Journal of Accident Investigation

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ALICE PARK AND CHRISTY SPANGLER Figure 3. Control input during the first wake encounter (still images from the animation). Figure 4. Control input during the second wake encounter (still images from the animation). path using figures and still images only. Using animation, however, they could present the data clearly. The elevator control system animation was divided into two parts, the first being an overview, and the second depicting the components, functions, and motions of the cable system, demonstrating both a properly and an improperly adjusted cable system. The flight path animation was based upon the FDR, radar data, and simulations. Figure illustrates the process of turning the raw FDR data into a workable format and then importing it into a 3-D software package to drive the airplane motion. Engineering drawings like those in figure 6, as well as photographs, were used as references to represent the elevator control system and an accurate relationship and functions of its components. The following process was used in the animation reconstruction: 26 NTSB JOURNAL OF ACCIDENT INVESTIGATION, SPRING 2006; VOLUME 2, ISSUE 1
Figure 5. FDR data converted and inserted into the animation. (still images from the animation). DEVELOPING ANIMATIONS TO SUPPORT COMPLEX AVIATION ACCIDENT INVESTIGATIONS Elevator Control System Studied the control system and used engineering perspective to illustrate the mechanical systems. Modeled the system with great detail using manufactured engineering drawings and actual images (figure 6). Textured the components to produce a close representation of the actual system. Assembled the complex system and applied expressions to animate and ensure all parts functioned accordingly. Used appropriate effects and lighting to focus on essential parts of the cable system. Used multiple camera settings to capture the relationship of the various components of the cable system. Composited the rendered sequence with recorded narration (figure 8). Flight Path Imported a commercially available Beechcraft 1900D model to XSI and modified it to meet our needs. Created the airport runway and hangar with documented and measured data using CAD; drew and mapped the surrounding images of the airport. Wrote XSI script to read the CVR text file and MS Excel spreadsheet containing the simulation-derived kinematics of the flight path as a function of time (figure ). Set up multiple cameras to best capture the attitude deviations during takeoff. Synchronized digital time, airspeed, and altitude data with flight motion. Reviewed data accuracy against airplane attitude and motion to ensure accurate representation. Composited the data-driven flight path, digital time, altitude, and airspeed with selected cockpit communication (figure 7). During the Board Meeting, investigators had to convey their findings clearly. It would have been challenging to explain the airplane motion associated with the cable system using the still image in figure 6. The animation provided a simple demonstration of the cable system and showed how the nose-down control NTSB JOURNAL OF ACCIDENT INVESTIGATION, SPRING 2006; VOLUME 2, ISSUE 1 27 • • • • • • • • • • • • • •
Page 1 and 2: National Transportation Safety Boar
Page 3: OURNAL JOF ACCIDENT INVESTIGATION A
Page 6 and 7: CHARLES H. SIMPSON and controlled r
Page 9 and 10: Investigative Techniques Materials
Page 11 and 12: 24 “I”-shaped stringers that sp
Page 13 and 14: Fractographic Examination Procedure
Page 15 and 16: MATERIALS EXAMINATION OF THE VERTIC
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Page 19 and 20: and forward on the side of the dela
Page 21 and 22: lug in a plane nearly parallel to t
Page 23 and 24: Developing Animations to Support Co
Page 25: Figure 2, illustrating control inpu
Page 29 and 30: DEVELOPING ANIMATIONS TO SUPPORT CO
Page 31 and 32: Aviation Recorder Overview Dennis R
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Page 43 and 44: A Mathematical Cross-Correlation fo
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Page 47 and 48: A MATHEMATICAL CROSS-CORRELATION FO
Page 53: of the cross-correlation function t
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Page 74 and 75: BRUCE G. COURY Finally, the Safety
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