Honeywell Electronics

Enhanced Ground Proximity Warning

System (EGPWS):

Flight History Data

J Mulkins
Jim u s
EGPWS Sr. Systems Engineer
Honeywell Aerospace

August 27, 2012

 EGPWS Flight History Data

• EGPWS Flight History Data was designed to:

- Provide detailed data on EGPWS alerts
 to improve terrain database
 to evaluate the performance of EGPWS algorithms in real-world operation
• maximize CFIT protection
• minimize nuisance alarms

• EGPWS Flight History Data can:

- Help
p provide
p data to investigate
g Incidents / Accidents
 Where FDRs do not exist on the aircraft or fail to function
• EGPWS does not add much beyond what FDR provides
 But, it wasn’t designed for accident investigation purposes

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 EGPWS Flight History Data - Limitations

• EGPWS Flight History Data:

- Does NOT record Date & Time
 EGPWS system time (hours:minutes:seconds) powered
 Flight Leg (Leg 1 is most recent flight)

- Is NOT environmentally protected or crashworthy

 The EGPWS can be damaged beyond the ability to provide any data

- Does NOT provide a rapid data rate

 1 sample per second

- Does NOT record data from all sources

 Typically only records source being used
 This may not be the source being used by the pilot in command

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 EGPWS Units – Class A TAWS

• MK V & MK VII
- 2 MCU (2.5”W x 8”H x 13”D)
- Found in
 All Boeing
 Most Airbus
 Large and Medium business jets

• MK VI & MK VIII & MK XXII

- (3”W x 6”H x 10”D)
- Found in
 Medium and Small business jets
 Turboprops
 IFR Helicopters
p

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 EGPWS Units – Class B TAWS

• KGP560 & KGP860 & MK XXI

- (2”W x 4”H x 6”D)
- Found in
 Small business jets
 Turboprops
 VFR Helicopters

• KMH820 & KMH920

- 4 MCU (4”W x 7”H x 13”D)
- Earlier units are black
- Found
F d in
i
 Small business jets
 Turboprops

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 EGPWS Flight History Data (Warning/Caution)

• EGPWS records data 20 seconds before and 10

seconds after every EGPWS alert/warning
 Used to determine a cause of the alert/warning
g and p
pilot reaction

20 Seconds 10 Seconds

Caution Terrain

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 EGPWS Flight History Parameters

• List of parameters recorded in EGPWS Warning Flight

History Data
Alert Type Terrain Database Elevation Engine Torque Data #1
System Operating Time GPS Satellites Visible Engine Torque Data #2
Corrected Altitude GPS Satellites Tracked Engine Torque Data #3
Latitude Pitch Angle Tactical (Low Altitude) Select
Longitude Roll Angle Helicopter EGPWS Only
P iti Source
Position S Glid l
Glideslope Deviation
D i ti
Position Uncertainty(HFOM) Localizer Deviation
Airspeed Display Range #1
True Airspeed Display Range #2
Ground Speed Terrain Display Enabled #1
Minimum Operating Speed Terrain Display Enabled #2
Barometric Altitude (Uncorrected) Landing Gear Down
Geometric Altitude Landing Flaps Selected
Geometric Altitude VFOM Terrain Awareness & TCF Inhibit
GPS Altitude Audio Inhibit
GPS VFOM Body AOA
Radio Altitude Longitudinal Acceleration
Altitude Rate Normal Acceleration
Magnetic Track Inertial Vertical Acceleration
True Track Filtered Shear/Total Shear
True Heading Static Air Temperature

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 EGPWS Flight History Data

• Does not record what is not input

- For example, no radio altitude on KGP or KMH Class B units

• Data that is invalid is noted as such

- For example, glideslope deviation when not ILS tuned

• Data is recorded even when manually inhibited by pilot

• Data can be exported to Excel spreadsheet (.xls file)

- Excel format facilitates graphing of data

• Data can be superimposed over maps/chart (KML)

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 Flight History Retrieval Process

• Flight History information is stored in the EGPWS in a

specific area of the non-volatile memory
• Data can be downloaded via PCMCIA or CF card
- Card must be programmed with special instruction file
- Process similar to terrain database upload, requires < 5 minutes
- Cards available upon request from Honeywell Engineering
- Data is encrypted
• Decoding of encrypted
encr pted information is done b by Hone
Honeywell
ell
using proprietary tools, tools are not distributed
• If unit is damaged:
- Circuit boards can be placed in donor units or fixtures
- Memory chips can be removed and data retrieved via chip reader
 Honeywell can accept data directly from chip reader
 Occasionally memory chips are damaged and unreadable

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 Hawker 800 crash at Owatonna MN

• NTSBS AAR-11/01, / 31 July 2008, – 8 Fatal

- CVR, no FDR and none required
- Crashed while attempting
p g late go-around
g on runwayy 30
• EGPWS issued Bank Angle alert
- Aircraft rolled 90 degrees after becoming airborne off rwy end
• Flight History download performed at Honeywell
- Unit functional post-accident
- Memory contained 22 seconds of data
 20 before Bank Angle alert
 2 after Bank Angle alert (then loss of power)
• Data used to confirm:
- Flaps down before landing
- Flaps retracted after landing
- Speed increase on runway
- 8 knot tailwind
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 Cessna 560 crash at Pueblo, CO

• NTSBS AAR-07/02, / 16 February 2005 – 8 fatal f

- CVR, no FDR and none required
- Pueblo was a p planned fuel stop
p on cross-countryy flight
g
- Crashed 4 mi short of airport in freezing rain
• EGPWS issued Bank Angle alert
- EGPWS destroyed in impact,
impact fire
- Circuit cards returned to Honeywell for possible analysis
• 1 of 2 Flight History data chips broken, data irretrievable
- Manual process used on surviving chip
- 30 seconds of partial data set recovered
 Altitude, descent rate
 Pitch, roll
 Ground speed, ground track angle
- Data correlated to radar data

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 Honeywell Electronics
Non-Volatile Memory (NVM):
An Increasing
g Aide in Investigations
g

Jay Eller
Air Safety Investigator
Honeywell Aerospace

August 27, 2012

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 Agenda

What Data
What is the manufacturer’s intended use of NVM data?
is
What can we learn from data obtained from NVM?
Available

Airframes
What types of equipment and What types of airframes
have NVM data? Equipment have NVM data?

Handling
of
What
at co
complications
p cat o s aand
dpprecautions
ecaut o s e
exist
st Equipment
when handling equipment with NVM? Containing
NVM
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 Intended Uses of NVM in Electronics
• Maintenance/Tracking
M i t /T ki
- Logging of failures which require maintenance at next interval.
- Logging of exceedances or failures which may require
iimmediate
di t attention.
tt ti
- Tracking of fleet such as EMS and Fire Fighting.
• Trend analysisy
- Engine performance over a period of time.
- Aircraft performance over a period of time.
- Could be specific to an altitude, temperature, or other
operational condition.
• Trouble Shooting
- Capturing detailed data when a particular event has occurred.
occurred
- Event could be pilot initiated (press of a button) or a
predetermined scenario.

All Could be Beneficial in Accident Investigation

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 Various Levels of Data Available
• Low
L Fidelity
Fid lit Data:
D t
• Slow sample rates (greater than 1 sample per minute)
• Minimal data precision (ie: Latitude, Longitude, altitude, etc)
• Would show long term trending with little inability to show
immediate behaviors/signatures.

• Medium Fidelity Data:

• Medium sample rates from 1/sec to 1/minute
• Moderate data precision.
• Would
W ld show
h medium
di range trending
di with
i h minimal
i i l ability
bili to
show immediate behaviors/signatures

• High Fidelity Data:

• High frequency rate of data capture (1Hz or faster)
• High data precision.
• Good indication of immediate behaviors and performance just
prior to the accident.
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 Example of Low Fidelity Data

Data points are on 4

minute increments.
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 Example of Medium Fidelity Data

Turn made but unable to determine

accuracy during the turn. (1 minute
data points)
p )

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 Example of High Fidelity Data (1Hz Rate)

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 Example of High Fidelity Data (1Hz Rate)

Notice location
precision as
witnessed during
taxi!

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 Types of Equipment and Data Fidelity

EVXP
HUMS
ward
aight

FDR
al

Forw
ase of Datta Retrieva
Stra

Sky
Connect

EGPWS
EGPWS
(Air
((Gen Av))
Transport)
Somewhat
Involved

EPIC APEX Engine

Maintenance ACMS Controls
System
Increasing Ea

Smart
Servo
Involved
Highly

Radios

Low Medium High

Increasing Fidelity of Data ACMS = Aircraft Condition Monitoring System
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HUMS = Health and Usage Monitoring System
 Aircraft With Primus APEX

High, Medium, and Low Fidelity Data

Pilatus PC-12 NG Viking Air

Twin Otter 400

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 Aircraft With HUMS

High, Medium, and Low

Fid lit Data
Fidelity D t

Sikorsky S76C++

Health and Usage

S=
HUMS
Monitoring System

Agusta A109E
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 Aircraft with Primus EPIC (Medium and Low Fidelity)

Dassault F900EX/DX/LX

Dassault F7X Dassault F2000EX/LX

Gulfstream 450 Gulfstream 650

Gulfstream 550

Embraer 170/190

Cessna 680 Sovereign

Hawker 4000

23 Agusta AW139 File Number

 Examples of Aircraft With Sky Connect

EMS Helo Fleet Charter Fleet

Medium and Low Fidelity Data

Fire and Rescue Agriculture Fleet

Note: Aircraft models shown may not represent actual models containing Sky Connect
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 Preservation
P i &R Recovery off
Non-Volatile Memory (NVM) Evidence

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 General Precautions
• Assume that the electronic component is subject to electrostatic
discharge (ESD) damage.
- Do not attempt to handle any electronic components using leather
gloves.
• Before cutting wires to components
components, insure component does not
have holdup RAM requiring power to maintain.
• If the component is dry, keep it dry.
- Ship it “as
as is”
is to the component supplier or investigation lab.
- Do not attempt to scrub, brush, or otherwise mechanically remove
dirt and debris from electronic components.
• If the component is wet, keep it wet.
- If the
th electronic
l t i componentt is
i wett with
ith mud
d or other
th material,
t i l treat
t t it
the same as a water-soaked board from a water crash site. Flush it
with water and ship it in water.
• Do not use any
y chemicals,, such as bleach,, to clean the
component.
- This is critical for components with biohazard contamination.
• Attempt to identify the types of electronics that the investigation
team will focus on prior to going on-scene
on-scene.
- Establish a priority listing for non-volatile memory
Be prepared to handle electronic devices prior to arriving at the accident site.
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 If an accident has occurred in fresh or salt water…

• Recovered electronic components should be placed in a

container filled with 2 MOhm de-ionized water.
- Bottled drinking water is acceptable, provided the water has been
produced using a reverse osmosis (RO) process, as opposed to
bottled spring water.
- Do not use tap water, distilled water or medical grade 10 MOhm
water.
• If de-ionized or RO water is not available at the accident site,
clean and ship the component in the water it was found in – salt
or fresh.
- Never try to transfer a component to another medium (such as air).
air)
- Never remove components from water and allow to "air dry“, or
attempt to use uncontrolled heating devices to dry the components.

Use de-ionized or RO water, NOT tap or distilled water

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 General Packing and Shipping Guidelines

• Use hard plastic shipping containers when possible – avoid

Styrofoam.
• Wrap
p electronic components
p with a layer
y of electrostatic safe
material, such as “pink poly” (named for its color) or other ESD
approved product.
• Use packing materials that will not react with the contents or
deteriorate while packed. ESD-safe bubble wrap, or empty
plastic containers inserted between the shipped items and the
sides of the container, is appropriate.
- Do not use Styrofoam “peanuts”
peanuts or other similar packing materials.
materials
• Ship wet accident site components in a manner that preserves
the integrity of the water-filled packing container.

Use a hard plastic container and ESD safe packing materials.

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 In Closing…

• Monitoring Systems and NVM Data – What it is… and is not.

- It is a tool for investigators to use
- It is not a flight
g data recorder

• Plus's and Minus’s

Large volume of available data Not crashworthy
High G-load tolerant plastic NVM Not fire tolerant
Fire tolerant ceramic NVM Not G-load tolerant
Easy to read data format (Excel) Only downloadable by OEM

• Limited Availability
- Aircraft equipped with Apex or EPIC.
- Helicopters equipped with HUMS functionality.
- Installations with Sky Connect.
- Installation can vary from S/N to S/N on same platform depending on
options installed.
installed

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Honeywell Digital Engine Controls
Incident Recorder

Applicability to Accident Investigation

Jim Allen
M
Manager off Accident
A id t Investigation
I ti ti
Honeywell Aerospace

August 27, 2012

 Agenda

• Introduction

• Applications

• Use of Engine Control Data in Accident Investigation

• Post Accident Precautions

• Honeywell Support in Investigations

• Questions

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 Turbofan Engine Digital Control System

• Honeywell Turbofan Engines utilize Digital Control

with Engine Condition Trend Monitoring (ECTM)
- Two g
generations of controls
 Generation One, Digital Electronic Engine Controls (DEEC)
• TFE731-2/3/4/5 (New Production and Retrofit of older units)
• TFE731-20/40/50/60 (All from Production)
 Generation Two, Full Authority Digital Electronic Control (FADEC)
• HTF7000 series
• ECTM data is divided into three broad catagories.
g
- Engine Statistics
- Engine Maintenance/Troubleshooting
- Operational Information
• In addition, both generations have Incident
Recorders incorporated.

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 Examples of Data available via ECTM

• Engine Statistics
- Engine & Computer Information – Model, Part, and Serial Number
- Performance Trending
- Life Cycle Data – Engine Times, Cycle Counting, Landings, etc.

• Engine Troubleshooting & Maintenance

- Engine & Computer Data – Engine Exceedances, Computer
Faults
- Event Data – Auto capture of in-flight
in flight events

• Operational Information
- Engine Speed & Thrust Reverser Cycles
- Interturbine Temperature Trends and Cycles
- Power Lever Angle (PLA) Usage Profile
- Flight Chronology

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 TFE731 DEEC – Generation One (Gen 1)

TFE731-2/3/4/5 N1 DEEC TFE731-20/40/50/60 DEEC

(Retrofit) (P d ti )
(Production)
- Fuselage mounted - - Engine mounted*-
TFE731-50 DEEC in Hawker 900XP is fuselage mounted

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 Gen 1 Incident Recorder Design Parameters
• Design Features
- Records nine engine and aircraft parameters.
- Records basic engine and aircraft information for approximately the
last 1 1/2 hours of engine operation.
operation
- Begins recording when the start initiates.
- Stops recording after engine shutdown or 5 minutes after Weight on
Wheels ((WOW)) is true ((On g
ground).
)

• Data is collected in “Buckets” to indicate parameter range

- i.e.
i e The N1 speed was between 75 and 80% maximum speed
speed.
- This allowed data to fit into available memory.
- Medium to High Fidelity data.

• Data Resolution
- Data is collected at increasing intervals from the end of the data
g at one second intervals.
stream starting
- This allowed for the most recent data to have the highest fidelity
while maximizing the data stream available for download.
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 HTF7000 Family – Generation Two (Gen 2)

HTF7000 FADEC
(Engine mounted, 2 units per engine)

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 Gen 2 Incident Recorder Design Parameters
• Design Features
- Records 36 engine and aircraft parameters.
- Records enhanced engine and aircraft information for the last 60
minutes of operation.
operation
- Begins recording when the start initiates.
- Stops recording after engine shutdown or 5 minutes after WOW is
true (On ground).

• Data is collected as discrete values.

- I.E.,
I E N1 speed was 75
75.7%
7% of maximum speed; Altitude was 21,316
21 316
feet.
- Aircraft Latitude and Longitude are stored parameters.

• Data Resolution
- Data is collected at increasing intervals from the end of the data
g at 100 millisecond intervals.
stream starting

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 TFE731 Applications – Gen 1 Civil DEEC (Retrofit)

Cessna Citation III/VI/VII North American Raytheon Hawker HS1-731;

Rockwell Sabreliner 65 125-400-731/600-731/700/800/800XP

Dassault Falcon 10/100 Dassault Falcon 20- Dassault Falcon 50 / 50- Dassault Falcon 900
5/200 4

Gulfstream G100 IAI Westwind 1124 Lockheed Jetstar / Jetstar

(Astra 1125) /1124A II

Learjet M35 / M35A / M36 Learjet M31 Learjet M55

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 TFE731 Applications – Gen 1 Military DEEC (Retrofit &
Production)

AIDC AT-3 “Tzu Chiang”

CASA 101AA / BB / CC “Aviojet”

Hongdu (Nanchang) Aviation Industry Corporation

FMA IA 63 “Pampa”
K8 “Karakorum”
(Production)
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 TFE731 Applications – Gen 1 Civil DEEC (Production)

Dassault Falcon 50EX Dassault Falcon 900EX / 900DX Hawker 900XP

Gulfstream 100 Gulfstream G150

(Astra SPX)

Learjet M40 Learjet M45

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 HTF7000 Family Turbofan Applications – Gen 2 Civil
FADEC (Production)

Bombardier Challenger
g CL 300

Gulfstream 280

Embraer Legacy 450 and 500

41 File Number
 Use of Incident Recorder Data in Accident
Investigation
• These are NOT Flight Data Recorders but,
- The data can be very helpful in backing up FDR and CVR
data.
- Can be especially helpful if FDR data is not recoverable,
wasn’t working, or the aircraft wasn’t equipped with one.
• Units are not hardened and designed g for impact
p and
fire protection like an FDR or CVR.
• Units are installed on some aircraft not required to
have an FDR.
FDR
• Does not record Date & Time.
- Data is presented based on time from the end of the data (i.e.
impact or loss of power to the DEEC or FADEC)

42 File Number
 Generation 1 DEEC Plotted Data

43 File Number
 Generation 1 DEEC Plotted Data

44 File Number
 Generation 2 FADEC Plotted Data

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 Post Accident Precautions
• If the DEEC or FADEC appears intact:
- Do not attempt to power up the units.
- Do not attempt to download the data with process used by
operator and field service personnel
personnel.
 This process automatically erases the data from the units as part of the
download.
• If units are damaged
damaged, collect parts potentially from
the units and return.
- Especially loose integrated circuit chips.
• Follow
F ll General
G l Precautions
P ti previously
i l discussed.
di d
 Electrostatic precautions
• No leather gloves when handling.
 If wet, keep wet, if dry, keep dry.
 No chemicals for cleaning.
 Use appropriate shipping procedures.
Do Not
D N t Attempt
Att t tto power up th
the DEEC or
FADEC after an accident has occurred
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 Post Accident Precautions (continued)

• Use care when cutting wires and removing harness

• If possible
possible, don
don’tt allow any electronic debris to
freeze.
• Do not flex or straighten a bent, broken or damaged
circuit card
card.
• Avoid exposure to magnetic fields such as large
motors, large magnets or shipboard radar.

Attemptt to
Att t identify
id tif the
th types
t off electronics
l t i that
th t th
the
investigation will focus on prior to going to the accident site.
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 Honeywell Support for Downloading and Analysis

• Honeywell is best equipped to handle and download

the data from our engine DEEC’s and FADEC’s after
an accident or incident.
- Have
H appropriate
i t equipment
i t and
d trained
t i d personnell to
t
properly analyze and prepare units for downloading.
- Access to Engineering expertise to deal with challenges due
to damage from impact and fire, etc.
- Experienced in dealing with chip level recovery and use of
slave units for downloading.
- Experienced in analysis of the downloaded data with tools
prepared for quick analysis

• Units shipped
pp separately
p y or with accident/incident
engines will be bonded, unopened until appropriate
party members are in attendance.

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 Example of Challenging Download
• Engine mounted TFE731 DEEC was severely heat
and impact damaged during the accident sequence.
• Incident Recorder chip
p
was cleaned, removed,
and copied.
• The chip copy was
then installed in a
slave unit and
successfully
downloaded.

49 File Number
 Accident Contact Information
• For assistance with any Honeywell Aerospace
products involved in an Accident or Incident,
Contact:

Jim Allen
Manager
a age o of Accident
cc de t Investigation
est gat o
Honeywell Product Integrity
1944 E Sky Harbor Circle
Phoenix Arizona 85234
Phoenix,
Phone 602-365-5672
24 hour Accident Hot Line, 1-602-365-2423

50 File Number
 Questions?

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