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Item Summary Title LRU PN Vendor Aircraft ATA From

51 Heat Exchanger (HE) 182820-3 Honeywell B737 21 ANA

ANA experienced 4 unscheduled removals including 1 dispatch interruption due to cabin warm condition from
June 2020 to July 2020. Cracks were found on the outlet duct side and the welding point of the heat exchanger
compressors. All of the HEs have cracks at the welding area connecting the inlet/outlet duct and the core. In
addition, All of the HEs showed mark of the screw thread on the welding area. The welding area could be
stressed which led to the cracking. ANA used the correct screws and the washers illustrated in the AIPC and
tightened with the correct torque.

The clearance between the flange and the duct of the exchangers were not enough (narrow) to install the screw.
The screw mark should be applied during screw installation.

ANA suspects that there are two possible causes of the cracks on the welding point.
1. Manufacturing/Repair quality of the clearance.
a. There is no definition of the clearance between the duct and the flange in the CMM. Requirement
of the clearance should be specified.
2. Heat expansion of the duct (from Honeywell investigation report).
a. Change the material not to expand the duct.

Boeing, Honeywell, and other operators comment, please.

Item Summary Title LRU PN Vendor Aircraft ATA From

52 Heppa Filter Time All All 21 DAL

Change

There has been a lot of discussion about Heppa filters within aircraft air-conditioning systems during COVID. Is
data available to direct the airlines how often to change these out now as opposed to the time limits prior to
COVID?

If not, is there any plans to conduct official studies on how well these filters work regarding COVID protection?

Airframers and other operator comments, please.

******19-124******

Item Summary Title LRU PN Vendor Aircraft ATA From

B777 FCV 810204-4 Collins Aerospace B777 21 ANA

ANA experienced removal of 45 FCVs by FCV STATUS MSG in the last one year.

According to the data from Quick Access Recorder, it was found that the current exceeding FCV torque motor
operating current value is sometimes supplied from ASCPC to the torque motor. Collins Aerospace advised that
torque motor become inoperative intermittently by supplying a current greater than operating current to the torque
motor. We believe that this systematic inconsistency contributes to FCV STATUS MSG.

We hope that the root cause (FCV, ASCPC, SYSTEM DESIGN or other) is identified and the reliability of FCV is
improved.

We would like Boeing to coordinate with component OEM so that an appropriate solution is provided (FCV OEM:
Collins, ASCPC OEM: Honeywell).

Other operator, Boeing, Collins Aerospace, and Honeywell comments please.

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*****20-130*****

Item Summary Title LRU PN Vendor Aircraft ATA From

** Temperature Control 398908-5 Honeywell B737 21 ANA

Valve (TCV)

ANA has experienced 12 unscheduled short time removals (<1000 flight hour) including 5 dispatch interruptions
due to PACK Light ON from January 2017 to December 2019.
 10 out of 12 unscheduled removals were related to failure after push back.
 9 out of 12 unscheduled removals (75%) did not fail shop testing.
 6 out of 9 units which did not fail shop testing (67%) were replaced the limit switch due to switch
resistance fluctuation failure; blinking lamp during CMM test.

If PACK Light turns on after push back, pilot decides to return the airplane to the gate in many cases. It means
this fault has a high probability of causing dispatch interruptions.

In most cases, MEL is applied to continue the flight. Line maintenance representative in ANA who deals with MEL
decides to replace the TCV.

ANA understands that Boeing and Honeywell do not recommend the removal of the TCV without an associated
M/C Recall Light (Ref: FTD 737NG-FTD-21-17002 and two FIM tasks (21-53 Task820, 21-53 Task 821)).
However, it is difficult not to replace the TCV when PACK Light is ON from the operator’s viewpoint.
 [Operation] Pilots return the airplane to the gate when they find the PACK Light is ON.
 [Maintenance] ANA cannot judge whether the event is nuisance or actual TCV failure without any
technical background.
 [Maintenance] Most of TCV stocks in ANA warehouse have a history of short time removals and limit
switch failure.

We would like to provide detail information regarding this event for our pilot to prevent the dispatch interruptions.
Line maintenance representative also needs more information for our correct judgment of aircraft operations and
would like to know if this event is nuisance or not. Therefore, ANA requests Boeing and Honeywell to investigate
the root cause of this issue and would like to know other operators’ experiences.

However, Honeywell and Boeing announced -7 P/N roll to address simultaneous limit switch faults after -6 P/N roll
has been incorporated to resolve AC motor faults. ANA requests Boeing and Honeywell to solve the limit switch
fault as soon as possible.

Requests
1. Please let us know the root cause of PACK Light is ON condition matched with FIM task 21-53 Task820
and 21-53 Task 821.
2. Please put in work to solve the limit switch fault.

Boeing, Honeywell. and other operators comment, please.

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*****20-131*****

Item Summary Title LRU PN Vendor Aircraft ATA From

** Reliability of 2022432-4 / Ram Air Honeywell B767 ALL 21 ANA

Potentiometer Actuator

ANA has experienced unscheduled removals of Ram Air Actuator due to potentiometer failure. The failure
induced “PACK OFF” or “PACK TEMP” MSG. The Potentiometer is used to monitor an angle of the Ram Air
Actuator Open/Close operation. Usage time of almost all of the potentiometers were less than 4,000 flight hours.
ANA would like to clarify the root cause of the potentiometer defect, product quality issue or design issue.

ANA believes that the reliability of the potentiometer needs to be increased. In addition, ANA has introduced PMA
potentiometer. As a result, unscheduled removals of less than 4,000 flight hours have been decreased.

ANA would like to know other operators’ experiences about unscheduled removal of Ram Air Actuator due to
potentiometer failure.

Does Honeywell know the occurrence of the potentiometer failure on the other operator? Please let us know the
detail about the failed potentiometer if Honeywell reviewed it.

Potentiometer parts number: 2047136-4

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AIR CONDITIONING SYSTEMS

Other operator and Honeywell comments, please.

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*****20-133*****

Item Summary Title LRU PN Vendor Aircraft ATA From

** Large Galley Control Unit (GCU) Fan 7011005H01 Collins Aerospace B787 21 ANA
7011005H02 (UTC Aerospace)

ANA experienced a lot of malfunction of B787-8 Large Galley Control Unit (GCU) Fan. When Large GCU Fan is
inoperative, we have a lot of bad influence of aircraft operation for passengers.

1. Results of failure analysis that removed from ANA aircrafts (Data: 2016 – 2019)
a. There is 75 percent of removal from FORWARD (1F and 1A) position.
b. There is 97 percent of removal from B787-8. (3 percent of removal from B787-9)
c. Major defective parts on Large GCU Fan are Bearing (Water Ingress or Grease Seepage) and
Motor Drive (Water Ingress).
2. Worldwide information from Boeing and Collins Aerospace
a. Removal data from the fleet show GCU removal are predominantly from the Fwd galley (Door 1
and 2).
b. Worldwide MTBUR of Large GCU Fan exceeds guarantee MTBUR.
3. ANA Hypothesis
B787-8 ICS Liquid Loop is from AFT Galley Heat Exchanger (HX) to FORWARD Galley HX in order.
So, liquid temperature is raised gradually, and warmer liquid is supplied on FORWARD Large Galley
HX. For this reason, Large Galley Fan will be rotated fast speed because Galley Fan and HX are
maintained galley temperature using warmer liquid. Bearings are worn by max speed rotating and
Motor Drive is defective by water (Condensation due to heat generation). There is a difference of ICS
liquid loop between B787-8 (Serial) and B787-9 (Parallel). Parallel liquid loop can minimize the
difference of liquid temperature between FORWARD galley and AFT galley. So, there are few
malfunctions of Large GCU Fan for B787-9.
4. Desired Action
a. Please provide comments regarding “ANA Hypothesis”
b. Please provide the root causes why a lot of malfunction occurs at the FORWARD position on
B787-8.
c. Please provide technical solution and milestone.

Collins Aerospace and other operator comments, please.

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*****20-136*****

Item Summary Title LRU PN Vendor Aircraft ATA From

** PFCSOV Torque Motor 820902-6 / PFCSOV Collins Aerospace Q400 21 ANA

Problem

Background:
ANA has experienced several flight interruptions (ATB, RTO, etc.) due to PFCSOV Torque Motor failure. Open
circuit of Torque Motor coil has been confirmed at each of the events. At the most recent event in December
2019, the Torque Motor TT: 4,336 flight hours since brand new.

According to Collins information, Torque Motor coil failures are caused by high temperature operating
environment; expansion of epoxy which encapsulates coil causes coil wire fracture. Collins has been working on
changing potting epoxy with heat resistant type, but ANA has been informed that it will take a long time to release
the new design since 2018.

Because of the above situation, ANA started a refurbishment program to replace Torque Motor coil with new one
every 4,000 flight hours. It is very tough to keep repaired Torque Motors in stock.

Request: Please accelerate and fix the schedule of releasing the new design as soon as possible.

De Havilland, Collins and other operators comment, please.

Item Summary Title LRU PN Vendor Aircraft ATA From If MRO, the
Associate
Airline

53 Repair Schemes for 491Z4991-() Boeing B787 21-21-04 LHT JAL, DLH
CAC Inlet Duct CAC Inlet Duct
Assembly

A replacement of the heat lip is often required for the units we send for repair. Unfortunately, there are only
insufficient repair options for this extremely expensive part (if the cable is broken, the entire heat lip needs to be
replaced).

A better repair scheme would improve the LRU much.

Boeing: Please comment on revised repair schemes:

What could be better repair options to avoid heat lip replacements? Will these options be developed and included
in the CMM?
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AIR CONDITIONING SYSTEMS

Item Summary Title LRU PN Vendor Aircraft ATA From

54 B737 CPC 7121-19971-01AC Collins Aerospace 737NG 2131 UAL

Nord Micro GmbH & Co

UAL is experiencing repetitive removals of cabin pressure controller (CPC).

44 units had 3 up to 8 repair visits in the past two years. The manufacturer has explained to UAL that due to aging
of the units and multiple soldering repairs they had in the past, the old units can’t be repaired anymore, instead,
they have to be replaced with new.

UAL would like to request Boeing and Collins to provide alternate solutions to improve the reliability of CPC as the
option of replacing with new units is cost prohibitive especially for a large fleet size that UAL has.

Other operator comments, please.

Item Summary Title LRU PN Vendor Aircraft ATA From

55 Ram Fam Motor

Controller Capacitor 7010158H02S01 Collins Aerospace B787 21 ANA
Reliability
H03S01

Summary:

Collins SB 7010158-21-3 was issued in 2012 for the countermeasure of capacitor failure. ANA has experienced
43 cases of Ram Fan Motor Controller (RFMC) unscheduled removal from April 2017 to September 2019. Most
of the cases, capacitor failures were confirmed.

ANA would like Collins to consider additional countermeasure for the capacitor failure.

///The result of ANA analysis (Excerpt version)///

A. MTBUR

Fig. RFMC MTBUR in ANA

B. Total Time (TT) and Time Since Conditional Overhaul (TSCO)

(43 cases from April 2017 to September 2019)
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AIR CONDITIONING SYSTEMS

Fig. TT Fig. TSCO

C. Failure contents (26: Failure / 8: No Fault Found / 9 : Non Report)

Fig. Failure Contents

D. Failure Mode of capacitors (Data: 26 cases)

Summary
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AIR CONDITIONING SYSTEMS

Details

NOTE: “Cracked” means “Solder Crack”

Fig. Failure Mode of capacitors

E. Weibull analysis (Reference Removal Data: 2013 - 2019)

Low Power Filter Board Output Filter Board
C1 C2 C3 C1 C2 C3
m 2.281 3.358 2.819 1.553 1.66 2.025
eta 10,840 9,155 10,069 24,212 23,694 13,215

F. Conclusion
 RFMC failure is mainly caused by capacitor failure.
 Capacitor failure is mainly caused by thermal fatigue.
 Capacitor failure has the trend of “Wear Out Failures”.

ANA believes that it is effective to consider for reducing the capacitor thermal fatigue.

G. NOTE
Please feel free to contact ANA (yuta.ono@ana.co.jp) if Collins needs additional analysis data for preparation of
response.

REQUEST
1. Is technical consideration required about this issue?
2. If #1 is negative, please explain the reason.
3. If #2 is positive, please provide an outline of technical consideration and milestones.

Other operators and Collins Aerospace comments, please.

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Item Summary Title LRU PN Vendor Aircraft ATA From If MRO, the
Associate
Airline

56 SB Reliability 7010068H04 Collins B787 21-52 AFR-KLM AFR

Door Actuator Aerospace

Collins embodied of SB on actuators in order to prevent corrosion and oxidation inside actuators, SB 7010068-21-
1 and SB 7010068-21-2. The SB application is around 75%.

However, experience shows that SB are ineffective, because in the Collins shop and in AFI shop, the actuator
motors are still corroded despite SB application. See picture below.

We observe a decrease in reliability with in applying the SB. We noted there are fewer hours between motor
replacements (around 5000 FHrs).

It is expected when incorporating a new SB that there would be an improvement for a better protection?

We see from the Collins’ workshop reports that motors are actually replaced even after SB application.

When will a new SB issue?

Other operators, do you see the same trend?

Others operator, Collins, and Boeing comment please.

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AIR CONDITIONING SYSTEMS

Item Summary Title LRU PN Vendor Aircraft ATA From If MRO, the
Associate
Airline

57 Collins TSDP Several / 787 Collins B787 21 AFR-KLM AFR

584440 rev1 Actuators
Requested

CMM 21-53-68 mention the availability of the TSDP 58440 rev 1 only by requesting the document to Collins.
Collins informed Air France that they have sent the TSDP to Boeing for validation.

As submission of this Discussion Item, the TSDP has not been validated by Boeing

Air France wishes to know when the TSDP will be ready (release date).

The TSDP document is essential for B787 actuator’s user/ owners, AF would like to understand the test
procedures of the B787 actuators with details.

Collins and Boeing comment please.

Item Summary Title LRU PN Vendor Aircraft ATA From If MRO, the
Associate
Airline

58 Ram Air Fan FOD 7010136HXX Collins 787 21 AFR-KLM AFR

7110136HXX

Ram Air Fan (RAF) operates as soon as the aircraft power supply is switch on. The RAF electrical motor cooling
flow is taken upstream of the heat exchangers by the Ram Fan Motor cooling duct (Inlet) and there is no filter
before or on this duct, that allows debris (plastics, sand, dust etc..) ingestion by the RAF.

This debris which pass through this cooling duct damages internal parts of the RAF electric motor (stator, rotor,
journal bearings, and the thrust bearings are particularly exposed). As the RAF is a NO-GO item, these FODs are
root causes for, flight delays, increasing maintenance costs, and contribute to the low reliability of the Ram Air
Fan.

Boeing recommends the installation of a filter when the aircraft is on ground, and only for Asian countries. This is
not a viable solution because it does not protect the component during taxiing, take-off, and landing. Boeing and
Collins must quickly study a modification to improve and protect the RAF electric motor cooling flow against FOD.
Without it, KLM, Air France and all companies operating the B787 will continue to remove RAFs for such
damages.

Operators, Collins, and Boeing comment, please.

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AIR CONDITIONING SYSTEMS

Item Summary Title LRU PN Vendor Aircraft ATA From If MRO, the
Associate
Airline

2119786-1 Valve
Non-Procurable
59 Cabin Pressure Honeywell 777 21-32-42 AFR-KLM AFR
Part
Relief

The Id plate PN 2217714-2 is impossible to order from either Honeywell or Boeing Distribution Services (BDS is
an Honeywell subcontractor).

After few emails, the OEM and their subcontractor answered that is a non-procurable part, although it is a CMM
referenced part, and didn't give us any solution to solve our situation.

Operators, Honeywell, and Boeing Comment please