MOQA / FDM maintenance predictive analytics
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MOQA / FDM maintenance predictive analytics
Hi all, I'm trying to understand the use of FDM for maintenance operations (e.g., via Safran AGS) -- especially related to analytics to predict technical issues.
I haven't found much literature on this subject on the web. E.g., what parameters are captured in the FDM, what is the process to download & analyze the data, what types of technical issues can be detected or anticipated based on the data, etc.
(A related question is whether AOG desks use / can use aggregate analytics to make inventory decisions).
Any pointers & help greatly appreciated!
I haven't found much literature on this subject on the web. E.g., what parameters are captured in the FDM, what is the process to download & analyze the data, what types of technical issues can be detected or anticipated based on the data, etc.
(A related question is whether AOG desks use / can use aggregate analytics to make inventory decisions).
Any pointers & help greatly appreciated!
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Hi all, I'm trying to understand the use of FDM for maintenance operations (e.g., via Safran AGS) -- especially related to analytics to predict technical issues.
I haven't found much literature on this subject on the web. E.g., what parameters are captured in the FDM, what is the process to download & analyze the data, what types of technical issues can be detected or anticipated based on the data, etc.
(A related question is whether AOG desks use / can use aggregate analytics to make inventory decisions).
Any pointers & help greatly appreciated!
I haven't found much literature on this subject on the web. E.g., what parameters are captured in the FDM, what is the process to download & analyze the data, what types of technical issues can be detected or anticipated based on the data, etc.
(A related question is whether AOG desks use / can use aggregate analytics to make inventory decisions).
Any pointers & help greatly appreciated!
The data recorded varies from aircraft type but there are mandatory parameters which are recorded as a minimum, I believe these will be stipulated in cs25 but someone will correct me if not.
Data can be downloaded as a scheduled task or at request using a piece of kit. Data can also be sent via recorder wirelessly or via a memory card.
The data can be used by Engineering to detect excessive accelerations or speeds for the flight configurations etc.
I would say for AOG desk it would be better to use system data transmitted by acars type systems for spares positioning.
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Thanks Youngbuck.
I looked through the mandatory parameters however (as one would expect) virtually all of them seem to be parameters suitable for accident reconstruction -- things like speed, altitude, control yolk position, ice detection -- but not necessarily useful for maintenance actions?
I imagine there's much more engineering-type data available from the QAR? I can't find a comprehensive list of QAR parameters for (say) an A320 or B737.
Question re: ACARS, for something like engine monitoring. Does the system regularly transmit engine health parameters (even when there's nothing wrong) -- or will ACARS messages get generated only when anomalies are detected / certain thresholds exceeded?
Thanks for your help.
I looked through the mandatory parameters however (as one would expect) virtually all of them seem to be parameters suitable for accident reconstruction -- things like speed, altitude, control yolk position, ice detection -- but not necessarily useful for maintenance actions?
I imagine there's much more engineering-type data available from the QAR? I can't find a comprehensive list of QAR parameters for (say) an A320 or B737.
Question re: ACARS, for something like engine monitoring. Does the system regularly transmit engine health parameters (even when there's nothing wrong) -- or will ACARS messages get generated only when anomalies are detected / certain thresholds exceeded?
Thanks for your help.
RR use live engine health monitoring (EHM) via ACARS/satellite and onwards via ground stations. Try RR website for more info. Would guess GE & others will offer the same service.
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Thanks Youngbuck.
I looked through the mandatory parameters however (as one would expect) virtually all of them seem to be parameters suitable for accident reconstruction -- things like speed, altitude, control yolk position, ice detection -- but not necessarily useful for maintenance actions?
I imagine there's much more engineering-type data available from the QAR? I can't find a comprehensive list of QAR parameters for (say) an A320 or B737.
Question re: ACARS, for something like engine monitoring. Does the system regularly transmit engine health parameters (even when there's nothing wrong) -- or will ACARS messages get generated only when anomalies are detected / certain thresholds exceeded?
Thanks for your help.
I looked through the mandatory parameters however (as one would expect) virtually all of them seem to be parameters suitable for accident reconstruction -- things like speed, altitude, control yolk position, ice detection -- but not necessarily useful for maintenance actions?
I imagine there's much more engineering-type data available from the QAR? I can't find a comprehensive list of QAR parameters for (say) an A320 or B737.
Question re: ACARS, for something like engine monitoring. Does the system regularly transmit engine health parameters (even when there's nothing wrong) -- or will ACARS messages get generated only when anomalies are detected / certain thresholds exceeded?
Thanks for your help.
With regards to engine parameters these are regularly transmitted and require analysis by a power plant dept or engine provider on a program such as aerobytes.
Often we get a request from the people who trend monitor to perform a maintenance action because they notice a negative shift in parameters.
EGT shift for example can lead to a compressor wash being requested.
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Thanks woptb and Youngbuck.
Do you know if the various monitored parameters are also used to make fleet-wide predictions (vs. trend monitoring of individual aircraft)?
E.g., perhaps fleet-wide (in aggregate) part X seem to be wearing down (or breaking down) faster than expected, and since part X has a long lead time, a purchasing decision is made sooner.
Have you seen anything like that?
Do you know if the various monitored parameters are also used to make fleet-wide predictions (vs. trend monitoring of individual aircraft)?
E.g., perhaps fleet-wide (in aggregate) part X seem to be wearing down (or breaking down) faster than expected, and since part X has a long lead time, a purchasing decision is made sooner.
Have you seen anything like that?
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Thanks woptb and Youngbuck.
Do you know if the various monitored parameters are also used to make fleet-wide predictions (vs. trend monitoring of individual aircraft)?
E.g., perhaps fleet-wide (in aggregate) part X seem to be wearing down (or breaking down) faster than expected, and since part X has a long lead time, a purchasing decision is made sooner.
Have you seen anything like that?
Do you know if the various monitored parameters are also used to make fleet-wide predictions (vs. trend monitoring of individual aircraft)?
E.g., perhaps fleet-wide (in aggregate) part X seem to be wearing down (or breaking down) faster than expected, and since part X has a long lead time, a purchasing decision is made sooner.
Have you seen anything like that?
This is a role of a reliability department / TC holder and is usually for airlines with cash!