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1
Smith, Cathy, and Drew Donnelly. "Case Studies of Fatigue Failures in Defence Aircraft Components." Advanced Materials Research 891-892 (March 2014): 81–86. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.81.
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Components and systems of military aircraft are regularly subjected to severe operating conditions, which lead to the development of a wide range of failure modes. The Defence Science and Technology Organisations (DSTO) Forensic Engineering and Accident Investigation group investigates such failures for the Australian Defence Force (ADF). Correct diagnosis of these failures has provided the ADF with immediate advice that has contributed to increased aircraft safety, improved operational availability, and significant cost savings. This paper presents a number of case studies of recent fatigue failures which have occurred in Australian Defence aircraft. The case studies include examples of failures which occurred via differing fatigue initiating and driving mechanisms. Details of the forensic investigations relating to each case study are provided and the ensuing remedial actions discussed.
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TSUJI, Koji. "Aircraft and Railway Accidents Investigation Commission." Journal of the Society of Mechanical Engineers 111, no. 1070 (2008): 40–42. http://dx.doi.org/10.1299/jsmemag.111.1070_40.
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Khan, Fatima Najeeb, Ayiei Ayiei, John Murray, Glenn Baxter, and Graham Wild. "A Preliminary Investigation of Maintenance Contributions to Commercial Air Transport Accidents." Aerospace 7, no. 9 (September 2, 2020): 129. http://dx.doi.org/10.3390/aerospace7090129.
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Aircraft maintenance includes all the tasks needed to ensure an aircraft’s continuing airworthiness. Accidents that result from these maintenance activities can be used to assess safety. This research seeks to undertake a preliminary investigation of accidents that have maintenance contributions. An exploratory design was utilized, which commenced with a content analysis of the accidents with maintenance contributions (n = 35) in the official ICAO accident data set (N = 1277), followed by a quantitative ex-post facto study. Results showed that maintenance contributions are involved in 2.8 ± 0.9% of ICAO official accidents. Maintenance accidents were also found to be more likely to have one or more fatalities (20%), compared to all ICAO official accidents (14.7%). The number of accidents with maintenance contributions per year was also found to have reduced over the period of the study; this rate was statistically significantly greater than for all accidents (5%/year, relative to 2%/year). Results showed that aircraft between 10 and 20 years old were most commonly involved in accidents with maintenance contributions, while aircraft older than 18 years were more likely to result in a hull loss, and aircraft older than 34 years were more likely to result in a fatality.
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Andrei, A. G., R. Balasa, and A. Semenescu. "Setting up new standards in aviation industry with the help of artificial intelligent – machine learning application." Journal of Physics: Conference Series 2212, no. 1 (February 1, 2022): 012014. http://dx.doi.org/10.1088/1742-6596/2212/1/012014.
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Abstract In these times, dominated by innovation, technology is an important asset in optimizing maintenance, aircraft operations and even the investigation process of aviation accidents, with unprecedented results so far. All the information related to an aircraft, generated over time, can be included in a database, in order to be analyzed for better technical insights. The same approach can be applied in analyzing evidence and reports generated after an aircraft accident occurred. Aircraft investigation involves tones of hard-working hours and evidence analysis. This research aims to identify a new tool to improve the investigation process of aircraft incidents caused by human factors errors. Using artificial intelligence to process the resulted evidence during the aircraft accidents investigation, will shed light on the root cause of the incident much faster. Accelerating an investigation means huge benefits for all parties involved. In this sense, a proof-of-concept software has been developed to emphasize the power of artificial intelligent in the aircraft accidents investigation. Using machine learning algorithms, a program was trained with data, to develop an application capable of automatically determining the root cause of an accident based on witness statements. All data was derived from the Aviation Safety Reporting System database from the U.S, which was queried for incidents, occurred between 2000 and 2020. This application is not only about automating a stage in an aircraft accident investigation, is rather about setting up new standards in aviation industry with the help of artificial intelligence.
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Newman, David G. "Factors Contributing to Accidents During Aerobatic Flight Operations." Aerospace Medicine and Human Performance 92, no. 8 (August 1, 2021): 612–18. http://dx.doi.org/10.3357/amhp.5810.2021.
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INTRODUCTION: Aerobatic flight operations involve a higher level of risk than standard flight operations. Aerobatics imposes considerable stresses on both the aircraft and the pilot. The purpose of this study was to analyze civilian aerobatic aircraft accidents in Australia, with particular emphasis on the underlying accident causes and survival outcomes.METHODS: The accident and incident database of the Australian Transport Safety Bureau was searched for all events involving aerobatic flight for the period 19802010.RESULTS: A total of 51 accidents involving aircraft undertaking aerobatic operations were identified, with 71 aircraft occupants. Of the accidents, 27 (52.9) were fatal, resulting in a total of 36 fatalities. There were 24 nonfatal accidents. In terms of injury outcomes, there were 4 serious and 9 minor injuries, and 22 accidents in which no injuries were recorded. Fatal accidents were mainly due to loss of control by the pilot (44.4), in-flight structural failure of the airframe (25.9), and terrain impact (25.9). G-LOC was considered a possible cause in 11.1 of fatal accidents. Nonfatal accidents were mainly due to powerplant failure (41.7) and noncatastrophic airframe damage (25). Accidents involving aerobatic maneuvering have a significantly increased risk of a fatal outcome (odds ratio 26).DISCUSSION: The results of this study highlight the risks involved in aerobatic flight. Exceeding the operational limits of the maneuver and the design limits of the aircraft are major factors contributing to a fatal aerobatic aircraft accident. Improved awareness of G physiology and better operational decision-making while undertaking aerobatic flight may help prevent further accidents.Newman DG. Factors contributing to accidents during aerobatic flight operations. Aerosp Med Hum Perform. 2021; 92(8):612618.
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Dorn, Matthew D. "Effects of Maintenance Human Factors in Maintenance-Related Aircraft Accidents." Transportation Research Record: Journal of the Transportation Research Board 1517, no. 1 (January 1996): 17–28. http://dx.doi.org/10.1177/0361198196151700103.
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To help prevent maintenance-related aircraft accidents the complex factors behind previous accidents must be understood. Maintenance-related aircraft accidents were studied to determine the effects of maintenance human factors. A taxonomy of causal factors was developed and used to classify the causes of 101 military and civilian accidents and to determine the frequency of occurrence for each factor. The taxonomy identifies elements, such as people and hardware, interfaces between elements (i.e., human factors), and maintenance processes comprised of elements and interfaces. Human factors were found to have a significant effect in the 86 military and 15 civilian maintenance-related accidents studied. Whereas investigation boards were found to focus most heavily on element failures, a majority of the failures were found to occur at the process level. Maintenance instructions and their interfaces with the maintainers and inspectors who use them were the most frequently failed elements and interfaces, respectively. Recommendations are made to guide further research, and ideas are provided for improving process analysis by maintenance units and investigation boards.
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Szczepaniak, Paweł, Grzegorz Jastrzębski, Krzysztof Sibilski, and Andrzej Bartosiewicz. "The Study of Aircraft Accidents Causes by Computer Simulations." Aerospace 7, no. 4 (April 10, 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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Hansheng, Luo. "Experimental investigation of electrostatic fire accidents after aircraft landing and preventive measures." Journal of Aircraft 26, no. 5 (May 1989): 405–9. http://dx.doi.org/10.2514/3.45777.
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Edmund, Klich. "Using the James Reason Theory in Air Events Study." Journal of Konbin 7, no. 4 (January 1, 2008): 19–40. http://dx.doi.org/10.2478/v10040-008-0077-8.
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Using the James Reason Theory in Air Events Study The paper describes using the James Reason model in investigation aircraft accidents. According to statistic human error is the main factor both military and civil aviation accidents. The causes of the accidents are usually referred as "pilot error". The James Reason model used during the investigation process allows to find other failures than crew unsafe acts like: preconditions for unsafe acts, unsafe supervision and/or organizational (management) influence. That findings allow the investigators take corrective action not only to mishap crew but to the whole system including procedures, training, regulations and even aviation law etc"
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GÜNEŞ, Tarık, Uğur TURHAN, and Birsen AÇIKEL. "INVESTIGATION OF THE EFFECT OF COMPETENCY ASSESSMENT PROCESSES ON AIRCRAFT MAINTENANCE TECHNICIAN." First Issue of 2019, no. 2019.01 (December 18, 2019): 36–44. http://dx.doi.org/10.23890/ijast.2019.0105.
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ABSTRACT Aircraft maintenance activities are one of the most important criteria for the safe and effective execution of aviation operations. In aircraft accidents and incidents, maintenance factor is vital for the development of safety for organizations, authorities and countries in the aviation field. Effective maintenance activities will also contribute to the costs of organizations by ensuring the safe operations of aircraft with people. Maintenance activities are carried out by maintenance technicians in areas such as hangars or aprons. Aircraft maintenance technicians' performance in performing maintenance activities directly impacts flight safety and technician safety, which in turn has a positive or negative impact on organizations. Improving technician competency assessment processes can reduce maintenance errors, improve technician performance, create positive impacts on safe and efficient flight operations, reduce maintenance costs and benefit of entire aviation industry. Technician competency should be considered in performance evaluations and assignments by assessing in all levels with the compatibility of videly used human resources management methods. In this study, technician competence assessment processes are mentioned, the effects of these processes on aviation safety are explained and solutions are proposed to develop and apply the assessment processes. Keywords: Aircraft maintenance, aircraft maintenance technician competency, competency assessment, human factors in aviation.
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Wang, Shih Chia. "Experimental Improvements of Accident Investigation Report." Advanced Materials Research 591-593 (November 2012): 2620–23. http://dx.doi.org/10.4028/www.scientific.net/amr.591-593.2620.
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Accident investigation is critical to the success of an effective safety program. The causes of the accidents have to be determined. A proper accident investigation report will also lead to a proper determination of whether an accident was preventable or not. The purpose of this study is to adopt the advantages from aircraft accident investigation report format. The prudent report format of accident is to enhance system and system safety. This study emphasizes the importance and necessity of element through studying an accidental investigation report. The results indicate that the conclusions to be raised and the forms of safety recommendations are best in all situations.
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Štimac, Igor, Iva Užarević, Andrija Vidović, and Tomislav Mihetec. "IMPROVEMENT OF PROCEDURES FOR THE INVESTIGATION OF AIRCRAFT ACCIDENTS CAUSED BY A HUMAN FACTOR." QUALITY – YESTERDAY, TODAY, TOMORROW 21, no. 1 (March 2020): 347–63. http://dx.doi.org/10.30657/hdmk.2020.21.
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Nitzschner, Marco Michael, and Michael Stein. "Evaluating Psychological Aircraft Accident Reports for Differences in the Investigation of Human Factors." International Journal of Aviation Systems, Operations and Training 4, no. 2 (July 2017): 15–31. http://dx.doi.org/10.4018/ijasot.2017070102.
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Analyzing accidents clearly is an important method for maintaining and improving safety in aviation. Nevertheless, evaluating these accident reports is equally important. Still, such evaluations seem to be generally neglected, especially in the military domain. The aim of the current study was to shed light on this fact by analyzing investigated human factors in military aircraft accident reports of aviation psychologists. Therefore, the authors conducted a content analysis of 42 reports of the German Armed Forces from the years 1994-2014. Confidence intervals and effect sizes indicated various differences in human factors throughout the psychological aircraft accident reports. Further, confidence intervals and effect sizes indicated differences in the corresponding areas. Thus, differences concerning human factors exist in the investigated accident reports.
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Rijsdijk, Onno. "A Particular Aircraft Accident Litigation Scenario." Air and Space Law 34, Issue 2 (April 1, 2009): 57–85. http://dx.doi.org/10.54648/aila2009009.
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The legal consequences of an aircraft accident are always complex to deal with. Typically, aircraft accidents are caused by a series of events: technical failures, weather conditions, crew response, and so forth. Apart from the fact that it will not be easy to determine afterwards which events played a role in the causation,it is also difficult to translate and rank those events in terms of culpability. It becomes even more complex if one of the parties that may be involved has ceased to exist and there is no true successor. The above summarizes the ingredients for this article. It will address the specifics of a particular accident involving a Fokker Fo100 aircraft, the subsequent accident investigation, and the resulting litigation against a bankrupt manufacturer and its purported successors.
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van Doorn, Robert R. A. "Accidents in Agricultural Aviation in the United States." Aviation Psychology and Applied Human Factors 4, no. 1 (January 1, 2014): 33–39. http://dx.doi.org/10.1027/2192-0923/a000053.
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A 28-year (1982–2009) retrospective investigation was carried out for 3,102 fixed-wing agricultural aircraft involved in the aerial application (Part 137) of pesticides or fertilizers (crop dusting). In total, 64% of the pilots remained uninjured, while 10% of accidents were fatal. This type of aviation is unique as proportionally more accidents occurred during the maneuvering / aerial application and landing phases, involving low-altitude crashes. Collision with poorly visible obstacles in the landscape was involved in 27% of the crashes. These accidents were more likely to involve fatalities, occurred predominantly during maneuvering at the application site, and were often attributed to human error (inappropriate visual lookout and clearance). Recommendations discussed include markings on objects that may improve low-altitude navigation.
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Rankin, William L. "The Maintenance Error Decision Aid (MEDA) Process." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 44, no. 22 (July 2000): 795–98. http://dx.doi.org/10.1177/154193120004402278.
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Maintenance and inspection errors have been the primary cause of six percent of aircraft accidents and have contributed to an additional nine percent of the accidents from 1982 through 1993. What can maintenance organizations do to reduce these types of errors? This paper discusses the development and evaluation of a maintenance error investigation process-the Maintenance Error Decision Aid (MEDA). MEDA was developed based on the following philosophy: maintenance technicians do not make errors on purpose; errors result from a series of related contributing factors, and; these factors are largely under management control and, therefore, can be improved to prevent future, similar errors. The MEDA process was field tested at nine maintenance organizations. After a one-day training course, airline personnel were able to carry out a successful MEDA investigation to determine and correct contributing factors to error. An average of 3.4 contributing factors was found per error. Since the end of the field test, Boeing has provided MEDA implementation support to over 120 aircraft maintenance organizations around the world. Feedback suggests that all organizations using MEDA have found cost-effective solutions to maintenance error.
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Tabibzadeh, Maryam, Vivek Shapeti, and Mohammad Mokhtari. "Systematic Investigation of the Asiana Airlines 214 Air Crash Using the AcciMap Methodology." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 606–10. http://dx.doi.org/10.1177/1071181319631055.
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This paper utilizes the AcciMap methodology, which was originally developed by Rasmussen in 1997, to systematically investigate the unfortunate aviation accident of Asiana Airlines 214 in San Francisco on July 6, 2013, which resulted in 3 fatalities and the complete loss of the aircraft. This paper captures the associated socio-technical factors into a hierarchical map that correlates the multiple levels of interaction between different categories and key involved players that ultimately resulted in this air crash. In most accidents, including the Asiana Airlines 214, majority of the blame is laid on front-line operators. In this accident, the pilots are blamed for not adhering to standard operating procedures and training guidelines of Asiana Airlines. This is while accidents do not occur as the act of individuals, but rather due to highly responsive and combined processes that involve decisions of several layers of key players. Some of the other significant contributing factors to this accident are lack of overseeing and enforcing regulations; insufficient training provided by the airline company to pilots; no specific requirements by the company to mandate physical/manual, instead of only simulated, line training; cockpit culture; and complex flight control manuals. The AcciMap methodology has been applied to analyze accidents in different industries, such as railroad, offshore drilling and chemical processing. It is, however, noteworthy that due to our knowledge, this methodology has been used for the analysis of very few aviation accidents.
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Li, Wen-Chin, and Don Harris. "From Latent Failure to Active Failure: The Investigation of Human Errors in Aviation Operation." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 51, no. 20 (October 2007): 1425–29. http://dx.doi.org/10.1177/154193120705102011.
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The Human Factors Analysis and Classification System (HFACS, Wiegmann & Shappell, 2003) was developed as an analytical framework for the investigation of the role of human factors in aviation accidents. HFACS is based upon Reason's model (1990) of human error in which active failures are associated with the performance of front -line operators in complex systems and latent failures are characterized as inadequacies which lie dormant within a system for a long time, and are only trigge red when combined with other factors to breach the system's defenses. In this research HFACS was used to analyze accidents occurring in civil aviation aircraft in the Republic of China (ROC). Forty-one accident reports from the Aviation Safety Council (A SC) were analyzed. Relationships in the HFACS framework were identified linking fallible decisions at higher (organizational) levels with supervisory practices, thereby creating the preconditions for unsafe acts and hence indirectly impairing the performance of pilots.
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Wan Husain, Wan Mohd Sufian. "The Future of Aircraft Feedback Information: Maintainability Allocation Methodology." Applied Mechanics and Materials 629 (October 2014): 225–30. http://dx.doi.org/10.4028/www.scientific.net/amm.629.225.
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In this paper, the author looks at certain areas of maintainability prediction process where missteps or misapplications most commonly occur. This research attempts to utilise the aircraft maintenance historical data and information (i.e. feedback information systems). Aircraft feedback information such as Service Difficulty Reporting System (SDRS) and Air Accidents Investigation Branch (AAIB) contains various types of information that could be used for future improvement rather than just the failure elements, as well as to help identify the critical and sensitive components that need more attention for further improvement. The study shows that the aircraft maintenance related feedback information systems analyses are very useful for deciding the maintainability effectiveness; these include planning, organizing maintenance and design improvement. There is no doubt that historical data information has the ability to contribute an important role in design activities. The results also show that maintainability is an importance measure that can be used as a guideline for managing efforts made for the improvement of aircraft components.
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Łęczycki, Krzysztof. "Selected issues of materials testing of rolling bearings adapted to work in elevated temperatures." Transportation Overview - Przeglad Komunikacyjny 2018, no. 9 (September 1, 2018): 28–39. http://dx.doi.org/10.35117/a_eng_18_09_04.
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Rolling bearings are crucial component of aviation turbine engines. Bearing failure may, in worst case, lead to an engine failure and aircraft disaster. Therefore, investigation of their causes and subsequent risk factors elimination are of utmost importance. In the present study, selected materials testing issues of two rolling bearings from light rotorcraft turbine enignes failures (in accidents of 2016 & 2017) are discussed. Results of macroscopic, hardness tests, microstructure and chemical assay are presented. The obtained data are compared with results of previous studies on the subject.
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Олександр Курдеча. "EVALUATION PROBABILITY OF INGOING FACTOR IN THE EMERGENCY SITUATIONS OF AIRCRAFT." MECHANICS OF GYROSCOPIC SYSTEMS, no. 27 (October 6, 2014): 40–49. http://dx.doi.org/10.20535/0203-377127201437936.
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This paper describes the evaluation probability of ingoing factor (factor which leads to emergency situations)in the specific situations (abnormal situations and contingencies which evolution dependence from human action in it)as the system of contacts between failures of aircraft and aviation personnel erroneous actions.In this paper investigation is concerned with types of factors to analyse the causation of accidents from a probability factors' point of view.The paper makes it possible to assess the impact of factors on the possibility of an accident. This is achieved by taking into account the structural relationships between risk factors.As a result, we have suggested the mathematical model of estimation risk factors with using information of aviation events in the world statistics provided in the ADREP and formulates the concept of danger, numerical value of which is determined by the probability of occurrence of a factor in the disastrous situation.
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Karpenko, Mykola. "LANDING GEAR FAILURES CONNECTED WITH HIGH-PRESSURE HOSES AND ANALYSIS OF TRENDS IN AIRCRAFT TECHNICAL PROBLEMS." Aviation 26, no. 3 (October 12, 2022): 145–52. http://dx.doi.org/10.3846/aviation.2022.17751.
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Reliability and maintenance analysis in aviation industry focused on a main objective of the accident and incident investigations what are help to better understand the causes of accidents. In the article suggested the underlying concept by scorecard of situations what lead to aviation accidents. In the present research, the aviation accident connected with a landing gear and a problem of failure to follow maintenance instructions during a maintenance on aircraft landing gear hydraulic drive was under an investigation, on an example of root cause analysis of the failure of hydraulic flexible highpressure hoses. The approach presented in this research of experimental measurements, based on fluid pressure measuring, high-pressure hoses vibration measuring and frequency’s analysis. By spectrum analyses was found that high-pressure hoses are most susceptible to deformation at frequencies to the response of the fluid within, as well as at hoses material resonance frequencies. The compact version of hoses is more deformational on the resonance points than a standard version of hose. In final according to analyses, was established that disrespect of the frequency conditions was leaded to causes irreversible degradation changes of the hose inner structure and occurrence of material defects inside layers contact what lead in final step to hose failure.
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Mönnigmann, Bernd, and Adelija Čulić-Viskota. "Standardised English Language Proficiency Testing for Seafarers." Transactions on Maritime Science 6, no. 2 (October 21, 2017): 147–54. http://dx.doi.org/10.7225/toms.v06.n02.007.
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This paper aims at pointing out the necessity of raising the levels of both communicative competence and Maritime English knowledge of seafarers, as well as of introducing a common language testing system into maritime education and training. It provides insight into the process of implementation of improvements in a different, but related practice of Aviation English and the relative regulations. Also, the paper presents the accounts of one aircraft accident, and two ship accidents due to the participants’ misunderstanding, or deficiency in English. This is followed by the results of an investigation into the reports published by the Marine Accident Investigation Branch (MAIB) about the sea accidents due to inadequate English language competence, or inadequate professional communication. Although there are commonly more than one cause which combine in each accident, these are usually fuelled by inadequate language competence. It is of utmost importance, especially in emergencies, that all the participants in the maritime venture are adequately competent in Maritime English to handle the emergencies to the benefit of all the persons involved. Therefore, the compulsory introduction of a uniform global language certification is suggested.
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Ajhari, Abdul Azzam, and I. Gede Putra Kusuma Negara. "Aircraft Flight Movement Anomaly Detection using Automatic Dependent Surveillance-Broadcast." JOIV : International Journal on Informatics Visualization 6, no. 4 (December 31, 2022): 821. http://dx.doi.org/10.30630/joiv.6.4.948.
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Automatic Dependent Surveillance-Broadcast (ADS-B) is an aircraft backup radar device that transmits aircraft sensor information via radio frequency. This data can be used to detect aircraft changes that occur significantly or abnormally (anomaly). Anomaly detection in this study aims to reduce and prevent flight accidents by analyzing abnormal data on aircraft flights using the Deep Learning (DL) model. Bidirectional LSTM (Bi-LSTM) and Bidirectional GRU (Bi-GRU) models are proposed as DL models which are implemented on ADS-B data using data mining methods. The data is generated from the ADS-B device that records the plane crash incident and is stored on the Flightradar24 community server. Data containing sensor changes from anomalous aircraft movements are studied for predictability on other flight data. The class breakdown is divided into two, anomaly and normal, based on information on the time span of anomaly occurrences in the accident investigation report of each aircraft using the sliding window technique in the data mining methodology. In evaluation, the confusion matrix measurement method is used to predict predictive analysis of the tested data. The results of the model evaluation performance show that the Bi-LSTM proposed in this study has the best accuracy of 99.44% and the f1-score of 99.51% is slightly superior to the Bi-GRU model. The model in this study can be applied in the ADS-B device to detect aircraft movement anomalies and as material for reviewing technicians in periodic maintenance and measuring the accuracy of the ADS-B device used as a backup radar.
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Qian, Jingming, Shujiang Miao, Nigel Tapper, Jianguang Xie, and Greg Ingleton. "Investigation on Airport Landscape Cooling Associated with Irrigation: A Case Study of Adelaide Airport, Australia." Sustainability 12, no. 19 (October 1, 2020): 8123. http://dx.doi.org/10.3390/su12198123.
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Extreme summertime heat is becoming a major issue for aircraft operations. As global temperatures continue to rise, some of the heaviest planes on the longest flights may eventually be unable to depart during the hottest part of summer days. During summer days, some airports have to reduce the payload of aircraft, including cargo and/or passengers in the hotter days of summer. Nonetheless, there is no existing body of research on the potential for airport cooling. Furthermore, extreme heat on the ground also affects airport workers; loading and unloading luggage and servicing platforms between flights could become more arduous. With global warming proceeding, it is becoming increasingly urgent to find a suitable strategy to cool airport environments, perhaps by irrigation of a vegetated landscape. All airports have large enclosed areas (usually of grass) acting as a buffer between airport activities and the adjacent industrial, commercial and residential land utilization. This paper describes the trial of irrigating the buffer area of Adelaide airport and analyzes the performance of irrigation cooling for Adelaide airport, examining whether this can benefit human thermal comfort. Results indicate that irrigation provides cooling, and the cooling effect reduces along with the increasing instance from the middle of the irrigation area. At 15:00, the average air temperature was 1.8 °C cooler in the middle of the irrigation area than in the non-irrigation area, and the relative humidity was 5.8% higher during the trial period. On an extremely hot day (the maximum air temperature was 45.4 °C), it was 1.5 °C cooler in the middle of the irrigation area than upwind the of irrigation area, and 0.8 °C cooler than downwind of the irrigation area at 13:00. Human thermal comfort (HTC) is unfavorable in the runway, but greater improvements can be made through promotion of irrigation.
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Tarnavska, Tetiana, Lilia Baranovska, Natalia Glushanytsia, and Serhii Yahodzinskyi. "The impact of psychological factor on the aircraft operation safety." E3S Web of Conferences 258 (2021): 02029. http://dx.doi.org/10.1051/e3sconf/202125802029.
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Awareness of the radio exchange problems and the robust skills of recognizing and eliminating errors in radio communication will help to free up time and attention for the pilot and air traffic controller (ATC) to efficiently carry out their main professional functions in any circumstances. It is vitally important for pilots and ATCs in stressful situations not to focus their attention on the foreign language interaction that is the activity that only accompanies their main job performance. Analysis of aircraft accident investigation reports shows that language-related accidents mostly have psychological nature. The authors suggest a range of mental and psychophysiological qualities that determine professional competence and reliability of pilots and ATC. They also identify the sources of neuropsychic stress in critical situation and the ways to overcome it. The research results enable to design a language training model based on the analysis of the last-minute records and aircraft accident and incident reports to be able to identify typical problems of radio exchange, fatal language errors which led or could lead to a disaster. The research is aimed at improving aircraft operation and eventually increasing flight safety.
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Linka, Anita, Marta Galant, and Agnieszka Wróblewska. "Analysis of the safety situation in Polish General Aviation." WUT Journal of Transportation Engineering 123 (December 1, 2018): 85–93. http://dx.doi.org/10.5604/01.3001.0013.7464.
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Every year there is an increase in the number of aircraft operations in the General Aviation (GA). This is, among other things, as a result of the greater availability and popularity of this method of transportation. The paper presents the number of general aviation operations performed on Polish territory (included data for every sector of the Flight Information Service). Then the safety situation in Poland is assessed on the basis of National Commission for Aviation Accidents Investigation (PKBWL) and referenced to the data of the European Aviation Safety Agency (EASA). Article also presents the main directions of development of the GA in Poland and Europe. The summary takes into consideration the future of general aviation in Poland.
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Zibarev, Evgeniy V., Olga K. Kravchenko, Anton A. Klimov, and Sergey N. Ivashov. "Optimization of work and rest modes of flight crew members in order to improve flight safety in civil aviation." Russian Journal of Occupational Health and Industrial Ecology 62, no. 3 (April 25, 2022): 193–200. http://dx.doi.org/10.31089/1026-9428-2022-62-3-193-200.
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Introduction. The researchers carried out the analysis of work and rest modes (WRM) according to the survey data of 667 pilots and the results of investigations of 83 aviation accidents (AA) that occurred in the Russian Federation with heavy aircraft (HA) weighing more than 5,700 kg for the period 2010-2021. We also considered the data of official statistics for the period from 2005 to September 2021. The obtained results indicate the facts of non-compliance with the work and rest modes (WRM), which may be one of the causes of aviation accidents (AA). In this regard, it is relevant to optimize the work and rest modes in order to improve flight safety in civil aviation and organize their stricter control. The study aims to assess the impact of the actual compliance with the WRM of the crew members of the Civil Aviation Aircraft (CAA) on the occurrence of aviation accidents and to develop proposals for their optimization and control. Materials and methods. The authors studied a compliance of work and rest modes based on the results of 667 online questionnaires developed on the basis of recommendations of the International Civil Aviation Organization (ICAO) on the introduction of a risk management system in airlines related to pilot fatigue, and data from 83 aviation accidents (AA) for the period from 2010 to 2020, presented in the reports of the Interstate Aviation Committee (IAC) on the results of the investigation the causes of their occurrence. When assessing the relevance of the topic, we considered the data of official statistics. Results. The data of the study indicate that in 18% of cases, one of the main causes of AA was non-compliance with WRM. Among the causes of aviation accidents, the following are important: exceeding the norms of flight time for a month (detected in 10% of cases) and for a year (up to 30%); insufficient preflight rest (46.5% of aircraft commanders and 7.4% of co-pilots); lack of full-fledged vacation for a year (32% of cases). In many cases the Researchers revealed several facts of different violations of work and res modes simultaneously. Data of online questionnaire survey confirm the high prevalence of severe fatigue among pilots: 44% rarely have time to rest between flights, 86% go on a night flight shift without having a full day's sleep. We determined the interrelations between the frequency of fatigue of pilots associated with various types of violations of WRM and the risk of air crashes: the prevalence of fatigue and the frequency of disasters increased with a decrease in the duration of pre-flight rest, an increase in vacation arrears and other factors from 1.2 to 2.1 times. Conclusion. The results of the study confirm the high significance of WRM disorders in the occurrence of aviation accidents (AA). The researchers compiled a comprehensive program to reduce accidents in air transport associated with violations of WRM and the development of fatigue among crew members. We have provided proposals to amend the current Regulations on WRM. Ethics. Authors carried out the study in accordance with the International Code of Medical Ethics (1949) and the provisions of the Helsinki Declaration adopted by the World Medical Association (1964). When conducting an online questionnaire survey, before the start of the study, we have introduced all participants with the methodology of its conduct, associated risks and signed an informed voluntary consent.
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Caldara, Gabrielle N., Michelle Isbester, David Sartori, and Ramey L. Wilson. "The Development and Implementation of Specimens for Accident Forensic Toxicology Investigation Kit for Special Operations Forces." Military Medicine 185, no. 11-12 (November 1, 2020): 1931–36. http://dx.doi.org/10.1093/milmed/usaa220.
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Abstract Introduction After a vehicle rollover led to the death of a military member in Central Africa in 2018, it became apparent there was a significant gap in the capability to collect toxicology samples of Service Members involved in accidents and mishaps at remote Special Operations Forces locations in Africa. Multiple misconceptions surrounding sample collection, procedures for laboratory evaluation, and methods for shipment signaled the importance of establishing a procedure and a plan to provide the necessary medical inventory to properly collect and ship samples. Materials and Methods The Special Operations Command Africa (SOCAFRICA) Surgeon’s Office gathered the appropriate supplies for collection of forensic toxicology samples, and simultaneously developed a step-by-step checklist to safely and correctly perform urine and blood collection. The procedures were further improved after the completion of cognitive interviews with a Navy corpsman and Army Civil Affairs medic. Multiple shipping iterations occurred to ensure safe movement and arrival of samples at Armed Forces Medical Examiner System Dover AFB. Two Separate Specimens for Accident Forensic Toxicology Investigation Kits were generated to accommodate personnel typically associated with accidents involving vehicles and aircraft. Results SOCAFRICA’s toxicology kit supports legal and medical chain of custody requirements for investigations, and provides deployed forces in Africa with a mechanism to collect and ship samples from Africa to Dover AFB. The kits are provided to ensure these samples are successfully analyzed, thereby removing any ambiguity surrounding an accident or mishap. Conclusion SOCAFRICA established a prepared kit with all of the materials for sample collection, accompanied by step-by-step descriptions of the procedure, and clear guidance on the proper completion of the requisite paperwork that meets medico-legal requirements.
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Azhari, Siswayudi. "Development of System Tracer of Lost Aircraft." International Journal of Informatics and Communication Technology (IJ-ICT) 5, no. 2 (August 1, 2016): 68. http://dx.doi.org/10.11591/ijict.v5i2.pp68-72.
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<p>Today the world has entered the era of modern air transport where human movement needed to support facilities and infrastructure that support for the movement of activity. The number of routes and flights are always growing by leaps and bounds every year.</p><p>In Indonesia alone by more than 10 of the largest airliner in which two, namely Garuda Indonesia and Lion Airline, based on data in 2012 each have no less than 50 routes per day and more than 4,000 flights per week [1] (web magazine ZonaAero). To support the security and safety of air transport, the government through the aviation authorities are trying to build an adequate infrastructure. A number of local governments and central government together with Angkasa Pura and Airnav Indonesia (LPPNPI) has a lot to develop the airport terminal, lengthen and widen the runway, install instrument flight (radar, DVOR, ILS etc.), and make the regulations more guarantees The good level of a security and aviation safety.</p><p>However, for things that are not desirable that may occur as aircraft accidents, it is necessary to support the system also prepared to facilitate the search for the location of the accident. Still clear in our memory how when, on May 9, 2012 a plane Sukhoi Superjet 100 has crashed in the promotion and demonstration flights. It takes more than one day to find the crash site in the area around Mount Salak located less than 100 kilometers from the capital city of Jakarta [2] (Indonesia Wikipedia).</p><p>The distance of time ranging from a loss of communication with the aircraft until the discovery of the accident scene will be very good if it can be reduced to as small as possible. This will help Basarnas and NTSC accelerate the process of investigation and to provide certainty for the families of the victims as well as those of other interested parties.</p>Location tracking system of aircraft accident would be able to find the location of a plane crash just a few moments after the breakdown of communication between the aircraft control tower / flight controller.
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Poerwanto, Eko, and Uyuunul Mauidzoh. "ANALISIS KECELAKAAN PENERBANGAN DI INDONESIA UNTUK PENINGKATAN KESELAMATAN PENERBANGAN." Angkasa: Jurnal Ilmiah Bidang Teknologi 8, no. 2 (August 25, 2017): 9. http://dx.doi.org/10.28989/angkasa.v8i2.115.
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Achievement level of aviation safety can be achieved with the proper function of all components of the system in the aviation industry which consists of airport operators, airline operators, air traffic operators and aircraft maintenance operator, as well as the regulations set by the regulator. Every incident should be investigated aviation accidents to fin d the cause. This is to provide appropriate recommendations so that the same airline accident does not happen again. The increasing number of flights that are needed with safety guarantees. So it is importance to analyzed routine flight accident to improve the safety performance of airlines. This research is descriptive analysis with qualitative methods. Flight accidents data that have investigated from NTSC and DGCA grouped causes are then recommendations have been made by the NTSC also grouped for each operator stakeholders. Improved system of aviation safety in Indonesia can be done with a thorough analysis based on the results of investigation of NTSC whose recommendations have been given to all stakeholders in the aviation industry. The results showed that the causes of flight accidents in Indonesia is dominated by the human factor the percentage reached 60%. The highest number of the recommendations given by the NTSC to DGCA as many as 208 recommendations during the period 2007-2014 but the trend o f declining. On other side of the trend of the recommendations given to aviation operators showed an increase. This shows an increase in the duty on DGCA to always supervise, and set the standard flight operations carried out by several airline operators in Indonesia.
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Zhao, Zhiyan, Xiang Yu, Zhiqiang Zhang, Wen Shu, and Jia Li. "Attempting AG-Doped Diamond-Like Carbon Film to Improve Seal Performance of Hydraulic Servo-Actuator." Materials 13, no. 11 (June 8, 2020): 2618. http://dx.doi.org/10.3390/ma13112618.
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A hydraulic servo-actuator is a critical aircraft control device whose sealing performance directly affects the sensitivity and accuracy of the aircraft flight attitude. Foreign intrusive particles in hydraulic oil may induce the vulnerable friction pair wear and the seal leak; they may even lead to oil spill accidents. This work attempts to conduct a systematical investigation of Ag-doped diamond-like carbon (Ag-DLC) film to improve the seal performance. The failure of the servo-actuator was analyzed. Then, a series of Ag-DLC films was deposited; the structure and combined tribological performances of the Ag-DLC films were investigated. The results show that the intensity of the Ag (111) crystal face in the films increases with an increase of Ag content. The hardness, intrinsic stress, frictional coefficient, and wear rate of the films tend to decrease with the amount of doping metal. The a:C-Ag10.5% film exhibits optimal combined properties. The Ag doping makes the film toughness improve; both soft Ag particles and a graphitized top layer act as solid lubricants. Our findings may offer a novel approach to make DLC film applicable for improving the seal performance of hydraulic servo-actuator. Based on the experimental data, a mechanism behind the film modification of Ag-DLC film is also revealed.
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Liang, Guolong, Guangming Wan, Jinjin Wang, and Xue Wang. "A Novel Underwater Location Beacon Signal Detection Method Based on Mixing and Normalizing Stochastic Resonance." Sensors 20, no. 5 (February 27, 2020): 1292. http://dx.doi.org/10.3390/s20051292.
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A flight data recorder (FDR) is an electronic recording device placed in an aircraft for the purpose of facilitating the investigation of aviation accidents. If an aircraft crashes into water, an underwater locator beacon (ULB), which is installed on the FDR, is triggered by water immersion, and emits an ultrasonic 10 ms pulse signal once per second at 37.5 kHz. This pulse signal can be detected by sonar equipment. However, the ULB signal only can be detectable 1–2 kilometers from the surface in normal conditions. Stochastic resonance (SR) is a rising theory in the field of weak signal detection. The classical stochastic resonance limits state that the input must be small-parameter and the sampling frequency must be 50 times higher than the signal frequency. It cannot be applied to the ULB signal detection. To resolve this problem, this paper presents a novel approach named mixing and normalizing stochastic resonance (MNSR). By mixing the ULB signal and normalizing SR system parameters, MNSR provides a new way to detect weak ULB signal. Meanwhile, we propose the parameters adjustment method of MNSR. We prove the effectiveness through numerical simulation. An experiment in a tank is employed to verify the practicability of this method.
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Vinnem, Jan-Erik. "Use of accident precursor event investigations in the understanding of major hazard risk potential in the Norwegian offshore industry." Proceedings of the Institution of Mechanical Engineers, Part O: Journal of Risk and Reliability 227, no. 1 (December 11, 2012): 66–79. http://dx.doi.org/10.1177/1748006x12468670.
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The recent offshore accidents at the Macondo and Montara fields in the US and Australia have demonstrated the importance of learning from major accident precursors in order to appraise the risk potential involved in critical offshore operations. This is fully realised by the Petroleum Safety Authority in Norway, which has a specific requirement for such learning in its regulations. However, an unfortunate practice has been developed by the major players in the Norwegian offshore industry, whereby potential is severely and systematically downplayed, probably to limit the negative exposure if the actual potential consequences were known. The present article analyses 45 major accident precursor investigations in order to demonstrate the effect of downplaying the potential of major accidents. It demonstrates how the risk potential classified in investigation reports has a random relationship to the more objective risk potential, as shown in the national risk indicator project conducted by the Petroleum Safety Authority. This is further demonstrated by comparing company investigations with authority investigations in four cases where parallel investigations were performed.
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Batuwangala, Eranga, Jose Silva, and Graham Wild. "The Regulatory Framework for Safety Management Systems in Airworthiness Organisations." Aerospace 5, no. 4 (November 7, 2018): 117. http://dx.doi.org/10.3390/aerospace5040117.
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In recent years, a growing emphasis on safety has driven various industries, both in manufacturing and service, to implement a Safety Management System (SMS) in their organisations. SMSs have also been widely implemented in aviation due to both regulatory requirements and voluntary implementation with the aim of decreasing incidents and accidents whilst reducing inefficiencies and costs stemming from the repercussions of safety failures. The aviation industry involves various players for the provision of services ranging from airline operations, maintenance, aerodrome operations, air traffic services, aircraft and component design, manufacturing, and training. Not all organisations in the aviation industry have implemented SMSs. Furthermore, SMS is currently not regulated for all aviation organisations. Whilst technology has played a key role in driving down the number of accidents and incidents in aviation, the growth in air traffic demands having programs in place to further drive down accident rates. In this context, this article provides an investigation to the regulatory framework for the implementation of SMSs in aviation, including the requirements stipulated by the International Civil Aviation Organisation (ICAO) and the status of SMS regulation of key National Aviation Authorities (NAA) and Military Aviation Authorities (MAA), with a focus on organisations involved in airworthiness including initial and continuing airworthiness. This article also investigates the challenges of implementing SMSs in organisations involved in Airworthiness, as well as the benefits that could be gained by service providers as well as NAA’s or MAA’s through SMSs.
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Rewatkar, Dr Rajendra M. "Control and Monitoring Vehicle using Arduino and GSM Module." International Journal for Research in Applied Science and Engineering Technology 9, no. VI (June 25, 2021): 2607–8. http://dx.doi.org/10.22214/ijraset.2021.35558.
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The Black Box control and monitoring system for vehicles concept is derived from the aviation industry, a flight recorder, colloquially known as a black box; although it is now orange-colored for easy search, is an electronic recording device placed in an aircraft for the purpose of facilitating the investigation of aviation accidents and incidents. With the advancement in technology and cost coming down, in our project we attempt to build similar device for our cars, not only this device will help us in post-crash analysis but also it will help us in quicker emergency rescue operation. Our research has been targeted towards building an integrated system for emergency rescue services in the event of a road accident. The purpose of the project is to find the accident location using GPS module and to send this location by means of sending a message using GSM module to the pre-coded number. This system is usually placed inside the vehicle. It reduces the time it takes for emergency rescue to arrive at the crash location.
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Pramono, Agus, Jason H. Middleton, and Carlo Caponecchia. "Civil Aviation Occurrences in Indonesia." Journal of Advanced Transportation 2020 (May 29, 2020): 1–17. http://dx.doi.org/10.1155/2020/3240764.
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Globally, civil air traffic has been growing rapidly in recent years, and with this growth, there has been a considerable improvement in air safety. However, in Indonesia, the recent rate of incidents and accidents in aviation is far higher than the global average. This study aims to assess civil aviation safety occurrences in Indonesia and, for the first time, to investigate factors contributing to these occurrences within commercial Indonesian aviation operations. In this study, 97 incident/accident investigation reports published by the Indonesian National Transportation Safety Committee between 2007 and 2015 were analysed. The most common occurrences involved Runway Excursions, Loss of Control In-Flight, and Controlled Flight into Terrain. In terms of the likelihoods of the occurrences and the severity of consequences, Runway Excursions were more common while Loss of Control In-Flight and Controlled Flight into Terrain events were more severe and often involved fatalities. In Indonesia, Runway Excursions were usually nonfatal and comprised 45% of the occurrences for commercial flights, compared to 34% globally. Further, in this study, weather and Crew Resource Management issues were found to be common contributing factors to the occurrences. Weather was a contributing factor for almost 50% of the occurrences involving Indonesian commercial flights. Adverse weather contributed to Loss of Visual Reference for visual flight operations in mountainous areas, which contributed to the majority of Indonesian fatal accidents. The combination of Indonesian monsoon climate and mountainous weather characteristics appears to provide many risks, mitigation of which may require specialist pilot training, particularly for multicrew aircraft. In identifying the main contributing factors, this study will hopefully provide motivation for changes in training and operations to enhance future aviation safety in Indonesia.
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Milroy, Christopher M. "Deaths from Environmental Hypoxia and Raised Carbon Dioxide." Academic Forensic Pathology 8, no. 1 (March 2018): 2–7. http://dx.doi.org/10.23907/2018.001.
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This paper reviews deaths in which there is an environment that is low in oxygen and/or has elevated levels of carbon dioxide. These deaths present problems to autopsy pathologists, as the autopsy is typically negative and postmortem toxicology cannot be used to detect the effects of hypoxia and raised levels of carbon dioxide. Deaths from hypoxia and raised carbon dioxide may be encountered in work-and nonwork-related environments. Typically these are accidents, but suicides may be encountered and criminal charges may follow these events. Environments that have been associated with these events include mines, tunnels, sewers, and pits. Transportation incidents may also be associated with hypoxic events, particularly aircraft and submarines. When an atmosphere low in oxygen is entered, collapse can be rapid, or immediate if the environmental oxygen is below 6%. Environments rich in carbon dioxide can also cause death, even with a high oxygen concentration. Such environments may be encountered in industrial settings, but also occur in natural disasters such as the Lake Nyos disaster. The identification of these deaths typically requires a coordinated investigation with safety inspectors and other experts in industrial- and work-related deaths.
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Christopher, A. B. Arockia, V. Shunmughavel Vivekanandam, A. B. Antony Anderson, S. Markkandeyan, and V. Sivakumar. "Large-scale data analysis on aviation accident database using different data mining techniques." Aeronautical Journal 120, no. 1234 (November 22, 2016): 1849–66. http://dx.doi.org/10.1017/aer.2016.107.
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ABSTRACTData mining is an iterative process in which progress is defined by discovery through either automatic or manual methods. A data cleaning procedure is proposed to improve the quality of classification tasks in the knowledge discovery process by taking into account both redundant and conflicting data. The redundancy check is performed on the original dataset and the resultant dataset is preserved. This resultant dataset is then checked for conflicting data and, if any are found, they are corrected and updated on the original aircraft dataset. This updated dataset is then classified using a variety of classifiers such as Bayes, functions, lazy, MISC, rules and decision trees. The performance of the updated datasets on these classifiers is examine, and the result shows a significant improvement in the classification accuracy after redundancy and conflicts are removed. The conflicts after correction are updated in the original dataset, and when the performance of the classifier is evaluated, great improvement is observed. This paper aims to address how data mining techniques can be used to understand complex system accidents in the aviation domain. Decision trees are considered to be the one of the most powerful and popular approaches in knowledge discovery and data mining. The objective is to develop a classification model for aviation risk investigation and reduction using a decision tree induction method that enhances the ability to form decision trees and thereby proves that the classification accuracy of decision trees is greater. Different feature selectors are used in this study in order to reduce the number of initial attributes.
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Tiller, KG, LH Smith, RH Merry, and PM Clayton. "The dispersal of automotive lead from metropolitan Adelaide into adjacent rural areas." Soil Research 25, no. 2 (1987): 155. http://dx.doi.org/10.1071/sr9870155.
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About 600 surface samples and key horizons of 240 soil profiles from a 90 x 20 km study area extending from the metropolitan area of Adelaide, South Australia, to its rural hinterland, were analysed for lead. Atmospheric fallout was collected monthly at 19 locations for 2 years, and up to 3 years at fewer sites in the same area. Lead in atmospheric fallout showed little year-to-year variation and tended to be seasonally controlled with highest values in winter. Collection of lead in fallout was unaffected by the filtering action of vegetation. The lead content of surface soils and atmospheric fallout showed that part of petrol-lead emitted within Adelaide from automotive exhausts has measurably contaminated the rural landscape to about 50 km downwind of the city. The variation in lead content of surface soils in the agricultural region near Adelaide can be largely explained in terms of accessions of aerosol-lead of automotive origin. This research complements previous investigations which showed that the lead isotopic compositions of selected soils were close to the composition of the lead tetraethyl used in South Australia. An environmental budget showed that only 3% of the lead in petrol burned in Adelaide has been dispersed via the atmosphere beyond the immediate highway zone, and deposited on the land surface within 50 km of the city centre. On the assumption that no more than 35% of the lead is retained within the vehicle, and that about half of the total burned lead is deposited near the roadway, the 30% of the total lead which cannot be accounted for (about 200 t at the time of this study) has probably dispersed beyond the study region and should be viewed as a contribution to continental and global pollution. Lead levels measured in rainfall, air and soils were low in relation to the accepted standards and experience. Although the lead levels were low, this investigation indicates the likely dispersal pattern of other pollutants with similar atmospheric residence times, and thus provides guidance to planning decisions concerning placement of polluting industries, and in relation to possible industrial accidents which cause pollution.
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Wells, K. C., D. B. Millet, N. Bousserez, D. K. Henze, S. Chaliyakunnel, T. J. Griffis, Y. Luan, et al. "Simulation of atmospheric N<sub>2</sub>O with GEOS-Chem and its adjoint: evaluation of observational constraints." Geoscientific Model Development 8, no. 10 (October 8, 2015): 3179–98. http://dx.doi.org/10.5194/gmd-8-3179-2015.
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Abstract. We describe a new 4D-Var inversion framework for nitrous oxide (N2O) based on the GEOS-Chem chemical transport model and its adjoint, and apply it in a series of observing system simulation experiments to assess how well N2O sources and sinks can be constrained by the current global observing network. The employed measurement ensemble includes approximately weekly and quasi-continuous N2O measurements (hourly averages used) from several long-term monitoring networks, N2O measurements collected from discrete air samples onboard a commercial aircraft (Civil Aircraft for the Regular Investigation of the atmosphere Based on an Instrument Container; CARIBIC), and quasi-continuous measurements from the airborne HIAPER Pole-to-Pole Observations (HIPPO) campaigns. For a 2-year inversion, we find that the surface and HIPPO observations can accurately resolve a uniform bias in emissions during the first year; CARIBIC data provide a somewhat weaker constraint. Variable emission errors are much more difficult to resolve given the long lifetime of N2O, and major parts of the world lack significant constraints on the seasonal cycle of fluxes. Current observations can largely correct a global bias in the stratospheric sink of N2O if emissions are known, but do not provide information on the temporal and spatial distribution of the sink. However, for the more realistic scenario where source and sink are both uncertain, we find that simultaneously optimizing both would require unrealistically small errors in model transport. Regardless, a bias in the magnitude of the N2O sink would not affect the a posteriori N2O emissions for the 2-year timescale used here, given realistic initial conditions, due to the timescale required for stratosphere–troposphere exchange (STE). The same does not apply to model errors in the rate of STE itself, which we show exerts a larger influence on the tropospheric burden of N2O than does the chemical loss rate over short (< 3 year) timescales. We use a stochastic estimate of the inverse Hessian for the inversion to evaluate the spatial resolution of emission constraints provided by the observations, and find that significant, spatially explicit constraints can be achieved in locations near and immediately upwind of surface measurements and the HIPPO flight tracks; however, these are mostly confined to North America, Europe, and Australia. None of the current observing networks are able to provide significant spatial information on tropical N2O emissions. There, averaging kernels (describing the sensitivity of the inversion to emissions in each grid square) are highly smeared spatially and extend even to the midlatitudes, so that tropical emissions risk being conflated with those elsewhere. For global inversions, therefore, the current lack of constraints on the tropics also places an important limit on our ability to understand extratropical emissions. Based on the error reduction statistics from the inverse Hessian, we characterize the atmospheric distribution of unconstrained N2O, and identify regions in and downwind of South America, central Africa, and Southeast Asia where new surface or profile measurements would have the most value for reducing present uncertainty in the global N2O budget.
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Beuran, M. "TRAUMA CARE: HIGHLY DEMANDING, TREMENDOUS BENEFITS." Journal of Surgical Sciences 2, no. 3 (July 1, 2015): 111–14. http://dx.doi.org/10.33695/jss.v2i3.117.
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From its beginning, mankind suffered injuries through falling, fire, drowning and human aggression [1]. Although the frequency and the kinetics modifiy over millennia, trauma continues to represent an important cause of morbidity and mortality even in the modern society [1]. Significant progresses in the trauma surgery were due to military conflicts, which next to social sufferance came with important steps in injuries’ management, further applied in civilian hospitals. The foundation of modern trauma systems was started by Dominique Jean Larrey (1766-1842) during the Napoleonic Rin military campaign from 1792. The wounded who remained on the battlefield till the end of the battle to receive medical care, usually more than 24 hours, from that moment were transported during the conflict with flying ambulances to mobile hospitals. Starting with the First World War, through the usage of antiseptics, blood transfusions, and fracture management, the mortality decreased from 39% in the Crimean War (1853–1856) to 10%. One of the most preeminent figures of the Second World War was Michael DeBakey, who created the Mobile Army Surgical Hospitals (MASH), concept very similar to the Larrey’s unit. In 1941, in England, Birmingham Accident Hospital was opened, specially designed for injured people, this being the first trauma center worldwide. During the Golf War (1990–1991) the MASH were used for the last time, being replaced by Forward Surgical Teams, very mobile units satisfying the necessities of the nowadays infantry [1].
Nowadays, trauma meets the pandemic criteria, everyday 16,000 people worldwide are dying, injuries representing one of the first five causes of mortality for all the age groups below 60 [2]. A recent 12-month analysis of trauma pattern in the Emergency Hospital of Bucharest revealed 141 patients, 72.3% males, with a mean age of 43.52 ± 19 years, and a mean New Injury Severity Score (NISS) of 27.58 ± 11.32 [3]. The etiology was traffic related in 101 (71.6%), falls in 28 (19.9%) and crushing in 7 (5%) cases. The overall mortality was as high as 30%, for patients with a mean NISS of 37.63 [3].
At the scene, early recognition of severe injuries and a high index of suspicion according to trauma kinetics may allow a correct triage of patients [4]. A functional trauma system should continuously evaluate the rate of over- and under-triage [5]. The over-triage represents the transfer to a very severe patient to a center without necessary resources, while under-triage means a low injured patient referred to a highly specialized center. If under-triage generates preventable deaths, the over-triage comes with a high financial and personal burden for the already overloaded tertiary centers [5]. To maximize the chance for survival, the major trauma patients should be transported as rapid as possible to a trauma center [6]. The initial resuscitation of trauma patients was divided into two time intervals: ten platinum minutes and golden hour [6]. During the ten platinum minutes the airways should be managed, the exsanguinating bleeding should be stopped, and the critical patients should be transported from the scene. During the golden hour all the life-threatening lesions should be addressed, but unfortunately many patients spend this time in the prehospital setting [6]. These time intervals came from Trunkey’s concept of trimodal distribution of mortality secondary to trauma, proposed in 1983 [7]. This trimodal distribution of mortality remains a milestone in the trauma education and research, and is still actual for development but inconsistent for efficient trauma systems [8].
The concept of patients’ management in the prehospital setting covered a continuous interval, with two extremities: stay and play/treat then transfer or scoop and run/ load and go. Stay and play, usually used in Europe, implies airways securing and endotracheal intubation, pleurostomy tube insertion, and intravenous lines with volemic replacement therapy. During scoop and run, used in the Unites States, the patient is immediately transported to a trauma center, addressing the immediate life-threating injuries during transportation.
In the emergency department of the corresponding trauma center, the resuscitation of the injured patients should be done by a trauma team, after an orchestrated protocol based on Advanced Trauma Life Support (ATLS). The modern trauma teams include five to ten specialists: general surgeons trained in trauma care, emergency medicine physicians, intensive care physicians, orthopedic surgeons, neurosurgeons, radiologists, interventional radiologists, and nurses. In the specially designed trauma centers, the leader of the trauma team should be the general surgeon, while in the lower level centers this role may be taken over by the emergency physicians.
The implementation of a trauma system is a very difficult task, and should be tailored to the needs of the local population. For example, in Europe the majority of injuries are by blunt trauma, while in the United States or South Africa they are secondary to penetrating injuries. In an effort to analyse at a national level the performance of trauma care, we have proposed a national registry of major trauma patients [9]. For this registry we have defined major trauma as a New Injury Severity Score higher than 15. The maintenance of such registry requires significant human and financial resources, while only a permanent audit may decrease the rate of preventable deaths in the Romanian trauma care (Figure 1) [10].
Figure 1 - The website of Romanian Major Trauma Registry (http://www.registrutraume.ro).
USA - In the United States of America there are 203 level I centers, 265 level II centers, 205 level III or II centers and only 32 level I or II pediatric centers, according to the 2014 report of National Trauma Databank [11]. USA were the first which recognized trauma as a public health problem, and proceeded to a national strategy for injury prevention, emergency medical care and trauma research. In 1966, the US National Academy of Sciences and the National Research Council noted that ‘’public apathy to the mounting toll from accidents must be transformed into an action program under strong leadership’’ [12]. Considerable national efforts were made in 1970s, when standards of trauma care were released and in 1990s when ‘’The model trauma care system plan’’[13] was generated. The American College of Surgeons introduced the concept of a national trauma registry in 1989. The National Trauma Databank became functional seven years later, in 2006 being registered over 1 million patients from 600 trauma centers [14].
Mortality from unintentional injury in the United States decreased from 55 to 37.7 per 100,000 population, in 1965 and 2004, respectively [15]. Due to this national efforts, 84.1% of all Americans have access within one hour from injury to a dedicated trauma care [16].
Canada - A survey from 2010 revealed that 32 trauma centers across Canada, 16 Level I and 16 Level II, provide definitive trauma care [18]. All these centers have provincial designation, and funding to serve as definitive or referral hospital. Only 18 (56%) centers were accredited by an external agency, such as the Trauma Association of Canada. The three busiest centers in Canada had between 798–1103 admissions with an Injury Severity Score over 12 in 2008 [18].
Australia - Australia is an island continent, the fifth largest country in the world, with over 23 million people distributed on this large area, a little less than the United States. With the majority of these citizens concentrated in large urban areas, access to the medical care for the minority of inhabitants distributed through the territory is quite difficult. The widespread citizens cannot be reached by helicopter, restricted to near-urban regions, but with the fixed wing aircraft of the Royal Flying Doctor Service, within two hours [13]. In urban centers, the trauma care is similar to the most developed countries, while for people sparse on large territories the trauma care is far from being managed in the ‘’golden hour’’, often extending to the ‘’Golden day’’ [19].
Germany - One of the most efficient European trauma system is in Germany. Created in 1975 on the basis of the Austrian trauma care, this system allowed an over 50% decreasing of mortality, despite the increased number of injuries. According to the 2014 annual report of the Trauma Register of German Trauma Society (DGU), there are 614 hospitals submitting data, with 34.878 patients registered in 2013 [20]. The total number of cases documented in the Trauma Register DGU is now 159.449, of which 93% were collected since 2002. In the 2014 report, from 26.444 patients with a mean age of 49.5% and a mean ISS of 16.9, the observed mortality was 10% [20].
The United Kingdom - In 1988, a report of the Royal College of Surgeons of England, analyzing major injuries concluded that one third of deaths were preventable [21]. In 2000, a joint report from the Royal College of Surgeons of England and of the British Orthopedic Association was very suggestive entitled "Better Care for the Severely Injured" [22]. Nowadays the Trauma Audit Research network (TARN) is an independent monitor of trauma care in England and Wales [23]. TARN collects data from hospitals for all major trauma patients, defined as those with a hospital stay longer than 72 hours, those who require intensive care, or in-hospital death. A recent analysis of TARN data, looking at the cost of major trauma patients revealed that the total cost of initial hospital inpatient care was £19.770 per patient, of which 62% was attributable to ventilation, intensive care and wards stays, 16% to surgery, and 12% to blood transfusions [24].
Global health care models
Countries where is applied
Functioning concept
Total healthcare costs from GDP
Bismarck model
Germany
Privatized insurance companies (approx. 180 nonprofit sickness funds). Half of the national trauma beds are publicly funded trauma centers; the remaining are non-profit and for-profit private centers.
11.1%
Beveridge model
United Kingdom
Insurance companies are non-existent. All hospitals are nationalized.
9.3%
National health insurance
Canada, Australia, Taiwan
Fusion of Bismarck and Beveridge models. Hospitals are privatized, but the insurance program is single and government-run.
11.2% for Canada
The out-of-pocket model
India, Pakistan, Cambodia
The poorest countries, with undeveloped health care payment systems. Patients are paying for more than 75% of medical costs.
3.9% for India
GDP – gross domestic product
Table 1 - Global health care models with major consequences on trauma care [17].
Traumas continue to be a major healthcare problem, and no less important than cancer and cardiovascular diseases, and access to dedicated and timely intervention maximizes the patients’ chance for survival and minimizes the long-term morbidities. We should remember that one size does not fit in all trauma care. The Romanian National Trauma Program should tailor its resources to the matched demands of the specific Romanian urban and rural areas.
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Stanton, Anthony A., Sidney W. Dekker, Patrick S. Murray, and Gui Lohmann. "Testing the Compliance Behavior Model in General Aviation." Aviation Psychology and Applied Human Factors, December 2, 2020, 1–10. http://dx.doi.org/10.1027/2192-0923/a000200.
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Abstract. Australian general aviation accident data show pilots who conduct operations into adverse weather, when against the rules, remain as a significant cause of fatal accidents. This paper presents the background, methodology, and results of a theory of planned behavior (TPB) elicitation study, which extracted key psychological beliefs of aircraft pilots in such circumstances. The present study established a psychometric survey instrument with items that are valid and reliable, to then further explore the TPB psychological constructs concerning the intentions of pilots when presented with adverse weather. Given the principled deliberations associated with rule-related behavior, the project explores an extension of the TPB by investigating the addition of two psychological constructs – personal norms and anticipated affect and their power to provide a discrete contribution and improved explanation of variance.
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Kasprzyk, Piotr Jan, and Anna Konert. "Reporting and Investigation of Unmanned Aircraft Systems (UAS) Accidents and Serious Incidents. Regulatory Perspective." Journal of Intelligent & Robotic Systems 103, no. 1 (August 3, 2021). http://dx.doi.org/10.1007/s10846-021-01447-6.
Full textAbstract:
AbstractNaturally, the ever-growing number of drone operations conducted worldwide carries with it an increase in the number of safety-related incidents and occurrences. The reporting and subsequent investigation of unmanned aircraft system (UAS) accidents and serious incidents seems like a proven solution towards improving operational safety. Such procedures also stem from the fact that UAS are of recognized as aircraft – and aircraft accidents and serious incidents are subject to obligatory investigation. From a technical perspective, a key issue concerns discrepancies in the investigation process as there are significant differences between manned and unmanned aviation operations. From a regulatory perspective, one key question is to what extent should it be obligatory to conduct independent technical investigation of occurrences involving UAS? Such occurrences are not only accidents and serious incidents that involve both UAS and manned aircraft, where “traditional” rules of conducting a full and independent technical investigation apply – the majority occurrences involve only UAS that were either destroyed, damaged or acted as a hazard to third parties. The method of study comprised of content analysis of existing legislation. Current doctrines were confronted with existing regulations, documents, materials, safety reports and statistics. Results of the study shows that the extension of regulations created for manned aviation accident reporting and investigation may not be enough, and certain improvements are necessary, e.g. to standardize the reporting of occurrences and the criteria to conduct a formal accidents and serious incidents investigation. It is also reasonable to take actions aimed at raising awareness among UAS users of the need to report accidents and serious incidents, as well as engage them in the investigative process. The lack of standardization in this field has resulted in the lack of data that is “good enough” to indicate the main causes and factors that contribute to UAS accidents.
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Kalagher, Hilary, Alex de Voogt, and Colin Boulter. "Situational Awareness and General Aviation Accidents." Aviation Psychology and Applied Human Factors, August 11, 2021. http://dx.doi.org/10.1027/2192-0923/a000207.
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Abstract. Situational awareness is a concept increasingly used in aircraft accident investigation reports. We analyzed 94 general aviation accidents in which situational awareness was mentioned by the National Transportation Safety Board investigator to determine factors that are significantly more often associated with fatality. We found a consistent use of the situational awareness concept, mainly applied to situations in which aircraft inadvertently collided with each other, with other man-made objects, and with various kinds of terrain. A significantly higher proportion of fatal accidents occurred during nighttime, in instrument meteorological conditions, or low visibility conditions. In addition, flights occurring during the cruise phase or in combination with spatial or geographical disorientation proved most often fatal.
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ADHIKARI, RAVI. "AIRCRAFT ACCIDENT INVESTIGATION SYSTEM IN AVIATION INDUSTRY DURING AIR TRANSPORTATION." INTERANTIONAL JOURNAL OF SCIENTIFIC RESEARCH IN ENGINEERING AND MANAGEMENT 06, no. 05 (May 7, 2022). http://dx.doi.org/10.55041/ijsrem12937.
Full textAbstract:
The research starts with discussing the aircraft accident investigation which is defined as a process conducted for the purpose of accident prevention and focused on the circumstances of the accident including gathering, recording and analysing all of the available information, the drawing of conclusions, and the determination of accident causes . Despite the attitude and commitment to achieving the above purpose, accident investigations may become a cumbersome task associated with significant costs and uncertainty. This can potentially contribute to some accidents being assigned an unknown cause as seen in global aircraft accident statistics for the past 50 years. Thus, the investigation process has been subjected to constant review in order to improve its outcomes and to help enhance air traffic safety. This research work aims to contribute to this constant review process by examining possible methods of improving the efficiency of aircraft accident investigation. As a result, initially the question of how to comprehensively consider the complex investigation procedure was raised. The work concludes that an intuitive and interdisciplinary approach must be vital elements of any contemporary method used for establishing a set of priorities for further improvement of aircraft accident investigation. Hence, the interpolations methods, including an analysis of accident statistics and Delphi enquiry, are appropriate tools in analysing and drawing conclusions for further improving the investigation. The statistical data examined contained the number of accidents which occurred between 1950 and 2004 worldwide including accident distribution over the past, causal factors, and casualty count. The importance of statistics as a research tool has long been appreciated by ICAO (International Civil Aviation Organization) which sees accidents statistics as a tool for ‘understanding the past, explaining the present and planning for the future.
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Sopilko, Iryna M., and Dmytro O. Bezzubov. "ACCIDENTS ON BOARD AN AIRCRAFT: GOALS AND OBJECTIVES OF THE INVESTIGATION." Scientific works of National Aviation University. Series: Law Journal "Air and Space Law" 4, no. 53 (December 24, 2019). http://dx.doi.org/10.18372/2307-9061.53.14287.
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"New Type of Aeronautical Risk Assessment: Performance of Kohonen SelfOrganizing Maps in Identifying Brazilian Aircraft with Greater Associated Risks." Journal of Genetic Engineering and Biotechnology Research 4, no. 3 (September 5, 2022). http://dx.doi.org/10.33140/jgebr.04.03.04.
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The purpose of this paper is to present a new way of assessing aeronautical risk using a configuration of Kohonen Self-Organizing Maps (SOM) to identify the Brazilian aircrafts more likely to be involved in aeronautical accidents and the riskiest Brazilian aircrafts. The technique described is classified as predictive for managing aeronautical risks, according to DOC 9859, and can be used both in the context of prevention and investigation of aeronautical accidents/incidents, as well as in the context of the insurance industry. Using this technique, it was possible to identify the 147 Brazilian aircraft with the highest associated probabilities of occurrence of aeronautical accidents, and the 180 with the highest associated risks. Five years after this identification, the respective percentages of aeronautical accidents/incidents were 34% and 27%. The application of this technique can help achieve the objective of the aeronautical community in determining what, where, and when the next aeronautical accidents and/or incidents will occur. Another aspect of the present work is to demonstrate that data collected by the national civil aviation agency in Brazil can be used to implement a predictive methodology for the management of safety in civil aviation.
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Al-Rabeei, Samer, Omar Alharasees, and Utku Kale. "Human Factors Analysis and Classification System - AHP Drone Model Assessment." Acta Avionica Journal, December 28, 2022, 41–49. http://dx.doi.org/10.35116/aa.2022.0030.
Full textAbstract:
Drone systems have become increasingly applied to various commercial, technical, agricultural, and military sectors. With the emerging significant effects on the frequency of drone accidents in many situations and areas, it has become increasingly necessary to form unmanned aircraft systems and usage limitations. The first step to do that is by highlighting the sources of accidents in the current process. The Human Factors Analysis and Classification System (HFACS) is the main technique for accident risk assessments in drone systems which clusters the accident key factors causes into 4 basic domains. In this study, 4 categories of drone experts participated in the study. The research utilized a new approach that integrates an analytical hierarchical decision-making model with the HFACS for drone accident causation investigation. The results of the study showed discrepancies among the different groups of drone operators and identified organizational factors and unsafe actions as being key issues in the evaluation.
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Cen, Fei, Qing Li, Zhitao Liu, Lei Zhang, and Yong Jiang. "Post-stall flight dynamics of commercial transport aircraft configuration: A nonlinear bifurcation analysis and validation." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering, July 29, 2020, 095441002094408. http://dx.doi.org/10.1177/0954410020944085.
Full textAbstract:
Loss-of-control has become the largest fatal accident category for worldwide commercial jet accidents, and any initiative aimed at preventing such events requires an understanding of the fundamental aircraft behavior, especially the flight dynamics at post-stall region at which loss-of-control usually occurred. A series of low-speed static and dynamic wind tunnel tests of the Common Research Model over a large angle of attack/sideslip envelope was conducted and a non-linear aerodynamic model was developed. The bifurcation analysis, complemented by time-history simulation was used to understand the post-stall flight dynamics and the numerical analysis results were preliminary validated by wind tunnel virtual flight test. Several representative post-stall behaviors for the transport aircraft have been identified, including departure, periodic oscillation, post-stall gyration and steep spiral, etc. Furthermore, the predicted periodic oscillation in pitch motion has been perfectly duplicated in wind tunnel virtual flight test. The approach used in this work shows a promising way to uncover the flight dynamics of transport aircraft at extreme and loss-of-control flight conditions, as well as to apply to nonlinear unsteady aerodynamics modeling and validation, flight accident investigation, advanced flight control law design or studying initiative for loss-of-control prevention or mitigation.