Three

 Transport  Aircra/  ASIP  Case  

Studies  –  The  Australian  
Perspec8ve  
Ross  Stewart  –  Qine/Q  Australia  –  Technical  Lead  Transport  Aircra9  
SQNLDR    Laine  Pearce  -­‐  OIC  ASI2  -­‐  Air  Mobility  Group  Aircra9,  DGTA-­‐ADF  
 
A  presenta/on  to:  2015  ASIP  Conference  
2  Dec  2015  

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 1.  Introduc/on  
C-­‐130J-­‐30  
•  Mid  life  
•  Mature  ASIP  
C-­‐17  
•  Young  fleet  
•  Established  AISP  
C-­‐27J  
•  New  acquisi/on  
ASIPs  are  based  on  MIL-­‐STD-­‐1530C  
•  Full  Scale  Fa/gue  Tes/ng  (durability  and  DTA)  
•  Cer/fica/on  and  Force  Management  Development  
•  Force  Management  
Safety  By  Inspec/on  

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 1.  Introduc/on-­‐Rou/ne  ASIP  Reviews  
Rou/ne  Usage  Status  Report  (RUSR)  
•  ensure  Usage  Monitoring  (UM)  data  quality  
•  limited  Fa/gue  Management  (FM)  outputs  
Annual  Fa/gue  Assessment  (AFA)    
•  UM,  FM,  Structural  Condi/on  Monitoring  (SCM)  
•  Does  expended  life  =  condi/on  of  the  inspected  airframe?  
•  Are  changes  in  severity  reflected  in  UM  data?  
Environmental  Degrada/on  Assessment  (EDA)  
•  SCM,  Environmental  Degrada/on  Management    
System  (EDMS),  (UM)  
Ageing  Aircra9  Audit  
•  Is  the  EDMS  working?  
•  Find  the  unknowns  
Structural  Life  Assessment  (SLA)  
•  Confirm  systems  are  doing  what  they  are  
•  Impact  on  Life  of  Type/  Planned  Withdrawal  Date   meant  to  do  

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 2.  C-­‐130J-­‐30  ASIP  

Mid  life  
OEM  and  in-­‐country  developed  ASIP  tools  
Current  Issues  
•  Changes  in  role  
−  enhancements  
−  re/rement/purchase  of  other  fleets  
−  world  events  
•  Transi/on  to  Through  Life  Support  Contractor  (TLSC)  
−  SCM,  EDMS  already  moved  
−  Linked  to  roll  out  of  new  UM  system  
−  RAAF  -­‐  ASI-­‐DGTA  oversight  
•  New  Tools  being  developed  
•  Wing  Fa/gue  Test  (WFT)  comple/on  
 
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 2.  C-­‐130J-­‐30  ASIP  –  Current  Status  

UM  System  
• Current  system  is  paper  based  (EE  360)  and  some  Removable  Memory  Module  (RMM,  on-­‐board  
parametric)  data  
− Legacy  of  cer/fica/on  issues  with  on-­‐board  systems  
• Very  high  EE  360  capture  rate    
− 94  %  all  /me,  most  recent  periods  100%  
FM  System  
• In-­‐country  developed  IATP  (Qine/Q)  
• Mission  based  damage/  hour  
− OEM  DTA  
− Mission  alloca/on  based  on  parametric  data  
− Mission  code  

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 2.  C-­‐130J-­‐30  ASIP  –  Current  Status  

Limita/ons  
• Fa/gue  tests  grandfathered  
• Quality  of  UM  data  for  mission  alloca/on  
• Number  of  IATP  missions  
− In-­‐service  devia/on  from  mission  profiles  
• Maintenance  in  AFHRs  -­‐  Inspec/on  intervals    
     in  Equivalent  Flying  Hours  (EFH)  
− EFH=AFHRs  *  Severity  Factor  
− Management  issues  

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 2.  C-­‐130J-­‐30  ASIP  

Wing  Fa/gue  Test    

• RAAF/RAF  
− DST  Group  -­‐  Direct  support  to  the  WFT  /  RAAF  specific  test  interpreta/on  
• C-­‐130J  engines  different  to  OEM  C-­‐130H  wing  durability  test  
− Only  minor  Center  Wing  (CW)  structural  differences    
• Most  C-­‐130J  operators  replacing  the  CW  
− Therefore  no  fleet  lead  aircra9  concept  for  CW  
• Durability  limit  
− Possibly  some  SBI  relief  
− Crack  growth  data  
• Current  Status  –  Residual  Strength  Test  
− Test  interpreta/on  next  year  

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 2.  C-­‐130J-­‐30  ASIP  

UM  System  Changes  
• OEM  RMM  parametric  data  
− No  EE  360  
− More  useful  parameters  extracted/  collated  
− Required  significant  data  capture  improvements  
− From  30  %  to  90+%  

FMS  changes  
• OEM  Structural  Health  Monitoring  (SHM)  module    
− calculated  damage  per  flight  
− Greater  sensi/vity  
• More  frequent  EFH  monitoring  
− Maintenance  EFH  –  AFHR  disconnect  
− Small  recurring  intervals  

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 2.  C-­‐130J-­‐30  ASIP  
APaCHE  -­‐  Automated  Parametric  C-­‐130J-­‐30  Health  and  usage  monitoring  Environment  
• RAAF  Unique  system  –  developed  in-­‐country  by  Qine/Q  
• RMM  (UM)  and  SHM  (FM)  data  uploaded  at  same  /me  
• APaCHE  processes  /me  based  parameters  into  required  values  /  checks  
− Allocates  mission  codes  
− Time  in  speed  and  al/tude  bands  etc  
• Ability  to  review  individual  flights  in  more  detail  
• Calculates  EFH  based  on  OEM  SHM  damage  (IATP)  
− EFH  since  last  inspec/on  (maintenance  data  summary  files  uploaded)  
− EFH  over  any  period  
− EFH  Re-­‐baselined  and  UM  data  back  filled  
− Calculates  fill-­‐in  
• Allows  engineering  review,  parameter  changes  and  manual  data  entry  
− Follows  engineering  management  system  checks  

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 2.  C-­‐130J-­‐30  ASIP  
APaCHE  
• Why  not  developed  earlier  
− Confidence  in  OEM  SHM  
− Not  Cer/fied  by  Commonwealth  of  Australia  (CoA)  
− IV&V  over  numerous  so9ware  itera/ons  
− Low  capture  rates  
• Concern  
− Reduc/on  in  capture  rate    
− 90+  %  to  70%  for  flights  with  damage  
− SHM  processing  errors  
− With  OEM  

All  to  be  completed  for  TLSC  transi/on  

− Run  APaCHE  in  parallel  
− Familiarisa/on  with  tools  /  processors  
 

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 2.  C-­‐130J-­‐30  ASIP  

SCM  
• Established  based  on  C-­‐130H  system  
• TLSC  developed  own  SCM  so9ware  
− Records  same  parameters  and  repor/ng  func/ons  
− Good  basis  ensured  TLSC  followed  
• Data  quality  /  completeness  reports  
Ageing  Aircra9  Audit  
• In  progress  
• Staged  to  account  for  differences  in  the  ASIP  
• Will  go  over  many  years  
• C-­‐130H  Ver/cal  Stabiliser  Teardown  

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 3.  C-­‐17  Globemaster  III  ASIP  

Foreign  Military  Sales  (FMS)    

• RAAF  aircra9  in  the  C-­‐17  global  fleet    
Globemaster  Integrated  Sustainment  Program  (GISP)  
• RAAF  C-­‐17  aircra9  fundamentally  managed  the  same  as  all  other  GISP  partners  
• GISP  undertakes  rou/ne  ASIP  management  
• All  deeper  maintenance  undertaken  in  USA        
RAAF  only  undertakes  oversight  ac/vi/es  
• This  hands  off  approach  is  new  to  the  RAAF    
• Unique  to  C-­‐17  RAAF  planorm  
 

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 3.  C-­‐17  Globemaster  III  ASIP  

RAAF  ASIP  confidence  based  on  

• Cer/fica/on  ac/vi/es  
−   established  confidence  in  data,  tools  and  processes    
• Oversight  /  inves/ga/on  of  GISP  outputs    
− Confirms  GISP  ASIP  undertaking  required  tasks  
• Worldwide  fleet  lead  aircra9  concept  

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 3.  C-­‐17  Globemaster  III  ASIP  

Rou/ne  ac/vi/es  
• RUSR  and  AFA  using  GISP  supplied  data  
− IATP,  L/ESS  and  condi/on  data  
• RAAF  ASIP  manger  aoendance  at  ASIWG  
• System  Integrity  Manager  (SIM)  
Ad  hoc  inves/ga/ons  
• Items  raised  at  ASIWG  side  mee/ngs/  iden/fied  in  AFAs  
RAAF  Input  back  to  GISP  
• Landing  gear  management  
SCM  is  probably  the  GISP  AISP  area  that  differs  most  from  what  the  RAAF  normally  
requires  
The  RAAF  is  inves/ga/ng  the  possibility  of  including  one  aircra9  into  the  Analy/cal  
Condi/on  Assessment  program  at  the  15  year  mark  

 
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 4.  C-­‐27J  Spartan  ASIP  

New  ADF  planorm  

•  First  aircra9  in-­‐country  June  2015  
FMS  purchase    
•  USAF  C-­‐27J  JCA  program  
•  Cer/fica/on  reliant  on  Informed  Recogni/on  of  Prior  
Acceptance  (IRPA)  
•  Planned  to  rely  on  USAF  cer/fica/on  ac/vi/es  
USAF  Dives/ng  C-­‐27J  
•  CoA  will  have  to  undertake  all  cer/fica/on    
•  No  fleet  lead  aircra9  concept  
−  Expect  RAAF  will  be  world  fleet  leaders  within  7-­‐10  
years  
 

 
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 4.  C-­‐27J  Spartan  ASIP  

FAA  version  cer/fied  to  FAR  25  amdt  87  

•  No  passengers  
•  Configura/on  Role  and  opera/ng  Environment  (CRE)    
different  to  RAAF    
G.222  heritage  
•  Significant  grandfathering  
IRPA  with  FAA  cer/fica/on  where  possible  
•  Cer/fica/on  to  FAR  25  with  some  addi/ons  
CRE  precludes  IRPA  in  some  cases  
•  Opera/ons  outside  FAR  25  envelope  
−  To  accept  requires  a  good  understanding  of  FAR  cer/fica/on  
•  FAR  25.571  

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 4.  C-­‐27J  Spartan  ASIP  
FAA  -­‐  FAR  25.571  Amdt  87  
•   No  Full  Scale  Fa/gue  Test  (FSFT)  required  
•   No  durability  limits  for  RAAF  CRE  
Structural  Substan/a/on  Program  (SSP)  
• Flight  Loads  Test  Program  (FLTP)  
• FSFT  -­‐  Scope  is  yet  to  be  finalised  
− Probably  Wing  /  Flaps  
− Including  nacelles/  fuselage  transi/on  structure  
− Iden/fied  pre  purchase  as  requiring  tes/ng  
− Possibly  Empennage  
− Possibly  Fuselage  
− Two  fuselage  configura/ons  

Results  many  years  away  

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 4.  C-­‐27J  Spartan  ASIP  

Suppor/ng  opera/ons  before  SSP  is  complete  

• UM  
−   Paper  based  to  electronic  EE  360  
−   Collect  RMM    
− Back  fill  IATP  if  found  compliant    
− Ground  Interac/ve  Maintenance  System  (GIMS)  
− Back  fill  long  term  UM  database  
− Emphasis  on  basic  parameters  ini/ally    
− Ensure  RMM  quality  and  quan/ty  
• FMS  
− ICA  based  on  OEM  Fa/gue  and  DTA  (F&DTA)   − Monitored  by  limited  UM  parameters  
− Factored  for  RAAF  CRE  and  uncertain/es   − New  F&DTA  required  accoun/ng  for  RAAF  CRE  
− Coverage  for  limited  period   before  SSP  is  complete  

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 4.  C-­‐27J  Spartan  ASIP  

Suppor/ng  opera/ons  before  SSP  

complete  
• SCM  database  complete  
− based  on  C-­‐130  system  
− Web  based  central  repository  
− Benefit  of  a  common  tool  across  
planorms  
− SCM  before  UM    
• EDMS  to  be  developed  

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 5.  Conclusion  

Three  transport  ASIPs  each  with  varying  challengers  

Confirms  that  established  ASIPs  require  monitoring  –  some/mes  necessita/ng  changes  
Take  benefit  from  established  ASIPs  where  possible  
•  Tool  development  
 
 
 
Ques/ons?  

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