737 MAX Advanced Onboard Network System

QTR_03 14 A QUARTERLY PUBLICATION BROUGHT TO YOU BY THE BOEING EDGE

Boeing 787 Family Grows with 787-9 Deliveries

Performing Safe Go-Around Maneuvers

Protecting Airline Personnel from Falls Cover photo: 787 Engine AERO Contents

03 Boeing 787 Family Grows with 787-9 Deliveries Delivery of the first 787-9 marks an exciting new phase for the 787 family.

05 737 MAX Advanced Onboard Network System The new 737 onboard network system connects airline operations and 05 maintenance with key airplane data and software parts.

13 Performing Safe Go-Around Maneuvers Flight crews must be aware of the difficulties that can occur in a go-around maneuver and follow appropriate 13 procedures to address those difficulties. 19 Protecting Airline Personnel from Falls Open doors, access panels, and hatches on parked airplanes can be potential safety hazards for airline maintenance personnel. Investigations by Boeing indicate that incidents are preventable by proper and consistent use of barriers and following airline policies and procedures. 19

01 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Issue 55 _Quarter 03 | 2014 AERO

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

AERO Online www.boeing.com/boeingedge/aeromagazine

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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 © 2014 The Boeing Company E-mail: [email protected]

AERO is printed on Forest Stewardship Council® Certified paper.

02 AERO QUARTERLY QTR_03 | 14 Boeing 787 Family Grows with 787-9 Deliveries

Boeing is proud to have delivered the first With its outstanding fuel performance, 787-9 Dreamliner to our valued partner and lower environmental emissions, and launch customer Air New Zealand in June. preferred passenger experience, the 787-9 As they say in New Zealand, the delivery leverages the visionary design of the 787-8 was “good as gold,” with some 1,000 Boeing and additional innovations to bring a new employees representing the 787 program level of efficiency to the market. joining Air New Zealand executives and For starters, the 787-9 offers the flexibility guests in July at a unique celebration of to accommodate up to 40 percent more the milestone. passengers, 23 percent more cargo, or Our delivery of the first 787-9 is a tribute 450 more nautical miles in range. Yet the to our partnership with Air New Zealand 787-9 also offers the same exceptional and all of our 787-9 customers and the hard environmental performance as the 787-8: work and dedication of the entire global 787 20 percent less fuel use and 20 percent team, which worked tirelessly to achieve fewer emissions than the airplanes it development, testing, and certification replaces. It’s the perfect complement to milestones for the 787-9 throughout the grow routes first opened by the 787-8. development process. As we work closely with operators to The delivery also marks an exciting new introduce the 787-9 into operations and phase for the 787 family as we continue to to passengers around the world, we ramp up 787-9 production and deliveries to thank you for your continued partnership. you, our customers. Boeing delivered the first 787-9 powered by General Electric LARRY LOFTIS GEnx engines to United Airlines earlier this Vice President and General Manager, month and recently began production of 787 Program the 13th 787-9. Boeing Commercial Airplanes

03 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE The 737 MAX features an advanced ONS with components developed and tested on the Next‑Generation 737 with 737 MAX features.

04 AERO QUARTERLY QTR_03 | 14 737 MAX Advanced Onboard Network System

The new 737 MAX is designed to enhance and extend the Next-Generation 737 while maintaining commonality with the previous models. One of the ways Boeing is advancing the data capabilities of the 737 MAX is by providing an onboard network system (ONS) architecture that securely connects airline operations and maintenance with key airplane data and software parts. Some ONS capabilities also will be made available on Next‑Generation 737 airplanes via selectable options. This system increases data available to the airline and provides that data to the crew and the airline’s ground infrastructure.

By Victoria Wilk, Manager, 737 Network Systems and Connectivity, and Tri M. Phan, Associate Technical Fellow, Network Systems and Connectivity

Boeing is improving the 737 by adding Together, ONS and ONS connectivity DESIGNING FOR ADVANCED a new onboard network system (ONS) to systems consolidate functions typically OPERATIONS AND MAINTENANCE connect airline operations and maintenance performed by multiple line replaceable units with airplane data and software parts. (LRUs). Basic and optional components An integral part of Boeing’s continuous ONS vastly increases data available to the make ONS scalable to current operational improvement of the 737 family of products airline, and the ONS connectivity systems demand as well as flexible enough to grow is listening to and responding to customer provide that data and airplane software to for future operational needs. Many ONS needs. Many operators have asked that the flight, cabin, and maintenance crews, components are being introduced on the the 737 MAX include access to additional and the ground. The systems meet stringent Next-Generation 737, prior to the first airplane data, and that data be securely U.S. Federal Aviation Administration 737 MAX delivery. made available to flight, cabin, and (FAA) requirements for a safe and secure This article describes the architecture maintenance teams during flight or while airborne network. and the advantages of the ONS on the on the ground. 737 MAX and Next-Generation 737.

05 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 1: Enhanced capabilities of airplane systems The onboard network system integrates data-rich airplane systems with optional connectivity systems to make the 737 MAX a node on the airline’s data network.

Connectivity

Crew Wireless

Ground-Based Connectivity

Airborne Broadband Internet Protocol Data Links

Boeing has responded with ONS: In addition, ONS consolidates existing of ONS may be selected to evolve a 737 a network of on-airplane systems that functions typically performed by several fleet on the airline’s timeline. collects a high volume of airplane data optional systems and expands capability. ONS may also be combined with Boeing and makes that data available to the airline. ONS integrates dataload, airplane data services to leverage an airplane’s large ONS integrates data-rich airplane systems recording, and system troubleshooting onto volume of data for advanced maintenance with optional connectivity systems to make a single system, and enables integration of planning. ONS enables expansion of many the 737 MAX a node on the airline’s net operations functions typically performed by currently offered capabilities and new work. 737 MAX airplanes equipped with the crew on mobile or electronic flight bag capabilities. How airlines may maximize ONS allow an airline to seamlessly support (EFB) devices (see fig. 1). ONS using Boeing service offerings will be more efficient maintenance tasks and ONS is a scalable architecture. Optional the focus of an upcoming issue of AERO. operational procedures. connectivity systems and software appli cations that further leverage the capability

06 AERO QUARTERLY QTR_03 | 14 Onboard Network

Onboard Network System File Server

Enhanced Digital Flight Data Acquisition Unit

737 MAX Display System

Flight and Cabin Functionality

Dataload

Airplane Data Recording

Engine Health Management

Centralized Flight Deck Maintenance

Secure Air-to-Ground Communication

THE ONBOARD NETWORK provided by a flight deck Ethernet port availability and to enable flight deck or by optional connectivity systems. display of maintenance information on On the 737 MAX, the hardware most central The ONS file server is available on the the 737 MAX large-format displays. This to the ONS is a part of the basic airplane. Next‑Generation 737. system is basic hardware that in the future will enable display of operational ■■ ONS file server. The ONS file server is the ■■ Enhanced digital flight data acquisition information data, such as EFB data. hub of the 737 MAX onboard network. unit (DFDAU). A new DFDAU greatly Housed in the electronics equipment increases the availability of airplane data bay, the ONS file server connects to a to be used for onboard functions and CONNECTING TO THE CREW AND large set of data-rich 737 systems, offboard analytics. This DFDAU makes THE GROUND houses hundreds of gigabytes of mass 100 times more data available than the data storage, sends maintenance data to legacy equipment it replaces. Several connectivity systems are available flight deck displays, and hosts onboard on the 737 MAX to connect the onboard ■■ 737 MAX display system. The 737 MAX and offboard data processing functions. network to the crew and to the airline display system will be connected to the Direct connection to the ONS file server ground infrastructure. ONS file server to further increase data via the airline’s maintenance device is

07 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 2: Onboard network system availability timeline To maximize common operations, the system available on the Next-Generation 737 is equipped with connections to the same or equivalent data-rich systems as the 737 MAX ONS.

Onboard Network System Provisions Next-Generation 737 Fourth Quarter File Server 737 MAX Onboard Network System 2013 Third Quarter 2014 737 MAX launches in 2017

2014 2015 2016 2017

Next-Generation ONS Enhanced Digital Next-Generation 737 Crew Upgraded ONS MAX 737 ONS File Quick Access Flight Data ONS File Server Wireless File Server Display System Server Provisions Recorder Acquisition Unit

Ground-Based Crew Upgraded ONS Engine Trim Balance* Connectivity Operations File Server

Enhanced Digital Software Data Secure Data Flight Data Loading* Distribution Acquisition Unit

Airplane Data Centralized Flight Monitoring* Deck Maintenance

■ Standard Engine Health ■ Optional Monitoring * Standard when 737 ONS file server is selected

■■ Crew wireless. This connectivity system ■■ Airborne broadband IP data links. connectivity, ONS consolidates a powerful provides a secure on-airplane WiFi net The ONS is capable of integration with set of capabilities including dataload, work for crew and ground/maintenance IP-based satellite connectivity systems, airplane data recording, system fault use, both in-flight and at the gate. This such as L-band, Ku, and Ka satellite reporting, and health management onto system may integrate with crew mobile communication systems, to allow secure a single integrated system. devices to leverage the ONS for paperless high-speed data transfer during flight. operational and maintenance procedures. COMMONALITY WITH NEXT- ■■ Ground-based connectivity. This broad FUNCTIONALITY CONSOLIDATION GENERATION 737 FLEET band Internet protocol (IP) connectivity system makes the airplane capable of In addition to collecting and connecting To maximize common operations between wireless transfer of airplane data or soft more data to the airline’s network, the ONS the Next-Generation 737 and 737 MAX ware parts between the ONS file server hosts software applications that enhance fleets, many components ofONS will be and the airline’s ground-based offices functions hosted by multiple systems on offered and available for retrofit on the using secure WiFi or cellular connections current Next-Generation 737 models, as Next-Generation 737. The system available while the airplane is on the ground. well as applications that perform new on the Next-Generation 737 is equipped capabilities. Particularly when paired with with connections to the same or equivalent

08 AERO QUARTERLY QTR_03 | 14 Onboard Network System Provisions Next-Generation 737 Fourth Quarter File Server 737 MAX Onboard Network System 2013 Third Quarter 2014 737 MAX launches in 2017

2014 2015 2016 2017

Ground-Based Crew Upgraded ONS Engine Trim Balance* Connectivity Operations File Server

Enhanced Digital Software Data Secure Data Flight Data Loading* Distribution Acquisition Unit

Airplane Data Centralized Flight Monitoring* Deck Maintenance

■ Standard Engine Health ■ Optional Monitoring * Standard when 737 ONS file server is selected

data-rich systems as the 737 MAX ONS, ■■ Airplane data recording. More than software and airplane data between the and most of the same capabilities are sup 75 flight hours of operational data for airplane and airline. ported. Centralized flight deck maintenance onboard and offboard analytics, ■■ Crew operations. Crew applications and engine health management are exclu including legacy quick access recorder running on portable maintenance devices, sive to the 737 MAX. See Figure 2 for a data, may be collected on the ONS file such as tablets, may connect to the ONS roadmap of production availability of server mass storage. This ONS file file server for services such as onboard systems on the Next-Generation 737 and server-hosted functionality is called ONS storage, printing, airplane data, and the 737 MAX. Quick Access Recorder (ONS QAR). offboard connectivity. An ONS software Functionality coming to the Next- ■■ Secure data and software distribution. development kit will allow airlines to build Generation 737 and the 737 MAX ONS enables the distribution of airplane custom software applications tailored data or software parts between the to specific operational needs. Custom ■■ Software data loading. The ONS file server airplane and airline (e.g., software part software applications may be hosted is connected to all data-loadable systems staging to the airplane from the airline). on an airline tablet that connects to the on the 737 MAX. ONS is unique in its When paired with a connectivity system ONS data and connectivity network. capability to load software parts over high- and ground-based system integration speed Ethernet, greatly decreasing the software, ONS may perform secure time required to load Ethernet-enabled wireless electronic distribution of systems such as the display system. 09 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 3: Centralized flight deck maintenance The onboard maintenance function will help reduce no-fault-found events.

Functionality available exclusively on the The onboard maintenance function to create an advanced flight deck 737 MAX will be capable of reducing no-fault- environment that is flexible enough to found events by correlating system manage maintenance tasks formerly ■■ Centralized flight deck maintenance. status indications to detailed system and limited to the electronics equipment bay The ONS and the MAX display system equipment faults and will also allow for and enables more focused maintenance integrate airplane data collected during fault forwarding downlinks. Centralizing troubleshooting. flight with a new onboard maintenance the display of this information allows the function that consolidates maintenance ■■ Engine health monitoring. On the creation of common maintenance data for view on the flight deck displays 737 MAX, the functions of the airborne procedures and allows mechanics to and on portable maintenance devices, vibration monitor and engine electronic perform maintenance and fault isolation such as tablets. Data displayed in the control will be integrated into a single tasks for each of the 737 MAX systems flight deck includes system dispatch LRU. ONS integration with the engine without accessing them individually in status, existing faults, initiated tests, con electronic control will bring advanced the electronics equipment bay. Central figuration reporting, and maintenance engine health management functions ized flight deck maintenance combines page information (see fig. 3). to the 737 MAX, including enhanced with the 737 MAX displays system trim balance, prognostics reports, and upgrade and upgrades in other systems

10 AERO QUARTERLY QTR_03 | 14 Status Messages Maintenance Page Menu Air Conditioning Maintenance Page

Inbound Flight Deck Effects Maintenance Message Details Present Leg Faults

increased engine data collection for LEVERAGING BOEING COMMERCIAL capability will be the focus of an upcoming in-service maintenance support and AVIATION SERVICES issue of AERO. performance analysis. The quantity of data made available by the SUMMARY 737 MAX ONS facilitates advances in all A SECURE NETWORK aspects of operations, including mainte The new 737 MAX features an advanced nance, engineering, and ground operations. As connected airspace evolves, the ONS that combines components devel For example, an airline maintenance team 737 MAX will be equipped with security oped and tested on the Next-Generation may leverage data collected across the measures to protect airplane and passen 737. The new ONS is a secure, scalable, 737 MAX fleet for predictive maintenance ger information that is transferred on and and integrated architecture that enables analytics. An ONS-connected airplane will off the airplane. The 737 MAX ONS will significant operational and maintenance be able to take advantage of services from meet FAA data security guidances to create efficiencies by connecting critical airplane Boeing that can further optimize airplane a safe and secure airborne network. data with the airline and its ground operations. How airlines can maximize ONS infrastructure.A

11 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE A go-around maneuver performed according to standard operating procedures by crews can be effective and safe.

12 AERO QUARTERLY QTR_03 | 14 Performing Safe Go-Around Maneuvers

A go-around maneuver may be performed in a number of situations, including when requested by air traffic control (ATC) or when an airplane is making an unstabilized approach. Once a go-around decision has been made, flight crews must focus on ensuring that the maneuver is flown correctly by being aware of the difficulties that can occur and following the appropriate procedures to address those difficulties. A go-around maneuver can be both effective and safe when performed according to standard operating procedures by crews who are alerted to possible hazards.

By David Carbaugh, Chief Pilot, Flight Operations Safety, and Bertrand de Courville, Captain, Air France, Retired, and Co-Chair, European Commercial Aviation Safety Team

Performing a go-around is the best decision 97 percent of these unstabilized approaches and autothrottle modes, all of which need to make whenever the safety of an approach are continued to a landing, contrary to to be read, checked, and announced by or a landing appears to be compromised. airline standard operating procedures. (See pilots during the go-around. At the same While the go-around maneuver should AERO second-quarter 2014.) In many of time, ATC can add to the flight crew’s be a normal and well-trained procedure, these cases, a go-around maneuver should workload by requesting information about difficulties can occur. This article focuses have been performed. the cause of the go-around, crew inten on some of the problems flight crews can Go-around maneuvers are often per tions, and sometimes issuing frequency experience when executing a go-around formed at low altitude, low speed, and changes. Even without being asked by maneuver and how they can address these sometimes very close to the ground. A ATC, a pilot may feel the need to communi problems to make the maneuver safer. significant number of actions must be per cate immediately with ATC. The capacities formed in a short period of time, and all of of both the pilot flying PF( ) and pilot moni them are related to important changes toring (PM) to manage priorities during this THE NATURE OF GO-AROUND MANEUVERS of attitude, thrust, flight path, airplane phase follow the safety adage of “aviate, configuration (i.e., flaps and gear), and navigate, communicate — in that order.” pitch trim. Each of these actions must be All of these factors explain why the go- Although only 3 percent of commercial carefully monitored and cross-checked. around maneuver needs to be approached airplane landing approaches meet the Automation has brought additional with care. Airlines should also use data criteria for being considered unstabilized, checks related to autopilot, flight director, 13 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Handling extreme nose-up incidents

Boeing, in concert with the aviation industry, has developed a nose-high upset recovery procedure that pilots should perform if they encounter this situation.

Pilot Flying ■■ Recognize and confirm the situation. ■■ Disconnect autopilot and autothrottle. ■■ Apply as much as full nose-down elevator. ■■ Apply appropriate nose-down stabilizer trim. ■■ Reduce thrust. ■■ Roll (adjust bank angle) to obtain a nose-down pitch rate. ■■ Complete the recovery: when approaching the horizon, roll to wings level, check airspeed, and adjust thrust. Establish pitch attitude.

Pilot Monitoring ■■ Recognize and confirm the situation. ■■ Call out attitude, airspeed, and altitude throughout the recovery. ■■ Verify all required actions have been completed and call out any omissions.

monitoring programs to better detect and One example occurred in the United ■■ After the PF initiated a manual go-around analyze such events. Kingdom. On final approach, the airplane at night over the sea, at 1,000 feet slowed to near the stall speed. Because (305 meters), the PF kept a prolonged the autopilot was still engaged, the pitch-down input resulting in a 15-degree TWO PRIMARY ISSUES RELATED TO GO-AROUND MANEUVERS stabilizer trim was very nose up to nose-down attitude and a dive that was compensate for the reduced speed on not recovered before the impact with the approach. When the crew noticed the slow sea. The amplitude and duration of the When there are incidents related to go- speed and decided to do a go-around, initial reaction by the PF to the “pull-up” around maneuvers, they are usually the result the combination of pitch-up contributions warning from the ground proximity warn of excessive pitch-up or pitch-down attitude. of the engines, stabilizer, and slow speed ing system (GPWS) was insufficient Extreme nose-up attitude. These events, made the nose pitch up, and the crew was (i.e., a full back stick input was required). which typically result from a particular unable to arrest the pitch-up with elevator ■■ After the PF initiated a manual go-around combination of go-around thrust, speed, only until the airplane stalled. Fortunately, in instrument conditions, and approach and nose-up trim, are characterized by the nose fell straight ahead and the airplane ing 2,500 feet (762 meters), the flight a lack of pitch-down control authority at recovered; it would have pitched up again director altitude capture mode was the beginning of the go-around. They except that the crew intervened with nose- activated earlier than expected by the account for a number of scenarios in down stabilizer input. crew because of a high rate of climb. which a go-around is initiated after a speed The PF manually initiated a level-off Extreme nose-down attitude. Since 2000, excursion well below the approach speed, but kept a prolonged pitch-down input several incidents have involved extreme long enough to have a trim moving into an that resulted in a dive that reached nose-down attitudes during the go-around unusual nose-up setting. The increase of an extreme negative attitude (minus maneuver on different types of airplanes thrust combined with the nose-up trim may 40 degrees). The PF recovered from from different manufacturers. These inci result in loss of control. The Airplane Upset the dive at about 400 feet (122 meters) dents often result from a breakdown in Recovery Training Aid (Rev. 2) has been above the ground with a vertical accel correct cockpit instrument scanning. Here developed by manufacturers to address eration of 3.6 g-force (g). are some examples: these situations. (See “Handling extreme nose-up incidents” above.)

14 AERO QUARTERLY QTR_03 | 14 Handling extreme nose-down incidents

Boeing, in concert with the aviation industry, has developed a nose-down upset recovery procedure that pilots should perform if they encounter this situation.

Pilot Flying ■■ Recognize and confirm the situation. ■■ Disconnect autopilot and autothrottle. ■■ Recover from stall, if required. ■■ Roll in shortest direction to wings level (unload and roll if bank angle is more than 90 degrees). ■■ Recover to level flight. ■■ Apply nose-up elevator. ■■ Apply nose-up trim, if required.

Source: From the flight maneuvers section of the quick reference handbook flight manual and adapted from the Airplane Upset Recovery Training Aid (Rev. 2)

■■ After the PF initiated a manual go-around flying manually or when monitoring the auto their instruments, what they read will at night over the sea, the altitude acqui pilot, the ADIs are at the center of a control conflict with their mental picture of the sition mode activated while approaching process in which pilots must detect and airplane attitude. This causes cognitive the selected altitude and the PF pitched then quickly and accurately correct devia confusion and potentially severe spatial down to level off. The indicated airspeed tions from targeted values. (See “Handling disorientations. Poor or disrupted pilot increased toward the maximum for the extreme nose-down incidents” above.) instrument scannings may lead to a configuration. Instead of leveling off, the A reasonable explanation for this initial somatogravic illusion, which is present PF kept a prolonged pitch-down input. lack of pilot reaction is that both pilots during high accelerations or decelerations The attitude quickly decreased and become distracted from monitoring the when a pilot has no clear visual reference. reached a negative 9-degree pitch with ADIs at the time of a pilot nose-down input. A somatogravic illusion is when the human a vertical speed of 4,000 feet (1,219 When pilots are distracted, an airplane senses of the pilot cause spatial disorien meters) per minute. When the GPWS could change its flight path from a normal tation about the actual airplane movement. activated, the PF reacted by pitching the go-around climb to a steep dive in fewer airplane up. The minimum altitude was than 10 seconds. THE NORMAL AND ESSENTIAL 600 feet (183 meters) over the sea. The It may appear that such a deep dive INSTRUMENT SCAN total duration of the event was about would be perceived physically by the flight 15 seconds. Neither pilot could explain crew, without need of instruments. How All pilots trained on instrument flight rules the reason for the upset. ever, at constant thrust, any significant learn the T-shape principle of basic nose-down attitude reduction will create In all of these examples, pilots reacted instruments scan (see fig. 2). The attitude acceleration. The physical effect of the very late to extreme negative attitudes indication (i.e., pitch and roll information) resulting acceleration corresponds exactly displayed on both attitude director indicator is at the center of the instrument flying or to the perception of attitude change. Both (ADI) instruments. All of these events monitoring process during dynamic phases. pilots, unless they look at their instruments, happened at night over a dark area or in From the center of the ADI, the pilot’s focus will believe they are climbing while their instrument meteorological conditions. At moves successively to speed, altitude, airplane has entered a deep dive (i.e., the the time of the upset, in the absence of vertical speed, and heading indication — pilots’ mental picture is becoming inaccu visual reference, the only attitude infor all of which are directly dependent on the rate) (see fig. 1). When the pilots return to mation was provided by the ADIs. When airplane attitude presented by the ADI.

15 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 1: Spatial disorientation can confuse pilots A situation known as somatogravic illusion can occur when an airplane accelerates. If the pilots lose track of visual references and are not looking at instruments, they perceive that the airplane is nosing up, when in fact, it is entering a deep dive.

INSTRUMENT SCAN BREAKDOWN

Flight instruments Somatogravic, SOURCES: (Eyes scan pattern) other sensorial sources

ACCELERATION CREATES A FALSE CLIMB ATTITUDE PERCEPTION

Wrong attitude perception Correct attitude perception and inappropriate flight control OUTPUT: and airplane handling inputs based on based on flight instruments somatogravic perception

Modern primary-flight-display design FACTORS THAT COULD DEGRADE THE the basic instrument scan long enough to makes the instruments scan easier, but a ESSENTIAL EYE-SCAN PATTERN lead to the same consequences. very common misperception is that the The PM may be distracted from tasks classic T-type eye-scan pattern is no longer During a significant pitch reduction, the during the go-around by getting involved needed. Because all basic flight instruments indicated airspeed increases quickly toward with ATC communications at a critical are gathered on the same screen, many the maximum speed red band (see fig. 3). moment. This could happen when the PM pilots erroneously believe that these instru This has a powerful attraction effect and feels obliged to call or answer ATC at the ments can be embraced and processed at could capture the attention of both pilots to precise time that the PF is deviating from the same time. However, a T-type eye-scan the point that the instrument scan is slowed the correct course. pattern is still necessary for several reasons: down or even suspended. Simultaneously, somatogravic effects, due to longitudinal ■■ The use of central vision is still needed PERFORMING SAFER GO-AROUNDS acceleration, remove the perception of to read digital values. descent while maintaining the feeling of a ■■ Pilots need to focus attention in a A flight crew can successfully avoid the climb or a level flight path. As a conse sequential manner to monitor and hazards that may be present in a go-around quence, an extreme nose-down attitude control flight parameters. maneuver in a number of ways: could develop without being noticed, caus ■■ Human cognitive performance does not ing the pilots to lose situational awareness. ■■ Both pilots should keep a robust allow pilots to process speed, heading, Similarly, flight management annunci instrument eye-scan pattern for the altitude, vertical speed, and pitch and ation (FMA) information must be read duration of the go-around maneuver roll values simultaneously and accurately. through central vision. An unexpected FMA until the end of the level-off phase. ■■ The T-type eye-scan pattern forces display during a go-around maneuver could ■■ Both pilots should be aware of the a sequential method that has been capture attention and distract pilots from consequences of failing to closely proved to provide more accurate and monitor the pitch indication of the ADI. reliable readings.

16 AERO QUARTERLY QTR_03 | 14 Figure 2: The T-shape instrument scan of the attitude Figure 3: The danger of distraction director indicator As the airspeed increases toward the red band, indicating maximum speed, The T-shape principle of basic instruments scan provides a quick both pilots may see this to the exclusion of noticing the attitude shown assessment of speed, altitude, vertical speed, heading, and on the instruments. airplane attitude.

FMC SPD LNAV VNAV PTH FMC SPD LNAV VNAV PTH 138 VOR/LOC G/S 138 VOR/LOC G/S

200 200 CMD CMD

180 6 180 6 5000 2 5000 2

160 10 10 1 Eye and 160 10 10 1 attention 3 focus 3 14 4800 14 4800 2 2 REF REF 10 10 1 10 10 1 120 120 ` 2 2 20 20 20 20 6 6 100 100

RADIO RADIO 200 200 29.86 IN 29.86 IN

135H MAG 135H MAG

WYMT-22-11-0150 WYMT-22-11-0150 At night or in instrument meteorological HOW AIRLINES CAN CONTRIBUTE TO anonymously with the industry through conditions, an extreme nose-down SAFER GO-AROUNDS safety sharing programs. attitude could develop in fewer than Airlines can also develop safety 10 seconds without being felt by Airlines can enhance the success of performance indicators for go-around the pilots. go-around maneuvers by closely maneuvers to capture rate and trends, ■■ Flying the pitch and monitoring the pitch monitoring them: including attitude exceedances (i.e., pitch PRIMARY FLIGHT DISPLAY PRIMARY FLIGHT DISPLAY during attitude changes have priority or roll), speed exceedances (i.e., too ■■ Are flight crews encouraged to choose over any other tasks, including fast or too slow), and automation-mode to go around in the event of an communication with ATC. The PM could mismanagement. unstabilized approach? answer “Stand by, I will call you back” ■■ Are crews performing the go-around while monitoring and coordinating the maneuver correctly? SUMMARY maneuver with the PF. ■■ Are serious go-around upsets visible ■■ Pilots should understand automation enough? Once a go-around decision has been and mode changes that occur during made, flight crews need to ensure the go-arounds. Many of these features are A robust internal reporting and flight- go-around maneuver is flown correctly designed to aid pilot performance. data monitoring program can help answer through concentrated effort. Difficulties ■■ Pilots should train for and understand these questions. The airline’s air safety can occur in both nose-high and nose-low the issues involved in go-arounds reports and dedicated surveys can provide situations. It’s important that flight crews conducted at other than minimum an operator’s safety or training department be aware of the appropriate procedures for approach altitudes. These present with relevant qualitative feedback regarding those situations. A go-around maneuver different challenges that, combined go-around maneuvers. performed according to standard operating with the issues already addressed, In addition, a flight operational quality- procedures by crews mindful of possible can be difficult. assurance program, incorporating hazards associated with the maneuver will flight-data monitoring, can provide be effective and safe.A important quantitative information and make it possible to track statistics and trends. This data can be shared

17 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Falls through open doors, panels, and hatches can be prevented by consistent use of barriers and following airline policies and procedures. Protecting Airline Personnel from Falls

During standard turn-around and line-maintenance activities, open doors, access panels, and hatches on parked airplanes can be potential safety hazards for airline personnel unaware of the openings. Cabin crew and servicing staff have suffered injuries as a result of falls through these openings. Investigations of these incidents by Boeing indicate that they are preventable by proper and consistent use of barriers and following airline policies and procedures.

By Maggie Ma, Ph.D., Certified Human Factors Professional, Maintenance Human Factors, and William R. Carlyon, Program Manager, Environmental, Health and Safety Support

Cabin crew and servicing staff have suffered Injuries can also result from tripping on THE DANGER OF FALLS injuries by falling through open panels, open floor panels, hatches, and doors. hatches, and doors in several airplane This article updates a fourth-quarter Falls are a leading cause of occupational models. Open internal access panels 2007 AERO article on fall hazards during deaths and serious injuries. For example, in various models that were unprotected standard turn-around and line-maintenance in the United States, falls are the second have been a significant source of personnel activities in the interior of airplanes. It leading cause of work-related deaths after injury. On 747, 767, 777, and 787 models, explains these situations, recommends motor vehicle crashes, according to the the internal access panel is known as the ways to guard against injuries, describes U.S. Bureau of Labor Statistics. In the internal electrical/electronics (E/E) bay equipment available to operators to United States in 2009, 605 workers were access panel. On DC/MD-10 and MD-11 address issues, and discusses the role killed and an estimated 212,760 workers models, this internal access panel, located of airline policies and procedures in helping were seriously injured by falls. The most about mid-cabin, is known as the center to prevent falls. prevalent form of injury resulted from accessory compartment access door. workers falling to a lower level from ladders,

19 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 1: Self-closing internal electrical / electronics (E/E) bay access panel All 747-8s, 777s, and 787s currently being delivered include hinged, self-closing E/E bay access panels.

scaffolds, buildings, or other elevations. A fall for the 787 model, which has a hinged, for “access to the E/E bay while in flight.” of 20 feet (6 meters) usually results in death. self-closing access panel door. This access may be needed for extreme In a fall of 6 feet (1.8 meters), it takes Open, unprotected cabin entry doors emergencies, such as by the cabin crew only 0.6 of a second for a person to strike on all models present another hazard. to fight an E/E bay fire. During hangar the ground with a speed of more than Many times during servicing of airplanes maintenance, the internal access panel 13 miles per hour (6 meters per second). between flights, cabin entry doors are may be used by operators to accom A 220-pound (100-kg) person develops left open to allow access by caterers and modate extensive airplane maintenance 1,784 Joules (1,784 Newton meters) of servicing personnel. The danger occurs or modification activity. kinetic energy in a fall from this distance. when a catering vehicle or air stairs move However, the internal access panel away while the door is still open. Doors are was never intended for the purpose of line also left open in hot weather to cool an maintenance in which flight crew, cabin THE DANGERS OF OPEN PANELS, HATCHES, AND DOORS airplane’s interior. In these situations, there crew, catering personnel, and passengers is nothing to stop someone onboard the might be endangered if the access panel airplane from falling to the ground through were to be removed and left unguarded. Cabin crew and servicing personnel have the open door. (See “Controlling fall The Boeing AMM never specifies opening been injured on airplanes prior to departure hazards” on page 21.) the internal E/E bay access panel for the by falling through unprotected internal E/E purpose of maintenance in the E/E bay. bay access panel openings on 747, 767, To reduce the fall hazard during line main and 777 airplanes. (There is no such access PREVENTING FALLS ASSOCIATED WITH tenance, technicians should enter the panel on the 737 or 757 or on McDonnell THE INTERNAL E/E BAY ACCESS PANEL E/E bay via the external access door. Douglas airplanes.) In those cases, the To help prevent accidents and injuries panel was removed from the cabin floor Accidents involving the internal E/E bay related to this panel, all 747-8s, 777s, and and set aside by a technician while the access panel can be prevented by following 787s now being delivered have a hinged, opening was left unprotected. To date, correct procedures. According to Boeing self-closing access panel (see fig. 1). For there have been no reported falls through aircraft maintenance manuals (AMM), the retrofitting purposes, hinged, self-closing an internal E/E bay access panel opening internal E/E bay access panel is to be used

20 AERO QUARTERLY QTR_03 | 14 Controlling fall hazards

Maintenance and inspection activities arrest. Fall restraint is more desirable Boeing offers a wide array of ground require technicians and inspectors to work because it prevents falls from the work support equipment for various airplane from the wing/stabilizer surface, fuselage surface. However, it may limit access to models to guard against fall hazards. Such crown, engine strut, and work scaffolding certain work areas. In contrast, a fall fall protection equipment is specified in the with open sides and floor holes and arrest harness and lanyard system may aircraft maintenance manual. In addition, incomplete cabin floors — all of which improve access and will stop (i.e., Boeing has taken proactive approaches to present fall hazards. There are several arrest) a fall if it occurs, but minimize fall hazards through product options for controlling these hazards, maintenance technicians can still design. For instance, some airplane including engineering out fall hazards, sustain injuries from contacting objects models incorporate steps and footholds, fixed safety guarding, and fall protection to the side and below during the fall. and no-skid surfaces are included in wheel harness and lanyard systems. wells adjacent to equipment requiring Some maintenance tasks and positions routine inspection or service. Other design ■■ Engineering out hazards requires are particularly challenging, such as changes include moving equipment designing work processes without fall engine work when engine cowling or requiring routine inspection or service to a hazards or reducing potential falls to thrust reversers are in place, wheel wells location where it can be accessed without less than 4 feet (1.2 meters). adjacent to routine inspection and the risk of a fall. One example of this is serviceable equipment (e.g., lubrication ■■ Safety guards against fall hazards relocating the hydraulic fluid reservoir fill fittings), and the auxiliary power unit include various types of railings, tube for the engine cowling power-door compartment. For those tasks, ladders, barriers, and floor hole covers. opening system at ground level instead of work stands, and lifts do not always on top of the engine pylon. ■■ Fall protection harness and lanyard provide safe access to the routine systems include fall restraint and fall maintenance positions.

21 Figure 2.1: Example of floor guard Figure 2.2: Example of personnel barrier This view looks down at the internal E/E bay access panel from within the Personnel barriers can be overlooked or ignored and do not stop falls. cabin compartment.

access panels are available for 747, 767, at the bottom of the fuselage instead of the BLOCKING OPEN CABIN AND and 777 models, and personnel barriers internal E/E bay access panel to gain CARGO DOORS are available for the 747 and 767 models. access to the E/E bay. External access Since 1982, Boeing has released service doors and stabilizer compartment access Cabin and cargo doors should be closed bulletins 747-53-2434, 767-53-0092, and doors may also present a fall hazard to when access to the airplane cabin or cargo 777-53-0021 regarding these barriers. technicians during line maintenance (see compartment is no longer needed. Many No service bulletin has been issued for fig. 3). Extra caution is required when airlines state this explicitly in their policies 787 models because no retrofit is needed. accessing and working in the E/E bay. and procedures. On occasions when a If an operator elects not to install a self- door is deliberately left open, such as to air closing access panel, Boeing recommends out an airplane during cleaning, steps FLOOR HATCHES AND PANELS ON the installation of an E/E bay access opening DC/MD-10, MD-11 AIRPLANES should be taken to block the door. Some safety guard around the exposed opening operators use a simple strap to provide a in the floor (see fig. 2.1) or the installation of visual signal that the door is open. Operators have reported instances of cabin a personnel barrier in the cabin across the However, the strap is not designed to stop crew inadvertently stepping into an open access door panel whenever the panel is a fall, which could result in serious injury or and unguarded floor hatch. In response, removed (see fig. 2.2). The latter is consid death. For example, if a technician were to warning placards have been installed ered a passive type of defense because fall, the distance from an open 777 cabin adjacent to main deck floor access personnel barriers can be overlooked or door is approximately 16 feet (5 meters) to hatches. ignored and do not stop falls. a landing on a hard concrete surface. Boeing recommends that operators During line maintenance on 747, 767, Boeing recommends the use of a fitted further protect the safety of their personnel 777, and 787 airplanes, Boeing recom personnel barrier that is attached to anchor by erecting a barricade (see fig. 2.2) around mends the use of the external access door points any time a cabin door is left open any open floor access hatch or panel.

22 AERO QUARTERLY QTR_03 | 14 Figure 3: External E/E bay access doors Boeing recommends the use of the external access door at the bottom of the fuselage instead of the internal access door to gain access to the E/E bay during line maintenance on 747, 767, 777, and 787 airplanes. (This view looks down at the external E/E bay access panel from within the E/E bay.)

Figure 4: Personnel barrier for cabin entry door Boeing recommends the use of a fitted personnel barrier any time a cabin door is left open and unprotected.

23 WWW.BOEING.COM/BOEINGEDGE/AEROMAGAZINE Figure 5: Personnel barrier for main deck cargo door A personnel barrier should be fitted when the cargo door is open but the loading equipment is not in position.

and unprotected while the air stairs or the cargo door is open but the loading SUMMARY cabin boarding bridge is not in position (see equipment is not in position (see fig. 5). fig. 4). This recommendation is also Open doors, access panels, and hatches included in the 34th edition of the can present safety hazards, but falls THE ROLE OF AIRLINE POLICIES International Air Transport Association’s through them can be prevented by proper Airport Handling Manual, which became and consistent use of barriers and following If operators elect not to purchase and effective Jan. 1, 2014. Boeing ground- airline policies and procedures. install the recommended hinged access support-equipment personnel barriers are For more information, e-mail Boeing panels or personnel barriers, or choose not available for use in cases in which the cabin Maintenance Human Factors at MHF@ to use the recommended safety barriers, door must be open while the air stairs boeing.com. A they should use local procedures to pro or the cabin boarding bridge is not in vide for the safety of the cabin crew and position or whenever a cabin door is servicing personnel. These procedures being replaced. Personnel barriers are should include specific policies dictating designed to safely restrain people from how open floor panels, hatches, and doors falling. For cargo doors, the personnel should be protected. For example, an barrier should be fitted when the employee can be assigned to guard the panel or door while it is open.

24 AERO QUARTERLY QTR_03 | 14 www.boeing.com/boeingedge/aeromagazine