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    Aaron Hollander's Avatar
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       #1  

    SB 500-2-0019 BCU 08 - New Brake Control Unit for P100

    Update, BCU -07 has been superseded by -08
    The most current service bulletin is attached.
    Apparently, -07 wasn't well received.
    Hope this helps.
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    #2  
    Wow I had not heard of the BCU8, thanks Aaron. I miss the TechCare newsletter that came out once a quarter, it was very informative for SB updates.

    Note that all BCU replacement, including this one, are done on Embraer's dime as long as done during the SB campaign period.

    (1) WARRANTY COVERAGE

    (a) Parts
    The BCU-8 will be provided at no charge.

    (b) Labor
    Embraer will compensate for customers under warranty coverage 2.5 man-hours for the SB incorporation if it is performed at an Embraer-authorized service center.

    (c) Expiration
    The terms expressed in the warranty coverage will be valid for 36 months after the SB issue date (Apr 23, 2021)
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    #3  
    I have BCU 6 on my PHenom 100. Will they do 8 upgrade as part of this program, as previous owner didn't do 7 upgrade.
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    #4  
    Quote Originally Posted by brad stratton View Post
    I have BCU 6 on my PHenom 100. Will they do 8 upgrade as part of this program, as previous owner didn't do 7 upgrade.
    They should, let us know if you hear otherwise.
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       #5  
    We are checking that right now. We are in same situation and BCU 6.
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    #6  
    I had BCU-7 and all costs were covered to go to BCU-8. BCU-6 or older costs are not covered from what I understand.

    When I upgraded from BCU-6 to BCU-7, I had to pay.
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    #7  
    (post removed)
    Jim Grace - T82 - Phenom 100EV
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    #8  
    How do I find out what BCU version I have installed?
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    #9  
    Several years ago Phenom 100 owners complained about the aircraft's handling characteristics during gusty crosswind landings and the ease with which pilot induced oscillations (PIO) got started in yaw and roll. Two of us flew to Brazil and demonstrated this in Embraer's heavily-instrumented serial number one. It is typical for a pilot to work the rudder pedals back and forth to compensate for varying crosswind conditions during landing rollout. The problem arises if the pilot is on and off the brakes during this time.

    It starts this way: The upwind wing is down, and that main wheel being firmly on the runway has greater braking effectiveness... the plane starts to turn into the wind. The pilot may release the brakes and the plane yaws and rolls in the downwind direction. The cycle repeats when the brakes are reapplied with the other wing low. Any time delay as the brake computer measures brake pedal angle, computes and re-computes braking pressure exacerbates the problem. Over the years Embraer has made several changes in the pedal angle versus brake pressure curve. It rises steeply at first but flattens out at the high end.

    My sense is BCU 7 did not improve the situation much. The work-around is this. Put on your ballet slippers and learn to stay on the brakes evenly while modulating the rudder pedals back and forth during a gusty crosswind landing. Don't pump the brakes.
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    #10  
    Quote Originally Posted by Kevin Bombino View Post
    How do I find out what BCU version I have installed?
    Easiest would be to look in your MX tracking tool (CAMP, Traxall etc). Search for BCU or Brake Control Unit. This is version 10 on my P300 but should look similar.

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    #11  
    I picked up my plane from Mesa today with the new BCU-8. I experienced a lot of weird directional issues with braking before and I'll be really curious to see if that improves. I'll post back some thoughts after I've done several more flights. Anecdotally, the braking action seems much smoother on the landing rollout than before, but that could just be because I'm paying super close attention.
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       #12  

    Bcu-08

    Let me start by saying our technique for landing the P100 (-06) with the least amount of Phenom Shuffle, is to land….pause, let the plane settle down, then brake hard with significant forward yoke to get maximum directional control and lose lift keeping significant pressure always on both rudders. Stay on the center of the center line. If the tires hit the paint ABS comes on and/or plane then veers to side with effective brakes. The pause makes a big difference vs. other jets I’ve flown, were the wheels spin up and then do their thing with no drama.
    It appears what they did with the -08 is put the “pause” in the computer and the first time, not expecting it, it is very disconcerting. We installed the -08 and after doing some taxi testing and a landing. The lag that was probably a second or so of zero brake effectiveness…but it felt like an eternity. Sent it back. The second -08 did the same thing. You brake hard and nothing, zero…and then the brakes come on hard. We haven’t gotten an answer to exactly what EMB did with the -08 vs. previously attempts but it appears they built this “pause” into the computer. Once you expect it, it’s fine and the phenom shuffle appears to be reduced slightly. You do have to be careful around the ramp or turning off the runway. To avoid the lag, and moment of anxiousness, you need to drag the brakes slightly before you plan on turning, otherwise, brake delay, then hard brakes come on, and if you’re turning, quick hard turn.
    Hope that helps.
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    #13  
    Kevin, what BCU version did you have previously?
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       #14  
    Lawrence if for me, we had -06 previously
    Aaron
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    #15  
    I had -7 previously. Even taxiing, the -8 feels more natural so far in terms of it doing what I expect it to do. I wonder if that's just because it better emulates the behavior I was used to (Eclipse).
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    #16  
    When I bought my 100, it came with BCU -6. Braking seemed normal for the most part. I then "upgraded" to -7 to get the latest and greatest. Oscillations during braking after touchdown were expected from that point on. I immediately upgraded to -8 (after seeing Jim's post above) and landings have had minimal oscillations after brake application. John and Aaron, thank you for the pointers too. It seems tremendously important to get full weight on the mains asap after touchdown before the brakes start doing their work.

    Another thing to mention, my plane came with -1 brake (pads). The left side was ready for replacement before the right side. The new left side brakes were replaced with -3 and the right side still had -1. Confirm what pad series you have, because the -1 wear pin measurements are different than the -3 wear pin measurements. If you take the -1 wear pin measurement down to the the same as the -3, you may have little brake pad left. This can cause asymmetrical braking. It is optimal to have both sides as -3.
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    #17  
    Well, now I'm AOG back at KIWA (Mesa) because the "new" BCU failed during its second flight. We're going to try swapping it out for a different BCU-8. There goes my plan to go to Oshkosh.
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    #18  
    Bummer Kevin was it overhauled, repaired, or new when you received it?
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    #19  
    What is the most current BCU version for the Phenom 300?

    According to the maintenance logs I have DAP00100-10; which I assume means BCU-10.
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    #20  
    Correct BCU-10 is the latest for P300, which came out in 2017 via Service Bulletin 505-32-0019.

    HISTORY

    (a) Instances of aggressive or indocile brake behavior during smooth brakeapplication have been reported.
    (b) Instances of CAS message BRK FAIL triggered during engine start or engineshutdown with brake pedals fully applied have been reported
    (c) Instances of CAS message BRK FAIL triggered during landing have beenreported.

    EXPECTED BENEFITS

    (a) BCU relations among brake pedals, brake pressure and aircraft decelerationwere modified to improve brake smoothness, linearity and predictability withoutaffecting maximum braking behavior.
    (b) BCU logic changed in order to avoid brake failures during engines start orengine shutdown.
    (c) BCU logic changed in order to avoid brake failures during landing.
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    #21  
    Ok, 20 landings so far on the BCU-8. This is a clear and noticeable improvement over the BCU-7 in terms of directional control for landing. Really happy I got this accomplished.
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    #22  
    I agree. BCU-8 is a tremendous improvement over BCU-7.
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    #23  
    I have bcu 6, which EEC is saying they will not pay for the upgrade to 8. I bought it with 6 as previous owner didn't upgrade to 7 as he was told not an improvement from 6 to 7. Any advices on how to get Embraer to pay for this upgrade as I had no control over having 6 vs. 7?

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