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NASA / TM--2000-209810
The NASA Aviation Safety Program: Overview
Jaiwon Shin Glenn Research Center, Cleveland, Ohio
March 2000
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NASA / TM--2000-209810
The NASA Aviation Safety Program: Overview
Jaiwon Shin Glenn Research Center, Cleveland, Ohio Prepared for the 45th International Gas Turbine and Aeroengine Technical Congress, Exposition and Users Symposium sponsored by the American Society of Mechanical Engineers Munich, German_ May 8-11, 2000 National Aeronautics and Space Administration Glenn Research Center
March 2000
Available from National Technical Information Service NASA Center for Aerospace Information 7121 Standard Drive 5285 Port Royal Road Hanover, MD 21076 Springfield, VA 22100 Price Code: A03 Price Code: A03 THE NASA AVIATION SAFETY PROGRAM: OVERVIEW Jaiwon Shin National Aeronautics and Space Administration Glenn Research Center Cleveland, Ohio 44135 Phone: (216) 433-8714 Fax: (216) 433-2645 E-mail: Jaiwon.Shin @ grc.nasa.gov ABSTRACT In 1997, the United States set a national goal to reduce the fatal accident rate for aviation by 80% within ten years based on the recommendations by the Presidential Commission on Aviation Safety and Security.
Achieving this goal will require the combined efforts of government, industry, and academia in the areas of technology research and development, implementation, and operations. To respond to the national goal, the National Aeronautics and Space Administration (NASA) has developed a program that will focus resources over a five year period on performing research and developing technologies that will enable improvements in many areas of aviation safety. The NASA Aviation Safety Program (AvSP) is organized into six research ar- eas: Aviation System Modeling and Monitoring, System Wide Accident Prevention, Single Aircraft Accident Prevention, Weather Accident Prevention, Accident Mitigation, and Synthetic Vision. Specific project areas include Turbulence Detection and Mitigation, Aviation Weather Information, Weather Information Communi- cations, Propulsion Systems Health Management, Control Upset Management, Human Error Modeling, Main- tenance Human Factors, Fire Prevention, and Synthetic Vision Systems for Commercial, Business, and Gen- eral Aviation aircraft_ Res_earch will be performed at all four NASA aeronautics centers and will be closely coordinated with Federal Aviation Administration (FAA) and other government agencies, industry, academia, as well as the aviation user community. This paper provides an overview of the NASA Aviation Safety Pro- gramgoals, structure, and integration with the rest of the aviation community.
1.0INTRODUCTION The worldwide commercial aviation major accident rate (as judged by hull losses per million departures) has been nearly constant over the past 2 decades. Although the rate is very low, increasing traffic over the years has resulted in the absolute number of accidents also increasing. The worldwide demand for air travel is expected to increase even further over the coming 2 decades----doubling or tripling by 2017 with the require- ment for $1 trillion in new aircraft deliveries. Without an improvement in the accident rate, such a traffic vol- ume would lead to 50 or more major accidents a year--a nearly weekly occurrence (Fig. 1). Given the very visible, damaging, and tragic effects of even a single major accident, this number of accidents would clearly have an unacceptable impact upon the public's confidence in the aviation system and impede the anticipated growth of the commercial air-travel market.
The safety of the general aviation (GA) system is also critically important. The current GA accident rate is many times greater than that of scheduled commercial transport operations. With the GA market also poised to grow significantly in future years, safety considerations must be removed as a barrier if this growth is to be realized.
To aggressively address these issues, President Clinton announced in February 1997 a national goal to reduce the fatal accident rate for aviation by 80 percent within 10 years. This national aviation safety goal is an ambitious and clear challenge to the aviation community. NASA immediately responded with a major pro- gram planning effort to define the appropriate research to be conducted by the Agency. This effort was initiated by the NASA Aviation Safety Investment Strategy Team (ASIST), which sponsored four industry- and govern- ment-wide workshops to define research needs. The planning effort lasted from February 1997 to April 1997, and involved over 100 industry, government, and academic organizations (Fig. 2).
NASA/TM--2000-209810 1 Number of / -- accidents // M_lHons of / -- / departures / / per year -- fJ Hull loss accidents per year
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accident rate per million _d._V_..- _.._,.Z .... Accident rate departures L_-¢ ]"I T --I---F--b--= 1960 1970 1980 1990 2000 2010 Year Figure 1. Projected Air Traffic Growth and Number of Accidents (Source: The Boeing Company) Industry Input; Five ASIST Sub-Teams Formed which Workshop 1 Identify Major Feb 18-21, 1997 Accident Causes & produced 58 prioritized recommended Issues investments Underlying Workshop 2 Problems Mar 5-6, 1997 These 58 were grouped into 23 Planning Elements in Three Investment Areas Workshop 3 Solutions Mar 24 -28, 1997 Integrated Workshop 4 Solution Set Apt 15-17, 1997 & Investment Options eronautics O Space i Accident Aviation System : Transportation I Technology [ Prevention Accident Monitoring & Executive Council I 75% Mitigation Modeling A r23 1997 [ 9% 15% Figure 2. NASA Aviation Safety Investment Strategy Team (ASIST) Process The ASIST recommendations provided the foundation and rational for formulation of the NASA Aviation Safety Initiative. The Aviation Safety Initiative is a combination of redirected Research and Technology (R&T) Base activities and the AvSP, as a major new program. NASA R&T Base programs enhance the foun- dation to the safety activities with tools and insight to fundamental principles, such as data sharing, human factors, human/system interface, weather hazards and structural integrity. The AvSP will provide research and technology products needed to help the Federal Aviation Administration (FAA) and the aerospace industry achieve the President's challenge to improve aviation Safety in=ihe coming decade and then move even further to a far-reaching challenge. NASA's Strategic Plan, which guides the formulation of such programs, includes a "Pillar One" enabling technology goal "to reduce the aircraft accident rate by a factor of 5 in 10 years and by a factor 10 within 25 years."
The NASA approach for contributing to the national goal is to develop and demonstrate technologies and strategies to improve aviation safety by reducing both aircraft accident and fatality rates. R&T development will address accidents involving hazardous weather, controlled flight into terrain, accidents and incidents NASA/TM--2000-209810 2 caused by human error, and mechanical or software malfunctions. The safety program will emphasize not only accident rate reduction but also a decrease in injuries and fatalities when accidents do occur. The program will also develop and integrate information technologies needed to build a safer aviation system--to support pilots and air traffic controllers--as well as provide information to assess situations and trends that might indicate unsafe conditions before they lead to accidents. The focus of each program element is the development of prevention, intervention, or mitigation strategies aimed at one or more causal, contributory, or circumstantial factors associated with aviation accidents. The program will give high priority to strategies that address factors determined to be the largest contributors to accident and fatality rates as well as those that address multiple classes of factors.
The AvSP management team will work as partners with the FAA in implementing the program and will maintain close coordination with the Department of Defense (DoD) and other government agencies. Addition- ally, the program will work in concert with the full spectrum of commercial, rotorcraft, and general aviation industry manufacturers, suppliers, and operators in implementing this effort.
NOMENCLATURE ASIST Aviation Safety Investment Strategy Team CAST Commercial Aviation Safety Team CF1T Controlled Flight Into Terrain General Aviation GA SRTM Shuttle Radar Topography Mission 2.0. PROGRAM GOALS AND OBJECTIVES The goat of the AvSP is derived from the NASA Aero-Space Technology Enterprise Strategic Goal, which in turn is derived from the President's National goal: NASA Acro-Space T¢c.h.nology Enterprise Strategic Goal on Aviation Safety: Reduce the aircraft accident rate by a factor of 5 within 10 years and by a factor of 10 within 25 years.
NASA Aviation Safety Program Goal: Develop and demonstrate technologies that contribute to a reduc- tion in aviation accident and fatality rates by a factor of 5 by year 2007 and by a factor of 10 by year 2022.
The AvSP runs from FY 2000 through FY 2004 and focuses primarily on providing technologies that enable to the 10-year goal. Subsequent Aviation Safety Initiative programs will focus primarily on the 25-year goal.
The program has been divided into three investment areas in order to achieve the goals: Accident Preven- tion, Aviation System Monitoring and Modeling, and Accident Mitigation (Fig. 2). These three investment areas are supported by objectives and associated critical technology deliverables: (1) Eliminate targeted accident categories; (2) Increase accident survivability; and (3) Strengthen safety technology foundation Eliminating targeted accident categories will be accomplished through key technical developments: de- livery of precision approach and landing technologies and displays that provide intuitive guidance and piloting decision support worldwide, at any runway, at any airport, for both general and commercial aviation; afford- able technologies and systems for the data-linked communication and on-board graphical display of critical aviation weather information both nationally and internationally; turbulence modeling and detection technolo- gies that allow for predictive warning and/or avoidance of severe turbulence encounters; and synthetic vision technologies and implementable, demonstrated system concepts that provide immediate, clear-day equivalent visual awareness and avoidance of worldwide terrain and obstacles in any weather or light condition.
The accident survivability objective is to reduce fatalities in those cases where accidents do occur.
Advanced structural and material designs that demonstrate greatly improved crash survivability and fire hazard mitigation are the critical deliverables supporting the accident survivability objectives.
NASAM'M--2000-209810 3 Theoverall safety of the aviation system is based on the strength of its foundation. This foundation consists of the total aviation infrastructure, made up of aircraft, ground facilities, equipment, people, and pro- cedures. ASIST recommendations supported the need to invest in aviation system modeling, validated human- error assessment methodologies that allow system designs and procedures to be analyzed for error susceptibil- ity, and integrated aviation system monitoring tools that allow regular operational assessments to identify unsafe trends before they become accidents.
3.0. PROGRAM MISSION SUCCESS CRITERIA Based on the AvSP goal, the criteria for program mission success are the development of technologies that, when implemented by the aviation community, will contribute to a reduction of the civil aviation acci- dent rates. Baseline data are for the period 1990-1996 and are obtained from the National Transportation Safety Board (NTSB) Accident Statistics for U.S. Civil Aviation, which are broken out by Federal Aviation Regulations (FAR) Parts 121, 135, and 91. International data will be obtained from sources such as the Inter- national Civil Aviation Organization (ICAO) and Air Claims (an aviation insurance database). Mission suc- cess criteria evaluations will include projected percentages of accident reduction based upon analysis of NTSB accident statistics and other relevant aviation safety data.
The measure of the success of the technology development will be based on the demonstration of achievement of sufficient maturity of the technology to enable partners and customers to adopt and complete the technology application. The technology maturation process will be assessed using defined Technology Readiness Levels (TRL's). In general, the AvSP will develop technoIogies to TRL 6 (demonstrate a technol- ogy with a system or subsystem model or prototype in a relevant environment).
Along with the technology development efforts will be ongoing activities by NASA to promote the imple- mentation of program outputs into the aviation community. NASA researchers will stay involved to help pro- gram "outputs" become "outcomes." NASA will work with, and rely on, industry and FAA partners to imple- ment these technologies. The program is implementing an analysis process to determine projected technology impacts on aviation safety. Program benefits will be identified through systems analysis where the input is defined as project technology products. The results of these analyses are to be documented and reported at each of the Program Assessment milestones in FY '00, '02 and '04. In the absence of a fully completed assessment, estimated impacts have been identified and will be updated as the technology assessment process and input data becomes more refined. The initial program mission success criteria are to produce: • Human-error assessment methodologies that allow system designs and procedures to be analyzed for error susceptibility--validated in piloted simulation • Health and Usage Monitoring technologies that enable real time and trending status of critical on-board aircraft systems---demonstrated in flight • Affordable technologies and systems for the data-linked communication and on-board graphical display of critical aviation weather information both nationally and internationallyIdemonstrated in flight • Turbulence modeling and detection technologies that allow for predictive warning and/or avoidance of severe turbulence encounters---demonstrated in flight • Synthetic Vision technologies and implementable, demonstrated system concepts that provide immedi- ate, clear day-equivalent visual awareness and avoidance of worldwide terrain and obstacles in any weather or light condition---demonstrated in flight • Precision approach and landing technologies and displays that provide intuitive guidance and piloting decision support worldwide, at any runway, at any airport, for both general and commercial aviation--demonstrated in flight • Advanced structural and material designs that demonstrate 20-40% improvement in crash survivability and fire hazard mitigation • Integrated aviation system monitoring tools and infrastructure design accessible both nationally and internationally, allowing regular operational assessments to identify unsafe trends before they become accidents--operational at least two major airlines The AvSP will assess potential impacts and track the status of projected technology impacts delineated in Table 1. In addition to these metrics, predictive information, such as the identification and tracking of "acci- dent precursors" incidents and off-nominal events and trends that may lead to accidents--will be developed, categorized, and monitored.
Consistent with the measures proposed by the FAA Office of Research and Acquisition, the accident rate baseline will be established with data averaged over the timeframe from 1990 to 1996.
NASA_MI2_-209810 4
Tablel.--Framework forProjecting Technology Impact
Accident Rates U.S. Transport Aircraft (FAR Part 121, Scheduled and Nonscheduled) • Accidents (hull loss, substantial) per 100,000 departures • Fatal Accidents per 100,000 departures International Transport Aircraft (ICAO) • Fatal Accidents per 100,000 departures Commuter (FAR Part 135) • Scheduled-Accident/Fatal per 100,000 departures • Nonscheduled-Accidents/Fatal per 100,000 flight hours General Aviation (FAR Part 91) • Accidents per 100,000 flight hours • Fatal accidents per 100,000,flight hours Fatality Rates For FAR Parts 121,135 Scheduled, and ICAO: • Fatalities per 100,000 departures For FAR Parts 135 Nonscheduled and 91: • Fatalities per 100,000 flight hours 4.0 PROGRAM ORGANIZATION The AvSP Office is at NASA LaRC, which has Lead Center responsibilities for the Program. The AvSP Office is led by the AvSP Program Director, who reports to the LaRC Director. The six Projects are led by managers from multiple NASA Centers (Fig. 3).
Aviation Safety Program Office | Michael Lewis, Director 1 George Finelli, DeputT Director 1 _,Brian Smith, Dep ProgMgr (ARC) Jaiwon Shin,Dep Prog Mgr (GRC) ,// 1.1 1.2 Technical Integration Program Integration Program Project I
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(ARC) _PL (ARC) Figure 3. Program Organization Structure NASA/TM--2000-209810 5 5.0 PROGRAM DESCRIPTION The Program's technology developments are incorporated in the six projects described in the following section.
5.1 Aviation System Monitoring and Modeling The Aviation System Monitoring and Modeling (ASMM) goal is to provide decision makers in air carders, air traffic management, and other air service providers with regular, accurate, and insightful measures of the health, performance, and safety of the National Aviation System (NAS). ASMM outputs will also provide technology and procedure developers with reliable predictions of the system-wide effects of the changes they are introducing into the aviation system. This capability will enable definition of operational and safety trends and the identification of developing conditions that could compromise NAS safety. It will also allow an indus- try-wide, and eventually a worldwide, proactive approach to identification and alleviation of life-threatening aviation conditions and events.
The three-foId approach of ASMM is to (1) develop systems and tools to provide data pertaining to all aspects of the NAS, (2) develop tools to analyze and characterize the NAS and identify situations that may indicate changes to levels of safety, and (3) provide worldwide capabilities to obtain, access, and share rele- vant data on the NAS to the aviation community. The key attribute of all tools developed is that they will facilitate efficient and insightful analyses of all relevant data to identify causal factors, accident precursors, and unsuspected features in the data collected pertaining to the health, performance, and safety of the NAS.
5.2 System-Wide Accident Prevention The System-Wide Accident Prevention (SWAP) goal is to address aviation safety issues associated with human error and procedural noncompliance. Human error is attributed as a factor in 60- to 80-percent of avia- tion accidents, depending on estimate sources. Reducing or mitigating human error effects will result in sig- nificant aviation accident rate reductions. This element will pursue research activities in the following areas: (1) human error modeling, (2) maintenance human factors, and (3) training.
Human error modeling will develop predictive capabilities to identify Iikely error vulnerabilities in human/system operation. This modeling will involve developing better understanding of the contexts in which errors occur, their potential causes, and candidate solutions to reduce or mitigate their effects.
Maintenance human factors will develop products that support improved maintenance operations. Mainte- nance error is often latent and thus difficult to identify, track, and analyze. The situation is exacerbated by human factors issues that arise from numerous changes in maintenance operations. Document design tools pro- vide a direct defense against procedural errors by aiding maintenance engineers and managers in systemati- cally evaluating and enhancing maintenance procedures and by providing maintenance technicians a means of feeding back improvements to the organization. Maintenance resource management (MRM) training guidance and tools help industry to estabIish standards and performance metrics for MRM training and to focus and di- rect the development of training materials that address high priority human factors domains that are critical to maintenance safety.
Training will develop more effective training procedures and aids. Better tools will be provided to enable crews to reduce errors with existing systems, to safely conduct a wide range of normal operations, and to effec- tively manage unanticipated abnormal situations. Training, and thus safety, can be improved by developing better methods for conveying knowledge and skills and by elucidating the root causes of human error. These improvements will be effected through the development of specific training curricula, simulations, and crew performance measurement techniques.
5.3 Single Aircraft Accident Prevention The Single Aircraft Accident Prevention (SAAP) goal is to develop and support the implementation of aircraft specific technologies that will reduce the fatal accident rate in accordance with program goals. Two accident categories that the SAAP Project will directly address are loss of control in flight and aircraft sys- tem/component failures. Based upon accident data, loss of control in flight is a leading category of fatal acci- dents. Conversely, while system failures are not often cited as the primary cause of an accident, a system failure or malfunction is often cited across accident categories as the initiating occurrence that set off the NASA/TM--2000-209810 6 sequence of events which ledto the accident. Additionally, as systems--and, in particular, flight critical systems--become more integrated and complex, current processes for certification of these systems will be- come inadequate. SAAP will support the development of new methods to efficiently validate and verify com- plex flight critical systems. Human factor considerations cut across all these categories and concerns and will be an integral part of the technology development process. Vehicle classes addressed in the SAAP element are transports, rotorcraft, and GA. This element will pursue research activities in the following technology areas: (1) vehicle health management and flight critical systems design, (2) propulsion health management, and (3) control upset prevention and recovery.
VehicIe health management and flight critical systems design will develop intervention techniques that detect system component degradation trends before they result in catastrophic failures. Formal methods for certification of complex flight critical system will also be developed. Similarly, propulsion health management will focus on development of propulsion system specific technologies intended to detect potential failures be- fore they become catastrophic.
Control upset prevention and recovery will develop technologies to prevent loss-of-control-type accidents due to aircraft upset after inadvertently entering an extreme or abnormal flight attitude. Loss of Control as con- sidered by this element may be due to turbulent weather, pilot disorientation, or a system failure. Close coor- dination with other projects is required to ensure that the technology development activities for control system failure detection, pilot interfaces, and information transfer techniques are synergistic.
5.4 Weather Accident Prevention The Weather Accident Prevention (WxAP) goal is to develop and support the implementation of tech- nologies that will reduce the fatal accident rate induced by weather hazards. This reduction is to be accom- plished for commercial, general aviation, and rotorcraft sectors, given projected capacity increases and while either maintaining or improving efficiency. Weather is a factor in approximately 30 percent of aviation acci- dents. In addition, the majority of CFIT and GA "loss of control" accidents are considered to be visibility- induced crew error, where better weather information or better pilot vision would have been a substantial mitigating factor. The key objective of this research element is to provide complete weather information and situational awareness to pilots and ground operators in any atmospheric condition that affects the operation and safety of an aircraft. The WxAP element will pursue research activities in the following technology areas: (1) aviation weather information, (2) weather information communications, and (3) turbulence detection and mitigation.
Aviation weather information distribution (AWIN) and presentation will develop technologies that provide high fidelity, timely, and intuitive information to pilots, dispatchers, and Air Traffic Control (ATC) to enable the detection and avoidance of atmospheric hazards.
The Weather Information Communication element will develop enabling communication technologies and architectural concepts that will provide accurate and timely weather information to the cockpit for both national and international flight.
Turbulence detection and mitigation will enhance forecasting tools by developing a total detection system and flight control techniques to mitigate the consequence of upsets due to all types of turbulence encounters, including clear air turbulence (CAT).
5.5 Accident Mitigation The Accident Mitigation (AM) goal is to develop, enable, and promote the implementation of technolo- gies that will increase the human survival rate in survivable accidents, and to prevent in-flight fires. To reach the NASA AvSP goal of reducing fatalities, the number of survivors must be increased in accidents that are of the severity level where some, but not all, passengers survive. Data show that for transports, half of all acci- dents involve serious injury and/or fatality, and half of those accidents are survivable (i.e., greater than three survivors). Fatalities are the result of impact factors, fire/smoke, or some combination of both (e.g., nonfatal injuries that prevent escape and lead to being overcome by smoke). Further, in-flight fires account for 5 per- cent of all fatalities. Based on this background, the overall approach in AM is to reduce the physical crash dynamics hazards, minimize fire effects in order to allow more time for evacuation, and reliably detect and suppress in-flight fires. The AM element is targeted to all classes of aircraft. In the rotorcraft community, great progress has been made in improving rotorcraft crashworthiness. Fuel-fire prevention is presently limited to aircraft using jet-A fuel. The AM project activities will address the following areas: (I) systems approach to crashworthiness (including crash resistant fuel systems) and (2) fire prevention.
NASA/TM--2000-209810 7 Systems approach tocrashworthiness will seek to limit hazards by focusing ontheimpact andcrash dynamics factors in accidents. A systems approach is required because of thesignificant interaction between contributing elements. Crash survivability is a function of impact flightconditions, impact surface, airframe response, seat response, restraint system performance, andoccupant response. Thus, theobjectives areto improve crashworthiness by a systems approach thatincludes validated analysis methodology, newstructural concepts andmaterials, safer cabin interiors, advanced restraint equipment, anddesign andinjurycriteria to enhance crash safety. Additionally, theobjective to minimize post-crash fireswill beapproached by develop- ingtechnology (andleveraging DoDtechnology) to minimize fuelspillage in a crash situation.
Fireprevention will develop, leverage, anddemonstrate technology for limitinghazards dueto fire.Fire- related accident mitigation fallsintotwo categories: post-accident andin-flight.In theformer, humans are overcome bysmoke (orthefireitself)before theycanescape. Such firesareoften fedby pools of spilled fuel ontheground, andinvolve combustion of cabin interior materials aswell.Thelatter category involves fuel- related explosions, aswellasdetection andsuppression of fireswithinthecargo holdor cabin. Preliminary dataindicate thatpresent detection technology involves anunacceptably highrateof falsealarms. Thus, the objectives aretoprevent post-crash fuel-fed firesandin-flightfuel-related fires(explosions) viafuelmodifica- tionsor inerting, minimizing thefire-heat release fromcabin materials, andreliablydetecting andsuppressing cargo compartment fires.
5.6 Synthetic Vision Limited visibility is the single most critical factor affecting both the safety and capacity of worldwide aviation operations. In commercial aviation, over 30 percent of all fatal accidents worldwide, and the leading cause of total fatalities, are categorized as CFIT--accidents in which a functioning aircraft impacts terrain or obstacles that the flight crew could not see. In addition, the largest general aviation accident category is 'Con- tinued Flight into Instrument Meteorological Conditions', in which low-experience pilots continue to fly into deteriorating weather and visibility conditions and either collide with unexpected terrain or lose control of the vehicle because of the lack of familiar external cues. Finally, the single largest factor causing airport flight delays is the limited runway capacity and increased air traffic separation distances resulting when visibility conditions fall below visual flight rule operations. Synthetic Vision technology will allow these visibility prob- lems to be addressed for the first time with a visibility solution-making every flight the equivalent of a clear daylight operation. Fully implemented, successful synthetic vision technologies will be a revolutionary improvement in aviation safety and utility.
The promise of synthetic vision has made its development a top recommendation of the FAA/NASA/ CAST, the Flight Safety Foundation's Approach and Landing Task Force, and other key analyses. A synthetic vision approach utilizes a stored digital terrain database and Global Position Systems (GPS) position informa- tion to create a high-resolution 3-D moving image. Synthetic Vision displays are unlimited in range, unaffected by atmospheric conditions, and require only computer memory and processing to function. The capability of synthetic vision is limited only by the resolution and accuracy of the terrain database. Over the past 5 years, a number of organizations, including NASA, have demonstrated synthetic vision-based flight, landings, and taxi operations in research aircraft. Digital data links and displays of the positions and paths of airborne and ground traffic have also been demonstrated.
The Aviation Safety Program's Synthetic Vision Project aims to develop the practical and certifiable basis for a cockpit system utilizing a high-resolution digital terrain data base and augmented, if necessary, by on- board imaging sensors. The rapid emergence of reliable GPS position information and precise digital terrain maps, including data from the Shuttle SRTM mission, made this approach capable of true all-weather per- formance as well as extremely low cost, low maintenance operations. The AvSP's objective is to prove this technology practical not just as a research demonstration, but as a viable, implementable capability.
6.0 PARTNERSHIP The AvSP will bring customers into all phases of the program as partners. Current customers and partners for the Aviation Safety Program include the FAA, airlines, operators, airframe manufacturers, engine compa- nies, airframe systems manufacturers, material suppliers, DoD, and academia. Special emphasis has been placed on establishing a strong partnership relationship with the FAA as the FAA is primarily responsible for the overall safety of the U.S. national aviation system.
NASA/TM--2000-209810 8 Theinvestment strategy process, recommended by ASIST, relied on customer involvement and input to identify critical thrusts. Subsequent workshops, again with customer involvement, provided more detailed analysis and insight to critical safety areas and potential solutions. Just as the research and development plan- ning process involved customers, the implementation process will be planned with NASA involvement, as appropriate. For each program element and project, a "partnering" team will be established to plan and con- duct the research and eventually to facilitate technology implementation.
The AvSP will also remain sensitive to industry requirements through strategic involvement with the Commercial Aviation Safety Team (CAST). CAST is a group of senior Government and Industry commercial aviation leaders whose goal is to form a national safety agenda and a plan for making commercial aviation safer. CAST charters Joint Safety Analysis Teams (JSAT's) to analyze specific safety issues and recommend intervention opportunities. The CAST/JSAT approach has been adopted as a key aspect of the FAA's "Safer Skies" Initiative. A similar organization has been formed for General Aviation called the General Aviation Joint Steering Committee (GAJSC).
To ensure that NASA and FAA safety research and development activities are appropriately coordinated, a NASA/FAA Joint Working Group has been established. Participants in this group include senior managers from NASA and FAA Headquarters and the AvSP Program Director.
The Aviation Safety Program will emphasize rapid and effective dissemination of the technology to the U.S. industry. Technology transfer mechanisms depend on the maturity of the technology. A variety of technol- ogy transfer mechanisms will be employed. The most important is direct involvement of the users in the formu- lation of the program described in this plan and direct contract of R&D. AvSP resources fund R&D contracts and grants, which help ensure direct transfer of technology to the US.industry and thus increase the likelihood of direct input into near-term products. Technology exchange will also occur among the participants through special technical working group meetings. Presentations at technical conferences sponsored by the American Institute of Aeronautics and Astronautics, American Society of Mechanical Engineers, and other similar pro- fessional societies will be limited to discussion of non-competitively sensitive information. Other methods of technology transfer include technical reports, cooperative programs, and personnel exchanges between NASA, industry and other government agencies through memoranda of agreement, and technical demonstrations at NASA and user facilities. The AvSP will work closely with the TechnoIogy Commercialization Office at the respective Centers to help communicate technology commercialization opportunities to a wide range of potential users.
7.0 SUMMARY This paper provided an overview of the NASA Aviation Safety Program goals, structure, technical content, and integration with the rest of the aviation community. It is important to note that NASA will be developing technologies to enable manufacturers and operators to reduce the fatal aircraft accident rates when the tech- nologies are implemented. In order to ensure timely and effective implementation of the technologies, NASA will be coordinating its R&T efforts with the FAA at an unprecedented level of intensity and focus. NASA AvSP will also actively engage with manufacturers and operators to understand and work on the right industry requirements through CAST, GAJSC, and other forums.
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4. TITLE AND SUBTITLE 5. FUNDING NUMBERS The NASA Aviation Safety Program: Overview WU-577-90-20-00 6. AUTHOR(S) Jaiwon Shin 8. PERFORMING ORGANIZATION 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) REPORT NUMBER National Aeronautics and Space Administration John H. Glenn Research Center at Lewis Field E-12119 Cleveland, Ohio 44135-3191 10. SPONSORING/MONITORING 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) AGENCY REPORT NUMBER National Aeronautics and Space Administration NASA TM--2000-209810 Washington, DC 20546-0001 11. SUPPLEMENTARY NOTES Prepared for the 45th International Gas Turbine and Aeroengine Technical Congress, Exposition and Users Symposium sponsored by the American Society of Mechanical Engineers, Munich, Germany, May 8-11, 2000. Responsible person Jaiwon Shin, organization code 2500, (216) 433-8714.
12b. DISTRIBUTION CODE 12a. DISTRIBUTION/AVAILABILITY STATEMENT Unclassified - Unlimited Subject Category: 07 Distribution: Nonstandard This publication is available from the NASA Center for AeroSpace Information, (301) 621-0390 13. ABSTRACT (Maximum200 words) In 1997, the United States set a national goal to reduce the fatal accident rate for aviation by 80% within ten years based on the recommendations by the Presidential Commission on Aviation Safety and Security. Achieving this goal will require the combined efforts of government, industry, and academia in the areas of technology research and development, implementation, and operations.
To respond to the national goal, the National Aeronautics and Space Administration (NASA) has developed a program that will focus resources over a five ),ear period on performing research and developing technologies that will enable improvements in man), areas of aviation safety. The NASA Aviation Safety Program (AvSP) is organized into six research areas: Aviation System Modeling and Monitoring, System Wide Accident Prevention, Single Aircraft Accident Prevention, Weather Accident Prevention, Accident Mitiga- tion, and Synthetic Vision. Specific project areas include Turbulence Detection and Mitigation, Aviation Weather Information, Weather Information Communications, Propulsion Systems Health Management, Control Upset Management, Human Error Modeling, Maintenance Human Factors, Fire Prevention, and Synthetic Vision Systems for Commercial, Business, and General Aviation aircraft.
Research will be performed at all four NASA aeronautics centers and will be closely coordinated with Federal Aviation Administration (FAA) and other government agencies, industry, academia, as well as the aviation user community. This paper provides an overview of the NASA Aviation Safety Program goals, structure, and integration with the rest of the aviation community.
15. NUMBER OF PAGES 14. SUBJECT TERMS Aviation Safety Program; Fatal Accident Rate; Weather Accident Prevention; 16. PRICE CODE Accident Mitigation; Propulsion Systems Health Management A0_, 20. UMITATION OF ABSTRACT 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITYCLASSIFICATION OF REPORT OF THIS PAGE OF ABSTRACT Unclassified Unclassified Unclassified Standard Form 298 (Rev. 2-89) NSN 7540-01-280-5500 Prescribedby ANSI Std. Z39-18 298-102