E NEWS

E-JETS

EMBRAER SERVICES & SUPPORT T E C H N I C A L P U B L I C AT I O N

83

NOVEMBER/2013

FAMILY

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Editor: Thiago Cestari Editorial Designer: Marcell Marra

E-JETS/INFO

E-NEWS is a periodic publication aimed to provide technical information to Engineering and Maintenance personnel. This edition and earlier ones can be found at Flyembraer Portal: www.flyembraer.com > Download_center > Commercial Jets > Maintenance > Technical Support > E-Jets NEWS. Should you need any additional information, do not hesitate to contact us: +55 12 3927-8495 / technical.support@embraer.com.br

Proprietary Notice

The articles published in E-NEWS are for information only and are Embraer S/A property. This newsletter must not be reproduced or distributed in whole or in part to a third party without Embraers written consent. Also, no article published should be considered authority-approved data, unless so specifically stated.

SERVICES & SUPPORT

SUMMARY

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

SUMMARY
CALENDAR TECHNICAL

Choose your destination

1
11
REMINDER

Embraer hosts E-Jets Operators Conference in Rio de Janeiro

Embraer Technical Workshops (Webex) poll results

New FHDB Decoding Tool

E-Jets Tasks Optimization Process

Maintenance Cost Workshop (MCW) 2013 achievements

FOCUS ON

SNAPSHOT OF THE MONTH

12

DID YOU KNOW?

13

SHM (S-SHM) Challenges

27

CALENDAR

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

CALENDAR E V E N TS
NOVEMBER
04 - 08

What will happen

E-Jets Working Group and Industry Steering Committee

Fort Lauderdale, FL - USA

NOVEMBER2013
1

1 2 3 4 5 6 7 8 9 10 11 12

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

Fleet Performance Team Services & Support - Commercial Aviation fleet.performance@embraer.com.br

Embraer hosts E-Jets Operators Conference in Rio de Janeiro

With a focus on the airline operational efficiency of the E-Jets fleet, Embraers Commercial Aviation Services & Support division hosted the global edition of the Embraer Operators Conference (EOC) in Rio de Janeiro, Brazil, from October 13 to 15. Along with the EOC, Embraer also held the 13th edition of the Maintenance Cost Workshop (MCW), on October 16. Both events were attended by more than 50 airlines and leasing companies, and nearly 40 suppliers and business partners from five continents, totaling over 400 people. These events provide an unparalleled occasion for collaboration and networking among the industry stakeholders, involving operators, suppliers, service centers, and Embraer, said Johann

Bordais, Vice President, Service & Support Embraer Commercial Aviation. The MCW is an annual meeting designed to support operators in reducing their maintenance costs by sharing experiences, addressing the demand for continuously increased operational efficiency. During the EOC, Embraer promoted its e-Solutions platform of web-based tools on the FlyEmbraer website, which is a single connecting point for Embraers customers to find a digital portfolio of services any time, on any device. It is designed to maximize flight duration and avoid unnecessary operating costs and delays, serving as both corrective and preventive maintenance.

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

Our tarGet for both eVents was to share best practIces and eXperIence, whILe debatInG maIntenance cost reductIon throuGh actIons InItIated two years aGo, In order to ImproVe operatIonaL effIcIency and achIeVe eXceLLence In customer serVIce. JOHANN BORDAIS, VICE PRESIDENT, SERvICE & SUppORT

Included in the Rio event are such e-Solutions as the eSRM web application based on SRM (Structural Repair Maintenance) approved data to allow E-Jets operators to increase damage assessment reliability, reduce structural repair costs, and to more quickly and conveniently perform repair management and traceability. The eTechPubs is an environmentally friendly system introducing a value-added paperless solution for Technical Publications, requiring no media generation and allowing operators to significantly reduce both the time to find/ retrieve technical information and the cost of maintaining it. The AHEAD-PRO (Aircraft Health Analysis and Diagnosis) system analyzes and diagnoses aircraft health by continuously monitoring the E-Jets performance, in real time, while increasing the fleet availability. One of the initiatives Embraer presented in both events is the new iPad ePerf

application for the Commercial Aviation Market, developed for the deployment of tablets in the cockpit, driving down costs, compared to conventional Electronic Flight Bags (EFB). This application allows pilots to calculate aircraft performance and to obtain the maximum payload, landing speeds, and distances within seconds. It will economically eliminate the need for heavy books. ePerf is a stand-alone program and can be used offline during any flight phase, anytime and anywhere. The first ePerf tool will be available by the end of 2013 for the E-Jets. The Company also introduced the Embraer Fuel Efficiency Program, a consulting service that furnishes an accurate diagnosis to assist with decisionmaking for single- or multi-fleet airlines that are looking for fuel savings. Apart from the unique manufacturer expertise, it also includes a web-based tool for monitoring results.

EOC opening session, by Mr. Paulo Cesar Silva, CEO Commercial Aviation

TECHNICAL

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Embraer Technical Workshops (Webex) poll results

Firstly, Embraer would like to thank the operators participation on the last Webex session held in September. The sessions had the presence of about 30 E-Jets operators totalizing 240 attendees from all regions of the world. It was a great opportunity to share experiences among all participants. The following graphs show the results of the poll applied during each session. We would also like to thank for all comments posted in this survey. All of them were internally discussed, aiming at improving the next Webex sessions. Thus and based on the last sessions comments, we would like to reinforce that the objective of these workshops is to establish a transparent communication with Embraer customers related to technical issues verified in the field. Commercial and logistic aspects should be addressed through the Customer Account Manager.

Eder Rodrigues de Almeida Technical Support (EFTC) eder.almeida@embraer.com.br

WEBEX IN NUMBERS

30

EMBRAER E-JETS OPERATORS

240
7
10
1 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 3 4 5 6 7 1 2 3 4 5 6 7

ATTENDEES FROM ALL REGIONS OF THE WORLD

In 2014 an annual Calendar Events section will be introduced in the E-News to highlight planned Embraer Service & Support events, including the Webex sessions. Also, for an easier identification of the participants, it is recommended that all Webex attendees put their Company name right after their name in the Your Name field, when joining to the conference. Usually, all presentations are available at the Flyembraer website for consulting and/ or downloading one week prior to the event. Also, further information related to technical issues is published in the Follow-up (FUP) reports available at the E-Forum section of the Flyembraer website. Your feedback is very important to us and will be surely be used to improve our Services and Support.

OVERALL AVERAGE GRADE

0 7 0

GRADES PER QUESTION BREAKDOWN

20 30 40 50

5.9
OVERALL

5.7
Q1: This technical Workshop session met your expectations

OVERALL

Q1

6.0
Q2: The web conference organization was adequate (conference invitation, duration, material availability at FlyEmbraer)

6.0
Q3: The overall skills of the Presenter were adequate

Q2

Q3

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Adriano Carvalho Technical Support (EFTC) adriano.gustavo@embraer.com.br

New FHDB decoding

Embraer is proud to announce two new FHDB decoding tools. These smart tools are available to the customers through AHEAD-PRO (www.flyembraer.com) and CCTA (https://ccta. embraer.com.br) interfaces. In an effort to add value to the customers health monitoring process, Embraer has released two new FHDB decoding tools. Besides the decoding capability, it will be possible to merge CAS messages and maintenance messages in just one Excel file (.xls). For further details regarding the smart FHDB decoding tools, please, refer to SNL 170-00-0075 and 190-00-0072 respectively. It is important to highlight that the main purpose of the two smart FHDB decoding tools is to deliver decoded FHDB files to support the aircraft maintenance activities. However, for fleet reliability analysis, it is suitable to have an additional smart decoding data. Those specific data provide an overall aircraft data focusing on health monitoring purpose only.

AHEAD-PRO FHDB Decoder

5

CCTA EMBRAER

FHDB Fault History Database

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Pedro Augusto Maintenance Support maintenance.support@embraer.com.br

E-Jets Tasks Optimization Process

Continuing the E-Jets Family Tasks Optimization, Embraer will hold in the United States, the 7th GWG (General Working Group) next November 2013. This meeting will be led by WG Chair John Pearman (Flybe) and ISC Chair Dave Eccles (KLM Cityhopper), with the presence of many operators from all regions. Since the operators are the first personnel affected by the maintenance tasks, their participation in this event is very important for technical discussions and approval of the tasks optimization proposals. Many proposals from System and Power Plant will be discussed as Structural and Zonal Optimizations. Some proposals for the E-Jets aircraft Enhanced wing tip will be presented too, for the operators deliberation about the new tasks that will be necessary for this modification in the E-Jets Family. The invitation for all operators and authorities is now in-progress and the agenda being done, to optimize the discussions time. The ISC (Industry Steering Committee) will be realized to analyze the items that were presented during the 2nd SWG/ZWG held in Amsterdam (June/13) and 6th WG held in Sao Jose dos Campos (September/13). The ISC analysis is the last step before the MRB meeting that is scheduled to the beginning of next year. This event is part of the MRB process, which includes the ICAs (instructions for continuous airworthiness) update and the Optimization Process of the E-Jets aircraft maintenance plan. And as the last goal throughout the reliability analysis, the optimization of the maintenance tasks interval. Seizing the opportunity, we congratulate the new Embraers ISC and WG Co-Chair, Rodrigo Manzioni, who will be the one responsible for the meeting conduction and representing the ISC and WG Chairmen within the Maintenance Support Engineering Team, leading the technical proposals development that will be presented during the meeting.

6th GWG in SJK participants

TECHNICAL

EM MB BR RA AE ER RS SE ER RV VIIC CE ES S& &S SU UP PP PO OR RT TT TE EC CH HN NIIC CA AL LP PU UB BL LIIC CAT ATIIO ON N E EJ JE ETS TS F FA AM MIILY LY -- N NU UM MB BE ER R8 83 3 -- N NO OV VE EM MB BE ER R2 20 01 13 3 E

Agenda for the 7th GWG/ISC

Monday

4th Nov
8:30 10:00

Tuesday

5th Nov
GWG System Optimization Items

Wednesday

6th Nov
GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Lunch GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Adjournment

Thursday

7th Nov
GWG Structural/Zonal Optimization Items Break GWG Structural/Zonal Optimization Items Lunch ISC 2nd SWG/ZWG 6th & 7th GWG Break ISC 2nd SWG/ZWG 6th & 7th GWG Adjournment

Friday

8th Nov
ISC 2nd SWG/ZWG 6th & 7th GWG Break ISC 2nd SWG/ZWG 6th & 7th GWG Lunch ISC 2nd SWG/ZWG 6th & 7th GWG Adjournment

Welcome Meeting Introduction GWG MPEP Items Lunch GWG MPEP Items Break GWG MPEP Items Adjournment

Break GWG System Optimization Items Lunch GWG System Optimization Items Break GWG System Optimization Items Adjournment

10:15

12:00

13:00

14:30

14:45

17:00

TECHNICAL

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Eduardo Alves / Aljose Brito Maintenance Economics Engineer maintenance.cost@embraer.com.br

Maintenance Cost Workshop (MCW) 2013 achievements

The MCW 2013 took place in Rio de Janeiro, Brazil, on October 16th and with the presence of the Worldwide Fleet (WWF) Customers. The preparation of the event took into account their perspectives collected in the MCW 2012 edition, where operators requested focus on maintenance cost reduction, product performance (cost impact) and concrete deliverables. To conclude, the MCW 2013 was organized in a partnership way, with results and valuable information, resulting in 85,8% favorability of participants. The event had the purpose of promoting an operators forum aiming at the effective maintenance cost improvements to the E-Jets community through: Debates on cost reduction opportunities;
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Sharing of experiences and best practices of maintenance daily operations; Cooperative engagement among operators, leasing companies, suppliers, service centers and Embraer;

Sharing of experiences and best practices of maintenance d a i l y operations;

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Topics presented during the event

1) Maintenance Cost Reduction Project
The project goal for 2013 is to reduce the E-Jets Direct Maintenance Costs (DMC) by US$ 20.00/FH. The outcome of the project has already achieved up to now the result of US$ 17.61/FH. The cost reduction initiatives under the product performance pillar are focused on changes in the product. It was presented the main benefits for each product modification and the cost benefit analysis (CBA) for technical solutions that brings greater cost reduction.

The results of the Parts Repair Workshop and the MCW action items will be part of the next E-Jets Cost Reduction web conference on December 09th and 11th, 2013.

2) Maintenance Plan Achievements 3) Maintenance Cost Experience

Overview of main results obtained in 2013 aiming at reducing the maintenance costs and next steps. Best practices focused on maintenance cost process management.

An innovative booklet with controlled copy was delivered to the customers with the main results achieved, cost benefit analysis, maintenance checks overview and best practices.
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4) Maintenance Checks overview

Maintenance Checks figures from worldwide fleet for Maintenance Planning Document (MPD) Intermediate and Basic Checks, mentioning average labor and materials invested on routines and non-routines activities.

To consult the MCW 2013 presentations, please visit us on the FlyEmbraer site

5) Engine Maintenance Cost 6) Parts Repair Workshop

Visibility of earnings and benefits of technical solutions, to reduce the engine maintenance cost. EMBRAER, JetBlue Airways, UTC Aerospace Systems and Honeywell promoted an opened plenary on the E-Jets Parts Repair Costs subject. Initially, the presenters highlighted their stand point on the subject from the perspectives of the Original Equipment Manufacturers (OEMs) and Airlines. From this point on, the E-Jets Community discussed and debated possible solutions on the E-Jets Parts Repair Costs. The Parts Repair Workshop came up with several ideas that will be analyzed by EMBRAER, to establish and reach potential savings on the Repair Prices pillar at the E-jets Cost Reduction Project.

Download center Commercial Jets Conferences E-Jets Maintenance Cost Workshop - MCW MCW Presentation MCW 2013

The MCW counted with representatives from 36 Operators, 6 Leasing Company, 25 Supplier/Maintenance, Repair & Overhaul (MROs) Providers and the Embraer Team.

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E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

MCW 2014 Award

What is it? The MCW Award is an EMBRAER and E-Jets Operators initiative which main idea is to stimulate the share of a good field experience and original solutions adopted by the Airlines, Maintenance, Repair & Overhaul (MROs) Providers and Leasing Companies on Maintenance Cost issues. The focus of this initiative is to identify, analyze, develop and share maintenance cost solutions through processes optimization, which could be achieved by improvements on: When and How? In the next E-Jets Cost Reduction web conference on December 09th and 11th, 2013, EMBRAER will present to Customers the rules, roles and responsibilities to be part of the MCW 2014 Award. Prize? The prize for the best idea will be an EMBRAER visit tour + Trip to a tourist destination in Brazil with one companion. EMBRAER suggests that you attend to the E-Jets Cost Reduction web conference, in order to get ready to spread out the MCW 2014 Award into your companies, bringing the opportunity to your employees to contribute with the E-Jets Cost Performance. Embraer takes the opportunity to thank our Operators for their attendance and participation during the MCW 2013 and counts on your participation in the next MCW edition. The EMBRAER Maintenance Economics team encourages you, reader, to feel free to send any questions, comments, suggestions, initiatives and/or opportunities on E-Jets Costs Solutions to maintenance. cost@embraer.com.br. Your contribution would be greatly appreciated by the E-Jets Community!

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+ + + + + +

Repair Procedures; Alternative Maintenance Procedures; Workflow Optimization; Ground Support Equipment (GSE)/ Tooling; Enhancements; Others;

Who can attend? All E-Jets Airlines and Leasing Companies personnel involved with maintenance and engineering activities are eligible to participate and to apply for the prize.

REMINDER & DID YOU KNOW?

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

Jose Cludio S. Leal Technical Support (EFTC) jose.leal@embraer.com.br

Reminder
On Aug/2012, Embraer released service bulletin (SB) 19036-0019 addressing Bleed Leak events on EMBRAER 190 due to the susceptibility of the overheat detectors (ODS) to vibrations at the pylon tip area. On the EMBRAER 190 models, this is the major cause of the events. Nevertheless, reports from operators show a very low incorporation rate of this bulletin. Embraer would like to remind the importance of incorporating bulletin 190-36-0019, which is free of charge (until Sep/2014, active) as a way to improve the reliability of the EMBRAER 190 bleed system.
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REMINDER & DID YOU KNOW?

E M B R A E R S E R V I C E S & S U P P O R T T E C H N I C A L P U B L I C AT I O N E J E TS F A M I LY - N U M B E R 8 3 - N O V E M B E R 2 0 1 3

Claudio Sade Brodt Technical Support (EFTC) jose.leal@embraer.com.br

Did you know?

that Embraer has prepared six videos with detailed procedures to identify shimmy events and take corrective actions? This initiative aims to improve and share the best maintenance practices related to the E170/175 aircraft main landing gear shimmy damper. The material also includes demonstrations of shimmy damper servicing, lubricating, removal and installation tasks. Video 5 Shimmy Damper Removal

Video 6 Shimmy Damper Installation

Video 4 Lubrication procedure Video 3 Servicing

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Video 2 Corrective actions after a shimmy event

The videos are available in both AVI and MP4 formats at FlyEmbraer site

Download center Commercial Jets Maintenance Technical Support Video Training TV170003 Shimmy Damper

Video 1 How to identify a shimmy event

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Introduction of Scheduled SHM (S-SHM)

Challenges for the Introduction of Scheduled SHM (S-SHM) applications into Commercial Aviation Maintenance Programs INTRODUCTION
model is related to the inspection of metallic and composite structures, technologies such as the Structural Health Monitoring (SHM), if correctly integrated as part of the scheduled structural maintenance program, may have a significantly contribution to the reduction of operators DOC and their fleet downtime. Nevertheless, there are several challenges for this to happens, starting with the fact that it is not necessarily clear to airlines what would be the real benefits of introducing the SHM in their operations and how such applications can be implemented successfully in their aircraft and maintenance programs. Regarding the benefits of introducing the SHM in commercial aviation, Renee et al. [2] provided cost benefits analysis for 3 different structures (trailing edge, vertical stabilizer and engine mount), as well as indicated the benefits from a non-economic perspective, showing

Lus Gustavo dos Santos Technical Services and Training luis.santos@embraer.com.br

Maintenance activities are responsible for at least 12% of airline direct operational cost (DOC) [1]. Although other cost drivers such as aircraft ownership and fuel represent a much larger portion of DOC (refer to figure 1), reduction of maintenance costs are always a fundamental part of any airline plan to increase competitiveness and profitability. As an original equipment manufacturer (OEM), EMBRAER is continuously looking for opportunities to respond to this need of maintenance cost reduction by its customers. One possible way to accomplish this is reducing the complexity of the scheduled inspection tasks as well as the necessary time to execute them. When considering that at least half of all the maintenance activities of any commercial aviation aircraft

11-15% 2-4% 40-55% 2-4% 12-20% 27-36%

CREW

HULL INSURANCE

ACFT OWNERSHIP

that a significant reduction in the life cycle cost could result in an realistic return on investment. According to this study, for a 30 to 40% replacement of traditional maintenance requirements by the SHM solutions, the time to recover the cost of the initial investment for both the engine mount and the trailing edge structure would be 2 to 3 years. Although Renee et al. [2] recognize that their study was limited in some aspects, we can consider it a valid indication that there are ways to the OEMs to develop consistent business cases around the SHM, in order to deliver cost effective solutions for their customers. Therefore, it is important to focus now on how the SHM applications can be successfully implemented by airlines in their fleets as well as in their correspondent maintenance programs. This will be done in the next sections of this paper.

13

FEES (LAND/NAV)

MAINTENANCE

FUEL

Figure 1: Direct Operating Cost Breakdown

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IntrodUction of SchedUled SHM (S-SHM)

CHALLENGE 1

Replacement of traditional structural inspections with new SHM maintenance procedures

The first part of a successful implementation of SHM solution in a commercial aviation program is to design structural monitoring systems that can be effectively certified by the OEM as a part of the type certificate of their aircraft models, or at least, as part of a supplemental type certificate. Additionally, the certification of such solutions must happens in a way that make it possible to OEMs to effectively replace or complement current structural inspections procedures (such as General Visual, Detailed and Special Detailed Inspections respectively GVI, DET and SDI) by S-SHM procedures. The concept of S-SHM is already included in A4A MSG-3 since release 2009.1 [3], but by itself it was not considered sufficient to convince OEMs to bear the development and certification costs to make real S-SHM solutions available to their customer.

The A4A MSG-3 revision can be summarized as follows:

+ Definition of Scheduled SHM (S-SHM) as the act to use/run/read out a SHM device at an interval set at a fixed schedule; + Introduction of S-SHM as new maintenance task category (separating it from the traditional MRBR inspections / tasks:
General Visual Inspections GV or GVI , Detailed Inspection DI or DET and Special Detailed Inspection SI or SDI that are directly associated with qualification required for the inspector); Damage (AD), Fatigue Damage (FD) and Environmental Deterioration (ED) for all metallic and damage (e.g., delamination and disbonding) for all non-metallic Structural Significant Items (SSIs);
14

+ Revision of the MSG-3 structural analysis logic to evaluate the use of S-SHM as a task for timely detections of Accidental

Once incorporated as part of a Policy and Procedure Handbook (PPH), the S-SHM information contained in the A4A MSG-3 2009.1 would be understood as adequate to support a SWG and ISC making one of the following decisions when evaluation an MSG-3 analysis of a Structural Significant Item (SSI):

+ List the S-SHM task as an alternative to the relevant ED, AD and/or FD inspection in the MRBR (S-SHM listed together with
the traditional inspections);

+ Replace a traditional inspection on the MRBR with the S-SHM task; + Select (or maintain) a traditional inspection over the S-SHM task to be listed in the MRBR;

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IntrodUction of SchedUled SHM (S-SHM)

As the use of the S-SHM technologies are part of a new approach for scheduled maintenance practices, its acceptance by the Regulatory Authorities may generate additional difficulties to the OEMs during the naturally demanded, but well known, certification process. Therefore, it is fundamental that the OEM can refer to clear requirements or guidelines on how to develop and certify such systems. This was addressed by collaborative effort of several members of the SHM community under the coordination of the Society of Automotive Engineers (SAE) that culminated in the issue of the new Aerospace Recommended Practice (ARP) 6461 - Guidance on Structural Health Monitoring for Aerospace Applications in September 2013. SAE ARP 6461 serves as a common reference for the OEMs, Regulatory Authorities and other parties involved in the development and certification of the SHM solutions for a given commercial aviation program.

In the EMBRAERs perspective, it is fundamental that the SHM community increase its support to the continuous improvement of SAE ARP 6461 contents, in order to convince the regulatory authorities that all the relevant aspects related to the S-SHM systems safety, reliability and continued airworthiness, to replace or complement traditional structural inspections tasks were properly covered. This will ultimately support the activities of systems and structural working groups involved in the MRB process of a given aircraft program, to revise the applicable analyses to select the S-SHM tasks and finally start taking advantage of the introduction of the SHM concepts in the MSG-3 methodology since 2009.

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IntrodUction of SchedUled SHM (S-SHM)

CHALLENGE 2

How to adjust the process to develop a structural maintenance program in order to introduce scheduled SHM tasks?
A scheduled SHM (S-SHM) task is defined as the act to use, run or read-out a SHM device at an interval set at a fixed schedule [3]. As explained by Wenk [4], the introduction SHM concepts on the MSG-3 methodology, which is used to develop maintenance programs for commercial aviation aircraft models, was the result of a collaborative effort of OEMs and other representatives of the SHM community. A general approach to gradually introduce the SHM solutions into scheduled maintenance programs was proposed by Santos [5], where he mentioned that to successfully introduce a SHM system into a commercial aviation maintenance program, the SHM system developers must have in mind that as per 14 CFR part 25 25.1529 and Appendix H [6], the instructions for continued airworthiness must be developed for aircraft, where the SHM systems must be properly evaluated in this aspect as part of the MRB process.

SOURCE DOCUMENTS

EMBRAER

ISC
AIRLINES REG. AUTHORITIES OEM

WGs
AIRLINES REG. AUTHORITIES OEM

MRB
REG. AUTHORITIES OEM AIRLINES (EVENTUALLY)

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MSG - 3 METHODOLOGY

POLICY & PROCEDURES HANDBOOK (PPH) PROPOSAL

MAINTENANCE TASKS & INTERVALS APPROVAL

DEVELOPMENT OF MSG-3 ANALYSIS & TASKS

MRB REPORT APPROVAL

AC 121-22A

MRB REPORT PUBLISHING & DISTRIBUTION

PPH APPROVAL

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IntrodUction of SchedUled SHM (S-SHM)

As the MRB process is governed by a Policy and Procedure Handbook (PPH), it must be adapted to allow selection of S-SHM inspections instead of traditional tasks. An EMBRAER PPH complies with FAA Advisory Circular 121-22A [7] and is a guide to be used by the EMBRAER, customer airlines and regulatory authorities (RA) representatives during the MSG-3 process. The MRB process activities are conducted by different Working Groups (WG), supervised by an Industry Steering Committee (ISC). The PPH states the policies and procedures to be followed by these groups for the development of the initial minimum scheduled maintenance requirements and their subsequent revisions. Figure 2 summarizes the MRB Process. Maintenance Review Board. Different methodology and documentation to conduct a MSG-3 analysis (Structures, System and Powerplant, Zonal etc) must be explained to the training participants. Therefore, the concept of S-SHM and additional related information must be covered by the training material so this new task type will be considered by MSG3 analysts while performing their activities and will be properly evaluated by the other WG and ISC members. Additionally, the OEM and its partners/ vendors must also provide general familiarization training about the aircraft model being evaluated, including specific lectures with the purpose of analyzing the design and function of the systems and structures, and discussing failures, their annunciations and consequences. In these training it is fundamental that the details of each S-SHM solution being implemented are made available for all MRB Advisors and WG members. program, to detect and prevent the degradation caused by fatigue, environmental deterioration, or accidental damage. Once the OEM identify the structural significant items (SSI) , it is necessary to define what will be the inspections that will cover the remaining structures (designated other structures, in opposition to the definition of SSI). This is the first opportunity to use the S-SHM tasks instead of traditional inspection tasks, as they will not cover, by definition, critical structural elements, and therefore, the selection criteria to accept S-SHM tasks will be naturally less restrictive than to cover SSI. Therefore, the OEM should clearly indicate in the part of the PPH, how to identify and document the inspection requirements for the so called other structures and what is the criteria the Structural WG and ISC members must use, to verify if a given S-SHM system designed to be installed in some or all of those other structures, is able to deliver equivalent probability of detection (POD) and confidence level, different from the ones of the traditional inspection tasks selected to cover structures. Fatigue effect must be then checked for the damage tolerant SSI. Fatigue Damage (FD) is the initiation and subsequent propagation of a crack or cracks, due to cyclic loading, with a cumulative effect with respect to aircraft usage (flight cycles). The damage tolerance and fatigue analysis for fatigue damage is quantitative and assumes a precise knowledge of crack growth, residual strength, and detectability. In addition to the damage tolerance analysis, an FD rating is developed, considering the following indexes: SSI Visibility (related to the visibility of the structure for inspection), sensitivity to damage propagation (established basically by the stress level and the material of the SSI), estimated residual strength after fatigue damage and probability of crack initiation.

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Maintenance Development and Technical Training

An OEM must provide MSG-3 maintenance task development training to all ISC, MRB Advisors and WG members (including representatives of vendors or OEM partners) that will participate in a given

Structural Analysis Procedures

The MSG-3 procedures for structural analysis are aimed at developing an effective aircraft structural maintenance

A SSI is any detail, element, or assembly which contributes significantly to carrying flight, ground, pressure, or control loads, and whose failure, if it remains undetected, could affect the structural integrity necessary for the safety of the aircraft.

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IntrodUction of SchedUled SHM (S-SHM)

Environmental deterioration and accidental damage must be evaluated for all SSI. The environmental deterioration (ED) analysis procedure considers that the aircraft structure may be subject to damage caused by its exposure to adverse environments such as cabin condensation, galley spillage, toilet spillage, cleaning fluids, among others, as well as by the material susceptibility to corrosion and stress corrosion, and the protection applied to the structural components. The environmental deterioration may be time dependent or may be a random discrete event. For the damage susceptibility assessment and its timely detection, the following indexes are considered: SSI visibility, sensitivity to corrosion/deterioration (metal and non-metals), protection (of the structure against the environment) and environmental effects (related to the exposure to adverse environment). The Accidental damage (AD) analysis procedure considers that the aircraft structure may be subject to damage caused by the contact or impact with

foreign objects, or caused by inadequate operation or maintenance practices. The accidental damage analysis takes into account the susceptibility of each SSI to accidental damage based on damage exposure frequency and location of one or more sources of damage such as ground/cargo equipment, foreign objects, erosion from rain, hail, lightning, runway debris, spillage, water entrapment and human error during aircraft manufacture, operation, or maintenance. To develop an efficient analysis, the following aspects must be considered: SSI visibility, sensitivity to damage propagation, estimated residual strength after damage and likelihood of damage. After the completion of the FD, ED and AD analysis, the associated inspection tasks and their subsequent intervals and thresholds should be established for each item of analysis. Then, the results are consolidated in order to select, for each item of analysis, the final requirement that shall be included in the MRB report proposal. The requirement is composed of threshold (T) and repetitive interval (I).

When the OEM receives the approval of its damage tolerance analysis (DTA) report by the appropriate regulatory authority (certification) and the latest results of the on going full fatigue test, all fatigue limitations generated by the damage tolerance analysis, for the SSIs categorized as an airworthiness limitation item (ALI), shall be evaluated by the WG, in order to determine if the correspondent inspection level remains practical and effective. Subsequently, the FD tasks which are associated to any limitation generated by DTA (SSI inspection level, threshold, and interval), shall be classified as an ALI and be listed in a dedicated section or appendix of the MRBR. The final goal of the previous procedures is to determine which task type, interval an threshold are applicable and most effective to limit or eliminate the effects of fatigue, environment and accidental damages. Therefore, as indicated before for the other structures, the PPH must clearly indicate which criteria must be used to verify if a S-SHM task can provide equivalent probability of detection

(POD) and confidence level that the correspondent traditional inspection that was select to cover those structures.

System Analysis Procedures

System Analysis Procedures. MSG-3 procedures for system and powerplant analysis provides procedural steps for the development of tasks and determination of their intervals, associated with the aircraft certificated operating capabilities. Each proposed task must be assessed in accordance with an applicability and effectiveness criteria.

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IntrodUction of SchedUled SHM (S-SHM)

Similarly to the structural analysis procedure, it is necessary to define maintenance significant items (MSI) among all systems of the aircraft model being evaluated. In EMBRAER perspective, any pure S-SHM systems design will never be classified as a MSI and therefore, no MSG-3 system analysis will be required. Consequently, no scheduled task would be selected for the S-SHM systems components that will be installed in the aircraft. Nevertheless, EMBRAER understands that built-in tests (BIT) must be implemented as part of any ground support equipment (GSE) that will interrogate the S-SHM sensors installed in the aircraft, in order to evaluate if the data collection and analysis that will be performed as an inspection tasks are valid.

Regarding the S-SHM, the ISC participation must ensure that the Structural WG properly evaluated the use of available S-SHM systems to replace or complement traditional inspections, in accordance with the PPH guidelines. The regulatory authority maintenance review board (RA MRB) has the authority to approve the proposed initial inspection requirements that will be published in the MRB report. This board is formed by the MRB Board Chairman and MRB Executive Chairman (both are representatives of the regulatoryauthorityofOEMscountry),foreign authorities representatives, MRB members and advisors, and ISC Chairman and CoChairman. There are two responsibilities that have a direct effect on the acceptance of S-SHM tasks as part of MRB Reports: A. To review and confirm acceptance of the PPH (concurrently approved by the ISC and obviously containing all the guidelines for the evaluation of S-SHM tasks), and B. Offer guidance and assistance to the ISC and WGs, including the aspects/requirements that will be observed in order to accept S-SHM tasks as replacement or complement of traditional ones.

In our perspective the best way to make what was suggested in this subsection is that the SHM community increases the involvement of representatives of the major regulatory authorities around the world, to promote the structural health monitoring solutions not as a promise for the future but as a concrete option for improvement of the maintenance programs of the current commercial aviation fleet.
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Industry and Regulatory Authorities participation

The ISC and WG are formed by representatives of aircraft operators, OEM, and its partners and major vendors. It is chaired by an airline representative and co-chaired by an OEM representative, but regulatory authorities representatives are included as advisors to the ISC and WGs.

A MSI is one whose failure could affect safety, be hidden to the operating crew (pilots and flight attendants), or have a significant potential economic or operational impact.

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IntrodUction of SchedUled SHM (S-SHM)

CHALLENGE 3

Changes on the Instructions for Continued Airworthiness

The instructions for continued airworthiness (ICA) of a given airplane must contain a series of manuals containing, but not limited to the following information [6]: C) Details for the application of special inspection techniques including radiographic and ultrasonic testing where such processes are specified. D) A section titled Airworthiness Limitations that must set forth each mandatory modification time, replacement time, structural inspection interval, and related structural inspection procedure approved under 14 CFR part 25 25.571, and each mandatory replacement time, inspection interval, related inspection procedure. (AMM) are some of the ICA used by EMBRAER in its programs and in our perspective it would not be necessary dramatic changes in their current layout and content to cover the S-SHM solutions. In the following paragraphs more details about the possible changes in the above mentioned documents for the introduction of the S-SHM will be presented. Other considerations may apply for other ICA, such as the ones related to the airworthiness limitation items, but will not be discussed in this paper. maintenance tasks types such as general and detailed visual inspections (GVI and DET, respectively). Figures 3 and 4 show examples of a hypothetical S-SHM system being introduced respectively in the MRBR and MPD, replacing a special detailed inspection (SDI) that uses a borescope, to inspect the internal structure of both the LH and RH elevators.

A) Scheduling information (maintenance instructions) for each part of the airplane and its engines, auxiliary power units, accessories, instruments, and equipment that provides the recommended periods at which they should be cleaned, inspected, adjusted, tested, and lubricated, and the degree of inspection, the applicable wear tolerances, and work recommended at these periods. B) Airplane maintenance manual, introducing information that includes an explanation of the airplanes features and data to the extent necessary for maintenance or preventive maintenance.

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Therefore, to use S-SHM solution as part of any commercial aviation maintenance program it is necessary to revise the correspondent ICA with information related to S-SHM inspections. The MRBR, maintenance planning document (MPD) and the aircraft maintenance manual

Maintenance Review Board Report (MRBR)

The contents of the MRBR will need to be revised, to clearly indicate the scope and frequencies of each approved S-SHM task, and how they will replace, complement and/or be an alternative means of compliance for the more traditional

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IntrodUction of SchedUled SHM (S-SHM)

Notice that in the MRBR example, the term S-SHM replaced the term SDI, but the inspection threshold and interval remain the same as in the original task (the values were purposely removed from the example). In the MPD, it will be also necessary to indicate that while the number of technicians required to perform the S-SHM is still one (as originally indicated for the SDI), only 0,25 man-hour will be used for the complete accomplishment of this inspection (the SDI takes much more than that only to open the access panels for the borescope).

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Figure 3: Example of an S-SHM replacing a SDI in a MRBR.

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IntrodUction of SchedUled SHM (S-SHM)

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Figure 4: Example of an S-SHM task replacing a SDI in a MPD

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IntrodUction of SchedUled SHM (S-SHM)

Airplane Maintenance Manual

Additionally, the Airplane Maintenance Manuals (AMM) will need to be revised to include specific S-SHM procedures on how to perform the intended inspection, how to proceed when degradation is detected in the monitored structures and how to repair such systems in case of failures. Also, as indicated in figure 5, the correspondent maintenance procedure in the AMM could be significantly simplified. Depending on the positioning of the S-SHM design and its GSE connection point, the technician would not need to open several circuit breakers or use a rear fuselage workstand to perform the inspections, or even set the elevator a neutral position. The mechanic would connect the GSE to the S-SHM system, then activate it and wait for the results (including the selfdiagnostics results that will be necessary before assessing the monitored structure condition). Additionally, the current SDI procedures would be then considered as readily available alternative maintenance procedures in case the S-SHM is defective.

S-SHM procedure replacing a SDI in an AMM

without SHM
122334 122334 334
122334 122334 334

with SHM

122334 122334

334

122334

122334 122334

122334 334

334

122334 122334 334

23

122334 122334

334

122334 122334 334

Just an alternative means of compliance (AMOC)

High downtime due to assembly/disassembly Complex/Time Consuming Inspections High probability of induced damage during inspections

Minimal downtime/simple access panel removals Simple/quick inspection procedures (plug in play) No induced damage in the inspection areas

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IntrodUction of SchedUled SHM (S-SHM)

EXAMPLE
EMBRAER is evaluating the structures and structural inspections of the current E-Jets in order to determine the one that, once monitored by S-SHM system, would allow customer airlines to have significant reductions in direct maintenance costs and higher aircraft availability, with the same or higher safety and reliability levels of traditional inspections. Currently, EMBRAER is evaluating 2 different types of S-SHM system: Comparative Vacuum Monitoring (CVM) and Lamb Waves Monitoring (LW). The CVM is based on the principle that a vacuum maintained within a small constant volume is extremely sensitive to any leakage, as it can be seen in the figures below, when a crack connects a vacuum gallery to an air gallery. Therefore, when the mechanic connects the CVM GSE to test the structure, the system will be able to sustain the vacuum in the correspondent galleries, indicating that some damage occurred.

Comparative Vacuum Monitoring sensor functioning

Sensor on Intact Structure (no crack)
PRESSURE DIFFERENTIAL
SYSTEM IN BALANCE SIGNAL BASE LINE PRESSURE PRESSURE

Crack Initiated
PRESSURE DIFFERENTIAL
SYSTEM OUT OF BALANCE INITIATION CURVE

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TIME

TIME

Besides Pressure Differential, several other built in tests such as continuity are performed automatically for damage detection

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IntrodUction of SchedUled SHM (S-SHM)

LW uses piezoelectric transducers (PZT) to generate waves in the monitored structure that are sensitive to cracks on it. All PZT used for LW act as actuator AND sensors in order to generate a baseline reading of the health structure. This baseline will be compared with the data collected every time a LW inspection is performed to determine if damage occur. These two SHM technologies are used in Service Bulletins 190-00-0027 (S-SHM TEST INSTALLATION IN THE WING STRUCTURE), 190-00-0028 (S-SHM INSTALLATION IN THE FORWARD FUSELAGE STRUCTURE) and 19000-0029 (S-SHM INSTALLATION IN CENTRAL FUSELAGE II STRUCTURE). It is important to emphasize that the accomplishment of the above mentioned Service Bulletins does not affect or change the maintenance plan (MRBR) of modified aircraft. They are being used by EMBRAER as part of the SHM development process, for data acquisition purposes. The S-SHM systems that are installed consist of onboard unpowered sensors for the detection of cracks and accidental damages in the monitored structures. For these bulletins, only part of the S-SHM

Lamb Waves Monitoring sensor functioning

b2
SIGNAL (v)
BASELINE DAMAGE

system (CVM and LW sensors, tubing, harness and connectors) are being installed. Please contact EMBRAER for more information on the SBs or your company is interested participating in this initiative. To examplify the concrete results EMBRAER is aiming with S-SHM, lets take into consideration the current E-Jets Basic 3 check inspection package, which contains structural tasks of the following ATA chapters 52 Doors, 53 Fuselage (FWD, CFI, CFII, CFIII, REAR), 55 Stabilizers, 56 Windows, 57 Wings (STUB, SPAR, FTE, AILERON) and 78 Thrust Reverser. Assuming that for all tasks that require elaborate access, it is both technically and economically possible to install CVM or LW S-SHM systems (during, for example, a Basic 2 check, where several access panels are removed). It would be possible to replace up to 64,40% of the traditional inspections of the E-Jets Basic 3 check. For several of those tasks, the total time to perform the inspection (including simple access to connect the S-SHM GSE in different points of the aircraft) would be minutes (instead of hours, as it is today!), representing a significant reduction in downtime and maintenance costs.

w2

25

b1<b2 w1>w2
TIME (ms)

INPUT

Paths

OUTPUT

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IntrodUction of SchedUled SHM (S-SHM)

Conclusion

There are challenges for the immediate introduction of the S-SHM tasks as part of any commercial aviation maintenance program. Three of them were presented in this paper along with suggestions on how to overcome them. Different approaches for the introduction may be used, but whatever they are it will be necessary to propose a method to certify the S-SHM inspections regulatory authorities as a valid replacement for more traditional tasks, make adjustments on the process to develop maintenance programs and revise instructions for continued airworthiness affected by the introduction of the S-SHM tasks.

References [1] Maintenance Cost Management A Reference Guide, EMBRAER S.A. Available at https://www.flyembraer.com [2] Kent, Renee M., D. A. Murphy, 2000. Health Monitoring System Technology Assessments Cost Benefits Analysis. NASA / CR-2000209848.

Code of Federal Regulations, Federal Aviation Administration (FAA). Available at http://rgl. faa.gov/ [7] Advisory Circular 121-22A Maintenance Review Board Procedures, dated 3/7/97, Federal Aviation Administration (FAA). Available at http://www.airweb.faa.gov
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[3] MSG-3: Operator / Manufacturer Scheduled Maintenance Development; Revision 2009.1, Airlines for America (A4A), available from A4A at http://www.airlines.org. [4] Wenk, L., Status of MSG-3 (Maintenance Steering Group 3) Guidance on Using SHM for Scheduled Maintenance 7th International Workshop on Structural Health Monitoring, Stanford CA, Sept 9, p103, 2009. [5] Santos, L. G., Embraer Perspective On The Introduction Of SHM Into Current And Future Commercial Aviation Programs 8th International Workshop on Structural Health Monitoring, Stanford CA, Sept 9, p103, 2011 [6] Appendix H to Part 25 of Title 14 of the

SNAPSHOT OF THE MONTH

Air Dolomiti E190 jet flying above the Alps

Credits: Luc Van Den Avyle

Credits: Rodrigo Jacoby

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