Boeing Defense, Space & Security PhantomWorks Copyright © 2014 Boeing. All rights reserved. OSST-II Overview Presenter: Doug Knapp 1 Society of Reliability

Boeing Defense, Space & Security

PhantomWorks

Copyright © 2014 Boeing. All rights reserved.

OSST-II OverviewPresenter: Doug Knapp

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Society of Reliability Engineers (SRE) Huntsville Chapter, RAM VII Workshop

04 Nov 2014Distribution Statement A: Approved for public release; distribution is unlimited.

This research was partially funded by the Government under Agreement No. W911W6-11-2-0003. The U.S. Government is authorized to reproduce and distribute reprints for Government purposes notwithstanding any copyright notation thereon.


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Distribution Statement A: Approved for public release; distribution is unlimited.

Operations Support and Sustainment Technologies Phase II (OSST-II)

Background: Army desires to transition aviation fleet to Condition Based Maintenance (CBM)

Purpose: Technology development and demonstration to TRL4 (component and/or breadboard validation in laboratory environment)

Objectives: Continue development and demonstrate 2016 Army S&T O&S metrics

Scope: Electrical Project Propulsion Project VMS Project (Vehicle Management System)

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CBM Program Objectives and Key Enablers

OSST-II Program supports Army CBM Program

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Courtesy U.S. Army


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Metrics

Predicted contributions to 2016 Metric Goals

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2016 S&T O&S Metric Goals(2005 Fielded Aircraft Baseline) (P

) Pro

pu

lsio

n

(E) E

lect

rica

l

(V) V

MS

65% Reduction in Inspections/Flight Hourhigh low high

15% Reduction in Maintenance Labor/Flight Hourmedium medium medium

20% Increase Component Mean Time Between Removals medium medium medium

Less than 3% False Removal Rateshigh high high

25 Hour Detection Time Before Failurehigh high high

10% Reduction in System and Installation Costmedium medium high

10% Reduction in System Weightmedium medium nil

high (>50%)medium (20-50%)low (<20%)nil (no contribution, or negative contribution)

Contribution to 2016 Metric Goals (%)


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Transition (2011 Outlook)

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Technology demo

Boeing product capability

Rotorcraft platforms

Courtesy U.S. Army, AATD 2011


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Transition Lookahead

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Electrical System ‒ Vision

Leverage the ubiquitous nature of the electrical system to create a CBM communications infrastructure to enable low cost, minimally intrusive and pervasive health management (HM) for the vehicle.

Make the CBM infrastructure open and easy to use to provide the flexibility and adaptability required for growth.

Develop CBM applications for selected subsystems based on their inherent benefit and to demonstrate the utility of the infrastructure.

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Electrical System ‒ Tech Approach

Electronic circuit breakers (ECBs) in a solid state power distribution system (PDS) is leveraged to

monitor electrical loads.Ultra Wideband over Wire (Ultra WoW) to implement a virtual bus to communicate CBM data from line

replaceable units (LRUs) that have a bus interface (e.g., Mil-Std-1553).

Power line communications (PLC) to move data from LRUs or major components that do not support a

bus interface.CBM system built upon an open, partitioned, plug and play software infrastructure

to reduce development and integration costs, and provide a platform for future growth.

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Electrical System ‒ Apache Applications

Three (3) CBM Demonstration ThreadsGenerator Electrical generator bearing

Blower ECS (Environmental Control System) Blower motor bearing and

foreign object damage (FOD)Electronics Power supply and inverter Distance to fault for wiring

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Electrical System Project Plan

Industry Partners; Leverage SBIR, IRAD funded technologies

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Electrical System Demonstration

Demonstration Threads

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Electrical System Demonstration

Boeing test standAircraft equipment

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AC and DC Load Banks

Generator Drive Stand

Aircraft Equipment Rack

Test Bench Operator’s Station

Bearing Cage front half

Rivet

Driveshaft


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Electrical Power Demonstration System

Demonstration Threads

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CBM Application

Enabling Technology

Generator Bearing

Blower Motor Bearing

Power Supply and Inverter

Distance to Fault

PDS as a Sensor Monitor motor current for health indicator.

Provide data to distinguish arcing from load characteristics. Potential to host DTF electronics.

Ultra WoW Communicated sensor/processed data for health indicator.

Powerline Communications

Communicated sensor data over main power feeder.

Communicated sensor data over existing power wire.

CBM System Common open, partitioned, Plug and play infrastructure.

Common open, partitioned, Plug and play infrastructure.




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Propulsion Project (Approach & Benefits)

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Develop sensor platform to measure multiple oil & component parameters.

Integrate COTS sensor technology.

Utilize wireless communications.Develop prognostics through

embedded algorithms using dynamic model of components and fluid conduits.

Bench test Advanced Sensor Platform.

Demonstrate with MELB Engine and Transmission.

OSST II Propulsion Design Targets2013 Technology Goals and 2016 S&T O&S Metrics


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Propulsion Project Plan


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Sensor Parameters

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*O=Oil Aging/Contamination, W=Water Contamination, B=Bearing/Gear Fatigue, G=Gear Pump Degradation, F=Filter Loading, P=Pressure Regulation, C=Cooler Performance, L=Line Restriction


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Mapping System Features to Metrics

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Lubricant degradation, RUL

Lubricant contamination

Bearing/gear fatigue

Lube pumpperformance, RUL

Lube / scavenge filter loading, RUL

Cooler performance

Sensor built-in-test, self-accommodation

Specific BenefitSystem Feature OSST Impact

Reduce inspection 65% per flight hour

Related Metrics

Multiparametric oil properties

Critical oil debris

Flow rate, RPM supply pressure

Oil temperature

Algorithms providing:Signal processing,Self-diagnostics,

data fusion, physical/empirical models

Integrated nodes,Wireless hub

15% reduction in labor

20% MTBR increase

< 3% False removals

> 25 hr detection time before failure

10% reduction in installation cost

10% reduction in system weight

Extended oil intervals

Reduced oil inspections

Earlier bearing/gear fault indication with less false-positives

Localize pump faults,Improved maintenance

scheduling

Reduced weight, integration effort

Increased filter life utilization, improved maint. scheduling

Localize cooler / bypass valve faults

Localize sensor faults

Reduced weight, integration effort


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Test Plan Overview (MELB Transmission)

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Test 1 – Initial Checkout and AcceptanceTest 2 – Baseline ConditionTest 3 – Fault Condition A: Water ContaminationTest 4 – Fault Condition B: Bearing Debris, Static FlowTest 5 – Fault Condition C: Bearing Debris, Dynamic FlowTest 6 – Fault Condition D: Silica Dust, Dynamic FlowTest 7 – Fault Condition E: Gear Pump WearTest 8 – Fault Condition F: Incorrect Lubricant Contamination


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RR250-C30P Engine Demo

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Supply-side Sensor Node

Scavenge-side Sensor Node

Supply Pump Pressure Sensor

From Engine

To ScavFilter

RR 250-C30Test Article

HM System

Master Hub Enclosure

Sensor, Power, Comm Connections

Mounting Plate

Debris Chamber

Hardware installed on RR250-C30 Sensor nodes plumbed into flex lines Master hub mounting arrangement Injector port for dirt and steel chips


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MELB Main Transmission Demo

Hardware installed via plumb lines, master hub, injector port

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C

B

A

(A) MELB Transmission (retired on flight hours) (B) OSST-II hardware installation, showing master hub unit(C) OSST-II hardware installation, showing sensors and fluid connections


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MELB Main Transmission Demo

Hardware installed via plumb lines, master hub, injector port

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(A) OSST-II hardware installed in the vicinity of the slave gearbox unit.

(B) Clearance measurement near pump inlet/outlet ports. (C) Fluid aeration within the gearbox sump while stopped.


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VMS Project (Approach & Benefits)

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OSST II VMS Design Targets 2013 Technology Goals and 2016 S&T O&S Metrics

OSST VMS Design• Selection of Higher Payoff CBM

Applications• Analysis of No Fault Founds,

Intermittents and Extended Troubleshooting

• Data Mining• Performance Analysis of Actuators• Development of Health Indicators

for Electro-mechanical and Hydraulic Actuator

• Fault Patterns in Reasoner• Vehicle Level Integration• System Demonstration in Test

Facilities

ERDS

Block-III

V-22

S-100A H-64

A160

CH-47 Boeing Programs:

CRADIRAD

Vehicle Field Data

Emerging AED Findings

RAM DRIVERS

CAPTURE

& ADAPT

LEVERAGE

2016 S&T O&S Metric Goals(2005 Fielded Aircraft Baseline) (P

) Pro

puls

ion

(E) E

lect

rical

(V) V

MS

65% Reduction in Inspections/Flight Hourhigh low high

15% Reduction in Maintenance Labor/Flight Hourmedium medium medium

20% Increase Component Mean Time Between Removals medium medium medium

Less than 3% False Removal Rateshigh high high

25 Hour Detection Time Before Failurehigh high high

10% Reduction in System and Installation Costmedium medium high

10% Reduction in System Weightmedium medium nil

high (>50%)medium (20-50%)low (<20%)nil (no contribution, or negative contribution)

Contribution to 2016 Metric Goals (%)


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VMS Project Plan


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VMS Focus Areas (application categories)

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Health Management & Analysis

Focus on No Fault Found (NFF) and maintenance event records

Utilized academia (Univ Tennessee, Vanderbilt Univ)

Yield relevant technology maturation for future development

est. <TRL4 for Apache application

Actuator Rigging

est. TRL4 auto rigging to reduce O&S burden

Actuator Prognostics

est. TRL4 diagnostics/prognostics for stabilator actuator degradation


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Actuator Prognostics Overview

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Early Program Effort Correlating Existing MDR and Unit Leven Logistics System Aviation (ULLSA) Data

Actuator Life on Wing Distribution (many early removals indicates shot gun maintenance)

Correlation of Fault Codes to Removals (weak correlation, no forensics)

Estimating NFF Rate (extremely high)

Characterizing Degrading ActuatorsFinal objective and focus of 2013-2014 testing and analysis effort

TRL4 prognostics may reduce instances of early removals and NFFs

These “new technology” efforts concluded in 2012


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Final Objective — to use the rates as a measurement of degradation in the stabilator actuator, also known as Electro-Mechanical Actuator (EMA)

Approach By comparing the actuator commands and responses during the preflight IBIT test

portion for the flight data that is available, determine whether or not there are observable degradations over time

Assuming that there are observable degradations over time, incorporate this information into a failure prediction model

Develop an automated script to compare the command versus the response and look at the margins in the test

Data was convincing as useful for performance evaluation


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Stabilator Actuator on aircraft

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Stabilator Actuator components susceptible to wear Motor commutation Brushes DC motor bearings Gear train wear Gear train bearings Limit switch failure.

Fault Modes Typically slow degradation in

actuator drive rate with (brush/bearing) wear out.

Increasingly large variance in drive rate with wear out.

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2 back-to-back Stabilator Actuators


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Stabilator Actuator in lab (bench test, tear down)

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Acknowledgements

AATD Leadership: Mr. Ming Lau, Power Systems DivisionOSST II Program – AATD Team: Program Manager, Treven Baker Technical / Program Agent, Christopher Lyman Contracts, Kenneth Helms and Robert Waible

Disclaimer:

The views and conclusions contained in this document are those of the authors and should not be interpreted as representing the official policies, either expressed or implied, of the Aviation Applied Technology Directorate or the U.S. Government.

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Copyright © 2014 Boeing. All rights reserved. 31

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Boeing Defense, Space & Security PhantomWorks Copyright © 2014 Boeing. All rights reserved. OSST-II Overview Presenter: Doug Knapp 1 Society of Reliability