reliability-centered maintenance (rcm) - eaa · pdf filereliability-centered maintenance...

EAA Chapter 393 (June 2008)

Copyright 2008 Savvy Aviator, Inc. 1

EAA Chapter 393 (June 2008) Copyright 2008 Savvy Aviator, Inc. 1

Chapter 393Reliability-Centered Maintenance (RCM)

The science of achievingbetter safety & dispatch reliability

by doing less maintenance!


Chapter 393Who uses RCM?Airlines (1970s-)

Air Transport Ass’n MSG-3

Military aviation (1980s-)

Non-aviation (industrial)Nuclear power plantsOil refineriesWater treatment plantsMarine vesselsHeavy equipment manufacturing




Chapter 393Benefits of using RCM

0

50

100

150

200

250

300

350

Components subject to scheduled overhaulor replacement

DC-8: 339DC-10: 7

DCDC--8:8:TraditionalTraditional

DCDC--10:10:RCMRCM



0

500000

1000000

1500000

2000000

2500000

3000000

3500000

4000000

Man-hours of structural inspections(first 20,000 hours TIS)

DC-8: 4,000,000B-747: 66,000

DCDC--8:8:TraditionalTraditional

BB--747:747:RCMRCM





RCM has saved the airlines a fortune bySlashing the amount of scheduled PMEliminating most TBOs

Big surprise: When PM was slashed and TBOs eliminated, aircraft safety and dispatch reliability improved dramatically!

Q:Q: How can doing LESS maintenance result in MORE safety and reliability?

A:A: By reducing MIFs (Maintenance-induced failures)


Chapter 393

Maintenance is inherently invasive—it often breaks things that were previously working fine

We call this a maintenance-induced failure (MIF)The more invasive the task, the more likely a MIF

Performing unnecessary maintenanceWastes money and increases the risk of MIF

Eliminating unnecessary maintenanceSaves money and improves safety and reliability

Maintenance has a dark side!Maintenance has a dark side!Maintenance has a dark side!




Chapter 393Traditional vs. RCM

Traditional view:Maintenance is a good thingThe more we do, the better

RCM view:Maintenance is a necessary evil…like surgeryThe less we do, the betterWe should do it only when absolutely necessary, or when the benefits clearly outweigh the associated risks and costs


Chapter 393Key RCM questions

What are this component’s failure modes?For each failure mode:

How likely is this failure to occur?

Is the probability of this failure:Higher when component is old? (“age-related”)Higher when component is young? (“infant mortality”)Unrelated to component age? (“random”)

How serious are the consequences of this failure?

Can we detect an incipient failure before it occurs?




Chapter 393TDM versus CDM

Time-directed maintenance (TDM)Attempts to avoid failures by retiring, replacing or overhauling components at a specific age (TBO)

Condition-directed maintenance (CDM)Attempts to avoid failures by monitoring component condition to detect potential failures before they become functional failures

CDM is always more efficient than TDMTDM should be used only when CDM is infeasible


Chapter 393Hierarchy of consequencesSafety consequences

Failure might hurt or kill someoneExample: engine connecting rod failure

Hidden consequencesFailure invisible to crew, and might reduce safetyExample: failure of standby vacuum system

Operational consequencesFailure might make aircraft unflyable (AOG)Example: failure of a magneto

Economic consequencesFailure has no significant operational impactExample: failure of #2 comm radio




Chapter 393RCM decision tree

Risks damage?

Impacts mission?

Impacts safety?

Is CDM effective?

Is TDM effective?

Perform CDM Perform TDM

Accept failure,redesign system,

or add redundancyRun tofailure

Yes

No

Yes

Yes

Yes

Yes

No

No

No

No


Chapter 393Age-related failures

Traditional view…

A few premature failuresUnacceptable rate of failure

TBOTBOSafe LifeSafe Life

Do our piston Do our piston aircraft engines aircraft engines

exhibit this exhibit this failure pattern?failure pattern?




Chapter 393

Engine-failure accidents (2001-2005 small piston airplanes)

Age-related failures


Chapter 393

Engine-failure accidents (2001-2005 small piston airplanes)

?? ??

!! !!

Past TBO?Past TBO?

InfantInfant--mortality!mortality!

Age-related failures





Second-generation view…

OVERHAUL AT TBO???OVERHAUL AT TBO???

““Bathtub curveBathtub curve””



Third-generation view (RCM)…Age-relatedNon-age-related

77% to 92% 8% to 23%

TBO makes sense forTBO makes sense foronly 4% to 6% of theonly 4% to 6% of thecomponents on civil A/Ccomponents on civil A/C




Chapter 393

Simple itemsOne dominant failure mode (e.g., metal fatigue)Failure probability often increases with ageAn age limit, safe-life limit, or TBO may be useful

Complex itemsMany different failure modesFailure probability usually doesn’t increase with ageAge limits, safe-life limits and TBOs are not effective

Simple vs. complex


Chapter 393Condition monitoring

Rule of thumb:

For condition monitoring to detect potential failures reliably and prevent functional failures, we must inspect for potential failures at approximately one-half of the P-F interval.

Scheduled inspection for potential failures (P) intended to prevent functional failures (F)




Chapter 393

Nowlan & Heap report: “Reliability Centered Maintenance”Dec. 1978, 520 pageshttp://www.savvyaviator.com/rcm_nowlan_heap.pdf


Chapter 393Let’s talk about TBO…

Overhauling an apparently healthy engine at TBO makes very little senseComplex item, no single dominant failure mode

so overhauling at TBO is not an effective method of reducing failure risk

Most likely catastrophic failure is infant mortalityso overhauling arbitrarily at TBO is more likely to increase risk than decrease it

Why throw away years of useful life?




Chapter 393Let’s talk about TBO…

Operating an engine beyond TBO…

…is absolutely legal

…won’t void your aircraft insurance

…won’t make the overhaul more costly

…won’t make a catastrophic failure more likelyIn fact, it will do exactly the opposite!


Chapter 393A tale of two engines

My 1979 Cessna T310R has two TSIO-520-BBsTCM’s published TBO is 1,400 hours

On first run, these engines ran trouble-free for 1,900 hours SNEW, then field overhauled

Why? Because I chickened out! (Pretty dumb, huh?)

At teardown, engines immaculateAll 12 cylinders re-valved and continued in service

At TBO (1,400 SMOH), running greatAt 2,300+ SMOH (164% of TBO), still running fineThis time, I’m in no hurry to overhaul!




Chapter 393TBO do’s and don’ts

How we should use TBOUse it to plan reserve for overhaulUse it to adjust fair market value

How we should not use TBODon’t euthanize an engine just because it has attained some arbitrary age

Why throw away years of useful life?

Monitor engine health using all available tools, and overhaul strictly “on condition”


Chapter 393Compression test





Mandated by FARs but problematic:Very unrealistic test conditionsPoor precision and reproducibilitySensitive to equipment, techniqueNumerous “false positives”—tens of thousands of cylinders have been removed unnecessarily due to “weak compression”

Never pull a jug solely because of a low compression reading!






Chapter 393Oil filter inspection


Chapter 393Oil filter inspection

Mandated by FARsVery important test, but has limitations:

Won’t detect microscopic wear metal particles <20 micronsMay not detect large chunks >1/16”




Chapter 393Oil filter inspectionBut may not detect this…Will detect this…


Chapter 393Oil filter never saw this!




Chapter 393Oil filter inspectionHow much metal is too much?

TCM does not offer guidance

Lycoming says ground the aircraft if filter is found to contain:

Any large pieces of metal (the size of broken pencil point)Numerous small particles totaling ¼ teaspoon or more

Anything less, fly and re-evaluate


Chapter 393

¼”¼”

≈≈¼¼ teaspoon of ferrous metalteaspoon of ferrous metal

On the tip of amechanic’smagneticpickup tool




Chapter 393Dry particle analysisWhen significant metal is found in filter:

Use magnet to identify if ferrous or non-ferrous

Send filter contents to labfor scanning electron microscopy (SEM)

Can often identify the exact source of the metal

TCM and Lycoming both do this

Also independent labsAviation Laboratories, http://www.avlab.com/


Chapter 393Oil pressure

Transient in-flight oil pressure fluctuationmay indicate chunks of metal (or other foreign material) passing thru pressure relief valve

Land immediately!

Check oil filter, pickup screen, governor gasket

In technically-advanced aircraft, might be an electrical gremlin—but you must assume it’s real unless proven otherwise




Chapter 393Spectrographic oil analysisComplements filter inspection

Detects microscopic wear metal particles that are too small to seeEstablishes a baseline “wear signature” for engine, then looks for departures from that norm

Oil analysis excels at: Detecting very slow wear eventsEarly warning of accelerating wear


Chapter 393Spectrographic oil analysis

272949225132454/30

12273431891972/9

92744520815011/15

10284481991038/27

8394622212555/5

851361152823102/1

SiSnCuNiFeCrAl----- Parts Per Million -----Total

HoursSample

Date




Chapter 393Borescope inspection90-degree

viewing angle


Chapter 393Borescope inspection

Internal cylinder inspectionWithout cylinder removal

Now “required” by TCM SB03-3 at each compression test and annual/100-hour inspection

FAA says it’s not compulsory for Part 91…but you’d be crazy not to!Eliminates most “false positives” of compression tests




Chapter 393Borescope inspectionBest cylinder borescope I’ve found so far is a dental intraoral camera!



Exhaust Exhaust ValveValve

Intake Intake ValveValve

This exhaust

valve looks

normal

Note symmetrical

exhaust deposits





This exhaust

valve looks fine

Notereasonablysymmetrical

deposit pattern


Chapter 393Borescope inspectionThis

exhaust valve is

burned!!!

Note asymmetrical deposits, and area devoid of deposits (“hot spot”)




Chapter 393

#3 Exhaust Valve#3 Exhaust Valve


Chapter 393




Chapter 393


Chapter 393




Chapter 393


Chapter 393Digital engine monitors

JPI EDM-760 Insight Gemini 1200

JPI EDM-700 E.I. UBG-16 Insight GEM-610




Chapter 393

JPI EDM-930 E.I. MVP-50

XerionAuRACLE

Digital engine monitors


Chapter 393Digital engine monitors




Chapter 393

Absolutely indispensable for real-time monitoring and diagnosis of:

Burned exhaust valvesMisfiring spark plugsFaulty ignition leadsImproper magneto timingClogged fuel injectorsInduction leaksCooling baffle problems

Digital engine monitors


Chapter 393EGT

CHT

4 Hours




Chapter 393EGT

CHT

4 Hours

What’s wrong with this engine?

~30°F

20 cycles in 30 minutes


Chapter 393

#3 Exhaust Valve#3 Exhaust Valve




Chapter 393Burned exhaust valveSignature is “dancing EGT”

EGT variation ~30-50°F, often ~1± cycle/minuteIf your analyzer isn’t in “normalize” mode, you’ll never notice it!

Distinguishing from a failing probe or loose connection

Usually rapid and random,not slow and rhythmicUsually spikes DOWN (not UP)


Chapter 393Apr 9, 2005Apr 9, 2005

Jun 5, 2005Jun 5, 2005

Jul 28, 2005Jul 28, 2005

Aug 7, 2005Aug 7, 2005

Aug 21, 2005Aug 21, 2005

#2 EGT#2 EGT




Chapter 393

TCM IO-520One Minute

ROP → LOP“Big Mixture Pull”

Rough Engine#2 & #4 go cold

Enrich a bit#2 & #4 come back

but EGT erratic

EGT

CHT


Chapter 393

ROP → LOP“Big Mixture Pull”#5 EGT and TIT

drift up; other EGTs stable

TCMTSIO-520

10 Minutes

EGT

CHT

Pilot goes full-rich, then leans a bit

less aggressively

#5 EGT and TIT are now stable




Chapter 393Is it fuel or spark?

Fuel-related problems usually cause CHT and EGT to move in the same direction

Ignition-related problems usually cause CHT and EGT to move in the opposite direction


Chapter 393

TCMTSIO-520

EGT

CHT




Chapter 393

TCMTSIO-520

EGT

CHT


Chapter 393Troubleshooting high CHTTwo possibilities:

Too leanPoor cooling

If cylinder is running too lean:Hot when ROPCool when LOP

If cylinder has inadequate cooling air (due to problems with baffles and/or baffle seals):

Hot when ROPHot when LOP




Chapter 393Using these tools togetherNever remove a cylinder or tear down an

engine based on any one test:

If there’s a real problem, it will almost always reveal itself in several ways

If the preponderance of the evidence all points in the same direction, you can be confident of the diagnosis


Chapter 393Using these tools togetherExample:

Feb. 2006, oil analysis shows elevated nickel.

Apr. 2006, RE #3 compression is “funky”but exhaust valve looks fine under borescope.

Mar. 2007 (11 months and 150 hours later), engine monitor shows RE #3 EGT jitters.Borescope clearly shows two hot spots on valve.Compression test shows RE #3 at 0/80.

Verdict: Replace RE #3 exhaust valve & guide




Chapter 393

A 21st century engine condition monitoring program includes:

Oil filter inspectionSEM analysis of filter contentsSpectrographic oil analysisOil temperature & pressure trend analysisCompression testBorescope inspectionSpark plug inspectionDigital engine monitor data analysis


Chapter 393

Secrets ofCost-Effective Maintenance

Five simple rules that candramatically reduce your

maintenance expenditures,year after year




Chapter 393Maintenance is a team sport!

FAAFAACertificated mechanic (A&P)Performs repairs and alterationsAnalogy: “licensed electrician, plumber, roofer”

Authorized inspector (IA)Inspects and approves (annuals, 337s)Analogy: “licensed building inspector”

Aircraft owner/operatorPrimary responsibility for maintenanceAnalogy: “general contractor”


Chapter 393Why this teamwork breaks down

Asymmetric knowledgeOwner is theoretically in chargeA&Ps and IAs are theoretically “hired help”In GA, owner usually has no maintenance training and minimal maintenance knowledge

Conflicts of interestIA determines what work must be doneA&P income derives from work performedIn GA, IA and A&P are usually the same person!





Lack of “informed consent”Aircraft owners routinely approve maintenance

without knowing:What it is going to costWhy it is being performedWhether it is really necessary for safetyWhether it is required by regulationHow invasive it isWhat the risks areWhether the benefits outweigh the risks and cost



Defensive maintenanceExplosion in litigation since 1994 (GARA)

18-year limit on manufacturer’s product liabilityPrior to GARA, A&Ps worried about two things:

It it safe?Is it legal? (i.e., does it comply with FAA regulations?)

Since GARA, A&Ps have to worry about a third:How will it look to a jury of citizens (who have no knowledge about aviation or maintenance) when spun in the most unfavorable possible light by a skilled plaintiff’s attorney?




Chapter 393The bottom line:

Most aircraft owners do a terrible job

of managing their maintenance!


Chapter 393

www.savvyaviator.com




Chapter 393Training may not be enough!Managing maintenance properly requires a

major investment in time, effort and study

Some owners can’t do this because they’re too busy running a business or raising a family.

Some owners feel they bought an airplane to save them time, not cost them time.

Many owners are not comfortable telling their A&Ps what to do (instead of the other way around)


Chapter 393




Chapter 393Rule #1:

Choose the right service facility

and/or technician for the job.


Chapter 393An owner’s job #1

As “general contractor” an owner’s job is to:Hire skilled tradesman (IAs, A&Ps, other technicians)Manage them to ensure they perform as desired and get the job done within schedule and budgetFire them if they do not perform to expectations

The most important of these is the first!If you hire the right person for the job, the rest tends to work out well most of the timeIf you hire the wrong person for the job, the best management skills in the world may not be enough to rescue the situation




Chapter 393Hiring the right shop

Most owners do it the wrong way:The shop is at or near the aircraft’s home baseThe mechanic or DOM seems friendlyAn aircraft-owner friend recommends it

Much more “due diligence” is requiredInterview the shop as you would an employeeLook for the three C’s:

CompetentCommunicativeCooperative


Chapter 393The three C’s

Competent means the shop has extensive experience with your make and model

Communicative means the shop is committed to keeping you continually “in the loop”

Cooperative means the DOM is customer-oriented and willing to do things your way




Chapter 393Rule #2:

Insist on a written discrepancy list

and cost estimate before approving

any work or parts.


Chapter 393Avoiding “sticker shock”

Never approve maintenance until you know what it’s going to cost

Get it in writing!

Instruct the shop that they are not authorized to exceed their written estimate unless they give you an amended estimate and obtain your explicit approval

If you first learn the cost at invoice time, it’s too late to affect the outcome!




Chapter 393What about inspections?

Require a three-phase protocol:Shop inspects aircraft (for a flat-rate charge) and presents owner with a written discrepancy list, with specific repair recommendations and detailed cost estimates for parts, labor, and outside workOwner reviews discrepancy list and estimates, asks questions, seeks second opinions, does homework to ensure informed consentOwner gives shop specific written direction and authorization to proceed


Chapter 393Rule #3:

If it ain’t broke, don’t let them fix it!




Chapter 393If it ain’t broke, don’t fix it!

Every service manual contains hundreds of scheduled preventive maintenance tasks

Such one-size-fits-all recommendations make no sense!

Is aircraft based in Tampa or Tucson?Does aircraft fly 30 hours/year, or 300 hours/year?Is aircraft hangared, or tied down outdoors?

Compliance is usually not required, and often is a huge waste of money


Chapter 393Don’t do it “by the book”!

It never makes sense to maintain any component on a fixed timetable if it is feasible to monitor condition and determine when maintenance is actually required

CDM is always more cost-efficient than TDM

TCM should be used only if CDM is infeasible

Numerous studies show that CDM is feasible for about 95% of the components on civil aircraft




Chapter 393Rule #4:

Don’t let them fix it until you’re sure

what’s wrong with it!(Complete the diagnosis before starting therapy.)


Chapter 393Troubleshooting failures

Have you ever had this experience?You put your aircraft in the shop to have a squawk fixed;You received an invoice for parts and labor;You discovered that the squawk wasn’t fixed?

If so, you were victim ofa troubleshooting failure!Incorrect/inadequate troubleshooting is the #1 cause of wasted maintenance dollars!




Chapter 393Troubleshooting failures

A&Ps are often poor troubleshootersThey are trained as therapists, not diagnosticiansMany aircraft problems cannot be reproduced in the maintenance hangarIf a mechanic can’t reproduce a problem, he can’t troubleshoot it systematically (so he has to guess)

What’s the solution?Troubleshoot the problem yourselfConsult with an expert on the system in question


Chapter 393Rule #5:

Don’t let your shop overkill the problem!




Chapter 393Don’t overkill the problem!

When your airplane has a problem and you’ve diagnosed it properly, get it fixed but don’t go overboard!

If you have a cylinder with a burned exhaust valve, repair the valve, don’t replace the jug

If you have one or two weak cylinders, don’t get talked into doing a top overhaul

No matter how many cylinders are bad, don’t even think about overhauling the engine


Chapter 393Review: The five rules

1. Choose the right shop and/or technician

2. Require a written discrepancy list & estimate

3. If it ain’t broke, don’t let them fix it

4. Don’t fix it until you’re sure what’s wrong

5. Don’t overkill the problem




Chapter 393Does this stuff really work?

You bet it does!

Lots of good info atwww.savvymx.comwww.savvymx.com

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