kanban
o Value Stream Mapping
o Spaghetti and Communication Circle Diagram
o Kaizen
o Brainstorming technique in team work session
o Theory of Restriction
o Others
The extensive and continuous application of the Lean principles in the work
environment can contribute to great gains in different MRO areas, so, over a three to
five-year period, it is not uncommon to achieve:
• Inventory reductions of up to 75%

• Labor productivity increases of up to 20%
• On-time delivery improvement to 99+%
• Reduction of defects annually by 20%
• Total lead time reductions of up to 75%
• Floor space reductions of up to 50%
• Set-up time reductions of up to 75%
• Capacity increases of up to 20%
Expressjet personnel stated during Operators Maintenance Forum

2007 that they reduced two days the ERJ 145 “C” Checks
downtime through the use of the Lean principles.
3.7 SPECIFIC TRAINING FOR TROUBLESHOOTING
One of the most important aspects that contribute for increasing the fleet
availability and to reduce significantily the interruptions is the ability of the gate
personnel on to dispatch the aircraft as soon as they can.
Therefore, despite of having experienced mechanics or state-of-the-art IT

support, well trained mechanics at gate maintenance is the best way to speed up the
troubleshooting activities.
In the example below is possible to see the difference, pre and pos training,
regarding interruptions rate (this example refers to an american operator):
Training Date
In this sense and aiming to better support its customers, Embraer team has
developed specific troubleshooting training, as described in the following page.
Specific training are also developed under request.
For additional information regarding Specific Training, please contact your

Customer Account Manager ou contact us through the e-mail:
145techpubs@embraer.com.br
Training Title Objective
Under the “Scenario of Failures” concept, the training provides the
necessary instructions to make the troubleshooting easier and faster
Thrust Reverser Troubleshooting
by using the Fault Isolation Manual, preventing unnecessary
component removals, thereby reducing the NFF (No Fault Found) rate.
Increase the maintenance personnel knowledge about the adjustment

Nose Wheel Steering System -
of the nose wheel steering system in order to make the system
Adjustment
adjustment easier and faster.
AIR / GROUND Increase the maintenance personnel knowledge of the AIR/GROUND

System & Troubleshooting system in order to render maintenance faster and easier.
To provide information on the Air Conditioning System to the

Air Conditioning
maintenance personnel to support them in Embraer products: aircraft
System & Troubleshooting
and maintenance procedures.
To explain about side hinged door operation (closing/opening);
Clarification about functioning of mechanism;
Doors
Side-hinged door adjustment and tests;
Removal, installation and repair of the seal.
To increase the maintenance personnel knowledge about the system,

Gust Lock System - maintenance procedures, MEL procedures and show how to perform
Maintenance & Troubleshooting an effective troubleshooting in order to prevent the No Fault Founds
(NFFs), thereby rendering the maintenance faster and cheaper
To increase the maintenance personnel knowledge on how to perform

an effective functional check to measure the backlash of the Aileron,
Functional Check for Backlash
Rudder, Elevator, Servo tabs, and Spring tabs surfaces using the
Control Surface Backlash Calculation Software (GSE 378).
To increase the maintenance personnel knowledge about the
troubleshooting related to WING ANTI-ICE FAIL, providing an overview
Wing Anti-Ice
of the Wing Anti-Ice System (WAIS), including main components
System & Troubleshooting
function and location, as well as the associated controls and
indications.
To capacity the mechanics to be able to identify the root causes of
Air Bleed System - problems and locate the components of the air bleed system and the
Maintenance & Troubleshooting correct use of the Fault Insulation Manual to bring effective results in
troubleshooting.
To increase the maintenance personnel knowledge about the brake
Brake Control System system and special focus on the Field Analyzer GSE and FIM task
procedures.
3.8 NEW TROUBLESHOOTING TOOL – GSE 220 (MITS)
MITS is a GSE (ground support equipment) that brings enhancements in the

execution of a number of on aircraft maintenance activities by simplifying procedures,
providing more accurate information and improving accomplishment performance.
MITS is a tool to be used by maintenance controllers, engineers and technicians
or at any other maintenance control center. It is also used by the Embraer assembly
line team.
The basic features of MITS are:
• Several test boxes converging in just one dashboard.
• Registration and documentation of all test steps performed.
• Possible mobile interface with portable devices via wireless connection (Wi-Fi).
• By request, new test modules can be developed and integrated to the existing
equipment to incorporate new features and tests (software and applicable
harness).
• A full range of safety features to protect A/C components.
• Single-person operation using remote unit in the flight deck.
3.8.1 CASE STUDIES
The objective of the case study is to provide practical results of MITS

performance in a real operations environment, so the American Eagle technicians at
the Dallas base supported its first application.
CASE STUDY 1:
A/C: N 615 AE – S/N 087
System: Landing Gear
Messages: “Nose Up prox sw fail”
PIREPS: “Dump noise reported”
Root cause: Nose Up2 prox sw failured => MITS found the root cause
Troubleshooting Time (min)

Savings
Current Time GSE 220
200 40 80%
CASE STUDY 2:
A/C: N 615 AE – S/N 087
System: Flap
Messages: “Flap fail” + “Flap drive sensor fail”
PIREPS: “Reported during approach”
Root cause: Not found
Troubleshooting Time (min)

Savings
Current Time GSE 220
90 20 77%
Aircraft was sent to the hangar on AOG, and after a simple reset all related messages
were out of EICAS and an operational check was performed with no messages
triggered on ground.
Only a NVRAM download presented the BIT CODE message triggered during the
flight.
Three components were removed and replaced:

o 02 FVS (flap velocity sensor)
o 01 FPTU (flap position transducer unit)
Embraer accomplished the flight test and no messages related to flaps were triggered.
3.8.2 BENEFITS BASED ON REAL SCENARIO APPLICATION
• Reduce aircraft set up time and MH to perform troubleshooting and

maintenance tests by 80%.
• Reduce rate of LRU unscheduled removals by 90% (increasing the components
MTBUR). High reliability on the results of tests.
• Decision support tool – avoid waste of information and misunderstanding about
aircraft fault during entire process.
• Ease of use; does not require a highly skilled operator.
• Elaborated failure message boxes with decoding of user-defined technical and
engineering words
3.9 MAINTENANCE PRACTICES TO REDUCE FUEL CONSUMPTION
One percent (1%) reduction on fuel consumption represents potential savings
from approximately US$ 18,430.00 to US$ 19,370.00 (per year, per aircraft).
Maintenance personnel can effectively contribute to fuel conservation by simply

adopting simple and proven procedures as described below.
Maintenance Practices refers to simple activities which if constantly adopted

and monitored can contribute to significant fuel conservation. It is always important to
remember that the recommendations expressed here are not intended to increase
maintenance cost.
3.9.1 ACCESS PANEL INSTALLATION
Steps in the assembly of access panels increase drag. Access panels should
always be installed flush with the skin.
Access Panel
Skin
FD
NOTE:
1. The same can occur around doors, skin joints, around windows, etc.
2. Also, repairs should be made with drag in mind.
Remedy:
Wherever possible, use the aerodynamically ideal fastener, as recommended
by SRM or Embraer engineering.
3.9.2 SEALING APPLICATION
Make sure that structural repairs receive a generous 4:1 (approximately 15°)
aerodynamic sealant application on edges.
4 by 1 Rule: The sealant must be applied having one side length measuring four times
the other side.
1
4
Skin joint sealants condition is important to drag control. Damaged seals have
steps that increase drag. Sealing degradation occurs because of time, aerodynamic
loads and weathering.
3.9.3 FINISHING CONDITION
The poorer or rougher the external finishing, the more fuel is consumed.
The two main aircraft external finishings are:

o Skin Mirror
o Painting
SKIN MIRROR FINISHING
Skin Mirror Finishing contributes to aesthetics and also reduces drag.

AMM task 51-21-01-110-001-A00 - Repair of Mirror - Finished Aluminum Sheet
PAINTING FINISHING
Studies show that a clean aerodynamic airframe contributes significantly to fuel

savings. The industry concluded, despite of having means to prove this affirmative,
that a newly painted aircraft can consume less fuel (up to 2%) when compared with an
aircraft with older and damaged painting.
The constant monitoring of fuel consumption should be an useful tool for

identifying potential areas for improvement.
3.9.4 AIRCRAFT WASHING
Particles and fluid leaks adhering to aircraft skin contribute to drag. Having
shorter intervals between aircraft washing is beneficial for:
o Aesthetics
o Cleaning off tiny deposits that could promote corrosion
o Minimizing drag
The interval for aircraft washing varies according to the operation environment,
but normally is conducted during “A” Checks.
The same benefit of washing can be observed in the engine compressor.
The lower the TSFC*, the more efficient the engine is.
* TSFC = Thrust Specific Consumption = Fuel Flow/Net Thrust
ENGINE COMPRESSOR WATER WASH
SIMPLIFIED THERMODYNAMIC PROCESS FOR A GAS TURBINE

1 ENGINE/COMPRESSOR INLET
2 COMPRESSOR OUTLET/COMBUSTOR INLET
3 COMBUSTOR OUTLET/TURBINE INLET
4 TURBINE/ENGINE OUTLET(EXHAUST)
THRUST IS PROPORTIONAL TO RATIO OF ENGINE OUTLET: ENGINE INLET ABSOLUTE AIR PRESSURE (P4/P1)
(PRE): PRE-WASH PERFORMANCE

(POST): POST-WASH PERFORMANCE
SCENARIO 1
TEMPERATURE (T) TURBINE ISENTROPIC REDUCED EGT WITH CONSTANT THRUST
P2=P3
EFFICIENCY UNCHANGED
PRIME BENEFIT: FUEL SAVINGS

COMPRESSOR ISENTROPIC 3
EFFICIENCY INCREASED P4 CONSTANT
P1
T4(POST) < T4(PRE)

2
P4
T4(PRE)
4 T4(POST)
P1
EGT
REDUCTION
P1 1
ENTROPY (H)
Source: MCW2005 – E-Jets – JetBlue Presentation
Embraer’s AMM tasks for reduction of TSFC deterioration are available:
o AMM task 72-21-02-110-001-A00 – Clean the Fan Blades

o AMM task 72-30-01-110-001-A00 – Compressor Wash
Example of engine compressor washing services available:

The EcoPower engine washing process is a closed-loop, environmentally friendly
system that uses atomized water to wash aircraft engines. Not only does the system
avoid potentially harmful effluent run-off during the washing process, but it also is more
effective and much faster than traditional engine washing processes. EcoPower wash
improves engine performance and extends time on wing for operators of Pratt &
Whitney, GE, IAE, CFMI and Rolls-Royce engines. EcoPower wash can reduce fuel
burn by as much as 1 percent and increase EGT margin by as much as 15 degrees C.
“A regular engine compressor washing can reduce fuel

consumption by 1.5 %.”
Source: IATA (International Air Transport Association)
4. OPERATIONAL PROCEDURES AFFECTING OPERATING COSTS
4.1 INTRODUCTION
Since 2002 oil prices have experienced a dramatic increase, reaching all-time
highs. Factors such as global geopolitical tensions and hurricanes in the Gulf of Mexico
have contributed to this scenario.
Aviation fuel prices have been closely following that trend, which in turn has a
detrimental impact upon an airline’s costs and profitability.
A Fuel Conservation Program is a set of operational and maintenance procedures

that assist an operator in minimizing the fuel required for a given trip, thereby reducing
costs and improving profitability.
With flight safety as its foremost consideration, this publication discusses the
factors affecting fuel consumption that can degrade fuel efficiency, and provides
recommendations to improve fuel usage.
FUEL BURN CONTRIBUTION TO OPERATING COSTS

Cash Operating Costs (COC) are those that can be related directly to the
operation of a particular airplane on a particular route. It excludes ownership costs and
cargo/passenger-related expenses. For a given route, it has three main components:
− Fixed Costs: fixed expenses of each leg, i.e. landing, navigation and airport fees.
− Time Related Costs: all the costs that are a function of flight time, i.e.
maintenance costs, crew costs, etc… ($/hour).
− Fuel Related Costs: cost of fuel burned in a given leg ($/kg or $/lb).
On typical domestic flights, using a 35/50-seat jet on a 400 nm trip, fuel cost
represents an average of 45% of the COC in the US and 35% in Europe. Considering a
20-airplane fleet and 10-hour daily utilization, these percentages can lead to a US$ 30
million fuel cost per year.
TYPICAL OPERATIONAL PROFILE:

All the costs/savings calculated in this chapter consider the following operational
scenario:
− Climb Schedule: 270 KIAS/M0.56
− Cruise Schedule: M0.78
− Descent Schedule: M0.78/250 KIAS
− Route Conditions: ISA, Calm Wind
− Cruise Altitude: FL370
− Destination and Departure Airport at Sea Level
− Alternate Airport: 200 nm Distant, Sea Level
− Alternate Cruise Altitude: FL290
Fuel savings benefits would be less for hot day
(e.g., ISA+15°C) conditions. For further information,
operators should contact EMBRAER and/or Rolls-Royce.
Operator Profile:
− Average Load Factor: 70%
− Fleet: 20 airplanes
− Utilization: Six legs per day/Six days per week
− Average Fuel Costs: US$ 2.00/Gal = US$ 0.66/kg = US$ 1.46/lb
− Fuel Density: 0.803 kg/l (6.7 lb/Gal)
− Average Leg Length: 400 nm (1.15 hours average trip time)
REDUCTION OF FUEL COSTS
Flight operations and correct line maintenance have significant impact on trip fuel
burn. It is greatly affected by flight and maintenance crew training and mindset, once the
provided technical information is used as a guideline for their day-to-day routine.
Investments in this area shall be the first and easiest method of reducing operational
costs, via fuel-related expenditures.
Consider the following scenarios for the ERJ 135/145 Family. Using FAA and
EASA domestic reserves, the typical performance figures for a 400 nm trip are:
TYPICAL ERJ 135 ERJ 145

OPERATIONAL FAA EASA FAA EASA
PROFILE RESERVES RESERVES RESERVES RESERVES
TAKEOFF kg 17,309 17,250 18,970 18,908
WEIGHT lb 38,159 38,029 41,821 41,685
kg 1,206 1,204 1,260 1,258
TRIP FUEL
lb 2,659 2,654 2,778 2,773
TRIP TIME MIN 69 69 70 70
For the ERJ 140 and the Legacy, consider the fuel consumption information of
ERJ 135 in all cases.
For an airline using the ERJ 135/145 under those operational conditions
(typical for domestic airlines in the US and Europe), 1% fuel savings represents:
400 NM TRIP ERJ 135 ERJ 145

1% FUEL SAVINGS kg 12 13
PER LEG lb 27 29
ANNUAL SAVINGS kg 451,000 471,000
(20 AIRPLANE
FLEET) lb 994,000 1,040,000
Note that apparently small amounts of fuel burn reduction lead to significant
annual savings proportional to the fleet size. In our example, a 12 to 13 kg (26 to 29 lb)
fuel consumption reduction on each leg is attainable through adequate operational and
maintenance practices.
A 1% reduction in fuel consumption represents potential

savings of approximately US$ 295,000.00 to US$ 310,000.00
(per year/20 airplane fleet).
FUEL CONSERVATION PHILOSOPHY
This publication intends to demonstrate to customer airlines how an efficient

operation of the ERJ 135/145 Family can bring potential fuel savings in their day-to-day
operations. It means that all:
− Airplane systems must be operated properly.
− Airplane systems must be maintained properly.
− Airplane performance and operational resources are explored.
This guide will discuss most of the factors that can degrade fuel consumption, in
addition to providing operational recommendations that improve fuel mileage. Flight
safety is the fundamental concept behind all the proposed procedures. The
systems/areas that have direct impact on fuel consumption are:
− Flight Operations and Performance
− Aerodynamics
− Environmental and Pneumatic Systems
− Electrical System
− Propulsion System
This publication is directed toward all those that are or can be engaged in a fuel
conservation program inside an airline, including Flight Operations Engineers, Flight
Dispatchers, Flight Crews (Pilots) and Maintenance Personnel (Engineers and
Mechanics).
The Flight Operations Chapter focuses on the operational environment and is

recommended for distribution to Pilots, Flight Operations Engineers and Dispatchers.
The remaining chapters address characteristics and operation of systems related to
fuel conservation and as such, their distribution is mainly recommended for
Maintenance Personnel.
4.2 FLIGHT OPERATIONS AND PERFORMANCE
Correct airplane operation is a key factor in maximizing fuel savings. Operational

factors may contribute to more than 1% of fuel savings.
Deviations from the optimum lateral and vertical profiles may lead to fuel burn
and trip time increase, causing impact on COC. Some of the factors that may determine
such deviations are:
− Air Traffic Control constraints: speeds and altitudes, radar vectoring away from
planned flight path, etc.
− Weather deviations
− Pilot’s flying techniques: use of autopilot, speed variations, etc.
− Airline policy
− MEL/CDL items that require altitude and/or speed restriction
4.2.1 OEW INCREASE AND CONTROL
On average, a natural increase of an airplane’s Operating Empty Weight (OEW)

of approximately 0.15% to 0.25% per year of utilization is expected. This value tends to
stabilize after 10 years of utilization at around 2%, and may be caused by many factors,
such as:
− Dirt and water/humidity accumulation on hidden parts
− Dirt accumulation along the airplane’s external surfaces
− Addition of new equipment, such as galley items, manuals, life vests, rafts, etc.
− Maintenance structural repairs
A small increase in the airplane’s weight may lead to significant additional yearly
costs.
What can be done to prevent OEW increase?
Some actions are suggested, but they must be carefully evaluated by each
airline, considering each particular operational scenario and philosophy. For example:
− Use of fixed Basic Empty Weights (BEWs) increased for different crew/pantry
configurations, according to the type of the flight, instead of average Basic
Operational Weights (BOWs) with average pantries and calculation of the Flight
Plan by tail number instead of considering the average OEW, leading to more
efficient fuel burn.
− Emergency equipment: Items associated with Overwater Operations should be
placed on board only when necessary (such as life rafts and life vests).
− Regular maintenance inspections of thermal/acoustic blankets or other areas
capable of water/moisture accumulation.
− Keeping the airplane interior clean, avoiding the accumulation of dust, garbage
or water inside the main cabin hidden areas.
A weight control program is essential for detecting OEW increase.
4.2.2 FLIGHT PLANNING
An optimized flight begins with optimized flight planning. The fuel conservation
policy should be present during dispatch procedures in order to minimize the Cash
Operational Cost of a trip.
In order to do this, some important topics are suggested:
4.2.2.1 REGULATORY RESERVES AND DISPATCH POLICY
Less onboard reserve fuel means less fuel consumption in flight.
On a typical leg scenario (less than 800 nm or 2 hours flight), the most significant
factor in reserve fuel is the alternate trip fuel, and meteorological factors have a strong
impact on alternate choices.
Consider an alternate airport distant 200 nm from the destination airport and also
the Typical Flight Profile. The following chart shows trip fuel variation for every 100 nm
increase of this distance:
EXPECTED FUEL BURN INCREASE COMPARING WITH AN ALTERNATE

AIRPORT 200NM FAR FROM DESTINATION
5.0%
4.0%
TRIP FUEL INCREASE
3.0% E135
E145
2.0%
1.0%
0.0%
300 400 500 600 700 800
ALTERNATE AIRPORT DISTANCE (NM)
Considering Typical Operational Profile:
EVERY 100 NM INCREASE IN

ALTERNATE AIRPORT DISTANCE MEANS
ANNUAL EXTRA FUEL ANNUAL EXTRA COST
AIRPLANE
BURN (US$)
307,000 kg
ERJ 135 200,000.00
676,800 lb
373,000 kg
ERJ 145 245,000.00
822,300 lb
4.2.2.2 EXTRA FUEL CONSIDERATIONS
Reliable dispatch information is very important in order to aid the Captains in

defining the final fuel on board for the flight. The suggested fuel on board calculated by
the dispatch systems shall consider all the factors that may interfere with flight safety.
Meteorological factors along the route and at the destination are certainly
significant and may be considered in the suggested fuel on board through the dispatch
release analysis.
Adding unnecessary extra fuel increases takeoff weight and leads to trip fuel
increase.
The following chart below shows the impact of adding an extra 200 kg (440 lb) of
fuel for different trip distances:
EXPECTED FUEL BURN INCREASE ADDING 200 KG OF EXTRA FUEL
0.70%
0.65%
TRIP FUEL INCREASE
0.60% E135
E145
0.55%
0.50%
0.45%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
ADDITION OF 200 KG (440 LB) OF EXTRA FUEL MEANS

AIRPLANE
BURN (US$)
262,000 kg
ERJ 135 172,000.00
577,600 lb
300,000 kg
ERJ 145 197,000.00
661,400 lb
4.2.2.3 OPTIMUM CRUISE ALTITUDE
The Optimum Cruise Altitude is the pressure altitude, for a given weight and
speed, that provides maximum range. It is also reasonable to define the Optimum
Cruise Altitude as the altitude at which the entire flight fuel burn is minimized (i.e.,
minimizing Climb + Cruise + Descent fuel).
For trip distances longer than 400 nm, the ERJ 135/145 Family optimum altitude
is equal to the maximum operating altitude of 37,000 ft. For shorter trip distances, refer
to the AOM’s Flight Planning section.
The chart below shows the impact of flying below the optimum altitude for
several trip distances.
EXPECTED FUEL BURN INCREASE FLYING BELOW FL370

(OPTIMUM ALTITUDE)
30%
25%
TRIP FUEL INCREASE
20%
15% E 135
E 145
10%
5%
0%
400 500 600 700 800
TRIP DISTANCE (NM)
ADDITIONAL FUEL BURN FLYING 2000 FT

BELOW OPTIMUM ALTITUDE
AIRPLANE
BURN (US$)
1,423,000 kg
ERJ 135 936,000.00
3,137,150 lb
1,200,000 kg
ERJ 145 788,000.00
2,645,500 lb
4.2.2.4 CRUISE SPEED SELECTION
Long Range Cruise (LRC) tables and Maximum Speed Cruise (MSC) tables are
provided in the AOM’s Flight Planning section.
− LRC tables are recommended for flights in which fuel consumption is a
significant factor. The chart below illustrates Mach versus specific range for
several weights and altitudes at LRC.
MACH AND SPECIFIC RANGE IN FUNCTION OF WEIGHT AND ALTITUDE

FOR E145 IN LRC
0.570
0.530
SPECIFIC RANGE (NM/kg)
0.490
0.450
0.410
0.370
0.330
0.290
0.250
0.40 0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80
MACH
− MSC tables are used in flights in which minimum trip time is a significant factor.
Depending on the operator’s time-related costs, intermediate speed schedules

may be chosen in order to minimize Cash Operational Costs. Other speed tables may
be provided through the In-Flight Performance Software.
The following charts show the impact of flying at lower Mach numbers than
M0.78, which is the cruise regime used in this document, during cruise for the Typical
Operational Profile.
EXPECTED FUEL BURN REDUCTION OF FLYING M0.74 INSTEAD OF M0.78

IN CRUISE
0.0%
-0.5%
TRIP FUEL IMPACT
-1.0%
E135
-1.5% E145
-2.0%
-2.5%
-3.0%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED TRIP TIME INCREASE OF FLYING M0.74 INSTEAD OF M0.78 IN

CRUISE
4.0%
3.0%
TRIP TIME INCREASE
2.0% E135
E145
1.0%
0.0%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED FUEL BURN REDUCTION OF FLYING M0.76 INSTEAD OF M0.78
IN CRUISE
0.00%
TRIP FUEL IMPACT -0.25%
-0.50%
E135
-0.75% E145
-1.00%
-1.25%
-1.50%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
Considering the Typical Operational Profile (37,000 ft cruise altitude), there is no

difference in Trip Time between M0.76 and M0.78 regimes for routes of 200 nm and
shorter distances.
EXPECTED TRIP TIME INCREASE OF FLYING M0.76 INSTEAD OF M0.78 IN

CRUISE
2.0%
1.5%
TRIP TIME INCREASE
1.0%
E135
E145
0.5%
0.0%
300 400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED FUEL BURN REDUCTION OF FLYING LRC INSTEAD OF M0.78
IN CRUISE
0.0%
-1.0%
TRIP FUEL IMPACT
-2.0% E135
E145
-3.0%
-4.0%
-5.0%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED TRIP TIME INCREASE OF FLYING LRC INSTEAD OF M0.78 IN

CRUISE
12.0%
10.0%
TRIP TIME INCREASE (%)
8.0%
6.0%
E135
E145
4.0%
2.0%
0.0%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
4.2.3 IN FLIGHT PROFILE: GROUND OPERATIONS
4.2.3.1 APU USE ON GROUND

Considering an average aviation fuel price of US$ 2.00/Gal, the cost of APU
energy may be greater than the GPU’s expenditure. From a fuel conservation point of
view, it is far better to use a GPU as an electrical power source when the airplane is
parked.
However, the operator should verify if continuous APU use at the gate is a better
option considering other factors.
When continuous APU ground use is a choice, it is recommended that,

whenever possible, APU usage time be minimized, by for example avoiding starting the
APU earlier than 30 minutes prior to departure. It should be shut down after engines
start and started up only after landing.
For ground and in-flight APU consumption information, refer to the AOM’s Flight
Planning section.
4.2.3.2 AIR CONDITIONING USE ON THE GROUND

The pneumatic air supplied by the APU may be used for air conditioning on the
ground, with the airplane parked. The APU fuel flow economy between using maximum
electrical load only instead of maximum electrical and pneumatic is 0.47 kg/min
(1.04 lb/min).
In a typical 30-min turn around time, if using the APU with maximum electrical
load only, 14 kg (31 lb) of fuel per ground stop can be saved when compared with
pneumatic and electrical supply operation.
Operators should evaluate the cost of using an external air source when
compared to the APU cost. In the case of APU usage on ground, taking bleed load only
from one pack is recommended unless required for cabin comfort.
APU Operations on the ground with electrical load and no

pneumatic bleed mean:
528,000 kg (1,164,000 lb) fuel economy ~ US$ 347,000.00
potential savings (per year/20 airplane fleet)
4.2.3.3 SINGLE ENGINE TAXI
Single engine taxi can be performed in order to save fuel. Some considerations
should be made when evaluating the feasibility of this procedure, such as:
− Ramp weight and ramp gradient: heavier airplane and/or positive ramp slopes
demand more power
− Taxi time to active runway
− Engine warm up and cooling down period
− Higher crew workload
The start of the second engine should preferably be performed with the airplane
static, since engine start while taxiing may lead to higher Pilot workload.
On single engine taxi, the fuel flow is approximately 300 kg/h (661 lb/h).
During taxi in, it is preferable to shut engine number 1 down. For more information refer
to EMBRAER Flight Operations Publications.
4.2.3.4 TAKEOFF
Lower flap selections will provide lower fuel consumption on takeoff.
The higher the flaps retraction altitude (beginning with the 3rd segment), the
higher the fuel consumption will be during the takeoff path.
4.2.3.5 CLIMB
The climb phase has a huge impact on fuel consumption when considering short
and medium range flights since it represents from 20% to 40% of the trip time,
registering fuel flows 40% greater than in the cruise phase.
Climbing with reduced thrust will increase fuel consumption because it will
extend time spent at lower altitudes where the fuel flow is higher. Therefore, reducing
thrust during climb will not save fuel. On the other hand, using thrust settings higher
than CLB will severely penalize engine life.
EMBRAER recommends the following standard climb speed schedule:
− 270 KIAS or M0.56 (whichever occurs first) above 10,000 ft.
− 240 KIAS below 10,000 ft.
When considering trip fuel, the climb phase should not be analyzed separately.
The impact on the total trip fuel is the best way to check a climb schedule.
4.2.3.6 HIGH SPEED CLIMB

Climbing at high speeds above 10,000 ft will increase fuel consumption.
Although cruise distance is decreased, the average trip fuel is increased since lower
rates of climb are provided and more time is spent to reach TOC.
The following chart shows the trip fuel differences when using 290 KIAS/M0.65
climb schedule above 10,000 ft, compared with the standard climb profile.
EXPECTED FUEL BURN INCREASE CLIMBING WITH 290 KIAS/M0.65

INSTEAD OF STANDARD CLIMB SPEED SCHEDULE
3.5%
3.0%
TRIP FUEL INCREASE
2.5% E135
E145
2.0%
1.5%
1.0%
300 400 500 600 700 800
TRIP DISTANCE (NM)
For 200 nm of trip distance, the airplane does not have performance to climb
with the 290 KIAS/M0.65 schedule to FL370, so it was not considered in this chart.
ADDITIONAL FUEL BURN DUE TO CLIMB WITH 290 KIAS/M0.65 INSTEAD OF

STANDARD CLIMB SPEED SCHEDULE
AIRPLANE
BURN (US$)
936,000 kg
ERJ 135 615,000.00
2,063,500 lb
1,050,000 kg
ERJ 145 690,000.00
2,314,850 lb
4.2.3.7 CRUISE SPEED MANAGEMENT
Speed variations above the planned speeds may lead to significant trip fuel burn.
Speed measure has a large impact on specific range.
The crew should ensure during walk around that the pitot tubes, TAT probes and
static ports are clean and free of obstructions, so that they may provide correct speed,
Mach number and TAT calculations. The impact of flying with a speed 1% faster in
terms of TAS (M0.01), compared with planned cruise speed is:
EXPECTED FUEL BURN INCREASE OF FLYING M0.01 (~ 1% TAS

VARIATION) FASTER THAN PLANNED CRUISE SPEED
0.6%
0.5%
TRIP FUEL INCREASE
0.4%
E135
0.3% E145
0.2%
0.1%
0.0%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
As long as the fuel is burned, the airplane gross weight decreases and some
adjustment on the thrust lever is required to maintain the planned speed. The variation
of 1% in terms of TAS is expected to occur for every 1,000 kg (2,200 lb) of fuel burned
in cruise phase.
EXPECTED FUEL BURN INCREASE OF FLYING M0.01(~ 1 TAS VARIATION)
FASTER THAN PLANNED CRUISE SPEED
AIRPLANE
BURN (US$)
150,000 kg
ERJ 135 99,000.00
330,700 lb
112,300 kg
ERJ 145 74,000.00
247,600 lb
The values above are valid for several cruise speeds and not only for the Typical
Operational Profile.
4.2.3.8 LATERAL NAVIGATION OPTIMIZATION

Lateral navigation has an impact on trip fuel and time, but deviations from
planned flight path may occur due to ATC requirements or meteorological conditions.
Consider a lateral flight path length only 1% longer than that planned for the trip.
For a typical flight speed schedule and optimum flight level, extra fuel is needed for
different leg lengths:
EXPECTED FUEL BURN INCREASE FLYING EXTRA 1% ON MISSION

LENGTH
1.0%
0.9%
TRIP FUEL INCREASE
0.8%
E135
0.7% E145
0.6%
0.5%
0.4%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
Route planning should always be performed considering the shortest (and most
feasible) distance between origin and destination airports.
ADDITIONAL FUEL BURN DUE TO 1% INCREASE

IN LEG DISTANCE
AIRPLANE
BURN (US$)
375,000 kg
ERJ 135 247,500.00
826,725 lb
375,000 kg
ERJ 145 247,500.00
826,725 lb
4.2.3.9 DESCENT
Even though descent fuel consumption has a minor impact when compared with
other flight phases, it is important to plan a correct descent profile.
Less fuel is burned during descent phase at higher speeds (late profiles) once
descent time becomes shorter. However, comparing different schedules in flight idle
descent, trip fuel consumption will increase once descent distance is reduced and
cruise distance is stretched.
As an example, the following chart shows the trip fuel difference when
comparing the following flight idle descent schedules:
− (Lower speed regime) Mmo or 250 KIAS (whichever occurs first) above 10,000 ft
and 240 KIAS below 10,000 ft.
− (Higher speed regime) Mmo or 300 KIAS (whichever occurs first) above
10,000 ft and 240 KIAS below 10,000 ft.
EXPECTED FUEL BURN INCREASE COMPARING DESCENT WITH

250 KIAS/M0.78 (LOW SPEED) AND 300 KIAS/M0.78 (HIGH SPEED)
1.7%
1.5%
TRIP FUEL INCREASE
1.3%
E135
E145
1.1%
0.9%
0.7%
0.5%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
Considering a flight idle descent, higher speed schedules will increase the trip
fuel.
It is important to mention that very early descents will also cause trip fuel
increase. In case the best profile cannot be used, it is preferable to start slightly early
rather than late, because the optimum profile can still be reached.
The Flight Level Change mode will provide a fixed rate of descent. However, this
procedure will lead to trip fuel increase because it requires thrust application.
The following chart shows the trip fuel difference when comparing descent in 3°
FPA with Flight Level Change mode versus flight idle for M0.76/300 KIAS speed
schedule.
EXPECTED FUEL BURN INCREASE COMPARING DESCENT WITH 3° FPA

FLC MODE VERSUS FLIGHT IDLE FOR A GIVEN SPEED SCHEDULE
2.00%
1.75%
TRIP FUEL INCREASE
1.50%
E135
1.25% E145
1.00%
0.75%
0.50%
300 400 500 600 700 800
TRIP DISTANCE (NM)
ADDITIONAL FUEL BURN DUE TO DESCENT WITH 3° FPA FLIGHT LEVEL

CHANGE MODE INSTEAD OF FLIGHT IDLE
AIRPLANE
BURN (US$)
692,600 kg
ERJ 135 456,000.00
1,526,900 lb
599,000 kg
ERJ 145 394,000.00
1,320,500 lb
HOLDING
Holding is a maneuver that should be performed at the minimum consumption
speed.
The holding tables for clean configuration are provided in the AOM’s Flight
Planning Section. They are calculated for the minimum fuel consumption condition,
leveled flight, further providing minimum maneuver margin of 1.3 Vs or 200 KIAS under
icing conditions.
Considering fuel conservation aspects, flying a holding pattern with flaps

extended should be avoided, since it significantly increases fuel consumption. For flaps
9°, fuel flow increases by approximately 8.5%.
APPROACH AND LANDING

Fuel consumption in the approach phase is influenced by two main factors:
− ATC requirements
− Pilot’s flying techniques
ATC requirements are a function of airspace capacity and traffic flow

management and they are beyond Flight Crew control. In regards to flying techniques,
some factors may be evaluated:
− Level flight at a constant speed always requires thrust application and shall not
be performed unless necessary.
− Knowledge of the deceleration rates of the airplane helps to manage the energy
on idle approach planning.
The table below shows the deceleration distances required for idle thrust, for
speed brakes up or down, with clean configuration:
1000 FPM
CONFIGURATION LEVELED FLIGHT
DESCENT FLIGHT
SPEEDBRAKES 1.2 nm for each 2.0 nm for each
DOWN 10 kt 10 kt
(STOWED) speed reduction speed reduction
0.6 nm for each 1.0 nm for each
SPEEDBRAKES
10 kt 10 kt
UP (DEPLOYED)
speed reduction speed reduction
Time spent under high drag configuration should be minimized. Thus, it is
desirable to delay flaps and gear extension as much as possible, but never
extrapolating the stabilized approach limits stated in the airline policy.
Fuel flow in landing configuration is 150% higher than in

clean configuration.
Considering fuel conservation aspects, it is desirable to land with flaps 22° whenever
possible. Using flaps 22°, 10 kg (22 lb) of fuel per landing can be saved when
comparing with flaps 45° landing.
It is recommended to use flaps 45º only where field limit is significant. The table
below shows the minimum field lengths for flaps 22º, at maximum landing weight, dry
runway and no ice encounter.
FLAPS 22° – MINIMUM FIELD

LENGTH
AIRPLANE MSL 5000 ft
ERJ 135 1,700 m (5,580 ft) 2,000 m (6,560 ft)
ERJ 145 1,850 m (6,070 ft) 2,100 m (6,890 ft)
SUMMARY
Considering everything previously stated, it should be noted that small quantities
of fuel saved during a flight might seem insignificant when evaluated separately, but
have a huge impact when looking at annual costs of a fleet.
1% fuel savings are easily reached when applying relatively

simple operational procedures during day-to-day
operations.
The table below summarizes the annual fuel and cost increase for the most
significant factors stated herein, considering the Typical Operational Profile. The values
may vary according to the operator fleet, flight network and fuel prices.
ERJ 135 FUEL PENALTIES TABLE

TRIP FUEL APPROX
INCREASE ANNUAL ANNUAL
ITEM
EXTRA FUEL EXTRA COST
kg % (US$)
Increase of 100 nm on alternate 8 307,000 kg
0.68 200,000
distance 18 676,800 lb
Increase of 200 kg on FOB 7 262,000 kg
0.58 172,000
required 15 577,600 lb
Flying 2,000 ft below optimum 38 1,423,000 kg
3.15 936,000
altitude 84 3,137,150 lb
APU Operations on ground with 14 528,000 kg
electrical and pneumatic load 1.17 347,000
31 1,164,000 lb
instead of electrical load only
High speed climb 25 936,000 kg
2.07 615,000
290 KIAS/M0.65 above 10,000 ft 55 2,063,500 lb
Cruising M0.01(approx 1 TAS 4 150,000 kg
0.33 99,000
variation) faster than planned 9 330,700 lb
10 375,000 kg
Increase of 1% in mission length 0.85 247,500
22 826,725 lb
Descent with 3° FPA in Flight 19 692,600 kg
1.52 456,000
Level Change mode 42 1,526,900 lb
10 375,000 kg
Use of Full Flaps on landing 0.85 247,500
22 826,725 lb
ERJ 145 FUEL PENALTIES TABLE
TRIP FUEL ANNUAL
ANNUAL
ITEM INCREASE EXTRA COST
EXTRA FUEL
kg % (US$)
Increase of 100 nm on alternate 10 373,000 kg
0.79 245,000
distance 22 822,300 lb
Increase of 200 kg on FOB 8 300,000 kg
0.64 197,000
required 18 661,400 lb
Flying 2,000 ft below optimum 32 1,200,000 kg
2.54 788,000
altitude 71 2,645,500 lb
APU Operations on ground with 14 528,000 kg
electrical and pneumatic load 1.12 347,000
31 1,164,000 lb
instead of electrical load only
High speed climb 28 1,050,000 kg
2.22 690,000
290 KIAS/M0.65 above 10,000 ft 62 2,314,850 lb
Cruising M0.01 (approx 1% TAS 3 112,300 kg
0.24 74,000
variation) faster than planned 7 247,600 lb
10 375,000 kg
Increase of 1% in mission length 0.79 247,500
22 826,725 lb
Descent with 3° FPA in Flight 16 599,000 kg
1.26 394,000
Level Change mode 35 1,320,500 lb
10 375,000 kg
Use of Full Flaps on landing 0.79 247,500
22 826,725 lb
4.3 AIRPLANE SYSTEMS
4.3.1 AERODYNAMICS
The lower the drag, the less thrust is required to keep the airplane flying
properly, which leads to lower fuel consumption. This also means increased specific
ranges and longer flights with a given amount of fuel.
But, undetermined drag penalties may arise through the years, when the
airplane is subjected to line operations. Deviations from “book performance” may
possibly be caused by various surface distortions, such as:
− Mismatched doors and windows
− Mismatched access panels
− Mismatched rivets
− Leaking seals and aerodynamic sealing
− Skin roughness
− Substituted paint
− Out-of-rigging control surfaces
− Mechanical wear and improperly executed surface repair
− Out-of-rig surfaces
These drag penalties should be treated by the correct maintenance practices
and be controlled after some years.
The impact of 1% drag degradation is shown in the following chart:
EXPECTED FUEL BURN INCREASE FLYING WITH 1% DRAG

DETERIORATION
1.10%
1.05%
1.00%
TRIP FUEL INCREASE
0.95%
E135
0.90% E145
0.85%
0.80%
0.75%
0.70%
200 300 400 500 600 700 800
TRIP DISTANCE (NM)
ADDITIONAL FUEL BURN DUE TO 1% DRAG

DEGRADATION
ANNUAL EXTRA ANNUAL EXTRA
AIRPLANE FUEL COST
BURN (US$)
411.000 kg
ERJ 135 270,000.00
906.090 lb
450.000 kg
ERJ 145 295,000.00
992.070 lb
4.3.1.1 MISSING PARTS, MISRIGGING AND/OR MISMATCHED PARTS
Some missing parts may permit the dispatch of flights according to the
Configuration Deviation List (CDL) constraints.
The following table summarizes the trip fuel penalty for the most relevant missing
items considering Typical Operational Profile:
FUEL
MISSING PART (*) PENALTY
(% Trip Fuel)
External main door control access
0.02
door
External power connection access
0.02
door
Potable water service door 0.07
Waste service door 0.08
Fueling panel access door 0.07
Main landing gear door (main) 0.83
Main landing gear door (fairing) 0.45
Navigation light protective lens (no
1.76
winglet)
Inspection light protective lens 0.10
APU access door 0.12
Pneumatic start connection access 0.09
Nose hydraulic compartment
0.28
access
(*) All data derived from theoretical calculations.
For example, dispatching an ERJ 145 for one month with

the navigation light protective lens missing means an
extra fuel consumption of:
Approximately 3,000 kg (6,610 lb) ~ US$ 2000.00
The table below summarizes some in-service aerodynamic discrepancies
causing fuel penalties on trip fuel considering the Typical Operational Profile:
FUEL
MISRIGGING/MISMATCHED
PENALTY
PART (*)
(% Trip Fuel)
Engine thrust reverser door
0.06
(1/4 inch recessed)
Engine thrust reverser door
0.16
(1/4 inch or protruding)
Main door 0.27
Cargo door 0.12
Rear electronic compartment
0.05
access door
Nose landing gear door 0.05
Main landing gear door (main) 0.02
Main landing gear door (auxiliary) 0.02
APU access door 0.04
Aileron mistrim (1 degree) 0.17
Flap mistrim (1 degree) 0.99
Ground spoiler partially extended
0.07
(1/2 inch)
Speed brake partially extended
0.07
(1/2 inch)
Flaps not fully retracted (1 degree) 1.98
(*) All data derived from theoretical calculations.
4.3.1.2 FLIGHT CONTROLS

A great factor in improving fuel efficiency is adequate airplane trim. An
understanding of how three-axis trim works is essential in this case.
The autopilot perfectly trims the airplane in pitch, but it does not trim for roll and
yaw. What the autopilot simply does is apply control displacements to compensate for
roll and yaw tendencies, and it normally goes unnoticed by the pilot.
The rule is simple – keep the airplane trimmed at all times.
4.3.1.3 SENSITIVITY AREAS
The amount of fuel penalty is directly affected by the location of items on the
airplane. The more the local pressure gradient changes, the more variations of local
aerodynamic parameters are to be expected. Other aspects like boundary layer
thickness and local airspeeds are also important and may significantly influence local
drag accretion.
High sensitivity areas are those submitted to higher local airspeeds. Generally
they have very thin turbulent boundary layers and high adverse pressure gradients.
Some examples of such areas are:
− Wings
− Flaps and Slats
− Spoilers
− Ailerons
Surface distortions in these components may lead to significant increase of the

overall drag of the airplane because they may cause a separate flow, thus abruptly
increasing drag penalties.
4.3.1.4 PARASITE DRAG INFLUENCE

The parasite drag may be defined as the drag not caused by lift.
Excluding the drag from airplane shape and weight, which is unavoidable,
parasite drag represents approximately 10% of the total drag and is the one drag item
that can be controlled and reduced through preventive maintenance methods.
Basically, the relevant items related to parasite drag are:

- Discrete items such as: antennas, lights, etc.
- Mismatched surfaces
- Internal airflow through leaks, gaps, seals, etc.
- Rough surfaces and waviness
4.3.1.5 EXTERNAL DIRT ACCUMULATION
Dirt accumulation along an airplane’s external surface removes energy from the
boundary layer airflow, increasing friction drag and thus reducing specific range.
A very dirty airplane is estimated to produce a decrease of approximately 0.1%

in specific range. Also, the same magnitude of degradation is expected for bad surface
conditions, such as a lack of painting layers or different roughness.
Regular cleaning, polishing and washing require only a few hours of

maintenance work, and is far cheaper when compared with the impact of having a dirty
airplane throughout the year.
SUMMARY
Consider that, for the ERJ 135/145 Family, drag increments due to missing parts
are small when compared with other sources. Isolated, they mean much less than 1%
in trip fuel increment. Dirt increments play a more important role in total drag, as well as
surface mismatches and air leaks.
But over time, the effect of small degradations is cumulative and may lead to
significant additional fuel consumption after years of use. A well-maintained airplane is
expected to have 0.5% of drag degradation after 10 years of use.
4.3.2 ENVIRONMENTAL AND PNEUMATICS
The ERJ 135/145 Family environmental and pneumatic systems operation and
maintenance also have significant impact on fuel consumption.
Every event that produces higher thermodynamic loads on the packs, or a higher
than normal pressurization air demand, will also require higher bleed air extraction from
the engines. Higher bleed requirements mean more fuel consumption and degradation
of the specific range.
There are three main factors that may affect the bleed extraction via ECS
system:
− Leakages
− System components failure and dispatch
− Incorrect operation of the systems
4.3.2.1 LEAKAGES
Fuel is lost if there is pneumatic system leakage or cabin air leakage. Costly
pneumatic leakages can occur at different locations. Manifolds, ducts and duct flanges,
worn connector seals and valves are susceptible to leakage, and the fuel penalty for
such a waste will depend on the areas in which they occur, the magnitude of the loss,
the pressure supplied, and the size of the ducting/device.
Overboard leakages of pressurized compartments incur penalties not only due to

the unnecessary loss of bleed pressure, but also due to the disruption of external
airflow. Damage to door seals is the major contributor in this case, sometimes requiring
repair.
Detecting leakage of any kind should periodically be carried out, in accordance

with Airplane Maintenance Manual chapter 21-31-00. Correction of the damage found
is also available in the AMM.
4.3.2.2 BLEEDS AND PACKS FAILURE
Regarding fuel conservation aspects, some MMEL items will bring maximum
altitude limitations according to the following table:
ATA FAULT REMARKS

ONE inoperative – flight is conducted
Ram at or below FL250.
21-25-
air
01 BOTH inoperative – flight is conducted
valves
at or below FL100.
LEFT engine bleed inoperative and
APU not supplying bleed air – flight is
conducted at or below FL250.
RIGHT engine bleed inoperative –
flight is conducted at or below FL250.
Engine
36-11- BOTH engine bleeds inoperative and
bleed
05 APU operating normally and supplying
valves
bleed air – flight is conducted at or
below FL180.
BOTH engine bleeds inoperative and
APU not supplying bleed air – flight is
conducted at or below FL100.
The following chart shows the trip fuel increase caused by the altitude limitation
on FL250, FL180 and FL100:
EXPECTED FUEL BURN INCREASE FLYING ON FL100 INSTEAD OF

OPTIMUM ALTITUDE
65%
60%
TRIP FUEL INCREASE
55% E135
E145
50%
45%
40%
400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED FUEL BURN INCREASE FLYING ON FL 180 INSTEAD OF
OPTIMUM ALTITUDE
50.0%
47.5%
45.0%
TRIP FUEL INCREASE
42.5%
E135
40.0% E145
37.5%
35.0%
32.5%
30.0%
400 500 600 700 800
TRIP DISTANCE (NM)
EXPECTED FUEL BURN INCREASE FLYING ON FL 250 INSTEAD OF

OPTIMUM ALTITUDE
35.0%
32.5%
TRIP FUEL INCREASE
30.0%
E135
27.5% E145
25.0%
22.5%
20.0%
400 500 600 700 800
TRIP DISTANCE (NM)
4.3.2.3 ANTI-ICE
Airplane ice protection is provided by heating critical ice build up areas through
the use of either hot air or electrical power.
When activated, engine and wing anti-ice systems will incur

an approximately 100 kg/h (220 lb/h) fuel flow increase.
Icing condition is normally encountered when visible moisture is present in the

air and TAT is below 10°C. In this scenario, ice may be frequently encountered below
25,000 ft during climb and descent.
Considering fuel conservation aspects, it is recommended that icing conditions

be avoided whenever possible, as well as unnecessary activation of the anti ice
system.
4.3.3 ELECTRICAL SYSTEM
Operation and maintenance of the ERJ 135/145 Family electrical system also
have an impact on fuel consumption.
During a flight, considering normal operations, thermal energy from fuel is

converted into electrical energy through engine-driven generators powered by the
engines accessory gearbox.
The higher the electrical loads required for the airplane during a flight, the more
energy it will tap in the form of fuel. More fuel is then necessary in order to supply the
increased electrical demand.
How much fuel do the engine driven generators require to deliver 1kWh to the
electrical system?
Assumptions:
− Each 1 kg (2 lb) of jet A1 fuel potentially has 6587 kJ of energy that is equivalent
to 1.8291 kWh.
− The generators average efficiency is 70%.
− Other losses along the distribution system (such as heat, radiation, inductance,
etc…) are evaluated by 50%.
Consequently, 0.6404 kWh is effectively delivered to the electrical system by

burning 1 kg (2 lb) of fuel, when using the generators.
Considering the average fuel price of US$ 2.00/Gal (or US$ 0.66/kg, fuel density
@ 0.803 kg/l), we can conclude that:
One hour of generator connected to the electrical system means:

1.56 kg (3.44 lb) of fuel or US$ 1.03 per each 1 kW
required by the electrical loads.
4.3.3.1 IN-FLIGHT OPERATIONS
In-flight electrical loads are function of:
− Flight profile
− Operational practices and airline policy
Flight profile loads are the ones necessary to accomplish normal or abnormal
operations for each flight phase. They are necessary and should not be reduced unless
required by operational procedures in the AOM or QRH.
Operational practices are performed by crews in order to reduce some specific

loads that are not necessary and should be turned off whenever possible. They usually
are defined by airline’s policy and training. Some examples are:
− Galley area loads: coffee makers, ovens and lighting
− Passenger cabin lighting during night flights
− Instrument lighting in daylight operation
− Unnecessary use of radar
Each operator shall evaluate which are the “unnecessary loads” that may be
turned off during a flight according to their operational profile.
ELECTRICAL LOADS
POWER CONSUMPTION
ITEM
(kWh)
Galley Area Lights 0.37
Galley Oven (1 unit) 1.60
Galley G3 Hot Jug (1 unit) 0.27
Courtesy/Stairs Lights 0.18
Ceiling Lights 0.37
Sidewall Lights 0.70
Reading Lights 0.24
Cockpit Main Panel Lighting 0.29
Cockpit Flood/Storm Lights 0.18
Cockpit Overhead Panel 0.19
Lighting
Wing Inspection Lights 0.30
Logo Lights 0.30
Taxi Light 0.90
Landing Lights (LDG 1+ 2 + 1.50
NOSE)
Windshield Wiper 0.56
Weather Radar/Antenna 0.12
Coffee Maker (1 unit) 0.42
Coffee Brewer (1 unit) 1.20
TOTAL 9.69
The reduction of 2 kWh on electrical loads will represent an economy of

approximately 3 kg (6.7 lb) fuel or US$ 2.00 per hour of use, when using generator
power.
If considering the Typical Operational Profile:
2 kWh reduction on in-flight electrical loads means:

114,100 kg (252,000 lb) of fuel ~ US$ 75.300,00
(per year/20 airplane fleet)
SUMMARY
Among other methods, optimization of electrical power usage is an efficient
means of saving fuel. Airlines should adapt their policies and practices to reduce or
eliminate superfluous loads.
While on the ground, alternative means of generating electricity for the airplane,
such as GPU, should be preferred, in view of its lower costs when compared to APU
use.
4.4 PROPULSION SYSTEM
This chapter contains the tips and recommendations provided by Rolls-Royce

regarding the operation of AE3007 series engines.
Jet engines are turbo machines, subjected to high internal temperatures and
pressures. Engine wear is accelerated and life shortened as internal temperatures and
the time operating at those temperatures increase. How the engine is operated in each
phase of the mission will affect its rate of deterioration.
The following pages include guidelines for economical operation for the operator
to consider in their flight planning.
4.4.1 KEY NOTES

Operators should contact Rolls-Royce directly with specific questions on the
engine on-wing life and hardware degradation effects of proposed flight operation
changes for fuel savings, as well as for any clarifications to ensure that the proposed
flight operation changes for fuel savings will be in compliance with the terms of their
agreement(s) with Rolls-Royce concerning engine services.
Engine operation must comply with approved flight operation procedures.
4.4.2 GENERAL RULE
Reducing the engine thrust setting whenever possible will generally decrease
fuel consumption, increase the engine on-wing life, and reduce engine hardware
degradation.
4.4.3 TAKEOFF
Use of the Alternate Takeoff setting is recommended, as engine on-wing life
increases and hardware degradation decreases with reduced engine thrust settings.
4.4.4 CRUISE
Reducing cruise speeds will result in fuel savings. Engine on-wing life and
hardware degradation will be improved with the reduced engine thrust required for
lower cruise speeds.
4.4.5 DESCENT
Descents completed with engines in Flight Idle will result in fuel savings.
4.4.6 RAMP OPERATIONS

Completing ramp operations on a single engine provides significant fuel savings
compared to using two engines. There will be negligible impact on the engine on-wing
life and hardware degradation by using a single engine. There are some operational
limitations that do not allow single engine operation under all conditions.
4.4.7 MAINTENANCE ACTIONS

Periodic engine water-washing and compressor bleed valve system
maintenance may result in fuel savings. Operators should contact Rolls-Royce directly
with specific questions on Maintenance Actions for fuel savings.
NOTE: After the publication of this revision, the General Publication GP-145/1251
Extending Engine Life is cancelled.
CONCLUSIONS
Worldwide, profit margins have been reduced over the last years due to intense
competition among airline companies. Careless operation without the proper attention
to factors affecting the operating costs can quickly reduce the profit margin.
“Long term” is the key factor to success; the investment in the fleet must pay off
over a certain period. Any difference in operating costs becomes a huge number over a
number of years.
The numbers shown in this publication are surprising. We believe that they will
impress any manager interested in making his airline company profitable. They show
how important attention to detail can be when it brings huge costs in the long term.
Fuel savings is the sum of small contributions that seem to be insignificant when
considered in isolation, but are impressive when added together over the years.
A successful Fuel Conservation Program established by an airline is only

effective when all related areas (Maintenance, Flight Crews and Flight Operations
Engineering) work together and are fully aware that even small tasks and actions might
have a significant impact on fuel savings.
5. LDG REVITALIZATION PLAN
5.1 INTRODUCTION
The Revitalization Plan is a group of actions and tasks necessary to guarantee
the reliability of the major parts of the MLG.
The tasks and recommendations presented herein are not mandatory; therefore
operators may perform them when convenient.
The Revitalization Plan includes improvements made during the MLG program
and new design solutions based on the experience of field occurrences related to
ELEB’s Technical Support Engineering. Many of these improvements have been
already issued as Service Bulletins or as revisions in the CMM.
OBJECTIVES
The aim of this study is to give operators preventive tasks in order to assure the
aircraft’s functional aspects and to eliminate potential risks or sites of corrosion and
wearing degradation.
DESCRIPTION
Based on ELEB Technical Support team experience and Sampling Inspection

Program results, the next chapters show the areas that should receive special attention.
5.2 TASKS TO BE ACCOMPLISHED EVERY “A” CHECK
5.2.1 SEALANT FAILURE INSPECTION AND RESTORATION
DESCRIPTION
Damages caused most likely by rotation of bushing due to unpredictable load or

lubrication failure. The ingress of moisture under bushings caused by broken sealant
may result in local corrosion.
AFFECTED AREAS
Leg Strut lug interface – Sealed area and Leg Strut lug interface – Sealed area and
lubricating point lubricating point
Shock Absorber axle and cardan

Shock Absorber axle
lubricating fitting
INSPECTION

FREQUENT
2309-2002
EXTERNAL VISUAL LUBRICATION
2309-3002
2309-4002
INSPECTION ACCORDING TO AMM
INSTRUCTIONS
RESTORATION
! Remove the old sealant film.

! Clean the area with cloth soaked in solvent MIL-PRF-680, Type I
(commercially available).
! Dry using a cloth.
! Apply protective oil ACF-50 (commercially available), in order to avoid
moisture penetration.
! Remove the excess oil.
! Clean the area with a cloth soaked in solvent MIL-PRF-680, Type I
! Apply a continuous string of sealant PR-1826 B1/2 according to AMS3277
along the joint of the bushings.
Note: ACF-50 is a protective lubricant manufactured by LEAR CHEMICAL

RESEARCH CORPORATION
P.O. Box 1040 Station B, Mississauga, ON L4Y 3W3 Canada
Tel: +1 (905) 564-0018 – Toll Free: 1-800-256-2548 – Fax: +1 (905) 564-7077
E-Mail: sales@learchem.com
http://www.learchem.com
5.2.2 PAINTING DAMAGES INSPECTION AND RESTORATION
DESCRIPTION
Damages caused by impact of debris or mishandling of tools. The exposure of

base metal may result in corrosion.
AFFECTED AREAS
Leg Strut Trailing Arm and Leg Strut
Shock Absorber Main Side Strut
INSPECTION
DESCRIPTION: LEG STRUT PAINTING DAMAGES

2309-2002
2309-3002
2309-4002
DESCRIPTION: TRAILING ARM PAINTING DAMAGES
2309-2037 EXTERNAL VISUAL PAINTING REPAIR
2309-3037 INSPECTION ACCORDING TO CMM
DESCRIPTION: SHOCK ABSORBER CYLINDER PAINTING DAMAGES

2309-2005
DESCRIPTION: MAIN SIDE STRUT PAINTING DAMAGES
2309-2500 EXTERNAL VISUAL PAINTING REPAIR
2309-3500 INSPECTION ACCORDING TO CMM
RESTORATION
! The parts should be perfectly cleaned and degreased.
! Strip the local damaged paint coat using ARDROX 2104 (commercially
available).
! Use a Scotch-Brite pad to remove the loose paint.
! Flush the part or assembly with water to remove completely the loose
painting and ARDROX 2104 residue.
! Apply Epoxy primer green BMS 10-11 Type I BAC452 (commercially
available).
! Apply white polyurethane enamel paint MIL-PRF-85285, Class H or W
(commercially available) (FS595-17875).
! Apply a 3M protective adhesive film (commercially available) in the most
exposed areas. You can chose one of the following tapes:
! 8671 – White
! 8663 – Matte Black
! 8681 – HS 36173 Med. Dark Gray
! 8641 – 36173 Gray
5.3 TASKS TO BE ACCOMPLISHED EACH BRAKE REPLACEMENT
5.3.1 TRAILING ARM BRUISING INSPECTION AND SEALANT REPAIR
DESCRIPTION
Damages resulting from the rotation of pin 2309-2950-003 associated with

lubrication failure of the cardan 2309-2041-003. The new design of cardan P/N 2309-
2041-401 brings lubrication improvements. The cardan –003 should be exchanged
according to SB145-32-0091 instructions.
AFFECTED AREAS
Trailing Arm – Sealed area around

head pin
Trailing Arm – Sealed area around cap
INSPECTION
DESCRIPTION: TRAILING ARM BRUISING

FREQUENT
2309-2037 LUBRICATION OF
VISUAL INSPECTION
2309-3037 CARDAN ACCORDING
TO AMM INSTRUCTIONS
RESTORATION
! Do a visual inspection for sealant failure or bruising.
! If sealant failure is found, repair the sealant according to instructions below:
(a) Clean the area with a cloth soaked in solvent MIL-PRF-680, Type I
(commercially available)
(b) Dry using a cloth.
(c) Apply a continuous string of sealant PR 1826 B 1/2 according to
AMS 3277 along the joint of the axle head edges and axle cap.
! In case of bruising, repair according to CMM TP 145/1170 32-10-01

(Temporary repair) and do a definitive repair according to SB 145-32-0094
on next “C” Check if bruising is beyond of the limits given in the CMM
TP145/117032-10-01.
5.3.2 BRAKE SUPPORT CORROSION INSPECTION AND REPAIR
DESCRIPTION
Damages caused most likely by galvanic corrosion between the surfaces with
the brake plate.
AFFECTED AREAS
Trailing Arm Brake Support
INSPECTION
DESCRIPTION: TRAILING ARM BRAKE SUPPORT CORROSION

2309-2037
VISUAL INSPECTION Primer Application
2309-3037
RESTORATION
! Remove the brake plate.
! Do a visual inspection for corrosion.
! If no corrosion is found apply a coat of epoxy primer – thickness 7µm to
15µm in order to protect the area.
! If corrosion is found:
! If the depth of the pits of corrosion is less than 0.1 mm use a sand paper
grit 500 to 600 in order to remove the corrosion.
! Apply Alodine 1200S MIL-DTL-81706 (commercially available) in the
reworked areas.
! Apply a coat of epoxy primer – thickness 7µm to 15µm in order to protect
the area.
! If the depth of the pits of corrosion is more than 0.1 mm contact ELEB
Technical Support Team.
5.3.3 WHEEL AXLE CHROMIUM DAMAGES INSPECTION AND REPAIR
DESCRIPTION
Damages in the interface between the bearing inner race and chromium plating
caused by rotation of the bearing. The studies performed by ELEB indicate that the
bearing’s sharp corner is the probable cause of this damage.
AFFECTED AREAS
Wheel Axle Inspection – Chrome-plated areas
INSPECTION
DESCRIPTION: WHEEL AXLE CHROMIUM DAMAGES

2309-2040
VISUAL INSPECTION N/A
2309-3040
RESTORATION
! In the case that scratches or burning in the chrome plating are found,
proceed according to AMM TASK 32-10-08-200-801A for inspection and
repair of the axle.
! If the damages are beyond the AMM limits, remove the trailing arm and
send the axle to the repair shop for it to be repaired according to CMM
TP145/1170 – 32-10-01 section 601.
5.3.4 WHEEL AXLE PAINTING DAMAGES INSPECTION AND RESTORATION
DESCRIPTION
Damages caused by impact of wheel/brake during removal or mishandling of
tools. The exposition of base metal may result in corrosion.
AFFECTED AREAS
Wheel Axle Inspection – Painted areas
INSPECTION
DESCRIPTION: WHEEL AXLE PAINTING DAMAGES

2309-2040
VISUAL INSPECTION N/A
2309-3040
RESTORATION

! The parts should be perfectly cleaned and degreased.
! Strip the local damaged paint coat using ARDROX 2104 (commercially
available).
! Use a Scotch-Brite pad to remove the loose paint.
! Flush the part or assembly with water to remove completely any loose
painting and ARDROX 2104 residue.
! Apply Epoxy primer green BMS 10-11 type I BAC452 (commercially
available).
! Apply white polyurethane enamel paint MIL-PRF-85285, Class H or W
(commercially available) (FS595-17875).
5.4 TASKS TO BE ACCOMPLISHED EVERY “4A” CHECK

INSPECTION AND REPAIR
DESCRIPTION
Corrosion due to sealant failure. The new design of this part brings the sealant in
this area.
AFFECTED AREA
Rod End and Piston Rod – Sealed area
INSPECTION
DESCRIPTION: MANEUVERING ACTUATOR PISTON ROD AND ROD END CORROSION AND
REPAIR
VISUAL INSPECTION
2309-2700
2309-3700
AND CLEARANCE N/A
INSPECTION
RESTORATION
" Disconnect the actuator from MLG and remove the rod end from piston rod.
" Do a visual inspection for corrosion.
! If no corrosion is found:
(a)Clean the area with a cloth soaked in solvent MIL-PRF-680, Type I
(b)Dry using compressed air.
(c) Apply a Solid Lubricating Film, MOLYKOTE – Sandstrom 238 according to
MlL-L-23398 T-I, on the rod end and piston rod threads.
(d)Assemble the rod end in the piston rod.
(a)Apply tightening torque in the nut, from the 210 N.m to 280 N.m.
(e)Apply a continuous string of sealant PR 1826 B 1/2 according to AMS 3277
along the joint of nut, rod end and piston rod.
! If corrosion and clearance between rod end and piston rod are detected,
contact ELEB Technical Support Engineering for repair instructions
(technicalsupport.eleb@eleb.net).
5.5 TASKS TO BE ACCOMPLISHED EVERY “C” CHECK
5.5.1 SEALANT FAILURE INSPECTION AND RESTORATION
DESCRIPTION
Damages caused most likely by rotation of bushing due to unpredictable load or

lubrication failure. The ingress of moisture under bushings caused by broken sealant
may result in local corrosion.
AFFECTED AREAS
Leg Strut Lug – Bushing Sealed Area Leg Strut Hinge Bore – Bushing Sealed
Area
Trailing Arm – Bushing Sealed Area Trailing Arm – Bushing Sealed Area
INSPECTION

FREQUENT
2309-2002
LUBRICATION
2309-3002 VISUAL INSPECTION
2309-4002
ACCORDING TO AMM
INSTRUCTIONS
DESCRIPTION: TRAILING ARM SEALANT FAILURE
FREQUENT
2309-2037
LUBRICATION
2309-3037 VISUAL INSPECTION
ACCORDING TO AMM
INSTRUCTIONS
RESTORATION
! Disassemble the Leg Strut and Trailing arm in order to verify the sealant
condition.
! Remove the old sealant.
! Apply a protective oil ACF-50 (commercially available), in order to avoid
moisture penetration.
! Remove the excess oil.
! Apply a continuous string of sealant PR 1826 B 1/2 according to AMS 3277
along the joint of the bushings.
Note: ACF-50 is a protective lubricant manufactured by LEAR CHEMICAL

RESEARCH CORPORATION
P.O. Box 1040 Station B, Mississauga, ON L4Y 3W3 Canada
Tel: +1 (905) 564-0018 – Toll Free: 1-800-256-2548 – Fax: +1 (905) 564-7077
E-Mail: sales@learchem.com
http://www.learchem.com
5.5.2 TRAILING ARM AXLE CORROSION INSPECTION AND BRUISING REPAIR
DESCRIPTION
Corrosion caused by moisture ingress due to sealant failure. The design was
revised in order to include polyurethane paint in the internal diameter to protect against
corrosion.
AFFECTED AREAS
Trailing Arm Axle
Trailing Arm – Inner diameter inspection
INSPECTION
DESCRIPTION: TRAILING ARM AXLE INSPECTION AND CORROSION REPAIR

FREQUENT
2309-2037 LUBRICATION
VISUAL INSPECTION
2309-2050-003 ACCORDING TO AMM
INSTRUCTIONS
RESTORATION
! Carry out a detailed visual inspection on the MLG trailing arm for bruising
and sealant rupture according to Part I of SB 145-32-0091. If neither
bruising nor sealant rupture is found, no immediate action is necessary.
Carry out this visual inspection on each “C CHECK” until the next overhaul.
! If bruising or sealant rupture is found, proceed according to Part II of the SB

145-32-0091 and repair the MLG trailing arm according to “CMM –
Component Maintenance Manual” T.P.145/1170 Main Landing Gear,
“Repair of Bruising on the Trailing Arm” or SB 145-32-0094 if the bruising is
beyond the CMM limits.
! To accomplish Part II of the SB 145-32-0091, it is necessary to perform the

procedure below:
(a)Remove MLG trailing arm pivot axle PN 2309-2050-003.

(b)Remove and discard MLG trailing arm cardan PN 2309-2041-003.
(c) Carry out a detailed visual inspection of the internal surface of the MLG
trailing arm pivot axle PN 2309-2050-003 for presence of corrosion.
(d)If corrosion is found, replace the pin 2309-2050-003 with a new one bearing
the same PN and protect it with a layer of corrosion-inhibitive compound
(DINITROL Spray) on the coating painting.
(e)If no corrosion is found, apply a layer of polyurethane enamel paint on the
internal surface of the pivot axle according to “CMM – Component
Maintenance Manual” TP145/1170 – Main Landing Gear – REPAIR section
and protect it, after surface is dry, with a layer of corrosion-inhibitive
compound (DINITROL Spray) on the coating painting.
Note: If the axle is out of SB effectiveness, contact ELEB Technical Support

Team.
5.5.3 SHOCK ABSORBER AXLE CORROSION INSPECTION AND REPAIR
DESCRIPTION
Corrosion caused by a lack of cadmium plate protection. The new design of the
axle gives the cadmium plate a Molykote coating in order to avoid the surface treatment
loss caused by eventual rotation of the pin.
AFFECTED AREAS
Shock Absorber Axle
Shock Absorber Axle – Thread and Shock Absorber Axle – Head face and
groove inspection groove inspection
INSPECTION
DESCRIPTION: SHOCK ABSORBER AXLE INSPECTION AND CORROSION REPAIR

FREQUENT
2309-2029-001 LUBRICATION
VISUAL INSPECTION
ACCORDING TO AMM
INSTRUCTIONS
RESTORATION
" Disassemble the axle from the attached points and do a visual inspection
searching for corrosion.
" If no sign of corrosion are found in the areas A and B (REF: CMM TP
145/1170 _32-10-01):
! Clean the axle with a cloth soaked in solvent MIL-PRF-680, Type I
! Apply a Solid Lubricating Film, MOLYKOTE – Sandstrom 238
according to MlL-L-23398 T-I.
" If light corrosion is found in the areas A and B (REF: CMM TP 145/1170
_32-10-01):
! Apply sandpaper from 400 to 600 grit to the affected area until
corrosion is completely removed.
! Apply a Solid Lubricating Film, MOLYKOTE – Sandstrom 238
according to MlL-L-23398 T-I.
" If deep corrosion is found, proceed according to CMM TP 145/1170 _32-
10-01 section 601 – Item 9 – “Special Repair Procedures,” F – “Removal
of Corrosion from the Axle (50)”
5.5.4 PIVOT PIN CORROSION INSPECTION AND REPAIR
DESCRIPTION
Corrosion in the three different areas (diameter near thread, conical area and
head face). A new design revision incorporates improvements to protect the surface
against corrosion.
AFFECTED AREAS
Pivot Pin – General View
Inspection of the areas A2,

Inspection of the area B1 Inspection of the area A1
A3 and B2”
INSPECTION
DESCRIPTION: AXLE INSPECTION AND CORROSION REPAIR

FREQUENT
LUBRICATION IN THE
2309-2032
VISUAL INSPECTION MAIN SIDE STRUT
2309-3032
BEARINGS ACCORDING
TO AMM INSTRUCTIONS
RESTORATION
" Disassemble the axle from the MLG and Main Side Strut and perform a
visual inspection for corrosion.
" If no corrosion is found in the areas A1, A2 and A3 (Ref. CMM-32-10-01)
apply a white polyurethane painting on the surfaces of areas A1, A2, and
A3 according to Painting Repair (Ref. CMM 32-10-01 Section 601).
" If light corrosion is found in the areas A1, A2 and A3 (Ref. CMM-32-10-01):
! Apply a sandpaper from 400 to 600 grit to the affected area until the
corrosion is completely removed.
! Apply a white polyurethane painting on the surfaces of areas A1, A2,
and A3 according to Painting Repair (Ref. CMM 32-10-01 Section 601).
" If deep corrosion is found in the areas A1, A2 and A3 or corrosion and
scratches in the areas B1 and B2 (Ref. CMM-32-10-01): proceed
according to CMM 32-10-01 instructions, Section 601 – Item 9 – “Special
Repair Procedures,” D – “Pivot Pin” in order to repair the axle.
5.5.5 SHOCK ABSORBER LUG CORROSION INSPECTION AND REPAIR
DESCRIPTION
Corrosion caused by friction between the axle 2309-2029-001 head face and shock
absorber lug or sealant failure.
AFFECTED AREAS
Shock Absorber Lug
Shock Absorber Lug
INSPECTION
DESCRIPTION: SHOCK ABSORBER LUGS INSPECTION FOR CORROSION

APPLYING
2309-2005 VISUAL INSPECTION POLYURETHANE
PAINTING IN THE LUGS
RESTORATION
" Remove the Shock Absorber from Landing Gear and do a visual inspection
for corrosion.
" If no corrosion is found, protect the area with primer epoxy and white
polyurethane paint.
" If light corrosion is found, sandpaper the affected area and protect with
primer epoxy and white polyurethane paint.
" If deeper corrosion is found, send the unit to a repair shop for it to be
repaired according to CMM TP145/1187 32-10-02 instructions.
INSPECTION AND REPAIR
DESCRIPTION
Corrosion due to sealant failure. The new design of this part adds a sealant in
this area.
AFFECTED AREA
Rod End and Piston Rod sealed area
INSPECTION
DESCRIPTION: MANEUVERING ACTUATOR PISTON ROD AND ROD END CORROSION AND
REPAIR
VISUAL INSPECTION
2309-2700
2309-3700
AND CLEARANCE N/A
INSPECTION
RESTORATION
" Remove the maneuvering actuator from the aircraft.
" Do a clearance check according to CMM TP145/1188 32-33-08
instructions.
" Disconnect the actuator from MLG and remove the rod end from the piston
rod.
! If no corrosion is found:
(a)Clean the area with a cloth soaked in solvent MIL-PRF-680, Type I.
(b)Dry using compressed air.
(c) Apply a Solid Lubricating Film, MOLYKOTE – Sandstrom 238 according to
MlL-L-23398 T-I, on the rod end and piston rod threads.
(d)Assemble the rod end in the piston rod.
(e)Apply tightening torque in the nut, from the 210 N.m to 280 N.m.
(f) Install the lock wire and heat-shrinkable wax in the nut and piston rod.
(g)Apply a continuous string of sealant PR 1826 B 1/2 according to AMS 3277
along the joint of nut, rod end and piston rod.
! If corrosion and clearance between rod end and piston rod are detected,
contact ELEB Technical Support Engineering for repair instructions
(technicalsupport.eleb@eleb.net).
6. REFERENCES
o The Benefits of Preventive Tasks – Embraer Publication – October 2005
o Dependability Philosophy – JetBlue Presentation – Maintenance Cost

Workshop 2005 – September 2005
o Rolls-Royce AE3007 Reliability Improvements and Cost Reduction Initiatives –

Rolls Royce Presentation – Maintenance Cost Workshop 2006 – September
2006
o Fuel Conservation – GP145-1536 – Embraer Publication
o MLG Revitalization Plan – SNL 145-32-0035 – ELEB Publication – April 2006
o Carbon Brakes X Thrust Reverser Report – Rio Sul Airlines – April 2002
o Operational Bulletin Nº 145-003/03 – Recommended Practices to Improve

Brake Life - Issued: May 13, 2003
o Maintenance Actions Helping Fuel Conservation – Heavy Maintenance Forum

2006 – Embraer Presentation – September 2006
o Best Practices Interior Issues – Heavy Maintenance Forum 2006 – Embraer

Presentation – September 2006
o Embraer 145 APU FOD – Hamilton Sundstrand Report – July 2007

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ERJ 145

Maintenance & Operation Tips

3. MAINTENANCE AFFECTING OPERATING COSTS 8

3.1 PREVENTIVE TASKS 8

3.3 LANDING GEAR 12

3.4 BRAKES X THRUST REVERSER 15

3.5.1 HARD FOD 19

3.5.2 SOFT FOD 20

3.5.3 FLUID INGESTION TEST 22

3.5.4 CERTIFICATION REQUIREMENTS 23

3.5.5 SOFT FOD PREVENTION 24

3.6 LEAN MAINTENANCE 25

3.7 SPECIFIC TRAINING FOR TROUBLESHOOTING 26

3.8 NEW TROUBLESHOOTING TOOL – GSE 220 (MITS) 28

3.8.1 CASE STUDIES 28

3.8.2 BENEFITS BASED ON REAL SCENARIO APPLICATION 29

3.9 MAINTENANCE PRACTICES TO REDUCE FUEL CONSUMPTION 30

4.2 FLIGHT OPERATIONS AND PERFORMANCE 40

4.2.1 OEW INCREASE AND CONTROL 41

4.2.2 FLIGHT PLANNING 42

4.2.2.1 REGULATORY RESERVES AND DISPATCH POLICY 42

4.2.2.2 EXTRA FUEL CONSIDERATIONS 43

4.2.2.3 OPTIMUM CRUISE ALTITUDE 45

4.2.2.4 CRUISE SPEED SELECTION 47

4.2.3 IN FLIGHT PROFILE: GROUND OPERATIONS 51

4.2.3.1 APU USE ON GROUND 51

4.2.3.2 AIR CONDITIONING USE ON THE GROUND 51

4.2.3.3 SINGLE ENGINE TAXI 52

4.2.3.6 HIGH SPEED CLIMB 53

4.2.3.7 CRUISE SPEED MANAGEMENT 55

4.2.3.8 LATERAL NAVIGATION OPTIMIZATION 56

4.3.1.1 MISSING PARTS, MISRIGGING AND/OR MISMATCHED PARTS 66

4.3.1.2 FLIGHT CONTROLS 67

4.3.1.3 SENSITIVITY AREAS 68

4.3.1.4 PARASITE DRAG INFLUENCE 68

4.3.1.5 EXTERNAL DIRT ACCUMULATION 69

4.3.2 ENVIRONMENTAL AND PNEUMATICS 70

4.3.2.2 BLEEDS AND PACKS FAILURE 71

4.3.3 ELECTRICAL SYSTEM 74

4.3.3.1 IN-FLIGHT OPERATIONS 75

4.4 PROPULSION SYSTEM 78

4.4.1 KEY NOTES 78

4.4.2 GENERAL RULE 79

4.4.6 RAMP OPERATIONS 79

4.4.7 MAINTENANCE ACTIONS 79

5.2 TASKS TO BE ACCOMPLISHED EVERY “A” CHECK 82

5.2.1 SEALANT FAILURE INSPECTION AND RESTORATION 82

5.2.2 PAINTING DAMAGES INSPECTION AND RESTORATION 85

5.3 TASKS TO BE ACCOMPLISHED EACH BRAKE REPLACEMENT 89

5.3.1 TRAILING ARM BRUISING INSPECTION AND SEALANT REPAIR 89

5.3.2 BRAKE SUPPORT CORROSION INSPECTION AND REPAIR 91

5.3.3 WHEEL AXLE CHROMIUM DAMAGES INSPECTION AND REPAIR 93

5.3.4 WHEEL AXLE PAINTING DAMAGES INSPECTION AND RESTORATION 95

5.4 TASKS TO BE ACCOMPLISHED EVERY “4A” CHECK 97

5.4.1 MANEUVERING ACTUATOR PISTON ROD AND ROD END CORROSION

5.5 TASKS TO BE ACCOMPLISHED EVERY “C” CHECK 99

5.5.1 SEALANT FAILURE INSPECTION AND RESTORATION 99

5.5.2 TRAILING ARM AXLE CORROSION INSPECTION AND BRUISING REPAIR

5.5.3 SHOCK ABSORBER AXLE CORROSION INSPECTION AND REPAIR 105

5.5.4 PIVOT PIN CORROSION INSPECTION AND REPAIR 108

5.5.5 SHOCK ABSORBER LUG CORROSION INSPECTION AND REPAIR 110

5.5.6 MANEUVERING ACTUATOR PISTON ROD AND ROD END CORROSION