CARGO DOOR’S Depressor Seal. Depressor Seal. Damaged Depressor Seal. Damaged Depressor Seal. DAMAGED Depressor Seal. Background.
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CARGO DOOR’S Depressor Seal
Damaged Depressor Seal
Damaged Depressor Seal
How does it work ?
Y = f(X)
What is important to the organization ?
8-Blocker, Fishbone, CTQ, Process Flow
How much can the existing process improve ?
What are the critical factors ?
Hypothesis testing, Regression
How to reduce variation, time, cost, defects ?
How to maintain improvement ?
DEFINE & MEASURE
Master Black Belt
Cause and Effect
Guiders set up of Hi-Loader
Hardness of depressor seal
Condition of container
Using of stoppers in
A/F Protection Guiders
Condition of stoppers in a/c
A/C Door size
Existing Loading/ Offloading Process
Descriptive Statistics for all DSD (2001 – 1st Qtr of 2008)
Calculation of Z-ST & Z-LT
Control Vs Technology
Zlt =- 0.66
Zshift = Zst - Zlt
Need better control
Technology is fine
Where we are now
Control is fine
0.0 3.0 6.0
86 % of DSD is related to B-747 ,while 14 % is related to other fleet type.
53% OF DSD took place in Jeddah and Riyadh stations
Determination of the existence relationship between the number of DSD and some other variables is measured by the value of the correlation coefficient “R”. The Correlation Analysis and its “R” value is shown in the table below:
Based on the above table , it is clear that the total number of DSD is linearly correlated to JED & RUH operation and B-747 fleet.
Note: Data Source :ARP-TSV
One of the major causes of DSD incident is loading and off loading operation
on the A/C. B-747 A/C and B-777 A/C are very identical in terms of :
1- Loading / off-loading operation
2- Shipment types and size (ULD’S & Pallets)
3- Equipment used for loading/off-loading operation.
* Components Removals for years 2003,2004,2005,2006,2007 data Source :ARP-TSV
Question :- Does the operation volume of A/C B-747 and A/C B777 is significantly Different ?
Test of Hypothesis is used to compare the mean of B-747 NO. revenue dept and the mean of B-777 NO. revenue dept.
Analysis of Variance
Source DF SS MS F P
Factor 1 47383681 47383681 60.17 0.000
Error 54 42525739 787514
Total 55 89909420
Individual 95% CIs For Mean
Based on Pooled StDev
Level N Mean StDev -------+---------+---------+---------
B-747ALL 28 4086.8 851.0 (---*----)
B-777 28 5926.5 922.4 (----*---)
Pooled St Dev = 887.4 4200 4900 5600
Answer : Yes
Because the P-value = 0.000 , < 0.05 , we conclude that there is a statistical
difference between the two means and the mean of B-777 NO. revenue dep.
33 % OF DSD was located on the left side of A/C CGO doors, while 14 % of DSD was
On right side of A/C CGO doors.
The analysis revealed that:
1- Hi-loader’s protection guiders
setting is considered as
the major cause of DSD.
2- Damaged and heavy ULDs
are another cause of DSD in
the absence of proper setting
of Hi-loader’s protection guiders and the operator stand alone on the right side of A/C cargo door.
3- Cargo door of B-777 has less DSD due to :
A- Bigger door size in width.
B- It has protection guide fitted in A/C’s cargo door (help in offloading).
1. Hi-loader protection guiders
must be adjusted within A/C
Cargo door width.
2. Damaged ULD’S should not to be used.
3. ULD’S weight must be controlled to avoid loading of heavy ULD’S.
4. Assistance must be requested
by the operator in case of facing
5. Damaged ULD’s should
not be loaded side door.
6. Any failure of PDU should
be reported by the operator.
IMPROVE & CONTROL
Process Fixes & Control
Causes of Variation
-Monitor the processes of loading and offloading.
- Perform the random inspection.
- Monitor DSD trend.
Implementation of project recommendations will yield the following :-