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the technology being used in the component has been successfully utilized previously in the target environment 26. This gate would almost seem to be common sense, but is important enough to deserve a specific task in the process. 5.2.5 Implications for Product Validation The proposal of utilizing non-BOM hardware during the initial engine ground test program would not be complete without an assessment ofthe risk to the engine and control system validation programs. The risk to engine-level validation is covered by assessing the interface risks and functional risks as described in the previous sections. This leaves the risk to control system validation. Since the basic premise of the GTA development concept is to delay the detailed design phase of affected components, this results in a reduction in valuable development engine experience, inserting the "production" configuration just prior to flight certification testing. This leaves little if any time for learning about this hardware configuration. Given a mature technology, the inherent risk ofreduced ground test engine experience associated with the GTA development concept is substantially mitigated by the normal development process that is followed by control system components. This process involves a substantial amount of bench testing at the component and system level as discussed in section 1.3.6. As discussed earlier, the two primary reasons for substantial bench development is to find and correct problems with the control system in a "safer" and less costly environment than on the engine, and because the extremes of environmental operation (ambient temperatures, worst case vibration at resonant conditions, etc.) will not be experienced until flight test or operational service. Issues associated 26 Neimeyer, Jonathan K. "Framework for Risk Reduction in Gas Turbine Product Development." SM Thesis, Massachusetts Institute ofTechnology, 2002, 66. 102PDF Image | Improving Gas Turbine Engine Control System
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