1998 q3-readiness of boeing airplanes for year 2000 operations

8/13/2019 1998 Q3-Readiness of Boeing Airplanes for Year 2000 Operations

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Year 2000 Readiness Disclosure

Readiness of Boeing Airplanes for Year 2000 Operations

With the Year 2000 less than 18 months away, questions remain about

how the date change will affect the normal operation of many mainframecomputers, computing systems, and computer programs. Heightenedattention to the potential effects of the change e ists in both the mediaand among the tra!eling public, as commercial airplanes rely oncomputers for many functions. "oeing has sur!eyed its commercialairplane fleet and identified some nuisance flight dec# effects that couldoccur for a few airborne systems. $pgrade programs are now in placeto replace the affected systems and ensure operators uninterruptedser!ice both during and after the date change.

%any computer systems use only two digits to define the year, such as &'8& for&1''8.& When the year changes from 1''' to 2000 (and beyond), applications,operating systems, microcode, databases, processes, monitoring equipment, andso on may ha!e logic or arithmetic problems. *he year &00& may appear insequence before &'',& for e ample, or software may consider &00& to be in!alid.*o ensure uninterrupted ser!ice for operators, a "oeing team assessed the effectof the Year 2000 (Y2+) on airborne systems for all "oeing airplane modelscurrently in production, out of production, and in de!elopment. *he assessmentshowed that a !ery small number of airborne systems on "oeing airplanes andsome immediate support equipment will be affected by the Y2+ date rollo!er.

*he search for potential Y2+ effects was restricted to systems with embeddedsoftware that use a date, which made it possible to e clude systems andcomponents that do not contain embedded software. Howe!er, e!en a simplesystem such as a cloc# or a communications radio control panel often usessoftware, potentially ma#ing it susceptible to Y2+ effects. *he approach "oeingused for airborne systems included supplier e!aluation and reporting results andpro!iding upgrade paths for affected systems. *his approach was aligned with


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the company s goal to prepare computers for the Y2+ rollo!er a year early, by-ecember 1, 1''8.

Supplier Evaluations/uppliers of equipment with embedded software were as#ed to respond to a set

of questions in specific areas ( see table 1 ). ll responses were entered into arelational database to assist with sorting, generating reports, and compiling otherstatus information.

Results of Supplier Evaluations and Upgrade Paths"oeing separated its airplane systems into 12 functional areas of responsibility(see table 2 ) for the purposes of the Y2+ assessment. *he results of theassessment addressed the following as potentially affected by the date rollo!er

irborne systems with date effecti!ity chec#s.

3light management system (3%/) with either the Honeywell or /mithsflight management computer (3%4).

5nertial na!igation system (56/).

7round based software tool (7"/*). nboard maintenance system ( %/). "uyer furnished equipment ("39).

5:" :69 /Y/*9%/ W5*H - *9 93394*5;5*Y 4H94+/.*he sur!ey re!ealed that the only airborne systems chec#ing date are those

containing an embedded na!igation database (6-"). ( /ee &:egulatory:equirements for 4urrent 6a!igation -ata& ) *hough recording and maintenancesystems use dates, they do not perform any processing based on those dates oruse the month


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contains the year) is presented correctly and pro!ides 100 percent assurancethat the correct database was loaded.

/ome 3%/s offer an alert message to indicate an out of date 6-" (6 ; - *$* 3 - *9). *his message is triggered when the 6-" effecti!ity does not

match the cloc# date input when selected or at power up or flight completion onthe ground. n a few systems, this message will be triggered erroneously, e!enif the 6-" is current. "ecause such an erroneous message can delay dispatchor distract the flight crew, "oeing considers it a nuisance for flight operations.

3igure 1 shows representati!e 5-96* pages for the second to last and last 28day 6-" cycles of 1'''. *he latter depicts the


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-ouglas designed models ha!e Honeywell 3%/s similar to those in "oeingdesigned models. ll %- 80s and %- '0s (e cept %- '0s with the Cegasus3%/) use a two digit display of database year on the 5-96* page, which willo!erflow to ero wrapped to the ne t line of the display.*he %- 11 has no Y2+ effects. *he Cegasus 3%/ under de!elopment for %-

11 has no Y2+ effects and will be the basis for the 3%/ under de!elopment forthe ?1? and %- 10 (-4 10 upgrade).

3or the /miths 3%4, in software $pdate ? ($?) and beyond, the 6 ; - *$* 3 - *9 message will be erroneously generated during the 6-" cycle

that begins in -ecember 1''' and ends in Eanuary 2000. *his transient flightdec# effect has been rectified in $pdate $?.Aes all Y2+ effects for !arious 3%4s. *able B lists applicableser!ice bulletins and ser!ice letters to upgrade Y2+ affected 3%4s. *hese

ser!ice bulletins and ser!ice letters address new 3%4 !ersions with operationalenhancements and software fi es in addition to Y2+ fi es.

569:*5 = 6 ;57 *5 6 /Y/*9% (56/).6-" effecti!ity chec#s are also performed on certain 56/s installed on some outof production models (?2?, ? ? 200, ?B? 100< 200< 00< /C, and -4 10). *heY2+ effects for these systems are significant, since crews will be unable tocomplete preflight procedures for the 56/, thus precluding dispatch. *he affected56/s are certain !ersions of =itton =*6 ?2:= and =*6 '2, and =itton has issueda ser!ice information letter, 7969: = /5= 0? dated Eanuary 2?, 1''8, toaddress these anomalies. /ome of these systems ha!e been retrofitted to post

production airplanes through a supplemental type certificate (/*4). peratorsshould contact the holder of the /*4 for additional information.

/ome -4 10 airplanes were fitted with the 56/ ?0 area na!igation system, andthe ground support software for this system is susceptible to Y2+ problems.:oc#well 4ollins has already informed 56/ ?0 operators that it will not supportthe system after 1'''.

7: $6- " /9- / 3*W :9 * = (7"/*). n important "oeing supplied support system is 7"/*, hosted on /un%icrosystems /C :42 and /C :4A wor#stations. 7"/* is used to generate

??? airplane information management system ( 5%/) airline modifiableinformation ( %5) files for tailoring 5%/ functionality and for ensuring 3%/functionality in the 3 6/ upgrade (Cegasus 3%4) on the ?A? and ?@?. *he$65F operating system for these wor#stations is affected by the Y2+ change.*he specific Y2+ supported !ersions are /un / B.1. Gu1 ;ersion " and /un /B.1.B, both currently a!ailable from /un %icrosystems. %5s are also used on the"oeing ?1?, %- 10, %- '0 (Cegasus), and %- 11 (Cegasus). *he %5s are
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generated by Honeywell, using the 7"/* hosted on /un %icrosystemswor#stations.

6" :- % 56*96 649 /Y/*9% ( %/).*he central maintenance computing (4%4) system on the ?B? B00 and the 4%4

function on the ??? are components of the :564 @2B defined %/.%aintenance messages are time and date stamped. *hese systems are notaffected, howe!er, because the maintenance messages are stored inchronological sequence and because no calculations are performed on thestored time and date stamps. *his also applies to the centrali>ed fault displaysystem and onboard maintenance terminal on the ?1? and %- 11.

"$Y9: 3$:65/H9- 9 $5C%96* ("39). "39 includes systems purchaseddirectly by operators from suppliers and certified by "oeing installation onoperators airplanes. "oeing will communicate to operators any information itobtains on "39 systems.

C /* -9=5;9:Y % -5354 *5 6/ * " 9567 5:C= 69/. 6umerous aftermar#et modifications to "oeing airplanes are a!ailable and may be purchasedfrom !arious modification agencies and airlines. *hese modifications, usuallyalterations made through the /*4 process, are not normally re!iewed orappro!ed by "oeing. %odifications designed by parties other than "oeing thatare performed on "oeing airplanes after deli!ery may affect the applicability of"oeing engineering, maintenance data, and spare parts. perators shouldcontact the holder of each /*4 for additional information regarding Y2+. "oeingwill communicate to operators any Y2+ information it obtains on systemsinstalled by /*4.

Summar s part of its preparations for the date rollo!er to Y2+, "oeing conducted anassessment of the airborne systems on its commercial airplane fleet. *hough allcomputing systems in use throughout the world are susceptible to problemsbecause of incompatibility between e isting and future date functions, the "oeingassessment showed that only a few of the airborne systems on its airplanes usethe date function. s a result, most are immune to potential problems with thedate rollo!er. 5n addition, no safety of flight issues related to Y2+ for airbornesystems e ist for an airplane in flight.

4ertain airborne systems on some "oeing models (?2?, ? ?, ?A?, ?@?, ?B?, and-4 10) will ha!e erroneous flight dec# effects following rollo!er to Y2+. lthoughmost of these systems will continue to function as designed, "oeing recommendsthat operators upgrade such affected systems. 3or the %- 80 and %- '0, noupgrade is considered necessary, but if a change is implemented for otherreasons, it will include a Y2+ upgrade and will be made a!ailable to thoseoperators who request it.


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!or "ore #nformationperators with questions about the effects of the Y2+ date rollo!er on airborne

systems in "oeing airplanes should contact their "oeing 4ustomers organi>ationrepresentati!e.

$a%le &

1. =ist of software functional areas that use date.

2. -etailed list of systems and line replaceable units (=:$) affected.

. 6umber of significant date digits (&1''?& or &'?&).

B. -escription of system effect of date rollo!er including maintenance functions

and databases.

A. 5f maintenance functions and databases are affected

-escription of function (e.g., shop faults, fault storage). 5s date used to sort or arrange dataI Will year &00& be sorted below &''&I

@. Cro!ide plans and schedules for systems and =:$s affected by date rollo!erto year 2000.

?. -escribe airplane and system le!el effect for not ma#ing change.

8. 5dentify any tools, test equipment, processes, or other airplane customerdeli!erables that may be affected by date rollo!er.

$a%le 2

ir control systems !ionics systems

4abin systems -isplays 9lectrical systems 3light systems 3uel systems %echanical< hydraulic systems Cayloads Cropulsion


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a##licable 20078 or'egas(s

)-)/)6) 2007 Yes !ot

a##licable

C(rrent20078 or'egas(s

oneywell 6

)-)/)6) Meg. 'I' !o Yes !ew 'I'8or'egas(s

oneywell )

MD+ 0 +92-8 +926 Yes !ota##licable See notes oneywell

MD+90 +90 Yes !ot

a##licableSee notes oneywell

!otes:

. & 0 re;(ires , MC& hardware. All versions software loadable.

2. 1oad 0 and #rior versions r(n on S2,2" 02+-- hardware.

*. 1oad r(ns on both S2,2" 02+-- and +--2 hardware.

,. 1oad 2 re;(ires S2,2" 02+--2 hardware. 1oad , is available. Software

loadable.

-. D(e to #arts obsolescence8 007 dis< flight management com#(ters 3FMC4 willnot be s(##orted by oneywell after December 999.

6. C(rrent+delivery 2007 FMCs have o#erational software 'S,0-2-20+ 268 + 2)8+ 6 8 and + 62. ardware #art n(mbers are S2,2" 02+2268 +22)8 +**08 and +** .

). An (#graded 'I' version is #lanned. Software loadable. 'egas(s (#grade re;(ireshardware and wiring changes for F(t(re Air !avigation System 3FA!S4f(nctionality.

. !o (#grade is considered necessary8 b(t if an o#erator considers the dis#layanomaly significant8 an (#date to the 'egas(s FMS is available.


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Regulator Re)uirements for 'urrent *avigation Data*he 5nternational 4i!il !iation rgani>ation requires each contracting state tocollect, process, publish, and distribute the aeronautical information needed toensure the safety, regularity, and efficiency of air na!igation. *hese data are

contained in the charts and approach plates that are required to be a!ailable, andmaintained to currency, for flight planning departments and flight crews. *hecharts and the corresponding embedded na!igation database are updated on a28 day cycle, and updated on the airplane using a software data loader.$pdating na!igation systems on the due date is important because na!igationdata can undergo significant changes between cycles. $sing data before thescheduled date can cause the same errors as using old data. *o support therequirement to update all na!igation systems on a specific date, many operatorscarry two cycles of data. n the gi!en date, the ne t cycle database is selectedfor use. :egulations require operators to ha!e current aeronautical data for eachairport they intend to use in order to ensure a safe operation at that airport.

$a%le +

=eleased Flight Management Com#(ter Service >(lletins and Service 1etters

Model FMCversionService

b(lletin Service letter !otes

)*)+*00/+,00/+-00 Single &).-

)*)+*,+,,,- ?an 9

)*)+S1+*,+*

2* Feb 9

)*)+*00/+,00/+-00 D(al &).-

)*)+*,+,,-- ?an 9

)*)+S1+*,+*

2* Feb 9

)*)+*00/+,00/+-00 Single & .-

)*)+*,+,,6- ?an 9

)*)+S1+*,+*)

2* Feb 9

)*)+*00/+,00/+-00 D(al & .-

)*)+*,+,,)- ?an 9

)*)+S1+*,+*)

2* Feb 9

),)+,00 1oad @later

),)+*,+2*-9

),)+S1+*,+-6

grade from +-- to+--2 /
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6 ?(l 92 2- A(g 92

),)+,00 1oad , '),)+*,+26 -May 9

+--2 / re;(ired

),)+,00 1oad , B),)+*,+26 6May 9

+--2 / re;(ired

),)+,00 1oad , == ),)+*,+26 )May 9

+--2 / re;(ired

),)+,001oad , B> F

),)+*,+

26May 9 +--2 / re;(ired

)-) 007 )-)+*,+0066 Feb 92

)-)+S1+*,+-2+>

Mar 9*

iring to (#grade from+ /+)

)-) 2007 )-)+*,+0

?(l 96

)-)+S1+*,+09*+>2, May 96

grade to +226

)-) 2007 )-)+*,+0 9

0 A(g 9-

)-)+S1+*,+09*+> grade to +**0

)-) 2007 )-)+*,+0 -*29 May 9)

)-)+S1+*,+090 ?(n 9)

grade to +22)

)-) 2007 )-)+*,+0 -,26 ?(n 9)

)-)+S1+*,+0

0 ?(n 9)grade to +**

)6) 2007 )6)+*,+0226 Se# 96

)6)+S1+092+> grade to +**0

)6) 2007 )6)+*,+0222

)6)+S1+092+>

grade to +226


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* !ov 9)

)6) 2007 )6)+*,+0266

2 Mar 9

CCSD+*,+0 26 Mar 9

grade to +**

)6) 2007 )6)+*,+0266

2 Mar 9

)6)+S1+092+> grade to +22)

,im -uffa.er Crincipal 9ngineer 4ustomer /er!ices"oeing 4ommercial irplane 7roup

Roger *icholsonCrincipal 9ngineer

irplane /ystems"oeing 4ommercial irplane 7roup

Susan $an.ersleCrincipal 9ngineer

irplane /ystems"oeing 4ommercial irplane 7roup

!or/ard 1oo.ing #nformation #s Su% ect to Ris. and Uncertaint4ertain statements on this site and related sites contain &forward loo#ing& information thatin!ol!es ris# and uncertainty, including discussions of plans for addressing the Year 2000challenge, timetables for accomplishing such plans, and the costs of implementing such plans.

ctual future results and trends may differ materially depending on a !ariety of factors, includingthe 4ompany s successful e ecution of internal performance plans including technical solutions tothe Year 2000 problem, and performance issues with suppliers, subcontractors and customers.

dditional information regarding these factors is contained in 3orm 10 for third quarter 1'''and the 4ompany s nnual :eport on 3orm 10 + for the year ended 1''8.

1998 q3-readiness of boeing airplanes for year 2000 operations

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