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Helicopter Systems Engineering

Requirement # 1

Based on the completed Helicopter Systems Engineering table for Version B, as shown in the Appendix 1, and given the following budget systems engineering allocation:

  • A total capability index of 950
  • A total development cost of £400 million
  • A unit manufacturing cost of £26 million
  • A development timescale of 36 months
  • A reliability improvement timescale of 36 months
  • An MTBF of 190 flying hours
  • A maintainability characteristic of 6.80 maintenance hours per flying hour
  • A total maintenance cost of £1,400 million for the total fleet of 50 aircrafts for a life cycle of 30 years
  • A total life cycle cost of £3,100 million for the total fleet of 50 aircrafts for a life cycle of 30 years

I proposed the following combination of systems for the helicopter, which I believe is the best combination (please see Appendix 2):

  • Identification of aircrafts or components which have reliabilities or availabilities below those desired to enable the timely and efficient removal of weaknesses or faults in the fleet as a whole and in the aircrafts individually.
  • Establish procedures for timely identification of aircrafts or components with excessive failure rates, long repair times or high degrees of uncertainty. Again, this would enable the timely and efficient removal of weaknesses or faults in the fleet as a whole and in the aircrafts individually.
  • Establish logistics system to ensure the availability of material components.

According to Eti, Ogaji & Probert (2007) "[m]aintainability analysis has been used to evaluate the design and lay-out with respect to maintenance procedures, and resources. On the basis of the potential impact on plant availability, a spare-part list may be determined and stores kept accordingly. Availability goals can be converted into reliability and maintainability requirements, in terms of acceptable failure rates and outage hours for each component as explicit design-objectives" (p. 221). Hence, in the realisation of the aircraft's 'as designed' reliability, the aircrafts and its component's availability and maintainability should not be taken separately and independently from their reliability.

In conclusion, management, in implementing the above recommendations, has to realise that reliability is a "fundamental attribute for the safe operation of any modern technological system" (Zio 2009, p. 126) and that any operating processes, procedures and guidelines adopted to increase the chance that the 'as designed' reliability of the aircrafts is realised have to factor in the "uncertainty in the failure occurrences and consequences" (Zio 2009, p. 126). These would give the in-service aircraft operators and maintainers the capability to modify the same.

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