Remerciez-le!

Remerciez @Admin pour avoir partagé cet document gratuitement, de la manière la plus simple, en partageant sur les réseaux sociaux.

CF34 ENGINE TRENDING GUIDE JET-CARE INTERNATIONAL INC 3 Saddle Road Cedar Knoll

CF34 ENGINE TRENDING GUIDE JET-CARE INTERNATIONAL INC 3 Saddle Road Cedar Knolls NJ 07927 USA t +1973 292 9597 f +1 973 292 3030 e enquiries@jet-care.com w www.jet-care.com JET-CARE Palace Gate Odiham Hampshire RG29 1NP UK t +44 (0)1256 701777 f +44 (0)1256 701377 e enquiries@jet-care.com w www.jet-care.com © 2007 Palace International Ltd. All rights reserved. Keep it flying. Engine Condition Trend Monitoring (ECTM) 3 Gas Path Analysis (GPA) 3 Benefits of Gas Path Analysis 3 How to trend 4 Enrolment 4 Data Collection 4 Manual Data 4 Electronic Data 4 Reporting 5 ECHO 5 PDF Reports 6 Trend Status 6 Enrolment Form enclosure Trend Monitoring Form enclosure Terms and Conditions enclosure A practical guide to the Jet-Care CF34 Engine Condition Trend Monitoring service CF34 Engine Trending 6 Jet-Care PDF Reports The first page of the PDF report is the Trend Data. This is the raw data supplied by the operator and is listed in date sequence. All dates are in format dd-mm-yyyy. Please check the aircraft registration, serial number and engine numbers to ensure our information is correct. The next two pages show the Smoothed Trend Plots. These are the graphical representation of the three main engine performance parameters, i.e. N2, ITT, & Fuel Flow. Once the data is normalised to standard conditions, therefore eliminating the effects of external variation, the plots are produced by calculating the deviation from the model performance curve. The model performance curve has been established for a notional engine having the same power curve as the type of engine being monitored, but has been derived so that an engine with nominal performance will plot with an ITT margin of 28°C and an N2 margin of 1.8%. From this it follows that as the plots approach these limits it is an indication that the operating margins are reduced, and eventually hot day operation may be restricted. Most engines will vary in some small part from the notional engine. It therefore follows that the values shown on the plot should not be taken as absolute values, but as a good indication of the value. To enable the plot to be used for absolute values it is necessary to position accurately the plot on the scale by using the declared ITT and N2 margins from a fully instrumented, installed ground run for each particular engine. If available please send details of the N2 and ITT installed margin to enable future trends to indicate the current margins. Detailed examination of the relative movement of the trends can give information on the general health of the engine, and highlight incipient problems with the engine and the instrumentation where the trends are derived from manually collected data. The plots are smoothed, by taking a rolling selective average over the last 5 readings, to reduce fluctuations due to unavoidable data collection variations. This means that any sudden change in engine condition will show on the trend in four incremental steps. At the bottom of the page the last 10 points are also shown without smoothing. This is a further aid to identifying sudden changes. This explanation is given for the general information of operators. It is not intended or implied that operators are expected or required to carry out any interpretation of the plots. Trend Status The ‘Status’ refers to the engine trend evaluation based on the last data received at time of reporting. Normal – means that the engine(s) trends are assessed as satisfactory. Note: Normal trend plots may have fluctuations or changes which are acceptable and explained by operating conditions, maintenance events, data scatter, incorrect data, etc. Early – Early alert status denotes that the engine(s) trends have plot changes that are not assessed as Normal. These changes may be caused by aircraft and/or engine systems indication errors or may be early indications of engine deterioration. Advanced – Advanced alert status means that the engine(s) trends have plot changes that are unacceptable and may indicate genuine engine deterioration. This status is advised by separate communication (telephone, fax and/or email). Inactive – Indicates that the latest flight data is greater than 90 days older than the report date. ECTM is a term for the on-going evaluation of an engine’s condition and performance using various methods of non-destructive testing. This monitoring can be carried out by a variety of methods and each can be referred to as ECTM – methods of ECTM include Filter and or Chip Analysis, Vibration Analysis, Spectrometric Oil Analysis Program Engine Condition Trend Monitoring (ECTM) Gas Path Analysis (GPA) Gas Path Analysis (GPA) monitors the gas flow through the engine and can be used to determine any changes to the engine efficiency through the regular data collection, trending and analysis of specific engine parameters. After normalisation of the data, the engine parameters are compared with a model performance curve and the results are used to determine the relative efficiency of the engine components. Over a period of time this can be used to detect deviation from normal levels and give an early warning of turbine rub, turbine guide vane and blade erosion, combustion burner and liner faults as well as compressor deterioration, bleed problems and other faults. GPA does not monitor the way in which the engine is being operated. Benefits of Gas Path Analysis (SOAP Analysis) or Gas Path Analysis. For the purposes of this document and its enclosures when referring to ECTM we mean Gas Path Analysis (GPA) CF34 Engine Trending 3 Jet-Care These include helping to ■ identify potentially expensive failures at an early stage before they progress to cause extensive secondary damage. ■ prevent aircraft being stranded on hot days, unable to achieve take- off power because of limiting ITT (inter-turbine temperature). ■ reduce expensive ground running while faults are being identified. ■ avoid Hot Section deterioration accelerating as a result of engines being operated inadvertently at excessive ITT. ■ limit fuel wastage and engine deterioration, which can occur because of bleed air losses from defective bleed valves or ducting. GPA means that fleet operators can plan aircraft movements better, avoiding flying suspect engines to destinations with high ambient temperatures. With a clearer overview of the condition of the whole fleet, operators can make better decisions on maintenance policy. Engine Trending Routine reports are issued on a monthly basis by email to the reporting contact email address identified in the Enrolment Form. Routine reports can be issued in either Adobe® PDF or as Jet- Care ECHO® files. To commence routine reporting Jet- Care require a minimum of 20 data points to establish a reliable trend from which we can evaluate the engine status. If less than 20 data points have been received, the total number of flights to date will be reported until 20 flights has been reached. Once the trends have been established Jet-Care will start monthly routine reports on the engine trends. If the evaluation of the plots show changes in the engine trends, Jet-Care may issue an advisory or alert depending on the type and severity of the change. All advisories and alerts will be communicated immediately, using telephone, fax or email. These and other more minor trend shifts will be commented on in the next routine report. We are developing the reports so that in future each report will contain a fleet summary showing the aircraft and engines being reported, the date of the last flight data received and the current status of the trends. From the end of 2007 operators will have immediate access to the Jet-Care web-site to download their latest ECHO and/or PDF files. Please note that for aircraft enrolled on Smart Parts, engine data is made available to Lufthansa Technik AERO Alzey and Bombardier. CF34 Engine Trending 4 Jet-Care ECHO Jet-Care has developed a unique reporting program, ECHO (Engine Condition Health Online®). This user- friendly program is supplied free of charge to clients who can run it from a single desktop or laptop or share information by installing the software on a company network. Instructions to download this program from our web- site can be provided following enrolment completion. ECHO Trend files are sent to clients by e-mail and the results displayed using the ECHO reader program. The following data is available through ECHO: ■Aircraft and engine details ■Engine parameter and flight data ■Engine trends & graphs ■Colour coded Trend Status of engines ■Green - Normal, Amber - Early Warning or Red - Advanced Warning ■Jet-Care comments & Contextual help ECHO presents the trend results in a similar graphical format as that used by Jet-Care engineers easing the communication and understanding of trend evaluation. The ECHO files normally contain the last 200 flights, to limit file size, but individually requested updates can contain the entire history spanning many hundreds of flights. The trends can be viewed with either 5 or 15 point smoothing, and the un- smoothed data points can be easily overlaid on the plots. A single sample includes data from 40 flights and the sample rate can be increased to give a single uploads/Management/ cf34-guide.pdf