New Maint Philo


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This presentation gives a brief overview of the new maintenance philosophy.

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New Maint Philo

  2. 5. On-condition Maintenance vs Reliability-Centered Maintenance <ul><li>OCM </li></ul><ul><li>Repair Only What Is Broken </li></ul><ul><li>Maintenance Is Unplanned </li></ul><ul><li>Maintenance Driven by Equipment Conditioner or Lowest Rs/Shop Visit </li></ul><ul><li>(What's Easiest Today) </li></ul><ul><li>RCM </li></ul><ul><li>Repair Not Only What Is Broken but What is Likely to Fail Before a Defined Time </li></ul><ul><li>Focus is Planned Maintenance </li></ul><ul><li>Facilitates Resource </li></ul><ul><li>Requirements Predications </li></ul><ul><li>Maintenance Based on </li></ul><ul><li>LCC & Value </li></ul><ul><li>(What's Best for the Long Term) </li></ul>
  3. 6. Information Management Model-Based Reasoning,Trending, Pattern Recognition (Enhanced Diagnostics, Fault Isolation) Operational Loads/Usage Monitoring Structures, Landing / Arresting Gear Gun, EPS Starter/Generator CSMU (Write Cycles) Capacity Trending 28 & 270 volt Batteries Cryo Cooling Capacity ESA (loss of Elements) OBIGGS / OBOGS HIPPAG Recharge Rate Enhanced Sensor Technologies Engine - FOD Detection, Oil Debris, Oil Condition, Blade Tip Monitoring, Vibration Monitoring SDLF - FOD Detection, Oil Debris, Oil Condition, Shaft Alignment / Torque, Clutch Wear / Vibration Brake Temperature Landing Gear (Strut Servicing, ‘Smart Tire’) Auto Calibration / Gain Trending Radar Displays Fuel Probes Stick & Throttle Performance Monitoring / Trending PTMS (IPP, Filters, Reservoirs, Coalescer, etc.) Hydraulic System (Pumps, Filter, Reservoirs, Accumulators) Fuel System (Pumps, Valves, Heat Exchanger) Weapon Bay Door Drive (Pump Speed & Swashplate Angle) Rotary Actuators, EHAs Weapon Racks OBIGGS Filter Cross-Comparison (Redundancy Management) Flight Controls (VMC, Inceptors, EHAs, Sensors) EPS (Degraded modes, Emergency Power) Fuel Probes Automated Testing WBDD Actuator Backlash External Fuel Tanks RIOs, VSP Software Nose Wheel Steering Friction Collar CSMU (Periodic Read/Write Testing) Aircraft Wiring Off-Board Technologies Diagnostic Tools Intelligent Help Prognosis Models PHM Is an Integral Part of Every Facet and Subsystem of the Weapon System Joint Strike Fighter Prognostics and Health Management
  4. 8. The Engineering Paradox <ul><li>Universities teach engineers to build </li></ul><ul><li>things that never fail--but they fail! </li></ul><ul><li>Universities teach engineers about </li></ul><ul><li>entropy--but most engineers can’t </li></ul><ul><li>calculate maintenance demands to </li></ul><ul><li>prevent or overcome deterioration </li></ul><ul><li>Propaganda traps us into “dynamic </li></ul><ul><li>inaction”—we look busy but no attempt to do </li></ul><ul><li>Life Cycle Costs (LCC). </li></ul>
  5. 9. The Elephant is like …
  6. 10. Breaking The Paradox <ul><li>Reliability is the probability that a </li></ul><ul><li>device, system, or process will perform </li></ul><ul><li>its prescribed duty without failure for a </li></ul><ul><li>given time when operated correctly in a </li></ul><ul><li>specified environment </li></ul><ul><li>Reliability problems are entropy driven </li></ul><ul><li>failures which cost money and require </li></ul><ul><li>trade-off considerations based on LCC </li></ul>
  7. 11. Maintenance Program? <ul><li>The days of doing maintenance just for the sake of maintenance or because it makes us ‘feel good’ are past. </li></ul><ul><li>Studies have revealed that technicians performing maintenance based on ‘tribal knowledge’ rather than the OEM’s approved maintenance program have generated errors. </li></ul><ul><li>In other cases, technicians performing approved maintenance that was not necessary have also generated maintenance errors. </li></ul><ul><li>Each time we provide technicians access to an aircraft, we also provide the potential for that technician to inadvertently induce an error. </li></ul>
  8. 12. Maintenance Program Today <ul><li>The modern aircraft, although extremely complex when compared to its older predecessors, requires less and less maintenance. </li></ul><ul><li>Nowadays, maintenance costs represent only a fraction of total operating costs. </li></ul>
  9. 14. AIRCRAFT OPERABILITY <ul><li>LOWER MAINTENANCE RELATED COSTS </li></ul><ul><li>BETTER OPERATIONAL RELIABILITY </li></ul><ul><li>BETTER AIRCRAFT AVAILABILITY </li></ul><ul><li>A higher level of aircraft operability will require an integrated HEALTH MANAGEMENT approach, which is at the heart of the TATEM concept. </li></ul>
  10. 15. &quot; T echnologies A nd T echniques for n E w M aintenance concepts&quot;
  11. 16. &quot; T echnologies A nd T echniques for n E w M aintenance concepts &quot; <ul><li>A four-year, €40 million ($50 million) project co-funded by the European Commission under its Framework 6 research programme that aims to cut future generation aircraft maintenance costs by 50% within 20 years. </li></ul><ul><li>TATEM research and technology project has now identified 19 top-level requirements and is working to apply these principles. </li></ul>
  12. 17. AVIONICS <ul><li>Today - Built-In Test equipment - conventional avionics architectures </li></ul><ul><li>Complex boards - more and more integrated components - complex troubleshooting - long maintenance cycles </li></ul>
  13. 18. AVIONICS <ul><li>Future - Highly Interactive and Distributed Avionics Architectures. </li></ul><ul><li>&quot;Selective Passivisation&quot; - To enable an avionics computer to continue some part of its functionality even when a hardware or software failure occurs </li></ul><ul><li>&quot;Disposable Electronics&quot; - Meeting functional performances whilst dramatically decreasing maintenance costs. </li></ul><ul><li>Maintenance-free avionics that require no scheduled maintenance work. </li></ul>
  14. 19. ENGINES <ul><li>European Project - OBIDICOTE - ( On Board Identification, Diagnosis and Control of gas Turbine Engines )- Health Monitoring of the core engine components (turbines etc.). </li></ul><ul><li>Also to improve engine health monitoring by fusing engine performance data with vibration analysis. </li></ul>
  15. 20. STRUCTURES <ul><li>Structural Sensing Systems - Monitoring of the airframe structural elements and landing gear. </li></ul><ul><li>Integrated Systems for the detection of flaws can not only increase safety but also facilitate inspection of parts of the structure that are not accessible during normal aircraft operation or simple checks. </li></ul>
  16. 21. STRUCTURES <ul><li>Health Monitoring systems can be used to shift the repair actions to dates where they can be included into scheduled, bigger maintenance actions in a more clever way. </li></ul>
  17. 22. UTILITIES <ul><li>Incorporate local control electronics into the systems - System monitoring without the need for additional sensors. </li></ul><ul><li>Electro-hydraulic Actuators (EHA) and Electromechanical Actuators (EMA). </li></ul><ul><li>Micro-controllers - in place of the conventional contactor and relays in Electrical power distribution systems - monitoring the health and performance of the electrical loads as well as the electrical power generation and distribution system. </li></ul>
  18. 23. DATA MANAGEMENT <ul><li>Post-flight analysis now - using ground-based analysis systems. </li></ul><ul><li>Future - An integrated data management system which will enable data to be communicated in a common format. </li></ul><ul><li>Onboard communication media, air to ground communications media, air and ground computing resources and data storage and access devices. </li></ul><ul><li>Signal processing techniques (e.g. fuzzy logic, neural networks, model-based reasoning), which can be used to convert data into information about the health of the systems. </li></ul>
  19. 24. GROUND CREW SUPPORT <ul><li>Line mechanics spend 30% of their time trying to access information to diagnose and rectify failures. </li></ul><ul><li>Human error in the maintenance task has been estimated as contributing to 15% of aircraft accidents. </li></ul><ul><li>Current maintenance activities can be inefficient in the use of the maintainers’ skills. </li></ul>
  20. 25. GROUND CREW SUPPORT <ul><li>System-oriented approach to a Process-oriented approach. </li></ul><ul><li>The right Technical Data and tools necessary to complete those tasks. </li></ul><ul><li>Today’s structure and content of the aircraft Technical Data cannot be considered optimized with regard to these processes. </li></ul>
  21. 27. GROUND CREW SUPPORT <ul><li>Enable the rapid update of the technical information onboard the aircraft to support the operability driven aircraft approach. </li></ul><ul><li>Human interface technologies to provide the ground crew with information, data and advice at the point of work. </li></ul>
  22. 29. AIRCRAFT / FLEET HEALTH MANAGEMENT <ul><li>Novel on-board sensor technology to gather data from the aircraft (avionics, utilities, actuation, engines and structures), to feed prognostic or diagnostic systems. </li></ul><ul><li>The integration of prognostic data into the maintenance planning process so that pro-active maintenance activities can be performed. </li></ul><ul><li>Improvements to scheduling and the preparation of maintenance actions (e.g. inspections) through an implementation of a full digital process from scheduling (based on health data) to maintenance task sign-off through digital generation of job cards. </li></ul>
  23. 30. GROUND CREW SUPPORT <ul><li>For line maintenance - emerging technologies - comprehensive picture of the aircraft condition and its foreseeable serviceability. </li></ul><ul><li>Human Factors issues - maintainability life cycle. </li></ul><ul><li>Focus on embedded training technologies - train the ground crew within the operational environment - use the advanced HMI features - evaluate the proficiency of trainees. </li></ul><ul><li>Diagnostic methods to identify and locate failures and malfunctions and so reduce the incidence of ‘no fault found’ alarms. </li></ul>
  25. 33. FUTURE WEAPONS <ul><li>AIR TO AIR - ACTIVE SEEKER MISSILES WITH RANGE OVER 100 M </li></ul><ul><li>NEW GENERATION A4M </li></ul><ul><li>AIR TO GROUND MISSILES - STANDOFF RANGE BEYOND 250 KM </li></ul><ul><ul><li>CONTOUR MATCHING CRUISE MISSILES </li></ul></ul><ul><ul><li>LOITERING FEATURE– DATA LINKING </li></ul></ul><ul><li>HELICOPTER ARMAMENT </li></ul><ul><li>ARMED UAV </li></ul><ul><li>ANTI RADIATION MISSILES </li></ul><ul><li>SENSOR FUZED WEAPONS </li></ul>
  26. 34. INTERNATIONAL QUALITY MANAGEMENT STANDARD - AEROSPACE INDUSTRY <ul><li>EN 9100 - Europe </li></ul><ul><li>AS 9100 - United States </li></ul><ul><li>SJAC 9100 - Far East </li></ul><ul><li>AS EN SJAC 9100 is based on the philosophy of the integration of key aerospace industry concepts with the generic quality management principles contributed by ISO 9001. </li></ul>
  27. 36. Lean is… <ul><li>“ Eliminate all costs which do not add value to a product or process” </li></ul><ul><li>“ Becoming ‘lean’ is a process of eliminating waste with the goal of creating value” </li></ul>
  28. 38. Maxim 1 <ul><li>OLD </li></ul><ul><li>Maintenance is about preserving physical assets </li></ul><ul><li>NEW </li></ul><ul><li>Maintenance is about preserving the functions of assets </li></ul>
  29. 39. Maxim 2 <ul><li>OLD </li></ul><ul><li>Routine maintenance is about preventing failures </li></ul><ul><li>NEW </li></ul><ul><li>Routine maintenance is about avoiding, reducing or eliminating the consequences of failures </li></ul>
  30. 40. Maxim 3 <ul><li>OLD </li></ul><ul><li>Most equipment becomes more likely to fail as it gets older </li></ul><ul><li>NEW </li></ul><ul><li>Most failures are not more likely to occur as equipment gets older </li></ul>
  31. 41. Maxim 4 <ul><li>OLD </li></ul><ul><li>There are three basic types of maintenance: </li></ul><ul><li>predictive </li></ul><ul><li>preventive </li></ul><ul><li>corrective </li></ul>
  32. 42. Maxim 4 <ul><li>NEW </li></ul><ul><li>There are four basic types of maintenance: </li></ul><ul><li>predictive </li></ul><ul><li>preventive </li></ul><ul><li>corrective </li></ul><ul><li>detective </li></ul>
  33. 43. Maxim 5 <ul><li>OLD </li></ul><ul><li>Comprehensive data about failure rates must be available before it is possible to develop a really successful maintenance program </li></ul><ul><li>NEW </li></ul><ul><li>Decisions about the management of equipment failures will nearly always have to be made with inadequate hard data about failure rates </li></ul>
  34. 44. Maxim 6 <ul><li>OLD </li></ul><ul><li>If both are technically appropriate, fixed interval overhauls/replacements are usually both cheaper and more effective than condition-based maintenance. </li></ul><ul><li>NEW </li></ul><ul><li>If both are technically appropriate, condition-based maintenance is nearly always both cheaper and more effective than fixed interval overhauls/replacements throughout the life of the asset. </li></ul>
  35. 45. Maxim 7 <ul><li>OLD </li></ul><ul><li>The quickest and surest way to improve the performance of an existing &quot;unreliable&quot; asset is to upgrade the design </li></ul><ul><li>NEW </li></ul><ul><li>It is nearly always more cost-effective to try to improve the performance of an unreliable asset by improving the way it is operated and maintained, and only to review the design if this cannot deliver the required performance </li></ul>
  36. 46. Maxim 8 <ul><li>OLD </li></ul><ul><li>It is possible to find a quick, one-shot solution to all our maintenance effectiveness problems </li></ul><ul><li>NEW </li></ul><ul><li>Maintenance problems are best solved in two stages: </li></ul><ul><li>(1) change the way people think </li></ul><ul><li>(2) get them to apply their changed thought processes to technical / process problems - one step at a time </li></ul>