This paper introduces factors that characterise the organisational application of remote monitoring technology (RMT) for servitised strategies. Factors were developed through in-depth case studies of four manufacturers operating in aerospace, industrial equipment, marine and transportation sector. They suggest a very complex, multi-levelled, multifaceted and circular relationship between RMT and servitisation. When unfolding this relationship we need to consider: the value proposition, nature of the product and its hierarchical position in the customer's business, RMT functionality, type and amount of data required, and a number of other factors that either complement or constrain the use of RMT. By providing the necessary lenses, the proposed factors can help in exploring this complexity. One such exploration questions our understanding of outcome-based contracting.

This paper reviews the literature dealing with the nature and characteristics of no-fault found events within maintenance lines. Increasing systems complexities have seen a rise in the number of unknown faults that are being reported during operational service. Units tagged as 'No-Fault Found' are evidence that a serviceable component was removed, and attempts to troubleshoot the root cause have been unsuccessful. This scenario worsens when faults occurring at the component level are intermittent in nature. Here, the paper describes the prominent issues that have persisted across a variety of industrial applications and processes for decades. Some recent developments including standards, financial implications and safety concerns are highlighted.

Computational fluid dynamics (CFD) has become a powerful ally of the experimental test facility in revealing the flow physics of some highly complex flows. For certain classes of flow, CFD has reached maturity and is therefore being increasingly used in industry by designers. This paper is intended to show current transonic prediction capability at GE Aircraft Engines in terms of a recently developed 3D Navier-Stokes code. The flow simulations addressed are concerned with transonic fan design and illustrate those issues that are important to designers such as tip leakage flow, shock boundary layer interaction, boundary layer growth and account of internal solid bodies such as part-span shrouds and engine splitters. In this respect, three successively more complex Navier-Stokes simulations representative of modern fans: NASA Rotor 67, GE/Wennerstrom Rotor 4, and the GE/NASA E3 fan, are considered in this paper.

The automobile industry no longer relies on pure mechanical systems; instead, it benefits from many smart features based on advanced embedded electronics. Although the rise in electronics and connectivity has improved comfort, functionality, and safe driving, it has also created new attack surfaces to penetrate the in-vehicle communication network, which was initially designed as a close loop system. For such applications, the Controller Area Network (CAN) is the most-widely used communication protocol, which still suffers from various security issues because of the lack of encryption and authentication. As a result, any malicious/hijacked node can cause catastrophic accidents and financial loss. This paper analyses the CAN bus comprehensively to provide an outlook on security concerns. It also presents the security vulnerabilities of the CAN and a state-of-the-art attack surface with cases of implemented attack scenarios and goes through different solutions that assist in attack prevention, mainly based on an intrusion detection system (IDS).

A computational study was performed for the flow and heat transfer in rotating coolant passages with two legs connected with a U-bend. The dimensionless flow conditions and the rotational speed were typical of those in the internal cooling passages of turbine blades. The calculations were performed for two geometries and flow conditions for which experimental heat transfer data were obtained under the NASA HOST project. The first model had smooth surfaces on all walls. The second model had opposing ribs staggered and angled at 45 deg. to the main flow direction on two walls of the legs, corresponding to the coolant passage surfaces adjacent to the pressure and suction surfaces of a turbine airfoil. Results from these calculations were compared with the previous measurements as well as with previous calculations for the nonrotating models at a Reynolds number of 25,000 and a rotation number of 0.24. At these conditions, the predicted heat transfer is known to be strongly influenced by the turbulence and wall models. The differential Reynolds-stress model (RSM) was used for the calculation. Local heat transfer results are presented as well as results averaged over wall segments. The averaged heat transfer predictions were close to the experimental results in the first leg of the channel, while the heat transfer in the second leg was overestimated by RSM. The flow field results showed a large amount of secondary flow in the channels with rotational velocities as large as 90 percent of the mean value. These secondary flows were attributed to the buoyancy effects, the Coriolis forces, the curvature of the bend and the orientation of the skewed ribs. Details of the flow field are discussed. Both the magnitude and the change of the heat transfer were captured well with the calculations for the rotating cases.