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Intro to Helicopter Flight Data Monitoring
1. INTRODUCTION to HFDM
Presented to:
IHST Accident Intervention WORKSHOP
By:
Captain Mike Pilgrim
FDM Manager CHC Helicopter Services
Co-Chair
Global HFDM Steering Group
Date: 4th March 2013
www.HFDM.org
2. Global HFDM Steering Group
• Vision:
– Routine and effective utilisation of
HFDM in a just culture environment
across the global helicopter industry.
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
3. Global HFDM Steering Group
• Mission:
– Improve helicopter safety through
provision of focus and leadership on
issues concerning the manufacture,
provision, support and operation of
HFDM systems.
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
4. The Definition
of
Flight Data Monitoring.
Flight Data Monitoring (FDM)
is the systematic,
pro-active use of digital flight
data from routine operations
to improve aviation safety.
Flight Data Monitoring (FDM)
programmes assist an
operator to identify, quantify,
assess and address
operational risks. Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
5. Why HFDM?
REACTIVE
Accidents
Severity of event
Serious incidents
Active Failures
and Latent
Threats
Minor incidents
PROACTIVE?
Routine operations
FREQUENCY OF EVENT
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
6. This is Why
O
FDM
IIII O
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
7. Flight Data Monitoring
Data will only be worth anything if the aircraft
is actually doing something.
• What do we mean by
Flight?
So ‘flight’
is from power on to power off
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
8. Flight Data Monitoring
Anything about the state of the aircraft that can
be recorded:
• and Data?
Airspeed
Rate of climb/descent
Flight control positions
Engines / rotors / temps &
pressures
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
9. Flight Data Monitoring
Careful analysis of groups of data for indications of
anything undesirable.
• What about
monitoring?
So what does it look like?
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
10. Flight Data – Take-Off
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
11. Flight Data – Altitude
Altitude
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
12. Flight Data – Pitch
Pitch Attitude
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
13. Rate of Descent
700ft 150ft
-1000fpm
30 SECS
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
14. How do we get the data?
Solid State Quick Access Recorder
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
15. Aircraft without FDRs
Stand alone units
Power
Earth
Geospatial
Digital (Optional)
Video (Optional)
Engine Data
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
16. Now I have the knowledge
Start compiling your trend information
Its not about individual incidents
Aggregate the event types
Produce readable reports
Involve your staff
Don’t talk about individual events in
terms of the crews who flew them
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
17.
18. Flight Data Monitoring
Demonstrable safety:
Don’t just think you’re safe,
KNOW YOU’RE SAFE
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
24. Example 1
Close to Roll-over
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
25. Rolling moment with left cyclic
CF applied due to inclined main
rotor and offset flapping hinges.
Rolling Moment
CF
Rolling moment due to the
tail rotor thrust with left
pedal applied.
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
26. Rolling moment with left cyclic
CF applied due to inclined main
rotor and offset flapping hinges.
CF
Rolling moment due to the
tail rotor thrust with RIGHT
pedal applied.
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
27. Rolled over aircraft
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
28. Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
29. High Risk Area
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
30. Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
31. Google Earth Jan ‘07
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
32. FDM Newsletter
FDM
Newsletter
Feb 2007
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
33. Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
34. |Google Earth Feb ‘07
Intro to HFDM - IHST Accident Intervention
March 4th 2013 – Las Vegas
Editor's Notes
This is our Vision:We would like to see universal uptake of HFDM because we know the benefit it brings will ultimately save lives.... And our Mission...
Our MISSION is to deliver this vision, and we hope this workshop will help us to do this.
This is what the Workshop is about...The collection of flight data from routine flying operations, not just when there’s an incident, but from every flight.Flight Data Monitoring (FDM) programmes assist an operator to Identify and quantify issues with respect to the risks they pose,Then assess and subsequently address those risks with interventions, before they lead us into incidents and accidents
Flight: From an HFDM point of view...We’re only interested when the aircraft is actually doing something. When the power is switched on...
DATAIs all about PARAMETERS, each one of these items is a parameter.When the value of a parameter reaches a predetermined THRESHOLD, an EVENT is created
Monitoring is about reviewing the events over time, We aggregate the events and quantify them as trends, Provide trends to Review Team giving the opportunity to assess the results and determine mitigationsHere High Rate of Descent events are on the increase... Now you know, you can ask yourself why?
In this one we see a Take-Off,A take off followed by a left roll and then a right roll, let’s look at the altitude trace...
... And next Pitch Attitude...
... The next slide... So how do we get the data...
Mike 14/17Solid line depicts zero climb/descent700ft RAlt to 150ft RAltThreshold – RoD >1000fpm
If you operate aircraft without FDRs then you can opt for the stand alone solution …There are a number available on the market some of which have approved modifications already for some aircraft.These typically capture GPS, Pitch/Roll/Yaw attitudes and ‘G’ Forces from which other parameters can be derived – Groundspeed for example, and may be configured to capture digital data, cockpit video and even engine data if available.
So now you have the knowledge provided by the data, you have a good handle on what is happening on the flight line.... So what are you going to do with it?Identify – the events types – High rate of descent eventsQuantify – the numbers of events - How many high rate of descent events are we having?Assess – the severity of what you have found – How high is the rate of descent?Address – the problems, what are we going to doo about it??***NB***Bear in mind that this is not a policing tool. It will tell you what is happening and to a certain extent who is doing what, but be very careful what you do with the data and who you allow to see it.Long term safety improvements come from trends, not from persecution which only builds resentment.Produce newsletters based on the information you find, DON’T mention details which will identify crews, even to their peers.
The Traditional HFDM Cycle illustrates the whole process:Data is collected, identify, quantify, assess and address by presenting the findings for Review by Operational management. They decide what goes in the newsletters, what goes to the accountable manager etc... They may request confidential crew feedback concerning one particular event – they won’t know who the crew is.They determine improvements/changes to procedures/training etc... And the aircraft flies again for more data collection, and now the reduction in event rates shows real, demonstrated improvements to safety and operational practices.Depending on the size of operation you can tailor this to suit your needs
FDM allows you to demonstrate to yourself and to your customers that you are actively improving the safety margins in your operation.