Downloaded from https://www.everyspec.com ADS-79D-HDBK M.6.2.3 On-aircraft: Implementation and communication of on-aircraft oil debris sensor varies depending on the type of sensor. All should be placed before any lubrication pump(s) or filters(s) and provide cockpit indications of abnormal debris generation, rates or sizes. 92 Electric Chip Detectors should be removable without draining the lubricant and for lubrication systems with remote components and/or accessories; they should isolate the component or accessory generating the debris. For pressurized oil systems, chip detectors should be located such that all lubricant passes through the debris monitor.
For non-pressurized lubrication systems, the debris monitor should be located such that wear debris from any internal components is likely to migrate quickly to the chip detector Mesh Detectors (Screens) are removable and cleanable and should be downstream of the debris sensor. A remote method of ensuring sensor circuit continuity should be provided. Induction Coil Sensors should be in line and include the capability to automatically interface with on-board data collectors, such as HUMS, for use by the soldier and engineering.
The decision as to whether to implement oil analysis and, if so, which approach or combination of approaches should be implemented should be determined through the TCM process, should be determined by fault modes, the best operational approach, cost effectiveness, and the least burden to the soldier. A tiered defense may be the most effective, utilizing all oil analysis approaches, on-aircraft for faults with rapid failures (bearing and gears), off-aircraft, at- line for quick fluid and debris checks and off-aircraft laboratory for long-term fluid condition.
As new at-line and on-line techniques are implemented, historical methods should be re-assessed to determine whether there is a continued need or a more cost effective replacement technology. For instance, if on-line, near-real-time oil debris sensors are implemented and the bearing is composed of only one alloy (e.g., M50 with silver plating), it may or may not be necessary to continue to analyze an oil sample to determine that the elements detected in the oil are iron, chromium, molybdenum and vanadium (the composition of M50) and silver.
Also, if fidelity of newer oil condition/debris monitoring technology far surpasses that of older applications, a Reliability Centered Maintenance (RCM) analysis may support replacement of past oil analysis methods. M.6.3 Data Management: Data should be carefully managed to ensure integrity throughout the lifecycle from collection to destruction. Data from debris and oil condition monitoring tools should be tracked by component serial number, not tail number. Actionable information obtained from the data should be immediately and readily accessible to the soldier and engineering. Data from oil analysis should be integrated with other systems for a more comprehensive condition assessment.
Any design should consider long term archival of captured data. This broader approach to retaining data will allow for later data mining to uncover long-term trends in reliability, availability and performance, which should be used for future improvements to CBM algorithms. See Appendix L for detailed information on data management. 92 ADS-50-PRF, Rotorcraft Propulsion Performance and Qualification Requirements and Guidelines, 1996. 254