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Budde, Don, Jochen Hinkelbein i Douglas D. Boyd. "Analysis of Air Taxi Accidents (20042018) and Associated Human Factors by Aircraft Performance Class". Aerospace Medicine and Human Performance 92, nr 5 (1.05.2021): 294–302. http://dx.doi.org/10.3357/amhp.5799.2021.
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INTRODUCTION: Air taxis conduct nonscheduled transport and employ aircraft in various performance categories hereafter referred to as low, medium, and high performance, respectively. No study has yet addressed fixed-wing air taxi safety by performance category. Herein, we compared accident rates/occupant injury across air taxi airplane fleets grouped by performance category and identified human factors contributing to fatal accidents for airplanes in that category with the highest mishap rate.METHODS: Accidents (20042018) in the United States were identified from the National Transportation Safety Board database. General Aviation/Part 135 Activity Surveys provided annual fleet times. Fatal accident contributing factors were per the Human Factors Classification System (HFACS). Statistics utilized Poisson distributions, Chi-Square/Fisher, and Mann-Whitney tests.RESULTS: There were 269 air taxi mishaps (53 fatal) identified. Over the 15 yr, the accident rate (1.10/million flight hours-all categories) declined 50%, largely due to a reduction in medium/high performance category airplane crashes. However, little temporal change was observed for low performance airplanes (1.5/million flight hours) and injury severity trended higher. At the aircrew/physical environment levels, HFACS revealed decision (improper choices), skill-based (stick and rudder) and perceptual (night, instrument conditions) errors contributing to > 60% of fatal accidents involving low performance airplanes. At the organizational level, failing to correct problems, time pressures, and incentive systems contributed to 16% of fatal mishaps.CONCLUSION: Safety deficits remain for the low performance category air taxi fleet warranting increased pilot instrument flight training/utilization of the mandatory 3-axis autopilot in degraded visibility. Safety culture improvements to address issues of personnel/equipment/training deficiencies, failing to correct problems, and time pressures/a safety-compromising incentive system all need to be addressed.Budde D, Hinkelbein J, Boyd DD. Analysis of air taxi accidents (20042018) and associated human factors by aircraft performance class. Aerosp Med Hum Perform. 2021; 92(5):294302.
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Mortimer, Rudolf G. "General Aviation Airplane Accidents Involving Spatial Disorientation". Proceedings of the Human Factors and Ergonomics Society Annual Meeting 39, nr 1 (październik 1995): 25–29. http://dx.doi.org/10.1177/154193129503900107.
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National Transportation Safety Board accident data for 1983-1991 were used to compare those general aviation accident cases that involved spatial disorientation (SD) with all others. About 2.1% of general aviation airplane accidents involved SD. Those accidents were associated with low ceilings, restricted visibility, precipitation, darkness and instrument flight conditions. Pilots in certain professions, particularly those in business, were more involved in SD accidents. Pilots in SD accidents were more often under pressure, fatigue, anxiety, physical impairment and alcohol or drugs. The pilots' total and night flying experience were inversely related to involvement in SD accidents. Spatial disorientation accidents accounted for a small number of crashes, but they were very severe-fatalities occurred in 92%, they accounted for 9.9% of the fatal accidents, 11% of the fatalities and in 95% the aircraft were destroyed. The results suggest that the pilots in SD accidents lacked the flight experience necessary to recognize or cope with the stimuli that induce SD, which was compounded by fatigue, alcohol/drugs or pressure and other psychological and physical impairments. Specific exposure to conditions leading to SD in training of general aviation and all pilots should be evaluated to help them to recognize it, and the techniques used by experienced pilots to combat its onset and effects should be studied and used in training. Improved human factors engineering of the cockpit instrumentation is also needed.
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Newman, Richard L., i Angus H. Rupert. "The Magnitude of the Spatial Disorientation Problem in Transport Airplanes". Aerospace Medicine and Human Performance 91, nr 2 (1.02.2020): 65–70. http://dx.doi.org/10.3357/amhp.5442.2020.
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INTRODUCTION: Loss-of-control (LOC) is the major cause of transport airplane mishaps. There have been many published reports and papers examining these accidents. While these studies did mention spatial disorientation (SD) as a cause or a factor, none of them analyzed it further. The present study uses transport and commuter airplane mishap data for a recent 35-yr period and examines the results of those mishaps involving spatial disorientation.METHOD: We identified LOC and SD accidents from five national aviation accident organizations and two independent groups. Only “normal” operations (air carrier, noncommercial transportation, ferry flights, and training) were considered. We reviewed transport and commuter airplane accidents using the published reports and identified 94 involving SD.RESULTS: We found the distribution of SD mishaps differs from LOC mishaps. During initial climb, there were relatively fewer SD mishaps (16%) than LOC mishaps (31%). During enroute climb SD has relatively more mishaps (18%) than LOC (11%). During go-around or missed approach phases, there were relatively more SD mishaps (21%) than LOC mishaps (4%). Perhaps the most significant observation was an increasing number of SD mishaps during the period reviewed.DISCUSSION: There are several possible reasons for the increasing numbers of SD mishaps over the study period from 1981 to 2016. Somatogravic illusion during go-around or missed approach accounts for only some of this increase. There is insufficient data to determine the reason for the remaining increase.Newman RL, Rupert AH. The magnitude of the spatial disorientation problem in transport airplanes. Aerosp Med Hum Perform. 2020; 91(2):65–70.
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Roberts, William. "Fundamentals of Airplane Accident Dynamics: Extracting Meaning from Fatal Accidents". Transportation Research Record: Journal of the Transportation Research Board 1662, nr 1 (styczeń 1999): 10–23. http://dx.doi.org/10.3141/1662-02.
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de Voogt, Alexander J., Caio Hummel Hohl i Hilary Kalagher. "Sightseeing Accidents with Helicopters and Fixed-Wing Aircraft". Aerospace Medicine and Human Performance 93, nr 6 (1.06.2022): 532–35. http://dx.doi.org/10.3357/amhp.6000.2022.
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BACKGROUND: Sightseeing operations are characterized by the presence of passengers as well as favorable light and weather conditions. They include both fixed-wing aircraft and helicopters, an aspect that allows for a comparison of these two types of aircraft in similar operations.METHODS: A total of 95 accident reports from 2008 until 2018 were extracted from the NTSB online database, with each mentioning commercial sightseeing as their operation.RESULTS: Out of a total of 95 accidents, 16 were fatal with a total of 58 people suffering fatal injuries. On average 3.625 people died in each fatal accident. There were significantly more accidents in Alaska and Hawaii than expected. There were significantly more accidents caused by the maintenance crew in helicopters than in airplanes, but significantly more pilot-related accidents in fixed-wing aircraft compared to helicopters. Despite favorable light and weather conditions, 37 accidents reported the environment as a contributing factor to the accident.CONCLUSION: Sightseeing accidents show a pronounced difference between helicopters and airplane accidents that point to different approaches when improving safety in either category. Although night and instrument meteorological conditions are largely absent in the dataset, wind conditions and unsuitable terrain are frequently mentioned. The experience of the pilots and the specific geography of the sightseeing area are likely to affect operational safety the most. The specific dangers of unsuitable terrain affect both helicopters and fixed-wing operations and may be assuaged by specific training or briefings.de Voogt AJ, Hummel Hohl C, Kalagher H. Sightseeing accidents with helicopters and fixed-wing aircraft. Aerosp Med Hum Perform. 2022; 93(6):532–535.
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Gawron, Valerie J., i Jeff Peer. "Evaluation of Airplane Upset Recovery Training". Aviation Psychology and Applied Human Factors 4, nr 2 (1.07.2014): 74–85. http://dx.doi.org/10.1027/2192-0923/a000059.
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Loss of control is one of the leading factors in hull losses and fatalities in airline aircraft. To reduce the risk of this type of accident, four types of airplane upset recovery training have been developed (ground-based flight simulation, aerobatic flight, ground-based flight simulation with aerobatic flight, and in-flight simulation). These were evaluated during in-flight reenactments of fatal, hull loss airline airplane accidents. A between-subjects design, with five groups of eight nonmilitary pilots flying in their probationary year for airlines, was used to evaluate these types of training. Each group had received a different type of training, including one group that had received no training. Each pilot completed a 1.4-hr evaluation flight in which eight airplane upsets were introduced. For some scenarios, training clearly works – specifically, 39 evaluation pilots recovered from the wind shear upset. But few evaluation pilots used bank to change the direction of the lift vector to recover from nose-high upsets. Further, very few used differential thrust to recover from rudder- or aileron-induced roll upsets (use of alternate controls). Finally, recovery attempts from icing-induced stalls were generally inadequate.
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Groen, Eric L., Torin K. Clark, Mark M. J. Houben, Jelte E. Bos i Randall J. Mumaw. "Objective Evaluation of the Somatogravic Illusion from Flight Data of an Airplane Accident". Safety 8, nr 4 (14.12.2022): 85. http://dx.doi.org/10.3390/safety8040085.
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(1) Background: It is difficult for accident investigators to objectively determine whether spatial disorientation may have contributed to a fatal airplane accident. In this paper, we evaluate three methods to reconstruct the possible occurrence of the somatogravic illusion based on flight data recordings from an airplane accident. (2) Methods: The outputs of two vestibular models were compared with the “standard” method, which uses the unprocessed gravito-inertial acceleration (GIA). (3) Results: All three methods predicted that the changing orientation of the GIA would lead to a somatogravic illusion when no visual references were available. However, the methods were not able to explain the first pitch-down control input by the pilot flying, which may have been triggered by the inadvertent activation of the go-around mode and a corresponding pitch-up moment. Both vestibular models predicted a few seconds delay in the illusory tilt from GIA due to central processing and sensory integration. (4) Conclusions: While it is difficult to determine which method best predicted the somatogravic illusion perceived during the accident without data on the pilot’s pitch perception, both vestibular models go beyond the GIA analysis in taking into account validated vestibular dynamics, and they also account for other vestibular illusions. In that respect, accident investigators would benefit from a unified and validated vestibular model to better explain pilot actions in accidents related to spatial disorientation.
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Iijima, Tetsuo. "A Decision Making Model and Its Application to Airplane Accidents". Journal of Information Processing 20, nr 2 (2012): 508–11. http://dx.doi.org/10.2197/ipsjjip.20.508.
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Mortimer, Rudolf G., i Terry L. von Thaden. "An Analysis of 158 General Aviation Airplane Hand-Propping Accidents". Proceedings of the Human Factors and Ergonomics Society Annual Meeting 44, nr 13 (lipiec 2000): 102. http://dx.doi.org/10.1177/154193120004401333.
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Boyd, Douglas D. "General Aviation Flight Safety During the COVID-19 Pandemic". Aerospace Medicine and Human Performance 92, nr 10 (1.10.2021): 773–79. http://dx.doi.org/10.3357/amhp.5876.2021.
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BACKGROUND/OBJECTIVE: The COVID-19 virus has caused over 582,000 deaths in the United States to date. However, the pandemic has also afflicted the mental health of the population at large in the domains of anxiety and sleep disruption, potentially interfering with cognitive function. From an aviation perspective, safely operating an aircraft requires an airmans cognitive engagement for: 1) situational awareness, 2) spatial orientation, and 3) avionics programming. Since impaired cognitive function could interfere with such tasks, the current study was undertaken to determine if flight safety for a cohort of single engine, piston-powered light airplanes was adversely affected during a period of the pandemic (MarchOctober 2020) prior to U.S. approval of the first COVID-19 vaccine.METHODS: Airplane accidents were per the National Transportation Safety Board Access<sup/> database. Fleet times were derived using Automatic Dependent Surveillance-Broadcast. Statistics used Poisson distributions, Chi-squared/Fisher, and Mann-Whitney tests.RESULTS: Little difference in accident rate was evident between the pandemic period (MarchOctober 2020) and the preceding (JanuaryFebruary) months (19 and 22 mishaps/100,000 h, respectively). Similarly, a proportional comparison of accidents occurring in 2020 with those for the corresponding months in 2019 failed to show over-representation of mishaps during the pandemic. Although a trend to a higher injury severity (43% vs. 34% serious/fatal injuries) was evident for pandemic-period mishaps, the proportional difference was not statistically significant when referencing the corresponding months in 2019.CONCLUSION: Surprisingly, using accidents as an outcome, the study herein shows little evidence of diminished flight safety for light aircraft operations during the COVID-19 pandemic.Boyd DD. General aviation flight safety during the COVID-19 pandemic. Aerosp Med Hum Perform. 2021; 92(10):773779.
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López-Rousseau, Alejandro. "Avoiding the Death Risk of Avoiding a Dread Risk". Psychological Science 16, nr 6 (czerwiec 2005): 426–28. http://dx.doi.org/10.1111/j.0956-7976.2005.01551.x.
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After the airplane attacks of September 11, 2001, in the United States, many Americans drove instead of flying, to avoid the risk of terrorism. As a result, there were extra car accidents in which many people died. This study tested whether a similar effect occurred in Spain after the train bombings of March 11, 2004, in Madrid. Data on train travel, highway traffic, and fatal highway accidents were analyzed for the months immediately following March 11. Results show that, like Americans, Spaniards avoided the dread risk of terror attacks, but unlike Americans, they did not confront the death risk of fatal accidents instead. A sociopolitical interpretation for these findings is offered.
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Szczepaniak, Paweł, Grzegorz Jastrzębski, Krzysztof Sibilski i Andrzej Bartosiewicz. "The Study of Aircraft Accidents Causes by Computer Simulations". Aerospace 7, nr 4 (10.04.2020): 41. http://dx.doi.org/10.3390/aerospace7040041.
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Defects in an aircraft can be caused by design flaw, manufacturer flaw or wear and tear from use. Although inspections are performed on the airplane before and after flights, accidents still result from faulty equipment and malfunctioning components. Determining the causes of an aircraft accident is an outcome of a very laborious and often very long investigation process. According to the statistics, currently the human factor has the biggest share within the causal groups. Along with the development of aviation technology came a decline in the number of accidents caused by failures or malfunctions, though such still happen, especially considering aging aircraft. Discovering causes and factors behind an aircraft accident is of crucial significance from the perspective of improving aircraft operational safety. Effective prevention is the basic measure of raising the aircraft reliability level, and the safety-related guidelines must be developed based on verified facts, reliable analysis and logical conclusions. This article presents simulation tests carried out by finite element method and constitutive laboratory tests leading to the explanation of the direct cause of a military aircraft accident. Computer-based simulation methods are particularly useful when it comes to analysing the kinematics of mechanisms and potential stress concentration points. Using computer models enables analysing an individual element failure process, identifying their sequence and locating their primary failure source.
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Kirby, Joseph. "Social Acceptance of Increased Usage of the Ballistic Parachute System in a General Aviation Aircraft". Aerospace Medicine and Human Performance 91, nr 2 (1.02.2020): 86–90. http://dx.doi.org/10.3357/amhp.5453.2020.
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BACKGROUND: An airframe parachute (“Chute”) available in certain aircraft is designed to lower the airplane safely to the ground for emergency situations that occur 500 ft (152 m) above ground level (AGL): the “Chute altitude envelope.” This study will explore the change in Chute use before and after 2012 to better understand factors that increased usage and improved accident outcomes.METHODS: Using the public National Transportation Safety Board (NTSB) accident database from January 1, 2001, through August 31, 2018, a regression model was developed to identify factors that may predict Chute use.RESULTS: In accidents occurring after January 1, 2013, pilots were 5 times more likely to use the Chute, while 2.9 times less likely to use the Chute when the accident involved pilot-related causes. The presence of passengers did not predict Chute use. Injuries were likely to be more severe when the Chute was used outside the Chute altitude envelope.DISCUSSION: In contrast to General Aviation (GA) overall, accidents outcomes in aircraft equipped with a Chute have seen great improvements between 2013 and 2018, with increased use of the Chute and improved injury outcomes. Results suggest that changes to pilot training in 2012 have increased the social acceptance of Chute use. Results highlight increased risk of injury outcomes for Chute use in accidents that occur outside the Chute altitude envelope.Kirby J. Social acceptance of increased usage of the ballistic parachute system in a general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(2):86–90.
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Suharev, Arthur, Vladimir Shestakov i Leonid Vinogradov. "ESTIMATION OF EVACUATION TIME OF PASSENGERS IN AIRCRAFT ACCIDENTS WITH FIRE IN AIRFIELD AREAS". Aviation 24, nr 2 (8.07.2020): 72–79. http://dx.doi.org/10.3846/aviation.2020.12653.
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Statistics show that the majority of aircraft accidents occurs in the vicinity of airfield areas. Yet the main factors leading to fatalities in these accidents are the forces encountered by human occupants in collision with obstacles and the presence of fire. It is possible to single out a group of “technically survivable” accidents from the total number of accidents, in which a crew member or passengers could have survived, if the evacuation took place in a timely manner. The share of such accidents is about 85–90%. However, up to 40% of passengers die in technically survivable accidents. Applicable protection systems are only adequate, if the passengers manage to exit the airplane and get to a safe distance within a limited timeframe. Although these systems have been sufficiently developed; this is one of the most significant problems in modern aviation. This means, that the study of possibilities and the development of the methods and means of passenger evacuation in aircraft accidents, specifically in and around airport areas, are relevant to be addressed.
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Ayton, Peter, Samantha Murray i James A. Hampton. "Terrorism, dread risk and bicycle accidents". Judgment and Decision Making 14, nr 3 (maj 2019): 280–87. http://dx.doi.org/10.1017/s1930297500004319.
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AbstractFollowing the airplane attacks of September 11th, 2001 it is claimed that many Americans, dreading a repeat of these events, drove instead of flying, and that, consequently, there were extra car accidents, increasing the number of fatalities directly caused by the attacks by 1, 500. After the Madrid train bombings of March 11th, 2004, Spaniards, like Americans, avoided the attacked mode of travel, but no increase in car travel or fatal accidents resulted. Here we analyze behavioral concomitants of the July 7th 2005 bomb attacks on public transport in London. We find reduced underground train travel and an increase in rates of bicycling and, over the 6 months following the attacks, 214 additional bicyclist road casualties — a 15.4% increase. Nevertheless we found no detectable increase in car accidents. We conclude that, while fear caused by terrorism may initiate potentially dangerous behaviors, understanding the secondary effects of terrorism requires consideration of the environmental variables that enable fear to manifest in dangerous behaviors.
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Thorsen, Knud Aage. "Forensic Examination of Bulb Filaments By the Sem". Proceedings, annual meeting, Electron Microscopy Society of America 43 (sierpień 1985): 90–93. http://dx.doi.org/10.1017/s0424820100117522.
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In the investigation of traffic accidents, whether auto collisions or airplane crashes, it is often very important to establish whether the headlights as well as the signal and warning system of the vehicles were on or off at the moment of the accident. Legal responsibility for the specific case may thus be assigned, and countermeasures can be taken to reduce the risk of recurrences.Fortunately the incandescent lamps themselves, or more specific, their filaments, often give the key to clearing the case. The stresses generated on a filament by the accelerations and sudden stop of a collision, produce deformation and fracture phenomena, with characteristic differences between hot and cold filaments resulting. Further evidence may arise if the glass bulb is broken at the accident, as the tungsten metal of the filament will be oxidized if hot. Glass splinters from the broken bulb hitting a hot wire will melt in the same way.
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KOIKE, Norimitsu, Eizo HIDESHIMA i Koshi YAMAMOTO. "Study on arrangement planning of rescue function around airport considering airplane accidents". Studies in Regional Science 29, nr 1 (1998): 137–45. http://dx.doi.org/10.2457/srs.29.137.
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Wiegmann, Douglas A., i Narinder Taneja. "Analysis of injuries among pilots involved in fatal general aviation airplane accidents". Accident Analysis & Prevention 35, nr 4 (lipiec 2003): 571–77. http://dx.doi.org/10.1016/s0001-4575(02)00037-4.
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Goldstein, Bernard D., Michele Demak, Mary Northridge i Daniel Wartenberg. "Risk to Groundlings of Death Due to Airplane Accidents: A Risk Communication Tool". Risk Analysis 12, nr 3 (wrzesień 1992): 339–41. http://dx.doi.org/10.1111/j.1539-6924.1992.tb00685.x.
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Boyd, Douglas D. "General aviation accidents related to exceedance of airplane weight/center of gravity limits". Accident Analysis & Prevention 91 (czerwiec 2016): 19–23. http://dx.doi.org/10.1016/j.aap.2016.02.019.
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Winston, Bente B., i Matthew T. Zunker. "Activities for Students: How Long Does It Take for a Person to Sober Up? Some Mathematics and Science of DUI". Mathematics Teacher 104, nr 1 (sierpień 2010): 58–61. http://dx.doi.org/10.5951/mt.104.1.0058.
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The number of annual accidents and fatalities related to driving under the influence (DUI) across the United States is staggering. In 2008 alone, drivers under the influence caused 11,773 deaths, representing 32% of all highway fatalities that year. That is an average of one DUI-related death every 45 minutes, a number greater than three times the number of people killed on 9/11 and equivalent to the number of people killed if a large passenger airplane were to crash every week.
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Winston, Bente B., i Matthew T. Zunker. "Activities for Students: How Long Does It Take for a Person to Sober Up? Some Mathematics and Science of DUI". Mathematics Teacher 104, nr 1 (sierpień 2010): 58–61. http://dx.doi.org/10.5951/mt.104.1.0058.
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The number of annual accidents and fatalities related to driving under the influence (DUI) across the United States is staggering. In 2008 alone, drivers under the influence caused 11,773 deaths, representing 32% of all highway fatalities that year. That is an average of one DUI-related death every 45 minutes, a number greater than three times the number of people killed on 9/11 and equivalent to the number of people killed if a large passenger airplane were to crash every week.
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Gorgass, B., A. Driessen i J. Bautista. "Shock Rules and Their Use During Triage". Journal of the World Association for Emergency and Disaster Medicine 1, nr 2 (1985): 160–61. http://dx.doi.org/10.1017/s1049023x00065420.
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In a mass casualty situation after airplane accidents, it is not unusual that physicians with only limited experience in emergency medicine need to perform initial triage. In their day to day work, they may not usually be confronted with the problems of hypovolemic shock. The same holds true for a proportion of the paramedical personnel employed.Speedy assessment and immediate, purposeful therapy is of the utmost importance in a mass casualty situation to increase the survival prospects of the victims. Timeconsuming and elaborate examinations are naturally precluded.The estimation of blood loss from profusely bleeding open wounds should not be too difficult. The extent, however, of the total blood loss associated with the insidious development of fracture hematomas is more frequently underestimated. This error can be avoided during triage at a mass casualty situation by means of a quick approximate calculation of the probably internal bleeding volumes:More difficulty is presented by internal hemorrhage in individuals appearing uninjured or only slightly injured. In such cases, the personnel employed in the early phase after an airplane accident should use simple and proven rules as criteria for their evaluation.The quotient of the pulse frequency and the systolic blood pressure has been called the shock index (Allgöwer and Burryi) (1). Disregarding the later and more complicated pathophysiological processes such as cardiogenic shock or septic shock, this index has been suggested as a method of assessment of the seveity of the hypovolemic shock in an injured person (Figure 1).
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Naor, Michael, Nicole Adler, Gavriel David Pinto i Alon Dumanis. "Psychological Safety in Aviation New Product Development Teams: Case Study of 737 MAX Airplane". Sustainability 12, nr 21 (29.10.2020): 8994. http://dx.doi.org/10.3390/su12218994.
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The goal of current study is to discern the antecedents of two airplane accidents involving the Boeing MAX 737. The theory of normal accidents serves as a lens to comprehend the hazard stemming from MAX design with dissonance between two critical systems: engine propulsion and flight control. Cooper’s framework further delineates lack of psychological safety during prototype development from the project’s inception along six dimensions: management/supervision, safety systems, risk, work pressure, competence, and procedures/rules. The analysis indicates dearth of leadership commitment for a safety culture under time pressure and budget constraint. Our results corroborate the paramount importance of the pilot’s extensive simulator training in order to test the interaction between the innovative Maneuvering Characteristics Augmentation System and human behavior response time. Lessons gleaned from the study include three insights. First, the importance of meticulously testing a prototype during the new product development stage and the hazard stemming from improvisation to extend the life of outdated engineering design. Second, the necessity of regulatory authorities, such as the Federal Aviation Administration, undergoing a modernization process by invigorating their ranks with data scientists attuned to 21st century skills in big data analytics. Third, FAA should diminish the delegation of self-certified permits to manufacturers.
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Tu, Qing Song, Wei Min Zhang, Li Huang, Cheng Feng Chen i Qiu Yong. "A New Non-Destructive Testing Method Used in the Axle of Landing Gear". Applied Mechanics and Materials 80-81 (lipiec 2011): 1150–54. http://dx.doi.org/10.4028/www.scientific.net/amm.80-81.1150.
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The relations between stresses and leakage magnetic signal of concentration area of the airplane’s landing gear under varying load were studied. The finite element method was used to calculate the stress of axle under different conditions; An experiment was designed to simulate the stress status under the bending moment, the slight magnetic signals on specimen were measured, and the relation of the signals and stress was studied. The new testing method was explained with the theory of ferromagnetic and the significance of this technique for detecting defects of the airplane structural part was discussed. The safety of airplane’s main bearing parts plays an important role during its operation and it often comes to bad situation of fatigue damage for stress concentration [1, 2]. To prevent the breaking down of structural parts and get rid of big accidents, it becomes important and necessary to find out the early concentration and damage zone, and to make some certain examination of damage and stress status [3]. The method of magnetic memory testing would be effective for the confirming of stress concentration zone in the equipment or structural parts, and could lead the way ahead the matters of fatigue analysis, evaluation of equipment life and technological design. The method can detect the endurance failure of the airplane’s undercarriage shaft, which is composed of ferromagnetic materials, and that provides the experimental basis for the prevention of parts’ fatigue defects.
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Hoes, Charles, Ted Yellman i Thomas Murray. "Letters to the Editor". Journal of System Safety 57, nr 2 (14.06.2022): 4–8. http://dx.doi.org/10.56094/jss.v57i2.188.
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Software Safety vs Software Reliability
While looking back through Vol. 56, No. 1 (Summer 2020) of Journal of System Safety, I finally took the time to read Nathaniel Ozarin’s article “Lessons Learned in a Complex Software Safety Program.” The article is quite interesting and thought provoking, comparing what actually occurs while implementing a system safety program to the idealized descriptions found in documents such as MIL-STD-882, JSSSEH and AOP-52. While I found the article interesting and informative, I noted that the author consistently characterizes the “software safety problem” as a “reliability” problem, focused on finding and preventing “failures” and ensuring high “reliability.”
Some Thoughts on the Probabilistic Criteria for Ensuring Safe Airplane-System Designs
We have been employed in the risk sciences for a total of 86 years, including 62 years in reliability engineering and safety engineering positions at The Boeing Company. For many of those years, Yellman was the designated “Risk-Analysis Focal” (person) for Boeing’s 707, 727, 737 and 757 airplane models. For several decades, the United States government has published the same criteria, created by the U.S. Federal Aviation Administration (FAA), intended to ensure that the systems on large (transport-category) aircraft have been designed to be safe [Refs. 1 and 2]. But we believe that the criteria have failed to prevent certain aircraft accidents, and we think that the reasons for that should be better understood. We hope that this discussion will contribute to a better understanding by examining the part potentially played in those accidents by the FAA’s criteria that are defined probabilistically.
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Leirias, Renata Barros Vasconcelos, Natalia Fedorova i Vladimir Levit. "Airplane Emergency Landing Due to Quick Development of Mesoscale Convective Complexes". Meteorology 2, nr 1 (3.01.2023): 1–14. http://dx.doi.org/10.3390/meteorology2010001.
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Some meteorological phenomena in South America develop quickly and take on large dimensions. These phenomena cause disasters for aviation, such as incidents and accidents. Mesoscale convective complexes (MCCs) forced a commercial airplane into an emergency landing at Ezeiza International Airport in Buenos Aires (Argentina) in October 2018. The airplane took off from São Paulo (Brazil) to Santiago (Chile) and had to alternate to Ezeiza after encountering unanticipated agglomerations of MCCs along the flight route; its structure was seriously damaged, which affected the safety of the flight. A synoptic and thermodynamic analysis of the atmosphere, prior to the event, was made based on GOES16 infrared satellite data, radiosonde data, maps of several variables such as stream lines, temperature advection, surface synoptic maps and layer thickness from CPTEC/INPE and NCEP reanalysis data. The main observed processes that influenced the formation and development of conglomerates of MCCs were the following: (1) the cyclogenesis of a baroclinic cyclone on the cold front; (2) the coupling of subtropical and polar jet streams; (3) the advection of warm and humid air along a low-level jet stream. Recommendations for meteorologists in weather forecasting and for aviators in flight safety were prepared.
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Michella, Ang T., i Amad Sudiro. "TANGGUNG JAWAB BADAN NASIONAL PENCARIAN DAN PERTOLONGAN TERHADAP KORBAN KECELAKAAN PESAWAT UDARA DI INDONESIA (Studi Kasus: Kecelakaan Pesawat Udara Lion Air Nomor Registrasi PK–LQP)". Jurnal Hukum Adigama 2, nr 1 (22.07.2019): 329. http://dx.doi.org/10.24912/adigama.v2i1.5243.
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Lion Air flight JT610 PK–LQP is the worst airplane accident in 2018, this crashed killed all passengers and crew. The purposes of this research is to examine the responsibilities of National Search and Rescue Agency Republic of Indonesia (BASARNAS) in conducting search and rescue operations for crash victims and how to impose operational costs on search and rescue for these accidents. The method used is the method of normative legal research. Based on research data obtained, the plane crashed was cause by damage of Angle of Attack’s sensor and the aircraft lost its lift power. BASARNAS in this case is responsible for the sense of responsibility, which are required or have any obligation to perform its duties as stated in the decree issued by the government. BASARNAS in conducting search and rescue operations has done their job very well, and in accordance with the provisions of Republic of Indonesia law. Costing search and rescue operations contained in The Republic of Indonesia’s Law number 29 year 2014, the funds from the Indonesian Budget (APBN), Regional Government Budget (APBD), and other funding sources that legitimate and not binding. Search and rescue operations of Lion Air PK–LQP victims conduct by BASARNAS central and used the BASARNAS’s budget, but there were confusion regarding the funds provided for this operation; only BASARNAS issued funds or the airline also provided funds for the operation. As a matter of course aircraft accidents need to form a mandatory insurance rule for search and rescue operations.
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Yadav, Suresh Motilal, Rupali Wakode, Sourab Kumar i Abhishek Jadhav. "Ground sections of teeth: histopathological study modality". International Journal of Research in Medical Sciences 7, nr 4 (27.03.2019): 1384. http://dx.doi.org/10.18203/2320-6012.ijrms20191359.
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Ground sections of teeth or bone are considered best solutions for the study of any hard tissues in the study of histopathology. Various studies have been performed like progression of dental caries, enamel studies, dentin studies, cementum annulation studies, bone morphologies, age determinaton studies, etc. It is important study part in any forensic studies where mass disasters occurring as natural phenomenon of cyclonic events, earth quakes, floods and volcanic explosions and airplane accidents, industrial accidents and terror related acts. Forensic dentistry has played a vital role and many medico-legal cases are solved by studying the teeth. Ground sections study is important in any part of research. For a dentist this phenomenon is less understood, and this article brings in limelight various methods and study pattern of ground sections of teeth. With this knowledge an understanding and performing ground sections of teeth becomes a well start for dental graduates. Various other modalities in histopathology are decalcification studies, histopathological staining procedures, special stains procedures, immunohistochemistry. All the histopathological modalities have their own importance and are used appropriately in the study of oral pathology.
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Lindstedt, Lukasz, Jan Vychytil, Tomasz Dziewonski i Ludek Hyncik. "Numerical Tests of the Virtual Human Model Response Under Dynamic Load Conditions Defined in Federal Aviation Regulation Part 23.562 and 25.562 – Preliminary Study". Archive of Mechanical Engineering 63, nr 4 (1.12.2016): 511–30. http://dx.doi.org/10.1515/meceng-2016-0029.
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Abstract The main aim of the presented research was to check mechanical response of human body model under loads that can occur during airplane accidents and compare results of analysis with some results of experimental tests described in literature. In simulations, new multi-purpose human body model, the VIRTHUMAN, was used. The whole model, as well as its particular segments, was earlier validated based on experimental data, which proved its accuracy to simulate human body dynamic response under condition typical for car crashes, but it was not validated for loads with predominant vertical component (loads acting along spinal column), typical for airplane crashes. Due to limitation of available experimental data, the authors focused on conducting calculations for the case introduced in 14 CFR: Parts 23.562 and 25.562, paragraph (b)(1), knowing as the 60° pitch test. The analysis consists in comparison of compression load measured in lumbar section of spine of the FAA HIII Dummy (experimental model) and in the Virthuman (numerical model). The performed analyses show numerical stability of the model and satisfactory agreement between experimental data and simulated Virthuman responses. In that sense, the Virthuman model, although originally developed for automotive analyses, shows also great potential to become valuable tool for applications in aviation crashworthiness and safety analyses, as well.
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Šplíchal, Miroslav, i Jidřich Finda. "DESIGN AND EQUIPMENT OF VUT 001 MARABU UNMANNED AERIAL VEHICLE FOR OPERATION IN NON‐SEGREGATED AIRSPACE". Aviation 14, nr 1 (31.03.2010): 24–32. http://dx.doi.org/10.3846/aviation.2010.04.
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The paper describes the design process and the summary of expected requirements for unmanned aerial vehicle operation in non‐segregated airspace and on‐board equipment of the VUT 001 Marabu airplane for experimental operation as a civil unmanned aerial vehicle (CUAV). The VUT 001 Marabu airplane is being developed at the Institute of Aerospace Engineering of Brno University of Technology as a platform for testing of variety CUAV equipment. The testing of CUAV equipment in real conditions is currently impossible, because there does not exist any regulatory requirement for this particular airplane category. The Institute of Aerospace Engineering proposed UAV‐equipment‐testing methodology based on a piloted version of the future UAV aircraft. The pilot has priority in control during flight, which eliminates potential accidents after system failures. Our goal is to ensure technological progress in this area and to develop technology before applicable regulations are introduced. The demonstration of the potential capabilities of the UAV VUT 001 Marabu can motivate other involved institutions and producers to quicken progress in this field. Santrauka Šiame darbe aprašomas projektavimo procesas ir pateikiama santrauka apie numatomus reikalavimus, skirtus bepiločiu orlaiviu (BO) eksploatavimui nekontroliuojamoje oro erdveje bei VUT 001 Marabu orlaivio borto aparatūros, pritaikytos civiliniam bepiločiam orlaiviui, eksperimentiniam panaudojimui. VUT 001 Marabu orlaivis yra tobulinamas Brno technologijos universiteto Aeronautikos inžinerijos institute (Čekijos Respublika) kaip testavimo platforma, skirta ivairios CBO aparatūros tobulinimui. Tačiau šiuo metu CBO aparatūros testavimas realiomis salygomis yra neimanomas, kadangi vis dar nera šiai orlaiviu kategorijai pritaikytu kontroles reikalavimu. Aeronautikos inžinerijos institutas yra pasiūles BO testavimo aparatūros metodologija, pritaikyta būsimo BO pilotuojamai versijai. Sugedus sistemai, pilotas turi pirmenybe skrydžio valdymui, o tai sumažina galimo incidento tikimybe. Tyrimo tikslas yra užtikrinti šios srities technologiju progresa ir pletojima, kol dar nera ivestos atitinkamos nuostatos. Bepiločio orlaivio VUT 001 Marabu galimu pajegumu pristatymas gali motyvuoti institucijas ir gamintojus pagreitinti progresa šioje srityje.
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Gallagher, M., i J. L. Foster. "A non-traditional look at safety". Aeronautical Journal 107, nr 1069 (marzec 2003): 169–74. http://dx.doi.org/10.1017/s0001924000011908.
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During the last century, general aviation (GA), including rotorcraft, has grown from humble beginnings into a mature safe transportation system. The high levels of safety achieved in GA were made possible through the combined efforts of all members of the GA community: manufacturers, owners, operators, maintainers, academia, and regulators. The 1990s saw a lifeless GA industry begin another growth cycle. As we move into the 21st century it is important that the Federal Aviation Administration (FAA) Small Airplane Directorate (SAD) participate with manufacturers and the GA community to raise the level of safety. This importance goes beyond preventing accidents, which is the SAD's primary goal. Our role in the health of GA is to work with manufacturers and GA organisations to determine the most effective (value verses cost) ways to reduce accidents in both the existing fleet and new aeroplane. Safety is an important component to the overall value of an aeroplane and has become an important selling point for new aeroplane designs. It is vital that the SAD, working with industry and organisations, improve the small aeroplane safety record if the GA market is to grow beyond the enthusiast market.
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Nordstrom, Hans, i Ulf Bergkvist. "Example of Education in Disaster Medicine in Sweden". Prehospital and Disaster Medicine 1, S1 (1985): 107–8. http://dx.doi.org/10.1017/s1049023x00044010.
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Sweden has not been at war since 1809–1810, when we fought against Russia in Finland. Lyrics by Runeberg are among the few documentations about the wounded in that war. Life-saving first aid was not very good at that time, and most of the wounded died. Modern Sweden is a technically advanced community. We have had some mass casualty situations, such as fires in restaurants and airplane accidents. Six months ago a train crashed just outside the fire brigade station, only five minutes running distance from the hospital. The result was one person dead, two severely injured and about 40 slightly injured. The same crash could have occurred elsewhere in Sweden where the situation might have been much worse, for much of Sweden is very deserted with large woods, and roads are scarce.
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Guziy, A. G., A. M. Lushkin i A. V. Fokin. "THE METHODOLOGY FOR THE SYNTHESIS AND CORRECTION OF THE "RISK PYRAMIDS" IN THE AIRPLANE SEGMENT OF COMMERCIAL AVIATION OF RUSSIA". Civil Aviation High TECHNOLOGIES 21, nr 4 (28.08.2018): 8–16. http://dx.doi.org/10.26467/2079-0619-2018-21-4-8-16.
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The article presents the results of the "risk pyramids" analysis of commercial aviation for their adequacy to the current state of the aviation transport system of Russia. The necessity of annual updating of "risk pyramids" is shown, as the aviation transport system (ATS) of Russia is dynamic and the ATS state changes faster than the accident rate statistical indicators characterizing this state. The method of linear weighted moving average for the synthesis and annual correction of the "risk pyramids" parameters with an optimized averaging coefficient – 7 years is substantiated and proposed. The optimization of the averaging coefficient is performed by the criterion of the minimum mismatch between the averaged values of the "risk pyramids" parameters and the current (annual) values determined by the statistical data of an aviation events. The general and private "risk pyramids" of commercial aviation of Russia synthesized by results of the statistical factorial analysis of aviation events for 2009–2016 are presented. The synthesis of "risk pyramids" is made in accordance with the classification of aviation events in the civil aviation of Russia, separately by causative factors: "Human", "Aircraft", "Environment". The parameters of the "risk pyramids" reflect the conditional probability of an aviation event of great severity (for example, a catastrophe), if there were aviation events of less severity (for example, incidents). The parameters of the presented pyramids are intended for inclusion into the algorithms of indirect estimation of probability of aviation accidents for any airline and any period of flight work (from a month or more).
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Liu, Miao Fang, Jia Ying Luo i Yuan Ming Luo. "Development of Portable System for Assessment of Daytime Sleepiness". Applied Mechanics and Materials 140 (listopad 2011): 128–31. http://dx.doi.org/10.4028/www.scientific.net/amm.140.128.
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Many studies have shown that sleepiness is a major cause of traffic accidents. Some occupations, such as airplane pilots and automobile drivers, are not suitable for patients with daytime sleepiness. Therefore, it is important to establish an objective assessment of datime sleepiness for screening commercial drivers or pilot and for diagnosis of obstructive sleep apnea. In this study we introduced a portable system and compared it with traditional polysomnography in evaluation of daytime sleepiness. Eight patients with OSA and eight normal subjects were studied. Sleep latency as judged by portable device was the same as that judged by conventional polysomnography and sleep latency measured from patients with OSA (18.12±9.14 minutes) was significantly shorter than that in normal subjects (> 40minutes) , p<0.01. In conclusion, portable device is as useful as conventional polysomnography in assessment of daytime sleepiness.
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Pradila, Komang Gede Reska Joanykernia, Anak Agung Sagung Laksmi Dewi i I. Made Minggu Widyantara. "Tinjauan Yuridis Pemidanaan Terhadap Pelaku Tindak Pidana Penjarahan". Jurnal Preferensi Hukum 2, nr 3 (26.10.2021): 496–501. http://dx.doi.org/10.22225/jph.2.3.3990.496-501.
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The rapid development of the times in Indonesia in various aspects has made the behavior patterns of the Indonesian people diverse. Seen from a legal perspective, there is behavior that is in accordance with applicable norms and there is also behavior that deviates from applicable norms. One of the deviant acts is the crime of looting. Looting is the crime of theft which is carried out by forcibly taking other people's belongings which is carried out during natural disasters, riots, airplane accidents and train accidents. The purpose of this study is to analyze the criminal sanctions against the perpetrators of the crime of looting and the judge's considerations in imposing a sentence on the perpetrators of the crime of looting. This research applies normative research methods. The legal materials used are primary, secondary and tertiary legal materials with the technique of inventorying or tracing the relevant legal materials then classified or grouped and documented, recorded, quoted, summarized, reviewed as needed using a qualitative approach which is then analyzed systematically. The results of the study reveal that people who commit the crime of looting will be subject to criminal sanctions according to article 363 of the 2nd KUHP paragraph (1) by considering article 10 of the Criminal Code and it is obligatory for the perpetrators to be held accountable for their actions.
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Lacquaniti, Francesco, Gianfranco Bosco, Silvio Gravano, Iole Indovina, Barbara La Scaleia, Vincenzo Maffei i Myrka Zago. "Multisensory Integration and Internal Models for Sensing Gravity Effects in Primates". BioMed Research International 2014 (2014): 1–10. http://dx.doi.org/10.1155/2014/615854.
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Gravity is crucial for spatial perception, postural equilibrium, and movement generation. The vestibular apparatus is the main sensory system involved in monitoring gravity. Hair cells in the vestibular maculae respond to gravitoinertial forces, but they cannot distinguish between linear accelerations and changes of head orientation relative to gravity. The brain deals with this sensory ambiguity (which can cause some lethal airplane accidents) by combining several cues with the otolith signals: angular velocity signals provided by the semicircular canals, proprioceptive signals from muscles and tendons, visceral signals related to gravity, and visual signals. In particular, vision provides both static and dynamic signals about body orientation relative to the vertical, but it poorly discriminates arbitrary accelerations of moving objects. However, we are able to visually detect the specific acceleration of gravity since early infancy. This ability depends on the fact that gravity effects are stored in brain regions which integrate visual, vestibular, and neck proprioceptive signals and combine this information with an internal model of gravity effects.
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Langston, Lee S. "Avian Avoidance and Aviation". Mechanical Engineering 136, nr 02 (1.02.2014): 50–54. http://dx.doi.org/10.1115/1.2014-feb-4.
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This article presents an overview of the current state of dealing with jet engine bird ingestion. At Turbo Expo ‘13 in San Antonio, Dr. Aspi Wadia of GE Aviation and Dr. Lee S. Langston (author of this paper) co-chaired a three-hour panel, ‘Jet Engine Bird Ingestion – Current Issues and Ways Forward.’ The leadoff panelist was Capt. Paul Eschenfelder, a retired Delta Airlines pilot, now with Embry-Riddle Aeronautical University, who gave an overall review of recent bird strike accidents around the world. Panelist John Dalton, who is a Technical Fellow in Airplane Safety Engineering for Boeing, gave the airframe original equipment manufacturer (OEM) history and his views on the bird strike problem. The panel’s fourth member was Dr. Nicholas Carter who is the Director of Finance for the World Birdstrike Association (WBA). Carter explained the role of the WBA, which is the international body that represents all states and countries in issues related to bird hazards at airfields and airports.
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Liu, Wei, Weiqiang Shen, Lein Harn i Minjing Luo. "A Fast VANET-Assisted Scheme for Event Data Recorders". Security and Communication Networks 2022 (15.03.2022): 1–10. http://dx.doi.org/10.1155/2022/7816483.
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An event data recorder (EDR) is a device installed in a vehicle to record information. Similar to a black box in an airplane, an EDR is used in the study of automobile accidents. Many schemes have been proposed that use vehicle network technology to help record EDR data, including schemes involving storing data on roadside units or nearby vehicles and schemes leveraging blockchain technology. However, these schemes do not take into account the vehicle company’s server; with the increased use of autonomous vehicles, the data related to these vehicles are always uploaded to the vehicle company’s server. In this scenario, we classify the situation into different cases, according to whether or not it is an emergency and whether the vehicle and the server are connected. For these cases, we propose a scheme whereby a vehicle uploads the EDR data to a cloud server and sends the evidence of storage to the nearby vehicle through a vehicular ad hoc network. Our scheme offers a fast response due to the use of symmetric cryptography algorithms while also considering security requirements.
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Wang, Zhenwei, i Yating Yu. "Traditional Eddy Current–Pulsed Eddy Current Fusion Diagnostic Technique for Multiple Micro-Cracks in Metals". Sensors 18, nr 9 (1.09.2018): 2909. http://dx.doi.org/10.3390/s18092909.
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Due to a harsh working environment, micro-cracks in metal structures (e.g., airplane, oil/gas pipeline, hydro-turbine) often lead to serious accidents, so health monitoring of the metals is of great significance to ensure their safe operation. However, it is hard to perform quantitative detection of multiple micro-cracks by a single nondestructive testing (NDT) technique because of their limits. To monitor for multiple micro-cracks in metals, a Traditional Eddy Current (TEC) and Pulsed Eddy Current (PEC) fusion NDT technique is proposed in this paper. In the proposed technique, the TEC technique is adopted to seek the locations of the micro-cracks in the whole of the metal, while the PEC technique is adopted to acquire information on the depth of micro-cracks automatically according to the location information by the TEC. The experiments indicate that the TEC–PEC fusion NDT system can localize the micro-cracks as well as detect the micro-cracks quantitatively and automatically; therefore, it can be applied in structural health monitoring of metal equipment or in picking candidate components in re-manufacturing engineering.
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Lü, Zhi, Zhan Gao i Yi Lü. "A Flight Simulator that Grouping Aircrafts Simultaneously Take off and Land in Open Grid Computing Environment". Applied Mechanics and Materials 182-183 (czerwiec 2012): 1292–97. http://dx.doi.org/10.4028/www.scientific.net/amm.182-183.1292.
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The performance of airplane in commercial airline environment is determined by, and therefore an indicator of performance measure of, the thermodynamic properties of airplane. The aim of this study was to establish the use of simulators to determine aircraft accident for a flight of airplanes and evaluate the potential of new airspace structure and airport’s runway. This indicates that there is a possibility of obtaining airplane performance from analysis and verification simulating airplane. As compared with AIRBUS Full Flight Simulator, a multiple aircrafts flight simulator that grouping aircrafts simultaneously take off and land was presented, which is basis on a parallel distributed computing in Open Grid Computing Environment (OGCE), and service oriented architecture (SOA) of software in multiple aircraft simulator, the performance of collaborative flight of multiple aircrafts is evaluated.
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Boyd, Douglas D., i Cass Howell. "Accident Rates, Causes, and Occupant Injury Involving High-Performance General Aviation Aircraft". Aerospace Medicine and Human Performance 91, nr 5 (1.05.2020): 387–93. http://dx.doi.org/10.3357/amhp.5509.2020.
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BACKGROUND: Spatial disorientation, poor situational awareness, and aerodynamic stalls are often causal/contributory to general aviation accidents. To mitigate against the occurrence of these mishaps Cirrus Aircraft has, since 2002, introduced advanced avionics into their piston airplanes (Cirrus SR20/22). These airplanes are also certificated to more rigorous crashworthiness tests than legacy aircraft approved prior to these standards being codified. Herein, using for comparison two legacy aircraft fleets manufactured prior to 2002, we determined whether a reduced mishap rate for all accidents or relating to the aforementioned causes/contributing factors and/or diminished injury severity for survivable accidents were evident for Cirrus SR20/22 airplanes.METHODS: Accidents (2008–2017) involving Cirrus SR20/22 airplanes (manufactured 2002 or later) and Beechcraft 35/36 (Bonanza) and Mooney 20 models (both manufactured no later than 2001) (14CFR Part 91 rules) were identified (N = 136, 259, 164, respectively) from the NTSB database. Statistical analyses used Poisson distribution/contingency tables/ t- and Mann-Whitney tests.RESULTS: For each year within the 2013–2017 timespan the Cirrus SR20/22 all-accident rate was diminished 39–75% relative to both legacy fleets. Temporally, the fraction of fatal Cirrus SR20/22 accidents, initially higher, declined 50% achieving a lower, or comparable, proportion to the two legacy airframes. Fatal accident rates involving spatial disorientation/situational awareness/aerodynamic stalls were > 80% lower for Cirrus SR20/22 airplanes. For survivable mishaps, Cirrus SR20/22 aircraft showed a lower proportion (0.13 compared with 0.20–0.35) of fatal/serious injuries.CONCLUSION: Toward improving legacy aircraft safety, owners should be encouraged to upgrade their avionics for mitigating against the occurrence of such human-factor-related mishaps and install airbags to minimize injury severity.Boyd DD, Howell C. Accident rates, causes, and occupant injury involving high-performance general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(5):387–393.
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Li, Sibo, Jingkun Qin, Miao He i Roberto Paoli. "Fast Evaluation of Aircraft Icing Severity Using Machine Learning Based on XGBoost". Aerospace 7, nr 4 (31.03.2020): 36. http://dx.doi.org/10.3390/aerospace7040036.
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Aircraft icing represents a serious hazard in aviation which has caused a number of fatal accidents over the years. In addition, it can lead to substantial increase in drag and weight, thus reducing the aerodynamics performance of the airplane. The process of ice accretion on a solid surface is a complex interaction of aerodynamic and environmental variables. The complex relationship makes machine learning-based methods an attractive alternative to traditional numerical simulation-based approaches. In this study, we introduce a purely data-driven approach to find the complex pattern between different flight conditions and aircraft icing severity prediction. The supervised learning algorithm Extreme Gradient Boosting (XGBoost) is applied to establish the prediction framework which makes prediction based on any set of observations. The input flight conditions for the proposed prediction framework are liquid water content, droplet diameter and exposure time. The proposed approach is demonstrated in three cases: maximum ice thickness prediction, icing area prediction and icing severity level evaluation. Performance comparison studies and error analysis are also conducted to verify the effectiveness and performance of the proposed method. Results show that the proposed method has reasonable capability in evaluating aircraft icing severity.
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Suhih, Nikolai, Valentin Rukavishnikov i Oleg Sokolov. "Methods and Means for Reducing the Influence of the Human Factor in Civil Aviation with the Use of Information-Control Systems". Automation on transport 8, nr 1 (15.03.2022): 7–16. http://dx.doi.org/10.20295/2412-9186-2022-8-1-7-16.
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Human factor is a set of moral, social, psychological, physical, professional and other human qualities influencing his activity. Human factor role to provide flight safety is determined by that all processes in aviation on organization, procuring and accomplishment of flights are made by humans – aviation specialists of various profiles. Major impact on flight safety among aviation specialist goes from aviation personnel. The latter constitutes people belonging to commanding-flying, flying staff, dispatcher personnel of management service of air traffic, engineering-technical, medical personnel whose activity is directly aimed to air transportation execution. It’s evident that influence of aviapersonnel various groups on flight safety state differs and 's determined by the degree of interaction with flight execution process. Analysis of aviation severe accidents during five-year period leads to that crew wrong actions have major impact on their occurrence (about 60%). This fact finds natural explanation because namely flying personnel pursues flight direct control, and flight outcome in the situation depends on the correctness of his action. In this connection, the human factor problem namely for flying personnel and first of all for pilots has paramount importance. The realization of the ways of reducing aviation accident probability is possible on an airplane board only whiles using electronic computer which works out either management impacts or information prompt for a crew. As a result, this implies introduction and exploitation of board information-control system by a crew. It’s been less considered and generalized the human factor impact in organizational-technical and organization-economical systems of civil aviation. But it’s evident that at halting situation occurrence in any service, correct decision acceptance by a user is possible only at his information support which can be embodied in “ground” information-control system. The publication views reduction of negative impact of the human factor in civilaviation with the help of modern information-ruling systems.
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Bleszynski, Monika, i Edward Clark. "Current Ice Adhesion Testing Methods and the Need for a Standard: A Concise Review". Standards 1, nr 2 (12.11.2021): 117–33. http://dx.doi.org/10.3390/standards1020011.
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Ice accretion is a serious problem in cold climates, causing automobile and airplane accidents, as well as severe economic losses throughout various sectors. To combat these issues, many solutions have been developed, such as de-icing materials, which can delay or prevent the adhesion of ice to a surface through chemical, temperature, or physical means. To effectively assess the properties of a de-icing material, ice adhesion testing must be conducted, of which there are numerous types, each with their own characteristics. Unfortunately, the same material, tested with different methods, may provide very different ice adhesion values. This makes it difficult to properly characterize a material’s de-icing properties and compare values across the literature. In this review, we identified the main ice adhesion testing methods and compared ice adhesion values for a particular material with different testing methods. We then discussed some of the main issues with current ice testing methods and identified some of the main factors that may affect ice adhesion values, namely ice quality and the use of a mold, which may significantly affect the final ice adhesion results. Finally, we proposed a new, simple standard testing method, in an attempt to eliminate some of the issues with current ice testing methods.
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Krishan, Kewal, Tanuj Kanchan i Arun K. Garg. "Dental Evidence in Forensic Identification – An Overview, Methodology and Present Status". Open Dentistry Journal 9, nr 1 (31.07.2015): 250–56. http://dx.doi.org/10.2174/1874210601509010250.
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Forensic odontology is primarily concerned with the use of teeth and oral structures for identification in a legal context. Various forensic odontology techniques help in the identification of the human remains in incidents such as terrorists’ attacks, airplane, train and road accidents, fires, mass murders, and natural disasters such as tsunamis, earth quakes and floods, etc. (Disaster Victim Identification-DVI). Dental structures are the hardest and well protected structures in the body. These structures resist decomposition and high temperatures and are among the last ones to disintegrate after death. The principal basis of the dental identification lies in the fact that no two oral cavities are alike and the teeth are unique to an individual. The dental evidence of the deceased recovered from the scene of crime/occurrence is compared with the ante-mortem records for identification. Dental features such as tooth morphology, variations in shape and size, restorations, pathologies, missing tooth, wear patterns, crowding of the teeth, colour and position of the tooth, rotations and other peculiar dental anomalies give every individual a unique identity. In absence of ante-mortem dental records for comparison, the teeth can help in the determination of age, sex, race/ethnicity, habits, occupations, etc. which can give further clues regarding the identity of the individuals. This piece of writing gives an overview of dental evidence, its use in forensic identification and its limitations.
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Parat, Camille, Zu-Yun Li i Jing-Shan Zhao. "Design and stiffness analysis of an overconstrained landing gear retraction mechanism with four side-stays". Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, nr 12 (13.01.2019): 4421–35. http://dx.doi.org/10.1177/0954410018824509.
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It is the first mission for a landing gear retraction system to extend the structure during the phases of take-off and landing of the flight. Besides, the structure should be available to improve the reliability, strength and stability of the system while reducing the influence of the landing gear on the total drag. However, a large number of airplane accidents are due to the malfunctions or failures of the landing gear retraction system. In this paper, a novel design of retraction system is proposed. Instead of having only one side-stay to execute the desired motion, this new design proposed an over-constrained mechanism with four side-stays, which augments the structural strength and stability of the landing gear system with six over constraints. With such configuration, a second actuating motor to retract the landing gear can be inserted regardless of the first actuator to augment the reliability on the execution of the mechanism. Analyses on the properties of the landing gear retraction system with four side-stays show that the landing gear strut has a vertical motion, which decreases the working and storage spaces used for the system. Finally, this paper examines the statics and the stiffness coefficients of the retraction system with respect to its structure parameters. This provides the optimum structure for the landing gear system in terms of strength and reliability.
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Buonsanti, Michele. "Multiscale Damage Modeling on Aeronautical Composite Under Low Energy Impact". Journal of Multiscale Modelling 09, nr 03 (wrzesień 2018): 1840003. http://dx.doi.org/10.1142/s1756973718400036.
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The purpose in this paper is to investigate about the behavior of aeronautics composite material subjected to a low energy impact. Low velocity impact in aircraft composite panels is a matter of concern in modern aircraft and can be used either from maintenance accidents tools or in-flight impact with debris. The proposed study considers the dynamics of impact between a small piece of granular material and a large body of composite material. The principal aim is to simulate the impact of runway debris throw-up by the landing gear against an airplane structure. In this simulation, I want to investigate on CFRP composite panels affected by granular particles at low speed in theoretical and experimental tests. The finite element analysis, initially on the macroscale and subsequently on the microscale, shows the damage inside the composite according to the experimental results, but by itself, this classic numerical approach is little suitable to investigate the complete phenomenon. Developing the question, in first step by the classical approach, appears difficult on macro and microscale relationship besides their reciprocal influence over the deformation field. To resolve the last question, I will perform the first step on macroscale FEM analysis and then reduce from the size and effects over an opportune created RVE, such that microscale main effects as local delamination can be reproduced.
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Barrios, Joey, i J. Patrick O'Leary. "Brigadier General Theodore C. Lister, M.D.: Father of American Aviation Medicine". American Surgeon 66, nr 7 (lipiec 2000): 706. http://dx.doi.org/10.1177/000313480006600723.
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Aviation medicine came into existence as a recognized entity when certain standards were established during and shortly after World War I.1 During this time, accident rates were high.2 In fact, a larger number of pilots were dying in accidents than in combat. Figures from Great Britain's casualty list at the close of the first year of World War I indicated that for every 100 aviators killed, 60 died as a result of some individual physical defect, 30 from some form of recklessness or careless behavior, 8 as a result of some mechanical defect in the airplane, and only 2 at the hands of the enemy.3 Aviators were found to be in poor physical condition. Because there were no established regulations with regard to workloads, aviators were frequently found to have been flying to a point beyond exhaustion. Because of workload, chronic fatigue, and emotional stress, aviators were constantly called upon to perform superhuman feats when not in peak physical condition. Errors in judgement were common. The majority of pilots lost weight as a somatic sign of stress. This was recognized by Theodore Lister who had recently been appointed as the Chief Surgeon, Aviation Section of the U.S. Army. Such problems were not diagnosed by medical officers because they were not trained to recognize them. Theodore Charles Lister was the son of Captain William J. and Martha Doughty Lister. He was an Army “brat” who entered the world on July 10, 1875. His childhood was spent in various posts around the country. At the age of 7, Lister contracted yellow fever while living in Fort Brown, TX. The boy was treated by William Gorgas, a young post surgeon. Gorgas was credited with the young boy's recovery. Later, Gorgas was to marry Lister's aunt making Lister his nephew by marriage. Having survived the yellow fever infection, young Lister had a lifelong immunity to the disease.
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Belomoytsev, Dmitrii E., Tamara M. Volosatova, Anastasiya A. Kozar, Mikhail V. Filippov i Nikolai V. Chichvarin. "MODELING FOR THREATS IN THE INFORMATION SECURITY OF INTEGRATED MODULAR AVIONICS". RSUH/RGGU Bulletin. Series Information Science. Information Security. Mathematics, nr 3 (2021): 52–73. http://dx.doi.org/10.28995/2686-679x-2021-3-52-73.
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The article presents results of researches and the analysis of means of unauthorized access and Directors of hindrances to means of communication and navigation of aircraft. It also shows that the issue of protecting automated systems of aviation equipment from threats to information security is becoming increasingly important in the context of an increase in the level of automation for prospective aircraft engines, onboard equipment, systems and units of aircraft, an increase in the complexity of onboard information systems. There is an analysis in the means of electronic warfare, capable of influencing the flight of an aircraft, both intentionally and unintentionally. There also is a statistical inference of aviation accidents on various aircraft flight phases. The airplane mathematical model constructed taking into account hindrances and harmful impacts on the onboard equipment is developed. Static stability of the plane longitudinal movement taking into account the external environment is investigated. The article gives results of a numerical experiment showing offered mathematical model high degree of adequacy. The materials of the publication contain the results of theoretical research and numerical experiment conducted using a mathematical model of the dynamics of controlled flight of the aircraft under the action of both natural noise and intentional harmful effects on the means of communication and navigation of AIRCRAFT, as well as hacker attacks on onboard computing facilities. The model is implemented in Matlab/Simulink, which allows building a workstation simulator. That in turn allows for taking into account the “human factor” when modeling the flight of an aircraft.