Zhang Jianye - Time Series Analysis Methods and Applications for Flight Data

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National Defense Industry Press and Springer-Verlag Berlin Heidelberg 2017

Jianye Zhang and Peng Zhang Time Series Analysis Methods and Applications for Flight Data 10.1007/978-3-662-53430-4_1

1. Introduction

Jianye Zhang 1 and Peng Zhang 1

(1)

Air Force Engineering University, Xian, Shaanxi, China

Jianye Zhang

Email:

This chapter provides background information for the contents of this book. It briefly introduces some basic concepts about Flight Data Recorder System (FDRS) and its developments. Meanwhile, it focuses on the status and development trends of flight data application research in assessing flight quality and flight performance, monitoring off-line/on-line equipment status and investigating accidents. Then, the research area and main contents of this book are presented with focus on the flight data as a typical time series.

1.1 Flight Data Recorder System

1.1.1 Overview

FDRS is designed to collect and record data concerning the performance of an aircraft and its subsystems. It provides an objective and scientific reference for fault diagnosis of aircraft, aiding flight training, and flight accident investigation. In this book, the data concerning the performance of an aircraft and its subsystems collected and recorded by the FDRS is also named flight data.

Nowadays, generally speaking, FDRS consists of Input Data Source, Flight Data Acquisition Unit (FDAU), Flight Data Recorder (FDR) and Quick Access Recorder (QAR). Figure shows the FDRS framework.

Fig. 1.1

FDRS framework

According to Chinese military specifications, FDR is defined as an airborne automatic recorder which records data about flight status, control status as well as aircraft/helicopter and engine. The primary function of the airborne flight data recorder is to accurately record and effectively save data about various flight statuses. Performance indexes mainly include recording capacity, bit error rate, and crashworthiness. Recording capacity consists of such indexes as the number of data simultaneously recorded, recording time, and recording process. Bit error rate indicates whether the FDR can record normally. Crashworthiness of the recorder includes such performance data as bearable gravity acceleration, heat resistance, pressure resistance, and acid resistance.

Depending on whether it has crashworthiness, FDR can be divided into two types: maintenance FDR without crashworthiness and anti-incident-destruction FDR with crashworthiness. The latter is commonly called black box which is the carrier of objective evidence that is indispensible for flight accident investigation, as shown in Fig..

Fig. 1.2

Outward appearance of a crash-protected data recorder

1.1.2 Developments

1.1.2.1 FDR in the Early Days

The history of FDR can be dated back to the beginning of the electricity-powered flight age. The first flight in human history by Wright Brothers was eternally recorded by the first FDR. The original device recorded only a few data such as rotor speed of the propeller, flying distance, and duration in the air. Charles Lindbergh, another flying pioneer, equipped self-designed Louis Spirit with a more advanced flight recorder. The recorder was installed in an index card-sized wooden box, as shown in Fig.. The automatic barometer inside the recorder could record the changes of air pressure or altitude in a rotating paper column. Regrettably, these two FDRs did not survive an accident due to lack of crashworthiness.

Fig. 1.3

FDR equipped in Louis Spirit

1.1.2.2 Nick-Typed FDR

While commercial aviation was flourishing in the 1940s, frequently occurring flight accidents triggered increasing concern from the Civil Aeronautics Board (CAB) about the importance of flight data. The CAB worked with various companies to explore more reliable ways to record flight data.

To meet this challenge, General Electrics developed selsyns system in which a series of mini-electrodes directly installed on the aircraft equipment serves as a sensor and transmit information to the recorder in the rear of the aircraft through cable. During the design process, engineers of General Electric Company overcame a series of technological challenges, for example, to prevent possible icing or probing pen blocking by the ink of the recorder at high altitude with low air pressure and low temperature, the engineers used a probe to cut a figure on a black sheet covered with white paint. But regrettably, this recorder was not used in actual flight.

Meanwhile, Frederick Flader engineering company developed a tape recorder, but this recorder was still not used in flight. Black box technology did not make great progress until 1951 when James J. Ryan joined the machine department of the General Mills Company. Considering the problems with FDR, Ryan designed a VGA flight recorder to meet the engineering application requirement. In VGA, V stands for velocity, G for gravitational acceleration, and A for altitude. VGA flight recorder was about 10 lb with two separate cases, one for measuring device, the other for a recorder connected with the measuring device. It is noteworthy that nowadays this kind of design is still widely adopted in FDRS.

The first generation crash-protected FDR in real sense was not produced until 1953. The recording media mainly included steel belts or films. The recorded data were handled only when a major incident happened or an analysis was actually required. A typical platinum bar nick-typed FDR used a firing pin to line out oscillographic display corresponding to every parameter on the platinum bar, as shown in Fig.. Accident investigators read out these nicks through a microscope, then decoded the deviation of these nicks from the reference lines into engineering values. The whole process was complicated and time consuming.

Fig. 1.4

Functional diagram for the typical platinum bar nick-typed FDR

In 1957, the Civil Aviation Authority(CAA) published the third edition flight recorder standard, stipulating that by July 1, 1958, all transporters heavier than 12,500 lb with flying altitude over 25,000 ft must be equipped with an anti-destruction FDR in compliance with TSO C-51 technical standard. This standard defines some special requirements for flight data in such aspects as accuracy, sampling intervals, parameter types(altitude, airspeed, heading, vertical acceleration and time), crash-protected capability, and capability of surviving up to 30-min burning at 1100 C. The imperative implementation of this standard opened a wide commercial market for FDR.

Regrettably, most recorders initially were installed near the cockpit or the main airplane wheel where the recorders were very likely burned or suffered from heavy pressure, thus being destroyed or severely damaged. In the 1960s, CAB put forward a suggestion to the Federal Aviation Administration (FAA): FDR should have additional protection function against heavy pressure and burning and FDR should be moved to the tail of the aircraft to gain the maximum protection to the recorder. Therefore, FAA revised regulations, stating that the recorder should be installed as close to the tail of the aircraft as possible; meanwhile FAA upgraded the performance standard from TSO C-51 to TSO C-51a, as shown in Table . But neither of the two standards provided a proper test agreement to guarantee common repeatable test conditions.

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