Structural Prognostics and Health Management (SPHM) For The F-35

F-35 Program Information –- Non-Export Controlled Information
Structural Prognostics and Health Management

(SPHM) for the F-35
USAF ASIP Conference
27-30 November 2017
© 2017 Lockheed Martin Corporation Wayne Black

F-35 Force Life Management
Lockheed Martin
Distribution Statement A: Approved for Public Release (08 November 2017)

© 2017 Lockheed Martin Corporation Reference JSF17-1116 2017 ASIP Conference - 11
F-35 Program Information - Non-Export Controlled Information
Acknowledgements
United States Air Force United States Navy
Wirt Garcia Tim Fallon

F-35A ASIP Manager F-35B/C Service Life Tracking
Lockheed Martin
Matthew S. Edghill Tim Jeske

Director Force Life Manager
F-35 Structures Development F-35 Structures Development Team
BAE Systems
Iain Hebden Tony Crowley

F-35 SPHM UK Manager F-35 SPHM US Manager
© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 2

Outline
• Introduction
• AV PHM Data and Transmission
• SLM Cells and ALIS
• Load and IAT Development
• In-fill Methods
• Crack Initiation and Crack Growth Analysis Approaches
• Baseline Life Limits and IAT Updates with PAS

Outline
• Introduction
• In-fill Methods

F-35 SPHM Supports 3 Aircraft Variants
F-35A F-35B F-35C
© 2017 Lockheed Martin Corporation © 2017 Lockheed Martin Corporation © 2017 Lockheed Martin Corporation
F-35A F-35B F-35C

Span . . . . . . . . . . . . . . . . . . . . . . . . 35 ft / 10.67 m Span . . . . . . . . . . . . . . . . . . . . . . . 35 ft / 10.67 m Span . . . . . . . . . . . . . . . . . . . . . . . . 43 ft / 13.11 m
Length . . . . . . . . . . . . . . . . . . . . . 51.4 ft / 15.67 m Length . . . . . . . . . . . . . . . . . . . . 51.2 ft / 15.61 m Length . . . . . . . . . . . . . . . . . . . . . 51.4 ft / 15.67 m
Wing area . . . . . . . . . . . . . . . . . . 460 ft2 / 42.7 m2 Wing area . . . . . . . . . . . . . . . . . . 460 ft 2 / 42.7 m2 Wing area . . . . . . . . . . . . . . . . . . 668 ft2 / 62.06 m2
Combat radius (internal fuel) >590 n.mi / 1,093 km Combat radius (internal fuel) >450 n.mi / 833 km Combat radius (internal fuel) >600 n.mi / 1,111 km
Range (internal fuel) . . . . . ~1,200 n.mi / 2,222 km Range (internal fuel) . . . . . . ~900 n.mi / 1,667 km Range (internal fuel) . . . . . >1,200 n.mi / 2,222 km

Scope – F-35 Users

International United States
Partners
Canada UK
Australia Netherlands
Denmark
Turkey
Italy Norway
FMS Customers
Israel Japan South Korea

F-35 SPHM Data Collection /

Processing / Assessment
SPHM Data
Collection / Processing / Assessment
• Deployment Scenarios
– Home base
– Carrier deployment
– Austere forward deployment
– Foreign base deployment
• Data Collection / Processing /

Assessment
– ALIS architecture provides
worldwide connectivity
– Electronic transfer to and
from sites where F-35
operates
– US and UK processing cells
F-35 SPHM Data Collection / Processing / Assessment Architecture

Accommodates Diverse Deployment Scenarios

SPHM Process Data Flow

Data to support ASIP is transmitted electronically to and from the bases
PAIRS
.
from
PAS tool
PMD
SOU CPE ALOU
AV PHM System - On A/C
- Maneuver Time History
- Discrete Parameter Life limit
Storage
SOU updates
IAT,
LESS, SME Review
SOU reports - L/ESS Assessment
- IAT Assessment
SLM Cell Engineering - IAT Update
-Fleet Management
Analysis
PMD Data Capture is Critical Recommendations
ConOps / Tempo Consistent with Traditional ASIP Practice

SPHM Capability Breakdown
CE Fatigue
Damage
Structural SPHM
Corrosion
Usage
SYSTEM
Data
Management Hardware
& Storage
AV - Air Vehicle
AL AV SJT
AL - Deployed Field System
SJT - SPHM Software
CE – Conditional Event
Elements of F-35 SPHM Software

• Loads/Environment Spectra Survey (L/ESS)
– Monitoring actual A/C usage
– Comparing actual A/C usage to baseline usage
– Generating updated baseline usage spectra and environments
• Individual Aircraft Tracking (IAT)
– Determination of individual A/C damage providing comparison of actual usage
vs. baseline usage
• Conditional Event Reporting and Analysis (not addressed in detail in
this brief)
– Conditional event reporting
• On-board detection and reporting of structural overloads
• For example –wing root bending moment / torsion
– Conditional event analysis
• Off-board confirmation and refinement of conditional event
• Mapping of conditional event maintenance tasks to event type(s) and
magnitude(s)
F-35 SPHM Software Supports ASIP Task V

Outline
• Introduction
• In-fill Methods

AV PHM Data Recording

• Recording is lossless
– Legacy aircraft used compression methods (e.g. peak & valley)
– Allows for easier identification of missed recordings
• AV PHM Data Recording Rate up to 80 Hz

– Recording rates are driven by parameter rate of change characteristics
– Allows for improved fidelity of recorded signals during high-g maneuvers
(short duration events)
– 320 Hz for strain sensor sampling (4 x 80 Hz)
– Legacy rates are typically 20 Hz or lower
• More space available for recording data

– Gb of storage vs Mb on legacy
• Data recorded to PMD and AMD

– Provides redundant data source
– PMD is the primary device and is removable from the aircraft
– AMD stays on the aircraft

AV PHM Data Signals

• Over 150 Parameter Time Histories Captured & Used for ASIP
– Accelerations (rotational & translational)
– Velocities & rates (rotational & translational)
– Air data system parameters (AOA, Mach No., Altitude, etc.)
– Control surface deflections
– Stores configurations & masses per station
– Individual fuel tank states
– Engine parameters
– Miscellaneous discrete parameters (weight-on-wheels, door
positions, etc.)
– Strain gauge data
• Same data is used for L/ESS and IAT

– Available for entire fleet
– Some legacy aircraft have limited recording for L/ESS
AV PHM Data Transmission

• Electronic transmission of data from field
• Architecture to support worldwide fleet

– Data is replicated electronically between ALIS nodes
SOU → CPE → ALOU
– Replication of data is mechanized to be completely automated
• AV PHM data is stored permanently after arriving at the ALOU

Outline
• Introduction
• In-fill Methods

SLM Cells
Structures Life Management (SLM) Cells
– Partnership between Lockheed Martin & BAE Systems
– Located in US and UK
– Share common software and processes
– Perform quality assurance on AV PHM data
– Process AV PHM data
– Assemble IAT & L/ESS reports
– Provides assessment of results
SOU CPE ALOU PHM

Storage
IAT &
LESS
reports
SLM Cell
SOU Results
Updates to SOU
ALIS
ALIS ( F-35 Autonomic Logistics Information System)
– Provide information backbone that provides core functions for in-
service operations
– Process data (e.g. AV PHM data)
– Populate SOU screens / SOU management tools
– Implement conditional event driven maintenance in parallel with
PAIRs
– Support modular software updates
– Replicate processed data electronically to CPE and ALOU
– Receive updates that are sent from ALOU to CPE and SOU
– Provide maintenance look ahead capability

Outline
• Introduction
• In-fill Methods

F-35 Load Calculation Approach

• ATLAS Loads is a process that allows direct external loads
computations based on aircraft state parameters (Mach, altitude,
angle of attack, angle of sideslip, linear and rotary rates and
accelerations, control surface deflections, stores carriage and fuel
state):
– Process is based on a table lookup system rather than regression
equations.
– Provides large number of load components at numerous aircraft
locations.
• F-35A – 558 load components at 148 load locations
• F-35B – 562 load components at 152 load locations
• F-35C – 553 load components at 147 load locations
• Process provides loads for both on-ground and up-and-away usage
• In addition to the airframe, loads are also provided for the major
components like landing gear and in-flight operated doors

F-35 Load Calculation Approach

Advantages of this approach:
• Process is consistent between both static design and fatigue loads:
– The same aerodynamic and inertia databases are used for both static
and fatigue, meaning creation of the data is only done once.
– All data is correlated to flight tests. Once the correlation is complete,
the work is done for both static design and fatigue. There is no need
to develop regression equations as done on legacy platforms.
• Using lookup tables for the loads data makes updating easier:
– The math for performing the calculations does not change therefore
software upgrades are not necessary (i.e. changes are database
driven)
– If aerodynamic or inertia data changes due to future design changes,
only the lookup tables need to be updated.
– Addition of new stores only requires uploading the appropriate tables.
• The large number of load locations and components means the IAT
control point stress equations can be developed using loads that
are most relevant to the area of concern
F-35 IAT Approach

• Stress
– Stress equations calculate stress as a function of external load for
individual control points
– The large number of load locations and components means the IAT
control point stress equations can be developed using loads that are
most relevant to the control point
– Stress equations developed using appropriate regression techniques
• Uses an air vehicle FEM to relate external load parameters to
resulting stress values
• Accounts for flight control law related discontinuities via piecewise
continuity
• Damage
– The same geometry, material, and loading used in the baseline
analysis is used in the IAT control point
– Calculated for critical structural details and generic algorithms
sensitive to individual external loads
– Individual aircraft tracking (IAT) control points are country specific
– Calculations are consistent with variant specific design criteria
including use crack growth or crack initiation
IAT & L/ESS Software

SHM Java Toolkit (SJT) provides F-35 IAT & L/ESS analysis capability
– Comprises Java API libraries, supporting database, and
comprehensive analysis capabilities
– Algorithms are defined in a database, rather than hard-coded
– Architecture maintains dependencies for each control point:
• Allows in-fill to be applied at the control point level
• Allows for reprocessing specific control points that have changed
– Supports individual aircraft tracking and individual component
tracking (i.e. structural items that move between aircraft)
– Enterprise services support to distribute and manage analyses for
high volume analysis

F-35 IAT – SPHM Sensors
Wingfold Joint Wingfold Joint

Leading Edge - Shear Trailing Edge - Shear
Fwd Fuse Bending (Upper Sill Longeron)
Fwd Fuse Bending (Upper Sill Longeron)
Launch Bar Attach
Center Fuse Bending (Lower Keel Longeron) Center Fuse Bending (Lower Keel Longeron)
Wing Root – LH Bending Wing Root – LH Bending

LH HT Actuator Lug LH HT Actuator Lug
Wing Root – LH Shear Wing Root – LH Shear
Wing Root BH 496 - LH LH Aft Fuse Kicked Keel Wing Root BH 496 - LH LH Aft Fuse Kicked Keel
Rear Spar Outboard Flaperon Hinge – LH Rear Spar Outboard Flaperon Hinge – LH
LH VT Shear Attachment LH VT Shear Attachment
LH VT Bending Attachment LH VT Bending Attachment
• Load Source Monitored

• All variants – center fuselage bending, wing root bending/shear, vertical tail
bending/shear, horizontal tail bending, flaperon bending, forward fuselage bending, aft
fuselage bending
• CV – Launch bar axial, wing fold shear
• SPHM sensors data acquisition rate sufficient to detect dynamic response
• Present on all A/C

Outline
• Introduction
• In-fill Methods

IAT Data In-Fill Methodology

• What is Data In-Fill?
– In-fill is a method to account for damage that may have occurred, but
time history data is unavailable to compute the damage
– Data may be unavailable for a complete flight or part of a flight
• When is in-fill applied?

– Whole flights: missing flights / excluded flights
– Partial: gaps in data to validity checks
• Null data, data gaps, max / min / rate of change
exceedances, time misalignment, validity signals
• How is in-fill applied?

– Damage is applied at an individual control point level
– Applies to both partial & complete in-fill

IAT Data In-Fill Options

• Customer Options
– Standard methods are made available to customers
– Customers choose their preferred method
• In-Fill Methods
– Fill with baseline
– Scale hours by individual aircraft severity factor
– Combination of baseline and individual aircraft severity factor
(dependent on in-fill threshold)
• In-Fill Options (allows for additional tailoring)
– In-fill threshold
– In-fill window
– In-fill penalty factor
– In-fill severity clip level
Customers are provided options for
in-fill to meet their needs.
Outline
• Introduction
• In-fill Methods
• Crack Initiation and Crack Growth Analysis
Approaches

Crack Initiation and Crack Growth Analysis

Approaches
Damage calculations within IAT use same methodology as baseline
analysis methods
– Core damage engine used for IAT is the same core damage engine
used for baseline analysis
– Advantage over some legacy programs that use approximations such
as crack potential based on usage severity / mission mix
– The same stress intensity factors (crack growth) or stress severity
factors (fatigue) used in the baseline analysis are used in IAT
– F-35 IAT calculations based on cycle by cycle crack growth (fracture
mechanics) or crack initiation (fatigue)
F-35 IAT Analysis Approaches Mirror

the Baseline Analysis Approaches
Outline
• Introduction
• In-fill Methods

Baseline Life Limits

• PAIR Authoring System (PAS) documents the Production Aircraft
Inspection Requirements (PAIRs)
– PAIRs are used to document maintenance requirements for life
limited parts
– PAIR workflow includes:
• Definition of deficiency in terms of aircraft, part numbers or serial
numbers
• Engineering signoff
• NDI development and tech order authoring
• Sustainment signoff by each country impacted
• Fielding of inspection or modification limits electronically to ALIS
• PAS receives feedback when the PAIR data package is accepted
– Updates and closing PAIRs are managed through PAS
• PAS provides a single system to manage maintenance requirements

IAT Updates with PAS

PAS also provides the capability to field intervals updated with IAT
– PAIR workflow includes identification and approval of which PAIRs
can received IAT updates
– The same data from IAT report is used to support an IAT update
– Each country defines the rules by which IAT projections are allowed
– IAT updates are loaded into PAS via data files (no manual entry)
– A streamlined release process is used
– Updates are sent to ALIS electronically
• PAS ↔ ALOU ↔ CPE ↔ SOU
• PAS receives feedback when the PAIR data package is accepted
SOU CPE ALOU PHM

Storage
PAS
Mx
IAT & Intervals
LESS
reports
SLM Cell
Summary
• F-35 SPHM effort is global in nature
• System and computational architecture designed for flexibility in

order to meet the fleet management requirements of all customers
• F-35 SPHM system characterized by

– Processing options exist to address varied A/C deployment scenarios
– High degree of automation
– On-board and off-board computational capabilities increase data
availability and quality
F-35 SPHM Provides the Right Data for

Fleet Managers World-wide

Acronyms
• ALIS – Autonomic Logistics Information System
• ALOU – Autonomic Logistics Operating Unit
• AMD – Aircraft Memory Device
• AV – Air Vehicle
• CPE – Central Point of Entry
• IAT – Individual Aircraft Tracking
• L/ESS – Loads/Environment Spectra Survey
• PAIR – Production Aircraft Inspection Request
• PAS – PAIR Authoring System
• PMD – Portable Memory Device
• SLM – Structures Life Management
• SOU – Standard Operating Unit
• SPHM – Structural Prognostics and Health Management
• SJT – SHM Java Toolkit

Structural Prognostics and Health Management (SPHM) For The F-35

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Structural Prognostics and Health Management (SPHM) For The F-35

Uploaded by

Copyright:

Available Formats

F-35 Program Information –- Non-Export Controlled Information

Structural Prognostics and Health Management

© 2017 Lockheed Martin Corporation Wayne Black

Distribution Statement A: Approved for Public Release (08 November 2017)

Wirt Garcia Tim Fallon

Matthew S. Edghill Tim Jeske

Iain Hebden Tony Crowley

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 2

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 3

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 4

F-35 SPHM Supports 3 Aircraft Variants

F-35A F-35B F-35C

F-35A F-35B F-35C

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 5

Scope – F-35 Users

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 6

F-35 SPHM Data Collection /

• Data Collection / Processing /

F-35 SPHM Data Collection / Processing / Assessment Architecture

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 7

SPHM Process Data Flow

ConOps / Tempo Consistent with Traditional ASIP Practice

SPHM Capability Breakdown

Elements of F-35 SPHM Software

F-35 SPHM Software Supports ASIP Task V

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 10

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 11

AV PHM Data Recording

• AV PHM Data Recording Rate up to 80 Hz

• More space available for recording data

• Data recorded to PMD and AMD

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 12

AV PHM Data Signals

• Same data is used for L/ESS and IAT

AV PHM Data Transmission

• Architecture to support worldwide fleet

• AV PHM data is stored permanently after arriving at the ALOU

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 14

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 15

SOU CPE ALOU PHM

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 17

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 18

F-35 Load Calculation Approach

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 19

F-35 Load Calculation Approach

F-35 IAT Approach

IAT & L/ESS Software

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 22

F-35 IAT – SPHM Sensors

Wingfold Joint Wingfold Joint

Fwd Fuse Bending (Upper Sill Longeron)

Launch Bar Attach

Wing Root – LH Bending Wing Root – LH Bending

LH VT Bending Attachment LH VT Bending Attachment

• Load Source Monitored

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 23

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 24

IAT Data In-Fill Methodology

• When is in-fill applied?

• How is in-fill applied?

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 25

IAT Data In-Fill Options

© 2017 Lockheed Martin Corporation 2017 ASIP Conference - 27