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Operational Loads Monitoring for Business Jet Aircraft

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Title: Operational Loads Monitoring for Business Jet Aircraft


1
Operational Loads Monitoring for Business Jet
Aircraft
  • Doug Marshall
  • CGAR Annual Meeting

2
Introduction
  • The aviation industry has long been concerned
    with many operational and safety variables, which
    can be analyzed and used to assess aircraft
    design and structure of airframes.
  • Usage data from typical operations can offer
    insights into the safety, aerodynamics, aircraft
    performance, and useful life spans of those
    platforms.

3
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4
Pilot error? Ground crew mistake? Fatigue failure?
5
FOQA Programs
  • For commercial airliners and military aircraft,
    programs such as Flight Operations Quality
    Assurance have been implemented to monitor many
    aspects of pilot and aircraft performance.
  • Similar programs for assessing airframe lives are
    not widely available in the general aviation
    community, if they exist at all.

6
Prior Collected Data
  • To date the FAA has collected considerable
    amounts of typical in-service usage for airplane
    models
  • B-737/400
  • MD-82
  • B-767/200
  • A-320
  • B-747/400
  • B-777/200
  • F27/28
  • CRJ/100
  • BE-1900D
  • Cessna-172

7
Prior Collected Data
  • A number of airplanes used in the firefighting
    and agricultural roles.
  • Plans are in place to acquire service data from
    the A-340/300/600, A-380 and ERJ-135/145 models.
  • In almost all cases, the usage information is
    acquired via the download of data from the
    airplanes Digital Flight Data Recorders (DFDR).
  • Missing from the list above are the Business Jet
    airplanes.

8
Benefits
  • The FAA uses these data to
  • Assess/reassess the technical basis for its
    regulations and advisory circulars.
  • Special studies can/have be/been conducted to
    prevent future surprises. (B787, A380
    composites)

9
Benefits
  • Aircraft manufacturers use these data to
  • Update the fatigue and damage tolerance loads on
    the current fleet, and
  • Provide accurate fatigue and damage tolerance
    loads for both repair of current airframes and
    design of new airframes.

10
Benefits
  • The airlines benefit from these data as well for
    improved maintenance scheduling and they can
    conduct trade studies of operational procedures.
  • The data can also provide insight into future
    service problems.
  • Finally, the general public benefits from the
    additional level of safety attained from the
    knowledge of commercial airplane measured
    operational service usage.

11
Benefits
  • The data provided by digital flight recorders are
    very useful and provide unique information on the
    performance of that particular aircraft.
  • For the business jet operators, it is of even
    greater importance to acquire and analyze the
    data for a wide variety of types and models that
    are being introduced to the fleet already
    equipped with digital flight recorders.

12
Data Acquisition
  • Systematic acquisition of data from these
    aircraft that are delivered equipped with sensors
    and other performance monitoring equipment.
  • Installation of DFDRs or QARs.

13
Data Acquisition
  • Aircraft that will be so equipped for purposes of
    this study will enable the researchers to
    quantify and analyze the stresses over the
    lifespan of these airframes as they are flown at
    high altitudes, airspeeds and numbers of cycles.

14
Data Acquisition
  • The collected data will be used to supplement the
    existing database of transport aircraft usage so
    as to continuously validate and update flight and
    landing load airworthiness certification
    standards on the basis of actual measured usage.

15
Research Design  
  • Under the guidance of the Federal Aviation
    administration and with the help and cooperation
    of aircraft owners and operators, the statistical
    data characterizing the operations of business
    jets will be acquired by downloading and
    analyzing raw data from digital flight data
    recorders over fixed periods of time.
  • Some pilot sensitivity issues.

16
Research Design  
  • Some newer business jet models are entering
    service in the U.S. equipped with DFDRs, making
    them prime candidates for inclusion in the FAAs
    research efforts.
  • The flight parameters recorded are listed in CFR
    Part121 Appendix B or Appendix M, depending on
    the airplanes date of manufacture.

17
Research Design  
  • Business jet owners/operators were approached to
    volunteer their aircraft for inclusion in this
    study, and appropriate nondisclosure agreements
    were offered between the owners and the
    universities responsible for collecting and
    analyzing the data.
  • The operator would have the right to review all
    results.  
  • Data can be desensitized if necessary

18
Research Goals
  • The collected data is expected to reveal critical
    information about the external loads to which
    aircraft components are subjected during normal
    flight operations.

19
Research Goals
  • The resulting data base will be utilized to
    analyze aircraft usage patterns and to update
    flight and landing load airworthiness
    certification standards based upon actual
    measured values.
  • It is anticipated that data from a minimum of
    3,000-5,000 flights per aircraft type will be
    necessary to secure meaningful results.

20
Scope of Study
  • Three different aircraft types in three size
    categories will be selected for study.
  • The first aircraft with QARs installed by the
    researcher is the Bombardier Global Express.
  • Industry partner operates two.

21
Finding a Partner
  • Desired an industry partner owner/operator
    whose fleet is already equipped with DFDRs or
    similar devices so that there would be no need
    for installation of equipment or the cost of
    acquiring Supplemental Type Certificates.

22
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23
Pete Sparacino
Mike Edwards
24
Challenges
  • Lack of cooperation
  • Flight Safety Foundation involved-FOQA
  • Major fractional almost went along
  • We dont fly aging aircraft
  • Most business jets older than about 5 years are
    not equipped with DFDRs or QARs
  • Had to purchase QARs for installation
  • Will sell them to the operator at end of study
    if they are not removed

25
UNDs Tasks
  • Acquisition of operational usage data in a format
    selected by University of Dayton Research
    Institute (UDRI) and assisting UDRI with the
    statistical analysis.
  • Secure access to the aircraft selected for the
    study
  • Ensure the integrity of the data acquisition
    process
  • Identifying and preserving the data, maintaining
    confidentiality, liaison with the owner/operators
  • Negotiating and administering any payments to the
    owner/operators that may become necessary to
    carry out the study.

26
UNDs Task
  • UDRI will take the lead in the data reduction and
    the statistical analysis
  • Utilize graduate students as much as possible to
    perform all of these tasks.

27
Expected Results
  • This investigation will focus on providing
    typical usage data for use in determining the
    lifespan of various business jets.
  • Determine the current status of airframes in
    service for the past 5, 10, 15 and 20 years.
  • Are they being flown the way they were designed?
  •  

28
Data Collection
  • The aircraft usage data includes statistics
    on
  • Aircraft weights
  • Flight distances
  • Altitudes
  • Speeds
  • Flight attitudes

29
Data Collection
  • Flight loads data include statistical
    information on
  • Gust and maneuver load factors
  • Derived gust velocities
  • Ground-air-ground cycles.

30
Data Collection
  • Ground loads data include statistics on
  • Lateral, longitudinal, and vertical load factors
    during different ground operational phases.

31
Data Collection
  • Systems operational data include statistics on
    flap usage, thrust reverser usage, and engine fan
    speed.

32
Parameter Sampling Rate Parameter Sampling Rate
Vertical acceleration 10 per second Mach number 1 per second
Lateral acceleration 4 per second Pressure altitude 1 per second
Longitudinal acceleration 4 per second Gross weight 1 per second
Aileron position 4 right and 4 left (2 inboard and 2 outboard) 2 per second each Fuel quantity 1 per second
Elevator position 4 right and 4 left (2 inboard and 2 outboard) 2 per second each Bank angle 2 per second
Rudder position - upper and lower 1 per second Pitch angle 4 per second
Horizontal stabilizer position 1 per second Magnetic heading 1 per second
Flap position 2 right and 2 left (1 inboard and 1 outboard) 1 per second each True heading 1 per second
Spoiler/speed brake position - 4 and 12 1 per second each Latitude 1 per second
Slats position right and left 1 per second each Longitude 1 per second
N1 Engine - right and left 1 per second each Total air temperature 1 per second
N2 Engine - right and left 1 per second each Radio altitude 1 per second
Thrust reverser status right and left engine 1 per second each Autopilot - left, center, right 1 per second each
Exhaust gas temperature - 2 right and 2 left 1 per second each Ground speed 1 per second
Squat switch - main, left 5 per second Inertial vertical velocity 2 per second
Landing gear down and locked - main gear (right and left), nose gear 1 per second each Glide slope - left, center, right 1 per second
Computer airspeed 1 per second Wind speed (not available for all flights) 1 per second
True airspeed 1 per second Wind direction (not available for all flights) 1 per second
33
Quick Access Recorder
34
The Final Product (we hope)
  • Boeing 777 Loads Report

35
Past Studies
  • Some interesting data
  • Suggested that some aircraft are overdesigned
  • Pilots dont fly large aircraft quite as hard as
    the designers anticipated
  • Identify other unexpected phenomena
  • Cleveland Airport
  • Side loading

36
Next Phase
  • Agriculture Aircraft
  • UASs?

37
Questions?
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