Onboard Maintenance System (OMS) ATA 45 PDF

M11.18 On Board Maintenance System ATA 45 Revision 00 Issue 01 Prepared by : Nor Aina Musa 1  11.18 On Board Maintenance Sys Content On Board Maintenance Systems (ATA45) Central maintenance computers; Data loading system;...

M11.18 On Board Maintenance System ATA 45 Revision 00 Issue 01 Prepared by : Nor Aina Musa 1  11.18 On Board Maintenance Sys Content On Board Maintenance Systems (ATA45) Central maintenance computers; Data loading system; Electronic library system; Printing; Structure monitoring (damage tolerance monitoring). Health Usage Monitoring System Revision 00 Issue 01 Prepared by : Nor Aina Musa 2  Overview - Acquisition The acquisition of A/C system data is done by 4 major electronic systems: 1. the ECAM system that monitors the operational data in order to display warnings and system information in normal and abnormal situations, 2. the Flight Data Recording System (FDRS), which is mandatory, records A/C operational parameters for incident, serious incident and accident investigation, 3. the Central Maintenance System (CMS) that monitors the various systems BITE data in order to record the system failures, 4. the Aircraft Condition and Monitoring System (ACMS) that records significant operational parameters in order to monitor the engines, the aircraft performance and to analyze specific A/C problems. Revision 00 Issue 01 Prepared by : Nor Aina Musa 3  Overview - Retrieval All the information can be retrieved through: - the ECAM displays, - the MCDUs, - the printer, - the Air Traffic Service Unit (ATSU) to a ground station, via the Aircraft Communication Addressing and Reporting System (ACARS) function, - the downloading system and the Revision 00 Issue 01 Prepared by : Nor Aina Musa 4 recorders  Overview - Analysis Maintenance operations can be divided into three groups: 1. short-term troubleshooting, which is done with the help of the ECAM and the CMS through the MCDUs and the printed or ATSU down-linked reports via the ACARS function, 2. in-depth troubleshooting, which is done with the help of the CMS and the ACMS through the MCDUs and printed or downloaded reports, 3. long-term maintenance, which is done with the help of the ACMS and the FDRS ATSU down-linked and downloaded reports or recorded data. Revision 00 Issue 01 Prepared by : Nor Aina Musa 5  System Overview Revision 00 Issue 01 Prepared by : Nor Aina Musa 6 On Board Maintenance System (OMS) The purpose of an Onboard Maintenance System (OMS) is to assist in troubleshooting and maintenance of an integrated digital avionic system on an aircraft. OMS is also known as Central Maintenance Computing System (CMCS) There are many different OMS in use on modern aircraft, ranging from a simple magnetic indicator on an LRU, to complex systems that allow engineers to connect laptop computers to download system parameters and fault data. Revision 00 Issue 01 Prepared by : Nor Aina Musa 7 On Board Maintenance System (OMS) The integrated avionic system incorporates a support tool known as ’Integrated Maintenance Test’ (IMT). It provides the test of the system, subsystems, detection of faults stored in the fault warning computer and download of fault reports for analysing with special equipment (analysing software). OMS allows troubleshooting of systems and subsystems, enables testing of systems Integrated Maintenance Test (IMT), provides fault codes and provides download functions for fault recordings. Revision 00 Issue 01 Prepared by : Nor Aina Musa 8  Onboard Maintenance System (OMS) Consists of: CMS is to centralization of operational and maintenance data in the aircraft, and it can also exchange this data with operation ground center upon request. DLCS is to manage software update in both computers and onboard database. ACMS is to acquire and process aircraft operational data in order to facilitate preventive maintenance. Revision 00 Issue 01 Prepared by : Nor Aina Musa 9  Built-In Test Equipment (BITE) A BITE system is used to monitor and detect faults in a variety of aircraft systems. BITE systems reduce the time-spent for fault finding and eliminate the need for specialist test equipment. BITE continuously tests the various systems and stores all fault information to be recalled later, either by the flight crew or a maintenance team. This fault information is stored in the non- volatile memory of the equipment itself or in the Central Maintenance Computer (CMC). Once the appropriate repair has been made, the BITE system can then be used to reset the system for operation. This is done through the Maintenance Access Terminal, Portable Maintenance Access Terminal (PMAT) or Control and Display Unit (CDU). Revision 00 Issue 01 Prepared by : Nor Aina Musa 10  Built-In Test Equipment (BITE) Most BITE systems are capable of isolating system faults with at least 95% probability of success on the first attempt. Most BITE systems perform two types of test that is Operational Test and Maintenance test. Operational BITE program is designed to check Input signals, Protection circuitry, Control circuitry, Output signals and Operational BITE circuitry. During normal system operation, the BITE monitors a "Watchdog" signal initiated by the BITE program. This watchdog routine detects any hardware failure or excessive signal distortion, which may create an operational fault. – If the BITE program detects either of these conditions, it automatically provides isolation of the necessary component by initiate’s warnings and records the fault in a Non-volatile memory. The BITE is normally initiated in one of these three forms that are:- – Power up BITE (PUBIT) or Start up BITE. – Interruptive BITE (IBIT) or Initiated BITE. – Continuous BITE (CBIT). Revision 00 Issue 01 Prepared by : Nor Aina Musa 11  Power up BITE (PUBIT) The PUBIT is limited in its ability to detect failures resident in the system. It is initiated when power is initially supplied to the aircraft system. During power-up BITE or PUBIT it will check that the power supplies are good, correct phase rotation, frequency and voltage. It will also carry out checks of the processors and the areas of RAM in the computer, ensuring all are clear and functioning properly. Then, through its Built In Operating System (BIOS) invoke the loading of the main operating software and any airline modifiable software. It then sends it status to the aircraft main computer for display or record. Revision 00 Issue 01 Prepared by : Nor Aina Musa 12  Interruptive BITE (IBIT) This type of Bite is initiated by Ground crew or the pilots. In its simplest form it is a press-to-test, but with aircraft with On-Board Maintenance Systems it is usually much more. It is done by first disconnecting the inputs and outputs of the computer electronically. – Then the BITE starts to systematically inject a signal into each channel or lane and look for the corresponding output. It will inject signals across the entire design range of the system and expect a certain predetermine output. – If the output is not within the limit a status information and fault code will be generated which is sent to the Flight Warning Computer (FWC) and OMS for display. Interruptive BITE is also called ground test or initiated test. Revision 00 Issue 01 Prepared by : Nor Aina Musa 13  Continuous BITE (CBIT) This type of BITE test is carried out all the time at certain interval during operation of the system. Inside the Line replacement Unit (LRU), which in this case is the computer, there are (at least) two channels that work out the information and provide outputs. These two channels are called command and monitor. (If there are three channels the third is called standby). All channels receive the input signals and calculate the output solution. The command channel will produce the output signal and send it onto the unit being operated. Then, the monitor channel will use its output to cross check that the command channel is functioning correctly. If there is an error, it will send it status to the aircraft Flight Warning Computer (FWC) and OMS for display or recorded. Revision 00 Issue 01 Prepared by : Nor Aina Musa 14  AIRCRAFT SYSTEM TEST Revision 00 Issue 01 Prepared by : Nor Aina Musa 15  Category of Defects Defects are categories by it effect. It can be Immediate Effect which should be cleared as soon as possible, Delayed Effect which required require moderately speedy repair and No Effect which can be cleared on the next hangar schedule visit. Revision 00 Issue 01 Prepared by : Nor Aina Musa 16  BITE Failure Category The failures detected by the system BITEs are classified in 3 categories that is Class 1, 2 and 3 with respect to their consequences on aircraft safety and availability. For a given failure with given operational consequences, the MMEL indicates to the pilot whether the aircraft may continue to fly or not according to these 3 criteria:-  GO criteria:- the aircraft may continue to fly without restriction  GO IF criteria:- the aircraft may continue to fly under certain conditions (e.g.: a test must be performed, the information is available from equipment, weather conditions...)  NO GO criteria:- the aircraft may not continue to fly. This implies mandatory intervention of maintenance personnel before releasing the aircraft into service. Revision 00 Issue 01 Prepared by : Nor Aina Musa 17  BITE Failure Category Class 1 failures are failures detected by the systems, which may have an operational consequence (safety aspect) on the current flight. These failures are indicated to the crew in flight by:-  Messages (level 1, 2, 3) on the Engine/Warning Display (EWD)  Flags on the Primary Flight Display (PFD) or the Navigation Display (ND) or the System Display (SD)  Local warnings in the cockpit. Class 2 failures are failures detected by the systems, which do not have operational consequences (safety aspect) on the current flight or on the next flight, but which may have consequences if a second failure occurs. These failures are indicated on ground by an Electronic Centralized Aircraft Monitoring (ECAM) report after shutting down of the engines. Revision 00 Issue 01 Prepared by : Nor Aina Musa 18  BITE Failure Category Revision 00 Issue 01 Prepared by : Nor Aina Musa 19  Center Maintenance System (CMS) It is a centralized BITE system which form the basis for all On-Board Maintenance Systems BOEING : Central Maintenance Computer (CMC) Airbus: Centralized Fault Display System (CFDS) Revision 00 Issue 01 Prepared by : Nor Aina Musa 20  Old System Test Revision 00 Issue 01 Prepared by : Nor Aina Musa 21  Revolution of OBMS Revision 00 Issue 01 Prepared by : Nor Aina Musa 22  CMS Revision 00 Issue 01 Prepared by : Nor Aina Musa 23  CMS A system is composed of LRUs , which are: - computers, - sensors, - actuators, - and probes. One the computer system function is to detect and memorize any failure occurring within the systems, it is called the BITE. During normal operation, the system is permanently monitored for: - fault detection: if a failure occurs, this failure can be permanent or intermittent, - isolation: after detection, the BITE is able to identify the possible failed LRUs (snapshot of the system environment), - memorization: a Non-Volatile Memory (NVM) memorizes the cause of the failure. Revision 00 Issue 01 Prepared by : Nor Aina Musa 24  CMS Mode of Operation Normal mode it will acquire all aircraft system continuous monitoring data, failure detection report and BITE. Interactive mode: it provides system testing, access to recorded maintenance data, fault codes generation and download functions for fault recordings. Revision 00 Issue 01 Prepared by : Nor Aina Musa 25  Center Maintenance Computer (CMC) CMC is the computer which collects and stores maintenance data from most of the aircraft avionic systems which interface with it through the aircraft data bus system. Revision 00 Issue 01 Prepared by : Nor Aina Musa 26  Center Maintenance Computer Function (CMCF) CMCF is software in the Core Processor Module/Communication (CPM/Comm) or in the Core Processor Input/Output Module (CPIOM) that does many operations. It divides the software into many sub functions. CMCF in the AIMS cabinets’ monitors systems for failures and reports these failures as maintenance messages. Revision 00 Issue 01 Prepared by : Nor Aina Musa 27  Aircraft Field Loadable Software (FLS) & Database Field Loadable Data (DFLD) 2 8  Software (executable code) that can be Aircraft loaded without removing the system or equipment from the aircraft. Field FLS can be loaded onto an aircraft system by a maintenance Loadable mechanic/technician in accordance with defined maintenance manual Software procedures. It can be configured as a component of (FLS) target hardware and thus effect the part number of the target hardware. Revision 00 Issue 01 30 There are numerous type of FLS, but Type of most can be categorized as follows: a) Loadable Software Aircraft Part FLS (LSAP) – FLS that required to meet a specific airworthiness or operational requirement not considered as a component of target hardware, but is considered to be part of the aircraft approved design and therefore, an aircraft part requiring formal controlled released documentation (EASA form 1 or FAA 8130-3) Prepared by : Nor Aina Musa  b) User modifiable Software (UMS). – Software declare by the aircraft type Certificate holder’s design organization as being intended for modification by the aircraft operator Usually carried out without review by the CAA, TC/STC holder design organization, or equipment Type of manufacturer if modified within constraints established during certification. Should seek guidance from those mentioned if FLS need to modify outside the constraint. c) Option Selectable Software (OSS). - LSAP that contains approved and validated components and combinations of components that may be activated or modified by the aircraft operator within defined TC.STC holder boundaries Database Field Loadable Data (DFLD) DFLD- Data that is field loadable into target hardware databases Database : Embedded item that resides within the target hardware and is not, itself field loadable. The process normally described as ‘loading database’ actually loads a data file onto the target hardware’s embedded database. Data file : A specific file that contains the actual data that is the object of the database and is field loaded. Revision 00 Issue 01 Prepared by : Nor Aina Musa 32  Failure Level condition A Catastrophic Software B Hazardous Level C Major D Minor E No effect Revision 00 Issue 01 Prepared by : Nor Aina Musa 33  Catastrophic - Failure may cause a crash. Hazardous - Failure has a large negative impact on safety or performance or reduces the ability of the crew to operate the plane due to physical distress or a higher workload or causes serious or fatal injuries among the passengers. Software Major - Failure is significant but has a lesser impact than a Hazardous failure (for example, leads to passenger Level discomfort rather than injuries). Minor - Failure is noticeable, but has a lesser impact than a Major failure (for example, causing passenger inconvenience or a routine flight plan change) No Effect - Failure has no impact on safety, aircraft operation, or crew workload. Revision 00 Issue 01 Prepared by : Nor Aina Musa 34  Failure Level Category of Defect condition A Catastrophic Defect are categories by effect. – Immediate Effect which B Hazardous should be cleared as soon as possible. C Major – Delayed Effect which required require moderately speedy D Minor repair. E No effect – No Effect which can be cleared on the next hangar schedule visit. Revision 00 Issue 01 Prepared by : Nor Aina Musa 35  Maintenance Access Terminal (MAT) gives access to the central maintenance computing system (CMCS) and the airplane condition monitoring system (ACMS). The components in the MAT are MAT chassis, MAT display, MAT cursor control device, MAT floppy disk drive, MAT hard disk drive and MAT flash memory module. MAT display is a liquid crystal display (LCD) which provides the graphical user interface for the maintenance operators to perform on-board maintenance tasks. MAT disk drive enables the user to load software and data into the airplane systems and download data from the airplane systems. – MAT hard disk drive enables the user to store LRU software and load software into the airplane systems. MAT cursor control device (CCD) is the tool the operator uses to move the cursor on the MAT display. MAT chassis contains all the MAT components and gives an interface between the components. – MAT chassis has a processor that runs the software to control the MAT user interface which is called the Maintenance Terminal Function (MTF). MAT flash memory module keeps the MTF software. MAT is also supplied with keyboards which provide standard keyboard functions and alternate cursor control capability Revision 00 Issue 01 Prepared by : Nor Aina Musa 36  B777 CMCS Revision 00 Issue 01 Prepared by : Nor Aina Musa 37 Maintenance Access Terminal (MAT)  Portable Maintenance Access Terminal (PMAT) Portable Maintenance Access Terminal (PMAT) is a laptop that is modified for aircraft used. It lets the operator access the CMCS and the airplane condition monitoring system (ACMS) from various locations on the airplane. All functions available on the MAT are available on the PMAT. Because it is like a laptop maintenance crew can move it around the aircraft and plug it into the PMAT accesses point. The location of PMAT accesses points are Flight deck, Main equipment centre, Nose wheel well, Right main wheel well and Jack screw area. Revision 00 Issue 01 Prepared by : Nor Aina Musa 39  Portable Maintenance Access Terminal (PMAT)  OMS Interconnection Revision 00 Issue 01 Prepared by : Nor Aina Musa 41  Terminology - Flight Deck Effect (FDE) Flight Deck Effect (FDE) is Engine Indicating Crew Alert System (EICAS) messages, Primary Flight Display (PFD) flags, Navigation Display (ND) flags and Scheduled maintenance tasks. The ground crew must find the cause of FDE so that they can carry out corrective action. They use this information along with Fault Isolation Manual (FIM) and Aircraft Maintenance Manual (AMM) to isolate aircraft faults. Maintenance messages supply the ground crew with detailed fault information to help them in troubleshooting. If an aircraft system monitor finds a fault, it will send maintenance message data to the CMCS. CMCS has logic that makes a relation between maintenance messages and FDEs. Revision 00 Issue 01 Prepared by : Nor Aina Musa 42  Flight Deck Effect (FDE) When an FDE occurs and the CMCS receives a maintenance message that has a relation to the FDE, the CMCS correlates the FDE to the message. Maintenance Access Terminal (MAT) communicates with the CMCF in the Airplane Information Management System (AIMS) cabinets through two fibre optic interfaces which supply a dual connection to the Avionics Local Area Network (AVLAN). These interfaces and the AVLAN are part of the On- board Local Area Network (OLAN). The MAT connects directly to the AVLAN. The PMAT and it receptacles connect to a Server Interface Unit (SIU) which performs a network bridging function. The Maintenance Access Terminal (MAT) or Portable Maintenance Access Terminal (PMAT)/Laptop Maintenance Access Terminal (LMAT) show the fault data. Menu selections on the MAT give access to maintenance functions based on type of task. Revision 00 Issue 01 Prepared by : Nor Aina Musa 43  OBMS Data Flow Revision 00 Issue 01 Prepared by : Nor Aina Musa 44  Flight Deck Revision 00 Issue 01 Prepared by : Nor Aina Musa 45  Flight Deck Effect Revision 00 Issue 01 Prepared by : Nor Aina Musa 46  Terminology Status Message Is a message that is placed on a status display screen which can be the ECAM, EICAS or display system. Status message gives the engineers a true indication of system failure. Aircrews do not have immediate access to the status page but would look at it when ‘cued’ to do so. For an aircraft to be dispatched that is ready for flight there should be no status messages appeared. Maintenance Message This message is set by the CMC after it establishes that a fault does exist. It indicates the ATA chapter of the fault and is never displayed to the aircrew as it is only used by engineers or maintenance crew which use the information for aircraft rectification. Revision 00 Issue 01 Prepared by : Nor Aina Musa 47 Revision 00 Issue 01 Prepared by : Nor Aina Musa 48  Multi-Purpose Control and Display Unit (MCDU) Revision 00 Issue 01 Prepared by : Nor Aina Musa 49  MCDU FLIGHT/GROUND MENU Revision 00 Issue 01 Prepared by : Nor Aina Musa 50  Terminology Memo Message It is displayed for the aircrew to see and gives them reminders of the systems that are in operation. Eg: APU running, parking brake set etc. Maintenance Memo It is set if the failure is very insignificant, and there was sufficient back up which mean the failure could almost be ignored. The aircraft can fly on quite safety until its next scheduled maintenance when all these minor defects can be rectified which can keeps maintenance costs down yet does not compromise safety in any way. Airbus used the term as Fault Message. Revision 00 Issue 01 Prepared by : Nor Aina Musa 51  Terminology Fault Code It is set by the failed LRU and CMC which will go through the process of correlating it all together. This information is not available to the aircrew because it only available on ground. Only engineers or maintenance crew uses it as fault diagnosis reasons. To decipher the code, engineer required to look in Fault Isolation Manual (FIM) which is provided by the aircraft manufacturer. Fault Correlation Fault correlation is a process for linking together FDE’s and maintenance messages. Maintenance crew or engineers need to be able to relate a flight crew reported defect which is the FDE and link that to a CMC generated message. Revision 00 Issue 01 Prepared by : Nor Aina Musa 52 Revision 00 Issue 01 Prepared by : Nor Aina Musa 53 Revision 00 Issue 01 Prepared by : Nor Aina Musa 54 Revision 00 Issue 01 Prepared by : Nor Aina Musa 55  FAULT ISOLATION PROCEDURE Revision 00 Issue 01 Prepared by : Nor Aina Musa 56  Terminology Fault Processing CMCF can process up to 5000 fault reports per second. If more than 5000 fault reports per second, it stores the reports and processes them at a later time. The CMCF fault processing also identifies if the fault reports are correct and the LRUs sending the fault reports are currently active. During power up or an engine start and shutdown, many failures could happen so filters is required for these types of failures. Cascade Effect If a key LRU were to fail example the IRS. This IRS provides information to virtually all systems on the aircraft and if the IRS failed, it would induce many failures in the other user systems. These failures would be reported to the CMC but this sub-routine would detect the cause and reason for the failure and filter them out. The fault data processing sub-function puts fault reports into groups and relates them to a single maintenance message. The maintenance messages are kept and displayed for troubleshooting. Revision 00 Issue 01 Prepared by : Nor Aina Musa 57  Data Loading System CMCF in the AIMS cabinets supplies data load display formats that appear on the MAT display unit. The data load display formats let the maintenance crew select the source of the data and the destination of the data. The source of the data is a data file on the hard drive or on a disk in the disk drive. Revision 00 Issue 01 Prepared by : Nor Aina Musa 58  Electronic Library System is part of the Onboard Information System (OIS). This system is a set of electronic documentation and application for flight, maintenance and cabin operation. These applications replace the previously used paper documentation and charts. The main objective of the electronic documentation is to provide the flight crew, maintenance crew, cabin crew and passengers with attractive documentation that enables an easy access to the necessary information related to an operational, maintenance and passenger services need. Detail in Topic 3 Revision 00 Issue 01 Prepared by : Nor Aina Musa 59  Printing Flight compartment printer supplies high-speed hard copy of text for Primary Display System (PDS), Airplane Condition Monitoring System (ACMS) and Central Maintenance Computing System (CMCS). It receives data from the print driver partition of the Data Communication Management Function (DCMF). The DCMF is part of the airplane Information Management System (AIMS). It sends status and error information back to the DCMF. DCMF prioritizes data to be sent to the printer. The orders of the data are:- – Flight Deck Communication Function (FDCF) of the DCMS. – Central Maintenance Computing Function of the CMCS – Airplane Condition Monitoring Function of the ACMS – Multi-Function Display (MFD). Revision 00 Issue 01 Prepared by : Nor Aina Musa 60  Aircraft Printer Revision 00 Issue 01 Prepared by : Nor Aina Musa 61  STRUCTURE MONITORING (DAMAGE TOLERANCE MONITORING) Aeroplane condition monitoring system (ACMS): – Collects – All system data – Monitors - Aeroplane and crew performance – Records – All aircraft abnormal condition and exceedance – Distributes aeroplane performance data for detailed system analysis. ACMS reports are used for aeroplane system trend analysis. This trend analysis is used by engineering department to determine the rate of deterioration of a component within a monitored system. Revision 00 Issue 01 Prepared by : Nor Aina Musa 62  Aeroplane condition monitoring system (ACMS) ACMS reports are used for aeroplane system trend analysis. This trend analysis is used by engineering department to determine the rate of deterioration of a component within a monitored system. The main component of the aeroplane condition monitoring system is the data management unit (DMU). DMU collects data from various aeroplane systems, processes this data into a report format and upon a request sends these reports to the:- – Quick access recorder (QAR) – Control display unit (CDU) – Data loader panel – Multi-input printer – ACARS Revision 00 Issue 01 Prepared by : Nor Aina Musa 63  ACMS System Revision 00 Issue 01 Prepared by : Nor Aina Musa 64  Standard Report by ACMS Weather/Position, Turbulence, Turbulence Inspection, Wind Factor, Max Operating Engine Start, Engine Aborted Start, In-flight Engine Fail, Engine Trend, Engine Performance, APU Start, APU Trend, APU Auto-shutdown, APU Aborted Start, Engine Oil Monitoring, Ground Run-up. EGT Divergence, N1 Overshoot. Overweight Inspection, Flight Summary, Maintenance Report. ETA, Go-around Landing, Take-off, Aborted Take-off, Touch and Go Landing, Take-off and Stable Cruise. Flap Speed Exceedance, Gear Down Speed Exceedance, Flight Control, Flap/Slat at Altitude Exceedance, Altitude Exceedance, Maximum MACH Exceedance. Aircraft Stable Frame, Landing Stable Cruise. Revision 00 Issue 01 Prepared by : Nor Aina Musa 65  Data Management Unit (DMU) Data Management Unit (DMU) is a powerful data processor system that allows airlines to customize their own ACMS programs. DMU accepts data from a variety of aircraft systems and airborne computers such as the Flight Management Computers (FMC), Air Data Computers (ADC), Fuel, Navigation, Indicating and recording, Communications, Auto pilot, Engines, Electrical, Flight controls and etc. The purpose of this is to perform aircraft/engine and flight performance monitoring and analysis. DMU is also programmed to monitor critical data and compare those data values to pre-defined normal operating limits. In the event that an engine or an aircraft parameter is out of those defined limits, an exceedance arises, and a report is triggered. The report will capture all the relevant aircraft and engine information associated with the exceedance, as pre-defined by the airframe and engine manufacturers and the operator. The DMU works as a central hub, providing data output to various systems. Revision 00 Issue 01 Prepared by : Nor Aina Musa 66  Data Management Unit (DMU) It is capable of channelling reports to: – Multifunction Control Display Unit (MCDU) – Cockpit printer – Airborne Data Loader (ADL) – Optical/Wireless Quick Access Recorder (OQAR/WQAR) – ACARS Data-Link system for transmission to the airline’s ground-based maintenance centre. Revision 00 Issue 01 Prepared by : Nor Aina Musa 67  Standard reports Weather/Position, Turbulence, Turbulence Inspection, Wind Factor, Max Operating Engine Start, Engine Aborted Start, In-flight Engine Fail, Engine Trend, Engine Performance, APU Start, APU Trend, APU Auto- shutdown, APU Aborted Start, Engine Oil Monitoring, Ground Run-up. EGT Divergence, N1 Overshoot Overweight Inspection, Flight Summary, Maintenance Report ETA, Go-around Landing, Take-off, Aborted Take-off, Touch and Go Landing, Take-off and Stable Cruise Flap Speed Exceedance, Gear Down Speed Exceedance, Flight Control, Flap/Slat at Altitude Exceedance, Altitude Exceedance, Maximum MACH Exceedance Aircraft Stable Frame, Landing Stable Cruise Revision 00 Issue 01 Prepared by : Nor Aina Musa 68  Health and Usage Monitoring System HUMS Revision 00 Issue 01 Prepared by : Nor Aina Musa 69  Health and Usage Monitoring System Health and Usage Monitoring System (HUMS) is designed to improve airworthiness, reliability and effective maintenance management of helicopter. It is done by analysis of detected/diagnosed operating data and internal/external environmental data collected from the helicopter. It constantly checks the performance of safety-critical components, providing warnings in advance of potential equipment failures and collecting valuable data for routine maintenance of the helicopters. This data may be processed onboard the rotorcraft or on a ground station or both. Thus providing the means for the maintenance staff and/or flight crew for intervention. Revision 00 Issue 01 Prepared by : Nor Aina Musa 70  Main Function Prompt detection of damage area (Rotor, Engine, Transmission and Gear Box) Rotor Track & Balance (RTB) Rotor vibration health & monitoring Drive train/transmission vibration health & monitoring Engine & airframe vibration monitoring Logbook accuracy and improved flight hour management Data analysis and diagnostics/prognosis on ground after flight Revision 00 Issue 01 Prepared by : Nor Aina Musa 71  Main components DAPU : Data Acquisition and Processing Unit CQAR : Card Quick Access Recorder PIP: Pilot Interface Panel GS : Ground Station (PC) PBT: Permanent Blade Tracker Sensors Revision 00 Issue 01 Prepared by : Nor Aina Musa 72 Revision 00 Issue 01 Prepared by : Nor Aina Musa 73  System operation The parameters monitored by HUM systems are engine speed, temperature, pressure, torque, accelerations, vibration levels, aircraft stress, gearboxes and transmission trains on helicopters. The sensor output are conditioned and converted into suitable digital format and stored in non-volatile memory until conclusion of the flight. The data is then extracted by a suitable "Data Transfer Unit" (DTU). The data from DTU is downloaded to the Ground Station to analyzed for any maintenance issues. Using condition-based system, for example, a degraded bearing can be detected before scheduled maintenance is due and promptly corrected prior to a failure. Revision 00 Issue 01 Prepared by : Nor Aina Musa 74  S92 HUMS Revision 00 Issue 01 Prepared by : Nor Aina Musa 75  CH53E SUPER STALLION Revision 00 Issue 01 Prepared by : Nor Aina Musa 76 Revision 00 Issue 01 Sensor Prepared by : Nor Aina Musa 77  END Revision 00 Issue 01 Prepared by : Nor Aina Musa 78