2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).

Federal Aviation
Administration
Seeing is Believing
Rotorcraft Operational
Safety Improvements
Using Advanced Vision
Systems
Presented to:
HAI Heli-Expo. 2017 Rotor
Safety Challenge Session
Attendees
Presented By:
Cliff Johnson, ANG-E272, Research
Engineer, FAA William J. Hughes Technical
Center, Atlantic City, NJ
Mike Webb, AFS-420 & Nolan Crawford,
AFS-470, Flight Technologies and
Procedures Division, Performance Based
Navigation Branch, Washington D.C.
Mar. 8, 2017

2Federal Aviation AdministrationAviation Research Division, ANG-E FOR OFFICIAL USE ONLY
Briefing Outline
• Helicopter Advanced Vision Systems (AVS) Intro./Overview
• Problem Statement/Motivation
• Helicopter Advanced Vision Systems Proposed Concept of
Operations
• Helicopter AVS Research Question/Focus
• Helicopter AVS Research Industry Partners
• Update on Experimental Design & Work To Date
• Helicopter AVS RE&D Timeline
• End-Products/Goals
• Ways to Participate
• Questions

Advanced Vision Systems - Overview
• SVS, EVS, EFVS, CVS, etc.
• Concept: Enable the flight crew
to “see” in low visibility
conditions.
• Used today by commercial
airlines, military, and corporate
General Aviation aircraft
• Goal: Improve on this concept
for helicopters
• Related Aspect: Contribute to
IFR Heliport Standards
(working with Airports
researchers)
• Note: Image Courtesy of NASA Langley via
ongoing Enhanced/Synthetic Vision work with
RTCA WG SC-213

Sensor & Computer + Display = EHVS
(FLIR, MMWIR, LIDAR, etc.) (HWD, HMD, HUD,
HDD, etc.)
Advanced Vision System = “EHVS”
Enhanced Helicopter Vision System

Problem Statement/Motivation
• U.S. Helicopter instrument approaches limit visibility on an
instrument approach to ¾ statute mile (sm) visibility or greater (½
sm for offshore).
• Could advanced vision systems technology be used to:
– Enhance VFR?
– Meet current VFR Rules for Helicopters?
– Maintain visual references during the visual segment of the
approach?
• Would advanced vision systems technology Increase the availability
of:
– Onshore instrument approach procedures?
– Offshore instrument approach procedures?
– IFR Operations?

EVS/CVS Vision Natural Vision
Visual Segment Visibility for the approach (Profile View)
H
MAP ATD Helipoint
MDA Natural Vision
EVS/CVS Vision
Visibility for the approach (Top View)
MAP HelipointATD
Final Course
Helicopter Advanced Vision Systems Concept of Operations
Approach Types:
• Continuous
Descent = LPV
• Level (ATD) =
LNAV
ATT

Helicopter Advanced Vision Systems
Concept of Operations Onshore
FAF
MAP
¾ SM
FAF
MAP
¾ SM
ATD
FAF
MAP
¾ SM
Existing:
Point-in-Space
Current Ops
Proposed Concept #1:
Continuous Descent
in the Visual Segment
(i.e. LPV)
Proposed Concept #2:
Level then Descent in
the Visual Segment
(i.e. LNAV)

Onshore Operations – Helicopter
Air Ambulance (HAA)

Enhanced Helicopter
Vision System (EHVS)
Natural Vision
Advanced Vision Systems CONOPS Onshore – HAA
Proceed Visually Visual Segment
Potential Key Safety/Performance Benefits:
• Fly with Lower Visibility Minima
• Utilize EHVS Technology for Obstacle Avoidance
• Extended distance/greater course change angles at MAP
Visibility for the Approach Overhead View Visibility for the Approach Profile View
Enhanced Helicopter
Natural Vision

Enhanced Helicopter
Natural Vision
Advanced Vision Systems CONOPS Onshore – HAA
Proceed VFR Visual Segment
• Fly with Enhanced Situational Awareness
• Utilize EHVS Technology for Obstacle Avoidance
• Better Acquisition of the Visual surface and landing site
Enhanced Helicopter
Natural Vision

Offshore – Oil and Gas (OGP)

FAP
MAP
X X
IAF
0.5 nm
offset
0.5 nm
offset
MAP
Enhanced Helicopter
Natural Vision
Advanced Vision Systems CONOPS Offshore – Platform
Parallel Offset Approach (OSAP) Visual Segment
• Fly Closer to Rig (i.e. Reduced Parallel Offset Distance)
• Utilize EHVS Technology for Safety Risk Mitigation
Enhanced Helicopter
Vision System (EHVS)Natural Vision

Enhanced
Helicopter
Vision System
(EHVS)
Natural Vision
Advanced Vision Systems CONOPS Offshore – Platform
Parallel Offset Approach (OSAP) Visual Segment
• Fly Closer to Rig (i.e. Reduced Degree Course Change)
Enhanced Helicopter
Vision System (EHVS)Natural Vision

Onshore/Offshore – Search and
Rescue (SAR)

Enhanced Helicopter
Natural Vision
Advanced Vision Systems CONOPS Offshore – Search
and Rescue (SAR) Visual Maneuvers
• Enhanced Situational Awareness (Visual Surface {Ocean/Land}, Terrain,
Obstacles, etc.)
Visibility for Search Patterns (Rising Ladder, Expanding Square, Sector, Orbits, Racetrack,
Drifting Target, etc.) Overhead View

FAR 91.175
• FAR 91.175 visibility requirements apply
– (c) Operation below DA/ DH or MDA. Except as provided in
paragraph (l) of this section, where a DA/DH or MDA is
applicable, no pilot may operate an aircraft, except a military
aircraft of the United States, below the authorized MDA or
continue an approach below the authorized DA/DH unless—
• (1) The aircraft is continuously in a position from which a
descent to a landing on the intended runway can be made
at a normal rate of descent using normal maneuvers, and
for operations conducted under part 121 or part 135 unless
that descent rate will allow touchdown to occur within the
touchdown zone of the runway of intended landing; (2) The
flight visibility is not less than the visibility prescribed in the
standard instrument approach being used; and

FAR 91.175
• (3) Except for a Category II or Category III approach where any
necessary visual reference requirements are specified by the
Administrator, at least one of the following visual references
for the intended runway is distinctly visible and identifiable to
the pilot:
– (i) The approach light system, except that the pilot may not descend below 100
feet above the touchdown zone elevation using the approach lights as a
reference unless the red terminating bars or the red side row bars are also
distinctly visible and identifiable.
– (ii) The threshold.
– (iii) The threshold markings.
– (iv) The threshold lights.
– (v) The runway end identifier lights.
– (vi) The visual approach slope indicator.
– (vii) The touchdown zone or touchdown zone markings.
– (viii) The touchdown zone lights.
– (ix) The runway or runway markings.
– (x) The runway lights.

8260.42B, Attachment 1
• 4. An acceptable evaluation of the visual segment for flyability, obstacles, and visual
references must be completed in both day and night flight conditions. The heliport or
heliport visual references must be in clear view at the MAP, e.g., it cannot be completely
obscured behind a building. A heliport is the area of land, water or a structure used or
intended to be used for the landing and takeoff of helicopters, together with appurtenant
buildings and facilities. Buildings and facilities associated with the heliport such as
hangers, administration buildings, AWOS equipment, windsock, beacon, etc. located
within 500 ft are acceptable visual references. Surrounding buildings and land marks are
not allowable visual references, unless approved by Flight Standards. At least one of the
following visual references must be visible or identifiable before the pilot may proceed
visually:
• a. FATO or FATO lights.
• b. TLOF or TLOF lights.
• c. Heliport Instrument Lighting System (HILS).
• d. Heliport Approach Lighting System (HALS) or lead-in lights.
• e. Visual Glideslope Indicator (VGSI).
• f. Windsock or windsock light(s).*
• g. Heliport beacon.*
• h. Other facilities or systems approved by Flight Standards (AFS-400).
*Note: Windsock lights and heliport beacons should be located within 500 ft of the
TLOF.

FATO or TLOF
• Final Approach and Takeoff Area (FATO): A defined area over
which the final phase of the approach to a hover, or a landing is
completed and from which the takeoff is initiated.
• Touchdown and Lift-off Area (TLOF): A load bearing, generally
paved area, normally centered in the FATO, on which the
helicopter lands or takes off.

Heliport/Helipad Diagram

Research Questions/Focus
• Research Question #1: How do we quantify the
human performance and safety benefits that are
possible with the use of Advanced Vision Systems
& Technologies (EVS, SVS, HMD, HUD) for use in
civil helicopter operations?
• Research Question #2: What are the visual cues
required by a Helicopter Pilot using an Advanced
Vision Systems device?
• Research Question #3: How do we allow, through
regulatory and guidance material revision,
increased use of IFR for helicopters in lower
visibility conditions?

Helicopter AVS Research Update
• Where are we in the research?
– Initial Concept Exploration Flight Testing/Demonstrations with
Honeywell, Rockwell Collins, and FAA Aircraft/Rotorcraft
– Developed an experimental test design with associated factors
– Signed Cooperative Research and Development
Agreements/Other Transaction Agreements with Partners
– Installing/Integrating Sensors and Displays onto FAA S76
Helicopter
– Planning for flight test activities in CY17 and simulation activities
• Next Steps/Needs?
– Outreach efforts with industry, seeking partners
(EVS/SVS/CVS/EFVS manufacturers, rotorcraft manufacturers,
pilots, operators, simulation vendors) for the studies
– Seeking input and support from the rotorcraft community on
CONOPS

Test Approach
• Examine the visual references a helicopter pilot needs to acquire
both with and without advanced vision systems
– VFR: 14CFR Part 91, defined as the natural horizon, surface, and clear of
clouds.
– IFR: 14CFR Part 135, defined as existing and other references in 91.175 and
8260.42B.
• Characterize sensor performance for different sensors in various
mission segments (Helicopter Air Ambulance (HAA), Offshore,
Search and Rescue, etc.) and weather conditions
– FLIR (Cooled and Uncooled)
– MMWIR
– LIDAR
• Examine Display Technologies and Concepts (i.e. Head-Worn
Display - HWD) at various helipads (Rooftop, Offshore, Land-Based,
Accident Scene, etc.)

Notional Experimental Test
Scenarios
Scenario #1: Onshore Approach (HAA) Point
In Space (PInS)
Scenario #2: Offshore Approach (OGP)
Experimental Approach:
1. Flight Testing (FAA S-76, Industry AW-139/S-76’s, other aircraft)
2. Sensor Characterization/Qualification Testing (ground-based and airborne)
3. Full Flight Simulator Evaluation using Helicopter Simulators (i.e. FAA, CAE, Flight Safety,
etc.) for edge cases (i.e. anomalies)

Experimental Design –
Independent Variables
• EHVS Information: None, HUD-information, EVS, CVS
• Display: Heads-Up (HWD or HUD), Heads-Down
• Approach Type:
– Onshore: LNAV PinS & LPV PinS
– Offshore: Parallel Offset & Delta 30° Offset
• Visual Segment Type: Proceed Visually, Proceed VFR
• Time of Day: Day, Night, Twilight

Experimental Design –
Dependent Variables
• Flight characteristics
– Conformance w/ test
standards
– Path error
– Control inputs
• Safety events
– CFIT
– Exceedances
• Missed approaches /
go-arounds
• Obstacle identification
• Subjective ratings
– Workload
– Safety
– Clutter
– Relative preference
• Eye-tracking*

Helicopter Advanced Vision Systems
Current & Potential Future
Research Partners
Entities Involved:
• RTCA SC-213/EUROCAE
Working Group 79
• SAE G-10M Vertical Flight
Committee on Displays
• FAA LED Science Working
Group
• NASA
• Advanced Vision Systems
Manufacturers
• Helicopter 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!!!

2016/2017 Flight Test Update
• FAA Rotorcraft/Aircraft Flight Tests
• Honeywell/FAA Rotorcraft Flight Tests
• Rockwell Collins/FAA Aircraft Flight Tests

FAA Flight Tests/Demonstrations
• Onshore PInS Approaches:
– Airspace: Atlantic City Class C, New York Special Flight Rules
Airspace (SFRA) Class B, and Class E/G airspace, etc.
– Destinations: FAA Research Helipad (HPM77), Wall St. (KJRB),
AtlanticCare Regional Medical Center (0NJ0)
• Offshore Approaches:
– Airspace: Class B, C, G, Oceanic
– Destinations: Chesapeake Lighthouse (USCGCL), Steel Pier
(28NJ)
• Maneuvers:
– Comparable to ADS-C 33 List
– Approaches, Departures, IGE/OGE Hover, etc.
• Flight Test Platforms:
– Rotorcraft: N38 (Sikorsky S76)
– Aircraft: N47 (Bombardier Global 4000)

FAA R&D Test Flight Platform
(N38)
• Test Platform
– FAA’s Sikorsky S-76A Helicopter, Equipped with
ADS-B Out (1090ES)
• HFDM / HFDR Devices
– Appareo Vision 1000, L3 Light Data Recorder,
Honeywell Skyconnect Tracker 3, Skytrac ISAT-
200A, Ballard, Stratus, MEMSIC AHRS, iLevil
AHRS, GoPro Cameras (6), General Aviation
Airborne Recording Device (GAARD), North
FDS/Outerlink IRIS, Latitude iONode, others…
• Recording Cameras
– GoPro Hero 5 Blacks/Sessions, Garmin Ultra 30
VIRB, POE cameras, 360Fly 4K, others, etc.
• Attitude & Heading Reference
System/Inertial Navigation Unit
– AHRS/IRU: LCR-100N
• Planned Advanced Vision System Devices
– Displays: Thales Topmax, Elbit SkyLens/SkyVis
– EVS Sensors: MaxVis 1500, Elbit HeliEVS, RTA-
4212, others…

Flight Test in NJ/NY – Approaching
Verrazano Narrows Bridge (N38)
31

Flight Test Offshore Approaches
to Chesapeake Light (N38)
Weather Radar
Return displayed
on MFD for
Chesapeake Light
Visual (Out-the-
Window View of
Chesapeake Light

FAA R&D Test Flight Platform (N47)
• Test Platform
– FAA’s Bombardier
Global 4000 Aircraft
• HFDM / HFDR Devices
– Honeywell QAR/FDR
• Recording Cameras
– GoPro Hero 5
Blacks/Sessions,
Garmin Ultra 30 VIRB,
etc.

Flight Test Offshore Approaches
to Chesapeake Light (N47)
Weather Radar
Return displayed
on MFD for
Chesapeake Light
Visual (Out-the-
Window View of
Chesapeake Light

Honeywell-FAA Flight
Tests/Demonstrations
• Demonstration of terrain and over water operations
– Northwest New Jersey, including obstacles NJ - NY area
– Large bodies of water and rivers
– Operations over highways and urban environment
• Demonstration during approach
– LPV approaches (standard and steep approaches)
– Visual approach to helipad (coupled and uncoupled)
• Helicopter specific operations
– Approach to coupled hover mode, slow/fast transitions, CatA
takeoffs
• Demonstrations in ground or near ground operations
– Pedal turns, lateral maneuvering, aft maneuvering, quick stops

Jul. 13, 2016 at KMMU
N38 & N139H

Combined Vision on Approach

SVS/CVS Obstacle Representation and Alerting*

Over water operations
39

Rockwell Collins FAA Flight
Tests/Demonstrations
Weather Radar (WxR) Technology RESEARCH
for Helicopter Advanced Vision Systems (AVS)
to achieve FAA Approved
Operational Credit
August 25, 2016 flight with RC Post Flight Slides
Advanced Technology Center (ATC)
Richard Jinkins
Richard Rademaker

August 25th - N601RC at FAA
WJHTC – Atlantic City, NJ

August 25 East Coast FAA
Flight Demo
Mike
Cliff
Lorry
Jim
Phil

43
Directed Hazard
Assessment
-Horizontal Weather Scan
-Vertical Scan
Collins Commercial Systems RTA-41xx/42xx Radar
Size 14”H 14”W 18”D
Weight < 17 lbs.
Power < 60w
SWaP-C allows use
for many
more applications -
- Helicopters
- UAVs
- BizJets/smaller
aircraft
- 12”, 14” and 18”
antenna
-…
RTA-4212 used
for helicopters
© Copyright 2016 Rockwell Collins, Inc. Company Official and Proprietary

Existing N38 Radome

Radar reflectors installed at
KACY helipad

46Federal Aviation
Administration
WAAS Alaska WRS Telco Analysis
ATC FY16 CRW Flight Test
Platform/Lighthou
? Alien
Radar
Return ?
Aug 25, 2016 Weather Radar
return while “Viewing”
the Chesapeake Light –
Platform from 0.18nm
http://www.lighthousefriends.com/light.asp?ID=1691
Radar Beacon (RACON)
on platform transmits
“N” Morse Code
(Dash Dot) with the
Dash is 3x the Dot length
Dot
Dash
<= Ownship
Questions?
Richard.Jinkins@RockwellCollins.com
319-310-2169
© Copyright 2016 Rockwell Collins, Inc.
All rights reserved.
Company Official and Proprietary

Phase II: Conduct Helicopter AVS Experiments
and Collect Data on AVS technologies
Run the experiment(s), and through simulation and flight testing
start to collect the data required to drive potential rulemaking
efforts, including data in 3 different domains necessitating an
understanding of human factors, equipment performance,
installation, and operational approval areas
Phase I: Conduct a Review Current AVS Technologies
Conduct a Literature review, technical/product
assessment including EVS/SVS studies and current
technologies relevant to AVS and discern
simulation/flight test requirements for Helicopter
EVS/SVS experiments
Phase III: Provide Recommendations for
Possible Safety Enhancements
Disseminate the results of the Helicopter EVS research
to the rotorcraft community at large via industry
outreach events, and other committee meetings, and
inform rulemaking activities (changes to 14CFR and
FAA Advisory Circulars)
2016 2017 2018+
Helicopter AVS RE&D Timeline
2015

FAA Rulemaking – End State
Where are we going?
• Federal Aviation Regulations that will be Informed by
the results of this Research
– 91.175 – Amended for Helicopter Onshore Ops
– 8260.42B – FAA Order
– AC 90-80C – FAA Advisory Circular (Offshore Instrument
Criteria)
– 14 CFR Parts 27, 29, 43, 49, 60, 61, 67, 91, 135, 137, 141, and
145
– AC 90-106, Enhanced Flight Vision Systems
– AC 20-167, Airworthiness Approval of Enhanced Vision
System, Synthetic Vision System, Combined Vision System,
and Enhanced Flight Vision System Equipment
– AC 23-26, Synthetic Vision and Pathway Depictions on the
Primary Flight Display
• Bottom Line: FAA is looking to develop operational and
performance criteria for Helicopter Advanced Vision
Systems for enhancing VFR, meeting the current VFR
rules, transitioning to VFR from IFR, or maintaining
visual references during the visual segment of an
instrument approach.

Benefits Sought from AVS Research
• Promote increased situational awareness and safety within helicopter
operations in normal and low visibility operations.
• Reduce the helicopter fatal accident rate.
• Capability to mitigate weather and visibility limitations with advanced
technology.
• Develop better landing areas and heliport standards.
• Encourage the industry to design helicopters that can fly slower and
closer to helicopter landing areas
• Implement improved navigation systems to support operations closer
to landing areas

How To Participate
For More Information, or to Discuss Participation,
Please Contact:
FAA
Research Lead
Cliff Johnson
Email: charles.c.johnson@faa.gov
Phone: (609) 485-6181
System Safety Section, ANG-E272
Aviation Research Division
William J. Hughes Technical Center
Atlantic City International Airport, NJ
08405
FAA
Research Sponsor
Mike Webb
Email: mike.webb@faa.gov
Phone: (202-267-8942 )
Flight , AFS-420
Flight Technologies and Procedures
Division
FAA HQ
470 L'Enfant Plaza, SW, Washington, D.C.,
20024

Questions?

2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).

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