AD-A203 800
`
`... ...
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`P
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`-jm
`
`AGARD CONFERENCE PROCEEDING No.448
`'I'
`Engine Condition Monitoring -
`Technology and Experience
`DTIC
`=
`8JA
`
`4
`
`S
`
`*...LECTE
`JN0
`
`D
`
`UaMloN ~AT~1
`
`A
`
`_. j
`
`rl=
`
`89
`
`10915
`
`BOEING
`Ex. 1034, p. 1
`
`

`
`AGARD-CP-448
`
`NORTH ATLANTIC TREATY ORGANIZATION
`
`ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT
`
`(ORGANISATION DU TRAITE DE L'ATLANTIQUE NORD)
`
`AGARD Conference Proceedings No.448
`
`ENGINE CONDITION MONITORING - TECHNOLOGY AND EXPERIENCE
`
`..
`
`!
`
`It
`
`Papers presented at the Propulsion and Energetics Panel 71st Symposium, held in Quebec City, Canada, 'i
`30 May-3 June 1988.
`
`_____
`
`BOEING
`Ex. 1034, p. 2
`
`

`
`THE MISSION OF AGARD
`
`According to its Charter, the mission of AGARD is to bring together the leading personalities of the NATO nations in
`the fields of science and technology relating to aerospace for the following purposes:
`
`- Recommending effective ways for the member nations to use their research and development capabilities for the
`common benefit of the NATO community;
`
`- Providing scientific and technical advice and assistance to the Military Committee in the field of aerospace research
`
`and development (with particular regard to its military application);
`
`- Continuously stimulating advances in the aerospace sciences relevant to strengthening the common defence posture;
`
`-
`
`Improving the co-operation among member nations in aerospace research and development;,
`
`- Exchange of scientific and technical information;
`
`- Providing assistance to member nations for the purpose of increasing their scientific and technical potential;
`
`- Rendering scientific and technical assistance, as requested, to other NATO bodies and to member nations in
`connection with research and development problems in the aerospace field.
`
`The highest authority within AGARD is the National Delegates Board consisting of officially appointed senior
`representatives from each member nation. The mission of AGARD is carried out through the Panels which are composed of
`experts appointed by the National Delegates, the Consultant and Exchange Programme and the Aerospace Applications
`Studies Programme. The results of AGARD work are reported to the member nations and the NATO Authorities through
`the AGARD series of publications of which this is one.
`
`Participation in AGARD activities is by invitation only and is normally limited to citizens of the NATO nations.
`
`The content of this publication has been reproduced
`directly from material supplied by AGARD or the authors.
`
`Published October 1988
`
`Copyright 0 AGARD 1988
`All Rights Resemved
`
`ISBN 92-835-0481-X
`
`Ia
`
`ice Lifted
`ftbued by
`
`40 Chgvelft Law, Loughton, Essex IGZO 37Z
`
`..
`
`_
`
`..... ..
`
`.
`
`BOEING
`Ex. 1034, p. 3
`
`

`
`RECENT PUBLICATIONS OF THE PROPULSION AND ENERGETICS PANEL
`
`Conference Proceedings
`
`Testing and Measurement Techniques in Heat Transfer and Combustion
`AGARD Conference Proceedings No.28 1, 55th A Meeting, May 1980
`
`Centrifugal Compressors, Flow Phenomena and Performance
`AGARD Conference Proceedings No.282, 56th B Meeting, May 1980
`
`Turbine Engine Testing
`AGARD Conference Proceedings No.293,56th Meeting, Sep/October 1980
`
`Helicopter Propulsion Systems
`AGARD Conference Proceedings No.302,57th Meeting, May 1981
`
`Ramiets and Ramrockets for Military Applications
`AGARD Conference Proceedings No.307, 58th Meeting, October 1981
`
`Problems in Bearings and Lubrication
`AGARD Conference Proceedings No.323, 59th Meeting, May/June 1982
`
`Engine Handling
`AGARD Conference Proceedings No.324,60th Meeting, October 1982
`
`Viscous Effects in Turbomachines
`AGARD Conference Proceedings No.351,61st A Meeting, June 1983
`
`Auxiliary Power Systems
`AGARD Conference Proceedings 352, 61 st B Meeting, May 1983
`
`Combustion Problems in Turbine Engines
`AGARD Conference Proceedings 353,62nd Meeting, October 1983
`
`Hazard Studies for Solid Propellant Rocket Motors
`AGARD Conference Proceedings 367,63rd A Meeting, May/June 1984
`
`Engine Cyclic Durability by Analysis and Testing
`AGARD Conference Proceedings No.368,63rd B Meeting, May/June 1984
`
`Gears and Power Transmission Systems for Helicopters and Turboprops
`AGARD Conference Proceedings No.369,64th Meeting October 1984
`
`Heat Transfer and Cooling in Gas Turbines
`AGARD Conference Proceedings No.390,65th Meeting, May 1985
`
`Smokeless Propellants
`AGARD Conference Proceedings No.391,66th A Meeting, September 1985
`
`Interior Ballistics of Guns
`AGARD Conference Proceedings No.392,66th B Meeting, September 1985
`
`Advanced Instrumentation for Aero Engine Components
`AGARD Conference Proceedings No.399,67th Meeting, May 1986
`
`Engine Response to Distorted Inflow Conditions
`AGARD Conference Proceedings No.400,68th A Meeting, September 1986
`
`Transonic and Supersonic Phenomena in Turbomachines
`AGARD Conference Proceedings No.401,68th B Meeting, September 1986
`
`Advanced Technology for Aero Engine Components
`AGARD Conference Proceedings No.421,69th Meeting September 1987
`
`Combustion and Fuels in Gas Turbine Engine
`AGARD Conference Proceedings No.422, 70th Meeting October 1987
`
`.
`
`I.
`
`BOEING
`Ex. 1034, p. 4
`
`

`
`Workiq Gaueip Repa
`
`Aircraft Fire Safety
`AGARD Advisory Report 132, Vol.I and Vol.2. Results of WG I I (September and November 1979)
`
`Turbuknt Transport Phenomena (in English and French)
`AGARD Advisory Report 150. Results of WG 09 (February 1980)
`
`Through Flow Calculations in Axial Turbomachines
`AGARD Advisory Report 175. Results of WG 12 (October 1981)
`
`Alternative Jet Engine Fuels
`AGARD Advisory Report 181. Vol.I and Vol.2. Results of WG 13 (July 1982)
`
`Suitable Averaging Techniques in Non-Uniform Internal Flows
`AGARD Advisory Report 182 (in English and French). Results of WG 14 (June/August 1983)
`
`Producibility and Cost Studies of Aviation Kerosines
`AGARD Advisory Report 227. Results of WG 16 (June 1985)
`
`Performance of Rocket Motors with Metallized Propellants
`AGARD Advisory Report 230. Results of WG 17 (September 1986)
`
`Lecture Series
`
`Non-Destructive Inspection Methods for Propulsion Systems and Components
`AGARD LS 103 (April 1979)
`
`The Application of Design to Cost and Life Cycle Cost to Aircraft Engines
`AGARD LS 107 (May 1980)
`
`Microcomputer Applications in Power and Propulsion Systems
`AGARD LS 113 (April 1981)
`
`Aircraft Fire Safety
`AGARD LS 123 (June 1982)
`
`Operation and Performance Measurement of Engines in Sea Level Test Facilities
`AGARD LS 132 (April 1984)
`
`Ramjet and Ramrocket Propulsion Systems for Missiles
`AGARD LS 136 (September 1984)
`
`3-D Computation Techniques Applied to Internal Flows in Propulsion Systems
`AGARD LS 140 (June 1985)
`
`Engine Airframe Integration for Rotorcraft
`AGARD LS 148 (June 1986)
`
`Desigt. Methods Used in Solid Rocket Motors
`AGARD LS 150 (April 1987)
`AGARD LS 150 (Revised) (April 1988)
`
`Odear Pubileatiam
`
`Airbreathing Engine Test Facility Register
`AGARD AG 269 (July 1981)
`
`Rocket Altitude Test Facility Register
`AGARD AG 297 (March 1987)
`
`Manual for Aeroelasticity in Turbomachines
`AGARD AG 298/1 (March 1987)
`AGARD AG 298/2 (June 1988)
`
`Application of Modified Loss and Deviation Correlations to Transonic Axial Compressors
`AGARD Report 745 (November 1987)
`iv
`
`Av
`
`BOEING
`Ex. 1034, p. 5
`
`

`
`In recent years considerable experience with engine condition monitoring (ECM) has been accumulated, both in
`military and civil aircraft applications This Symposium has covered a wide range of applications to military aircraft and
`helicopters, to airline operations and to the use of aero derived gas turbines. The scope included user's experience with 0!
`board ECMI system and their integration into logistic systems; comparison of diagnostic methods for fault prediction;
`experimental results achieved by these methods; the impact of ECNIon future propulsion systems; and potential capabili
`arising from the availability of new diagnostic techniques. The emphasis of the Symposium was o'n operational experien4
`and current technological developments.
`
`Un capital de savoir-faire considerable a &t6 constitu6 ces derniare annees dans le domaine du contr6le die l'itat des mot
`d'aeronef (CEM), tant civils que militaires. Le present Symposium a couvert tine vaste game d'applications aux avions
`hilicoptkres militaires, et aux moteurs It turbine A gaz derives, des avions die ligne. Ues sujets traitas comprenaient!
`l'experience d'utilisateurs des syst~mes CEM embarques et die leur integration aux systimes de logistiques; comparason
`methodes de diagnostic die pannes; lea rdsultts experimentaux obtenus par ces diverses mithodes; l'impact du CEM sur
`syst~mes die propulsion ftiturs et lea capacitis potentielles imergeant die ces nouvelles techniques die diagnostic. Le
`Symposium a 6ti principalement axe sur l'experience opErationnelle et lea developpements technologiques actuellemeni
`cours.
`
`BOEING
`Ex. 1034, p. 6
`
`

`
`PROPULSION AND ENERGETICS PANEL
`
`Chairmn. Dr WL.Macmillan
`Project Manage
`EHF Commnunication Satellite
`Defence Research Establishment
`Ottawa, Ontario KlA 0Z4
`
`Deputy Chairman:
`
`Ing. Principal de I'Armesnent P.Ramette
`Direction des Recherches, Etudes
`et Techniques
`26 Boulevard Victor
`75996 Paris, France
`
`PROGRAMME COMMITTEE
`
`Prof. H.J.H.Saravanamuttoo (Chairman)
`Chairman, Mechanical & Aeronautical Engineering
`Carleton University
`Ottaiwa, Ontario I S 5136, Canada
`
`Major F. Al"'
`Kava Kuvvetler Kormutanlii
`Lojistik Teknic Balum Dairesn
`Ankara, Turkey
`
`Mr H.Cornet
`Service Technique des Programmes Aironautiques
`26 Boulevard Victor
`75996 Paris Arines, France
`
`Dr D.E.Colbourne
`Superintendent Combustion & Power Plant Noise
`Royal Aircraft Establishment
`Pyestock
`Farnborough, Hants GU 14 OLS, UK
`
`Prof. D.Dini
`Universiti di Pisa
`Dipartimento di Macchine
`Via Diotisalvi 3
`56100 Pisa, taly
`Prof. D.K.Hennecke
`Facheiet Flugantriebe
`Technische Hochschule Darmstadt
`Petersenstraase 30
`6 100 Darmstadt, Germany
`Po.Raqe
`Ecof. Roalqe Mltr
`ceRoaeNitir
`30 Avenue de Ia Renaissance
`1040 Bruxelles, Belgium
`Mr R-E.Smith, Jr
`Vice President and Chief Scientist
`Sverdrup Technology Inc. AEDC Div.
`Arnold Air Force Station
`Tennessee 37389, US
`
`Mr .I.P.K.Vleghert
`National Aerospace Laboratory.
`PO Box 90502
`Anthony Fokkerweg
`1006 BM Amsterdam, Netherlands
`
`HOST NATION COORDINATOR
`
`Dr W.L.Macmillan
`
`PANEL EXECUTIVE
`
`DT E.Riester
`AGARD-NATO-PEP
`7rue Ancetle
`92200 Neuilly sur Seine. France
`
`ACKNOWLEDGEMENT
`
`The Propulsion and Energetics Panel wishes to express its thanka to the National Delegates from Canada for the
`invitation to hold this Meeting in Quebec City and for the facilities and personnel which made the meeting possible.
`
`BOEING
`Ex. 1034, p. 7
`
`

`
`*CONTENTS
`
`RECENT PUBLICATIONS OF PEP
`
`THEME
`
`PROPULSION AND ENERGETICS PANEL
`
`SESSION I - MILITARY OPERATIONS
`
`OPERATIONAL REQUIREMENTS FOR ENGINE CONDITION MONITORING FROM THE EFA
`VIEWPOINT
`by J.V.GoodfeUow
`
`AN OVERVIEW OF US NAVY ENGINE MONITORING SYSTEM PROGRAMS AND USER
`EXPERIENCE
`by A.J.Hess
`
`ENGINE USAGE CONDITION AND MAINTENANCE MANAGEMENT SYSTEMS IN THE UK ARMED
`FORCES
`by W.D.M.Fletcher and N.A.Bairsto
`
`CANADIAN FORCES AIRCRAFT ENGINE CONDITION/HEALTH MONITORING - POLICY, PLANS
`AND EXPERIENCE
`by C.Schofleld, R.La Grandeur, F.Dub6, T.Harris, R.Cue and A.LeBlanc
`
`ON-BOARD LIFE MONITORING SYSTEM FOR TORNADO (OLMOS)
`by J.Kunz and U.Schulz
`
`INFORMATION MANAGEMENT SYSEMS FOR ON-BOARD MONITORING SYSTEMS
`by P.JJenkins
`
`CF-18 ENGINE PERFORMANCE MONITORING
`by D.E.Muir, D.M.Rudnitski and R.W.Cue
`
`B-lB CITS ENGINE MONITORING
`by B.Laine and K.Derbyshire
`
`ENGINE LIFE CONSUMPTION MONITORING PROGRAM FOR RB 199 INTEGRATED IN THE ON-
`BOARD LIFE MONITORING SYSTEM
`by J.Broede
`
`RECENT UK TRIALS IN ENGINE HEALTH MONITORING - FEEDBACK AND FEEDFORWARD
`by M.J.Sapsmrd
`
`Fl 10 ENGINE MONITORING AND MAINTENANCE MANAGEMENT SYSTEMS FOR F-16 C/D
`by FAWgWn
`
`ENGINE CONDITION MONITORING - STATE-OF-THE-ART CIVIL APPLICATION
`by H.Schlueter and R.Schoeddert
`
`SESSION 1 - CIVIL EXPERIENCE
`
`Paper 13 wIthdrmm
`
`Paper 14 wiidrawn
`
`LE CFM-56-5 SUR A320 A AIR FRANCE
`par P.Cftiails
`
`AUTOMATED GAS TURBINES IN COMBINED CYCLE-UNITS FOR ELECTRICITY AND HEAT
`PRODUCTION
`by AS-ia Clercq
`
`A Om¢
`
`par
`
`iln
`
`v
`
`Reference
`
`I
`
`2
`
`3
`
`4
`
`5
`
`6
`
`7
`
`8
`
`9
`
`10
`
`11
`
`12
`
`16
`t
`
`BOEING
`Ex. 1034, p. 8
`
`

`
`IM~JCAIONDEL'AVIONNEUR DANS LE SUMV DES PERFORMANCES DU MOTEUR
`
`SESSION III - MANUFACTURER'S PERSPECTIVE
`
`FlWO-PW-220 ENGINE MONITORING SYSTEM
`by D.Meyen and G.W.
`
`LE CALCULATEUR DE POTENITEL SUR LE REACTEUR M53
`per CSrmng
`MILITARY ENGINE CONDITION MONITORING SYSTEMS - THE UK EXPERIENCE
`by C.M.O'Coamsr
`
`MILITARY ENGINE MONITORING STATUS AT GE AIRCRAFT ENGINES, CINCINNATI, OHIO
`by RJ.E.Dyao. and M..Adeby
`
`COMMERCIAL ENGINE MONITORING STATUS AT GE AIRCRAFT ENGINES, CINCINNATI, OHIO
`by R.J.E.Dysmu and J.L-Paa
`
`THE ADVANTAGE OF A THRUST RATING CONCEPT USED ON THE RB 199 ENGINE
`by P.Thee
`
`SESSION IV - TURBOPROPS AND TURDOSHAFI'S
`
`TR1END-MONITORING DES TURBO-PROPUISEURS DE PEITE ET MOVENNE PUISSANCE
`pu P.Vaquez
`
`GAS PATH ANALYSIS AND ENGINE PERFORMANCE MONITORING IN A CHINOOK HELICOPTER
`by D.E.Gkony
`
`THE EFFECTS OF A COMPRESSOR REBUILD ON GAS TURBINE ENGINE PERFORMANCE
`by J.C.MwAc-od and J.C.G.Lfa a~
`
`SESSION V - SYSTEMS
`
`SYSTEM CONSIDERATIONS FOR INTEGRATED MACHINERY HEALTH MONITORING
`by RM.Tester
`
`MAINTENANCE AID SYSTEM FOR WIDE BODY AIRCRAFT
`by ALvjmoa
`
`INSTALLED THRUST AS A PREDICTOR OF ENGINE HEALTH FOR JET ENGINES
`by G.B.Macklnoes and M.J.Hame
`
`GETING MORE FROM VIBRATION ANALYSIS
`by R.M.StewaiI, L.C.Ceemem led LLlbrowakl
`
`A JOINT STUDY ON THE COMPUTERISATION OF IN-FIELD AERO ENGINE VIBRATION
`DIAGNOSIS
`by H.R.Cwr, GJ~ye and P.Jenhl
`FAULT MANAGEMENT IN AIRCRAFT POWER PLANT CONTROLS
`by SMamaremd A.Nobre
`
`SESSION VI - DIAGNOSTIC METHODS
`
`DISCRETE OPERtATING CONDTONS GAS PATH ANALYSIS
`by A.GSlmoft and LDYapaku
`
`GAS PATH MODELLING, DIAGNOSIS AND SENSOR FAULT DE7TCTON
`and LFhdle
`by R.imdewt
`
`vmI.
`
`is
`
`19
`
`20
`
`21
`
`22
`
`23
`
`24
`
`25
`
`26
`
`27
`
`28
`
`29
`
`30
`
`31
`
`32
`
`33
`
`34
`
`BOEING
`Ex. 1034, p. 9
`
`

`
`r
`
`SYSTEM-THEORETICAL METHOD FOR DYNAMIC ON-CONDITION MONITORING OF GAS
`TURBINES
`by F.Urk G.Kappler and H.Rlk
`
`IDENTIFICATION OF DYNAMIC CHARACTERISTICS FOR FAULT ISOLATION PURPOSES IN A
`GAS TURBINE USING CLOSED-LOOP MEASUREMENTS
`by G.L.Mertingtom
`
`CF!8/F404 TRANSIENT PERFORMANCE TRENDING
`by J.R.Henmy
`
`SESSION VII - ADVANCED TECHNOLOGIES
`
`SPACE SHUTTLE MAIN ENGINE MONITORING EXPERIENCE AND ADVANCED MONITORING
`SYSTEMS DEVELOPMENT
`by H.A.Cikanek 11
`
`PLUME SPECTROMETRY FOR UQUID ROCKET ENGINE HEALTH MONITORING
`by W.T.Powers, F.G.Sberrell, J.H.Bridges III and T.W.Bratcher
`
`GAS PATH CONDITION MONITORING USING ELECTROSTATIC TECHNIQUES
`by C.Flher
`
`AN INTELLIGENT SENSOR SYSTEM FOR EQUIPMENT HEALTH MONITORING OF
`FERROMAGNETIC WEAR DEBRIS CONCENTRATION IN FLUIDS
`by K.W.Cbambers, M.C.Arneson, J.LMMontin, W.Dueck and C.A.Waggoner
`
`COMPASS: A GENERALIZED GROUND-BASED MONITORING SYSTEM
`by MJ.Pirovost
`
`Refeknce
`
`35
`
`36
`
`37
`
`38
`
`39
`
`40
`
`41
`
`42*
`
`Bebo"Ing to and premented In Session U.
`
`.
`
`ix
`
`BOEING
`Ex. 1034, p. 10
`
`

`
`I-I
`
`OPERATIONAL REQUIREMENTS FOR ENGINE CONDITION MONITORING
`FROM THE EFA VIEWPOINT
`by
`J. V. Goodfellow
`Section Leader Engine and Engine Accessories
`NEFMA
`Arabellastrasse 16, 8000 MUnchen 86
`FRG
`
`1. Introduction
`The European Fighter Aircraft (EFA) is a collaborative project involving four
`European Nations, Germany, Italy, Spain and the United Kingdom. The purpose is
`to develop a new fighter aircraft to enter service with the Nations Air Forces
`in the second half of the 19O's. In order to manage the project on their behalf the
`four participating governments have established the NATO European Fighter Management
`Organisation (NEFMO). Within this organisation the NATO European Fighter Management
`Agency (NEFMA) is a full time joint establishment responsible for the day to day
`management of the project. The agency interfaces with two industrial consortia,
`EUROJET (FIAT, MTU, ROLLS-ROYCE and SENER) who are to develop the engine and its
`accessories and EUROFIGHTER (All, 8Ae, CASA and MBR) who will develop the rest of
`the aircraft and integrate the whole into a weapon system.
`The task of NEFMA over the past year or so has been to convert the four Air Forces
`joint Operational Target into a firm European Staff Requirement (ESR) and to
`negotiate the details of the specifications and the contracts required for the
`development of the aircraft. This paper, based on the experience of that activity,
`attempts to provide a short general review of the major constraints and factors that
`can influence the Engine Health Monitoring (EHM) System requirements of an advanced
`fighter aircraft.
`
`2. Overall Requirement
`The objective with EFA, as with all such projects, is to develop a highly cost-
`effective weapon system and in this age of severe budget constraints that really
`means the most effective that can be achieved for a given cost.
`Overall Life Cycle Costs (LCC) consist of three major elements, development costs,
`production costs and in-service costs. The exact figures vary but it is generally
`accepted that the first is the smallest and that the third is by far the largest
`and Increasing attention is b ing given to reducing this element by proper design
`from the outset of the project. However while every effort is made to minimise the
`overall total LCC it is inevitable that, in the initial phase of a project, the most
`immediate attention is directed at the development costs. The amount of money that
`Governments are able to make available for development can be a major constraint on
`the system that is able to be developed. However probably even more important than
`the budget allowed is the very strong pressure to avoid the cost overruns that have
`occurred in previous projects. In an attempt to ensure that the development cost
`limits are respected for EPA the participating Nations have required that, as far as
`possible, the contractors commit to maximum prices for achieving development require-
`ments. It is further required that, again as far as possible, the contractor should
`eventually commit to fixed prices. The intention is that this will eliminate over
`optimistic assumptions of the technological advances that can be made and that then
`result in delays and escalating costs when they are not achieved on-time. This does
`not mean that the aircraft will be a low technology system, the requirements are too
`demanding for that, but the discipline is intended to ensure that the requirement and
`the solution are realistic for the timescales set and the budget available.
`The reduction of production costs is also given some priority during this initial
`phase. Aircraft basic empty mass is often seen as being closely correlated with
`production cost and in the case of EFA firm requirements have been set for aircraft
`size and mass limits. Such limits can inevitably pose constraints on all systems
`within the aircraft.
`The in-service costs, although of a long term nature and less immediately subject to
`budget constraints, are still of great importance to the Air Forces and there is a
`very firm requirement for EFA overall 'CC to be minimised as well as for effective-
`ness to be maximised. Systems such as EHM are considered to have great potential for
`improving both the long term costs and the effectiveness of the weapon system, as
`will be discussed later. A strong requirement for EHM has therefore been written but
`one which has nevertheless had to take account of the constraints discussed above
`concerning development cost and time, aircraft mass and size and realistic technology
`levels.
`The potential beneficial influence of the EHM System on both the effectiveness and
`the overall cost of a weapon system can be illustrated simply as follows.
`Effectiveness (E) is dependent on three major factors, Availability (A) for use when
`required, Reliability (R) once airborne and Performance (P) during the engagements.
`This can be expressed simply as:
`
`E cC A x R x P
`Costs (C) come in the three broad phases discussed above, development, procurement
`and in-service. The in-service costs are by far the largest element, and are signifi-
`cantly affected by the maintenance which is necessary to achieve Availability. The
`more a system requires maintenance the lower will be its Availability. Thus we could
`
`•
`
`.
`
`.---
`
`-
`
`BOEING
`Ex. 1034, p. 11
`
`

`
`say that
`
`C o A- I
`
`Bringing these together gives
`U
`The important message is that Cost-Effectiveness is strongly dependent on
`Availability. To have a high availability a system must have low maintenance
`requirements and this depends on two factors:
`
`' A xRxP
`
`E
`
`a. Time between failures
`A high failure rate will result in the need for frequent maintenance and so an
`important requirement is for systems and components to have a high reliability or
`durability, depending on their characteristics. This can only be achieved by good
`design from the beginning.
`
`b. Maintainability
`When a failure does occur there is a need to be able to correct it very quickly.
`This requires two attributes:
`(I) Testability. The overall design must include testing facilities capable of
`providing a rapid and accurate diagnosis of actual and potential faults. This
`requires that the necessary testing and analysis systems are built in and
`developed as part of the overall system.
`(ii) Repairability. The system must be capable of rapid and economic repair. This
`agan requ res that the appropriate characteristics are designed into the
`system at the outset.
`
`The recognition by the EFA partners that such attributes as Reliability and
`Maintainability (R & M) can have a strong influence on overall cost effectiveness,
`together with the understanding that they must be built-in from the beginning, has
`resulted in their being given equal priority with performance in the Staff Require-
`ment. This does not mean that any significant trade-off is allowed, the requirement
`is to achieve the necessary performance and to have good R & M attributes as well.
`The potential of Testability for improving aircraft availability and operational
`reliability and for reducing support costs is also recognised and it is in this area
`that EHM has an important part to play. This has had a strong influence on the
`development of the detailed requirements and specifications for the system.
`
`3. The Aircraft
`The European Fighter is a single seat, twin engine, delta wing aircraft with
`canards. The aircraft is aerodynamically unstable and depends on its flight control
`system for stability, a strong reason alone for requiring a reliable power unit. The
`two engines are mounted at the rear with chin intakes under the fuselage. The
`empty mass of the aircraft is to be under 10 tonnes.
`EFA is to have an Integrated Monitoring and Recording System UIMRS) which will
`have both an on-board and a ground-based element. The on-board system is to
`continuously monitor and test all systems and includes the following functions.
`
`a. Detection and immediate notification to the pilot of all failures that affect
`flight safety or mission capability.
`
`b. Perform sufficient testing and analysis to be able to indicate to the ground crew
`immediately at the end of a sortie either that the aircraft is serviceable and
`likely to remain so for at least another mission or that maintenance action is
`required.
`
`c. Indicate accurately to the ground crew what maintenance actions are necessary to
`restore the aircraft to a servicable state. All such indications are to be made
`by a display at a single maintenance data panel.
`
`d. Storage of data for input to and analysis by the ground element of the system.
`
`The functions of the ground system are to include:
`
`a. Diagnostic analysis of defect data for off-aircraft maintenance.
`b. Life analysis and recording.
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`c. Performance analysis and performance trend analysis.
`d. Indication of future maintenance requirements.
`e. Interface with the various logistics ADP systems that are being developed
`by the four Air Forces.
`
`-,!?
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`BOEING
`Ex. 1034, p. 12
`
`

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`1-3
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`4. The Engine
`The engine itself is a two spool, reheated turbofan fitted with a full authority
`DECU. The by-pass ratio is about 0.4, overall pressure ratio around 24 and the
`SLS thrust is about 90 KN. The engine is to be fully modular and designed
`generally for on-condition maintenance although some components may be hard
`lifed. The electronic systems will therefore be required to have a self monitoring
`capability and there will be an engine health monitoring system which is to be
`functionally integrated into the aircraft IMRS. The main functional requirements
`for the EM can be summarised under four headings:
`Serviceability Status Monitoring
`Usage Monitoring
`Condition Monitoring
`Incident Monitoring
`
`Status Monitoring
`The EHM is required to monitor the serviceability status of the engine and to provide
`an indication to the pilot or the ground crew, as appropriate, when the engine
`becomes unserviceable. Pilot indications are to be limited to those that affect
`flight safety and mission capability. For the ground crew the requirement is to be
`able to achieve a rapid turn-round. They need an immediate automatic indication as to
`whether the engine is serviceable or not and, if not, precisely what maintenance
`action is required. Faults must be identified accurately down to LRI level. The
`false alarm rate must be low in all cases and especially low for pilot indications.
`The system must also notify any need for servicing and ideally this should be
`quantified when appropriate, e.g. a call for oil replenishment should include an
`indication of the quantity of oil required.
`
`Usage Monitoring
`Many engines have acquired a reputation for unreliability because supposedly lifed
`components have failed at random times and have failed to achieve the flying hour
`lives expected. However experience has shown that a simple time count of usage is
`a poor measure of life consumption for a military engine. Life is strongly
`dependent on the way in which an engine is actually used and this has been found
`to vary with many factors including the aircraft's role, its base and the pilot. The
`EHM is therefore required to monitor the actual usage of the engine, including all
`changes of temperatures, pressures, speeds etc and to determine accurately the
`effect of that usage on the life consumption of the engines components. This
`requires that a full understanding of the factors affecting component life is
`established and that algorithms for calculating life usage are developed before the
`aircraft enters service. These algorithms must be sufficiently accurate to provide
`the best possible usage of the full life potential of the components without
`endangering flight safety or running too high a risk of expensive failures in
`operation. For any critical lifed components the calculations must be performed on
`the aircraft to provide an immediate indication to the ground crew if the
`components are becoming life expired i.e. due to limit exceedances.
`
`Condition Monitoring
`As was stated earlier, the engine is to be designed for on-condition maintenance. The
`EHM system will therefore be required to detect all failures and impending failures,
`both mechanical and performance, and isolate them down to maintenance module level.
`This will require that the appropriate analysis methods are developed. These analyses
`are expected to be primarily based on data obtainable from such sources as monitoring
`the oil system, engine vibrations, engine performance and performance trends. However
`it is anticipated that analysis based solely on such parameters will not be able to
`fully meet the requirements to isolate failures to maintenance module level and so
`there is also interest in exploring the potential of new techniques such as gas path
`analysis for improving capability in this area.
`
`Incident Monitoring
`The EHM system is required to automatically detect, monitor and analyse any one of a
`defined list of engine related incidents. Sufficient on-board analysis is required to
`enable the serviceability status of the engine to be established immediately.
`Sufficient data must be stored to enable a full diagnosis to be performed in the
`ground based station. The analyses required for such diagnoses must also be
`developed prior to the aircraft entering service.
`s. Summary
`The Engine Health Monitoring System for EFA is to be an integral part of the overall
`Weapon Systems Integrated Monitoring and Recording System. This will include both an
`on-aircraft element and a ground-based station which will .ave to interface with the
`different logistics ADP systems being developed by the Air Forces. By means of
`measurements and analysis the EHM is required to automatically and continuously
`monitor the condition of the engine and to detect and accurately diagnose any need
`for immediate and future maintenance actions. The purpose is to provide for a rapid
`turn-round at the flight line and to reduce both the need and the time required for
`all maintenance thereby increasing the overall availability for operational use. The
`intention is that this shall contribute to the significant improvement in Weapon
`System cost effectiveness that is believed to be achieveable through greater
`attention to Reliability, Maintainability and Testability.
`
`t
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`* --
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`y , :
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`BOEING
`Ex. 1034, p. 13
`
`

`
`14
`
`DISCUSSION
`
`R. FEATHERSTONE
`
`Have you allocated cost and weight requirements for the sensors and pro-
`
`cessors of the engine health monitoring system?
`Author's Reply:
`
`The engine contractor has provided both a mass and a cost for the develop-
`
`ment of the complete engine system including EHN. The breakdown within these
`
`overall figures is strictly the responsability of the engine contractor.
`
`....." ..... T ....".1.
`....... ........"
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`-
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`-
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`BOEING
`Ex. 1034, p. 14
`
`

`
`AN OVERVIEW OF US NAVY ENGINE MONITORING SYSTEM
`PROGRAMS AND USER EXPERIENCE
`
`Andrew J. Hess
`Naval Air Systems Command, Washington, DC 20361-5360, U.S.A.
`
`2-I
`
`SUMMARY
`
`The Naval Air System Command (NAVAIR) has made a commitment to require inflight
`engine monitoring capabilities and Engine Monitoring Systems (EMS) on all new aircraft
`and engine programs. The current EMS requirement and system design concepts are the
`end result of over 15 years of developing system capabilities and justifying system
`benefits. These requirements and system design concepts are based on the lessons
`learned from the F/A-18 and A-7E Inflight Engine Condition Monitoring System (TECMS)
`programs. The highly successful A-7E IECKS is the cornerstone on which all Navy EMS
`are based today.
`
`NAVAIR has revised the general engine specifications to contain detailed
`requirements for a comprehensive EMS. These requirements have been included for
`flight safety, maintenance, engineering management and operational support benefits.
`These specification requirements have been used on all new aircraft/engine programs
`(e.g., F-14A+, F-14D, A-6F, AV-8B, E-2C re-engine and V-22). When justifiable, EMS is
`also being considered for retrofit on several older aircraft/engine applications.
`
`This paper gives an overview of US Navy EMS program status. Established EMS
`functional capabilities and requirements are discussed and detailed specification
`items are reviewed. Current EMS projects are examined with respect to system
`description, program status and individual peculiarities. Finally, conclusions are
`given on EMS projected benefits, user experience, lessons learned and future
`directions of this technology.
`
`1. Introduction.
`
`The inflight monitoring of aircraft engine condition has been a technique used
`since the first airplane became airborne and the first pilots noted engine vibration
`levels through their "seat-of-the-pants" sensor package. Normal cockpit
`instrumentation is monitored to determine engine condition and after the flight,
`provide information which gives indications of engine health and required maintenance
`actions. Inflight engine monltorinq has indeed been around as long as aviation, but
`what is changing is the relative degree of sophistication of the monitoring
`techniques. As aircraft gas turbine engines become more complex and costly, and as
`their maintenance and support costs increase, the use of more effective monitoring
`techniques becomes a necessity.
`
`Many increasingly sophisticated Engine Monitoring Systems (EMS) have been
`developed and tried. Some of these systems have been very successful in advancing the
`state-of-the-art, while others have only been partially successful. All these
`previous EMS programs have provided valuable "lessons learned'. The US Navy has tried
`to profit from its previous EMS programs and to apply these lessons to the next system
`development.
`
`This paper will give an overview of US Navy ENS program status. Established EMS
`functional capabilities and requirements will be discussed and detailed specification
`items will be reviewed. Several current EMS programs will be examined with respec