Honeywell Electronics Enhanced Ground Proximity Warning System (EGPWS): Flight History Data J Mulkins Jim u s EGPWS Sr.
EGPWS Flight History Data • EGPWS Flight History Data was designed to: - Provide detailed data on EGPWS alerts to improve terrain database to evaluate the performance of EGPWS algorithms in real-world operation • maximize CFIT protection • minimize nuisance alarms • EGPWS Flight History Data can: - Help p provide p data to investigate g Incidents / Accidents Where FDRs do not exist on the aircraft or fail to function • EGPWS does not add much beyond what FDR provides But, it wasn’t designed for acc
EGPWS Flight History Data - Limitations • EGPWS Flight History Data: - Does NOT record Date & Time EGPWS system time (hours:minutes:seconds) powered Flight Leg (Leg 1 is most recent flight) - Is NOT environmentally protected or crashworthy The EGPWS can be damaged beyond the ability to provide any data - Does NOT provide a rapid data rate 1 sample per second - Does NOT record data from all sources Typically only records source being used This may not be the source being used by the pilot in c
EGPWS Units – Class A TAWS • MK V & MK VII - 2 MCU (2.
EGPWS Units – Class B TAWS • KGP560 & KGP860 & MK XXI - (2”W x 4”H x 6”D) - Found in Small business jets Turboprops VFR Helicopters • KMH820 & KMH920 - 4 MCU (4”W x 7”H x 13”D) - Earlier units are black - Found F d in i Small business jets Turboprops 5 File Number
EGPWS Flight History Data (Warning/Caution) • EGPWS records data 20 seconds before and 10 seconds after every EGPWS alert/warning Used to determine a cause of the alert/warning g and p pilot reaction 20 Seconds 10 Seconds Caution Terrain 6 File Number
EGPWS Flight History Parameters • List of parameters recorded in EGPWS Warning Flight History Data Alert Type System Operating Time Corrected Altitude Latitude Longitude P iti Source Position S Position Uncertainty(HFOM) Airspeed True Airspeed Ground Speed Minimum Operating Speed Barometric Altitude (Uncorrected) Geometric Altitude Geometric Altitude VFOM GPS Altitude GPS VFOM Radio Altitude Altitude Rate Magnetic Track True Track True Heading 7 Terrain Database Elevation GPS Satellites Visible GPS Satell
EGPWS Flight History Data • Does not record what is not input - For example, no radio altitude on KGP or KMH Class B units • Data that is invalid is noted as such - For example, glideslope deviation when not ILS tuned • Data is recorded even when manually inhibited by pilot • Data can be exported to Excel spreadsheet (.
Flight History Retrieval Process • Flight History information is stored in the EGPWS in a specific area of the non-volatile memory • Data can be downloaded via PCMCIA or CF card - Card must be programmed with special instruction file - Process similar to terrain database upload, requires < 5 minutes - Cards available upon request from Honeywell Engineering - Data is encrypted • Decoding of encrypted encr pted information is done b by Hone Honeywell ell using proprietary tools, tools are not distributed • If
Hawker 800 crash at Owatonna MN • NTSB S AAR-11/01, / 31 July 2008, – 8 Fatal - CVR, no FDR and none required - Crashed while attempting p g late go-around g on runway y 30 • EGPWS issued Bank Angle alert - Aircraft rolled 90 degrees after becoming airborne off rwy end • Flight History download performed at Honeywell - Unit functional post-accident - Memory contained 22 seconds of data 20 before Bank Angle alert 2 after Bank Angle alert (then loss of power) • Data used to confirm: - Flaps down before l
Cessna 560 crash at Pueblo, CO • NTSB S AAR-07/02, / 16 February 2005 – 8 fatal f - CVR, no FDR and none required - Pueblo was a p planned fuel stop p on cross-country y flight g - Crashed 4 mi short of airport in freezing rain • EGPWS issued Bank Angle alert - EGPWS destroyed in impact, impact fire - Circuit cards returned to Honeywell for possible analysis • 1 of 2 Flight History data chips broken, data irretrievable - Manual process used on surviving chip - 30 seconds of partial data set recovered Alti
Honeywell Electronics Non-Volatile Memory (NVM): An Increasing g Aide in Investigations g Jay Eller Air Safety Investigator Honeywell Aerospace August 27, 2012 12 File Number
Agenda What Data is Available What is the manufacturer’s intended use of NVM data? What can we learn from data obtained from NVM? What types of equipment have NVM data? Airframes and Equipment What types of airframes have NVM data? What at co complications p cat o s a and dp precautions ecaut o s e exist st when handling equipment with NVM? 13 Handling of Equipment Containing NVM File Number
Intended Uses of NVM in Electronics • Maintenance/Tracking M i t /T ki - Logging of failures which require maintenance at next interval. - Logging of exceedances or failures which may require iimmediate di t attention. tt ti - Tracking of fleet such as EMS and Fire Fighting. • Trend analysis y - Engine performance over a period of time. - Aircraft performance over a period of time. - Could be specific to an altitude, temperature, or other operational condition.
Various Levels of Data Available • Low L Fidelity Fid lit Data: D t • Slow sample rates (greater than 1 sample per minute) • Minimal data precision (ie: Latitude, Longitude, altitude, etc) • Would show long term trending with little inability to show immediate behaviors/signatures. • Medium Fidelity Data: • Medium sample rates from 1/sec to 1/minute • Moderate data precision.
Example of Low Fidelity Data Data points are on 4 minute increments.
Example of Medium Fidelity Data Turn made but unable to determine accuracy during the turn.
Example of High Fidelity Data (1Hz Rate) 18 File Number
Example of High Fidelity Data (1Hz Rate) Notice location precision as witnessed during taxi! 19 File Number
Stra aight Forw ward EVXP HUMS FDR Sky Connect Somewhat Involved EGPWS ((Gen Av)) EPIC Maintenance System EGPWS (Air Transport) APEX ACMS Radios Low Medium Increasing Fidelity of Data 20 Engine Controls Smart Servo Highly Involved Increasing Ea ase of Datta Retrieva al Types of Equipment and Data Fidelity High ACMS = Aircraft Condition Monitoring System File Number HUMS = Health and Usage Monitoring System
Aircraft With Primus APEX High, Medium, and Low Fidelity Data Pilatus PC-12 NG Viking Air Twin Otter 400 21 File Number
Aircraft With HUMS High, Medium, and Low Fid lit Data Fidelity D t Sikorsky S76C++ S= HUMS Health and Usage Monitoring System Agusta A109E 22 File Number
Aircraft with Primus EPIC (Medium and Low Fidelity) Dassault F900EX/DX/LX Dassault F7X Dassault F2000EX/LX Gulfstream 450 Gulfstream 650 Gulfstream 550 Embraer 170/190 Cessna 680 Sovereign Hawker 4000 23 Agusta AW139 File Number
Examples of Aircraft With Sky Connect EMS Helo Fleet Charter Fleet Medium and Low Fidelity Data Fire and Rescue Agriculture Fleet Note: Aircraft models shown may not represent actual models containing Sky Connect 24 File Number
Preservation P i &R Recovery off Non-Volatile Memory (NVM) Evidence 25 File Number
General Precautions • Assume that the electronic component is subject to electrostatic discharge (ESD) damage. - Do not attempt to handle any electronic components using leather gloves. • Before cutting wires to components components, insure component does not have holdup RAM requiring power to maintain. • If the component is dry, keep it dry. - Ship it “as as is” is to the component supplier or investigation lab.
If an accident has occurred in fresh or salt water… • Recovered electronic components should be placed in a container filled with 2 MOhm de-ionized water. - Bottled drinking water is acceptable, provided the water has been - produced using a reverse osmosis (RO) process, as opposed to bottled spring water. Do not use tap water, distilled water or medical grade 10 MOhm water.
General Packing and Shipping Guidelines • Use hard plastic shipping containers when possible – avoid Styrofoam. • Wrap p electronic components p with a layer y of electrostatic safe material, such as “pink poly” (named for its color) or other ESD approved product. • Use packing materials that will not react with the contents or deteriorate while packed. ESD-safe bubble wrap, or empty plastic containers inserted between the shipped items and the sides of the container, is appropriate.
In Closing… • Monitoring Systems and NVM Data – What it is… and is not. - It is a tool for investigators to use - It is not a flight g data recorder • Plus's and Minus’s Large volume of available data High G-load tolerant plastic NVM Fire tolerant ceramic NVM Easy to read data format (Excel) Not crashworthy Not fire tolerant Not G-load tolerant Only downloadable by OEM • Limited Availability - Aircraft equipped with Apex or EPIC. - Helicopters equipped with HUMS functionality.
Honeywell Digital Engine Controls Incident Recorder Applicability to Accident Investigation Jim Allen M Manager off Accident A id t Investigation I ti ti Honeywell Aerospace August 27, 2012
Agenda • Introduction • Applications • Use of Engine Control Data in Accident Investigation • Post Accident Precautions • Honeywell Support in Investigations • Questions 31 File Number
Turbofan Engine Digital Control System • Honeywell Turbofan Engines utilize Digital Control with Engine Condition Trend Monitoring (ECTM) generations of controls - Two g Generation One, Digital Electronic Engine Controls (DEEC) • TFE731-2/3/4/5 (New Production and Retrofit of older units) • TFE731-20/40/50/60 (All from Production) Generation Two, Full Authority Digital Electronic Control (FADEC) • HTF7000 series • ECTM data is divided into three broad catagories.
Examples of Data available via ECTM • Engine Statistics - Engine & Computer Information – Model, Part, and Serial Number - Performance Trending - Life Cycle Data – Engine Times, Cycle Counting, Landings, etc.
TFE731 DEEC – Generation One (Gen 1) TFE731-2/3/4/5 N1 DEEC (Retrofit) - Fuselage mounted - TFE731-20/40/50/60 DEEC (P d ti ) (Production) - Engine mounted*TFE731-50 DEEC in Hawker 900XP is fuselage mounted 34 File Number
Gen 1 Incident Recorder Design Parameters • Design Features - Records nine engine and aircraft parameters. - Records basic engine and aircraft information for approximately the - last 1 1/2 hours of engine operation. operation Begins recording when the start initiates. Stops recording after engine shutdown or 5 minutes after Weight on ground). ) Wheels ((WOW)) is true ((On g • Data is collected in “Buckets” to indicate parameter range - i.e. i e The N1 speed was between 75 and 80% maximum speed speed.
HTF7000 Family – Generation Two (Gen 2) HTF7000 FADEC (Engine mounted, 2 units per engine) 36 File Number
Gen 2 Incident Recorder Design Parameters • Design Features - Records 36 engine and aircraft parameters. - Records enhanced engine and aircraft information for the last 60 - minutes of operation. operation Begins recording when the start initiates. Stops recording after engine shutdown or 5 minutes after WOW is true (On ground). • Data is collected as discrete values. - I.E., I E N1 speed was 75 75.7% 7% of maximum speed; Altitude was 21,316 21 316 - feet.
TFE731 Applications – Gen 1 Civil DEEC (Retrofit) Cessna Citation III/VI/VII Dassault Falcon 10/100 38 North American Rockwell Sabreliner 65 Dassault Falcon 205/200 Raytheon Hawker HS1-731; 125-400-731/600-731/700/800/800XP Dassault Falcon 50 / 504 Dassault Falcon 900 Gulfstream G100 (Astra 1125) IAI Westwind 1124 /1124A Lockheed Jetstar / Jetstar II Learjet M35 / M35A / M36 Learjet M31 Learjet M55 File Number
TFE731 Applications – Gen 1 Military DEEC (Retrofit & Production) CASA 101AA / BB / CC “Aviojet” FMA IA 63 “Pampa” 39 AIDC AT-3 “Tzu Chiang” Hongdu (Nanchang) Aviation Industry Corporation K8 “Karakorum” (Production) File Number
TFE731 Applications – Gen 1 Civil DEEC (Production) Dassault Falcon 50EX 40 Dassault Falcon 900EX / 900DX Hawker 900XP Gulfstream 100 (Astra SPX) Gulfstream G150 Learjet M40 Learjet M45 File Number
HTF7000 Family Turbofan Applications – Gen 2 Civil FADEC (Production) Bombardier Challenger g CL 300 Gulfstream 280 Embraer Legacy 450 and 500 41 File Number
Use of Incident Recorder Data in Accident Investigation • These are NOT Flight Data Recorders but, - The data can be very helpful in backing up FDR and CVR data. - Can be especially helpful if FDR data is not recoverable, wasn’t working, or the aircraft wasn’t equipped with one. • Units are not hardened and designed g for impact p and fire protection like an FDR or CVR. • Units are installed on some aircraft not required to have an FDR. FDR • Does not record Date & Time.
Generation 1 DEEC Plotted Data 43 File Number
Generation 1 DEEC Plotted Data 44 File Number
Generation 2 FADEC Plotted Data 45 File Number
Post Accident Precautions • If the DEEC or FADEC appears intact: - Do not attempt to power up the units. - Do not attempt to download the data with process used by operator and field service personnel personnel. This process automatically erases the data from the units as part of the download. • If units are damaged damaged, collect parts potentially from the units and return. - Especially loose integrated circuit chips. • Follow F ll General G l Precautions P ti previously i l discussed.
Post Accident Precautions (continued) • Use care when cutting wires and removing harness possible, don don’tt allow any electronic debris to • If possible freeze. • Do not flex or straighten a bent, broken or damaged circuit card card. • Avoid exposure to magnetic fields such as large motors, large magnets or shipboard radar. Attemptt to Att t identify id tif the th types t off electronics l t i that th t th the investigation will focus on prior to going to the accident site.
Honeywell Support for Downloading and Analysis • Honeywell is best equipped to handle and download the data from our engine DEEC’s and FADEC’s after an accident or incident. - Have H appropriate i t equipment i t and d trained t i d personnell to t properly analyze and prepare units for downloading. - Access to Engineering expertise to deal with challenges due to damage from impact and fire, etc. - Experienced in dealing with chip level recovery and use of slave units for downloading.
Example of Challenging Download • Engine mounted TFE731 DEEC was severely heat and impact damaged during the accident sequence. • Incident Recorder chip p was cleaned, removed, and copied. • The chip copy was then installed in a slave unit and successfully downloaded.
Accident Contact Information • For assistance with any Honeywell Aerospace products involved in an Accident or Incident, Contact: Jim Allen Manager a age o of Accident cc de t Investigation est gat o Honeywell Product Integrity 1944 E Sky Harbor Circle Phoenix Arizona 85234 Phoenix, Phone 602-365-5672 24 hour Accident Hot Line, 1-602-365-2423 50 File Number
Questions? 51 File Number
