ihst - helicopter condition-based maintenance program

Helitech International

September 24, 2013

D.B. “Danny” GreenUS JHSIT HFDM, HUMS IWG Member, HUMS Reporting Member of the HAI Technical Committee, IHST HeliShare OGP Lead

Helitech International September 24, 2013

How to Manage your Condition-Based

Maintenance Program


September 24, 2013

What to Expect Today • Who/What is IHST

• Define CBM• CBM Terminology

• Why Use CBM?

– Benefits– Potential Disadvantages

• How do we do it?

• Equipment Offerings– References

• Interactive Case Studies

• A basic understanding of the principles of CBM, its “interaction”with a proactive SMS

What not to Expect Today• Sales Pitch (I’m only selling proven

concepts not endorsing products)

• Extensive Vibration Training • Engineering, Theory and or Scientific

Debates • We will not discuss recent events


September 24, 2013


September 24, 2013

IHST’s attitude towards safety:

• IHST takes a proactive attitude that anyone’s helicopter accident belongs to all of us.

• Accidents affect our collective reputation as providers of air transportation and suppliers of air services…

• We don’t need to accept accidents or a high industry accident rate, and it affects our profitability if we do so.– Jack Drake, IHST JHSAT Accident Analysis Group– Presented at ISASI 2008


September 24, 2013

WSJ, 9/5/2013North Sea Crash Underscores Poor Progress in Helicopter Safety Civilian Chopper Crashes Have Remained Flat Over Decade

The fatal crash of a Eurocopter oil-rig helicopter in the North Sea last month underscores stalled progress in reducing commercial helicopter accidents world-wide.

In spite of advances in cockpit technology and enhanced pilot training, helicopters' global safety record has failed to improve dramatically over the past few years—

and still lags far behind standards for airliners.

WSJ 9/5/2013 By: Andy Pasztor and Daniel Michaels


September 24, 2013


September 24, 2013

WHAT is CBM?

From Wikipedia, the free encyclopedia


September 24, 2013

Condition-Based MaintenanceFrom Wikipedia, the free encyclopedia

Condition-based maintenance (CBM), simply described, as maintenance when need arises. This maintenance is performed after one or more indicators show that equipment is going to fail or that equipment performance is deteriorating.This concept is applicable to mission critical systems that incorporate active redundancy and fault reporting. It is also applicable to non-mission critical systems that lack redundancy and fault reporting.

Always keeping in mind the required FAA/CAA inspection programs with an emphasis on value added tasks.


September 24, 2013

in other words …

If it aint broke, don ’t fix it!


September 24, 2013

CBM BenefitsCBM has some Benefits over planned maintenance:•Improved system reliability•Enhanced Safety•Decreased maintenance costs•Increased Readiness•Operation and Support cost benefits• Reduction of human error influences. •Other Intrinsic Benefits:

•Increased pilot confidence•The ability to monitor health of an entire fleet, regardless of physical location • As the program matures, the potential to predict when certain faults will occur, based on historical data and specific aircraft data•The ability to more effectively plan maintenance actions over the long-term

Reference the IHST HUMS Toolkit (IHST.ORG) for complet e details


September 24, 2013

Disadvantages

Some potential disadvantages are:•High equipment costs (initially and to maintain)•Possible Increased Manpower•Increased Training•Increased IT/Support•Increased number of components (the VHM/HUMS system itself) that must be maintained•Increased weight/Decreased carry capacity


September 24, 2013

Aviation Maintenance Options

(A Travel Through Time)


September 24, 2013

Run to Failure or

FIX it When it BROKE!

Post WWII (PMI)

The Somewhat Present (PdM)


September 24, 2013

REF. Bubba’s Aviation Maintenance consultants

What Does CBM Look Like?


September 24, 2013

What Does CBM Look Like?

Fix it When Its Broke

•Scheduled Inspections•Scheduled Maintenance•Scheduled Overhauls•Time Lifed Parts•ADs, SBs, ACs ,CEBs

Past

Present (FAA/CAA Required)

Present/Future

•HUMS•FOQA•VHM•Advanced Sensing Technologies•MSG3•HFDM•PdM•CBM•RCM

CBM


September 24, 2013

Where do we want to be?Predictive Maintenance Potential Failure P-F Curve

Time

P Point where failure can first be detected

Point where failure starts

F

Point of failure

John Moubray, Reliability Centered Maintenance II


September 24, 2013

How Do we Do CBM?


September 24, 2013

Then why do we do it?

SAFTEY, SAFETY ,SAFETY, SAFETY, Maintenance Benefits, SAFETY, SAFETY, SAFETY…!

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Our CBM Program Philosophy:

� One of the key rules by which or organization operates is to involve the right people in decisions that affect procedures andequipment. Our entire CBM philosophy is based on that principle.

� Safety is above and beyond without question or hesitation our first and foremost objective!

� Our next objective is to minimize unplanned maintenance or at a minimum, identify and address it on our terms.

� Our Analysts interface with Maintenance constantly and seek the counsel of Subject Matter Experts who are subject to change depending on the issue in question and/or the aircraft type. � Seek the wisdom of ten rather the knowledge of one.

� We also keep management and operations abreast of any situations so they can make any necessary changes in equipment, tools or personnel.

“


September 24, 2013

Tools/Tricks of the Trade


September 24, 2013

The latest IHST Toolkit: HUMS

Start Here


September 24, 2013

Before you startIdentify detailed requirements: • Benefits vs. Cost

• Available Equipment– VHM, HUMS

– T.C., STC

– Carry-On

• Required Personnel– Analyst

– Maintenance Support

– I.T. Support

• In-House or Contract Analysis

• Regulatory Requirements

• Contractual Requirements

• I.T. requirements

• Training Requirements

START HERE ISHT.ORG


September 24, 2013

The latest IHST Toolkit: HUMS


September 24, 2013

Content developed by leading industry HUMS experts.


September 24, 2013

Resources include reference materials, a listing of equipment providers and actual case studies.


September 24, 2013

Tools/Tricks of the Trade�Vibration Monitor Data

�Vibration Spectrum Data

�Vibration Signature Data

�Logsheets, Inspection Forms, AOCRs

�Trending

�Limits/Rate of Change

�Aircraft Advisories, Fault logs, Exceedences

�Proper Interviews:Pilots, Mechanics and anyone else who may know anything about the

conditions in question.


September 24, 2013

Lessons Learned


September 24, 2013

Life Lessons Learned from a HUMS Analyst1) If you are going to fly around with the added weight and cost of the

equipment…USE IT!2) Weekly downloads are insufficient for timely and accurate analysis.

– Daily is preferred but between flights is becoming regular practice in some operations due to the length of flights.

3) Communicate, Communicate, Communicate– Pilots, mechanics, dispatchers, written reports, i.e. logsheets,

inspection forms AOCRs follow the clues.4) Be curious, be nosey, be a pain in the butt, ask why 5 times, just

get the answers (we’re talking CSI stuff here)!5) Being wrong is okay, being scared of being wrong is not. Humility

while painful, could cost or save lives!6) When in doubt seek a higher power (someone has probably seen it

before) paralysis through analysis is unacceptable in our trade!D.B. “Danny “ Green


September 24, 2013

Most Common Findings:� Main Rotor: Shear Restraints, Trim Tabs, Isolation Mounts,

Bearings� Tail Rotor: Bearings, Trunnions, Blades, Gearboxes� Tail Rotor Drive: Hanger Bearings, Drive Shafts, Hanger

Bearing Mounts and Airframe Cracks� Main Transmission: Output Shafts, ECU Drive� Engines: FOD, Worn Mounts, Oils Pumps, Shafts� Oil Coolers: Fan/Blower Bearings, Trash� Starters: Bearings, Brushes, Looseness� Hydraulic Pumps: Shafts, Seals, Drives and Stripped Studs


September 24, 2013

SMS

What does that have to do with SMS?

What is SMS? My simple definition is to have programs in place to address problems before they ever exist.

What could possible address this better than CBM and FDM.


September 24, 2013

Interactive Vibration Case Studies…

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Can you Analyze the Problem?


September 24, 2013

AW139 Hydraulic PumpTrending vibration increases noted in the #1 hydraulic pump drive but no limits exceeded. After review of the log sheets, it was noted that a 100 hour hydraulic pump inspection was performed in the previous days. The aircraft had a upcoming scheduled hangar check, the pump was inspected based on our data and two loose studs were found.


September 24, 2013

AW139 Worn Hydraulic Pump Case Study

Noticed increased vibration trending on the #2 input hydraulic pump. No limits were exceeded but when the aircraft was down for other maintenance, the pump was removed to inspect based on this data and the worn pump drive shaft was found as well as damage to the pump.

“

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September 24, 2013

AW139 T/R Paddle Change

STOP WORK AUTHORITY Used(A/C Grounded Immediately)


September 24, 2013

430 Tail Rotor Radial

STOP WORK AUTHORITY Used(A/C Grounded Immediately)


September 24, 2013

430 Tail Rotor Gearbox


September 24, 2013

430 Main Rotor F/A and Vertical Increase


September 24, 2013

Hanger Bearing Case Study#1 hanger bearing showed increased Broad Band

Vibrations (1P and 2P were normal). After visual inspection and rotational check for smoothness, the bearing was greased. Grease solved problem for several days but the problem would return (see below). This process was repeated until the aircraft was available for the next hangar check (very large job, remote a/c) and the bearing could be changed.

Replacement solved the problem and upon teardown and root cause inspection, it was noticed that the balls were riding across the outer race once the fresh grease would break down thus increasing the Broad Band vibes.

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9.26 mm 7.5 mm


September 24, 2013

QUESTIONS?

D.B. “Danny” Green

Mobile 985.768.1823 Office 601.749.4059

[email protected]