You are on page 1of 24

qtr_03

 13
A quarterly publication
Brought to you by
the Boeing Edge

Expanding the
Boeing Family

Regulatory
Operational
Approval for
Entry into
Service

Preventing Main
Landing Gear
Shimmy Events

New Flight Crew


Reminder Function
Cover photo: 747-8 Tail Cone 
AERO Contents

03
Expanding the Boeing Family
With the new 787-10, we are growing both
our 787 family and twin-aisle portfolio to
most efficiently serve customer needs.

05
Regulatory Operational
Approval for Entry
into Service
Boeing can help operators coordinate with

05 regulatory authorities to gain operational


approval of new airplane models.

11
Preventing Main Landing Gear
Shimmy Events
Boeing has published several maintenance
documents that operators can use to
maintain and operate airplanes in a manner
that reduces the possibility of shimmy.

11 17
New Flight Crew Reminder
Function
A new function allows flight crews to easily

17 set up automated reminders to alert them


when specific events occur or when actions
need to be taken.

01
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine Issue 51 _Quarter 03 | 2013
AERO
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 csms.catalog@boeing.com. 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: WebMaster.BCA@boeing.com

AERO is printed on Forest Stewardship Council™ Certified paper.

02
a er o q ua r t er ly   qt r_03 | 13
Expanding the
Boeing family
At the 2013 Paris Air Show, Boeing
launched the new 787-10 Dreamliner —
the third and largest member of our very
successful 787 family — with 102 orders
and commitments from five customers.
With this outstanding start, it’s clear that
the market understands the extraordinary
value the 787-10 will bring to the 787 family
and to our customers around the globe.
When we set out to define the 787-10,
airlines and leasing companies asked us to
optimize the airplane for efficiency and
versatility, with all the passenger-pleasing
features for which the 787-8 is known. By
maintaining a common maximum takeoff
weight with the 787-9, we’ve created the
most efficient jet in history, but without
sacrificing range. The 787-10 will fly up to
7,000 nautical miles — more than 90 per­
cent of today’s twin-aisle routes — with
fuel efficiency that is 25 percent better than operators additional flexibility in scheduling a very natural one. With the new 787-10,
the airplanes it will replace and 10 percent and training flight crews. we are excited about growing both our
better than anything the competition is Boeing’s emphasis on commonality and 787 family and twin-aisle portfolio to most
offering for the future. versatility is the hallmark of our overall twin- efficiently serve your needs.
The value of the 787-10 continues below aisle strategy. Just as the 787-8, 787-9, and
deck with its amazing cargo capacity, another 787-10 complement each other in size and SCOTT FAnChER
way our airplanes help operators maximize range, the 747-8, 777, and 787 families do Vice president and general Manager,
their profitability. The 787-10 adds another as well. Boeing offers these three families Airplane development
13 percent revenue cargo capacity over the of highly fuel-efficient, twin-aisle airplanes boeing commercial Airplanes
787-9, already an excellent cargo carrier. that match in speed and reliability — in
On the operational side, the 787-10 will sizes that span the market — to provide
share a common type rating with the 787-8, operators with unmatched flexibility.
the 787-9, and the popular 777, giving Our progression from the 787-8 to
the 787-9, and now the 787-10, has been

03
W W W . boeing.co m/ Bo e ing Ed g e / a e ro ma g a zine
First-delivery
celebrations mark
the completion of
regulatory operational
approvals.

04
a er o q ua r t er ly   qt r_03 | 13
Regulatory Operational
Approval for Entry
into Service
Boeing provides a high level of support to operators seeking operational approval
from their regulatory authorities to add new airplane models to their fleet.

By Jerry Bauer, Program Manager, Operational Regulatory Affairs

Boeing can help operators coordinate with seeking regulatory approval when adding using preliminary documents and data
regulatory authorities to gain operational a new model to their fleet. while type certification is being achieved.
approval of new airplane models. Boeing Operational approval occurs between
provides documentation, training, planning the operator and its regulatory authority.
The entry-into-service process
assistance, engagement with regulatory Requirements vary among the U.S. Federal
authorities, and consulting agreements for Aviation Administration (FAA), European
When an airline adds a new airplane model
specific support. Areas of focus include Aviation Safety Agency (EASA), and other
to its fleet, it must meet a number of regu­
e-enabling implementation, such as network national aviation authorities (NAAs).
latory requirements to receive operational
security, accelerated Extended Operations New ETOPS rules, e-enabling, and
approval for the new model from its national
(ETOPS) approval, and advanced naviga­ advanced navigation capabilities have
aviation authority. The basic process for
tion capabilities. Boeing recognizes the necessitated increased focus on oper­
operational approval is consistent across
importance of an efficient operational ational approval requirements. In the
airplane models but varies due to tech­
approval process to enable operators to 747-8 and 787 programs, additional focus
nology, airplane capabilities, and time since
enter their new airplanes into revenue was placed on assisting operators with
initial certification of the airplane (see fig. 1).
service quickly. regulatory engagement and operational
Boeing provides additional assistance to
This article outlines the operational approval. Lessons learned from the 747-8
launch customers who must coordinate
approval process and describes the and 787 introductions are being applied to
closely with their regulatory authorities
support that Boeing offers to operators the introduction of other airplane models.
05
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Figure 1: Operational approval maps
Operators must develop a maintenance program, establish a minimum equipment list, and perform
other functions to receive operational approval. As part of the operational approval process, Boeing
works with the FAA to set the baseline to ensure the airplane is ready to enter service. Launch
customers must seek operational approval prior to conclusion of type certification activities.

Operational approval is separate from EASA


APPROVAL STEPS
airplane certification, but it is necessary to Operations Evaluation Board
demonstrate certified airplane capabilities
to gain operational approval. Outside the Considerations:
Maintenance Flight Operations
United States, type certification validation ■■ Training (mechanic, flight
attendant, dispatcher) Review Board Evaluation Board
and operational approval requirements are
■■ Regulatory documentation
determined by the country where the oper­ requirements
Maintenance Maintenance
ator is based and registers its airplanes. Navigation capabilities: Master Minimum
■■
Review Board Planning Data
Operators that are headquartered in one Equipment List
■■ Reduced vertical separation Report Document
country but register their airplanes in minimum, Category I/II/III,
required navigation
another country are subject to certification performance, etc.
and operational approval requirements of ■■ Facilities, tooling, other service- Operator Maintenance Program
both countries. ready items
Boeing provides support for operational ■■ Options—electronic flight bag
approval as a basic service provided with applications, etc.

the airplane sale, and with fee-based


services and through consulting agree­
ments, if requested by the operator.
ESTABLISHED MODEL TIMELINE (e.g., 737-800) Initiate Addition
of New Model
FAA evaluation for operational
approval

An FAA Aircraft Evaluation Group (AEG) Maintenance Flight First of First of


evaluation for operational suitability occurs Review Training Model Model
at the same time as type certification. Board Approval Airplane Delivery
Report Flight Manual
Operational suitability must be achieved Approval Approval
before customers can obtain operational
approval of a new airplane type. The AEG
Master Minimum First of Model Type Start Type
evaluation includes: Equipment List/ Instructions for Certification Certificate
Dispatch Deviations Continued Validation
■■ Flight crew–type rating requirements, set Guide Approval Airworthiness (if needed)
by the FAA Flight Standardization Board.
■■ Minimum equipment required for
dispatch, determined by the FAA Flight
NEW MODEL TIMELINE (e.g., 747-8, 787) Initiate Addition
Operations Evaluation Board. of New Model
■■ Continued airworthiness, determined
by the FAA Maintenance Review Board.
■■ Acceptance of Instructions for
Continued Airworthiness, which specify
necessary maintenance. Start Type Maintenance
Validation Review Board
In the United States, FAA operational (if needed) Report
Approval
approval occurs at the local level through
the principal operations inspector, principal
maintenance inspector, and principal
avionics inspector. The FAA Major Change
Process Document (MCPD) is used when
adding a new type to an existing operator’s   Action by Boeing and regulatory agencies required for operational approval

fleet. The systems safety concepts of the  Operator action required for operational approval

06
a er o q ua r t er ly   qt r_03 | 13
Evaluation of: ■■ Type Rating ■■ Flight and Cabin ■■ Master Minimum ■■ Others Major Change Process
Crew Training Equipment List Document or Equivalent

Flight
Extended Operations Configuration,
Standardization Network Security 1
Maintenance and Procedures Document
Board
Airplane Flight
Manual /
Dispatch Configuration Pilot Qualification e-Enabled Extended
Approved Training
Deviations Guide Deviation List Plan Processes1 Operations Plan

Minimum Equipment List/


Pilot Qualification Manual Operations Specifications Changes ■■ Proving
Configuration Deviation List Manual
Flights
■■ Evac­uation
Demonstration
■■ Training
Operations Approval Application ■■ Etc.

Entry Into
Regulatory Coordination Meetings Service

Validated Airplane Delivery


Type Flight
Certificate Manual
(if needed)

Instructions
for Continued
Airworthiness

Entry Into
Regulatory Coordination Meetings Service

Network Security Flight Training Master Flight Training Delivery


Approval Provisional Minimum Approval Type
Approval Equipment Certification
List/ Airplane
Dispatch Flight Instructions
Deviations Manual for Continued
Guide Approval Approval Airworthiness

1
Network Security and e-Enabled Processes were approval steps for the 747-8 and 787 but not for the 737-800.

07
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Electronic flight bags provide flight crew and maintenance
personnel with information that has traditionally been
accessed by paper documents, as well as takeoff and
landing calculations.

Air Transportation Oversight System are Other regulatory authorities have similar ■■ Network security. Regulatory oversight
incorporated into the MCPD. Revisions requirements to document airplane capa­ of the security of e-enabled features was
to operations specifications and operating bilities that meet operational requirements. increased on the 747-8 and 787. FAA
manuals are required for a new airplane The Civil Aviation Administration of China OpSpec D301 and guidance material
type. Other regulatory authorities have specifies this in its Advisory Circular in FAA Order 8900.1 specify security
similar processes to assist operators as AC-91‑13, Operational Evaluation Require­ requirements.
they introduce a new airplane type. ments for Import Aircraft, and related
■■ Airline modifiable information. This
document MD-FS-AEG004, Guide for
software is considered user-modifiable
Developing and Use of Operational
Other regulatory authorities’ software and is designed to be modified
evaluations for operational
Compliance Checklist.
within the specified modification con­
approval
straints and with approved modification
Regulatory considerations for procedures without further involvement
EASA requires a review by the Operations operator’s introduction by the certification authority. Modifica­
Evaluation Board (OEB) prior to airplane
tions may be made to data, executable
introduction by European operators. The
In addition to the airplane’s operational code, or both. Modification of data
OEB review includes:
approval by regulatory agencies, the oper­ such as electronic checklists requires
■■ Flight crew training, checking, and ator itself must comply with all pertinent opera­tional approval.
currency. FAA, EASA, or NAA regulations governing
■■ Airline selectable options (ASOs). These
■■ Operational suitability and compliance to the new airplane. These regulatory
software-enabled features are provi­
European Union regulations, EU-OPS, considerations include areas such as:
sioned by onboard operational program
Subparts K and L.
■■ EFBs. EFBs provide flight crew and software that operators can configure on
■■ Master minimum equipment list.
maintenance personnel with information their own. ASOs are equiv­alent in form
■■ Electronic flight bag (EFB).
that has traditionally been accessed and function to option selection soft­
■■ Required navigation performance
by means of various paper documents, ware, which is historically known as an
with authorization required (RNP AR)
as well as applications such as takeoff operational program configuration.
approach capability.
and landing calculations. Regulatory An example of an ASO is the ability to
■■ Simulator qualification.
approval is needed to implement EFBs. specify weights, flow rates, and volumes
■■ Type rating designation.

08
a er o q ua r t er ly   qt r_03 | 13
either in English units (e.g., pounds, various new-model operators and their ■■ Customer Engineering. An account
pounds/hour, quarts) or metric units regulatory authorities for introduction of manager is assigned to address airplane
(e.g., kilograms, kilograms/hour, liters). the new airplane type, including on-site configuration issues in support of oper­
Boeing guidance for use of ASOs con­ visits. The team can provide advice ational approval. The organization also
tains operational approval requirements. to any operator seeking regulatory provides delivery documents, which
operational approval for addition of a explain the airplane’s capabilities.
■■ ETOPS rules. ETOPS diversion time
Boeing airplane type into their fleet.
capa­bility from an adequate airport In addition to this basic support, Boeing
The team can also facilitate engagement
requires operational approval of an can provide specialized support to an
between the regulatory authority and the
operator’s maintenance program, operator seeking regulatory approval when
FAA to address operational concerns.
dispatch process, and flight operations. adding a new model to its fleet. This sup­
■■ Regulatory Operations Support. This port includes:
■■ Category II landing weather minima.
organization can produce an operational
Use of the capabilities of Boeing air­ ■■ Boeing Professional Services. This
conformance evaluation report, which
planes for operations in Category II organization offers consulting services
documents airplane feature/capability
landing weather minima requires pro­ for airline operations, airport planning
compliance with global operational
cedures, training qualification, and and operations, supply chain manage­
regulations (e.g., Parts 91, 121, 125,
demonstration by the operator. ment, maintenance and engineering,
129, and 135). Following airplane
information technology systems, and
■■ Category III landing weather minima and delivery, this team provides continuing
cybersecurity (www.boeing.com/
low-visibility takeoff. Use of the capa­bil­ fleet support by helping customers
commercial/aviationservices/information-
ities of Boeing airplanes for operations in resolve regulatory issues.
services/professional-services.html).
Category III landing weather minima and
■■ Crew Information Systems. Boeing
low-visibility takeoff requires procedures, ■■ Boeing Navigation Services. This orga­ni­
support for EFB deployment includes
training qualification, and demonstration zation offers fee-based consulting services
meetings with the operator and its
by the operator. for operators wanting to implement per­
regulatory authority to establish an
formance-based navigation operations,
■■ RNP. RNP operational approval must be operational approval plan.
including RNP AR and RNP approach
obtained prior to flying RNP AR approach
■■ ETOPS Specialists. Boeing ETOPS (www.boeing.com/boeing/commercial/
procedures. RNP is a statement of the
maintenance and flight operations aviationservices/integrated-services/
navigation accuracy required for opera­
specialists offer an ETOPS support pbn.page).
tion within a defined airspace.
visit and other services to operators
■■ Startup Boeing. This organization offers
■■ Reduced vertical separation minimum and their regulatory authorities to assist
advice for starting an airline, including
(RVSM). Within RVSM airspace, air traffic with ETOPS program development
market analysis, airplane sourcing, oper­
control separates airplanes by a mini­mum and approval.
ating environment, Boeing resources,
of 1,000 feet (305 meters) vertically
■■ 747-8 and 787 E-enabling Deployment. business planning, and airplane selection
between flight level (FL) 290 and FL 410,
A deployment manager is assigned to (www.boeing.com/commercial/startup/).
inclusive. RVSM airspace is special
each operator of e-enabled airplanes.
qualification airspace: the operator and
Regulatory approval of network security
the airplane used by the operator must Summary
plans is considered in the overall
have opera­tional approval.
deployment plan.
Adding new Boeing airplane models to an
■■ Flight Operations Engineering. An air­line operator’s fleet requires regulatory authority
Boeing operational approval
support support engineer is assigned to each operational approval. Boeing can assist
operator as a point of contact for flight airlines with this complex process through
operations issues and can address issues a variety of services ranging from basic
Boeing offers support to operators in gain­
related to airplane capabilities discussed to highly specialized support. Operators
ing various types of operational approval.
in documents such as the airplane flight benefit from an efficient operational
Basic support includes:
manual, flight crew operations manual, approval process that gets the new airplane
■■ Boeing Operational Regulatory Affairs. and quick reference handbook. model into revenue service in the shortest
This team provides direct support to time possible. 

09
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
When a torsion link
is completely severed
as a result of a shimmy
event, it can leave
oscillating tire marks
on the runway.

10
a er o q ua r t er ly   qt r_03 | 13
Preventing Main Landing
Gear Shimmy Events
Main landing gear (MLG) shimmy is a rare event that starts at airplane touchdown and
continues during rollout. Boeing has determined several causes of shimmy, particularly for
the 737-200/-300/-400/-500 fleet and offers specific actions that can prevent this vibration
from occurring.

By Warren Malkowicz, Senior Engineer, Landing Gear Structures, Service Engineering, and
Christopher Dubuque, Senior Engineer, Landing Gear Systems, Service Engineering

Based on operator reports, MLG shimmy is This article discusses causes of shimmy Despite the presence of shimmy damper
an infrequent event that is characterized by and recommended actions operators can hardware, which is attached to the apex lugs
strong vibration, usually from one MLG, that take to reduce the likelihood of it occurring. on each MLG and is designed to reduce the
begins at touchdown and continues until torsional vibration energy generated during
the airplane is fully stopped. Historically, landing, airplanes occasionally experience
Understanding shimmy events
there have been two or three shimmy MLG shimmy. Shimmy events almost
events a year in the worldwide 737-200/ always result in damaged torsion links
Boeing sometimes receives reports from
-300/-400/-500 fleet. However, in the last and shimmy dampers (see fig. 1). When
operators of what is assumed to be a hard
few years, the rate of shimmy events has a torsion link is completely severed, it can
landing because of the violent nature of the
increased sharply on these models. In a leave oscillating tire marks on the runway.
landing and the observation of a torsion link
few particularly severe shimmy events, the Following a shimmy event, the airplane
fracture. However, Boeing’s experience with
affected main landing gear collapsed during typically needs to be temporarily removed
these landings reveals that such damage
the landing. from revenue-generating service for
actually suggests a shimmy event occurred.
inspections and repairs.

11
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Figure 1: Fractured torsion link
A main-landing-gear shimmy event fractured the
lower torsion link and damaged the wheel, tire,
and shimmy damper.

Boeing has studied shimmy events in an About shimmy How Boeing has addressed
attempt to understand their root causes shimmy
and to develop preventative actions or Shimmy is a torsional vibration excitation of
recommendations. Shimmy can occur on the landing gear in which the inner cylinder, To prevent this vibration mode, all Boeing
large or small commercial, commuter, and wheels, and tires rotate (or oscillate) relative 737 airplanes use a hydraulic shimmy dam­
military airplanes with a single-axle MLG. to the outer cylinder that is fixed to the per. The damper is connected between the
In-service history indicates that shimmy airplane structure (see fig. 3). upper and lower torsion links on the MLG and
events usually stem from maintenance For shimmy to occur, the landing gear allows a small, but highly damped, motion to
errors in installation, excessive wear and must have a force applied to it that excites occur around the torsional axis of the gear.
freeplay in the landing gear joints, improper this torsional vibration mode. The 737 has Due to the geometry of the torsion links,
servicing of the damper or shock strut, or a vibration frequency of approximately the shimmy damper is most effective when
landings with extremely low sink rates. 15 Hertz (Hz). Boeing engineers theorize the landing gear strut is compressed in the
The number of reported shimmy events that the force needed to initiate shimmy is ground mode. With the shock strut fully or
has increased somewhat during the past probably an alternating drag force, such as near fully extended, the torsion links hang
several years. But the rate has significantly if one tire touches down, causing a twisting in a near vertical position, which gives the
increased due to new operators with less motion of the inner cylinder in one direction damper less mechanical advantage to per­
familiarity in maintaining and operating 737- and the second tire touches down a fraction form its function. MLG shimmy on a takeoff
200/-300/-400/-500 airplanes along with of a second later, causing the inner cylinder roll has never been reported, most likely
the decreasing number of these airplanes to twist in the opposite direction. If the timing because severe twisting forces are never
in the worldwide fleet (see fig. 2). Because between the first tire and second tire con­ applied to the gear during a takeoff and the
some operators mistakenly categorize the tacting the runway is similar to the shimmy gear is compressed into the ground mode.
event as a hard landing instead of a shimmy, frequency, the gear can oscillate in the
the amount of shimmy reports is considered shimmy mode.
to be lower than what actually occurs.

12
a er o q ua r t er ly   qt r_03 | 13
Figure 2: Increase in shimmy occurrence
The shimmy rate is calculated by dividing the number of reported shimmy events by the average flight cycles accumulated by the fleet annually. The rate has
significantly increased due to new operators with less familiarity in maintaining and operating 737-200/-300/-400/-500 airplanes along with the decreasing
number of these airplanes in the worldwide fleet.

Shimmy Rate
3.0

2.5
Rate of Shimmy Events

2.0
(per million flights)

1.5

1.0

.5

91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12

Years: 1991 – 2012

How dampers can lose their ■■ Landing with extremely low sink rates. ■■ Incorrect damper installation. In one
effectiveness This type of landing is more likely to event, a damper designed for a very
experience shimmy than a firmer landing early 737-200 had inadvertently been
Although shimmy dampers have been very because the torsion links remain in an installed on a later airplane that required
successful at preventing shimmy, problems extended, vertical position where the a more heavy-duty damper.
can arise that render the dampers ineffec­ damper has less mechanical advantage
■■ Unconnected hydraulic tube. In one
tive. Detailed studies of 737-200/-300/ for longer periods to time.
event, a hydraulic tube for the damper
-400/-500 shimmy events have revealed
■■ Air in the damper. Several shimmy was inadvertently left unconnected after
several root causes. In approximate order
events occurred within a few flights after unrelated maintenance, so there was no
of likelihood, they are:
a new or overhauled damper was hydraulic fluid available to the damper.
■■ Excessive wear or freeplay in the joint installed. In these cases, it is suspected
On the newer Next-Generation 737
where the shimmy damper connects to that a thorough bleeding of air from the
airplanes, advances in technology enabled
the lower torsion link (referred to as the damper was not performed, thus
Boeing to redesign the details so that the
apex joint). Wear at this location allows preventing proper damper operation.
joint is more robust and less prone to
undamped torsional freeplay to exist in
■■ Damper piston fracture. In a small shimmy. Boeing accomplished this by using
the landing gear at the apex joint, which
number of events, it is suspected that an improved shimmy damper, strengthen­ing
greatly increases the likelihood of shimmy.
the damper piston fractured due to a the torsion link apex joint, and by making the
■■ Wear or freeplay in the torsion link preexisting fault (e.g., a fatigue crack). links from titanium without the lightening
bushings (e.g., where the torsion links holes. Fleet experience is showing that this
■■ Overserviced shock strut. In several
connect to the outer and inner cylinder). joint is now less susceptible to in-service
events, an overserviced shock strut has
Wear at these locations also allows wear than the earlier 737 models. However,
been suspected to have been a contri­
undamped torsional freeplay. appropriate maintenance is still necessary
buting factor. A shock strut overserviced
on the Next-Generation 737 models to
with nitrogen allows the torsion links to
prevent shimmy.
have a reduced mechanical advantage
to react to the torsional motion of the
inner cylinder.

13
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Figure 3: Torsional vibration is the cause of shimmy
Shimmy is a torsional vibration mode of the landing gear in which the inner cylinder, along with the wheels and tires, rotates (or oscillates) relative to the
outer cylinder. To prevent this vibration mode, airplanes have a hydraulic damper installed between the upper and lower torsion links to allow a small,
highly damped motion to occur around the torsional axis of the gear.

Charging Valve

Shock Strut
(outer cylinder
shown)

Plane of
Torsional
Rotation

Upper
Torsion
Link

Apex
Joint

Shimmy Forward
Damper

14
ae ro q u a rte rly  qtr_03 | 13
Boeing also recommends that pilots strive for a landing with
normal sink rates with particular emphasis on ensuring that
the auto speedbrakes are armed and deploy promptly at
touchdown. An overly soft landing, or a landing in which the
speedbrakes do not promptly deploy, allows the landing
gears to remain in the air mode longer, which makes them
more vulnerable to shimmy.

Recommended operator actions concerning shimmy damper and torsion Summary


link maintenance. For example, Boeing has
Boeing has published several maintenance added 737-300/-400/-500 AMM section Dampers have eliminated most MLG shimmy
documents that advise operators of 05-51-68, Main Landing Gear Shimmy/ events. However, these events can still
recommended maintenance to prevent Vibration – Maintenance Practices (Con­ occur in certain situations, particularly in the
shimmy events. These include: ditional Inspection). Boeing recommends case of maintenance errors in instal­lation,
that operators review these maintenance excessive wear and freeplay in the landing
■■ Service Letter 737-SL-32-057.
publications, which are available on the gear joints, improper servicing of the
■■ Multi-Operator Message
MyBoeingFleet.com Web portal. damper or shock strut, or during land­ings
MOM-MOM-12-0127-01B.
Boeing also recommends that pilots with extremely low sink rates. Landing gear
■■ Fleet Team Digest Article
strive for a landing with normal sink rates collapse is even a possibility if the joints
737-FTD-32-11001.
with particular emphasis on ensuring that and dampers are not maintained according
■■ 737 Aircraft Maintenance Manual
the auto speedbrakes are armed and to Boeing recommendations. Boeing has
32-11-00/601, Torsional Free Play
deploy promptly at touchdown. An overly published several maintenance documents
Inspection.
soft landing, or a landing in which the that operators can use to maintain and
■■ 737 Aircraft Maintenance Manual
speedbrakes do not promptly deploy, operate airplanes in a manner that reduces
32-11-81/501, Main Gear Damper
allows the landing gears to remain in the the possibility of shimmy.
Adjustment.
air mode longer, which makes them more For more information, please e-mail
Boeing has revised the relevant aircraft vulnerable to shimmy. This is especially lgshimmydamper@exchange.boeing.com. 
maintenance manuals (AMMs) and true when landing at airports located at
component maintenance manuals (CMMs) higher elevations, where the touchdown
to improve the directions and procedures speed is increased.

15
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
A new function lets
777 and 787 flight crews
create automated
reminders to alert them
when specific actions
need to be taken.

16
a er o q ua r t er ly   qt r_03 | 13
New Flight Crew
Reminder Function
Boeing has developed a comprehensive monitoring and alerting system to reduce
flight crew workload by allowing flight crews to set up automated reminders to
alert them when specific events are achieved or actions are required. The alerting
system is available on the 777 and 787.

By Brad Cornell, Associate Technical Fellow, Flight Deck Product Development, and
Gordon Sandell, Associate Technical Fellow, Avionics and Air Traffic Management

In addition to operating airplane systems, the function enables operators to use the The benefit of standardized
flight crews must perform many specific baseline communication system’s airline crew reminders
tasks during a flight, such as fuel checks modifiable information (COMM AMI) to
and crew changes. Historically, flight crews activate the reminders. Alternatively, There are several levels of flight crew
have used a variety of different techniques operators can incorporate the reminder workload when operating a commercial jet
to help them remember to perform tasks page portion of the baseline AMI into their transport airplane, including planning the
not monitored by the airplane. operator-specific COMM AMI using the flight, setting the airplane systems, departing
Boeing has developed a new function ground-based software tool (GBST). the airport, and operating the airplane
that allows flight crews to easily set up This article explains how the crew systems to maintain the desired flight path.
automated reminders to alert them when reminder function can be used and how In addition to operating systems on
specific events occur or when actions need flight crews can set up reminders. the airplane, there are many flight crew
to be taken. Available on the 777 and 787, tasks associated with managing the flight.

17
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Boeing has continuously made a concerted effort to
simplify system designs while incorporating comprehensive
monitoring and alerting systems. These systems help
reduce flight crew workload associated with operating
the various systems on the airplane.

Flight crews have developed several different Reducing crew workload of the Boeing baseline AMI into the oper­
techniques to help remind them to perform through automated reminders ator’s current COMM AMI and reloading the
various tasks associated with managing the revised COMM AMI file on the airplane.
flight that are not monitored by the airplane. The crew reminder function provides an The reminder function allows the flight
These techniques range from inserting way­ easy way for crews to set up automated crew to select from a list of predefined
points into the flight management system’s reminders that alert them when specific conditions and enter text specific to the
route to writing notes on paper and putting events are achieved or specific actions reminder, such as “Crew Change” (see
the paper in the forward field of view. Exam­ need to be taken (see fig. 1). The flight crew fig. 2). When the condition is met, the
ples of these tasks include fuel checks, reminder function can be imple­mented in COMM function posts a message and the
crew changes, or starting the auxiliary the 777 and 787 COMM system. flight crew is alerted by a COMM message
power unit before descending to an airport Typically, operators develop their own on the engine-indicating and crew-alerting
that has an unserviceable ground cart. COMM menus and displays compatible with system and with an aural alert identical to
Boeing has continuously made a con­ their automation systems and procedures an incoming company uplinked message.
certed effort to simplify system designs using a GBST. Once the operator-specific The reminder can then be accessed on the
while incorporating comprehensive moni­ pages are finalized, an AMI file is created COMM display just like any other uplinked
toring and alerting systems. These systems specifically for the COMM function. The company message.
help reduce flight crew workload associated 777 and 787 also come with a baseline For operators of 777 and 787 airplanes
with operating the various systems on the COMM AMI, and operators can incorporate wanting to obtain this feature, Boeing will
airplane. Having already reduced workload any of the functions included in the baseline provide a set of software components with
in operating the systems, Boeing now AMI into their unique COMM AMI without instructions that can be added to an oper­
focused on reducing crew workload to additional cost or effort other than what is ator’s AMI source data and recompiled on
manage the flight, and came up with the required to copy the reminder function from the GBST to create a loadable database.
crew reminder function. the baseline AMI. The reminder function
can also be added to an existing operator’s
fleet by incorporating the reminder portion

18
a er o q ua r t er ly   qt r_03 | 13
Figure 1: Flight crew reminder function
The crew reminder function provides an easy way for flight crews to set up a variety of automated reminders that alert them with visual and aural
reminders when specific events are achieved or specific actions need to be taken.

FLIGHT FLIGHT
ATC COMPANY ATC COMPANY
INFORMATION INFORMATION

REVIEW MANAGER NEW MESSAGES REVIEW MANAGER NEW MESSAGES


CREW
1833z REMINDERS Entry 1833z
REMINDER

TIMES: 20:00 CREW CHANGE


Resets TIME REACHED
––:–– ––––––––––––––––– CREW CHANGEOVER
––:–– –––––––––––––––––
––:–– –––––––––––––––––
TIME TO T/D: 0 0:30 CHECKLIST

TIME TO DEST: ––:–– ––––––––––––––––– Entry Error


WAYPOINT: ––:–– ––––––––––––––––– Messages
LATITUDE: –– –– –––––––––––––––––

LONGITUDE: W 140 GUARD FREQUENCY

FUEL: ––––– –––––––––––––––––

ALTITUDE: ––––– –––––––––––––––––

ETA CHANGE FROM 21:39 BY 3 MIN

NOTIFY ATC OF CHANGE

RESET RETURN EXIT RESET RETURN CANCEL

SCRATCH PAD SCRATCH PAD

Validate Crew Entries Reset Entries

Airplane Sensor/ Determine If Reminder Event Issue Visual and Aural


System Data Has Occurred Reminders
■■ Time

■■ Position

■■ Altitude

■■ Fuel Quantity

■■ Next/Previous

Waypoints
■■ Estimated Engine-Indicating and
Time of Arrival Crew-Alerting System
(ETA) at
Alert COMM
Destination
■■ ETA at Top Aural Alert
of Descent
■■ ETA at Next

Waypoint
■■ Etc.

19
W W W . boeing.com/Bo e ing E d g e / a e ro mag a zine
Figure 2: Entering and reviewing FLIGHT FLIGHT
ATC COMPANY ATC COMPANY
reminders INFORMATION INFORMATION
The reminder function allows the flight crew REVIEW MANAGER NEW MESSAGES REVIEW MANAGER NEW MESSAGES
to select from a list of predefined conditions 1833z REMINDERS 1833z CREW REMINDER
and enter text specific to the reminder (left). TIME

When the condition is met, the COMM function TIMES: 20:00 CREW CHANGE

sends a message to itself and the flight crew – – :–– ––––––––––––––––– UTC TIME: 18:35z
is alerted by a COMM message on the engine- ––:– – –––––––––––––––––
CREW CHANGE
indicating and crew-alerting system and with ––:– – –––––––––––––––––
an aural alert.
TIME TO T/D: 0 0:30 CHECKL IST

TIME TO DEST: – – :–– –––––––––––––––––

WAYPOINT: – – :–– –––––––––––––––––

LATITUDE: –– –– –––––––––––––––––

LONGITUDE: W 140 GUARD F REQUENCY

FUEL: ––––– –––––––––––––––––

ALTITUDE: ––––– –––––––––––––––––

ETA CHANGE FROM 21:39 BY 3 MIN

NOTIF Y ATC OF CHANGE

RESET RETURN EXIT RESET RETURN CANCEL

SCRATCH PAD SCRATCH PAD

Crew Reminder Page COMM Reminder Message

Reminders for a variety of An airline can customize this list by ■■ Adding a point-of-no-return reminder
events deleting reminders that it finds are not as a time or position.
useful in its operations or by adding its ■■ Adding a fuel state reminder that can
After reviewing the parameters that were own reminders. supplement the flight management
available to the COMM function and con­ computer “MIN FUEL” calculation.
sulting with operators and Boeing test ■■ Setting a position for change of radio
Using crew reminders on the
pilots, a list of reminders was developed flight deck guard (such as 140 degrees west or
for nine specific events: 20 degrees north on Pacific crossings).
■■ Setting a time to call the resting crew
■■ Reaching a specific time (multiple There are a number of ways in which this
on supplemented crew operations.
reminders can be set). function can be used on the flight deck.
■■ Notifying ATC when ETA at waypoint
■■ Reaching a specific time-to-go to For example, air traffic control (ATC) may
changes.
top-of-descent. send a clearance (e.g., AT 2130z CLIMB TO
■■ Setting a reminder to log on to ATC
■■ Reaching a specific time-to-go to the AND MAINTAIN FL390) that needs to have
(at a time or location) for a datalink.
destination. action taken on it sometime in the future.
■■ Setting a reminder for when to request
■■ Passing a specific waypoint in the The times can range from a few minutes
an oceanic clearance (for North Atlantic
flight plan. to a few hours. Following receipt of such
operations).
■■ Crossing a specific latitude. a conditional clearance, the crew can
■■ Crossing a specific longitude. easily set a reminder time or position to
■■ Reaching a specific fuel state. comply with the clearance using the crew Summary
■■ Reaching a specific altitude. reminder function.
■■ The estimated time of arrival (ETA) at the Routine uses include: Boeing has developed a new function that
next waypoint changing by a threshold enables 777 and 787 flight crews to create
■■ Adding equal time point reminders
value entered by the crew. automated reminders to alert them when
between extended-diversion-time-
specific events are achieved or when
operation airports, such as between Hilo
actions need to be taken. 
and Los Angeles on Pacific crossings.

20
a er o q ua r t er ly   qt r_03 | 13
www.boeing.com/boeingedge/aeromagazine

You might also like