Artículos de revistas sobre el tema "Aircraft accidents"
Siga este enlace para ver otros tipos de publicaciones sobre el tema: Aircraft accidents.
Crea una cita precisa en los estilos APA, MLA, Chicago, Harvard y otros
Consulte los 50 mejores artículos de revistas para su investigación sobre el tema "Aircraft accidents".
Junto a cada fuente en la lista de referencias hay un botón "Agregar a la bibliografía". Pulsa este botón, y generaremos automáticamente la referencia bibliográfica para la obra elegida en el estilo de cita que necesites: APA, MLA, Harvard, Vancouver, Chicago, etc.
También puede descargar el texto completo de la publicación académica en formato pdf y leer en línea su resumen siempre que esté disponible en los metadatos.
Explore artículos de revistas sobre una amplia variedad de disciplinas y organice su bibliografía correctamente.
1
Khan, Fatima Najeeb, Ayiei Ayiei, John Murray, Glenn Baxter y Graham Wild. "A Preliminary Investigation of Maintenance Contributions to Commercial Air Transport Accidents". Aerospace 7, n.º 9 (2 de septiembre de 2020): 129. http://dx.doi.org/10.3390/aerospace7090129.
Texto completoResumen
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.
2
Walton, Robert O. y P. Michael Politano. "Characteristics of General Aviation Accidents Involving Male and Female Pilots". Aviation Psychology and Applied Human Factors 6, n.º 1 (mayo de 2016): 39–44. http://dx.doi.org/10.1027/2192-0923/a000085.
Texto completoResumen
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.
3
Newman, David G. "Factors Contributing to Accidents During Aerobatic Flight Operations". Aerospace Medicine and Human Performance 92, n.º 8 (1 de agosto de 2021): 612–18. http://dx.doi.org/10.3357/amhp.5810.2021.
Texto completoResumen
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.
4
Baker, Frank J. y 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, n.º 2 (1985): 189–96. http://dx.doi.org/10.1017/s1049023x00065560.
Texto completoResumen
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).
5
van Doorn, Robert R. A. y Alex J. de Voogt. "Descriptive and Analytical Epidemiology of Accidents in Five Categories of Sport Aviation Aircraft". Aviation Psychology and Applied Human Factors 1, n.º 1 (enero de 2011): 15–20. http://dx.doi.org/10.1027/2192-0923/a00004.
Texto completoResumen
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.
6
OCHI, Nobuo. "Recent Aircraft Accidents." Journal of the Japan Society for Aeronautical and Space Sciences 40, n.º 467 (1992): 627–39. http://dx.doi.org/10.2322/jjsass1969.40.627.
Texto completo
7
Mani, NS y A. Mehta. "Fatal Aircraft Accidents". Medical Journal Armed Forces India 64, n.º 4 (octubre de 2008): 328. http://dx.doi.org/10.1016/s0377-1237(08)80012-3.
Texto completo
8
Masius, William y Thomas Knight. "Ultralight aircraft accidents". Annals of Emergency Medicine 16, n.º 12 (diciembre de 1987): 1413–14. http://dx.doi.org/10.1016/s0196-0644(87)80457-2.
Texto completo
9
Liebold, Felix, Catherina Hippler, Jan Schmitz, Sirin Yücetepe, Markus Rothschild y Jochen Hinkelbein. "Fixed-Wing Motorized Aircraft Accidents: Analysis of Injury Severity and Concomitant Factors (2000–2019)". Aerospace Medicine and Human Performance 93, n.º 5 (1 de mayo de 2022): 442–49. http://dx.doi.org/10.3357/amhp.5977.2022.
Texto completoResumen
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.
10
de Voogt, Alexander J., Caio Hummel Hohl y Hilary Kalagher. "Sightseeing Accidents with Helicopters and Fixed-Wing Aircraft". Aerospace Medicine and Human Performance 93, n.º 6 (1 de junio de 2022): 532–35. http://dx.doi.org/10.3357/amhp.6000.2022.
Texto completoResumen
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.
11
Majumdar, Neelakshi, Karen Marais y Arjun Rao. "ANALYSIS OF GENERAL AVIATION FIXED-WING AIRCRAFT ACCIDENTS INVOLVING INFLIGHT LOSS OF CONTROL USING A STATE-BASED APPROACH". Aviation 25, n.º 4 (21 de diciembre de 2021): 283–94. http://dx.doi.org/10.3846/aviation.2021.15837.
Texto completoResumen
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.
12
Andrei, A. G., R. Balasa y A. Semenescu. "Setting up new standards in aviation industry with the help of artificial intelligent – machine learning application". Journal of Physics: Conference Series 2212, n.º 1 (1 de febrero de 2022): 012014. http://dx.doi.org/10.1088/1742-6596/2212/1/012014.
Texto completoResumen
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.
13
Boyd, Douglas D. y Cass Howell. "Accident Rates, Causes, and Occupant Injury Involving High-Performance General Aviation Aircraft". Aerospace Medicine and Human Performance 91, n.º 5 (1 de mayo de 2020): 387–93. http://dx.doi.org/10.3357/amhp.5509.2020.
Texto completoResumen
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.
14
Taneja, Narinder. "Human Factors in Aircraft Accidents: A Holistic Approach to Intervention Strategies". Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, n.º 1 (septiembre de 2002): 160–64. http://dx.doi.org/10.1177/154193120204600133.
Texto completoResumen
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.
15
Szczepaniak, Paweł, Grzegorz Jastrzębski, Krzysztof Sibilski y Andrzej Bartosiewicz. "The Study of Aircraft Accidents Causes by Computer Simulations". Aerospace 7, n.º 4 (10 de abril de 2020): 41. http://dx.doi.org/10.3390/aerospace7040041.
Texto completoResumen
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.
16
de Voogt, Alexander J., Caio Hummel Hohl y Hilary Kalagher. "Fatality and Operational Specificity of Helicopter Accidents on the Ground". Aerospace Medicine and Human Performance 92, n.º 7 (1 de julio de 2021): 593–96. http://dx.doi.org/10.3357/amhp.5801.2021.
Texto completoResumen
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.
17
Gil-Alana, Luis Alberiko, Carlos Pestana Barros y Ari Francisco de Araujo. "Aircraft Accidents in Brazil". International Journal of Sustainable Transportation 6, n.º 2 (marzo de 2012): 111–26. http://dx.doi.org/10.1080/15568318.2011.566412.
Texto completo
18
Nabokov, S. A., S. M. Muzhichek, A. A. Skrynnikov y V. V. Efanov. "THE METHOD OF PREVENTING THE LONGITUDINAL ROLLING OUT OF THE AIRCRAFT OUTSIDE THE RUNWAY". Vestnik komp'iuternykh i informatsionnykh tekhnologii, n.º 187 (2020): 11–17. http://dx.doi.org/10.14489/vkit.2020.01.pp.011-017.
Texto completoResumen
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.
19
Kulik, А. "Artificial Intelligence-Based Aircraft Accident Threat Parrying Method". Proceedings of Telecommunication Universities 7, n.º 4 (29 de diciembre de 2021): 110–17. http://dx.doi.org/10.31854/1813-324x2021-7-4-110-117.
Texto completoResumen
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.
20
Tarvainen, Matti, Outi Valtonen, Eystein S. Husebye y Björn Lund. "Seismic analysis of aircraft accidents". Natural Science 05, n.º 07 (2013): 811–17. http://dx.doi.org/10.4236/ns.2013.57098.
Texto completo
21
Bennett, G. "Pilot incapacitation and aircraft accidents". European Heart Journal 9, suppl G (2 de mayo de 1988): 21–24. http://dx.doi.org/10.1093/eurheartj/9.suppl_g.21.
Texto completo
22
Wang, Shih Chia. "Experimental Improvements of Accident Investigation Report". Advanced Materials Research 591-593 (noviembre de 2012): 2620–23. http://dx.doi.org/10.4028/www.scientific.net/amr.591-593.2620.
Texto completoResumen
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.
23
Rijsdijk, Onno. "A Particular Aircraft Accident Litigation Scenario". Air and Space Law 34, Issue 2 (1 de abril de 2009): 57–85. http://dx.doi.org/10.54648/aila2009009.
Texto completoResumen
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.
24
Turiak, Marek, Alena Novák Sedláčková y Andrej Novák. "Flight Recorders - Alternative Concept for Commercial Aircraft". MAD - Magazine of Aviation Development 3, n.º 16 (15 de octubre de 2015): 32–36. http://dx.doi.org/10.14311/mad.2015.16.08.
Texto completoResumen
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.
25
Galea, E. R., K. M. Finney, A. J. P. Dixon, A. Siddiqui y D. P. Cooney. "An analysis of human behaviour during aircraft evacuation situations using the AASK v3.0 database". Aeronautical Journal 107, n.º 1070 (abril de 2003): 219–31. http://dx.doi.org/10.1017/s0001924000013294.
Texto completoResumen
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.
26
Kalagher, Hilary y Alexander de Voogt. "Children and Infants in Aviation Accidents". Aerospace Medicine and Human Performance 92, n.º 5 (1 de mayo de 2021): 353–57. http://dx.doi.org/10.3357/amhp.5700.2021.
Texto completoResumen
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.
27
Feltman, Kathryn A., Ian P. Curry y Amanda M. Kelley. "A Review of US Army Unmanned Aerial Systems Accidents". Aviation Psychology and Applied Human Factors 10, n.º 1 (marzo de 2020): 24–28. http://dx.doi.org/10.1027/2192-0923/a000181.
Texto completoResumen
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.
28
Kirby, Joseph. "Social Acceptance of Increased Usage of the Ballistic Parachute System in a General Aviation Aircraft". Aerospace Medicine and Human Performance 91, n.º 2 (1 de febrero de 2020): 86–90. http://dx.doi.org/10.3357/amhp.5453.2020.
Texto completoResumen
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.
29
Habib, Khadijah y Cengiz Turkoglu. "Analysis of Aircraft Maintenance Related Accidents and Serious Incidents in Nigeria". Aerospace 7, n.º 12 (11 de diciembre de 2020): 178. http://dx.doi.org/10.3390/aerospace7120178.
Texto completoResumen
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.
30
Holland, Dwight A. y 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, n.º 1 (octubre de 1995): 30–34. http://dx.doi.org/10.1177/154193129503900108.
Texto completoResumen
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.
31
Terada, Hiroyuki. "Aircraft Accidents by Structural Material Damage." Materia Japan 38, n.º 9 (1999): 684–85. http://dx.doi.org/10.2320/materia.38.684.
Texto completo
32
TSUJI, Koji. "Aircraft and Railway Accidents Investigation Commission". Journal of the Society of Mechanical Engineers 111, n.º 1070 (2008): 40–42. http://dx.doi.org/10.1299/jsmemag.111.1070_40.
Texto completo
33
de Voogt, Alexander J., Hilary Kalagher y Stephanie Burns. "General Aviation Accidents Involving Fixed-Wing Aircraft on the Ground". Aerospace Medicine and Human Performance 93, n.º 7 (1 de julio de 2022): 597–600. http://dx.doi.org/10.3357/amhp.6006.2022.
Texto completoResumen
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.
34
곽영암 y 홍수희. "Review of Recent Aircraft Accidents in Relation to Aircraft Insurance". Journal of International Trade & Commerce 11, n.º 4 (agosto de 2015): 21–34. http://dx.doi.org/10.16980/jitc.11.4.201508.21.
Texto completo
35
Lohapoontragul, Chawanwit, Soratorn Baiyai y Kritchamon Meelung. "The Pilot Behavior Violation of RegulationsAffect Aircraft Accident". Journal Of Technical Education Development 35, n.º 124 (1 de diciembre de 2022): 3–10. http://dx.doi.org/10.14416/j.ted.2022.08.003.
Texto completoResumen
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.
36
Ziółkowski, Andrzej y 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, n.º 1255 (21 de junio de 2018): 1301–29. http://dx.doi.org/10.1017/aer.2018.59.
Texto completoResumen
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.
37
Budde, Don, Jochen Hinkelbein y Douglas D. Boyd. "Analysis of Air Taxi Accidents (20042018) and Associated Human Factors by Aircraft Performance Class". Aerospace Medicine and Human Performance 92, n.º 5 (1 de mayo de 2021): 294–302. http://dx.doi.org/10.3357/amhp.5799.2021.
Texto completoResumen
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.
38
Vuorio, Alpo, Tanja Laukkala, Ilkka Junttila, Robert Bor, Bruce Budowle, Eero Pukkala, Pooshan Navathe y 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, n.º 11 (12 de noviembre de 2018): 2525. http://dx.doi.org/10.3390/ijerph15112525.
Texto completoResumen
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.
39
Galea, E. R., K. M. Finney, A. J. P. Dixon, A. Siddiqui y D. P. Cooney. "Aircraft Accident Statistics and Knowledge Database: Analyzing Passenger Behavior in Aviation Accidents". Journal of Aircraft 43, n.º 5 (septiembre de 2006): 1272–81. http://dx.doi.org/10.2514/1.19388.
Texto completo
40
Nitzschner, Marco Michael, Ursa K. J. Nagler y Michael Stein. "Identifying Accident Factors in Military Aviation". International Journal of Disaster Response and Emergency Management 2, n.º 1 (enero de 2019): 50–63. http://dx.doi.org/10.4018/ijdrem.2019010104.
Texto completoResumen
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.
41
Nitzschner, Marco Michael y Michael Stein. "Evaluating Psychological Aircraft Accident Reports for Differences in the Investigation of Human Factors". International Journal of Aviation Systems, Operations and Training 4, n.º 2 (julio de 2017): 15–31. http://dx.doi.org/10.4018/ijasot.2017070102.
Texto completoResumen
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.
42
de Voogt, Alexander J. y Robert R. A. van Doorn. "Sports Aviation Accidents: Fatality and Aircraft Specificity". Aviation, Space, and Environmental Medicine 81, n.º 11 (1 de noviembre de 2010): 1033–36. http://dx.doi.org/10.3357/asem.2603.2010.
Texto completo
43
Canfield, Dennis V., Thomas Kupiec y Edwin Huffine. "Postmortem Alcohol Production in Fatal Aircraft Accidents". Journal of Forensic Sciences 38, n.º 4 (1 de julio de 1993): 13488J. http://dx.doi.org/10.1520/jfs13488j.
Texto completo
44
Symons, Leslie. "Weather-influenced accidents to UK transport aircraft". Weather 51, n.º 12 (diciembre de 1996): 419–25. http://dx.doi.org/10.1002/j.1477-8696.1996.tb06174.x.
Texto completo
45
Chen, Shu-wen, Hui Liu y Fu-hai Li. "Analysis of Boeing 737 aircraft towing accidents". Engineering Failure Analysis 80 (octubre de 2017): 234–40. http://dx.doi.org/10.1016/j.engfailanal.2017.06.024.
Texto completo
46
Yang, Cheng-Hua y Alex. "DID TECHNOLOGY IMPROVE SAFETY? AN EMPIRICAL STUDY OF CONTROLLED FLIGHT INTO TERRAIN ACCIDENTS". Journal of Air Transport Studies 6, n.º 1 (1 de enero de 2015): 13–35. http://dx.doi.org/10.38008/jats.v6i1.62.
Texto completoResumen
Aviation safety has been affected greatly by technological improvements. A series of Ground Proximity Warning Systems (GPWSs) were developed to prevent accidents during Controlled Flight into Terrain (CFIT). This study analyzed the role of GPWS (or Enhanced GPWS, EGPWS) in flight safety history to determine how effective GPWS/EGPWS was in terms of preventing CFIT. The result showed a substantial increase in CFIT accidents due to the rapid growth of aviation development. This situation improved after the mandatory installation of GPWSs in commercial aircraft. However, the legal requirement did not apply to all general aviation. Most CFIT accidents have involved general aviation aircraft that do not have GPWS/EGPWS installed on board. Thus, the mandatory requirement should apply to all civil aircraft. CFIT accidents have also been reduced considerably in developed countries whereas they remain a major issue in developing countries.
47
Crider, D. A. "Upset recovery training: Lessons from accidents and incidents". Aeronautical Journal 114, n.º 1160 (octubre de 2010): 629–36. http://dx.doi.org/10.1017/s0001924000004103.
Texto completoResumen
Abstract Loss-of-control upsets during normal flight are one of the most common types of aircraft accident. The study of these accidents reveals common characteristics that suggest areas where training can positively impact the safety of flight. A variety of causes lead to in-flight upsets, including mechanical failures, wakes, spatial disorientation, and stalls. While most upsets occur fairly rapidly, those resulting from spatial disorientation often occur more slowly. Spatial disorientation upsets in roll have occurred when the flight crew was distracted or thought that the autopilot was on when it was off. Spatial disorientation accidents in pitch also have occurred due to the somatogravic pitch-up illusion. Upsets due to mechanical failure, wakes, and spatial disorientation most often occur at unstalled conditions well within the aerodynamic flight data envelope. However, improper responses can cause the aircraft to enter a stall after the initial upset or, if the initial upset was due to a stall, continue in a stall. Such improper responses include not putting the column forward enough, or pulling back even though this makes the situation worse. These responses may be due to an over-emphasis during training on recovering with ‘minimum loss of height’; hardly relevant where hitting the ground is not a problem. Nearer to the ground, improper responses could be due to the visual cue that has been called ‘ground rush’. At all altitudes, it is crucial to train pilots to reduce angle of attack as a primary part of upset recovery at, or near, stall. Aircrews are likely to rely on stall protection systems to protect against loss-of-control upsets due to stalls. However, stalls due to airframe icing usually occur at a significantly lower angle-of-attack than stalls that occur with an uncontaminated airframe and, as a result, may occur before the stall protection system reaches the trigger angle-of-attack. Stalls may also occur without warning for uncontaminated airframes when the stall protection system fails. Such cases demonstrate the importance of recognising the stall cues and implementing positive sustained recovery controls promptly, without cues from the stall warning system. Even when the stall warning system does provide warnings, accident/incident history shows that crews may ignore stall warnings and either maintain nose-up controls or fail to execute and sustain positive recovery controls. Accident history also suggests that flight crews can be reluctant to move the pitch control in the nose-down direction when they are stalled and the aircraft is pitched nose low and/or significantly banked. In each of these scenarios, training might prepare pilots to respond correctly. This paper will present short case studies of several aircraft upset accidents and incidents and explore common threads that suggest areas of training that could prevent future upset accidents and incidents.
48
Mortimer, Rudolf G. "General Aviation Airplane Accidents Involving Spatial Disorientation". Proceedings of the Human Factors and Ergonomics Society Annual Meeting 39, n.º 1 (octubre de 1995): 25–29. http://dx.doi.org/10.1177/154193129503900107.
Texto completoResumen
National Transportation Safety Board accident data for 1983-1991 were used to compare those general aviation accident cases that involved spatial disorientation (SD) with all others. About 2.1% of general aviation airplane accidents involved SD. Those accidents were associated with low ceilings, restricted visibility, precipitation, darkness and instrument flight conditions. Pilots in certain professions, particularly those in business, were more involved in SD accidents. Pilots in SD accidents were more often under pressure, fatigue, anxiety, physical impairment and alcohol or drugs. The pilots' total and night flying experience were inversely related to involvement in SD accidents. Spatial disorientation accidents accounted for a small number of crashes, but they were very severe-fatalities occurred in 92%, they accounted for 9.9% of the fatal accidents, 11% of the fatalities and in 95% the aircraft were destroyed. The results suggest that the pilots in SD accidents lacked the flight experience necessary to recognize or cope with the stimuli that induce SD, which was compounded by fatigue, alcohol/drugs or pressure and other psychological and physical impairments. Specific exposure to conditions leading to SD in training of general aviation and all pilots should be evaluated to help them to recognize it, and the techniques used by experienced pilots to combat its onset and effects should be studied and used in training. Improved human factors engineering of the cockpit instrumentation is also needed.
49
Komarov, Alexander y Nikolay Gromov. "Particular aspects of calculating affecting factors of fireballs emerging from aircraft crash". MATEC Web of Conferences 251 (2018): 02031. http://dx.doi.org/10.1051/matecconf/201825102031.
Texto completoResumen
The article reveals an algorithm of calculating the heat loads which emerge during fireball-involving accidents. By way of illustration it considers a situation when a heavy aircraft crashes in the vicinity of a typical reactor building of a nuclear power plant. The given algorithm provides a quite detailed and accurate calculation of maximum heat load values that accompany the accident.
50
de Voogt, Alex y Keyashia Nero. "Technical Failures in Helicopters: Non-Powerplant-Related Accidents". Safety 9, n.º 1 (22 de febrero de 2023): 10. http://dx.doi.org/10.3390/safety9010010.
Texto completoResumen
Technical failures in helicopters are a main concern for helicopter safety. The prominence of mechanical failures differs for specific helicopter operations. This analysis used 151 General Aviation accident reports from the National Transportation Safety Board online database from an 11-year time period. The information in each report was collated, including the list of findings for each accident. Possible relations between causes and specific flight operations were analyzed by looking at significant differences between expected and actual values within the dataset of categorical data. It is found that the proportion of fatal accidents in this category of accidents is low (16.6%) compared with the percentage of fatal helicopter accidents in general, as well as those of specific helicopter operations. Instructional flights appear significantly more likely to be associated with maintenance-related causes. Causes related to fatigue of aircraft parts are more often associated with ferry and positional flights, as well as helicopters with turbo-shaft engines. Future research is recommended for these specific associations to further mitigate the number of accidents with non-powerplant failures.