By R. Townsend
Those complaints of a convention held at Heriot Watt collage, Edinburgh, united kingdom conceal the $64000 problems with either aero and business engines. The serious concerns linked to layout, creep and fatigue crack development, coating applied sciences, new fabrics, fix and upkeep of scorching part parts have been lined
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Likelihood of the design becoming obsolete. • Probability of a type-fault in the design. • Reliability of the component, which can be defined by mean-time-to-failure and meantime-to-repair. In the absence of quantitative values for relatively newer models, the operator may have to assess engineering risks. • Lead time for the supply of engine-ready parts. Typical figures for blades and vanes could be 12-18 months. • Repair and refurbishment interval. • Likely replacement interval. • Turn-around time from repair/refurbishment.
This requires a detailed knowledge of GT technologies and where available, operations and maintenance experience. The Engineering Risk Assessment methodology (ERApTM),developed by the company, is continually validated by retrospective analysis of the actual availability. It may take up to 2 years for a new-technology plant to bed-in (Fig. 1) but good management delivers high availability in later years. ,I~,I~,I~~~~~~~~~~ ~~ $" ~ # ~~*co ~~ ~~~ ~~ ~rV' Months since commissioned Fig. 1 Average availability of four advanced CCGT stations in National Power.!
D. ' Proc. 17th NATO RTO Meeting on Qualification of Life Extension Schemes for Engine Components, Corfu, Greece, 1998, Paper 18. 4. F. ]. ' Proc. Int. Con! H Benyon et al. , Sheffield, UK, 1997, pp. 713720. Publisher? 5. US Federal Aviation Regulations Part 33. Airworthiness Standards: Aircraft Engines, FAA Publications, 1993. 6. US DoD Engine Structural Integrity Program, MIL STD 1783 (USAF), 1984. 7. C. Annis, A. Berrens and F. Bray, 'Proposed Mil. Std. ' Publisher? 8. ]. Harris, 'Engine Component Retirement for Cause, Experimental Summary,' AFWALTR-87-4069.