Ship maintenance

Navy Refines How Data Analytics Could Predict Ship Maintenance Needs


Hull Maintenance Technician 1st Class Patrick Zembol, from Romeo, Mich., Welds a stud in the welding shop aboard the aircraft carrier USS Ronald Reagan (CVN-76). US Navy Photo

The post has been updated to include the correct terminology.

WASHINGTON, DC – Extending the life of existing ships using data-driven maintenance efforts is the best strategy to achieve a navy of 355 ships, said the chief engineer of Naval Sea Systems Command.

The key to maintaining ships and allowing the Navy to extend their lifespan is data analysis, said Rear Admiral Lorin Selby, chief engineer and deputy commander of design, integration and development on Thursday. naval engineering at NAVSEA, at the American Society of Naval Engineers’ annual technology, systems and ships symposium.

“I have ships with a number of sensors on them, measuring things like reduction gears, shaft components, turbines, generators, water jets, air conditioning installations, packs high, a number of components, and we’re actually pulling data from those vessels. , in data acquisition systems, ”said Selby.

At the Philadelphia Division of the Naval Surface Warfare Center, Selby’s team analyzes data gleaned from the operations of smaller ship components to determine how often those components require maintenance, oil changes, changes filters, other maintenance and replacement actions. The process is called conditional maintenance plus (CBM +), and Selby wants CBM to improve vessel maintenance.

“It’s one of the things we’re doing to get after using the technology we have today to operate the vessels we have today more efficiently and effectively,” said Selby.

The Navy dabbled with CBM for years. A 2008 Department of Defense guide to condition-based maintenance mentions NAVSEA’s efforts. However, two years ago at the ASNE TSS Symposium, NAVSEA Commanding Vice-Admiral Tom Moore told USNI News that the Navy’s use of CBM may have gone too far and disrupted the ability of shipyards to properly plan major maintenance jobs.

In previous attempts to incorporate CBM, it was believed that if major efforts like tank refurbishment were carried out only when needed, rather than on a predetermined schedule, the Navy might avoid spending time and money to work before the need arises. However, it also meant that the shipyards would not have a clear work package before a ship showed up at the jetty, adding uncertainty and ultimately more time and cost in the process. availability of maintenance.

This time around, Selby sees condition-based maintenance as a way to deal with smaller maintenance items so that analysis of the data indicates to the ship’s crew of components that are having minor performance issues or showing failures. signs that they are about to fail before the failure. occurs.

This summer, a pilot program using corporate remote monitoring will take place on an Arleigh Burke-class destroyer, he said. The collected data will be sent for analysis and operators will learn how to use the data to understand how their systems are performing and whether maintenance or repairs are needed.

Selby wants to have a system of applications that the Navy can use to collect data from ship components, analyze the data, share it with operators, and plan work. He wants to organize a competition for application developers to create applications that the Navy will test for use in the fleet.

Describing his vision, Selby said, “The systems that will monitor, say the turbine; it will tell the operators when a work procedure needs to be done and it will also tap into the work package side of the house and generate a work package that will be sent to the ship, to the work center, to do the work. And if there is a part involved, she will be able to extract a part from the supply system.

Testing is ongoing, but Selby concedes there are hurdles the Navy must overcome before a full-scale deployment. The Navy struggles to transmit data securely, which Selby discussed in a previous session of the symposium. Data must also be secure.

“The performance of a given asset is something we want to keep close. So I think what you need to do is organize this up front with that kind of security mindset, ”Selby said. “You can harvest this data and you could potentially discover vulnerabilities, so you need to protect it. This is part of my project: by doing this, we are integrating this security aspect into the program.

Extending the life of the Navy’s current fleet is essential if the Navy is to grow to 355 ships, Moore said in his opening remarks after Selby’s intervention on Thursday. The Navy, Pentagon military planners, White House, and lawmakers are all eager to reach 355 ships as soon as possible, as Moore said current forces are stretched too far.

“We in the Navy don’t have enough forces to go wherever we need to go, and we have a pretty fragile mix of ships, so when we run out of an availability that comes out on time, or we don’t let’s not build something on the schedule they’re supposed to meet, there are real world consequences to that, ”Moore said.

The real determining factor in whether a ship’s life can be extended, Moore said, is the flexibility of the platform. The Arleigh Burke class is today the workhorse of the Navy as, over the past 30 years, the Navy has successfully updated its operating systems. Moving forward, Moore said extending the lifespan of ships in this class means relocating many of the older I and II flights with a scaled-down version of the AN / SPY air defense and missile radar. -6 (V) (AMDR) to keep these ships suited to current and future mission needs.

“If you are willing to do the maintenance of the ships, hull and mechanical point of view, you absolutely can keep them longer,” said Moore. “The problem is really not to be able to keep them for 50 years; the problem is whether they retain their relevance in combat. If they can maintain their relevance in combat, we know we can keep them longer.


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