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program implementing the framework would have a reasonable chance to break even with subsequent programs reaping the benefits ofGTA hardware re-use. Program schedule has the potential for negative impact unless careful planning ofkey activities and decision milestones and managing to the plan is accomplished. Although the development schedule becomes must less arduous leading up to first hardware delivery since hard design decisions are being delayed, schedule compression is still likely to occur between FETT and final hardware delivery just prior to flight certification. Management support of acquisition and analysis of key engine data at the earliest possible opportunity is of the utmost importance to avoid a program delay. Clearly, the primary benefit of the GTA development concept is more optimum component designs, resulting in lower cost and weight and ultimately a more satisfied customer. A secondary benefit is the ability to design components right the first time to "real" requirements, rather than designing to educated guesses, knowing that downstream iteration is inevitable. This approach is psychologically more palatable to the average engineer and will result in a happier, more motivated work force. 5.5 Chapter Summary This chapter described an improved methodology for control component development in which design requirement decisions are delayed until uncertainty can be resolved. This is not a "one-size-fits-all" framework since different levels of risk are associated with the various control system components. The initial step of the revised process is to assess the risk of design requirement uncertainty for all components and make a judgment on application of the revised process. The risk threshold should be defined on the "local" level by program management based on program goals and performance against those goals. 116PDF Image | Improving Gas Turbine Engine Control System
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