Aircraft Health Federal Aviation Monitoring - IATA - Home design changes (or just via software)? ......
Transcript of Aircraft Health Federal Aviation Monitoring - IATA - Home design changes (or just via software)? ......
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Presented to:
By:
Date:
Federal AviationAdministrationAircraft Health
Monitoring
FAA Perspective
IATA Conference
Tim Shaver
13 November, 2017
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Federal AviationAdministration
Introduction
• Timothy W Shaver
• Deputy Director, Office
of Safety Standards B
• 14 years FAA
• 14 years air carrier
• 8 years military aviation
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Federal AviationAdministration
Definitions
• Defining Aircraft Health Monitoring
• Still a little unclear at this point, but
generally, we see AHM as:
– A system provided as part of the TC (or via STC)
that can be employed by the operator to supplement
or replace existing maintenance tasks or inspection
intervals on an aeronautical product or part.
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Federal AviationAdministration
AHM functions
• We expect that a mature AHM system will provide the
following functions:
– Sensing - Monitor specific functions on the aircraft via
sensors
– Acquisition – Gather and correlate those readings (on
A/C)
– Transfer – Send those readings to mx personnel
– Analysis - Interpret the readings
– Then taking Actions from the analysis (in the form of
Mx).
• While there have been successful efforts in each of
these areas, AHM still needs to be proven as a system.
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Federal AviationAdministration
It’s really all about the P-F interval
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Federal AviationAdministration
Assumptions
• Like the above functions imply, AHM must
have end-to-end control of:
– Sensors (Accuracy, Reliability)
– Transmission method (Timeliness)
– Reading (Data Collection)
– Analysis (Trends, identification of outliers)
– Actions taken/operational flexibility (rational thought,
not just “because the computer said to”)
• In the end, all this contributes to the overall
system reliability and usefulness to the
operator.
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Federal AviationAdministration
Certified for Debit
• In the past, the practice has been to use a
sensor to determine the impending failure of a
component or system, in addition to
• A “hard time” replacement that (by itself) would
be adequate to address the safety concerns in
that system or component.
• We refer to that as “certified for debit”, as the
AHM would only “debit” from total allowable
time.
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Federal AviationAdministration
Certified for Credit
• Certified for Credit, however, allows for an AHM
sensor/system to adjust or completely replace
an existing “hard time” or inspection interval,
with adequate notification to the operator of the
future potential failure of the component or
system.
• Replaces one or more time/flight hour/cycle Mx
actions, and allows –
“Flying to impending failure”
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Federal AviationAdministration
Developments to Date
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Federal AviationAdministration
ECTM/ECM
• Engine Condition (Trend) Monitoring
• Oldest and most established efforts to date
• Still, though, no established standards –
approved now on a case-by-case basis.
• “Certified for debit” – generally used to look
for overages (over-speed, abnormal start,
etc.) and early degradation/impending
failure due to operations (hot section life)
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Federal AviationAdministration
Helicopters
• HUMS (Helicopter/Health Usage and
Monitoring Systems) provide the most
comprehensive set of instructions to date
• Advisory Circular 29-2
– Miscellaneous Guidance 15
• Provides for “certificated for debit” and the
beginnings of “certificated for credit” both.
• Requires standards for components.
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Federal AviationAdministration
Smaller (Corp./GA) Airplanes
• Many approaches from different OEM’s and
product lines
• Again, generally “certified for debit” or an
expansion of/addition to the Mx program.
• Looks to decrease total cost of ownership
and increase availability by providing
analysis of data (many times at OEM level.)
• May be provided by OEM as part of a
comprehensive maintenance/support
package.
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Federal AviationAdministration
Large Transport Category
• Newest aircraft (for example, A-380, B-787)
generally have many sensors and systems
that could meet the standards and
assumptions stated earlier, but have not
been certificated to allow their use in
“certified for credit” models yet.
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Federal AviationAdministration
Current Position Overall
• We’re going to need a
new wrench…
• …in the form of
comprehensive,
consistent guidance
(and possibly
rulemaking) on AHM.
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Federal AviationAdministration
MPIG/IATA Group
• Maintenance Programs Industry Group
(MPIG) and International Air Transport
Association (IATA) working together to
propose inclusion of AHM principles inside
MSG-3.
• Proposal will be made at the next meeting
(April, 2018) of the International MRB Policy
Board (IMRBPB) for potential inclusion in
the next version of MSG-3 (Fall, 2018)
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Federal AviationAdministration
MRB/MSG-3 Impact
• Will add a new layer of analysis allowing for
the use of AHM to either supplement or
replace “classic” MRB tasking.
• Decision made there will depend on the
failure causes that led to the original task
(can an AHM system address them all?) as
well as the tasking.
• Not meant as “mandatory”: always planned
to become an operator-selected option.
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Federal AviationAdministration
Non-MRB Mx./Insp. Programs
• Similar concerns to MRB – each OEM has a
responsibility to describe “scheduling
information for each part… including the
recommended periods” in the ICA.
• Part 43 and Part 91 mandate the use of a
maintenance and inspection program
operationally on all aircraft. The wording of
those may require examination to better
allow for AHM usage.
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Federal AviationAdministration
Regulatory Questions
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Federal AviationAdministration
Certification
• Reliability of the Sensors (Hardware)
• Analytic Software/Central Computers
• Transmission methods
• Possible changes to ALI/ICA requirements
and AD wording?
• STC/In service – for existing fleets with
sensors in place, can AHM be provided
without design changes (or just via
software)? On an STC basis?
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Federal AviationAdministration
Operational
• Allowable delays in the system?
– How often must the system be “read”?
– How long after a notification of an “impending”
failure may the aircraft be operated?
– What happens when a sensor breaks or is
inaccurate? MMEL coverage?
• Certification needed for personnel?
– Does the off-aircraft analysis of data require
specialized knowledge?
– …an A&P certificate? …a degree in statistics?
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Federal AviationAdministration
Rulemaking
• Not seen as inevitable or even likely, but
may be needed to address the above
concerns.
• There may be efforts in
– certification (§§21, 23, 25, 27, 29, 33),
– operational (§§43, 91, 121, 135)
– or even personnel (§65).
• If so, the normal ARC/ARAC process will be
used.
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Federal AviationAdministration
FAA Movement Forward
• Working on chartering a joint AFS and AIR
“tiger team” to consistently examine AHM
concepts across all sectors of US aviation
• This group will be tasked to create:
– Temporary guidance for “quick adopters” or “pilot
programs”, then
– More comprehensive requirements for policy
organizations to write guidance, and
– Finally, monitor those products for consistency
through their publication and implementation.
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Federal AviationAdministration
Timing and Planning
• Charter for group – this FY (hopefully this
winter)
• Group first meeting – later this FY
(Spring/Summer 2018)
• Creation of Guidance Documents – this FY
and next (through 2019).
• Creation of Rulemaking (if needed) –
starting in FY19, with normal process (3-5
years) to follow.
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Federal AviationAdministration
Conclusions
• There is much passion and pent-up desire
to implement these AHM systems in a time-
efficient manner.
• We understand that passion, and share it.
• With the above concerns addressed, the
FAA sees AHM as a significant
improvement in aviation safety, as it better
informs an operator of the state of the
aircraft, while simultaneously reducing Mx-
related failures.
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Federal AviationAdministration
Questions?
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Federal AviationAdministration
Thank You!
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