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Join Date: Feb 2013
Posts: 12

My Test Stand is a Calibration Mess

02/01/2013 8:07 PM

I came into a project with a hydraulic component test stand that is a bit of a mess as far as calibration goes.

The stand itself is meant to test aircraft components, nearly 30 different components (valves, actuators, motors) from several different OEMs, on various different aircraft of a branch of the US military.

Instrumentation wise there are ~10 different types of sensors amounting to ~100 analog inputs measuring voltage, current, pressure, hydraulic flow, torque, force, and linear and angular velocity. This single test stand is meant to be a replacement for all of the different individual test stands the OEMs of each of those 30 different components have been using for their testing. The test specs come from acceptance test procedures (ATP) the OEMs (in conjunction with the Airframe mfg) created. Many of the specs in these ATPs will be something like "pressure switch must turn on by 3000psi". In many (probably most) of these cases the ATPs say nothing about the actual test benches being used or uncertainties about a given measurement. I can only guess (and it is just a guess) for this pressure switch example that 3000psi was arrived at based on what the UUTs typical performance is and takes into account the uncertainty of the sensor being used to measure this pressure.

Now...we received calibration procedures from the OEM of this test stand. However, it became apparent after a couple of cal cycles that the uncertainties being targeted by the procedures weren't achievable for various reasons. For many reasons we aren't able to go back to the test stand OEM to get this rectified. This is when my group of engineers without any formal metrology experience became involved trying to fix the calibration of the stand. We tackled the problem first by looking at what the individual sensor manufacturers were claiming for instrument accuracies and then on an almost arbitrary basis went anywhere from 1:1 to 4:1 up from there as the uncertainties we were going to try to achieve with our modified cal procedures. We then combed our ATPs to see what having these new uncertainties would do to the limits chosen for the parameters we will ultimately test to. We implemented the new uncertainties which in some cases were slightly relaxed from the OEM of the stand and in some cases we identified some things about the technique used for the cal (in the case of pressure and flow, at least) that helped with repeatability.

When we felt like we had fixed all of the repeatability problems we went back to our local metrology group for buy off on our changes, at which point they asked us why we didn't first do any analysis of all the test requirements because we shouldn't be trying to calibrate our instruments to their max performance if the testing didn't need it. I understand this from a costs/standards needed to do the cal perspective. But when I started pointing out the "must be more than 3000psi" type of specs to my metrology guy with the question "what uncertainty level do we choose for that reading"? The extremes being picking an uncertainty super easy to calibrate to but that might reject otherwise good components that have readings that would fall into the uncertainty range versus trying to cal the instrument as tight as possible which will drive calibration cost and headaches. My metrology guys solution was to try and contact OEMs and find out what uncertainties they have for a given measurement but I know from experience this simply isn't going to work for some of the OEMs as they aren't obligated to tell the Federal Government anything and they certainly aren't going to do it for free and certainly not on a reasonable timeline.

As I see it, my preference would be to give as good an effort as reasonable from a cost/schedule perspective to get the best uncertainties out of our instruments we can (which is what we have done) and then guardband the OEMs limits with those uncertainties until we are able to test enough parts to build up the statistics to decide if our test limits are too tight because of the guardband. My hunch is that for the vast majority of the test specs combined with the quality of the instruments we have we won't be rejecting a lot of components from guardbanding. Does anyone who survived this long of a post think this is the best approach given the situation described?

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#1

Re: My test stand is a calibration mess

02/01/2013 9:17 PM

Something's wrong here.

Somewhere there has to be documentation for all of this if it's for aircraft.

Not my field, tho.

I'd look here: Federal Aviation Regulations

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Guru

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#2

Re: My test stand is a calibration mess

02/01/2013 11:40 PM

Lyn's right. I know several certified A&P mechanics and inspectors. There are written specs and procedures for everything, ESPECIALLY for anything military.

That said, I would divide things into more manageable chunks. Document the test specs & requirements for one component. Document the procedures necessary for configuring your machine to test that component. Identify which sensors, gauges, etc., are utilized for testing that one component, and what level of accuracy is required of those sensors (for that unique configuration.)

Do it again for each different component.

From that data you can derive the baseline calibration requirement for each sensor/gauge/etc. As additional components enter the picture, perform the same documentation procedure, and revise the calibration standards as required.

You will also be able to see how changing configurations affect one another. For example, if switching configurations from component "A" to component "B" requires 20 minutes, that time should a consideration for scheduling and billing purposes.

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Guru

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#3

Re: My test stand is a calibration mess

02/02/2013 2:13 AM

It does not sound like your an FAA repair station, if you were you would have the spec's. Having said that then what industry standards are you trying to meet? These are the units you will need to match up to, not what you think they should be. Then you can decide if the machinery is capable of meeting that spec.

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#4

Re: My Test Stand is a Calibration Mess

02/03/2013 12:11 AM

You might try contacting an aviation school (Parks College of Aeronautical Engineering comes to mind), to see if one of the instructors there might have had some experience with the equipment you are describing. If it is old enough they might have to try and track down some of their retired professors to help you. You will probably have to give them Manufacturer, Make, and Model info to get back anything helpful.

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#5

Re: My Test Stand is a Calibration Mess

02/03/2013 1:20 AM

Are you trying to certify aircraft components? Are you an Authorized Repair Station for aircraft components. If you are a certified repair station then you should have the CMM's for the various components your testing and repairing. As an A&P/ Inspector, I am very familiar with CMM's and their contents which covers inspecting,overhauling and testing specs. Hopefully you are not working on aircraft components, as you do not set your on standards of which test parameters pass or fail. If you need more info. then start here.

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#6

Re: My Test Stand is a Calibration Mess

02/04/2013 3:00 PM

Have a look at ARINC Report 668, Guidance for Tool and Test Equipment (TTE) Equivalency, as a starting point to determine if the test stand is acceptable to be used for return to service of aviation components.

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#7

Re: My Test Stand is a Calibration Mess

02/05/2013 12:37 AM

Apparently the OP left the building. Pretty scary stuff to think this guy is trying to calibrate test equipment to his/her own standards. Under 14CFR part 145 spells out the whole ball of wax. Like,

§ 145.51 Application for certificate.

(a) An application for a repair station certificate and rating must be made in a format acceptable to the FAA and must include the following:

(1) A repair station manual acceptable to the FAA as required by § 145.207;

(2) A quality control manual acceptable to the FAA as required by § 145.211(c);

(3) A list by type, make, or model, as appropriate, of each article for which the application is made;

(4) An organizational chart of the repair station and the names and titles of managing and supervisory personnel;

(5) A description of the housing and facilities, including the physical address, in accordance with § 145.103;

(6) A list of the maintenance functions, for approval by the FAA, to be performed for the repair station under contract by another person in accordance with § 145.217; and

(7) A training program for approval by the FAA in accordance with § 145.163.

And that's just the beginning, it goes on and on.....

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Guru

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#8
In reply to #7

Re: My Test Stand is a Calibration Mess

02/05/2013 10:36 PM

Everyone back up two steps and re-read the original post. This is for military aircraft, which the FAA does not regulate. Not 14 CFR typ stuff.

We need some ex-mil jocks to pull up appropriate standards. ARINC? as previously posted?

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#9

Re: My Test Stand is a Calibration Mess

02/11/2013 10:25 PM

Thanks for the replies. I thought I had posted a comment earlier last week. I just now got a chance to check again and apparently I didn't fully get the comment posted.

Some of you folks are focusing on the wrong things. This is purely a metrology thread. This isn't a question of specs to test to. I have all those direct from the mfg (we'll call the mfg 'X') of the aircraft via critical item specifications (CIS) as well as the acceptance tests procedures (ATPs) 'X' flowed down from the CIS to the OEMs for accepting of the components. But these specs sometimes don't have any sort of tolerance on them, like "switch must turn on by 3500 psig". So the question is, absent any tolerance like that what do I chose as the required accuracy of my instrument?

Do I arbitrarily pick 25 psig and then wait to run enough parts through my bench to determine how close they come to the OEMs chosen limit of 3500 psig? If many parts are always turning on by 3200 psig then we won't have a problem with using 25 psig as the accuracy for our measurement. However if we find the parts are turning on at 3450 psig then we likely have a problem using 25 psig. The accuracy of the particular transducer we have is closer to 10 psig but this drives a tougher calibration effort which is also problematic.

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dj95401 (2); fixitorelse (1); Gone Coastal (1); lyn (1); pantaz (1); Ried (1); SWB123 (1); Techrep (1)

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