repot_part_2.docx;filename_= UTF-8''repot part 2

7/25/2019 repot_part_2.docx;filename_= UTF-8''repot part 2

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Chapter 11

Plant maintenance


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The Boeing 787 reflects a completely new approach to onboard systems. Virtually everything

that has traditionally been powered by bleed-air from the engines has been transitioned to an

electric architecture. The affected systems include:

-Engine start

-u!iliary power unit "#$% start

-&ing ice protection

-'abin pressuri(ation

-)ydraulic pumps

BLEED-AIRPOWERED

ELECTRIC

UNAFFECTED SYSTEMS: PNEUMATIC

COMPONENTS REMOVED

FROM THE ENGINE AND

APU:

PNEUMATIC

COMPONENTS REMOVED

FROM THE AIRFRAME:

AFFECTED SYSTEMS:

Engine anti-ice

!te"

P#ec$$%e#

Pne&"atic ta#te#

Va%'e

D&ct

APU %$a( c$")#e$#

D&ct

Va%'e

Heat *ie%(

O'e#*eat "$nit$#ing

!te"

D&ct +t )#$tecti$n

!te"

APU ta#t

B#a,e

Ca+in )#eiati$n

Engine ta#t

H!(#a&%ic )&")

Wing ice )#$tecti$n

The transition from bleed-air power to an electric architecture reduces the mechanical

complexity of the 787.

The only remaining bleed system on the 787 is the anti-ice system for the engine inlets.

&hile much can be said regarding the efficiency gains achieved by changing the means of

e!tracting power for airplane systems from the engines* the 787+s no-bleed architecture brings

with it some significant maintenance cost and reliability advantages as well. By eliminating the

pneumatic systems from the airplane* the 787 will reali(e a notable reduction in the mechanical

comple!ity of airplane systems. ,verall* the 787 will reduce mechanical systems comple!ity by

more than percent compared to a 7/70 the elimination of pneumatic systems is a ma1or


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contributor. The list below highlights 1ust a few of the components eliminated as a result of this

systems change:

-#neumatic engine and #$ start motors

-#$ load compressor

-#recoolers

-Various ducts* valves* and air control systems

-2ea3 and overheat detection systems

,verall* the 787 will reduce mechanical systems comple!ity by more than percent compared

to a 7/70 the elimination of pneumatic systems is a ma1or contributor.

u!iliary power unit. The #$ provides an e!cellent illustration of the benefits of the more

electric architecture. ,ne of the primary functions of a conventional #$ is driving a large

pneumatic load compressor. 4eplacing the pneumatic load compressor with starter generators

results in significantly improved start reliability and power availability. The use of starter

generators reduces maintenance re5uirements and increases reliability due to the simpler design

and lower parts count. 6n terms of inflight start reliability* the 787 #$ is e!pected to be

appro!imately four times more reliable than conventional #$ s with a pneumatic load

compressor.

Electrical power generation. nother fundamental architectural change on the 787 is the use of

variable fre5uency electrical power and the integration of the engine generator and starter

functions into a single unit. This change enables elimination of the constant speed drive "also

3nown as the integrated drive generator* 6%* greatly reducing the comple!ity of the generator.

6n addition* by using the engine generator as the starter motor "an approach used with great

success on the 9e!t- eneration 77 #$%* the 787 has been able to eliminate the pneumatic

starter from the engine.

&hen compared to the more comple! 7/7 6* the 787 starter generator is predicted to have a

mean time between faults ";TB


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Bra3es. ,ne innovative application is the move from hydraulically actuated bra3es to electric.

Electric bra3es significantly reduce the mechanical comple!ity of the bra3ing system and

eliminate the potential for delays associated with lea3ing bra3e hydraulic fluid* lea3ing valves*

and other hydraulic failures.,ne innovative application of the more-electric systems architecture

on the 787 is the move from hydraulically actuated bra3es to electric. Electric bra3es

significantly reduce the mechanical comple!ity of the bra3ing system and eliminate the potential

for delays associated with lea3ing bra3e hydraulic fluid* lea3ing valves* and other hydraulic

failures. Because its electric bra3e systems are modular "four independent bra3e actuators per

wheel%* the 787 will be able to dispatch with one electric bra3e actuator "EB% inoperative per

wheel and will have significantly reduced performance penalties compared with dispatch of a

hydraulic bra3e system with a failure present. The EB is line-replaceable enabling in-situ

maintenance of the bra3es.

6n general* electric systems are much easier to monitor for health and system status thanhydraulic or pneumatic systems0 the bra3es ta3e full advantage of this. 'ontinuous onboard

monitoring of the bra3es provides airlines with a number of advantages* such as:

-more-electric architecture. ,ther

benefits include improved health monitoring* greater fault tolerance* and better potential for

future technology improvements.


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Chapter 12

Management information system


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6mproved and e!panded monitoring* advanced onboard maintenance systems* and e-enabling

technologies ma3e real-time ground-based monitoring possible. This will aid in troubleshooting

the 787. irplane systems information and fully integrated support products will help

maintenance and engineering organi(ations 5uic3ly isolate failed components and reduce return-

to-service times. Boeing e!pects the 787 to show a reduction in 9


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identified the training from the B-777 to the B-787 as 'ourse ' and the training from the B-

787 to the B-777 as 'ourse E. 6n Cune @* the ,EB evaluated 'ourse ' by an ir 'anada

B-777 5ualified pilot partnered with an EA B-777 5ualified pilot. Aimilar evaluations were

conducted by the


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Chapter 1#

Incenti$e schemes


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&ith the 787 reamliner* Boeing is using a new approach to design which ta3es into greater

account the cost to maintain airplane structure and systems over their lifetimes. s a result of this

approach* the basic 787-8 airplane will have percent lower airframe maintenance costs than

any comparable product and will be available for revenue service more often than any othercommercial airplane.

%inancial incenti$e for direct &orkers

%inancial incenti$e for indirect &orkers


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Chapter 1'

%actors affecting production


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Chapter 1(

Scheduling of Aircraft ea$y Maintenance


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By wor3ing closely with airlines* ma1or partners and suppliers* and regulatory agencies* Boeing

plans to deliver a scheduled maintenance program approved by the $.A.


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ny other training program or part thereof re5uested to be evaluated by Boeing or a 'anadian air

operator.T'' will conduct any of the above operational evaluations when re5uested by Boeing

or a 'anadian air operator and amend this ,EB report accordingly.

Piggybacking of e$ent

+he kno&ledge Modeling Approach


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Chapter 1,

hat is AIMS.

!+he AIMS / CO)0 and /A-O3 Modules"


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Cre& Management

T'' evaluated the applicable regulations and standards under '4s / and 7 to establish

the operational suitability of the B-787 for use in 'anadian commercial operations. Boeing

also submitted regulatory compliance chec3lists as re5uested by ,46 H* ,perationalcceptability ma3ing statements of compliance against the applicable T'' regulations. The

Boeing compliance statements pertain to the design and e5uipment on the B-787. "The Boeing

compliance chec3lists are stored in 46;A files H7@7 and H?/@8.%

T'' normally determines ,perational Auitability by inspecting a representative aeroplane in

a production configuration and conducting operational suitability flights with 5ualified flight

crew.

T''* under the '4s* approves an individual air operator+s training program. T'' does

not approve a manufacturer+s training program* but can acceptF the use of a program for use

by a 'anadian air operator to develop his own training program. n air operator can in turn

receive T'' approval for their training program when based upon T'' accepted

manufacturer+s training. The acceptance of a manufacturer+s training program for use by an air

operator to develop their own training program is documented in the applicable ,EB report.

The T'' evaluation of the B-787 training program focused on the effectiveness of the

training received and the training devices used and assessed the effort re5uired by the ,E

participants to successfully complete the training program. T'' submitted to Boeing fortheir response* a T'' document called a 4ecord of 'omments "46;A H/8D with

specific findings made during the course of the program. T'' also submitted two narrative

reports on courses B and '.

Boeing responded to T''+s satisfaction on the specific issues raised in the 4ecord of

'omments. T'' has accepted Boeings training program for use by a 'anadian ir ,perator*

provided the training identified in Aection 7 of this report is provided. This includes additional

training to address T'' regulatory re5uirements and special emphasis training as identified.

The B-787 ,E was a 1oint ,E conducted by the three principal authorities0

the


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9-registered B-787 test aeroplanes for specific T-testsF%. ,ral e!ams and #roficiency

'hec3s "#'s% corresponding to an applicable T-testF were administered in the


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Captain Michael

Downey

OEB Memer (Course C) Air Cana!a

"eor#es $a#ace OEB Memer (Courses B, E

Ops% &uitaility)

AARTF

Roert 'annula OEB Memer (Course A) AARTF

Thomas &myth OEB Memer (Course B) AE*OTT

Common )e4uirements !All *-565s"

utopilot Engage>isengage ltitudes

@. The B-787 has been specifically been evaluated for autopilot suitability for engagement

at or above ft 2 during ta3e-off as referenced by approved


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Master ifferences )e4uirements

;4s are provided for particular B-777>B-787 combinations. These provisions apply when

differences e!ist between related aeroplanes which affect crew 3nowledge* s3ills* or abilities

related to flight safety "e.g.* 2evel or greater differences%.

The ;4 table below applies to the master differences from the B-777 to the B-787. The

only B-787 model evaluated to date is the B-787-8. The ;4s in

training>'hec3ing>'urrency are specified in accordance with the criteria contained

in


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Chapter 15

Maintenance8 )epair and O$erhaul !) 9 O"

Planning 9 Control Systems


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Chapter 16

Production Planning is a Catalyst


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Chapter 2;

+he Material )e4uirements Planning System

%or Aircraft Maintenance and In$entory Control

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