Expanding The Boeing Family: Regulatory Operational Approval For Entry Into Service
Expanding The Boeing Family: Regulatory Operational Approval For Entry Into Service
Expanding The Boeing Family: Regulatory Operational Approval For Entry Into Service
Expanding the Boeing Family Regulatory Operational Approval for Entry into Service Preventing Main Landing Gear Shimmy Events
QTR_03
A QUaRTERLY PUBLICaTION BROUGHT TO YOU BY THE BOEING EDGE
AERO
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Contents
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Expanding the Boeing Family
With the new 787-10, we are growing both our 787 family and twin-aisle portfolio to most efciently serve customer needs.
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Regulatory Operational Approval for Entry into Service
Boeing can help operators coordinate with regulatory authorities to gain operational approval of new airplane models.
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Preventing Main Landing Gear Shimmy Events
Boeing has published several maintenance documents that operators can use to maintain and operate airplanes in a manner that reduces the possibility of shimmy.
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New Flight Crew Reminder Function
A new function allows ight crews to easily set up automated reminders to alert them when specic events occur or when actions need to be taken.
Issue51 _Quarter03|2013
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AERO
Publisher Design Cover photography Editorial Board
Shannon Myers
Editorial director
Methodologie
Writer
Jeff Corwin
Printer
DonAndersen, GaryBartz, RichardBreuhaus, DavidCarbaugh, DarrellHokuf, AlJohn, DougLane, JillLanger, RussellLee, DukeMcMillin, KeithOtsuka, DavidPresuhn, WadePrice, JeromeSchmelzer, CorkyTownsend
Technical Review Committee
Jill Langer
Editor-in-chief
Jeff Fraga
Distribution manager
ColorGraphics
Web site design
Jim Lombardo
Nanci Moultrie
Methodologie
GaryBartz, RichardBreuhaus, DavidCarbaugh, DarrellHokuf, AlJohn, DavidLandstrom, DougLane, JillLanger, RussellLee, DukeMcMillin, DavidPresuhn, WadePrice, JeromeSchmelzer, CorkyTownsend, WilliamTsai
AERO Online
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The Boeing Edge
www.boeing.com/boeingedge
AERO magazine is published quarterly by Boeing Commercial Airplanes and is distributed at no cost to operators of Boeing commercial airplanes. AERO provides operators with supplemental technical information to promote continuous safety and efciency in their daily eet operations.
The Boeing Edge supports operators during the life of each Boeing commercial airplane. Support includes stationing Field Service representatives in more than 60countries, furnishing spare parts and engineering support, training ight crews and maintenance personnel, and providing operations and maintenance publications. Boeing continually communicates with operators through such vehicles as technical meetings, service letters, and service bulletins. This assists operators in addressing regulatory requirements and Air Transport Association specications. Copyright 2013The Boeing Company
Information published in AERO magazine is intended to be accurate and authoritative. However, no material should be considered regulatory-approved unless specically stated. Airline personnel are advised that their companys policy may differ from or conict with information in this publication. Customer airlines may republish articles from AERO without permission if for distribution only within their own organizations. They thereby assume responsibility for the current accuracy of the republished material. All others must obtain written permission from Boeing before reprinting any AERO article. Print copies of AERO are not available by subscription, but the publication may be viewed on the Web at www.boeing.com/boeingedge/aeromagazine. Please send address changes to csms.catalog@boeing.com. Please send all other communications to AEROMagazine, Boeing Commercial Airplanes, P.O. Box3707, MC21-72, Seattle, Washington, 981242207, USA. E-mail: WebMaster.BCA@boeing.com
AERO is printed on Forest Stewardship Council Certied paper.
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operators additional exibility in scheduling and training ight crews. Boeings emphasis on commonality and versatility is the hallmark of our overall twinaisle strategy. Just as the 787-8, 787-9, and 787-10 complement each other in size and range, the 747-8, 777, and 787 families do as well. Boeing offers these three families of highly fuel-efcient, twin-aisle airplanes that match in speed and reliability in sizes that span the market to provide operators with unmatched exibility. Our progression from the 787-8 to the 787-9, and now the 787-10, has been
a very natural one. With the new 787-10, we are excited about growing both our 787 family and twin-aisle portfolio to most efciently serve your needs.
Scott FaNcHer
Vice President and General Manager, Airplane Development Boeing Commercial Airplanes
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Boeing can help operators coordinate with regulatory authorities to gain operational approval of new airplane models. Boeing provides documentation, training, planning assistance, engagement with regulatory authorities, and consulting agreements for specic support. Areas of focus include e-enabling implementation, such as network security, accelerated Extended Operations (ETOPS) approval, and advanced naviga tion capabilities. Boeing recognizes the importance of an efcient operational approval process to enable operators to enter their new airplanes into revenue service quickly. This article outlines the operational approval process and describes the support that Boeing offers to operators
When an airline adds a new airplane model to its eet, it must meet a number of regu latory requirements to receive operational approval for the new model from its national aviation authority. The basic process for operational approval is consistent across airplane models but varies due to tech nology, airplane capabilities, and time since initial certication of the airplane (see g.1). Boeing provides additional assistance to launch customers who must coordinate closely with their regulatory authorities
using preliminary documents and data while type certication is being achieved. Operational approval occurs between the operator and its regulatory authority. Requirements vary among the U.S. Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), and other national aviation authorities (NAAs). New ETOPS rules, e-enabling, and advanced navigation capabilities have necessitated increased focus on oper ational approval requirements. In the 747-8 and 787 programs, additional focus was placed on assisting operators with regulatory engagement and operational approval. Lessons learned from the 747-8 and 787 introductions are being applied to the introduction of other airplane models.
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Operational approval is separate from airplane certication, but it is necessary to demonstrate certied airplane capabilities to gain operational approval. Outside the United States, type certication validation and operational approval requirements are determined by the country where the oper ator is based and registers its airplanes. Operators that are headquartered in one country but register their airplanes in another country are subject to certication and operational approval requirements of both countries. Boeing provides support for operational approval as a basic service provided with the airplane sale, and with fee-based services and through consulting agree ments, if requested by the operator.
FAA eValUatIoN for operatIoNal approVal
APPROVAL STEPS
Considerations:
Training (mechanic, ight attendant, dispatcher) Regulatory documentation requirements Navigation capabilities:
Reduced vertical separation minimum, Category I/II/III, required navigation performance, etc.
Facilities, tooling, other serviceready items Optionselectronic ight bag applications, etc.
An FAA Aircraft Evaluation Group (AEG) evaluation for operational suitability occurs at the same time as type certication. Operational suitability must be achieved before customers can obtain operational approval of a new airplane type. The AEG evaluation includes:
First of Model Airplane Flight Manual Approval First of Model Instructions for Continued Airworthiness Type Certication
Flight crewtype rating requirements, set by the FAA Flight Standardization Board. Minimum equipment required for dispatch, determined by the FAA Flight Operations Evaluation Board. Continued airworthiness, determined by the FAA Maintenance Review Board. Acceptance of Instructions for Continued Airworthiness, which specify necessary maintenance.
In the United States, FAA operational approval occurs at the local level through the principal operations inspector, principal maintenance inspector, and principal avionics inspector. The FAA Major Change Process Document (MCPD) is used when adding a new type to an existing operators eet. The systems safety concepts of the
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Action by Boeing and regulatory agencies required for operational approval Operator action required for operational approval
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Evaluation of:
Type Rating
Others
1 Network Security
Approved Training
e-Enabled Processes1
Delivery
Delivery
Network Security and e-Enabled Processes were approval steps for the 747-8 and 787 but not for the 737-800.
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Electronic ight bags provide ight crew and maintenance personnel with information that has traditionally been accessed by paper documents, as well as takeoff and landing calculations.
Air Transportation Oversight System are incorporated into the MCPD. Revisions to operations specications and operating manuals are required for a new airplane type. Other regulatory authorities have similar processes to assist operators as they introduce a new airplane type.
OtHer regUlatorY aUtHorItIes eValUatIoNs for operatIoNal approVal
Other regulatory authorities have similar requirements to document airplane capa bilities that meet operational requirements. The Civil Aviation Administration of China species this in its Advisory Circular AC-9113, Operational Evaluation Require ments for Import Aircraft, and related document MD-FS-AEG004, Guide for Developing and Use of Operational Compliance Checklist.
RegUlatorY coNsIderatIoNs for operators INtrodUctIoN
Network security. Regulatory oversight of the security of e-enabled features was increased on the 747-8 and 787. FAA OpSpec D301 and guidance material in FAA Order 8900.1 specify security requirements. Airline modiable information. This software is considered user-modiable software and is designed to be modied within the specied modication con straints and with approved modication procedures without further involvement by the certication authority. Modica tions may be made to data, executable code, or both. Modication of data such as electronic checklists requires operational approval. Airline selectable options (ASOs). These software-enabled features are provi sioned by onboard operational program software that operators can congure on their own. ASOs are equiv alent in form and function to option selection soft ware, which is historically known as an operational program conguration. An example of an ASO is the ability to specify weights, ow rates, and volumes
EASA requires a review by the Operations Evaluation Board (OEB) prior to airplane introduction by European operators. The OEB review includes:
Flight crew training, checking, and currency. Operational suitability and compliance to European Union regulations, EU-OPS, Subparts K and L. Master minimum equipment list. Electronic ight bag (EFB). Required navigation performance with authorization required (RNP AR) approach capability. Simulator qualication. Type rating designation.
In addition to the airplanes operational approval by regulatory agencies, the oper ator itself must comply with all pertinent FAA, EASA, or NAA regulations governing the new airplane. These regulatory considerations include areas such as:
EFBs. EFBs provide ight crew and maintenance personnel with information that has traditionally been accessed by means of various paper documents, as well as applications such as takeoff and landing calculations. Regulatory approval is needed to implement EFBs.
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either in English units (e.g., pounds, pounds/hour, quarts) or metric units (e.g., kilograms, kilograms/hour, liters). Boeing guidance for use of ASOs con tains operational approval requirements.
ETOPS rules. ETOPS diversion time capa bility from an adequate airport requires operational approval of an operators maintenance program, dispatch process, and ight operations.
various new-model operators and their regulatory authorities for introduction of the new airplane type, including on-site visits. The team can provide advice to any operator seeking regulatory operational approval for addition of a Boeing airplane type into their eet. The team can also facilitate engagement between the regulatory authority and the FAA to address operational concerns.
Customer Engineering. An account manager is assigned to address airplane conguration issues in support of oper ational approval. The organization also provides delivery documents, which explain the airplanes capabilities.
Category II landing weather minima. Use of the capabilities of Boeing air planes for operations in Category II landing weather minima requires pro cedures, training qualication, and demonstration by the operator. Category III landing weather minima and low-visibility takeoff. Use of the capa bil ities of Boeing airplanes for operations in Category III landing weather minima and low-visibility takeoff requires procedures, training qualication, and demonstration by the operator.
RNP. RNP operational approval must be obtained prior to ying RNP AR approach procedures. RNP is a statement of the navigation accuracy required for opera tion within a dened airspace.
Regulatory Operations Support. This organization can produce an operational conformance evaluation report, which documents airplane feature/capability compliance with global operational regulations (e.g., Parts 91, 121, 125, 129, and 135). Following airplane delivery, this team provides continuing eet support by helping customers resolve regulatory issues. Crew Information Systems. Boeing support for EFB deployment includes meetings with the operator and its regulatory authority to establish an operational approval plan.
ETOPS Specialists. Boeing ETOPS maintenance and ight operations specialists offer an ETOPS support visit and other services to operators and their regulatory authorities to assist with ETOPS program development and approval.
In addition to this basic support, Boeing can provide specialized support to an operator seeking regulatory approval when adding a new model to its eet. This sup port includes:
Boeing Professional Services. This organization offers consulting services for airline operations, airport planning and operations, supply chain manage ment, maintenance and engineering, information technology systems, and cybersecurity (www.boeing.com/ commercial/aviationservices/informationservices/professional-services.html). Boeing Navigation Services. This orga ni zation offers fee-based consulting services for operators wanting to implement per formance-based navigation operations, including RNP AR and RNP approach (www.boeing.com/boeing/commercial/ aviationservices/integrated-services/ pbn.page). Startup Boeing. This organization offers advice for starting an airline, including market analysis, airplane sourcing, oper ating environment, Boeing resources, business planning, and airplane selection (www.boeing.com/commercial/startup/).
Reduced vertical separation minimum (RVSM). Within RVSM airspace, air trafc control separates airplanes by a mini mum of 1,000 feet (305 meters) vertically between ight level (FL) 290 and FL 410, inclusive. RVSM airspace is special qualication airspace: the operator and the airplane used by the operator must have opera tional approval.
747-8 and 787 E-enabling Deployment. A deployment manager is assigned to each operator of e-enabled airplanes. Regulatory approval of network security plans is considered in the overall deployment plan. Flight Operations Engineering. An air line support engineer is assigned to each operator as a point of contact for ight operations issues and can address issues related to airplane capabilities discussed in documents such as the airplane ight manual, ight crew operations manual, and quick reference handbook.
SUmmarY
Boeing offers support to operators in gain ing various types of operational approval. Basic support includes:
Adding new Boeing airplane models to an operators eet requires regulatory authority operational approval. Boeing can assist airlines with this complex process through a variety of services ranging from basic to highly specialized support. Operators benet from an efcient operational approval process that gets the new airplane model into revenue service in the shortest time possible.
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When a torsion link is completely severed as a result of a shimmy event, it can leave oscillating tire marks on the runway.
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Based on operator reports, MLG shimmy is an infrequent event that is characterized by strong vibration, usually from one MLG, that begins at touchdown and continues until the airplane is fully stopped. Historically, there have been two or three shimmy events a year in the worldwide 737-200/ -300/-400/-500eet. However, in the last few years, the rate of shimmy events has increased sharply on these models. In a few particularly severe shimmy events, the affected main landing gear collapsed during the landing.
This article discusses causes of shimmy and recommended actions operators can take to reduce the likelihood of it occurring.
UNderstaNdINg sHImmY eVeNts
Boeing sometimes receives reports from operators of what is assumed to be a hard landing because of the violent nature of the landing and the observation of a torsion link fracture. However, Boeings experience with these landings reveals that such damage actually suggests a shimmy event occurred.
Despite the presence of shimmy damper hardware, which is attached to the apex lugs on each MLG and is designed to reduce the torsional vibration energy generated during landing, airplanes occasionally experience MLG shimmy. Shimmy events almost always result in damaged torsion links and shimmy dampers (see g.1). When a torsion link is completely severed, it can leave oscillating tire marks on the runway. Following a shimmy event, the airplane typically needs to be temporarily removed from revenue-generating service for inspections and repairs.
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Boeing has studied shimmy events in an attempt to understand their root causes and to develop preventative actions or recommendations. Shimmy can occur on large or small commercial, commuter, and military airplanes with a single-axle MLG. In-service history indicates that shimmy events usually stem from maintenance errors in installation, excessive wear and freeplay in the landing gear joints, improper servicing of the damper or shock strut, or landings with extremely low sink rates. The number of reported shimmy events has increased somewhat during the past several years. But the rate has signicantly increased due to new operators with less familiarity in maintaining and operating 737200/-300/-400/-500airplanes along with the decreasing number of these airplanes in the worldwide eet (see g.2). Because some operators mistakenly categorize the event as a hard landing instead of a shimmy, the amount of shimmy reports is considered to be lower than what actually occurs.
AboUt sHImmY
Shimmy is a torsional vibration excitation of the landing gear in which the inner cylinder, wheels, and tires rotate (or oscillate) relative to the outer cylinder that is xed to the airplane structure (see g.3). For shimmy to occur, the landing gear must have a force applied to it that excites this torsional vibration mode. The 737 has a vibration frequency of approximately 15Hertz(Hz). Boeing engineers theorize that the force needed to initiate shimmy is probably an alternating drag force, such as if one tire touches down, causing a twisting motion of the inner cylinder in one direction and the second tire touches down a fraction of a second later, causing the inner cylinder to twist in the opposite direction. If the timing between the rst tire and second tire con tacting the runway is similar to the shimmy frequency, the gear can oscillate in the shimmy mode.
To prevent this vibration mode, all Boeing 737 airplanes use a hydraulic shimmy dam per. The damper is connected between the upper and lower torsion links on the MLG and allows a small, but highly damped, motion to occur around the torsional axis of the gear. Due to the geometry of the torsion links, the shimmy damper is most effective when the landing gear strut is compressed in the ground mode. With the shock strut fully or near fully extended, the torsion links hang in a near vertical position, which gives the damper less mechanical advantage to per form its function. MLG shimmy on a takeoff roll has never been reported, most likely because severe twisting forces are never applied to the gear during a takeoff and the gear is compressed into the ground mode.
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3.0
Shimmy Rate
2.5
2.0
1.5
1.0
.5
91
92
93
94
95
96
97
98
99
00
01
02
03
04
05
06
07
08
09
10
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Although shimmy dampers have been very successful at preventing shimmy, problems can arise that render the dampers ineffec tive. Detailed studies of 737-200/-300/ -400/-500 shimmy events have revealed several root causes. In approximate order of likelihood, they are:
Landing with extremely low sink rates. This type of landing is more likely to experience shimmy than a rmer landing because the torsion links remain in an extended, vertical position where the damper has less mechanical advantage for longer periods to time. Air in the damper. Several shimmy events occurred within a few ights after a new or overhauled damper was installed. In these cases, it is suspected that a thorough bleeding of air from the damper was not performed, thus preventing proper damper operation. Damper piston fracture. In a small number of events, it is suspected that the damper piston fractured due to a preexisting fault (e.g., a fatigue crack). Overserviced shock strut. In several events, an overserviced shock strut has been suspected to have been a contri buting factor. A shock strut overserviced with nitrogen allows the torsion links to have a reduced mechanical advantage to react to the torsional motion of the inner cylinder.
Incorrect damper installation. In one event, a damper designed for a very early 737-200 had inadvertently been installed on a later airplane that required a more heavy-duty damper. Unconnected hydraulic tube. In one event, a hydraulic tube for the damper was inadvertently left unconnected after unrelated maintenance, so there was no hydraulic uid available to the damper.
Excessive wear or freeplay in the joint where the shimmy damper connects to the lower torsion link (referred to as the apex joint). Wear at this location allows undamped torsional freeplay to exist in the landing gear at the apex joint, which greatly increases the likelihood of shimmy. Wear or freeplay in the torsion link bushings (e.g., where the torsion links connect to the outer and inner cylinder). Wear at these locations also allows undamped torsional freeplay.
On the newer Next-Generation 737 airplanes, advances in technology enabled Boeing to redesign the details so that the joint is more robust and less prone to shimmy. Boeing accomplished this by using an improved shimmy damper, strengthen ing the torsion link apex joint, and by making the links from titanium without the lightening holes. Fleet experience is showing that this joint is now less susceptible to in-service wear than the earlier 737models. However, appropriate maintenance is still necessary on the Next-Generation 737models to prevent shimmy.
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Charging Valve
Shimmy Damper
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Forward
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Boeing also recommends that pilots strive for a landing with normal sink rates with particular emphasis on ensuring that the auto speedbrakes are armed and deploy promptly at touchdown. An overly soft landing, or a landing in which the speedbrakes do not promptly deploy, allows the landing gears to remain in the air mode longer, which makes them more vulnerable to shimmy.
Boeing has published several maintenance documents that advise operators of recommended maintenance to prevent shimmy events. These include:
Service Letter 737-SL-32-057. Multi-Operator Message MOM-MOM-12-0127-01B. Fleet Team Digest Article 737-FTD-32-11001. 737Aircraft Maintenance Manual 32-11-00/601, Torsional Free Play Inspection. 737Aircraft Maintenance Manual 32-11-81/501, Main Gear Damper Adjustment.
Boeing has revised the relevant aircraft maintenance manuals (AMMs) and component maintenance manuals (CMMs) to improve the directions and procedures
concerning shimmy damper and torsion link maintenance. For example, Boeing has added 737-300/-400/-500 AMM section 05-51-68, Main Landing Gear Shimmy/ Vibration Maintenance Practices (Con ditional Inspection). Boeing recommends that operators review these maintenance publications, which are available on the MyBoeingFleet.com Web portal. Boeing also recommends that pilots strive for a landing with normal sink rates with particular emphasis on ensuring that the auto speedbrakes are armed and deploy promptly at touchdown. An overly soft landing, or a landing in which the speedbrakes do not promptly deploy, allows the landing gears to remain in the air mode longer, which makes them more vulnerable to shimmy. This is especially true when landing at airports located at higher elevations, where the touchdown speed is increased.
SUmmarY
Dampers have eliminated most MLG shimmy events. However, these events can still occur in certain situations, particularly in the case of maintenance errors in instal lation, excessive wear and freeplay in the landing gear joints, improper servicing of the damper or shock strut, or during land ings with extremely low sink rates. Landing gear collapse is even a possibility if the joints and dampers are not maintained according to Boeing recommendations. Boeing has published several maintenance documents that operators can use to maintain and operate airplanes in a manner that reduces the possibility of shimmy. For more information, please e-mail lgshimmydamper@exchange.boeing.com.
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A new function lets 777 and 787 flight crews create automated reminders to alert them when specific actions need to be taken.
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In addition to operating airplane systems, ight crews must perform many specic tasks during a ight, such as fuel checks and crew changes. Historically, ight crews have used a variety of different techniques to help them remember to perform tasks not monitored by the airplane. Boeing has developed a new function that allows ight crews to easily set up automated reminders to alert them when specic events occur or when actions need to be taken. Available on the 777 and 787,
the function enables operators to use the baseline communication systems airline modiable information (COMM AMI) to activate the reminders. Alternatively, operators can incorporate the reminder page portion of the baseline AMI into their operator-specic COMM AMI using the ground-based software tool (GBST). This article explains how the crew reminder function can be used and how ight crews can set up reminders.
There are several levels of ight crew workload when operating a commercial jet transport airplane, including planning the ight, setting the airplane systems, departing the airport, and operating the airplane systems to maintain the desired ight path. In addition to operating systems on the airplane, there are many ight crew tasks associated with managing the ight.
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Boeing has continuously made a concerted effort to simplify system designs while incorporating comprehensive monitoring and alerting systems. These systems help reduce ight crew workload associated with operating the various systems on the airplane.
Flight crews have developed several different techniques to help remind them to perform various tasks associated with managing the ight that are not monitored by the airplane. These techniques range from inserting way points into the ight management systems route to writing notes on paper and putting the paper in the forward eld of view. Exam ples of these tasks include fuel checks, crew changes, or starting the auxiliary power unit before descending to an airport that has an unserviceable ground cart. Boeing has continuously made a con certed effort to simplify system designs while incorporating comprehensive moni toring and alerting systems. These systems help reduce ight crew workload associated with operating the various systems on the airplane. Having already reduced workload in operating the systems, Boeing now focused on reducing crew workload to manage the ight, and came up with the crew reminder function.
The crew reminder function provides an easy way for crews to set up automated reminders that alert them when specic events are achieved or specic actions need to be taken (see g.1). The ight crew reminder function can be imple mented in the 777 and 787 COMM system. Typically, operators develop their own COMM menus and displays compatible with their automation systems and procedures using a GBST. Once the operator-specic pages are nalized, an AMI le is created specically for the COMM function. The 777 and 787 also come with a baseline COMM AMI, and operators can incorporate any of the functions included in the baseline AMI into their unique COMM AMI without additional cost or effort other than what is required to copy the reminder function from the baseline AMI. The reminder function can also be added to an existing operators eet by incorporating the reminder portion
of the Boeing baseline AMI into the oper ators current COMM AMI and reloading the revised COMM AMI le on the airplane. The reminder function allows the ight crew to select from a list of predened conditions and enter text specic to the reminder, such as Crew Change (see g.2). When the condition is met, the COMM function posts a message and the ight crew is alerted by a COMM message on the engine-indicating and crew-alerting system and with an aural alert identical to an incoming company uplinked message. The reminder can then be accessed on the COMM display just like any other uplinked company message. For operators of 777 and 787 airplanes wanting to obtain this feature, Boeing will provide a set of software components with instructions that can be added to an oper ators AMI source data and recompiled on the GBST to create a loadable database.
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ATC REVIEW
1833z
ATC REVIEW
TIMES:
CREW CHANGE
Entry Resets
1833z
CHECKLIST
0 0:30 : : W 140
GUARD FREQUENCY
BY
MIN
RESET
RETURN
EXIT
RETURN CANCEL
SCRATCH PAD
Reset Entries
Airplane Sensor/ System Data Time Position Altitude Fuel Quantity Next/Previous Waypoints Estimated Time of Arrival (ETA) at Destination ETA at Top ofDescent ETA at Next Waypoint Etc.
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ATC REVIEW
ATC REVIEW
1833z
TIMES:
CREW CHANGE
CHECKL IST
0 0:30 : : W 140
GUARD F REQUENCY
BY
MIN
RETURN
EXIT
RETURN
CANCEL
After reviewing the parameters that were available to the COMM function and con sulting with operators and Boeing test pilots, a list of reminders was developed for nine specic events:
An airline can customize this list by deleting reminders that it nds are not useful in its operations or by adding its own reminders.
UsINg crew remINders oN tHe flIgHt decK
Reaching a specic time (multiple reminders can be set). Reaching a specic time-to-go to top-of-descent. Reaching a specic time-to-go to the destination. Passing a specic waypoint in the ightplan. Crossing a specic latitude. Crossing a specic longitude. Reaching a specic fuel state. Reaching a specic altitude. The estimated time of arrival (ETA) at the next waypoint changing by a threshold value entered by the crew.
There are a number of ways in which this function can be used on the ight deck. For example, air trafc control (ATC) may send a clearance (e.g., AT 2130z CLIMB TO AND MAINTAIN FL390) that needs to have action taken on it sometime in the future. The times can range from a few minutes to a few hours. Following receipt of such a conditional clearance, the crew can easily set a reminder time or position to comply with the clearance using the crew reminder function. Routine uses include:
Adding a point-of-no-return reminder as a time or position. Adding a fuel state reminder that can supplement the ight management computer MIN FUEL calculation. Setting a position for change of radio guard (such as 140degrees west or 20degrees north on Pacic crossings). Setting a time to call the resting crew on supplemented crew operations. Notifying ATC when ETA at waypoint changes. Setting a reminder to log on to ATC (at a time or location) for a datalink. Setting a reminder for when to request an oceanic clearance (for North Atlantic operations).
SUmmarY
Adding equal time point reminders between extended-diversion-timeoperation airports, such as between Hilo and Los Angeles on Pacic crossings.
Boeing has developed a new function that enables 777 and 787 ight crews to create automated reminders to alert them when specic events are achieved or when actions need to be taken.
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