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component design features (e.g. actuation loads drive piston size and/or pump size, heat load generation drives heat exchanger sizing, etc.), the higher the probability that a significant change in requirements will occur once actual engine data has been obtained. Hence, the probability of failure can be thought of as requirement uncertainty. The consequence of failure can be thought of as the cost and/or schedule risk associated with recovering from such a change in requirements or the penalty incurred (in terms of product cost, weight, reliability, safety, etc.) by accepting an overly conservative requirement. Requirements can change in either direction, but due to the conservatism baked into the initial requirements to cover the uncertainty, these derived requirements will often be relaxed as uncertainty is resolved. In this respect, consequence of failure can be thought of as consequence of uncertainty. Substituting our revised terms into the previous definition of Risk yields Risk = (Uncertainty) * (Consequence of Uncertainty) 5.1.1 Component Risk Assessment Matrix Figure 5-1 presents a Component Risk Assessment Matrix that can be used to aid in the quantification ofrisk as previously discussed. The data used to populate the matrix are fictitious, but is intended to be representative of real-world hardware. A "high-moderate-low" coding of certain attributes has been done based on somewhat arbitrary risk thresholds. During the initial engine design phase, the uncertainty associated with engine-level or module-level design parameters that become control system requirements (actuation loads, burned fuel flow rates, etc.) must be estimated. The ease and accuracy of this estimate will vary widely depending on the particular parameter being assessed. Thomke suggests that organizations play an important 84PDF Image | Improving Gas Turbine Engine Control System
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