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pump (due to the higher pressure required) could also be significant. The impacts of these attributes must be assessed in relation to the status of the control system holistically. In other words, if system heat generation margin exists, the additional heat load associated with the fuel pump might result in a "low risk" assessment. Conversely, if the control system weight estimate exceeds the allocated target, the nozzle actuator might be assessed as "high risk". It is possible that both will be assessed as "high risk". In any case, the decision to apply the revised framework and delay design decisions will be based on risk thresholds determined by program management. The process described here attempts to define a quantitative approach to assessing risk. The process, in fact, utilizes quantified trade factors (i.e. sensitivities) for various product attributes to aid in the overall risk assessment. However, the actual process of combining the attributes to generate an overall risk assessment is qualitative in nature. Improvement of this overall process is left for future research. 5.1.3 Determination of Requirements to be Assessed Since each control system component might have hundreds of requirements levied on them, only the "significant" requirements responsible for driving the important design attributes (product cost, weight, reliability, envelope, etc.) need undergo this uncertainty assessment. In general, these will be the primary functional component requirements such as stroke and slew rate for actuators, flow and pressure rise for pumps, and accuracy for sensors. These requirements should be capable ofbeing adequately resolved within a timeframe that meets program expectations. For example, if program management expects the Initial Flight Release (IFR) hardware configuration to be representative of the production configuration, all requirement uncertainty resolution and design iteration must occur prior to flight certification. 91PDF Image | Improving Gas Turbine Engine Control System
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