KEY SAFETY TRENDS INGENERAL AVIATION
AEROSPACE DESIGN WORKSHOPBEIJING, CHINA
30.NOV.2016
AVIATION SAFETY IN THE U.S.
AviationRegulators
AccidentInvestigators
AviationCommunity
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
1960
1962
1964
1966
1968
1970
1972
1974
1976
1978
1980
1982
1984
1986
1988
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
Fatal AccidentsAccidents
U.S. GENERAL AVIATION ACCIDENTSSource: FAA GA Accident Data, U.S.
2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)
5Federal AviationAdministration
Updated GAJSC Pareto and 2001-2011 TrendsMarch 13, 2012
5
Controlled Flight Into Terrain
0.230.24
0.22
0.25
0.23
0.19
0.17
0.130.12
0.08
0
0.05
0.1
0.15
0.2
0.25
0.3
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Rate
per 1
00,00
0 Fligh
t Hou
rs
Rate3 Year Moving Average
GAJSC GA Accident Rate CY2001 – CY2010, CFITSource: NTSB Aviation Accident/Incident Database. FAA GA Survey Data 2001 – 2010.Note: 66% of fatal accidents have been finalized for 2010.
High/Low Δ = 0.17
Linear Slope = -0.0176
2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)
AEROPLANE STALL SPIN
AEROPLANE STALL SPIN
AEROPLANE STALL SPIN
AEROPLANE STALL SPIN
AEROPLANE STALL SPIN
EXAMPLE: LOSS OF CONTROLCS-23.2145 Stall characteristics, stallwarning, and spins
(a) The aeroplane must have controllable stall characteristics instraight flight, turning flight, and accelerated turning flight with aclear and distinctive stall warning that provides sufficient margin toprevent inadvertent stalling.(b) Levels 1 and 2 aeroplanes and level 3 single-engine aeroplanes,not certified for aerobatics, must
(1) Not have a tendency to inadvertently depart controlledflight; or(2) Have a benign behaviour when departing controlledflight; or(3) Have a system preventing departure from controlledflight.
(c) Level-3 multi-engine and all level-4 aeroplanes, not certified foraerobatics, must not have a tendency to suffer a loss of controlafter a likely critical loss of thrust.(d) Aeroplanes certified for aerobatics must have controllable stallcharacteristics and the ability to recover within one and one-halfadditional turns after initiation of the first control action from anypoint in a spin, not exceeding six turns or any greater number ofturns for which certification is requested, while remaining withinthe operating limitations of the aeroplane.(e) Aeroplanes intended for aerobatics have the ability to recoverfrom any manoeuvre, without exceeding limitations or exhibitingunsafe characteristics.
ASTM GENERAL AVIATION WORKSHOPS
• In-Flight Loss of Control Workshop• Orlando, FL - 26 October 2016
EXAMPLE: LOSS OF CONTROL
2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)
EXAMPLE: FUEL MISMANAGEMENT
• Running Out of Fuel• Fuel Operational Errors
2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)
Federal AviationAdministration 18
Decreased from 1.03
Federal AviationAdministration
19
Federal AviationAdministration 20
Decreased from 1.03
PATH INTO THE FUTUREEliminate Loss of Control & Increase Crashworthiness
CONTACT INFORMATIONGregory J. Bowles ([email protected])Vice President, GAMA Global Innovation & PolicyChairman, ASTM F44, General Aviation Aircraft Committee
General Aviation Manufacturers Association1400 K St. NW Ste. 801Washington, DC 20005USA+1.202.393.1500www.GAMA.aero
ASTM International100 Barr Harbor Drive
PO Box C700West Conshohocken, PA 19428-2959
USA+1.610.832.9585
www.ASTM.org