qtr_02 13 A quarterly publication Brought to you by the Edge

747-8 Serves 100th Airport

ARINC Standards Development

737 Boeing Sky Interior

Troubleshooting with Interactive Fault Isolation Manual

APU-on-Demand During ETOPS Flights Cover photo: 747-8 Engine AERO Contents

03 B oeing 747-8 Serves 100th Airport The 747-8 offers operational improvements while preserving key commonalities with the 747-400, including compatibility with the world’s major airports.

05 ARINC Standards Development The establishment of appropriate Aero­ 05 nautical Radio Inc. Standards encourages fair competition among operators, minimizes redundant work, and allows the industry to move forward together.

13 737 Boeing Sky Interior Enhances Flying Experience A new interior option improves the Next‑Generation 737 cabin environment and reduces maintenance and 13 environmental impact. 19 Faster Troubleshooting with Interactive Fault Isolation Manual Boeing has developed an Interactive Fault Isolation Manual that makes it easier to identify and correct faults.

25 19 U sing APU-on- Demand During Next-Generation 737 ETOPS Flights Next-Generation 737 operators are now able to operate the auxiliary power unit on demand during the extended range 25 operations portion of a flight.

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Publisher Design Cover photography Editorial Board Shannon Myers Methodologie Jeff Corwin Don Andersen, Gary Bartz, Richard Breuhaus, David Carbaugh, Darrell Hokuf, Al John, Doug Lane, Jill Langer, Russell Lee, Duke McMillin, Keith Otsuka, Editorial director Writer Printer David Presuhn, Wade Price, Jerome Schmelzer, Corky Townsend Jill Langer Jeff Fraga ColorGraphics Technical Review Committee Editor-in-chief Distribution manager Web site design Gary Bartz, Richard Breuhaus, David Carbaugh, Darrell Hokuf, Al John, Jim Lombardo Nanci Moultrie Methodologie David Landstrom, Doug Lane, Jill Langer, Russell Lee, Duke McMillin, David Presuhn, Wade Price, Jerome Schmelzer, Corky Townsend, William Tsai

AERO Online www.boeing.com/boeingedge/aeromagazine

The Boeing Edge www.boeing.com/boeingedge

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 Edge 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/boeingedge/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 © 2013 The Boeing Company E-mail: [email protected]

AERO is printed on Forest Stewardship Council™ Certified paper.

02 aero quarterly qtr_02 | 13 -8 Serves 100th Airport

The new Boeing 747-8 offers a number of The arrival of the airplane in Hanoi is just operational improvements while preserving another testament to the capabilities and key commonalities with the 747-400. One value the 747-8 is providing our customers. of those commonalities is compatibility with It demonstrates that the newest members the world’s major airports. of the 747 family can operate safely within In the United States, the Federal an airport environment, accounting for Aviation Administration has approved the regulatory, clearance, pavement loading, 747-8 for operations at airports with the and parking requirements. It also exhibits same clearances as those required for Boeing’s commitment to help ensure the 747-400 — and airports around the efficient and effective operations for our world are following suit. In March, Hanoi’s customers. Noi Bai International Airport became the We look forward to continuing to work world’s 100th airport to receive the 747-8. with our customers as the fleet serves the Launch freighter customer Cargolux next 100 airports. took delivery of the first 47-87 Freighter in October 2011 and placed the airplane Eric Lindblad directly into service to its home base in Vice President and General Manager Luxembourg — something we’re very proud 747 Program of. Since then, the fleet has supported Boeing Commercial Airplanes revenue service operations at more than 100 airports and has been approved for more than 225 airports around the world. In addition to serving airports around the world, the fleet has seen dispatch reliability and fuel burn better than plan.

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ARINC Industry Activities add value for operators by ensuring standard definitions for avionics, cabin systems, protocols, and interfaces.

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A Rinc Standards Development

Aeronautical Radio Inc. (ARINC) Standards define avionics, cabin systems, protocols, and interfaces used by air transport and business airplanes worldwide. Boeing is committed to ARINC Industry Activities because the establishment of appropriate standards adds value for the aviation industry in general and for Boeing customers and products in particular.

By Kathleen O’Brien, Associate Technical Fellow, Airplane Electronic Systems, and Brandon Mazzacavallo, Senior Manager, Simulator Management Services

Members of the aviation industry are About ARINC ARINC Industry Activities is the part of working together to establish consensus- ARINC that coordinates and manages three based, voluntary aviation technical ARINC was formed in 1929 by the airlines aviation industry activities: standards that no single organization of the day at the suggestion of the U.S. ■■ Airlines Electronic Engineering Com­ could develop independently. This ARINC Federal Radio Commission (which later mitt­ee (AEEC). The AEEC develops standardization encourages fair competition became the Federal Communications engineering and technical standards for among operators, minimizes redundant Com­mission). For most of its history, avionics, networks, and cabin systems. work, and allows the industry to move ARINC served as the airline industry’s Boeing has a voting seat on the AEEC forward together. Without standardization, single licensee and coordinator of radio and is part of the AEEC Executive industry cost would increase because commu­nication outside of the government. Committee, along with the world’s avionics components would be highly ARINC has since evolved into a provider airlines, Airlines for America, the customized to only interface with one of engineering solutions in the aerospace International Air Transport Association, airframe manufacturer’s airplane. and defense, aviation, airport, government, the U.S. Air Force, general aviation, This article explains the importance of network, security, and transportation and a European airplane manufacturer. ARINC Standards and their development. industries, delivering products and One of the most widely known services worldwide. standards is ARINC 429, “Digital Information Transfer System,” which

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20130423_ET_030.dng 20130423_ET_035.dng 20130423_ET_037.dng Figure 1: Standardized hardware and data formats Flight decks, like the one on this 747-8, are the nerve centers for communication between electronic systems on an airplane. ARINC Standards are used on all Boeing airplanes and establish hardware and data formats.

06 aero quarterly qtr_02 | 13 07 WWW.boeing.com/BoeingEdge/aeromagazine Figure 2: ARINC AEEC subcommittees AEEC includes a number of subcommittees focused on a variety of aviation topics.

establishes the hardware and data formats for communication between electronic systems on an airplane (see fig. 1). AEEC Executive Committee ■■ Avionics Maintenance Conference (AMC). The AMC provides an annual forum for exchanging avionics maintenance and support techniques and attracts more than 700 participants, representing airline Air/Ground maintenance community stakeholders. Information Exchange Air/Ground Aeronautical Communications ■■ Flight Simulator Engineering and Main­ Data Bases Manager of Air/ Ground Interface System tenance Conference (FSEMC). The Communications FSEMC provides an annual forum for exchanging cost-effective solutions to AGIE/MAGIC Cabin Systems simulator operational and maintenance problems and develops technical stan­ Airline dards related to simulation and training. Application/ Operational Control Cabin Systems Boeing serves on the FSEMC Steering Executive Software Standardization Committee, along with airlines, flight simulator manufacturers, and suppliers.

How ARINC standards improve airline operations Cockpit Display Data Link Users Data Link Systems Systems Forum ARINC Standards and collaborative solutions improve cost effectiveness, increase produc­ tivity, and reduce lifecycle costs for airlines and their industry partners in the avionics, cabin system, maintenance, and flight simulation and training segments. These Electronic Electronic Flight Fiber Optics standards, which define key elements of Flight Bag Bag Users Forum equipment and systems installed on air­ planes around the world, deliver substantial benefits to the aviation industry by cooper­ atively establishing common technical principles and developing­ shared technical solutions. An established standard means Galley Ku/Ka Band Navigation more product options and flexibility for Inserts Satellite Data Base airline operators in terms of component interchangeability. The AEEC has formed subcommittees addressing everything from satellite navi­ gation to ground support. Today, 18 active Network Systems AEEC subcommittees are working to Software Data Infrastructure and Architecture and enhance global aviation in a number of Loader Security Interfaces ways, ranging from pilot headsets to advanced networking protocols (see fig. 2). Here are specific examples of this work.

08 aero quarterly qtr_02 | 13 The Data Link Systems Subcommittee recently expanded ARINC 631 to include multi-frequency functionality that enables additional data communications capacity in support of airspace modernization efforts.

AEEC Data Link Systems traffic service data link programs with ARINC 661 emphasizes the need for Subcommittee representatives from airlines, airplane independence between airplane systems manufacturers, avionics manufacturers, and the CDS and defines interfaces In the air traffic management A( TM) context data link service providers, civil aviation between the CDS and the airplane of the U.S. NextGen program and ’s authorities, and air traffic service providers. systems, including the interfaces between Single European Sky ATM Research pro­ avionics equipment and display system gram, additional data link capability is a graphics generators. Although display look- AEEC Cockpit Display SystemS prerequisite for operators to gain the and-feel graphical requirements are not expected benefits from increased airspace specified, customization tools are available ARINC 661, “Cockpit Display System capacity, improved operational efficiency, to provide a flexible and common tool Interfaces to User System,” defines and further enhanced safety through set to flight crew interface designers. necessary interfaces between airplane controller-pilot data link communications Use of this specification reduces the systems and cockpit display systems and trajectory-based operations in an cost of change associated with systems (CDS). This specification provides graphical internationally harmonized manner. that drive display interfaces, enables lower and interactive services to user applications The Data Link Systems Subcommittee cost options and updates for airline cus­ within the flight deck environment. When recently expanded ARINC 631, “Very High tomers, increases airline developed or combined with data from user applications, Frequency Digital Link Mode 2 Implementa­ ­ modified application possibilities, and the CDS displays graphical images to the tion Provisions,” to include multi-frequency promotes cross-fleet commonality. For flight deck crew. functionality that enables additional data example, a cockpit display of traffic applica­ ­ Prior to ARINC 661, flight deck displays communi­cations capacity in support of tions using automatic dependent surveillance were proprietary solutions for each airplane airspace modernization efforts. data broadcast from surrounding airplanes manufacturer and model, with unique The Data Link Users Forum is also is being developed. The surveil­lance software for displaying a number of available to help operators improve system system is adding new display symbology interconnected systems, such as the performance and maximize the operational without requiring any changes to the navigation and surveillance systems. This and economic benefits of existing air-to- graphics server software. resulted in high certification and upgrade ground data link communication services. costs, as well as a lack of interchangeability Forum discussions include technical issues between airplane models. and the direction and schedule of new air 09 WWW.boeing.com/BoeingEdge/aeromagazine Inside A Rinc Industry Activities AEEC Network Infrastructure and Security Airlines Electronic Engineering Committee: The AMC also provides industry-specific Delivering standards-based avionics problem-solving and networking oppor­ ARINC 842, “Guidance for Usage of Digital tunities. It is a forum for operators to Today, many avionics and cabin systems Certificates,” provides guidance for airline interact on a face-to-face basis with installed in commercial and regional jet operators in creating, using, and retiring airplane manufacturers, suppliers, and airplanes around the world are built on digital certificates and associated public and other airlines. In addition to the formal the consensus-based, voluntary ARINC private keys within an airplane environment. question-and-answer format of AMC Standards developed and approved by The purpose of these certificates is to pro­ discussion sessions, symposium topics AEEC. ARINC Standards are used as the vide authentication and security for offboard are added to the sessions to discuss basis for design, development, investment, communication devices, onboard network current, significant industrywide issues. acquisition, lifecycle support, and other servers, onboard applications, electronic business decisions throughout industry. Flight Simulator Engineering and flight bags E( FBs), and in-flight entertainment Additionally, for new airplane and avionics Maintenance Conference: equipment. Applying these practices consis­ installations, ARINC Standards provide a Enhancing safety through better tently reduces design and support costs for common baseline for avionics and cabin training equipment manufacturers, suppliers, and operators. equipment development and allow man­ The FSEMC is a forum specific to aviation ufacturers to pre-wire airplanes, ensuring training devices. It promotes greater EFB that cost-effective avionics are available reliability and reduced operating costs in when needed. flight simulators by improving engineering, The EFB Subcommittee is currently working maintenance, and support techniques on ARINC 759, “Aircraft Interface Device,” Avionics Maintenance Conference: through the exchange of technical that connects class 1 and class 2 EFBs to A forum for industry discussion information. In addition to a formal avionics equipment. This specification­ The AMC develops maintenance process conference with a question-and-answer defines connectivity, connectors, services, and maintenance data standards to format, like the AMC, the FSEMC also and protocols. improve cost effectiveness, increase manages multiple working groups and productivity, reduce lifecycle costs, and develops standards covering important AEEC/AMC Software Data Loading assist with regulatory compliance. AMC topics facing the flight simulator industry. (SDL) Subcommittee working groups address issues such Current working groups include topics as design maintainability and testability, such as future concepts for simulators, Software data loading (SDL) is an area levels of avionics maintenance, and test simulator malfunctions, and how to where the interests of the AEEC engineering equipment guidance. specify and accept simulator equipment community and the AMC maintenance com­ and simulated air traffic environments. The munity overlap (see fig. ).3 A good example ARINC website (www.aviation-ia.com) is the situation with looming floppy disk provides a complete list of ARINC obsolescence.­ Currently, thousands of air­ indus­try activities. plane software loaders and software loading ground tools will only accept floppy disks. The SDL Subcommittee is developing several standards, including a standard to convert floppy-based software to a logical media-independent format. The logical format can be used electronically or put on any kind of physical media, allowing oper­ ators the option of choosing an electronic or physical media process for distributing software. While many software loaders will still need to be upgraded, the new standard will provide operators with a wider selection

10 aero quarterly qtr_02 | 13 Figure 3: Regular subcommittee meetings draw large crowds Meetings like this 2012 AMC gathering held in Anchorage draws airlines, manufacturers, and suppliers to discuss key issues facing the industry.

of interchangeable options. This will avoid be lever­aging previous work based on Fundamental to the success of the the loader suppliers having to create unique loadable software airplane parts found on AEEC, AMC, and FSEMC is cooperation solutions which are not interchangeable. the airplane itself and from ARINC Report among the members of the aviation 667 as a guide for managing software community that are involved. More than storage and control. 2,500 engineers and scientists representing FSEMC Simulator Software Working Group (SSG) This is important for operators and the more than 60 airlines and 200 industry sup­ flight simulation industry at large, as a pliers from nearly 40 countries participate new generation of airplanes accelerate in the development of ARINC Standards. As modern commercial airplanes become the amount and speed with which data more software intensive, flight simulation is produced, modified, incorporated, and devices have also seen a significant Summary validated on the airplane — in addition to increase in the amount and number of the complex environment of a flight simulator software applications required to effectively ARINC Industry Activities add tremendous trying to mimic that very airplane. All of this operate. This has driven a need to stan­ value for operators by ensuring standard data must be accurately represented in dardize the means to control this software definitions for avionics, cabin systems, the flight simulator fleet to ensure delivery among users and operators, original protocols, and interfaces used by com­ of the highest-quality training. equipment manu­facturers, equipment mercial airplanes; providing a discussion vendors, and training device manufacturers. forum for the airline maintenance community; With new airplane models often driving P arTICIPATION of aviation and promoting reliability and reduced far more numerous software modules than community operating cost in flight simulators.B oeing legacy models, the management of con­ is committed to these activities, maintains figuration control, airplane options, and The AEEC, AMC, and FSEMC are important involvement with them around the world, maintaining actual fleet equipment has forums for operators to gain insights from and encourages airlines to participate. become and will continue to be a challeng­ industry stakeholders and work coopera­tively For additional information, please visit ing task for operators. SSG aims to identify with suppliers and airframe manufacturers. ARINC on the Web at www.aviation-ia.com. a minimum data set and standard­ize the This direct participation can provide Boeing process and deliverable format for software customers with new approaches that can change notices. The working group will help increase efficiency and lower costs.

11 WWW.boeing.com/BoeingEdge/aeromagazine The new Next-Generation 737 Boeing Sky Interior option offers airlines an improved cabin interior that enhances the flying experience. 737 Boeing Sky Interior Enhances Flying Experience

In October 2010, Boeing introduced a new interior option for the Next-Generation 737 called the Boeing Sky Interior. Since the first 737 Boeing Sky Interior was delivered, more than 60 airlines and leasing companies have ordered the new interior and more than 600 airplanes have been delivered with it.

By Brent Walton, 737 Interiors Engineering Manager

The Boeing Sky Interior gives airlines the A new interior in response to interior, and requires limited crew training. ability to offer passengers a more com­ passenger requests Elements of the Boeing Sky Interior: fortable flying experience and use cabin ■■ Adds an open, bright, and modern look differentiation to increase passenger Boeing engineers developed the Boeing and feel to the cabin. preference for their airline. This article Sky Interior following extensive surveys of ■■ Has improved stowage bins to allow explains the changes that are incorporated airline passengers to find out what they for more carry-on bags. in the new interior and provides examples prefer on board an airplane. ■■ Introduces a new lighting system. of its appearance. Featuring similar design elements to the ■■ Provides enhanced passenger service 787 Dreamliner, the Boeing Sky Interior is units (PSUs). optional on new Next-Generation 737s and ■■ Incorporates a new attendant control standard on the 737 MAX (see fig. 1).I t is panel. weight neutral, compared to the current

13 WWW.boeing.com/BoeingEdge/aeromagazine Figure 1: The Boeing Sky Interior builds on the standard 737 interior design The standard Next-Generation 737 interior (top) continues to deliver comfort to passengers worldwide, while the new Boeing Sky Interior (bottom) incorporates a number of improvements designed to further enhance the flying experience.

14 aero quarterly qtr_02 | 13 Figure 2: New cove lighting and window reveals New cove lighting enhances the airplane’s entry. Redesigned, sculpted sidewalls (right) direct passenger attention to windows.

Figure 3: Stowage bins hold more Standard Interior Boeing Sky Interior and are easier to close Pivot bins are optimized to accommodate more carry-on bags compared to the standard Standard Bin Bags BigBin™ Bags Pivot Bin Bags 737 interior. The closing force of the stowage bins is similar to that of current pivot bin designs. However, a bin-assist mechanism 737-700 52 86 90 reduces the maximum closing force of a fully loaded pivot bin by approximately 40 percent.

737-800 70 114 118

737-900ER 75 121 125

Typical bag count based on a standard-size carry-on bag, 9 x 14 x 22 inches (23 x 36 x 56 centimeters). BigBin™ is 2 inches deeper than a standard bin and allows luggage to be stored inboard to outboard, nearly doubling carry-on bag capacity.

The redesigned cabin features an open Stowage bins are larger, providing more easily. The bin-assist mechanism reduces look and feel for improved passenger and room for carry-on bags and enabling more the closing force of a fully loaded pivot crew comfort. New cove lighting and passengers to store their luggage closer to bin by approximately 40 percent when curving architecture create a distinctive their seats — and with more bags stowed activated. The design consists of a simple entryway, while modern, sculpted sidewalls above, there is more leg room under seats all-mechanical gas spring that can be and window reveals draw attention to the (see fig. 3).T he bins pivot up and out of the engaged by pressing a lever on the aft end airplane’s windows, giving passengers a way so they take up less space, and the panel of the bin bucket. The bin-assist greater connection to the flying experience shape adds to the open feel of the cabin. mechanism has been tested to more than (see fig. 2).T he new redesigned sidewall air A mechanical assist device has been 150,000 activation cycles. grilles have a latching feature that requires added to the side of the stowage bins and a special tool to open, improving security. is intended for use by flight attendants as desired to help them close the bins more

15 WWW.boeing.com/BoeingEdge/aeromagazine Figure 4: Energy-efficient lighting system offers new color scheme options Among the lighting options available with the Boeing Sky Interior are a typical boarding/deplaning scheme (left) and a sunrise/sunset scheme (right). Lighting is controlled with a new touch-screen attendant control panel.

16 aero quarterly qtr_02 | 13 Figure 5: Passenger service units with integrated speakers Boeing Sky Interior PSUs incorporate speakers, LED signage and attendant call lights, and LED reading lights with a life of 40,000 hours, 10 times the life of the previous halogen lights.

Figure 6: Attendant control panel The attendant control panel is a liquid crystal display touch-screen processor-based system with an intuitive controls interface. The control panel accommodates all existing cabin controls.

A new lighting system features light-emitting passengers can find them more easily and Summary diodes (LEDs) that can portray different avoid accidentally­ pressing the flight atten­ color schemes, such as a soft blue sky or dant call button (see fig. 5). Speakers are The new Next-Generation 737 Boeing Sky sunset colors (see fig. 4). The new lights integrated into each row’s PSUs, improving Interior option offers airlines an improved are also more energy efficient and have a sound and clarity of public address opera­ cabin that enhances the flying experience longer life than previous lights, with LEDs tions. Optionally, life vests can be stored in for passengers, provides an improved lasting an estimated 40,000 hours. This com­ the PSUs. environment for the cabin crew, and pares with an estimated 10,000 hours for reduces maintenance and environmental­ A touch-screen attendant control panel the previous standard fluorescent light bulbs impact. provides operators with improved flexibility and means less work for mainte­nance in managing cabin system functions such crews and less impact on the environment. as lighting scene control, lighting zone con­ Improved PSUs include LED reading lights trol, and optional cabin temperature control and redesigned reading-light switches so (see fig. 6).

17 WWW.boeing.com/BoeingEdge/aeromagazine The IFIM helps users of all experience levels perform an airplane fault isolation task quickly and effectively.

18 aero quarterly qtr_02 | 13 Faster Troubleshooting with Interactive Fault Isolation Manual

Airplane systems are more sophisticated and more interconnected than ever before, and airplane system faults are more complex. Boeing has developed an Interactive Fault Isolation Manual (IFIM) that makes it easier to identify and correct faults.

By John Shaw, Senior Engineer, Airplane Maintenance Engineering

T oday’s airplanes can exhibit a wide range of IFIM will be available on additional models ■■ Textual messages on flight deck displays. fault symptoms, usually in the form of visual in the future. ■■ Other indications on the flight deck (for indications. Some indications are intended This article describes typical fault condi­ example, lights, warning flags, and colors). for the flight crew, some for the cabin crew, tions and codes, outlines the operation of the ■■ Nonvisual flight deck symptoms (for and others for maintenance personnel. Each IFIM, and provides examples of how the IFIM example, sounds, odors, and vibrations). fault indication must be clear in its meaning, can be used to identify and correct faults. ■■ Cabin symptoms (for example, galleys, and for each indication there must be a way passenger seats, and entertainment to correct the underlying cause and return systems). Types of faults the airplane to a serviceable condition. ■■ Ground symptoms (for example, servicing, Boeing has created the IFIM to speed cargo loading, and scheduled tasks). There are many fault conditions that can up the process of resolving airplane faults. occur on an airplane, and there are different For indications that are intended only for The IFIM is a Web-based application that ways that a fault condition can make itself use in airplane maintenance, there is a special makes it easier to find the right fault isolation known. Each new generation of airplanes type of fault, called a maintenance message. task for a fault and then shows the task in a brings greater detection and consolidation This can be a textual message displayed by form that is simple to follow. It also provides of fault conditions and allows more faults to the airplane’s onboard maintenance­ system special navigation tools for experienced be displayed in a central location. Airplane (OMS) or a diagnostic result from the built-in airplane troubleshooters. Initially developed faults can be categorized into several types: test equipment of some airplane systems. for Boeing’s newest airplane models, the 19 WWW.boeing.com/BoeingEdge/aeromagazine Fault codes for standardized its purpose is to get the user to the task as the task for the flight deck indication first. fault reporting quickly as possible (see fig. 1). The Fault Finder will also tell the user when The Fault Finder has three input boxes. it is acceptable to skip the task for the flight Boeing creates a textual description and The Fault Code box accepts an eight-digit deck indication. a unique eight-digit fault code for each fault code from the FRM or from certain flight-deck fault, cabin fault, and airplane displays. The Fault Description box Alternate lists and exports ground-maintenance fault. These are accepts a partial or full fault description. some examples: The Maintenance Message box accepts The basic search function for text that maintenance message numbers. ■■ Flight deck message: is typed in the Fault Description box will When a fault code is typed in the Fault “REFRIG SYS L. �������������������219 108 41” match the key phrases exactly as they Code box, its fault description and a link to ■■ Potable water indicator: appear in the FRM. For example, typing its fault isolation task will appear at the “shows water level of zero ���� 383 922 00” the word “brake” will scroll the Fault Finder bottom of the Fault Finder. phrase list to the fault descriptions that The Fault Reporting Manual (FRM) is When text is typed in the Fault start with the word “brake.” a companion document to the IFIM. The Description box, an alphabetical list of key In addition, an alternate list of results FRM contains all the fault descriptions and phrases will appear and scroll to the phrase is simultaneously created that includes their fault codes. It helps the flight crew with the best match. After the user selects the word “brake” found anywhere inside com­municate the precise fault condition to a key phrase, secondary lists will appear as any fault description. Users can choose maintenance personnel. The fault code is necessary to allow the specific fault to be to view this alternate list. It can be recorded by certain airplane systems, and selected. Once selected, the fault descrip­ particularly helpful in cases where the it provides a direct entry point to the IFIM. tion and a link to its fault isolation task will FRM was not used. Maintenance messages are not intended appear (see fig. 2). The Fault Finder has a special function for use by flight crews and do not have fault When a maintenance message number to build and export lists. All the faults, main­ codes. Maintenance messages have a is typed in the Maintenance Message box, tenance messages, or task numbers for a dif­ferent numbering format than fault codes, the text of the maintenance message and a specific AirT ransport Association chapter such as “Auxiliary Refrigeration System link to its fault isolation task will appear. number can be displayed instantly and then control power is not available. 21-80367.” printed or exported to a spreadsheet. Message correlations IFIM Fault Finder Interactive fault isolation task Airplanes with an OMS can automatically After a fault has been reported, the airline correlate fault indications on the flight deck When a task link on the Fault Finder is technician must find the appropriate fault to specific maintenance messages.T he selected, the interactive fault isolation task isolation task. Because an airplane can have IFIM recognizes all such correlations and will appear (see fig. 3).T he task display has more than 25,000 different fault indications, distinguishes between fault isolation tasks three parts: the process of finding the right task needs for the flight deck indication and tasks for to be fast and definitive.T he main page of the maintenance message. ■■ Blocks of procedure steps. the IFIM application is the Fault Finder, and Where necessary, the Fault Finder will ■■ A procedure map. show a special reminder to the user to read ■■ A corrective action summary. 20 aero quarterly qtr_02 | 13 Figure 1: IFIM Fault Finder with fault code input The main page of the IFIM is the Fault Finder. It allows the user to search for any fault code, fault description, or maintenance message. In this example, a fault code has been entered and the results are displayed.

Figure 2: Fault isolation task with fault description input The Fault Finder accepts any fault description text input and will scroll to the closest match. Further selection boxes will appear so that the exact fault can be chosen.

21 WWW.boeing.com/BoeingEdge/aeromagazine Figure 3: Interactive fault isolation task The interactive fault isolation task shows the blocks of procedure steps, with the blocks separated by decision points. A schematic map gives an overview of the procedure flow, and a summary list shows the possible corrective actions.

Figure 4: Interactive fault isolation task display formats The task display can be compacted (left). The corrective action summary (center) and the procedure map (right) can be easily shown or hidden.

22 aero quarterly qtr_02 | 13 Active buttons and links in the task allow All of the block symbols on the proce­ Compact option at the top of the task hides the user to quickly navigate through the dure map are active. Selecting a block the corrective action summary and the pro­ procedure. The blocks of steps provide symbol will move the main task display to cedure map. Either of them can be recalled detailed, sequential instructions for isolating the corresponding block. This provides a by selecting a tab on the side of the the cause of the fault. The procedure map way to instantly jump to any part of a long compacted display. and the corrective action summary allow procedure without the need to pause at Each fault isolation task can be printed the user to get an immediate overview the decision point of each of its blocks. if needed. The printed version uses the of the task’s full structure and its goals. traditional­ format of nested text para­ graphs, and its content is identical to the End points of task interactive task. Step-by-step procedure blocks All paths through the fault isolation task end All fault isolation steps are grouped into with a corrective action followed by a final Links to general information blocks. At the end of each block is a deci­ confirmation.T he corrective action may be sion point at which the user must make a a component replacement, a repair, an Standard practice information that applies choice by selecting one of the GO buttons. adjustment, or some other remedy. The to any task can be accessed with the As each selection is made, the task final confirmation verifies that the fault General link at the top of the task. In display will shift to the next block in the condition no longer exists. addition, certain words inside task steps decision tree. The shift is seamless, with At each end point, the corrective action (such as “wiring check” or “intermittent the previous block traveling upward and that was taken is highlighted so that it may fault”) have quick links that open to a away as the newly selected block arrives. be recorded if needed. detailed explanation in the General The GO buttons from the previous information section. choice remain visible at the top left of the Corrective action summary task, and the user may continue to choose Summary between them without moving the display. On the left side of the task display, a box The previous block has a RETURN button, summarizes all corrective actions present The IFIM gives operators a faster way to which allows the user to go back to view in the task. This gives an advance look at troubleshoot airplane system faults. It it again. the possible causes for the fault. guides users more directly to the correct Selecting an item on the corrective action fault isolation task and helps users of all Procedure map summary will move the task display to the experience levels perform an airplane fault corresponding block and highlight the exact isolation task effectively. On the right side of the task display, a step at which that action takes place. For more information, please e-mail schematic diagram represents all the [email protected]. procedure blocks and shows how they are Display formats interconnected. As the user progresses through the procedure, the path taken is If desired, tasks can be displayed in a more continuously highlighted on the map. compact format (see fig. 4). Selecting the

23 WWW.boeing.com/BoeingEdge/aeromagazine Improving APU reliability for on-demand operation provides an overall benefit to airplane electrical system reliability.

24 aero quarterly qtr_02 | 13 Using APU-on- Demand During Next-Generation 737 ETOPS Flights

As a result of accumulated service experience and recent design changes, operators of the Next-Generation 737 are now able to operate the auxiliary power unit (APU) on demand in lieu of running it continuously during the extended range operations (ETOPS) portion of a flight. The historical background of APU use during ETOPS, methods used to substantiate on-demand operation, and benefits to operators are discussed.T his change reduces fuel demands and maintenance requirements and complies with regulatory requirements and guidance.

By David Dummeyer, Associate Technical Fellow, Boeing Propulsion Engineering

Standard ETOPS operating procedures the latest ETOPS operational standards. for APU-on-demand operation for ETOPS require the Next-Generation 737 APU to This new authorization allows operators to (see fig. 1). be started and running prior to reaching a assess their current ETOPS programs that The alternating current (AC) power point farther than 60 minutes from a suitable require running the APU and determine the system of all 737 airplane models includes alternate airport and kept running for the value of using the APU on demand. three main sources of AC power: the left duration of the ETOPS segment of the This article provides background on the generator installed on the left engine, the flight. AU .S. Federal Aviation Adminis­ role and use of the APU and explains the right generator installed on the right engine, tration (FAA) approval obtained in 2011 benefits of using it on demand. and the APU generator installed on the permits the APU to be left off and started APU. During a typical ETOPS flight, the and used only if conditions require its use. electricity generated by the engine Background Running the APU on demand instead of generators is used to power the systems continuously during the ETOPS portion of a on the airplane. The APU runs as a backup Historically, for the 737, the APU must be flight eliminates the need to includeA PU source of electricity in case one of the running while the airplane is in the ETOPS fuel as part of the standard mission plan­ engine sources is lost. This system archi­ phase of its route. As the number of ning process. An allocation of APU fuel tecture meets the minimum redundancy ETOPS flights by Next-Generation 737s accountability for use during a diversion standard for ETOPS. continued to increase, operators asked if must still be maintained in accordance with it would be possible to obtain approval

25 WWW.boeing.com/BoeingEdge/aeromagazine Figure 1: Global 737 ETOPS routes (as of September 2011) The number of ETOPS operations flown by 737 airplanes increased 23 percent from 2010 to 2011.

26 aero quarterly qtr_02 | 13 Other twin-engine airplanes, such as the to run and carry an electrical load). All three or 777, have additional sources areas were tested extensively during the of AC power available during a flight. That Next-Generation 737 development­ program has allowed the APU on those airplanes to in the mid to late 1990s. remain off during the ETOPS phase of flight. APU start capability. he Next-Generation These APUs are designed or upgraded to 737 APU was designed and tested to start in-flight at cruise altitude and after establish in-flight start capability throughout cold soaking. ETOPS operators regularly the airplane’s flight envelope.T his was conduct APU in-flight starts to confirm demonstrated by simulated flight conditions continued reliability and availability in case at the APU manufacturer’s test facility and the APU is needed. by airplane flight test. Early test conditions During the development of the Next- included cold-soak exposure of the APU Generation 737, a new APU was designed prior to attempting to start. and tested to show in-flight, cold-soak start capability similar to what had been done APU start reliability. In addition to for other twin-engine airplanes. The devel­ establishing high-altitude, cold-soak start opment­ and test program was very similar capability, adequate in-flight reliability must to the 777 APU program, which obtained also be established to support ETOPS. ETOPS-type design approval at entry into ETOPS operators typically demonstrate service. The program included cold-soak APU in-flight start reliability per guidance simulated altitude start tests, a 3,000-cycle contained in the FAA Advisory Circular endurance demonstration, and airplane 120‑42B. This guidance recommends cold-soak, in-flight starts. With service ETOPS operators demonstrate and experience, improvements have been maintain an APU in-flight start reliability of made to the Next-Generation 737 APU, 95 percent. For Next-Generation 737 APU- which has benefitedA PU reliability for on-demand operation, the APU in-flight ETOPS operators. start sampling program includes more The APU design improvements and stringent require­ments that are conveyed in demonstrated capabilities allowed Boeing the airplane’s configuration, maintenance, to develop a plan with the FAA to utilize the and procedur­ es (CMP) document. Also, cold-soak, in-flight start capability of the design upgrades made to the APU starter- airplane’s APU to satisfy on-demand generator intended to improve reliability operation regulatory requirements. The (see Honeywell service bulletin 28B545-7- fuel savings from avoiding unnecessary 24-4220) are now part of the required APU APU operation results in savings to ETOPS configuration forA PU-on-demand operation. operators and, in some cases, allows for In addition to normal oil consumption more direct routes. monitoring per Code of Federal Regulations 14 section 121.374(k)7 and FAA Advisory Circular 120-42B, 301.l, instructions for Substantiating APU-on-demand operations APU condition monitoring have been added to the CMP document to support APU-on-demand operations. This con­ Substantiation for the Next-Generation 737 dition monitoring is intended to support ETOPS APU-on-demand procedure focused both in-flight start reliability and run on three areas: APU start capability, with reliability. Finally, more effective trouble­ emphasis on cold soaking; APU start reli­ shooting of APU in-flight start problems ability and the required level to support is required by the CMP to maintain APU- ETOPS; and APU run reliability (the ability on-demand operations.

27 Wear on the APU itself, as a result of running the APU continuously during an ETOPS flight, is reduced with APU-on-demand authorization, extending APU on-wing life and APU maintenance intervals.

APU run reliability. The Next-Generation 737 Benefits to operators airplane. This extends the interval between APU run reliability was tested as thoroughly scheduled maintenance for the APU. as was APU in-flight starting.T he APU The ability to operate the APU on demand The reduced fuel burn associated with ETOPS program completed for the during ETOPS flights offers several benefits on-demand APU operations reduces emis­ 777 programs was reproduced for the for operators. sions. With about 21 pounds (9 kilograms)

Next-Generation 737 program. With APU-on-demand authorization stream­lines of carbon dioxide (CO2) emitted per gallon of respect to run reliability, the 777 ETOPS fuel planning by eliminating the requirement fuel, more than 500 tons (453 metric tonnes)

special condition requirement for an APU to plan for APU fuel consumption for an of CO2 emissions per airplane can be elim­ 3,000-cycle test was used to impose the ETOPS flight. A( PU fuel for diversion plan­ inated annually by not running the APU rough equivalent of two years of use on the ning is still maintained.) For example, using continuously on a daily round-trip flight Next-Generation 737 APU. This endurance the APU on demand on a daily round-trip between Los Angeles and Honolulu. test was used to detect any early reliability flight from Los Angeles to Honolulu, with a Finally, improving APU reliability for problems, to expose the APU to a variety 10-hour total APU run time if run continuously, on-demand operation provides an overall of environments, and to assess the main­ results in savings of more than 54,000 U.S. benefit to airplane electrical system reliability. tainability of the APU and installation. In gallons (204,412 liters) of fuel for that airplane Learning from in-service experience has addition, the APU control system (specifically over a full year. led to design improvements to the APU, the APU electronic control unit, data memory Wear on the APU itself, as a result thereby benefiting overall airplane reliability. module, and exhaust gas temperature of running the APU continuously during sensors) includes provisions to track the an ETOPS flight, is reduced withA PU- Summary health of the APU as part of an operator’s on-demand authorization, extending maintenance program. APU on-wing life and APU maintenance Using the Next-Generation 737 APU-on- intervals. For example, using the APU on demand during ETOPS flights will save fuel, demand instead of continuously on the same reduce scheduled maintenance, lower CO daily, round-trip flight fromL os Angeles 2 emissions, and improve the overall reliability to Honolulu, results in 3,650 fewer of the airplane electric power system. APU operating hours per year for that

28 aero quarterly qtr_02 | 13 www.boeing.com/boeingedge/aeromagazine