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Flight Safety DIGEST MAY 2005

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Flight Safety DIGEST MAY 2005 Flight Safety DIGEST MAY 2005 See What’s Sharing Your Airspace Flight Safety Digest Flight Safety Foundation For Everyone Concerned With the Safety of Flight Vol. 24 No. 5 May 2005 www.fl ightsafety.org OFFICERS AND STAFF Chairman, Board of Governors Amb. Edward W. Stimpson President and CEO Stuart Matthews In This Issue Executive Vice President Robert H. Vandel General Counsel and Secretary Kenneth P. Quinn, Esq. Treasurer David J. Barger See What’s Sharing Your Airspace ADMINISTRATIVE Trans-Pacifi c fl ights by a nearly 26,000-pound gross weight U.S. Manager, Support Services Linda Crowley Horger Air Force Global Hawk unmanned aerial vehicle (UAV) helped drive the current quest for commercial applications. Flying FINANCIAL UAVs in civil airspace demands solutions to problems such as Director of Finance collision avoidance and failure of data/communication links with and Administration Juan G. Gonzalez a ground-based pilot thousands of miles from the aircraft. Accountant Millicent Wheeler 1 MEMBERSHIP Director, Membership 2004 Was ‘Safest Year Ever’ and Development Ann Hill For Air Transport STATS Membership Services Coordinator Ahlam Wahdan Despite an increase in passenger traffi c, there were fewer fatalities Membership Services worldwide in 2004 involving large Western-built commercial jets Coordinator Namratha Apparao than in each of the previous two years. The number of accidents and the rates of accidents declined for air carriers fl ying under U.S. 27 PUBLICATIONS Federal Aviation Regulations Part 121, and there were no fatal Director of Publications Roger Rozelle accidents for scheduled fl ights under Part 135. Senior Editor Mark Lacagnina Senior Editor Wayne Rosenkrans Senior Editor Linda Werfelman ‘Root Causes’ in the System Can Underlie Human Error Associate Editor Rick Darby ARY Web and Print Operational human error in accidents is often only the fi nal Production Coordinator Karen K. Ehrlich LIBR manifestation of ‘latent’ human error in management, design Production Designer Ann L. Mullikin and maintenance. An open organizational culture and user- Production Specialist Susan D. Reed 34 centered design are said to be among the ways to minimize Librarian, Jerry Lederer human error. Aviation Safety Library Patricia Setze TECHNICAL Severe Vibration Accompanies 39 Director of Technical Programs James M. Burin Braking During Landing Rollout Technical Programs Specialist Joanne Anderson After the landing at an airport in Wales, ground personnel Managing Director of found what appeared to be brake parts on the runway. Internal Evaluation Programs Louis A. Sorrentino III BRIEFS Q-Star Program Administrator Robert Feeler Manager, Data Systems and Analysis Robert Dodd, Ph.D. Manager of Aviation Safety Audits Darol V. Holsman Founder Jerome Lederer 1902–2004 Flight Safety Foundation is an international membership organization dedicated to the continuous improvement of aviation safety. Nonprofi t and independent, the Foundation was launched offi cially in 1947 in response to the aviation industry’s need for a neutral clearinghouse to Cover photo: The AeroVironment Helios Prototype fl ew to nearly 97,000 feet in August 2001 in fl ight tests by disseminate objective safety information, and for a credible and knowl- the U.S. National Aeronautics and Space Administration (NASA). With a wingspan of 256 feet (78 meters), edgeable body that would identify threats to safety, analyze the problems solar panels, fuel cells and 10 electric motors, it fl ew partly “to develop technologies to enable unmanned and recommend practical solutions to them. Since its beginning, the aerial vehicles (UAVs) to perform a variety of long-duration missions, including environmental monitoring and Foundation has acted in the public interest to produce positive infl uence telecommunications-relay services,” NASA said. This UAV experienced control diffi culties at about 3,000 feet on aviation safety. Today, the Foundation provides leadership to more during its 10th fl ight in a restricted area near the Hawaiian island of Kauai, struck the Pacifi c Ocean and was than 900 member organizations in more than 150 countries. destroyed on June 26, 2003. A similar UAV, Pathfi nder-Plus (see page 22), continues to be fl own for NASA research. (Photo: Carla Thomas, NASA) See What’s Sharing Your Airspace Trans-Pacific flights by a nearly 26,000-pound gross weight U.S. Air Force Global Hawk unmanned aerial vehicle (UAV) helped drive the current quest for commercial applications. Flying UAVs in civil airspace demands solutions to problems such as collision avoidance and failure of data/communication links with a ground-based pilot thousands of miles from the aircraft. — FSF EDITORIAL STAFF echnological advances, military- UAVs has intensifi ed as news media cover military The General Atomics industrial initiatives and fast-track operations in Afghanistan and Iraq. Large UAVs Aeronautical Systems regulatory activities are on the verge routinely are fl own over these countries and con- Altair can fly at 52,000 of launching a new era of routine trolled via satellite data link by a ground-based pilot T feet and remain flight by unmanned aerial vehicles (UAVs) in situated in a ground control station in California, airborne for more than civil airspace. Often defi ned as “aircraft designed U.S.3 The typical remote-control system comprises 30 hours. The aircraft’s to operate with no human pilot aboard,”1 UAVs the UAV, ground control station, control data link also are called uninhabited air vehicles, remotely that operates at line-of-sight distances and/or over- uses include nautical operated aircraft and other terms. For example, the-horizon distances, and data/voice radio relay. charting, fisheries the U.S. Federal Aviation Administration (FAA) assessment and climate and the U.S. Department of Defense (DOD) have “UAVs will range in size from several ounces to research. (Photo: Tom begun to replace “UAV” with “unmanned aircraft thousands of pounds,” said a 2004 MITRE Corp. Tschida, NASA) system” as their preferred term.2 Public interest in report for FAA. “Many will fl y slowly and lack FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • MAY 2005 1 S EE WHAT’ S SHARING YOUR AIRSPACE maneuverability, whereas others anything our imagination and entrepreneurs can will operate at very high speeds serve up. Who would have dreamt 20 years ago with great agility. … Further, the that hailing a taxi could mean calling a very light types of missions being planned jet? Or that the product you purchased over the for UAVs of the future are rarely Internet would arrive one day on a UAV? Twenty point-to-point but typically in- years ago, we called people like that dreamers. volve some form of patterned Today, they’re called investors.”6 fl ight or tracking activity that may include intermittent short-[term As of early 2004, more than 40 countries oper- orbits] or long-term orbits.”4 ated more than 80 types of UAVs, said the report of a European UAV task force. The performance The ground-based pilot’s location of current UAVs varies widely in speed, altitude, in a ground control station causes mission duration and payload capability.7 signifi cant limitations compared with pilots of manned aircraft. “To date, approximately 90-plus percent of all funding for UAV systems is a direct result of “Rather than receiving direct sen- national government requirements channeled sory input from the environment in through their military and defense program ele- which his/her vehicle is operating, a ments,” the European task force report said. “The [ground-based pilot] receives only primary mission profi les are quite similar both on that sensory information provided the military [side] and civil side; [they] are mainly by on-board sensors via data link,” earth observation … and communications.” said aerospace researchers at the University of Illinois, U.S. “Currently, this consists primarily of Most large UAVs currently being fl own in U.S. visual imagery covering a restricted fi eld of view. airspace carry radio-relay equipment that enables Sensory cues that are lost therefore include ambi- ground-based pilot–air traffi c control (ATC) voice ent visual information, kinesthetic/vestibular input communication to be conducted much as if the and sound. … [A ground-based pilot] can be said pilot were aboard an aircraft. This simplifi es com- to perform in relative ‘sensory isolation’ from the munication and provides pilots of aircraft near vehicle under his/her control. … To the [ground- a UAV with a method of situational awareness. based pilot] of a UAV with a conventional display, Equipping small UAVs with radio-relay equipment turbulence is indicated solely by perturbations of for ATC communication often is not possible be- the camera image provided by the UAV sensors.”5 cause of payload limitations.8 Integration of military/government UAVs and “UAVs offer a unique range of features, most commercial UAVs into civil airspace may occur notably ultra-long endurance and high-risk sooner than many aviation professionals an- mission acceptance, which cannot be reasonably ticipate, based on the highly touted suitability of performed by manned aircraft,” said the MITRE UAVs for dull, dirty and/or dangerous missions report. “These features — when coupled with (i.e., fl ights that exceed human physical/mental advances in automation and sensor technologies, stamina or subject pilots to environmental hazards and the potential for cost savings — make a strong or signifi cant safety/security threats). case for the eventual emergence of a robust civil, government and commercial UAV market.” Moreover, FAA Administrator Marion Blakey said in March 2005, “[Forecasts of air traffi c] present some enormous challenges and risks. And to a per- Some Divide UAVs son here, we fully recognize that the current system Into Three Basic Categories cannot accommodate such huge new demand. It was never designed to handle the projected new he UAV community and civil aviation authori- mix of air traffi c in our skies.
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