Issue No.

40 – March 2010
March 2010 Issue No. 40

From the Editor

E-Jets NEWS is a publication that presents EMBRAER 170/190 aircraft technical

items. This newsletter, compiled by Embraer Fleet Technical Center (EFTC), brings
the latest developments and shares in-service knowledge and maintenance best
practices. It also provides troubleshooting tips to optimize aircraft utilization and
efficiency in daily operation.

E-Jets NEWS addresses the Operators’ concerns with maintenance support and
dispatchability of EMBRAER 170/190 aircraft. It has relevant information to be
shared with the technical departments, such as Engineering and Maintenance.
Recipients are encouraged to distribute this newsletter to Embraer Customers.

Earlier editions of E-Jets NEWS publication can be found at Flyembraer Portal at

http://www.flyembraer.com

- Login (enter username and password);

- Select “Maintenance” and then “Technical Support”;

- Select “E-Jets NEWS for Operators”;

- Click on desired E-Jets NEWS.

If any additional information regarding the in-service items covered in the E-Jets
NEWS is needed, please contact the local Embraer Field Service Representative.
General questions or comments about the E-Jets NEWS publication can be
addressed to:

E-Jets NEWS

Tel: +55 12 3927 5896

Fax: +55 12 3927 5996

E-mail: ejets.news@embraer.com.br

PROPRIETARY NOTICE

The articles published in E-Jets NEWS are for information only and are an Embraer S/A
property. This newsletter must not be reproduced or distributed in whole or in part to a third
party without Embraer’s written consent. Also, no article published should be considered
authority-approved data, unless specifically stated.

Page 1
March 2010 Issue No. 40

Embraer Technical Workshop

As a sequel to the Embraer Technical
Workshops, we would like to inform that
the conference for 2010 is scheduled for
May, August, and December.
As discussed before, the objective is to
encourage regular conferences with all E-
Jet customers to present and address the
status of the technical issues that mostly
affected the E-Jet dispatchability. The
associated maintenance and operational
costs will also be dealt with during the
workshops.
An Important change on the schedule for
this workshop is that EMEA Workshop
time changed to 12:00 GMT (noon) (it
was 11:00 GMT in 2009) in order to allow
the participation of more European
operators. This change will prevent the
workshop from occurring at lunch time in
most countries.
We hope you will join us on these
occasions to share your experience with
us. We can all learn from your best
practices. We are also eager to hear your
proposals and alternatives to keep the E-
Jet fleet flying around the world with
efficiency and profitability.
By April 19, 2010, a message with the
workshop Agenda will be provided to all
customers and automatic invitation
message from Webex System. If you do
not receive the invitation through the
WEBEX conference tool, let your local
customer account manager or technical
representative know so that your name
can be included on the workshop
invitation mailing list.
The detailed schedule for the next
conference (May 2010) is given below:

E-JETS Workshops Schedule E-JETS Workshops Schedule

AMERICAS & EMEA ASIA & OCEANIA
EMEA Workshop @ 12:00z AMERICAS Workshop @ 19:00z ASIA/OCEANIA Workshop @ 01:00z
May-10 May-10
S M T W T F S S M T W T F S

1 1
2 3 4 5 6 7 8 2 3 4 5 6 7 8
9 10 11 12 13 14 15 9 10 11 12 13 14 15
16 17 18 19 20 21 22 16 17 18 19 20 21 22
23 24 25 26 27 28 29 23 24 25 26 27 28 29
30 31 30 31

E-JETS Workshops E-JETS Workshops

Schedule Schedule
Technology AMERICAS & EMEA ASIA & OCEANIA
E-JETS Flight Controls & Auto Flight Systems 3-May 4-May
E-JETS Propulsion 4-May 5-May
E-JETS Landing Gear & Hydraulic Systems 5-May 6-May
E-JETS Structures 10-May 11-May
E-JETS Environmental 11-May 12-May
E-JETS Interiors 12-May 13-May
E-JETS Electrical & Avionics 17-May 18-May

Page 2
March 2010
Load 23 DVDR / QAR Data
Frame
Effectivity: EMBRAER 170 / 190
As described in SNL’s 170-31-0046 and
190-00-0043, Epic Load version 23.1(2)
implemented some changes with DVDR
parameters, which are available through
the ARINC 717 bus.
It is important to remember that these
changes will also affect the QAR if it is
configured to record the ARINC 717
parameters.
NOTE: Embraer’s baseline QAR
configuration includes recording of the
ARINC 717 parameters, but it is open to
the operators for customization.
If the data frame of the software used for
analysis of DVDR/QAR recorded data is
not updated, in accordance with Load
23.1(2) changes, the decoding of the
ARINC 717 parameters will not be
properly performed.
So, to assure that ARINC 717
parameters (either from DVDR or QAR)
are properly decoded after the Epic Load
version 23.1(2) installation, the following
actions need to be performed:
1. Update of the data frame of the
software used for DVDR data
analysis, in accordance with the
related revision of the data frame
specification report available in the
Flyembraer web page.
2. Considering the aircraft equipped
with QAR configured to record the
ARINC 717 parameters, there are
two possibilities:
a) For Sagem’s QAR, the data
frame needs to be updated, in
accordance with the related
revision of the data frame
specification report available in
the Flyembraer web page.
b) For other QAR models
specifically installed, the QAR
manufacturer needs to be
contacted to get the updated
data frame.
Issue No. 40
Embraer released SNL’s 170-31-0017
and 190-31-0016 to provide more
detailed information to the operators
about this subject.
RAT FAIL during power up
without CMC correlation
Effectivity: EMBRAER 170 / 190
Embraer received reports of RAT FAIL
CAS message coming into view, even on
aircraft with SPDA block 11.1, during the
power up and without CMC correlated
maintenance messages. Usually a
complete aircraft power down and power
up clears the message but it comes into
view again after some time during a new
power up cycle.
Hamilton Sundstrand identified that the
main contributor for these RAT FAIL
events may be related to the RLC. The
RLC aux contacts pins 12 and 13 are
having both low and high current loads.
Over time, a high voltage drop between
pins 12 and 13 may result in not enough
electrical current to close EICC K5 relay.
Considering that this relay must close
during the power-up test, the subject
unexpected behavior will consequently
cause the RAT FAIL CAS message to
come into view.
A new relay EICC K5 design, to avoid
these RAT FAIL events, is being
evaluated and will be communicated to
operators as soon as the investigation is
concluded.
Considering that RLC and AETC are the
same part number and the contact pins
12 and 13 are not used in AETC, the
explained effect may be reduced in the
second one. So, RLC and AETC can be
swapped (if a replacement is not
available) to avoid occurrences of RAT
FAIL during the power-up.
If the replacement / swap do not solve
the failure, the related Fault Isolation
Manual task needs to be accomplished.
Embraer released SNL’s 170-24-0041
and 190-24-0036 to provide information
to the operators about this subject.
Page 3
March 2010
SF-ACE R-15 Effectiveness
Effectivity: EMBRAER 170 / 190
Embraer SB’s 170-27-0041 and 190-27-
0026 were released in December 2009 to
address Slat/Flap Fail occurrences
caused by actuator jamming. The SF-
ACE R.15 has the capability to apply a
reversal command to the driveline in
order to unlock the Slat or Flap actuator
after a jam event.
Flight tests and bench tests have already
demonstrated R.15 effectiveness and
functionality. The final test now comes
from the field; according to latest
operator's reports the SF-ACE R.15 has
proved its effectiveness. There were
confirmed slat fail events in which the
actuator was successfully unlocked by
SF-ACE R.15 back drive feature.
Field incorporation is at approximately
40%, thus Embraer would like to
reinforce the importance of this software
with those operators that have not
upgraded their fleet yet.
Additional information can be found in the
SNL’s 170-27-0053 and 190-27-0046.
PCU replacement without
backlash functional test
Effectivity: EMBRAER 190
SNL 190-27-0011 was revised in March
2010 with updated tables showing all the
serial numbers of Aileron PCU PN
415100-1003, Rudder PCU PN 415400-
1009 and Elevator PCU PN 416100-1001
and 416100-1003 that do not need to
receive backlash functional test during
installation procedure.
The backlash test after installation of a
primary flight control PCU is not required
for the published serial numbers since all
parts are being checked, as required by
the latest release of the production
Acceptance Test (ATP).
The document is in its third revision and it
is available on the Flyembraer website.
Issue No. 40
Alternative NAPRSOV Leak
Test Procedure
Effectivity: EMBRAER 190
In response to some operators’ requests,
Embraer has recently developed an
alternative procedure that leak check the
Nacelle Pressure Regulating Shutoff
bleed valve after its replacement, which
uses the APU as a bleed source.
AMM revisions scheduled for March 2010
will bring two possible procedures to be
adopted to leak check the NAPRSOV
after its replacement. Either one may be
used, at the operators discretion, based
on the airline resources availability.
- The current one, which requires an
engine run (AMM task 36-11-03-790-
801-A) and performs an operational
check of the bleed system for the
remaining requirements, such as the
stability of the bleed pressure and
temperature.
- The new simplified procedure that
uses the APU as a bleed source to
check leak only.
In case of immediate need of such task,
operators are encouraged to send a
message to 170ams@embraer.com.br.
Embraer is working on the same task for
the EMBRAER 170, which is planned to
be available on July 2010.
Sagem's QAR additional buses
installation, Air Cycle Machine
Prognostics and Health
Monitoring
Effectivity: EMBRAER 170 / 190
Embraer has released SB 170-31-0039
and 190-31-0030 (Quick Access
Recorder additional buses installation) to
the operators that optionally have
Sagem's QAR installed.
Page 4
March 2010 Issue No. 40

The QAR records aircraft parameters on Download Center > Commercial Jets >
a PCMCIA media for quick access and Maintenance > Technical Support >
download of data. The purpose of this QAR > EMBRAER 170/175 Family > For
QAR additional buses installation is to Load 23.() > Database Specification
allow the operators to increase the Report > 170EBD062 REV C.pdf.
parameters readouts including the Air
Cycle Machine ones. Embraer has implemented a PHM
prototype platform (Prognostics and
The additional parameters are: Health Monitoring) to evaluate flight data
and observe degradation trends on some
Parameter Description aircraft components/systems. This
platform is currently on validation phase
ACT_TEMP_AFT After Cabin Temperature (Proof-of-Concept). Operators are
encouraged to participate on this PHM
ACT_TEMP_FD Cockpit Temperature Proof-of-Concept (PoC) initiative by
After Cabin Duct incorporating SB's 170-31-0039 or 190-
CAB_SUP_TEMP 31-0030 and systematically providing us
Temperature
the QAR downloads.
CAB_TEMP_FWD Forward Cabin Temperature

COND_IN_TMP1
Left Condenser Inlet The Air Cycle Machine has been
Temperature identified as a candidate to participate on
Right Condenser Inlet this program due to technical feasibility
COND_IN_TMP2
Temperature
aspects and economical benefits. It is
Left PHX Outlet Temp
EX_OUT_TMP1
Sensor important to point out that other system
Right PHX Outlet Temp components are already included on this
EX_OUT_TMP2 program.
Sensor
Left Flow Control Valve
FCVTM_L
current For further details on this Embraer PHM
FCVTM_R
Right Flow Control Valve program please contact
current 170ams@embraer.com.br
LH Add Heat Valve
LH_HEAT_VLV
Command to Open

LIM_VLV1_C LH Low Limit Valve Closed

LIM_VLV1_O LH Low Limit Valve Open

Bootstrap GSE 115 - Update
LIM_VLV2_C RH Low Limit Valve Closed
Effectivity: EMBRAER 190
LIM_VLV2_O RH Low Limit Valve Open

LH Pack Bypass Valve This is an update to Embraer WEBEX

PACK_BYPASS1
current Conference (December 2009).
RH Pack Bypass Valve
PACK_BYPASS2
current Embraer released on March 11, 2010,
PACK_IN_TMP1 LH Pack Inlet Temp Sensor the GSE SB 190-71-002 which provides
the modifications for the Lower Forward
PACK_IN_TMP2 RH Pack Inlet Temp Sensor Structure, Upper Rear Structure and
Tripods.
LH Pack Outlet Temp
PCK_OUT_TMP1
Sensor
RH Pack Outlet Temp
Considering this, all modifications for
PCK_OUT_TMP2 EMBRAER 190/195 Bootstrap assembly
Sensor
RH Add Heat Valve had been completed and released to the
RH_HEAT_VLV
Command to Open field.
SET_TEMP_AFT After Cabin Temp Selection
And, also the AMM Task 71-00-01 has
SET_TEMP_FD Cockpit Temp Selection been already revised (March 2010) with
the updated procedure as well.
SET_TEMP_FWD Fwd Cabin Temp Selection
See, on the next page, a table with a
More information about the QAR summary of modifications.
database specification can be found at
www.flyembraer.com:
Page 5
March 2010 Issue No. 40

Parts of GSE 115 affected Current GSE New GSE

Upper Forward Structure GSE SB 190-71-0001 for reworking to enlarge the holes. New project with new holes diameters and pins .
PN assembly changes from AGE-02900-401 to AGE- GSE 115 PN AGE-05360-401.
04937-401.

Lower Forward Structure SB 190-71-0002 (Mar-10) issued including additional parts.

(Additional Fittings) PN assy changes from AGE-04937-401 to Additional

Upper Rear Structure
(New jib to assemble additional
tripods)
AGE-05360-401 GSE 464 (LH side) PN AGE-05367-401
GSE 465 (RH side) PN AGE-05367-402
Included on GSE SB 190-71-0002 Included on
GSE 115 PN AGE-05360-401

Upper Rear Structure

(02 Additional Tripods) Included on GSE SB 190-71-0002 Additonal GSE 459 PN AGE-05060-401
Note: PO should be placed for 02 ea.

Engine Trim Balance through

IEVM
Effectivity: EMBRAER 170 / 190 As an option, the 3-Shot Plot Method
(AMM Task 72-21-00-700-801) to
It has been noticed that Engine Trim balance the engine is still available in the
Balance function (IEVM Method) AMM.
available through CMC has presented
some issues after EPIC Software Load Investigation:
23.1 - LDI 10.3 installation. During an
Embraer has conducted some tests on
engine trim balance procedure at
aircraft with different EPIC Software Load
Embraer, it was observed that the engine
configurations and found that the issue is
parameters displayed on CMC were not
also presented on EPIC Software Load
correctly computed.
21.4 with ACMF USER (Aircraft Condition
Analysis of the data collected during the Monitoring Function) installed, however,
tests showed that it was possible to Embraer has not received any field report
identify that the trim balance result has on this matter.
been frozen from the last leg correctly
Testing has also revealed that CMC
computed, which does not necessarily
processing capacity plays an important
mean it is the solution for the last leg
role in this issue since that misbehavior
requested.
was significantly less frequent when
Interim Solution: ACMF BLANK was installed.

Based on this, Embraer is revising AMM Embraer is conducting root cause

task 72-21-00-750-801A - Fan Balancing investigation with Honeywell and
through IEVM, which will include Vibrometer and will keep the Operators
additional steps to run the trim balance informed about the investigation
function. AMM Temporary Revision (TR) progress.
will be issued on April 1, 2010 and will
allow the use of IEVM procedure.

Page 6
March 2010 Issue No. 40

FADEC Temperature – Field

Data Collection
Effectivity: EMBRAER 190

Operators are well aware of the current
FADEC reliability issues. Root cause of
the majority of the FADEC failures has
been attributed to the FADEC
temperature environment, which has
been essentially found to be the higher
temperatures on the ground and the
cooler temperatures at altitude. GE is
currently enrolled on a redesign effort,
which includes a cooling fan and a check
valve, with the ultimate goal to control the
temperatures the FADEC is exposed to
during aircraft operation.
In order to better understand the FADEC
temperature profile in different operating
environments and validate the redesign
modification to ensure the desired
FADEC reliability, Embraer and GE are
launching an effort to collect internal
FADEC temperature data from some
aircraft currently in revenue service.
As an interim action Embraer released
the IC2009-190/04238 originally issued
on June 1, 2009. This IC has become an
open technical disposition, giving
instructions to release the aircraft and
allowing a fly-by of up to 600 FC/FH,
provided some recommendations are
followed.
After the results of a sampling program
and after getting more information from
field occurrences, the open disposition
was revised (IC2009-190/04238F –
March 2010). The fly-by interval was
increased up to 1500 FH/FC from the last
confirmed lubrication, considering
following the recommended inspections
and limited to a maximum migration of
5.00 mm (0.197 in).

The FADEC already outputs this internal

FADEC temperature on the ARINC bus;
however, the parameter is not routed to
the QAR or DVDR. Based on this,
Embraer has developed a solution
through minor aircraft modification, which
will route this parameter to the QAR for
recording. SB 190-31-0036 carries the
necessary instructions to accomplish this
modification.

While this SB is applicable to all aircraft

under its effectivity, only some will be
selected by Embraer and GE in MLG Side Stay bushing within the fly-
conjunction with Operator. Selected by and migration limits
aircraft means aircraft which operates on
strategic geographic regions with
particular environmental characteristics. The final solution will be delivered to field
in July 2010 via SB. Embraer
Main Landing Gear Side Stay recommends operators to plan the
Bushing migrating necessary inspections for the affected
fleet in order to identify the potential
Effectivity: EMBRAER 190 aircraft that would require bushing
removal and the ones that could fly until
Regarding the MLG Side Stay Bushing the final solution is available.
Migration, in the E-jets NEWS of May,
2009 (Release # 30), and November,
2009 (Release # 36) Embraer has
exposed interim actions and final solution
respectively. This article shows an
update on this issue.
Page 7
March 2010 Issue No. 40

2. Aft seat pan cross-piece bent or

broken;

3. Cracks at backrest cross bar.

The most critical issue is to find a

backrest cross bar cracked or broken,
which is a result of combinative issues. A
hydrolock screw when gets loose may
drop and then one of the lugs will
undergo a high plastic deformation. The
other hydrolock withstands all the load
and the consequence may be a cracked
or broken cross bar.

Flanged
bushing

Sliding bushing
connecting both
flanged bushings

Hydrolock Screw lost and dropped

Flanged bushing with a sliding bushing

connecting both lugs

Pilot Seats Services Bulletins Aft seat pan crosspiece lug bent
Released
Effectivity: EMBRAER 170 / 190

On March 9th, 2010 Sicma Aero Seats

issued the SB’s 180-25-006 - Inspection
of Backrest System and 180-25-007 -
New Electrical Cable Installation.

The purpose of the SB 180-25-006 is to

make an inspection for presence of any
of the possible issues:

1. Hydrolocks actuator screws

loose; Backrest cross bar broken

Page 8
March 2010 Issue No. 40

The inspection will identify seats with

hydrolock screws loose and by re-
torquing and locking the screws with
Loctite 222 it will assure the integrity of
the backrest system.

If an aft seat pan crosspiece and/or cross

bar which are part of the primary
structure of the seat is/are found
damaged the seat must be removed and
shipped to Zodiac Services for parts
replacement and repair.
Embraer recommends that the inspection
be performed at the next scheduled C-
Check of the aircraft.
In case the pilot reports inability to set up
the recline position, discomfort with the
backrest not firm, uneven or with play
more than usual, the inspection must be
done at the earliest opportunity.
Update installation procedure of
hydrolock screw will be available in the
next CMM Revision 9 in March 2010.
Zodiac and Embraer are discussing a
short term solution of introducing a
physical sealing with lock wire or stop
washer in the hydrolock screws. Proposal
of the solution will be presented in the
Interiors Structure Webex meeting in
April, 2010.
Modification studies in the backrest
system are currently underway and will
be presented to operators at the earliest
opportunity upon their completion.
Harness pinched
The change has been implemented since
Jan, 2010 in the seat S/N higher than
10T0181 and in Embraer production line
on A/C 170-00309 and 190-00344 and
on. The traceability of the change in the
seat is done by Amendment “A”.
For both SB’s, Zodiac Services is
available to discuss individual operators’
requirements on a case-by-case basis.
Contacts:
AMERICAS
Olivier TALLON
Phone +1 678 228 8212
Fax: +1 404 559 0041
olivier.tallon@zodiacaerospace.com
EMEA
Sébastien PHILIPPE
Phone +33 1 64 86 69 47
Fax: +33 1 64 86 69 85
sebastien.philippe@zodiacaerospace.com

The purpose of SB 180-25-007 is to re- ASIA & OCEANIA

route the electrical harness of the vertical Laurent CHERRADOU
actuator system to avoid it laying on the Phone +65 6579 2230
seat track and be pinched and cut by Fax: +65 6579 2231
seat movement. laurent.cherradou@zodiacsaerospace.com

ACMP Overpressure update

Effectivity: EMBRAER 170 / 190

ACMP PN 51166-03 was introduced via

SB’s 170-29-0023 and 190-29-0019 to
solve the occurrences of hydraulic
system overpressure, which may cause
events of FLT CONTROL NO
DISPATCH.

The same kind of event has been

reported with aircraft in the post-mod
Harness on seat track configuration.
Page 9
March 2010
Up to March 2010, there were 60
confirmed failures of high pressure in the
51166-03 configuration, where it was
confirmed unusual wear on ACMP
Stroking Piston and its Bore.
Evidence of burrs on cross holes of the
Stroking Piston sleeve was determined to
be the root cause.
Burrs between the piston & sleeve
resulted in the scouring and excessive
wear in the compensator bore leading to
a higher pressure output. Burrs were a
result of a sub-contractor manufacturing
process.
As a containment action, in May 09,
Parker has purged all in-house stock and
improved the manufacturing process to
eliminate burrs prior to assembly.
This improvement was introduced in the
Pump Serial Number K2707 and on, as
well as in the pumps that returned to
Parker and were upgraded to PN -03 or
repaired after May 09.
All confirmed failures up to March 10, are
related to pumps in the configuration prior
to the manufacturing improvement. This
issue is under monitoring.
Non-annunciated Steering
failure on landing
Effectivity: EMBRAER 170 / 190
FOL 170-2010-018 and Technical and
Field Support Information 170190-32-36
were released in March 2010 to inform
about two events related to a Steering
System failure during aircraft landing roll,
for which there was neither an EICAS
message nor a correlated CMC
maintenance message. The first event
occurred with an EMBRAER 190 and the
second one with an EMBRAER 170.
Issue No. 40
According to the reports received, during
the landing roll procedure, it was felt that
the Steering Pedals and Handwheel were
not responding to the command. At the
same time, there was no message on the
EICAS. In both cases, the aircraft was
steered by means of differential brakes
and/or differential thrust techniques. The
system operation was reestablished after
reset of NWSCM CB.
Event analysis revealed a similar
characteristic in both events reported.
FHDB analysis confirmed that there were
no EICAS Messages or CMC
Maintenance Messages related to a mal-
function of the Steering System in the
entire flight leg, including the affected
landing. There were also no records in
the FHDB of faults from interface
systems such as Avionics, PSEM or
BCM.
During the taxiing and takeoff procedures
that preceded the event, the DVDR
readings of the steering parameters
showed an expected behavior. Shortly
after aircraft lift-off, these parameters
indicated that the Handwheel and NLG
feedback sensors were in a neutral
position, also as expected. However,
upon landing, an unexpected behavior
was noted. These parameters did not
vary during all the landing and taxiing
procedure (the readings were “frozen”).
They only started to work normally again
after the reset of the NWSCM.
The data retrieved was not conclusive to
determine the root cause. The first step in
the investigation is to analyze the
NWSCM removed from both aircraft.
Shop Findings will determine the next
steps.
Investigation of this event is being
conducted with high priority. If the
analysis of the NWSCM indicates “No
Fault Found”, the components will be
kept at the manufacturer facility so that
further tests may be performed.
If a similar event happens, Embraer
requests operators to send us the FHDB
and DVDR downloads for analysis as
well as to remove the NWSCM for
investigation.
Page 10
March 2010 Issue No. 40

Acronyms

ACMF Aircraft Condition-Monitoring Function

Alternating-Current Essential Transfer-
AETC
Contactor
AMM Aircraft Maintenance Manual

APU Auxiliary Power Unit

ARINC Aeronautical Radio Incorporated

ARINC Aeronautical Radio Incorporated

BCM Brake Control Module

CAS Crew Alerting System

CMC Central Maintenance Computer

CMM Component Maintenance Manual

DVDR Digital Voice-Data Recorder

Engine Indicating and Crew Alerting
EICAS
System
EICC Emergency Integrated Control-Center

FADEC Full-Authority Digital Electronic-Control

FOL Flight Operational Letter

GSE Ground Support Equipment

IEVM Integrated Engine Vibration Monitor

MLG Main Landing Gear

Nacelle Pressure Regulating Shutoff
NAPRSOV
Valve
NLG Nose Landing Gear

NWSCM Nose Wheel Steering Control Module

Personal Computer Memory Card
PCMCIA
International Association
PCU Power Control Unit

PN Part Number

PSEM Proximity Sensor Electronic Module

QAR Quick Access Recorder

RLC Ram Air Turbine Line Contactor

SB Service Bulletin

SF-ACE Slat/Flap Actuator Control Electronics

SNL Service News Letter

Secondary Power Distribution
SPDA
Assembly

Note: All abbreviations used in Embraer

Maintenance Manuals can be found in
the Introduction to AMM Part II.
Page 11