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Aircraft Systems TID - 02KWG-552006-4184.2 - 16dec042KWG-552006-4184
Aircraft Systems TID - 02KWG-552006-4184.2 - 16dec042KWG-552006-4184
Industry Canada Contract 5011101 Version: 0.2 (DRAFT) Date: 16 December 2004
Industry Canada
Aircraft Systems Diagnostics Prognostics and Health Management Technology Insight Document Version 0.2 16 Dec 04
Table of Contents
Table of Contents............................................................................................................... i 1 Introduction ................................................................................................................ 1 1.1 Background ....................................................................................................... 1 1.2 Aircraft Diagnostics, Prognostics and Health Management .............................. 1 1.3 Aircraft Sub-systems ......................................................................................... 2 1.3.1 Aero-propulsion Systems .............................................................................. 2 1.3.2 Aircraft Structures.......................................................................................... 2 1.3.3 Ancillary Systems .......................................................................................... 2 1.3.4 DPHM Systems Integration ........................................................................... 3 1.4 Vision................................................................................................................. 3 1.5 Mission .............................................................................................................. 3 1.6 Document Outline.............................................................................................. 4 2 Methodology .............................................................................................................. 4 2.1 Technology Roadmapping ................................................................................ 5 2.2 Technology Insertion Roadmapping (TIRM) ..................................................... 5 2.3 Aerospace and Defence Technology Framework ............................................. 6 3 Market Drivers and Constraints ................................................................................. 6 3.1 Market Sectors .................................................................................................. 6 3.1.1 Military Aircraft............................................................................................... 6 3.1.2 Commercial Aircraft ....................................................................................... 6 3.1.3 Regional and Corporate Aircraft .................................................................... 7 3.2 Market Drivers ................................................................................................... 7 3.2.1 Cost of Ownership ......................................................................................... 7 3.2.2 Reliability and Availability .............................................................................. 8 3.2.3 Airworthiness ................................................................................................. 9 3.3 Market Constraints ............................................................................................ 9 4 System Requirements.............................................................................................. 11 4.1 Systems Requirement Overview ..................................................................... 11 4.2 System Requirements Map ............................................................................. 13 5 DPHM Technologies ................................................................................................ 14 6 Canadian DPHM Capabilities and Gaps.................................................................. 15 6.1 Market Focus................................................................................................... 15 6.1.1 Military Aircraft............................................................................................. 15 6.1.2 Commercial Aircraft ..................................................................................... 15 6.1.3 Regional Aircraft .......................................................................................... 15 6.2 DPHM Capabilities .......................................................................................... 15 6.2.1 Military Aircraft............................................................................................. 15 6.2.2 Commercial Aircraft ..................................................................................... 15 6.2.3 Regional Aircraft .......................................................................................... 15 6.3 Canadian DPHM Gap Assessment ................................................................. 15 7 Technology Implementation Opportunities .............................................................. 16 7.1 DPHM Working Group..................................................................................... 16 7.2 Technology Demonstration Projects Overview ............................................... 16 7.3 BHTI1 - Individual Aircraft Usage Monitoring .................................................. 19 7.4 BHTI2 - Development of Structures with Embedded Sensors......................... 20 7.5 CB1 - FMEA/Field Diagnostic Interoperability ................................................. 21 7.6 CB2 - Interpretation of Trends and Multivariate Correlations .......................... 22 7.7 HW - DPHM Requirements for Aircraft Subsystems ....................................... 23
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NP1 - Development of a 3D Standoff Scanner for Aircraft NDI ....................... 24 7.8 7.9 NP2 - Develop a 3D Non-contact System for Measuring Airframe Deflections during Testing.............................................................................................................. 25 7.10 NP3 - Develop a Rapid 3D Non-contact System Capable of Reverse Engineering of As-Built and As-Repaired Aircraft........................................................ 26 7.11 LPTI - Prognosis and Emission Mitigation for DPHM Infrastructure................ 27 7.12 SAL - Develop and Demonstrate DPHM Benefits on Legacy Fleet................. 28 7.13 PWC1 - Maintenance Intervention Planning ................................................... 29 7.14 PWC2 - Maintainability Tracking and Rapid Maturing Process ....................... 30 7.15 PWC3 - Test Results Monitoring and Diagnostics .......................................... 31 7.16 PWC4 - Micro-electromechanical (MEMS)Systems for Fire Detection ........... 32 7.17 PWC5 - Mobile Phone Engine Data Transfer.................................................. 33 7.18 PWC6 - Wireless New Engine Sensors .......................................................... 34 8 Recommendations ................................................................................................... 35 9 Definitions ................................................................................................................ 36 10 References .......................................................................................................... 38 Annex A - Inventory of Relevant DPHM Activities........................................................... 39 Annex B - Aeropropulsion DPHM Requirements and Technology Descriptors .............. 53 B1 Systems Requirements.............................................................................................. 53 B1.1 Systems Requirements Overview ...................................................................... 53 B1.2 System Functionality Map ................................................................................... 54 B1.3 Data Collection and Communication.................................................................. 55 B1.4 Diagnostics......................................................................................................... 55 B1.5 Fault Detection ............................................................................................... 55 B1.6 Fault Isolation ................................................................................................. 55 B1.7 Prognostics ........................................................................................................ 56 B1.7.1 Failure Mode, Effects and Criticality Analysis (FMECA).............................. 56 B1.7.2 Component Life Tracking ............................................................................ 57 B1.7.3 Life Remaining Analysis .............................................................................. 58 B1.7.4 Performance Trending................................................................................. 59 B1.7.5 Fault Prediction............................................................................................ 59 B1.8 Health Management........................................................................................... 59 B1.8.1 Fault Assessment ........................................................................................ 60 B1.8.2 Fault Reporting ............................................................................................ 60 B1.8.3 Supply Chain Integration ............................................................................. 60 B1.8.4 Fault Accommodation.................................................................................. 60 B2 Technologies ............................................................................................................ 61 B2.1 Advanced DPHM Technologies Overview ......................................................... 61 B2.2 Metallurgical Life Limit Monitoring...................................................................... 62 B2.3 Crack Detection and Monitoring......................................................................... 63 B2.4 Oil Debris Monitoring.......................................................................................... 64 B2.5 Gas Path Debris Monitoring ............................................................................... 64 B2.6 Vibration Analysis............................................................................................... 65 B2.7 Physical Alignment............................................................................................. 66 B2.7.1 Clearances .................................................................................................. 66 B2.7.2 Aero-thermodynamic Performance Assessment ......................................... 66 B2.8 Decision Aids/Reasoning Engines ..................................................................... 67 B2.8.1 Rules Based Reasoning .............................................................................. 67 B2.8.2 Case Based Reasoning............................................................................... 67 B2.8.3 Model Based Reasoning ............................................................................. 68 B2.8.4 Neural Networks .......................................................................................... 68 - 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B2.9 Knowledge Discovery and Data Mining ............................................................. 68 B2.10 Data Fusion...................................................................................................... 69 B2.11 Health Management/Supply Chain Integration ................................................ 69 B2.11.1 Integrated Maintenance Decision Environment......................................... 69 B2.11.2 Competency Assessment and Just-In-Time Training................................ 69 Annex C DPHM Standing Working Group Steering Committee Terms of Reference.. 71 Annex D Aircraft DPHM Montreal Workshop Attendee List ......................................... 73 Annex E Aircraft DPHM Ottawa Workshop Attendee List ............................................ 75
List of Tables Table # 1 2 3 B-1 B-2 Figure # 1 2 3 B-1 B-2 Title Aircraft Systems DPHM Systems Requirements Map Aircraft Systems DPHM Technologies Map DPHM Technology Insertion Project Summary Table DPHM Top Level System Functionality Map Advanced JSF Condition Based Maintenance Technologies List of Figures Title The Technology Roadmap Process Representative DPHM System Block Diagram - JSF Representative DPHM System Block Diagram Rotorcraft (M. Augustin, Bell Helicopters, November 18th, 2004) DPHM Systems Evolution F100 Seeded Fault Engine Test DPHM Technologies Page 5 11 12 54 58 Page 13 14 17-18 54 61
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1 Introduction
1.1 Background
This Technology Insight Document is the product of collaboration between Industry Canada, the Canadian aerospace industry and the Aerospace Industries Association of Canada (AIAC). The objective of this activity is to enhance Canadian Aerospace and Defence sector competitiveness through coordinated and focused government/industry strategic interaction in the area of Diagnostics, Prognostics and Health Management (DPHM) for aircraft and aircraft systems. The requirement for this DPHM initiative was identified through consultation with industry and government stakeholders. This activity builds on existing Canadian industry sector strengths to support a number of national and international legacy as well as advanced technology programs, most notably the Joint Strike Fighter (JSF). While the JSF is not the sole focus of this report, that program has substantively advanced DPHM technology concepts into an integrated systems approach beginning at the earliest design stages. The JSF Prognostics and Health Management (PHM) system is considered an intellectual process leader within the US DoD and is used extensively in this document for reference and guidance. Annex A to this document provides a listing and website references for a number of relevant DPHM R&D activities or organizations and programs that are supporting DPHM relevant activities.
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Diagnostics is the process of determining the state of a component to perform its function(s) based on observed parameters; Prognostics is predictive diagnostics which includes determining the remaining life or time span of proper operation of a component; and Health Management is the capability to make appropriate decisions about maintenance actions based on diagnostics/prognostics information, available resources, and operational demand.
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Wheels and tires; Fuel and fuel distribution systems; Hydraulic systems; and Military aircraft specific systems.
Note that avionics systems are not specifically included in the above listing as their reliability is such that typical Mean-Time-Between-Failure (MTBF) for aviation electronics components often represents a significant portion of the total aircraft service life, and these systems are characteristically well served by built-in-test functionality that provides highly discriminating failure information.
1.4 Vision
A proposed vision statement follows: The Canadian aerospace industry is globally recognized as a preferred source of diagnostics, prognostics and health managements systems, products and services.
1.5 Mission
World-class Canadian DPHM systems, products, and services will be developed, refined and demonstrated through a number of technology demonstration projects that are structured within a focused Technology Implementation Program. Specific objectives for the DPHM Technology Implementation Program are as follows: Identify, research, and prioritize critical system requirements and performance goals; Define and prioritize DPHM sub-system technologies, as well as pervasive technology areas; Identify, assess and rank in terms of importance DPHM market drivers, technology drivers, and product feature concepts; Identify and quantify Canadian and global technology capabilities and characterize any current and significant gaps in the Canadian Aerospace sector; and Define a DPHM Technology Implementation Program involving one or more DPHM technology demonstration projects.
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2 Methodology
This DPHM initiative forms an element of a cohesive and far-ranging strategy implemented by Industry Canada and AIAC. It is founded on the Aerospace and Defence Technology Framework as well as an abbreviated Technology Roadmapping process that has been developed and trialled by Industry Canada and AIAC. -4-
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The roadmapping process is first described in general terms in order to understand the abbreviated process which is used herein - Technology Insertion Roadmapping (TIRM). The Aerospace and Defence Technology Framework is also briefly described as it is considered to be a foundation document to this effort.
Step 2 Supply Side Identify the functional /performance requirements and characteristics necessary to capture market share.
Step 3 Technology Identify technology capabilities, gaps and priorities that need to be addressed to deliver the required products.
Step 4 Follow Up Generate a Technology Roadmap Report, initiate technology implementation. And periodically review the roadmap.
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material already exists, and roadmap or roadmap-like activities have already been pursued in Canada or elsewhere. Simply stated, the focus of the TIRM is to define a Technology Implementation Program that will consist of one or more technology insertion projects. The TIRM follows the same process as the more conventional roadmap, although a number of steps, including consultations, may be streamlined. This project addresses the first three steps in the TIRM and culminates in the generation of the TID. The TID is refined in the fourth step of the TIRM, although the primary intent of the last step in the TIRM is to generate a Technology Implementation Program that consists of one or more technology insertion projects.
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broader application of these technologies can provide significant benefits in a number of areas. His contention is that the ultimate benefit to be derived from HM technologies will be in structural design optimization yielding weight savings and more energy efficient aircraft. More immediate benefits are to be derived from quicker and more reliable maintenance inspections.
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throughout the life of an aircraft system from maintenance labour, facilities and ancillary damage perspectives. If a component failure is incorrectly diagnosed one or many times, that clearly represents an increased requirement for maintenance human resources as well as facilities. To illustrate the magnitude of savings possible, the JSF program has targeted a 40% reduction in maintenance personnel required to support this aircraft. This factor accelerates as aircraft become evermore self-diagnostic with effective supply chain integration. A related factor that often is not considered is the wear that occurs as a result of multiple repair attempts. Not only are components damaged as a result of un-necessarily replacement but additional wear and costs are incurred if flight testing is required prior to the return of an aircraft to revenue generating or military operations. Opportunistic Maintenance Increasing prognostic functionality, the identification of precisely when faults will occur or when performance will be unacceptably degraded, will enable increased opportunistic maintenance planning. DPHM will enable fault recovery to be undertaken when it is most cost-effective in terms of operational scheduling, facility location, and human resource availability. Reduced warranty charges back to OEM The complex supply chain and sometimes differing business objectives complicate the DPHM technology environment and highlight an area where benefits to one stakeholder may adversely impact another component of the supply chain. The example may be taken from an independent third party repair center whose diagnostic capabilities do not enable highly discriminating fault isolation and rectification. The resulting removal and replacement of a higher order assembly under warranty can benefit the repair center and owner/operator, while adversely impacting the supplier of component or payper-hour services supplier. Improved diagnostics, prognostics and enhanced supply chain integration will lessen the frequency and cost of unnecessary component replacement. Supply chain integration Current systems focus is on the identification of a faulted component. Once that step in the process is completed, the requirement for replacements parts is typically handed off to another organizational functional group. One objective of on-board self-diagnostic capability is that the fault, or incipient fault, knowledge be integrated with the supply chain process in aircraft fitted with advanced DPHM systems. In these systems, when a fault is detected in-flight, that information will be communicated to the logistics support organization who can have the required repair component awaiting the aircraft when it lands or on its way to the most appropriate repair center. Alternatively, if the part cannot be made available at the scheduled destination, that information can be passed to a scheduler/mission planner who can then decide whether to divert the aircraft, schedule a parts shipment or make arrangements for alternate aircraft. Again to use a JSF metric, with the full implementation of the JSF PHM and Autonomic Logistics the US DoD is forecasting a logistics footprint decrease of 50% as compared to that of current fighters.
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Again to use a JSF PHM metric, the US DoD expects an improvement in sortie generation rate of 25% resulting from advanced PHM and Autonomic Logistics systems implementation. From a simplistic perspective, the increased reliability/availability derived from these advanced systems could effectively reduce military aircraft inventory requirements by 25%, a significant cost avoidance for the owner/operator.
3.2.3 Airworthiness
It must be remembered that in the first two decade of the 21st century the world commercial aircraft fleet is expected to more than double in terms of aircraft hulls 16,000 to 34,000 (Boeing CMO 2004), and that Revenue Passenger Kilometres (RPK) will almost triple from 3.165 Trillion in 2002 to 8.4 Trillion in 2022 (Source Airbus GMF 2003). Thus, if the world aircraft operators simply maintain the current and demanding airworthiness performance standards, there will still be three times the hull losses that are currently experienced. Regardless of the absolute safety measures, an increased number of highly visible aircraft losses could reach a perceptual level that will adversely affect passenger mode-of-travel preferences away from air. Thus Airworthiness standards must not just be maintained but rather must be significantly improved. DPHM concepts and systems will be key factors in achieving improved airworthiness levels. Increasing knowledge concerning the rate and level of damage accumulation in flight critical components coupled with increased life remaining analysis capability will ideally preclude an ever increasing number of catastrophic airborne failures or incidents causing passenger discomfort. This factor is perhaps the most obvious benefit of increasing DPHM functionality particularly as that functionality is implemented in on-board real time systems. A component of improved flight safety arising from advanced DPHM systems concerns the amount and type of information that is provided to flight and ground personnel as a critical event unfolds. DPHM systems typically monitor a large number of sensors and store large quantities of both raw and processed data. Often times in the past, aircrew have been inundated with data that is not important to the resolution of an airborne emergency and the value of the data can be questioned if confusion has resulted. As the systems monitored increase in number and complexity it will be necessary to ensure that only the necessary information is provided to the flight crew and that decision aids are available for selecting optimal corrective responses. DPHM functionality in the future will increasingly offer the flight crew with options analysis/decision aids functionality and employ redundant systems or processes automatically. The functionality available in fly-by-wire systems today is an example of how alternate control surfaces can be applied to achieve less damaging structural loads or compensate for other failed or damaged control systems. The US DoD VAATE program envisages aero-propulsion systems that can for example, identify the onset of aerodynamic instability within a gas turbine compressor and self-control the engine out of that damaging or potentially catastrophic operating state. This principle can be extended to situations where the engine can select less damaging matching conditions or more fuel efficient operating states. Similar examples can be found on the aircraft structure where control surfaces experiencing flutter type instability can be moved out of the excitation envelope and the required aircraft control input automatically addressed by other control surfaces.
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Another caveat on DPHM systems integration relates to false alarms that can have adverse program impact if improperly implemented. The response to this latter challenge lies in a thorough design, analysis, test and evaluation program prior to DPHM implementation. These false alarms are most significant when they result in pilot responses that are unsafe and have even been known to cause the loss of aircraft, as when helicopters have performed emergency water landings and then tipped over and sunk. A human factor impacted by DPHM technologies relates to when a complex and reliable airplane experiences an un-expected fault. If the maintenance personnel have little experience troubleshooting the aircraft and little historical fault knowledge, a relatively minor fault can result in extended out-of-service periods. In essence, the market constraints not surprisingly mirror the market drivers as: Cost of acquisition, implementation and ownership of the DPHM systems; Reliability and availability of the DPHM systems and their output; and Airworthiness/flight-safety standards can not be adversely affected by the fitment of DPHM system, this self-evident concept has been overlooked in the past when unproved technology implementations occurred too early.
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4 System Requirements
4.1 Systems Requirement Overview
In a previous Technology Insight Document devoted to Aero-propulsion systems the following system conceptual diagram was used to illustrate system components and performance domains.
Aircraft/ Flight Envelope Utility Systems Vehicle Systems Structures Engine Sensors -Vibration -Temperature -Pressure -Speed -Gas path debris -Oil debris -Tip Clearances
A i r c r a f t
Flight Crew Advisories Air Vehicle Reasoner Utility Sys Reasoner Veh Sys Reasoner Structures Reasoner Engine Reasoner
D a t a b u s e
Ground maintenance
based analysis
On-Board Systems
During the DPHM Workshop held in Ottawa on November 18th, 2004, Mr Mike Augustin presented the very comprehensive overview of DPHM systems based on rotorcraft design considerations which is presented as Figure 3 on the following page.
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Figure 3 Representative DPHM System Block Diagram Rotorcraft (M. Augustin, Bell Helicopters, November 18th, 2004)
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Diagnostics Fault Detection Fault Isolation Prognostics Failure Mode, Effects and Criticality Analysis (FMECA) Component Life Tracking Life Remaining Analysis Performance Trending Fault Prediction
Need DPHM to control/predict cost Requires integration - Full and smart integration Environmental monitoring (corrosion, Temp, - Easy access to data, central data source Load) Availability/reliability (push back cost) Planned environment (no surprises!) Paperless/Electronic Signature (no manual data entry) Certification process for new technology Integration of standards Emissions mitigation Obsolescence Avoidance Feedback Loop Need to take into account user inputs as early as possible - Commercial - Military - Other
Strain monitoring Vibration Accessibility/embedded sensors Pressures/G-forces (acceleration) External noise ground fire GAG cycle Torque variations Certification
Health Management
Flight hours In-flight and on-board information/data integration - Maintenance history - Intelligent management of data Materials/design data - Fault progression model Active excitation for fault detection/isolation Sensitivity to anomaly detection flight duration Knowledge of residual stresses Lifing models Future loads & environmental prediction/projection Knowledge of failure modes & effects (FMECA) Integration of M&S capability Sensor reliability & sensitivity System engineering approach top design
* Note- Aeropropulsion Systems Requirements taken from Aeropropulsion and Aircraft Mechanical Systems DPHM Technology Insight Document Version .3 19 Mar 04
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5 DPHM Technologies
Technology List from Aeropropulsion and Aircraft Mechanical Systems DPHM TID Version O.3 19 Mar 04 Aircraft Systems Diagnostics, Prognostics and Health Management Technologies Map (Based on DPHM Workshop, Ottawa, 18 November 2004) Aeropropulsion Antennae and RF communications Correlation of operational data fleet Damage modeling Data mining Structures/ Airframe Cognitive science human factors processing of information Common data format/dictionary Data fusion Detection methodology Expert systems Reasoners: Case based, model based Systems Interation/ Health Management Acquisition, Reasoning, Predict Adaptive learning technology Automated Data Mining Complete configuration control (as built and as maintained) Compliance with documentation standards Cost/Analysis methodology Data cleaning, data quality (raw data level), validation, missing data Human interaction (MANPRINT) Knowledge Base and data capture Physics-based models Real-time transmission of the data Reuse of existing standards to enable technology (XML, data formats, ) Sensors and smart systems linked to failure odes Wireless (related to sensors)
Low Cycle Fatigue Monitor High Cycle Fatigue Monitor Thermal fatigue Monitoring Creep monitoring
Crack detection and Monitoring Deterioration Modeling Micro-electromechanical systems (MEMS) Oil Debris Monitoring
Emissions Life performance trade-offs Interface with ASIP management Expert system/ Knowledge capture M&S Multi-scale, onboard/off board Optical - sensors, data transmission Reference data available on A/C Reliability Sensors and data Rotary wing flight maneuver Sensors, low cost, embeddable, corrosion, fatigue Simplified models for real time processing Structural modeling Static/dynamic Baseline data Wireless technology and telemetry - Interference / EW - Reliability
Failure Characterization Magnetic Plug Failure detection SOAP Electrostatic Debris Monitoring Failure prediction
Patch Analysis Ferrography Gas Path Debris Monitoring Inlet Debris Monitoring Exhaust Debris Monitoring IR Thermography Vibration Analysis Blades/Airfoils Engine Gearbox Rotor Track and Balance Physical Alignment and Clearances Seal leaks Shaft Alignment Aero-thermo Performance Assessment Thrust/Power assurance Control System Malfunctions Tip clearances
FMEA development and interpretation Generic failure, usage methods Installation/ reliability
Knowledge and process capture Life cycle data analysis Life Performance trade-offs Maintenance credit certification Misassembly identification Operational data gathering Overall system cost models Pattern Recognition Power supply RF systems, EMI, reliability Software standards System architecture (ground/ air) Temperature, pressure, Velocity/flow, debris, gas particulates, vibration
Test planning Airflow Wireless sensors Decision Aids Knowledge Discovery and Data Mining (KDD) Model Based Reasoning Data Fusion Integrated Assistant Environment Case Base Reasoning Hybrid Reasoners Health Management Asset management Schedulers Communications Dataloaders Table 2 Competency assessment and on-time delivery of training Call Home
Table 2, the Aircraft Systems DPHM Technologies map was developed primarily during the Aircraft DPHM Workshop held in Ottawa on November 18th, 2004. The left column of Table 2 was however taken from the original Aeropropulsion and Aircraft Mechanical Systems DPHM TID Version 0.3 dated 19 March, 2004. This information is included for comparative purposes and the reader will note that in the original DPHM TID, an attempt was made to categorize technologies as being diagnostics, prognostics or health management focused. Narrative descriptions of each of the Aeropropulsion DPHM technologies listed in the left column are included in the original DPHM TID.
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The first step in the formation of the DPHM Working Group would be the establishment of a Steering Committee whose role would be to build the business model for the broader working group. A proposed Terms of Reference for this Steering Group is provided in Annex C of this document.
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Table 3 DPHM Technology Insertion Project Summary Table DPHM Technology Insertion Project Summary Table
Company BHTI1 - Bell Helicopters BHTI2 - Bell Helicopters CB1 CaseBank Technologies CB2 CaseBank Technologies HW Honeywell NP1 -Neptec Project Title Individual Aircraft Usage Monitoring Development of Structures with Embedded Sensors FMEA/Field Diagnostic Interoperability Interpretation of Trends and Multivariate Correlations DPHM Requirements for Aircraft Subsystems Development of a 3D Standoff Scanner for Aircraft NDI Develop a 3D Noncontact System for Measuring Airframe Deflections during Testing Develop a Rapid 3D Non-contact System Capable of Reverse Engineering of AsBuilt and AsRepaired Aircraft Objective Define a low cost Usage Monitoring System that could be certifiable for a new helicopter model Develop embedded sensors, possibly wireless, that would support the newer Damage Tolerance Approach. To link field experience and engineering analysis to provide both a better diagnostic tool and critical feedback on the design. To semi-automate the expert analysis of data patterns resulting from DPHM methods. Output System Requirements Document and a User Interface ICD -System Requirements Document -prototype embedded sensor network A methodology for extracting FMEA content into a practical field diagnostic tool, and for linking field experience back to design items. A methodology for capturing and applying human expertise to the context-sensitive interpretation of trends and multivariate correlations. DPHM requirements for each subsystem and at the aircraft level A highly accurate 3D standoff NDI tool and method to detect sub-surface corrosion in aircraft assemblies. An accurate tool and method to provide realtime measurement and targetless tracking of airframe deflections while under test.
To understand and develop DPHM requirements at the utility subsystem level for DPHM development Correlate aircraft corrosion damage with detectable surface pillowing. Replace multiple displacement transducers and data acquisition systems with a 3D non-contact measurement system.
NP2 -Neptec
NP3 -Neptec
Provide solid models of as-built and/or as-repaired aircraft assemblies or structures using a 3D non-contact laser scanner.
A high speed 3D tool and method to provide traceability of as-built and/or as-repaired aircraft.
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SAL Standard Aero Limited PWC1 - Pratt & Whitney Canada PWC2 - Pratt & Whitney Canada PWC 3 -Pratt & Whitney Canada PWC4 - Pratt & Whitney Canada PWC5 - Pratt & Whitney Canada PWC6 - Pratt & Whitney Canada
Maintainability Tracking and Rapid Maturing Process Test Results Monitoring and Diagnostics Microelectromechanical (MEMS)Systems for Fire Detection Mobile Phone Engine Data Transfer
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Challenges To balance supplier DPHM development cost vs. DPHM effectiveness expectation Objectives To understand and develop DPHM requirements at the utility subsystem level for DPHM development DPHM Domains Outputs DPHM requirements for each subsystem and at the aircraft level Collaborators Lead Company: Bombardier, Participants: Companies capable of supplying aircraft subsystems and DPHM technologies(e.g., engine, APU, etc.), Gov. Lab and Universities Synergy with other projects Estimated schedule duration Estimated funding required Technology Readiness Level Benefits Risks Comments This will assist the design and implementation for off board and on board DPHM systems and methodologies. Encourage cooperative and better definition for effort among suppliers, Government Lab. and University. Revision date 12 Months, beginning Dec 2004 Aircraft utility subsystems, (e.g. APU, Electric Power Systems, Environmental Controls System, etc.)
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7.9 NP2 - Develop a 3D Non-contact System for Measuring Airframe Deflections during Testing
Project Title: Company Proponent Proponent Point of Contact Challenges Design and build a 3D non-contact system capable of measuring and tracking airframe deflections during testing. Targets on the test structure are not required. Objectives Replace multiple displacement transducers and data acquisition systems with a 3D non-contact measurement system. DPHM Domains Outputs An accurate tool and method to provide real-time measurement and targetless tracking of airframe deflections while under test. Collaborators IAR-NRC, Aircraft manufacturers and test centers. Neptec, DND, NRC Synergy with other projects Estimated schedule duration Estimated funding required Technology Readiness Level Benefits Reduced costs Risks Dynamic limitations Comments Neptec has a successful history in developing laser vision systems, most recent 3D non-contact system will be used for damage detection on the Space Shuttle. Revision date Start ASAP, duration 12 -18 months. $300K Airframe structures; fuselage, wings, vertical and horizontal stabilizers. Develop a 3D Non-contact System for Measuring Airframe Deflections during Testing Neptec Design Group Philip Church pchurch@neptec.com Iain Christie, ichristie@neptec.com
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7.10 NP3 - Develop a Rapid 3D Non-contact System Capable of Reverse Engineering of As-Built and As-Repaired Aircraft
Project Title: Company Proponent Proponent Point of Contact Challenges Design and build a rapid 3D non-contact system capable of accurate reverse engineering capabilities. Objectives Provide solid models of as-built and/or as-repaired aircraft assemblies or structures using a 3D non-contact laser scanner. DPHM Domains Outputs A high speed 3D tool and method to provide traceability of as-built and/or as-repaired aircraft. Collaborators IAR-NRC, aircraft manufacturers, MOD lines, aircraft interior manufactures and installation centers, repair centers. Neptec, DND, NRC Synergy with other projects Estimated schedule duration Estimated funding required Technology Readiness Level Benefits Reduced costs Risks Dynamic limitations Comments Neptec has a successful history in developing laser vision systems, most recent 3D non-contact system will be used for damage detection on the Space Shuttle. Revision date Start ASAP, duration 12 -18 months. Airframe assemblies and sub-assemblies Develop a Rapid 3D Non-contact System Capable of Reverse Engineering of As-Built and As-Repaired Aircraft Neptec Design Group Philip Church pchurch@neptec.com Iain Christie, ichristie@neptec.com
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Outputs Companies working together to realize a complete life extension and emission mitigation system solution. Solid value to all stake holders Collaborators Aerospace and Industrial Fleet operators, system Integrators, data management companies, other engineering specialty organizations, MRO facilities, Field service organizations (MRO, FBOs, airlines, etc) & OEM. PWC Synergy with other projects Estimated schedule duration Estimated funding required Technology Readiness Level Benefits Real-time data acquisition, enhanced part management, fine grained continuous assessment safety, legacy fleets Risks Potential regulation issues, depends on data completeness, reliability, integrity, potential longer use of components potential effects on safety? Comments Life Prediction has developed new and innovative knowledge based prognosis customer solutions for 3+ in collaboration with universities, NRC & DND. Our expert system is now ready to be included in a larger DPHM framework and infrastructure. Revision date - 27 PWC1 Expected duration 12-24 months.
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Aircraft Systems Diagnostics Prognostics and Health Management Technology Insight Document Version 0.2 16 Dec 04
8 Recommendations
DPHM technologies are pervasive and of significant interest to the Canadian aerospace sector. This interest originates from both OEM and supplier segments. Additional and continuing effort is necessary to ensure that the competitiveness of Canadian participants is developed to the greatest extent possible. Based on the discussions of the two DPHM workshops held, a number of recommendations are offered: There is a requirement for continued focus and networking in this technology domain; The formation of a standing working group would benefit both government and industrial DPHM communities of interest through the organization of focused technology development and demonstration activities as well as the provision of effective communication mechanisms; and Technology demonstrator environments are considered a key mechanism for concept demonstration and validation. At present, there is no industry focused technology demonstrator program and consideration should be given to an appropriate framework within which effective co-investment could occur.
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Aircraft Systems Diagnostics Prognostics and Health Management Technology Insight Document Version 0.2 16 Dec 04
9 Definitions
Definitions and abbreviations are provided below which apply to this document. Abbreviation A&D AAMS AEDC AFD AFRL AIAC ANN AVRS AVT BVM8X CA CASE CBR CO2 DND DoD (US) DPHM DRDC EBM ECS EDMS EODM EUCAMS FCU FMEA FMECA FOD HCF HUMS Expanded Term or Meaning Aerospace and Defence Aero-propulsion and Aircraft Mechanical Systems US Air Force Arnold Engineering Development Center Acoustic FOD (Foreign Object Damage) Detector Air Force Research Lab Aerospace Industries Association of Canada Artificial Neural Network Air Vehicle Research Section Applied Vehicle Technology Blade Vibration Meter Criticality Analysis Canadian Aerospace Synthetic Environment Case-Based Reasoning Carbon Dioxide Department of national Defence (Canada) Department of Defense Diagnostics, Prognostics and Health Monitoring Defence R&D Canada Electrostatic Bearing Monitor Eddy Current Blade Sensor Engine Distress Monitoring System Electrostatic Oil Debris Monitor Engine Usage and Condition Monitoring Systems Fuel Control Unit Failure Mode and Effects Analysis thorough Failure Mode, Effects and Criticality Analysis Foreign Object Damage High Cycle Fatigue Health Usage and Monitoring
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Abbreviation IAR IDMS IETM IHPTET IHUMS IIT IR JSF KDD LCF MBR MEMS NATO NAWCAD NOX NRC OCM OEM PHM PIWG PZT RLI RTO SME SWAN TID TIRM USAF VA VAATE Vibes
Expanded Term or Meaning Institute for Aerospace Research Ingested Debris Monitoring System Interactive Electronic Technical Manuals Integrated High Performance Turbine Engine Technology Program Integrated Health and Usage Monitoring Systems Institute for Information Technology Infrared Joint Strike Fighter Knowledge Discovery and Data Mining Low Cycle Fatigue Model Based Reasoning Micro-Electro Mechanical Systems North Atlantic Treaty Organization Naval Air Warfare Center Aircraft Division Nitrides of Oxygen National Research Council of Canada Oil Condition Monitor Original Equipment Manufacturer Prognostics and Health Management Propulsion Instrumentation Working Group Piezoceramic Patch Crack Detection Robust Laser Inferometer Research and Technology Organization Small to Medium Enterprise Stress Wave Analysis Technical Insight Document Technology Insertion Roadmaps US Air Force Vibration analysis Versatile Affordable Advanced Turbine Engines Vibration monitoring
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10 References
1. Technology Roadmapping A Strategy for Success, Cat. No. C2-538/2000E ISBN 0-662-29689-3 53294E http://strategis.ic.gc.ca/epic/internet/intrm-crt.nsf/vwGeneratedInterE/Home 2. Fundamentals of Technology Roadmapping Strategic Business Development Department Sandia National Laboratories P.O. Box 5800 Albuquerque, NM 87185-1378 http://www.sandia.gov/Roadmap/home.htm#what01 3. Canadian Aircraft Design, Manufacturing and Overhaul Technology Road Map (Ontario Pilot Project) November 1996
http://strategis.ic.gc.ca/epic/internet/intrm-crt.nsf/vwGeneratedInterE/h_rm00051e.html
4. Industry Canada Aerospace and Defence Technology Framework Version 4.0, September 10th, 2002; 5. Aeropropulsion and Aircraft Mechanical Systems Diagnostics, Prognostics and Health Management Technology Insight Document Version 0.3 dated 19 March 2004
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Description: Workshop with a number of technical sessions and one devoted to HUMS Health and Usage Monitoring Technical Session SESSION CHAIR: Michael Augustin, Bell Helicopter Textron, (817) 280-8719; FAX (817) 2788719; Maugustin@bellhelicopter.textron.com
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Description: CANEUS 2004 is an international conference devoted to Micro-Nanotechnology (MNT) development for Aerospace Applications held in Monterey, Monterey, California, November 1 - November 5, 2004 Concept papers presented at CANEUS 2004 were: 2004-A01 Development of Micro Attitude & Orbit Control Systems (AOCS) 2004-A02 Reliability Testing of Micro-Sensors, Micro-Actuators and Micro-Switches 2004-A03 Effects of Space Radiation on MNT Devices 2004-A04 Nano/Pico-Satellite constellations for earth orbit or space exploration 2004-A05 Nano-composite Materials for Thermal Protection and Radiation Shielding Systems 2004-A06 Nanofiber Composite Materials for Load Bearing Structural Applications 2004-A07 Multifunctional Composite Materials with MNT Embedded Sensors 2004-A08 MNT based Space Transportation & Re-entry Technologies 2004-A09 Nanosensors and Devices 2004-A10 Nano-Optoelectronic Detectors and Lasers 2004-A11 MNT-based Sensors for Aircraft/Spacecraft Structural Health Monitoring 2004-A12 MNT-based Sensors for Astronaut Health Monitoring and Environmental Control 2004-A13 MNT for Miniaturized Scientific Instruments for Planetary Exploration 2004-A14 MNT Based Harsh Environment Sensors
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Two 6th Framework thematic areas were identified as having relevance to the DPHM Technology Insight document. They are briefly introduced below with website links identified for each of these thematic areas. Budget totals are also provided for these thematic areas. In view of the breadth and depth of these thematic areas, no attempt has been made to describe the activities and the reader is invited to access the websites as indicated for more detail. Activity Title: Nanotechnologies and nanosciences, knowledge-based multi-functional materials and new production processes and devices Website: http://europa.eu.int/comm/research/fp6/p3/index_en.html
Budget: 1,300M Euros This is a multi-disciplinary thematic area that addresses a broad range of technologies and market sectors. As indicated in the title there three separate fields of endeavour included in this thematic area and they are: Nanotechnologies and nanosciences, Knowledge-based multi-functional materials and New production processes and devices To help provide Europe with the critical mass of capacities to develop and exploit those high technologies at the basis of the products, services and production processes of the future, which are essentially knowledge based. To develop intelligent materials for applications in sectors such as transport, energy, electronics and biomedicine representing a potential market of several billion euro. To develop flexible, integrated and clean systems requiring a substantial research effort in the application of new production and management technologies.
The objectives of this thematic theme are reproduced from the website identified above
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Budget: 1,075M Euros The objective of this thematic area is stated as being: To strengthen, by integrating its research efforts, the scientific and technological bases which underpin the competitiveness of the European aeronautics and space industry. In the aeronautics portion of this thematic area the following three main areas are identified: Increased competitiveness of the European industry in terms of the production of civil aircraft, engines and equipment; Reduced environmental impact of aviation (fuel consumption, emissions of CO2 , NO X and other chemical pollutants, noise pollution); Increased capacity and safety of the air transport system, in support of a 'Single European Sky' (air traffic control and management systems);
Once again there are numerous calls for proposals and there is no intent here to provide a comprehensive assessment of activities under this 6th Framework Thematic Area.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Canadian Department of National Defence and National Research Council Future Offensive Vehicle Prognostics and Health Management Project Head, Air Vehicle Research Section (H/AVRS), Mr. Ken McRae, Phone: 613-991-6908, email: Ken.McRae@nrc.ca
This is a 50/50 funded program involving two National Research Council Institutes, the Institute for Aerospace Research (IAR) and the Institute for Information Technology (IIT). Separate descriptions follow for the programs at each of these institutes. The objectives of this project from a DND perspective are as follows: Identify, develop and demonstrate key DPHM technologies applicable to the CF and dual use systems Establish a process across DND to plan, champion and implement PHM Assess JSF core and PHM technologies (through in-depth evaluation with all relevant data) Assess effects of the new technologies on CF's procedures, methods, and systems. Disseminate results on JSF's PHM technologies through seminars and meetings with relevant CF staff Build an appropriate infrastructure to gather related documentation, software, and data Elaborate an R&D roadmap for the integration of the evolving technologies Write final project report and distribute it to relevant organizations
The activities planned between April 2004 and the end of March 2006 are as follows:
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Title:
Canadian Department of National Defence and National Research Council Future Offensive Vehicle Prognostics and Health Management Project NRC Activity
IAR Contact:
Institute for Aerospace research Propulsion Group Leader: Mr. Jeff Bird, Phone: (613) 993-2425, email: jeff.bird@nrc.ca
IIT Contact:
Institute for Information Technology Integrated Reasoning Research Officer: Dr. Sylvain Letourneau, Phone: (613) 990-1178, email: Sylvain.Letourneau@nrc-cnrc.gc.ca
Activity Description: Research activities will be conducted in four domains as follows: Damage Accumulation and Monitoring Processes o Physics of failure (data- and model-based): pre-cursors o Bearings- static, dynamic and lubrication effects o Gas path- aero, LCF, HCF,with relevant environment Monitors o Sensors- non-intrusive and imbedded o Smart sensors with real time, dynamic capability o Non-traditional Non-destructive Evaluation applications Life Remaining Assessment Application of Damage Process understanding Failure Mode and Criticality Analysis available? Integration of damage accumulation sensor data Operational usage measurement and extrapolation Integrated reasoning and data fusion Data mining Enterprise information and decision management Hybrid reasoning- case-based with model-based User tools and field application: software and hardware Capture of knowledge: cases, processes, non OEM data Cost effectiveness data and analysis for complete PHM process Identification of opportunities: durability, reliability
Health Management
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
At the Technology & Programs weblink on this page, there are links to the following programs that represent relevant activities for the DPHM. Excerpts are taken from each of these programs and inserted in subsequent tables for each of the relevant programs: High Cycle fatigue (HCF); Integrated High Performance Turbine Engine Technology (IHPTET); and Versatile Affordable Advanced Turbine Engines (VAATE)
Please note that there are other relevant programs targeted at hypersonic propulsion and other advanced vehicle domains that are considered outside of the terms of reference for this current study.
The website listed above provides a link to the 2002 HCF Annual report. The following summary is taken from the AFRL Technology & Programs page: High cycle fatigue results from vibratory stress cycles induced from various electromechanical sources. It is a widespread phenomena that, historically, has led to premature failure of major turbine engine components. This national program was established in 1994 to help eliminate high cycle fatigue as a major cause of these failures. Program participants include Air Force, Navy, NASA and an industry panel. The program's objectives include a 50% reduction of high cycle fatigue related engine maintenance costs.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
US Department of Defense (AFRL) Integrated High Performance Turbine Engine Technology Program (IHPTET) http://www.pr.afrl.af.mil/divisions/prt/ihptet/ihptet.html
The following summary is taken from the AFRL Technology & Programs page: The Integrated High Performance Turbine Engine Technology (IHPTET) program, started in 1988, has an aggressive technology development plan to leapfrog technical barriers and deliver twice the propulsion capability of today's systems by around the turn of the century. Unprecedented teaming of the Army, Navy, Air Force, NASA, ARPA and industry, in each of the technology areas, is underway. The main focus of these "Technology Teams in Action" is to advance military aircraft superiority through high performance, affordable, robust turbine engines. This program has been underway for a number of years and has provided a template for US DoD R&D programs in virtually all technology domains. The IHPTET has been extended a number of times and will phase into the VAATE which is described in the following table.
US Department of Defense (AFRL) Versatile Affordable Advanced Turbine Engines (VAATE) http://www.afrlhorizons.com/Briefs/Dec01/PR0105.html
The weblink is to a paper describing the VAATE. Excerpts from that paper are inserted below: The Propulsion Directorate initiated conceptual studies to help define the successor to the highly successful Integrated High Performance Turbine Engine Technology (IHPTET) program. This follow-on effort, called the Versatile Affordable Advanced Turbine Engines (VAATE) program, will extend IHPTET's predominant focus on improving engine performance to encompass total propulsion system affordabilitythe amount of capability acquired for a given cost. The goal of VAATE is to increase turbine engine affordability tenfold. Researchers must continue to develop capability-enhancing technologies along with a new emphasis on technologies to reduce engine development, production, and maintenance costs to achieve this aggressive goal. The VAATE program, structured around three focus areas, emphasizes specific themes important to achieving the affordability goal. The first area, the Durability Focus Area, will proactively develop, design, and test protocols to prevent component failure, increase life, enhance reparability, and ultimately improve performance. The second area, the Versatile Core Focus Area, will develop technologies for a multi-use, 4000-hour, maintenance-friendly engine core (compressor, combustor, and turbine). The third area, the Intelligent Engine Focus Area, will develop and integrate technologies that provide durable, adaptive, damage-tolerant engine health and life management features.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Description: The Air Vehicles Directorate supports a sustainment technology area entitled Damage management for which an overview chart is located at the second weblink above. This technology area and the activities supported thereunder are of direct relevance to the Industry Canada DPHM initiative. This technology area supports technology development for existing and advanced aircraft systems as well as Unmanned Air Vehicles.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Propulsion Instrumentation Working Group (PIWG) http://www.oai.org/PIWG/ PIWG Technology Listing and Subteams: http://www.oai.org/PIWG/Technology.html Lab Gap matrix:
Activity Description: Taken from the PIWG website The PIWG was formed in 1995 in response to an environment of shrinking research and development resources. By agreeing to treat propulsion engine test instrumentation as precompetitive, PIWG is able to help focus scarce R&D resources on a matrix of test instrumentation deficiencies (termed by PIWG as lab gaps) and potential solution technologies. Industry participants of PIWG include: General Electric Engines, Honeywell International; Pratt and Whitney, Rolls-Royce, Siemens Westinghouse and Williams International. Participating Government Organizations include: Air Force Arnold Engineering Development Center (AEDC), Air Force Research Lab (AFRL), NASA Glenn Research Center, and Naval Air Warfare Center Aircraft Division (NAWCAD). The Ohio Aerospace Institute serves as the facilitator to PIWG. Based on survey input from PIWGs membership, a matrix of the lab gaps (areas where development efforts were required to meet anticipated instrumentation needs) and potential technological solutions was formulated. It is at the intersections of the identified lab gaps and the potential instrumentation and sensor technology solutions for these gaps that PIWG focuses its collective energies and resources to develop state-of-the-art instrumentation and sensor technologies. The size and diversity of the lab gap list are such that the group as a whole cannot expect to make progress in an acceptable time frame. To facilitate progress PIWG has formed technical subteams in areas of interest composed of technical specialists from member organizations chosen for their expertise in their particular disciplines. These subteams meet on their own, either through teleconferencing or in person, to address technologies in their fields. The subteams report their progress and plans to PIWG at regularly scheduled meetings. The PIWG subteams are listed below: Microsensors; Surface Temperature; Strain Measurement; NSMS (Light Probe); Slip Ring; Emissions; Telemetry; Dynamic Pressure; Gas Temperature; and Surface Pressure.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
The NATO Research and Technology Organization (RTO) consists of the following Technical Panels: Applied Vehicle Technology (AVT); Human Factors and Medicine; Information Systems Technology; Studies, Analysis and Simulation; Systems Concepts and Integration; and Sensors and Electronics Technologies.
A number of these Technical Panels have projects of interest to the DPHM initiative although the majority of the open activities are under the Applied Vehicle Technology (AVT) Technical Panel as described below. The website shown above provides links to the various Technical Panels where one can then link to the Activities of the Technical Panel, both current and completed. NATO Research and Technology Organization http://www.rta.nato.int/
Activity Description: Applied Vehicle Technology (AVT) Panel The Mission of the Applied Vehicle Technology (AVT) Panel is to improve the performance, affordability and safety of vehicle platforms, propulsion and power systems through the advancement of appropriate technologies. The panel addresses technology issues related to vehicle platforms, propulsion and power systems operating in all environments including land, sea, air and space, for both new and aging systems. Open AVT Activities of potential interest to the DPHM initiative are listed below: Reference AVT-051 AVT-105 AVT-100 AVT-086 Title Enhancing Air Vehicle Inspection Reliability MEMS Aerospace Applications Vehicle Propulsion Integration Application of Adaptive Structures in Active Aeroelastic Control Ends 2004 2004 2004 Not Published
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
The following companies or government agencies are listed at the Canadian Nano Business Alliance website under the under A2. Aerospace & Defence Nanomaterials & Devices: Aiolos Engineering, Toronto, ON CANEUS, Montreal, QC Canadian Space Agency, St-Hubert, QC CLS3, Montreal, QC COM DEV International, Cambridge, ON CRIAQ, Montreal, QC Defence Research & Development Canada, Val Cartier, QC Pratt & Whitney Canada, Boucherville, QC Scintrex Trace Corp, Ottawa, ON
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Description: MEMS (Micro-Electro Mechanical Systems) Project 6.1 Microsystems for In-Situ Health Monitoring of Aircraft The following organizations are involved in this project: Universit de Sherbrooke, (Institutional Leader); Bombardier Aronautique (Industrial Leader); National Research Council Canada; cole Polytechnique; cole de technologie suprieure; Universit McGill; Universit de Sherbrooke to develop methodologies for incorporating advanced sensors and actuators for monitoring the health of aircraft structures; to develop analytical and numerical modelling tools, as well as data processing methodologies for the design and assessment of the structural and electromechanical integrity of the instrumented structure; to conduct experimental investigations for proof-of-concept and validation of analytical and computational methodologies. This project aims at reducing the high costs associated with periodic prescribed inspections of aircraft, usually requiring the dismantling of some components of the structure, by the development of an in situ structural health monitoring (SHM) system. The system will provide, either passively or actively, real-time in situ structure load transfer profiles, identifying the efficiency and health of the structure, to an on-board data acquisition system. Load profiles will be analyzed and evaluated against preset failure threshold marks for the issuance of an alarm signal.
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Annex A to: Aircraft Systems Diagnostics, Prognostics and Health Management Technology Insight Document Inventory of Relevant DPHM Activities
Activity Description: MEMS (Micro-Electro Mechanical Systems) Project 6.2 MEMS Based Gas Turbines Control The following organizations are involved in this project: Universit Concordia (Institutional Leader); Pratt & Whitney Canada (Industrial Leader); Canadian Microelectronics Corporation; Case Western University; Concordia University; cole Polytechnique; cole de technologie suprieure; McGill University; Simon Fraser University; Universit de Sherbrooke
The research will be focusing on the development of microsensors that are not available in the market to be used in the control and monitoring of gas turbines. The research will be directed toward sensors that can measure in a high temperature environment and can monitor the composition of the exhaust gases that will provide clues on the functioning of the engine. It is expected that the implementation of the above systems will enable a significant enhancement in the gas turbine performance and reliability.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
Current/ Preventative
2004 2006 2008 2010 2012 2014 Figure B-1 DPHM Systems Evolution
2016
2018
2020
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
B1.4 Diagnostics
Earlier in the document, diagnostics was defined as the process of determining the state of a component to perform its function(s) based on observed parameters. In general, the term diagnostics is applied to that part of the maintenance process that occurs after an engine or system dysfunction has been manifested in a manner that renders the engine and aircraft as likely being unfit for its full mix of missions and roles. Diagnostics is often considered a two step process, the first being the identification that a fault has occurred and then localizing the cause of the fault to a specific component, ideally at the lowest assembly level to reduce costs.
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fail or drift in calibration and this factor imposes additional requirements as the DPHM system must also be capable of recognizing when it has failed. Nevertheless, the DPHM systems objective is for increasing autonomy for on-board diagnostic aids with improved fidelity in the fault isolation process such that the lowest and least expensive replaceable faulted unit can be removed or repaired. To achieve this end as well as those mentioned earlier, sensors used for fault detection must be smaller, less costly and more reliable. This has proven to be an area of great interest for Micro-Electro Mechanical Systems (MEMS) technology application.
B1.7 Prognostics
As defined earlier prognostics is predictive diagnostics that includes determining the remaining life or time span of proper operation of a component. This implies understanding the damage modes which will determine the acceptable service life of a component, tracking the rate of damage accumulation and being able to intelligently forecast, based on ever changing mission demands, the acceptable service life of a component. Prognostics functionalities are discussed under five headings or subfunctions: Failure Mode, Effects and Criticality Analysis (FMECA); Component Life Tracking; Life Remaining Analysis; Performance Trending; and Fault Prediction.
The FMECA approach is well documented with numerous private sector concerns offering comprehensive and effective competency.
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Figure B-2 F100 Seeded Fault Engine Test DPHM Technologies Extracted from a UD DoD JSF PHM Presentation. Legend for Figure 4: AFD BVM8X EBM ECS EDMS EODM IDMS OCM PZT RLI SWAN Vibes Acoustic FOD (Foreign Object Damage) Detector Blade Vibration Meter Electrostatic Bearing Monitor Eddy Current Blade Sensor Engine Distress Monitoring System Electrostatic Oil Debris Monitor Ingested Debris Monitoring System Oil Condition Monitor Piezoceramic Patch Crack Detection Robust Laser Inferometer Stress Wave Analysis Vibration monitoring
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
scientific challenges associated with life remaining analyses are discussed in more detail later in this document. The functional requirement can be summarized as being the accurate prediction of the remaining useful life of a component based on the life limiting damage mode, damage accumulated on a real-time basis and the operational demands that will be imposed on the system between the point in time where the analysis is being made and that time when dysfunction will occur.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
For the purposes of this study, health management functionality has been divided into the following four sub-functions: Fault assessment; Fault reporting; Supply chain integration; and Fault accommodation.
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To identify faulted components, whether they be engine or DPHM sensors, and employ redundant systems or software to ensure that engine functionality is maintained and collateral damage is reduced or precluded; To extend the operating life of the engine by sensing the onset of entry in an accelerated damage accumulation mode and alter the engine operation, without adverse mission effect, to mitigate or eliminate the damage occurring; To accommodate gradual system degradation by intelligent use of redundant systems or operating procedures; and To minimize the costs of operation by altering engine operation, without significant adverse mission effects, to achieve increased component durability or by matching component life usage amongst the various engine modules or components.
Fault accommodation defined in this manner represents perhaps the ultimate challenge and systems functionality of the DPHM system.
B2 Technologies
B2.1 Advanced DPHM Technologies Overview
Reference [5] provides the list of representative advanced Condition Based Maintenance (CBM) sensor technologies and applications that is presented in Table B-2. Many of these technologies have been in use for some time but require increased reliability, miniaturization and lowered costs to be utilized in on-board DPHM systems. Sensor Technology Ultrasound Infra-red Ferrography Laser Eddy Current Gas chromatography Acoustic Application Wall thickness, Hydraulic/Pneumatic Leaks Motors, pumps, bearings, Electronics, Heat Stress Oil, Analysis, Detection of Wear Metals Structures, joint alignment/separations, particle detection Anomaly detection, turbine blade cracking Exhaust analysis Plastic deformation of materials, Seal leaks
Spectrum Analysis Electronic Emissions Table B-2 Advanced JSF Condition Based Maintenance Technologies The list of sensor technologies contained in Table B-2 is not exhaustive nor is it implied that sensor technologies are the only ones of interest to this DPHM Technology Insight Document. A list of the primary DPHM technologies of interest is provided in below. Subsequent paragraphs briefly describe those technologies. This document is not intended to be an engineering textbook in the description of these technologies but rather to briefly introduce the concepts, goals and objectives of the technologies. Metallurgical Life Limit Monitoring; Crack Detection and Monitoring;
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Oil Condition Monitoring; Gas Path Monitoring including debris, flame condition etc; Vibration Analysis; Physical Alignment; Aero-thermodynamic Performance Assessment; Decision Aids/Reasoning Engines; o o o o Rules Based Reasoning; Case Based Reasoning; Model Based Reasoning; Neural Networks; and
Low Cycle fatigue (LCF) Low cycle fatigue (LCF) results in failures which occur at typically less than 100,000 cycles of load reversals from min to max and back to minimum stress levels, or relatively high average stress levels. In a rotating component, this is often strongly correlated to the start-stop cycle where the rotating components of an engine go from zero stress at start, to maximum rotational stresses at peak or operating RPM, and then back to zero when the engine is stopped. LCF failures typically originate from a flaw in the material such as a void or impurity or from an area of high stress concentration such as a machining flaw or service induced cracks where high stress concentrations are experienced. LCF life analysis is complicated somewhat for transient engines where high cycle fatigue type stresses are overlaid on the LCF stresses and depending on the severity and load sequencing and frequency can lessen the life of a component. LCF is normally monitored by counters that keep track of the start-stop cycles as well as transients in RPM that exceed certain excursion limits.
High Cycle Fatigue (HCF) A failure may be considered High Cycle Fatigue (HCF) if dysfunction occurs after a large number of typically low average stress fluctuations, typically more than 100,000 cycles. The number of load cycles identified for both HCF and LCF should be taken as representative rather than definitive. HCF loads are typically the result of fluctuations - 62 -
Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
caused by aerodynamic instabilities, resonance or other vibratory loads. As the excitation is most pronounced in components such as fan or compressor components the failure may progress rapidly with catastrophic consequences. HCF is considered to be a significant problem by the US DoD who feel HCF may be responsible for as much as 50% of all engine failures. In 1994 the US Air Force Air Force Research Lab (USAF AFRL) initiated a joint service HCF program for which the latest annual report is identified at Reference [7.]. That report contains additional information on relevant HCF monitoring technologies. Thermal fatigue The NASA definition for thermal fatigue is: In metals, fracture resulting from the presence of temperature gradients which vary with time in such a manner as to produce cyclic stresses in a structure. Thermal fatigue is result of temperature differentials within a component which may result in stresses that are much greater than the centrifugal stresses to which a component is exposed. The cyclic nature of the thermal stress is analogous to the LCF stress environment described earlier and may be best exemplified by examining a cooled turbine blade. In the first instance the cold turbine blade will be exposed to a high temperature gas stream at start-up and subsequently be required to cool down from high temperature at engine shut down. The stress fields tend to be very complex which makes failure modeling difficult. The cracks which occur as a result of thermal fatigue may often also be difficult to monitor although a number of realtime techniques have been developed, some of which are identified in Figure 4. Creep Creep is failure that is due to prolonged periods of component stress at elevated temperature operating conditions. Creep can result in turbine blade failure modes such as blade untwist or more usually blade lengthening. As for many of the metallurgical life limiting damage modes the typical monitoring approach is to develop accurate and often complex models which are fed with data collected from operating engines. This allows on-board monitoring or assessment of creep life usage however this is often not an environment where sudden failure occurs.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
On-line analysis of oil chemistry is in its infancy. It is by no means a certainty that bench top methods such as spectroscopy will scale to a robust on-line form. Much work lies ahead. On-line analysis of oil debris exists in a very robust and mature fashion for metallic particulate but methods of accurately and reliably detecting and quantifying non-metallic debris do not exist at present. As with all detection methods, it is useful to continue to research methods of improving detection thresholds. The progress of PHM will be greatly slowed without continued emphasis on corroborating technologies by which the onboard assessments are confirmed by fast and robust ground based techniques. Oil monitoring will thus focus on such technologies as filter analysis and both chemical and metallurgical analysis of material removed from the filter. This will make use of both spectroscopic and EDXRF technologies as well as other more specific measurements such as viscosity and acidity. The key here is speed and ease of use which suggests that these technologies will be repackaged and moved from the laboratory to the flight line which, in turn, means addition of intelligent agents which will eliminate the need for speciality skills.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
Exhaust Gas Debris Monitoring {Taken from http://www.shl.co.uk/Technologies/Electrostatics/Pages/gas_path_debris_monitoring.ht m Stewart Hughes Ltd Now part of Smith Electronic Systems} The Engine Distress Monitoring System (EDMS) detects the electrostatic charge associated with debris present in the exhaust gas of a jet engine. The EDMS monitors gas path component deterioration in real time and provides early warning of incipient fault conditions. The severity of the fault may be tracked, thereby allowing greater freedom in maintenance planning. Fault discrimination to engine module level is possible and so EDMS may be used to promote timely application of fault specific diagnostics. EDMS also monitors faults, for example combustor degradation, which are not readily detected by other techniques. A sensor is installed in the exhaust duct of the engine and data continuously acquired and processed. The data is generally normalized with the engine fuel flow or other suitable parameter and processing includes correlation with each of the engine spool speeds. Diagnostics have been developed to detect and identify the nature of the fault, for example a blade rub, combustor fault etc. IR Thermography IR thermography utilizes the IR signature of a component to identify such characteristics as seal leaks, turbine exit thermal profiles and evening bearing or gear distress that is giving rise to increased thermal output. IR thermography can be used in real-time or as a trending tool to analyse thermal signature changes over time. The reduction in cost of thermal imagers and increasing robustness of the sensors may enable increased use of this technology in airborne systems.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
B2.7.1 Clearances
Clearances are an issue with high performance engines wherein there is an attempt to design to minimize air leakage losses due to variations in the growth of rotating and nonrotating parts as a consequence of operation at different temperatures. Attempts to achieve minimum leakage have focused on abradable seals and/or active seal control. Some on-line clearance technologies are being pursued in advanced engine programs including the JSF propulsion system.
These techniques tend to require multiple gas path measurements and are frequently specific to a given engine. The concept of integrating these condition assessment techniques with adaptive control techniques is now being explored. Much of the foundational knowledge base for the development of performance based diagnostics has been established, i.e. the basic cause/effect relationships are either known or can be determined with appropriate tools. However, much research work is required in order to select appropriate indicators from the suite of sensors that are either fitted or possibly can be fitted. Thus, a full compendium of a fault library remains elusive. Alternatives to the fault library approach involve a combination of model based reasoning and are of several self-learning expert systems (e.g. Neural net, Baysian Nets, etc.) This is an area of basic research that is still some ways off but bears fruit if
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
tackled properly. Its principal appeal is the possibility of adaptation to new emerging problems on a specific engine type without a wholesale rework of the fault logic. The principal likely limitation is the number of dimensions of the learning domain that make practical implementation difficult or doubtful.
Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
adapt its solution. Adaptation rules capture domain theory about the impact of attribute values on the solution. Learning takes place when new cases are solved and stored in the case base together with the outcome of the solution. Learning also occurs when failed solutions are attributed to specific case features and those features are then added as indices.
Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
increasing number of tools that can intelligently and automatically assist us transforming these large amounts of data into useful knowledge. For the purposes of this Technology Insight Document Knowledge Discovery and Data Mining (KDD) includes all machine learning, statistical and soft computing techniques to develop diagnostic and predictive models from data.
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Annex B to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aeropropulsion TID Technology and System Requirements Descriptions
into human resource databases, or conversely download that same information to generate work cards and assign tasks to appropriately qualified technicians. In the Canadian Forces, this concept will be introduced as a part of the Canadian Aerospace Synthetic Environment (CASE) which envisages a distributed, but linked repository of modeling, simulation, and training assets that can be accessed by instructors, pilots or technicians when needed and as system privileges allow. This central repository of training aids augments other on-line applications that include DPHM systems and their Interactive Electronic Technical Manuals (IETM).
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Annex C to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Standing Working Group Reference
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Annex C to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Standing Working Group Reference
Membership Position Chairperson Members: Bell Helicopters Bombardier Pratt and Whitney Canada Honeywell Standard Aero Limited GasTOPS Limited CaseBank Technologies Inc Mxi Technologies Inc Industry Canada DND NRC/IAR NRC/IIT Transport Canada Secretary Responsible To The DPHM Working Group Membership AIAC Technology Council Chair. Responsible For DPHM project team including and specifically for the technology implementation program support contractors and consultants. Meeting Frequency The Steering Committee shall meet on an as required basis. Mr. Bob Hastings Mr. Bob Fews Mr. Carlos Trindade Mr. Eric Hosking Mr. Chun Ho Lam Mr. Kerry Boucher Mr. Dave Muir Mr. Phil DEon Mr. Jeff Cass Mr. Jim Castellano Mr. Ken McRae Mr. Jeff Bird Dr. Sylvain Letourneau Name Hany Moustapha
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Annex D to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Montreal Workshop Attendee List
Castellano Cocorocchio
Jim Bruno
Industry Canada - Aerospace p: (613) 954-3747 and Automotive Branch f: (613) 998-6703 p: (905) 415-2614 Cocor Aero Products, Inc. f: (905) 415-2615 p: (905) 792-0618 (x586) f: (905) 792-0446 p: (450) 647-7714 p: (613) 993-3478 f: (613) 952-0074 p: (613) 744-7574 f: (613) 744-5278 p: (613) 859-6456 f: (613) 737-3310 p: (450) 647-7336 f: (450) 647-7441 p: (905) 689-0734 f: (905) 589-0739 p: (613) 744-7574 f: (613) 744-5278
Phil Patrice Dr. George Bharat Bob Eric Huitang (Hugh) Ashok
CaseBank Technologies Pratt & Whitney Canada NRC-IIT Institute for Information Technology Life Prediction Technologies Inc. Pointman Canada Pratt & Whitney Canada Liburdi Engineering Ltd. Life Prediction Technologies Inc.
george.forester@nrc.ca gadherb@lifepredictiontec 23 - 1010 Polytek Street Ottawa, Ontario K1J 9J1 h.com
bhastings@pointman.ca
eric.hosking@pwc.ca
3063 Uplands Drive Ottawa, Ontario K1V 9X7 1000 Marie-Victorin (01LC4) Longueuil, Quebec J4G 1A1 400 Hwy 6 North Dundas, Ontario L9H 7K4
Lam
Chun Ho
Honeywell Canada
p: (905) 608-6000 (x2495) chunho.lam@honeywell.co 3333 Unity Drive Mississauga, Ontario L5L 3S6 f: (905) 608-6190 m p: (905) 792-0618 (x513) f: (905) 792-0446 1 Kenview Boulevard
Langley
Mark
Legault Letourneau Li
Bell Helicopters NRC IIT Institute for Information Technology Orenada Aerospace
p: (450) 971-6500 (x6027) mlegault@bellhelicopter.textro 12,800 rue de l'Avenir Mirabel, Quebec J7J 1R4 f: (450) 971-6039 n.com p: (613) 990-1178 f: (613) 952-0215 p: (613) 993-6464 f: (613) 941-1329
sylvain.letourneau@nrccnrc.gc.ca pli@orenda.com
1200 Montreal Road, Bldg M-50 Ottawa, Ontario K1A 0R6 1420 Blair Place, Suite 608 Floucester, Ontario K1J 9L8 560 Cartier Blvd. West Laval, Quebec H7V 1J1 1000 Marie-Victorin (01LC4) Longueuil, Quebec J4G 1A1 National Defence Headquarters Ottawa, Ontario K1A 0K2 1000 Marie-Victorin (01LC4)
DataCapture.ca Corporation Pratt & Whitney Canada DND-HAVRS Air Vehicles Sector Pratt & Whitney Canada DND - AVRS Air Vehicles Research Section GasTOPS Ltd. Pratt & Whitney Canada
p: (450 973-2240 (x1501) f: (450) 973-2259 lortiem@datacapture.ca p: (450) 647-4075 f: (450) 647-2888 Lucie.Louwet@pwc.ca p: (613) 991-6908 f: (613) 993-4095 p: (450) 647-7593 f: (450) 647-3394 p: (613) 993-6443 f: (613) 993-4095 p: (613) 744-3530 f: (613) 744-8846 p: (450) 647-2869 f: (45) 647-2888 p: (516) 791-1000/1001 f: ( 516) 791-6761 p: (514) 343-7669 f: (514) 343-6215
ken.mcrae@drdcrddc.gc.ca
Hany.Moustapha@pwc.ca Longueuil, Quebec J4G 1A1 Nezih.Mrad@nrcNational Defence Headquarters Ottawa, Ontario K1A 0K2 cnrc.gc.ca
1011Polytek Street Ottawa, Ontario K1J 9J3 dmuir@gastops.com Luong.Phuc.Nguyen@pwc. 1000 Marie-Victorin (01LC4) Longueuil, Quebec J4G 1A1 ca 181 S. Franklin Ave. #307
Oakland Oxorn
David Kenneth
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Annex D to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Montreal Workshop Attendee List
Industry Canada - Aircraft Systems Diagnostics, Prognostics and Health Management Montreal Workshop Attendance List Surname Pagnotta First Name Vince Company/Organization Pratt & Whitney Canada Phone p: (450) 468-7885 f: (450) 468-7908 p: (514) 8555000(x55053) f: (514) 855-7207 p: (613) 747-4698 (x207) f: (613) 747-1909 Email Address 1000 Marie-Victorin (01LC4) Longueuil, Quebec J4G 1A1
Vince.Pagnotta@pwc.ca
Paquette
Michel
Bombardier Aerospace
michel.paquette@eng.cana P.O. Box 6087, Station Centre-ville Montreal, Quebec H3C 3G9 dair.ca david.peloso@mxi.com
1430 Blair Place, Suite 800 Ottawa, Ontario K1J 9N2 1000 Marie-Victorin (01LC4) Longueuil, Quebec J4G 1A1 1455 de Maisonneuve Blvd W Montreal, Quebec H3G 1M8 33 Allen Dyne Road Winnipeg, Manitoba R3H 1A1 P.O. Box 6087, Station Centre-ville Montreal, Quebec H3C 3G9 63 Nahatan Street, Suite 300 Norwood, MA 02062 1500 Montreal Road, Bldg M 50
MXI Technologies Pratt & Whitney Canada Concordia University Standard Aero Ltd. Bombardier Aerospace Altair NRC -IIT - Institute for Information Technology NRC IIT - Institute for Information Technology
p: (450) 677-9411 (x5034) patrice.remy@pwc.ca p: (514) 848-3152 f: (514) 848-3175 istih@vax2.concordia.ca p: (204) 775-9711 f: (204) 788-2168 p: (514) 855-5000 f: (514) 855-7302 p: (802) 238-3129 f: (802) 288-9442 p: (613) 991-5499 f: (613) 952-0215 p: (613) 998-0071 f: (613) 952-7151
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Annex E to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Ottawa Workshop Attendee List
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Annex E to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Ottawa Workshop Attendee List
18 November 2004 Ottawa - DPHM Workshop Attendance List Surname Annis Atkinson Augustin Beres Bird Boivin Browning Cass Castellano Christie Clifford Comeau Curran-Allen Dadouche D'Eon Dhaliwal DI Bartolomeo Dionne Dmochowski Drummond Eastaugh Fahr Fews Forester Free Fuleki Gadher Garabedian Genest Hastings Henry Hitchmough Hofstaetter Hosking Jamarani First Name Richard Bob Michael Wieslaw Jeff Ghislain Greg Jeff Jim Iain Dave Georges Hilary Azzedine Phil Roop Walter Patrice Waldek. Chris Graeme Abbas Robert George Arnold Dan Bharat K Armineh Marc Bob Jim Ken Andreas Eric Farzan Company/Organization Industry Canada TPC Industry Canada Bell Helicopters NRC - IAR NRC - IAR DND - QETE Industry Canada Mxi Industry Canada Neptec DND - QETE Atlantic Nuclear Services Ltd Industry Canada NRC - IAR CaseBank Technologies Transport Canada Pratt & Whitney Canada Pratt & Whitney Canada NRC-IAR NRC-IIT NRC - IAR NRC - IAR Bell Helicopters NRC - IIT MAYA Metrix LPTI LPTI GlobVision Inc. NRC- IAR PointMan Canada Ltd Standard Aero Limited NRC-IRAP HRSDC Pratt & Whitney Canada CRA - SREDs Phone Number 613-954-9869 613-954-3269 817-280-8719 (613) 993-0033 613-993-2425 819-994-6538 613-954-3266 613-747-4698 (203) (613) 954-3747 613-599-7603 x 254 613-997-9107 506-458-9552 (613) 941-5567 613- 991-9529 (905) 792-0618 Ext586 613-941-7470 450-647-7695 (450) 647-7714 613-990-0457 613 993-0709 613 993-2845 (613) 993-5258 (450) 437-3400 ext 2789 (613) 993-3478 (514) 369-5706 (613) 744-7574 (613) 744-7574 (514) 855-0455 613-949-1326 613-737-3310 (210) 334-6161 613 991-4425 819-997-4175 (450) 647-7336 (613) 957-9399 Email Address annis.richard@ic.gc.ca atkinson.bob@ic.gc.ca MAugustin@bellhelicopter.textron.com wieslaw.beres@nrc-cnrc.gc.ca jeff.bird@nrc-cnrc.gc.ca Boivin.JG@forces.gc.ca Browning.Greg@ic.gc.ca jeff.cass@mxi.com castellano.jim@ic.gc.ca ichristie@neptec.com Clifford.D1@forces.gc.ca gcomeau@ansl.ca curran-allan.hilary@ic.gc.ca Azzedine.Dadouche@nrc-cnrc.gc.ca pdeon@casebank.com dhaliwr@tc.gc.ca Walter.Di.Bartolomeo@pwc.ca patrice.dionne@pwc.ca waldek.dmochowski@nrc-cnrc.gc.ca Chris.Drummond@nrc-cnrc.gc.ca Graeme.Eastaugh@nrc-cnrc.gc.ca abbas.fahr@nrc-cnrc.gc.ca rfews@bellhelicopter.textron.com george.forester@nrc.ca arnold.free@mayametrix.com mech_aero@magma.ca gadherb@lifepredictiontech.com agarabedian@globvision.com marc.genest@nrc-cnrc.gc.ca bhastings@pointman.ca jim_henry@standardaero.ca Ken.Hitchmough@nrc-cnrc.gc.ca andreas.hofstaetter@hrsdc-rhdcc.gc.ca eric.hosking@pwc.ca farzan.jamarani@ccra-adrc.gc.ca
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Annex E to: Aircraft Systems Diagnostics, Prognostics and Health Management TID Aircraft DPHM Ottawa Workshop Attendee List
18 November 2004 Ottawa - DPHM Workshop Attendance List Surname Kane Kaponeridis Karczewska Keyser Komorowski Lafontaine Lam Letourneau Louwet Masson McRae Mnard Micheau Moustapha Mrad Muir Neilson Nguyen Otupiri Pereira Rioux Rudkowski Sinha Sixto Smith Stiharu Stirzaker Sutherland Taylor Taylor Trau Trottier Wu Yang Yanishevsky Zaluski First Name Ron Thanos Hanna Peter Jerzy Marc Chun Ho Sylvain Lucie Patrice Ken Jean Philippe Hany Nezih Dave Jeff Phuc L. Larry Don Pierre Piotr Nirmal K. Roger Christine Ion Andy Martin Captain Darryl Graham Peter Louis-Michel Xijia Chunsheng Marko Marvin Company/Organization AIAC Aerosoft PMI Systems CRA SR&ED R&T Advisor Honeywell NRC - IAR MAYA Metrix Honeywell NRC - IIT Pratt & Whitney Canada Universite de Sherbrooke DND - H/AVRS Bombardier Universite de Sherbrooke Pratt & Whitney Canada DND - AVRS GasTOPS Ltd GasTOPS Ltd Pratt & Whitney Canada Industry Canada TPC MDS Aero Support Bell Helicopters CRA, BD Montreal NRC-IAR Aerosoft PMI Systems Neptec Concordia University Transport Canada Industry Canada DND - DAEPM(TH) Precarn NRC - IAR Pratt & Whitney Canada NRC - IAR NRC - IIT NRC-IAR NRC - IIT Phone Number 613-232-4297 905-678-9564 514 496-1878 (905) 608-6025 (613) 993-3999 (800) 343-6292 Ext 283 (905) 608-6000 (x2495) (613) 990-1178 (450) 647-4075 819-821-8000 ext 2152 (613) 991-6908 450-476-7315 819-821-8000 ext 2161 (450) 647-7593 (613) 993-6443 (613) 744-3530 (613) 744-3530 450-647-2869 (613) 941-5607 613-744-7257 450-971-6500 ext 6867 514-496-5720 (613) 990-0650 954-447-7200 , ext 693 613-599-7602 514-848-2424 ext 3152 (613) 952-4335 (613) 954-3166 (613) 991-9642 613-727-9507 ext 230 (613) 993-7929 450-647-2700 (613) 990-5051 613 991-5499 613 991-6926 613 998-0071 Email Address ron.kane@aiac.ca thanos@aerosoftsys.com Hanna.Karczewska@ccra-adrc.gc.ca peter.keyser@honeywell.com Jerzy.Komorowski@nrc-cnrc.gc.ca marc.lafontaine@mayahtt.com chunho.lam@honeywell.com sylvain.letourneau@nrc-cnrc.gc.ca lucie.louwet@pwc.ca Patrice.Masson@USherbrooke.ca ken.mcrae@drdc-rddc.gc.ca jean.menard@notes.canadair.ca phillippe.micheau@gme.usherb.ca Hany.Moustapha@pwc.ca Nezih.Mrad@nrc-cnrc.gc.ca dmuir@gastops.com jneilson@gastops.com Luong.Phuc.Nguyen@pwc.ca otupiri.larry@ic.gc.ca don.pereira@mdsaero.ca prioux@bellhelicopter.textron.com Piotr.Rudkowski@ccra-adrc.gc.ca nirmal.sinha@nrc-cnrc.gc.ca roger.sixto@aerosoftsys.com csmith@neptec.com istih@vax2.concordia.ca STIRZAA@tc.gc.ca sutherland.martin@ic.gc.ca Taylor.DL@forces.gc.ca GTaylor@precarn.ca Peter.Trau@nrc-cnrc.gc.ca Louis-Michel.Trottier@pwc.ca xijia.wu@nrc-cnrc.gc.ca Chunsheng.Yang@nrc-cnrc.gc.ca Marko.Yanishevsky@nrc-cnrc.gc.ca Marvin.Zaluski@nrc-cnrc.gc.ca
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