1. HUMS 101
Heli-Expo
March 4, 2013
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2. D.B. “Danny” Green
US JHSIT HFDM, HUMS IWG
Member, HUMS Reporting
Member of the HAI Technical
Committee, IHST HeliShare
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3. Rules of the road
• It’s a workshop: Participate, ask questions, interact,
network, laugh at my jokes and bail me out when I get in
over my head.
• Be nice I’m doing this for free.
• If “what happens in Vegas stays in Vegas” I’m wasting
our time here. My goal is for you will leave today having
gained some additional knowledge and information on
CBM for use in the operational safety and maintenance of
your fleet.
• The IHST does not endorse any commercial products or
services.
• Have Fun!
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4. Welcome To Las Vegas
What to Expect Today What not to Expect Today
• HUMS Terminology • Sales Pitch (I’m only selling proven
• Life Lessons concepts not endorsing products)
• Tricks of the trade • Extensive Vibration Training
– A Perfect Storm • Engineering, Theory and or Scientific
– How do we do it? Debates
• Equipment Offerings
– References
• Interactive Case Studies
• Q&A
• Free Beer as soon as I’m done!
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5. Current Responsibilities
 HUMS Manager (Aviation Vibration Data Analyst)
 17 VHM (Honeywell VXP), 2 HUMS (BHT BHVMS)
 HFDM Analyst
 16 (Appareo Vision 1000)
 HFDM Engineer
 Manage Tool Calibration Program
 Lean Six Sigma (Black Belt) Project Facilitator
 RCA Team Member
 Fleet Size approximately 35 aircraft
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6. The Basics of
Vibration Monitoring
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7. HUMS/CBM Benefits
CBM has some Benefits over scheduled maintenance:
•Improved system reliability
•Enhanced Safety
•Decreased maintenance costs
•Increased Readiness
•Operation and Support cost benefits
•Reduction of human error influences.
•Other Intrinsic Benefits:
•Increased pilot confidence
•The ability to monitor health of an entire fleet, regardless of physical location
• As the program matures, the potential to predict when certain faults will
occur, based on historical data and specific aircraft data
•The ability to more effectively plan maintenance actions over the long-term
Reference the IHST HUMS Toolkit (IHST.ORG) for complete details
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8. HUMS Terminology
Health Usage Monitoring Systems (HUMS):
Equipment, techniques, and procedures by which selected aspects
of service (Usage) history can be determined in addition to the
vibration monitoring of a typical VHM system . Simply put, HUMS is
a VHM system that taps into flight and engine data through the use
of the aircrafts’ “black boxes” thus providing a more comprehensive
look @ the data.
Vibration Health Monitoring (VHM):
Use of data generated by processing vibration signals to detect
incipient failure or degradation of mechanical integrity. A VHM
system typically comprises of, vibration sensors and associated
wiring, data acquisition and processing hardware, the means of
downloading data from the helicopter, the ground station, and all
associated instructions for operation of the system (strictly an
external vibration monitoring system).
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9. CBM VS PdM
• Condition Based Maintenance (CBM): Simply
described, as maintenance when need arises. This
maintenance is performed after one or more indicators
show that equipment is going to fail or that equipment
performance is deteriorating.
• Predictive Maintenance (PdM): In my humble opinion,
the exact same as condition based maintenance i.e.
using various technologies and methods along with
prescribed preventative maintenance schedules to make
intelligent advanced maintenance decisions.
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10. Before you start
Identify detailed requirements:
• Benefits vs. Cost
• Available Equipment
– VHM, HUMS
– T.C., STC
– Carry-On
START HERE
• Required Personnel ISHT.ORG
– Analyst
– Maintenance Support
– I.T. Support
• In-House or Contract Analysis
• Regulatory Requirements
• Contractual Requirements
• I.T. requirements
• Training Requirements
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11. The latest IHST Toolkit: HUMS Jason Alamond
Lance Antalock
Terese Hasty
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12. Content developed
by leading
industry HUMS
experts.
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13. Resources include
reference materials, a
listing of equipment
providers and actual case
studies.
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14. IHST.ORG
DATA
TOOLS
PRESENTATIONS
VIDEOS
NEW !!!
TRAINING
FACT SHEETS
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15. Life Lessons Learned from a HUMS Analyst
1) If you are going to fly around with the added weight and cost of the
equipment…USE IT!
2) Weekly downloads are insufficient for timely and accurate analysis.
– Daily is preferred but between flights is becoming regular
practice in some operations due to the length of flights.
3) Communicate, Communicate, Communicate
– Pilots, mechanics, dispatchers, written reports, i.e. logsheets,
inspection forms AOCRs follow the clues.
4) Be curious, be nosey, be a pain in the butt, ask why 5 times, just
get the answers (we’re talking CSI stuff here)!
5) Being wrong is okay, being scared of being wrong is not. Humility
while painful, could cost or save lives!
6) When in doubt seek a higher power (someone has probably seen it
before) paralysis through analysis is unacceptable!
D.B. “Danny “ Green
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16. Tools/Tricks of the Trade
• Vibration Monitor Data
• Vibration Spectrum Data
• Vibration Signature Data
• Logsheets, Inspection Forms, AOCRs
• Trending
• Limits/Rate of Change
• Aircraft Advisories, Fault logs, Exceedences
• Proper Interviews:
– Pilots, Mechanics and anyone else who may know anything about the
conditions in question.
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17. Monitor Data
Monitor data is amplitude and time. The data is
collected and filtered to view specific components.
Alarms are developed by trending the data over a period
of time. Monitor data should be reviewed daily at a
minimum to check for any questionable change in
vibration levels.
– Monitor data is collected automatically on the VXP when rotor
speed reaches 96% (different systems vary).
– The Bell BHVMS collects Survey Data based on regime
recognition and collects Monitor Data @ 120 knots.
This data should be downloaded and analyzed daily.
Monitor data is the lifeblood for any CBM program.
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18. Monitor View
Honeywell
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19. Signature/Spectrum Data
Spectrum/Signature data is Amplitude and Frequency.
• Spectrum data is a very powerful tool. It allows you to perform in depth
analysis in real time. Spectrums provide a detailed view which may
include harmonics, side bands and resonance. It allows the user to
determine imbalance from misalignment, tooth wear from missing teeth,
looseness etc.. Spectrums can be generated when a monitor alarm is
exceeded for that component or to address a pilot complaint.
• Complete aircraft signatures must be manually generated using
predetermined routes or operator determined routes. To get the full
power available from signatures, a base line signature should be taken
on each aircraft when new or equipment is first installed.
• Signatures should also be taken prior to major inspections and when
the aircraft is released back into service.
A very underused tool that can solve so may problems and answer so many
questions before the pilot ever shuts down!
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20. Signature/Spectrum Continued
Honeywell
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21. Paperwork
Laugh if you will, but everyday starts with a cup of coffee and
logsheets. In my opinion logsheets are one of the most overlooked
tools of our trade (and I’m going to drink coffee anyway). Statistics
show and I will back them up 100% that one of the most frequent
failure detections is post maintenance. By studying the previous
nights maintenance prior to my analysis, I already know what was
worked on, what part was changed, chip lights, pressures and what
the pilot thinks they might be feeling.
Now, armed with this information, I can dive into my analysis already
knowing the details and go looking for trouble or better yet, already
have the answer in hand to address several questions on my screen!
I have found this method both extremely effective as well as efficient!
This method is also very effective post inspection with Inspection
Forms .
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22. Trending
• In my humble opinion, if you aren’t trending, you don’t
even have a program, you are simply going through the
motions.
• I am a fan of daily trending each condition indicator (CI)
against itself on that airframe as well as against the
entire fleet. Changes will show long before ANY alarm
and this allows time for planning or immediate action if
required.
• Red, Yellow and Green indicators are great for the first
line of defense ( flight line maintainer) but other than
being used for a “heads up”, a successful analyst cannot
predict failures based on these indicators nearly as far in
advance, if at all.
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23. Limits (My Way)
 We (I) establish our own limits based on trend data from our fleet
averages and aircraft averages over extended time. We also
compare our limits against the programs preset alarms and alerts.
Those thresholds are calculated statistically based on data available
to Honeywell, primarily using fleet average plus 4 and 6 sigma.
 We have found through our experience and daily trending using rate
of change, that we are not necessarily comfortable with the OEM’s
limits even if known or available.
 After identifying certain component premature wear well before any
exceedences, we hsve determined that we were able to achieve
much lower limits in many cases and have adjusted our limits
accordingly.
 In doing so we have realized less premature wear on certain
components, less airframe cracking issues and fewer unexpected
failures.
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24. Rate of Change
 Rate of change is a very reliable indicator, especially
when trended over time comparing a particular aircraft
with itself and the fleet.
 Rate of change is often the key to detection of an
evolving defect which is why daily trending is mandatory.
 Many CIs have no limits established by the OEM even if
the OEM supports the HUMS.
 Many OEM limits are set to support warranties
 Limits driven by warranties may not support key CBM
objectives to minimize:
Wear of mechanical drive train components.
Structural usage of airframe skins, frames and
attachment fittings.
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25. Aircraft Advisories, Faults and
Exceedences
A typical vibration system will usually include advisories,
faults and exceedences. It is important for the front line
maintainer to become familiar with and use these tools on a
daily basis.
 Advisories: limits exceeded, time exceeded, maximum
amplitude etc.
 Faults: a built in test that tests the sensors for proper operation
 Exceedences: Red, Yellow, Green indicators to give a quick
glace of a CI’s condition.
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26. Most Common Findings:
 Main Rotor: Shear Restraints, Trim Tabs, Isolation Mounts,
Bearings
 Tail Rotor: Bearings, Trunnions, Blades, Gearboxes
 Tail Rotor Drive: Hanger Bearings, Drive Shafts, Hanger
Bearing Mounts and Airframe Cracks
 Main Transmission: Output Shafts, ECU Drive
 Engines: FOD, Worn Mounts, Oils Pumps, Shafts
 Oil Coolers: Fan/Blower Bearings, Trash
 Starters: Bearings, Brushes, Looseness
 Hydraulic Pumps: Shafts, Seals, Drives and Stripped Studs
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27. Equipment Options
and Resources
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28. Equipment Options
Company Name Website Description
Eurocopter www.eurocopter.com Their Modular Aircraft Recording Monitoring System is
(M’ARMS) The HUMS installed on several Eurocopter
models. Benefits include improved safety and early detection
of impending mechanical failures. It also allows cockpit voice
and video recording, as well as usage and quick-access
recording.
GE Aviation www.geaviation.com Their Integrated Vehicle Health Management (IVHM)
technology is available for both rotary- and fixed-wing
platforms. They recently acquired Smiths Aerospace, formerly
Stewart Hughes.
Goodrich/UTC Aerospace System ww.goodrich.com A primary supplier of HUMS for military and commercial
aviation. Provides both the Integrated Mechanical Diagnostics
- Health and Usage Management System (IMD - HUMS) and
the Integrated Vehicle Health Management System (IVHMS),
both of which provide advanced diagnostic information to
maintainers. These products contribute to increased safety
and enhanced maintenance planning.
Honeywell www.honeywell.com Best known for their VXP Health Monitoring System, which is
fully certified and designed to support future upgrades.
Benefits of this system include more effective maintenance,
the latest advancements in technology, Now offering the Zing
line of products.
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29. Resources
Title Author Date
Health and Usage Monitoring Systems Toolkit IHST HUMS IWG January, 2013
Reliability Centered Maintenance II Moubray, J, 1997
Helicopter Flight Data Monitoring Toolkit 2nd edition IHST HFBM IWG 2011
Vibration Health and Usage Monitoring for the AW139 Honeywell/Hobgood, T. 2007
Condition Based Maintenance Definition Wikipedia January, 2013
MSG-3 in the Helicopter World Jessen, L., Jenkins B. January 2011
IHST.ORG
Edition I Edition II
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30. Interactive Vibration Case Studies…
Can you Analyze the Problem?
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31. AW139 Worn Hydraulic Pump Case Study
Noticed increased vibration trending on the
#2 input hydraulic pump. No limits were
exceeded but when the aircraft was down
?
for other maintenance, the pump was
removed to inspect based on this data and
?
the worn pump drive shaft was found as
well as damage to the pump.
? ?
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32. Hanger Bearing Case Study
#1 hanger bearing showed increased Broad Band
Vibrations (1P and 2P were normal). After visual
inspection and rotational check for smoothness, the
bearing was greased. Grease solved problem for
several days but the problem would return (see
below). This process was repeated until the aircraft ?
was available for the next hangar check (very large
job, remote a/c) and the bearing could be changed.
?
Replacement solved the problem and upon teardown
and root cause inspection, it was noticed that the
balls were riding across the outer race once the fresh
grease would break down? increasing the Broad
thus
Band vibes.
?
? 9.26 mm 7.5 mm
? ? ?
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33. AW139 T/R Paddle Change
?
?
STOP WORK AUTHORITY Used
(A/C Grounded Immediately)
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34. 430 Main Rotor F/A and Vertical Increase
?
?
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35. AW139 MGB Lateral
?
?
? ?
?
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36. MGB TRDS Output Adapter Flange Pre TB139-176
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37. TB 139-176
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38. QUESTIONS?
D.B. “Danny” Green
Mobile 985.768.1823 Office 601.749.4059
dannygreen@chevron.com
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