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with the design of associated plumbing and electrical harnessing was assumed for the actuation pumping system. Engineering effort to integrate the system together was also included. Five sets of hardware (one for closed-loop bench, three for ground test engines, and one spare) were assumed. The benefit for scenario number 1 listed above (design iteration avoidance) was estimated by calculating the cost of the redesign and requalification ofthree actuator part numbers, three EHSV part numbers, and one pump part number. Costs included were NRE (design), additional development units (two supplier units, three engine, one CLB, and one spare) and requalification test costs for flight certification. The benefit for scenario number 2 listed above (LCC impact avoidance) was estimated by calculating the LCC impact due to excessive weight only. This is a conservative assumption realizing that reduced weight will likely also result in reduced cost and potentially reduced heat load. A one-pound reduction for the small actuator, two pounds for the medium actuator, three pounds for the large actuator, and five pounds for the pump were assumed. Assuming a life cycle cost weight trade factor of $IOM/lb (a typical value for a modern jet fighter with a 30-year life cycle), benefits for an average year ofoperation and for the engine's life cycle were calculated. The results of the business case analysis confirmed the hypothesis of the revised development framework. For scenario 1, the cost/benefit ratio for iterating only the actuators and EHSVs was calculated at 0.77, meaning that the cost of implementing GTA hardware for the actuators and EHSVs was only 77% of the benefit gained for avoiding a redesign/requalification of this hardware. Assuming the avoidance of a design turn on ALL GTA hardware (actuators, EHSVs, and pump), the cost/benefit ratio was 0.69. This indicates that, assuming a hardware 107PDF Image | Improving Gas Turbine Engine Control System
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