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‘OVERVIEW OF FAA’s AIRCRAFT ICING PROGRAAP Loni Czekalski The Aircraft Icing Accident Summary (Figure 1) rain and drizzle as in super-cooled clouds, with shows statistics which were taken from National even a larger amount of accidents in snow.
Transportation Safety Board (NTSB) records and Although we do not set a criteria, our reg- the FAA’s Accident Incident Data (AID) system.
ulations tell you that you must be able to fly in If you look at the number of accidents over about both falling and blowing snow. Figure 3 outlines the last five and one-half years, from January the current regulations relative to the certification to June 1983, you will find that there were 280 of both small and large aircraft for ice protection.
accidents which resulted in 364 fatalities and 171 Both FAR 23 and 25 reference the FAR 25 Ap- injuries. The accident injury-to-fatality ratio is pendix C ; but only FAR 25, which is for the large about 2 to 1. It is said that if you are involved in transport category aircraft, references the falling an icing accident, you probably will not walk away and blowing snow.
from it. It is a very serious accident in which to be involved.
Zn talking to the aviation community, we have learned some very interesting things (Figure 4).
1978 THROUGH JUNE 1983 : As your initial operating costs have increased, the F A S A L I T T E S m - l N C r D E N T S buying of aircraft has become more expensive. The TRANSPOPT (121) 99 5 6 10 operating costs to maintain that fleet, because of C O M U T E R (135) 19 23 30 11 the increase in labor and fuel costs, have created GENERAL more and more concern about fleet productivity.
AVIATION (911 184 95 i a i
63 (1) I
ROTOR (1 f (5) (8) 63 OTHER/UNKNOWN 48 62
- - - -
SMALL AIRCRAFT: TOTALS: 364 171 280 a6 23,1093 INDUCTION SYSTEM ICING PROTECTION AVERAGE PER YEAR: 66 31 51 23,1419 ICE PROTECTION RE: FAR 2 5 APPENDIX C Aircraft Icing Accident Summary Figure 1 .
TRANSPORT AIRCRAFT: INDUCTION SYSTEPl DE-ICING 8 P.NTI-ICING 25.1093 PROVISION In a breakdown of the statistics (Figure 2), RE: FAR 2 5 APPENDIX C we find that 35 accidents occurred in super-cooled & BLOWING RE: SNOW BOTH FALLING clouds; 31 in freezing rain and drizzle; and 39 in 25.1403 WING ICING DETECTION LIGHTS snow. When the FAA regulates that you must be certified for flight in known icing conditions, 25,1416 PNEUMATIC DE-ICER BOOT SYSTEM this certification actually certifies only for flight 25.1419 ICE PROTECTION in super-cooled clouds. This information tells us RE: FAR 2 5 APPENDIX C that we have almost as many accidents in freezing Figure 3 . Current Airworthiness Standards 3Y WEATHER: CLIMB/CRUISE/DESCENT/APPROACH PHASES ONLY 0 FLEET PRODUCTIVITY WEATHER BRIEFING : ADEQUATE 116 ALL-WEATHER O R NEAR ALL-WEATHER OPERATIONS INADEQUATE 55 @ CERTIFICATION PROCESS LENGTH & COST NONE 4 ROTORCRAFT CERT I F 1CAT1O N I ) UNREPORTED 7 S-76 S ‘J PER- COO LED CLOUD PUMA/SUPER PUMA FREEZING RAIN/DRIZZLE 31 Q12/214ST S N O W 39 0 GA AIRCRAFT LOW-COST, LIGHTWEIGHT ICE PROTECTION SYSTEMS OTHER/UNKNOWN 77 0 FAR 2 5 APPENDIX C Weather Statistics o f Aircraft Icing Figure 2 .
Figure 4. Aviation Community Concerns Accident Summary program will also consider analytic methods to be People in the avition community have told us they applied in certain circumstances for certification.
want all-weather or near all-weather operating con- We also say that you can use simulation; but we ditions. The manufacturers have told us they are really don’t set any guidelines, standards, or pro- concerned that the length and the cost of the FAA cedures for you to follow which are acceptable to certification process is too great.
us. After we have done all these things, we need to To date, unfortunately, we have not certified update our standards, procedures and FARs for all any helicopters for flight in known icing condi- of the above; i.e., rotocraft, turbine engines, and tions. The French have certified the Puma. The aircraft with fixed wings.
manufacturer for the Puma Aerospeciale has come to the United States and asked us for certification Figure 6 summarizes the recent histoq of the for both the Puma and the Super Puma. Bell He- FAA Aircraft Icing Program.
licopter has started flight testing for the 412 and 214ST and intends to get an icing certification for it, as does Sakorsky for the S76. General aviation 2-3-83 FAA ADRINISTRATOR BRIEFING ON ATMOSPHERIC CHARACERIZATION 8 LONG-RANGE P W .
aircraft is by far the largest and most rapidly grow- ing segment of the aviation community. They have 4-21-83 AVIATION STANDARDS 8 REGIONAL CERTIFICATION DIRECTORATES MEETING TO REVIEW PROGwvl PLAN.
informed us that they need low-cost, lightweight, easy-to-maint ain, low-power systems for their air- 7-28-83 FAA AD9INISTRATOR BRIEFED ON ACTIVITIES CURREXTLY GOING ON IN GOVERNMENT-RELATED AIRCRAFT ICING PLAN.
craft in order for them to fly efficiently. Manu- facturers have also told us some interesting things 9-20/22-83 NATIONAL ICING RESOURCE SPECIALJSTS AND REGIONAL CERTIFICATIC DIRECTORATES REVIEW REQUIREENTS AND PRIORITIES FOR PROGFM about FAR 25 Appendix C. This is a very strin- PLAN * gent requirement. They would like to see if we SCHEDULED FAA ADMINISTRATOR, NASA ADVINISTMTOR, CHAIRMAN FEDERAL could possibly relax that and give them a little ll-3-83 COFUlIlTEE FOR tlEEOROL0GICAL SERVICES 8 SUPPORTING RESEARCH, relief. These are the aviation community needs. UNDEP. SECRETARY OF DEFENSE FOR RESEARCH 8 ENGINEERING WILL BE BRIEFED.
The flip side of this coin is what the FAA needs.
Figure 6. Aircraft Icing Program As noted in Figure 5, the FAA needs several different things in order to do its job efficiently.
On February 3, 1983, the FAA Administrator One of the things we need to do is characterize asked us to present him with a briefing on why the icing atmosphere, as well as to learn things we were doing atmospheric characterization. In about aircraft performance in known icing condi- that briefing, we also gave him the long-range plan tions. As a special interest, we also want to take which the FAA had developed. At that same time, into consideration rotocraft needs. We would like the Administrat6r asked us to return in one year to learn things about the use of thick fluids for de- to discuss all developments which had been made icing as is currently being done in Europe. Our within the Government dealing with aircraft icing.
Within about two months, we had the Aviation Standards people and the Regional Certification e CHARACTERIZATIONS Directorates at a meeting to review the program - ATMOSPHERE plan. We did go back in July of this year to brief - AIRCRAFT PERFORMANCE WITH SNOW/ICE ACCUMULATIONS - ROTORCRAFT PERFORWNCE WITH I C E ACCUMULATIONS the Administrator on all of the information we had - EFFECTS OF UNDER-WING FROST (and we had researched this thoroughly) concern-
- A I R F O I L PARAMETERS SENSITIVE TO SURFACE ROUGHNESS
ing all aircraft icing research and developments. In - HIGHLY VISCOUS DE-ICING FLUIDS September 1983, we had a meeting of the Nation- 0 ANALYTICAL FIETHODS - DESIGN AND COMPLIANCE DEMONSTRATION al Resource Specialists and the Regional Certifica- e SIMULATION tiou Directorates to review the plan and set the - ADEQUACY OF I C E TEST F A C I L I T I E S priorities within the program plan itself. We have - USE OF SIIlULATION TECHNOLOGY also scheduled a meeting between the FAA Ad- 0 UPDATED CERTIFICATION CRITERIA INCLUDING STANDARDS AND ministrator, the NASA Administrator, the Chair- TEST PROCEDURES FOR : man for the Federal Meteorological Services and - ROTORCRAFT - TURBINE ENGINES Supporting Research, and the Under Secretary of - AIRCRAFT Defense, at which time they will be briefed on the same subject.
Figure 5. Federal Aviation Administration Needs Figure 7 will show you a little about how completed the first phase of atmospheric charac- we have organized the Aircraft Icing Program for terization; i.e., super-cooled clouds below 10,000 the FAA. We have sections on Atmospheric Crite- feet. We are also going to look at snow, freezing ria, Procedures and Technology, and Simulation. rain, drizzle, mixed conditions with super-cooled Those three things are R & z D functions which will clouds and ice crystals; then we will look at ice lead to a technology base to ultimately be used crystals separately. The certification directorates in the FAA regulatory base. We intend to work have told us that it is most important for us to very closely within the government, with all the get not only CONUS data but world-wide data as cognizant agencies, with the academic community, well, because our aircraft fly world-wide, and we and with industry, itself, to see that the program want the FA% to be able to cover all those condi- really meets your needs, as well as meeting the tions. Therefore, if we are going to relax the FAR needs of the FAA. We also intend for the program 25, Appendix C, we would like to know that our to put forth information, guidance material, etc., as information becomes available to us. We do not want to wait five years to have it all nice and SUPER-COOLED CLOUDS OVER 10,000 FEET tidy for you. That would not be very good for the 'SNOW people in the community.
FREEZING RAIN AND DRIZZLE MIXED CONDITIONS , ICE CRYSTALS ATPaSPHERIC CRITERIA PROCEDURES 8 TECHNOLffiY SInULATlON 0 SUPER-CWLED CLWD * sRoUND FACILrTIES INSTRUMENTATI OM e EPUlPllENT CHARACTERISTICS - UNDER 10,000 FEEl - FULL SCALE - PROTECTION - OVER 10,000 M - S W NODELS
- TEST
- DElEcTIDN e SNOW - DISPLAYS e AIRBORNE FACILITIES 0 FREEING PREClPlTATlON - TPNKERS
- EVALUATION
0 ADYAMCED CONCEPTS a nixm CWTIONS CCUPUTER FACILITIES I ICE CRYSTALS e OPEPATIOMS - M T H PODELING
- OPERATI O M
INTERNATIONAL DATA BASE Figure 9 . FAA Program Plan I REGULATION * IZWISORY planes would not fall out of the sky if they were flying over Norway.
Figure 7 . Aircraft Icing Research Program Functional Relationships is very We are also developing something that go- important-an international data base. We are No program is a real program without ade- ing to be asking the industry as well as the depart- quate funding (Figure 8). Over the next five years, ments within the government to be contributing to FY 84-88, the FAA plans to spend a total of $5.3 this. There are many places with many different million in contracting funds to support this plan.
sources of data, such as the Bureau of Reclama- It will also be supported with eight (8) senior spe- tion, DOD, and NASA. We would like to combine cialists/scientists cognizant in their fields. As we all of this information and start an international see progress in this program, we will readjust the data base to characterize the atmosphere. As we resources and the staffing.
and find holes in the data, we will initiate evaluate meteorological surveys in those areas in order to N '03 w -05 '06 '87 '00 complete those characterizations.
CONTRACT FUNDS ( t K ) I 5 0 EO0 1000 900 900 lOC0 Ice protection is a very important part of the STAFFlNG t W ) 4 0 8 0 8 0 program plan. Figure 10 defines the areas into which the FAA will be looking and keeping abreast Figure 8. Five-Year Funding Plan of these areas as things develop. Rather than wait- The FAA Program Plan outlined in Figure 9 ing for a request to certify to come into the FAA as shows that when we characterize the atmospheric the manufacturers develop these systems that will environment for icing, we are talking about super- be used, we would like to stay abreast of them and cooled clouds above 10,000 feet. We have already issue guidance material. Therefore, when some- 0 AIRBORNE TEST FACILITIES 8 ANTI-ICING - HELICOPTER SPRAY (HISS)
- FREEZING POINT DEPRESSANTS
- TANKERS (OTHERS)
- ICE PHOBICS
O GROUND-BASED FACILITIES
- THERMAL
- WIND TUNNEL
8 DETECTION
- ENGINE TEST
- LOW VELOCITY
0 CONTROL
- ROTORCRAFT TEST RIGS (NASA TUNNEL)
- SYSTEPI OPERATION
9 OSC I LLAT I NG @ DE-ICING * ROTATING
- AIRBORNE
* PNEUI"?ATIC 0 CERTIFICATION
- RATIONALE
* THERMAL
- STANDARDS
* ELECTROMAGNETIC IMPULSE
- PROCEDURES
- GROUND
- GUIDELINES * THERMAL 0 VALIDATION * CHEMICAL 0 FLIGHT TEST A\D EVALUATION Figure 11. Correlation o f Airborne and Ground- Based Faci 1 i t i es Figure 10.
Ice Protection System Technology one comes to us with a need for certification on a particular type of system, we will have done our 0 DEVELOPMENT a long wait to homework in advance, eliminating - MATH get a certification. Neither will we be confused - COMPUTER MODELING as to the requirements for certification. We think ICE SHAPE PREDICTION we can cut the time down to certify an aircraft or rotorcraft if we do our homework first. AERODYNAMIC DEGRADATION * WATE,R DROPLET TRAJECTORY CODES We will also be publishing the guidance ma- * ICE ACCRETION CODES terial as we get it. However, the FAA will really TRANSIENT HEAT CODES not be advancing the ice protection system tech- * SOLAR RADIATION (SIMULATIOW) nology. We will be working with you as you de- Q HUf4IDITY EFFECTS (SIMJLATION) velop the systems so that we can be aware and 0 APPLICATION can be publishing our guidance material; however, - DESIGN we won't be trying to advance the state-of-the-art.
We have stated that simulation can be used in or- A I RFRAME/ENG I NE
der to meet some certification criteria. As shown
- EVALUATION
in Figures 11 and 12, one of the things that we
- EXTRAPOLATION
have to do now is to correlate the airborne facili- 0 VALIDATION ties and the ground-based facilities with nature as
- A I RFO I L PERFORMANCE
we discover it through our atmospheric characteri-
- ARTIFICIAL ICE TESTING
zation studies. We will then be issuing guidelines, standards, and procedures which can be used in
- ICING SCALING LAWS
order to obtain an FAA certification. We are also
- AIRCRAFT ICING HAYDBOsK
going to validate that those ground-based and air- borne facilities do, in fact, meet the guidance that Figure 12. Analytic Methods i n the Certification has been set forth by FAA. In the analytic method, Process we will hope to be reducing the cost and length of the certification process by using more of the an- The FAA will proceed on a bi-annual update plan alytic methods as we come to know more about henceforth. We will be doing the same thing with them. NASA is the leader in this, as well as the simulation technology. We are trying to put all the academic community. They are the people who information into one spot, so an internally consis- will help us learn more about analytic methods. tent document is available.
We will also be updating things like the ADS-4, A s noted i n Figure 14, the specific products which is about 20 years old and really in need of with which we have promised to come forward updatipg. Figure 13 shows our schedule, drawing are: 1) atmospheric characterization for super- things together and putting them into perspective.
cooled clouds over 10,000 feet by June 1985 (only The atmospheric characterizations that are seen CONUS) 2) an update to AC 20-117 by September here did not really begin until 1983. The super- 1985; 3) an update of the Aircraft Icing Handbook cooled cloud and the snow did; however, the freez- by June 1986; 4) a simulator technology section of ing rain, drizzle, ice crystals, mixed conditions will the handbook by September 1986.
all begin in 1984. It is planned for them to go all the way through 1988 in order for us to obtain This morning we have looked at some of the both CONUS and world-wide data. The proce- statistics that prompted the FAA to put together dures and the technology for the ground de-icing an icing program. We have looked at some of the will be updating AC 20-117 to include things like history from user needs; and now we have gone thick fluids. The initial update of the Aircraft Ic- into detail through the program. Please feel free ing Handbook will not be a reprint but an updat- to contact me with any comments or criticisms or ing of the newest, latest technology that we can suggestions.
find, and that ought to be out within two years.
e A W S P H E R I C CHARACTERIZATIONS - SUPER-COOLED CLOUD ABOVVBELOW 10,000 FT. REPORT JUNE 1985 o GROUND DE-ICING TECHNOLOGY REVIEW UPDATE AC20-117 REPORT SEPTEpIB€? 1985 o AIRCRAFT ICING HANDBOOK e SIMULATOR TECHNOLOGY AIRCRAFT ICING HAM)BOOK ENGINEERING JUNE I986 SUMURY e AVIDSPHERIC CHARACTERIZATION ENGINEERING SEPTEMBER 1986 - SNOw SUrPnARY e A W S P H E R I C CHARACTERIZATIONS - FREEZING RAIN REPORT D E C W E R 1586 - MIXED CONDITIONS - WORLDWIDE Figure 14. I FAA Product Developments for FY 85/86 Figure 13. A i r c r a f t Icing Program Planning Schedule “OVERVIEW OF NASA’S PROGRAMS” A. Richard Tobiason I will try to give a general overview of NASA’s There is an aeronautics side of NASA as well as programs and be as brief as possible. It is ger- a ‘space” side. We are involved in things l i e im- mane to the scope of what you will be looking proving planes for both the civil and military com- at for the next few days. The good news is that munities in areas of speed, safety, world leader- we have 17 NASA representatives here from aero- ship, and what the problems of flight are and how nautics programs within all the centers who can they can be fixed. That is where we start; that’s help you through the next few days, and they are why we have a charter. Our meteorology work is strategically plared on all of the committees. So, carried out in the Aeronautical Systems Division if you need any follow-up on what I’m going to under the Subsonic Office. The meteorology work discuss, they are here. I will identify them as I go is really a subset of our safety program. I’m the through the presentation this morning.
Safety Manager with about $6 million of R & D