Investigation Of The Technical Feasibility And Safety .
Final Report EASA REP RESEA 2007 1Research Project:Investigation of the Technical Feasibilityand Safety Benefit of an IntegratedEngine/Rotor/Transmission HealthMonitoring and HOMP System for Part 27Piston Engine Small Helicopters
EASA 2007/C37DisclaimerThis study has been carried out for the European Aviation Safety Agency by anexternal organization and expresses the opinion of the organization undertakingthe study. It is provided for information purposes only and the views expressed inthe study have not been adopted, endorsed or in any way approved by theEuropean Aviation Safety Agency. Consequently it should not be relied upon as astatement, as any form of warranty, representation, undertaking, contractual, orother commitment binding in law upon the European Aviation Safety Agency.Ownership of all copyright and other intellectual property rights in this materialincluding any documentation, data and technical information, remains vested tothe European Aviation Safety Agency. All logo, copyrights, trademarks, andregistered trademarks that may be contained within are the property of theirrespective owners.Reproduction of this study, in whole or in part, is permitted under the condition thatthe full body of this Disclaimer remains clearly and visibly affixed at all times withsuch reproduced part.- 2 / 131 -
EASA 2007/C37EASA 2007/C37Investigation of the technical feasibility and safetybenefit of an Integrated Engine / Rotor /Transmission Health Monitoring and HOMPSystem for Part 27 Piston Engine Small HelicoptersFinal ReportBy:ECT IndustriesJean-Michel DECORETJean SURINMartial MERLINChristophe SAHUCDocument:EASA.2007/C37Revision:05Date:19 October 2009- 3 / 131 -
EASA 2007/C37APPROVAL SHEETDOCUMENT NUMBER:EASA.2007/C37AUTHOR:ECT IndustriesZA La Plaine07130 SOYONS – FRANCETel.: 33.475.40.84.00Fax.: 33.475.40.19.44E-mail: soyons@ect-industries.frWeb Site: www.ect-industries.frPOINT OF CONTACT:Martial MERLINREVIEWED BY:Bernard LACIPIEREAPPROUVED BY:Werner KLEINE-BEEKAlastair HEALEYMarieke VAN HIJUMDavid HADDONDATE:19 October 2009- 4 / 131 -
EASA 2007/C37DOCUMENT CONTROLREVDATEDESCRIPTION OF UPDATES0007/11/2008Draft Report0127/02/2009Draft Report0215/06/2009Draft Report0329/06/2009Final Report (Except flight trial results)0409/10/2009Final Report0519/10/2009Final Report- 5 / 131 -
EASA 2007/C37TABLE OF CONTENTSAPPROVAL SHEET . 4DOCUMENT CONTROL . 5TABLE OF CONTENTS . 6TABLE OF FIGURES AND TABLES . 9SECTION 1ACKNOWLEDGEMENTS. 11SECTION 2EXECUTIVE SUMMARY . 12SECTION 3BACKGROUND . 14SECTION 4AIMS AND OBJECTIVES. 16SECTION 5LITERATURE REVIEW . 18SECTION 6METHODOLOGY, IMPLEMENTATION, OUTPUT AND RESULTS . 196.1STEP1: PARAMETERS TO BE RECORDED FOR FLIGHT TRIALS . 19GENERALITIES AND NEEDS DESCRIPTION. 196.1.1REVIEW OF ACCIDENTS REPORTS . .46.1.56.1.6BEA reports study. 20R22 Accidents analysis . 21R22 AND R44 PILOT'S OPERATING HANDBOOK . 24Limitations . 24Procedures . 25Safety notices issued from R22 and R44 Pilot's operating handbook . 26MAINTENANCE MANUAL . 30PARAMETERS TO BE RECORDED . 32OUTPUTS AND RESULTS: SYSTEM SPECIFICATIONS . 396.1.6.1 Principle . 396.1.6.2 Features of the embeeded unit . 406.1.6.2.1 Mounting kit . 406.1.6.2.2 Ground station functions . 406.2STEP2: DESIGN OF PRODUCT. 42DESIGN GENERALITIES. 426.2.1PROGRAM DEVELOPMENT . 426.2.2SOFTWARE DESIGN OF EMBEDDED UNIT . 436.2.3DESIGN OF PARAMETERS ACQUISITIONS . 66.2.76.2.7.16.2.7.26.2.7.3Overview . 44Analogical data on existing sensors . 44Existing counter signals . 45Existing digital signals . 45Analogical data with added sensors . 46Vibration acquisition . 47Serial link acquisitions . 47Data record validity . 47DESIGN OF MOUNTING KIT. 47Generalities . 47The embedded unit. 48Harness routing . 49Sensors mounting. 51SOFTWARE DESIGN OF GROUND STATION. 54OUTPUTS AND RESULTS FOR STEP 2 . 55Measures report . 55STC with documentation . 59Recorders installations . 59- 6 / 131 -
EASA 2007/C376.2.7.46.2.7.56.2.7.66.2.7.7Cost target . 60weight target . 60Cost of the installation / Manpower. 60Ground Station Software costs . 606.3STEP 3: MANUFACTURING AND INSTALLATION OF THE SYSTEM. 61OVERVIEW . 616.3.1NON INFLUENCE TEST . 626.3.2RADIO NON INTERFERENCE TESTS PROCEDURE . 636.3.3VALIDATION . 646.3.4RESULTS OF DATA ACQUISITION TESTS . 646.3.5NON INFLUENCE TEST RESULTS . 696.3.6GROUND TEST RESULTS . .3.8VHF Communications (118.000 MHz to 136.975 MHz) . 69VOR (108.000 to 117.950 HZ) . 70ATC Transponder System (1030 to 1090 MHz). 70ILS Localizer (108.100 to 111.950 MHz) . 71Marker System (75 MHz) . 71ILS Glide Slope (328.60 to 335.40 MHz) . 71FLIGHT TEST RESULTS . 76.3.8.86.3.8.9ADF, Radio Compass System (190-850 and 1615-1799 KHz) . 72DME System (962 to 1215 MHz) . 72ATC Transponder System (1030 to 1090 MHz). 72HF Communications (2 to 30 MHz) . 72GPS System (1575.42 and 1227.60 MHz) . 72Audio Systems. 72Radio Altimeter . 72Other equipments included in the aircraft certification . 72Conclusion . 726.3.9FLIGHTS RESULTS . 736.3.10 VIBRATIONS RESULTS . 74STEP4: FLIGHT TRIALS RESULTS . 766.4SECTION 77.17.2OUTCOMES . 103STUDY ACCHIEVEMENT AGAINST AIMS AND OBJECTIVES SET. 103STUDY OUTCOMES AND THE IMPACT ON THE AVIATION COMMUNITIES . 106SECTION 8CONCLUSIONS . 108SECTION 9IMPLICATIONS . 1099.19.29.3GENERALITIES . 109LINK WITH WORKING GROUP WG77 . 109HOMP . 109SECTION 10RECOMMENDATIONS . 110SECTION 11REFERENCES . 11111.111.2ABBREVIATIONS . 111BIBLIOGRAPHY . 112SECTION 12APPENDIXES . 11512.1APPENDIXE 1: STC N EASA R.S.01494 ON ROBINSON . 115APPENDIXE 2: PISTON ENGINE HELICOPTERS’ LIMITATIONS . 11612.212.2.1 R22 . 11612.2.2 R44 . 11612.2.3 R44-2 . 11612.2.4 SCHWEIZER 300CB . 117APPENDIXE 3: GROUND STATION SOFTWARE . 11812.312.3.1 GROUND STATION DATA . 11812.3.1.112.3.1.2The menus, toolbar and filters (1) . 119The left Pane (2) . 119- 7 / 131 -
EASA 2007/C3712.3.1.2.1 Fleet . 12012.3.1.2.2 Operations. 12012.3.1.2.2.1 Flight states . 12112.3.1.2.2.2 Operation tree . 12112.3.1.2.2.3 Operations tabs in the right pane . 12212.3.1.2.3 Recorders. 12812.3.1.2.4 AG Crew (optional). 128The right pane (3) . 13112.3.1.312.3.1.4The lower pane (4) . 131- 8 / 131 -
EASA 2007/C37TABLE OF FIGURES AND TABLESFigure 1 - Embedded unit context diagram . 44Figure 2 - Recorder location on R22 and R44 . 48Figure 3 : Reinforced plate location on R44 . 49Figure 4 - R22 Wire harness routing. . 50Figure 5 - OAT probe . 51Figure 6 - Pressure pipe connection . 52Figure 7 - Main rotor accelerometer on R22 . 53Figure 8 - Airborne and Ground modules . 54Figure 9 - Flight graph . 65Figure 10 -Messages table . 67Figure 11 -Exceedances table . 68Figure 12 - Analogic signal acquired from the accelerometer (time domain) . 74Figure 13 -Spectral analysis performed by the ground station (frequency domain) (Eachray represents a filtered vibration level). 74Figure 14 – Exceedance Window . 76Figure 15 – Usage Window . 77Figure 16 – Start up. 79Figure 17 – Navigation flight . 81Figure 18 – Autorotation 1 . 83Figure 19 – Boolean Autorotation 1 . 84Figure 20 – Autorotation 2 . 86Figure 21 – Zoom of Figure 20 . 87Figure 22 – Boolean Autorotation 2 . 88Figure 23 – Approach . 90Figure 24 – Approach sec by sec . 92Figure 25 – Boolean-landings. 94Figure 26 – Summary Window . 95Figure 27 – Vibration Level Measure . 98Figure 28 – Player Window . 100Figure 29 – Curve Window . 101Figure 30 – Boolean Window . 102Figure 31 - Main window of Ground Station Software . 119Figure 32 - Fleet decomposition . 120Figure 33 - Flight states of one helicopter. 121- 9 / 131 -
EASA 2007/C37Figure 34 - Operations associated icon . 121Figure 35 - Flight status icons . 122Figure 36 - Example of data displayed if "Operating" is selected . 123Figure 37 - Example of data displayed if "Flight" is selected . 124Figure 38 - Second per Second tab . 125Figure 39 - Graph display . 126Figure 40 - Boolean data . 127Figure 41 - Message display . 127Figure 42 - Default display. 128Figure 43 - Crew list . 129Figure 44 - Related data of AG Crew. 130Figure 45 - Example of right pane display . 131Figure 46 - Example of right panel display . 131Figure 47 - Example of lower display . 131Table 1 - Tender specification . 16Table 2 - Accident and incident statistics on R22 and R44 . 20Table 3 - Accidents’ distribution between 1991 and 2001 . 20Table 4 – Helicopter Parameters definition . 35Table 5 - FAR 27 and CS27 certification compliance. 61- 10 / 131 -
EASA 2007/C37SECTION 1ACKNOWLEDGEMENTSThe Investigation of the technical feasibility and safety benefit of an IntegratedEngine / Rotor / Transmission Health Monitoring and HOMP System for Part 27Piston Engine Small Helicopters has been funded by EASA.ECT would like to thank all people who worked in this study.Special thanks to EASA people for the quality of the discussions and for their helpduring the project.Our partner Eurotech Srl in Italy represented by Roberto Grazzioli has been veryhelpful during this study. Thanks a lot for sharing your knowledge of PistonEngines Robinson Helicopters, for allowing people from your company helping usso much.All people in ECT having worked in this study must also be mentioned here(Design Office, Technical Office). They have spent a lot of time on the project toachieve requested targets in requested delay.Finally, special thanks to french customers who trust this system and accepted toinstall and use the Prototype system for the flight trials.- 11 / 131 -
EASA 2007/C37SECTION 2EXECUTIVE SUMMARYThe aim of this study is to investigate the technical feasibility and potential safetybenefits of an integrated Engine / Rotor / Transmission and HOMP system for Part27 small piston engine helicopters.After analyzing EASA’s tender specification, piston engine helicoptersdocumentation and accident report analysis and defining potential safety benefitsof each parameter, the selection of the parameters to be recorded for 100 hoursflight trials was done.Manifold pressure /torque (CO)Engine oil pressureAltitude (pressure) (ZP)Air speed pressure (optional)Engine tachometerRotor tachometer (NR)Outside Air Temperature (OAT)Engine oil temperatureCylinder head temperatureCarburettor air temperatureBattery voltageGov warning offTRGB chip detector (optional)MRGB chip detector (optional)Clutch warning (optional)Carbon monoxide warning (optional)MRGB over temperature (optional)Engine fire warning (optional)Air/ground switchEngine oil pressure contactLow fuel alarm (optional)Cabin vibrationAdditionally, the exceedances monitoring has been performed for:-Manifold pressure / torqueEngine oil pressureEngine tachometerRotor tachometer (NR)Cylinder head temperatureA system has been built according to cost and weight targets in order to record(embedded unit) and display recorded data through a ground station tool.- 12 / 131 -
EASA 2007/C37The study demonstrates:- The technical feasibility of an integrated system on small piston enginehelicopters to monitor data and their potential exceedances within costtarget but acceptable exceeded weight targets.- The flight safety benefits of such system and the way they are achieved(maintenance, pilots' training.)- Vibrations and trends for a helicopter simplified healthDespite the low cost and weight targets, the recorders may be available on Part 27small piston engine helicopters. Therefore, flight safety improvement should beclosely linked to maintenance and operating costs benefits for operators.Indeed, despite its low cost, and unless such a system becomes mandatory, theonly way to convince operators to use it is to have a quick Return on Investment(ROI).- 13 / 131 -
EASA 2007/C37SECTION 3BACKGROUNDDuring the 1980s, the technical reliability was identified as a focus area forresearch to improve helicopter safety and advocated the development andinstallation of monitoring systems. Helicopters are potentially more vulnerable tomechanical failures than fixed wing aircraft because of the number of critical parts.In Europe, over the last 15 years much effort has been directed at improving theflight safety of large helicopters certificated to Part 29 operating primarily for Oiland Gas Producers (OGP) in Northern Europe. Over this period there has been asignificant reduction in the accident rate as a result of changes that have beenmade to helicopter design and operation.Two successful safety enhancements are:-Health and Usage Monitoring Systems (HUMS)Helicopter Operation Monitoring Programs (HOMP).By extending the benefit of these technologies to smaller helicopters it should bepossible to make a safety improvement, however in order to do this a number oftechnical, physical and operational challenges first need to be addressed.Vibration Health Monitoring (VHM) of Part 29 large helicopter engines, rotors androtor drive systems is standard practice in the UK and Norway. Service experience( 1000000 hours) has shown that this technology can indicate problems includingincipient component fatigue failures, worn bearings and rotor and transmissionmaintenance errors. This technology can provide early warning and allowintervention to prevent potentially catastrophic failure modes from occurring.However, the equipment has been too heavy, expensive and resource intensive tobe applied to small helicopters certificated to CS-27/Part 27.Over the same period there have been trials of Helicopter Operations MonitoringProgram (HOMP) systems to evaluate the benefits of frequently reviewingdownloaded operational parameters to improve the safety of flight operations.Regarding the potential safety benefit to Part 27 small helicopters, most designshave a single turbine or piston engine. In Europe operating rules state that thesehelicopters should only be flown over terrain where an immediate forced landingcan be executed safely. However service experience shows that there is a highaccident rate due to total loss of power. Consequently, there is a potential safetybenefit from a system that could reduce the in-flight-shut-down rate of enginesinstalled on single engine helicopters. Rotor and rotor drive systems can be lesscomplex on Part 27 small helicopters; nevertheless they still contain hundreds ofparts the failure of which could be catastrophic.Contemporary advances in electronic technology should make it possible toprovide the functionality of VHM and HOMP systems in an integrated in-boardsystem at a fraction of the weight and cost of the original systems fitted to Part 29large helicopters in the 1990s.Prior to advocating such a safety enhancement, for practical reasons it isnecessary to show that a system for Part 27 small helicopters could be developed,- 14 / 131 -
EASA 2007/C37produced and supplied at low-cost. Typically in order to meet potential cost benefitanalysis criterion such systems should be available at a minimum cost perinstalled system.- 15 / 131 -
EASA 2007/C37SECTION 4AIMS AND OBJECTIVESThe aim and objective of the study are to investigate the technical feasibility andsafety benefits of an Integrated Engine / Rotor / Transmission Health Monitoringand HOMP System for Part 27 Piston Engine Small HelicoptersThis requires:The availability of the functionalities is defined in Table 1 according to requiredcost and weight targets of 3000 and 500 grams and the explanation of thechoice of these parameters.PARAMETEROutside Air TemperatureEngine RPMRotor RPMTorqueOther Cockpit InstrumentsExternal conditions (camera)Fuel FlowCyclic PositionCollective positionHelicopter Air SpeedGPS position / speedCylinder Head TemperatureVibration Monitor: Main RotorVibration Monitor: Tail RotorVibration Monitor; Tail RotorDrive SystemHOMP /Exceedance MonitorYYYYMMMMMMMMHealthmonitoringYYYYTable 1 - Tender specificationThe demonstrator development provides the minimum functionalities “Y” and theeconomically feasible “M” regarding to the cost target.A system is mounted on a small helicopter and operates for at least 100 hoursrecording, downloading and analyzing data.The supply of a data interface allows pilots and maintenance team to accessH
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