TiP/CTB 21/10

TiP/CTBContinuation Training Bulletin

Published monthly by k Engineering & Maintenance

21/1026 October 2021

kRoyal Dutch Airlines

2k Engineering & Maintenance


21/10

In this issue:

Revised NSRE list777, 787, 330, 737

page 3

Martinair 747 PFI document edition 14747

page 4

New AMM limits for B787 – GEnx-1B – Fan Blades787

page 5

Integrated Surveillance System (ISS) software installation787

page 6

Spoiler EMA deactivation: mechanical lockout tool787

page 8

New, revised and deleted WPIsALL

page 11

New situation 747 freighters and MartinairALL

page 9



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Revised NSRE list CT21-082

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787777 330737

A revised NSRE List will become effective on Nov 29, 2021 and is issued Nov 15, 2021. For documents such as the NSRE list and Instructions For Use (IFU NML) there is always need for a processing time to bring them on board of all KLM aircraft. That is why these lists also have an issue date (the date it is valid and it can be used) and an effective date (the date it must be used). Between those dates it is therefore allowed to work with the old version if the new one is not yet available on board.

NSRE List Effective date November 29, 2021

Issue date November 15, 2021

Because the 747-ERFs have switched to Martinair as of the 1th of October references to 747 have been removed throughout the NSRE list.

Revised paragraphs: – SECURITY (TSA) RELATED ITEMS

- ‘At AMS before departure KL06XX and PBM flights’ replaced by ‘At AMS before departure USA and PBM flights’

– LOOSE EQUIPMENT / ITEMS- At Universal Precaution Kit: ‘(737 only: not supplied via Dry Goods Container each flight)’ removed- ‘Spare WBC seat RJU/MJU headset adapters’ added

– INFLIGHT ENTERTAINMENT (IFE) & INFLIGHT CONNECTIVITY (IFC): - ‘WBC seat RJU/MJU headset adapter’ added

– INFORMATION ENTRY LIST- In ‘Introduction information entry’ - ‘Caution 3’ clearification added regarding AMM stating no limit

Revision bars in the page margin indicate changed or added items since the previously issued NSRE list. n

Source: SPL/CI



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Martinair 747 PFI document edition 14 CT21-080

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744

As of October 15th, 2021, a revised Pre-Flight Inspection (PFI) document will become effective for the Martinair 747 fleet.This revision includes the addition to the Martinair fleet of three 747-ERFs with effectivity codes 050 (PH-CKA), 051 (PH-CKB) and 052 (PH-CKC).

In this edition, the following, but not limited to, has been adapted:

General: – 744SF changed to 747-400 – Introduction of effectivity (eff.) code 050, 051 and 052

PFI: – Tire pressure for 747-ERF added – Engine oil level task for 747-ERF added

24 HR check: – Valid for eff. code 602 only

Daily: – Valid for eff. code 602 and for eff. code 050, 051 and 052 – Oxygen task AMM procedure for eff. code 050, 051 and 052 added – Tire pressure check for eff. code 050, 051 and 052 added – Replenish list for the eff. code 050, 051 and 052 adjusted – Cabin tasks for eff. code 602 only

Arrival/Pre-departure Servicing List: – Replaced AHM with GRH manual references

All changes are marked with revision bars.

Source: SPL/CC

Martinair 747 PFI documentEdition: 14 Effective date: October 15th, 2021

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New AMM limits for B787 – GEnx-1B – Fan Blades – Polyurethane Coating missing

CT21-076

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In the past, the Polyurethane Coating on the Fan Blades was allowed to be missing, regardless of the amount missing. An AMM note recommended that the damaged Fan Blades could be repaired at the convenience of the Operator. To facilitate this repair, a task was created to carry out this repair during the C-check interval. The AMM states that this repair can be done on wing. However, during testing of the repair procedure on wing, moisture penetrated the repaired coating, causing “bubbles” in the applied coating. It was therefore decided to remove the Fan Blades and send them to the Composite Shop in Hangar 14 (H14) for repair. The C-check allowed repair in Composite Shop H14 and after repair, the Fan Blades were reinstalled in the engine from which they had been removed.

AMM chapter DMC-B787-A-G72-22-00-01B-208B-A, Fan Blade (Fan Blades Installed, Fan Rotor Spinner and Support Ring Installed) - Detailed Inspection.On August 25th, 2021, this AMM chapter ‘DMC-B787-A-G72-22-00-01B-280B-A, Fan Blade (Fan Blades Installed, Fan Rotor Spinner and Support Ring Installed) - Detailed Inspection’ has been changed and new limits are given for the amount of Polyurethane Coating missing, especially at the Tip Cap location. Worldwide there have been five Tip Cap liberations due to delamination. Root cause of the Tip Cap liberations is the loosening of the Polyurethane Coating due to the impact of hard particles caused by the exposure (missing Polyurethane Coating) of the Tip Cap edge to the external environment and erosion. The new AMM limits are shown in a schematic drawing in figure 1.

NML entryWhen Polyurethane Coating on the Fan Blade is found missing, create a NML entry with Information Entry List NSRE code A7200000 (Fan Deviation). When found on both engines mention LH and RH engine Fan Blades in separate NML entries due to ETOPS policy. Also take pictures of the damaged Fan Blades and attach these in Maintenix to enable the shop to estimate a correct Turn Around Time for the repair and the required amount of material.

Backlog:On several A/C and engines a NML entry with an Information Entry List NSRE code for Fan Blades have been created in the past. After August 25th, 2021 all NML entries with a NSRE code A7200000 (Fan Deviation) have been changed from unlimited to 250 cycles. Convenient maintenance slots will be used to perform this Fan Blade repairs in the Composite Shop H14.

Source: SPL/CC

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Figure 1: Schematic drawing of the new AMM limits



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CT21-078

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34787

Integrated Surveillance System (ISS) software installation

This article is to create more awareness on how to perform a correct software installation on the Integrated Surveillance System Processing Unit, but also software installation in general and in conformance with ETOPS regulations. Recent events within the KLM operation have shown that correct software configuration of the 787 airplane systems is very important. Incorrect software configuration has led to different airplane system behavior, unexpected visual and audio interfacing with Flight Crew, and could potentially have flight safety implications.

Recent eventsRecently two events occurred where Flight Crew has noted unwanted airplane system behavior on the 787. The complaints included unwanted Transponder ADS-B IN features (‘ADS-B OUT’ certified only; ‘ADS-B IN’ not certified) on the Nav Display, no altitude callouts during landing and an incorrect version of the TAWS DB. All of these complaints are a potential risk of reduced situational awareness amongst others. The incorrect ISSPU software configuration is likely to be caused during a planned hardware replacement of both ISSPUs. In two cases, the complaints started during the first flight after ISSPU replacement.

ISSPU BackgroundThe 787 is equipped with two ISSPUs (Integrated Surveillance System Processing Unit) P/N 822-2120-102, which each combine the following functions in one LRU: – ATC (Air Traffic Control) – TCAS (Traffic Alert and Collision Avoidance System) – WXR (Weather Radar) with PWS (Predictive Windshear System) – TAWS (Terrain Awareness Warning System)

These surveillance functions are mostly based on software, with a few hardware inputs and outputs. To function properly, eight Line (Onboard) Loadable Software Parts (LSAP) need to be installed. Each Software Part can be overwritten with a new Software Part. Reasons to replace one or more Software Parts can be to update the TAWS Database or to restore to the KLM ISS software configuration after a hardware replacement of the ISSPU. Refer to figure 1 for the list of Software Parts. Q Figure 1: List of Software Parts



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Instructions for installationKLM is currently performing an ISSPU hardware replacement campaign on its 787 fleet (EO 787-34-29555), which will be in progress until the end of 2022. Therefore, it is now extra important to follow the correct procedures to restore the correct ISS software configuration. A repaired unit from the shop may not contain the KLM required software for operation. Instead, it may contain shop test or other airline software configurations. After a hardware replacement of the ISSPU, always follow AMM page Integrated Surveillance System Processor Unit – Installation (DMC-B787-A-34-42-08-00A-720A-A). If both the Left and Right ISSPU are replaced at the same maintenance visit, two Certifying Staff members should independently replace one (left or right) ISSPU. Refer to KLM ETOPS Exposition Manual (EMM) rev. 74r1 Chapter 5.1, 6 and Annex 7c.

Make sure to replace the ISSPU i.a.w. AMM to: – Do the software configuration check – Install all Software Parts in correct order – Always start with installation of 34 ISS OPS Main – Always do a software check after completion of the software installation to verify the correct software configuration on the 787

Sources: SPL/CC

IMPORTANT: since the introduction of ISSPU Block Point one software suite (rolled out summer 2021), the installation of 34 ISS OPS Main IO requires to follow a new installation procedure. First, a temporary Software Part is installed and after waiting for a few minutes, it has to be overwritten with a final Software Part. Do not skip this step, because it is required for correct system functionality. n



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CT21-081

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27787Spoiler EMA deactivation: mechanical lockout tool not

installed i.a.w AMM and MEL proceduresIn the past eight months, two occurrences happened on the KLM 787 fleet (March 1st, 2021 PH-BHF and April 7th, 2021 PH-BHG) where an Electro-Mechanical Actuator (EMA) was incorrectly deactivated by Maintenance Staff on Outstations. Consequently, the Spoiler Lockout Tool (K27059) was not installed.

In one case, it resulted in the Automatic Landing System (Autoland) being Inoperative. In this instance, the aircraft landed safely on its destination. However, it can otherwise cause an undesirable situation where the Flight Crew needs to divert if the weather conditions are below CAT I minima on the initial destination airport. In both cases the situation started with an Advisory Message ‘’SPOILERS’’. Both aircraft were dispatched i.a.w MEL procedure 27-61-02-01. However, at the next station Maintenance Staff found the Spoiler Lockout Tool not installed. The Lockout procedure is described in MEL 27-61-02-01 under paragraph Maintenance 1.E.4 and in AMM procedure DMC-B787-A-27-61-00-17B-510B-A. The mandatory use of the Spoiler Lockout Tool is also explained in the published TiP/CTB article 20-056.

Furthermore, not installing the Lockout Tool can also cause an EMA shear out situation (Figure 1). Shear out of a Spoiler EMA is considered as a flight safety issue since the Flight Crew can experience a roll/yaw input during flight. To prevent future EMA shear out occurrences, an Inoperative Automatic Landing System or further delays, KLM Engineering insists on following the mandatory MEL and AMM procedures. The Lockout Tool is present in the MEL kit onboard every KLM 787 aircraft. (Figure 2 & 3).

After re-activation of the Spoiler EMA please ensure the Lockout Tool is placed back in the MEL kit.

Source: SPL/CC

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Figure 1: Sheared out Spoiler EMA Figure 2: Spoiler EMA Lockout Tool installed Figure 3: Spoiler EMA Mechanical Lockout Tool in MEL kit



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New situation with 747 freighters and Martinair as of October 1th, 2021 UpdateWhy is the situation with Martinair changing?Now that KLM has stopped operating 744 and 74E aircraft, Fleet Services can no longer be CAMO responsible for the ERFs (PH-CKA/CKB/CKC). This is why an aircraft dry lease agreement between Fleet Services and Martinair has come into effect on October 1th, 2021, whereby Martinair will be CAMO responsible for the ERFs, as Martinair already is for the PH-MPS.With regard to maintenance, this means that as of October 1th, 2021, the ERFs are removed from the Service Level Agreement between Fleet Services and E&M, and as of that date a maintenance contract between Martinair and E&M has come into effect, which includes both the 3 ERFs and the PH-MPS.Also, due to the decreasing 747 work volume, it has been decided for economic reasons that Airframe, excluding Line Maintenance International, will phase out the 747 capability.

What are the changes in the situation with Martinair?For now, the phasing out of the Airframe 747 capability translates into discontinuation of performing A-checks. The last A-check was carried out by the Preventive Maintenance Plant last July. Martinair has contracted HAITEC in Frankfurt Hahn for this type of work. Martinair will also outsource C and D level ERF maintenance itself. Also, Airframe will no longer send technicians to an Outstation to solve an AOG situation. Martinair will enlist the help of other parties for this.

Types of maintenance that Airframe continues to do for Martinair are: – Line maintenance by LMI at AMS and Outstations – Corrective Maintenance by the Corrective Maintenance Plant at AMS, including any required support from the Maintenance Support Unit – Planned CF6 and APU changes at AMS by the Corrective Maintenance Plant (the Preventive Maintenance Plant 747 capability will be phased out) with possible

support from the Maintenance Support Unit

In view of the changes mentioned above a concession was granted by E&M Safety & Quality Department to extend the current way of releasing the 3 ERF aircraft. Until further notice, the E&M KL 747-400 GE CF6 authorisation may still be used to handle the 3 AC-registrations (PH-CKA/CKB/CKC). Relevant staff has already been informed in more detail by Safety & Compliance Airframe.

CT21-079

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For the support departments this means: – Planning, Scheduling & Fleet Control is no longer involved in freighter maintenance planning. Martinair does its own OVG/slot planning – Planning & Workload Control – LM continues to support LMI AMS and Corrective Maintenance Plant in maintaining the freighters – Planning & Workload Control – A- and C-line continues to do the work preparation and administrative processing of A- and C-/D-checks in Maintenix until February

1th, 2022. Hereafter Martinair will take care of this itself – For Material, Equipment & Facilities basically nothing changes for the operations at Schiphol and Outstations. In case of maintenance outsourced by Martinair,

the relevant Maintenance Provider will supply the required material and equipment (planned and unplanned). In those cases, components will be ordered via MEF from Component Services, which then takes care of the delivery and return. The AOG desk situation remains unchanged. MEF will reconsider the 747 specific inventory given the decrease in support activities

– The Technical Specialists continue to support the freighters until October 1th, 2022, after which Martinair will have made alternative arrangements – The Duty Maintenance Managers no longer have a role in initiating AOG protocols and the resulting deployment of technical personnel. As of October 1th, 2021,

Martinair is responsible for AOG management and arranging additional technicians on site at Outstations if necessary. During AOG situations, Martinair is supported by the LMI AOG Manager at Schiphol or, in case of AOG at Outstation, by LMI Area Management. The Duty Maintenance Managers retain their role in prioritizing when it comes to work allocation in the Corrective Maintenance Plant on request of LMI AMS. The procedures with regard to Engineering assistance during out-of-office hours remain unchanged

Last but least, it is important for the Customer Support Manager and the Finance employees to make sure invoicing and settlements are done in line with the changed rates and financial flows.

n

Frontpage PRM

New Procedure ManualThe above is only a rough overview of the process adjustments for Airframe. With regard to the agreements made between Martinair and E&M the new contracts are leading. On a more practical level, these contracts have been translated into a new MP-E&M Procedure Manual (PRM). For example, in the PRM you can find the changed meeting structure, in which Martinair operation has been separated from KLM operation, meaning Martinair no longer takes part in MPM and CDM meetings.

If this global overview or the PRM raises questions, please contact Mr. Jan Ooijen (SPL/TA) or Mr. Edo van Graas (SPL/VN) respectively.

Source: SPL/TA



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New, revised and deleted WPIs

The Airframe WPI (Work Place Instruction) files are adapted if neccessary to stay in line with the organisation. Therefore, a list of new, revised and deleted WPI numbers is regularly published in the TiP/CTB. You should read all revised WPIs listed, that are applicable for your field of activity. Clicking on a WPI number in the table will bring you direcly to the selected document.

Note: WPIs are applicable for Homebase only. This CT article may be ignored by Line Station maintenance staff. Work Place Instructions for Line Maintenance stations are mentioned in the LPM(C) - Line station Procedure Manual.

All E&M Airframe WPIs can be found via the MyKLM E&M Procedures and Manuals > Werkplek Instructies page. n

Source: SPL/TS

NewNone

RevisedAM5010 Aanmaak-Reparatie-Modificatie binnen Airframe shops-Certificate of Conformity / Production-Repair-Modification

within Airframe shops-Certificate of Conformity

DeletedAM7022 Indelen/inrichten inspectie mappen Arrange/design of inspection folders

AM7043 Het melden van meldingsplichtige modificaties/Reporting of notifiable modifications

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http://mbox-dctm.klm.com:8080/search_ext/wpiSearch.jsp

http://mbox-dctm.klm.com:8080/search_ext/servlet/WpiSearchServlet?id=0900e82980959e65



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Editorial Office:Safety & Compliance AirframeSPL/TSHangar 11, Room 10214

P.O. Box 77001117 ZL Schiphol AirportThe Netherlands

Editors:Rob Bakker

Tel: +31 (0)6 22 34 62 10Vanessa Hofland

Tel: +31 (0)6 53 11 69 17

E-mail: [email protected]

Web: TiP/CTB homepage

This publication is an integral part of the continuation training program as indicated by the MOE and contains information about changes in fleet status and relevant company and/or technical procedures. Quotation and reprint only with consent of the editors.

Colofon

mailto:tipctb%40klm.com?subject=

https://myklm.klm.com/web/engineering-maintenance/ctb-/-tip-nieuw

TiP/CTB 21/10

Documents

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