Flight Data Monitor Systems (FDMS) Federal Aviation Administration

Transcription

1 Flight Data Monitor Systems (FDMS) Presented to: FAA International Rotorcraft Safety Conference By: Andy Shaw, Rotorcraft Standards Staff ASW-112 Date: April 23, 2015

2 Topics What requires an operator to have an FDM What is an FDM Considerations for an FDMS Installation Gaps in current Guidance Questions / Discussion 2

3 Am I required to have an FDMS? Flight Data Monitor System is mandated by: requires a Flight Data Monitoring System (FDMS) for Air Ambulance Operators. An FDMS supports a different intended function than the traditional flight data recorder (FDR). The FDMS design features and certification requirements were provided in revisions to Advisory Circular 29-2C and 27-1B Miscellaneous Guidance (MG) 6, Emergency Medical Service (EMS) systems, installations, interior arrangements and equipment. 3

4 Primary Benefit of the Regulation The enhancement of an operator s safety culture. An FDM system provides data to certificate holders to develop a safety culture. FDMS Information can be utilized reactively (after the accident) and proactively (to monitor precursor events and data needed for an SMS). Proactive use of FDM allows the operator to: Provide individual aircraft flight operations oversight and to identify and correct poor habits and [standard operating procedures (SOP)] non-compliances before it escalates into an accident. 4

5 A FDMS is: What is an FDMS? A system or combination of systems that record a helicopter s flight performance and operational data. The FDM system should be capable of capturing digital or analog raw data, images, cockpit voice or ambient audio recordings, or any combinations thereof, according to a broadly defined set of parameters including information pertaining to the aircraft s state, condition, and system performance. 5

6 What is an FDMS used for? This data can be used: To promote operational safety. To perform post flight analysis. In conjunction with an FAA-approved Flight Operations Quality Assurance (FOQA) program. Part 135 certificate holders would be required to collect flight performance and operational data that characterizes the state of the helicopter and its subsystems that the certificate holder determines is pertinent to its safety program. To provide critical information to investigators in the event of an incident or accident. 6

7 How is FDMS Data used? FDM Data is a key component of a Safety Management System (SMS). Flight Data Monitoring (FDM) is a systematic method of accessing, analyzing and acting upon information obtained from flight data to identify and address operational risks before they can lead to incidents and accidents. The information and insights provided by FDM can also be used to reduce operational cost and significantly enhance training effectiveness and operational, maintenance and engineering procedures. Information from FDM programs is unique since it provides objective data that otherwise is not available. 7

8 What is a FOQA Program? FDMS Data is analyzed and exceedances / events identified by the operator, where the flight manual limitations or standard operating procedure (SOP s) were breached. Once identified, a flight data manager will review data to confirm & validate circumstances behind the event. The pilot in command/flying the helicopter will be consulted by the flight data manager. A just culture or no blame reporting culture is essential if a complete picture of the causal factors behind an event is to be identified. This data is then used in a proactive way to improve the overall safety of the organization. 8

9 Safety benefits The following are just some of the safety benefits to be realized through an effective FDM program: Accurate identification of risks with empirical data Just culture management of safety issues (Example: This is what really happened and why; enhanced data available for root cause analysis) Due to the protections afforded by an FAA-approved FDM/FOQA program, a more open dialogue is possible between pilots and management based on digital data to determine how to improve operations and safety. Evidence-based decision making Enhanced training-scenarios Risk mitigation possible with empirical data 9

10 Safety benefits The following is an example of risk identification and mitigation possible through FDM: Data 95 % reduction in low cruise events over 5 month period 10

11 Operational and cost benefits The following are just some of the cost benefits to be realized through an effective FDMS program: Cost savings through reduction in incidents and accidents (long term) Operational/procedural improvements identify operation inefficiencies through flight data, and change procedures for potential cost savings (Example: implement stabilized approach for increased fuel efficiency) Insurance savings based on long term safety improvements through FDMS Increased aircraft availability due to quicker diagnosis/investigation Repair savings as a result of fewer incidents and accidents or elimination of unnecessary inspections 11

12 Other intrinsic benefits The following are just some of the other intrinsic benefits to be realized through an effective FDMS program: If FDMS is managed correctly utilizing just culture, an improvement in trust and respect between stakeholders is possible with a resultant improvement in communication. Increased communications lead to improvements not only in safety, but efficiency of operations and customer satisfaction. Problems and deviations are more readily identified objective information and risk identification leads to accountability. 12

13 What can be used as an FDM? An FDR under and or a EUROCAE specification ED-155 compliant Lightweight Flight Recording System certificated to the appropriate operating rules would be acceptable to meet this requirement. Note: However, the inverse may not be true. HUMS System (Flight Regime Recognition type) may be used depending on the system capabilities. 13

14 FDMS Decision Questions What type of data would provide the most benefit to you? Data easiest to obtain versus data requiring additional sensors, wiring, connectors, etc. What benefits do you receive from an FDM installation? Costs of associated equipment, engineering, and labor with installation in legacy models versus installation of newer production models. 14

15 Advantages of FDMS Technologies A low-cost, non-intrusive alternative/supplement to FDR Small size Ideal for all aircraft models by eliminating the need for expensive and intrusive sensor installations 15

16 Advantages of FDMS Technologies Flight Operations Quality Assurance (FOQA) Provision of new tools for flight training Provision of new information for incident analysis Provision of new information for accident investigation 16

17 Considerations for an FDMS Installation Data should be recorded and stored on digital media. Selecting a install location, consideration should be given to crash survivability. It should receive electrical power from the bus that provides the maximum reliability without jeopardizing service to essential or emergency loads. Be operated continuously from the time power is applied to the aircraft until power is removed from the aircraft. 17

18 Considerations for an FDMS Installation The FDMS equipment should not under normal or fault conditions, adversely affect the airworthiness of the systems to which it is interfaced or of other aircraft systems. The equipment should be installed in accordance with all applicable safety regulations. The equipment should be tested under the standards of RTCA DO-160F. 18

19 How much should an FDMS Record The system should be capable of recording up to 2 hours of image or acoustical data and 6- hours of aircraft parameter data. The applicant determines and maintains the data stream format and parameter documentation, including which parameters are recorded, how often the parameters are recorded, the bit resolution of each parameter, the operational range of each parameter, and the conversion algorithm from decimal units to engineering units. 19

20 What should an FDM Record The FDMS should be capable of capturing and recording any combination of the following parameters in order to monitor the aircraft s state, condition, and system performance: Positioning system time Roll attitude Positioning system latitude Roll rate Positioning system longitude Yaw rate Positioning system altitude Air speed Positioning system error Ground speed Altitude Ambient acoustic data Heading Engine parameters Pitch attitude Main rotor revolutions Pitch rate Transmission ambient 20

21 Gaps in current AC guidance The Current Part 27 and part 29 AC MG-6 states: The Design Assurance Level (DAL) for an FDMS that is required by an operating regulation is DAL D. RTCA DO-178B (or later revision) provides acceptable software development standards, which in this case would be for DAL D software. RTCA DO-254 (or later revision) provides acceptable airborne electronic hardware (AEH) development standards, which in this case would be for DAL D AEH. This has been shown to be unintentionally burdensome on the industry. Specifically the operators that have already voluntarily incorporated and FDM and have an on going FOQA program in place. As a result the will be a policy statement and subsequent AC revision will state that DAL E is sufficient. 21

22 Questions / Discussion? Andy Shaw Electrical Systems and Equipment Rotorcraft Standards Staff Continued Operational Safety Group ASW-112 Fort Worth, Texas [email protected] 22