1. Reliability Centered Maintenance Condition Based Maintenance
Good Morning, Ladies and Gentlemen. My name is Marc Borkowski, and I’m the Director of Maintenance Engineering at the Naval Sea Systems Command.
NAVSEA is the largest of the Navy's five system commands. With a budget of over $20 billion, NAVSEA accounts for nearly one quarter of the Navy's entire budget.
With a force of 53,000 civilian, military and contract support personnel, NAVSEA engineers, builds, buys and maintains the Navy's ships and submarines and their combat systems. To accomplish this, we manage 150 acquisition programs and foreign military sales cases.
NAVSEA has the further responsibility of establishing and enforcing technical authority in combat system design and operation. These technical standards use the organization's technical expertise to ensure systems are engineered effectively, and that they operate safely and reliably.
As the Director of Maintenance Engineering, I am charged with the responsibility of establishing and promulgating RCM and CBM
policy and procedures across the NAVSEA enterprise.
In this presentation, I will discuss the importance of Condition Based Maintenance to NAVSEA and fleet readiness, the relationship between Condition Based Maintenance and Reliability Centered Maintenance, and how NAVSEA implements these maintenance strategies.
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Reliability Centered Maintenance
Condition Based Maintenance
Mr. Marc Borkowski
Director of Maintenance Engineering (SEA04RM)
Distribution Statement A: Approved for Public Release; Distribution is unlimited.

2. Maintenance Engineering
What Does NAVSEA 04RM Do?
3M:
Planned Maintenance
Maintenance Engineering
Education
Maintenance
Requirements
Policy Support
Calibration
METCAL
SISCAL
TMDE
As you can see, the hub of the SEA 04RM maintenance division is Reliability Centered Maintenance and Condition Based Maintenance. From this core maintenance philosophy, radiates product lines directly related to sustaining our Fleet.
Beginning at the One o’clock position, we have maintenance requirements policy support. SEA 04RM is our center of excellence for RCM and CBM, and is charged with developing and updating core maintenance policies, which are promulgated throughout NAVSEA and its Field Organizations. This includes maintenance policy that applies to new construction. I will discuss this in more depth later.
Moving clockwise, we have the Common Maintenance Practices Working Group (CMPWG) which seeks continuous improvement in maintenance requirements by eliminating requirements “creep” and cumbersome maintenance procedures and practices. This in turn derives cost efficiencies through the standardization of maintenance best practices across all platforms.
Maintenance improvement is a living process and SEA 04RM is charged with conducting Maintenance Effectiveness Reviews (MERs), to periodically and systematically use the RCM process to review existing planned maintenance. NAVSEA conducts at least four major MER events and twelve workshops per year.
CBM+ is the DoD program for application and integration of processes, technologies and knowledge based capabilities to improve the reliability and maintenance effectiveness of systems and components. CBM+ is the primary reliability driver in the total-life-cycle systems management strategy for DoD. SEA04RM is the focal point for CBM+ in NAVSEA.
The Maintenance Resource System (MRS) is a database and process that is integrated with the ships 3M system which works to help quantify the annual surface ship depot level maintenance cost requirement in conjunction with technical foundation papers and ship sheets.
SEA 04RM also maintains all of the calibration programs of record for all ships, ranging from installed instrumentation (SISCAL) to portable test equipment.
The 3M/PMS system is the process we use to schedule shipboard organizational level maintenance as well as report corrective maintenance actions and Sailor maintenance feedback. For us, 3M is where the rubber meets the road – where the NAVSEA developed policies and procedures are applied by our Sailors onboard our ships.
Finally, Maintenance Engineering Education….our RCM Certification Program helps us to ensure our engineers and logisticians have a thorough understanding of RCM and CBM and can apply these principles to their daily jobs. Since inception in 2001, NAVSEA has trained over 5,500 people in RCM fundamentals.
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RCM Based
CBM
Maintenance
Resource System
(MRS)
Common Maint Planning
Working Group
Class Maintenance Plans
CBM+
Maintenance
Effectiveness
Reviews (MER)
High Visibility - High Return Programs

3. History of RCM & CBM at NAVSEA
Nowlan & Heap
Reliability Centered
Maintenance
1978
Integrated Condition Assessment System (ICAS) 1995
NAVSEA
RCM & CBM INSTRUCTION
2009
DODI
CBM
2007
MIL-STD-
3034
2011
We are all wary of new programs that come along and promise to dramatically change everything for the better, and then after a couple years, they are replaced by the next new program. This is not the case with RCM. The methodology we call RCM was initially developed by the airline industry in the 1960s as an answer to control the ballooning cost of overhaul driven maintenance on aircraft. RCM was a well documented, engineered approach, to balance maintenance lifecycle cost without effecting operations or safety.
Now some history: DoD sensed that the airlines were doing something good and commissioned United Airlines to put RCM down on paper in the form of a manual, which they did in This volume, simple titled Reliability Centered Maintenance, is the capstone document for all RCM processes we have today. After DoD published this RCM book, the individual service branches followed suit with their own application of RCM. NAVSEA 04 originated the Navy RCM MILSPEC MIL-P-24534A in 1985.
To push forward to implement Condition Based Maintenance took a giant leap not just for surface ships but for all platforms with the initial installation of an Integrated Condition Assessment (ICAS) system in With ICAS we can monitor machinery real-time and predict potential failures and the LCS program is taking ICAS to new heights. Around the same time, NAVSEA kicked-off the systematic RCM-based review of all existing ship maintenance with the Fleet Maintenance Effectiveness Review (FLEETMER). The FLEETMER process continues through today, with over 60 completed reviews and greater than 40 percent reduction in organizational level maintenance hours.
The Defense Department solidified RCM as the basis for CBM in 2007 with the Condition Based Maintenance Plus for Material Maintenance Instruction. During the same year, the Navy reissued their own CBM Policy OPNAV instruction, which also solidified the relationship of RCM to CBM.
Two years later NAVSEA issued its own RCM & CBM instruction, bringing the DOD, and OPNAV policies to our ships with specific RCM requirements for maintenance development especially during acquisition. And just last year we assessed how well we are implementing the CBM policies with a CBM Distance Support study that originated with our minesweepers, but grew into a NAVSEA-wide review.
Finally, to update the RCM process we first established with the MIL-P in 1985, NAVSEA updated it with a new DoD MIL Standard 3034, which was just signed out in January of this year. As you can see, the common denominator for maintenance for the last 25+ years at NAVSEA is reliability- centered maintenance.
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NAVSEA
MIL-P-
24534A
1985
SMARTSHIP RCM AND FLEETMER
1996
OPNAV
CBM POLICY
2007
DOD RCM MANUAL M
2011
RCM and CBM began with the Airline Industry in the 1970s and was adopted by NAVSEA soon after. CBM underpins today’s Navy ship maintenance policy.

4. RCM is Our Policy
DoDI , Condition Based Maintenance Plus (CBM+) of 2 Dec states…
“CBM+ is maintenance performed on evidence of need provided by reliability centered maintenance (RCM) analysis and other enabling processes and technologies…”
OPNAVINST A (CBM Policy) “At the core of Navy maintenance, Reliability-Centered Maintenance (RCM), defined in OPNAV provides the principles and rigorous methodology needed to select the appropriate type of maintenance”
NAVSEAINST B - Requires RCM analysis for ALL maintenance development & requires RCM Certification for all maintenance developers.
NAVSEAINST CBM & RCM Policy - Delineates RCM roles and responsibilities throughout NAVSEA.
I previously showed a timeline referencing various policy documents that drive CBM at NAVSEA, but they do apply to all branches of the service. The 2007 Department of Defense CBM instruction established the requirement for implementing CBM+ into weapons systems development. It defines CBM as maintenance based on objective evidence of need and reiterates that reliability centered maintenance is the basis for CBM. The 2008 DoD CBM Plus Guidebook defines RCM as the defining process for determining effective maintenance strategies, and that CBM is the source of methods and technologies to execute those maintenance strategies. It is important to note that technologies are what we use to enable Condition Based Maintenance, but that RCM is its engineering foundation.
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5. NAVSEA RCM Tools MIL-STD 3034 “Reliability Centered Maintenance Process”
Released in January 2011
Navy standard, but available to all services
12 Phase fully detailed RCM process
Associated Data Item Descriptions (DIDs) for each Phase
Our new MIL Standard, 3034 for RCM is the detailed, step by step process we use to perform RCM analysis in the
development of maintenance for our ships, submarines and carriers. While it is a Navy standard, specific to NAVSEA,
it contains the fundamental phases of the RCM process which trace back to Nowlan & Heap, and complies with the
DoDI and SAE JA-1011 RCM standards.
In addition, each phase comes with an associated Data Item Description, or DID which can be used to accompany the
Standard for contractual purposes. MIL STD 3034 has just been invoked as the RCM process for all maintenance
development for the Ohio Class replacement submarine program.
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6. CBM is CNO’s policy for maintaining ships.
RCM Is the Hub of CBM
CBM is CNO’s policy for maintaining ships.
Some of you may have seen this graphic before. Originally developed by NAVSEA, it has been adopted as a symbol for CBM among other service branches. It shows the fundamental relationship between CBM and RCM. As a wheel begins with a hub, CBM begins with RCM. From the rules provided in the RCM process, there are three things we can do with respect to maintenance: (i.e. the spokes of the wheel)
We can choose to prevent the failure with a Preventive Maintenance task and this includes equipment and systems assessments.
We can decide the failure is low risk and choose to allow a failure and use a fix when failed approach, or Corrective Maintenance.
We can decide the failure is unacceptable in terms of risk and decide to do an alteration or an engineering change to eliminate the possibility of failure. We call this Alterative maintenance.
These three maintenance decisions come directly from the RCM logic process.
The combination of these approaches to failure modes forms the Failure Management Strategy that comprises RCM. At the end of the analysis we have a valid list of RCM based maintenance tasks. How we choose to implement those tasks rounds out the CBM process. DoD defines CBM as “maintenance based on the evidence of need” and the RCM process provides that evidence. Regardless of whether we use sensor technology, real-time monitoring, remote or distance support, or even a physical, manual approach to PM, the most cost effective way of performing the RCM based maintenance requirements will enable CBM.
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RCM provides
“Rules of Evidence.”

7. All RCM derived PM tasks are scheduled
RCM’s Role in CBM+
CBM is the foundation for your maintenance program
RCM provides the means to establish CBM
All RCM derived PM tasks are scheduled
By calendar
Visual inspection
Predictive maintenance technology
Vibration monitoring
Wireless sensors
Oil Analysis
Infrared technology
Acoustic Technology
Others
Just as CBM forms the foundation of our maintenance program, RCM provides the means to establish CBM. Once we have identified the RCM derived Failure Modes, we use these to develop RCM-based maintenance requirements. At this point, we can pick and choose from among the best available resources to trigger maintenance procedures. Among the choices we have are predictive maintenance technologies such as wireless sensors, oil analysis, infrared thermography. But CBM can also include manual visual inspections. It can even contain calendar based hard-time tasks if we have data to support that decision. The key to choosing the proper approach to CBM is determining the “return on investment” or ROI for the technology.
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8. Does PM “Pay for Itself?”
Two RCM Processes
Initial PM Development
(Classic Approach)
Partitioning
Interfaces
FMEA
Risk Assessment
RCM Logic
Risk Management
Improvement
MER & RCFA
The fundamentals of the MIL-STD 3034 RCM process are shown on the top, as the process for Initial PM Development,
but we at NAVSEA also use a Backfit RCM process, shown below it.
As a continuous improvement process, Backfit is used to evaluate maintenance that was previously developed by the RCM process
and we now have operating history and data. During the initial RCM we had to make assumptions on some failure modes during
the Failure Modes and Effects Analysis, and also during the RCM Logic tree analysis. Now we can use Backfit to validate those
assumptions. Backfit RCM has two goals:
1. Improve maintenance by validating existing PM, and eliminating inefficiencies.
2. Fill in any gaps that were missed during the initial analysis.
Backfit is the process we apply to our Maintenance Effectiveness Review (MER) program.
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How accurate was FMEA?
Does PM “Pay for Itself?”
How well does PM work?
Age Degradation
Applicability
Effectiveness
Backfit RCM
(PM re-engineering)

9. FLEET Maintenance Effectiveness Review - FLEETMER
Objectives
RCM-based review for all Planned Maintenance actions (O, I, & D)
Institutionalize execution of RCM maintenance engineering
Standardization of Assessment processes across similar systems (where possible) and between all assessment agencies
Standardization of Maintenance Processes across all platform types (Surface, Carrier, Submarine)
The Fleet Maintenance Effectiveness Review Process (FLEETMER) is the practical implementation of the Backfit RCM process on the maintenance on our surface ships, originally, but now has been expanded to include carriers and submarines. Backfit RCM was developed by NAVSEA in the mid 1990s as a way to quickly and efficiently evaluate an existing maintenance task from an RCM perspective, using an RCM-based methodology.
Based on empirical evidence a decade ago, it was evident that Navy shipboard PMS requirements were excessive. In fact, the amount of PMS workload was identified as a negative in a CNO quality of life study done in the 1990s. Many ideas at improving quality of life (or service) were proposed and a ship was picked (USS YORKTOWN, known as the Smartship) to try proposed initiatives. The time was ideal for NAVSEA to use RCM principles as a means to examine the YORKTOWN PMS package to eliminate unnecessary, time-consuming tasks and thus ensure it encompassed the optimal set of prescribed maintenance tasks needed to sustain ship readiness at reduced PMS workload.
The Backfit RCM methodology was applied to the USS YORKTOWN (CG-48) PMS package as part of the overall Smart-Ship Program in Initial results concluded that a 46 percent reduction in ship’s force PMS workload could be realized without adversely impacting safety, mission, or the environment. Based on this success, NAVSEA rolled out the MER process to all surface ships starting in As you can see, from a baseline of about 30,000 manhours per ship in 1997, we have reduced the PM workload on our Sailors by over 40% to the current levels. We continue to run the FLEETMER program today, doing about one each quarter and we have expanded it to include Intermediate and Depot maintenance requirements and across platforms to Aircraft Carriers and Submarines. Other than “right-sizing” the maintenance workload, it has other benefits such as reductions in use of hazardous materials (HAZMAT), improvement of the quality of our maintenance procedures, and implementation of “best practices” across all NAVSEA platforms (ships, submarines and carriers).
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Payoff
“Right-size” the maintenance volume
Ensure platforms reach expected operating life
Develop forecasts for long-range maintenance budgeting.

10. RCM Certification at NAVSEA
RCM Training & Certification Program
Level I – Basic fundamentals and “Backfit RCM” process
Two day course of instruction – “Intro to RCM”
Level II – “Classic RCM”
One week course of instruction
How to develop maintenance requirements
Level III – Train the trainer
Government only
Two week course of instruction
Level I and Level II plus experience
In order for our workforce to implement our RCM policies, we need to have them educated in the RCM process. To accomplish that,
we have established an RCM certification and training program. We require RCM certification of all engineers and logisticians who
are directly involved in maintenance development or modification.
There are three levels of certification.
Level I, a two day course, covers the Backfit RCM process and is a good introduction to RCM.
Level II is a five day course for the MIL-STD 3034 RCM process.
Level III is for Navy employees who we choose to teach RCM Level I at their commands.
RCM - A consistent, repeatable, auditable process for maintenance development

11. RCM Certification at NAVSEA
RCM Training & Certification Program
Certifications are valid for three years
Classes taught approximately once per month (L2) and once per quarter (L1)
Training team can travel offsite from Fairfax, VA
Recertification available online via ePMS Gateway
DAU RCM Training
Fundamentals of RCM (2 hour course)
DAU Continuous Learning Module CLL-030 (
The Level I and II Certifications are good for 3 years, and the Level III is a one year certification.
To facilitate Certification, we have developed an online recertification process, on our eRCM website, where students can take the exam remotely.
In addition we encourage employees to take the DAU RCM course, which offers a good fundamental introduction to RCM and only
requires about two hours of time.
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12. NAVSEA RCM Summary People Policy Process Payoff
RCM Certification & Training Program
Classic RCM Course (Level II)
RCM Intro/Backfit Course (Level I)
Three Year Certification
Recertification available online
Available to all Services & Government agencies
Policy
NAVSEAINST B
Requires RCM Certification for Maintenance Developers
Requires RCM for maintenance development
NAVSEAINST
Delineates CBM & RCM Policy at NAVSEA
In Summary, we focus our RCM management on three P’s:
People: An investment in education, and certification, and professional development to ensure we have good RCM analyses.
Policy: We established and maintain current RCM policy instructions that require RCM and CBM for our maintenance.
Process: We have established our MIL-Standard as our RCM process for Classic RCM and we also use our NAVSEA RCM
manual as the process guide for Backfit RCM
Finally, the payoff we see has been in right-sizing our Fleet maintenance volume, over 6000 people certified by our
RCM training program since 2001, and a Best Manufacturing Practices Center of Excellence award for our RCM training program.
In the past we have been successful with applying RCM to our in-service equipment, we have been successful recently in driving
RCM into our acquisition programs, with our most recent examples being the DDG Destroyer and the Ohio-class replacement submarine programs.
This concludes the presentation – Questions?
Process
MIL-STD 3034 RCM
Step by step RCM Process
Associated DIDs for contracting
Available for all Services use
NAVSEA RCM Manual
Describes fundamentals of Level 1 and Level 2 RCM
Payoff
>40 % Average maintenance manhour reduction since Backfit RCM enacted in 1997
Since 2001, over 6000 RCM Certified
Best Manufacturing Practices Center of Excellence award 2009
RCM being used for new Ohio Class submarine replacement program and DDG-1000

13. QUESTIONS
And now I am happy to take any questions.