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for the control system. Thus, uncertainty in the basic engine design translates directly into uncertainty in control system requirements. In the current product development process, early design uncertainty is generally assessed and mitigated "locally" within each module center. For example, the combustor group might devise an innovative method to improve combustor stability and lean blowout margin based on complex three-dimensional computational fluid dynamics (CFD) modeling. Until the model is validated, a substantial level of risk might exist due to uncertainty in the analysis. The uncertainty could be resolved by running a full engine test, but the consequence of failure would be severe from a schedule standpoint since the lead- time of a redesigned combustor could be several months. To mitigate this risk, a combustor rig that simulates the combustor interfaces and gas path conditions is fabricated and assembled. It provides the opportunity to heavily instrument different areas of the combustor that might be very difficult or impossible to instrument in a full engine in order to gain a better understanding ofthe aerodynamic phenomenon within the combustor. This data will be used to "calibrate" the model to reduce the design uncertainty. Parametrics with different hardware configurations can be assessed to better optimize the design prior to full engine test. This methodology is followed in some form by every module center to mitigate risks on a "local" level. When interface uncertainty arises, however, the more common approach used to mitigate risk is through design conservatism. For example, when the compressor group designs the variable inlet stators and actuation linkage, it must define the associated aerodynamic and friction loads. Since uncertainty in the load has little impact on hardware they design, the risk is mitigated by flowing down a conservative load requirement (usually by adding the uncertainty to the nominal prediction, then adding an additional margin of safety). As previously discussed in section 4.2.2, the actuation system is designed to meet this load capability with a worst case 78PDF Image | Improving Gas Turbine Engine Control System
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