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U.S. Army Aviation & Missile Life Cycle Management Command, G-3 G3-0852 – AMC CBM Summit (Smith) – 07/18/2008

Condition Based Maintenance

Condition Based Maintenance

CBM TeamAMCOM G-3 Office

CBM TeamAMCOM G-3 Office

2U.S. Army Aviation & Missile Life Cycle Management Command, G-3 G3-0852 – AMC CBM Summit (Smith) – 07/18/2008

PREVENTIVEPREVENTIVE INDICATORSINDICATORS DIAGNOSTICSDIAGNOSTICS PROGNOSTICSPROGNOSTICS ONON--CONDITIONCONDITION

Condition Based Maintenance (CBM)

Reactive Maintenance

Time Based Inspection/Overhaul

Digital Source Collector InstallationKnowledge DevelopmentFault DiagnosisRemaining Useful Life CalculationInspection Targeting

Digital Source Collector InstallationKnowledge DevelopmentFault DiagnosisRemaining Useful Life CalculationInspection Targeting

Proactive Maintenance

‘On Condition’Inspection/Overhaul

CBM Program Objectives:

Decrease Maintenance Burden on the Soldier

Increase Platform Availability and Readiness

Enhance Safety

Reduce Operations & Support (O&S) Costs

Key CBM Enablers• Digital Source Collectors• Flight Line Diagnostics• Data Fusion/Analysis Currently Monitored by Vibration

Structural Part, Possible Addition for Monitoring

Main Rotor HubMain Rotor ShaftBifilarsSwashplate ASSYSwashplate GuideSwashplate Bearing**PC Links

M/R SpindleSpherical BearingM/R Spindle Tie RodControl HornM/R Shaft ExtenderM/R Damper

T/R BladeT/R Pitch Change HornPC Links

Main Transmission ModuleAccessory ModuleGenerators (2)Hydraulic Pumps (2)Planetary Carrier

Engine (No. 1 & 2)Driveshafts (2)**Input Modules (2)

Tail Rotor GB**Retention Plates (2)Gearshaft

Viscous Bearings (4)**

M/R BladeM/R Blade Tip CapM/R Blade Expandable PinM/R Blade Cuff

Oil Cooler Axial FanOil Cooler Fan Bearing**APU

T/R Pitch Change ShaftT/R Pitch Change Bearing

Intermediate GB**

T/R Driveshafts (7)**

VibrationAbsorbers (2)

Monitored Master Parts List –

UH-60A/L (56 Parts)

Presenter

Presentation Notes

Strategically, CBM is a Lean Enterprise focused on improving our tactical unit’s ability to produce combat power. The Operational Path for CBM is to use imbedded sensors, data collection/transmission and analysis to move aviation maintenance Tactics, Techniques and Procedures (TTP) out of the industrial age and into the information age. The intent is to have sufficient information available, at the tactical maintainer level, to perform maintenance only upon evidence of need. Today, we have a Preventive Maintenance paradigm where our maintainers use time based inspections and react to unscheduled maintenance. Using the data obtained from the imbedded sensors (Digital Source Collectors [DSC]) analysts have began defining ‘threshold of serviceability’ Condition Indicators that allow tactical maintainers to ascertain CBM component serviceability in near-real time. These Condition Indicators feed diagnostic algorithms on a laptop PC maintenance aid that provides maintenance action and direction. Tomorrow, by trending diagnostic results over time and correlating data indications to component failures, analysts will be able to develop prognostic routines that will give tactical maintainers information about component useful life remaining to enable proactive, on condition maintenance. CBM Program Objectives: Decrease the Maintenance Burden on the Soldier: The same enhanced decision making ability that information technology brings to our everyday lives will enable our aviation maintainers to assess the near-real time health of their aircraft and make informed decisions about their maintenance planning. This enables proactive maintenance management decisions, fewer misdiagnosed component failures, decreased time to diagnose and repair and fewer test flight hours. Increase Platform Availability and Readiness: For a given amount of resources (aircraft, manpower, major repair parts) CBM gives more available aircraft with greater probability of mission completion (mission reliability). Combined, these equate to greater readiness for the same level of investment. Enhance Safety: It goes without saying that if you can see impending failure in a part that is critical to flight safety, that this knowledge will prevent accidents. The focus here is to save lives, but if we save the cost of the aircraft or a major repair, that is good too. Reduce Operations & Support (O&S) Costs: Today, we manage flight critical parts by assuming they will fail. We assign a probability to those failures, based on usage, and remove those parts before we reach that probability threshold. This causes us to throw away useful component life because of conservatism. CBM’s goal is to reclaim that component life without jeopardizing safety. With CBM, we are able to record component degradation over time. We can detect and classify near-real time component degradation and validate if the failures we assumed would happen are actually happening. In the few cases we have been able to work so far, we have found that our failure assumptions are very conservative. This has enabled us to keep a few parts on aircraft longer. If you do not have to replace the part as often, you do not have to buy as many. Properly implemented, CBM will enhance our ability to produce combat power more efficiently and effectively.


Transmission PipelineSatelliteFed ExMailNIPR

Five CBM Domains

Collection1

Transmission2

ExtractTransfor

m

Load

ExtractTransfor

m

Load

User NeedsUser NeedsUser Needs

Analysis4

SupplyEngineering

Other

SupplyEngineering

Other

Action/Decision5

Maintenance TTPInspection RemediationPart Re-engineeringAirworthiness Release (AWR)Supply Optimization

Overarching Architecture Compliance

Overarching Architecture Compliance

Warehousing3OEM

CBM DWH T&E

PM Flt Mgt Sys

IMMC

LOGSA Academi

a

Improved diagnosticsMaintenance actions based on component health Reduced MMHPlanned maintenance

– Unscheduled vs. Scheduled

Flight Line Decisions

OIF/OEFCONUS

OCONUSOEM

LCMC

OIF/OEFCONUS

OCONUSOEM

LCMC

DSC Data– UH-60– AH-64– CH-47

ULLS A (E)Component Historical data (2410)

Dire

ct F

undi

ng a

nd S

&T

Leve

rage

Dire

ct F

undi

ng a

nd S

&T

Leve

rage


Aviation CBM Process OverviewAviation CBM Process Overview

PrognosticsPrognosticsFlight RegimesFlight Regimes

CI DevelopmentCI Development

Failure AnalysisFailure Analysis

Data WarehouseData Warehouse

At Platform Work StationsAt Platform Work Stations1.1. Process DSC DataProcess DSC Data2.2. Immediate Action InformationImmediate Action Information3.3. Transfer DSC Data and Transfer DSC Data and

Processed Information Processed Information to ULLSto ULLS

Data Loaded Into CBM Data Loaded Into CBM Data WarehouseData WarehouseActionable Actionable

Maintenance Maintenance & Supply & Supply

InformationInformation

Engineering Analysis Engineering Analysis Component Health Component Health and Remaining Life and Remaining Life

Soldiers Perform Immediate Soldiers Perform Immediate Maintenance ActionsMaintenance Actions

55

22

44

BN Production Control Office BN Production Control Office 1.1. Plans Maintenance ActivitiesPlans Maintenance Activities2.2. Collates Unit DataCollates Unit Data3.3. Portal Into STAMISPortal Into STAMIS 33

Key Enablers:Key Enablers:Digital Source CollectorsDigital Source CollectorsFlight Line DiagnosticsFlight Line DiagnosticsPlanned MaintenancePlanned MaintenanceData FusionData FusionEngineering AnalysisEngineering AnalysisActionable InformationActionable Information

11

3322

5544

66

66

Digital Source Collector (DSC)Digital Source Collector (DSC)1. Monitor Component Health 1. Monitor Component Health 2. Downloaded Regularly2. Downloaded Regularly

11

5U.S. Army Aviation & Missile Life Cycle Management Command, G-3 G3-0852 – AMC CBM Summit (Smith) – 07/18/200810/27/2008 2008-08-12 PEO AVN Platforms & CBM+ 5

Six DSC Functions:

Rotor Smoothing

Main and Tail Rotor Vibs and Track

Weight, Pitch Link and Trim Tabs

Exceedance MonitoringOvertemp, Overtorque, etc.

Structural HealthRegime Recognition and Fatigue Life Management

1

2

3

Logbook InterfaceTalk to ULLS-A(E)

5

Drive Train HealthSwashplates, Drive Shafts and Hanger Bearings

Nose, Intermediate and Tail GearboxesMain Transmission and Clutches

APU, APU Clutch and Engines

6

Engine HealthPower Assurance

4

20.5 lbs

UH DSC SolutionAH DSC Solution

MSPU3.4 lbs

MDR10.2 lbs+


Data Transmission Paths

HUMS Server

VSAT

Internet

Manual Transmission

DSC Data

Wired or WirelessMigration

PrognosticsFlight Regimes

CI DevelopmentFailure Analysis

Data Warehouse

MFOQA Server

Top Tier Server

Dashboard

DSC Vendor and PMWebsites

VSAT

Flight VisualizationGCSS-A

Aircraft Notebook

Presenter

Presentation Notes

Notes of interest: The only way to feed MFOQA at the unit is to migrate through the BN server. Manual Transmission eliminates data access at the BN server. Three ways to migrate from the laptop Wirelessly. This can happen form the flight line at any time. No burden on the soldier. PC officer has instant notification of exceedance. Thumb drive. The Crew Chief has to physically walk the files over to the BN server on a thumb drive. Possibility of missing files or copying file multiple times on the server. Wired migration: Crew Chief must bring the laptop into hanger, hook up to the network and migrate the data. Added burden on soldier and opportunity to miss files. Also needs wired connection. Three ways to migrate to the Enterprise: VSAT connection to the JTDI Top Tier at Redstone. Multiple subscribers can access the data from the top tier. Internet connection to the JTDI Tope Tier or Vendor Websites. This requires network connection at the unit. Must deal with DOIM, not a likely transmission scenario. It does happen in CONUS operations, but not likely OCONUS. Mail. The Crew Chief burns data to a disc and sends it through the mail. Very slow and burdensome on the soldier. High probability of losing data in this scenario.


CBM Data Storage

• Vibration Data

• Maintenance Data

• Component History

• Aircraft State Data

Data Analysis Views

Normalize / MergeData Sets

Fusing Data to Assemble the Component life Cycle Puzzle

IVHMS/VM

EP Data

Form 2410

Apache MDR

Serialized Component History

Time

3 Sigma

Vibr

atio

n (IP

S)Pr

obab

ility

of f

ailu

re

GM

Known “good”signature

Failure Initiation

“monitoredanomaly”

We are managing these unscheduledevents into scheduled maintenance

We have a lot of data in this region


Data Management Solution

Time Based Component

Replacement

Time Based Component

Replacement

On Condition Component

Replacement

On Condition Component

Replacement

• Only Changed Data Transmitted to CBM-DW

• Normalize Disparate Data Sources

• Determine CI Thresholds for Data Decisions

• Score Flight Regimes

• Develop Data Management Plan

• Transmit Subset Required for Daily Analysis

• Prioritize Data Movement

• Common Data Source Interface

• Refine CI Thresholds

Continuous CBM+ Process

CBM-DW Correlates

and Fuses Disparate

Data SourcesCBM-DW Correlates

and Fuses Disparate

Data Sources

All Uncorrelated, Disparate Source Data Transmitted to CBM-DW

All Uncorrelated, All Uncorrelated, Disparate Source Data

Disparate Source Data Transmitted to CBMTransmitted to CBM--DWDW

SD4

SD5 SD6 SD7

DRR

Today

SD8

30 Sep 08

201030 Sep 0930 Jun 0931 Mar 0931 Dec 08


Analysis: Turning Data Into Knowledge

Failure Mode 1(ex. Spalling)

Failure Mode 2(ex. Corrosion)

Failure Mode 3(ex. Crack)

Failure Mode 4

Failure Mode 5...

Failure Mode N

Sensors Algorithms Actions

Vibration

Do Nothing

Temp Inspect

Oil Debris Repair

Pressure

Replace

CBM Data AnalysisReliability Centered Maintenance Analysis

1 per Million Flight Hours

Depot Teardown Data

Depot Teardown Data

Analysis Develops A National Level Knowledge Foundation That Analysis Develops A National Level Knowledge Foundation That Gives Actionable Information to Maintainers in the FieldGives Actionable Information to Maintainers in the Field

FMECAFailure Modes,

Effects and Criticality Analysis

FMECAFailure Modes,

Effects and Criticality Analysis

Failure Mode = Spalling

Field TeardownInspection

Vibr

atio

nTime

ReplaceRelevant

NotRelevant

Condition

Indicators

&

Health

Indicators

Presenter

Presentation Notes

The Analysis process turns the collected, transmitted and stored data into actionable knowledge for the field level maintainer. The data in and of itself is not necessarily meaningful until it can be turned into this actionable knowledge. The Analysis process is split into two areas: Reliability Centered Maintenance Analysis determines which failure modes, by component, are the highest cost and maintenance drivers. This analysis operates on disparate sources of information, such as the original FMECAs from the OEMs, 2410 data, field inspections and depot teardowns. Failure modes judged to occur more frequently than 1 per million flight hours are relevant to airworthiness and must be mitigated through maintenance processes. Condition Based Maintenance Analysis is the process by which those failure modes are sensorized, quantized into health indicators and finally linked to a maintenance action. This process is inherently iterative; as failure modes are discovered on monitored aircraft algorithms and serviceability thresholds are adjusted through DSC software upgrades.


CCHM

Hellfire II (AGM-114K) Guidance Section

Methodology – Transition Technology That Automatically Measures And Records Captive Carry Time for Each Missile

Participants – AMRDEC (ED, AED, AATD), RTTC, NSWC-Crane, JAMS PMO and OEM Contractor

Payoff – Demonstrate the Capability in Iraq in FY09; Enable the Capability for New Production HELLFIRE (P++)

Captive Carry Exposure Data Will Optimize Reset Maintenance –

Ongoing RCM Study Will Estimate Reliability Improvement and

Reduction in Reset Costs

082808-Marotta-HF CCHM Init-Cap Carry HM

Hellfire Captive Carry Health Monitor (CCHM)


Enhances SafetyAH-64A Tail # 90-00314 Involved in Class-A on 5 Apr 07

– Static Mast Bearings Suspected; DSC Installed– Reviewed Data for Fleet; 90-00314 ‘Warm’, However, Tail #90-00118 ‘Hot’

Tail Rotor SP Tail Rotor SP AccelerometerAccelerometer

314 Is “Warm”

118 Is ”Hot”Data

Inspection Confirms CBM Data

Saved 1 AHSaved 1 AH--64A Potential Class A Accident64A Potential Class A Accident=$16M Aircraft and 2 Pilots=$16M Aircraft and 2 Pilots

118 Tail Rotor Swashplate Tear Down:

Ball & Race Corrosion Damage = Impending Failure

Presenter

Presentation Notes

This is one of our CBM success stories. We have saved two AH-64’s using this Condition Indicator. In April of 2007, we lost an AH-64A to a tail rotor swash plate static mast bearing failure. Luckily, the crew was able to egress the aircraft safely after the accident, not a guarantee with this sort of failure, but the aircraft was a total loss. The accident aircraft, aircraft 314, was equipped with a DSC. We were able to extract its data and compare 314’s tail rotor swash plate vibration level to the rest of the DSC equipped AH-64As. When we did, it was obvious that 314’s vibration was higher than most of the others – except one, aircraft 118. 118’s data indicated that it had a much HIGHER vibration level in the same band as 314. We called the unit, had them ground the aircraft, remove the bearing and send it to us for tear down and analysis. We found that the bearing had corroded to the point that failure was impending. We would like to credit our CBM process for saving this aircraft and possibly the crew.


New Apache CBM Benefits

Part Benefit Metric

COSSI APU Clutch

250 Hr TBO Extension (Additional 250 Hr Extension May Be Granted After Teardown of 5 Clutches That Reach New TBO of 1750 Hr Resulting in a 33% Increase)

16% Increase

Tail Gearbox Field Replacement of Leaking Output Seal; Over 50% of Tail Gearboxes

Removed for This Reason

Move an Unscheduled 28 MMH Task to a Scheduled 10 MMH Task and Save $50k Part

Fwd and Aft Hanger Bearings

Defer Replacement of Leaking Bearing Until 250 Hr Inspection Cycle

Move an Unscheduled 5.5 MMH Task to a Scheduled Task

AH-64D CBM Manual and MIM to Be Released Oct 08

USCUSC

RAPTRRAPTR

• 46 Gearboxes Replaced in 10 Months

• $2.8M Annual Savings

Presenter

Presentation Notes

Chart shows most recent Apache CBM benefits, which are contained in a MIM or a CBM Manual associated with an AWR AWR – Air Worthiness Release COSSI – Commercial Operating Savings Support Initiative, i.e., a COTS product MIM – Maintenance Information Message


Benefits: NMCM% DecreaseImprovement:

5.3%

Pre-Hums Average: 16.2% Post-Hums Average: 10.9%


$15.5M:

33 T700 Engines not Replaced on

UH‐60/AH‐64 for Overspeed/Overtorque

~$30M:

Additional AH‐64/UH‐60 Flight Hours

Available Due to Increased

Readiness/Availability + MTF Hours Saved

~$49M:

Three Class A Accidents Avoided

~$6.6M:

Components not Replaced, Returned to

Service, and Overhaul Savings Due to Early

Failure Detection

~$101.1M

CBM BenefitsCBM Benefits Increased Readiness/Reduced O&S CostsIncreased Readiness/Reduced O&S Costs

2007 AH-64 UH-60 CH-47

# of Aircraft 184 145 30

MMH Avoided 6,652 3,820 923

Hrs Reduction in MTF hours 736 514 42

Impact of Equipping UH-60 A/L Aircraft With DSCs

FY 2007 Impact of Equipping Aircraft With DSCs

Benefits: May 06 – Mar 08

Cost Savings/Avoidance

of ~$101M

(Accidents Avoided, Components

Not Replaced Unnecessarily,

MTF Hours Saved,…

)

*Filtered to remove invalid data. Flight hours not directly comparable.

105 Aircraft Before DSC After DSC ∆

FMC* 75.2% 85.1% 9.9%

MC* 80.1% 86.9% 6.8%

NMCM* 16.2% 10.9% 5.3%

Total Flt Hours* 44,528 67,994

Monthly OPTEMPO* (Hrs/Month/Aircraft) 31.3 53.8 22.5

Presenter

Presentation Notes

Here are some of the benefits we have been able to extract from our CBM processes. We considered two UH-60 Blackhawk Battalions. Each had been deployed in Operation Iraqi Freedom (OIF) 03-04 with readiness and operational tempo (optempo) as shown. When they returned, we sent each thru Reset (program to return aircraft to a fully mission capable status after deployment to Iraq/Afghanistan). In the interim, we equipped one battalion with (aircraft mounted) Digital Source Collectors (DSC), and practiced some basic CBM. When we re-deployed these units same units to OIF 05-06, we noticed some significant increases in readiness and optempo in both units. Some of that we attributed to Reset and learning curve. However, it is the difference BETWEEN the units that is significant. The DSC equipped unit had an additional 5% readiness with a corresponding optempo increase of almost 1500 flight hours. This was the equivalent of giving that unit an additional two aircraft. We have seen readiness increases in AH-64 units of about 3%, and CH-47 units of about 1%. These increases can be directly translated into extracting more flying hours per aircraft for a fixed level of resources (time, manpower, repair parts). We then decided to slice it a different way. What about increases by platform of DSC equipped aircraft against their non-DSC equipped brethren? In the beginning of 2007, we had 359 DSC equipped aircraft – about 12% of our fleet. We periodically compared those, as a group, to the other 88% and found, in addition to a readiness boost, we had been able to avoid some maintenance tasks and their associated manpower investment, not brought those aircraft down for maintenance as often and saved a good bit of maintenance test flight time. Some dollar numbers associated with these savings/cost avoidance: ~$19.3M:Additional AH-64 flight hours available due to 3%+ readiness/availability on 184 aircraft + MTF hours saved $39M:2 ea AH-64A Class A Accidents avoided $15.5M:33 T700 Engines (@470k) not replaced on UH60/AH64 for overspeed/overtorque $10M:UH-60L Class A Accident avoided ~$10.6M:Additional UH-60 flight hours available due to 5%+ readiness/availability on 145 aircraft + MTF hours saved ~$2.5M:AH-64 Mast Support Bases (10@$250k) returned to service $1.6M:CH-47 Engine (5) and Combining XMSNs (3) not replaced for overtorque ~$1M:UH-60 main generators (20@$25k) not replaced due to early spline failure detection $915K:AH-64 tail rotor blades (61@$15k) returned to service ~$640K:AH-64 nose gearbox (16@$40k) overhaul savings due to early failure detection In 2008, we are watching 512 DSC equipped aircraft for additional metrics and intend to compare them the same way. Assumptions in above: AH-64 flying hour rate = 700hr/aircraft/year @ CEAC rate of $4200/hr UH-60 flying hour rate = 500hr/aircraft/year @ CEAC rate of $2800/hr

U.S. Army Aviation & Missile Life Cycle Management Command, G-3 G3-0852 – AMC CBM Summit (Smith) – 07/18/2008

BackupBackup


Data Collection

* Includes Active, Reserve, and National Guard Units

DSC Fielding Through Sep 08Aircraft

TypeTotal # of Aircraft DSC Equipped OIF OEF Percent

Complete

AH-64A690

0293

0 042%42%

AH-64D 293 120 24

CH-47D

513

59

71

12 8

13%13%CH-47F 0 0 0

MH-47E/G 12

UH-60A

1702

67

286

0 14

17%17%UH-60L 162 32 38

UH-60M 57 0 0

MH-60K/L 0

MH-6 51 16 31%31%

OH-58D 345 2

TOTALTOTAL 33013301 668668 164164 8484 20%20%


Data Collection Backup

TYPE SYSTEM VMEP MSPU IMD-

HUMS IVHMS MAST VXP L3 Com MDR VADR

TOTAL A/C with

some form of

DSC

CBM CAPABLE AIRCRAFT

AH-64A 40 40 0

AH-64D 6 293 520* 520 293

CH-47D 5 19 1 37 2 64 59

CH-47F 46** 46 0

MH-47E/G 10 2 55** 67 12

UH-60A 44 4 62 1 111 67

UH-60L 40 122 162 162

UH-60M 57 57 57

MH-60 3 3 0

MH-6 16 16 16

OH-58D 2 2 2

TOTAL 98 340 45 278 3 2 46 520 55 1088 668

TOTAL AH-64 CH-47 UH-60 OH-58D MH-6 *Maintenance Data Recorder, not included in HUMS total

668 293 71 286 2 16 ** Total a/c delivered. Not included in CBM Capable Aircraft total

a/o 29 Sep 08—epi 1208


Aircraft Notebook Configuration

DSC Data

IETM

DSC Ground Station

• Common interface between DSC and ULLS-A(E)– Automate exceedance write ups in ULLS– Analysis User Interface– Data transmission in open standards.– ICD development by STAMIS developers

• Interface between ULLS-A(E) and IETM

– Automate the process to access IETM information.

Interoperability Requirements to Share Data Across Systems:•Size the notebook to ensure all applicable software can be integrated on one machine.•All software must have current DIACAP to ensure data integrity.•Common data standards, systems must speak the same language.

• Receive automated IETM updates• Provide PM specific

information through the PM websites


MFOQA Server Configuration

MFOQA Server

HUMS DATA

UnitULLS-A(E)

JTDI Top Tier Server

Sends data to

the Top Tier

Receives C

BM and ULLS

updates

ELUMS

Dashboard

MFOQA Workstation

•Electronic Life Usage Management System (ELUMS)

software capabilities including:– Receive and distribute

• CI threshold changes• IETM updates• ULLS LCF changes

– Configuration Management of all unit documents– Parse CBM data and distribute to multiple applications

Data migration from the Individual Aircraft notebooks

•HUMS data•Maintenance Actions

JTDI

MFOQA Server:•Store and manage CBM data at the unit.•Interoperability across multiple systems•Interface to CBM/MFOQA data and applications across the unit.•Serve as conduit to Enterprise CBM Servers

JTDI

GCSS-Army Portal

Interoperability Requirements for the MFOQA Server:•Size the server to ensure all CBM data can be stored and managed at the unit.•All software must have current DIACAP to ensure data integrity.•Common data standards, systems must speak the same language.


Data Storage Data Warehouse Structure

MCDS

ULLS-A

Disparate Data Sources Imported Into CBM-DW

Use

r Int

erfa

ce a

nd

Bus

ines

s In

telli

genc

e (B

I)

Direct Use Customers

Data Mart

Indirect Customers

OSD Business System Certified 4th Qtr FY06DIACAP Certified 4th QTR FY10

ETL/

3rdPa

rty

Tool

s

Dat

a Se

rvic

es

2410MDR

IVHMS

MSPU

CBM-DW

Sour

ce D

ata

Ret

entio

n La

yer

Rel

atio

nal L

ayer

Dim

ensi

onal

Laye

rETL = Extract, Transform, Load

ETL

Receive, Normalize, and Integrate Data = 70% of Effort

Correlate Data Sets Into Usable Information = 30% of Effort

CBM-DW Receives, Normalizes And Correlates Data Sets

CBM IMMEDIATE ADVANTAGES

•Improves The Airworthiness of Our Fleet

•Increases Our Aircrew Confidence in Their Aircraft

•Decreases MTBMA and MTBF, Reduces Overall Cost Drivers

•Invaluable for Troubleshooting, Getting Aircraft Back in the Fight Faster!

•Greatly Improves Track and Balance, Faster Better = Longer Component Llife

•Re-Focuses Precious Maintainer Man-Hours

•Detects Impending Component Failure Eliminates Guess Work and Improves Predictability

•Improves and Encourages Proactive Maintenance vs. Reactive Maintenance

•Improves Overall Maintenance Decision Making Process (MDMP)

“Install On Every Aircraft” – CW5 Gribensk – 3ID BAMO

A “SIXTH SENSE” FOR THE MAINTAINER TO MAKE DECISIONS!

condition based maintenance - sae international...u.s. army aviation & missile life cycle...

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