LESSONS LEARNEDLOSS OF CONTROL

AEROSPACE DESIGN WORKSHOPBEIJING, CHINA

30.NOV.2016

AEA PRESENTER: PAUL FIDUCCIA

• President, Aviation Systems Engineering, Inc.: Consultant• Executive Director, Government Affairs & International

Cooperation, Cirrus Aircraft Co.• Co-Chairman, General Aviation / Business Aviation Committee, US

China Aviation Cooperation Partnership (ACP). 9 years workingwith CAAC on GA Development.

• Prior to China Work: President, Small Aircraft ManufacturersAssociation, 25 years work with FAA, EASA, NASA, AEA, GAMA onSafety and Certification system improvements – LOC

• Led effort for EASA validation of Cirrus Equivalent Level of Safety(ELOS) to spin rules to reduce LOC accidents.

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LESSONS LEARNED – PART 1• Original Part 23 – Spin Recovery rule: prescriptive –

maximum turns/time• USA Studies 1980s: Almost all “Stall – Spin” accidents

begin at very low altitude -- <1000 ft. -- too low todevelop spin (“post-stall gyration”) or recover from spin

• 1991 FAA 23.221 added Spin Resistance Alternative toavoid Loss of Control – departure from controlled Flight

• But, “Departure Resistance” reduces “Spin Recovery”• Europe not accept Spin Resistance Alternative

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LESSONS LEARNED – PART 2• FAA Certified two airplanes under Spin Resistance Alternative,

Equivalent Level of Safety (ELOS) : Cirrus SR20/22, Cessna TTS.Both used:• Drooped outboard leading edge, “discontinuity” retain stall inboard• Preserves aileron effectiveness in most stalls• Reduces LOC accidents in traffic pattern

• EASA only Validated Cirrus SR20/22 EASA Spin ELOS• FAA Spin Resistance PLUS additional maneuvers -- higher power and

faster deceleration – harder to pass• Some Spin Recovery Capability -- limited spin recovery matrix• Cirrus Airframe Parachute System – recovery from developed spins at

higher altitude (also, pilot incapacitation, mid-air collision, controlsystem failure, engine failure, etc.)

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LESSONS LEARNED – PART 3

• Major Delays in ELOS Finding by FAA & EASA• FAA TC with Spin Rule ELOS: 1998: during 4 year TC• JAA/EASA Validation: 2004: after 5 more years

• Supported by FAA Report on LOC accidents, too low for spin• Supported by Cirrus flight test data – departure resistant

and recover from most spins, beyond Spin Resistance rule

• Problems: Prescriptive Rules and No Agreed Meansof Compliance for new Technology

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LESSONS LEARNED - PART 4

• Spin Resistance Technology and Rule and ELOS didnot work as well as hoped and tested

• Continued stall/spin accidents in “abused” stalls,outside of Spin Resistance maneuvers

• Overcome dilemma: More Departure Resistance =Less Spin Recovery, and use all Technology Options

• Need New Technology Systems plus Aerodynamics• Cirrus added: “Level Button”, Envelope Protection, etc.

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WHAT FAA & EASA ARE DOING: NEWPART 23 FOCUS ON REDUCING LOSS OFCONTROL (LOC) ACCIDENTS• New Performance-Based Rule, with Industry Consensus

Standards for Means of Compliance• Goals: Increase safety: 50% reduction in LOC accidents

• Higher requirement for stall behavior: provide substantialincrease in departure resistance including common stallscenarios

• More effective stall warning• No Spin Recovery requirement for Normal Category• Encourage “Portfolio” New Technology Solutions to LOC

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WHY FOCUS ON LOSS OFCONTROL?• Number 1 Cause of GA Fatal Accidents: 40%.• Prior efforts to reduce LOC accidents not successful

• Controlled Flight Into Terrain Accidents, another major fatalaccident category in 1990s, were greatly reduced.

• New Avionics Technology: GPS Moving Map, better WeatherForecasts, and Cockpit weather displays

• General Aviation Joint Steering Committee 2011: solveLOC on approach/landing to reduce GA fatal accidents.

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FAA GA Joint Steering Committee

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CURRENT & NEW PART 23 LOC RULES

Current Rules Amd. 62(Long and Prescriptive)

• 23.201 (wings level stall)• 23.203 (turning flight

and accelerated turningstalls)

• 23.207 (stall warning)• 23.221 (spinning)

New Rule Amd. 63§ 23.215 Stall characteristics, stallwarning, and spins.(a) The airplane must havecontrollable stall characteristics instraight flight, turning flight, andaccelerated turning flight with a clearand distinctive stall warning thatprovides sufficient margin to preventinadvertent stalling.(b) Levels 1 and 2 airplanes and level3 single-engine airplanes, not certifiedfor aerobatics, must not have a tendencyto inadvertently depart controlled flight.10

“DEPARTURE AVERSION” CONCEPT:OCTOBER 2016 F44 LOC WORKSHOP(Presented by Nickolas Borer, NASA Langley Research Center)

“Substantial Departure Resistance”, or “Departure Aversion” isthe holistic tendency of the aircraft to resist loss of control,including by:• Benign or balanced handling qualities across possible configurations• Enhanced pilot awareness of states with reduced margins for error• Enhanced warning of an impending LOC situation• Pre-emptive automated control actions to decrease probability of LOC• Graceful degradation in handling qualities as LOC margins approached• Direct automated action taken to prevent LOC• Reversionary or “safe” modes available post-LOC

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“POINTS” CONCEPT FOR WEIGHINGDEPARTURE AVERSION ELEMENTS TOCOMPLY WITH NEW 23.215

• Departure Resistance: More “points” for moredifficult maneuvers where departure is resisted.

• Staff Warning Effectiveness: More “points” formore effective stall warning systems.

• Safety Enhancing Features: More points formore types of more effective safety equipment

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SAFETY ENHANCINGFEATURES/SYSTEMS/EQUIPMENT• Enhanced Departure Indication System

• Angle of Attack (AOA) Indicator• Airspeed and altitude trend data• Head-up-display of attitude, altitude, airspeed, AOA

• Enhanced Envelope Awareness or Protection• Wing leveler (straight and level button)• Two-Axis force feedback (full time pitch/roll push back against pilot)• Auto-throttle (to protect against low speed)

• Descent Arrest System (Airframe Parachute)• Points based on speed and altitude of proven deployments compared to

approach and landing LOC accident speeds/altitude area

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Cirrus SR20/22 AirframeParachute, Part of Spin ELOS

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CHINA BENEFITS OF NEW PART 23LOC RULES AND TECHNOLOGY

• Less fatal accidents as private GA flying grows: lesspersonal tragedy, GA business failure, regulations.

• Less cost and delay to approve new safetytechnology: cost to CAAC and manufacturers.

• Faster inclusion of new GA aircraft technology tosupport new designs (including electric aircraft).

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CAAC & CHINA GA INDUSTRYACTIONS TO GET THESE BENEFITS• Deepen connection to International LOC policy effort

• CAAC adopt new Part 23 rule – with FAA & EASA• Continue CAAC and Industry work with ASTM F44• Training for CAAC staff on new Part 23 – with FAA

• Support Safety New LOC Safety Enhancing Features• Deepen connection with Avionics manufacturers/shopw• US avionics Repair Station practices: training courses

• Connect to US support system for China avionicsmanufacturers and maintenance shops -- AEA

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• Association of the general aviation aircraft electronics industry -- since 1957.• 1,300 member companies in 41 countries.• Avionics manufacturers, Certified international Repair Stations and facilities

doing maintenance, repair and installation of avionics and electronic systemsand instruments in general aviation aircraft.

• Annual Convention – Training, 1000 exhibitors, 3000 experiencedavionics shops. Manufacturers Briefings on latest avionics

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Training: Classes at AEA Convention & Outside the US:Australia/New Zealand, South America, Europe, Canada

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AEA Information & Services

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THANK YOU. QUESTIONS?

• www.aea.net• Ricp@aea.net• pfiduccia@aol.com

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