E-JETS
83
NOVEMBER/2013
FAMILY
83
Editor: Thiago Cestari Editorial Designer: Marcell Marra
E-JETS/INFO
E-NEWS is a periodic publication aimed to provide technical information to Engineering and Maintenance personnel. This edition and earlier ones can be found at Flyembraer Portal: www.flyembraer.com > Download_center > Commercial Jets > Maintenance > Technical Support > E-Jets NEWS. Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / technical.support@embraer.com.br
Proprietary Notice
The articles published in E-NEWS are for information only and are Embraer S/A property. This newsletter must not be reproduced or distributed in whole or in part to a third party without Embraers written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.
SUMMARY
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
SUMMARY
CALENDAR TECHNICAL
1
11
REMINDER
FOCUS ON
12
13
27
CALENDAR
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
CALENDAR E V E N TS
NOVEMBER
04 - 08
NOVEMBER2013
1
1 2 3 4 5 6 7 8 9 10 11 12
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
With a focus on the airline operational efficiency of the E-Jets fleet, Embraers Commercial Aviation Services & Support division hosted the global edition of the Embraer Operators Conference (EOC) in Rio de Janeiro, Brazil, from October 13 to 15. Along with the EOC, Embraer also held the 13th edition of the Maintenance Cost Workshop (MCW), on October 16. Both events were attended by more than 50 airlines and leasing companies, and nearly 40 suppliers and business partners from five continents, totaling over 400 people. These events provide an unparalleled occasion for collaboration and networking among the industry stakeholders, involving operators, suppliers, service centers, and Embraer, said Johann
Bordais, Vice President, Service & Support Embraer Commercial Aviation. The MCW is an annual meeting designed to support operators in reducing their maintenance costs by sharing experiences, addressing the demand for continuously increased operational efficiency. During the EOC, Embraer promoted its e-Solutions platform of web-based tools on the FlyEmbraer website, which is a single connecting point for Embraers customers to find a digital portfolio of services any time, on any device. It is designed to maximize flight duration and avoid unnecessary operating costs and delays, serving as both corrective and preventive maintenance.
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Our tarGet for both eVents was to share best practIces and eXperIence, whILe debatInG maIntenance cost reductIon throuGh actIons InItIated two years aGo, In order to ImproVe operatIonaL effIcIency and achIeVe eXceLLence In customer serVIce. JOHANN BORDAIS, VICE PRESIDENT, SERvICE & SUppORT
Included in the Rio event are such e-Solutions as the eSRM web application based on SRM (Structural Repair Maintenance) approved data to allow E-Jets operators to increase damage assessment reliability, reduce structural repair costs, and to more quickly and conveniently perform repair management and traceability. The eTechPubs is an environmentally friendly system introducing a value-added paperless solution for Technical Publications, requiring no media generation and allowing operators to significantly reduce both the time to find/ retrieve technical information and the cost of maintaining it. The AHEAD-PRO (Aircraft Health Analysis and Diagnosis) system analyzes and diagnoses aircraft health by continuously monitoring the E-Jets performance, in real time, while increasing the fleet availability. One of the initiatives Embraer presented in both events is the new iPad ePerf
application for the Commercial Aviation Market, developed for the deployment of tablets in the cockpit, driving down costs, compared to conventional Electronic Flight Bags (EFB). This application allows pilots to calculate aircraft performance and to obtain the maximum payload, landing speeds, and distances within seconds. It will economically eliminate the need for heavy books. ePerf is a stand-alone program and can be used offline during any flight phase, anytime and anywhere. The first ePerf tool will be available by the end of 2013 for the E-Jets. The Company also introduced the Embraer Fuel Efficiency Program, a consulting service that furnishes an accurate diagnosis to assist with decisionmaking for single- or multi-fleet airlines that are looking for fuel savings. Apart from the unique manufacturer expertise, it also includes a web-based tool for monitoring results.
EOC opening session, by Mr. Paulo Cesar Silva, CEO Commercial Aviation
TECHNICAL
WEBEX IN NUMBERS
30
240
7
10
1 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 3 4 5 6 7
In 2014 an annual Calendar Events section will be introduced in the E-News to highlight planned Embraer Service & Support events, including the Webex sessions. Also, for an easier identification of the participants, it is recommended that all Webex attendees put their Company name right after their name in the Your Name field, when joining to the conference. Usually, all presentations are available at the Flyembraer website for consulting and/ or downloading one week prior to the event. Also, further information related to technical issues is published in the Follow-up (FUP) reports available at the E-Forum section of the Flyembraer website. Your feedback is very important to us and will be surely be used to improve our Services and Support.
5.9
OVERALL
5.7
Q1: This technical Workshop session met your expectations
OVERALL
Q1
6.0
Q2: The web conference organization was adequate (conference invitation, duration, material availability at FlyEmbraer)
6.0
Q3: The overall skills of the Presenter were adequate
Q2
Q3
TECHNICAL
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
CCTA EMBRAER
TECHNICAL
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
TECHNICAL
4th Nov
8:30 10:00
Tuesday
5th Nov
GWG System Optimization Items
Wednesday
6th Nov
GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Lunch GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Adjournment
Thursday
7th Nov
GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Lunch ISC 2nd SWG/ZWG 6th & 7th GWG Break ISC 2nd SWG/ZWG 6th & 7th GWG Adjournment
Friday
8th Nov
ISC 2nd SWG/ZWG 6th & 7th GWG Break ISC 2nd SWG/ZWG 6th & 7th GWG Lunch ISC 2nd SWG/ZWG 6th & 7th GWG Adjournment
Welcome Meeting Introduction GWG MPEP Items Lunch GWG MPEP Items Break GWG MPEP Items Adjournment
Break GWG System Optimization Items Lunch GWG System Optimization Items Break GWG System Optimization Items Adjournment
10:15
12:00
13:00
14:30
14:45
17:00
TECHNICAL
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Sharing of experiences and best practices of maintenance daily operations; Cooperative engagement among operators, leasing companies, suppliers, service centers and Embraer;
TECHNICAL
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
The results of the Parts Repair Workshop and the MCW action items will be part of the next E-Jets Cost Reduction web conference on December 09th and 11th, 2013.
Overview of main results obtained in 2013 aiming at reducing the maintenance costs and next steps. Best practices focused on maintenance cost process management.
An innovative booklet with controlled copy was delivered to the customers with the main results achieved, cost benefit analysis, maintenance checks overview and best practices.
9
Maintenance Checks figures from worldwide fleet for Maintenance Planning Document (MPD) Intermediate and Basic Checks, mentioning average labor and materials invested on routines and non-routines activities.
To consult the MCW 2013 presentations, please visit us on the FlyEmbraer site
Visibility of earnings and benefits of technical solutions, to reduce the engine maintenance cost. EMBRAER, JetBlue Airways, UTC Aerospace Systems and Honeywell promoted an opened plenary on the E-Jets Parts Repair Costs subject. Initially, the presenters highlighted their stand point on the subject from the perspectives of the Original Equipment Manufacturers (OEMs) and Airlines. From this point on, the E-Jets Community discussed and debated possible solutions on the E-Jets Parts Repair Costs. The Parts Repair Workshop came up with several ideas that will be analyzed by EMBRAER, to establish and reach potential savings on the Repair Prices pillar at the E-jets Cost Reduction Project.
Download center Commercial Jets Conferences E-Jets Maintenance Cost Workshop - MCW MCW Presentation MCW 2013
The MCW counted with representatives from 36 Operators, 6 Leasing Company, 25 Supplier/Maintenance, Repair & Overhaul (MROs) Providers and the Embraer Team.
TECHNICAL
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
10
+ + + + + +
Repair Procedures; Alternative Maintenance Procedures; Workflow Optimization; Ground Support Equipment (GSE)/ Tooling; Enhancements; Others;
Who can attend? All E-Jets Airlines and Leasing Companies personnel involved with maintenance and engineering activities are eligible to participate and to apply for the prize.
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Reminder
On Aug/2012, Embraer released service bulletin (SB) 19036-0019 addressing Bleed Leak events on EMBRAER 190 due to the susceptibility of the overheat detectors (ODS) to vibrations at the pylon tip area. On the EMBRAER 190 models, this is the major cause of the events. Nevertheless, reports from operators show a very low incorporation rate of this bulletin. Embraer would like to remind the importance of incorporating bulletin 190-36-0019, which is free of charge (until Sep/2014, active) as a way to improve the reliability of the EMBRAER 190 bleed system.
11
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Download center Commercial Jets Maintenance Technical Support Video Training TV170003 Shimmy Damper
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Maintenance activities are responsible for at least 12% of airline direct operational cost (DOC) [1]. Although other cost drivers such as aircraft ownership and fuel represent a much larger portion of DOC (refer to figure 1), reduction of maintenance costs are always a fundamental part of any airline plan to increase competitiveness and profitability. As an original equipment manufacturer (OEM), EMBRAER is continuously looking for opportunities to respond to this need of maintenance cost reduction by its customers. One possible way to accomplish this is reducing the complexity of the scheduled inspection tasks as well as the necessary time to execute them. When considering that at least half of all the maintenance activities of any commercial aviation aircraft
CREW
HULL INSURANCE
ACFT OWNERSHIP
that a significant reduction in the life cycle cost could result in an realistic return on investment. According to this study, for a 30 to 40% replacement of traditional maintenance requirements by the SHM solutions, the time to recover the cost of the initial investment for both the engine mount and the trailing edge structure would be 2 to 3 years. Although Renee et al. [2] recognize that their study was limited in some aspects, we can consider it a valid indication that there are ways to the OEMs to develop consistent business cases around the SHM, in order to deliver cost effective solutions for their customers. Therefore, it is important to focus now on how the SHM applications can be successfully implemented by airlines in their fleets as well as in their correspondent maintenance programs. This will be done in the next sections of this paper.
13
FEES (LAND/NAV)
MAINTENANCE
FUEL
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
CHALLENGE 1
+ Revision of the MSG-3 structural analysis logic to evaluate the use of S-SHM as a task for timely detections of Accidental
Once incorporated as part of a Policy and Procedure Handbook (PPH), the S-SHM information contained in the A4A MSG-3 2009.1 would be understood as adequate to support a SWG and ISC making one of the following decisions when evaluation an MSG-3 analysis of a Structural Significant Item (SSI):
+ List the S-SHM task as an alternative to the relevant ED, AD and/or FD inspection in the MRBR (S-SHM listed together with
the traditional inspections);
+ Replace a traditional inspection on the MRBR with the S-SHM task; + Select (or maintain) a traditional inspection over the S-SHM task to be listed in the MRBR;
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
As the use of the S-SHM technologies are part of a new approach for scheduled maintenance practices, its acceptance by the Regulatory Authorities may generate additional difficulties to the OEMs during the naturally demanded, but well known, certification process. Therefore, it is fundamental that the OEM can refer to clear requirements or guidelines on how to develop and certify such systems. This was addressed by collaborative effort of several members of the SHM community under the coordination of the Society of Automotive Engineers (SAE) that culminated in the issue of the new Aerospace Recommended Practice (ARP) 6461 - Guidance on Structural Health Monitoring for Aerospace Applications in September 2013. SAE ARP 6461 serves as a common reference for the OEMs, Regulatory Authorities and other parties involved in the development and certification of the SHM solutions for a given commercial aviation program.
In the EMBRAERs perspective, it is fundamental that the SHM community increase its support to the continuous improvement of SAE ARP 6461 contents, in order to convince the regulatory authorities that all the relevant aspects related to the S-SHM systems safety, reliability and continued airworthiness, to replace or complement traditional structural inspections tasks were properly covered. This will ultimately support the activities of systems and structural working groups involved in the MRB process of a given aircraft program, to revise the applicable analyses to select the S-SHM tasks and finally start taking advantage of the introduction of the SHM concepts in the MSG-3 methodology since 2009.
15
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
How to adjust the process to develop a structural maintenance program in order to introduce scheduled SHM tasks?
A scheduled SHM (S-SHM) task is defined as the act to use, run or read-out a SHM device at an interval set at a fixed schedule [3]. As explained by Wenk [4], the introduction SHM concepts on the MSG-3 methodology, which is used to develop maintenance programs for commercial aviation aircraft models, was the result of a collaborative effort of OEMs and other representatives of the SHM community. A general approach to gradually introduce the SHM solutions into scheduled maintenance programs was proposed by Santos [5], where he mentioned that to successfully introduce a SHM system into a commercial aviation maintenance program, the SHM system developers must have in mind that as per 14 CFR part 25 25.1529 and Appendix H [6], the instructions for continued airworthiness must be developed for aircraft, where the SHM systems must be properly evaluated in this aspect as part of the MRB process.
SOURCE DOCUMENTS
EMBRAER
ISC
AIRLINES REG. AUTHORITIES OEM
WGs
AIRLINES REG. AUTHORITIES OEM
MRB
REG. AUTHORITIES OEM AIRLINES (EVENTUALLY)
16
MSG - 3 METHODOLOGY
AC 121-22A
PPH APPROVAL
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
17
A SSI is any detail, element, or assembly which contributes significantly to carrying flight, ground, pressure, or control loads, and whose failure, if it remains undetected, could affect the structural integrity necessary for the safety of the aircraft.
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Environmental deterioration and accidental damage must be evaluated for all SSI. The environmental deterioration (ED) analysis procedure considers that the aircraft structure may be subject to damage caused by its exposure to adverse environments such as cabin condensation, galley spillage, toilet spillage, cleaning fluids, among others, as well as by the material susceptibility to corrosion and stress corrosion, and the protection applied to the structural components. The environmental deterioration may be time dependent or may be a random discrete event. For the damage susceptibility assessment and its timely detection, the following indexes are considered: SSI visibility, sensitivity to corrosion/deterioration (metal and non-metals), protection (of the structure against the environment) and environmental effects (related to the exposure to adverse environment). The Accidental damage (AD) analysis procedure considers that the aircraft structure may be subject to damage caused by the contact or impact with
foreign objects, or caused by inadequate operation or maintenance practices. The accidental damage analysis takes into account the susceptibility of each SSI to accidental damage based on damage exposure frequency and location of one or more sources of damage such as ground/cargo equipment, foreign objects, erosion from rain, hail, lightning, runway debris, spillage, water entrapment and human error during aircraft manufacture, operation, or maintenance. To develop an efficient analysis, the following aspects must be considered: SSI visibility, sensitivity to damage propagation, estimated residual strength after damage and likelihood of damage. After the completion of the FD, ED and AD analysis, the associated inspection tasks and their subsequent intervals and thresholds should be established for each item of analysis. Then, the results are consolidated in order to select, for each item of analysis, the final requirement that shall be included in the MRB report proposal. The requirement is composed of threshold (T) and repetitive interval (I).
When the OEM receives the approval of its damage tolerance analysis (DTA) report by the appropriate regulatory authority (certification) and the latest results of the on going full fatigue test, all fatigue limitations generated by the damage tolerance analysis, for the SSIs categorized as an airworthiness limitation item (ALI), shall be evaluated by the WG, in order to determine if the correspondent inspection level remains practical and effective. Subsequently, the FD tasks which are associated to any limitation generated by DTA (SSI inspection level, threshold, and interval), shall be classified as an ALI and be listed in a dedicated section or appendix of the MRBR. The final goal of the previous procedures is to determine which task type, interval an threshold are applicable and most effective to limit or eliminate the effects of fatigue, environment and accidental damages. Therefore, as indicated before for the other structures, the PPH must clearly indicate which criteria must be used to verify if a S-SHM task can provide equivalent probability of detection
(POD) and confidence level that the correspondent traditional inspection that was select to cover those structures.
18
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Similarly to the structural analysis procedure, it is necessary to define maintenance significant items (MSI) among all systems of the aircraft model being evaluated. In EMBRAER perspective, any pure S-SHM systems design will never be classified as a MSI and therefore, no MSG-3 system analysis will be required. Consequently, no scheduled task would be selected for the S-SHM systems components that will be installed in the aircraft. Nevertheless, EMBRAER understands that built-in tests (BIT) must be implemented as part of any ground support equipment (GSE) that will interrogate the S-SHM sensors installed in the aircraft, in order to evaluate if the data collection and analysis that will be performed as an inspection tasks are valid.
Regarding the S-SHM, the ISC participation must ensure that the Structural WG properly evaluated the use of available S-SHM systems to replace or complement traditional inspections, in accordance with the PPH guidelines. The regulatory authority maintenance review board (RA MRB) has the authority to approve the proposed initial inspection requirements that will be published in the MRB report. This board is formed by the MRB Board Chairman and MRB Executive Chairman (both are representatives of the regulatoryauthorityofOEMscountry),foreign authorities representatives, MRB members and advisors, and ISC Chairman and CoChairman. There are two responsibilities that have a direct effect on the acceptance of S-SHM tasks as part of MRB Reports: A. To review and confirm acceptance of the PPH (concurrently approved by the ISC and obviously containing all the guidelines for the evaluation of S-SHM tasks), and B. Offer guidance and assistance to the ISC and WGs, including the aspects/requirements that will be observed in order to accept S-SHM tasks as replacement or complement of traditional ones.
In our perspective the best way to make what was suggested in this subsection is that the SHM community increases the involvement of representatives of the major regulatory authorities around the world, to promote the structural health monitoring solutions not as a promise for the future but as a concrete option for improvement of the maintenance programs of the current commercial aviation fleet.
19
A MSI is one whose failure could affect safety, be hidden to the operating crew (pilots and flight attendants), or have a significant potential economic or operational impact.
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
A) Scheduling information (maintenance instructions) for each part of the airplane and its engines, auxiliary power units, accessories, instruments, and equipment that provides the recommended periods at which they should be cleaned, inspected, adjusted, tested, and lubricated, and the degree of inspection, the applicable wear tolerances, and work recommended at these periods. B) Airplane maintenance manual, introducing information that includes an explanation of the airplanes features and data to the extent necessary for maintenance or preventive maintenance.
20
Therefore, to use S-SHM solution as part of any commercial aviation maintenance program it is necessary to revise the correspondent ICA with information related to S-SHM inspections. The MRBR, maintenance planning document (MPD) and the aircraft maintenance manual
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Notice that in the MRBR example, the term S-SHM replaced the term SDI, but the inspection threshold and interval remain the same as in the original task (the values were purposely removed from the example). In the MPD, it will be also necessary to indicate that while the number of technicians required to perform the S-SHM is still one (as originally indicated for the SDI), only 0,25 man-hour will be used for the complete accomplishment of this inspection (the SDI takes much more than that only to open the access panels for the borescope).
21
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
22
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
with SHM
122334 122334
334
122334
122334 122334
122334 334
334
23
122334 122334
334
High downtime due to assembly/disassembly Complex/Time Consuming Inspections High probability of induced damage during inspections
Minimal downtime/simple access panel removals Simple/quick inspection procedures (plug in play) No induced damage in the inspection areas
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
EXAMPLE
EMBRAER is evaluating the structures and structural inspections of the current E-Jets in order to determine the one that, once monitored by S-SHM system, would allow customer airlines to have significant reductions in direct maintenance costs and higher aircraft availability, with the same or higher safety and reliability levels of traditional inspections. Currently, EMBRAER is evaluating 2 different types of S-SHM system: Comparative Vacuum Monitoring (CVM) and Lamb Waves Monitoring (LW). The CVM is based on the principle that a vacuum maintained within a small constant volume is extremely sensitive to any leakage, as it can be seen in the figures below, when a crack connects a vacuum gallery to an air gallery. Therefore, when the mechanic connects the CVM GSE to test the structure, the system will be able to sustain the vacuum in the correspondent galleries, indicating that some damage occurred.
Crack Initiated
PRESSURE DIFFERENTIAL
SYSTEM OUT OF BALANCE INITIATION CURVE
24
TIME
TIME
Besides Pressure Differential, several other built in tests such as continuity are performed automatically for damage detection
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
LW uses piezoelectric transducers (PZT) to generate waves in the monitored structure that are sensitive to cracks on it. All PZT used for LW act as actuator AND sensors in order to generate a baseline reading of the health structure. This baseline will be compared with the data collected every time a LW inspection is performed to determine if damage occur. These two SHM technologies are used in Service Bulletins 190-00-0027 (S-SHM TEST INSTALLATION IN THE WING STRUCTURE), 190-00-0028 (S-SHM INSTALLATION IN THE FORWARD FUSELAGE STRUCTURE) and 19000-0029 (S-SHM INSTALLATION IN CENTRAL FUSELAGE II STRUCTURE). It is important to emphasize that the accomplishment of the above mentioned Service Bulletins does not affect or change the maintenance plan (MRBR) of modified aircraft. They are being used by EMBRAER as part of the SHM development process, for data acquisition purposes. The S-SHM systems that are installed consist of onboard unpowered sensors for the detection of cracks and accidental damages in the monitored structures. For these bulletins, only part of the S-SHM
system (CVM and LW sensors, tubing, harness and connectors) are being installed. Please contact EMBRAER for more information on the SBs or your company is interested participating in this initiative. To examplify the concrete results EMBRAER is aiming with S-SHM, lets take into consideration the current E-Jets Basic 3 check inspection package, which contains structural tasks of the following ATA chapters 52 Doors, 53 Fuselage (FWD, CFI, CFII, CFIII, REAR), 55 Stabilizers, 56 Windows, 57 Wings (STUB, SPAR, FTE, AILERON) and 78 Thrust Reverser. Assuming that for all tasks that require elaborate access, it is both technically and economically possible to install CVM or LW S-SHM systems (during, for example, a Basic 2 check, where several access panels are removed). It would be possible to replace up to 64,40% of the traditional inspections of the E-Jets Basic 3 check. For several of those tasks, the total time to perform the inspection (including simple access to connect the S-SHM GSE in different points of the aircraft) would be minutes (instead of hours, as it is today!), representing a significant reduction in downtime and maintenance costs.
w2
25
b1<b2 w1>w2
TIME (ms)
INPUT
Paths
OUTPUT
FOCUS ON
E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3
Conclusion
There are challenges for the immediate introduction of the S-SHM tasks as part of any commercial aviation maintenance program. Three of them were presented in this paper along with suggestions on how to overcome them. Different approaches for the introduction may be used, but whatever they are it will be necessary to propose a method to certify the S-SHM inspections regulatory authorities as a valid replacement for more traditional tasks, make adjustments on the process to develop maintenance programs and revise instructions for continued airworthiness affected by the introduction of the S-SHM tasks.
References [1] Maintenance Cost Management A Reference Guide, EMBRAER S.A. Available at https://www.flyembraer.com [2] Kent, Renee M., D. A. Murphy, 2000. Health Monitoring System Technology Assessments Cost Benefits Analysis. NASA / CR-2000209848.
Code of Federal Regulations, Federal Aviation Administration (FAA). Available at http://rgl. faa.gov/ [7] Advisory Circular 121-22A Maintenance Review Board Procedures, dated 3/7/97, Federal Aviation Administration (FAA). Available at http://www.airweb.faa.gov
26
[3] MSG-3: Operator / Manufacturer Scheduled Maintenance Development; Revision 2009.1, Airlines for America (A4A), available from A4A at http://www.airlines.org. [4] Wenk, L., Status of MSG-3 (Maintenance Steering Group 3) Guidance on Using SHM for Scheduled Maintenance 7th International Workshop on Structural Health Monitoring, Stanford CA, Sept 9, p103, 2009. [5] Santos, L. G., Embraer Perspective On The Introduction Of SHM Into Current And Future Commercial Aviation Programs 8th International Workshop on Structural Health Monitoring, Stanford CA, Sept 9, p103, 2011 [6] Appendix H to Part 25 of Title 14 of the
Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / technical.support@embraer.com.br Proprietary Notice
The articles published in E-NEWS are for information only and are the Embraer S/A property. This newsletter must not be reproduced or distributed in whole or in part to a third party without Embraers written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.