Transcript Template PPT - Flight Test Safety

RISK MANAGEMENT FOR SMALL FLIGHT TEST TEAMS:
LESSONS LEARNED SPINNING LIGHT AEROPLANES
Robert Erdos MSc, PEng, DAR
Chief Test Pilot
Flight Research Laboratory
National Research Council of Canada
Ottawa, Canada
At Issue…
FTSW often facilitates discussion of flight test safety
practices and risk management principles.
 Most participants are from large organizations with large
resources.
 But, what if…

You are the flight test team; and
 The client has limited resources or experience.

Presentation Outline
1.
2.
3.
4.
Outline an example of a small aircraft certification team;
Review applicable risk management strategies;
Relate an incident; and
Discuss lessons learned.
Flight Research Laboratory

Part of the National Research Council of Canada

Canada’s agency for “research, development and
technology-based innovation”

Operates 9 specialized research aircraft

Diverse program of research



Commercial and government clients
From fundamental research to product
development/certification
Fee-for-service work makes Lab’s personnel accessible
to small companies

Contracted by Ultravia Aero Int’l in 1999.
The Project:
Certification of the Ultravia Pelican

Successful Canadian kitplane manufacturer

Sought to certify under CAR 523-VLA

Two-place single-engine high-wing trainer



Rotax 912 engine
Max. gross weight 1450 lb
Design Vs0 = 43 KCAS

Ultravia = 5 full-time employees

NRC provided consulting flight test services

No one on the project had prior certification
experience
The Project:
Certification of the Ultravia Pelican

Successful Canadian kitplane manufacturer

Sought to certify under CAR 523-VLA
• Originated with JAA as JAR-VLA
• Adopted by Transport Canada in 1993
• Based upon FAA Part 23, with a few
Canadian amendments

Two-place single-engine high-wing trainer


Rotax 912 engine
Max. gross weight 1450 lb

Ultravia = 5 full-time employees

NRC provided consulting flight test services

No one on the project had prior certification
experience.
The Situation
Very limited in-house resources
 Time constraints
 Financial constraints
 Desire to please the client

Risk Management Resources: Internal
President & Chief Designer,
Ultravia
NRC Test Pilot
Risk Management Resources: External

Transition from military or research test flying to civil
certification can present challenges

Online resources present acceptable certification
methodologies and lessons-learned

A good working relationship with the regulatory authority is
essential
The Risk Management “Contract”

It is far more productive to discuss “risk” than “safety”.

The consulting test pilot can assume responsibility for the client’s most valuable
asset.

Organizational cultures and expectations may vary.

Risk management protocols need to be stated explicitly.


A “contract” is the application of “plan the flight, fly the plan.”
It may be wise to have the client sign it.
The Risk Management “Contract”, Cont’d

Following a partial power loss or non-critical malfunction indication, a contingency
approach to the nearest prepared landing area will be initiated. An off-airport
landing will not be executed unless imminent complete loss of power or danger of
significant damage to the aircraft precludes a landing on a runway;

Following a complete loss of engine power, a force-landing will be executed to
the most suitable available area;

In the event of an inability to recover from a spin, or entry into an unrecognizable
flight regime, efforts will continue to recover the aircraft to controlled flight to a
minimum altitude of 4000 feet AGL. Upon reaching 4000 feet AGL, the test pilot
will abandon the aircraft; and

Following a catastrophic structural failure, failure of the flight control system or
uncontrollable fire, the test pilot will immediately abandon the aircraft.
Spin Tests:
Spin Chute Installation, Yes?

CAR 523-VLA certification for nonintentional spins requires recovery “from
a one-turn spin or a three-second spin,
whichever takes longer, in not more than
one additional turn after initiation of the
first control action for recovery”.

Typically relies upon an airframe-
mounted spin recovery parachute

Small aircraft present W&B challenges
Pelican Weight and Balance:
Spin Chute Installation, No.

System includes chute, structure,
deployment and jettison mechanisms,
rocket motor and interface

Prohibitively large mass at aft
fuselage station.



BRS considered


Need to test at “4 corners” of W&B
Engine ballast offset prohibits light
weights
Does not avoid considerable aircraft
damage
Bail-out chute the only practical option
Sortie #71:
One-Turn Spins, Revisited
Sortie was a continuation of spins conducted HeavyForward CG
 Power ON spins repeatable with recovery after ~1 turn.

Strong influence of power. Can’t spin <3000 RPM
 Recovery slightly slower in left spins
 Very rapid spin rates after 1 turn (~240 deg/sec)
 Prior sortie repeated to ascertain recovery compliance
 Did not feel that recovery was in question

Sortie #71:
Spinning, spinning, spinning…
10’th repetition of the same test point
 Clean 1-turn erect spin to the right

Recovery initiated after 1 turn…no effect
 Prop stopped after 2-3 turns
 Counter-spin control inputs held firmly
 “Accidentally” discovered limited pitch rocking
authority
 Recovered, restarted engine, went home…

Sober Second Thought:
A plane lacking the
control power to spin
may lack the control
power to recover
 Rehearse all the
recovery actions
 Full forward stick may
not be helpful until
after rotation stops

Risk management for
small test teams
presents special
challenges
 Spin testing of very
light plans not yet
adequately addressed

Thank You
Robert Erdos MSc, PEng, DAR
Chief Test Pilot
Flight Research Laboratory
National Research Council of Canada
Ottawa, Canada
[email protected]
613-998-3180
The Bail-Out Option Reconsidered

Spin trajectory not vertical
Descending helix
determined by inertial and
aerodynamic forces
 Highly wing-loaded
airplanes will have a higher
tangential velocity.

The Bail-Out Option Reconsidered, Cont’d
Lightly-loaded aircraft can
have a very tight spin and a
low tangential velocity
 Confidence in a manual
bail-out may not be
warranted.

Uh oh!