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This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Tutorial IEEE PHM
SAFRAN AIRCRAFT ENGINES
Dallas 2017Marion Jedruszek, François Demaison,
Jerome Lacaille, Josselin Coupard, Guillaume Bastard, Yacine Stouky
Prognostics & Health Monitoring @ SafranSafran Aircraft Engines,
77550 Moissy-Cramayel,
France
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
SAFRAN AIRCRAFT ENGINES PHM / TUTORIAL CONTENTS
June 2017 / R& T2
1 2 3 4
Introduction & Context
Why PHM for Aircraft Engines ?
Global PHM System Architecture
System perimeter
Engine dysfunction analysis
Engine wear modes
System architecture
Embedding a PHM System
Constraints on airborne systems
Harsh environment & monitoring
Operational realizations
PHM Systems on CFM56 & Silvercrest engine
Gaining in confidence in a PHM System
Predictive & Effective maintenance
1 2 3 4 Q
Chapter progress bar
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0,121
0,062
0,062
443
June 2017 / R& T3
ABOUT US
1 2 3 4 Q
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
SAFRAN GROUP IN BRIEF
June 2017 / R& T4
1 single-aisle commercial jet takes off every 2 seconds, powered by our
engines
17,300 nacelle components in
service
More than 40,000 landings a day using our
equipment
1 out of 3 helicopterturbine engines sold
worlwide
500km of electrical wiring on an
Airbus A380
More than 70 successfulAriane5 launches in a raw
Over 35,000 power
transmissions, totaling over 850
million flight-hours
2 3 4 Q
1/4
About us
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
OVERVIEW OF SAFRAN GROUP
June 2017 / R& T5
SAFRAN TRANSMISSION SYSTEMS
- The power transmission specialist
SAFRAN CERAMICS
- specialist in advanced ceramic materials
SAFRAN AIRCRAFT ENGINES
- a world leader in aircraft engines
SAFRAN AERO BOOSTERS
- Partner to major engine-makers
SAFRAN ELECTRICAL & POWER
- a world leader in aircraft electrical systems
SAFRAN ELECTRONICS & DEFENSE
- a global leader in aerospace and defense electronics
SAFRAN HELICOPTER ENGINES
- The world leader in helicopter turbine engines
SAFRAN IDENTITY & SECURITY
- Security solutions for people around the world
SAFRAN LANDING SYSTEM
- The world leader in aircraft landing and braking systems
SAFRAN NACELLES
- A world leader in aircraft engine nacelles
2 3 4 Q
2/4
About us
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
1 2 3 4 Q
SAFRAN AIRCRAFT ENGINES
June 2017 / R& T6
Over
15,000employees
35facilities
worldwide LEAP*
CFM56*
SAM146
M53
PPS & TMAPlasmic propulsion
Engines for commercial and
military aircrafts
Maintenance,
Repair and
Overhaul (MRO)
services
Electric
propulsion
systems for satellites and
space vehicles
Partners with GE in CFM International since 1974: design and production of the CFM56 and LEAP engines
-15% of FUEL
CONSUMPTION
versus today’s
engines
-50% of NOX
emissions versus
CAEPI6 standards
-15% of CO2
emissions versus
todays engines
99,9% of reliability
rate
1h30 average flight
leg
500,000 flight
hours with SSJ100
Recognized for its unrivaled reliability and low operating and maintenance costs
The benchmark powerplant in the single-aisle commercial jet market
More than 30,000produced since the outset
SA
M1
46
CF
M56
LE
AP
M88
3/4
About us
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
CFM International
June 2017 / R& T7
A 50/50 joint company between GE(U.S.A) andSafran Aircraft Engines (France), we develop,produce and sell the new advanced-technology LEAPengine and the world’s best-selling CFM56 enginesince 1974
2009-2011 – LEAP selected
by three major aircraft
manufacturers: Airbus
(LEAP-1A), Boeing (LEAP-
1B) and COMAC (LEAP-1C)
74% of the global
market for engines
powering single-aisle
commercial jets
30,000 CFM56
engines delivered (as of December 31, 2016)
LEAP: more than
12,200 engine
orders and
commitments at January
31, 2017
1 2 3 4 Q
4/4
About us
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
June 2017 / R& T8
2 3 4
Global PHM System Architecture
System perimeter
Engine dysfunction analysis
Engine wear modes
System architecture
Embedding a PHM System
Constraints on airborne systems
Harsh environment & monitoring
Operational realizations
PHM Systems on CFM56 & Silvercrest engine
Gaining in confidence in a PHM System
Predictive & Effective maintenanceIntroduction
& Context
Why PHM
for Aircraft
Engines ?
1 2 3 4 Q
1/201Chapter
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
CHAPTER 1 ON “WHY PHM IN AIRCRAFT ENGINES ?” CONTENTS
June 2017 / R& T9
Part 1 : Aircraft Engines
Engines : from design to production
Part 2 : Engines operation
Usage & Operational life
Part 3 : Engines Maintenance
Maintenance type and Engine maintenance owner
1
1 2 3 4 Q
2/20
Chapter 1
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
CHAPTER 1 CONTENTS
June 2017 / R& T10
Part 2 : Engines operation
Usage & Operational life
Part 3 : Engines Maintenance
Maintenance type and Engine
maintenance owner
Aircraft Engines:
Short introduction
from design
to production
1/3 2 3 4 Q
3/20
Chapter 1
Part 1
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Engine are
designed with
trade based
on Specific Fuel Consumption, Thrust, Fan Diameter and Direct Maintenance costs with
respect to
specific range
/ Flight legs
About … Aircraft ENGINES
June 2017 / R& T11
Aircraft engines are an essential part of theaircraft as fuel burn is one of the main keydriver for an airline
Over
$1,5 billionDevelopment
costs
Over
20 yearsproduct cycles
span
Can be more expensivethan an
aircraft total
development
cost
around 25%of the aircraft’s
price when sold
Catalog price for
leap-1A is
$13,9
millions
EASA and
FAA have
defined
regulations
with respect to
the conception,
the
manufacturing
and the
maintenance
of an engine.
.
Support for engine for a 15-
year rate per flight hours with
an airline of 20 leaps costs
$3,000 per engine per day
Specific test means may be developed with a new engine
Specific materials (Ceramic
matrix
composites , 3D Woven Carbon Fibers)
Today’s engines such as
LEAP provide 15% fuel
burn difference with older
generation of engines.
Turbofan aircraft engines
consumes oil with a ratio
of 0,1 liter per hour during cruise phase
1/3 2 3 4 Q
4/20
Chapter 1
Part 1
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Fan
Size : 78’’ or 198cm18 Composites Fan blades
Max RPM ~ 4,000
Length: 3.328 mMax Width : ~2.5mMax Height 2.37 m
Fan Case:
Composite & Noise t treatment
FADEC is on fan case
Direct Drive engine
3 Stages Low Pressure
Compressor or Booster with
VBV Doors
10 stages High Pressure Compressor
Pressure ratio 22:1
Technical layout of an engine (Leap-1A)
June 2017 / R& T12
Bypass Ratio
between veins
BPR: 11:1
Take-off Thrust :
Leap-1A23 : 106.80 kN,
Leap-1A30 143.05 kN (or
32,160 lbf)
Activeclearancecontrol withHPTACC andLPTACCactuators
2 stages HP Turbine
With 3D aero and advanced
cooling
Max RPM : ~20,000
7 stages LP Turbine
Weight : 2,990-3,153 kg
/ 6,592-6,951 lbs
2 Rotors : 1 high pressure,
1 low pressure
Lean annular combustor
1/3 2 3 4 Q
5/20
Chapter 1
Part 1
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Characteristics of a PHM System
June 2017 / R& T131/3 2 3 4 Q
6/20
Chapter 1
Part 1
• Integration from the Start of the Development Cycle.On Board
• The Challenge of the Automatic and Adaptable Data Transmission and connection.
Data Transmission
• A new PHM Standard for an Optimal Workflow.On Ground
PHM – Prognostics & Health Monitoring
Monitor and forecast the health status of an engine.
From the beginning
Automatic & Adaptable
Agile, Based on Standard
And Web accessible
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PHM Life Cycle
June 2017 / R& T14
PHMmodels
Needs collection
& Risk analysis
of PHM System
PHM System
Design Phase
PHM System
Operational Phase
At SAFRAN Aircraft Engines PHM is about monitoring and predicting the health of an engine, using operational data to enable our
clients to have a continuity of service while keeping a maintainability of the engine that is cost-oriented and optimal.
1/3 2 3 4 Q
7/20
Development
of PHM System
& data baseSignal
detection
on engine
Capture &
process
Accurate trouble-shooting
and maintenance support
advice
OSA-CBM approach:
• DM – data
manipulation
• SD – state detection
• HA – health estimation
• PA - RUL &
prognostics
Analysis are done to
provide maintenance
support to build CNREngine Failures &
Degradations analysis
Chapter 1
Part 1
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Engine design : Example with TP400-D6, the engine of the A400M aircraft
June 2017 / R& T15
1980 20101982 20092002
1990 20001989 2013
1999
2000199019802002
RFI RFPRFI
2006
CDR
Definition of
engine fixed
for
production
1st Ground Test
With propeller
TPI M138 engine
down selected
Europrop TP400
selected1st engine
Test without
propeller
200520042003 2007 2008 2009 2010
2008: A400M
1st Flight
Engine
Flight Clearance
Engine certification
Propeller
certification
2016
Engine 1st
Definition
change
EASA restricted
Certification type
1/3 2 3 4 Q
8/20
Chapter 1
Part 1
A400M timeline
Engine timeline
FLA timeline
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Engine production (toward SHM)
June 2017 / R& T16
Production is now facing different high technics materials to
include into the engine. Estimating the quality of the production is
going more on more to rely on big data and SHM functions.
Monitoring of the production and put the data at the same
place than the operational data is one of the challenge of the
data lake.
The answer was ceramics matrix composites. Ceramic matrix composites
(CMCs) are a subgroup of composite materials. They consist of ceramic
fibres embedded in a ceramic matrix, thus forming a ceramic fiber
reinforced ceramic..
“I am third the weight and twice the strength of Ni-base alloy
metals and have 20 per cent greater temperature capability?
What material am I?
1/3 2 3 4 Q
9/20
Chapter 1
Part 1
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CHAPTER 1 CONTENTS
June 2017 / R& T17
Part 1 : Aircraft Engines
Engines : from design to
production
Part 3 : Engines Maintenance
Maintenance type and Engine
maintenance owner
1
Aircraft Engines
Usage &
Operational life
2/3 2 3 4 Q
10/20
Chapter 1
Part 2
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Aircraft
Engine
Engine operation about thrust and its effect
June 2017 / R& T18
Pilot’s commands
demand
Thrust Leverdemand
A/C power
Eng start /
Fuel cut off
Effective Thrust
Provide fuel
Consumes oil
Degrade its LLP*
A/C events:
• Air Turn Back
• Delay &
Cancellation
• Aborted Tack off
Engine events :
• LOTC & LOPC
(Loss of Thrust
(power) Control)
Thrust
Electrical
Power
Fuel
11/20
2/3 2 3 4 Q
Chapter 1
Part 2
LLP* = life
limited parts
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
FAA & EASA regulations define certification processes (FAA/EASA e-regulation Part 21,
Airops, Part M, Part 145…) for design, manufacturing of the engines and the aircraft. Also,
the exploitation and the continuity of airworthiness are specific regulation chapter.
Airlines are responsible of the continuity of airworthiness as such they decide what
maintenance action to take. Service are provided by engine OEM that are for guarantee or
guiding decision when an “aircraft on ground” event occurs.
Engine OEM
Design
Part 21Subpart J
Engine operation: Certifications
June 2017 / R& T19
Production
Part 21Subpart G
Airline
Exploitation
AIROPS
Air
Worthiness
PART MPerforming
Maintenance
Part 145
12/20
2/3 2 3 4 Q
Chapter 1
Part 2
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Aircraft Engines Monitoring
June 2017 / R& T20
During development Reception
testInspections
maintenance
In service
Operational
life
Engine is monitored throughout development phase as well as during all its life.
Development of an engine goes from 3 to 10 years and
engine’s certification toward EASA or FAA requires evidences.
Proof could be delivered through engine tests.
As such the conduct of the test plan can be hazardous as
some test requires some specific meteo conditions (such as
icing)
Monitoring is done at each test trials often in a manual way by
the engineers as they need to know if the expected behavior is
the one measured. That way first maturation of the fault logics
as well as flight specific health assessment is done.
Monitoring logics are focused on :
- Engine main functions & Engine critical pieces
PHM is about monitoring only during the “in service life”.
Inspections are done
on airlines initiative.
Maintenance are done in shops, may
be outside OEM perimeter.
13/20
2/3 2 3 4 Q
Engine
Chapter 1
Part 2
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
CHAPTER 1 CONTENTS
June 2017 / R& T21
Part 1 : Aircraft Engines
Engines : from design to production
Part 2 : Engines operation
Usage & Operational life
1 2
Engines MaintenanceMaintenance types
and
Engine maintenance actors
3/3 2 3 4 Q
14/20
Chapter 1
Part 3
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Maintenance is shared between the airlines (or aircraft operator), and the OEM.
The responsible toward the authority (for example FAA) is the CAMO (Continuing Airworthiness Management Organisation) that
organize the maintenance. CAMO can have at most only 2 subcontractors (for the whole aircraft) with respect of their activities
according to the Appendix II 1321/2014 AMC M.A.711(a)(3)
OEM can provide maintenance recommendations on demand or on service request but only those made by the CAMO are
accountable for in term of responsibility or engaging orders..
Engine maintenance
June 2017 / R& T22
Typical airline
organisation
Safran Aircraft Engines PSE
15/20
3/3 2 3 4 Q
OEM CNR Service bulletin
Chapter 1
Part 3
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Engine maintenance
June 2017 / R& T23
Service
bulletin
16/20
On-Wing Maintenance
Operational
Events
OEM CNR
Maintenance plan
Maintenance Workscope
Inspection
Workscope
3/3 2 3 4 Q
Engine is controlled through visual
inspection (borescope), or NDT
tests.
Engines may need to be overhauled
to proceed to the inspection of zone
not reachable on wings.
Sometimes engine washing is need
to be able to inspect.
Shop
On site
Maintenance
Engine inspection
Inspection
results
Engine overhaul
Engine maintenance may need to
remove the engine from the aircraft.
Operation can be done either on-site
(near aircraft deposit) or in
specialized shop.
An engine can be leased in the
meantime.
Oil refilling, data downloading,
on-wing troubleshooting, LRU
replacing are common events done
by the airline.
Note that technician are certified
with respect to a set of maintenance
operations only and not all possible.
OEM is a supportive
partner for
maintenance on its
product.
Chapter 1
Part 3
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• The different type of maintenance are as followed
Hard Time Maintenance: Maintenance is done at fixed intervals (time or cycles)
Maintenance on Condition : Maintenance is performed when condition or statement are required. For example when
occurs a FOD (foreign Object Damage) like hitting a bird a maintenance operation can be done
Maintenance type
June 2017 / R& T24
17/20
3/3 2 3 4 Q
TSN
Time since
New
Fa
ilu
re R
ate
Hard Time Maintenance
margin
Time to failure
Probability of failure & Maintenance
Hard Time Maintenance Condition Based Maintenance
CBM
Predictive
Maintenance
Corrective Maintenance
“Run-To-Failure”
As
se
t c
on
dit
ion
design condition
Advisory
information
Failure
condition
Monitoring
condition
Engine installation
on Aircraft Restoration zone
Precision
Tests
Chapter 1
Part 3
TSN
Time since
New
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Engine maintenance: Benefits of PHM today at Safran
June 2017 / R& T25
18/20
3/3 2 3 4 Q
Airline OEM
- Be confident on the engine ability to
provide thrust on demand during a work
day or more
- Have a visibility on the maintenance
operation and early warning to optimize
operation
- Reduce engine-failure trigged events.
- Better know the condition of the engine
and how it’s evolving.
- Better know the client needs based on
engine feedback.
- Provide better feedback to design team
about conception margin.
Engine PHM Benefits
Chapter 1
Part 3
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
After this point, two threads will be used in order to have consistent examples on PHM at Safran. The two
selected thread are here under :
- Engine take-off capability
Aircraft engine performance is about to lift off the aircraft. Monitoring this performance is required by PART M
certification on a regular basis.
A key parameter to follow is the exhaust gas temperature during the maximum constraint point (generaly the
takeoff). In fact, as the engine ages, it lost its efficiency and for the same takeoff its temperature needs to be
higher.
- Engine Range follow-up
Aircraft engines have their own consumables. The one that has the shortest cycle is the oil that is used to
lubricate its gears and bearings (interface between rotating and fixed parts).
COMMON THREAD for the tutorial
June 2017 / R& T26
19/20
3/3 2 3 4 Q
Chapter 1
Part 3
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ETOPS : A regulation need for Monitoring
June 2017 / R& T27
Extended Range Operations with Two-Engined Aeroplanes ETOPS Certification and Operation (AMC 20-6)
For Leap, oil consumption monitoring will be automatized
3/3 2 3 4 Q
20/20N
2 &
EG
T m
arg
inO
ilco
nsu
mp
tio
n
Chapter 1
Part 3
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
June 2017 / R& T28
13
4
Introduction & Context
Why PHM for Aircraft Engines ?
Embedding a PHM System
Constraints on airborne systems
Harsh environment & monitoring
Operational realizations
PHM Systems on CFM56 & Silvercrest
engine
Gaining in confidence in a PHM System
Predictive & Effective maintenance
1 2 3 4 Q
GLOBAL PHM SYSTEM ARCHITECTURE
System perimeter
Engine dysfunction
analysis
Engine wear mode
System architecture
2Chapter 1/39
Chapter 2
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CHAPTER 2 CONTENTS
June 2017 / R& T29 1 2 3 4 Q
Conception process
System engineering approach
Engine Failure Risk Analysis
What to monitor in an aircraft engine ?
Failure Mode & Operational Hazard analysis
Engine degradation & wear mode analysis
Engine Health Monitoring Functions Conception
PHM System Function selection & conception
PHM System Conception
PHM System Architecture
Operational procedures specification
PHM System Industrialization
System Design
KPI of PHM System
Knowledge data base update
1 2 3 4 5
2/39
Chapter 2
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CHAPTER 2 CONTENTS
June 2017 / R& T30 1 1/5 3 4 Q
What to monitor in an aircraft engine ?
Failure Mode & Operational Hazard analysis
Engine degradation & wear mode analysis
Engine Health Monitoring Functions Conception
PHM System Function selection & conception
PHM System Conception
PHM System Architecture
Operational procedures specification
PHM System
Industrialization
System Design
KPI of PHM System
Knowledge data base
update
2 3 4 5
Conceptual
Phase
System
engineering
Engine
operational event
Risk Analysis
3/39
Chapter 2
Part 1
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Monitoring is done mainly to reduce opeartional events
such as D&C, ATO, IFSD.
Context on monitoring Aircraft Engines : Trend
June 2017 / R& T31
N2 Core speed deviation
Example of CFM56-5B VBV system detection
• @Cruise flight phase, core parameters increasing is related to air
leakage issue
• ~3 flights detection leadtime
• Customer Notification Report is issued as Aborted Take-Off can
be avoided
EGT deviation
CFM56 figures
8000+ engines monitored in Safran Aircraft Engines zone 2 snapshots per flight, 4 analytics ~10 CNR types per engine
type 3000+ alarms per month
TSNTime since New
Tre
nd
ed
Pa
ram
ete
r
Trend
Gradual deterioration
Gradual deterioration
Discrete event
1 1/5 3 4 Q
4/39
Chapter 2
Part 1
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1 1/5 3 4 Q
Brief description on engine and their temperatures
A Turbojet is mainly
composed of a :
Due to dilatation some
clearance are introduce, but
with the wearness of the
engine, its performance
degrade.
June 2017 / R& T
Air Inlet
Engine with Nacelle Bare Engine Turbomachine
Fan Module Booster & High
Pressure Compressor
Combustion
Chambers
Turbine
NozzleExhaust Gas
A degradation on all the veins will be traduce by a higher
EGT (exhaust Gaz temperature) as more power is required
to reach the takeoff velocity.32
400°C1200°C
1800°C
5/39
Chapter 2
Part 1
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Context on monitoring Aircraft Engines : Lubrification system
June 2017 / R& T
CBSump A
Oil
tank
En
gin
e o
ille
ve
l
Anti-Leak
Valve
Main
PumpO
ilF
ilter
cart
ridge
Bypass
valve
SACOC
Main Fuel Oil Heat
Exchanger
Sump
AGB
deoiler
deaerator
DeltaP
sensors
Magnetic Chips
Detector bars
Oil Debris monitoring
33 1 1/5 3 4 Q
Particularity of the
lubrification system
on an aircraft
engine is that it’s
an open circuit that
relases oil with a
target consumption
about 0.1 l/h on a
cruise with a
modern engine
6/39
Chapter 2
Part 1
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System engineering approach
June 2017 / R& T
Machinery Information Management Open System Alliance (MIMOSA)
OSA-CBM (Open System Architecture for Condition-Based
Maintenance) V3.2.1
ISO STANDARDS
ISO 13374-1 Condition Monitoring and diagnostics of machines –Data
processing, communication and presentation –Part 1: General
guidelines (equivalent as OSA-CBM)
ISO 13374-2 Condition monitoring and diagnostics of machines –Data
processing, communication and presentation –Part 2: Data processing
IEEE
IEEE P1856 Standard Framework for Prognostics and Health
Management of Electronic Systems
SAE HM-1 Integrated Vehicle Health Management Committee
ARP4754-A System design process
ARP6275 Determination of Cost Benefits from Implementing an
Integrated Vehicle Health Management System (IVHM)
AS4831A Software Interfaces for Ground-Based Monitoring Systems
ARP6803 IVHM Cornerstone Document (Draft)
ARP 6883 Requirements of an IVHM System (Draft)
ARP6407 Guideline for the Design of an IVHM System (Draft)
34 1 1/5 3 4 Q
7/39
Chapter 2
Part 1
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Who is interacting with the PHM System ?
>>the different stake holder implies possibility to have different perception of the needs
clarification of needs and priority between express need is important
System engineering approach: Stakeholders of PHM Systems
June 2017 / R& T
Internal stakeholders
External stakeholders
Operational
life
Design
life
35
Aircraft
manufacturerAirports
Airlines(including
mainenance)
3rd
party
PHM
Shops
Nacelle
manufacturer
Trouble
ShootingEngine Design
Team
Supply
Chain PSE
warranty
1 1/5 3 4 Q
8/39
Chapter 2
Part 1
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Aircraft operators (airlines) are in charge of the
continuity of airworthiness of the aircraft and its
engine.
All the data produced by engine, aircraft or
nacelle are the propriety of the airlines.
Note that due to regulation, it is classified that 8 of
the 80 possible aircraft equipments (ATA) of a large
aircraft are located on the IPPS zone.
Engine OEM
Nacelle OEM
Aircraft
Monitoring perimeter : engine or engine zone (IPPS) ?
June 2017 / R& T
Owned by Nacelle OEM
Include mechanical parts
8 ATA are on the IPPS zone
Such as : Bleed Air system (BAS), Fuel systems, hydraulic
power, electrical power …
Owned by Engine OEM (like
Safran Aircraft Engines)
Can be split in more than one
actor
36
Airlines
IPPS: integrated power plant system
Jet engine: A jet engine is
a reaction engine discharging a fast-
moving jet that generates thrust by jet
propulsion.
Engine
Nacelle
Aircraft
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System engineering
Once the needs are collected an
analysis is done on the perimeter to
address an analysis is done to segment
the system into functions.
Needs are then translated into
requirements and requirement are
allocated on an engine embedded
product and to a ground product.
Requirements are then used for
implementing software solutions
If required verification is done
independently and integration is done
very late in the project. Some PHM
system design’s assumptions are
verified more than 3 years after the entry
in service of the engine.
June 2017 / R& T
Business
Needs
Global PHM
System reqs
Embedded
Req
Ground
Reqs
Global PHM
system
Global PHM
function
Ground PHM
Function
Embedded
PHM function
Algorithm Ground
software
Embedded
HW & SW
Traceability
Verification
Conformity
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Chapter 2
Part 1
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Engine failure leading to shop visits
June 2017 / R& T
Legend
Hardware : Equipment faults
LLP : Life limit part with life on engine exhausted
NOEC : No Engine Cause found
Other : other causes
In term of business of airlines, hardware and NOEC
shouldn’t lead to an engine overhaul.
PHM should help to have detected it before leading
to a damage that needs heavy maintenance.
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gin
e V
ibra
tio
n
En
gin
e d
isp
atc
h
exp
ira
tio
n
En
gin
e flu
idle
ak
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Chapter 2
Part 1
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CHAPTER 2 CONTENTS
June 2017 / R& T 1 2/5 3 4 Q
Engine Health Monitoring Functions Conception
PHM System Function selection & conception
PHM System Conception
PHM System Architecture
Operational procedures specification
PHM System
Industrialization
System Design
KPI of PHM System
Knowledge data base
update
3 4 5
Conceptual Phase
System engineering approach
Engine Failure Risk Analysis
1
What to monitor in
an aircraft engine ?Failure Mode &
Operational
Hazard analysis
Engine
degradation &
wear mode
analysis
39
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Chapter 2
Part 2
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Engine degradation & wear mode analysis
OEM classify the piece of the engines with
respect of their criticality and the damage
tolerance.
It standard to speak about damage
classifications for critical parts.
N1 are pieces that are represented with red
here, and the engine must function with only a
tolerance (2mm crack) on these pieces and
acceptable damages are below that tolerance.
LLP parts design all the pieces that are to be
changed at fixed cycles or engines usage time.
For engine design, typical missions scenarios
are used based on airframer assumptions.
During operational life, the number of cycle are
to be more followed-up.
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Chapter 2
Part 2
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Full Engine
Fan CompressorCombustion chambers
Turbine
Blades
Clearance
Engine Failure Modes & Operational Hazards analysis
June 2017 / R& T
Fan degradation is
mainly caused by
events such as
(FOD).
Note: Event such
as large bird strike
lead to inspection.
Erosion, and dust
can stick to the
compressor
elements.
leads to
compressor
performance drop
No trend on fuel
chamber only
cracks or fuel
system
degradation
Erosion, corrosion
monitoring
leads to turbine
performance drop
Damage
estimation based
on usage
leads to turbine
performance drop
Exhaust Gas Temperature
N2
Fuel flow is monitored
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Chapter 2
Part 2
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Monitoring aircraft engine degradation
June 2017 / R& T42
Usage
Environment
Corrosion
Fluid
Contamination
Erosion
FOD
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Chapter 2
Part 2
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Engine wear modes analysis: using EGT indicators
June 2017 / R& T
Engine storage
No
rma
lize
dE
GT
cycles
43 1 2/5 3 4 Q
Dust ingestion
Leads to
compressor
performance
drop
EG
T
Water wash
Compressor
restoration
Engine Storage
Bad storage
degrades the
engine.
Borescope
inspection
Opportunity of PHM: A pre-diagnostics on maintenance to make the proper maintenance operation at the
less impacting time for the company
Normalization of trend parametersBased on Online Normalization Algorithm for Engine
Turbofan Monitoring, January 2014, J. Lacaille.
Objective : to extract a
reduced number of
dimensions on which the
data may be explained.
The reduction of
dimension enables the
computation of meaningful
distances (i.e. and allows
the computation of
scores.)
EGT
High dispertion
Normalized EGT
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Chapter 2
Part 2
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Engine Failure Modes & Operational Hazards analysis
Lubrification circuit
June 2017 / R& T
SACOC:
Fatigue & FOD
Leading to
performance drop
FOHE:
Fluid contamination
Leading to leaks
Bearing & Sump : particles release in oil circuit
Leaks in sump: oil consumption increased
Oil :
Oil with debris
or bubblePumps (main &
scavenge):
Particle release
Deoiler:
More Oil ejected with air as
performance decrease
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Chapter 2
Part 2
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Engine wear modes in real
June 2017 / R& T
Oil leak impact on thrust reverser doorsOil tube is damaged (fan frame)
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Chapter 2
Part 2
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Monitoring aircraft engine lubrification system degradation
June 2017 / R& T46
Usage
Environment
Particules
releasedThermal
env.
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VibrationsCorrosion
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Chapter 2
Part 2
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CHAPTER 2 CONTENTS
June 2017 / R& T
PHM System Conception
PHM System Architecture
Operational procedures specification
PHM System
Industrialization
System Design
KPI of PHM System
Knowledge data base
update
4 5Conceptual Phase
System engineering approach
Engine Failure Risk Analysis
1
What to monitor in an aircraft engine ?
Failure Mode & Operational Hazard analysis
Engine degradation & wear mode analysis
2
Engine Health Monitoring
Functions Conception
PHM system
functions
conception &
selection
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Chapter 2
Part 3
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How to assess the most prioritary items to monitoring ?
June 2017 / R& T
Solutions selections
Functional Architecture
Detailed design
Technical needs are collected to define
the system. However clarification is
needed as well as some priorization.
However as some needs may be
different to address the same
perimeter, a priorization must be done
like a negociation between different
stake holders.
QFD method for example
Cost on value approach
Design efforts are taken into
account as well as costs
(Non reccurent & reccurent).
Value
Effort
(with risks)
Regrouping the needs into logicial functions is a step
that rationalize the project content. Functional blocs
are identified to split the different needs and major
function into component that can be requirements for
sub-systems. Blocs mapping may also be known as it
can be linked to a referential of tech blocs.
A description of the project can be done in SysML to
help clarify the scenarios and the function needs.
Components design
Interface design
Architecture conception
Preliminary design
is used for system
assessment. To check its
feasibility
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Chapter 2
Part 3
Needs priorization
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OSA-CBM
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Chapter 2
Part 3
Early Warning system:
An early warning system can be implemented as a chain of
information that comprises sensors and event detection decision
support and message broker to forecast any signal
Health status:
Indicator that reflect the asset / component condition
Trend Deviation:
In a noisy signal a trend estimation is made with a statistical technique to
aid interpretation of data. Deviation spots an inflexion in the signal.
Anomaly detection:
anomaly detection (also outlier detection) is the identification of items,
events or observations which do not conform to an expected pattern or
other items in a dataset.
Definitions
Prognostics:
Can be different
corresponding to
different health
status:
- Confirmed fault
- Early warning
- Early detection
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How to assess the most prioritary items to monitoring ?
TRL/MRL/DRL and gain/effort matrix
Development effort is one of the driver to have the deployment of a new technology different scales are used to assess the development
effort that are to be done.
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Part 3
Technology readiness level
(model based)
EIS
Target (new engine)
FETT
RFP Data readiness level
(data driven)
FETT
RFP
EIS
Maturity readiness level
(CMMI rule)
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Harvest Data
Analyze Data
Activate Analytics
Optimize Analytics
Strategies on building PHM functions
Model based vs Data Driven functions
June 2017 / R& T51
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Chapter 2
Part 3
Test on
devices
integration
modeling
physics
simulation
KPI of
model share
discoverengage
Listen
Pro: Optimize Data usage – adapted on ground.
Development costs
Con: Dependent on data sources
Pro: Centered on product integration (Embedded or ground).
Validation Costs
Con: Physics must be known
1 3/5 3 4 Q
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Life of an indicator
June 2017 / R& T
anomaly
Trend
speed
Output
indicator
1..k
0..y1..z
Endogene inputs Exogenes inputs
Signal/Noise ratio Trend speed
Confirmation time
precision robustness
influence
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Part 3
1 3/5 3 4 Q
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Simplification issues
Because detection may likely to trig an huge amount of variables an important point is about
function segmentation and variable reduction.
Robustness and algorithm maturity will depend on the data size, and if we take assumption on
the KPI will need much more data to be assessed. It seems to take and exponential law to
provide the right amount of points.
Usage of for example a LASSO criterion such as described in the article « Sudden Change
detection in turbofan engine behaviour » J. Lacaille 2011 can provide interesting information. A
LARS (Least Angle Regression) algorithm Effron 2004, can be used to estimate all the solution
of the LASSO criterion for all possble values of C with respect with the KPI error that is to be
mimimized.
Data Reduction
June 2017 / R& T53
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Chapter 2
Part 3
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PHM Function design – EGT Trending
June 2017 / R& T54
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Chapter 2
Part 3
DA DM SD HA PAobjectives Data saved
(max EGT)
EGT
@ISA25
Trend EGT
Events
EGT
Temperature
for each module
Pressure
for each module
Estimation may
be realized
All available
data
Model
on EGTAnomaly
detection
based on model
output
Trend on
EGT
Engine condition
need calibration
With experts vote
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Tech Bricks – a component approach to define PHM functions
June 2017 / R& T55
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Chapter 2
Part 3
objectives Data saved
(Begin/End)
EOL
@iso
conditions
Trend EOC
EventsEOC
DA DM SD HA PALubrification
system
condition
Oil dilatation law
EOL/EOT
All available
data
Resolution
issues
Anomaly detection
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CHAPTER 2 CONTENTS
June 2017 / R& T
PHM System
Industrialization
System Design
KPI of PHM System
Knowledge data base
update
5Conceptual Phase
System engineering approach
Engine Failure Risk Analysis
1
What to monitor in an aircraft engine ?
Failure Mode & Operational Hazard analysis
Engine degradation & wear mode analysis
2Engine Health Monitoring
Functions Conception
PHM System Function selection &
conception
3PHM System
Architecture
Operational procedures
specification
PHM System Conception
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Chapter 2
Part 4
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PHM System architecture
PHM System : Black Box
Depending on the maturity of a product there may be in a PHM System :
Raw Indicators only, Visualizations, Business Indicators, Engine level condition indicators, Customer Preformatted Recommendation on
the Ouptput size, and FADEC or other systems for the INPUT side.
Humans have to intervene before the end of the system.
June 2017 / R& T
PHM System
(Global)
Configuration
Indicators
FADEC Data and
aircraft Data
Fleet Manager
Data Base
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Chapter 2
Part 4
CNR
Architecture conception works on defining subsystem from main system
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June 2017 / R& T
Tech Bricks – a component approach to define PHM functions
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Chapter 2
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• Snapshot acquisition @ takeoff
• Environment severity estimation (sand, ice)
Data Acquisition
• Snapshot enriched with previous and following data
• Sensor error to be estimated
Sense• Specific Raw data
• Max EGT computed
Acquire
• Information sent on flight basis on ground
• Transfer engine configuration information
Transfer
• Normalized EGT with defined environment condition
DM
• Anomaly tracking with model (that contain aging information)
SD • Signature classification on EGT trend (dust ingestion, water wash…)
HA
• Prognostic on EGT
PA • CNR made in case of event that will be confirmed by operator
AG
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Tech Bricks – a component approach to define PHM functions
June 2017 / R& T59
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Chapter 2
Part 4
• Snapshot acquisition @ beginning and end of flight
• Environment severity estimation (temperature)
Data Acquisition
• Sensor error to be estimated (oil level, oil tank temperature)
Sense• Specific Raw data
• Oil level difference in a flight and flight duration
Acquire
• Information sent on flight basis on ground
• Transfer engine configuration information
Transfer
• Normalized oil level difference with defined environment condition
DM
• Anomaly tracking with model
SD • Analyse done manually on signature
HA
• Manual prognostics on oil consumption trending
PA • CNR made in case of event that will be confirmed by operator
AG
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PHM System operational process
June 2017 / R& T60
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Chapter 2
Part 4
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PHM System architecture
Architecture is mainly made on choices. Trade are conception choices that defines the system and its performance. This
slide and the next ones are about possible trades that can be made during a conception.
Design option1 : aircraft integrated architecture or not
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Chapter 2
Part 4
Today : Independant engines Tomorrow : Aircraft integrated ?
Engine PHM system is autonomous
mainly use aircraft to transmit information on the ground station.
Engine Embedded system are
constraints in term of CPU and
memory.
One counter measure would be
to host computation ECU into
the aircraft
The cost is more dependancy
toward aircraft manufacturer
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PHM System architecture
Design option 2 : full embedded or full ground ?
June 2017 / R& T62
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Chapter 2
Part 4
Full Embedded PHM System Full Ground PHM System
Objective: be fully autonomous without satellite
link to make PHM indicators
Gain : no specific infrastructure on ground for
data hosting, easy scalability toward fleet
Deployment.
Cons: Accessibility and software update.
Objective: be able to update analytics very quickly
and have data driven models running on fleets.
Gain : optimization of model, new algorithm
(machine learning)
Cons: Data to be put on ground
More difficult to know the sensor to add in a new
project..
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CHAPTER 2 CONTENTS
June 2017 / R& T
Conceptual Phase
System engineering approach
Engine Failure Risk Analysis
1
What to monitor in an aircraft engine ?
Failure Mode & Operational Hazard analysis
Engine degradation & wear mode analysis
2Engine Health Monitoring
Functions Conception
PHM System Function selection &
conception
3
Operational life preparation
PHM System Conception
PHM System Architecture
Operational procedures specification
4System Design
KPI of PHM System
Knowledge data base
update
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Chapter 2
Part 5
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PHM System design – DBS example
June 2017 / R& T64
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Chapter 2
Part 5
System will be split into different components.
PBS – Product Breakdown structure and
DBS – Document Breakdown structure will help to understand better.
On board
3
6
22
On ground
Deta
iled
conception
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PHM System KPIs
KPI are issued on PFA and POD that can be modeled as alpha and beta here >>
Detection quality are juged through those KPI, however they need to beassociated on events as all are not equaly seen by the customer.
First of all here is a brief description of airlines. In fact, IATA have definethe Completion Rate indicator as such
CR = (scheduled flights – cancelliing + affretings)/scheduled flights
Performance is based on individual performances + machine availibility.
It exists : CR WATOG and CR Total
CR WATOG is World Airline Technical Operation Glossary : 1st technical problem is taken intoaccount and not its consequences.CR Total : all events are taken into accounts.
Airlines are as such interested in the different performance with respect to different events that canoccurs
@ aircraft level : Delay & Cancellation, Aborted Take-Off, Air Turn-Back
OEM are more interested to know on the engine side:
@engine level : LOTC/LOPC, Dispatch …
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Chapter 2
Part 5
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PHM data base update
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Chapter 2
Part 5
Data Storage
Analytics running &
optimization
Operator base of
knowledge
Certified Data : QAR, DAR, SAR
Engineering data: CEOD, FFD, RWD
KPIs
Quality factors
Engine configuration & CDM
Damage models, engine
configuration information
Technical Guides & models
AMM, FIM, FIP, HAZOP, …
Customer Support Center
& PSE Client Notifications
Contracts
Contract management
CloudApplication & Services
Today : Data are provided by airlines to PSE
Tomorrow : Data are sent automatically
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June 2017 / R& T67
14
Introduction & Context
Why PHM for Aircraft Engines ?
Operational realizations
PHM Systems on CFM56 & Silvercrest
engine
Gaining in confidence in a PHM System
Predictive & Effective maintenance
Global PHM System Architecture
System perimeter
Engine dysfunction analysis
Engine wear mode
System architecture
3Chapter
Constraints on airborne
systems
Harsh environment &
monitoring
EMBEDDING A PHM SYSTEM
1 3 4 Q32
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Appropriate number of sensors « PHM
dedicated »
High accuracy
Introduction - Ideal PHM Embedded System
June 2017 / R& T68
Real time transmission
All data, whole flight
Measure
Compute
Transmit
Flight
Engine
Ground
station
Basic processing No loss of usefull information
Main challenge : deal with a huge amount of data
No
Constraint
1 3 4 Q32
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Chapter 3
Intro
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Introduction - Real Embedded PHM System
June 2017 / R& T69
Measure
Compute
Transmit
Flight
Engine
Ground
station
Re-use of regulation/monitoring sensors
Insufficient accuracy
Sporadic transmission (at the end of a mission or less frequently)
Part of data, specific mission phases
Complex processing Loss of usefull information
Main challenge : data recovery and improvement + deal
with a high amount of data
Environment, installation,
weight
Environment, H/W techno,
S/W development costs
Transmission techno,
operational costs1
2
3
Embedded processing is driven by transmission capability on the one hand, and by the best re-use of
existing sensors on the other
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Chapter 3
Intro
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CHAPTER 3 CONTENTS
Mars 2016 / DIRECTION SUPPORT CLIENTS
Transmission
Aircraft to Ground
Engine to Aircraft
1part
1 3 4 Q32
Computation
Hardware in Engine environment
Computation optimization
3
Measurement
Choice of Sensors
Accuracy retrieval methods
2
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• Some engine characteristics
• 16 000 parts, 2 400 references, …30 sensors and
thousands of parameters
• Phenomena to be monitored with dynamics up to several kHz
For a 2h flight, it represents several GB of data per engine
• More than 30 000 CFM56 engines produced
TRANSMISSION - A few Orders of Magnitude
June 2017 / R& T71
Case of an A320 or B737 aircraft (single aisle)
• The aircraft stops at the airport gate for approximately 30min
Need for a bandwidth of several hundreds of KB/s
L = 3,3m
D = 2m
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Chapter 3
Part 1
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In flight
High recurring costs
Upgradability : less flexible system
Complex embedded treatments
Data sent in flight
Well known technologies
Radio + Satellite communications
Low volume of data
Immediate On ground
No recurring costs
Strong upgradability : algorithms can
easily be modified or new ones can be
introduced
Basic embedded treatments
Real Time : data can be immediately
treated by the ground system
Ideal World : no implemented
technology yet
“Big Data” problematics on the
Ground PHM System (Data Mining,
data storage)
Low recurring costs
Upgradability : more flexible system
Simple embedded treatments
Data sent on ground : airport must be
properly equipped – aircraft must be powered
up – limited time to download data
New technologies : not always accepted by
the stakeholders
“Big Data” problematics on the Ground
PHM System (Data Mining, data storage)
Ideal World
TRANSMISSION – From Aircraft to ground
June 2017 / R& T72
3G / 4G / WiFi
All data High volume of data
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Chapter 3
Part 1
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TRANSMISSION – From Aircraft to ground
June 2017 / R& T73
Pitfall : - too complex embedded treatments
- not enough data transmitted
Embedded / Ground Split
Oil Consumption example:
■ Send all data
■ Selection of oil level + other influencial
data and all computation on ground
■ Select oil level data + influencial data; pre-
treatment on board and send compressed
data
■ Further computation on ground
■ Select and send only oil level + other
influencial data
■ All computation on ground
Embedded Ground Embedded Ground Embedded Ground
In flight
Radio + Satellite communications
Low volume of data
Immediate On ground
Ideal World
All data High volume of data
Pitfall : - too complex ground treatments (complexity and maintainability vs. efficiency)
3G / 4G / WiFi
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Chapter 3
Part 1
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New engine programs (ex : Ideal World)
• Development includes PHM service
• PHM taken into account in development
choices
• Architecture and interfaces optimization
Legacy Aircraft (ex : A320 / B737 with CFM56 engine)
• Development with no PHM
• Frozen architecture and technologies
• Avionic and embedded systems optimized to the needs
Re-use of current engine configuration with the least modifications
TRANSMISSION – From Engine to Aircraft
June 2017 / R& T74
Engine
System
Avionics
Example : addition of a link
High costs and weight increase exploitation costs increase
• Cable harness modification
• A few decades of meters added a few kg
• Computational units (both aircraft and engine) modification
• Interfaces (pins) and hardware, software
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Chapter 3
Part 1
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New engine programs (ex : New middle of market
aircraft)
• Development includes PHM service
• Engine to aircraft link
• Ethernet allowing high frequency data sending
(~MHz)
• Data treatment unit location : usually on the engine
• Eases re-use and more flexible
Legacy Aircraft (ex : A320 / B737 with CFM56 engine)
• Development with no PHM
• PHM is subject to the engine to aircraft existing link
• ARINC (aircraft communication standard) allowing only low
frequency data sending (~Hz)
More complex compression treatments
• Data treatment unit location : usually in the aircraft bay
• No room left on the engine to add a PHM specific computational unit
Less flexible because of more aircraft dependencies
Limited evolutions (new functions, functions upgrading)
possiblities
TRANSMISSION - Engine to Aircraft
June 2017 / R& T75
Engine
System
Avionics
1 3 4 Q32
5/6
Chapter 3
Part 1
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6/6TRANSMISSION - To sum up
June 2017 / R& T76
Measure
Compute
Transmit
Flight
Engine
Ground
station
1
2
3
Maximum transmission bandwidth known
? Which data to select and send ?
Aircraft to ground
• Bandwidth limited due to transmission technology
Engine to Aircraft
• Different approach if legacy or new engine program
• Legacy : bandwidth is subject to the avionic already in place
• New : bandwidth benefits from a more recent avionic
1 3 4 Q32
Chapter 3
Part 1
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CHAPTER 3 CONTENTS
Mars 2016 / DIRECTION SUPPORT CLIENTS
2part
1 3 4 Q32
Measurement
Choice of Sensors
Accuracy retrieval
methods
Computation
Hardware in Engine environment
Computation optimization
3Transmission
Aircraft to Ground
Engine to Aircraft
1
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
The Aircraft Engine is a major system :
Safety is the priority !
It embeds different functions
It operates in a wide envelope
And has to fulfill many requirements
MEASURE - Aircraft Engine in a nutshell
June 2017 / R& T78
Wide operating
envelope
PHMTrouble
shooting
Engine
environment
Safety
Engine
control
Weight
Performances
Operating costs
Equipment installation
« Green »
engine
1 3 4 Q32
1/14
Chapter 3
Part 2
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MEASURE – PHM inputs selection
June 2017 / R& T79
Safety
Some Sensor’s characteristics
• Trueness (Accuracy, Precision,
Resolution)
• Reliability, Robustness
• Sensitivity to influential non-measured
parameters
• Operational domain
• Weight , Size, Shape
• Costs
Re-Use of engine control sensors
Wide operating
envelope
PHMTrouble
shooting
Engine
environment
Safety
Engine
control
Weight
Performances Equipment installation
« Green »
engineOperating costs
1 3 4 Q32
2/14
Chapter 3
Part 2
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MEASURE - Costs of an additional sensor – butterfly effect
June 2017 / R& T80
Additional Weight Additional Fuel Burn Additional recurring costs
Additional maintenance/ in service
support costs
• Troubleshooting, maintenance operator formation,
engine complexity
• Spare parts storage costs
Additional development costs
• Signal processing
• Impacts on CPU usage,
computational load, calculation
Time
• Software modification + V&V
• Transmission & bandwidth availability
SensorSignal processing unit
(HW modification)Harness
Conditioner
+ + (+ +…+ )
1 3 4 Q32
3/14
Chapter 3
Part 2
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4/14MEASURE - Engine controls and PHM
June 2017 / R& T81
Engine controls in a nutshell
• Controls the engine : computes the commands and sends it to actuators
• Engine protection functions : overspeed protection, fire protection…
• Communicates with the aircraft :
• Receives the aircraft data necessary to fulfill its role
• Send information to the aircraft (maintenance information, alerts…)
Opportunity for PHM
• PHM can use data computed by engine controls
• Additional internal engine data and parameters
• Detection logics
• Models : temperatures, pressures
• Data validity status
Sensors Actuators
Avionics &
Aircraft Systems
PHM Engine
Controls
But also associated limitations
• Due to different needs between Engine Controls and PHM
• Limited number of sensors
• Accuracy, precision and/or acquisition frequency not
always sufficient for PHM needs
1 3 4 Q32
Chapter 3
Part 2
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5/14MEASURE - Engine controls: data status computation
June 2017 / R& T82
Sensor redundancy
• 2 sensors measuring the same data independently
• Data from each sensors are sent and processed independently
A status is computed and a selection is performed
PHM can use the data status
• As a current data status for PHM functions
• For a specific monitoring function
Engine Controls
1 3 4 Q32
Channel A Channel B
Cross check
Status computation
& Data Selection
Range check
Range check
Selected value Data Status
Chapter 3
Part 2
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6/14MEASURE – Sensor technology selection
June 2017 / R& T83
Example : oil level sensor
• Both Engine Controls and PHM need the oil level measure
• Some other factors to take into account to choose a sensor
• Installation constraints : oil tank design, oil sensor installation in the tank
• Compact solutions
• Sensor robustness to engine environment : strong thermic and mechanical stress
• Avoid sensors with mechanical contacts
• Sensor’s low sensitivity to influential parameters (temperature, vibrations…)
• Possibility to implement a compensation (model…)
• Costs
Objective Needs on the sensor
Engine Control - Detect low oil level (safety aspects)
- Detect if the tank is full or needs refill (binary)
- Accuracy around extreme positions (full and
empty tank)
- Very reliable
PHM - Monitor the oil consumption and detect
anomalies in the oil consumption
- Accuracy on the whole oil level range
Tank section
1 3 4 Q32
Chapter 3
Part 2
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• Continuous measurement
MEASURE - Oil level sensors technologies – some examples
June 2017 / R& T84
Resistive sensors Capacitive sensors
VM
AX
Vmi
n
Vref Vou
t
1 2 3
Rfault detection
resistor
Sensitive to oil pollution
• Discrete measurement
Also other technologies, but too costly or too much impacted by the environmental constraints
• Differential pressure sensor • Wave sensors• Magnetostrictive sensors
𝐶 = 𝜖𝑆
𝑑
𝑅 = 𝜌𝑙
𝑆
Accuracy depending on the step width between the floats and
the tank design
ℎ
𝜖 variations
In case of fuel leakage
1 3 4 Q32
7/14
𝑆 = 2𝜋𝑟ℎ
Chapter 3
Part 2
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8/14MEASURE – Accuracy and precision recovery
June 2017 / R& T85
Measurements come with numerous sources of errors
First step : Sources of error identification in the measurement of the monitored parameter
This step implies the sensor expert, the system specialist but also a lot of data visualization
Then : Sources of error classification
• Systematic errors impact on accuracy
• Random errors impact on precision
Action for each source of error is taken in order to
improve the trueness
Process may be iterative with the trend design of the monitored
parameter. Trend variation analysis may indicate if further improvement
is necessary or not.
Offset correction Filter
Poor Accuracy Poor Precision
1 3 4 Q32
Chapter 3
Part 2
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MEASURE – Example of Oil level measurement error analysis
June 2017 / R& T86
oil level measurement
accuracy
oil temperature influence
oil flow influence
aircraft attitude influence
type of oil
Objective : monitor oil consumption and detect
anomalies in oil consumption
First step : Sources of error identification
1 3 4 Q32
Chapter 3
Part 29/14
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Due to installation constraints, oil level sensor is not
centered in oil tank.
This makes the measurement sensitive to aircraft
movements (acceleration/deceleration, pitch/roll, …)
because of oil surface inclination
First action is to select flight phase that minimize aircraft
attitude: take off, climb, approach are excluded
In flight attitude can be corrected but requires more parameters from the aircraft
and add extra complexity.
Remaining attitudes are filtered.
MEASURE - Aircraft attitude influence
June 2017 / R& T87
ay
az
g
lr
Lr
lf
Lf
Oil tank: top view
qSteady oil surface
Oil surface
with attitude
Oil tank: lateral view
Oil level
sensor
h
1 3 4 Q32
Chapter 3
Part 210/14
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11/14MEASURE - Oil level measurement accuracy
Sources of errors are analyzed and
classified in categories
Lot of errors impact only accuracy and do not vary from one
flight to another for same engine. They are cancelled when
looking at trend variation.
Some errors are random and affect precision. Denoising will be
necessary.
Some errors are dependent from external parameters: a model
can be used to reduce it.
Measurement is discrete here
Measurement resolution has a strong impact on precision
Rising and falling edges are preferred instants to save
measurement.
June 2017 / R& T88
Reed switch
float
Tank section
Error sources impact
Floatability of the float in function of EOT f(Oil Temp)
Switch position tolerance accuracy
Sensor position / tank accuracy
Float weight tolerance accuracy
Hysteresis switch/magnet precision
Measurement electric noise precision
1 3 4 Q32
Chapter 3
Part 2
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Oil temperature has primary effect on oil level
(dilatation + gulping)
Oils temperature follow a repeatable behavior
during taxi out when engine is heating.
A model is built and used on ground
Model is fitted with least square error reduction.
This offers several advantages:
> It is possible to estimate the oil level at a temperature reference
level in order to be comparable from flight to flight
> This reduces random errors has well as oil level quantization
error.
MEASURE - Oil temperature influence
June 2017 / R& T89
Decision to record only rising edges on board
1 3 4 Q32
12/14
Oil
Le
ve
l
Oil Temperature
Chapter 3
Part 2
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Not all errors can be completely cancelled
for several reasons:
> Accuracy of models is not perfect
> Some parameters remain unknown
Remaining errors are smoothed in final
trend.
Accuracy improvement lowers detection time
Some robustness may be also included in
threshold detection (k among n)
MEASURE - Remaining errors
June 2017 / R& T90
oil level measurement
accuracy
oil temperature influence
oil flow influence
aircraft attitude influence
type of oil
1 3 4 Q32
Chapter 3
Part 213/14
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14/14
Maximum transmission bandwidth known
Data and trueness recovery methods identified
? How to implement data acquisition and recovery methods ?
MEASURE - To sum up
June 2017 / R& T91
Measure
Compute
Transmit
Flight
Engine
Ground
station
1
2
3
Sensor technology selection is influenced by the
engine specificities
Measurements come with sources of error
Recovery methods are defined
1 3 4 Q32
Chapter 3
Part 2
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CHAPTER 3 CONTENTS
Mars 2016 / DIRECTION SUPPORT CLIENTS
3part
1 3 4 Q32
Computation
Hardware in Engine
Envrionment
Computation
Optimization
Measurement
Choice of Sensors
Accuracy retrieval methods
Transmission
Aircraft to Ground
Engine to Aircraft
1 2
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COMPUTE - Embedded computational unit vs. Smartphone
June 2017 / R& T93 1 3 4 Q32
1/9
CPU, RAM, NVM
10 x~ Vibration
Lightning
Cosmic radiation
Development Duration
~-50°C ~ 100°C
~ -20°C ~ 45°C
Altitude
~ 5-10 years development
~ 20-30 years in serviceEach year, a new
smartphone
Chapter 3
Part 3
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COMPUTE - A set of challenging constraints limits the CPU throughput
and memory
June 2017 / R& T94
miniaturizationLithography
resolution
Data/code
corruption
Cosmic rays
Increase sensitivity
CONSTRAINTS
weightsurface volume
Component
obsolescencevibrations
Active
cooling
reliability
Thermal
dissipation
Component extended
temperature range
Different dilatation
coefficient
shear
shear
BGA grid
resolution
1 3 4 Q32
2/9
Chapter 3
Part 3
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COMPUTE - Consequences
June 2017 / R& T95
Hardware limitations
• Storage memory less than 1 GB (several GB for ACMS)
• CPU throughput generally less than 1 Gflop
Extra development efforts
• Storage optimization (number of bits reduced to 8 when possible, undersampling, …)
• Computation time is not only linked to the number of operations but also to the amount of data to load to the CPU
Effort is spent in reduction of the number of operations
Effort is also spent on the reduction on the bandwidth between memories and CPU: data flow optimization and cache usage
1 3 4 Q32
3/9
Chapter 3
Part 3
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Defining on board simplified extraction rules
June 2017 / R& T96
Number of inputs is reduced:
• Flight phase restricted to
domains aircraft attitude are
limited
• Aircraft attitude have been
characterized in retained flight
phases and aircraft data have
been removed from inputs
1 3 4 Q32
N2 Core Speed
Oil temperature
Oil level
4/9
Chapter 3
Part 3
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Defining on board simplified extraction rules
June 2017 / R& T97 1 3 4 Q32
5/9
Extracted samplesNumber of outputs is reduced:
• Only samples bringing
information are extracted
Chapter 3
Part 3
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Treatment scheduling
June 2017 / R& T98
Several PHM functions
embedded in the same unit
Quantity of operation exceeds real time
capability Scheduling
Treatment is differed and prioritized
Altitude
time
Startup processing
Taxi out oil data
Take off gas path data
sensors data
Gas path cruise data
taxi in oil data
Post flight report (PFS)
1 3 4 Q32
6/9
Chapter 3
Part 3
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Data flow optimization
June 2017 / R& T99 1 3 4 Q32
7/9
Generally, more than 50% of computation time is spent in
exchanging data between CPU and memories
• It is generally better to work on small chunks of data
• Keep data in cache memory as long as possible to avoid multiple
load/store cycles
• Compromise between differed time that requires extra data exchange
and real time for lighter algorithms that reduces data exchange
Processor
L1 cache
program
L1 cache
data
L2 cache
External RAM
Spatial and temporal proximity
Chapter 3
Part 3
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Data flow optimization
June 2017 / R& T100 1 3 4 Q32
8/9
Processor
L1 cache
program
L1 cache
data
L2 cache
External RAM
Prototyping with scripting interpreted languages introduce a different data flow philosophy
• Example : extracting a maximum and a minimum
Interpreted
(prototyping)Embedded
M = Max(X_vect));
m = min(X_vect));
For all x in X_vect
if x > M
M = x
end if
if x < m
m =x
end if
End for
Max :
For all x in X_vect
if x > M
M = x
end if
End for
min :
For all x in X_vect
if x < m
m = x
end if
End for
This can increase the data flow
bandwidth by more than 1000%
Code optimization : advices completely opposite between
interpreted script and embedded software
Chapter 3
Part 3
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COMPUTE - To sum up
June 2017 / R& T101
Measure
Compute
Transmit
Flight
Engine
Ground
station
1
2
3
Hardware limitations due to engine environment
Need to simplify and optimize embedded
computation
• Reduce the number of operations
• Reduce data flow exchange
Maximum transmission bandwidth known
Data and trueness recovery methods identified
Data acquisition and trueness recovery methods implemented
1 3 4 Q32
9/9
Chapter 3
Part 3
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1/1A delicate compromise between aircraft and engine constraints
June 2017 / R& T102
Engine-aircraft and aircraft-ground bandwidth introduces the need of a data compression
• Lossless compression may be impossible
Embedded constraints may limit the compression capability
Data loss rate is to be tuned in function of the available bandwidth, the computing capability and
the monitoring accuracy need
1 3 4 Q32
Chapter 3
Conclusion
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PHM Systems on
CFM56 & Silvercrest
engine
Gaining in confidence
in a PHM System
Predictive & Effective
maintenance
SAFRAN AIRCRAFT ENGINES PHM / TUTORIAL CONTENTS
June 2017 / R& T103
1 2 3
Introduction & Context
Why PHM for Aircraft Engines ?
Global PHM System Architecture
System perimeter
Engine dysfunction analysis
Engine wear modes
System architecture
Embedding a PHM System
Constraints on airborne systems
Harsh environment & monitoring
1 2 3 4 Q
OPERATIONAL REALIZATIONS
1/22
Chapter 4
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CHAPTER 4 CONTENTS
June 2017 / R& T
Safran Monitoring Systems
CFM56
Silvercrest
Data collection
Gaining confidence in PHM System
Industrialization of PHM System
Iterative process
Predictive & Effective maintenance
Certification of PHM Systems
Lifing on Engine
Configuration Tracking
1 2 3
1 2 3 4 Q104
Chapter 4
2/22
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Chapitre 4
Présentation systèmes de monitoring Safran
CFM56 : ACARS & GMS v2 solution
Forevision : A new step in monitoring by Safran.
Gaining confidence
Industrialization & Maturity (EIS / EIS +3)
Predictive & effective maintenance
challenge of PHM systems is to help maintenance to gain in prediction & effectiveness.
June 2017 / R& T1 2 3 4 Q
105
Chapter 4
3/22
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CHAPTER 4 CONTENTS
June 2017 / R& T
Gaining confidence in PHM System
Industrialization of PHM System
Iterative process
Predictive & Effective maintenance
Certification of PHM Systems
Lifing on Engine
Configuration Tracking
2 3
Safran Monitoring
Systems
CFM56
Silvercrest
Data collection
1 2 3 1/3 Q106
Chapter 4
Part 14/22
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Mature Engines CFM56 & SaM146
• Limited monitoring due to available data
on aircraft avionics.
• New development are hindered by complexity to
add a new system that is to be certified after EIS.
New Engines like Leap or Silvercrest
• Embedded Monitoring system designed by the
OEM to control the data generation.
• Global system approach to be sure to have an
optimized ground & embedded systems.
Engine program
June 2017 / R& T1 2 3 4 Q
107
Chapter 4
Part 15/22
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CFM56
June 2017 / R& T1 2 3 4 Q
Oil system•Oil & Pressure monitoring•Filter by-pass•Oil consumption•Debris monitoring & Smart filters
General•Anomaly detection•Fusion decision making•Fleet mapping
Performances•Global analysis•Modular analysis
Control system•Sensor checking•Actuator checking•Aided troubleshooting•Fault isolation
Mechanical health•Balancing analysis•Bearings & gears•Fleeting events
Start capability•Hot /Hung start•Start system health•Sparks health
Fuel system•Filter by-pass•Smart filters•Fuel pump monitoring
Chapter 4
Part 16/22
Functions Needs Diagram
109
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CFM56
June 2017 / R& T1 2 3 4 Q
109
Chapter 4
Part 17/22
The CFM International CFM56 (U.S.
military designation F108) series is a family
of high-bypass turbofan aircraft engines
made by CFM International (CFMI), with a
thrust range of 18,500 to 34,000 pounds-
force (82 to 150 kilonewtons).
Number built 30,000 (as of July 2016)
Unit cost US$10 million (list price)
Engine Engine
ACMS
Transfer to the ground
3 possibilities (depending on the
application)
During the flight (ACARS)
End of the flight (GSM or
WiFi)
At Scheduled time
Engine Engine
ACMS
GMS ACARS
GMS Diag
Data
loading
orchestration
algorithms
export
engineering
Query
tools
ReGen
SPC, Trends, Alert
diagnostics
GMS ACARS
GMS Diag
Data
loading
orchestration
algorithms
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CFM56
Performance (EGT trend, score)
June 2017 / R& T1 2 3 4 Q
110
Chapter 4
Part 18/22
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CFM56 – oil report example
June 2017 / R& T1 2 3 4 Q
111
Chapter 4
Part 19/22
Snapshot taken when the level is changing and only during ground idle phase.
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CFM56
June 2017 / R& T1 2 3 4 Q
Regression slope is the
average consumption
between 2 servicing
Lost report
More than 10000
EFH of raw data
stored.
Since 2012,
some Safran
ACMS does that
computation on
fleet.
112
Chapter 4
Part 110/22
Distance between regression
lines estimates the oil
servicing quantity
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Silvercrest monitoring within support organization
June 2017 / R& T1 2 3 4 Q
113
Chapter 4
Part 111/22
Silvercrest fleet will be monitored by Safran Aircraft Engines’ front office follow the sun organization among 3 hubs
Data is generated all along the flight before engine start
after engine shutdown
Data is transferred during the flight for dispatch information
after the flight for non dispatch information
Data is automatically processed on ground
Results are analyzed by front office for short term assessments When a shift occurs, an alarm is raised, then investigated
Customer support delivers a maintenance recommendation to the customer
by back office for mid-long term assessments
Data and analysis results are available on a secured web portal for customers
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SCR Functional perimeter
June 2017 / R& T1 2 3 4 Q
Silvercrest Engine Health Management is
based on Safran Aircraft Engines
Algorithms able to:
Nacelle Monitoring
Nacelle Anti Ice Valve
Thrust Reverser Actuation System
Performance Condition
Monitoring
Performance Health
Monitoring
Performance Analysis
Unbalance Modular Analysis
Mechanical Diagnostics
Bearing Monitoring
Controls
Engine Oil Condition
Actuator Loop
Smart Filter
Engine Start Capability
Sensors Aging Drift
Sensors Intermittences
Actuator Use
Mission Cycle Count
9114
Chapter 4
Part 112/22
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SCR PHM System
June 2017 / R& T115
Engine Engine
MMS GMS ACARS
Forevision
Data
loading
orchestration
algorithms
Qurey
tools
Portal
SPC, Trends, AlertTransfer to the ground
2 possibilities (depending on the
application)
During the flight
(SATCOM)
Scheduled time
Thrust range 10,000-12,000 lbf
(44-53 kN)
Chapter 4
Part 113/22
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SCR Performance Diagnostics
June 2017 / R& T1 2 3 4 Q
116
Chapter 4
Part 114/22
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SCR Performance Prognostics
June 2017 / R& T117
Chapter 4
Part 115/22
1 2 3 4 Q
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Example of results
June 2017 / R& T118
Chapter 4
Part 116/22
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Oil Consumption on new engine
June 2017 / R& T119
Chapter 4
Part 117/22
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CHAPTER 4 CONTENTS
June 2017 / R& T
Predictive & Effective maintenance
Certification of PHM Systems
Lifing on Engine
Configuration Tracking
3
Safran Monitoring Systems
CFM56
Silvercrest
Data collection
1
Gaining confidence
in PHM SystemIndustrialization
of PHM System
Iterative process
1 2 3 2/3 Q120
Chapter 4
Part 218/22
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June 2017 / R& T1 2 3 4 Q
121
Chapter 4
Part 219/22
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CHAPTER 4 CONTENTS
June 2017 / R& T
Safran Monitoring Systems
CFM56
Silvercrest
Data collection
1
Predictive & Effective
maintenance
Certification of
PHM Systems
Gaining confidence in PHM System
Industrialization of PHM System
Iterative process
2
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Chapter 4
Part 320/22
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
Certification and lifing
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Chapter 4
Part 3
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21/22
Certified PHM zone
Certified PHM is whenthe function of the system dedicated to data recording is at least certified level D.Then the produced data have credit with respect to EASA or FAA.
PHM in Safran is dedicated mainly on events tracking. Such as D&C, ATO and IFSDAnd it complete the PSE offer of services to trend.
This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran
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QUESTIONS ?
June 2017 / R& T
22/22