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qtr_04

09
A quarterly publication
boeing.com/commercial/
aeromagazine

Take Our
Readership
Survey
See page 27

Collaborating
on Safety

Industry Program
Promotes Safe
Global Transport

Component
Exchange Reduces
Inventory Costs

Correcting the
Effects of Magnetic
Variation

Boeing Assistance in
Airplane Recovery
Cover photo: 747 Thrust Reverser.
AERO Contents

03
AERO Readership Survey
Collaborating on Safety
please help us deliver the best content possible by sharing your opinions, insights,
Boeing is committed to making a safe
and ideas for AERO. See page 27.
global air transportation system even safer.

05
Industry Program Promotes
Safe Global Air Transportation
Boeing is working with industry to help
all regions of the world achieve the best
in aviation safety performance.

11

05
Component Exchange Helps
Operators Reduce Costs
The Boeing Component Services program
is a low-risk method for airlines to reduce
airplane maintenance costs through
24-hour access to a dedicated inventory
pool of components.

15
Correcting the Effects
of Magnetic Variation
15 Airlines should update their inertial reference
systems to the latest magnetic variation
tables to avoid navigation errors.

11 21
Boeing Assistance in
Airplane Recovery
Boeing can help operators develop
recovery plans and offers on-site
airplane recovery assistance.

21
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AERO
Publisher Design Cover photography Editorial Board
Shannon Frew Methodologie Jeff Corwin gary Bartz, Frank Billand, Richard Breuhaus, Darrell Hokuf, Al John,
Doug lane, Jill langer, Duke McMillin, Wade price, Bob Rakestraw,
Editorial director Writer Printer
Frank Santoni, Jerome Schmelzer, paul Victor, Constantin zadorojny
Jill langer Jeff Fraga Colorgraphics
Technical Review Committee
Editor-in-chief Distribution manager Web site design
gary Bartz, Frank Billand, Richard Breuhaus, David Carbaugh,
Jim lombardo nanci Moultrie Methodologie
Justin Hale, Darrell Hokuf, Al John, Doug lane, Jill langer, Duke McMillin,
David palmer, Wade price, Jerome Schmelzer, William Tsai, paul Victor,
Constantin zadorojny

AERO Online
www.boeing.com/commercial/aeromagazine

AERO magazine is published quarterly by Boeing Commercial Airplanes and is Information published in AERO magazine is intended to be accurate and authoritative.
distributed at no cost to operators of Boeing commercial airplanes. AERO provides However, no material should be considered regulatory-approved unless specifically stated.
operators with supplemental technical information to promote continuous safety Airline personnel are advised that their company’s policy may differ from or conflict with
and efficiency in their daily fleet operations. information in this publication. Customer airlines may republish articles from AERO
without permission if for distribution only within their own organizations. They thereby
The Boeing Company supports operators during the life of each Boeing commercial
assume responsibility for the current accuracy of the republished material. All others
airplane. Support includes stationing Field Service representatives in more than
must obtain written permission from Boeing before reprinting any AERO article.
60 countries, furnishing spare parts and engineering support, training flight crews
and maintenance personnel, and providing operations and maintenance publications. print copies of AERO are not available by subscription, but the publication may be
viewed on the Web at www.boeing.com/commercial/aeromagazine.
Boeing continually communicates with operators through such vehicles as technical
meetings, service letters, and service bulletins. This assists operators in addressing please send address changes to [email protected]. please send all other
regulatory requirements and Air Transport Association specifications. communications to AERO Magazine, Boeing Commercial Airplanes, p.O. Box 3707,
MC 21-72, Seattle, Washington, 98124-2207, uSA.
Copyright © 2009 The Boeing Company
E-mail: [email protected]

AERO is printed on Forest Stewardship Council Certified paper.


Correction: In the fourth quarter, 2007 issue of AERO, there was an
error in the table on page 27 labeled “Entered Cost Index (CI).” The
numbers for the first two models were incorrect. For the 717-200, the
correct information for the Typical Airline CI Values should be 5 to 25 and
the Approximate lRC Equivalent should be 25. For the 737-3/4/500, the
Typical Airline CI Values should be 10 to 30 and the Approximate lRC
Equivalent should be 30. We regret any inconvenience to our readers.

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AER O q uAR T ER ly qT R_0 4 | 0 9
Collaborating
on Safety
Working together to make a safe global air transportation system even safer.

We firmly believe a collaborative by the regions with the best aviation


approach to safety is more effective than safety performance.
regulatory action alone. Aviation safety is Another industry effort to improve safety
the result of regulatory oversight combined involves sharing more in-service airplane
with how airplanes are designed and operational data. Traditional safety efforts
produced, how crews operate and maintain have relied on investigating past accidents
them, and how the air traffic and airport to prevent future ones; however, the
infrastructure support them. To enhance aviation community is evolving toward a
system safety, a deep understanding of more predictive approach by examining
how our products are used in service — operational data to identify less obvious or
coupled with a strong understanding of emerging patterns and potential conditions
how they are designed and built, including before accidents occur. This approach
our supplier-provided commodities — relies on all aviation stakeholders freely
is essential to improving operational sharing and combining data (and assumes
requirements and product design. By agreement among all parties that the
working together — as members of information is protected from inappropriate
industry, civil aviation associations, govern- use). you can read more about this effort
MIkE DEnTOn ment regulatory authorities, and operators on page 9 of this issue.
Vice president of Engineering, — we can help ensure safety efforts are Within Boeing, we are using in-service
Boeing Commercial Airplanes effective and aligned worldwide. airplane performance data to review,
One recent safety effort is the global update, and enhance the designs of our
Aviation Safety Roadmap featured on commercial jets. We also are developing
page 5 of this edition of AERO. The global new systems and technologies to enhance
Ensuring safe air travel is our primary focus Aviation Safety Roadmap is a blueprint for the safety of the air transportation system.
at Boeing as we design, build, test, deliver, coordinating and guiding safety policies We are committed to developing safety
and support our airplanes. Boeing airplanes and initiatives worldwide. improvements throughout the world by
are designed to be inherently safe, but we Its purpose is to reduce the accident providing technical expertise gained from
know that air transportation safety also risk for commercial aviation, avoid decades of experience.
depends on safe operation and proper duplication of efforts and uncoordinated
maintenance and training. For that reason, strategies, and encourage close industry
we are committed to working with our and government cooperation on common
airline customers, industry associations, safety objectives. One of its main objectives
and governments to make a safe global is to help all regions of the world achieve
air transportation system even safer. the high levels of excellence maintained

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The primary objective
of the safety roadmap
is to provide a common
frame of reference for
all stakeholders.
Industry program
promotes Safe
global Air Transportation
Working with industry, Boeing has contributed to the development of a safety plan that
focuses on promoting a safe and efficient global air transportation system. Its main
objective is to help all regions of the world achieve the high levels of excellence maintained
by the regions with the best aviation safety performance.

By Terry McVenes, Senior Manager, Aviation System Safety, and Gerardo M. Hueto, program Manager of Regional Safety

This article outlines how Boeing is working Safety Foundation, Airports Council Organization (ICAO). ICAO has aligned
with industry to further reduce the accident International, Civil Air navigation Services its global Aviation Safety plan with the
rate in various regions of the world through Organization, and International Federation roadmap, including activities from its
the creation and implementation of a global of Air line pilots’ Associations — Boeing Cooperative Development of Operational
Aviation Safety Roadmap. has developed a global Aviation Safety Safety and Continuing Airworthiness
Roadmap for the International Civil Aviation program (COSCAp).

A COMMITMEnT TO SAfETy
At a glance
Boeing believes that safe flight should be a
basic expectation of citizens everywhere. The global Aviation Safety Roadmap:
Enhancing aviation safety performance ■■ Is the primary guide for states and industry to work together to improve global
depends on industry and government aviation safety.
working together to focus their combined ■■ Requires that a logical process be followed so regions are always investing their

energy on the most significant problems. energy in the most critical actions.
Working with the members of an Industry ■■ provides metrics and measurement that enable rigorously managed improvement.

Safety Strategy group (ISSg) — International ■■ Channels efforts through existing mechanisms, not new bureaucracies.

Air Transport Association, Airbus, Flight

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figure 1: The roadmap
The global Aviation Safety Roadmap is designed to coordinate and guide
safety policies and initiatives worldwide to reduce accident risk.

Global Aviation Safety Roadmap


2005 2006 2010
Focus Area Near Term Medium Term
Inconsistent 1.a. States that have not done so commence
implementation implementation of international Standards and
of international Recommended Practices (SARPs) and industry best
practice. Noncompliance considered internationally
standards nonacceptable. States use coordinated international
pressure on those unwilling to comply. Gaps identified
through Universal Safety Oversight Audit Program
(USOAP). Regional plans established.

1.b. Perform gap assessment of those states with


“suitable justification” for noncompliance. Establish
plans to reach desired compliance, including
coordinated international support where necessary
to close gaps. 1.c. / 2.b. International Civil Aviation Organization
(ICAO) USOAP, or other equivalent means of
assessment, continue to review compliance with
Inconsistent international SARPs, coordinated international support
2.a. States ensure their regulator is independent, being provided where necessary.
regulatory competent, and adequately funded. Establish an
oversight independent mechanism to monitor competency
of regulator.

Impediments to 3.a. States introduce legislative changes to support


reporting of the “just culture,” encourage open reporting
errors and systems, and protect data collected solely for the
STATES

purpose of improving aviation safety.


incidents Commitment
to roadmap
3.b. ICAO implements review of states’
activities to identify gaps in their legislative
action to encourage open reporting systems.
Develop a plan to address gaps.

3.c. Collate regional safety data.

3.d. Implement international sharing of


data/global data reporting system.

Ineffective 4.a. States that have not done so implement ICAO


incident and Annex 13 principles and the introduction of, or access
accident to, an adequately funded, professionally trained,
independent, and impartial investigative body. Action
investigation taken on safety recommendations.

4.b. Institute legal framework for protection of


safety data, with purpose of accident prevention,
not assignment of blame.

4.c. Implement international


cooperation and information sharing
of accidents and incidents.

Inconsistent 5.a. Design and build on existing regional mechanisms


REGIONS

coordination to monitor consistency.


of regional Commitment
`
programs to roadmap
5.b. Assign priority of action to regions in need on
the basis of risk assessment.

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AER O q uAR T ER ly qT R_0 4 | 0 9
2005 2006 2010
Focus Area Near Term Medium Term
Impediments to 6.a. Industry (management) commits to a “just culture” of
reporting and reporting all safety-related incidents and potential safety
issues without fear of reprimand to involved parties.
analyzing errors
and incidents 6.b. Identify and implement common metrics and descriptors of precursor events needed to enable
adoption of a proactive approach to managing risk.

6.c. Establish and integrate across industry shared incident/error databases.


Demonstrate and disseminate the benefits of open reporting.
Airlines / Operators; Airports; Air Navigation Services Providers; Maintenance, Repair and Overhaul Organizations; Manufacturers

Inconsistent use 7.a. ICAO SMS standards published. Confirm


of safety need for formal (mandated) SMS across all sectors
and disciplines of the industry.
management
systems (SMS) 7.b. Develop a plan for incorporation of SMS into audit process.

7.c. Develop audit processes to


assess operation of SMS function.

7.d. Implement review of SMS during audits.

7.e. Define interface points


between industry focus areas
and develop a plan for SMS
program integration across
all interfaces.

Inconsistent 8.a. With full management support, execute


compliance with independent assessment and gap analyses within
the industry of regulatory compliance to address
regulatory areas of noncompliance. 8.b. Perform regular independent audits of operational
requirements safety to assess ongoing compliance across the industry.
INDUSTRY

Inconsistent Commitment
9.a. Improve structures (through management
adoption of to roadmap commitment) for maintaining knowledge of best
practice and identify future developments (e.g., ICAO 9.b. With industry openly sharing information regarding
industry best best practices website, IATA, and FSF publications). the benefits of best practices, implement performance
practice benchmarking of dissemination consistency.

Nonalignment of 10.a. Design a mechanism for coordination and


industry safety sharing of safety strategies.
strategies
10.b. Coordinate and share safety strategies, seeking to achieve alignment and minimize duplication.

Insufficient 11.a. Identify requirements for sustaining


number of aviation safety against projected growth
of commercial aviation (matching
qualified task and resources).
personnel
11.b. Implement plans to provide
appropriate numbers of qualified
people.

11.c. Establish audit


processes to confirm that
people resource plans will
deliver the appropriate
numbers. 11.d. Resource plans to deliver the appropriate
numbers of qualifed people.

Gaps in use 12.a. Define proven technology gaps. Industry works


of technology to together to identify areas where technology might
provide significant safety benefits.
enhance safety
12.b. Deploy proven technologies that have been developed to enhance safety.

12.c. Integrate measures to close technology gap.

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figure 2: Regional safety plan
development process
The roadmap provides regional safety teams
with clearly defined implementation methods.

Existing
Data Sources

Step 1 Step 2 Step 3 Step 4 Step 5

perform a gap
Select the Identify Determine the Identify Existing
Analysis with the
Region for the Key Safety Strengths and Emerging
Roadmap Best Recommended
Analysis Stakeholders and Enablers Risks
practices Actions

THE nEED fOR A SAfETy ROADMAP traffic service providers. The roadmap ■ no impediments to reporting errors
coordinates and guides safety policies and and incidents.
Efforts to improve safety have been most initiatives globally. ■ Effective incident and accident
successful when industry and government The roadmap is based upon high-level investigation.
have worked together. Better use and principles that have been accepted by
coordination of industry and government industry as vital to the enhancement of Regions
resources can reduce or eliminate factors safety levels within global commercial ■ Consistent coordination by both states
that could possibly lead to accidents. aviation. It recognizes that there will always and industry across several states.
Achieving the next major breakthrough be reactive elements in safety manage-
in reducing regional accident rates requires ment, but emphasizes near- and midterm
Industry
moving beyond the traditional government- mileposts against which stakeholders must
■■ no impediments to reporting and
industry model, with its adversarial position plan for the future and gauge their progress
analyzing errors and incidents.
of regulator versus the regulated. The ISSg (see fig. 1).
■■ Consistent use of safety management
opted to develop an action plan of global The roadmap is not designed to provide
systems.
dimensions that clearly identified the roles detailed guidance to achieve a desired
■■ Consistent compliance with regulatory
played by regulators and industry, while endpoint. Depending upon specific
requirements.
emphasizing their complementary nature. developments and circumstances, there
■■ Consistent adoption of industry
may be multiple routes to gain the same
best practices.
objective. The importance and utility of the
ABOuT THE GlOBAl AVIATIOn ■■ Alignment of global industry safety

SAfETy ROADMAP
roadmap is to ensure that stakeholders’
strategies.
collective efforts converge upon common
■■ Sufficient number of qualified personnel.
objectives.
The global Aviation Safety Roadmap is ■■ no gaps in use of technology to

focused on reducing accident rates, enhance safety.


harmonizing best practices worldwide, and ROADMAP fOCuS AREAS
Organizing the focus areas in this manner
applying resources wisely. It provides a
emphasizes that the roadmap is intended
means to ensure that safety initiatives The global Aviation Safety Roadmap has
to be a joint effort at a regional level.
throughout the world deliver improved 12 focus areas grouped into three sets,
safety by coordinating efforts, thereby according to the primary aviation sector
reducing inconsistency and duplication. that is most responsible for carrying out IMPlEMEnTInG THE ROADMAP
The primary objective of the safety measures to achieve them.
roadmap is to provide a common frame Teams in regions throughout the world can
of reference for all stakeholders, including States use a step-by-step process to develop
states, regulators, airline operators, ■■ Consistent implementation of safety enhancement plans in accordance
airports, aircraft manufacturers, pilot international standards. with the roadmap focus areas (see fig. 2).
associations, safety organizations, and air ■■ Consistent regulatory oversight. Depending on the region, these teams are

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Existing Regional
How the aviation industry is moving to
Activities
improve safety by sharing operational data
Step 6 Step 7

Develop prioritized Develop the


By Paul Russell, Chief Engineer, Digital data such as FOqA is also routinely
Recommended Implementation
Actions plan
Aviation System Safety/u.S. and trended to evaluate the effectiveness of
European Safety programs safety enhancements that have been
implemented and to identify degradation
• Impact • State Actions For years, members of the aviation of system safety metrics.
• Changeability • Industry industry have studied accidents after the Data-mining techniques are being
Actions fact in an attempt to determine why they developed and used on the text of ASAp
occurred. During many of these studies, and ASRS reports to identify possible
investigators were able to identify the safety issues that are being encountered
Monitor the Implementation
presence of a factor or factors that by flight crews, air traffic controllers,
contributed to the accident within the maintenance personnel, and other
data being studied. If these factors could participants in the air transport system.
made up of regulators, airline managers,
have been identified sooner — from There is growing recognition within
pilots, manufacturers, and airport
incident or normal operational data — the aviation community that these
managers.
actions could have been implemented proactive approaches can be effective
As part of the global Aviation Safety
to reduce or eliminate them and possibly in enhancing the safety of the global
Roadmap implementation, Boeing and
prevent an accident. air transportation system.
other members of the ISSg are conducting
Many people within industry are now An example of this data-merging
regional workshops designed to develop
evolving to a more predictive approach, capability is a study recently completed
viable, self-sustaining industry-government
examining aviation operational data to on unwarranted terrain warnings
regional safety teams and implementation
identify less obvious or emerging patterns that were being experienced during
plans throughout the world. The workshops
and potential conditions before accidents approaches to some mountainous terrain
build a rigorous foundation that regional
occur. The approach relies on all aviation airports. Although individually these alerts
teams are using to develop sustainable,
stakeholders freely sharing, combining were harmless events, there was the very
detailed regional plans.
data, protecting proprietary data, and real potential that flight crews could
adhering to nonpunitive ground rules. become desensitized to the warnings
SuMMARy Major advances in the collection and and not respond rapidly to a valid alert.
sharing of routine operational data are One of the areas identified for investi-
Boeing is committed to further reducing the helping operators enhance the safety gation was the approach to Oakland
accident rate in all regions of the world and of their own operations. Two examples International Airport in California.
has helped lead the creation of the global are Flight Operations quality Assurance The study combined FAA radar data,
Aviation Safety Roadmap as well as its (FOqA) and Aviation Safety Action FOqA data, ASRS data, weather data, air
global implementation. The roadmap is partnerships (ASAp). The Aviation Safety traffic control procedures, and minimum
a blueprint for coordinating and guiding Reporting System (ASRS) of the u.S. vectoring altitude maps for a complete
safety policies and initiatives worldwide to national Aeronautics and Space Admin- and comprehensive analysis of the
reduce the accident risk for commercial istration, which collects voluntary reports situation. The study identified the factors
aviation, avoid duplication of efforts and from pilots, is another system designed that were contributing to the warnings
uncoordinated strategies, and encourage to identify safety issues before they and developed three safety enhance-
close industry and government cooperation become accidents. ments that are expected to reduce the
on common safety objectives. under the newly developed Aviation false alerts by more than 90 percent.
For more information, please contact Safety Information Analysis and Sharing The study is now being expanded to
Terry McVenes at terry.l.mcvenes@ program, all of the data that is collected by other airports throughout the united
boeing.com or gerardo Hueto at the u.S. Federal Aviation Administration States on a priority basis.
[email protected]. (FAA), as well as data collected by oper- For more information, please
ators through FOqA/ASAp, can be contact paul Russell at paul.d.russell@
analyzed to identify possible safety issues. boeing.com.

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The Component Services
Program provides
operators with an inventory
option that minimizes
maintenance costs and
airplane downtime.
Component Exchange
Helps Operators
Reduce Costs
Boeing’s Component Services program offers airlines a way to reduce component
inventory costs without compromising airplane dispatch reliability. The program
provides access to a pool of parts, available to ship within 24 hours of request.

By leo kniestedt, Senior Manager, Operations, Material Management

Boeing created the Component Services PROGRAM OVERVIEW Customers sign up for a standard term
program as a low-risk method for airlines of up to 10 years, paying a per-flight-hour
to reduce airplane maintenance costs. The Boeing created the Component Services rate that covers a potential exchange of
program provides 24-hour access to a program to give airlines quick, worldwide 300 or more different lRus. The program
dedicated inventory pool of selected high- access to critical components while currently supports 10 airlines operating
value, dispatch-critical components, such significantly reducing their inventory, repair, 777s and 17 airlines operating next-
as avionics, actuators, and precision and administrative costs. It’s also designed generation 737s.
mechanical assemblies. The program is so airlines can stabilize long-term mainte-
available to operators of next-generation nance budget planning.
HOW THE PROGRAM WORkS
737 (in cooperation with KlM Engineering The program allows participating airlines
& Maintenance) and 777 (in cooperation to shrink their inventory of dispatch-critical,
under the Component Services program, a
with Air France Industries) airplanes. high-value line replaceable units (lRus).
replacement part will be ready for shipment
This article describes the program and The acquisition of these high-value lRus
within 24 hours of receiving an order,
explains how operators can make use of it. can cost an airline millions of dollars
enabling an operator to replace a faulty
annually. Savings from the program can
unit quickly and easily without having to
be as much as 30 percent of an airline’s
maintain its own large inventory. Boeing
component repair and inventory costs.
manages the repair of the faulty unit to

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figure 1: The Component Services
Program in operation
The Boeing Component Services program enables
operators to exchange unserviceable lRus for an
overhauled replacement.

PARTS ExCHAnGE PROCESS WITH AIRlInE CuSTOMER

Airline Boeing

Airline customer ships Boeing ships an overhauled


unserviceable rotable lRu replacement lRu from the
to Boeing for exchange. exchange pool to the airline
customer.

unserviceable lRu

Overhauled replacement lRu

airworthy condition, upgrades it to reflect BEnEfITS TO OPERATORS ■ Reduced lead times. Because parts are
the latest design changes, and returns it supplied from the exchange pool, avail-
to the exchange inventory pool, available The Component Services program ability is not limited to the airline’s own
for the next customer request (see fig. 1). provides operators with an inventory option inventory. As a result, airlines are assured
The program includes a customized that minimizes maintenance costs and air- that they can always get the required
recommended spare parts list (RSpl) plane downtime. program benefits include: part to support their operational needs
based on customer data such as mean without waiting for a part to be repaired.
■■ Reduced provisioning and inventory-
time between unscheduled removals,
holding costs. The Component Services ■■ Around-the-clock airplane-on-ground
fleet size, maintenance base locations,
program allows airlines to reduce their (AOg) support. Although routine orders
and airplane turnaround time. The RSpl
initial investment in parts inventory. That are typically ready for shipment within
includes dispatch-critical parts and both
can result in lower taxes, depreciation, 24 hours of the receipt of the order,
avionics and non-avionics lRus in recom-
and warehousing costs, in addition to AOg orders are handled on a priority,
mended quantities to support each airline’s
reduced repair and modification costs. expedited basis.
dispatch reliability requirements.

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OnGOInG REPAIR/OVERHAul PROCESS

Step 1: Step 2:
unserviceable lRu enters lRu is repaired/overhauled
repair/overhaul process. by Boeing or supplier.

Exchange pool

Step 3:
Repaired lRu is placed in exchange pool
available for next customer request.

■ Improved financial and forecasting covered parts. This frees airlines of SuMMARy
performance. The Component Services significant overhead activity and cost
program lets operators spread out high- by reducing the time they need to The Boeing Component Services program
dollar expenditures by eliminating large spend evaluating service bulletins. enables next-generation 737 and 777
initial provisioning expenditures. It also operators to reduce their inventory cost
■■ Better management of the component
provides operators with lower upfront while providing quick access to selected
repair cycle. The program reduces
costs and a lower total cash flow. Flight- high-value, dispatch-critical spare parts.
operators’ need to carry excess
hour-based rates enable airlines to more For more information, contact leo
inventory to cover parts that are being
accurately predict maintenance costs Kniestedt at leo.g.kniestedt@
repaired. It also cuts down on the time
based on the flight hours they expect boeing.com.
and effort required to manage vendors,
to be flying.
approve repair quotes, ship and track
■■ Configuration, reliability, and warranty parts, and process repair invoices.
management. The program manages
configuration and warranty for all

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Airlines are responsible
for MagVar updates,
which can be performed
during scheduled
maintenance.
Correcting the Effects
of Magnetic Variation
Airlines should make sure they update their inertial reference systems to the latest
magnetic variation (MagVar) tables in order to avoid potentially hazardous magnetic
heading-related navigation errors.

By Benjamin Weinstein, Avionics Design Engineer

MagVar tables need to be updated errors. In certain situations, the heading the nDB approach issue, and provides
periodically to ensure their accuracy since error may result in the airplane flying off recommendations for airlines that are not
the Earth’s magnetic field is constantly course when trying to acquire a specific using current versions of the tables.
changing. Responsibility for MagVar nDB bearing. In the approach environment,
updates falls to the airlines, depending on this significantly increases the risk of
ABOuT MAGVAR TABlES
their areas of operation. While the most striking obstacles outside of the Terminal
recent MagVar tables were updated in Instrument procedures secondary area
MagVar tables are used to convert true
2005, some airlines are still using the 1980 during the approach.
heading to magnetic heading in an
version of the tables. Airplanes using these While no nDB incidents have been
airplane’s inertial reference unit (IRu).
tables as the primary source for heading reported in service, crews have commented
Magnetic heading accuracy is also the
while flying raw-data non-directional about MagVar-related system effects.
basis for requirements of other systems,
beacon (nDB) approaches in certain parts This article provides background infor-
including displays and autoflight.
of the world can have significant heading mation about MagVar tables, explains

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figure 1: Deviation in degrees of magnetic variation tables, 2005 vs. 1980
Airplanes operating in certain areas of the world — primarily South America and northern parts of north America — can have heading
errors exceeding 10 degrees. (Dark red indicates greater than 10 degrees of error; dark blue indicates 0 degrees of error.)

10 degrees
80

70
9

60

50 8

40
7
30

20
6
latitude (deg)

10

0 5

–10

4
–20

–30
3
–40

–50 2

–60

–70 1

–80

–150 –120 –90 –60 –30 0 30 60 90 120 150 180


longitude (deg)

These tables, which are the primary approaches in certain parts of the world constraints. Obstacles outside these areas
source of magnetic variation for adjusting can experience heading errors exceeding have no assured vertical obstacle clear-
the heading from true to magnetic, are 10 degrees (see fig. 1). ance. Consequently, operating the airplane
updated in 10-year intervals due to during an nDB instrument approach
changes in the Earth’s magnetic field and outside these areas can be hazardous.
nDB APPROACH ISSuE
primarily to correct for movement of the pilots can use the nDB for an approach
magnetic poles. updates were made in directly to the runway or for an arrival setup
When flying an nDB approach, a pilot is
1995 and 2005; the next scheduled update to locate the instrument landing system.
using raw data that includes magnetic head-
is 2015. MagVar information that is off by
ing information. Similar to other approach
For example, a pilot using outdated 10 degrees can result in these situations:
types, the nDB procedure final approach
MagVar tables as the primary source for
segment is designed as a trapezoid with When flying toward the nDB: Can rotate
an airplane’s heading while flying nDB
primary and secondary obstruction clear- the perceived approach into the secondary
ance zones. Obstruction clearance is area, which may allow the airplane to be
assured within the final approach segment outside the secondary area and increases
when complying with the published altitude the hazard to the airplane (see fig. 2).

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figure 2: Effect of 10-degree MagVar error when flying toward nDB
Flying toward the nDB with MagVar information that is off by 10 degrees may cause a pilot to be in the
path of obstacles or other dangers.

Obstacle Secondary Area

rror
10° E

primary path
30

nDB
Runway

Flight path Direction

figure 3: Effect of 10-degree MagVar error when flying away from nDB
Flying away from the nDB with MagVar information that is off by 10 degrees can cause the pilot
to be off course up to 2.5 miles to the right or left of the runway on final approach.

Secondary Area

rror
10° E

primary path
30

nDB
Runway

Flight path Direction

17
WWW.BOEIng.COM/ CO M M E RCIA l / A E RO M A g A z I n E
figure 4: Service bulletins (SBs) and
service letters (Sls) that address
outdated MagVar tables

AIR DATA InERTIAl REFEREnCE unIT (ADIRu) 2005 MAgVAR

737-600 / -700 / -800 / -900 757-300 767-400 777

Boeing SBs 737-34-1721 757-34-0269 767-34-0407 777-34A0138


(Released) (March 6, 2003) (May 1, 2003) (August 28, 2003) (november 22, 2005)

Boeing Sls 737-Sl-34-161-C 757-Sl-34-141-C 767-Sl-34-137-C


not applicable
(Released) (February 21, 2003) (February 21, 2003) (February 21, 2003)

InERTIAl REFEREnCE unIT (IRu) 2005 MAgVAR

767-200 / -300 747-400 757-200 737-300 / -400 / -500 MD-11

Boeing SBs 767-34-0411 747-34-2805 757-34-0303 737-34-1812 MD-11-34-141


(Released) (July 15, 2004) (July 15, 2004) (June 9, 2005) (July 21, 2005) (October 4, 2007)

Boeing Sls
or Fleet Team 767-Sl-34-151 747-Sl-34-125 757-Sl-34-155 737-Sl-34-177 MD-11-FTD-34-05002
Digest article (July 21, 2004) (July 21, 2004) (July 21, 2004) (July 21, 2004) (February 26, 2007)
(Released)

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Boeing strongly recommends that airlines flying with 1980
MagVar upgrade to the latest MagVar tables. IRu MagVar
software updates are performed by Honeywell at its service
centers, by approved third-party repair centers, or by airlines
approved by Honeywell. Airlines should incorporate these
updates into their established maintenance schedule.

When flying away from the nDB: Can maintenance schedule. The MagVar update SuMMARy
cause the pilot to be off course up to is also necessary to maintain certification
2.5 miles to the right or left of the runway compliance in areas of large magnetic Older MagVar tables will result in mag-
on final approach (see fig. 3). change. Consult your local regulatory netic heading errors in the IRus. These
Boeing strongly recommends that agency for local compliance requirements. heading errors can have an effect on nDB
airlines flying with 1980 MagVar upgrade to Current deliveries of Boeing airplanes approaches. These potential problems
the latest MagVar tables. IRu MagVar soft- incorporate the most recent 2005 MagVar can be avoided by updating the IRus
ware updates are performed by Honeywell tables. However, updated MagVar tables with the most recent MagVar table data.
at its service centers, by approved third- may or may not be available depending Airlines are responsible for MagVar
party repair centers, or by airlines approved on the product model and the entry into updates based on their areas of operation.
by Honeywell. Airlines should incorporate service date (see fig. 4). The update can be performed during
these updates into their established scheduled maintenance.
For more information, please contact
Steve Hopkins at steven.a.hopkins@
boeing.com.

19
WWW.BOEIng.COM/ CO M M E RCIA l / A E RO M A g A z I n E
Boeing provides
recovery resources
and services from
documents and tools to
comprehensive airplane
recovery services.
Boeing Assistance
in Airplane Recovery
Airlines need to have an effective plan in place to quickly recover an airplane following
an incident. Boeing has a team of experienced airplane recovery experts that advise
airlines on how to prepare and execute effective airplane recovery. The goal is to
minimize the time required to perform a safe and successful recovery operation with
no secondary damage.

By Jerry Paluszek, lead principal Engineer, Maintenance Tooling and Facilities/Airplane Recovery, Maintenance and ground Operation Systems

quick and decisive actions are essential PlAnnInG fOR AIRPlAnE RECOVERy ■■ Emergency defueling with no power on.
for effective airplane recovery. Boeing can DuRInG nEW AIRPlAnE DEVElOPMEnT Boeing has developed special tools and
help operators develop recovery plans and methods for suction and gravity defueling.
offers on-site airplane recovery assistance. During airplane development, Boeing For example, Boeing plans to incorporate
In roughly 80 percent of recoveries the designs tool commonality and a number of a defueling fitting for the 787 using the air-
airplane involved has left a hard surface airplane recovery options into the airplane to plane’s main and override jettison pumps.
during inclement weather. help ensure future airplane recoveries occur A portable external power control unit is
This article explains Boeing’s role in with no or minimal secondary damage. available for defueling all Boeing models.
airplane recovery, including designing Boeing establishes airplane recovery
■■ lifting/shoring. Drawing on past experi-
recovery options during airplane develop- requirements in five key areas during
ences, Boeing analyzes and establishes
ment, special recovery tools, airplane airplane development:
the best lifting scenarios and then
recovery documents, ongoing customer
■■ Weight and center of gravity (Cg) designs lifting locations on the airplane
support, and complete incident recovery
management. Boeing uses Cg cal- that are best suited to support lifting
and repair services.
culations to help ensure that the in those scenarios. Boeing determines
airplane’s design will allow for safe the loads required at those locations to
defueling, fuel transfer, cargo removal, adequately lift the airplane to eliminate
and component removal. or minimize secondary damage.

21
WWW.BOEIng.COM/ CO M M E RCIA l / A E RO M A g A z I n E
figure 1: Tethering on the 777
Boeing provides operators with detailed diagrams
showing locations for tethering to reduce or
eliminate the chances of secondary damage.

Restraint, tethering:
Forward body

Aft and forward restraint: Forward/aft restraint:


Engine diagonal brace to wing Main landing gear tow fitting
joint, right and left engine

Restraint, aft tethering: Restraint, tethering:


Outboard trailing edge flap tracks Entry door no. 4

Restraint, tethering:
Aft body

A device to adjust the cable is necessary


Anchor point
Cable attach point
load indicating device

22
AER O q uAR T ER ly qT R_0 4 | 0 9
■■ Tethering. normally tethering is methods and address environmental OnGOInG CuSTOMER SuPPORT
necessary during lifting operations, concerns related to airplane recovery.
especially during inclement weather. These documents — which are revised for Boeing is committed to keeping airline
Boeing establishes areas on the airplane new airplane model derivatives and on an customers apprised of new technologies in
that provide the best locations for as-required basis for current models — are airplane recovery equipment and methods.
tethering, monitoring all loads applied provided to the airline 90 days prior to its To this end, Boeing coordinates with
to the airplane structure (see fig. 1). first airplane delivery. equipment suppliers to learn about new
Boeing airplane recovery documents products and their suitability for airplane
■ Transporting. Boeing determines the
comply with the Air Transport Association recovery operations. Airplane recovery
best interface locations and provides
(ATA) 100/2100 (digital) specification, which procedures and new equipment listings are
supporting techniques and methods
details information such as weight and updated in the recovery documents after
to transport the airplane.
Cg management, preparation, weight their effectiveness has been established.
reduction, leveling and lifting, moving the Airlines can also take advantage of
SPECIAl RECOVERy TOOlS airplane, post-recovery, and special recovery educational opportunities, including
tools. The 787 will conform to the new airplane recovery exercises. In addition,
Boeing has designed special tools and ATA iSpec 2200. Boeing provides continuous and ongoing
equipment to support the lifting, stabilizing, Boeing provides airplane recovery support for special tools and equipment
moving, support, and general requirements documents for each airplane type: design, information and consultation, tech-
associated with an airplane recovery oper- nical services support, airplane recovery
■ 707, 727, 737
ation. These tools include both single- and familiarization training, and on-site airplane
■ next-generation 737
twin-aisle fuselage lifting/tethering slings recovery technical services.
■ 747
and a main landing gear hoist assembly
■ 757
designed for the 777 (see figs. 2, 3, and 4).
■ 767 RECOVERy SERVICES
Additional resources are also available
■ 777
from the International Airlines Technical
■ MD-80 When requested by an airline, Boeing
pool. Through the organization, member
■ DC-10-10 provides on-site comprehensive, integrated
airlines can obtain recovery kits which
■ DC-10-30/40 assistance to recover a disabled or dam-
include the basic equipment needed for
■ MD-11 aged Boeing airplane wherever in the world
a successful recovery.
■ MD-90 it is located. Requests for such assistance
■ 717 are submitted to Boeing Field Service
AIRPlAnE RECOVERy DOCuMEnTS ■ 787 representatives.
■ 747-8 Boeing recovery support includes diag-
Boeing creates airplane recovery nosis, repairs, logistics, parts procurement,
documents specific to each model that certification issues, and other services
specify appropriate recovery tools and as dictated by the specific recovery.

23
WWW.BOEIng.COM/ CO M M E RCIA l / A E RO M A g A z I n E
figure 2: Twin-aisle fuselage sling for lifting
Boeing sling assembly in lifting position. Only one sling position is used for primary lifting (forward or aft).
The second sling is positioned for stabilization only — not to be used for full airplane lift.

Aft body sling. (For specific locations,


see the appropriate Boeing Airplane
Recovery document.)

22 ft (6.7 m) approximately

Forward body sling.


(For specific locations, 1 Sling assembly (part J07008).
see the appropriate (The 3OHME65B00002
Boeing Airplane and OHME65B00002 sling
Recovery document.) assemblies are optional to
the J07008 sling.)

Tool drawings provide installation instructions.

1 The sling is placed so that no web strap


centerline is greater than 2 in (5 cm) from
a frame centerline. (See Boeing document
D626W004 for frame location details.)

2 The sling is not used to tether while being used


to lift the airplane.

2 Tethering
Maximum hoist load = 10,000 lbs (4,536 kg) per frame attachments
Maximum total hoist load = 40,000 lbs (18,144 kg)
24
AER O q uAR T ER ly qT R_0 4 | 0 9
figure 3: fuselage sling for tethering
Boeing sling assembly in tethering position.

Aft body locations.


(For specific locations,
see the appropriate
Boeing Airplane
Recovery document.)

Straps centered on frames.


(See closeups below.)

Sling assembly, forward


body position. (Aft body
position will overlap the
web ends.) Installation
instructions provided in
sling assembly kit.

Top-center tie strap

Beam cables

Beam
fWD

fWD

Tension straps

25
WWW.BOEIng.COM/ CO M M E RCIA l / A E RO M A g A z I n E
figure 4: Sling for lifting 777 from main landing gear
Boeing has designed a special hoist assembly that can be used to
lift a 777 with intact main landing gear.

Main landing gear lift access

Boeing’s goal is to assist the airline ■ On-site assistance in the use of airplane SuMMARy
operator to return the airplane to service recovery documents that provide critical
with as little disruption to the airline’s information such as lifting, tethering, Airplane recovery preparedness is essential
schedules as possible and to streamline transporting, and other data required to the successful operation of every airline.
the operator’s communication with all to recover Boeing airplanes. Boeing assists customers with a variety of
departments of Boeing, as well ■ Training on aircraft recovery and airplane recovery resources and services,
as with applicable regulatory agencies. assisting airlines in establishing their ranging from airplane recovery documents
Boeing offers: own airplane recovery teams. and tools to comprehensive airplane
recovery services.
■■ On-site technical support to assist in Boeing also assists airlines with:
For more information, contact
the recovery of severely disabled or
■ Damage survey of airplanes on ground. Jerry paluszek at gerald.j.paluszek@
damaged airplane.
■ Damage repair. boeing.com.
■■ On-site consultation on appropriate
airplane recovery equipment
and methods.

26
AER O q uAR T ER ly qT R_0 4 | 0 9
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