01 - TechDocs, Acft Gen, ATAs-05to12,20 - E190 - 202pg

Maintenance Training Manual
Developed for Training Purposes Only
Vol 01
EMBRAER ERJ-190 / 195 (GE CF34)

GENERAL, AIRCRAFT GENERAL, TECH DOC and CHAPTERS ATAs 05 to 20
Copyright 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer.
The information, technical data, designs and drawings disclosed in this document are proprietary information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer
FRONT MATTER
DISCLAIMER MANUAL STRUCTURE
The data and any other information contained herein (“Embraer Data”) are All manual contents are organized as follows:
only and exclusive property of Embraer S.A. and they cannot be disclosed
without the previous consent of Embraer S.A. The use of the Embraer Data is TITLE PAGE
exclusive for the specific purpose of training which is merely informative and A title page with its identification as "Training Manual" and copyright
any other use of Embraer Data is expressly forbidden. Embraer does not information.
represent or endorse the accuracy or reliability of any advice, opinion,
statement, recommendation, guidance or any other information displayed or
established herein. Nothing contained in this authorization shall be deemed FRONT MATTER BLOCK
to diminish or eliminate any right or remedy Embraer S.A may have at law or The purpose of the front matter block is to explain the way this manual is
in equity. organized, and to inform which publications were used as source of
information.

This manual is issued by Embraer Customer Training and SHALL BE USED
FOR TRAINING PURPOSES ONLY. The data contained herein, although its TABLE OF CONTENT
update to the revision date, does not replace or supersede the information The table of content shows a list of relevant items/pages contained in the
contained in the Embraer ERJ-170/190 (GE CF34) airframe or engine actual volume in an “Index” format.
maintenance manuals or other official publications.
CHAPTER DESCRIPTION BLOCK
This Maintenance Training Manual (MTM) contains all necessary information The chapter description block has the technical information derived from the
to fulfill the needs as a printed/electronic publication to support the theoretical Embraer Technical Publications and follows the modularity concept, thus its
training activities in aircraft maintenance training. Where possible, duplication contents may vary according to the course purpose (rating and the applicable
of information has been avoided, however, certain data may be repeated training level).
where it has been necessary to include such data to preserve the continuity
of subject matter. It is organized in a didactic manner to facilitate the learning process with
rearranged sequence of the applicable sub-chapters.
This edition of the Maintenance Training Manual is based on the last version
of Embraer Technical Publications. No further revisions will be added to this The body of each ATA chapter has a Title Page.
current issue, if printed.
For additional information concerning this manual, contact EMBRAER
CUSTOMER TRAINING.
Copyright 2016 by EMBRAER. S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer. The information, technical data, designs and 2
drawings disclosed in this document are proprietary information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer S.A.
TABLE OF CONTENTS
AIRPLANE GENERAL....................................................................................5 ATA 06 DIMENSIONS AND AREAS ...........................................................89
THE FAMILY CONCEPT...........................................................................8 REFERENCE PLANES AND LINES........................................................92
GROUND OPERATIONS.........................................................................10 BODY STATION DIAGRAM....................................................................94
MAINTENANCE PLAN.............................................................................12 AIRCRAFT ZONING................................................................................96
AVIONICS CONVENTIONAL SYSTEM...................................................14 FUSELAGE ACCESS DOORS AND PANELS........................................98
AVIONICS INTEGRATED SYSTEM.........................................................16 WING–TO–FUSELAGE FAIRING ACCESS DOORS AND PANE.........99
AIRPLANE CHARACTERISTICS.............................................................18 ACCESS DOORS AND PANELS (SAMPLE TABLE).............................101
PRESSURIZATION..................................................................................20 ATA 07 LIFTING AND SHORING.............................................................103
INTERNAL ARRANGEMENT...................................................................22 AIRCRAFT JACKING.............................................................................104
LANDING GEAR.......................................................................................24 COMPLETE AIRCRAFT JACKING........................................................106
TURNING RADII.......................................................................................26 SOFTWARE, CENTER OF GRAVITY CALCULATION.........................108

CF34-8E HIGH BYPASS TURBOFAN ENGINES....................................28 COMPLETE AIRCRAFT JACKING........................................................110
AIRPLANE CHARACTERISTICS.............................................................32 WEIGHT X C. G. ENVELOPE FOR JACKING.......................................115
COMPOSITES AND FLIGHT CONTROLS..............................................30 PARTIAL AIRCRAFT JACKING.............................................................116
TECHNICAL PUBLICATIONS......................................................................35 PARTIAL AIRCRAFT LOWERING.........................................................116
TECHNICAL PUBLICATIONS PURPOSE….…………………………..36 ATA 08 LEVELING & WEIGHING...............................................................119
CUSTOMIZED TECHNICAL PUBLICATIONS……………………………38 AIRCRAFT LEVELING...........................................................................120
INCORPORATION OF SERVICE BULLETIN(S) INTO EMBRAER AIRCRAFT WEIGHING..........................................................................122
TECHNICAL PUBLICATION…………………...…………………………....40 AIRCRAFT WEIGHING (WITH LOAD CELLS)......................................124
COC (Customer-Originated Changes)…………………………………….42 AIRCRAFT WEIGHING WITH GROUND SCALES ………....................126
MANUALS INCLUDED IN THE DIGITAL TECHNICAL DATA CD/DVD..44 ATA 09 TOWING & TAXING.......................................................................129
EMBRAER TECH PUBLICATIONS PROTECTED BY COPYRIGHT..…46 TOWING WITH TOWBAR......................................................................130
AVAILABLE TRAINING……………………………………………………...47 STEERING DISARMING EXTERNAL SWITCH.....................................131
DIGITAL PUBLICATIONS INTERFACE INTEGRATION, HOSTING, AND MAXIMUM STEERING ANGLE & OVERTRAVEL SENSOR.................133
CONSULTING SERVICE..........................................................................48 PUSHBACK............................................................................................134
NONOPERATIONAL TECHNICAL PUBLICATIONS...............................50 DANGEROUS AREAS FOR TOWING AND PUSHBACK.....................135
AIRCRAFT MAINTENANCE MANUAL – AMM........................................54 TOWBARLESS TOWING.......................................................................138
SDS CHAPTER ARRANGEMENT EXAMPLE.........................................56 AIRCRAFT TAXIING...............................................................................140
PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP)...60 MINIMUM TURNING RADII....................................................................141
LIST OF CHAPTERS................................................................................62 ATA 10 PARKING AND MOORING............................................................143
OTHER PUBLICATIONS..........................................................................64 AIRCRAFT NORMAL PARKING............................................................144
SB EVALUATION FORM..........................................................................73 APRON/RAMP ARRANGEMENT...........................................................148
OPERATIONAL TECHNICAL PUBLICATIONS.......................................80 AIRCRAFT NORMAL PARKING IN COLD WEATHER CONDITION....152
ATA 05 TIME LIMITS / MAINTENANCE CHECKS......................................83 ALLOWED AMBIENT TEMPERATURE VERSUS EXPOSURE TIME..155
TIME LIMITS/MAINTENANCE CHECKS.................................................84 AIRCRAFT PROLONGED PARKING………………………....................156
UNSCHEDULE MAINTENANCE CHECKS..............................................88 AIRCRAFT MOORING...........................................................................158
TABLE OF CONTENTS
ATA 11 PLACARDS AND MARKINGS......................................................160
PLACARDS AND MARKINGS................................................................161
ATA 12 SERVICING....................................................................................166
SERVICES..............................................................................................167
EXTERNAL AIRCRAFT – CLEANING...................................................167
OTHER CLEANING TASKS...................................................................171
COLD WEATHER MAINTENANCE – SERVICING................................173
ATA 20 STANDARD PROCEDURES.........................................................175
AIRCRAFT MAINT SAFETY PROCEDURES - STD PROCEDURES...176
MOUNTING TRAYS...............................................................................180
ELECTRICAL BONDING........................................................................182

GROUND BRACKETS............................................................................183
T YPE S O F ELE CT RIC AL BO ND ING A ND T HEI R SU RFA C E
PREPARATION......................................................................................184
BONDING APPLICATION AND METHODS..........................................186
DESCRIPTION OF THE BONDING METHODS....................................188
PROTECTION OF THE ELECTRICAL BONDING SURFACE..............192
ELECTRICAL BONDING MAP...............................................................194
ELECTROSTATIC DISCHARGE (ESD) - STANDARD PRACTICES....196
ESD LABELS AND ADJUSTING AND TESTING OF WRIST STRAP
ASSEMBLY.............................................................................................197
STATIC GROUNDING............................................................................200

AIRPLANE GENERAL
AIRPLANE GENERAL
EMBRAER 190/195 models are classified as common type rating, thus have
a high level commonality and may use almost the same Manuals. The
differences are customized in the manual according to each airplane model
and configuration.
The EMBRAER 190/195 is a narrow bodied airplane, predominantly of

metallic construction, with low wing, conventional tail and powered by two
high by-pass ratio wing-mounted turbofan engines.
The tricycle landing gear is fully retractable with dual wheels/tires for each
strut.

Design and installation of systems equipment/hardware are developed with
the objective of obtaining easy physical and functional integration among
them, in addition to assuring adequate safety levels.
Passenger cabin, cargo compartments, electronic bays and recirculation bay

are the pressurized areas of airplane.
An extensive zonal analysis is developed taking into account maintenance/

accessibility aspects and high reliability and dispatchability levels.
Reparability and interchangeability of parts are extensively pursued.
A glass panel cockpit is installed with a highly integrated on-board avionics

system enabling the pilots to better monitor the airplane’s operation.
The fuel system is designed to continuously provide fuel to the engines and
APU. Fuel is stored in two integral wing tanks.
Conventional control cables that run from each control wheel drive the
ailerons. The other flight control surfaces are controlled electronically using
Fly-by- Wire (FBW) technology.
FIGURE - INTRODUCTION

THE FAMILY CONCEPT
The passenger configuration consists of four seats abreast (two to each side
of the aisle) with a front galley and a rear toilet allowing up to 114 passengers
(124 on 195 model) to be carried.
Configuration with first class seats is optional.
Convenient accommodations are provided for the flight crew.


FIGURE - THE FAMILY CONCEPT

GROUND OPERATIONS
Four doors fuselage and appropriate Ground Support Equipment clearances
expedite turnaround time.
• Turnaround Time shorter than 20 minutes.
• Adequate positioning of Ground Service points.
• Two baggage/cargo compartments.
• Low Ground Support Equipment collision risk.
• Simultaneous passenger and service cabin flows
Since they are designed for fast, efficient, simultaneous, multi-point ground
servicing thanks to four main cabin doors and two easily accessible cargo

holds.
Less time on the ground means greater productivity and higher daily
utilization, which helps to keep seat mile/kilometer costs low.
FIGURE - GROUND OPERATIONS

MAINTENANCE PLAN
CURRENT TYPICAL INTERVAL
CHECKS INTERVAL REMARKS ACRONYM DESCRIPTION
Service 48 Hours Includes only tires pressure checks ALI Airworthiness limitation item
120 FH or 14 Corrosion prevention and control
CPCP
Days program
Routine To be performed during overnight FC Flight cycles
(Whichever
occurs first) FH Flight hours
Intermediate
750FH Can be performed durnig overnight
Checks
Basic Checks 7,500 FH Average downtime: 5 days

Structu 20,000 FC
Average downtime of 11 days for
ral threshold or
Structural Check (20,000 FC)
Heavy (ALI’s) higher
Checks 72 & 96 & 120
Average downtime of 6 days for
CPCP months
CPCP Checks
thresholds
NOTES:
• EMBRAER 190/195 Routine tasks interval in process of escalating from
100 to 120 FH. 44% of the tasks already escalated.
• Intermediate Checks overnight: - eight-hour shift with 10 mechanics.
• Basic and Heavy Checks downtime: - 2 eight-hour shifts per day and 14
mechanics per shift. SBs and extra work not included.
• There are some “out-of-phase” tasks that will not impact Aircraft
Downtime for Intermediate and Basic Checks, as they can be
accomplished during overnights.
FIGURE - MAINTENANCE

AVIONICS CONVENTIONAL SYSTEM
Conventional system architecture used on other aircrafts requires large
numbers of black boxes with different communication standards.
Because of a low level of integration between systems, data transfer is slow.


FIGURE - AVIONICS CONVENTIONAL SYSTEM
DCP1 DCP2
GUIDANCE PANEL
Circuit
Breakers
FCM2
SPS

IC1
IC1 IC2 GCU2
GPWS
AFCS
FCM1 ADC2
GCU1
BRAKES
ADC3
FMS1 FMS2
TRU1 FCU
TRU2
ADC1
GPS CMU2 CMC
ESS TRU EVM

VOR1
CMU1 VOR2
TRS
ADF
CVR VHF2
TCAS
VHF1
DME1 TDR2
RMU 1 RMU 2
RELAY BOX1 RELAY BOX2
AVIONICS INTEGRATED SYSTEM
System Components:
• Modular Avionics Units (MAU)
• Line Replaceable Modules (LRM)
• Configuration modules
• Bus Coupler
• Modular Radio Cabinets (MRC)
• Digital Audio Panels (DAP)
• Display Units (DU) Controllers

Greater integration between systems.
Integration between three MAUs results in faster data processing, enhanced

safety and system redundancy, and an overall improvement in efficiency.
The information refresh rate is determined by the frequency of equipment

utilization, thus optimizing data processing.
FIGURE - AVIONICS INTEGRATED SYSTEM

AIRPLANE CHARACTERISTICS
The following short introduction will give you a general overview of the
Embraer 190. The Embraer 190 is a low wing, twin engine jet airplane of
conventional structure, designed for medium to short range operations.
The 190 aircraft has a total length of 36.24meters (118 ft 11 in.), a wing span
of 28.72 meters (94.ft 3 in.) and an approximate height of 10.57 meters (34 ft
8 in.).
The 195 aircraft has a total length of 38.67 meters (126 ft 10 in.), a wing span
of 28.72 meters (94.ft 3 in.) and an approximate height of 10.55 meters (34 ft
7 in.).

It also features a pressurized cabin. The fuselage has a so-called double
bubble design
FIGURE - AIRPLANE CHARACTERISTICS

E190 E195
PRESSURIZATION
The fuselage is pressurized between the forward pressure bulkhead, located
forward of the cockpit, and the aft pressure bulkhead, which is located behind
the aft electronics bay.
Normal pressurization control is automatic, and the conditioned air is

provided by two air conditioning packs located in the unpressurized area
forward of the wing root.

FIGURE - PRESSURIZATION

FORWARD PRESSURE AFT PRESSURE
BULKHEAD BULKHEAD
CONDITIONING PACKS
INTERNAL ARRANGEMENT
The cockpit can accommodate 2 crew members on the pilot seats and one
observer on the jump seat. Two flight attendants, up to 114 passengers (190
model) or, up to 124 passengers (195 model), can be seated in the cabin.
There are 2 Galleys (3rd is optional) and 2 toilets - one of each in the front
and the aft sections of the cabin.
The cabin also features a wardrobe, built next to the front passenger
entrance.
There are 2 cargo compartments below the passenger cabin - one in front
and one behind the wing fairing.

FIGURE - INTERNAL ARRANGEMENT
FWD GALLEY(S)
FLT ATTENDANT SEAT
AND LAVATORY

AFT GALLEY
FLT ATTENDANT SEAT
PILOT SEATS AND LAVATORY
JUMP SEAT
LANDING GEAR
The Embraer 190 has a forward retracting twin-wheel nose landing gear
(NLG). The NLG has a normal steering angle of about 76°, making the
aircraft highly maneuverable.
The shock absorbers are of olio-pneumatic type. The steering motor, taxi
light and one landing light are mounted on the NLG. When the NLG is
extended, the rear doors remain open while the front doors close after
extension or retraction.
The main landing gears (MLG) also have olio-pneumatic shock absorbers
and twin wheels, but are more massively built and retract sideways.

FIGURE - LANDING GEAR
76º

MAIN LANDING GEAR NOSE LANDING GEAR
TURNING RADII
With a full deflection of the nose wheel, the Embraer 190 can theoretically
turn on taxiways as narrow as 21.40m 59ft 2in while the Embraer 195 can
theoretically turn on taxiways as narrow as 122,64m 74 ft 3 in.
Note that the largest clearance is required by the tail, which is not visible.
In a maximum turn, either the left or the right main landing gear remains
stationary.

FIGURE - TURNING RADII
STEERING HANDLE

CF34-10E HIGH BYPASS TURBOFAN ENGINES
The two wing-mounted CF34-10E high bypass turbofan engines are based
on the CF34 engine family, which is widely used in aviation. Engine controls
and fuel scheduling are provided by a Full-authority Digital Electronic Control
(FADEC) with fully modular design.
The CF34-10E incorporates the aerodynamic efficiency of wide cord fan,

which produces most of the engine's 88.9 kN (20000 lbf) maximum thrust.
To enhance aircraft braking capability, the engines are able to reverse thrust.

FIGURE - CF34-10E HIGH BYPASS TURBOFAN ENGINES
FADEC

FAN
AIRPLANE CHARACTERISTICS
The Embraer 190/195 is designed to operate from short runways, and is able
to approach airports with steep approaches, and has a certified ceiling of
41,000ft.
The Embraer 190/195 has a maximum cruising speed of mach .82.
Depending on the long or normal range version, it can reach destinations

upwards of 2,450 nautical miles with standard reserves.

FIGURE - AIRPLANE CHARACTERISTICS

COMPOSITES AND FLIGHT CONTROLS
To maximize performance, a variety of modern composites like fiberglass
and carbon have been used.
These materials are lighter in weight and more durable than conventional
aluminum, improving aircraft performance.
Besides the conventional flight controls, the aircraft is equipped with an

adjustable stabilizer and multifunctional spoilers.
Aerodynamic characteristics are enhanced by leading edge slats and ground

spoilers.

FIGURE - COMPOSITES AND FLIGHT CONTROLS
CONVENTIONAL AILERONS
FLY-BY-WIRE
RUDDER AND

ELEVATORS
GROUND AND
MULTIFUNCTION
SPOILERS
STABILIZER
FLAPS
LEADING EDGE SLATS

RADOME
THIS PAGE INTENTIONALLY LEFT BLANK


TECHNICAL PUBLICATIONS
TECHNICAL PUBLICATIONS PURPOSE
The purpose of this subject is to present a comprehensive list of the NOTE: This Maintenance Training Manual is focused on the maintenance
documents that contain technical data for Embraer aircraft operation, issues although some information derived from Operational Publications are
maintenance and servicing. It also indicates the guidelines and specifications used sometimes for reference only.
the Embraer Technical Publications comply with, besides providing other bits The Operational Publications provide all the relevant information regarding:
of information deemed to be helpful for users.
• Airplane limitations;
Refer to Technical Publications Reference Guide in order to obtain further • Normal procedures;
details not covered in this section. • Abnormal and emergency procedures;
• Airplane performance;
The Maintenance Technical Publications provide all relevant information and
instructions concerning: • Flight planning;
• Preventive and corrective maintenance; • Loading;

• Scheduled maintenance; • Systems description;
• Spare parts; • Weight and balance;
• Overhaul and repair; • Minimum equipment list;
• Maintenance planning; • Flight techniques;
• Maintenance inspection; • Pilot’s checklists;
• Fault isolation; • Crewmembers’ standardized operation information.
• Tools and ground support equipment; • The Operational Software/Multimedia provide relevant information
regarding:
• Consumable materials;
• Runway analysis;
• Service experience;
• Weight and balance calculation;
• Airport planning;
• Drift down analysis;
• Maintenance facility and equipment planning;
• In flight performance;
• Aircraft recovery;
• Route analysis;
• Ground fire extinguishing and rescue;
• EPOP - Embraer Portable Operational Package for notebooks;
• Technical standards;
• APM - Airplane Performance Monitoring;
• Process specifications;
• Operational videos.
• Modifications to the aircraft, engine, and accessories;
• Additional general information related to the product and related items;
• ATA identification numbers information related to Embraer aircraft
systems and components.
FIGURE - PUBLICATIONS

CUSTOMIZED TECHNICALPUBLICATIONS
Customized Technical Publications contain only information applicable to a TEMPORARY REVISIONS
particular aircraft configuration, to a group of operators or to a specific The temporary revision has an urgent nature and is issued whenever it is
operator. The customized manuals reflect the aircraft as configured for the necessary to advance information to the operators prior to the next scheduled
original operator with addition of only those subsequent modifications revision.
(Embraer Service Bulletins and Customer-Originated Changes) that have
been incorporated at his request. Temporary revisions are printed on a paper of a color different from that used
for the Manual and are always incorporated in the first normal revision
The customized manuals are available for the following Embraer aircraft following its publication.
types:
NOTE: The Temporary Revision is available to all E-Jets.
• Embraer 170, Embraer 175, Embraer 190 and Embraer 195 (E-Jets).
PARTS INFORMATION LETTERS (PIL)

In the case of pre-owned aircraft, the subsequent owner-operator must make PILs are aimed at providing technical coverage for the installation of
special arrangements with Embraer for the continuation of the revision replacement parts, optional parts, preferred spare parts, future spare parts,
service related to customized documentation obtained from previous and P/N corrections, bridging the gap between revisions to the Aircraft
operators. Illustrated Parts Catalog (AIPC) and Structural Repair Manual (SRM) - PART
I (Structural Identification).
UPDATES
Customer shall use the Embraer Customer Support Service or the Customer PIL information will be reflected in AIPC or SRM - PART I within two
Comment Form to notify Embraer of any discrepancies or problems found in scheduled revisions to these Parts Publications.
a Technical Publication, or to make constructive suggestions on how the
documentation or service can be further improved. Under no circumstances is the purpose of a PIL to transmit actions requiring
its record of accomplishment or follow-up, such as modifications, despite
NORMAL OR SCHEDULED REVISIONS minor, and/or repetitive or one-time inspections. A Service Bulletin is issued
Normal revisions include definite changes to the Manual. They are distributed in such cases.
as additions or supersedure of pages and their issue dates are footnoted.
The normal revision schedule is available from FlyEmbraer. Embraer
reserves the right to revise this schedule at any time without previous notice.
NORMAL OR SCHEDULED REVISIONS
TECHNICAL PUBLICATION REVISION CUSTOMIZATION TECHNICAL PUBLICATION REVISION CUSTOMIZATION

AIRCRAFT MAINTENANCE
AIPC ILLUSTRATED 1 MO Always MPD PLANNING Annually On request
PARTS CATALOG DOCUMENT
AIRCRAFT NONDESTRUCTIVE
NDT Annually Always
MAINTENANCE TESTING MANUAL
AMM 6/4 MO Always
MANUAL I/II
(SDS/MPP) PARTS
PIL INFORMATION As Required Not Applicable
AIRCRAFT LETTER
ARM Annually On request

RECOVERY MANUAL
RAMP
AIRPORT PLANNING RMM MAINTENANCE Quarterly Always
APM Annually On request MANUAL
MANUAL
COMPONENT SERVICE
SB As Required Not Applicable
CMM MAINTENANCE 6 MO Not Applicable BULLETIN
MANUAL
SERVICE NEWS
SNL As Required Not Applicable
CONSUMABLE LETTER
CPC PRODUCTS 4 MO Not Applicable
CATALOG STANDARD
WIRING
SWPM 4 MO On request
CORROSION PRACTICES
CPM PREVENTION Annually Always MANUAL
MANUAL
STANDARDS
SM 4 MO Not Applicable
FAULT ISOLATION MANUAL
FIM 4 MO Always
MANUAL
STRUCTURAL
SRM 4 MO 170/175/190/195
ILLUSTRATED TOOL REPAIR MANUAL
ITEM AND EQUIPMENT 4 MO On request
MANUAL SYSTEM
SSM SCHEMATIC 6 MO Always
INSTRUCTION FOR MANUAL
GROUND FIRE
IGFER Annually On request TASK CARD
EXTINGUISHING TCS - Always
SYSTEM
AND RESCUE
WM WIRING MANUAL 6 MO Always
MAINTENANCE
FACILITY AND Semiannu
MFEP On request
EQUIPMENT ally
PLANNING
INCORPORATION OF SERVICE BULLETIN(S) INTO EMBRAER TECHNICAL PUBLICATIONS
NOTE: Applicable To All Technical Publications, Except For Wiring Manual ONLY TO WIRING MANUAL (WM)
(Wm) Due to the complexity of the Wiring Manual preparation process, the Service
Bulletin-originated revision data are not reflected automatically in the affected
Whenever a Service Bulletin (SB) affects Operational and Nonoperational wiring diagrams and hookup of associated equipment. If a customer
Technical Publications, Embraer issues revisions to these publications to incorporates a Service Bulletin that changes some wiring diagrams, these
incorporate Service Bulletin data for the full range of effectivities. changes are made available to the customer in the Service Bulletins
documents.
The incorporation of the Service Bulletin data is presented by Post-Mod. S.B.
effectivities into the affected technical publications and the configuration During the maintenance of aircraft with Post-Modification Service Bulletin
before the incorporation of the SB is presented by Pre-Mod. S.B., the configuration, customers have to refer to the SB for an updated electrical
meanings of which are: wiring and hook-up of associated equipment. For the aircraft which have the
SB equivalent modification(s) factory - incorporated, the WM already reflects
• Pre-Mod. S.B. – Aircraft covered by the Service Bulletin effectivity, which

the Service Bulletin post-modification condition.
do not have the relevant modification(s) incorporated.
• Post-Mod. S.B. – Aircraft which have incorporated the Service Bulletin or PUBLICATIONS COVERED BY THE UPDATE-FOR-SERVICE-BULLETIN-
which have the equivalent modification(s) factory incorporated. INCORPORATION SERVICE
This update is available for the E-Jets and can be made in customized and/or
NOTE: Sometimes the Service Bulletin data is not reflected in the publication dedicated Nonoperational Technical Publications. This service is
effectivity field as Pre-Mod SB and Post-Mod SB. It is indicated through a exceptionally available for all Wiring Manuals of E-Jets.
given configuration of a system, subsystem, component, etc. E.g.: "Aircraft
with HF System"; in this case the HF system was introduced by an SB or Customer must inform Embraer about which Service Bulletins have been
factory-incorporated. incorporated fleetwide or which Service Bulletins will not be incorporated for
update of the affected manuals through the Service Bulletin Full-Fleet
Although the SB number is not in the effectivity, for E-Jets, it is presented in Incorporation Report (SBFIR), which is the official means to request this
the Service Bulletin List in the front matter section of the manual. This list is service.
presented in the following manuals:
• AIPC, AMM (MPP and SDS), FIM, SRM, NDT, CPM, SSM, RMM, ITEM, Embraer stimulates the use of this service as it will keep the Embraer
database and the customer’s maintenance manuals up-to-date with the
IGFER, APM, ARM, MFEP and CMM. current aircraft configuration.
Update of the Nonoperational Technical Publications for the SB incorporation

service can be requested from the Embraer Customer Support Service.
SAMPLE OF PAGE MASTHEAD AND PAGE FOOTING SERVICE BULLETIN ARRANGEMENT

COC (CUSTOMER-ORIGINATED CHANGES)
COC (Customer-Originated Changes) is a request of a Customer for MEDIA UPDATE
Embraer to change his customized and/or dedicated Nonoperational The same electronic files contained in the Digital Technical Publications
Technical Publications to meet the following specific requirements: System (CD/DVD and WEB) are used to generate the hard copies (if
• Incorporation of modifications made by the Customer to the Embraer available), so as to assure the same degree of information accuracy and
product; integrity. On each new revision of Manuals, a new CD/DVD is recorded and
sent to the relevant operators. The system will install the complete manual,
• Incorporation of data and specific procedures of the Customer. not only the revised page.
Information covered by a COC refers to: DIGITAL TECHNICAL DATA CD/DVD

• Modifications to the product generated by STC - Supplemental Type The Digital Technical Data CD/DVD is a user-friendly piece of software that
Certificate; allows a complete search in the digital format of Technical Publications. The
CD/DVD data access is fast and the search feature is very powerful and

• Changes to the text of the original Embraer technical publications flexible.
according to Customer’s specific requirements;
• Incorporation of Customer specific procedures and data; The Digital Technical Publications System allows the viewing, retrieval,
and/or printing of any information contained in it.
• Incorporation of BIE (Buyer-Installed Equipment) and its Service Bulletins;
• Modification to or removal of incorporated changes (e. g.: aircraft re- THE DIGITAL TECHNICAL DATA CD/DVD
selling, aircraft conversion from passenger into cargo configuration, etc.). The PDF files are WYSIWYG (what you see is what you get), so the user has
a copy identical to the hard copy manual;
NOTE: In all above cases, before the information is sent to Embraer to be The user can search for the same information in different manuals at the
incorporated, the Customer has to have it approved by the relevant same time, including the text in illustrations;
Aeronautical Authority. No training required;
Uses the Adobe Acrobat (PDF) technology. The viewer is free;
TECHNICAL PUBLICATIONS MEDIA AND FORMAT TYPES Unlimited number of accesses (seats), when intranet networked;
• Hard Copy (paper) Links for navigation from the Table of Contents to the manual body matter
• CD/DVD already available;
Hyperlinks between manuals are available for some manuals, such as AMM
• PDF – Digital Technical Data CD/DVD and FIM;
• SGML / CGM DATA Intramanual hyperlinks are available too;
• WEB - FlyEmbraer The CD/DVD content will always be updated along with the Hard Copy and
FlyEmbraer.
NOTE: Do not duplicate and distribute the CD/DVD. The Copyright must be
observed.
FIGURE - TECHNICAL PUBLICATIONS MEDIA

MANUALS INCLUDED IN THE DIGITAL TECHNICAL DATA CD/DVD
Contains AMM Part I, AMM Part II, AIPC, WM, ARM, FIM, SSM, CPM, ITEM, SIMPLIFIED ENGLISH
APM, NDT, TCS, RMM, IGFER, MFEP, MRB, CPC, SM, SWPM, MPD, SRM The Simplified English (SE) is based on a set of writing rules and a controlled
Part I, SRM Part II, Embraer CMMs, Service Newsletters, Parts Information vocabulary. Thus, the technical author is forced to write in a clear, consistent
Letters, and Service/Information Bulletins. style. It is intended to make the understanding of technical documentation
easier, especially by persons for whom English is not the mother tongue.
NOTE: Embraer reserves the right to change the CD/DVD contents at any
time, without previous notice. The SE has been developed in Europe by the Association Européenne des
Constructeurs de Matériel Aèrospatial (AECMA) and is recommended by the
FLYEMBRAER Air Transport Association of America (ATA).
FlyEmbraer is an Embraer Corporate solution on the WEB environment,
aimed at providing support to the customer. This is an eMarketplace that As an idiomatic, simplified form of the English language, it is used in the
provides value-added after-sales services and extended supply chain aircraft maintenance documentation. In the Embraer publications its use is

collaboration. Part of the site is dedicated to technical publications. limited to texts outlining procedural steps. For the E-Jets, the use of the
Simplified English has been extended to other publications in addition to the
The FlyEmbraer WEB address is www.flyembraer.com MPP, namely: RMM, FIM, SWPM, CPM, NDT and Embraer-issued CMMs.
Access to the FlyEmbraer Site and the use of its services is limited to buyers, Even where the SE is not being followed formally (descriptive texts, certain
operators, partners, affiliated companies, subsidiaries and suppliers duly types of publications, etc.), we try to transmit the message in a plain, clear,
authorized by Embraer and registered at FlyEmbraer. concise, user-friendly style of writing, always having the user’s best interests
in mind.
The electronic version of the technical publications contains the current
information, regardless of the media used.
Such as in the case of the CD/DVD, the user can print parts of the manual
downloaded from Fly- Embraer for reference only, but must not print a whole
manual, the Copyright must be observed.
The user is supported by e-mail, phone or fax:

e-mail: support@flyembraer.com
Tel: (55-12) 3927-2337
Fax: (55-12) 3927-7981
FIGURE - FLYEMBRAER

EMBRAER TECHNICAL PUBLICATIONS PROTECTED BY COPYRIGHT
The whole content of the Technical Publications is intended for Embraer TRAINING COURSES OFFERED BY EMBRAER TECHNICAL
Customers’ exclusive use in the ordinary course of their business, provided PUBLICATIONS
that all copyright and other notices contained in such material are observed. Embraer provides training in:
• Tech Pubs-related Software;
The user may not disclose that material to third parties, including subsidiary
and affiliated companies, sell that material, or offer that material for sale. • Task Card System (TCS);
• All Maintenance Manuals, including:
Unauthorized reproduction is prohibited. • Familiarization with Maintenance Procedures;
• Operator’s empowerment to solve maintenance problems and perform
The software Digital Technical Data used on Digital Technical Data CD/DVD
is the property of Embraer and is also protected by copyright and patent laws troubleshooting suitably;
in Brazil, United States, and other countries. • Customized trainings, such as surface rigging, CMC/Technical

Publication Viewer, AOA, door adjustment, etc;
All pieces of software used on FlyEmbraer Site are the property of Embraer • Flight Operations Engineering (FOEC); and
or its suppliers and are also protected by copyright and patent laws in Brazil,
United States, and other countries. • Service and Information Bulletins.
The user may not post any material downloaded from FlyEmbraer to any These courses of training may take place either at Embraer’s or at the
other online service (including bulletin boards or the Internet) without the operator’s facilities, according to previous agreement. Quotations can be
express written permission of Embraer. obtained upon request.
NOTES: The Task Card System (TCS) is a computer program that integrates
the Maintenance Planning and Maintenance Manuals into a database and
allows the operator to develop his own task cards for scheduled checks. The
TCS is available for the E-Jets,
More information related to this system later in this chapter.
CMC/Technical Publication Viewer is a system that allows integration

between the CMC fault messages and the FIM (Fault Isolation Manual) tasks.
This system is applicable to E-Jets.
More information related to this system later in this chapter.
AVAILABLE TRAINING

DIGITAL PUBLICATIONS INTERFACE INTEGRATION, HOSTING, AND CONSULTING SERVICE
The Technical Publications can integrate several digital non-Embraer SYSTEM REQUIREMENTS
manuals in PDF format into a single system (Digital Technical Data Interface),
thus speeding up and facilitating the documentation handling. This integration MINIMUM RECOMMENDED
can include internal hyperlinks or hyperlinks between manuals, depending on REQUIREMENTS CONFIGURATION
previous analysis.
Intel Pentium
Intel processor Pentium
If necessary, an exclusive interface can be developed and made available processor 2.93 GHz or
PROCESSOR or equivalent processor
equivalent processor
through the WEB. In this case, Embraer can also host partners’ and PC based.
PC based.
customers’ specific technical manuals and documents, allowing them to be
accessed via WEB. RAM MEMORY 512 MB 2 GB
NOTE: The Customer must obtain the formal agreement from the non- 600 MB for installation or 6 GB for complete

Embraer publication issuing Company before this service is requested of FREE DISK SPACE installation or an average of 650 MB for each CD-
Embraer. Such formal agreement is mandatory. ROM.
Digital Publications Interface Integration, Hosting, and Consulting service can Microsoft® Windows®
Microsoft® Windows®
be requested from the Embraer Customer Support Service. XP Professional or
XP Professional or
Home Edition (Service
Home Edition (Service
Pack 1, 2 or 3),
TASK CARD SYSTEM OPERATIONAL Pack 3), Windows®
SYSTEM Windows® 2000
The Task Card System (TCS) is a computer program that integrates the 2000 (Service Pack 4),
(Service Pack 4),
Maintenance Plan and Maintenance Manuals into a database and allows the Windows® Server
Windows® Server 2003,
operator to create his own task cards for scheduled checks. 2003, Windows Vista
Windows Vista or
or Windows 7
Windows 7
The TCS provides all the information related to the scheduled tasks, such as
time to perform the task, GSEs required, access panels, zones, etc. It shares INTERNET
BROWSER Microsoft Internet Explorer 6.x or 7.x
information from the maintenance manuals and the maintenance plan. It is
possible to export data from the TCS to other systems. VIEWER Acrobat® Reader 6.0 up to version 8.1.2
The TCS database is generated from the SGML files of the maintenance Laser or inkjet with the following available
manuals and from the maintenance database (MRB requirements). PRINTERS features:Paper size: 8.5“x11” (11”x17”
recommended) Minimum resolution: 300dpi
PUBLICATIONS COVERED BY THE TASK CARD SYSTEM

There are no complete publications in the TCS. It contains only the data
related to the scheduled tasks of the manuals MPD, AMM Part II, and NDT.
The TCS provides all the information related to the scheduled tasks, such as
time to perform the task, GSEs required, access panels, zones, etc.
TASK CARD SYSTEM

NON-OPERATIONAL TECHNICAL PUBLICATIONS
AIRCRAFT ILLUSTRATED PARTS CATALOG – AIPC
• Purpose: The AIPC is intended for use in requesting, storing, furnishing,
or identifying replacement parts, and illustrating assembly/disassembly
relationships.
It has been prepared in accordance with the Air Transport Association (ATA)
Specification 2200.
Even a superficial acquaintance with that standard, as well as the attentive

reading of the following information will enormously facilitate the reference
and location of the information contained in the Parts Catalog.

How to use the Illustrated Parts Catalog:
1. Find part number in numerical index. Note chapter, section unit, figure
and item number, go to step 5. If the part number is unknown, go to step 2.
2. Turn to table of contents in the desired chapter.
3. Refer to main group in which part should be listed.
4. Figures are listed in alphabetical order by main noun. Find title of figures
in which the part should be shown. Note section, unit and figure number,
or use the hyperlink.
HOW TO USE THE ILLUSTRATED PARTS CATALOG

HOW TO USE THE ILLUSTRATED PARTS CATALOG (CONT’)
5. Turn to the chapter and figure and locate on illustration or on the parts list
by the item number.
The item number in blue color allows easy navigation between lists and
figures.

HOW TO USE THE ILLUSTRATED PARTS CATALOG (CONT’)

AIRCRAFT MAINTENANCE MANUAL – AMM
• Purpose: The AMM provides the necessary data to enable a mechanic The SDS information for each complete system, its subsystem and sub-
who is unfamiliar with the aircraft to maintain it properly, whether such subsystem is arranged in 5 standard paragraphs (modules), as follows:
action is required on the line or in the hangar/service center.
INTRODUCTION
This publication is split in two parts. It describes the purpose of the system, subsystem, and sub-subsystem with
illustrations that provide their location or overview. The purpose generally
relates to the function of the system, subsystem, and sub-subsystem.
The Part I of the AMM is also called SDS (System Description Section) and
AMM Part II is called MPP (Maintenance Practices and Procedures).
GENERAL DESCRIPTION
It describes the system, subsystem and sub subsystem work to accomplish
PART I - SYSTEM DESCRIPTION SECTION (SDS) their purposes and their relationships with other systems/components, if
The SDS has been prepared in compliance with ATA (Air Transport applicable.

Association of America) Specification 2200.
COMPONENTS
The SDS presents a detailed description and explanation of the location, It describes the major assemblies and their units (all replaceable components
configuration, function, operation and control of the complete system LRU (Line Replaceable Unit)s), providing a detailed explanation of these
(chapter), its subsystems and sub subsystems. assemblies.
These descriptions enable the operator/ mechanic/trainee to understand the OPERATION
three levels of overall construction, operation and function to the extent
necessary to allow adequate performance of maintenance and fault isolation In this module, the system, subsystem, or subsubsystem presentation is
of the system, subsystem or sub-subsystem. completed with a text that provides the maintenance technicians, even the
less skilled ones, with sufficient information that enable them to acquire a
comprehension of the system general operation.
TRAINING INFORMATION POINTS

If applicable, this module includes an overview of any peculiar maintenance
practice of the system, with training significance.
FIGURE - SDS ARRANGEMENT

SDS CHAPTER ARRANGEMENT
EXAMPLE The first pair of digits is assigned by ATA-2200 and designates the
The chapter numbering system is a functional breakdown of the entire aircraft. Chapter/System.
It uses a three element number, the elements being separated by dashes. For example: 21 identifies the Air Conditioning (system).
Each element contains two digits, corresponding to Chapter/System,
1ST ELEMENT and Subject/Unit,
Section/Subsystem 2ND ELEMENT 3RD ELEMENT
as follows: COVERAGE
The second pair of digits designates the Section/Subsystem. The first
Subject element is a division of data which permits a system classification to be
Chapter(System) Section/Subsystem further subdivided. When in manual format, a subsystem is identified with a
(Unit)[1]
publication as a Section within a Chapter and together with its sub-subsystem
Material identifier, is assigned the second element of the equipment identifier.
21 which For example: 21-20-00 identifies the Distribution (subsystem) and the 21-24-
(SYSTEM) 00 00 isapplicable 00 identifies the Recirculation (sub-subsystem).
Air Conditioning to thesystem

as awhole. The third pair of digits is always 00.
Material
20 which is
applicable to
21 (SUBSYSTEM) 00
the
Distribution subsystem as
a whole.
24 Material
which is
(SUB-
21 00 applicable to
SUBSYSTEM)
a specific sub
Recirculation subsystem
[1] The third element in the SDS is always -00.
THIS PAGE INTENTIONALY LEFT BLANK

SDS PAGE EXAMPLE
COMPONENTS
• GENERATOR DRIVE SYSTEM (24-21)
The generator drive system is the usual source of aircraft
electrical AC (Alternating Current) power in flight and on the ground
during taxi and takeoff procedures.
• APU AC GENERATION (24-22)

The APU (Auxiliary Power Unit) generation system is used primarily when
the aircraft is on the ground for aircraft maintenance or flight preparation.
This system can also be used to let the aircraft be dispatched with an
altitude restriction or as a backup source of electric power in flight.

• EMERGENCY AC POWER GENERATION (24-23)
The EPGDS (Electrical-Power Generation-and-Distribution System) is
capable of generating electrical power in an emergency condition. This
ensures that the essential loads will be supplied with power for an
unlimited time if the main AC (Alternating Current) generators are lost.
• STATIC INVERTER (24-24)

The Static Inverter converts aircraft 28 VDC (Volt Direct Current) to single
phase 115 VAC.
The figure AC GENERATION - BLOCK DIAGRAM provides further data on

the preceding text.
AC GENERATION – BLOCK DIAGRAM
IDG 2

RICC
RAT
RAT CGU
EICC
STATIC
INVERTER LICC
IDG 1
AC GENERATION – BLOCK DIAGRAM
PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP)
This subject matter presents information related to the Maintenance PAGEBLOCK ARRANGEMENT
Practices and Procedures and it contains the information required to service,
functionally check, and repair all aircraft systems and equipment, either on PAGEBLOCK NAME PAGEBLOCKS
the line or in maintenance hangar.
Component Location 100
The MPP also contains information on inspection and maintenance of the Maintenance Practices 200
aircraft structure; however, full information on repair to the aircraft structure is
contained in the SRM (Structural Repair Manual). Servicing 300
The MPP contains the necessary data to cover scheduled maintenance Removal/Installation 400
procedures prescribed by the MRB (Maintenance Review Board) document Adjustment/Test 500
and MPD (Maintenance Planning Document) and also the

deactivation/reactivation procedures related to the DDPM (Dispatch- Inspection/Check 600
Deviation Procedures Manual) and CDL (Configuration Deviation List).
Cleaning/Painting 700
Shop level maintenance information is contained either in the CMM
(Component Maintenance Manual ) or vendor's Overhaul Manual. Repair 800
The MPP is provided for each airframe and power plant system. It covers the
systems on three levels, as applicable: System/Chapter, Subsystem/Section,
Sub-subsystem/Subsection and Unit/Subject Number
(Component/LRU/LRM).
MPP ARRANGEMENT

LIST OF CHAPTERS

TASKS PROCEDURE
Tasks are the portion of the MPP that contains all necessary maintenance This topic presents the actual maintenance job that is given in the task title.
practices and procedure data to maintain the aircraft properly.
JOB CLOSE-UP
JOB SET-UP This is a topic that provides all detailed steps needed to restore the aircraft to
This is a topic that provides all detailed steps that must be done before the its usual condition, after the completion of a task or sequence of tasks.
actual maintenance job can be performed
MPP EXAMPLE PAGES

OTHER PUBLICATIONS
AIRCRAFT RECOVERY MANUAL - ARM CORROSION PREVENTION MANUAL - CPM
• Purpose: The ARM provides the necessary information to help crash, • Purpose: The CPM provides all information related to corrosion that may develop
rescue, and recovery teams save the occupants, recover the aircraft, and in the aircraft. The procedures described in it consist of visual and detailed
prevent further damage. The information contained in ARM allows inspections. No repair instructions are contained in the CPM. If another inspection
technique, allowable damage, or repair is needed, the appropriate manuals
adequate handling of damaged aircraft on the site of the accident to
(Nondestructive Testing/Inspection Manual and Structural Repair Manual,
prevent or minimize additional damage to the aircraft. respectively) or Embraer Engineering shall be consulted.
AIRPORT PLANNING MANUAL - APM CUSTOMER-ORIGINATED CHANGES GUIDE - COC
• Purpose: The APM provides aircraft characteristics for general airport • Purpose: The purpose of this document is to provide Embraer Customers with all
planning, airport operators, airlines, and engineering consultant information related to the COC incorporation service, such as: concept, general

organizations. rules, workflow process, customer data preparation and transmission, and
presentation in the applicable manuals.
ATA SPECIFICATION BREAKDOWN MANUAL - ASBM
• Purpose: This manual is based on ATA Specification 2200 and provides NOTE: This document is available only on FlyEmbraer and DTData.
an easy and standardized reference to the Chapter/Section/Subject
identification numbers used throughout the E-Jets Technical Publications. EMBRAER COMPONENT MAINTENANCE MANUAL - CMM
This manual must be used to locate the identification reference numbers • Purpose: The CMMs contain shop-verified procedures that enable a technician
for systems or components (Line Replaceable Units and Line Replaceable who is still unfamiliar with Embraer components to restore them to a serviceable
condition.
Modules), since this manual presents six-digit breakdown references.
Although some manuals use four-digit references with their own additional
sequence numbers (e.g. Wiring Manual (WM), System Schematic Manual
(SSM), etc.), this manual is followed when further breakdown is required.
CONSUMABLE PRODUCTS CATALOG - CPC

• Purpose: This catalog presents the consumable materials required for
maintenance and repair of the aircraft. It lists the consumable products
required in AMM, SRM, CPM, SWPM, and NDT.
AIRCRAFT RECOVERY MANUAL SAMPLE

OTHER PUBLICATIONS (CONT’)
FAULT ISOLATION MANUAL - FIM
• Purpose: The purpose of the FIM is to provide the maintenance
personnel with all information needed to report and correct aircraft faults
to avoid or reduce dispatch delays. Fault isolation at all times considers
the flight line environment, capabilities, and limitations, and takes into
account that time and tools may be very limited at line stations. It is
carried out at line and hangar/service center levels. Shop-level fault
isolation is not included. Intermittent faults are not covered by the Fault
Isolation Manual.

FAULT ISOLATION MANUAL SAMPLE

ILLUSTRATED TOOL AND EQUIPMENT MANUAL – ITEM MAINTENANCE REVIEW BOARD REPORT – MRB
• Purpose: The ITEM contains the list, description, and a pictorial view of • Purpose: The MRB report outlines the initial minimum scheduled
all pieces of special Ground Support Equipment (GSE), as well as some maintenance/inspection requirements as approved by the Maintenance
pieces of equipment considered standard, but featuring specific Review Board. It defines basic scheduled maintenance tasks and
requirements to perform maintenance, repair, and check, or inspection intervals. Operators are allowed to develop their own complete
tasks, as necessary to maintain the aircraft in serviceable conditions. maintenance program and submit it to their regulatory authority for
approval.
INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE -
IGFER GROUND SUPPORT EQUIPMENT (GSE) DRAWINGS
• Purpose: The IGFER provides necessary information to guide ground As contractually agreed, Embraer provides Customers with all GSE drawings
together with the respective parts lists.

rescue teams in case of aircraft accidents, that is, to help save the
occupants or prevent injury to them.
The GSE drawings and related parts lists are available for the E-Jets.
MAINTENANCE FACILITY AND EQUIPMENT PLANNING - MFEP
The GSE drawings and related parts lists are available on FlyEmbraer and
• Purpose: The MFEP provides aircraft characteristics to assist airline they can be requested from the Embraer Customer Support Service.
personnel in planning line maintenance and overhaul facilities and
equipment. It identifies and describes aircraft maintenance and
operational facility requirements, in measurable terms, so that the airline
planners can evaluate the existing or standard facilities, in preparation for
accommodating the aircraft in an operational posture.
MAINTENANCE PLANNING DOCUMENT - MPD

• Purpose: The purpose of the Maintenance Planning Document is to
provide the operators with a single place where to find all the
maintenance requirements and recommendations gathered from different
sources, to help operators build their own maintenance program. This
document also contains information useful for maintenance planning,
such as man-hours, references to the Maintenance Manuals, labor hours,
accesses, zones, and others.
ITEM SAMPLE

AILERON/ELEVATOR CONTROLS
RECONNECT WRENCH
NONDESTRUCTIVE TESTING MANUAL – NDT
• Purpose: The NDT provides the nondestructive inspection procedures to
detect structural failures, presenting the specific procedures to support the
Structures Inspection Program of the Maintenance Planning Document.
The inspection procedures are outlined in such a manner as to establish
what is to be inspected, which conditions are to be sought, which
nondestructive inspection method is to be used, and how the method is to
be applied.
PARTS INFORMATION LETTER - PIL


• Purpose: PILs are aimed at providing technical coverage for the
installation of replacement parts, optional parts, preferred spare parts,
future spare parts and P/N corrections, bridging the gap between
revisions of the Illustrated Parts Catalog (IPC) and Structural Repair
Manual - PART I (Structural Identification). PIL information will be
reflected in the IPC or SRM - PART I within two scheduled revisions of
these Parts Publications.
NDT EXAMPLE

SSI 56-10-004
INTERNAL DETAILED VISUAL-INSPECTION OF THE DIRECT VISION FRAME AND

FASTENERS – Figure 1.
EFFECTIVITY: ALL 213-801

Page 3 / 4
Jun 04/08
SERVICE BULLETIN – SB CAUTIONS: CAUTIONS CALL ATTENTION TO POTENTIAL DAMAGE TO
Purpose: The SBs present the modifications to the aircraft, engine, or EQUIPMENT OR MATERIAL. THEY SPECIFY METHODS AND
PROCEDURES THAT MUST BE FOLLOWED TO AVOID DAMAGE TO
accessories, including embedded software, the substitution of parts, EQUIPMENT OR MATERIAL.
substitution of embedded software programs, special inspections/checks,
reduction of existing life limits or establishment of first life limits for CAUTIONS ARE LOCATED DIRECTLY ABOVE THE TEXT TO WHICH
components, conversion from one engine model to another, or changes that THEY RELATE AND VERTICALLY IN LINE WITH THE NUMERICAL OR
affect interchangeability or intermixability of parts, certification requirements, ALPHABETICAL BREAKDOWN OF THE STEPS TO WHICH THEY APPLY.
and safety aspects.
IF THE CAUTION APPLIES TO CONSECUTIVE SUBTASKS/STEPS, IT IS
PLACED BEFORE THE FIRST SUBTASK/STEP.
Warning, Caution, And Note: These adjuncts to the SB text are used to

highlight or emphasize important points when necessary. They call attention IF THE CAUTION APPLIES TO SEVERAL, NON-CONSECUTIVE
of the user to safety, precautionary, or additional information to make the job SUBTASKS/STEPS, IT IS PLACED BEFORE THE APPLICABLE
safe, easier, and more efficient. SUBTASK/STEP.
WARNINGS: WARNINGS CALL ATTENTION TO POTENTIAL INJURY TO NOTES: Notes give information and advice that help accomplish the job.
PERSONS. THEY SPECIFY THE CORRECT WAY TO USE MATERIALS, Notes call attention to methods which make the job easier or special
CARRY OUT PROCESSES, METHODS, AND PROCEDURES OR OBEY instructions which are required for the accomplishment of the modification.
LIMITS THAT MUST BE FOLLOWED PRECISELY TO AVOID INJURY OR Notes follow the text to which they relate and are located directly under and
DEATH TO PERSONS. vertically in line with the text to which they apply.
WARNINGS ARE LOCATED DIRECTLY ABOVE THE TEXT TO WHICH If the note applies to consecutive procedural steps, it is placed under the
THEY RELATE AND VERTICALLY IN LINE WITH THE NUMERICAL OR topic heading of those steps.
ALPHABETICAL BREAKDOWN OF THE STEPS TO WHICH THEY
APPLY. SERVICE BULLETIN GUIDE - SB-GUIDE
IF THE WARNING APPLIES TO CONSECUTIVE SUBTASKS/STEPS, IT IS Purpose: The SB - GUIDE document is intended to enhance the operator’s
PLACED BEFORE THE FIRST SUBTASK/STEP. familiarization with the EMBRAER Service Bulletins and optimize their
utilization.
IF THE WARNING APPLIES TO SEVERAL, NON-CONSECUTIVE
SUBTASKS/STEPS, IT IS PLACED BEFORE THE APPLICABLE SERVICE BULLETIN INDEX - SB INDEX
SUBTASKS/STEPS. Purpose: The Service Bulletin Index lists all Service Bulletins covering the
Embraer aircraft and it is updated on a monthly basis.
SB EVALUATION FORM
Embraer request that Customers fill out the SERVICE BULLETIN

EVALUATION FORM aiming the following benefits:
Constantly improve the quality of the Service Bulletin contents
Guarantee the fleet wide configuration control
As close as possible, reflect the pos-mod. Configuration in subsequent
SB issues to make incorporation instructions clearer and easier
Have a formal channel for data exchange with future modifications
requested by Operators in view

Gather instances of difficulties encountered at the time of the Service
Bulletin incorporation
Guarantee the update of the affected technical publications presented in
the Service Bulletin
Minimize impacts brought about by the Service Bulletin revisions
SERVICE NEWSLETTER – SNL STANDARD WIRING PRACTICES MANUAL - SWPM
Purpose: The SNL is an informative document that provides the customers Purpose: The SWPM contains a compilation of standard practices to repair
with additional general information related to product improvement, or maintain the aircraft, engine, and component-related wiring. The
economics, maintenance, operational practices, etc. An SNL can also be procedures are sufficiently comprehensive to enable servicing of electrical
used to advise customers of any instruction that deviates from the manuals components, harnesses, cables, and wires during maintenance. This manual
or Service Bulletins (SB). The SNL can provide information related to: contains the standard procedures, tools, and materials required to repair
• Guidance to the customers about technical issues; wiring and electrical hardware, as well as the safety rules, and it contains
• Clarification about data presented in maintenance publications; specific maintenance practices necessary for the installation and
maintenance of electrical and electronic conductors, disconnects, and
• General maintenance suggestions provided they do not conflict with the termination points.
content of the maintenance technical publications;

• Notification to the customer about the existing modifications or STRUCTURAL REPAIR MANUAL – SRM
modifications scheduled to be issued by the vendor;
Purpose: The SRM gives supportive information for typical repairs to the
• Preliminary information on an SB that has already had its issuance Aircraft Structure. Basically, the information contained in the SRM permits the
defined; operators to identify and assess damage and restore the structural integrity of
• Presentation of a field problem, clarifying about existing information or the aircraft by making repairs or replacing the damaged parts.
information planned to be incorporated in the related documentation
(AMM, SB, etc.). STRUCTURAL REPAIR MANUAL PART I - SRM PART I
Purpose: SRM PART I is intended for use in requisitioning, storing,
furnishing, identifying replacement parts, and illustrating
assembly/disassembly relationships. The information contained in this
manual permits the customer to identify and assess damage and restore the
structural integrity of the aircraft by means of a repair or by replacing the
damaged part.
SWPM AND SRM SAMPLES

SYSTEM SCHEMATIC MANUAL – SSM
Purpose: The purpose of the SSM is to aid the technician in understanding
the aircraft systems and help him perform the fault isolation procedures at the
Line Replaceable Unit (LRU)/Line Replaceable Module (LRM) level. All the
information contained in the SSM is represented through diagrams, with
indication of component location, system interfaces, and references to other
manuals.
LEVEL OF SCHEMATICS
• First Level – System Block Diagrams

They have a large scope but little depth. They are used for those systems
of major complexity for which a system schematic does not permit easy
understanding of the system as a whole.
They are valuable in showing the arrangement of system components and
current/signal flow through the system.
When necessary, some components are presented as symbols to enable
easy understanding of the system.
The connection lines between the LRUs/LRMs have an identification of
the signal and an arrow indicating the signal flow.
The wiring diagrams used to produce the block diagram are indicated in a
reference box.
• Second Level – System Schematic Diagrams
They have intermediate scope and depth.
They contain schematic symbols and may show individual aircraft wires,
when relevant for the analysis of the system. They show the architecture
of the system and help understand it.
The wiring diagrams used to produce the block diagram are indicated in a
reference box.
BLOCK AND SCHEMATIC DIAGRAMS SAMPLES

LEVEL OF SCHEMATICS(CONT’)
• Third Level – System Logic Diagrams
They represent a system through logic gates (e.g.: AND/OR).
They contain one or more logic trees that represent the operation of a
system.
When LRUs on both sides of the aircraft are activated by the same logic, a
flag note or a Box indicates that.
In case of complex logics, a truth table is shown in the diagram to help the
understanding of the system.

TECHNICAL PUBLICATIONS REFERENCE GUIDE - TPRG
Purpose: The purpose of this guide is to present a comprehensive list of the
documents that contain technical data for Embraer aircraft operation,
maintenance and servicing. It also indicates the guidelines and specifications
the Embraer Technical Publications comply with, besides providing other bits
of information deemed to be helpful for users.
WIRING MANUAL - WM
Purpose: The Wiring Manual is a set of diagrams, drawings, and lists that
define the electrical wiring and hook-up of associated equipment. It is large
enough in scope and layout, so that even a technician not acquainted with
the aircraft is able to locate components, follow up circuits, and make repairs
throughout the aircraft. The Wiring Manual must be used in conjunction with
the volumes which make up the Aircraft Maintenance Manual and the
Illustrated Parts Catalog.
LOGIC DIAGRAM

OPERATIONAL TECHNICAL PUBLICATIONS
AIRPLANE FLIGHT MANUAL - AFM FLIGHT ATTENDANT MANUAL – FAM
Purpose: This is the certified manual that, in addition to its supplements, Purpose: The Flight Attendant Manual is intended to assure proper operation
establishes and defines the airplane limitations, normal procedures, of aircraft systems and pieces of equipment directly associated with the tasks.
emergency and abnormal procedures, and performance. This is the main This manual contains illustrations and outlines procedures that are an
document governing flight operations from the certification standpoint. important tool for the flight attendant to ensure the passengers a pleasant
and safe flight.
AIRPLANE OPERATIONS MANUAL - AOM
Purpose: This manual brings you information that is necessary to cope with MASTER MINIMUM EQUIPMENT LIST - MMEL
operational regulations. It contains detailed normal procedures, Purpose: The MMEL aims at assuring dispatchability, without sacrificing
emergency/abnormal procedures in check-list format, performance data for flight and passenger safety requirements, when a piece of equipment or

planning and dispatching, and systems descriptions. Employing pilot system of the airplane is inoperative. This enhances dispatch rates and
phraseology, the AOM information is contained in a two-volume manual set inhibits unnecessary cancellations and delays.
tailored to suit specific initial/recurrent training needs. The AOM is a perfect
day-to-day reference source for thorough understanding of airplane OPERATIONAL BULLETIN - OB
operations and airplane systems. Purpose: OBs are produced whenever the need arises to quickly transmit
technical and operational information. Normally, OBs are rapidly distributed
AIRPLANE CHANGES IN FLIGHT OPERATIONS GUIDE - ACFOG to personnel who need early advice on the information contained therein.
Purpose: The Airplane Changes in Flight Operations Guide (ACFOG)
provides the operator with information related to changes implemented in the QUICK-REFERENCE HANDBOOK - QRH
airplane as a function of the airplane software revisions. This publication is Purpose: This is the pilot’s checklist, containing performance and procedural
mainly focused on the items which produce some impact upon the pilot- information in a condensed and practical format that is to be used in a silent
airplane interface. read-and-do fashion or in a challenge-response situation.
DISPATCH DEVIATION PROCEDURES MANUAL - DDPM STANDARD OPERATING PROCEDURES MANUAL - SOPM
Purpose: The DDPM provides instructions on how to proceed with dispatch Purpose: This is where the procedures that serve as common ground for all
when an aircraft experiences an inoperative item, with illustrations that depict crewmembers to have a well-standardized operation are gathered. The
maintenance and operational procedures to secure or adjust items of SOPM’s prime objective is to reduce crew workload, while maintaining the
equipment. highest possible level of safety.
OPERATIONAL MANUALS



ATA 05 TIME LIMITS / MAINTENANCE
CHECKS
TIME LIMITS/MAINTENANCE CHECKS
This subject gives the procedures to do the zonal GVI (General Visual Do not unlace or displace electrical wiring and components during
Inspection) of the forward fuselage, center fuselage I, II and III, rear fuselage inspections.
and tail cone, for various scheduled and unscheduled checks.
Use a flashlight and mirror, if necessary, to examine the structure of the
They include the NLG. interior of the zone. Make sure it shows no signs of:
• Loose rivets, screws, bolts, nuts, washers, cotter pins
The General Visual Inspection (GVI) is a visual examination of an interior or
exterior area, installation, or assembly to detect obvious damage, failure, or • Skin deformation
irregularity. This level of inspection is made from within touching distance • Damage from impact (nicks, scratches, gouges, dents)
unless otherwise specified. A mirror may be necessary to enhance visual • Damage from stress (cracks, creases, bends)
access to all exposed surfaces in the inspection area. This level of inspection
is made under normally available lighting conditions such as daylight, hangar • Damage to sealants

lighting, flashlight, or droplight and may require removal or opening of access • Abrasion
panels or doors. Stands, ladders, or platforms may be required to gain
proximity to the area being checked. • Corrosion
• Deformation
NOTE: Do not remove the system LRUs (Line Replaceable Unit), during the • Paint in damaged condition
visual inspections. This action should be done only if it is necessary to get
access to the area/zone that will be inspected. • Deterioration of the layers that give protection to the parts of the system's
components and structure, including the keel beam.
NOTE: Do not remove the connector or harness protection devices, during
the visual inspections. This action should be done only if damage or repairs The DATA concerning detailed time limits and scheduled maintenance
occur. checks can be found in the Maintenance Planning Guide.
NOTE: Do a 360° inspection of the harness.
This procedure is related to the EWIS (Electrical Wiring Interconnection

System) ICA (Instructions for Continued Airworthiness ) requirement.
A visual examination of an interior or exterior area, installation or assembly to

detect obvious damage, failure or irregularity. This level of inspection is made
from within touching distance, unless otherwise specified. A mirror may be
necessary to enhance visual access to all exposed surfaces in the inspection
area. This level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight or drop-light and may
require removal or opening of access panels or doors. Stands, ladders or
platforms may be required to gain proximity to the area being checked.
The internal GVI is used to find damage, failure, or irregular conditions that
can be easily seen.
FORWARD PRESSURE BULKHEAD AND FORWARD FUSELAGE BOTTOM AREAS – INTERNAL GENERAL VISUAL INSPECTION

TIME LIMITS/MAINTENANCE CHECKS (CONT’)
Use a flashlight and mirror, if necessary, to examine these components of the
interior of the zone:
• Hoses
• ECS (Environmental Control System) packs and ducts
• Slat PDU (Power Drive Unit) transmission.
Make sure that the components show no signs of:

• Cracks or other defects
• Unsatisfactory installation
• Surface corrosion or contamination

• Damage to the surface finish
• Loose or missing items
• Damage from impact (nicks, scratches, gouges, dents).
Make sure all connections are safe and correct.
Examine the system's components, tubing, and ducts that you can see for
signs of leakage.
Use a flashlight and mirror, if necessary, to examine the cut-out frames at

doors and panels for damage.
EWIS COMPONENTS IN THE CENTER FUSELAGE II

UNSCHEDULE MAINTENANCE CHECKS
Unscheduled maintenance checks have to be performed after the following • BATTERY DISCHARGED
events:
• OVERSTEERING
• LIGHTNING STRIKE
• FLAP ALTITUDE EXCEEDANCE
• BIRD OR HAIL STRIKE
• ON-GROUND GALE-FORCE WINDS
• HARD LANDING AND OFF-TEMPERATURE ENVELOPE
• HIGH DRAG/SIDE LOAD LANDING CONDITION Please, refer to MPP to complete details about unscheduled maintenance
• HIGH LOAD FACTOR tasks to be done due the above events.
• MAXIMUM OPERATING SPEED ENVELOPE
• MAXIMUM FLAP / SLAT EXTENDED SPEED

• CABIN DEPRESSURIZATION
• TOILET OVERSERVICING
• VOLCANIC ASH OR SANDSTORM
• ICE OR SNOW CONDITION
• HIGH ENERGY STOP CONDITION
• LANDING GEAR DOWN OVERSPEED
• LANDING GEAR FREE-FALL CONDITION
• LANDING GEAR TIRE TREAD FAILURE OR TIRE BURST WITH
LANDING GEAR FULLY RETRACTED
• OVERHEATED WHEELS
• ENGINE FIRE WARNING OR OVERHEAT INDICATION
• APU FIRE WARNING OR OVERHEAT INDICATION
• APU VOLCANIC ASH CONDITION
• HIGH THRUST FAILURE
• FUEL OVERFLOW
• WHEEL OVERSPEED
• ENGINE-DRIVEN PUMP
• LANDING GEAR VIBRATION/SHIMMY
• BRAKE USE DURING TOWING OPERATION
• CABIN DOOR PRESSED BY JET WAY
• OVERWEIGHT LANDING
• SEVERE OR EXTREME TURBULENCE, OR BUFFETING CONDITION

ATA 06 DIMENSIONS AND AREAS
REFERENCE PLANES AND LINES
This section gives the aircraft primary lines and the reference planes shown STA ZV - Rudder station
on the station diagrams. • The rudder station is a plane perpendicular to the projection of the rudder
hinge line on plane Y = 0. It is measured from the intersection of the
All dimensions are in millimeters.
projection of the rudder hinge line with the fuselage centerline, where ZV
= 0.
FUSELAGE
STA X - Fuselage station
RIB
• The fuselage station is a plane perpendicular to the fuselage centerline
• The rib is a vertical tail structural element.
where "X" shows the distance from the plane to the aircraft nose, where X
= 0. HORIZONTAL TAIL

STA YH - Horizontal tail station
STA Y
• The horizontal tail station is a plane parallel to the fuselage X axis which
• The station Y is a vertical plane parallel to the fuselage centerline where
passes through the intersection of planes Y = 0 and Z = 543.40. The
"Y" shows the distance from the plane to the fuselage centerline, where Y
horizontal tail station is rotated 8 degrees (horizontal tail dihedral) relative
= 0.
to the vertical plane Y = 0.
STA Z
STA YH - Elevator station
• The station Z is a horizontal plane parallel to the fuselage centerline,
• The elevator station is a plane perpendicular to the projection of the
where "Z" shows the distance from the plane to the fuselage centerline,
elevator hinge line on plane ZH = 0. It is measured from the intersection of
where Z = 0.
the projection of the elevator hinge line with the vertical plane Y = 0,
where YH = 0.
BHD or FR
• A bulkhead or a frame is a fuselage structural element perpendicular to STA ZH
the centerline. The identification numbers start from the nose, where is
• The STA ZH is a plane perpendicular to YH which passes through the
the FR 0.
intersection of planes Y = 0 and Z = 543.40.
VERTICAL TAIL
RIB
STA ZV - Vertical tail station
• The rib is a horizontal tail structural element.
• The vertical tail station is a horizontal plane parallel to the fuselage
centerline where ZV = 0.
AIRCRAFT REFERENCE PLANES

REFERENCE PLANES AND LINES (CONT’)
WING PYLON
STA YA XP axis
• The STA YA is a plane perpendicular to the intersection (trace line) of the • This axis is in the same direction of the X axis of the aircraft. It has 1° 24'
reference plane of wing spar II and plane ZA = 0. It is measured from the pitch up projected on the plane XZ and 1° toe-in projected on the plane
intersection of the trace line and the vertical plane Y = 0, where YA = 0. XY, both of the aircraft.
STA YA - Wing station YP axis

• The wing station is a plane parallel to the fuselage X axis which passes • This axis is in the same direction of the Y axis of the aircraft, and follows
through the intersection of planes Y = 0 and Z = -1064.50. The wing the angles of the STA axis.
station is rotated 5 degrees (wing dihedral) relative to the vertical plane Y

= 0. ZP axis
• This axis is in the same direction of the Z axis of the aircraft, and follows
STA ZA the angles of the STA axis.
• The STA ZA is a plane which passes through the intersection of planes Y
= 0 and Z = -1064.50, perpendicular to YA.
POWERPLANT
STA axis
• This axis is in the same direction of the X axis of the aircraft. It has 1° 24'
pitch up projected on the plane XZ and 1° toe-in projected on the plane
XY, both of the aircraft.
BL axis
• This axis is in the same direction of the Y axis of the aircraft, and follows
the angles of the STA axis.
WL axis
• This axis is in the same direction of the Z axis of the aircraft, and follows
the angles of the STA axis.
REFERENCE PLANES AND LINES

BODY STATION DIAGRAM
The 190 body is divided as follows: The 195 body is divided as follows:
• Radome • Radome
• Forward fuselage • Forward fuselage
• Center fuselage I • Center fuselage I
• Center fuselage II • Center fuselage II
• Center fuselage III • Center fuselage III
• Rear fuselage • Rear fuselage
• Tail cone • Tail cone

The radome starts at STA X = 0.00 and ends at STA X = 610.00 (FR 1). The radome starts at STA X = 0.00 and ends at STA X = 610.00 (FR 1).
The forward fuselage starts at STA X = 610.00 (FR 1) and ends at STA X = The forward fuselage starts at STA X = 610.00 (FR 1) and ends at STA X =
6235.50 (between FR 20 and FR 23). 6235.50 (between FR 20 and FR 23).
The center fuselage I starts at STA X = 6235.50 (between FR 20 and FR 23) The center fuselage I starts at STA X = 6235.50 (between FR 20 and FR 23)
and ends at STA X = 11035.00 (between FR 34 and FR 35). and ends at STA X = 11035.00 (between FR 34 and FR 35).
The center fuselage II starts at STA X = 11035.00 (between FR 34 and FR The center fuselage II starts at STA X = 11035.00 (between FR 34 and FR
35) and ends at STA X = 23146.00 (between FR 73 and FR 74). 35) and ends at STA X = 25559.00 (between FR 73 and FR 74).
The center fuselage III starts at STA X = 23146.00 (between FR 73 and FR The center fuselage III starts at STA X = 25559.00 (between FR 73 and FR
74) and ends at STA X = 29632.00 (between FR 90 and FR 90A). 74) and ends at STA X = 32045.00 (between FR 90 and FR 90A).
The rear fuselage starts at STA X = 29632.00 (between FR 90 and FR 90A) The rear fuselage starts at STA X = 32045.00 (between FR 90 and FR 90A)
and ends at STA X = 33427.00 (FR 100). and ends at STA X = 35840.00 (FR 100).
The tail cone starts at STA X = 33427.00 (FR 100) and ends at STA X = The tail cone starts at STA X = 35840.00 (FR 100) and ends at STA X =
36237.00. 38650.00.
BODY STATION DIAGRAM

AIRCRAFT ZONING
This section divides the aircraft into major zones, major sub-zones and zones MAJOR ZONES
to give the references necessary for the identification of the service areas or The major zones are identified by the hundreds.
components.
MAJOR ZONE DESCRIPTION
The identification makes the maintenance easier and is an important aid 100 Fuselage - Below the floor line
when task guides are prepared.
200 Fuselage - Above the floor line
The system for identification of the aircraft zoning includes three levels and 300 Empennage and Tail Cone
uses a three-digit number as follows:
400 Powerplant and Pylon
• Major zones: the number increases by the hundreds, from 100 thru 800.
• Major sub-zones: after the first digit of the major zones, the number 500 LH Wing

increases by tens, from 10 thru 90. 600 RH Wing
• Zones: after the first digit of the major zones and the second digit of the
700 Landing Gear and Landing-Gear Wheelwell Doors
major sub-zones, the number increases by the units (more digits can be
used to permit you to go down to lower levels). It identifies a component 800 Doors (passenger, service and cargo)
and its location: an even number shows the right side and an odd number
shows the left side.
• The additional digits may be used for additional, more detailed
breakdown.
MAJOR ZONES

FUSELAGE ACCESS DOORS AND PANELS
The identification of the access doors or panels helps the manual user to
locate units, components and work areas on the aircraft.
The identification of all access doors and panels is as follows:

• The three-digit zone number designates the smallest zone in which the
door or panel is installed.
• The two-letter suffix consists of a primary identifier and a locator.
• The first letter is the primary letter that identifies the door or panel in a
logical sequence starting with "A" in each zone.
• The second letter relates the door or panel to the aircraft area:

T - top
B - bottom
L - left hand
R - right hand
Z – internal
• A third letter identifies the floor, sidewall or ceiling panels:
F - floor
W - sidewall
C - ceiling
WING–TO–FUSELAGE FAIRING ACCESS DOORS AND PANELS

FUSELAGE ACCESS DOORS AND PANELS (CONT’)
The information to get access to the equipment, components and structure
through access doors and panels, as well kind of fasteners used, are given
by tables. This way the technician can choose the correct tool to open or
close the access.
NOTE: External countersunk screws used to attach access panels are

manufactured with sufficient material to prevent corrosion. Because they are
removed many times, their heads must not be painted. This is to permit
correct tool engagement in the torque recess.

ACCESS DOORS AND PANELS (SAMPLE TABLE)
ACCESS NUMBER OF
REFERENCE OR
IDENTIFICATIO TYPE OF SCREWS(S) BONDING EQUIPMENT
SEALING REMOVAL / OPENING
N ACCESS LATCHES(L) METHOD COMPONENTS
TASK
NUMBER CAMLOCS(C)
Weather radar receiver/
111AL Access door 4L See AMM TASK See AMM TASK AMM SDS 53-14-00/1 transmitter and Glide slope
antennas
SRM PART II Integrated Pitot/Static/ AOA
123AL Access panel 6S Method 3 N/A
51-21-06/1 sensor 1

APU feed SOV with actuator,
1431EL Access panel 5 S[2] N/A N/A N/A AC pump pressure switches, DC
pump pressure switch
AMM TASK 53-01-37-000-801-
222GRF Access panel 6S See AMM TASK See AMM TASK Cockpit outlet AC/AC converter
A/400
Oil cooler inlet, APU engine,
FWD firewall, Bleed duct, Bleed
AMM TASK 53-03-64-000-801-
351GL Access panel 38 C See AMM TASK See AMM TASK Valve, Fire extinguisher tubing,
A/400
fuel lines, Electrical harnesses,
APU Attachment
421AL Access panel 24 S N/A N/A N/A FADEC, T2 sensor
Electrical harness, Motive flow
521CB Access panel 18 S Method 3 N/A N/A
line
Fuel tank unit, Fuel measuring
stick, Vent line, Feed line, Fuel
AMM TASK 28-11-03-000-801- pilot line, Refuel pressure switch
621EB Access panel 22 S See AMM TASK See AMM TASK
A/400 line, Hydraulic pressure line,
Hydraulic return line, Electrical
harness
AMM TASK 50-31-04-000-801- Door structure, Actuating locking
823CRW Access panel 26 S See AMM TASK See AMM TASK
A/400 mechanism
[1] If applicable use a handle to open.

[2] Before you close this access panel, make sure that the fuel quantity indicating harness is in good condition. Refer to AMM TASK 28-41-00-210-801-A.


ATA 07 LIFTING AND SHORING
AIRCRAFT JACKING
There are three jack points. There are two jack points on the wing lower side
and one jack point on the rear fuselage lower side.
The aircraft partial jacking is done on the jack point of each landing gear. This
permits each wheel to be changed independently.
We recommend that you jack the aircraft in a hangar.
If you lift the aircraft with jacks out of a hangar and in windy condition, check
the maximum wind speed permitted for the aircraft configuration (Weight x
C.G.).

NOTE: It is important to obey that, above 31000 kg, only partial jacking is
permitted.
• The max. fuel asymmetry between wings is 363 kg (800 lb).
• Make sure that the hydraulic extension and the mechanical extension of
the jacks are not more than the value specified on manual ITEM for the
related jack model.
• You can lift the aircraft with fuel tanks in full capacity condition, if the
aircraft jacking envelope is obeyed.
• It is not recommended to lift the aircraft with jacks when persons are
inside, but if necessary, no more than 2 (two) persons can be in the
aircraft. One person must be in the cockpit and the other in the aircraft
rear. They must not walk inside the aircraft during the jacking procedure.
• Make sure that the aircraft is lifted in the maximum 2.50 m on wings lower
side from the jacking point to the ground.
• Before jack the aircraft out of a hangar and in windy condition, make sure
that the flaps are retracted and the horizontal stabilizers are in 0 °
position.
AIRCRAFT JACKING POINTS
LANDING GEAR SAFETY PINS - INSTALLED AIR DATA

SENSORS HEATING SYSTEMS – OFF AREA AROUND
AND BELOW THE AIRCRAFT – CLEAR PLUMB BOB -
INSTALLED

JACK THE AIRCRAFT IN A HANGAR . IF IMPOSSIBLE,
CHECK THE MAXIMUM WIND SPEED PERMITTED FOR
THE AIRCRAFT CONFIGURATION
MAX. FUEL ASYMMETRY BETWEEN WINGS - 800 LB

ABOVE 31000 KG, ONLY PARTIAL JACKING IS
PERMITTED
AIRCRAFT CAN BE LIFTED WITH FUEL TANKS IN FULL

CAPACITY CONDITION, IF THE AIRCRAFT JACKING
ENVELOP IS OBEYED
IF NECESSARY, NO MORE THAN 2 (TWO) PERSONS

CAN BE IN THE AIRCRAFT BUT IS NOT RECOMENDED
FOR JACKING IN WINDY CONDITION, FLAPS MUST BE

RETRACTED AND THE HORIZONTAL STABILIZERS IN 0 °
POSITION
COMPLETE AIRCRAFT JACKING
The aircraft must be on dry concrete level ground before you jack it. We
recommend that you jack the aircraft in a hangar. If it is not, refer to Figure
Maximum wind allowed for Jacking on Structure Points or GSE 444
(SOFTWARE, CENTER OF GRAVITY CALCULATION) to check the
maximum wind speed permitted for the aircraft configuration (Weight x C.G.).

MAXIMUM WIND ALLOWED FOR JACKING ON STRUCTURE POINTS

SOFTWARE, CENTER OF GRAVITY CALCULATION
GSE NUMBER 444, PART NUMBER: AGE-05075-201 SET - AIR MANIFOLD GSE 193
Used to help the CG calculation, during the aircraft jacking procedures. Used to operate the three aircraft jacks from a unique station.
TECHNICAL SPECIFICATIONS The Air Manifold is a light weight portable unit containing one shop air inlet
Requirements: port and three-valved exit ports. The Air Manifold comes complete with hoses
Windows 2000 or a later version. and valves. 140 psi maximum air pressure.
Acrobat Reader 4.05 or a later version. Three shut-off valves with quick disconnects.
Three 25 ft (7.6 m) long hoses with quick disconnects.
GSE 192/193
It is possible to do the complete aircraft jacking with the use or not the GSE The Air Manifold is a shop air distribution center. It provides, from a single
193. If you do not use the GSE 193, you can make use of the hydraulic source, three controllable air lines for the purpose of raising aircraft jacks with
air/hydraulic pumps.

pumps of the GSE 192.
TRIPOD JACKS GSE NUMBER 192 Five persons are necessary to do this procedure with the use of the GSE
Used to lift the aircraft by the wing and aft fuselage jacking points for 193: One in position at each jack GSE 192, one in position at the air manifold
maintenance purposes. GSE 193 and one in position at the plumb bob GSE 039. If this procedure is
This GSE is a set with 2 (two) wing jacks and 1 (one) tail jack. done with the use of the hydraulic pumps located on each GSE 192, seven
persons are necessary: two in position at each GSE 192, one in position at
the GSE 039. For the two cases the person who is at the GSE 039
Wing Jack: coordinates the procedure.
• Capacity: 25 ton;
• Minimum Height: 60 in (1524 mm);
• Hydraulic Lift: 44 in (1118 mm);
• Screw Extension: 16 in (406 mm);
• Maximum Extension: 120 in (3048 mm);
• Equipped with lock nuts.
Tail Jack:
• Capacity: 12 ton;
• Minimum Height: 74 in (1880 mm);
• Hydraulic Lift: 52 in (1321 mm);
• Screw Extension: 10 in (254 mm);
• Maximum Extension: 136 in (3454 mm);
• Equipped with lock nuts.
GSE NUMBER 444 P/N AGE-05075-201

COMPLETE AIRCRAFT JACKING
WARNING: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE Do the procedure to make the aircraft safe for maintenance.
INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS AND Statically ground the aircraft.
DAMAGE TO MATERIAL.
NOTE: To correctly install each jacking adapter, put it in the jack point and
Install the landing gear downlock safety pins in the nose and main landing turn it clockwise until it touches the surface of the housing.
gears.
Install the plumb GSE 039 in the LH main landing gear wheel well.
WARNING: THE INTEGRATED PITOT/STATIC/AOA AND TAT HEATING Put the wheel chock GSE 070 at all landing gear wheels before the jacks are
SYSTEMS MUST BE OFF DURING MAINTENANCE. set to prevent the aircraft forward and aft movement.
THIS IS BECAUSE SYSTEMS THAT INTERFACE WITH MAU 1, MAU 3 In the cockpit (zone 221), release the EMERGENCY/PARKING BRAKE
AND SPDA 2 CAN CAUSE THE INTEGRATED PITOT/STATIC/AOA AND handle (brakes off). Put a DO NOT OPERATE flag to the handle.
TAT SENSORS TO BECOME HOT. THESE SENSORS OPERATE AT

Close all aircraft doors.
HIGH TEMPERATURE. IF YOU TOUCH THEM, THEY WILL CAUSE Do the check of the fuel asymmetry between wings.
INJURIES TO YOU.
Open the circuit breakers indicated on the Task (Thermal and Electronics
“SSPCs”).
WARNING: KEEP THE AREA AROUND AND BELOW THE AIRCRAFT

CLEAR OF PERSONS, WORKSTANDS, AND EQUIPMENT. DURING THE
JACKING OR LOWERING PROCEDURES, THE CLEARANCE BETWEEN
THE AIRCRAFT AND PERSONS, WORKSTANDS, AND EQUIPMENT
MIGHT NOT BE SUFFICIENT, AND INJURY TO PERSONS AND/OR
DAMAGE TO EQUIPMENT CAN OCCUR.
Put the streamer REMOVE BEFORE FLIGHT in the jacking adapter GSE
026.
Install the jacking adapter GSE 026 to the wing jack points and to the rear
fuselage jack point.
AIRCRAFT LEVELING

COMPLETE AIRCRAFT JACKING(CONT’)
NOTE: The max. fuel asymmetry between wings is 363 kg (800 lb).
NOTE:
• Above 44000 kg only partial jacking is permitted.
• You can lift the aircraft with fuel tanks in full capacity condition, if the
aircraft jacking envelop is obeyed.
• It is not recommended to lift the aircraft with jacks when persons are
inside, but if necessary, no more than 2 (two) persons can be in the
aircraft. One person must be in the cockpit and the other in the aircraft
rear. They must not walk inside the aircraft during the jacking procedure.

GSE 192/193

COMPLETE AIRCRAFT JACKING(CONT’)
NOTE: Make sure that there is communication between each person and the person
• Make sure that the aircraft is lifted in the maximum 2.50 m on wings lower at the plumb bob GSE 039 who coordinates the procedure.
side from the jacking point to the ground. Operate the three jacks slowly at the same time to lower the aircraft on its
wheels.
• Before jack the aircraft out of a hangar and in windy ondition, make sure Thus, jacking is symmetrical and the MLG tires touch the ground before the
that the flaps are retracted and the horizontal stabilizers are in 0 ° position. NLG tires.
Install the wheel chock and remove the jacks.
Operate the three jacks at the same time, following the instructions given on In cockpit (221), remove the DO NOT OPERATE flag from the handle. Set
the Task. the emergency/parking brake handle (brakes on).
CAUTION: KEEP THE AIRCRAFT WEIGHT AND CENTER OF GRAVITY IN Close all circuit breakers opened before.
THE CORRECT LIMITS. IF YOU DO NOT OBEY THIS PRECAUTION, Remove the warning tags.

STRUCTURAL DAMAGE TO THE AIRCRAFT CAN OCCUR.
Remove the GSE 026 from the jacking adapter housing on the wing lower
COMPLETE AIRCRAFT LOWERING side and from the rear fuselage lower side.
WARNING: DURING THE JACKING PROCEDURE, MAKE SURE THAT NOTE: To remove the jacking adapter, turn counterclockwise and pull them.
THE NOSE AND MAIN LANDING GEAR HAVE THE NITROGEN PRE-
CHARGE AND THAT THE AIRCRAFT IS IN THE CONSTANT ATTITUDE. Remove the streamer REMOVE BEFORE FLIGHT from the jacking adapter.
IF YOU DO NOT OBEY THESE PRECAUTIONS DAMAGE TO THE
AIRCRAFT AND INJURY TO PERSONS CAN OCCUR.
Remove the plumb in the LH main landing gear wheel well.
If the two main tires are flat in the same leg, pressurize at least one tire with Remove the jacks from the aircraft area.
930.8 ± 34.5 kPa (135 ± 5 psi). Put the aircraft back to its initial conditions.
Use the plumb bob GSE 039 to set the aircraft to 0.5 degree tail down Remove all tools, equipment and unwanted material from the work area.
attitude.
Make sure that the aircraft does not pass from the zero degree line to the
nose-down attitude.
WARNING: DURING THE JACKING PROCEDURE, MAKE SURE THAT

THE AIRCRAFT IS IN THE CONSTANT ATTITUDE. IF YOU DO NOT
OBEY THIS PRECAUTION DAMAGE TO THE AIRCRAFT AND INJURY
TO PERSONS CAN OCCUR.
WEIGHT X C. G. ENVELOPE FOR JACKING

PARTIAL AIRCRAFT JACKING
NOTE: It is important to know that, above 44000 kg, only a partial jacking is PARTIAL AIRCRAFT LOWERING
allowed.
Make sure that the landing-gear-downlock safety pins are correctly installed
The aircraft must be on dry concrete level ground before you lift it on the jack. on the nose and main landing gears.
We recommend that you lift the aircraft on the jack inside the hangar. Obey
the usual parking conditions. Remove, from the area below the aircraft, all equipment that is not
necessary.
WARNING: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE
INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS AND Correctly install the wheel chock to the wheels that you will not jack.
DAMAGE TO MATERIAL.
Make sure that the emergency/parking brake handle is released (brakes off).
Make sure that the landing-gear-downlock safety pins are correctly installed

on the nose and main landing gear. Slowly open the valve of the jack, and lower the aircraft smoothly until the
aircraft weight is on the tire.
Remove, from the area below the aircraft, all equipment that is not
necessary.
Make sure that the emergency/parking brake is released (brakes off).
Correctly install the wheel chock to the wheels that you will not lift on the jack.
Install the AXLE JACK below the nose landing gear, or the main landing
gear, as applicable.
If the aircraft is out of the hangar, make sure about the maximum wind speed
allowed for the aircraft configuration, as follows:
• Refer to Figure below or GSE 444 for the maximum wind speed allowed
for partial jacking.
When the actual aircraft weight and CG positions are not available, the
aircraft is complete (no components removed) and with fuel in the tanks,
between 0 and 14000 kg (30864.7lb). Refer to the following Table for the
maximum wind speed allowed.
PARTIAL AIRCRAFT JACKING



ATA 08 LEVELING & WEIGHING
AIRCRAFT LEVELING
This section gives the procedure to do the aircraft leveling. This procedure CAUTION: MAKE SURE THAT THE INTEGRATED PITOT/STATIC/AOA
lets you find the accurate center of gravity of the aircraft. SENSORS, TAT SENSORS, ICE DETECTORS AND STATIC PORT HAVE
NO COVERS ON THEM BEFORE YOU DO THE MAINTENANCE
The aircraft leveling is necessary to do the weighting operations. It is also PROCEDURE. THESE COMPONENTS CAN BECOME HOT DURING THE
necessary to do the wheel line-up to do the procedure to calibrate the fuel- MAINTENANCE PROCEDURE. AS A RESULT, DAMAGE TO THEM WILL
quantity indication system and also do some other structural inspections. OCCUR IF YOU DO NOT REMOVE THE COVERS.
Use a plumb bob and jacks to do the aircraft leveling. Lift the aircraft until all the tires are off the ground.
NOTE: To get accurate results, make the aircraft level on a level area in a WARNING: MAKE SURE THAT THERE IS A MINIMUM CLEARANCE
hangar and obey the conditions that follow: BETWEEN THE LANDING GEAR TIRES AND THE GROUND. DURING
THE AIRCRAFT LEVELING PROCEDURE THE TIRE CAN TOUCH THE

• Close the hangar doors and windows. GROUND. IF THE TIRES TOUCH THE GOUND, INJURIES TO PERSONS
• Turn off the hangar heating, air conditioning, and ventilation systems. AND/OR DAMAGE TO EQUIPMENT CAN OCCUR.
The location of the plumb bob leveling scale is on the LH main landing gear Make sure that the minimum clearance between the landing gear tires is
wheel well. 120mm.
WARNING: MAKE SURE THAT THE AIRCRAFT IS IN A SAFE Lift or lower the aircraft on jacks until the plumb bob is at zero degree, on the
CONDITION BEFORE YOU DO THE MAINTENANCE PROCEDURES. leveling scale.
THIS IS TO PREVENT INJURY TO PERSONS AND/ OR DAMAGE TO THE
EQUIPMENT.
WARNING: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE
INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS AND
DAMAGE TO MATERIAL.
Remove the equipment that is not necessary from below the aircraft.
Make sure that the emergency/parking brake handle is released (brakes

OFF).
Install the plumb bob in the LH main landing gear wheel well.
AIRCRAFT LEVELING

AIRCRAFT WEIGHING
This section gives the procedures to weigh the aircraft on the Basic Empty Make sure that the emergency equipment that follow are in their correct
Weight (BEW) configuration as specified in the Weight and Balance Manual. positions:
• Flashlight (with batteries).
This section gives the following method to weigh the aircraft as follows:
• Hatchet, (ax).
• Aircraft weighing on jacks (with load cells).
• Headset with boom-mounted microphone.
• Aircraft weighing with ground scales.
• Emergency landing-gear control lever.
To get the accurate result, weigh the aircraft on a level area in a hangar and • Oxygen masks.
obey the conditions that follow: • Life vests.
• Close the hangar doors and windows. • Fire extinguisher.

• Turn off the hangar heating, air conditioning, and ventilation systems. • Protective breathing equipment (PBE).
Make sure that the landing-gear downlock safety-pins are installed in the Make sure that the passenger oxygen masks are in the correct position.
nose and main landing gears. Make sure that the waste compartments of the lavatories are clean and
Defuel and drain the aircraft. empty, as applicable.
Drain the potable water system. Make sure that the waste compartments, trolleys, standard units, and
Drain the waste tank. miscellaneous compartments of the galleys and stowage units are clean and
Clean and dry the aircraft, if necessary. empty.
Do the checks and, if necessary, fill these units or systems: Make sure that the overhead bins are clean and empty.
• Engine oil system. Make sure that the passenger-seat literature pockets are empty.
Make sure that the cargo compartments are clean and empty.
• APU.
• Hydraulic reservoirs. Examine the FWD avionics, middle avionics, and aft avionics compartments
• Oxygen system. to make sure that all electronic equipment are installed.
Do the MLG check and, if necessary, charge the MLG. Make sure that the aircraft is in this configuration:
Do the NLG check and, if necessary, charge the NLG. • Flap/Slat retracted.
Do the MLG tires check and, if necessary, inflate the MLG tires. • Flight control surfaces are in neutral position.
Do the NLG tires check and, if necessary, inflate the NLG tires.
Remove all aircraft technical documentation from the cockpit.

Adjust the pilot and copilot seats to their medium positions.
FIGURE - AIRCRAFT WEIGHING (WITH LOAD CELLS)

1. JACKING
ELETRONIC POINT
WEIGHING KIT
(GSE 040)
2. LOAD CELL
3. PAD
5. PLUG
ADAPTER
4. JACK (QSE 192)
TYPICAL
AIRCRAFT WEIGHING (WITH LOAD CELLS)
Install the load cells as directed by the task. NOTE: The difference between the first and the second weighing must not be
Before you put the aircraft on jacks, record the initial weight value read for more than ±0.1% of the applied load or ±0.02% of each load cell capacity,
each load cell. This value will be necessary to get the correct total aircraft whichever is greater (for further details see the equipment manual). If you
weight. have this condition, weigh the aircraft one more time and reject the most
discrepant result.
WARNING: DURING THE LIFTING PROCEDURE YOU MUST CONSIDER
THE HORIZONTAL LOADS THAT CAN EXIST AT THE JACK POINT This task gives the procedure to do the aircraft weighing on wheels.
LOCATIONS. THESE FORCES CAN EASILY EXCEED THE MAXIMUM
ALLOWABLE LOADS. IF THAT OCCURS, THE AIRCRAFT CAN NOTE: This procedure must be done in a hangar with closed doors.
SUDDENLY MOVE AND CAUSE INJURY TO PERSONS AND DAMAGE
TO THE EQUIPMENT. Make sure that the landing-gear downlock safety-pins are installed in the
NLG and MLG.

CAUTION: MAKE SURE THAT THE INTEGRATED PITOT/STATIC/AOA Defuel and drain the aircraft.
SENSORS, TAT SENSORS, ICE DETECTORS AND STATIC PORT HAVE Drain the potable water system.
NO COVERS ON THEM BEFORE YOU DO THE MAINTENANCE Drain the waste tank.
PROCEDURE. THESE COMPONENTS CAN BECOME HOT DURING THE
MAINTENANCE PROCEDURE. AS A RESULT, DAMAGE TO THEM WILL Clean and dry the aircraft, if necessary.
OCCUR IF YOU DO NOT REMOVE THE COVERS. Do the checks and, if necessary, fill these units or systems:
• Engine oil system.
Lift the aircraft on jacks. • APU.
Make the aircraft level.
• Hydraulic reservoirs.
After 5 minutes, the load cell becomes stable.
• Oxygen system.
Weigh the aircraft. Refer to the instructions given in the manual of the
weighing equipment. Use the recorded initial weight value read for each load Do the MLG check and, if necessary, charge the MLG.
cell before you put the aircraft on jacks and then subtract it from the value Do the NLG check and, if necessary, charge the NLG.
read for each load cell. Write the result in the applicable document. Do the MLG tires check and, if necessary, inflate the MLG tires.
Do the NLG tires check and, if necessary, inflate the NLG tires.
Do the task one more time and record the weighing values. Remove all aircraft technical documentation from the cockpit.
Adjust the pilot and copilot seats to their medium positions.
AIRCRAFT WEIGHING (WITH GROUND SCALES)

AIRCRAFT WEIGHING WITH GROUND SCALES (CONT’)
Make sure that the emergency equipment that follows are in their correct Slowly move the aircraft rearward until the wheels are above the bridge.
positions:
• Flashlight (with batteries). Slowly move the aircraft forward and stop it when the NLG and MLG wheels
are above the weighing platform.
• Hatchet, (ax).
• Headset with boom-mounted microphone. NOTE:
• Emergency landing-gear control lever. • Keep the aircraft in this position to excite the weighing platform.
• Oxygen masks. • Make sure that you have weighing indications from all platforms. If
• Life vests. necessary, replace a defective unit before you continue the procedure.
• Fire extinguisher.
Slowly move the aircraft rearward until the wheels are above the bridge.

• Protective breathing equipment (PBE).
Make sure that the weighing platforms are in the zero load condition.
Make sure that the passenger oxygen masks are in the correct position.
NOTE: If the indications are not in zero load condition, do the necessary
procedure to get zero load condition before you continue.
Make sure that the waste compartments of the lavatories are clean and
empty, as applicable.
Slowly move the aircraft forward and stop it when the NLG and MLG wheels
are above the weighing platform.
Make sure that the waste compartments, trolleys, standard units, and
miscellaneous compartments of the galleys and stowage units are clean and
empty. Apply the aircraft parking brake, move out of the aircraft, and close the door.
Make sure that the overhead bins are clean and empty. NOTE: Do not let persons stay in the aircraft during the procedure.
Make sure that the passenger-seat literature pockets are empty. Record the weight values from each of the 5 weighing platforms.
Make sure that the cargo compartments are clean and empty. NOTE:
• Apply the latitude and altitude local corrections. Refer to the GSE's
Examine the FWD avionics, middle avionics, and aft avionics compartments manufacturer manual.
to make sure that all electronic equipment is installed. • Get the correct weight values after they become stable.
Make sure that the aircraft is in this configuration: Follow the remaining instructions given on the task.
• Flap/Slat retracted.
• Flight control surfaces are in neutral position.
NOTE: Turn ON the weighing platform 15 minutes before you do the

procedure.
AIRCRAFT WEIGHING (WITH GROUND SCALES)



ATA 09 TOWING & TAXING
TOWING WITH TOWBAR
This section gives the procedure to tow the aircraft. The aircraft towing Prepare the towing crew positions as follows:
operations are only possible with the aid of power equipment. • Before you tow the aircraft, make sure that you have the towing crew that
follows:
There are two different situations for aircraft towing: towing procedure for
maintenance and the pushback procedure to move the aircraft away from the One person in the cockpit to operate the brakes ONLY when uncoupling
terminal gate before flight. of the towing vehicle or aircraft occurs.
One person to operate the towing vehicle.
Aircraft towing is the usual procedure when it is necessary to move the
aircraft on the ground. NOTE: For a safer procedure, Embraer recommends the aid of 3 more
persons, as follows:
Towing with towbar is also permitted when:
• One person on the left wing tip and one person on the right wing tip to

• One tire (inboard or outboard) is completely flat on one or on the two monitor sufficient clearance during turns;
MLGs or/and;
• One person behind the tail to monitor sufficient clearance during the turns.
• When one NLG tire is completely flat, and;
• When you have the aid of these three persons, the maximum towing
speed is 7 km/h (4 mph). You shall not at any time exceed this speed.
NOTE: A minimum of one tire of each LG must be in good condition and set
with the correct pressure, and;
NOTE: The max fuel asymmetry between wings is 363 kg (800 lb).
• You obey the following conditions below:
Set the steering switch on the RAMP PANEL to the DISENGAGED position.
1. Make sure that there are no passengers in the aircraft. Install the towbar assembly on the towing attachment on the NLG.
2. The aircraft must be as light as possible to decrease the loads applied Install the other end of the towbar assembly to the tow tractor.
to the LGS. Remove the wheel chocks from all tires.
3. The maximum towing speed is 7 km/h (4 mph). You shall not at any In the cockpit, release the emergency/PARKING BRAKE handle (brakes off).
time exceed this speed. Make sure that the towing-indication light box shows the green light on.
4. Make sure that you replace the tires in good condition that you used
CAUTION: DO NOT STEER THE NOSE LANDING GEAR MORE THAN
during the towing procedure. THE MAXIMUM ANGLE PERMITTED THAT IS +/-170 DEGREES. IF THE
STEERING ANGLE IS MORE THAN +/- 170 DEGREES, DAMAGE TO THE
Before the definition of the ground towing factors, it is important to know if it is STEERING SYSTEM CAN OCCUR.
possible to tow the aircraft, considering its total weight, the ground
characteristics and the wind speed.
STEERING DISARMING EXTERNAL SWITCH

TOWING WITH TOWBAR (CONT’)
Do the towing as follows:
• During the towing operation, use the aircraft emergency/parking brake
only when the uncoupling of the towbar, towing vehicle or aircraft occurs.
• If during the towing procedure, the aircraft emergency/parking brake is
applied, independent of the speed, do a check of the integrity of the fuse
pin of the towbar.
• Tow the aircraft slowly straight ahead before you try to turn.
• During the towing procedure, carefully monitor the zero reference on the
NLG.
• When the zero reference is aligned with the red stripe painted on NLG

rear, it indicates that the steering angle is near the maximum angle
permitted that is (+/-) 170 degrees.
NOTE: Avoid the towing operation when the zero reference is aligned with
the edge of the red stripe on the NLG (+/-) 140 degrees.
You can use the mooring point as a reference to see when the NLG steering
angle is near the maximum permitted.
Complete the aircraft towing in a straight line for a minimum of 3 m (10 ft).
NOTE: The objective of this step is to:

• Align the steering as close as possible to the zero degree position and in
the range of 76 ° (maximum angle for steering engagement).
• Prevent unnecessary loads on the NLG axle.
• Prevent unnecessary wear of the NLG tires.
MAXIMUM STEERING ANGLE & OVERTRAVEL SENSOR

PUSHBACK
This procedure is only used to move the aircraft away from the terminal gate Make sure that all external services are disconnected from the aircraft.
before flight, with the passengers and flight crewmembers on board, and to
push the aircraft back with the ground towing crew only. Make sure that the grounding wire is disconnected from the aircraft.
Before the aircraft pushback, make sure that you have the pushback crew WARNING: WHEN YOU PUSH BACK THE AIRCRAFT; ALL PERSONS
that follows: MUST BE FAR FROM THE DANGEROUS AREAS AROUND THE
• One towing supervisor to control the towing operation. TOWING VEHICLE, TOWBAR, NOSE WHEELS AND MAIN WHEELS. THE
AIRCRAFT CHANGES POSITION DURING PUSHBACK AND CAN RUN
• One person in the cockpit to operate the brakes. OVER PERSONS ON THE GROUND. IF YOU DO NOT OBEY THIS
• One person to operate the towing vehicle. PRECAUTION, A FATAL ACCIDENT CAN OCCUR.
• One person on the left wing-tip and one person on the right wing-tip to
Make sure that all external doors and panels are closed and correctly

monitor sufficient clearance during the turns.
installed, except access to the External Power (disengage sw inside).
• One person behind the tail to monitor sufficient clearance during the turns. Make sure that the towbar vehicle driver has contact with the cockpit crew
through the headset and service interphone.
NOTE: The towing supervisor is in control of the towing operation and must
have visual and radio communication with all the towing and flight CAUTION: DO NOT PUSH BACK THE AIRCRAFT WITHOUT AN
crewmembers at all times. Light wands can be used to give signals in low ADEQUATE DEVICE. ALTERNATIVE DEVICES CAN CAUSE DAMAGE TO
visibility. THE AIRCRAFT.
Make sure that the stow lock is removed from the RAT.
Make sure that the landing gear downlock safety pins are removed from the
nose and main landing gears.
Make sure that the wheel chocks are installed in all wheels.
Make sure that the emergency/parking brake accumulator is pressurized.
Set the emergency/parking brake handle to parking position (brakes on). On

the main panel, make sure that the EMERG/PRKG BRAKE light is on.
Make sure that the towing-indication light box shows the red light on.
Set the steering switch to the DISENGAGED position. On the EICAS display,
make sure that the STEER OFF status message comes into view.
CAUTION: REMOVE ALL TOOLS, EQUIPMENT, AND MATERIALS FROM

THE TOWING AREA. MAKE SURE THAT THE AREA IS CLEAN.
Make sure that all ground equipment is removed from areas adjacent to the
aircraft.
DANGEROUS AREAS FOR TOWING AND PUSHBACK

PUSHBACK (CONT’)
Install the towbar assembly to the towing attachment on the NLG. NOTE: Control the pushback speed with the use of the towing vehicle speed-
Install the other end of the towbar assembly to the tow tractor. indicator only.
Remove the wheel chocks from all tires. Do not stop the aircraft in a turn if it is not necessary.
In the cockpit release the EMERGENCY/PARKING BRAKE handle (brakes
off). When the aircraft is in the correct position, stop the aircraft with the towing
Make sure that the towing indication light box shows the green light on. vehicle.
CAUTION: DO NOT STEER THE NOSE LANDING GEAR MORE THAN Set the EMERGENCY/PARKING BRAKE handle to the parking position
THE MAXIMUM ANGLE PERMITTED THAT IS +/-170 DEGREES. IF THE (brakes on).
STEERING ANGLE IS MORE THAN +/- 170 DEGREES, DAMAGE TO THE
STEERING SYSTEM CAN OCCUR. Make sure that the steering angle is not more than (+/-) 76 degrees.

Tow the aircraft as slowly as possible using gradual acceleration and in a NOTE: If the steering angle is more than (+/-) 76 degrees, the EICAS display
straight line before you try to turn. shows the message "STEER FAULT".
NOTE: The maximum towing speed recommended is 7 km/h (4 mph). Make sure that the towing-indication light box shows the red light on.
Complete the aircraft pushback in a straight line for a minimum of 3 m (10 ft). Disconnect the towbar assembly from the towing vehicle.
NOTE: The objective of this step is to: Disconnect the towbar assembly from the NLG. If the flight crew is on board,
• Align the steering as close as possible to the zero degree position and in tell the pilot that the towbar is removed.
the range of 76 degrees (maximum angle for steering engagement).
Set the steering switch to the "ENGAGED" position. On the EICAS display,
• Prevent abrupt motion when the steering is engaged (undesirable for make sure that the "STEER OFF" status message goes off.
passengers and crew).
• Prevent unnecessary loads on the NLG axle. Close the access to the External Power Connector.
• Prevent unnecessary wear of the NLG tires.
Make sure that the steering range of ±170 degrees is not exceeded. If this
range is exceeded, the torque link pin breaks up the overtravel target of the
overtravel sensor.
Push the aircraft back with a speed equal to the normal walking rate of a
person.
TOWBAR & RED STRIPE ON NLG DOORS

TOWBARLESS TOWING
Aircraft towing is the usual procedure when it is necessary to move the Make sure that the towbarless towing vehicle has all the speed settings of the
aircraft on the ground, without passengers and flight crew members on hydraulically controlled mechanisms correctly adjusted for the Embraer 170
board. aircraft.
Refer to the Manufacturer's Operating Manual for more data.
This task gives the procedure to use a tug vehicle without a towbar to tow the
aircraft. CAUTION: IF THE CLAMPS SPEED CLOSING IS NOT CORRECTLY
ADJUSTED, DAMAGE TO THE AIRCRAFT CAN OCCUR.
When you use the LEKTRO (GSE 200) tug vehicle, obey these
recommendations: Make sure that the clamp speed closing is correctly adjusted for the NLG of
• For a safer towing operation, only approved personnel must operate the the Embraer 170 aircraft. Refer to the Manufacturer's Operating Manual for
towbarless towing vehicle GSE 200. more data.

NOTE: Because the tug vehicle uses the rear wheels to steer, the operator The maximum speed permitted for towing with GSE 391 is 25 km/h (15.6
must know the effect of this on the operation of the unit and be prepared to mph), if the limitations that follow are obeyed:
obey special precautions to prevent accidents. • The ground must be dry or wet concrete or asphalt;
• To do this task, you must know all data supplied in GSE 200 • For a ground with ice or snow, the maximum speed permitted is 7 km/h
Manufacturer's Operating Manual. (4.4 mph), if the towing vehicle does not have antiskid system;
The maximum speed permitted for towing with GSE 200 is 10 km/h (6.3
mph), if the limitations that follow are obeyed:
• The ground must be dry or wet concrete or asphalt;
• For a ground with ice or snow, the maximum speed permitted is 7 km/h
(4.4 mph), if the towing vehicle does not have antiskid system.
When you use the towbarless towing vehicle DOUGLAS/KALMAR (GSE

391), obey these recommendations:
• For a safer towing operation, only approved personnel must operate the
towbarless towing vehicle (GSE 391).
• To do this task, you must know all data supplied in the towbarless towing
vehicle (GSE 391) Manufacturer's Operating Manual.
TOWBARLESS PROCEDURE

AIRCRAFT TAXIING
CAUTION: THE AREAS FOR TAXIING MUST BE FREE OF OBSTACLES CAUTION: DO NOT OPERATE THE LANDING LIGHTS DURING THE
AND HAVE THE NECESSARY SPACE FOR THE MANEUVERS. TAXIING PROCEDURE.
This section gives the procedure to taxi the aircraft. Only approved persons If necessary, on the external lights panel, set the taxiing light switches to ON.
who fully know the engine start and shutdown procedures, limitations, and
taxiing techniques can taxi the aircraft. The person must obey the local Always do turns with the largest radius the available space lets you use.
authorities' rules.
Taxi the aircraft at a speed applicable to ramp operations.
The figures show the turning radii with related distances and the minimum
turning radii. Shut down the engine(s).
During the aircraft taxiing, one or two engines can be on.

Install the GSE 070.
Do the wing fuel transfer if necessary. Set the emergency/parking brake.
NOTE: Make sure that the fuel asymmetry is in the maximum 363 kg (800 lb).
Make sure that the landing-gear downlock safety-pins are correctly installed
on the main and nose landing gears.
CAUTION: DO NOT USE THE BRAKES CONTINUOUSLY TO KEEP THE

NECESSARY TAXI SPEED. IF YOU DO NOT GIVE THE BRAKES
SUFFICIENT TIME TO COOL, THEY CAN BECOME TOO HOT. THIS CAN
CAUSE DAMAGE TO THE BRAKES OR THE MELTING OF A WHEEL-
THERMAL-FUSE PLUG AND CONSEQUENT DECREASE IN THE TIRE
INFLATION PRESSURE.
Make sure that brakes are in serviceable conditions.
CAUTION: DO NOT TAXI THE AIRCRAFT WITH THE SHOCK STRUTS OF

THE MAIN LANDING GEAR FULLY COMPRESSED. DAMAGE TO THE
SHOCK STRUTS CAN OCCUR.
Make sure that the main landing gear shock strut have sufficient extension.
Make sure that the NLG steering system in serviceable conditions.
MINIMUM TURNING RADII



ATA 10 PARKING AND MOORING
AIRCRAFT NORMAL PARKING
This task gives the procedure for aircraft normal parking.
Normal parking includes overnight parking.
WARNING: WE RECOMMEND THE USE OF PITOT PROBE, STATIC

PORT, ENGINE, APU, AIR CONDITIONING, AND FUEL NACA COVERS,
DURING OVERNIGHT PARKING. THIS IS BECAUSE INSECT ACTIVITY,
DUST STORMS OR VOLCANIC ASH CAN INCREASE THE RISK OF
PITOT PROBE OR STATIC PORT CONTAMINATION. A PITOT OR
STATIC PROBE SYSTEM BLOCKED BY FOREIGN OBJECTS, SUCH AS
INSECTS, CAN CAUSE LARGE ERRORS IN AIRSPEED-SENSING AND
ALTITUDE SENSING SIGNALS. DAMAGE CAN OCCUR IF THERE IS
CONTAMINATION OF THE ENGINE, APU, AIR CONDITIONING OR FUEL

NACAS. THIS CAN CAUSE THE LOSS OF SAFE FLIGHT.
CAUTION: YOU MUST SHELTER THE AIRCRAFT IN THE HANGAR

WHEN THERE ARE WIND VELOCITIES OF 65 KT OR MORE. THE
AIRCRAFT CAN RESIST WINDS OF LESS THAN 65 KT WHEN IT IS
MOORED. IF YOU DO NOT OBEY THIS PRECAUTION, DAMAGE TO THE
AIRCRAFT CAN OCCURS.
Make sure that the landing-gear control lever is in the down position.
Tow the aircraft into the position specified for parking.
NOTE: Before you park the aircraft, move it in a straight line for
approximately three meters. This will remove all torsional stresses applied to
the landing gear components and tires during a turn.
Set the emergency/parking brake to the PARKING position.
NOTE: To prevent freezing of the brakes, do not apply the parking brakes in
cold weather conditions.
Retract the flaps if they are extended.
AIRCRAFT NORMAL PARKING - COVERS

AIRCRAFT NORMAL PARKING (CONT’)
WARNING: MAKE SURE THAT THE DOWNLOCK PINS ARE INSTALLED
IN EACH LANDING GEAR. WITHOUT THE DOWNLOCK PINS, THE
LANDING GEAR CAN RETRACT AND CAUSE INJURIES TO PERSONS
AND/OR DAMAGE TO THE EQUIPMENT.
WARNING: BE SURE TO CORRECTLY INSTALL THE RAT STOW LOCK

PIN. IF THE RAT STOW LOCK PIN IS NOT CORRECTLY INSTALLED,
AND THE RAT ACCIDENTALLY RECEIVES AN AUTOMATIC OR
MANUAL DEPLOY COMMAND, THE RAT WILL EXTEND AND POSSIBLY
CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.

AIRCRAFT NORMAL PARKING COVERS (CONT’)

AIRCRAFT NORMAL PARKING (CONT’)
Make sure that there is a minimum distance between the parked aircraft to CLEARANCE DISTANCES
permit their movement and/or servicing at the gate. MINIMUM TAXIWAY WIDTH
MINIMUM
Check the airport rules for minimum distances between parked airplanes. CLEARANCE
REFEREN
BETWEEN AN
CE CODE DISTANCES NOTES
APRON/RAMP ARRANGEMENT AIRCRAFT ON
Aprons should be provided where necessary to permit the on and off-loading APRONS
of passengers, cargo or mail as well as the servicing of aircraft without 7.5 m (24 ft 7
interfering with airport traffic. A 3.0 m (9 ft 10 in) -
in)
NOTE: On aprons, consideration has also to be given to the provision of 10.5 m (34 ft 5
B 3.0 m (9 ft 10 in) -
service roads and to maneuvering and storage area for ground equipment. in)

Aircraft with a wheel
Put the GSE 070 (wheel chock) against the nose and main landing gear 15.0 m (49 ft base less than 18.0
wheels.
3 in) m
Moor the aircraft if the wind speed is more than specified in Figure Wind (59 ft 1 in).
C 4.5 m (14 ft 9 in)
Velocity for Mooring. Aircraft with a wheel
18.0 m (59 ft base equal to or
In the zone 190, seal the inlets and outlets of the pack compartment with 1 in) greater than 18.0 m
polyethylene film and adhesive tape. (59 ft 1 in).
Install the covers on the aircraft. Aircraft with an outer
18.0 m (59 ft 1 main gear wheel span
in) of less 9.0 m (29 ft 6
in).
D 7.5 m (24 ft 7 in) Aircraft with an outer
main gear wheel span
23.0 m (75 ft 6
equal to or greater
in)
than
9.0 m (29 ft 6 in).
23.0 m (75 ft 6
E 7.5 m (24 ft 7 in) -
in)
Thus, the minimum clearances are:
• Between an aircraft and any adjacent building, aircraft and other objects is
4.5 m (14 ft 9 in).
• Between a parked aircraft and one moving along the taxiway in a holding
bay should not be less than 15.0 m (49 ft 3 in).
APRON DIMENSIONS

AIRCRAFT NORMAL PARKING IN COLD WEATHER CONDITION
A cold weather condition is when the aircraft is parked in an ambient
temperature lower than 0 °C (32 °F).
Drain the potable water system.
Drain the waste tank.
Make sure that all galley liquids are drained.
Make sure that outflow valve is fully open, following task instructions.
On the MFD, on the ECS synoptic page, make sure that the outflow valve is

fully open.
You can physically check the position of the outflow valve through access
panel 192DR, as necessary.
ECS SYNOPTIC PAGE

MULTI-FUNCTIONAL DISPLAY
AIRCRAFT NORMAL PARKING IN COLD WEATHER CONDITION (CONT’)
Connect an external air conditioning unit to the aircraft. Keep the
cockpit/passenger cabin temperature above 15 °C (59 °F).
WARNING: BE SURE TO OBEY THE SAFETY PRECAUTIONS BEFORE

YOU DO THE MAINTENANCE PROCEDURES IN THE CREW OXYGEN
SYSTEM. THIS IS TO PREVENT INJURY TO PERSONS AND/OR
DAMAGE TO THE EQUIPMENT.
WARNING: DO NOT LET OIL, GREASE, DIRT OR OTHER FLAMMABLE

MATERIALS GET NEAR THE PRESSURE OXYGEN SYSTEM. THESE
MATERIALS CAN CAUSE A FIRE OR AN EXPLOSION WHEN IN
CONTACT WITH PRESSURIZED OXYGEN.

On the FWD cargo bay, set the oxygen cylinder regulator to the OFF position
to close it. Put maintenance flags on the 3 oxygen stowage boxes in the
cockpit to show that the oxygen cylinder regulator is in the closed position
and the crew oxygen system is not in operation.
CREW OXYGEN CYLINDER

AIRCRAFT NORMAL PARKING IN COLD WEATHER CONDITION (CONT’)
NOTE: If the aircraft is heated (external pneumatic heat source) during the
parking, there are no limitations for time and temperature, regarding to the
batteries.
Do a check of the Chart "Allowed Ambient Temperature versus Exposure

Time" given in. If the expected exposure time versus exposure temperature
during parking is in the gray area, remove the main batteries.
NOTE:
• The total time that starts to be counted when the aircraft is powered off, is
not cumulative.

• The total time the batteries can stay in the aircraft must obey the time limit
given for the lowest temperature to which the aircraft is exposed.
• The values specified in this procedure are only applicable if the aircraft
doors and accesses stay closed during the parking.
• After removal, put the battery in a warm location where the temperature is
more than 10 °C (50 °F).
If the parking area has ice or snow, do the procedure that follows:
• Remove snow, ice, and frost from the area.
• Put a mat or a layer of coarse sand or other applicable material to prevent
the freezing of the tires to the ground.
• Make sure that the aircraft is headed into the wind.
Moor the aircraft if the wind speed is more than 74.1 km/h (40 kts).
Close all doors and windows.
For more information, check SNL 190-30-0002 - COLD WEATHER

OPERATION .
ALLOWED AMBIENT TEMPERATURE VERSUS EXPOSURE TIME

AIRCRAFT PROLONGED PARKING
This section gives the procedures applicable to aircraft that must stay parked Out-of-operation time for more than 30 days:
for more than seven days. They will prevent the deterioration of the items that • If the passenger seats and carpets are installed, make sure that the
follow, when the aircraft is parked in an open area:
humidity is below 70%.
• Aircraft structure
• Airborne equipment/furnishings Out-of-operation time for more than 60 days:
• System component • Do the sterilization of the portable water system.
Landing Gear System: Fuel System:

• Lubricate the pintle pins of the MLG and NLG. • Drain the fuel tanks.
• Lubricate these landing gear components with the approved grease: • Keep all the fuel tanks filled to 15% (MIN) capacity in each tank.

The surfaces of the uplock box hook.
Engine:
The surfaces open to the air of all landing-gear shock absorbers.
Install the covers kit - wheel tires. • To do the preservation of the engines.
Do a check of the pressure in the emergency/parking brake accumulator. APU:

Hydraulic System: • Do the preservation of the APU.
• Do a visual check of the No. 1, No. 2, and No. 3 hydraulic systems for
leakage. Electrical/Electronic Systems:
• Do a check of the oil level of the hydraulic system reservoir. • Set all the switches to OFF.
• Do a check of the pressure in the hydraulic system accumulators. • Disconnect the external AC power supply from the aircraft.
• Disconnect the external DC power supply from the aircraft.
Equipment/Furnishings: • In the cockpit, open all circuit breakers and put a circuit breaker ring and
Out-of-operation time for up to 30 days: tag (inoperative - do not operate) at them.
• Visually examine the galleys for unsatisfactory conditions and correct as • In the middle avionics compartment, open all circuit breakers and put a
necessary. circuit breaker ring and tag (inoperative - do not operate) at them.
• Open the doors of the closets and galleys to let them get a good airflow. • In the forward avionics compartment, open all circuit breakers and put a
• Drain the water from the portable water tank. circuit breaker ring and tag (inoperative - do not operate) at them.
• If the toilet waste system is full and serviceable, clean the waste system. • Remove the batteries.
Drain the waste tank.
• Close the window shades to prevent damage to the seat and carpet
materials. The ultraviolet rays from the sun can cause damage to them. If
the seats and carpets are removed, you can lift the window shades.
POTABLE WATER SYSTEM - DRAINING

AIRCRAFT MOORING
The area where to moor the aircraft must be paved and level, with ground tie-
down anchors available.
There is one tie-down ring installed on each primary brace strut of the main
landing gear.
You must use the procedure to moor the aircraft when the weather conditions
are bad or unknown.
This procedure is valid to moor the aircraft under the wind speed 65 kts (120
km/h).
NOTE: The procedure does not give instructions for typhoons or tornados,
under these conditions, the A/C should be ferried to other bases.

Hold the aircraft in the parking area with nylon ropes. Attach the rope or cable
to the mooring point and and attach the anchor with a bowline knot, as shown
in the sequence in the figure that follows.
AIRCRAFT MOORING


ATA 11 PLACARDS AND MARKINGS
PLACARDS AND MARKINGS
For the aircraft exterior color schemes and markings information, contact To install the steel nameplates, do as follows:
Embraer Technical Support. • Rub the back side of the nameplate and the receiving area with a lint-free
wiper cloth moist with the approved cleaning material to remove the
For location of the placards, refer to AIPC.
unwanted sealant from the surface. This is to remove dirt such as dust,
grease, oil, or other contaminations. Before solvent evaporation, wipe the
The procedures to remove/install of the placards and markings on the aircraft
surface are in the chapter 20. part surface with a clean dry cloth.
• Use personal protection equipment while you do the task. • Prepare the adhesive AV138 and catalyst HV998, according to
manufacture instructions.
• All related persons must know the solvent handling procedures.
• Apply the adhesive over the surfaces to be bonded.
• Do the task in an area with a good flow of air, where solvent vapors
cannot collect and with no pieces of equipment which can make flames or • Apply pressure during the adhesive cure.

sparks.
To install the acrylic placard, do as follows:
• A fire extinguisher with a minimum of 25 kg of carbon dioxide or
equivalent must be available. • Rub the back side of the placard and the receiving area with a lint-free
wiper cloth moist with naphtha SPBA-1. This is to remove dirt such as
To install the anodized aluminum nameplates, do as follows: dust, grease, oil, or other contaminations.
• Use epoxy adhesive and attach the placard in the correct location. Obey
WARNING: ALWAYS OBEY THE MANUFACTURER'S HEALTH AND the manufacture’s instructions to prepare the area.
SAFETY PRECAUTIONS WHEN YOU USE SEALANTS OR SOLVENTS. • Keep the placard in place with masking tape until the adhesive
USE SEALANTS OR SOLVENTS ONLY IN AREAS WHERE THERE IS A
GOOD AIRFLOW. DO NOT BREATHE THE FUMES OF THESE polymerization is completed.
MATERIALS AND DO NOT GET THEM ON YOUR SKIN, IN YOUR EYES
OR MOUTH. PUT ON APPROVED PROTECTIVE CLOTHING AND
GOGGLES. SEALANTS AND SOLVENTS ARE DANGEROUS AND IF
YOU DO NOT OBEY THESE PRECAUTIONS, INJURY CAN OCCUR.
• Rub the back side of the nameplate and the receiving area with a lint-free
wiper cloth moist with the approved cleaning material to remove the
unwanted sealant from the surface. This is to remove dirt such as dust,
grease, oil, or other contaminations.
• With the placard on a flat surface, apply adhesive tape YR-9625 to its
back side. Cut the unwanted part.
• Remove the protection film from the adhesive tape YR-9625 and attach
the placard in the correct place.

To install the adhesive polyester decal, do as follows: Protect decals as follows:
• Prepare the area for bonding. • Decals applied to the areas which can be touched by hydraulic fluid, oil,
• Rub the receiving area with a lint-free wiper cloth moist with the approved grease, fuel, etc.
cleaning material to remove the unwanted sealant from the surface, to
remove dirt, such as dust, grease, oil, or other contaminations. NOTE: The overcoat of the clear polyurethane lacquer must extend
• Dry the area with a clean, dry lint-free wiper cloth, before the solvent is approximately 5 mm more than the perimeter of the decals
dry.
Painted Technical Inscription (Silkscreen):
NOTE: The cleaned surface must be 5 mm wider than the decal area. • Make sure that the area where the technical inscription will be painted is
in condition for that.

Apply decal.
• With a soft pencil, mark the correct position where you will apply the Do the painting as follows:
decal. • Apply a small amount of ink to the screen one side of the image.
• Remove the liner protection from the decal. • Put the screen on the surface to be printed.
• Position the decal and press it on the surface, from one of the edges with • Align the location marks (adhesive tape) on the aircraft surface with the
the help of a polyethylene spatula. register marks on the screen.
• Lightly and carefully use a polyethylene spatula on the decal to remove • Lift the screen approximately 0.125 in.
possible bubbles, wrinkles, and rumples.
NOTE: Use shims under the screen.
To remove air bubble.
• If there are air bubbles under the decal after application, make a hole with • Hold the squeegee at approximately 70 degrees from the horizontal
needle in the bubble edge and push the area with the thumb to keep the surface and draw across the image.
surface completely smooth and uniform. • Immediately after you do step , remove the screen and clean the screen
and the squeegee with a cheesecloth wet with thinner.
To coat decal protection. • Examine the printing for defects.
• Decals applied to the aircraft external side must be protected against the • Let the ink dry.
effect of bad weather, hydraulic fluid, and fuel.
PAINTED TECHNICAL INSCRIPTION (SILKSCREEN)



ATA 12 SERVICING
SERVICES
Most of the services are described on the AMM (MPP) Part II Chapter 12 and WARNING: WHEN THE STATIC PORT IS COVERED, MAKE SURE THAT
some of them will be shown in this section. Refer to the others ATA Chapters THIS CONDITION IS VISIBLE FROM THE GROUND. ALSO, ATTACH A
on this MTM for the remaining service tasks, where applicable. REMOVE BEFORE-FLIGHT TAG TO THE LEFT CONTROL YOKE IN THE
COCKPIT. IF YOU DO NOT OBEY THIS PRECAUTION, ERROR TO THE
EXTERNAL AIRCRAFT – CLEANING AIRSPEED AND ALTITUDE SENSING SIGNALS CAN OCCUR, WHICH
This task gives the procedures to remove light and heavy dirt from the ACFT CAN CAUSE LOSS OF SAFE FLIGHT CONDITION.
external surfaces to:
WARNING: DO NOT SPRAY DETERGENT OR WATER DIRECTLY INTO
• Prevent corrosion that can decrease the aircraft structure life. OR AT THE STATIC PORT. IF YOU DO NOT OBEY THIS PRECAUTION,
• Do a thorough inspection for corrosion and other types of damage. DAMAGE TO THE STATIC PORT CAN OCCUR, WHICH CAN CAUSE
• Keep special painting scheme characteristics. LOSS OF SAFE FLIGHT CONDITION.
• Keep visibility through windows.

WARNING: DO NOT PLACE ADHESIVE TAPE OVER THE HOLES OF
THE STATIC PORT. IF YOU DO NOT OBEY THIS PRECAUTION, ERROR
CAUTION: WHEN YOU COVER AN OPENING, MAKE SURE THAT YOU TO THE ALTITUDE SENSING SIGNALS CAN OCCUR, WHICH CAN
HAVE A SATISFACTORY VIEW OF THE COVER FROM THE GROUND. CAUSE LOSS OF SAFE FLIGHT CONDITION.
DO NOT OPERATE THE ENGINES WITH COVERS INSTALLED BECAUSE
THE COVERS CAN COME OFF AND CAUSE DAMAGE TO THE ENGINES.
USE COVERS, BLACK POLYETHYLENE SHEETS, AND YELLOW VINYL
ADHESIVE TAPES TO KEEP LIQUIDS OUT OF THE DRAINS OF THE
AIRCRAFT AND MAKE SURE THAT YOU HAVE A SATISFACTORY VIEW
OF THE COVERS FROM THE GROUND. IF YOU DO NOT REMOVE THE
COVERS FROM DRAINS, DAMAGE TO THE STRUCTURE CAN OCCUR.
USE BLACK POLYETHYLENE SHEETS AND YELLOW VINYL ADHESIVE
TAPES TO KEEP LIQUIDS OUT OF THE AREAS THAT CONTAIN
MECHANICAL, ELECTRICAL, OR HYDRAULIC COMPONENTS. LIQUIDS
THAT GET INTO THESE AREAS CAN CAUSE CORROSION, FREEZE
DURING FLIGHT, OR REMOVE NECESSARY LUBRICANTS. MAKE SURE
THAT THE PITOT PROBE COVER IS IN GOOD CONDITIONS AND DOES
NOT SHOW EVIDENCE OF DAMAGE, SPECIALLY FRAYING AROUND
ITS OPENING. FRAYED FIBERS FROM THE COVER COMBINED WITH
OTHER SUBSTANCES SUCH AS DIRT, GREASE, AND FLUIDS CAN
CAUSE OBSTRUCTION OF THE PROBE. MAKE SURE THAT THE
MIXTURE OF WATER DOES NOT GET ON THE STEEL OR CARBON
BRAKE HEAT SINKS. CONTAMINATION CAN CAUSE DAMAGE TO THE
CARBON AND STEEL BRAKES.
EXTERNAL AIRCRAFT – CLEANING

EXTERNAL AIRCRAFT – CLEANING
Cover the static port with adhesive tape and an orange vinyl streamer that Dry the surface with compressed air or with a dry soft cloth.
has REMOVE BEFORE FLIGHT printed on it in black letters.
• Clean the area around the static port with MEK or equivalent, and use a Job Close-Up
lint-free wiper cloth to apply the adhesive tape. • Remove the adhesive tape from the forward cargo door and seals.
• Cover the holes of the static port with the orange vinyl streamer. • Remove the adhesive tape from the aft cargo door and seals.
• Apply the adhesive tape to the top and vertical edges of the orange vinyl • Remove the adhesive tape from the forward service door and seals.
streamer. • Remove the adhesive tape from the aft service door and seals.
• Apply the adhesive tape to each vertical edge of orange vinyl streamer. • Remove the adhesive tape from the forward passenger door and seals.
Make an overlap of adhesive tape with the first strip.
• Remove the adhesive tape from the aft passenger door and seals.
• Apply the adhesive tape horizontally on the orange vinyl streamer, under

• Remove the cover from the static port.
the static port holes. Make an overlap of adhesive tape with the vertical
strips. Do the aircraft return-to-service (normal parking) procedures.
Close the direct-vision windows.
Close the FWD and AFT passenger doors, the FWD and AFT service doors,
the FWD and AFT cargo doors.
Seal the passenger, service, and cargo doors with adhesive tape or
equivalent to prevent the flow of the water or clean product directly to the
gaps of the doors.
CLEANING
Prepare the cleaning solution in a dilution ratio of 10% (light dirt) or 20%
(heavy dirt) by volume of the approved wetwash cleaning material to the
amount of water.
Apply the cleaning solution with a low-pressure spray gun, a source of dry
compressed air or a soft-bristle brush.
Let the cleaning solution soak into the surface until the dirt becomes soft
(approximately 5 minutes).
Fully flush with a plastic hose or equivalent and clean water, three or more
times. Then, flush the surface from its top down to the bottom.
STATIC PORT COVERING

OTHER CLEANING TASKS
• Passenger Cabin Windows – Cleaning
• Direct-Vision Windows – Cleaning
• Cockpit – Cleaning
• Carpets – Cleaning
• Seat Cover and Curtain Fabric – Cleaning
• Acrylic Parts – Cleaning


• Leathers – Cleaning
• Metal Surfaces – Cleaning
• Plastic or Vinyl Panels – Cleaning
• Painted Surfaces – Cleaning
• Decals – Cleaning
• Windshield – Cleaning
• Nose and Main Landing Gear - Cleaning
CLEANING PROCEDURE

COLD WEATHER MAINTENANCE – SERVICING
This section gives the recommended methods for the deicing and anti-icing of • Do the two-step procedure as follows:
the aircraft on the ground for a safe takeoff.
Use a heated mixture of deicing/anti-icing fluid and water or heated water
COLD WEATHER - ANTI-ICING AND DEICING TREATMENT to eliminate ice, snow, slush or frost from the aircraft surfaces.
These procedures show the recommended methods for the deicing and anti- Apply an overspray of a deicing/anti-icing fluid or a mixture of them with
icing of the aircraft on the ground for a safe takeoff. heated water. It is recommended that this task is done typically within 3
min, area by area, to avoid liquid from freezing again over the aircraft
When the aircraft surfaces contain frozen moisture, they must be deiced surface.
before the aircraft is dispatched. When there is freezing precipitation and the
precipitation adheres to the surfaces at the time of dispatch, the aircraft must
be deiced/anti-iced. If deicing and antiicing are necessary, the procedure can • Removal of snow and ice by manual methods.
be done in one or two steps. For the selection of the more correct method

(one- or two-step process), check the conditions you have: weather NOTE: The deicing/anti-icing procedure must always be done by trained and
conditions, available equipment, available fluids, and the holdover time. qualified personnel.
The methods below are available: For these procedures, one of the fluids below must be used:
• Deicing is a procedure by which frost, ice, slush, or snow is removed from • Unheated/heated water
the aircraft to clean the surfaces. • Type I deicing fluid
• Anti-icing is a procedure which prevents the formation of frost or ice and • Type II deicing/anti-icing fluid
accumulation of snow or slush on the surfaces of the aircraft for a limited
• Type III deicing/anti-icing fluid
period of time (holdover time).
• Type IV deicing/anti-icing fluid
NOTE: Holdover time is the estimated time during which the anti-icing fluid
will prevent the formation of frozen contamination on the protected surfaces NOTE:
of an aircraft. • Use only type I fluid according to the SAE AMS 1424 specification.
• Use only type II, type III and type IV fluids according to SAE AMS 1428
• Deicing/anti-icing. specification.
One-step deicing/anti-icing is done with an anti-icing fluid. The fluid used • Refer to the fluid manufacturer's specifications for fluid mixture, if
to deice the aircraft stays on the aircraft surfaces to give a limited anti- applicable, and holdover times.
icing capability.
Two-step deicing/anti-icing includes deicing followed by anti-icing, as a
separate fluid application. Anti-icing fluid is applied to protect the required
surfaces. It gives the maximum possible anti-icing capability.
ANTI-ICING AND DEICING TREATMENT


ATA 20 STANDARD PROCEDURES
AIRCRAFT MAINTENANCE SAFETY PROCEDURES - STANDARD PROCEDURES
This task gives the usual safety procedures for the aircraft maintenance. CAUTION: THE MODULE OR UNIT CONTAINS ELECTROSTATIC
DISCHARGE SENSITIVE (ESDS) ITEMS. OBEY THE APPROVED
The functions of this task are to configure the aircraft before the maintenance INDUSTRY PRECAUTIONS WHEN YOU TOUCH, REMOVE, OR INSERT
procedures and to restore the aircraft after the maintenance procedures. PARTS OR ASSEMBLIES. DAMAGE CAN OCCUR FROM
ELECTROSTATIC DISCHARGE.
For short maintenance procedures you can use the ramp or other approved
areas. But, for long periods of the aircraft maintenance, you can use a • When you work with electronic equipment, obey the ESD rules.
hangar. • When working on or around EWIS components, do the recommended
procedures:
WARNING: MAKE SURE THAT THE DOOR BARRIER STRAP IS
INSTALLED WHEN THERE IS NOT A WORKSTAND BELOW THE DOOR.
IF THE BARRIER STRAP IS NOT INSTALLED, A PERSON CAN FALL NOTE: These procedures should be done to obey the "Protect and Clean As

FROM THE AIRCRAFT AND INJURIES CAN OCCUR TO HIM OR HER. You Go" philosophy.
For the ramp maintenance procedures, do as follow: • Keep the area around the aircraft free from residues, grease, oil, and fuel.
• Use correct containers to collect/drain fluids.
WARNING: MAKE SURE THAT THE DOWNLOCK PINS ARE INSTALLED
IN EACH LANDING GEAR. WITHOUT THE DOWNLOCK PINS, THE • Use approved platforms to get access to the aircraft.
LANDING GEAR CAN RETRACT AND CAUSE INJURIES TO PERSONS
AND/OR DAMAGE TO THE EQUIPMENT.
• Install the landing gear down lock safety pins in the nose and main
landing gears.
• Put the chocks GSE 070 on the landing gear wheels.
WARNING: BE SURE TO CORRECTLY INSTALL THE RAT STOW LOCK

PIN. IF THE RAT STOW LOCK PIN IS NOT CORRECTLY INSTALLED,
AND THE RAT ACCIDENTALLY RECEIVES AN AUTOMATIC OR
MANUAL DEPLOY COMMAND, THE RAT WILL EXTEND AND POSSIBLY
CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
• Lock the RAT with stow lock pin, and install the REMOVE-
BEFOREFLIGHT streamer.
• Set the emergency/parking brake to the PARKING position.
AIRCRAFT SAFE FOR MAINTENANCE - MAINTENANCE AREA

WHEEL
CLOCKS
WHEEL
CLOCKS
AIRCRAFT ON
MAINTENANCE
NO SMOKING
CIRCULATION AREA
STANDARD PROCEDURES (CONT’)
WARNING: DO NOT TOUCH THE INTEGRATED PITOT/STATIC/AOA • Open the Probes Heaters circuit breakers and put a circuit breaker ring
SENSORS, TAT SENSORS, AND ICE DETECTORS. THESE and tag (inoperative - do not operate) on each one of them:
COMPONENTS OPERATE AT HIGH TEMPERATURE. IF YOU TOUCH
THEM, THEY WILL CAUSE INJURIES TO YOU.
WARNING: MAKE SURE THAT THE INTEGRATED PITOT/STATIC/AOA
SENSOR HEATING SYSTEM, TAT HEATING SYSTEM, STATIC PORT
The integrated pitot/static/AOA heating system is ON if: HEATING SYSTEM AND ICE DETECTOR SYSTEM ARE OFF. MAKE
• One of the engines is running; SURE THAT THE INTEGRATED PITOT/STATIC/AOA SENSORS, TAT
• The aircraft is in flight condition; SENSORS, STATIC PORT AND ICE DETECTORS ARE COLD BEFORE
YOU PUT COVERS ON THEM. BE CAREFUL NOT TO TOUCH THESE
COMPONENTS WHEN THEY ARE HOT. IF YOU TOUCH THEM, THEY
WARNING: DO NOT TOUCH THE EXTERNAL SURFACE OF THE WILL CAUSE INJURY TO YOU.
WINDSHIELD WHEN THE WINDSHIELD HEATING SYSTEM IS ON. IF

YOU DO THIS, YOU CAN FEEL A SHOCK. THIS OCCURS BECAUSE OF
ITS AC ELECTRIC COUPLING. IF YOU DO NOT OBEY THIS WARNING: THE INTEGRATED PITOT/STATIC/AOA AND TAT HEATING
PRECAUTION, INJURY TO YOU CAN OCCUR. SYSTEMS MUST BE OFF DURING MAINTENANCE. THIS IS BECAUSE
SYSTEMS THAT INTERFACE WITH MAU 1, MAU 3 AND SPDA 2 CAN
CAUSE THE INTEGRATED PITOT/STATIC/AOA AND TAT SENSORS TO
• Open the WINDSHIELD circuit breakers and put a circuit breaker ring and BECOME HOT. THESE SENSORS OPERATE AT HIGH TEMPERATURE.
tag (inoperative - do not operate) on each one of them. IF YOU TOUCH THEM, THEY WILL CAUSE INJURIES TO YOU.
• Put “NO SMOKING” placards around the maintenance area.
• To prevent damage, circulation areas outside the work place must be • Put the covers on the integrated pitot/static/AOA sensors, TAT sensor,
available for persons who are not included in the maintenance and the ice detectors.
procedures. • Put the wheel tires covers.
• If possible, do the maintenance procedures in an isolated area. Let a • Put the protection fence around the area of the RAT door.
radius of at least 3 m from other aircraft. • Put the protection fences, or guards around the applicable areas during
• Make sure that the flaps and slats are retracted. the retraction or extension of the landing gear.
• If during the maintenance procedures the engine run-up is necessary,
WARNING: MAKE SURE THAT THE FLIGHT-CONTROL SAFETY LOCKS obey the safety precautions in the ATA 71 tasks.
AND THE WARNING NOTICES ARE IN POSITION. THIS IS TO PREVENT
NA ACCIDENTAL COMMAND OF THE FLIGHT CONTROL SURFACES
AND INJURY TO PERSONS.
• Put a warning notice in the cockpit to tell persons not to operate the
aircraft controls.
• When you work in the lower fuselage area, put the covers on the TCAS,
and DME and XPDR antennas.
• Put the winglet covers.
AIRCRAFT SAFE FOR MAINTENANCE - AIRCRAFT COVER LOCATIONS

MOUNTING TRAYS
This section gives the general procedures to remove and install typical NOTE: Make sure that the surfaces are clean for perfect contact.
mounting trays like Micro IRU mounting tray, HGS Computer mounting tray,
etc. NOTE: Refer to the AIPC of the electronic unit to install the correct
• Remove the electronic unit from the mounting tray. configuration of the washers.
• Remove the mounting tray without electrical connector attached from the
palmer plate or structure, or, remove the mounting tray with the internally • Do the bonding test of the mounting tray.
attached connector from the palmer plate or structure. • Do the bonding protection procedure.
• Install the electronic units to the mounting tray.
Typical Mounting Trays – Installation
• Install the mounting tray without electrical connector attached on the

palmer plate or structure, or, Install the mounting tray with the internally
attached connector on the palmer plate or structure.
• Do the electrical bonding procedure, method 3.
BONDING WITH TUBE ASSEMBLY OF CLAMPING BLOCK MODULES OR CLAMPING BLOCK AND WITH METAL BLADES

ELECTRICAL BONDING
This section gives the procedures to electrically bond/ground aircraft CAUTION: MAKE SURE THAT THE POINT WHERE YOU WILL DO THE
components and equipment's for these purposes: MEASUREMENT IS CLEAN. IF YOU PUT THE PROBE IN CONTACT WITH
• To protect the aircraft and personnel against lightning discharge hazards. OIL, GREASE OR FUEL, DAMAGE TO THE EQUIPMENT OR A WRONG
READING CAN OCCUR.
• To reduce electromagnetic interference in radio transmission and
reception.
• Connect the alligator clip ground probe of the Milliohmmeter to the nearest
• To prevent the buildup of static charges between parts of the aircraft ground bracket.
structure.
• Put the probe at the test point to measure the related resistance.
• To make power current return paths.
• To prevent development of RF potentials. NOTE: When the test point is painted or has a different insulation, the probe
• To protect persons against shock hazards. must go through this coating and touch the metal before you can read the

value on the Milliohmmeter.
• To make fault current return paths.
The maximum resistance value must be less than the value in the table TEST
Electrical Bonding Test POINTS - VALUES, and if the resistance value is more than the value
• There are three ground brackets. Use the ground bracket that is nearer shown, do the corrective action.
the necessary test point.
WARNING: FOR COMPONENTS INSTALLED IN THE FUEL TANK, USE

ONLY GSE 109 FOR THE ELECTRICAL BONDING CHECK. IF YOU USE
A DIFFERENT GSE, A FIRE OR COMBUSTION CAN OCCUR .
• Let air flow through the tanks to decrease the concentration of fuel vapors.
• Keep the fuel vapor concentration levels in the fuel tank below 10% lower
explosion limits (LEL).
• Keep the oxygen levels in the fuel tanks between 19.5% and 23.5% by
volume.
• Make sure that the point you will test is dry.
If not in the Fuel Tanks:

• Get access to the point you will test.
• If necessary, open the 128AR access panel to use the ground bracket at
the nose landing gear, the 195CL access door to use the ground bracket
near the middle avionics compartment, or use the ground bracket at the
rear electronic rack.
GROUND BRACKETS

TYPES OF ELECTRICAL BONDING AND THEIR SURFACE PREPARATION
This task gives the procedure to prepare surfaces for electrical bonding and BONDING METHODS
the description of the bonding methods. METHOD DESCRIPTION
1 Soldering
For the surface preparation, it is not necessary to remove the nonconductive
protection from the structures or equipment. 3 Bolts/screws, pins and nuts
4 Metal blades (straps)
Surfaces for Electrical Bonding – Preparation 5 Rivets
6 Brackets and metal clamps
WARNING: DO NOT MIX ALODINE WITH ORGANIC SOLVENTS 7 Bonding jumpers
(ALCOHOLS, KETONES, ETC.). WHEN YOU MIX ALODINE AND 8 Static dischargers
ORGANIC SOLVENTS AN EXPLOSION CAN OCCUR AND CAUSE
INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT. 9 Grounding modules

10 Palmer bonding (brackets, bonding jumpers, and grommets)
CAUTION: DO NOT PUT CLEANING CLOTHS, BRUSH, OR SPONGES 11 Tubular braid (electrical wiring)
INTO SOLVENT CONTAINER, TO PREVENT SOLVENT 12 Antenna base that touches the skin
CONTAMINATION. CONTAMINATED SOLVENT CAN DAMAGE THE
EQUIPMENT. 13 Connectors bonding to structural surface
15 Electrical bonding of metal-to-metal structures
• After you clean the parts you will bond, keep them away from oil and
greases.
• If there is sealant on the surfaces you will bond, remove it. Use a
polyethylene spatula, if necessary.
• You must use the material that is specified in the AIPC or in the SRM.
• To do the bonding procedure, it is necessary to know the correct bonding
method. The installation task gives the bonding method and the table that
follows describes the method:
BONDING

BONDING APPLICATION AND METHODS
ITEMS APPLICATION METHODS

Current path return 1, 3, 5, 7, 9, 10
Electrical / Electronic
Shock hazard 1, 3, 4, 5, 6, 7
Equipment
RF potentials 1, 3, 4, 6, 10, 13
Navigation Lights
Fuel filter caps
Fuel cage covers
Vents

Radome
Pitot tubes
Wiring not protected by metal or body structure
Lightning protection 1, 3, 4, 5, 6, 7, 11, 13
Control surfaces
Doors and windows
Metal tubing
Actuators
Landing gear
Control cables, rods, and bellcranks of control surfaces and engines
Tubular braid (Electrical wiring)
Oil, fuel, and antifreezing fluid tanks
Radiators
Control surfaces
Tubes with liquids and gases (except water and alcohol)
Static charge 1, 3, 4, 5, 6, 7, 8, 10, 11, 13
Fairings
Radome
Landing gear
Metal surfaces separated by nonconductive materials
Operational
Antennas Lightning protection 12
Static charge
BONDING WITH CLAMP WITH ONE OR TWO JUMPERS INTERCONNECTING TUBES

DESCRIPTION OF THE BONDING METHODS
• Method 1: Soldering - applicable to all bonding classes.
• Method 2: N/A
• Method 3: Bolts/screws, pins and nuts - applicable to screws or bolts with
self locking nuts or nutplates.
• Method 4: Metal blades - applicable to the bonding of set of tubes and
pieces of equipment to prevent problems caused by electromagnetic
interferences (RF signals, for example).
• Method 5: Rivets - applicable to the bonding of structure-to-structure.
• Method 6: Brackets and metal clamps - applicable to bonding of tubes

with clamps.
• Method 7: Bonding jumpers.
• Method 8: Static dischargers - usually installed to the ends of the aircraft
and to the trailing edges of the control surface.
BONDING OF ANODIZED BRACKETS AND BONDING WITH SUPPORT CONNECTED TO THE STRUCTURE

DESCRIPTION OF THE BONDING METHODS (CONT)
• Method 9: Grounding modules.
• Method 10: Palmer bonding (brackets, bonding jumpers, and grommets) -
applicable to metal surfaces separated by nonconductive material
(Palmer).
• Method 11: Tubular braid (electrical wiring).
• Method 12: Antenna base in contact with the skin - when you bond the
antenna, you must let its base touch the fuselage skin. You must prepare
the skin surface and the antenna base surface.
• Method 13: Bonding of the connector to the structural surface - when you
bond the connector, you must let its base touch the aircraft structure. For

stainless steel connectors bonded to aluminum structure, apply interface
compound CORBAN 27L.
BONDINGS

PROTECTION OF THE ELECTRICAL BONDING SURFACES
• Parts (titanium, stainless steel, etc.) without finish - Apply varnish
NYCOTE 7-11- DARK BLUE on all the bonding assembly.
• Parts exposed to Fire Resistance Phosphate Ester Hydraulic Fluid and/or
to aggressive environmental conditions (high level of humidity and
contaminations) - Apply sealant PR1440B2 or one of the approved
sealants resistant to aircraft fuel around the contour of the bonding
assembly and on all rivets. Refer to the General section of the task for the
approved sealants. After the sealant curing time, apply varnish NYCOTE
7-11-DARK BLUE on the sealant surface and on other areas.
• In areas that have temperatures of more than 130 °C - Apply only PS700.

In this condition, you must not apply varnish NYCOTE 7-11-DARK BLUE.
Parts in direct contact with fuel (inside the fuel tanks):

• Critical lightning zone (areas subjected to direct lightning strike):
• Apply sealant PR1440B2 or one of the approved sealants resistant to
aircraft fuel around the Bonding Assembly for protection of the surface.
Refer to the General section of the task for the approved sealants.
• Noncritical lightning zone (areas not subjected to direct lightning strike):

• Apply varnish NYCOTE 7-11-DARK BLUE around the Bonding Assembly
for protection of the surface.
STATIC DISCHARGERS

ELECTRICAL BONDING MAP
The bonding jumpers are used as a very low resistance path for the current, Replace the missing or damaged bonding jumper within the next 10 FC (see
from a part of the aircraft structure to another. They protect the aircraft correct task for FC figure versus group) or next overnight, whichever occurs
against direct and indirect effects of lightning strike, EMI and ESD. first.
The external mounted bonding jumpers are installed on doors, fairings For more information, refer to AMM II TASK 20-13-21-210-801-A - Electrical
access doors and panels, flight control surfaces, landing gear and other Bonding Map - Standard Procedure
external surfaces on the aircraft.
The external mounted bonding jumpers are required, but not essential for all
flights. The aircraft can be dispatched without some of these bonding
jumpers, following the maintenance instructions on this task.

The bonding jumpers located inside the aircraft are associated with systems
operation and should be properly installed. This is applicable for bonding
jumpers installed on LRU, valves, racks, and other equipment located inside
the aircraft.
Do the inspection of the bonding jumpers for signs of damage.It is

recommended to replace the bonding jumpers that are found missing, broken
or with more than 25% of the bonding strands damaged.
It is allowed to dispatch the aircraft with a missing or damaged bonding

jumper if there is at least one serviceable bonding jumper installed in the
group.
For horizontal stabilizer and elevator, vertical stabilizer and rudder the
complementary bonding jumpers form one bonding jumper path. If one of the
complementary bonding jumper is missing, broken or damaged, both jumpers
must be considered as not serviceable.
Make an entry in the aircraft technical logbook to show that there is a missing
or damaged bonding jumper.
ELECTRICAL BONDING MAP

ELECTROSTATIC DISCHARGE (ESD) - STANDARD PRACTICES
Electrostatic protection shall be maintained at a potential above a "zero"
voltage ground potential as long as all items in the system are at the same
potential. For this, all conductors in the environment, including personnel,
shall be bonded or electrically connected and attached to a known ground or
contrived ground (as on aircraft). This task gives the procedure to create an
equipotent balance between all items and personnel.
Make sure that the ESD workstation table is in perfect conditions for use.
• Remove all items from the work area, such as paper, tape, styrofoam
cups and clothing that can cause static electricity. Because these items
are insulators, static charges will not discharge even when these items

are on a grounded surface.
• Make sure that the ESD bags are available to keep the ESDS modules
protected after they are removed from the cabinet.
NOTE: All ESDS devices are identified with the ESD symbol.
ESDS DEVICES HANDLING

Put on and adjust the GSE 014 until you get a direct contact with the skin.
Do the grounding integrity test of the GSE 014 as follows:

• Connect the ground cord to the wrist strap.
• Connect the plug of the ground cord to the GSE 015.
• Press the test button for 2-3 seconds.
Result:
The green (OK) LED comes on. It indicates that the wrist strap and ground
cord assemblies operate correctly.
NOTE: If the red (no OK) LED comes on, do a check of the GSE 014
assembly and replace it if necessary.
Do the integrity test again whenever you remove or replace the GSE 014.
Disconnect the plug of the ground cord from the GSE 015.
ESD LABELS AND ADJUSTING AND TESTING OF WRIST STRAP ASSEMBLY

ESDS DEVICES HANDLING (CONT’)
Connect the plug of the ground cord to the aircraft ESD grounded point.
These points are identified with the ESD ground point symbol.
You are now safely grounded and can start your work.
NOTE: When you do the work with ESDS devices, make sure that the ground
connections are in good conditions.
When you remove/install or handle ESDS devices, you must use correct ESD
protective packaging to keep or send these devices.

ESD GROUND SOCKETS

STATIC GROUNDING
This section gives the procedure to do the static grounding of the aircraft in
maintenance conditions. This procedure is necessary to prevent sparks
which can occur from:
• Lightning and static discharges.
• Static charges caused by high fuel flows during refueling operations.
The aircraft has three approved static grounding points, two on the bottom of
each wing leading edge and one on the right main landing gear.
• Bonding is the process of connecting two or more conductive objects with
a conductor to make sure that there is the same electrical potential
between them.

• Grounding is the process of connection two or more conductive objects
with a conductor to the ground.
• Static Grounding is mandatory in the following situations:
• Maintenance in the aircraft with power tools, lights or any other equipment
connected to a power source
• Maintenance or servicing operations outside of the aircraft, during
electrical storms.
• For fuel servicing, the electrical bonding between the aircraft and the
refueling equipment is necessary to prevent sparks generated because of
differential potential between them.
• For oxygen servicing, there are two options to prevent sparks caused by
static charges:
• Static grounding of the aircraft and oxygen servicing equipment are
necessary, or Electrical bonding between the aircraft and the oxygen
servicing equipment is necessary.
GROUNDING POINTS


EMBRAER
Empresa Brasileira de Aeronáutica S.A.
Customer Training
Phone: +55 (12) 3927-5827
Fax: +55 (12) 3927-7535
http://www.embraer.com.br
E-mail: training@embraer.com.br
Copyright 2016 by EMBRAER. S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer. The information, technical data, designs and

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Maintenance Training Manual

Developed for Training Purposes Only

EMBRAER ERJ-190 / 195 (GE CF34)

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

The EMBRAER 190/195 is a narrow bodied airplane, predominantly of

Developed for Training Purposes Only

Passenger cabin, cargo compartments, electronic bays and recirculation bay

An extensive zonal analysis is developed taking into account maintenance/

Reparability and interchangeability of parts are extensively pursued.

A glass panel cockpit is installed with a highly integrated on-board avionics

Developed for Training Purposes Only

Configuration with first class seats is optional.

Convenient accommodations are provided for the flight crew.

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Because of a low level of integration between systems, data transfer is slow.

Developed for Training Purposes Only

Developed for Training Purposes Only

ESS TRU EVM

Developed for Training Purposes Only

Integration between three MAUs results in faster data processing, enhanced

The information refresh rate is determined by the frequency of equipment

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Normal pressurization control is automatic, and the conditioned air is

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

The CF34-10E incorporates the aerodynamic efficiency of wide cord fan,

Developed for Training Purposes Only

Developed for Training Purposes Only

The Embraer 190/195 has a maximum cruising speed of mach .82.

Depending on the long or normal range version, it can reach destinations

Developed for Training Purposes Only

Developed for Training Purposes Only

Besides the conventional flight controls, the aircraft is equipped with an

Aerodynamic characteristics are enhanced by leading edge slats and ground

Developed for Training Purposes Only

Developed for Training Purposes Only

LEADING EDGE SLATS

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

TECHNICAL PUBLICATION REVISION CUSTOMIZATION TECHNICAL PUBLICATION REVISION CUSTOMIZATION

Developed for Training Purposes Only

Developed for Training Purposes Only

Update of the Nonoperational Technical Publications for the SB incorporation

Developed for Training Purposes Only