LESSONS LEARNED LOSS OF CONTROL AEROSPACE DESIGN WORKSHOP BEIJING, CHINA 30.NOV.2016

Transcription

1 LESSONS LEARNED LOSS OF CONTROL AEROSPACE DESIGN WORKSHOP BEIJING, CHINA 30.NOV.2016

2 AEA PRESENTER: PAUL FIDUCCIA President, Aviation Systems Engineering, Inc.: Consultant Executive Director, Government Affairs & International Cooperation, Cirrus Aircraft Co. Co-Chairman, General Aviation / Business Aviation Committee, US China Aviation Cooperation Partnership (ACP). 9 years working with CAAC on GA Development. Prior to China Work: President, Small Aircraft Manufacturers Association, 25 years work with FAA, EASA, NASA, AEA, GAMA on Safety and Certification system improvements LOC Led effort for EASA validation of Cirrus Equivalent Level of Safety (ELOS) to spin rules to reduce LOC accidents. 2

3 LESSONS LEARNED PART 1 Original Part 23 Spin Recovery rule: prescriptive maximum turns/time USA Studies 1980s: Almost all Stall Spin accidents begin at very low altitude -- <1000 ft. -- too low to develop spin ( post-stall gyration ) or recover from spin 1991 FAA added Spin Resistance Alternative to avoid Loss of Control departure from controlled Flight But, Departure Resistance reduces Spin Recovery Europe not accept Spin Resistance Alternative 3

4 LESSONS LEARNED PART 2 FAA Certified two airplanes under Spin Resistance Alternative, Equivalent Level of Safety (ELOS) : Cirrus SR20/22, Cessna TTS. Both used: Drooped outboard leading edge, discontinuity retain stall inboard Preserves aileron effectiveness in most stalls Reduces LOC accidents in traffic pattern EASA only Validated Cirrus SR20/22 EASA Spin ELOS FAA Spin Resistance PLUS additional maneuvers -- higher power and faster deceleration harder to pass Some Spin Recovery Capability -- limited spin recovery matrix Cirrus Airframe Parachute System recovery from developed spins at higher altitude (also, pilot incapacitation, mid-air collision, control system failure, engine failure, etc.) 4

5 LESSONS LEARNED PART 3 Major Delays in ELOS Finding by FAA & EASA FAA TC with Spin Rule ELOS: 1998: during 4 year TC JAA/EASA Validation: 2004: after 5 more years Supported by FAA Report on LOC accidents, too low for spin Supported by Cirrus flight test data departure resistant and recover from most spins, beyond Spin Resistance rule Problems: Prescriptive Rules and No Agreed Means of Compliance for new Technology 5

6 LESSONS LEARNED - PART 4 Spin Resistance Technology and Rule and ELOS did not work as well as hoped and tested Continued stall/spin accidents in abused stalls, outside of Spin Resistance maneuvers Overcome dilemma: More Departure Resistance = Less Spin Recovery, and use all Technology Options Need New Technology Systems plus Aerodynamics Cirrus added: Level Button, Envelope Protection, etc. 6

7 WHAT FAA & EASA ARE DOING: NEW PART 23 FOCUS ON REDUCING LOSS OF CONTROL (LOC) ACCIDENTS New Performance-Based Rule, with Industry Consensus Standards for Means of Compliance Goals: Increase safety: 50% reduction in LOC accidents Higher requirement for stall behavior: provide substantial increase in departure resistance including common stall scenarios More effective stall warning No Spin Recovery requirement for Normal Category Encourage Portfolio New Technology Solutions to LOC 7

8 WHY FOCUS ON LOSS OF CONTROL? Number 1 Cause of GA Fatal Accidents: 40%. Prior efforts to reduce LOC accidents not successful Controlled Flight Into Terrain Accidents, another major fatal accident category in 1990s, were greatly reduced. New Avionics Technology: GPS Moving Map, better Weather Forecasts, and Cockpit weather displays General Aviation Joint Steering Committee 2011: solve LOC on approach/landing to reduce GA fatal accidents. 8

9 FAA GA Joint Steering Committee 9

10 CURRENT & NEW PART 23 LOC RULES Current Rules Amd. 62 (Long and Prescriptive) (wings level stall) (turning flight and accelerated turning stalls) (stall warning) (spinning) New Rule Amd Stall characteristics, stall warning, and spins. (a) The airplane must have controllable stall characteristics in straight flight, turning flight, and accelerated turning flight with a clear and distinctive stall warning that provides sufficient margin to prevent inadvertent stalling. (b) Levels 1 and 2 airplanes and level 3 single-engine airplanes, not certified for aerobatics, must not have a tendency to inadvertently depart controlled 10 flight.

11 DEPARTURE AVERSION CONCEPT: OCTOBER 2016 F44 LOC WORKSHOP (Presented by Nickolas Borer, NASA Langley Research Center) Substantial Departure Resistance, or Departure Aversion is the holistic tendency of the aircraft to resist loss of control, including by: Benign or balanced handling qualities across possible configurations Enhanced pilot awareness of states with reduced margins for error Enhanced warning of an impending LOC situation Pre-emptive automated control actions to decrease probability of LOC Graceful degradation in handling qualities as LOC margins approached Direct automated action taken to prevent LOC Reversionary or safe modes available post-loc 11

12 POINTS CONCEPT FOR WEIGHING DEPARTURE AVERSION ELEMENTS TO COMPLY WITH NEW Departure Resistance: More points for more difficult maneuvers where departure is resisted. Staff Warning Effectiveness: More points for more effective stall warning systems. Safety Enhancing Features: More points for more types of more effective safety equipment 12

13 SAFETY ENHANCING FEATURES/SYSTEMS/EQUIPMENT Enhanced Departure Indication System Angle of Attack (AOA) Indicator Airspeed and altitude trend data Head-up-display of attitude, altitude, airspeed, AOA Enhanced Envelope Awareness or Protection Wing leveler (straight and level button) Two-Axis force feedback (full time pitch/roll push back against pilot) Auto-throttle (to protect against low speed) Descent Arrest System (Airframe Parachute) Points based on speed and altitude of proven deployments compared to approach and landing LOC accident speeds/altitude area 13

14 Cirrus SR20/22 Airframe Parachute, Part of Spin ELOS 14

15 CHINA BENEFITS OF NEW PART 23 LOC RULES AND TECHNOLOGY Less fatal accidents as private GA flying grows: less personal tragedy, GA business failure, regulations. Less cost and delay to approve new safety technology: cost to CAAC and manufacturers. Faster inclusion of new GA aircraft technology to support new designs (including electric aircraft). 15

16 CAAC & CHINA GA INDUSTRY ACTIONS TO GET THESE BENEFITS Deepen connection to International LOC policy effort CAAC adopt new Part 23 rule with FAA & EASA Continue CAAC and Industry work with ASTM F44 Training for CAAC staff on new Part 23 with FAA Support Safety New LOC Safety Enhancing Features Deepen connection with Avionics manufacturers/shopw US avionics Repair Station practices: training courses Connect to US support system for China avionics manufacturers and maintenance shops -- AEA 16

17 Association of the general aviation aircraft electronics industry -- since ,300 member companies in 41 countries. Avionics manufacturers, Certified international Repair Stations and facilities doing maintenance, repair and installation of avionics and electronic systems and instruments in general aviation aircraft. Annual Convention Training, 1000 exhibitors, 3000 experienced avionics shops. Manufacturers Briefings on latest avionics 17

18 Training: Classes at AEA Convention & Outside the US: Australia/New Zealand, South America, Europe, Canada 18

19 AEA Information & Services 19

20 THANK YOU. QUESTIONS? 20