NDT Application in Aircraft Industry / Human Faktor Effect Short personal introduction Name : Jiří brus Date of Birth : 1962 NDT carier start : 1985 Actual

NDT Application in Aircraft Industry / Human Faktor Effect

• Short personal introduction

• Name : Jiří brus

• Date of Birth : 1962

• NDT carier start : 1985

• Actual NDT qualification :

• LII EN 473

• VT, PT, MT, UT, RT, ET

• LII EN 4179/NAS 410


• LIII EN 4179/NAS 410


• Actual positions

• Director and owner accredited NDT laboratory No. 1400

• Head of Job Air NDT Center

• Outsite NDT L III servis for :

- Technical laboratory

TLO OPAVA

- UNEX Uničov a.s.

- Aircraft Industry

LET Kunovice


October 6-10, 2014 Prague

As a comitted member of CNDT regional group No. 6 North Moravia I got delegation from chairman of that group Mr. Solnařto hand over many regards to all attendants of this meeting.


Why this subject ?

Human error has been documented as a primary contributor to more than 70 percent of commercial airplane accidents.

Boeing human factors professionals work with engineers, pilots, and mechanics to apply the latest knowledge about the interface between human performance and commercial airplanes to help operators improve safety and efficiency in their daily operations.

General Content

• Subject introduction • Aircraft mechanic / NDT mechanic• Applicable NDT methodes• VT methode application Direct visual inspection VS boroscopy • PT methode application

Different qualification request• UT-T thickness measurement

Nominal thickness knowlege necessity• MT methode Residual magnetizm check • ET methode

Indirect influence to IACS value• Conclusion • Recomendation


Aircraft mechanics

Somebody who is higly trained and educated

- Aircraft structure

- Aircraft parts maintenance and check

Knowlege from NDT area

during the job practice and cooperation with NDT technician

Human faktor training necessary.

NDT mechanics

Somebody who is higly trained and educated

- Applicable NDT methodes

- Sensitivity and test condition check

Knowlege from maitainance area

during the job practice and cooperation with B1 technician

Human faktor training necessary


• VISUAL INSPECTION METHODE

• Human faktor effect – responsibility take-over

(during boroscopy inspection instead direct

visual inspection specified area)

• Example 1

Official NDT request

Airbus NTM 57-20-50

• Responsibility on NDT in full

because

NTM include – procedure

- inspection area specification

- possible damage specification



• Official acces panels

• Drain holes



• Human faktor effect – responsibility take-over

(during boroscopy inspection instead direct

visual inspection specified area)

• Example 2

Official Task Card request :

• Perform general visual inspection of the zone IAW TC 5711-622-80I

- All components will be ispected for :

Security of attachements, visible connections, electrical bonding, safety

wiring, leakage, cracks, corrosion, chafing, evidence of overheating,

condition of painting and corrosion treatment and cleanlines.



• Example 2 :

• Responsibility on B1 in full

because

- there is not NDT procedure

- there is not request for NDT

qualification

Remark:

EWIS training - Electrical Wiring Interconnection Systém

NDT person probably will be not trainined for connection,

electrical bonding , safety wiring…etc.


• PENETRANT TESTING METHODE

• Human faktor effect – qualification and type application understanding

(many confliction request comparing part 145 / AC manual)

• Example

Part 145 EASA is speaking about colour

penetrant testing wchich means in fakt

Type 2 acc. ASTM E1417.


• PENETRANT TESTING METHODE

• NDT Manual request

SAAB NDT 51-08-00 Type 2, Not used for fatigue cracks or tight defects

BOEING NDT 20-20-02 Type 2, Inspection of ground handling or support equipment, tools and tooling only.

AIRBUS NDM 51-80-00 For general use on aircraft in-service inspections the following penetrants are recommended: (1) Type I, Method C, Level 2, 3 or 4 (Solvent removable, fluorescent).


• PENETRANT TESTING METHODE• Final „Only Option“ = FPI application

• Test condition check – time / temperature / PSM5 / UV-light / day-light

• Right type application / sensitivity 2, 3, 4 ? ? ?


• PENETRANT TESTING METHODE• Personal qualification request – for information only

SAAB 340 BOEING 737 AIRBUS 320

Stated in NDT-M Stated in SOPM only PT procedure 20 pages

Stated in NDT-MPT procedure 15 pages

NDT-M 51-08-00 SOPM 20-20-02 NDT-M 51-80-00NDT-M 51-81-00

Related documentsAMS 2644 ASTM E 1417

Related documentsAMS 2644ASTM E1417

Related documentsAMS 2644 ASTM E 1417

PT in NTM and Immediately in introduction there is a request for qualification I.A.W EN 4179

NTM does not contain PTThere is no request for qualification

PT in NTMBut there is no request for qualification


• ULTRASONIC TESTING / FUSELAGE THICKNESS CHECK

• Human faktor effect – technique and equipment adequate to test request

(nominal thickness proficiency)





• 1. step / to choose right equipment and see right echo





• 2. step / right probe and right equipment setting

• Thickness reading for probe MSEB4 using 1. back wall echo

If reading will be done from 3rd peak instead 2nd peak – difference is +0,37mm Because : λ = cL / f = 5,92 / 4 = 1,48 mm

λ / 4peaks = 1,48 / 4 = 0,37 mm For us – Al mat. and 12 MHz probe = (6,32 / 12 / 4 = 0,131mm)

3,3 3,67

0,37 0,37

0,37

1

2 3

4 1

23

4

3,3










• IAW SRM (Standard Repair Manual) we have to check fuselage thickness for change of 10% of nominal thickness, wchich can be in many cases about 1,00 mm. So the maximum blending allowed is to 0,10 mm.

• Compare: REQUEST VS ACCURACY

0,10 mm 0,131 mm


• MAGNETIC PARTRICLE TESTING METHODE

• Human faktor effect – unexpected residual magnetism

(unallowable on engine parts and others)

• Request - magnetic particle inspection (using coil and/or central conductor)





Easy task – engin shaft magnetizing

in coil using alternating current






• EDDY CURRENT TESTING METHODE

• Human faktor effect – optainable accuracy during measuring

(strong manual request for evaluation)

Example – BOEING NTM Part 6 51-00-00 Procedure 20

Equipment….

• (d) Can clearly identify conductivity changes of 0.5 percent IACS (0.3 MS/m) in the applicable conductivity range.

• (e) Can measure the conductivity of the applicable reference standards with a precision of plus or minus 0.5 percent IACS (0.3 MS/m) better.





1 temperature – effect, calibration standard (IACS 29,88%) measuring in 5 min





Example – BOEING NTM Part 6 51-00-00 Procedure 20

IACS value for some alloys ….

Alloy Temper IACS MS/m

2024 0 45,5 - 49,0 26,4-28,4

7075 0 44,0 - 47,5 25,5-27,5





!! Warning !!

There are six factors which affect the accuracy of eddy current conductivity measurements. These are :

1 temperature,

2 lift-off,

3 curved surfaces, Before you officially record change 1% IACS

4 edge effect, make shure you make all value correction

5 materials thickness, and you consider all factors.

6 and cladding as well


„Easy?“ Conclusion

VT methode Always make sure you know, what are you looking for !

PT methodRemember aircraft producer different stand to personal qualification and think about rigt penetrant type and sensitivity application ! UT-T methodRecorded thickness compare with drawing and/or documentation before final evaluationMT methodEven use alternating current always check residual magnetism and use demagnetizing coil in any case ! ET methodConsider all indirect influence to recorded IACS value before you make final decision !


• RECOMMENDATION

• Acording to an old practis the certyfied aircraf mechanic must attend to first fly after aircraft servicing.

• Remember you can use in future an aircraft you personally checked.

• I wish you only safety fly with happy comeback.

Thank you for your attention.

Documents

NDT Application in Aircraft Industry / Human Faktor Effect Short personal introduction Name : Jiří brus Date of Birth : 1962 NDT carier start : 1985 Actual