Briefing
for
Flight Test Safety
Workshop
May 2008
John Siemens, P.E.
Sr. Mgr. Flt Operations
Chief Test Pilot
The SJ30-2 Airplane
• Certified Part 23 Commuter Category
with Special Conditions equivalent to
Part 25
• Aluminum Construction with some
non-structural composites
• Full span LE Slats
• Max Operating Altitude – FL490
• Range – 2500 nm
• VMO / MMO – 320 KIAS/0.83
• Pressurization – 12 psi
• Single Pilot Qualified
Overall Test Program
•
•
•
•
SN002 – Lost in Accident
SN003 – Systems (Hydraulics,
Electrical, Engines, Fuel, Autopilot,
Anti-ice
SN004 – Aerodynamics, S&C, Flutter,
Performance, Continued Safe Flight
after Failures, Ice Shapes
SN005 – Avionics, Interior, F&R, Flight
Standards Board
The Reason Model
Developed by Prof. James Reason
Defenses or Barriers (Processes)
Weaknesses in Defenses or Barriers (Holes in Processes)
Accident Trajectory (Chain of Events)
Blocked (Chain Broken)
The holes did not line up
Scene of the Incident / Accident
The Greater the Number of Defenses or Barriers (Processes) the Less Likely the Holes Will Line Up
Defenses and Barriers
(Adding Barriers)
 Sequence of Test Program
• Roadmap to Success
 Experience Level of Personnel
• What level of experience is required to fly the test?
• Experience level of Test Plan author?
 Safety Program (FAA Order 4040.26A)
• TRB / SRB / FRR
• Who participates
• Test Hazard Analysis
• At what level of the Company are Safety Decisions Made?
• Routine Safety Meetings and Reviews
 “Knock-It-Off” Criteria Established
 Where will the tests be accomplished?
 Flight Test Policies and Procedures
• Crew Rest Requirements
• Health and Fitness Requirements
 Experimental Aircraft Configuration Control
• Pilots briefed on configuration before every flight
• Temporary Test Aircraft Limitations (TTAL)
Defenses and Barriers
(Misaligning the Holes)
 High Risk = High Level Decisions
• Acceptance of high risk is a Company decision
• Design Technical Reviews
• Safety Reviews
• System Safety Analysis
• Weather
• Test Location
• Knock-it-off Criteria
• Ground Safety Equipment
• Road map
• Checklists
• Experience
• Training
• Personal Safety Equipment
• Instrumentation
• Pilot Display Information
• Number of crewmembers
• Telemetry
• Communications
• Chase Aircraft
 Emergency Recovery System
• Design
• System Test
• Location of Controls
• Checklist Items
• Emergency Procedures
• Practice
 Egress System
• Design
• System Test
• Location of Controls
• Checklist Items
• Emergency Procedures
• Practice
Safety Reviews
(Finding the Holes in the Plan)
 Technical Review Board (TRB)
• Review of applicable technical design
details
• Independent assessment of technical
soundness of the test plan
• Initial identification of flight test associated
risks
 Safety Review Board (SRB)
• Chaired by the Flight Safety Officer (FSO)
• Review of the flight test program planning
• Final approval of the Test Plan and Test
Hazard Analysis Worksheets
• Critique of the teams planning effort
 Flight Readiness Review (FRR)
• Final Management Review
• Answers the question, ”Are we ready to
test?”
• Ensures “action items” from TRB and SRB
have been completed
Test Hazard Analysis Worksheet
Aircraft Damage Risk Assessment
Test Plan Number:
Test Title:
Test Hazard Analysis
Catastrophic Damage
Beyond Repair
Medium
High
High
Extreme
(Avoid)
Major Damage Greater
Than 2 Weeks to Repair
Low
Medium
High
High
Minor Damage Less Than 2
Weeks to Repair
Low
Medium
Medium
Medium
Negligible Damage Less
Than 3 Days to Repair
Low
Low
Low
Low
Remote
Occasional
Probable
High
Aircraft / System:
Hazard:
Defines Pilot Experience
Required to Fly the Test
Severity
Probability
Probable Causes:
Personal Injury Risk Assessment
Fatal Loss of Life
Medium
High
Extreme
(Avoid)
Extreme
(Avoid)
Major Injury Full Recovery
Not Guaranteed
Medium
Medium
Extreme
(Avoid)
Extreme
(Avoid)
Minor Injury Hospitalization
<1 Week
Low
Medium
Medium
High
Negligible Injury Does Not
Impact Ability to Work
Low
Low
Medium
Medium
Remote
Occasional
Probable
High
Effects:
Severity
Test Category
A
B
C
Probability
Aircraft Damage Risk
Test Category Matrix
Personal
Injury Risk
Low
Med
High
High
A
A
A
Med
B
B
A
C
C
B
Low
Risk Mitigation Procedures:
Pilot Experience
Sr. Eng Specialist TP
PIC
PIC
PIC
Eng Specialist TP
PIC
PIC
PIC
Sr. Engineer TP
SIC
PIC
PIC
Engineering TP
SIC
SIC
PIC
Jr. Engineering TP
N/A
SIC
SIC
References:
FOP-001
FOP-009
Test Category
Test Type
A
Critical Characteristics
High
B
Demanding / Precise
Medium
C
Routine Flight Characteristics
Low
Emergency Procedures:
Aircraft Damage Risk:
Personal Injury Risk:
Test Category:
Test Risk Factor:
Risk Acceptance (SSAC) :
SRB Chairman _______________________________________
Flight Safety Officer ________________________________________
Chief Test Pilot ______________________________________
Project Test Pilot __________________________________________
FAA/ACO Acceptance (if required) :
Program Manager ____________________________________
Project Test Pilot __________________________________________
Project FTE ______________________________________________
Risk Factor
Policies and Procedures
Engineering Procedures
• EP-005 “Experimental Aircraft Release Procedures”
• EP-006 “Flight Test Work Order (FTWO) Procedures”
• EP-007 “Release and Acceptance of Aircraft for Test”
• EP-008 “Temporary Test Aircraft Limitations Procedures”
• EP-051 “Exp Aircraft Config Mgmt and Conformity”
Flight Operations Policies and Procedures
• FOP-001 “Flight Operations Policies and Procedures”
• FOP-002 “Production Flight Test Policies and Procedures”
• FOP-003 “Pilot Training Policies and Procedures”
• FOP-004 “Engine Run and Taxi Qualification Training”
• FOP-005 “Ground Test Safety Procedures”
• FOP-006 “Approval of Airplane Flight Manuals, Checklists and Supplements”
• FOP-007 “Approval of AFM Temporary Change Notices”
• FOP-008 “SSAC Minimum Pilot Requirements”
• FOP-009 “Engineering Flight Test Safety Program”
• FOP-010 “Operations in RVSM Airspace”
• FOP-011 “Engineering Flight Test Experimental Aircraft Scheduling”
Design Improvements
• New prototype (no asymmetric wing
twist)
• High Speed Wind Tunnel tests
• Added 5 VG’s to upper wing surface
• Energized airflow over wing
• Moved speed brakes outboard
• +1.5 G’s when deployed at MMO
• Aileron Thick TE reduces hinge moment
Pushing the Envelope
(How Many Envelopes are Being Pushed?)
SJ30-2 Airspeed Envelope
49,000 Ft
Mdf = Mach 0.90
Airspeed
Vdf = 372 KCAS
28,300 Ft
Vmo = 320 KCAS
Altitude
Mmo = Mach 0.83
Weight
Altitude
Know Which Envelopes are Being Pushed
Stability & Control
Airspeed
Center of Gravity
+G’s
Normal Acceleration
Burt Rutan’s White Knight
Velocity
V-N Diagram
-G’s
SJ30-2 Flight Flutter Program
 Airspeed Calibration Complete To VMO/MMO
 CG Envelope Defined
 Aerodynamic Configuration Defined
 Aircraft Conformed to Type Design
 Stall Tests Complete
 Stability and Control Tests Complete
 FAA Approved Test Plan
 Accelerometers Installed & Calibrated
 Telemetry System
 Egress System Installed & Tested
 High Speed Chute Installation
 Chase Aircraft
 Unusual Attitude Training Completed
 Egress Training Completed
 Technical Review Board
 Safety Review Board
 Flight Readiness Review
Mojave, CA June – July 2004
Acceptance Requirements
• Flutter free to VDF and MDF
• Statically stable in all three axes
• No mach buffet at speeds up to MMO
• At speeds above MMO buffeting not severe
enough to cause control problems
• Able to generate 1.5G’s normal
acceleration on recovery
Aircraft Instrumentation
Roll, Pitch, Yaw Angles
Roll, Pitch, Yaw Rates
Roll, Pitch, Yaw Forces
Control Surface Deflections
Boom Altitude & Airspeed
Ships Altitude & Airspeed
Accelerometers
Strain Gages
Co-pilot Video Screen
Pedal forces
Force wheel
On-board computers
Observers data station
Telemetry Data Station
Tracking Antenna
Eric Kinney
Co-Pilot
Monitors
Data Strip Charts
David Wells
Telemetry Instrumentation
Mario Asselin
Aerodynamics
High Speed Recovery Chute
System
Control on Aft End of Center Pedestal
Chute Arming
Chute Deployment
Chute Jettison
Chute Design:
4000 lbs drag at 400 kts @ 10,000 ft
Structural Design:
4000 lbs limit load
6000 lbs ultimate load
Chute Design
DEPLOY ROCKET
STEEL WELDMENT
STINGER BOOM
LATCH ACTUATOR
MICROSWITCH
ACCESS PANEL
CHUTE CANISTER
JETTISON CUTTERS
LWR RISER FERRULE
KEVLAR “LOAD LINE”
Dive Angles
Dive & Recovery ND Angle
10.0
0.0
-10.0
12.5 deg ND
Pitch angle to achieve Vd / Md at MCT
Pitch Angle (-) = ND deg
-20.0
-30.0
Pitch angle at w hich aerodynamic drag
+ chute drag = gravitational thrust at FI
at Md/Vd + 25 KCAS
-40.0
Max Chute Angle
Dive Angle
-50.0
ND angle for 4000 lbs drag
-60.0
-70.0
-80.0
Pitch angle at w hich the chute
achieves 4000 lbs drag
-90.0
-100.0
0
5000
10000
15000
20000
25000
Altitude - ft
30000
35000
40000
45000
50000
Drag Chute Deployment Test
• “Jerk” feel on deployment
• Roll , Pitch and Yaw during
deployment
• Deceleration Rate
• Ability to maintain level flight with
chute deployed
• Chute Oscillation After Deployment
• Controllability
• Jettison
• Roll, Pitch and Yaw on Release
Egress System
Cabin Pressure
Dump (6psi)
Door Jettison
Egress Training
Both pilots belted in and connected to aircraft
Seats positioned for flight
Door installed and rigged
Practice until:
Evacuation of aircraft could be accomplished in 20 seconds
Each pilot knew his sequence steps so as to not interfere with the other
Technical Review Boards
•Chute & Egress Systems
•Aero Conformities
•Aerodynamic Review
•Systems
Flight Readiness Review
Start of High
Speed Envelope Testing
High Speed Envelope
Program
Safety Review Board
•Egress System Validation
•Chute Deployment &
Jettison Validation
15k-21k ft
AR Weight,
Mid CG
1
17 Test Points
•Long Stab. Assess. A/S = 320 KCAS
340 KCAS
•Lat. Dir. Stab. Assess.
350KCAS
•Flutter
•Chase above 340 KCAS 360 KCAS
•368 KCAS & 372 KCAS 368 KCAS
372 KCAS
are individual flights
25k - 33k ft
AR Weight,
Mid CG
3
24 Test Points
A/S =
•Long Stab. Assess.
•Lat. Dir. Stab. Assess. 0.78M, 0.80 M
0.82M, 0.83M
•Flutter
0.84M, 0.85M
•Chase above 0.85M
0.86M, 0.87M
•0.86M, 0.87M &
0.88M are individual flights 0.88M
Return to Service
• Telemetry Check Flight
• Vibration & Buffet testing
(≤Mmo/Vmo)
41k-47k ft
AR Weight,
Mid CG
2
17 Test Points
•Long Stab. Assess. A/S =
•Lat. Dir. Stab. Assess.
•Flutter
•Chase above 0.85M
•0.86M, 0.87M & 0.88M
are individual flights
0.83 M
0.84M
0.85M
0.86M
0.87M
0.88M
DATA ANALYSIS & SRB
for Considerations of
Further Envelope
Expansion
AR ALT
AR Weight,
Aft CG
4
18 Test Points
NO
•Long Stab. Assess.
•Lat. Dir. Stab. Assess.
•Flutter
•Light Fuel Points (2)
•YD OFF Points (3)
AR ALT
Lgt. Weight,
Aft CG
5
19 Test Points
•Upset Maneuvers
End of
Envelope Definition
CONTINUE EXPANDING
HIGH SPEED
ENVELOPE PAST
0.88??
YES
41k - 47k ft
AR Weight,
Mid CG
4
3 Test Points
•Long Stab. Assess. (0.89)
•Lat. Dir. Stab. Assess. (0.88)
•Flutter (0.88)
25k - 33k ft
AR Weight,
Mid CG
5
3 Test Points
•Long Stab. Assess. (0.89)
•Lat. Dir. Stab. Assess. (0.88)
•Flutter (0.88)
DATA ANALYSIS & SRB
for Considerations of
Further Envelope
Expansion
AR ALT
AR Weight,
Aft CG
6
1 8 Test Points
NO
•Long Stab. Assess.
•Lat. Dir. Stab. Assess.
•Flutter
•Light Fuel Points (2)
•YD OFF Points (3)
AR ALT
Lgt. Weight,
Aft CG
7
19 Test Points
•Upset Maneuvers
End of
Envelope Definition
CONTINUE EXPANDING
HIGH SPEED
ENVELOPE PAST
0.89??
YES
41k - 47k ft
AR Weight,
Mid CG
6
3 Test Points
•Long Stab. Assess. (0.90)
•Lat. Dir. Stab. Assess. (0.89)
•Flutter (0.89)
25k - 33k ft
AR Weight,
Mid CG
7
3 Test Points
•Long Stab. Assess. (0.90)
•Lat. Dir. Stab. Assess. (0.89)
•Flutter (0.89)
AR ALT
AR Weight,
Aft CG
8
18 Test Points
•Long Stab. Assess.
•Lat. Dir. Stab. Assess.
•Flutter
•Light Fuel Points (2)
•YD OFF Points (3)
AR ALT
Lgt. Weight,
Aft CG
9
19 Test Points
•Upset Maneuvers
End of
Envelope Definition
Test Point Sequence
 Altitude sequence was:
•
•
•
Low – dynamic pressure effects only
High – mach effects only
Critical (@ VMO/MMO knee) – combined Q and Mach effects
 Three dives were made to clear each speed increment
during the speed envelope expansion
1. Airspeed verification with chase and general controllability
2. Static Lateral, Directional and Longitudinal stability
3. Control Raps for flutter (elevator, aileron, rudder) in both directions
Abort (Knock-it-Off) Criteria
Within Planned Flight Region
1.
Lateral control authority (50 lb wheel force) capable of handling FAR lateral gust criteria
2.
Lateral control authority (50 lb wheel force) capable of handling 160 lb pedal force
3.
Minimum 20 deg/sec roll rate capability (with 50 lb wheel force)
Excursion Exceeding Planned Flight Region
1.
Account for at least Mach 0.03 over-speed from planned test conditions
2.
Lateral control authority (75 lb wheel force) capable of handling FAR lateral gust criteria
3.
Lateral control authority (75 lb wheel force) capable of handling 160 lb pedal force
4.
Minimum 20 deg/sec roll rate capability (with 75 lb wheel force)
Conditions Require Termination of Flight for Data Analysis and Review
1.
Lateral stability at neutral or unstable
2.
Extrapolated flight test roll control authority was not met
3.
Unable to trim aircraft hands-off laterally and directionally
4.
Airspeed and Mach calibration deviate from extrapolation
Test Protocol
•
•
•
•
•
•
•
•
•
•
Flight crew calls “On Condition”
Chase calls “In Position”
Ground verifies ground station is ready and calls “Go for condition”
Flying FTE reads speeds during the dive (instrumentation has a hot audio link)
Ground test director monitors airspeed and altitude readout and verifies speeds
to flight crew during descent. Ground calls “Stop Test” when test aircraft is within
1000 ft of minimum test altitude.
Anyone can call abort for the test condition by calling “Abort, Abort, Abort”
Test aircraft will immediately abort the condition by pulling throttles to idle,
extending speed brakes and inducing a positive 1.5 G pull
If the test needs to be discontinued for any reason other than a safety reason
(such as loss of TM or a strip chart malfunction) the Ground Station will call
“Stop Test”
Test aircraft will stop the test by pulling to a positive 1.5 G’s and reducing power
and using speed brakes as needed.
Flight crew will call “Test Complete, Under Control” when the test aircraft is
recovered to a safe flight condition.
Loss of Control Protocol
•
Flight crew will immediately deploy the
high speed recovery chute.
•
Chase will call “Chute Deployed”
•
If the test aircraft fails to respond to the
recovery chute by 18,000 feet for Md tests
or 10,000 ft for Vd tests, chase will call
“Bailout, Bailout, Bailout”
•
Chase will follow the aircraft and verify to
the Ground Station when the door has
been jettisoned and the crew are out of the
aircraft.
•
Chase will loiter in the area and guide
ground rescue to the site.
•
Test crew will have personal ELT’s and
com radio’s for communication to rescue
crews.
•
•
•
•
•
•
Phase I Summary of
9-27 June 2004 (19 Days)
Testing
32 Flights in 16 Flight Days
50.7 Flight Hrs
Averaged 2.00 flights/day
Averaged 1.58 hrs/flight
Tests Accomplished
–
–
–
–
–
•
Vibration and Buffet Margins
Static Lateral / Directional Stability
Static Longitudinal Stability
Longitudinal Maneuvering Stability
Flight Loads
305 Test Conditions
•
•
•
•
•
•
Phase II Summary of
7 July – 1 August 2004 (26 Days)
Testing
40 Flights in 18 Flight Days
62.0 Flight Hrs
Averaged 2.22 flights/day
Averaged 1.55 hrs/flight
Tests Accomplished
– Dynamic Lateral / Directional
Stability
– Dynamic Longitudinal Stability
– Longitudinal Control
– Lateral / Directional Control
– HS Envelope Expansion
– Aeroelastic Stability (Flutter)
– HS Upset Maneuvers
– HS Stability and Control
•
366 Test Conditions
Data Strips
M 0.90
Mach No.
36,000 ft
Altitude
10,500 fpm
27,000 ft
Pitch
12 deg ND
1.9 G’s
G’s
It Takes Teamwork!
Celebrating Success!
Wing Anti-Ice Failure Ice Shape Stall Tests
Aft CG, Heavy Weight
26 January 2005, Roswell, NM
Wing Failure Ice as Installed vs Design
•
The as installed shape, with the misfit due to the double sided tape and extra
thickness of the oil dry, is approximately 25% bigger than the minimum
Wing, Failure Shape, 9 Minutes
requirements.
3
At aileron/flap wing span location
45 min radome
2.5
Wing Anti-ice
Failure
2
As installed (red)
Design (blue)
9 min shape
1.5
45 min wing tip
Inches
1
0.5
45 min pylon LE
45 min V-tail
0
-3
-2
-1
0
1
-0.5
-1
-1.5
-2
Inches
2
2 min delayed
3
activation
45 min H-tail tip
4
5