flight controls q&a
TRANSCRIPT
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NASA ODM Workshop Federal AviationAdministration 1January 2012
Flight ControlsQ&A
Presentation to: NASA ODMBy: Wes Ryan, Manager ACE-114Date: March, 2016
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NASA ODM Workshop Federal AviationAdministration 2
Objective• Flight Path Control - Key Enabler for ODM• Summarize FAA Efforts & Next Steps
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Long Term Goals• Create Regulatory Environment
for Safer, More Innovative Aircraft• Work With Industry, NASA, &
Others to Plan for Future• Consider Role of Flight Path
Control• Technology More
Affordable Every Year
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FAA R&D Efforts & Planning• The Part 23 Rewrite, FAA R&D, Standards
Work, & UAS Certification Efforts All Fit Together - Prototyping New Ideas
• Creating a Long Term Vision for GA - Start With Low Risk, Work up to Higher Risk
• Our R&D Building Blocks• AOA for Stall Prevention• Dual Axis “Smart” Autopilots• Non-Deterministic & Adaptive Systems
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Identify Building Blocks• Started with Sensors – AHRS,
AOA, etc. • Better Sensors, Design
Tools, Actuators, Displays, etc.
• Evolving from Passive/Sensing, to Active Systems, to Adaptive Systems
• Augmented Flight Path Control - FBW
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Why AOA Sensors?• Non-required system• Provides Direct Indication of Stall • Pilots Trained on Speed, but
Dynamic Stall is Common – Better Information
• Low Risk Solution to Root Cause of Accidents in GA
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“Smart Autopilot” Work• Provide Envelope Protection
• Garmin’s GFC-700, Avidyne DFC-90• How Can we Simplify Certification?
• Real Time Integrity Monitoring?• Independent Monitor with Reversion?• “Black Box” with Executive Monitor on
Behavior of System?• Working with Adaptive Aerospace on
Solutions
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Retrofit - TruTrak ECO• Tru Trak Designing Separate Surface
Autopilot – Easier Interface for Existing Aircraft
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• Level 0 – Warning systems alone• Level 1 – multiple automatic control functions (steering,
braking, throttle) that operate independently• Level 2 – Combined function automation, but driver still
responsible for monitoring the road. The driver is expected to be available to assume control on short notice.
• Level 3 – Driver is not expected to be constantly monitoring. However, the driver is available to assume control with sufficiently comfortable transition time
• Level 4 – Full self-driving cars where the vehicle performs all critical driving functions.
Should We Consider NHTSA?
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What Design Best Practices?1. Modular Software
Architecture• Top down architecture hierarchy
with clearly specified interfaces
2. Functionally Partitioned Modules• Each module limited to a single
safety function• Software isolation of Vehicle
performance modeling
3. Computational Agility• Rapid assessment of vehicle
situational hazards with quick and decisive mitigation of those hazards
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How We Will Achieve The Vision?• A Software Framework
• Expandable Variable-Autonomy Architecture (EVAA)
• A Federated Architecture• Safety Systems
• 1• 2• 3…
• Flight Executive• Software Structure &
Techniques
• Classical & Non-Classical Verification Methods
• Demonstration of the Technology
• Flight Demonstrations• Social Interaction EVAA Components
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Integrated Controls
• Seek Whole Aircraft System• Avionics, Propulsion, Flight Path
Management, Configuration Management• Controls Thrust, Aero, Configuration, System• Follows Intended Point to Point Flight Path
• Rely on Safety Net & Mitigations• Safe Degraded Modes – Self Protection• Auto-recovery – Panic Button• Whole Aircraft Parachute
• Considering an ASTM Group to Create Standards
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Impact on Skill?• Contrasting Technology
• Legacy Instruments – Federated• Modern Device – Intuitive Interface
• Expected Skill – Pilot Flies Through System• Controls “fly” but direct flight path control by
DFCS, not the pilot (“On” the Loop)• Clear System Status and Pilot Expectation• Pilot Pulls the “Rip Cord” – Parachute
Recovery for Catastrophic Failure of System
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Discussion……