Aero Q409 PDF
Aero Q409 PDF
Aero Q409 PDF
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]
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Collaborating
on Safety
Working together to make a safe global air transportation system even safer.
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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.
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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.
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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.
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.
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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
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
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Existing Regional
How the aviation industry is moving to
Activities
improve safety by sharing operational data
Step 6 Step 7
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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.
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.
Airline Boeing
unserviceable 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.
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
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.
rror
10° E
primary path
30
nDB
Runway
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
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figure 4: Service bulletins (SBs) and
service letters (Sls) that address
outdated MagVar tables
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.
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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.
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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
Restraint, tethering:
Aft body
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■■ 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.
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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.
22 ft (6.7 m) approximately
2 Tethering
Maximum hoist load = 10,000 lbs (4,536 kg) per frame attachments
Maximum total hoist load = 40,000 lbs (18,144 kg)
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figure 3: fuselage sling for tethering
Boeing sling assembly in tethering position.
Beam cables
Beam
fWD
fWD
Tension straps
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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.
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.
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think!
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AERO Magazine
Boeing Commercial Airplanes
P.O. Box 3707, MC 21-72
Seattle, Washington
98124‑2207
USA
Fax: 206.766.2934
AERO Readership Survey
1. Where do you work? 4. When given a choice, do you 8. Overall, AERO contains valuable 12. What kind of connection
CHOOSE OnE prefer to read publications and timely technical information. do you have to the Internet?
(including AERO) in print or on CHOOSE OnE CHOOSE OnE
Airline the Internet? CHOOSE OnE Strongly agree 28.8 Kbps modem
Maintenance, repair,
printed Agree 56 Kbps modem
and overhaul (MRO)
organization Internet neutral ISDn
Supplier no preference Disagree Cable modem
Regulator Strongly disagree DSl
School 5. Which version of AERO T1 or better
magazine do you read the most? 9. Specifically, AERO
library Do not know
CHOOSE OnE provides useful information
Trade association
printed magazine only in the following categories:
news media 13. Which comment best describes
Internet version only
STROngly DISAgREE
Boeing your AERO experience on the
STROngly AgREE
Both printed and on Internet? CHOOSE OnE
Other, specifically: the Internet AERO on the Internet allows
nO OpInIOn
DISAgREE
Don’t read either me to easily find and access
AgREE
articles, see photos and
2. What is your primary area graphics, play videos, and
5b. If you answered that you don’t access links.
of expertise? CHOOSE OnE read AERO, please tell us why. Maintenance l l l l l
Engineering CHOOSE All THAT Apply Engineering l l l l l AERO on the Internet is
sometimes difficult to navigate.
Flight no print copies available Flight l l l l l
Maintenance poor Internet access Management l l l l l
Safety l l l l l 13b. If you answered that AERO
Management not fluent in English is difficult to read on the Internet,
Regulatory l l l l l please tell us why.
Regulatory Articles of no interest
CHOOSE All THAT Apply
Safety Other, specifically:
10. Which comment best describes
Other, specifically: navigation confusing.
how easy it is to obtain a printed
copy of AERO? CHOOSE OnE pictures and graphics slow
to load.
6. AERO is published four times a There are many copies
year. How many issues do you of AERO magazine at my Videos do not play.
3. Where do you live? CHOOSE
read per year? CHOOSE OnE location. links do not function.
COnTInEnT, FIll In COunTRy
A few copies of the magazine unable to access the Internet.
Africa
1 are passed around.
2 It is very difficult to get a copy
14. please let us know how
Asia 3 of AERO.
we can improve AERO:
4 I have never seen a copy of
AERO.
Australia
7. Which comment best explains
how you read AERO? 11. Which comment best explains
Europe
CHOOSE OnE how easy it is to access AERO
on the Internet? CHOOSE OnE
I read the entire issue.
north America I can always access AERO
I read only the articles that on the Internet easily.
apply to my job.
I can sometimes access
South America I skim the magazine. AERO on the Internet.
I only read articles I can never access AERO
recommended to me. on the Internet.
I did not know AERO is
available on the Internet.
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