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Journal articles on the topic 'Aircraft accidents'
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1
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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Walton, Robert O., and P. Michael Politano. "Characteristics of General Aviation Accidents Involving Male and Female Pilots." Aviation Psychology and Applied Human Factors 6, no. 1 (May 2016): 39–44. http://dx.doi.org/10.1027/2192-0923/a000085.
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Abstract. Studies examining aviation accidents have not found differences in accident rates by gender, although there may be gender differences in the types of accident. One study examined accident rates of male and female private pilots and found that males were more likely to have accidents related to inattention or poor planning while female pilots were more likely to have accidents due to mishandling of the aircraft. This research analyzed the National Transportation Safety Board’s (NTSB) aviation accident database system to examine the severity of injury and aircraft damage in general aviation accidents by gender. The data indicated that female pilots have accidents with higher aircraft damage and personnel injury rates at lower levels of training and experience compared with male pilots, but they then have significantly fewer accidents compared with male pilots at higher levels of experience.
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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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Baker, Frank J., and Jacek B. Franaszek. "Lessons from a DC10 Crash, American Airlines, Flight 191, Chicago, Illinois." Journal of the World Association for Emergency and Disaster Medicine 1, no. 2 (1985): 189–96. http://dx.doi.org/10.1017/s1049023x00065560.
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With the development and deployment of commercial jet aircraft in the mid 1950's, airline travel has become commonplace throughout the world. A rapid increase in the numbers of aircraft, airline routes, and flying time has occurred. New technology has added sophisticated and complicated gear to aircraft and their support systems. Every new system has the potential for failure and to some extent additional components increase the risk of technological breakdown. The increased chance of technological breakdown favors an increase in aircraft accidents. Fortunately, development and utilization of sophisticated redundant electronic and mechanical improvements aimed specifically at improving safety have also occurred. The results of these changes over the past twenty-five years has been a decreasing rate of accidents per mile flown. Due to the tremendous increase in flying, however, the absolute numbers of accidents associated passenger morbidity and mortality have risen (1). For the health care system, the major impact has resulted from the absolute increase in aircrash victims.Aircraft accidents have regularly produced mass casualty incidents with the number of victims ranging from a few to several hundred. Aircraft accidents can be divided into essentially four types: mid-air crashes (so called “hard impact”); crashes on takeoff; crashes on landing; and on-ground accidents (“soft impact”). Mid-air accidents are frequently away from population centers and usually there are no survivors. The medical impact therefore is minimal. Accidents occurring on takeoff, landing, and on the ground, occur at or close to airports, and the nature of the accident is such that there may be many victims (1).
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Vuorio, Alpo, Robert Bor, Antti Sajantila, Anna-Stina Suhonen-Malm, and Bruce Budowle. "Commercial Aircraft-Assisted Suicide Accident Investigations Re-Visited—Agreeing to Disagree?" Safety 9, no. 1 (March 12, 2023): 17. http://dx.doi.org/10.3390/safety9010017.
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Background: The number of aircraft-assisted suicides can only be considered a rough estimate because it is difficult and, at times, impossible to identify all cases of suicide. Methods: Four recent reports of accidents occurring in 1997 in Indonesia, 1999 in Massachusetts in the United States, 2013 in Namibia, and 2015 in France related to commercial aircraft-assisted suicides were analyzed. This analysis relied on data extracted from the accident reports that supported aircraft-assisted suicide from the: (a) cockpit voice recorder (CVR) and flight data recorder (FDR), (b) medical history, (c) psychosocial history, (d) toxicology, (e) autopsy, and (f) any methodology that utilized aviation medicine. There are some limitations in this study. Although all analyzed accident investigations followed ICAO Annex 13 guidelines, there is variability in their accident investigations and reporting. In addition, accident investigation reports represent accidents from 1997 to 2015, and during this time, there has been a change in the way accidents are reported. The nature of this analysis is explorative. The aim was to identify how the various aircraft accident investigators concluded that the accidents were due to suicidal acts. Results: In all four accident reports, FDR data were available. CVR data were also available, except for one accident where CVR data were only partially available. Comprehensive medical and psychosocial histories were available in only one of four of the accident reports. Conclusion: To prevent accidents involving commercial aircraft, it is necessary to identify the causes of these accidents to be able to provide meaningful safety recommendations. A detailed psychological autopsy of pilots can and likely will assist in investigations, as well as generate recommendations that will substantially contribute to mitigating accidents due to pilot suicide. Airborne image recording may be a useful tool to provide additional information about events leading up to a crash and thus assist in accident investigations.
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van Doorn, Robert R. A., and Alex J. de Voogt. "Descriptive and Analytical Epidemiology of Accidents in Five Categories of Sport Aviation Aircraft." Aviation Psychology and Applied Human Factors 1, no. 1 (January 2011): 15–20. http://dx.doi.org/10.1027/2192-0923/a00004.
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The present study reports and compares causes of, and factors contributing to, 2,118 documented accidents of sport aviation represented by diverse aircraft types including balloons and blimps, gliders, gyroplanes, and ultralights. For the 26-year period, accidents were aircraft-specific regarding damage, injury severity, and human errors. The likelihood of fatal injuries in sport aviation accidents differs per aircraft category and is related to the phase of flight in which the accident originates and the involvement of aircraft-specific human errors. Results show that amateur-built aircraft are a specific subgroup.
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Wild, Graham. "A Quantitative Study of Aircraft Maintenance Accidents in Commercial Air Transport." Aerospace 10, no. 8 (July 31, 2023): 689. http://dx.doi.org/10.3390/aerospace10080689.
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Aircraft maintenance is defined by the ICAO as the tasks that need to be carried out on an aircraft to ensure its continuing airworthiness. Accidents that result from aircraft maintenance activities are a direct measurable outcome that can be used to broadly assess the effectiveness of maintenance activities. This research seeks to understand the characteristics of aircraft-maintenance-related accidents and how these have changed over time. An exploratory design was utilized, which commenced with a content analysis of 358 accidents from the Aviation Safety Network, followed by a quantitative ex post facto study. The results showed that aircraft-maintenance-related accidents were 1.7 times less fatal compared to all aviation accidents in the database. Fatalities were reduced significantly from the 1990s following major accidents with many fatalities; this was countered by several industry-wide initiatives. However, the number of accidents have continued to grow by one each year. Relative to all accidents, it was found that maintenance contributes to (2.0 ± 0.4)% of all accidents, which increased to (3.8 ± 0.7)% from 1998 to 2019, up from (1.3 ± 0.2)% from 1941 to 1997. However, the rate of maintenance accidents per kilometer flown has decreased exponentially halving every 27.7 years. The results showed that the most common age of an aircraft involved in a maintenance accident was 5 to 15 years, corresponding to the first heavy maintenance period of an aircraft (6 to 12 years). Further results for age showed no correlation to the fatalness of accidents; however, older aircraft were more likely to be written off.
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OCHI, Nobuo. "Recent Aircraft Accidents." Journal of the Japan Society for Aeronautical and Space Sciences 40, no. 467 (1992): 627–39. http://dx.doi.org/10.2322/jjsass1969.40.627.
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Mani, NS, and A. Mehta. "Fatal Aircraft Accidents." Medical Journal Armed Forces India 64, no. 4 (October 2008): 328. http://dx.doi.org/10.1016/s0377-1237(08)80012-3.
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Masius, William, and Thomas Knight. "Ultralight aircraft accidents." Annals of Emergency Medicine 16, no. 12 (December 1987): 1413–14. http://dx.doi.org/10.1016/s0196-0644(87)80457-2.
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de Voogt, Alex, and Kayla Louteiro. "Nose-Over and Nose-Down Accidents in General Aviation: Tailwheels and Aging Airplanes." Safety 10, no. 2 (April 13, 2024): 39. http://dx.doi.org/10.3390/safety10020039.
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Safety in General Aviation has been a continuous concern. About 12% of all airplane accidents in General Aviation involve nose-overs and nose-down events. A total of 134 accidents reported by the National Transportation Safety Board that include nose-overs and nose-downs were analyzed for their main causes. It was found that 35% of the defining events involved a loss of control on the ground while 58% of the total dataset involved tailwheel-type aircraft. A relatively high proportion of aircraft built before 1950 were found, which are also aircraft that have tailwheel-type landing gear, and thereby a higher propensity for ground loops and nose-overs. It is shown that the high accident rate in General Aviation, especially for accidents that did not result in a fatality, was, to an important extent, explained by tailwheel and older aircraft in the US General Aviation airplane fleet struggling with controlling the aircraft on the ground. Attention to this group of aircraft in future studies may help to more effectively address the relatively high accident rates in General Aviation.
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Liebold, Felix, Catherina Hippler, Jan Schmitz, Sirin Yücetepe, Markus Rothschild, and Jochen Hinkelbein. "Fixed-Wing Motorized Aircraft Accidents: Analysis of Injury Severity and Concomitant Factors (2000–2019)." Aerospace Medicine and Human Performance 93, no. 5 (May 1, 2022): 442–49. http://dx.doi.org/10.3357/amhp.5977.2022.
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BACKGROUND: There is a paucity of research on general aviation accidents in Germany. The authorities investigate only a fraction of all national accidents. The current study analyzes existing accident reports and aims to identify injury severity in regard to concomitant risk factors.METHODS: Data of flight accidents was analyzed for aircraft of <5700 kg maximum takeoff weight (MTOW) over a 20-yr period. Besides descriptive data, concomitant factors (type and category of aircraft, date, occupants and outcome, flight phase, etc.) were analyzed. Statistical analysis was performed using the Chi-squared test.RESULTS: The authorities list 1595 aircraft accidents between 2000 and 2019, but only 17.9% of these were analyzed in detail. Accidents of aircraft of <2000 kg MTOW were over-represented between May and September and between Friday and Sunday. The fraction of fatal accidents was highest during cruise. During landing, significantly more mishaps of larger aircraft occurred. The number of seriously injured or deceased occupants was significantly higher for accidents involving private pilots. An occupancy rate of more than three persons on board correlated significantly with fewer number of deaths.CONCLUSIONS: The annual count of aircraft accidents has almost halved during the previous 20 yr. Unfortunately, only a small number of mishaps were further investigated by authorities, which leads to a lack of evaluable data needed for in-depth investigations. The accumulation of larger aircraft mishaps in winter and the superior outcome of professional pilots in terms of safety, as well as the fewer number of mishaps in larger aircraft, should be further investigated.Liebold F, Hippler C, Schmitz J, Yücetepe S, Rothschild M, Hinkelbein J. Fixed-wing motorized aircraft accidents: analysis of injury severity and concomitant factors (2000–2019). Aerosp Med Hum Perform. 2022; 93(5):442–449.
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de Voogt, Alexander J., Caio Hummel Hohl, and Hilary Kalagher. "Sightseeing Accidents with Helicopters and Fixed-Wing Aircraft." Aerospace Medicine and Human Performance 93, no. 6 (June 1, 2022): 532–35. http://dx.doi.org/10.3357/amhp.6000.2022.
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BACKGROUND: Sightseeing operations are characterized by the presence of passengers as well as favorable light and weather conditions. They include both fixed-wing aircraft and helicopters, an aspect that allows for a comparison of these two types of aircraft in similar operations.METHODS: A total of 95 accident reports from 2008 until 2018 were extracted from the NTSB online database, with each mentioning commercial sightseeing as their operation.RESULTS: Out of a total of 95 accidents, 16 were fatal with a total of 58 people suffering fatal injuries. On average 3.625 people died in each fatal accident. There were significantly more accidents in Alaska and Hawaii than expected. There were significantly more accidents caused by the maintenance crew in helicopters than in airplanes, but significantly more pilot-related accidents in fixed-wing aircraft compared to helicopters. Despite favorable light and weather conditions, 37 accidents reported the environment as a contributing factor to the accident.CONCLUSION: Sightseeing accidents show a pronounced difference between helicopters and airplane accidents that point to different approaches when improving safety in either category. Although night and instrument meteorological conditions are largely absent in the dataset, wind conditions and unsuitable terrain are frequently mentioned. The experience of the pilots and the specific geography of the sightseeing area are likely to affect operational safety the most. The specific dangers of unsuitable terrain affect both helicopters and fixed-wing operations and may be assuaged by specific training or briefings.de Voogt AJ, Hummel Hohl C, Kalagher H. Sightseeing accidents with helicopters and fixed-wing aircraft. Aerosp Med Hum Perform. 2022; 93(6):532–535.
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Majumdar, Neelakshi, Karen Marais, and Arjun Rao. "ANALYSIS OF GENERAL AVIATION FIXED-WING AIRCRAFT ACCIDENTS INVOLVING INFLIGHT LOSS OF CONTROL USING A STATE-BASED APPROACH." Aviation 25, no. 4 (December 21, 2021): 283–94. http://dx.doi.org/10.3846/aviation.2021.15837.
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Inflight loss of control (LOC-I) is a significant cause of General Aviation (GA) fixed-wing aircraft accidents. The United States National Transportation Safety Board’s database provides a rich source of accident data, but conventional analyses of the database yield limited insights to LOC-I. We investigate the causes of 5,726 LOC-I fixed‑wing GA aircraft accidents in the United States in 1999–2008 and 2009–2017 using a state-based modeling approach. The multi-year analysis helps discern changes in causation trends over the last two decades. Our analysis highlights LOC-I causes such as pilot actions and mechanical issues that were not discernible in previous research efforts. The logic rules in the state-based approach help infer missing information from the National Transportation Safety Board (NTSB) accident reports. We inferred that 4.84% (1999–2008) and 7.46% (2009–2017) of LOC-I accidents involved a preflight hazardous aircraft condition. We also inferred that 20.11% (1999–2008) and 19.59% (2009–2017) of LOC-I accidents happened because the aircraft hit an object or terrain. By removing redundant coding and identifying when codes are missing, the state-based approach potentially provides a more consistent way of coding accidents compared to the current coding system.
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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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Boyd, Douglas D., and Cass Howell. "Accident Rates, Causes, and Occupant Injury Involving High-Performance General Aviation Aircraft." Aerospace Medicine and Human Performance 91, no. 5 (May 1, 2020): 387–93. http://dx.doi.org/10.3357/amhp.5509.2020.
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BACKGROUND: Spatial disorientation, poor situational awareness, and aerodynamic stalls are often causal/contributory to general aviation accidents. To mitigate against the occurrence of these mishaps Cirrus Aircraft has, since 2002, introduced advanced avionics into their piston airplanes (Cirrus SR20/22). These airplanes are also certificated to more rigorous crashworthiness tests than legacy aircraft approved prior to these standards being codified. Herein, using for comparison two legacy aircraft fleets manufactured prior to 2002, we determined whether a reduced mishap rate for all accidents or relating to the aforementioned causes/contributing factors and/or diminished injury severity for survivable accidents were evident for Cirrus SR20/22 airplanes.METHODS: Accidents (2008–2017) involving Cirrus SR20/22 airplanes (manufactured 2002 or later) and Beechcraft 35/36 (Bonanza) and Mooney 20 models (both manufactured no later than 2001) (14CFR Part 91 rules) were identified (N = 136, 259, 164, respectively) from the NTSB database. Statistical analyses used Poisson distribution/contingency tables/ t- and Mann-Whitney tests.RESULTS: For each year within the 2013–2017 timespan the Cirrus SR20/22 all-accident rate was diminished 39–75% relative to both legacy fleets. Temporally, the fraction of fatal Cirrus SR20/22 accidents, initially higher, declined 50% achieving a lower, or comparable, proportion to the two legacy airframes. Fatal accident rates involving spatial disorientation/situational awareness/aerodynamic stalls were > 80% lower for Cirrus SR20/22 airplanes. For survivable mishaps, Cirrus SR20/22 aircraft showed a lower proportion (0.13 compared with 0.20–0.35) of fatal/serious injuries.CONCLUSION: Toward improving legacy aircraft safety, owners should be encouraged to upgrade their avionics for mitigating against the occurrence of such human-factor-related mishaps and install airbags to minimize injury severity.Boyd DD, Howell C. Accident rates, causes, and occupant injury involving high-performance general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(5):387–393.
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Taneja, Narinder. "Human Factors in Aircraft Accidents: A Holistic Approach to Intervention Strategies." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, no. 1 (September 2002): 160–64. http://dx.doi.org/10.1177/154193120204600133.
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Human error has been implicated in almost 70–80% of civil and military aviation accidents. It appears that attempts to understand human factors in aircraft accidents and apply remedial strategies have been made in isolation in addressing a particular link in the whole process of aircraft accident prevention. The suggested holistic approach to minimize aircraft accidents, aims to provide a composite and macroscopic view of the activities within the aviation environment that can be targeted to produce the desired results. It also provides a microscopic look at possible domains within each link. Targeting one particular aspect or link in the entire process may or may not influence the other components in the loop. Such an approach would address the experience and certainty of safety investigators with regards to contribution of human factors in aircraft accidents and the understanding of temporal relation between various human factors at one end to issues of intervention strategies based on sound human factors principles and a follow up evaluation of the impact of these intervention strategies on the other end. The influence of safety culture in integrating the diverse components of the accident prevention program is highlighted.
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de Voogt, Alexander J., and Jason Brause. "A Regional Approach to Aviation Accident Analysis in Hawaii." Aerospace Medicine and Human Performance 94, no. 3 (March 1, 2023): 131–34. http://dx.doi.org/10.3357/amhp.6133.2023.
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BACKGROUND: The geographical circumstances, such as mountains and ocean, and specific aviation operations, especially sightseeing, make the state of Hawaii stand out in aviation. These conditions support a regional approach to aviation accident analysis.METHODS:Accident reports of aviation accidents collected from the online National Transportation Safety Board database were used to study a 10-yr time period between 2008 and 2017.RESULTS: There was a significantly higher proportion of fatal accidents during night, dawn, and dusk (6 out of 13) than during daytime (13 out of 74). In addition, a significantly higher proportion of accidents occurred in diminished light conditions among fixed wing airplanes (11 out of 48) as opposed to other aircraft (2 out of 39), and among twin-engine aircraft (6 out of 12) as opposed to single-engine aircraft (7 out of 74). Out of seven weight-shift control aviation accidents, four were reported to be fatal; the latter all took place during instruction.DISCUSSION: Light conditions are the main environmental concern in Hawaiian aviation that particularly affect twin-engine fixed wing aircraft and warrant specific attention in advanced training exercises. Helicopter operations have not exhibited a diminished safety record since the 1990s, showing a lasting effect of a previous safety intervention. A relatively high number of fatal weight-shift control aircraft accidents requires further research in other parts of the United States.de Voogt AJ, Brause J. A regional approach to aviation accident analysis in Hawaii. Aerosp Med Hum Perform. 2023; 94(3):131–134.
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Hanif, Muhammad Wali. "Aircraft Accident Provisions in Islamic Jurisprudence." Journal of Humanities and Social Sciences Studies 5, no. 3 (March 26, 2023): 97–117. http://dx.doi.org/10.32996/jhsss.2023.5.3.15.
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Aircraft accidents have become a serious problem that is difficult to solve despite all efforts made by governments, regular bodies and others to solve the problem. However, the danger is constantly increasing as it causes the loss of hundreds of thousands of lives. It affects millions of people around the world. Transportation in all its forms by land, sea and air, public or private, is one of the main pillars for the development and growth of people and societies. Therefore, accidents that occur by means of transportation in all their forms must be avoided, which is a cause for concern and threatens the safety and health of transportation. The right to life is one of the fundamental human rights that no one has the right to violate. Preserving human life and soul is one of the purposes of the Sharia. Islamic Sharia considers assaulting and killing an innocent person a major crime and a great sin, making the amount of punishment necessary for the perpetrators of premeditated murder. This research deals with the subject of the provisions of aircraft accidents in light of Islamic jurisprudence. In this research, an analytical and descriptive approach was used. Researching this issue is necessary because most traffic accidents result in material or non-material damages. And the need to know the legal provisions of those who commit these incidents directly or indirectly. As a guarantee of physical and physical damage, the nature of this guarantee and who is responsible for it or to whom it goes. In this research, I seek to explain the concept of aircraft accidents, the causes of aircraft accidents that are different, and the provisions of aircraft accidents whose ruling differs due to the intent of the perpetrator. If it is an unreliable accident, it is not guaranteed, and if it is an unreliable accident due to the failure of the commander, it is guaranteed. And if it is approved, it is considered premeditated murder, and retaliation is required for it. At the end of the article, I explained the ruling on hijacking planes, that it is the same as the crime of spearing. Its rulings explained its punishment in the light of Islamic jurisprudence.
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de Voogt, Alexander J., Caio Hummel Hohl, and Hilary Kalagher. "Fatality and Operational Specificity of Helicopter Accidents on the Ground." Aerospace Medicine and Human Performance 92, no. 7 (July 1, 2021): 593–96. http://dx.doi.org/10.3357/amhp.5801.2021.
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INTRODUCTION: Accidents with aircraft standing are more likely with helicopters than fixed-wing aircraft due to the common presence of off-airport landings and the possibility of the rotor system to strike objects in its immediate surroundings.METHODS: A total of 115 accidents involving helicopters characterized as standing as a broad phase of flight were selected from the NTSB online database for the period 1998 until 2018.RESULTS: Accidents reporting fatal (8.7) or serious injuries (7.8) were significantly less likely to occur when the aircraft was substantially damaged (84.3) or destroyed (5.2). The majority of the cases occurred after off-airport landings (57.4), which were reported significantly more often in Alaska (N= 15). A main rotor strike with an individual was at the basis of each of the 10 fatal accidents in the dataset and in 8 of these cases the cause of the accident was attributed to the victim. None of the accidents occurred in instrument meteorological conditions, but, in particular, high winds and gusts proved a main cause of accident (18.3).CONCLUSION: Pilot, passengers, and crew endangered themselves when they were outside the aircraft while the rotors were still turning. Helicopter operating manuals should highlight the limitations and dangers for wind and wind gusts not only during takeoff and flight, but specifically when standing.de Voogt AJ, Hummel C, Kalagher H. Fatality and operational specificity of helicopter accidents on the ground. Aerosp Med Hum Perform. 2021; 92(7):593596.
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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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Gil-Alana, Luis Alberiko, Carlos Pestana Barros, and Ari Francisco de Araujo. "Aircraft Accidents in Brazil." International Journal of Sustainable Transportation 6, no. 2 (March 2012): 111–26. http://dx.doi.org/10.1080/15568318.2011.566412.
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Nabokov, S. A., S. M. Muzhichek, A. A. Skrynnikov, and V. V. Efanov. "THE METHOD OF PREVENTING THE LONGITUDINAL ROLLING OUT OF THE AIRCRAFT OUTSIDE THE RUNWAY." Vestnik komp'iuternykh i informatsionnykh tekhnologii, no. 187 (2020): 11–17. http://dx.doi.org/10.14489/vkit.2020.01.pp.011-017.
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Rolling the aircraft off the runway is one of the most common causes of air crashes in the world (i.e., accidents with casualties). Sometimes it is called “number one killer” in civil aviation. According to statistics from the IATA (International Air Transport Association), approximately 24 % of the victims accounted for this type of incident. Important factors leading to accidents and flight accidents of aircraft on the runway are the actual condition of the runway coverage and the prevailing weather conditions of the aerodrome. Analysis of the actual state of the airfield network of the Russian Federation, taking into account the factor of the state and size of the runway, showed that from 1992 to the present, the number of existing airports and airfields has decreased from 1,300 to 330, and out of 162 aerodromes of federal significance, 63% can “contribute” to increased risks during takeoff and landing of aircraft. At the landing stage, the greatest danger is that the aircraft rolls out of the runway. Rolling out accounted for about a quarter of all incidents and accidents on air transport and 96 % of all events that occurred on the runway, including 80 % of all accidents. So, according to the WAAS (World Aircraft Accident Summary – Ascend, World Accident Data Foundation), from 1998 to 2007. 141 cases of rolling-out were registered in the world civil aviation, as a result of which 550 people died. Usually, as the aircraft rolls out of the runway, the airframe and landing gear are destroyed. The task of minimizing the risks of aircraft rolling out on landing is of great practical importance. This is due to the fact that, on the one hand, in recent decades there has been a constant increase in the size and mass of cruise ships and, consequently, an increase in landing speed and the required landing distance, which increases the likelihood of rolling out. To solve this problem, it is necessary to develop appropriate methodological support. In the article, the authors propose a new method to prevent longitudinal rolling of aircraft beyond the runway limits at the landing stage.
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Kulik, А. "Artificial Intelligence-Based Aircraft Accident Threat Parrying Method." Proceedings of Telecommunication Universities 7, no. 4 (December 29, 2021): 110–17. http://dx.doi.org/10.31854/1813-324x2021-7-4-110-117.
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An anti-aircraft accident method is proposed, implemented in the decision support module, which is the main element of the flight safety control system and is a dynamic expert system. On the basis of the proposed method, recommendations are formed to the threat countering crew accidents using the information about its psychophysical state, the technical state an aircraft, external influencing factors, as well as a forecast of changes in flight conditions. The advantage of the proposed method is the ability to identify the immediate threat of an accident, as well as the development of management decisions to reduce the impact of the cause of the accident on flight safety. The peculiarity of the method of parrying the threat of an aircraft accident is the classification of management decisions depending on the flight conditions of the aircraft, which will reduce the computational costs for generating a threat parrying signal. Numerical modeling of the work using the assessment of a set of decision support rules made it possible to confirm its performance. The results can be used in systems development for safety an aircraft’s flight, the mathematical support of decision support systems.
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Adelia, Nida, Mustafid Mustafid, and Dwi Ispriyanti. "PENERAPAN METODE POISSON EXPONENTIALLY WEIGHTED MOVING AVERAGE (PEWMA) UNTUK MEMBUAT BAGAN PENGENDALI VARIABEL BERDISTRIBUSI POISSON." Jurnal Gaussian 12, no. 1 (November 28, 2022): 71–80. http://dx.doi.org/10.14710/j.gauss.12.1.71-80.
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Airplane is a mode of transportation that has an accident risk. Aircraft accidents are recorded to occur almost every year in Indonesia. The Poisson distribution is used to model the number of aircraft accidents that occur each year because they have a fixed time and independent. Statistical quality control is applied as a method to monitor the number of fatal aircraft accidents in Indonesia that are within control limits. One method to carry out quality control is to use a control chart. This study aims to apply the Poisson Exponentially Weighted Moving Average (PEWMA) method to create a control chart with a case study of the number of fatal airplane accidents in Indonesia from 1962 to 2021 with a Poisson distribution. The EWMA control chart is used to monitor the average or process variability and is considered effective in detecting small shifts in the process (the shift is said to be small if the shift is less than 1.5σ). The calculation of Average Run Length (ARL) is performed to test the performance of the PEWMA control chart. Control charts with smaller out-of-control ARLs are considered superior and can detect process shifts more quickly than other control charts. Based on the results of the calculation of the ARL value, it was found that the weight of 0.3 is the optimal weight with the smallest ARL value of 1.138 which is able to describe the state of the data on fatal aircraft accidents in Indonesia. The control chart with the optimal weight shows the data on fatal aircraft accidents in Indonesia that are tolerated equal to one.
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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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ЕМЦОВА, И. И., В. В. КОРОЛЕНКО, А. Б. ДОРОШЕНКО, С. И. ЖУКОВА, and А. Г. ГУЛЯЕВ. "METHODOLOGICAL APPROACH TO ASSESSING SOCIO-ECONOMIC DAMAGE FROM AVIATION ACCIDENTS." Экономика и предпринимательство, no. 10(159) (December 4, 2023): 1117–22. http://dx.doi.org/10.34925/eip.2023.159.10.227.
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В данной статье рассмотрен методический подход к оценке социально-экономического ущерба от авиационных происшествий. Следовательно, данная работа имеет актуальность, научную и практическую значимость, поскольку приводит не только к материальному ущербу, но и часто сопровождается человеческими жертвами. В данной работе проанализированы причины авиационных происшествий. Предложены основными пути расследования авиационного происшествия и последующего определения ущерба. Представлена методика оценки экономического ущерба от потери воздушного судна, которая основана на расчетах: остаточной стоимости воздушного судна в результате авиационного происшествия; расчете остаточной стоимости дорогостоящих комплектующих изделий на воздушном судне. Приведена итоговая оценка остаточной стоимости воздушного судна. This article considers the methodological approach to the assessment of socio-economic damage from aviation accidents. Consequently, this work has relevance, scientific and practical significance, since it leads not only to material damage, but is often accompanied by human casualties. This paper analyses the causes of aviation accidents. The main ways of investigation of aviation accidents and subsequent determination of damage are proposed. The methodology of estimation of economic damage from aircraft loss is presented, which is based on calculations: residual value of the aircraft as a result of an aircraft accident; calculation of residual value of expensive components on the aircraft. The final estimate of the residual value of the aircraft is given.
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Tarvainen, Matti, Outi Valtonen, Eystein S. Husebye, and Björn Lund. "Seismic analysis of aircraft accidents." Natural Science 05, no. 07 (2013): 811–17. http://dx.doi.org/10.4236/ns.2013.57098.
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Bennett, G. "Pilot incapacitation and aircraft accidents." European Heart Journal 9, suppl G (May 2, 1988): 21–24. http://dx.doi.org/10.1093/eurheartj/9.suppl_g.21.
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Galea, E. R., K. M. Finney, A. J. P. Dixon, A. Siddiqui, and D. P. Cooney. "An analysis of human behaviour during aircraft evacuation situations using the AASK v3.0 database." Aeronautical Journal 107, no. 1070 (April 2003): 219–31. http://dx.doi.org/10.1017/s0001924000013294.
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AbstractThe Aircraft Accident Statistics and Knowledge (AASK) database is a repository of survivor accounts from aviation accidents. Its main purpose is to store observational and anecdotal data from the actual interviews of the occupants involved in aircraft accidents. The database has wide application to aviation safety analysis, being a source of factual data regarding the evacuation process. It is also key to the development of aircraft evacuation models such as airEXODUS, where insight into how people actually behave during evacuation from survivable aircraft crashes is required. This paper describes recent developments with the database leading to the development of AASK v3.0. These include significantly increasing the number of passenger accounts in the database, the introduction of cabin crew accounts, the introduction of fatality information, improved functionality through the seat plan viewer utility and improved ease of access to the database via the internet. In addition, the paper demonstrates the use of the database by investigating a number of important issues associated with aircraft evacuation. These include issues associated with social bonding and evacuation, the relationship between the number of crew and evacuation efficiency, frequency of exit/slide failures in accidents and exploring possible relationships between seating location and chances of survival. Finally, the passenger behavioural trends described in analysis undertaken with the earlier database are confirmed with the wider data set.
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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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Golovenko, Vladislav. "INVESTIGATION OF THE PROBLEM OF FIRE DEPARTMENT MANAGEMENT AND DEVELOPMENT OF AN ALGORITHM FOR DECISION-MAKING BY THE HEAD OF EMERGENCY RESPONSE IN THE EVENT OF AN AIRCRAFT ACCIDENT." Problems of risk management in the technosphere 2024, no. 1 (April 26, 2024): 163–73. http://dx.doi.org/10.61260/1998-8990-2024-1-163-173.
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This article discusses the problem of managing the emergency response process using the example of aircraft accidents. The mechanism of operation of fire and rescue units in extinguishing aircraft fires is investigated. The analysis of the origin of emergency situations of aircraft accidents has been carried out, on the basis of which the operations of aircraft operation in which the origin of emergency situations is statistically the most likely are determined. Based on the results of the analysis, typical situations of aircraft accidents are presented in the form of graph models. On these models, certain significant and critical situations are highlighted, divided by various aircraft operations. With the help of these graph models and the introduction into the system of dependence of the conducted rescue and other urgent work on the place of occurrence of an emergency, an algorithm was developed to support decision-making for the person responsible for coordinating units and conducting rescue and other urgent work related to the elimination of this kind of emergency situations, which reflects the full range of potential accidents that can happen to an aircraft. This algorithm can be used both for training the heads of fire and rescue units, and for creating emergency response techniques in case of aircraft accidents.
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Kirby, Joseph. "Social Acceptance of Increased Usage of the Ballistic Parachute System in a General Aviation Aircraft." Aerospace Medicine and Human Performance 91, no. 2 (February 1, 2020): 86–90. http://dx.doi.org/10.3357/amhp.5453.2020.
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BACKGROUND: An airframe parachute (“Chute”) available in certain aircraft is designed to lower the airplane safely to the ground for emergency situations that occur 500 ft (152 m) above ground level (AGL): the “Chute altitude envelope.” This study will explore the change in Chute use before and after 2012 to better understand factors that increased usage and improved accident outcomes.METHODS: Using the public National Transportation Safety Board (NTSB) accident database from January 1, 2001, through August 31, 2018, a regression model was developed to identify factors that may predict Chute use.RESULTS: In accidents occurring after January 1, 2013, pilots were 5 times more likely to use the Chute, while 2.9 times less likely to use the Chute when the accident involved pilot-related causes. The presence of passengers did not predict Chute use. Injuries were likely to be more severe when the Chute was used outside the Chute altitude envelope.DISCUSSION: In contrast to General Aviation (GA) overall, accidents outcomes in aircraft equipped with a Chute have seen great improvements between 2013 and 2018, with increased use of the Chute and improved injury outcomes. Results suggest that changes to pilot training in 2012 have increased the social acceptance of Chute use. Results highlight increased risk of injury outcomes for Chute use in accidents that occur outside the Chute altitude envelope.Kirby J. Social acceptance of increased usage of the ballistic parachute system in a general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(2):86–90.
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Feltman, Kathryn A., Ian P. Curry, and Amanda M. Kelley. "A Review of US Army Unmanned Aerial Systems Accidents." Aviation Psychology and Applied Human Factors 10, no. 1 (March 2020): 24–28. http://dx.doi.org/10.1027/2192-0923/a000181.
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Abstract. Unmanned aerial systems (UAS) are increasingly used in military operations. Successful operations, despite no human onboard, are heavily human-dependent. A review of Army UAS accidents was completed to evaluate the role of the human in these accidents so as to inform future research and operations. Reports of 288 accidents occurring between 2010 and 2015 were obtained. Report elements including aircraft type, accident findings, and personnel information were reviewed. About 76% of accidents were not due to human error, specifically based on contributions of air and ground crew in flight operations. No clear conclusions were identified to aid in determining the contribution of the human to the accident. Recommendations for more rigorous investigations, to include capturing objective data of personnel, are put forth.
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Kalagher, Hilary, and Alexander de Voogt. "Children and Infants in Aviation Accidents." Aerospace Medicine and Human Performance 92, no. 5 (May 1, 2021): 353–57. http://dx.doi.org/10.3357/amhp.5700.2021.
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BACKGROUND: This study examines the relationship between seat restraints and injuries of children and infants who were passengers on an aircraft and gives a detailed analysis of children whose behavior contributed to an accident.METHODS: A total of 58 accident reports from 1980 until 2015 were extracted from the NTSB online database in which children were mentioned. In at least 10 cases the childs behavior contributed to the accident.RESULTS: Violations of regulations by the Federal Aviation Authority (FAA) as well as the age and number of children and infants on board were each reported inconsistently. Violations of regulations were significantly more common when accidents occurred during the takeoff phase. Child behaviors that caused accidents included distraction of crew, not wearing a seatbelt, and running into dangerous areas.CONCLUSIONS: Pilots and crew, especially in General Aviation, need to be made aware of the need to enforce FAA regulations concerning child restraint systems. It is recommended that children both on the ground and inside an aircraft have adult supervision in addition to supervising aircraft crew to prevent distractions that harm the safe operation of an aircraft.Kalagher H, de Voogt A. Children and infants in aviation accidents. Aerosp Med Hum Perform. 2021; 92(5):353357.
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Turiak, Marek, Alena Novák Sedláčková, and Andrej Novák. "Flight Recorders - Alternative Concept for Commercial Aircraft." MAD - Magazine of Aviation Development 3, no. 16 (October 15, 2015): 32–36. http://dx.doi.org/10.14311/mad.2015.16.08.
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This paper deals with the issue of deployable flight data recorders. It gives an insight into pros and cons of this solution based on experience gained in military application. Advantages of such solution are at least worth considering as they may help reduce the number of accidents and save lives in the first place. And should the accident happen the location and extraction of evidence is much easier.
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Holland, Dwight A., and James E. Freeman. "A Ten-Year Overview of USAF F-16 Mishap Attributes from 1980–89." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 39, no. 1 (October 1995): 30–34. http://dx.doi.org/10.1177/154193129503900108.
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The F-16 Falcon jet fighter is a marvel of engineering. Having been in operational United States Air Force service since approximately 1980, this fly-by-wire aircraft can climb vertically, sustain a 9-G turn without the loss of airspeed, and fly greater than the speed of sound. With such capabilities, this aircraft was originally designed and conceived of as a daylight air-to-air “dog-fighting” pilot's dream. As time has passed, the F-16 aircraft has been tasked with carrying out much more diverse missions than only day air-to-air combat. The aircraft and highly-trained pilots that fly it now accomplish additional missions such as day and night ground attack. An examination of ten years of USAF Safety Center accident data revealed that the F-16 aircraft had 59 Class A operational mishaps during this period. This was the highest number for any single-seat fighter-attack aircraft, and second only to the Aggressor's “Red Flag” F-5 per 100,000 hours of flight time (Class A Accident Rates: F-16 2.86 v. F-5 4.76). Incidentally, about 73% of the Royal Netherlands Air Force pilots reported that they were more susceptible to spatial disorientation and loss of situation awareness in the F-16 compared to other fighter aircraft that they had flown. After 11 years of operational experience, 21 of 210 of the Netherlands' F-16 aircraft were destroyed. A detailed examination of the USAF database revealed that a host of human factors issues are pertinent to the F-16 such as the loss of situation awareness, spatial disorientation, G-induced loss of consciousness, etc.; all of which contributed heavily to the accident rates cited for this aircraft. Additionally, cockpit design issues relatable to man-machine interfacing present human factors challenges to the pilot as well depending upon the mission scenario. The majority (53%) of F-16 accidents occurred during low-level or maneuvering flight. About 20% of the F-16 mishaps happened during the takeoff or landing phase of operations. Over 60% of the accidents were deemed by investigating officers to have “channelized attention” as a definite contributor to the mishap rate. Other human factors issues such as task oversaturation, distraction, and a variety of spatial disorientation problems contributed to many of the accidents also. Cockpit improvements, research, better training/awareness programs and Ground Collision Avoidance Devices (GCAS/PARS) are all suggested as methods to reduce future F-16 Falcon accident rates.
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Habib, Khadijah, and Cengiz Turkoglu. "Analysis of Aircraft Maintenance Related Accidents and Serious Incidents in Nigeria." Aerospace 7, no. 12 (December 11, 2020): 178. http://dx.doi.org/10.3390/aerospace7120178.
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The maintenance of aircraft presents considerable challenges to the personnel that maintain them. Challenges such as time pressure, system complexity, sparse feedback, cramped workspaces, etc., are being faced by these personnel on a daily basis. Some of these challenges cause aircraft-maintenance-related accidents and serious incidents. However, there is little formal empirical work that describes the influence of aircraft maintenance to aircraft accidents and incidents in Nigeria. This study, therefore, sets out to explore the contributory factors to aircraft-maintenance-related incidents from 2006 to 2019 and accidents from 2009 to 2019 in Nigeria, to achieve a deeper understanding of this safety critical aspect of the aviation industry, create awareness amongst the relevant stakeholders and seek possible mitigating factors. To attain this, a content analysis of accident reports and mandatory occurrence reports, which occurred in Nigeria, was carried out using the Maintenance Factors and Analysis Classification System (MxFACS) and Hieminga’s maintenance incidents taxonomy. An inter-rater concordance value was used to ascertain research accuracy after evaluation of the data output by subject matter experts. The highest occurring maintenance-related incidents and accidents were attributed to “removal/installation”, working practices such as “accumulation of dirt and contamination”, “inspection/testing”, “inadequate oversight from operator and regulator”, “failure to follow procedures” and “incorrect maintenance”. To identify the root cause of these results, maintenance engineers were consulted via a survey to understand the root causes of these contributory factors. The results of the study revealed that the most common maintenance-related accidents and serious incidents in the last decade are “collision with terrain” and “landing gear events’’. The most frequent failures at systems level resulting in accidents are the “engines” and “airframe structure”. The maintenance factors with the highest contribution to these accidents are “operator and regulatory oversight”, “inadequate inspection” and “failure to follow procedures”. The research also highlights that the highest causal and contributory factors to aviation incidents in Nigeria from 2006 to 2019 are “installation/removal issues”, “inspection/testing issues”, “working practices”, “job close up”, “lubrication and servicing”, all of which corresponds to studies by other researchers in other countries.
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de Voogt, Alexander J., Hilary Kalagher, and Stephanie Burns. "General Aviation Accidents Involving Fixed-Wing Aircraft on the Ground." Aerospace Medicine and Human Performance 93, no. 7 (July 1, 2022): 597–600. http://dx.doi.org/10.3357/amhp.6006.2022.
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BACKGROUND: Accidents during start-up and shut-down procedures of aircraft can lead to fatalities or destroyed aircraft. Start-up procedures for propeller aircraft include the possibility of hand-propping, which may increase the occurrence of injuries from propeller strikes.METHODS: A set of 142 accidents from a 10-yr period were selected from the U.S. National Transportation Safety Board online database. Only fixed-wing aircraft in the “standing” phase of flight were included in the dataset. The significance of differences was determined using Pearson’s Chi-squared analysis.RESULTS: The severity of the injuries sustained in the accidents were inversely related to the amount of damage to the aircraft. Hand-propping without properly securing the aircraft was more likely to result in substantial damage to the aircraft. Pilots with less than a thousand hours of flight experience were significantly more likely to use an incorrect hand-propping procedure.CONCLUSIONS: It is recommended to make the advisory on hand-propping a regulatory article of the Federal Aviation Administration so that pilots’ knowledge of this procedure is mandatory and part of their initial training, especially securing the aircraft during hand-propping. Highlighting throttle positions in both regular and hand-propping procedures may optimize checklist design and further mitigate accidents during start-up procedures.de Voogt AJ, Kalagher H, Burns S. General aviation accidents involving fixed-wing aircraft on the ground. Aerosp Med Hum Perform. 2022; 93(7):597–600.
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Ziółkowski, Andrzej, and Marek Skłodowski. "On value and using of TAWS/FMS alert data in examination of air accidents, the case of Warsaw-Smolensk flight on 10 April 2010." Aeronautical Journal 122, no. 1255 (June 21, 2018): 1301–29. http://dx.doi.org/10.1017/aer.2018.59.
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ABSTRACTThrough an analysis of TAWS/FMS data collected and registered during the last minute of TU-154M aircraft flight from Warsaw to Smolensk, we show the value and existence of space for undertaking research works on enhancing standard functionality of TAWS/FMS systems to enable their effective use in examination of the course and causes of air accidents. The flight ended up in the total destruction of the aircraft and the death of all passengers and crew on board. The TAWS/FMS flight altitudes and spatio-temporal data, i.e. geographical location and speed of the aircraft motion, were inspected for their internal and external consistency with the data from the ATM QAR service recorder. Using the data from ATM QAR, records from the cockpit voice recorder (CVR), jointly with data from the TAWS/FMS systems, it was possible to reconstruct the most probable horizontal and vertical trajectory of the TU-154M aircraft during the last minute of flight before its complete destruction, as well as the likely scenario of accompanying events. The data available from recorders enabled the authors to gain information on the preliminary stage of the course of accident, and the first phase of the aircraft's destruction, resulting in serious damage of the left wing of the aircraft. Enhanced standard functionality of TAWS/FMS systems, incorporating use of their data in the post-accident situations examination, would have improved results and simplified the present analysis considerably.
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Terada, Hiroyuki. "Aircraft Accidents by Structural Material Damage." Materia Japan 38, no. 9 (1999): 684–85. http://dx.doi.org/10.2320/materia.38.684.
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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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Borodkin, S. F., A. I. Volynchuk, M. A. Kiselev, and Yu V. Petrov. "Aircraft overrun warning systems capabilities and disadvantages." Civil Aviation High Technologies 26, no. 3 (June 23, 2023): 25–37. http://dx.doi.org/10.26467/2079-0619-2023-26-3-25-37.
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Currently, attention of the aviation community and authorities is being increasingly focused on flight safety in the landing phase. It is accounted for the increased frequency of incidents in the final phase of flight and significant threats associated with the consequences of these events. The statistics of aviation accidents reveals that from 1959 to 2019, 55% of aircraft crashes in the world occurred in the phases of landing and takeoff. The given crashes resulted in 51% of all fatalities on board aircraft. In most cases, causes of these aviation accidents are involved with some kind of human error. Off-design conditions at an aerodrome also have a significant adverse effect on the aviation accident potential and severity. The increasing intensity of flights, airspace congestion, strict ATC-imposed restrictions, the necessity to perform a variety of procedures and general flight crew stress in conjunction with dynamically changing external conditions can disorient a flight crew and lead to a landing with a flight envelope overrange. The search for a solution in terms of preventing aircraft overruns is actively being conducted both by aviation authorities and aircraft manufacturers and operators. Within the framework of this review, the major external and operational factors, affecting the dynamics and the nature of the aircraft roll via the runway, are analyzed, including the context of several accidents that have occurred in recent years. In addition, the article emphasizes the methods to prevent and anticipate aircraft overruns based on the principles of active protection. In particular, the article examines the main operation aspects of onboard avionics systems installed on Boeing and Airbus aircraft and highlights the focus areas of their upgrading. Special attention is paid to the influence of the pilot and the possibility of taking his actions into account to predict an outcome of landing.
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Lohapoontragul, Chawanwit, Soratorn Baiyai, and Kritchamon Meelung. "The Pilot Behavior Violation of RegulationsAffect Aircraft Accident." Journal Of Technical Education Development 35, no. 124 (December 1, 2022): 3–10. http://dx.doi.org/10.14416/j.ted.2022.08.003.
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This academic article focus on the behavior modulation violates the pilot regulations. As a guideline and suggestion for reducing the number of accidents caused by pilots not following the regulations. At present, traveling by aircraft has become popular because it is convenient, fast, and time-saving. As a result, there are many people who want to travel by aircraft and air cargo. For this reason, each accident can cost a lot of damage to the aviation industry and related persons. But most accidents are caused by pilots who violate regulations such as flying without following the correct process, drink alcohol before flying and solving problems on their own without listening to the opinion of the crew or air traffic controller. As a result, the situation can't be solved in time and cause an accident. According to the study, make it found the method adjusted behavior in violation of pilot regulations using the flooding technique, It is the most appropriate. As it is a technique that can be applied to the flight training that pilots have to do on a regular basis. It is used for aviation industry to correct the behavior of pilots' violation of regulations and increase the confidence of passengers and related persons in the safety.
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곽영암 and 홍수희. "Review of Recent Aircraft Accidents in Relation to Aircraft Insurance." Journal of International Trade & Commerce 11, no. 4 (August 2015): 21–34. http://dx.doi.org/10.16980/jitc.11.4.201508.21.
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MacDonald, Conor, Christopher Brooks, Ross McGowan, and Ari Rosberg. "Canadian Ultralight Accidents in Water (1990 to 2020)." Aerospace Medicine and Human Performance 94, no. 6 (June 1, 2023): 437–43. http://dx.doi.org/10.3357/amhp.6140.2023.
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INTRODUCTION: Recently, an analysis of Canadian seaplane accidents terminating in water (1995–2019) was conducted, but ultralight water accidents were excluded due to differences from general aviation operations. This is the first literature that reports a series of ultralight accidents that occurred in water. The purpose of this paper is to identify the circumstances surrounding ultralight water accidents in Canada and to identify actions with the potential to improve survival.METHODS: Ultralight water accidents that were reported to the Transportation Safety Board of Canada between 1990 and 2020 were reviewed.RESULTS: Of the 1021 accidents that involved ultralights, 114 terminated in water, involving 155 occupants and 8 fatalities, yielding an occupant mortality rate of 5%. Of the accidents, 52% occurred during landing. There was less than 15 s warning in 78% of cases, which included five (63%) fatalities. The aircraft inverted in 40% of the accidents and, in 21%, it sank immediately. Loss of control was the terminal cause of the accident in 43% of cases, while adverse environmental conditions were reported in 38% of accidents. Little or no details were included on lifejacket or restraint harness use, status of emergency exits, water temperature, or occupant diving experience or underwater escape training.CONCLUSIONS: The mortality rate in ultralight aircraft water accidents was less than half that of helicopter and seaplane ditchings, but the lack of warning time was similar. All pilots and passengers need to have a well-practiced survival schema before strapping in and can benefit from underwater escape training.MacDonald C, Brooks C, McGowan R, Rosberg A. Canadian ultralight accidents in water (1990 to 2020). Aerosp Med Hum Perform. 2023; 94(6):437–443.
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Budde, Don, Jochen Hinkelbein, and Douglas D. Boyd. "Analysis of Air Taxi Accidents (20042018) and Associated Human Factors by Aircraft Performance Class." Aerospace Medicine and Human Performance 92, no. 5 (May 1, 2021): 294–302. http://dx.doi.org/10.3357/amhp.5799.2021.
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INTRODUCTION: Air taxis conduct nonscheduled transport and employ aircraft in various performance categories hereafter referred to as low, medium, and high performance, respectively. No study has yet addressed fixed-wing air taxi safety by performance category. Herein, we compared accident rates/occupant injury across air taxi airplane fleets grouped by performance category and identified human factors contributing to fatal accidents for airplanes in that category with the highest mishap rate.METHODS: Accidents (20042018) in the United States were identified from the National Transportation Safety Board database. General Aviation/Part 135 Activity Surveys provided annual fleet times. Fatal accident contributing factors were per the Human Factors Classification System (HFACS). Statistics utilized Poisson distributions, Chi-Square/Fisher, and Mann-Whitney tests.RESULTS: There were 269 air taxi mishaps (53 fatal) identified. Over the 15 yr, the accident rate (1.10/million flight hours-all categories) declined 50%, largely due to a reduction in medium/high performance category airplane crashes. However, little temporal change was observed for low performance airplanes (1.5/million flight hours) and injury severity trended higher. At the aircrew/physical environment levels, HFACS revealed decision (improper choices), skill-based (stick and rudder) and perceptual (night, instrument conditions) errors contributing to > 60% of fatal accidents involving low performance airplanes. At the organizational level, failing to correct problems, time pressures, and incentive systems contributed to 16% of fatal mishaps.CONCLUSION: Safety deficits remain for the low performance category air taxi fleet warranting increased pilot instrument flight training/utilization of the mandatory 3-axis autopilot in degraded visibility. Safety culture improvements to address issues of personnel/equipment/training deficiencies, failing to correct problems, and time pressures/a safety-compromising incentive system all need to be addressed.Budde D, Hinkelbein J, Boyd DD. Analysis of air taxi accidents (20042018) and associated human factors by aircraft performance class. Aerosp Med Hum Perform. 2021; 92(5):294302.
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Vuorio, Alpo, Tanja Laukkala, Ilkka Junttila, Robert Bor, Bruce Budowle, Eero Pukkala, Pooshan Navathe, and Antti Sajantila. "Aircraft-Assisted Pilot Suicides in the General Aviation Increased for One-Year Period after 11 September 2001 Attack in the United States." International Journal of Environmental Research and Public Health 15, no. 11 (November 12, 2018): 2525. http://dx.doi.org/10.3390/ijerph15112525.
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Pilot aircraft-assisted suicides (AAS) are rare, and there is limited understanding of copycat phenomenon among aviators. The aim of this study was to evaluate the possible effect the 11 September 2001, terrorist attacks had on pilot AASs in the U.S. Fatal aviation accidents in the National Transportation Safety Board (NTSB) database were searched using the following search words: “suicide”, “murder-suicide” and “homicide-suicide”. The timeline between 11 September 1996, and 11 September 2004, was analyzed. Only those accidents in which NTSB judged that the cause of the accident was suicide were included in the final analysis. The relative risk (RR) of the pilot AASs in all fatal accidents in the U.S. was calculated in order to compare the one, two, and three-year periods after the September 11 terrorist attacks with five years preceding the event. The RR of a fatal general aviation aircraft accident being due to pilot suicide was 3.68-fold (95% confidence interval 1.04–12.98) during the first year after 11 September 2001, but there was not a statistically significant increase in the later years. This study showed an association, albeit not determinate causal effect, of a very specific series of simultaneous terrorist murder-suicides with subsequent pilot AASs.
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Nitzschner, Marco Michael, Ursa K. J. Nagler, and Michael Stein. "Identifying Accident Factors in Military Aviation." International Journal of Disaster Response and Emergency Management 2, no. 1 (January 2019): 50–63. http://dx.doi.org/10.4018/ijdrem.2019010104.
Full textAbstract:
Investigating accidents is an important method to enhance safety in aviation. Nevertheless, it is equally important to examine trends and factors across different accidents to adapt accordingly. Therefore, in the first study, 48 accidents and incidents occurring to manned military aircraft of the German Armed Forces between the years 2004 and 2014 were analyzed using the HFACS framework. Results show that preconditions for unsafe acts (37.7%) was observed most often, followed by unsafe acts (36.2%) and organizational influences (17.9%). Unsafe supervision was observed least often (8.2%). Thus, operators on the front line contribute the major part to manned aircraft incurrences in the German Armed Forces while higher levels of HFACS seem to play a smaller part. In the second study, 33 accidents and incidents occurring to unmanned military aircraft of the German Armed Forces between 2004 and 2014 were analyzed, also using the HFACS framework. Results show that technical issues were mentioned most often and human factors were identified considerably less than in manned aircraft.
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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.
Full textAbstract:
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.