Utilization of TRSS to assist pilot’s decision making ... Daidzic.pdf · US alone due to the wet and slippery runways leading to loss of life and ... • American Airlines Boeing

Nihad E. Daidzic, Ph.D., Sc.D., ATP/CFII

President of AAR Aerospace Consulting, LLC

Professor of Aviation (MSUM)

Adjunct Professor of Mechanical Engineering

Research Graduate Faculty

WATS 2016

April 19-21, 2016, Orlando, FL, U.S.A.

Day: 2 Conference Stream: WATS Session/Paper: 5.3

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

• It is my pleasure to be back in Orlando at the WATS 2016 conference and presenting again. I would like to thank all participants for coming to this session and also to my fellow speakers.

• Let me also thank Halldale Media for organizing this conference. In particular, I would like to thank Mr. Chris Lehman, WATS conference chair and editor of CAT magazine, and also many thanks to our session moderator.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

CONTENT

• What is ARTEMS and TRSSTM

• Some functions and features of ARTEMS/TRSSTM

• How does ARTEMS/TRSS assist pilot’s during runway operations

• Conclusions

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

MOTIVATION

• Reduce landing overruns and veeroffs.

• Reduce takeoff overruns (during RTO’s) and veeroffs.

• Reduce overruns and fatal go-arounds during rejected landings after touchdown (PNR).

• Improve overall safety during runway operations.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

DEFINITIONS

• Overruns – loss of longitudinal track.

• Veeroffs – loss of lateral track.

• PNR (point-of-no-return). Aborted/rejected landing or GO (go-around) nor STOP can be safely accomplished during landing past PNR (in space, time, and speed).

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

History of landing overruns and veeroffs

• In the period 1958 to 1993 about 120 landing accidents occurred (in average 4 every year) in US alone due to the wet and slippery runways leading to loss of life and damage exceeding several billion dollars (NASA LRC).

• In the 17 months between October 2004 and February 2006, seven airplanes skidded off runways in USA and Canada alone, killing eight people, injuring another 34 and destroying four aircraft and costing hundreds of millions of dollars. (Edmund Pinto “Aviation Daily” 03/03/2006).

• Landing overruns and veer-offs have caused 46 accidents in commercial air transportation (large transport category) in January – April 2010 period alone (Source: WATS 2010 - Capt. John Bent).

• Today, on the order of 100 landing accidents (overrun/veeroff) occur worldwide every year.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Go-Around after touchdown accidents

• American Airlines Boeing 727-100 attempted go-around after a long touchdown at STT (St Thomas, US Virgin Islands) in April 1976. Indecisions and confusion about what to do caused B727 to exit the runway at high speed, with many fatalities occurring in the resulting crash and fire.

• Hawker Beechcraft 800A (BAe 125-800A) registration N818MV in Owatonna (KOWA in MN) on July 31, 2008 attempted unsuccessfully a go-around after long touchdown and poor braking efforts (NTSB final ruling says that pilots did not use brakes for 8 seconds after touchdown?) and simply didn’t attain the flying speed to escape the ground effect, stalled, and crashed about 1500 ft beyond the runway. Eyewitnesses said that the airplane tried to takeoff after it already touched down attempting to land. (ID: NTSB DCA08MA085)

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Aircraft-Runway interaction has to be seen in the TOTAL ENERGY exchange concept

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

For example

landing long

and fast!

Basic principle: Total energy (lateral & longitudinal) change (increase or

decrease) in a certain runway segment is equal to the work done by all forces

(accelerating and decelerating) on the aircraft in that same segment. For ground

roll only, we have kinetic energy balance (this becomes kinematic problem):

rationac(de)cele Average

Energy Kinetic Specific of Change

2

2

21

2

1

2

221

21212121

2

1

2

2

a

vvs

samsFvvm

Ek

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

What is ARTEMS/TRSS

• ARTEMS is Aircraft-Runway Total Energy Monitoring and Managing Safety System. TRSSTM is Total Runway Safety System (invented in my garage ) and very particular ARTEMS design

tasked to measure, monitor, manage, and inform flight crew of the lateral and longitudinal tracks on runways during takeoffs and landings (including airborne portions).

• ARTEMS should have predictive capabilities. It should be capable of estimating probabilities and likelihoods of future lateral-longitudinal jerks (surges), accelerations, speeds, and distances and inform/assist flight crew of best course of action in real-time.

• ARTEMS consists of several independent autonomous redundant systems/units utilizing advanced sensors, computers/controllers, displays, and sophisticated predictive algorithms.

• ARTEMS incorporates both takeoff and landing monitors and much more.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Some ARTEMS/TRSSTM functions

• Takeoff and Landing calculators and monitors.• Takeoff (OEI AG and RTOs). Preventing RTO takeoff overruns and veeroffs.• Overspeed (improved-V2), reduced thrust and/or de-rate thrust takeoffs.• Landings: preventing landing overruns and veeroffs.• Landing point-of-no-return (PNR or commit to go-around/land point).• LAHSO operations.• Fully utilize information on TODAs, TORAs, ASDAs, LDAs, EMAs, etc.• Can utilize the range of V1s when it exists.• Calculate and implement required accelerations/decelerations to meet certain distance requirements.• Incorporating landing climb, approach climb, departure CLTOW and OLTOW.

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

ARTEMS should fully utilize Airport/Runway geometry with all dimensions

and existing features

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Some ARTEMS/ functions

o Every few feet (meters) of runway ARTEMS/TRSSTM accurately measures:

• Runway surface quality. Local and downrange coefficient-of-friction estimates.• Lateral and longitudinal speeds (GS, TAS, CAS, EAS) and with known mass its specific-energy state.• Lateral and longitudinal accelerations (current and predicted).• Lateral and longitudinal jerks (current and predicted).• Exact lateral and longitudinal position on the runway at every instant.• Wind (TW, HW, XW) in that runway segment.• Local environmental air data (pressure, temperature, density, humidity).• Local and segment-averaged runway slopes.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Some ARTEMS/TRSSTM features

• Accurate real-time measurements of various parameters supported by respective runway, airplane, and engine models (feed-forward systems).• Advanced sensors capable of measuring existing and predicting subsequent accelerations.• Sophisticated predictive algorithms.• Differentiates between dry, damp, wet, and contaminated (various levels and contaminants) runways.• Employs newest gravitational model for global use and high accuracy.• Adjust total braking or acceleration to meet certain runway goals.• Saves on tire and break wear and tear.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

ARTEMS monitors aircraft lateral and longitudinal location at the runway

with associated speeds, accelerations, wind data, aircraft configuration, and

available distances. Real time (audio and visual) warnings are displayed on

PFDs and MFDs and best course of action is calculated and recommended.

YELLOW and RED regions can only be entered when aircraft is below

certain speeds and accelerations.

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

Fully monitors and manages takeoffs in real-time.

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

Monitors actual and

calculates subsequent

acceleration levels to

estimate probabilities

and make real-time

STOP/GO decisions.

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

Full takeoff physics

implemented with

range of V1s used

when available for

fully informed STOP

or GO decisions.

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

Can still go

Can still stop

Utilization of TRSSTM to assist pilot’s decision making process during critical

runway operations

Rejected Landings

(after touchdown):

Calculates PNR in real-

time depending on

touchdown point and

speed for given runway

and gives flight crew

updated information

with recommendations

of GO or STOP.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Lateral dynamics monitoring

and guidance:

Calculates in real-time the

probability of veeroffs during

takeoffs and landings and

informs the crew of best

actions. Can assume control

to maintain longitudinal and

lateral track.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

AS AG

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Some TRSSTM announcements (followed by proper visual symbols on PFD)

• Go-Around (before Landing while airborne).• Go-Around (after Touchdown).• Reverse-Reverse, Brakes-Brakes, and/or Spoilers-Spoilers (after touchdown).• Stop-Stop (after PNR has been passed and overrun is probable).• Go-Go and/or Go-Around (before PNR has been passed and overrun is probable).• Veeroff-Veeroff (if there is a probability of laterally exiting runway).• Reject-Reject or Go-Go (decisions and actions around V1)

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Pilot Training and Utilization of ARTEMS

• Integration and utilization of Runway-Aircraft energy systems ARTEMS (such as TRSSTM) could introduce new challenges in flight/pilot training.

• How will pilots respond to ARTEMS announcements (human factors)?

• What level of control should be given to Runway Energy Systems? Full, some, or none?

•Pilot decision making process utilizing ARTEMS during critical runway operations. Even more Technology now! Best practices will still need to be developed.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

Conclusions

ARTEMS (TRSSTM) is a powerful Runway-Aircraft total energy safety system tasked to reduce/eliminate runway excursions/accidents.

It was originally designed to monitor and prevent takeoff and landing overruns and veeroffs, but has many other functions too.

ARTEMS fully protects the operational envelope during takeoffs and landings (Runway-by-wire ). It monitors and manages lateral and longitudinal trajectories,

predicts, and (if needed) prevents unwanted runway departures.

Integration into aircraft systems and pilot training will require special attention and may be very challenging initially for the flight training industry.

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations

"Una volta che hai gustato il volo, camminerai sulla terra con gli occhi

rivolti sempre in alto, perché là sei stato, e là agogni a tornare“

"Once you experience flight, you will walk on the earth with your eyes

looking up to the sky, because there you have been, and there

you wish to go back“. (Leonardo da Vinci (1452-1519))

THANK YOU!

Questions?

Utilization of TRSS to assist pilot’s decision making process during critical runway

operations