This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
FIA16: Leonardo Aircraft Division: M-346 programme - the dual role conceptLeonardo
During 2016 edition of the Farnborough Airshow, Leonardo Aircraft Division presented the M-346FT (Fighter Trainer), the latest variant of the platform, ideal to train next generation of fighter pilots
The document outlines a 10-step process for preliminary aircraft configuration design and propulsion system integration. It involves selecting the overall configuration, fuselage layout, propulsion system type and layout, wing and empennage design parameters, landing gear type, and integrating major systems. The goal is to perform initial sizing, modeling, analysis and iteration to develop a feasible preliminary design that meets mission requirements.
We have all seen them! Those people standing in front of an airplane, making gestures to guide the aircraft into a stand.Who is allowed to do this and what do these hand signals mean?
AViation Meteorology weather effects hazards Muhammad Umair
This document summarizes various weather hazards that can impact aviation safety. It discusses hazards at both local and regional/global scales that can be encountered in airport terminal areas or en-route. Some key hazards mentioned include thunderstorms, icing, reduced visibility, hurricanes, and wind shear. The document also provides an overview of instrument meteorological conditions and forecast products available to pilots to help assess weather risks, such as TAFs, AIRMETs, and resources from the Aviation Weather Center.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
This presentation give the total overview of aircraft tyre from manufacturing to storage to basic design criteria and selection of main wheel, nose wheel. This ppt gives brief view into manufacturing process, precaution in storage and types of wear occurring in tire
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
FIA16: Leonardo Aircraft Division: M-346 programme - the dual role conceptLeonardo
During 2016 edition of the Farnborough Airshow, Leonardo Aircraft Division presented the M-346FT (Fighter Trainer), the latest variant of the platform, ideal to train next generation of fighter pilots
The document outlines a 10-step process for preliminary aircraft configuration design and propulsion system integration. It involves selecting the overall configuration, fuselage layout, propulsion system type and layout, wing and empennage design parameters, landing gear type, and integrating major systems. The goal is to perform initial sizing, modeling, analysis and iteration to develop a feasible preliminary design that meets mission requirements.
We have all seen them! Those people standing in front of an airplane, making gestures to guide the aircraft into a stand.Who is allowed to do this and what do these hand signals mean?
AViation Meteorology weather effects hazards Muhammad Umair
This document summarizes various weather hazards that can impact aviation safety. It discusses hazards at both local and regional/global scales that can be encountered in airport terminal areas or en-route. Some key hazards mentioned include thunderstorms, icing, reduced visibility, hurricanes, and wind shear. The document also provides an overview of instrument meteorological conditions and forecast products available to pilots to help assess weather risks, such as TAFs, AIRMETs, and resources from the Aviation Weather Center.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
This presentation give the total overview of aircraft tyre from manufacturing to storage to basic design criteria and selection of main wheel, nose wheel. This ppt gives brief view into manufacturing process, precaution in storage and types of wear occurring in tire
This document provides information about aircraft drawings, including:
1. It describes different types of drawings like detail drawings, assembly drawings, and installation drawings that provide information about individual parts, assembled objects, and part locations.
2. It discusses drafting techniques used in drawings like orthographic projections, sectional views, title blocks, dimensions, tolerances, and pictorial views.
3. It explains various drawing annotations used to identify parts, revisions, materials, and locations on aircraft like reference numbers, zone numbers, station numbers, and butt lines.
The document defines and explains the basic components of a typical aircraft, including:
- The fuselage, which contains the crew and payload.
- The wing, which produces lift and is made of two halves connected by the fuselage.
- The engine, which can be piston-driven or jet-powered.
- Horizontal and vertical stabilizers, which provide stability and are made of airfoil cross-sections.
It also describes basic control surfaces like the elevator, rudder, and ailerons, and additional components such as flaps, the cockpit/cabin, landing gear, and trim tabs.
The document defines preventive maintenance and outlines who is authorized to perform it according to FAA regulations. It specifies that holders of pilot certificates can perform preventive maintenance on aircraft they own or operate, including private pilots. The document lists the specific preventive maintenance tasks allowed by FAA regulations and provides guidance on maintenance records, required performance standards, and additional FAA resources.
This document provides guidance on ramp safety for vehicles operating in airport areas. It outlines definitions for different surface areas like movement areas, maneuvering areas, and aprons. It discusses authority requirements, speed limits, right of way rules for vehicles, aircraft, and other equipment. Safety procedures are presented for various hazards like jet blast, propellers, equipment being towed or pulled, weather conditions, and markings/signage in ramp areas. The goal is to provide information to ensure safe vehicle operation around aircraft in airport operations areas.
Flexible hoses are used in aircraft fluid systems to connect moving parts. There are three main types of hoses based on pressure rating: low, medium, and high pressure. Hose construction involves an inner tube, reinforcement layers, and outer cover. Common materials for each component are described. Proper hose installation requires slack, avoiding twists or sharp bends, and use of supports and clamps. Hose identification and maintenance procedures are also outlined.
In 1994, the University of Texas Human Research Project and Delta Airline developed the Line Operations Safety Audit (LOSA) program. With time, the LOSA program evolved into what is now known as Threat and Error Management (TEM).
The TEM framework is an applied concept which emerged from the observations and surveys of actual flight operations. It considers the various issues that a flight crew may encounter as a result of internal and external factors.
This model explores the contributing factors of the threat to aviation safety and, in turn, allows for the unearthing of ways to mitigate them and maintain proper safety margins. Now recognized and adopted across continents, the TEM framework aims to educate flight personnel on managing threats and errors before they degenerate into serious incidents or accidents. It is important to note that TEM is also applicable to maintenance operations, cabin crew, and air traffic control.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
During the Airbus Military Trade Media Briefing 2013, held on May 29th and 30th 2013,
Angel Barrio Cardaba Head of Engineering and Technology provided an overview on a number of technological developments at Airbus Military over the past year. But the key system highlighted was the C295 W.
According to Airbus Military:
Featuring winglets and uprated engines as standard, the new model will provide operators with enhanced performance in all flight phases but is particularly aimed at those operating at “hot and high“ airfields where payload increases in excess of 1,000kg are promised.
In intelligence, surveillance and reconnaissance (ISR) roles such as airborne early warning (AEW) the enhancements will increase endurance by 30-60min and permit an operating altitude up to 2,000ft higher than now.
The new features will also provide an overall reduction in fuel consumption of around 4% depending on configuration and conditions.
The C295W, assembled in Seville, Spain, is being offered to the market from now on and will be the standard version of the aircraft in all versions from the fourth quarter of 2014. Certification is expected in 2Q14.
Airbus Military is committing to the C295W following flight-trials with winglets fitted to its company development aircraft which showed positive results for a weight penalty of only around 90kg.
The engines are the Pratt & Whitney Canada PW127 turboprops which power all versions of the C295. New procedures recently certified by Canada and Spain permit operation in the climb and cruise phases at higher power settings at the discretion of the operator. As well as improved hot and high performance, the procedure improves operation over very high terrain such as the Andes or Himalaya mountains with only a minor influence on maintenance cost.
Structural detailing of fuselage of aeroplane /aircraft.PriyankaKg4
This presentation is about the structural detailing of fuselage of aeroplane .The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings.
This document provides information and guidelines for ramp safety officers at Indonesia AirAsia. It defines key terms and abbreviations. It outlines the ramp structure and organization, as well as responsibilities of ramp safety officers. It describes important ramp activities like aircraft ground handling, use of ground support equipment, and ensuring safety during aircraft turnarounds in the 25 minute target timeframe. It also covers safety management, human factors, and regulations regarding dangerous goods transportation.
Chapter 01 Qualification for Aircraft Rescue and Firefighting Personnel Brock Jester
- ARFF personnel have three main priorities - rescue occupants, extinguish fires, and remove debris. They must be highly trained to carry out these time-critical missions.
- The history of ARFF dates back to the early days of aviation and has evolved with developments in aircraft technology. Significant milestones include regulations established during WWII and improvements in response to the advent of commercial jet travel.
- ARFF training programs cover skills like aircraft familiarization, emergency response techniques, and operating specialized vehicles and equipment that are required to effectively respond to airport incidents and crashes.
Air traffic control ensures the safe and efficient movement of aircraft by separating them both vertically and horizontally. Controllers provide guidance to pilots to allow aircraft to take off and land safely in varying weather conditions using a variety of visual and electronic aids. The main goals of air traffic control are safety, efficiency, and economy by avoiding collisions, minimizing delays, and making effective use of facilities. Controllers use different flight rules depending on visibility, providing more guidance to pilots under instrument flight rules when visibility is low.
This document discusses air traffic control (ATC) capacity management. It defines capacity as the maximum number of flights or aircraft that can safely operate in a given airspace or aerodrome over a period of time. ATC capacity depends on factors like airspace structure, aircraft navigation accuracy, weather, and controller workload. Methods for expressing capacity include entry counts, occupancy counts, and workload thresholds. The document also discusses factors that influence capacity enhancement and measures to increase ATC capacity like exploiting existing systems, improving flow management, and efficient runway operations.
AIRCRAFT WEIGHT AND BALANCE BASIC FOR LOAD CONTROLjasmine jacob
The document discusses aircraft weight and balance requirements. It covers key topics such as:
1) Compliance with weight and balance limits is critical for flight safety, as exceeding maximum weight limits can compromise structural integrity and affect aircraft performance. Operating with the center of gravity outside approved limits can also cause control difficulties.
2) Proper load planning, distribution, and securing of cargo and baggage is required. Various aircraft compartments and structural loading limitations must be followed.
3) Dangerous goods and special items require special documentation and handling procedures. Records of weight and balance calculations must be retained for regulatory compliance.
The six basic aircraft instruments that make up the "six pack" are the airspeed indicator, altimeter, vertical speed indicator, attitude indicator, heading indicator, and turn coordinator. These instruments provide pilots with critical information about the aircraft's speed, altitude, climb/descent rate, attitude, heading, and turning/banking. Individually, each instrument displays a specific measurement that allows pilots to safely operate and navigate the aircraft.
The document provides an overview of aircraft structures and their key components. It discusses the fuselage, wings, empennage, landing gear, and powerplants. For each component, it describes the basic design and functions. It also covers important aircraft structural concepts like stressed skin construction, monocoque vs semi-monocoque design, and choices of lightweight metal materials. Overall the document serves as a high-level introduction to aircraft structures and the major structural components of airplanes.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).IHSTFAA
The document summarizes research being conducted by the Federal Aviation Administration (FAA) on enhancing helicopter safety through the use of advanced vision systems. The FAA is exploring concepts of operations that would allow helicopters to fly in lower visibility conditions using technologies like enhanced vision systems, synthetic vision systems, and computer vision systems. Through flight testing and simulation, the FAA aims to quantify the human and safety benefits of these systems, determine required visual references, and enable revisions to regulations and guidance to increase the use of instrument flight rules for helicopters. Industry partners are collaborating with the FAA on sensor characterization, display evaluation, and experimental design.
1) The AFIRS system consists of onboard hardware and a web-based data conduit that allows automated reporting of aircraft data via satellite communications.
2) It provides real-time situational awareness of aircraft location and status, as well as automated alerts for irregular situations like emergencies.
3) The technology is certified, existing infrastructure like satellite networks can support global implementation, and the system offers operational and safety benefits over current practices.
This document provides information about aircraft drawings, including:
1. It describes different types of drawings like detail drawings, assembly drawings, and installation drawings that provide information about individual parts, assembled objects, and part locations.
2. It discusses drafting techniques used in drawings like orthographic projections, sectional views, title blocks, dimensions, tolerances, and pictorial views.
3. It explains various drawing annotations used to identify parts, revisions, materials, and locations on aircraft like reference numbers, zone numbers, station numbers, and butt lines.
The document defines and explains the basic components of a typical aircraft, including:
- The fuselage, which contains the crew and payload.
- The wing, which produces lift and is made of two halves connected by the fuselage.
- The engine, which can be piston-driven or jet-powered.
- Horizontal and vertical stabilizers, which provide stability and are made of airfoil cross-sections.
It also describes basic control surfaces like the elevator, rudder, and ailerons, and additional components such as flaps, the cockpit/cabin, landing gear, and trim tabs.
The document defines preventive maintenance and outlines who is authorized to perform it according to FAA regulations. It specifies that holders of pilot certificates can perform preventive maintenance on aircraft they own or operate, including private pilots. The document lists the specific preventive maintenance tasks allowed by FAA regulations and provides guidance on maintenance records, required performance standards, and additional FAA resources.
This document provides guidance on ramp safety for vehicles operating in airport areas. It outlines definitions for different surface areas like movement areas, maneuvering areas, and aprons. It discusses authority requirements, speed limits, right of way rules for vehicles, aircraft, and other equipment. Safety procedures are presented for various hazards like jet blast, propellers, equipment being towed or pulled, weather conditions, and markings/signage in ramp areas. The goal is to provide information to ensure safe vehicle operation around aircraft in airport operations areas.
Flexible hoses are used in aircraft fluid systems to connect moving parts. There are three main types of hoses based on pressure rating: low, medium, and high pressure. Hose construction involves an inner tube, reinforcement layers, and outer cover. Common materials for each component are described. Proper hose installation requires slack, avoiding twists or sharp bends, and use of supports and clamps. Hose identification and maintenance procedures are also outlined.
In 1994, the University of Texas Human Research Project and Delta Airline developed the Line Operations Safety Audit (LOSA) program. With time, the LOSA program evolved into what is now known as Threat and Error Management (TEM).
The TEM framework is an applied concept which emerged from the observations and surveys of actual flight operations. It considers the various issues that a flight crew may encounter as a result of internal and external factors.
This model explores the contributing factors of the threat to aviation safety and, in turn, allows for the unearthing of ways to mitigate them and maintain proper safety margins. Now recognized and adopted across continents, the TEM framework aims to educate flight personnel on managing threats and errors before they degenerate into serious incidents or accidents. It is important to note that TEM is also applicable to maintenance operations, cabin crew, and air traffic control.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
During the Airbus Military Trade Media Briefing 2013, held on May 29th and 30th 2013,
Angel Barrio Cardaba Head of Engineering and Technology provided an overview on a number of technological developments at Airbus Military over the past year. But the key system highlighted was the C295 W.
According to Airbus Military:
Featuring winglets and uprated engines as standard, the new model will provide operators with enhanced performance in all flight phases but is particularly aimed at those operating at “hot and high“ airfields where payload increases in excess of 1,000kg are promised.
In intelligence, surveillance and reconnaissance (ISR) roles such as airborne early warning (AEW) the enhancements will increase endurance by 30-60min and permit an operating altitude up to 2,000ft higher than now.
The new features will also provide an overall reduction in fuel consumption of around 4% depending on configuration and conditions.
The C295W, assembled in Seville, Spain, is being offered to the market from now on and will be the standard version of the aircraft in all versions from the fourth quarter of 2014. Certification is expected in 2Q14.
Airbus Military is committing to the C295W following flight-trials with winglets fitted to its company development aircraft which showed positive results for a weight penalty of only around 90kg.
The engines are the Pratt & Whitney Canada PW127 turboprops which power all versions of the C295. New procedures recently certified by Canada and Spain permit operation in the climb and cruise phases at higher power settings at the discretion of the operator. As well as improved hot and high performance, the procedure improves operation over very high terrain such as the Andes or Himalaya mountains with only a minor influence on maintenance cost.
Structural detailing of fuselage of aeroplane /aircraft.PriyankaKg4
This presentation is about the structural detailing of fuselage of aeroplane .The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings.
This document provides information and guidelines for ramp safety officers at Indonesia AirAsia. It defines key terms and abbreviations. It outlines the ramp structure and organization, as well as responsibilities of ramp safety officers. It describes important ramp activities like aircraft ground handling, use of ground support equipment, and ensuring safety during aircraft turnarounds in the 25 minute target timeframe. It also covers safety management, human factors, and regulations regarding dangerous goods transportation.
Chapter 01 Qualification for Aircraft Rescue and Firefighting Personnel Brock Jester
- ARFF personnel have three main priorities - rescue occupants, extinguish fires, and remove debris. They must be highly trained to carry out these time-critical missions.
- The history of ARFF dates back to the early days of aviation and has evolved with developments in aircraft technology. Significant milestones include regulations established during WWII and improvements in response to the advent of commercial jet travel.
- ARFF training programs cover skills like aircraft familiarization, emergency response techniques, and operating specialized vehicles and equipment that are required to effectively respond to airport incidents and crashes.
Air traffic control ensures the safe and efficient movement of aircraft by separating them both vertically and horizontally. Controllers provide guidance to pilots to allow aircraft to take off and land safely in varying weather conditions using a variety of visual and electronic aids. The main goals of air traffic control are safety, efficiency, and economy by avoiding collisions, minimizing delays, and making effective use of facilities. Controllers use different flight rules depending on visibility, providing more guidance to pilots under instrument flight rules when visibility is low.
This document discusses air traffic control (ATC) capacity management. It defines capacity as the maximum number of flights or aircraft that can safely operate in a given airspace or aerodrome over a period of time. ATC capacity depends on factors like airspace structure, aircraft navigation accuracy, weather, and controller workload. Methods for expressing capacity include entry counts, occupancy counts, and workload thresholds. The document also discusses factors that influence capacity enhancement and measures to increase ATC capacity like exploiting existing systems, improving flow management, and efficient runway operations.
AIRCRAFT WEIGHT AND BALANCE BASIC FOR LOAD CONTROLjasmine jacob
The document discusses aircraft weight and balance requirements. It covers key topics such as:
1) Compliance with weight and balance limits is critical for flight safety, as exceeding maximum weight limits can compromise structural integrity and affect aircraft performance. Operating with the center of gravity outside approved limits can also cause control difficulties.
2) Proper load planning, distribution, and securing of cargo and baggage is required. Various aircraft compartments and structural loading limitations must be followed.
3) Dangerous goods and special items require special documentation and handling procedures. Records of weight and balance calculations must be retained for regulatory compliance.
The six basic aircraft instruments that make up the "six pack" are the airspeed indicator, altimeter, vertical speed indicator, attitude indicator, heading indicator, and turn coordinator. These instruments provide pilots with critical information about the aircraft's speed, altitude, climb/descent rate, attitude, heading, and turning/banking. Individually, each instrument displays a specific measurement that allows pilots to safely operate and navigate the aircraft.
The document provides an overview of aircraft structures and their key components. It discusses the fuselage, wings, empennage, landing gear, and powerplants. For each component, it describes the basic design and functions. It also covers important aircraft structural concepts like stressed skin construction, monocoque vs semi-monocoque design, and choices of lightweight metal materials. Overall the document serves as a high-level introduction to aircraft structures and the major structural components of airplanes.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).IHSTFAA
The document summarizes research being conducted by the Federal Aviation Administration (FAA) on enhancing helicopter safety through the use of advanced vision systems. The FAA is exploring concepts of operations that would allow helicopters to fly in lower visibility conditions using technologies like enhanced vision systems, synthetic vision systems, and computer vision systems. Through flight testing and simulation, the FAA aims to quantify the human and safety benefits of these systems, determine required visual references, and enable revisions to regulations and guidance to increase the use of instrument flight rules for helicopters. Industry partners are collaborating with the FAA on sensor characterization, display evaluation, and experimental design.
1) The AFIRS system consists of onboard hardware and a web-based data conduit that allows automated reporting of aircraft data via satellite communications.
2) It provides real-time situational awareness of aircraft location and status, as well as automated alerts for irregular situations like emergencies.
3) The technology is certified, existing infrastructure like satellite networks can support global implementation, and the system offers operational and safety benefits over current practices.
The document provides information about UMS Group, a company that provides unmanned aerial systems (UAS) and services. It describes UMS's organizational structure and leadership, various UAS products like the F-330, F-720, and R-350, key system components, and training courses. UMS offers a range of fixed-wing and VTOL UAS, along with data links, avionics, flight control systems, and ground control stations. It also discusses UMS's process for UAS business development projects.
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
This document summarizes the results of Project MAX GAP, which aimed to correlate pilot-induced oscillation (PIO) tendency ratings with a new preflight calculation called the Gap Criterion. The USAF Test Pilot School conducted flight tests and simulator sessions to collect longitudinal handling qualities data. Overall results confirmed a correlation between Gap Criterion and PIO tendency ratings for most test conditions. The project gathered both new and historical simulator and flight test data to augment the database for predicting PIO using describing function analysis of rate-limited actuators.
Equipment for Aircraft and Air Traffic ControlÜlger Ahmet
The document discusses the objectives and findings of the Flight Safety Foundation's Approach-and-Landing Accident Reduction (ALAR) Task Force. The Task Force aimed to reduce approach-and-landing accidents by 50% within 5 years by identifying safety measures. It analyzed 287 accidents and found that the most common types were controlled flight into terrain, loss of control, landing overrun, and runway excursion. Key contributing factors included inadequate situational awareness, unstable approaches, and lack of equipment like terrain awareness systems. The Task Force recommended short-term solutions like terrain awareness systems and long-term solutions like synthetic vision displays.
INFORM-Measuring and Monitoring Aircraft Turn Operations v3David Foster
This document discusses measuring and monitoring aircraft turn operations. It provides background on the aircraft turn process, which involves deplaning passengers, servicing the aircraft, and boarding new passengers. It describes how all components of the process are interconnected and how disturbances can impact the whole network. The document advocates for monitoring the various sub-processes of aircraft turns in real-time to proactively manage disruptions and identify issues.
This document discusses advancing low visibility technologies through industry and government collaboration. It describes ongoing efforts by the FAA to implement new capabilities for low visibility flight operations using technologies like enhanced flight vision systems (EFVS). It proposes evaluating EFVS performance at the Volpe Center's outdoor weather test facility using collaborative agreements with EFVS manufacturers. The facility could assess EFVS visibility capabilities under different weather conditions and help standardize performance metrics.
Pilots often experience accidents in low visibility conditions due to spatial disorientation or controlled flight into terrain. Three example accidents are described where pilots crashed after deviating from their flight plan or maneuvering in dark areas with limited visual references. Pilots can reduce risks by obtaining weather briefings, maintaining proficiency on avionics, being honest about limitations, and avoiding distractions. Training resources are available to help pilots assess risks and make safe decisions.
CONCEPT OF OPERATIONS: THE TRANSITION FROM CREWED TO UNCREWED UAMiQHub
The document outlines a concept of operations for uncrewed urban air mobility (UAM). It describes key stakeholders in UAM including the flying public, regulatory agencies, and UAM industry players. The concept involves enabling infrastructure like vertiports and airspace, as well as UAM aircraft and command and control links. A steppingstone approach is proposed that evolves from current piloted UAM to eventually fully autonomous multi-vehicle operations managed remotely. Key roles and responsibilities are defined for entities involved in UAM operations. The passenger journey and nominal flight operations are illustrated from pre-flight planning through post-flight activities.
Improving Flight Inspection by Automation Processmdmannino
The document summarizes efforts by ENAV, the Italian air navigation service provider, to improve its flight inspection processes through automation and implementation of a new Flight Inspection Planning and Post-Processing Tool (FLIPP-TMS). A business process modeling analysis was conducted to identify workflows and gaps between current and regulatory requirements. This led to a proposed "to-be" scenario to guide development of FLIPP-TMS, which is expected to support mission planning, task management, documentation, data collection and post-processing in order to increase efficiency and quality of flight inspection activities.
The document discusses challenges facing the US air transportation system, including high airport operations volumes, complex environments, and minimal safety margins. It outlines various engineering and technical solutions to improve safety and address runway incursions, including improved airfield design and markings, runway status lights, enhanced taxiway centerlines, and arrestor beds. Recurrent training is required for pilots and vehicle drivers to address deviant behaviors. The goal is to reduce runway incursions by 10% by 2013 through a multidisciplinary approach committed to improving safety while increasing capacity.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
The document discusses various applications and trends related to drones and unmanned aerial vehicles (UAVs). It covers current FAA regulations for different types of drone use, as well as trends showing increasing civilian, commercial, and public sector applications. These include infrastructure inspection, agriculture, filmmaking, emergency response, and more. The document also examines technologies like sensors, cloud computing and big data that are enhancing drone capabilities and potential uses.
Mobile for Maximo Airports and Airfields with DataSpliceDataSplice
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1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
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3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
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2017 Heli-Expo - Helicopter FDM Research.
1. Federal Aviation
Administration
Helicopter Flight
Data Monitoring
(HFDM) for
ASIAS
Presented to:
Rotor Safety Challenge
Session @ HeliExpo. 2017
Presented By:
Cliff Johnson, Research Program
Manager/Engineer, FAA William J. Hughes
Technical Center, Atlantic City, NJ
Kyle Collins, Ph.D. Principal Investigator,
Georgia Technical University, Atlanta, GA
Keith M Cianfrani, LTC (ret), MAS. RSP,
Helicopter Association International
(HAI)/Florida Institute of Technology (FIT)
Mar. 8, 2017
2. 2Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Briefing Outline
• Introduction and Overview – ASIAS & HFDM Research
• HFDM Research Team/Partners
• Update on Rotorcraft HFDM Research
– Defining Safety Metrics for Rotorcraft Operations
– HFDM with Data-Enhanced Helicopter Performance Models
– Cockpit Video Data Analysis For Rotorcraft Safety
– Phase of flight and Anomaly detection with Data Mining
– Helicopter Airborne Data Recording and Analysis System (in development)
– HFDM Flight Testing
• Participation in HFDM Research for ASIAS/How it Works/Outreach/Benefits
• Questions?
3. 3Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
ASIAS – Aviation Safety Information
Analysis and Sharing
• Q: What is ASIAS?
• A: The Aviation Safety Information Analysis
and Sharing (ASIAS) program is a collaborative
government and industry initiative to share and
analyze data to proactively discover system
safety concerns before accidents or incidents
occur, leading to timely mitigation and
prevention.
4. 4Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
HFDM Research for ASIAS
What are we doing?
Rotorcraft research is underway to develop more robust helicopter
data and new analytical tools designed for the unique nature of
helicopter operations. HFDM research lays the foundation for
future helicopter data analysis in ASIAS and supports the USHST’s
efforts to reduce the helicopter fatal accident rate. This research will:
• Collect flight data from commercial, government, flight training,
and other large and small operators from various mission
segments to be used for analysis;
• Explore flight data monitoring as a voluntary means to improve
safety across the industry;
• Develop secure, confidential, and protected safety analysis of
aggregate flight data records;
• Support risk mitigation efforts through the ASIAS program.
5. 5Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
HFDM Research for ASIAS
What are we not doing?
Rotorcraft HFDM Research for ASIAS & the ASIAS
Program is not:
• A replacement for an operator’s HFOQA/HFDM
Program or HFOQA/HFDM Vendor’s Service
• An FAA certification program
• An FAA enforcement program
• Mandatory (all participation is voluntary)
7. 7Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
U.S. Helicopter Fatal Accident Rate
Flight hours source:
-5 Yr Baseline from FAA's GA & Part 135 Activity
Survey.
-2016 from FAA's Aerospace Forecast FY2016-2036.
Goal by end of CY 2019:
20% reduction from 5 year
baseline
9. 9Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
But what’s in a Flight Data Recorder/Flight
Data Monitoring System?
• Helicopter Flight Data Recorders/Helicopter Flight Data
Monitoring Devices typically consist of one or more of the
following items:
– Flight Data Recorder
– Audio/Video Sensors
– Attitude and Heading Reference System (AHRS)
– Accelerometers/Gyroscopes
– GPS Inputs
– Avionics (Flight Management System, Air Data Computer, etc.)
Inputs (usually ARINC-429 or ARINC-717)
– Engine/Rotor Inputs/Sensors
10. 10Federal Aviation
Administration
WAAS Alaska WRS Telco Analysis
Helicopter Flight Data Recorder (FDR) –
Standalone device or interfaced with on-board
sensors
Power supply
(aux GPS
signal)
Power
supply
http://www.aircraftspruce.com/catalog/avpages/garminAntenna.php
https://www.appareo.com/aviation/flight-data-monitoring/
ARINC 717/other
standard
FDAU
Microphones
Cockpit camera
North FDS QAR
Engine
monitoring
(Intercom
audio)
GPS Antenna
Satellite
Antenna
GPS/AHRS
http://www.expaircraft.com/freeflight.htm
http://www.northfds.com/products.html
Vision 1000
Tablet
11. 11Federal Aviation
Administration
WAAS Alaska WRS Telco Analysis
Installation Locations - FDR
Safetyplane V4 (Helicom V1) recorder in
cockpit or remotely located
http://easa.europa.eu/system/files/dfu/Final_Report_EASA.2008-7.pdf
https://www.appareo.com/aviation/flight-data-monitoring/vision-1000/
Appareo Vision
1000 mounted in
AS350 cockpit
15. 15Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
FAA Helicopter
Research Team Members
Prof. Dimitri Mavris – PI
Kyle Collins, Ph.D. – Co-PI
Simon Briceno
Alexia Payan
Hsiang-Jui Chin
Po-Nien Lin
Prof. Karen Marais – PI
Inseok Hwang
Sanghuyn Shin
Prof. Stephen Cusick – PI
Keith Cianfrani
Cliff Johnson – Rotorcraft FDM
Research Task Lead
Lacey Thompson – Ops Research
Analyst
FAA WJHTC Atlantic City, NJ
Alex Alshtein – ASIAS Group Leader
Nicky Armour –
MITRE-CASSD
*Note: MITRE role involves collaboration with research
activities for integration with ASIAS.
Ed DiCampli, Chief Operating Officer
Robert Liguori, IT Consultant
Keith Cianfrani, FDM Specialist/Outreach
Tyler Travis
Lana Manovych
16. 16Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Helicopter Flight Data Monitoring
Research Partners
Entities Involved:
• USHST
• IHST
• Helicopter Flight Data Monitoring
Manufacturers
• Helicopter Original Equipment
(OEM) Manufacturers
• Helicopter Operators
• Many more, too many to list…
• We highly value, encourage, and
need industry participation in
this effort in order to make it a
success!!!
17. 17Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Rotorcraft FDM Research
Analysis
Capabilities
Supports the USHST Goal of 20% Reduction in
the Fatal Accident Rate for Helicopters by 2020
Safety Metrics
HFDM Analysis
Techniques
HFDM Modeling
Techniques
HFDM Cockpit
Audio/Video Analysis
Data Mining for Safety
Events
Identification of High-Risk
Safety Events
Industry Involvement
Potential Mitigation Partner
FDM Equipment Working
Group
Program
Management
Outreach
Flight Tests
HFDM Device
Integration &
Calibration
Data Analysis
Modeling &
Simulation
Outreach
Data Transcription
HFDM Research Repository
HFDM Architecture Design
HFDM Working Group
19. 19Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Safety Metrics for Rotorcraft Operations
• Tackled so far:
– Proximity to obstacles
– Proximity to weather
– Autorotation
– Tip over taxi (roll-over)
– Vortex Ring State (VRS)
• In progress:
– Unstabilized approach
– Helipad overrun
– Loss of Tail Rotor
Effectiveness (LTE)
High
Priority
In flight
LOC
Autorotation
Unstabilized
approach
System
failure/malfunctionCFIT
Helipad overrun
Proximity to
Obstacles/Weather/Other aircraft
On the
ground
Roll-over
Medium
priority
In flight LOC
LTE
IMC
Fuel low
Close to
ground
Abnormal runway
contact
Vortex Ring State
Unstabilized
approach
Hard landing
Low
priority
In flight
Bird strike
External load
On the
ground
Runway
incursion/excursion
Abrupt maneuver
20. 20Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Proximity to Obstacles Safety Metric
FAA Digital Obstacle File (DOF) +
Flight Data Records
Speed vector
Closure speed
Closure Distance
N
E
ϕ
(lat,long)
(lat,long)
Kinematics
Visualization (Multi-Flights)
-84.55 -84.5 -84.45 -84.4 -84.35 -84.3 -84.25
33.76
33.78
33.8
33.82
33.84
33.86
33.88
33.9
33.92
Flight Paths and Location of Time Critical Obstacles
Recording 1
Recording 2
Recording 3
Recording 4
Recording 5
Recording 6
Recording 7
Longitude
Latitude
0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
0
0.5
1
1.5
2
2.5
3
3.5
4
Distribution of Closure Times for Time Critical Obstacles Within the Safety Box
Closure Time
Counts
Display obstacles located within a specified
“closure time” from the helicopter (ex: 5 s)
Location of “time critical” obstacles
Dist. of closure times for “time critical” obst.
Contour lines are closure times
(0 to 30 seconds)
Latitude: 33.85
Longitude: -84.36
Type: Building
Quantity: 1
Height AGL: 355 ft
Lighting: Flood
Marking: None
Closure Time: 4.9 s
ClosureSpeed(kt) Distance to Obstacle (s)
21. 21Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
W th it l l
1 2 3 4 5 6
0
10
20
30
40
50
60
Median, 25th and 75th percentiles of percentage of flight time
spent at each weather severity level for all the flights considered
(outliers are shown as red crosses)
%ofRecordingTime
Weather Severity Level
Weather severity level
0 1 2 3 4 5 6 7
0
10
20
30
40
50
60
%ofRecordingTime
Weather Severity Level
More than ~10 flights
CIWS Weather Severity Levels +
Flight Data Records
Vertical Integrated Liquid water (VIL) 1 2 3 4 5 6
0
10
20
30
40
50
60
Percent of flight time for flight spent at each weather severity level
Recording 1
Recording 2
Recording 3
Recording 4
Recording 5
Recording 6
Recording 7
Recording 8
Weather Severity
Level
%ofRecordingTime
-84.55 -84.5 -84.45 -84.4 -84.35 -84.3 -84.25
33.76
33.78
33.8
33.82
33.84
33.86
33.88
33.9
33.92
Recording 1
Recording 2
Recording 3
Recording 4
Recording 5
Recording 6
Recording 7
Recording 8
Longitude
Latitude
Less than ~10 flights
Proximity to Weather Safety Metric
-84.55 -84.5 -84.45 -84.4 -84.35 -84.3 -84.25
33.76
33.78
33.8
33.82
33.84
33.86
33.88
33.9
33.92 Flight #8
Longitude
Latitude
Black – Wx Sev. 1
Blue – Wx Sev. 2
Green – Wx Sev. 3
Yellow – Wx Sev. 4
Magenta – Wx Sev. 5
Red – Wx Sev. 6
22. 22Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Unstabilized Approach Safety Metric
Dist. of Altitude Deviation Indicator
Altitude Deviation Indicator
Frequency
Approach Angle
Altitude
Vertical Speed
50% of total
path distance
Average location of changes in approach
parameters
Frequency
Start
Ideal profile
Deviation from Ideal Altitude Profile
Altitude(ft)
Path Distance (mile)
Altitude(ft)
Latitude (deg.) Longitude (deg.)
Approach phases identification
Altitude(ft)
Time (min)
Clustering of Approaches by Stability Levels Using Data Mining (k-mean)
Approach Angle Deviation Indicator
AltitudeDeviationIndicator
Identified Approaches
Alt. Profile of Flight Data
(Most Stable)
(Rather sable)
(Less stable)
(Mostly un stable)
23. 23Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Risk of Helipad Overrun (Energy-Based)
Safety Metric
Distance (nm)
0 0.2 0.4 0.6 0.8 1 1.2 1.4
AltitudeMSL(ft)
0
100
200
300
400
500
Altitude Variation for all Approaches
Steep Approach Normal Approach Shallow Approach
Potential Energy
KineticEnergy
( )
ghε
VVε
p
vgk
=
+= 22
2
1
Helicopter
Performance
Specific kinetic energy (ft2/s2)
0 2000 4000 6000 8000 10000
Specificpotentialenergy(ft2/s2)
0
1000
2000
3000
4000
5000
Specific Ec versus Specific EpEk
Vg = groundspeed
Vv = vertical speed
SAFE
25. 25Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Prevalence of Loss of Control Events
25
https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook/media/hfh_ch11.pdf
https://www.faasafety.gov/gslac/ALC/course_content.aspx?cID=104&sID=452&preview=true
• More than 30% of
all accidents involve
Loss of Control
(LOC)
• Targeting main LOC
categories
Autorotation VRS Dynamic Rollover
26. 26Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Improved Fidelity of Helicopter
Performance Models
Power available
Autorotation possible at these forward
velocities, at the specified descent rate
-Powerrequired+
ΔP
Power required
Increasedescentrate
Autorotation Vortex Ring State Dynamic Roll Over
27. 27Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Vz/vh
Vx/vh
Prototype HFDM Capabilities to
Recognize Each Undesired State
Autorotation Vortex Ring State Dynamic Roll Over
Vc < 1,000 fpm
Speed, GPS (kt)
Verticalspeed,GPS(kt/min)
Speed, GPS (kt)
Verticalspeed,GPS(kt/min)
Tail rotor pitch (deg)
Lateralcyclic(deg)
Tail rotor pitch (deg)
Lateralcyclic(deg)
Maximumrollangle(deg)
Y (m)X (m)
Z(m)
P,Q < -5% (ok)
-5% < P,Q < 0 (low)
P,Q > 0 (high)
Verticalspeed(ft/min)
Horizontal speed (kt)
Timestamp
Altitude(ftMSL)
Horizontal speed (kt)
Vc < 1,000 fpm
V < 40 kt (low)
V < 35 kt (mid)
V < 30 kt (high)
False alerts
Vertical descent
speed threshold
Estimated
autorotation
boundary
Decreasing
event severity
28. 28Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
How? – Improved Fidelity of Helicopter
Performance Models
Autorotation VRS Dynamic Rollover
Actuator disk
Power available
Power required curve
Autorotation possible at these forward
velocities, at the specified descent rate
-Powerrequired+
ΔP
Power required
Increasedescentrate
29. 29Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Result – Prototype HFDM Capabilities to
Recognize Each Undesired State
Dynamic Rollover
VRS
Autorotation
Dynamic Rollover
Vortex Ring StateAutorotation
30. 30Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Future Work
• Enhance existing models
• Tackle other high priority safety
metrics/performance models:
– Proximity to Traffic
– Loss of Tail Rotor Effectiveness (LTE)
– Mast Bumping
– Autorotation Recovery (i.e. Vuichard Technique)
• Integrate HFDM data with Helicopter
Simulators for event playback/training
32. 32Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Data mining – Phase of Flight Identification
• Divide the flight data records into segments which reflect the
phases of flight for rotorcraft
• Only 3 parameters were used for retrieving the phases
• Filtering thresholds were based on literature / SME survey
• Create general criteria for evaluation of the results
• Phases of flight can be used to understand the characteristics of
flight operations and also assist on anomaly detection
Visualization of thresholds
AltitudeAGL(ft)
Red: Standing
Green: Surface Taxi
Blue: Hover Taxi
Purple: Air Taxi
Yellow: Hover
Khaki: Hover climb
Orange: Hover descent
Piecewise linear
representation
AltitudeAGL(ft) Time (s)
Sample result of high altitude phases
34. 34Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Video
Image
Background
Instrument
Panel
Pilots
Audio
Conversation
Alarms
Background
Noise
HFDM Cockpit Video Data Analysis
• Video data can be recorded using
inexpensive equipment and captures
flight information which some Flight
Data Recorders (FDR) do not record
• Supplementary tool that may be used
as a cross-check for verifying
information captured on a Flight Data
Recorder
• Efficient and accurate analysis of
helicopter attitude can be achieved
with video data analysis tools
• Video analysis of helicopter state and
flight parameters could mitigate
potential accidents and further
enhance operational safety
35. 35Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Attitude Estimation using Data
Mining
Flight Information Extraction from
Instrument Panel
HFDM Cockpit Video Data
Processing/Analysis
36. 36Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Audio Data Analysis –
Cockpit Alarm Detection and Identification
• The research team has developed a cockpit alarm detection and
identification algorithm composed of:
– Alarm detection: Short Time Fourier Transform (STFT) to obtain time-
based frequency information and Cumulative Sum Chart (CUSUM) for
statistical change detection
– Alarm identification: Correlation analysis with alarm database
Input:
audio data
Output:
Alarm
types and
occurrence
times
autopilot_disco
dash_MIDDLE
37. 37Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Audio Data Analysis – Engine/Rotor Noise
• Cockpit audio is analyzed in the frequency domain, correlated with
flight parameters and represented as a statistical model
• The noise profile can be used to estimate engine data (such as
torque and/or rpm)
• If flight data is available, it can be compared with estimates to
identify anomalous behavior
Time (seconds)
1020 1040 1060 1080 1100 1120 1140 1160
%Torque
0
50
100
Flight parameters can be estimated by frequency analysis and the
statistical model
% Torque
20 30 40 50 60 70 80 90 100
Frequency(kHz)
16
18
20
22
24
26
28
30
32
1
2
Expected Noise
Engine has a higher than expected frequency for some
data points
38. 38Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
HADRAS (Helicopter Airborne Data
Recording and Analysis System)
(Note: Proposed Name)
HADRAS
39. 39Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
What is HADRAS?
• MITRE team is working with FAA on
initial HADRAS development
• General Aviation Airborne Recording Device
(GAARD) for Rotorcraft
• Mobile HFDM Device
• Interfaces with portable AHRS units and ADS-B
In devices
• Free Download from App Store on IOS devices
(when completed, exploring Android version as
well)
40. 40Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
‘Start Flight’ Screen Updates
User can select
Airport/Heliport
from the list:
o Provides a combo box
that lists selectable
location IDs of nearby
heliports
41. 41Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
‘Start Flight’ Screen Updates
User can select Mission Segment
from the list:
o Aerial Applications
o Aerial Photography & Filming
o Air Tour, Airborne Law Enforcement
o Corporate & Business Charter Ops
o Electronic News Gathering
o Environmental Survey, External Loads &
Heavy Lift
o Fire Control/Support
o Flight Training
o General Helicopter Ops (Not Mission Specific)
o Helicopter Air Ambulance
o Heli-Skiing, Offshore Ops
o Oil and Gas Support
o PEGASAS Research
o Personal Use
o Pipeline & Power Lines (HCC)
o Unmanned Aerial Systems
o Wildlife Management & Mustering
42. 42Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
‘Active Recording Screen’
Updates
Display Current
Phase of flight:
• Taxi
• Takeoff
• Initial Climb
• Climb
• Cruise
• Descent
• Initial approach
• Final approach
• Landing
• Cruise, etc.
43. 43Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
‘Flight Summary Screen’ Updates
Add ability to edit
departures/arrivals
heliports:
o Provide a combo box that lists
selectable location IDs of
nearby heliports
Add ‘Follow Flight Plan’ check
mark
45. 45Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
FAA R&D Test Flights & Data Analysis
• Test Platform
– FAA’s Sikorsky S-76A Helicopter,
Equipped with ADS-B Out (1090ES)
– Equipped with 8+ representative
HFDM/HFDR Devices from industry today
• Research Goals
– Identify, examine, and install several
different HFDM/HFDR units
– Collect/process data from each
HFDM/HFDR system for different
scenarios/conditions
• Research Outputs
– Helicopter FDM “Truth” Data to be used to
define and validate events, parameters,
exceedances, recording rates, etc. from
anomalous data
– Installation guidelines and optimal locations
for each system
47. 47Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Concept of Rotorcraft HFDM Research
Repository for ASIAS
Participating Operators
Analysis
ToolSuite
Creator
Own-Access User
Aggregate
Results
De-identified Data Access User
Program Coordinator
Database Analysis Toolkit Interface & Display Analysis
Tools
All Missions
Flight Training
Air Tour
HAA
OGP
SAR
Heavy Lift
Aerial Application
Logging
Law Enforcement
News Gathering
…
Visualizations,
Algorithms,
Event
Definitions
Secure
System
System Developer
& Administrator
Data Transcriber
49. 49Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Helicopter Flight Data Analysis
Conceptual View
FDAU
Microphones
Cockpit camera
QAR
Data acquisition
Data processing
FDR processing computer
Data analysis
50. 50Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
HFDM Repository
System Security
• FISMA – Federal Information Security Management Act
Research will follow guidelines, standards and best
practices as outlined by FISMA
• Access – Understand how data access is
granted, who it is granted to and what they
have access to
• Encryption – End to end encryption of all data
during communication as well as encryption
of sensitive “data at rest”
• Integrity – Measure and validate data integrity
51. 51Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Rotorcraft HFDM
MOU
Memorandum of Understanding (MOU)
• Legal document between Operator and HAI
• States what HAI will be responsible for and what Operator
will be responsible for
• Tailorable to each operator
• All information provided is protected from FOIA
• HFDM data de-identified at operator’s facility, point of when
received at HAI
* Separate MOU for FDM equipment usage
52. 52Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Data Access via MOU’s
• Voluntary sharing of information (only within the
research team via signed non-disclosure agreements)
for research purposes
• Operators sign agreements with HAI, HAI has signed
agreements with PEGASAS (university community)
• HFDM data secured and protected from unauthorized
disclosure including de-identification of data
Governance Framework
53. 53Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Benefits to Participation
• HFDM research can serve as a central conduit for the
exchange of aviation safety information and
analytical capabilities across the community
– Provides insight into emerging risks that may not have been
detected through the assessment of an individual data
sources
– Data is shared and aggregated among participants to more
clearly see precursors to accidents, increasing its potential
value for analysis-based insight
– Implementation of Safety Enhancements will reduce the
likelihood of possible accidents
54. 54Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Benefits to Participation
• Opportunity to participate in data collection activities that may lead to safety
enhancements
• Opportunity to participate in industry information sharing activities
• Opportunity to use aggregate data to identify systemic risks (beyond internal
reporting)
• Similar to the CAST model, a collaboration of industry and government experts
provide input on directed studies to solve issues in the NAS. Rotorcraft specific
areas could include:
– Operations around oil rigs
– Electronic news gathering ops
– Helicopter Air Ambulance ops
– Tour operators (traffic conflicts)
• Knowledge of “what you don’t know” (i.e. hidden risks/dangers) only visible via
sharing of information among parties
• Ability to promote increased situational awareness and safety within helicopter
operations
• Incorporate new safety analysis tools into helicopter operations
55. 55Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
How To Participate
• Cliff Johnson - FAA
– Email: charles.c.johnson@faa.gov
– Phone: (609)-485-6181
• LTC (ret) Keith M Cianfrani (HAI/FIT)
– Email: keith.ctr.cianfrani@rotor.com
– Phone: 267-377-5364
• Website: http://hfdm-asias.rotor.com
For More Information, or to Discuss Participation,
Please Contact:
56. 56Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Rotorcraft FDM Timeline
Secure Operator Participation
Develop governance, establish agreements, insure
data protection and confidentiality, test and monitor
data transfer, elicit operator feedback, ensure and
monitor value added to operators, enhance system to
meet emerging operator needs
Develop Capabilities
Requirements analysis, system architecting and
design, implementation, standards for data
formatting/processing prototyping, testing, incremental
delivery of tools and capabilities, integration with
existing communities
Support Rotorcraft Research
Establish generic event set, identify event set gaps,
video/audio processing, safety metrics, software
capabilities, data fusion, accident mapping,
performance models, FDM flight testing, data mining
and knowledge discovery with FDM data
Conduct Outreach and Community Engagement
Establish outreach efforts within the Helicopter
Community, present research topics & results at Heli-
Expo, industry forums/events, HFDM Working Groups,
mitigation partner
2013 2015 2017 2019
Research Prototype || Full Integration