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It can be seen graphically from Figure 1-6 that requirement definition and design for high-risk components can be delayed until the test phase begins during which key data is acquired to resolve uncertainty. This key data is then fed back into the requirements definition process to allow the development of high-risk components to proceed. To allow engine test to proceed unencumbered, functionally equivalent hardware (GTA) must be provided during the initial test phase. The production configuration of the high-risk components is inserted into the development process late into the test phase resulting in less engine development time than their low-risk counterparts. This induces an additional potential technical risk of reduced product maturity at the beginning of the implementation phase. This issue deserves careful consideration in the risk assessment process (part of the requirements definition phase of the revised PDP) and will be discussed further in chapter 5. The preceding figures represent a general Product Development Process framework that can be applied widely to many different types ofproducts. Since the gas turbine engine business involves some rather specialized activities that are somewhat unique when compared to the automotive or other commercial industries, a more detailed description of the PDPs as they apply to the gas turbine engine control system business is in order. 1.3.1 Need Assessment At the highest level of abstraction, Needs Assessment usually represents an initial Request for Proposal (RFP) from the procuring activity (government or airline) for an aircraft propulsion system. The document contains performance requirements at the propulsion system level such as thrust, thrust specific fuel consumption (TSFC), thrust transient time limits, and airstart envelope. Targets for other attributes such product cost, weight, maintenance costs and turn time, support costs, reliability, and safety are also provided. 24PDF Image | Improving Gas Turbine Engine Control System
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