Contrasting approaches to the validation of helicopter HUMS - a military user's perspective

J. Cook, J. Gourlay, L. Boardman
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引用次数: 2

Abstract

There are various routes to system validation for helicopter health and usage monitoring systems (HUMS). Up-front validation through extensive test and qualification procedures is one approach, popular with aircraft operators seeking to extract maintenance credits from reluctant Design Authorities (DAs), but this is a costly and time-consuming avenue to take. An alternative system validation option is through accumulation of in-service experience and verification by demonstrated reliability. This approach is suitable for operators seeking to realise operational benefits such as predictive maintenance and increased operational availability, but may never win full support from the aircraft DA. The United Kingdom Ministry of Defence (UKMOD) is engaged in several simultaneous HUMS introduction programmes, involving examples of both validation methodologies. An AgustaWestland HUMS capability is being introduced across the EH101 Merlin fleets with extensively tested and qualified software, fully integrated with the flight control systems and flight-critical sensors and implemented through the 'glass cockpit' modular avionics. This system has demonstrated strengths and weaknesses fundamental to the design ethos. In parallel, a Smiths aerospace generic HUMS capability is being retrofitted to the fleets of four helicopter platforms - Chinook, Sea King, Puma and Lynx. This monitoring system is qualified and tested to a lower software integrity level than the Merlin system, has a stand-alone pilot interface and is isolated from flight-critical systems and sensors. In the four years since fielding, this programme has encountered a number of significant successes and obstacles. The Assistant Directorate of aircraft integrity monitoring (AD AIM), a specialist support unit within the corporate UKMOD is in the unique position of having full visibility of both systems. This paper describes the steps taken, the lessons learned and the achievements made in validating and verifying HUMS from a user's perspective.
直升机HUMS验证的对比方法——军事用户的视角
直升机健康和使用监测系统(HUMS)有各种各样的系统验证路线。通过广泛的测试和认证程序进行预先验证是一种方法,飞机运营商希望从不情愿的设计当局(da)那里获得维修积分,但这是一种昂贵且耗时的方法。另一种系统验证方法是通过积累服务经验和通过证明可靠性进行验证。这种方法适用于寻求实现预测性维护和提高操作可用性等操作效益的运营商,但可能永远无法赢得飞机DA的全面支持。英国国防部(UKMOD)同时参与了几个HUMS引进项目,包括两种验证方法的实例。阿古斯塔·韦斯特兰公司的HUMS能力将通过广泛测试和合格的软件引入EH101梅林机队,与飞行控制系统和飞行关键传感器完全集成,并通过“玻璃座舱”模块化航空电子设备实现。这个系统展示了设计精神的基本优点和缺点。与此同时,史密斯航空航天公司的通用HUMS能力正在被改装到四个直升机平台——支努克、海王、美洲狮和山猫。与Merlin系统相比,该监控系统的软件完整性水平较低,具有独立的飞行员界面,与飞行关键系统和传感器隔离。在实施该方案以来的四年中,该方案取得了一些重大的成功和障碍。飞机完整性监测助理理事会(AD AIM)是UKMOD公司内部的一个专家支持单位,处于对这两个系统完全可见的独特位置。本文从用户的角度描述了在验证和验证HUMS方面所采取的步骤、吸取的经验教训和取得的成就。
本文章由计算机程序翻译,如有差异,请以英文原文为准。
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