340 ISC_No 40 Presentation

Transcription

COMPANY RESTRICTED | NOT EXPORT CONTROLLED | NOT CLASSIFIED
Your Name | Document number | Issue X
GLOBAL OPERATORS CONFERENCE – GLASGOW 2016
SAAB 340 ISC/MRB NO 40
SAAB 340
May 19th, 2016, GLASGOW
FACE 2 FACE MEETING
JOAKIM SANDBERG
HEAD OF MAINTENANCE PROGRAM
COMMERCIAL AIRCRAFT
INTRODUCTION – ISC/MRB NO 40 MEETING
‒ PRESENTATION OF PARTICIPANTS
‒
‒
‒
‒
‒
TCH
OPERATORS
AUTHORITY(S)
MRO
VENDORS
‒ CONTINUES DEVELOPMENT OF THE ISC/MRB FORUM
‒ AGENDA CHANGED BASED ON FEEDBACK FROM SEVERAL PARTIES
‒ SURVEY FOR EVEN MORE ENHANCED AND EFFECTIVE FORUM
2
AGENDA – ISC/MRB MEETING
• ISC/MRB
‒ General Introduction
‒ Agenda Items
‒ STATISTICS/REPORTING
‒ UTILIZATION/RE/FLEET/IFSD
‒ REQUIREMENTS
‒ AUTHORITY REGULATION(AD’s, SIB, EASA NPA…)
‒ OPERATIONAL REQUIRMENTS(TCAS 7.1, ADS-B…)
‒ SERVICE BULLETINS
‒ AUTHORITY/OPERATOR INPUT
‒ MAINTENANCE PROGRAM DEVELOPMENT
‒ ATA 05-80
‒ ISC/MRB SUMMARY
‒ DECISIONS, OPEN ITEM(S), MRBR REVISION, FUTURE MEETING(S), AOB
‒ Agenda approved
3
STATISTICS – ISC/MRB NO 40 MEETING
‒ UTILIZATION APPROXIMATELY = 1400 FH (1000-2500 FH)
‒ OPEN ITEM 13 UTILIZATION
‒ PROPOSED TO BE CLOSED (INCLUDED IN IP 160 MRBR Periodic Review)
4
‒ Operator base
5
‒ Operators by Region
‒ Aircrafts by Region
6
‒ Operational status
7
‒ Operators reporting survey
8
‒ Status of Aircraft TAH / TAC
9
‒ Status of Aircraft TAH
10
‒ Status of Aircraft Yearly FH utilization
11
‒ Dispatch Reliability
12
‒ Unscheduled Removal Rate
13
‒ IFSD per 100,000 EFH 12 months avg.
14
OCCURRENCE REPORTING
Purpose of presentation
• To highlight the importance of occurrence reports being provided to
Saab.
15
Saab obligation under Part 21
• Saab as a TC Holder (TCH) is in accordance with Part 21 (under
Commission Regulation (EU) No 748/2012) obliged to “have a
system for collecting, investigating and analysing reports of and
information related to failures, malfunctions, defects or other
occurrences which cause or might cause adverse effects on
the continuing airworthiness of the product”
16
Regulation (EU) No 376/2014
• The Regulation was adopted on 3rd April 2014. It became applicable
(to aviation professionals, organisations and Member States) on 15
November 2015.
• The Regulation aims to improve aviation safety by ensuring that
relevant safety information relating to civil aviation is reported,
collected, stored, protected, exchanged, disseminated and analysed.
• The regulation further complements the EU Occurrence Reporting
framework and further develops the standards for reporting,
collecting, storing, protecting and disseminating the relevant safety
information.
17
AMC 20-8 valid and stipulates:
• “This AMC is interpretative material
and provides guidance in order to
determine which occurrences should
be reported to the Agency, national
authorities and to other organisations,
and it provides guidance on the
timescale for submission of such
reports. It also describes the objective
of the overall occurrence reporting
system including internal and external
functions.”
Note: The criteria for all these different reporting lines are
not the same. For example the authority will not receive
the same kind of report from a design organisation as
from an operator.
18
Saab requests for additional information for specific
occurrences
• To focus on the more relvant issues Saab has taken a slightly new
approach with regard to evaluating reported occurrences.
‒ Dependent on the level of provided information and the identified
potential risk level additional information will or will not be
requested.
‒ Earlier additional information was almost always requested in an
attempt to fully understand all reported occurrences (i.e., with
regard to actions taken etc).
• Saab is encouraging operators to provide additional information
when requested. This for Saab to be able to assess the reported
occurence in a proper way.
19
Saab reporting guidelines
• Available on “Saab 340 and Saab 2000
Support portal\Technical
Services\Reporting Guidelines”
• Updated guidelines to be introduced
within near future.
• Second update planned taking
Regulation 376/2014 aspects into
account.
20
Conclusion
• Please provide all occurrence reports to Saab in a timely
manner.
Thank you for your attention!
21
REQUIREMENTS – ISC/MRB NO 40 MEETING
OPERATIONAL REQUIREMENTS
ICA 3EA NPA
2016-2017
22
MODIFICATIONS – ISC/MRB NO 40 MEETING
‒ Service Newsletters issued since last meeting
23
‒ Service Bulletins issued since last meeting
Sbnr
SA34-24051
SA34-24052
SA34-25351
SA34-25358
SA34-25360
SA34-25360
SA34-33059
RevSubject
0 Electrical Power - Flight Compartment -
Date
Effectivity
Remark
Modnr
2015-05-
A/C 162
3543
A/C 223, 301, 402, 416, 420
3543
A/C 321, 334, 341, 343, 350, 429, 457
3504
A/C 049
3574,
A/C 160, 185, 187, 216, 327, 333
3613
A/C 160, 185, 187, 192, 197, 216, 327, 333
3613
2016-02-
A/C 160, 185, 187, 192, 197, 216, 223,
3563
08
327, 333
Removal of Existing Electronic Flight Bag 19
(EFB) Charger and Installation of New
Improved charger with COTS Units
1 Electrical Power - Flight Compartment -
2015-12-
Installation of Electronic Flight Bag (EFB) 22
Arm Holder Knob, DC/DC Converters and
USB Power Outlets
2 Equipment/Furnishings - Emergency Installation of ELT 406MHz Artex
2016-0503
0 Equipment/Furnishings - Passenger Seats - 2015-10Installation of the ACRO Passenger Seats
11
22
2 Lights - Passenger Compartment Lights Installation of LED Wash Lighting in the
Passenger Compartment
3574
08
24
Sbnr
SA34-34252
SA34-34252
SA34-34252
SA34-34255
SA34-34256
SA34-34258
SA34-34259
SA34-34260
RevSubject
0 Navigation - TCAS/ACAS - Replacement
of Collins With ACSS And Update to
Software 7.1
Software 7.1
Software 7.1
0 Navigation - Flight Management System
(FMS) - Enabling of Advisory VNAV
Function
0 Navigation - Flight Management System
(FMS) - Change of Power Supply
0 Navigation - Flight Management System Installation of the Universal FMS/GPS
UNS 1-K
0 Navigation - Airborne Collision Avoidance
System (ACAS) - Provision II / Activation
of TCAS/ACAS 7.1 and the Installation of
the ATC 1 and 2 Mode S Transponder
Systems
0 Navigation - Flight Management System Installation of Universal UNS-1LW
Date
Effectivity
2015-0531
A/C 007, 082, 169, 172, 192, 199, 216
Modn
r
3536
2015-1021
A/C 007, 082, 169, 172, 192, 199, 216, 233
3536
2015-1222
A/C 007, 082, 169, 172, 192, 199, 216,
233, 402, 416, 420
3536
2015-09- A/C 170, 367, 379, 395
16
Remark
3562
2015-09- A/C 367
02
2016-01- A/C 036
25
3564
2016-0125
A/C 036
2951,
3536,
2953
2016-0125
A/C 036
3281
2905
25
Sbnr
SA34-53110
RevSubject
0 Fuselage - TCAS/ACAS Antenna Replacement of Antenna Plate and
Date
Effectivity
Remark
Modnr
2015-05-
A/C 007, 082, 169, 172, 192, 199, 216
3533
A/C 036
2950,
31
TCAS/ACAS Antenna
SA34-53111
0 Fuselage - Top and Bottom Panel Provision 1 for the InstallationS of the
2016-0121
3614,
Airborne Collision Avoidance System ii
3533
(ACAS ii) Honeywell Antennas and Air
Traffic Control (ATC) Antennas
SA34-61039
0 Propeller Controls - Conversion From
Hamilton Sundstrand To Dowty Propeller
System
2016-0419
A/C 335
3623
26
ISC/MRB MEETING NO 40
NEW DEVELOPMENT
None in regards to ISC/MRB decision
EXPERIENCE
Suggested added Zone/access for Task 272001 (Gust-Lock & Rudder input arm area)
OPEN ITEMS
Open item # 6 – Corrosion Prevention Control Program in MRBR / Proposed to be closed
Open item # 13 – Utilization / Proposed to be closed
Open item # 23 –Harmonize Saab MRBR with GE/Dowty PMM/EMM / Proposed to be closed
AD’s
EASA AD 2015-0129_1
Possible AD Boot horizontal stabilizer Q3/4
NEW REQUIRMENTS
CPCP implemented in MRBR rev 26 Dec01/15 planned for ALM rev 2 Jun01/16
27
• ALM – ISSUE 2
• Trunnion – Detailed Inspection (4ea)
• Final fatigue analysis shows need for inspection
• 340A – 68000/12000FL
• 340B – 55000/12000FL
• Service News Letter – Jun16 (Depending on EASA approval)
• CPCP introduced
28
• AFM revision impact on MSG-3 analysis and/or MRBR
• Revision 64 340A Mar 27/15
• No impact
• Revision 27 340B Mar 27/15
• No impact
29
• Open item(s)
‒ 6 Corrosion Prevention Control Program in MRBR
‒ Proposed to be closed at ISC/MRB No 40
‒ 13 Utilization
‒ 23 Maintenance program Harmonization
• PPH – Policy and Procedure Handbook
‒ Combined S340 & S2000 PPH
‒ CPCP
• CPCP
‒ MRB Report revision 26 Dec 01/15
‒ Reference to be included in ALM (Airworthiness limitation Manual)
30
‒ ATA 05:
‒ Active ISC members?
‒ REX
‒ Loganair
‒ Nextjet
‒ Sprintair
‒ Penair
‒ Silver
‒ Reference group for:
‒ MSG-3 analysis
‒ Modification(s)
‒ ICA related issues, such as SRM, AMM that may have a great impact on the
operation and/or maintenance of the aircraft
31
‒ ATA 05:
‒ New rules.
‒ IMPS
‒ BASA
‒ MRBIE
‒ LOI
‒ LOP
‒ T/R
‒ MEL
‒ REF. OPERATIONAL MEETING
32
IMRBPB / IMPS
IMRBPB/IMPS
• What is the IMRBPB meeting for?
‒ System for the continuing development of policies, procedures and guidance on the MRB activity
‒ Update of MSG3 Document
‒ Update on regulatory guidance materials on MRB activity
‒ Industry represented by the MPIG Group from A4As (European Industry involved)
‒ Changes are managed via CIP (Candidate Issue Papers)
8-10/March/2016
2016 EASA MRB WORKSHOP
34
IMRBPB/IMPS
• Yearly meeting: 2016 IMRBPB end of April in Sao Jose Dos Campos (Brazil)
• More Information concerning the IMRBPB can be found on the EASA website:
http://easa.europa.eu/easa-and-you/aircraft-products/international-maintenance-review-boardpolicy-board-IMRBPB
8-10/March/2016
35
IMRBPB/IMPS
• What is the IMPS (International MRB Process Standard)?
‒ A Common guidance material useable by all IMRBPB regulatory members.
‒ Allow a common way of working through all the industry
‒ Allow billateral agreement between regulators
‒ Initial issue to be approved in April 2016 at the next IMRBPB
‒ Goal is to replace definitely EASA WI.CSERV.007, FAA AC122-22C, TCCA TP13850…
8-10/March/2016
36
MRB FUTURE DEVELOPMENTS
EU/USA BASA
Cologne, 8-10 March 2016
STATUS – FEBRUARY 2016
• Task Definition MRB team proposal for TIP para 2.4.3 amendment
agreed and finalized on 19th February 2016.
8-10/March/2016
38
Today Situation – TIP
Current Technical Implementation Procedures:
TIP Revision 5 (Sept 2015)
MRB Process not under Type Validation Process / Post-Type Validation
Process: MRBRs only approved when developed jointly.
Current approach not matching validation / acceptance principles given in the
existing EU/USA Bilateral Aviation Safety Agreement (BASA).
8-10/March/2016
39
WHAT IS NEEDED?
• Validation of the process, not the tasks.
• Trust each other’s work and approval processes.
• EASA to manage and approve MRBs for EU products and viceversa.
• Less duplication / Less involvement of the other party.
• Sampling Inspection System to ensure processes are followed safely.
8-10/March/2016
40
NEXT STEPS (1/2)
• TIP para 2.4.3 amendment proposal will undergo internal EASA and
FAA review to ensure:
‒ BASA/TIP legal framework is respected.
‒ Language is consistent with BASA/TIP’s one.
‒ No conflicts with other BASA/TIP’s paragraphs are in place.
8-10/March/2016
41
MRB FUTURE DEVELOPMENTS: DOA
PRIVILEGES (INCLUDING LOI AND
LOP).
DESIGN ORGANISATION APPROVAL (CONT)
• Existing certification activities performed under DOA scope:
‒ Changes; Repairs; Modifications; AFM; ICA - Service Bulletins,
AMM, SRM etc…
‒ DOA mandatory for most design activities (TC/STC/major
changes/major repairs)
• MRB obligations and privileges under DOA
‒ Produce data
‒ Independent check of all tasks
‒ Approve routine tasks
‒ Publish approved data
8-10/March/2016
43
DOA PRIVILEGES
• All MRB processes will be included under DOA, and controlled by
DOA procedures / CVE
• Routine items will be directly approved by DOA
• Non-routine items:
‒ Approved by EASA
‒ EASA decides its Level of Involvement
• Approval of MRB data instead of reports
• Operators decide their Level of Participation
• DOA publishes the approved data
Concept – make use of existing TC holder DOAs
8-10/March/2016
44
DOA PRIVILEGES
• The DOAs of EU TC holders running MRB processes can apply to EASA to gain the MRB
privilege
• The TC holders will only get the privilege when they are assessed by EASA as being capable
and competent of holding this privilege.
• Initial privileges will be limited, and then optimised based on DOA performance.
8-10/March/2016
45
Envelope of main “Routine” activity/change
-
-
Administrative updates including changes to MRBR ‘administrative’ data (SOC, LOP, TOC, etc.…), changes of editorial nature and correction of
typographical errors.
Change to non-MRB-approved appendix
Correction of wrong MRB data iaw accepted MSG3 analysis
Impact on descriptive part and PN information without impact on the rest of MSG3 analysis
Amendment of tasks’ Zone information in MSG3 analysis and MRB data
Development/amendment of task procedure/accomplishment information iaw original task intent
Amendment of applicability of existing tasks in MSG3 analysis and MRB data, when the operating assumptions are not affected
Amendment of Prevention Compound (TPS) information
Amendment of « Access » information for zonal/EZAP – in MSG3 analysis and MRB data
Closure of Action Item falling under routine category
Closure of confirmed assumption (e.g. AFM)
Amendment of MSG3 analysis iaw minuted ISC/WG decision
Addition of missing « CPCP » marker (excluding CPCP review)
Develop MSG3 analysis (or revisions thereto) and associated MRB data (when applicable)
after reclassification from NR to R agreed with MRB chair:
• limited to repetitive similar design and technology already analysed by the DOA holder to the satisfaction of EASA, and
• on same or similar a/c , and
• under same utilization, environment and operational requirement, and
• under the same/similar revision of MSG3 document
The exercising of routine activity will be subject to a procedure agreed between the Agency and the DOA holder specifying the scope, recording,
communication,3conditions
limitations.
rd Annualand
3-5/Nov/2015
EASA
MRB Team Meeting
Technical
-
Non
technical
To be individually reviewed and granted to those DOA holders with satisfactory performance and experience
46
EASA LEVEL OF INVOLVEMENT
• Level of Involvement (LOI):
‒ Concept being defined by EASA
‒ LOI agreed at the beginning of each exercise.
‒ Proposed by Manufacturer based on the approved procedures in place.
‒ Negotiated and agreed with EASA and other validating Authorities.
‒ Optimised during the course of the project, if necessary.
‒ Only applies to Non-Routine activities.
8-10/March/2016
47
OPERATORS LEVEL OF PARTICIPATION
• Level of Participation (LOP):
‒ Defined at the beginning of each exercise
‒ Proposed by Manufacturer based on the proceduralised criteria.
‒ Negotiated and agreed with Operators.
‒ Optimised during the course of the project, if necessary.
‒ Applies to both Routine and Non-Routine activities.
8-10/March/2016
48
‒ ATA 05: MANUALS
MRB REPORT REVISION
•
MRBR REVISION 26 DEC 01/15
•
MRBR REVISION 27 ?
ALM REVISION
•
ALM INTITIAL ISSUE DEC 01/15
•
ALM REVISION 01 DEC 01/16 - PLANNED
CPCP, LDG TOTAL TIME, AUTHORITY APPROVAL PROCESS ETC.
MPD, LUMP, JCM ETC
•
•
REVISION(S) ?
MAINLY REFLECTING MRBR REVISION (CPCP)
49
MMEL CHANGES
Ø New Operational Suitability Data (OSD) regulation issued by EASA (EU
reg 69/2014)
Ø Currently revision of the MMEL is not possible
Ø ”Light catch-up” offered by EASA
Ø Adaption according to CS MMEL Guidance Book to make MMEL EASA
approved ongoing.
50
‒ ATA 05:
‒ Continuous evaluation.
‒ Saab structural working group
‒ MRB Report evaluation
‒ Fleet feedback of hightime aircrafts
‒ Operator?
‒ Planned Q4 2016/Q1 2017
‒ Ageing Aircraft monitoring
‒ Occurrence reporting
51
‒ ATA 05:
‒ PPH Policy and Procedure Handbook
‒ Initial issue issued September 21st, 2015
‒ Combined S340 and S2000
‒ CPCP procedures added
‒ Highest feasable interval
‒ Annual review
‒ Teleconferences
‒ Effect on system FMEA and/or MSG-3 level 1 & 2
‒ T/R – Temporary Revision
52
T/R – TEMPORARY REVISIONS
OF MRBR REPORT
• POSSIBILITY TO ISSUE T/R’S WITH A SNL (SERVICE NEWS LETTER) IN
ACCORDANCE WITH THE PPH
53
‒ ATA 05: CPCP CORROSION PREVENTION AND CONTROL PROGRAM
‒ OPEN ITEM 6 – Proposed to closed
‒ MRB Report revision 26 Dec 01/15
‒ Reference to be included in ALM (Airworthiness Limitation Manual) planned OCT 01/16
A.
Purpose
(1) The CPCP requirements are determined for aircraft operated in a moderately humid environment and
not subjected to corrosive products. In some cases these CPCP requirements may prove inadequate for
several reasons such as continuous exposure to adverse operating conditions, leakage of corrosive cargo
or an earlier history of inadequate maintenance and/or repair. Operators in this category should make
suitable adjustments to ensure that corrosion is controlled to LEVEL 1 or better.
It is not the intent of this program to eliminate all corrosion problems, but to provide a means of
controlling these problems at or below levels that do not jeopardize continuing airworthiness
54
Definition
(1) Level 1 corrosion is:
(a) Corrosion, occurring between successive corrosion inspection tasks that is local
and can be reworked or blended out within the allowable limit; or
(b) Corrosion damage that is local and exceeds the allowable limit, but can be attributed to an
event not typical of operator's usage of other aircraft in the same fleet (e.g. mercury spill); or
(c) Operator experience has demonstrated only light corrosion between each successive
corrosion inspection task inspection; and, the latest corrosion inspection task results in rework
or blend out that exceeds the allowable limit.
55
C.
Effectivity
(1)In this MRB, all tasks labeled CPCP within brackets e.g. (CPCP) in the task description is included in this
program.
NOTE: As a baseline CPCP program, the operator may use the labeled CPCP tasks for their aircraft fleet
The CPCP Reporting System
(1)In addition to the routine reporting procedures already established ref. step 4.B. the CPCP includes a
reporting system. The primary purpose of this system is to provide data for monitoring the effectiveness
of the CPCP and determining any necessary changes.
56
ALM – AIRWORTHINESS LIMITATION MANUAL
CPCP is added in the MRBR task description in order to highlight applicable tasks needed to comply with
the CPCP requirement.
NOTE: It is the operators responsibility to ensure that corrosion is controlled to LEVEL 1 or better.
NOTE: For Reporting guidelines also see MRB Report.
57
‒ ATA 05: MRBR Introduction / Saab 340 AEW SUPPLEMENT
‒ The reference in MRBR Introduction to Manual SAAB 340 AEW supplement Doc. No.
72LKS5724 will be withdrawn in next revision of MRBR.
58
‒ MSI 27-21 suggested revision
‒ Task 272101 added access
‒ 324CL & 324CR
‒ Allows access to gustlock- &
Rudder-input arms.
59
‒ MSI 27-24 Rudder limiter – Operator input # 50
‒ Some concerns has been raised against the Rudder Limiter system has no inspection / Task in regards to
verifying operation versus speed.
‒ Saab requesting feedback from operators – is this a common problem?
‒ Possible review of MSG-3
‒ Possible new task depending on feedback.
60
• Airfoil De-Ice
‒ Double stich boot status
‒ Test results is so far showing increased tensile strength and
estimated fatigue life increase etc.
‒ Revisited SSA (System Safety Assessment)
‒ Double stitch boots incorporating “rip” stops
‒ SB (AD) Q3/Q4 - 2016
‒ Timeline
‒ Reliability
‒ Review of entire Airfoil De-Ice system
61
SAAB 340 – RUPTURED
DE-ICE BOOTS
SAAB 340
RUPTURED DE-ICE BOOTS
EASA AD 2008-0022 and FAA AD 2008-06-11 both with
an effective date beginning of 2008
Introducing a new definition of icing conditions for
operation of airfoil de-ice system.
Based on:
• temperature (+5°C OAT or SAT)
• visual moisture
63
SAAB 340
Extract from FAA AD 2008-06-11:
Subsequent to an incident on January 2, 2006, when a
Saab 340B airplane encountered icing conditions during
en route climb and departed controlled flight, the NTSB
(National Transportation Safety Board) has issued a
number of safety recommendations.
Different safety actions have been discussed and agreed
upon [among] Saab, FAA and EASA (European Aviation
Safety Agency) since then to meet the NTSB safety
recommendations.
64
SAAB 340
Extract from FAA AD 2008-06-11 cont´d:
For the reasons described above, this Airworthiness
Directive (AD) requires the amendment of the applicable
Saab SF340A or 340B Airplane Flight Manual (AFM) to
incorporate the changes to the Limitations section and
the Performance section as specified in the AFM
revisions listed in the * * * AD.
(NTSB Safety recommendation A06-48-51)
65
SAAB 340
Extract from Saab 340 AFM:
66
SAAB 340
Normal Procedures (AOM): The de-icing boots can be turned off when:
67
SAAB 340
De-ice System Sequence
• One extra inflation of the stabilizer de-icers are
automatically achieved when auto cycling is used.
68
SAAB 340
Previous icing condition definition prior ADs 2008:
• First sign of ice anywhere on the aircraft
The de-ice system is designed for a usage of 15% of the
the flight time.
With the changed icing condition defintion introduced by
AD the usage could be up to 70% of the flight time.
(Operational dependent)
69
SAAB 340
Mechanical Interruption (MI):
One or more cancelations
or delays to a schedule flight
EASA AD 2008-0022
FAA AD 2008-06-11
Mechanical Interruptions
ATA 30-10 Airfoil De-ice system
70
SAAB 340
Rupture boot on horizontal stabilizer
71
SAAB 340
New failure condition; Rupture boot
• 10 failures, since 2012 March.
• Reason extensive de- ice boot operation by
requirement leading to fatigue breakage on stitches.
See UTC presentation.
• Three of the events have been classified as Major (FQ
effect) by Saab. Based on pilot description and
judgement.
• The function, loss of de-icing boots, is classified as Major.
72
SAAB 340
Applicable for span wise De-ice boots on the up drooped
horizontal stabilizers:
Effectivity:
• SAAB 340A; S/N 004-138, post-mod 1462 and
pre-mod 1793.
• SAAB 340A; S/N 139-159 (production)
• SAAB 340B; S/N 160-459 (production)
73
SAAB 340
SAAB performed actions:
• Issuance of an Alert Operation Bulletin No 12 & No 23.
‒ TIMER master caution together with a STAB light not
illuminating – indicating a faulty STAB boot system:
‒ Landing to be performed flap 0
‒ One hand on the flap lever during any flap extension/retraction.
‒ Emergency Checklist UNUSAL VIBRATIONS still remains
unchanged
74
SAAB 340
• Initial discussion with boots vendor UTC.
• Tests set up at UTC.
‒ Re-creation of rupture
‒ Qualification test proposed new design
For details. See UTC presentation
75
SAAB 340
• AMM updates
‒ Visual inspection of de–ice boots pressurized ONLY allowing
workshop air (Ref. AMM 30–10–35–06,Inspection/Check –
Procedure 2). For the horizontal stabilizer boot.
‒ Limitation of allowable repairs
(Ref MRBR program for TASK 301001)
76
SAAB 340
• Discussion with EASA experts how to reduce the
exposure of rupture.
• Discussions lead to that an AD is to be issued
‒ EASA position an unsafe condition exists
77
SAAB 340
The AD must include the following:
• The information referred in the Alert Operational
Bulletin needs to be included in AFM
• One time inspection of the boots in accordance with the
AMM procedures.
• A repetitive inspection at 400 FH according to the MRB
task 301001
• EASA requirement not part of AD:
• The AOM checklist needs to be update as Saab
“suggested” at next standard issuance of the AOM,
June 2015
78
SAAB 340
Outcome of the EASA decision:
• Service bulletin 340-30-094 including a one time and a
repetitive inspection issued March 27,2015
• EASA AD 2015-0129 issued July 6, 2015
• AFMs issued, July 2015
• AOM Checklist issued September, 2015
79
SAAB 340
Mechanical Interruption (MI):
One or more cancelations
or delays to a schedule flight
EASA AD 2008-0022
FAA AD 2008-06-11
Mechanical Interruptions
ATA 30-10 Airfoil De-ice system
EASA AD
2015-0129
80
SAAB 340
Performed actions:
• Extensive comparison testing with present vs new
design boot in Ice Wind Tunnel finalized by UTC late
summer 2015. (Details presented by UTC)
• Late 2015 program halted due to Saab internal
discussions regarding effect of rupture on flight
dynamics
• This resulted in a decision to perform comprehensive
flight dynamic analysis
• Based on the discussion above UTC introduced
additional design change to the new design of the
de- ice boot
81
SAAB 340
Performed actions:
• Flight dynamic analysis analyzed and evaluated in
beginning of April 2016
• UTC had performed additional test to the new
designed boot to:
‒ Verify function
‒ Verify no new failure condition introduced
‒ Proof pressure test etc
• Test finalized (Details to be presented by UTC)
82
SAAB 340
Remaining actions Saab and UTC;
• Completion and release of document package for
certification.
• Saab to perform an Application for a Major change for
the new designed horizontal de-icer boot to EASA.
83
SAAB 340
Procedure when Major change approved:
• Saab to issue a Service Bulletin introducing new
designed boots (Compliance Mandatory)
• Request to EASA for an Airworthiness Directive
‒ Mandating replacement of single stitched de-ice boot with new
design
‒ Saab ambition that new AD discard the mandating repetitive
inspection in existing AD.
84
SAAB 340
Saab and UTC are convinced that the rupture case will
be mitigated by:
• New designed horizontal de-ice boot
• More stringent inspection criteria in AMM
• Limitation of allowable repairs
85
‒ ATA 36:
‒ Improved installation procedure of P/N: 9303688-100
‒ AMM 36-11-35-04 / Service News Letter 1504
‒ Feedback from Operators necessary
‒ Report to Saab
86
‒ ATA : 61
‒ ATA 61 Open item # 23 – Harmonize Saab MRBR with GE EMM
‒ Usage of Saab MRBR or GE EMM for intervals
‒ Feedback from Operators survey
‒ 7 operators reported to Saab
‒ PROPOSED TO BE CLOSED
87
‒ ATA : 71-80
‒ ATA 71-80 Open item # 23 – Harmonize Saab MRBR with GE EMM
‒ Usage of Saab MRBR or GE EMM for intervals
‒ Feedback from Operators survey
‒ X operators reported to Saab
‒ PROPOSED TO BE CLOSED
88
OPEN ITEMS PROPOSED TO BE CLOSED
• Open item # 6 – Corrosion Prevention Control Program in MRBR / Proposed to be closed
• Open item # 13 – Utilization / Proposed to be closed
• Open item # 23 –Harmonize Saab MRBR with GE/Dowty PMM/EMM / Proposed to be closed
89
• Authority input
‒ New EASA MRB Chairman – Colin Langley
• Operator input
‒ See operator ”TOP 5”
• Upcoming ISC/MRB 40:1 telecon
• 16:00 CET 05 OCT 2016 TELECON Europe & US
• 08:00 CET 06 OCT 2016 TELECON Asia & Pacific
• AOB
90
AGENDA ISC CCF
‒ GENERAL INTRODUCTION
‒ TECHNICAL PUBLICATIONS
‒ SAAB SUPPORT PORTAL
‒ OPEN ITEMS - ISC CCF MEETING
‒ OPERATOR ”TOP 5” INPUT
‒ CURRENT & FUTURE TOPICS
‒ OPERATIONAL PERFORMANCE
‒ DELIVERY PERFORMANCE CHALLENGES
‒ AOB
‒ SUMMARY
92
ISC CCF MEETING NO 40
• GENERAL INTRODUCTION
‒ PARTICIPANTS
‒ AGENDA CHANGES BASED ON OPERATOR FEEDBACK
‒ ISC FORUM
‒ PPH
‒ REFERENCE GROUP
‒ SAME OPEN ITEM LIST
93
SAAB 340/2000
New publication system and viewer for Saab 340/2000
Johan Pettersson, [email protected]
This document and the information contained herein is the property of Saab AB
and must not be used, disclosed or altered without Saab AB prior written consent.
CURRENT VIEWER SOLUTION
• Much work together with supplier Flatirons to maintain
systems and viewer.
• Today the viewer works on Internet Explorer (IE) 9 - 11.
• IE runs on Windows 7, 8.1 and 10.
• The end of the extended support for IE 11 occurs for
each Windows version:
95
OS browser statistics
6%5%
10%
Windows
Mac
Linux
Mobile
79%
‒ 7, 2020-01-14
‒ 8.1, 2023-01-10
‒ 10, 2025-10-14
• Important for users to read installation and
troubleshooting guide on SSP
http://windows.microsoft.com/en-gb/windows/lifecycle
The current viewer solution is operational
for 79% of the market until at least 2020
http://www.w3schools.com/browsers/browsers_os.asp
FEEDBACK FROM OPERATORS
• Easier installation and operation required
‒ Issue: There are multiple software dependencies and security
settings to configure, i.e. Java, Script X, MSXML XML extensions
and Cortona 2D
• Possibility to run the viewer on tablet
‒ Issue: Not possible to run on tablet due to specific software
dependencies.
• Print of complete manual package/for example JC
‒ Issue: Not possible to print all
• Support for multiple operating systems/browsers
96
THE NEXT STEP
• Project to replace the current production system has been initiated.
• All 340 / 2000 data to be migrated (Large amount of work).
• New viewer (IETP) are in development.
• Large investment for Saab.
• Some manuals, e.g. AOM and AFM, might get minor changes in
appearence for symbols and layout to match industry information
standards.
Internal
verification
Project start
Q1 2016
Q3 2016
Migration of
content
Q4 2017
Q2 2018
Release of new
viewer for the
operators
97
SAAB 340 / 2000 NEW VIEWER
Central solution
VIEWER (IETP)
Intranet solution
UpTime 4
Digital PDF
Stand alone
Hard Copy
98
SAAB 340 / 2000 NEW VIEWER continued
• Based on current Saab/Combitech
product (Uptime 4)
• Wide variety of delivery formats
possible:
‒ Hard copy (paper)
‒ Digital download (ZIP package)
‒ Storage media (CD/DVD/USB)
‒ Online viewer (Webpage)
‒ Offline viewer (Standalone viewer)
99
BENEFITS OF THE NEW VIEWER
• Easier to install
‒ One installation file for entire application
‒ No need for 3:d party applications
• Developed for windows desktop and tablets
‒ Support for other tablet platforms to be released later
• Support for multiple browsers
• Print of complete manual package
• A solution for future requirements
100
YOUR INPUT
• In a few weeks the project will contact some of you to
find out about your current usage of the
viewer/manuals
• You can also have a talk to Åsa Danielsson or Matilda
Krig or me during the conference regarding publication
issues.
Other questions?
101
ISC CCF MEETING NO 40
• SAAB SUPPORT PORTAL
102
OPERATOR INPUTS ”TOP 5” SAAB 340
1. Requirement to leave Engine
Anti Ice ON for 5 minutes out dated FAA AD
2. Blown stab boots requiring
Flapless landing
3. TIMER indications due to
frozen pressure switches*
4.
False stall warning
indications attributed to the
ICE SPD system
5. Operation in Icing condition
overall
6.
SAAB reluctant to introduce
new, or improve existing
Fault Isolation procedures
into Approved data (AMM)
7.
SAAB reluctance to adopt
new standard repairs into
Approved data (SRM)*
8.
Saab unwillingness to
amend the maintenance
manual or other operator
documents with suggested
items that would benefit all
operators
103
OPERATOR INPUTS SAAB 340 CONTINUED
9. SAAB reluctance to introduce
alternative or improved
products (Approved
Consumable materials list) to
replace obsolete/non
procurable products. Without individual operator
cost!
10. Excessive Delays (18
months+) and Lack
of/Inappropriate responses
by SAAB
11. SAAB Failure to provide
sufficient, timely or
representative reliability data...
12. Inadequate support of critical
items*
13. Prohibitive cost of SB
compliances
14. Non Sharing/Supply of data
15. Abnormal checklist procedure
does not consider AFM
limitations
104
16. AOM Amendments that are
not considered practical.
20. MMEL development for Pilot In
Command (PIC) maintenance
17. Performance data support
21. Replacement of low reliability
items with modern technology
18. Reluctance to make changes
to the QRH
19. “Brain Drain” of expertise in
Saab Support, particularly
Flight Operations.
22. Propeller brake development
and ground air-conditioning
23. Development of Barometric
VNAV
24. Active Noise Cancellation
Reliability
25. Increase in Active Take Off
Weight (related to landing
weight)
105
26. AFM Supplements not
available in tablet format
27. SB for iPad cradle and
support
28. PED Tolerance Certification
29. Thomas plug-and-play LED
screens to replace current EFIS
screen.
30. EFB now operational
31. Landing Gear Corrosion
32. De-Ice Boots
33. Frozen Pressure Switches
34. Tyres
35. Maintenance Manual
amendment for turbulence
inspection*
106
36. Collins CRT displays*
37. AHC
45. Engine intake reliability remains
poor*
38. Air speed sensors
46. DC Generator evaluation of Mod L
brush*
39. De Ice boots
47. Altitude Pre Alerter*
40. ANC
48. Elevator trim tab bearing failures*
41. EFIS*
49. Pitot tubes – high failures,
expensive
42. Dowty Prop*
43. AHRS Computer reliability*
44. Anti-skid*
50. Rudder Limiter*
51. Landing Gear corrosion and
seized axle.
52. Other corrosion issues
107
ISC NO 40
COMMUNITY COLLABORATION FORUM
• Operator Input # 5 – Operations in icing condition
• See presentation form the Saab 340 operational meeting.
• ISC active members review.
108
ISC NO 40
• Operator Input # 7 – Structural Repair Manual (SRM)
‒ Saab 340 SRM revisions see rev 61, 62 & 63
‒ Upcoming revision:
‒ 1. Frame station 294 crack. Generic repair
‒ 2. Frame station 733 corrosion. Generic alt. special repair
‒ 3. Floorboard support Identification & possible repair.
‒ 4. Nacelle skin corrosion, generic repair.
‒ According to the SRM guidelines the details are exclusively classified as “restricted area A”
This implies that special repairs included in the SRM guidelines shall be clearly limited or restricted.
Mostly, the assessment includes a request to the manufacturer to design a repair or, with the manufacturers
prior approval, apply a repair of his own design.
109
ISC NO 40
• Operator Input Item 31 – ”Landing Gear Corrosion”
The topic will be discussed during the HD workshop planned for
during the Global Operators Conference 2016 on Friday 20th May.
The topic will be addressed under bullet ”Corrosion Prevention
Manuals” both by Heroux-Devtek and by Saab.
110
ISC NO 40
‒ Operator Input # 35 - Flight in turbulent air
‒ Saab has re-evaluated the procedure after flying in severe turbulence
for the Saab 340, these maintenance requirements will be introduced in
Jun01/16 revision of the AMM (05-50-00-06 procedure 1). Main change
allows 10HR deferral of certain inspected areas.
111
ISC NO 40
• Operator Input # 36 & 41 - EFIS
112
ISC NO 40
• Operator Input # 42 - Dowty
• Reasons for too long repair/overhaul lead-times and insufficient OTD
‒ A fire destroyed majority of Dowty manufacturing workshop in Feb-2015 diminishing the manufacturing
capability on spares and on several repair capabilities. This resulted in extensive lead-times on repairs and
overhauls due to lack of spares and components not possible to be repaired. Resources within repair and
overhual facility and supporting functions had to be diverted to fire recovery efforts.
‒ Not enough resources in some repair shop segments not even before the fire
‒ Not enough provisioning of spares in repair and overhaul workshop
• Lack of rapid on-site support
• Operational Improvements
‒ Repair workshop resouces/capacity increased after the fire (extra shifts and more people)
‒ Spares safety stock i.e. provisioning increased by spares storage at own repair shop combined with distributor
storage in accordance with clear demand forecasts
‒ Manufacturing update:
‒ Overshoe manufacturing: Saab 340 & Saab 2000 in production Q3 2015 but only Saab 340A available;
Saab 340 & Saab 2000 fully available in June/July 2016
‒ Re-cuff capability: Saab 2000 in Q3 2016, Saab 340 A&B in Q4 2016
‒ New blade manufacturing: Saab 2000 in Q4 2016, Saab 340B in 2017 (overhauled Saab 2000 blades
blades available for 2016, new blades availabe in stock for Saab 340 A&B)
113
ISC NO 40
• Operational Improvements (cont)
‒ Bonded field service engineering store containing parts & kits from Q3 2016 to improve service
level on on site support. Hazardous material to be held by operators
‒ Management commitment and involvement in operations activities
• Ways of Cooperation Saab & Dowty
‒ Freqently updated and jointly shared operator demand forecasts
‒ Weekly follow-up and expediting/priority meetings on spares and repair order books
‒ Bi-weekly meeeting to review repair TAT progress
‒ Quarterly program review meetings & management review meetings
114
ISC NO 40
• Operator Input # 43 - Anti skid
‒ Control valve and Wheel speed transducers failures
Is there an issue with the above components?
• Control valve:
‒ URR: 0.01/1000FH (12 months rolling)
• Wheel speed transducers:
‒ URR: 0.022/1000FH (3 months rolling)
Mechanical Interruptions:
• Wheels and brakes: 0.256/1000FH
115
ISC NO 40
Operator Input # 44 - Engine intake reliability remains poor
• Performance drop due to changes in regulations concerning icing
conditions, increased usage and aging possible factors.
• Refurbishment implemented on existing design (see example on next
page)
116
ISC NO 40
117
ISC NO 40
• Open Item 18 & Operator Input # 48 - Starter Generator
‒ Reliability
‒ Mod L issued (mod K with ”new” leads)
‒ AOM Starting procedure - Allow cooling between No 1 & 2 engine start
118
ISC NO 40
119
ISC NO 40
120
ISC NO 40
• Detailed analysis of mod K brush failure modes has shown:
‒ X-start assist generator (LHS) has 3 to 4 times failure rate of other
generator.
‒ Operator who waits for load to drop below 200 amps before X-start has
much lower failure rates than other operator who also uses X-start assist
‒ These failures have all occurred above 800 hours flying time and may
be eliminated by redesign (mod L brush) to alleviate brush lead hang
up
‒ Operator achieved 100% reliability to 800 hours
‒ Mod K will struggle to meet longer TBOs
‒ 75% (LHS) to 85% (RHS) probability of reaching 1,000 hours
‒ 45% (LHS) to 65% (RHS) probability of reaching 1,200 hours
• Mod L brush is being introduced into service from 2015
‒ Mod L same type of Brush material as the Mod K (different lead
configuration)
‒ No reported failures to date on monitored Operators
‒ Expected to at least replicate 100% operational performance to 800 hours
121
ISC NO 40
• Summary of analyze of erratic failures is pointing towards
operational /starting procedures more then a problem with the
design of the brush itself.
• Updated AOM to clarify Starting procedures stating both time
and battery recovery is under consideration by Saab.
• Possible way forward to ensure 100% reliability would be to
change brushes at 800 hours and overhaul at 1,600 hours.
122
ISC NO 40
Operator Input # 47 - Altitude Pre Alerter
• Review has been made and dialog with Collins has been established as
to any upgrading within existing design, conclusion is that there is no
upgrade available
• Mechanical device
• No alternative replacement
• Stable MTBUR figures
• Used extensively thru every flight
• Saab has changed repair station, no Warranty's or LTF back since.
123
ISC NO 40
124
ISC NO 40
125
ISC NO 40
• Operator Input # 48 - Elevator trim tab bearing failures
‒ Axial play and Backlash inspections did not catch rotational failures of the bearings.
‒ We also found the two tiny holes on opposite sides of the bearings not adequate for
lubrication of the inner bearings
• Backlash measurements IAW AMM 27-32-00-06 (ALM) includes:
‒ Release of tab pushrods and rotation
‒ Our knowledge is that the task reveals any failure of a bearing.
• Axial play IAW AMM 27-32-25-06
• Lubrication IAW AMM 12-20-00-03-6 MRB 272208:
‒ Use approved grease
‒ Perform via grease fitting
‒ Verify deviations e.g clogging, hard particles, broken grease line and fitting
• Is there an issue with the above inspections and lubrication?
126
‒ MSI 27-24 Rudder limiter – Operator input # 50
‒ Some concerns has been raised against the Rudder Limiter system has no inspection / Task in regards to
verifying operation versus speed.
‒ Saab requesting feedback from operators – is this a common problem?
‒ Possible review of MSG-3
‒ Possible new task depending on feedback.
127
SUPPLY MANAGEMENT
AND PROCUREMENT
SAAB 340 & 2000
GLOBAL OPERATORS CONFERENCE 2016
GLASGOW, SCOTLAND
Thomas Fiege & Magnus Wäster 2016-05-12 Ver 1.1
INADEQUATE SUPPORT OF CRITICAL ITEMS
(FLAP HINGE ARM)
• 2 remaining parts sold to Loganair with highly reduced price. Part had
been in stock without movement for a long time.
‒ 1 pc in stock since 1999 and 1 pc since 2002
‒ No consumption since.
• Normal price on the part was 18 KUSD. Reduced to 12,6 KUSD
• RFQ’s sent to 2 Suppliers. New price based on Lowest offer around 20
KUSD. 55K based on first RFQ response.
• On CCF 2000 on Tuesday it was discussed to implement demand
review of Parts with recently issued statement
129
SEPARATION BOLTS 117510-1 (S340)
• MOQ’s on 100 pcs equals investment of > 500 KUSD for Saab. Life limit 10
years
• Next delivery to Saab October 2016 based on assumption of fleet demand.
• We asked for a forecast both in 2015 and 2016
Response from 4 out of 40 customers
• Still 30 pcs exp date 2019 and 75 pcs exp date 2022
Have to be sold first!
• Luckily part of Saabs Capability list. EASA Form 1 can only be issued by Saab
• On CCF 2000 on Tuesday it was discussed to implement demand review of
Parts with recently issued statement
• Still to be decided:
‒ How to act when significant investments are needed to secure future operation?
‒ Improved decision process within Saab but also with and between customers
130
PERFORMANCE CHALLENGES
• Part of the Supply Chain inactive
‒ Low demand, Large Inventories - Long time since last produced
‒ Long lead times
‒ Significant lead time to set up new Supplier especially if audits are required.
• Unknown or uncertain demand
‒
‒
‒
‒
‒
‒
Stochastic/volatile demands
No forecast from market
Late customer ordering, Saab sometimes used as last option
Many parts not ordered through Saab at all.
Wear, tear, corrosion, ageing and FOD can rapidly increase demand
New/revised authority regulations create sudden needs
• Some suppliers “reluctant” to support – poor performance in Supply
chain
‒ “Wrong fit”- Incorrect supplier for current demands
‒ Large OEM Suppliers heavily occupied by new volume production/projects
‒ Long Turn Around time for repairs
131
• Single Source suppliers for Saab design parts heavily loaded by
new projects
‒ Some “special” manufacturing processes and special tooling requirements
can create bottle-necks
• Long lead times for core unit returns from Customers
• Logistics & documentation to and from Customers, Suppliers and
Warehouses
‒ Urge Operators to secure correct documentation and marking on returned
parts.
‒ Customs, flight operations and selection of freight forwarder affect
performance
‒ Lufthansa Technology Logistic Services as a partner to support in freight
forwarding issues
132
PERFORMANCE – COMMAND & CONTROL
CONTROL OF DEMAND
• New planning tool, Optimus, implemented. Designed by PTC specially for the Aeronautical Supply Chain
‒ Multi inventory handling including inventory balancing.
‒ Future flight hours combined with removal rate history
‒ Containing complete product structure for spare part demand calculation at MRO
‒ Automatic reporting back to MRP system for instant spare part ordering
‒ Facilitates creation of forecasts towards suppliers
• Implementation of revised Supply Chain Strategy with differentiated service levels ongoing
‒ Provide the market with a high service on frequently requested, proprietary and critical parts
‒ Reduction of supply chain cost preventing future price increases on spare parts.
‒ Quick RFQ response to customers, ≤ 5 working days, a huge number of Make-To-Order parts
‒ Decreased manual handling on frequent parts allowing a shift of resources to Make-To-Order parts increasing
customer service level
‒ Collaborated risk sharing between Saab and customer on unique Make-To-Order parts
• Increase co-operation with customers essential in order to increase delivery performance on critical parts
‒ For specific assortments demand forecast from customers is/must be collected. Risk low response rate and
investment required in Personnel and tool
‒ Configuration management
‒ On CCF 2000 on Tuesday it was discussed to complete demand review for Parts with recently issued statement
‒ Investigation and collaborated decision making regarding investments for inspection bulletins
133
VENDOR CONTROL
• Many requirements from many different directions on this process
‒ Authorities (EASA, FAA etc)
‒ Saab Internal (General requirements originating from ISO, Laws, Labour standards,
Business Ethics, Trade Compliances, Environment etc)
‒ Operation and business requirements
• Annual review of the Vendor base including classification and risk analysis
• Onsite or desktop audits of all our vendors (>400 Suppliers)
• All vendor improvement work is carried out by Supplier teams
• Vendors qualified for improvement programs are selected on yearly basis
• Progress is followed through Scorecards and reviewed in bi-weekly Global
Supplier Board meetings with Management participation
• General Vendor performance also part of Management by Objectives
‒ Perfect Order Fulfillment (On-Time-Delivery, Completeness, Deviations-SCAR)
‒ Turn Times for Component Repairs
134
VENDOR CONTROL
Cooperation with suppliers:
• Scorecards with management/improvement plan and
Key Performance Indicators
• ”Ways of working”
• Meeting forums with Suppliers:
‒ PRM
‒ MRM
‒ Conference calls
• Common targets and goals
135
OBSOLESCENCE PROCESS
• Well defined obsolescence process
• Appointed Obsolescence Manager
• Cross Functional Steering committee consisting of:
‒ Business Management (RA & AISR)
‒ Design & Development
‒ Operations Management (Procurement and Purchasing)
• Current Status:
‒ 203 cases identified
‒ 180 are closed (ie no immediate further actions)
Solutions in place to prevent Supply issues.
Cases are revisited continuously so identify changes in status
‒ 23 cases are open and under investigation
‒ No critical cases on S340
‒ 2 critical cases on S2000 were major investments are done:
7U7858-3 PECU
1027-1001 PMU
136
COMMUNICATION
Customers
• An area for improvement but also very complicated
• A wide range of customer interfaces and
communication channels between Saab and
Customers
• Many interfaces also at Customers?
• Opens up for misunderstandings
• Many projects and activities to continuously improve
hence very difficult to provide information about
progress being made
• Difficult to relay information from the many
improvement projects and activities to the customer
interfaces
Customer Support
Cust. Serv. Director
Service Engineer
Technical
Program
Managent
AOG Desks
Spares &
Repairs
TS&D
Prop & Ldg
Purchasers
ISC 340 & 2000
RA Mngt
Supplier
Board
Supplier
Teams
Suppliers
ISC 340 & 2000
Commercial
CCF
137
COMMUNICATION
Customers
• SSP 2.0
Customer Support
Cust. Serv. Director
Service Engineer
• HOW TO IMPROVE?
Technical
Program
Managent
AOG Desks
Spares &
Repairs
TS&D
Prop & Ldg
Purchasers
ISC 340 & 2000
RA Mngt
Supplier
Board
Supplier
Teams
Suppliers
ISC 340 & 2000
Commercial
CCF
138
• Part of the Supply Chain inactive
‒ Low demand, Large Inventories - Long time since last produced
‒ Long lead times or new suppliers required
• Unknown or uncertain demand
‒
‒
‒
‒
‒
Stochastic/volatile demands
No forecast from market
Late customer ordering, Saab sometimes used as last option
Wear, tear, corrosion, ageing and FOD can rapidly increase demand
New/revised authority regulations create sudden needs
• Some suppliers “reluctant” to support – poor performance in Supply
chain
‒ “Wrong fit”- Incorrect supplier for current demands
‒ Large OEM Suppliers heavily occupied by new volume production/projects
‒ Long Turn Around time for repairs
139
• Single Source suppliers for Saab design parts heavily loaded by
new projects
‒ Some “special” manufacturing processes and special tooling requirements
can create bottle-necks
• Long lead times for core unit returns from Customers
• Logistics & documentation to and from Customers, Suppliers and
Warehouses
‒ Urge Operators to secure correct documentation and marking on returned
parts.
‒ Customs, flight operations and selection of freight forwarder affect
performance
‒ Lufthansa Technology Logistic Services as a partner to support in freight
forwarding issues
140
CONTROL OF DEMAND
• New planning tool, Optimus, implemented. Designed by PTC specially for the Aeronautical Supply
Chain
‒ Multi inventory handling including inventory balancing.
‒ Future flight hours combined with removal rate history
‒ Containing complete product structure for spare part demand calculation at MRO
‒ Automatic reporting back to MRP system for instant spare part ordering
‒ Facilitates creation of forecasts towards suppliers
• Implementation of revised Supply Chain Strategy with differentiated service levels ongoing
‒ Provide the market with a high service on frequently requested, proprietary and critical parts
‒ Reduction of supply chain cost preventing future price increases on spare parts.
‒ Quick RFQ response to customers, ≤ 5 working days, a huge number of Make-To-Order parts
‒ Decreased manual handling on frequent parts allowing a shift of resources to Make-To-Order parts increasing
customer service level
‒ Collaborated risk sharing between Saab and customer on unique Make-To-Order parts
• Increase co-operation with customers essential in order to increase delivery performance on critical
parts
• For specific assortments demand forecast from customers is collected
141
VENDOR CONTROL
• Many requirements from many different directions on this process
‒ Authorities (EASA, FAA etc)
‒ Saab Internal (General requirements originating from ISO, Laws, Labour standards,
Business Ethics, Trade Compliances, Environment etc)
‒ Operation and business requirements
• Annual review of the Vendor base including classification and risk analysis
• Onsite or desktop audits of all our vendors (>400 Suppliers)
• All vendor improvement work is carried out by Supplier teams
• Vendors qualified for improvement programs are selected on yearly basis
• Progress is followed through Scorecards and reviewed in bi-weekly Global
Supplier Board meetings with Management participation
• General Vendor performance also part of Management by Objectives
‒ Perfect Order Fulfillment (On-Time-Delivery, Completeness, Deviations-SCAR)
‒ Turn Times for Component Repairs
142
VENDOR CONTROL
Cooperation with suppliers:
• Scorecards with management/improvement plan and
Key Performance Indicators
• ”Ways of working”
• Meeting forums with Suppliers:
‒ PRM
‒ MRM
‒ Conference calls
• Common targets and goals
143
SPARE PART PRICING
• One of our main Objectives is to avoid cost increases from
Suppliers
• Active work by Procurements in order to minimize the
suppliers demand for yearly price increase of prices
• Work involves price lists from more then 100 Suppliers
• All cost savings and cost avoidances are also followed up on
Saab Corporate level
• Spare part pricing also partly subsidizing:
‒ Authority approval cost for Production Organization Approval EASA
Part21G
‒ Inventory carrying cost for long life fleet and customer support
144
OBSOLESCENCE PROCESS
• Well defined obsolescence process
• Appointed Obsolescence Manager
• Cross Functional Steering committee consisting of:
‒ Business Management (RA & AISR)
‒ Design & Development
‒ Operations Management (Procurement and Purchasing)
• Current Status:
‒ 203 cases identified
‒ 180 are closed (ie no immediate further actions)
Solutions in place to prevent Supply issues.
Cases are revisited continuously so identify changes in status
‒ 23 cases are open and under investigation
‒ No critical cases on S340
‒ 2 critical cases on S2000 were major investments are done:
7U7858-3 PECU
1027-1001 PMU
145
SAAB 340 –
PERFORMANCE BASED
NAVIGATION
SAAB 340 & 2000
GLOBAL OPERATORS CONFERENCE 2016
GLASGOW, SCOTLAND
Mikael Gullmar, Chief Engineer Saab 2000
[email protected]
PERFORMANCE BASED NAVIGATION (PBN)
PBN - SAAB 340
Purpose of presentation
• The purpose of the presentation is to give an overview of
Performance Based Navigation (PBN) requirements and how the
Saab 340 is affected by these.
Content
• Short description
• PBN applications
• Operational requirements and effect on the Saab 340
148
PBN - SAAB 340
Short description
• PBN is part of SESAR/NextGen activities for more safe, efficient and
environmentally friendly aircraft operation.
• Implementation of PBN is the enabler to a worldwide strategy to
reduce the expensive navigation ground infrastructure.
• Reasons for PBN are
‒ Less Fuel Burn
‒ Reduced Noise
‒ Reduced Emissions
‒ Efficient use of Aerospace
‒ Increased Safety
• New operational requirements on aircraft navigation systems (FMS &
GPS) and presentation systems in cockpit.
149
PBN - SAAB 340
PBN applications
150
PBN - SAAB 340
Operational Requirements – En-Route
• RNAV10/RNP10/RNP4 is for oceanic/remote operations.
‒ Dual FMS/GPS systems required. No Saab SBs available.
‒ Current display system acceptable for presentation requirement.
• RNAV5/BRNAV is for continental en-route operations.
‒ Single FMS/GPS installation good enough since back-ups are
available.
‒ Saab 340 with FMS/GPS meet the requirements.
• RNP2 is intended for areas with limited ground NAVAID
infrastructure.
‒ Dual FMS/GPS systems may be required. No Saab SBs
available.
151
PBN - SAAB 340
Operational Requirements - Terminal Areas
• RNAV1/RNAV2/PRNAV is currently in use in many areas.
‒ Single FMS/GPS system good enough. Saab 340 with
FMS/GPS meet the requirements.
‒ PRNAV certified for Saab 340. Compliance with RNAV1/RNAV2
can be shown by analyses and similarity to PRNAV.
• RNP1 is a coming requirement likely to replace
RNAV1/RNAV2/PRNAV in the future.
‒ RNP1 operation requires single FMS/GPS installation.
‒ Operational certification is needed.
152
PBN - SAAB 340
Operational Requirements - Approach
• RNP Approach LNAV, LNAV/VNAV (BaroVNAV) for replacing
existing VOR/NDB non precision approaches.
‒ Single FMS/GPS installation with new indications for Level Of
Service. No Saab SBs available.
• RNP Approach LP/LPV - GPS-based approach augmented by
SBAS (i.e WAAS, EGNOS, MSAS etc…). Can replace or be a
backup system to existing ILS with minima down to 200 feet.
‒ Single FMS/dual GPS plus LPV monitor installation with new
indications for Level Of Service. No Saab SBs available.
153
PBN - SAAB 340
• RNP Approach AR (Authorization
Required) is for airports where limiting
obstacles exist and/or where significant
operational efficiencies can be gained.
Supports Curved Approach
‒ Dual FMS/dual GPS installation.
New FMS presentation in pilot
primary field of view required.
‒ May also affect the autopilot
system.
154
PBN - SAAB 340
Advanced RNP and 4D Navigation
• Advanced RNP can be seen as an airspace environment where all
phases of flight are covered by PBN procedures.
‒ May also include communication requirements as CPDLC.
• 4D Navigation includes Baro-VNAV and TOAC (Time of Arrival
Control)
‒ Standards yet to be defined.
155
PBN - SAAB 340
Thank you for your attention!
156
INTERIOR UPGRADE
157
EXTERIOR LED - LANDING
Old
LED
158
EXTERIOR LED - TAXI
Old
LED
159
ISC NO 40
• Upcoming ISC 40:1 telecon
• 16:00 CET 14 SEPT 2016 TELECON Europe & US
• AOB
• Thank you for participation
160

340 ISC_No 40 Presentation

Transcription

Similar documents

I`m helping to end MS by participating in the 2016 Jayman BUILT MS

The Board of Directors of Qatar Fuel (WOQOD) is pleased to invite

5 `S` Training Program at ABV-IIITM, Gwalior on 21.07.2016

Porky Expo Flyer

The NeuLion Report

Sept 30-Oct 2, 2016 Nov 4-6, 2016 @Camp Tadmor

4 star ALOE HOTEL, PAPHOS

the Guidelines for the registration on

Ticket plus hotel packages for the Chelsea Flower Show 2016

loyola institute for ministry on-campus open house thursday, may 12