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Статті в журналах з теми "Aircraft's safety":
1
Wang, X., H. Yu, and D. Feng. "Pose estimation in runway end safety area using geometry structure features." Aeronautical Journal 120, no. 1226 (April 2016): 675–91. http://dx.doi.org/10.1017/aer.2016.16.
Анотація:
ABSTRACTA novel image-based method is presented in this paper to estimate the poses of commercial aircrafts in a runway end safety area. Based on the fact that similar poses of an aircraft will have similar geometry structures, this method first extracts features to describe the structure of an aircraft's fuselage and aerofoil by RANdom Sample Consensus algorithm (RANSAC), and then uses the central moments to obtain the aircrafts’ pose information. Based on the proposed pose information, a two-step feature matching strategy is further designed to identify an aircraft's particular pose. In order to validate the accuracy of the pose estimation and the effectiveness of the proposed algorithm, we construct a pose database of two common aircrafts in Asia. The experiments show that the designed low-dimension features can accurately capture the aircraft's pose information and the proposed algorithm can achieve satisfied matching accuracy.
2
Feng, Zihan. "Flutter Phenomenon and Safety Implications in Transonic Flow." Highlights in Science, Engineering and Technology 76 (December 31, 2023): 198–204. http://dx.doi.org/10.54097/br1qsb29.
Анотація:
As advancements in aircraft manufacturing technology persistently elevate the boundaries of flight speed, challenges emerge when aircraft velocities verge on sonic speeds. Notably, empirical observations have highlighted instances of pronounced vibrations and, in extreme cases, structural failures, casting shadows over flight stability and safety. This research endeavors to dissect the ramifications of shock waves and flutter phenomena, precipitated by fluid discontinuities during supersonic flight, on the overarching safety of aircraft. Methodologically, the study delineates a series of simulation protocols, commencing with the derivation of simplified functions representing the aircraft's 2D contour, followed by error function computations, and finally, using the finite difference method in conjunction with the successive over-relaxation (SOR) iterative technique to model the aircraft's velocity distribution. Preliminary findings indicate that for β values spanning 0.1, 0.15, and 0.175, the surrounding airflow retains its continuity and stability, with the Mach number's rate of change exhibiting a decelerating trend. Conversely, at a β threshold of 0.2, the airflow descends into turbulence, manifesting in erratic Mach number fluctuations. Such fluidic discontinuities underscore potential threats to the aircraft's flight safety, necessitating further exploration and mitigation strategies.
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Michalak, Sławomir, and Tomasz Tokarski. "The effect of the operation time of the aircraft power system on power quality in transient states." Journal of Konbin 54, no. 1 (March 29, 2024): 47–64. http://dx.doi.org/10.5604/01.3001.0054.4462.
Анотація:
The paper presents the importance of electricity parameters in transient states for assessing the ability of an aircraft's power grid to self-regulate. It has been shown that the quality of electrical energy of an aircraft's power system is influenced by its operating time. Aging changes resulting from long-term operation of the power system cause deterioration of electrical energy parameters, which directly affects airworthiness and flying safety. Maintaining standard energy parameters in transient states is very important to ensure proper operation of the aircraft. The article describes the method of measuring the quality of electricity in transient states, and using the example of the DC power system of the Su 22 aircraft, the essence of its network diagnostics in transient states is presented. Also presented are sample results of research conducted by the authors regarding changes in electrical energy parameters in transient states of the Su 22 aircraft, obtained during its many years of operation.
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Feng, Jiaqi. "Analysis of aerodynamic characteristics of aircraft during take-off and landing." Applied and Computational Engineering 28, no. 1 (December 6, 2023): 92–98. http://dx.doi.org/10.54254/2755-2721/28/20230133.
Анотація:
Take-off and landing are the most critical phases of flight, as they require the pilot's utmost attention and skill. Through force analysis, we can determine the main factors that affect aircraft take-off and landing performance. By understanding these factors, we can improve the safety and efficiency of air travel. During take-off and landing, lift, weight, thrust, and drag work together to give rise to the aircraft's resultant motion and angle of attack. By analysing these forces, we can determine the aircraft's speed and altitude during these critical phases. Ground friction is a factor that is often neglected in theoretical analysis but has a significant effect on aircraft performance in reality. Friction between the wheels and the runway affects the braking of the aircraft after it begins to decelerate on the runway, making it essential for a secure landing. Accurately measuring the friction coefficient can help prevent accidents, particularly in severe weather conditions. Investigating these factors can aid in improving aircraft performance, achieving better energy efficiency, and meeting modern society's needs for safe and efficient air travel. By considering these factors, we can enhance the safety and efficiency of aircraft take-off and landing, ensuring a more reliable and enjoyable travel experience for all.
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Kim, Hyeonsoo, Minsu Kim, Byungjoon Shin, and Younghee Jo. "A Study on the Flight Safety Analysis of Military Aircraft External Stores." Journal of the Korea Institute of Military Science and Technology 26, no. 1 (February 5, 2023): 83–90. http://dx.doi.org/10.9766/kimst.2023.26.1.083.
Анотація:
The external store fitted to the aircraft may affect the flight characteristics and flight safety of the aircraft, which requires the analyses and testing on it. The purpose of this study is to identify and analyze types of failures that can affect the flight safety of aircraft due to the installation of external stores, and to check the flight safety of aircraft through dropping tests of the external stores. After identifying the types of failures that could affect the flight safety of the aircraft, the criticality was calculated to analyze the effect on the flight safety of the aircraft. Four types of failures were selected: unintentional dropping, failure of dropping, unintentional main wing deployment, and release of tail wing restraint of the external store, which are considered to affect the flight safety of the aircraft due to the operation of the external store. As a result of the aircraft's flight safety analysis on the failure types, the criticality requirements were met. Based on this, after obtaining the airworthiness certification, the drop test was successfully performed to confirm the flight safety of the aircraft by mounting an external store on the aircraft. However, in addition to the four hazards carried out in this study, the real external stores of the military aircraft may have various factors affecting the flight safety of the aircraft, so further research will be needed.
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Kim, Hyeonsoo, Minsu Kim, Byungjoon Shin, and Younghee Jo. "A Study on the Flight Safety Analysis of Military Aircraft External Stores." Journal of the Korea Institute of Military Science and Technology 26, no. 1 (February 5, 2023): 83–90. http://dx.doi.org/10.9766/kimst.2023.26.1.83.
Анотація:
The external store fitted to the aircraft may affect the flight characteristics and flight safety of the aircraft, which requires the analyses and testing on it. The purpose of this study is to identify and analyze types of failures that can affect the flight safety of aircraft due to the installation of external stores, and to check the flight safety of aircraft through dropping tests of the external stores. After identifying the types of failures that could affect the flight safety of the aircraft, the criticality was calculated to analyze the effect on the flight safety of the aircraft. Four types of failures were selected: unintentional dropping, failure of dropping, unintentional main wing deployment, and release of tail wing restraint of the external store, which are considered to affect the flight safety of the aircraft due to the operation of the external store. As a result of the aircraft's flight safety analysis on the failure types, the criticality requirements were met. Based on this, after obtaining the airworthiness certification, the drop test was successfully performed to confirm the flight safety of the aircraft by mounting an external store on the aircraft. However, in addition to the four hazards carried out in this study, the real external stores of the military aircraft may have various factors affecting the flight safety of the aircraft, so further research will be needed.
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Yang, Qin Yu, Jin Bo Yao, Yue Ming Yang, and Xue Wei Liu. "In the Wind Tunnel Simulation Defroster Control Study." Applied Mechanics and Materials 380-384 (August 2013): 191–94. http://dx.doi.org/10.4028/www.scientific.net/amm.380-384.191.
Анотація:
Aircraft in flight, such as supercooled water droplets encountered icing conditions suitable for the external environment, the relevant parts of the body will freeze, making the aircraft's aerodynamic performance deterioration, severe endanger flight safety, in addition, the aircraft parked in the open winter months , there will be icing, you need to clean up before takeoff. We should grasp the mechanism of aircraft icing, environmental factors and easy to freeze parts of the body. This paper presents a simulation using the wind tunnel icing device icing wind tunnel simulations can reproduce the real situation of aircraft icing, for guiding practice and got good results.
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Yao, Jin Bo, Yue Ming Yang, Qin Yu Yang, Xiu Juan Liu, and Dun Jin. "Application of LED Light Source in the Flow Imaging." Applied Mechanics and Materials 380-384 (August 2013): 219–22. http://dx.doi.org/10.4028/www.scientific.net/amm.380-384.219.
Анотація:
Aircraft in flight, such as supercooled water droplets encountered icing conditions suitable for the external environment, the relevant parts of the body will freeze, making the aircraft's aerodynamic performance deterioration, severe endanger flight safety, in addition, the aircraft parked in the open winter months , there will be icing, you need to clean up before takeoff. We should grasp the mechanism of aircraft icing, environmental factors and easy to freeze parts of the body. This paper presents a simulation using the wind tunnel icing device icing wind tunnel simulations can reproduce the real situation of aircraft icing, for guiding practice and got good results.
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Kiselev, M. A., Y. S. Kalyuzhny, A. V. Karpov, and S. F. Borodkin. "Methodology for plotting the flight planned route change of the aircraft in flight." Civil Aviation High Technologies 26, no. 6 (December 25, 2023): 33–46. http://dx.doi.org/10.26467/2079-0619-2023-26-6-33-46.
Анотація:
A significant number of aviation incidents is related to loss of control in flight and controlled flight into terrain (LOC-I, CFIT, LALT categories). Investigation of these aviation incidents has revealed that these incidents often occur due to the need for rapid changes in flight routes as a result of detecting obstacles, such as thunderstorms, along the aircraft's path. During the determination of alternative routes to circumvent the encountered obstacle, as well as during the implementation process of the chosen rerouted route, the flight crew makes errors due to increased psycho-physiological workload and time constraints. This article presents an approach to the automatic rerouting of the aircraft's flight route to avoid obstacles detected during flight. The algorithm proposed by the authors allows for evaluating the safety of the original route, calculating alternative route options to bypass the obstacles encountered during flight, verifying their feasibility considering the aircraft's flight technical characteristics and control parameter limitations, and selecting the optimal rerouted route based on specific criteria, such as minimizing the increase in the flight route length, reducing additional fuel consumption, time required for implementing the new flight route, etc. Examples of rerouting the flight route of a hypothetical aircraft with detected obstacles along the flight path are provided in the article to demonstrate the algorithm's functionality. It is shown, in particular, that in the considered example, the shortest route for obstacle avoidance is not optimal in terms of time. It is also demonstrated that the safety of flying along the identified alternative rerouted routes depends, among other factors, on the selected flight speed. Therefore, for each calculated rerouted route, the algorithm determines a range of speeds within which the implementation of the obtained rerouted route is possible. This highlights the complexity and non-triviality of the pilot's task of autonomously finding a safe obstacle avoidance route on board the aircraft.
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LESZCZYŃSKI, Tadeusz, Daniel JANUSZEWSKI (januszewski.d@wp.pl), and Adam BUDZYŃSKI (adam.artur.budzynski@gmail.com). "Summary of Failure Conditions Recorded in Selected Helicopters Operated by Army Air Corps." Problems of Mechatronics Armament Aviation Safety Engineering 15, no. 1 (March 31, 2024): 99–114. http://dx.doi.org/10.5604/01.3001.0054.4491.
Анотація:
This paper has been drawn up for the Air Operations Group and the Technical Maintenance Group of the 56th Air Force Base in Inowrocław (Poland). Its primary purpose is to compare the frequency of failure conditions and their impact on the safety of flights performed on Mi-24 and W-3PL helicopters. Special attention has been paid to the values of flight parameters recorded and any anomalies identified. The data were analyzed using the "Objective Record Analysis" software, with two aspects taken into consideration. The first aspect – failure conditions which do not affect flight safety, i.e. when the crew exceeded the permissible flight parameters for a given exercise, an interference took place, a calculation error occurred in the system or the equipment became uncalibrated. A total of 534 failure states were singled out, with 18% of them caused by the human factor. The remaining 82% occurred due to interference and errors in the recording system or due to an incorrect flight parameter recording process (with this factor remaining beyond the control of the flight crew or maintenance personnel). The second aspect focused on failure conditions having an impact on flight safety, i.e. when the crew exceeded the aircraft's operating envelope or damage to the aircraft's systems and components occurred. 1,075 states have been recorded, with safety violations caused by exceeding the aircraft’s operating limits accounting for 5% of them. Damage to aircraft systems and components was the root cause of the 95% of the failures (with emergency landings required in 6 cases). It was shown that 80% of the failure conditions studied occurred on the Mi-24, with the number of missions performed on this particular type being nearly twice as high as on the W-3PL. Analysis of the years to which the available data was related (2012-2016) has led to the conclusion that the number of flights performed and the number of failure conditions was on an increase. However, the share of failure conditions in the total number of flights decreased. Authors 1 and 2 serve in the 56th Air Force Base and were granted permission to access and publish the data presented in this paper.
Дисертації з теми "Aircraft's safety":
1
Blum, Scott C. "Aircraft automation policy implications for aviation safety." Thesis, University of Colorado at Colorado Springs, 2017. http://pqdtopen.proquest.com/#viewpdf?dispub=10259459.
Анотація:
Since the first aircraft accident was attributed to the improper use of automation technology in 1996, the aviation community has recognized that the benefits of flight deck technology also have negative unintended consequences from both the technology itself and the human interaction required to implement and operate it. This mixed methods study looks at the relationship of technology to the severity of aircraft mishaps and the policy implications resulting from those relationships in order to improve safety of passenger carrying aircraft in the United States National Airspace System. U.S. mishap data from the National Transportation Safety Board and the Aviation Safety Reporting System was collected covering aircraft mishaps spanning the last twenty years. An ordinal regression was used to determine which types of flight deck technology played a significant role in the severity of aircraft mishaps ranging from minor to catastrophic. Using this information as a focal point, a qualitative analysis was undertaken to analyze the mechanisms for that impact, the effect of existing policy guidance relating to the use of technology, and the common behaviors not addressed by policy that provide a venue to address aviation safety. Some areas of current policy were found to be effective, while multiple areas of opportunity for intervention were uncovered at the various levels of aircraft control including the organizational, the supervisory, the preparatory, and the execution level that suggest policy adjustments that may be made to reduce incidence of control failure caused by cockpit automation.
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Vauchel, Nicolas. "Estimation des indices de Sobol à l'aide d'un métamodèle multi-éléments : application à la dynamique du vol." Electronic Thesis or Diss., Université de Lille (2022-....), 2023. http://www.theses.fr/2023ULILN008.
Анотація:
La thèse s'intéresse à une problématique concrète de sécurité des aéronefs. Le domaine de vol post-décroché est un domaine aérodynamiquement complexe où l'écoulement autour des surfaces portantes (ailes et gouvernes) peut présenter de fortes instabilités et peut être partiellement ou massivement décollé. Dans ce domaine de vol, atteignable de façon accidentelle ou volontaire (avions d'entraînement ou de voltige), les moyens de contrôle usuels sont moins efficaces, voire totalement inefficaces, ce qui peut mettre en danger le pilote et ses potentiels passagers. Le travail de recherche s'intéresse à la détermination des prévisions de vol dans le domaine de vol post-décroché, ainsi qu'à leurs dépendances aux structures de modèles utilisées pour les coefficients aérodynamiques et aux incertitudes des données expérimentales sur lesquelles ce modèle repose. La dynamique du mouvement de l'avion est régie par un système dynamique d'équations différentielles ordinaires autonomes non linéaires. Dans ces équations, les effets du fluide sur l'aéronef apparaissent par le biais des coefficients aérodynamiques globaux, qui sont les forces et les moments adimensionnés appliqués par le fluide sur l'aéronef. Ces coefficients dépendent de façon non-linéaire d'un grand nombre de variables, dont la géométrie de l'aéronef, sa vitesse et sa vitesse de rotation par rapport à la Terre, ainsi que des caractéristiques de l'écoulement qui l'entoure. Pour chaque coefficient, un modèle de représentation ayant une certaine structure est déterminé pour décrire ces dépendances complexes. Ce modèle s'appuie sur des données expérimentales recueillies sur des maquettes de taille réduite, les données de vol libre sur avion réel étant trop coûteuses et trop risquées à collecter dans le domaine post-décroché. Une autre piste pour l'établissement de ces bases serait d'utiliser des données venant de calculs numériques. Néanmoins, le caractère instationnaire et complexe de l'écoulement autour de la géométrie 3D de l'aéronef semble rendre les simulations trop coûteuses en terme de temps de calcul pour le moment, même si des études récentes explorent cette direction de recherche. Les modèles utilisés dans le cadre de notre étude sont bâtis exclusivement sur des données expérimentales. Dans le système dynamique, les coefficients aérodynamiques globaux sont évalués par interpolation dans ces tables de données d'après la structure du modèle choisie. De par la nécessité de sélectionner une structure simplificatrice du modèle de représentation des coefficients aérodynamiques globaux, ces modèles sont lacunaires. De plus, ils sont entachés d'incertitudes dues au caractère intrinsèque des expériences. Ces lacunes et ces incertitudes vont impacter les résultats des prévisions de vol. L'objectif initial de la thèse est d'étudier ces impacts.Lors des travaux de thèse, de nouveaux objectifs scientifiques ont émergé. En premier lieu, une nouvelle méthode multi-éléments basée sur des méthodes modernes d'apprentissage automatique est développée. Les méthodes multi-éléments sont des méthodes qui ont été développées pour pallier au manque de précision des polynômes du chaos en présence de discontinuités. En second lieu, une formule analytique reliant les indices de sensibilité de Sobol aux coefficients d'un métamodèle multi-éléments est démontrée. Ces méthodes sont ainsi utilisées dans le cas de la dynamique du vol pour répondre à l'objectif initial de la thèse. Les nombreuses bifurcations que possède le système dynamique du vol peuvent se traduire par des irrégularités et/ou des discontinuités dans l'évolution des variables d'état par rapport aux paramètres incertains. Les méthodes d'analyse de sensibilité et de quantification d'incertitude développées sont alors de bonnes candidates pour effectuer l'analyse du systèmeThe thesis is addressing a concrete issue on aircrafts safety. The post-stall flight domain is a complex flight domain where flows around an airfoil may be highly unstable and massively stalled. In this domain, which can be reached on purpose or accidentally, usual controls are less efficient or completely inefficient, which can endanger the pilot and its passengers. The thesis is about the determination of the flight predictions in the post-stall flight domain, their dependences to the selected model structure and about the uncertainties of the experimental data the model relies on. The dynamic of the motion of the aircraft is governed by a dynamic system of ordinary non-linear differential equations. In these equations, the effects from the fluid on the aircraft are traduced by the global aerodynamic coefficients, the dimensionless forces and moments applied by the fluid on the aircraft. These coefficients depend on a high number of variables in a non-linear fashion. Among these variables are the geometry of the aircraft, its velocity and its rotation rates compared to earth, and characteristics of the surrounding flow. A representation model having a selected structure is determined for every aerodynamic coefficient, in order to represent these complex dependences. This model rely on experimental data obtained on a scale model, free flight data on a real aircraft being too expensive and too risky to get in the post-stall domain. Another way of obtaining data would be to use computational simulations. Nevertheless, the complex and unsteady flows around the 3D geometry of the aircraft makes the simulation too expensive with the current ressources, even if some recent studies begin to explore this direction of research. The selected models in the thesis are built on experimental data only. In the dynamic system, the global aerodynamic coefficients are evaluated by interpolation in these databases according to the selected model structure. The fact of selecting a simplified structure of the model makes it deficient. Moreover, as these models rely on experimental data, they are uncertain. The gaps and the uncertainties of the model have some impacts on the flight predictions. The initial objective of the thesis is therefore to study these impacts.During the thesis, new scientific objectives appeared, objectives going beyond the scope of Flight Dynamics. First, a new multi-element surrogate model for Uncertainty Quantification based on modern Machine learning methods is developed. Multi-element surrogate models were developed to address the loss of accuracy of Polynomial Chaos model in presence of discontinuities. Then, a formula linking the sensitivity Sobol indices to the coefficient of a multi-element surrogate model is derived. These results are used in the case of Flight Dynamics in order to address the issue raised in the initial objective of the thesis. The numerous bifurcations of the dynamic system can be traduced by discontinuities and/or irregularities in the evolution of the state variables compared to the uncertain parameters. The methods of Sensitivity Analysis and of Uncertainty Quantification developed in the thesis are therefore good candidates to analyse the system
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Earl, Laurie. "Enhancing Aircraft Safety through Observations and Pilot Verbalisations." Thesis, Griffith University, 2018. http://hdl.handle.net/10072/371945.
Анотація:
Safety in complex work environments is often an area of focus in the research community. Aviation is a multi-faceted field, but it remains one of the safest work environments in the world. For instance, despite passenger numbers increasing worldwide over many decades, the year 2013, when 3.1 billion passengers flew worldwide, is the safest year on record for aviation (Aviation Safety Network, 2017). That year resulted in only 29 fatal crashes and 265 deaths – one per 11,501,886 miles flown. Despite these impressive statistics, every disaster affects the lives of many people and attracts the attention of the general public, who demand answers. As a result, aviation has continually sought to discover new methods for increasing safety.
Early in the twentieth century, when aviation was developing as an industry, accidents were decreasing steadily due to technical improvements, such as advances in aircraft structures and materials, aerodynamics, and systems. In the 1970s, as safety improvements plateaued, the link between human error and aviation accidents became increasingly apparent. This was emphasised in 1977, when 583 people were killed in a collision between two aircraft on a runway in Tenerife. The collision was found to have been the result of poor decision-making and miscommunication by pilots. In the aftermath of the crash, the Royal Dutch Airline KLM (the main protagonist) created the KLM Human Factors Programme. Recognising the part humans play in safety, the purpose of this programme is to improve communication and resource management skills among pilots.
In an ongoing effort to improve safety, the aviation industry continues to develop more initiatives based on “human in the cockpit” principles, both in design and in operation. One such strategy is the Line Operations Safety Audit (LOSA). Developed in the 1990s at the University of Texas, the goal of this initiative is to audit pilots’ behaviour during normal flight operations for the purpose of improving air safety. It is a methodology whereby observers sit in aircraft flight decks and unobtrusively monitor pilots’ communications, the threats they face, the errors they make, and how they mitigate these threats and errors. In other words, it is a snapshot of pilot responses to factors impacting safety in normal flights as opposed to a line check by an examiner, where pilots display “angel behaviour” during a flight assessment. Many commercial airlines now use LOSA in their multi-crew operations in order to identify any patterns in behaviour, communication or systems that may need to be changed to improve aviation safety.
Whilst commercial aviation generally has a very good safety record, single-pilot operations lag considerably behind, therefore safety in single-pilot operations needs to be further investigated. Past initiatives for improving the safety of single-pilot operations have been less than successful, so new and innovative approaches must be considered. To date, LOSA has not been used in single-pilot operations, and no studies have investigated its applicability in the single-pilot context. This thesis examines the possibility of adapting the LOSA methodology into the single pilot environment, a variation here known as LOSA:SP.
The first study conducted for this thesis by the author, implemented the LOSA methodology with pilots working for an emergency services company in Australia. It was clear from the study that the threat and error conceptual framework and observational methodology that are key elements of LOSA were applicable to these single-pilot operations. The results initially supported the view that with minor modifications, the LOSA methodology may be applied to single-pilot operations. In the LOSA:SP study, when pilots were observed to talk aloud during flight, it was referred to as verbalisation. During the study, it became apparent that some pilots used verbalisation as a method for improving their cognitive performance. Further, this verbalisation actually assisted the unobtrusive observers during the LOSA:SP study because it made available to the observers the process of how the pilots’ reached certain decisons. This is significant because two-pilot crews normally discuss their reasoning and decision-making out loud to each other, but this form of verbalisation does not always occur in single-pilot flights.
For verbalisation to be viable in the single-pilot environment, limitations must be considered, including safety. A further study was conducted using transcripts and data from a current research project exploring verbalisation in multi-crew operations under simulator conditions. The research aim was to examine the viability of verbalising during different workload phases of flight, such as taxi, take-off, and landing. A method consisting of both concurrent and retrospective verbalisation was used to examine a captain and first officer (second in command) over two simulated flights. The pilots were asked to verbalise during simulated scenarios, and each simulation was audio-visually recorded. Soon afterwards, the pilots were shown these recordings in a separate debriefing room and asked to comment on their performance. Special attention was paid to verbalisations made during three different degrees of workload: low, medium, and high. A total of five overall themes emerged from this study. The most significant were that pilots said that verbalisations during periods of low and medium workload assisted them with their cognitive processes, but verbalisations during periods of high workload were minimal and were perceived by pilots as interfering with their tasks. This second study suggested two findings: that safety could be compromised if pilots were forced to verbalise under periods of high workload and that retrospective verbalisation (or debriefings) were extremely helpful in gaining context supporting thoughts and actions that allowed participants to realise and learn from mistakes and good practices.
To determine whether these findings were applicable to SPO, a third study, in the form of a literature review and thematic analysis of LinkedIn data and Focus Group transcripts was undertaken. This study identified that verbalisation is used by many single pilots and flight instructors as a means of enhancing cognitive ability. Yet mulit-crew operators had significantly different views, believing that verbalisation was less useful. Additionally, the literature review uncovered many other applications of verbalisation in other transport and safety conscious industries. The LinkedIn data and Focus Group correspondents also gave opinions on the viability of the LOSA methodology for single pilot operations resulting in a wide variety of discussion.
In discussing these results in relation to the application of LOSA in a single-pilot environment, several considerations are suggested in this thesis. One is that the value of verbalisation depends on the situation in which it is used. Another important factor to consider is the familiarity pilots have with verbalisation and how comfortable they are verbalising. Requiring a pilot to verbalise for the purpose of a LOSA:SP may reduce pilot performance in high workload scenarios (with obvious safety consequences). This limits complete transferability of the LOSA methodology to single-pilot operations, where having access to pilot thought processes is fundamental. However, retrospective debriefing may be a useful technique for regaining some of the merits of LOSA:SP as a safety intervention. The willingness of a company to introduce a LOSA seems to suggest an increased awareness of safety, which can only be positive and many respondents found success in adaptations of the methodology to certain routes or conditions. Even without cross-talk between crews, LOSA:SP has sufficient merit for industry to be interested in replicating it.Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
School Educ & Professional Studies
Arts, Education and Law
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Acar, Erdem. "Aircraft structural safety effects of explicit and implicit safety measures and uncertainty reduction mechanisms /." [Gainesville, Fla.] : University of Florida, 2006. http://purl.fcla.edu/fcla/etd/UFE0015222.
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Yeun, Richard Chee Kin. "The Impact of Safety Management Systems on Safety Performance: Commercial Aviation Operations." Thesis, Griffith University, 2015. http://hdl.handle.net/10072/367145.
Анотація:
Aviation is a complex and safety-critical industry. Although the aviation system is one that cannot be completely free of hazards and associated risks, the final goal is always the elimination of aircraft accidents and/or serious incidents. Because there are no guarantees that human activities or human-built systems will be completely free from operational errors and their consequences, safety has to be a dynamic characteristic of the aviation system where risks to safety need to be constantly mitigated.
The acceptabilit y of safety performance is frequently predisposed by domestic as well as international norms and culture. Provided safety risks are kept under an appropriate level, the aviation system can be expected to maintain the appropriate balance between production and protection. Previous research has shown that organisations with a certified safety management system (SMS) had significantly lower accident rates (Thomas, 2012). However, there was no agreement about which SMS components individually contributed most to safety performance, as well as a general lack of consistency in terms of which SMS elements most affected safety performance.
Therefore, this study seeks to determine the impact of SMSs on safety performance for commercial aviation operations using two case studies. The first case study looks at SMSs within the general aviation/charter operation sector while the second case study reviews SMSs for the airline sector of the industry. This study starts with a review of the evolution of aviation safety, and of the approaches taken to implement, improve and enhance safet y in safety-critical industries such as aviation, nuclear, marine, rail and petrochemical. Variations were identified between the International Civil Aviation Organization (ICAO) SMS model and the models adopted by some ICAO member states. The experience of implementing an SMS in Australia for regular public transport or airline-type operations was reviewed by this study together with a review of the independent Australian National Audit Office (ANAO) post-SMS implementation audit to seek out lessons learnt and recommendations for continuous improvements.Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
School of Natural Sciences
Science, Environment, Engineering and Technology
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Braithwaite, Graham R. "Australian aviation safety : a systemic investigation and case study approach." Thesis, Loughborough University, 1998. https://dspace.lboro.ac.uk/2134/6881.
Анотація:
Aviation represents a complex socio-technical system in which a strong emphasis is placed upon safe operation. Advances in this area have traditionally been reactive following particular incidents or accidents. As the traditional accident causes (predominantly technical engineering factors) have become better understood, the need for proactive solutions to counteract the increasing proportion of human performance related accidents has grown. This thesis proposes and utilises case-study research methodology to examine the reasons behind Australia's good record for airline safety. At the time of writing, no lives have been lost in an Australian jet passenger aircraft accident. The methodology is designed to advance the application of systemic safety investigation in order to avoid the traditional "primary-cause focussed safety investigations" which are generally used following accidents. Having established the safety record for commercial jet RPT (regular public transport) operations to be above average, a number of factors which may have an effect on that record are reviewed. The analysis is divided into three main sections, namely the human, operational and natural environments. Evidence used comes from a variety of sources so as to ensure validity. Data collection methods included primary data obtained through expert witness interviews and attitude surveys of 2,600 Australian and British flight crew and air traffic controllers. Secondary data came from extensive literature reviews which have attempted to bring together existing micro-level research work in a systems context. Initial conclusions point to the existence of a number of natural environment factors which are perceived to have a major effect on flight safety. However, deeper examination has suggested that there are a number of cultural factors within the human and operational environments which exist at professional, corporate, industry and national levels. These have contributed to the quality and quantity of risk countermeasures which have been instrumental in creating the good safety record. This thesis explores the importance of these influences and how they may be changing in the current and future aviation environment.
7
Macey, P. "Probabilistic risk assessment modelling for passenger aircraft fire safety." Thesis, Cranfield University, 1997. http://hdl.handle.net/1826/4260.
Анотація:
This thesis describes the development
of a computer simulation model
for the
investigation
of airliner
fire
accident safety.
The
aim of the work
has been to create a computer-based analysis tool that generates
representative aircraft accident scenarios and then simulates their outcome
in terms of
passenger injuries
and
fatalities. The details
of the accident scenarios are
formulated
to closely match the type of events that are
known to have
occurred
in
aircraft
accidents over the last 40
years.
This information has been obtained
by
compiling a
database
and undertaking
detailed
analysis of approximately
200
airliner
fire
accidents. In
addition to utilising
historical data, the modelling work
has incorporated
many of the key findings
obtained
from
experimental research undertaken
by the
world's air safety community.
An
unusual
feature of the simulation process is that all critical aspects of the accident
scenario have been analysed and catered for in the formative
stages of the programme
development. This has
enabled complex effects, such as cabin crash
disruption,
impact trauma injuries, fire
spread, smoke
incapacitation
and passenger evacuation to
be
simulated
in
a
balanced and
integrated manner.
The
study
is intended to further the general appreciation and understanding of the
complex events that lead to fatalities in
aircraft
fire
accidents.
This is
achieved
by
analysing all contributory
factors that are
likely to arise
in
real
fire
accident scenarios
and undertaking quantitative risk assessment through the use of novel simulation
methods. Future development
of the research could potentially enable the undertaking
of a systematic exploration and appraisal of the effectiveness of
both
current and
future
aircraft
fire
safety policies.
8
Knife, S. "Propulsion system safety analysis methodology for commercial transport aircraft." Thesis, Cranfield University, 1997. http://hdl.handle.net/1826/4256.
Анотація:
Airworthiness certification of commercial transport aircraft requires a
safety analysis of the propulsion system to establish that the probability of a
failure jeopardising the safety of the aeroplane is acceptably low. The
needs and desired features of such a propulsion system safety analysis are
discussed, and current techniques and assumptions employed in such
analyses are evaluated. It is concluded that current assumptions and
techniques are not well suited to predicting behaviour of the propulsion
system in service. The propulsion accident history of the high bypass ratio
commercial transport fleet is reviewed and an alternate approach to
propulsion system safety analysis is developed, based on this accident
history. Features of the alternate approach include quantified prediction of
propulsion related crew error, engine-level reliability growth modelling to
realistically predict engine failure rates, and quantified credit for design
features which mitigate the effects of propulsion system failures. The
alternate approach is validated by applying it to two existing propulsion
systems. It is found to produce forecasts in good agreement with service
experience. Use of the alternate approach to propulsion system safety
analysis during design and development will enable accurate prediction of
the expected propulsion related accident rate and identification of
opportunities to reduce the accident rate by incorporating mitigating
features into the propulsion system/ aeroplane design.
9
Prescott, Darren Richard. "Safety modelling for the time limited dispatch of aircraft." Thesis, Loughborough University, 2007. https://dspace.lboro.ac.uk/2134/12235.
Анотація:
Time-limited dispatch (TLO) allows aircraft to dispatch with known faults present in the engine control systems. These systems govern the thrust control of engines and, in order for a TLO scheme to be certified, the failure rates to loss of thrust control (LOTC) must lie within or below prescribed bounds. The aim of the work presented in this thesis was to develop a tool that could be used to model the time-limited dispatch (TLO) of aircraft and compare this with currently recommended techniques for modelling TLO. Currently techniques for modelling TLO require the failure rates to LOTC from various dispatchable system configurations, i.e. system configurations where a number of faults are present. These rates determine how long the system may be dispatched with certain faults present and also a failure rate to LOTC can be computed for the whole system. A number of approximations are used within the models, intended to make them simple to use. The concern is that these approximations might not accurately model the system behaviour and that the results obtained might as a consequence be unreliable. Monte Carlo simulation (MCS) was identified as an analysis method that could deal with the intricacies and complexities involved in the application of TLD. Software, written in C++, allowed TLO to be modelled using MCS. Full use was made of the flexibility of MCS and many TLO maintenance scenarios were considered as the code was developed. The MCS code was written in such a way that all failure rates to LOTC, i.e. those representing the system LOTC and the dispatchable fault LOTC rates, would be produced as outputs. Results obtained using the developed software and the currently recommended techniques were compared. Finally, the MCS code was embedded within an optimisation procedure in order to demonstrate how such a tool could be used in the design process for a system. A simple genetic algorithm procedure was employed to carry out this optimisation process.
10
Gibbons, Blake. "Safety Management Systems (SMS) for aircraft manufacturers and maintainers?" Thesis, Cranfield University, 2014. http://dspace.lib.cranfield.ac.uk/handle/1826/9213.
Анотація:
There is much dialogue in the global aviation industry about Safety Management Systems (SMS) and how it should be integrated across all domains of the industry including aircraft design, production, flight operations, overhaul and maintenance, suppliers, service providers, airports, and so forth (Johnson, 2012).
Regulators have made significant progress in recent years to implement ICAO’s SMS into airlines, albeit as a required or recommended practice. More recently the regulators are seeking to implement SMS into the aircraft manufacturing and aircraft maintenance domains.
This research reviewed regulatory publications from multiple countries to assess the technical makeup of SMS, and understand what regulators are requiring, or recommending, and when. It was found that global regulators accept the ICAO published definition of SMS, but different regulators have varying approaches regarding implementation. However, they are consistent in initially targeting airlines for SMS implementation. SMS comments range from “The best thing since sliced bread” to “Worst thing since the creation of the FAA; I don’t need anyone telling me what’s safe when I already know it; waste of time and money”.
This investigation experimented with field tests to connect the engineering, production and airline domains into one ICAO SMS model. Results indicate that because the different domains are risk-specific, the application of one safety risk management model to all domains is not viable. The SMS model applies to airlines because airlines’ primary risk is about operational safety. Aircraft production and maintenance is about production risk – therefore the risk model must be centric to process risk. Field test 3 tailored the ICAO SMS risk architecture to assess and mitigate process risk as applicable to the aircraft manufacturing and maintenance. Although the SMS architecture was usable, the content and focus was significantly adjusted to be production process-risk centric, to the point where the term “SMS’ was deemed out of place. The resulting model was therefore named Production Risk Management System (PRMS).
Following the emergence of PRMS from field tests, this investigation reviewed industry, research and regulatory arguments for and against SMS in the airline industry, and correlated those arguments with the benefits and non-benefits of PRMS for the manufacturing and aircraft maintenance domains.
The researcher advocates PRMS as a viable model that meets ICAO SMS-like architecture for aircraft production and maintenance. Methods were identified for developing and implementing PRMS, and for evaluating its ROI. If and when “SMS” is truly mandated in these domains, the researcher proposes PRMS as a viable model that should be considered. Furthermore, the researcher proposes that PRMS can be an effective production risk management system that can enhance the organization’s existing QMS, regardless of “SMS” regulations.
Книги з теми "Aircraft's safety":
1
H, Marcus Jeffrey, United States. Office of Aviation Medicine., and Civil Aeromedical Institute, eds. Use of object-oriented programming to simulate human behavior in emergency evacuation of an aircraft's passenger cabin. Washington, D.C: U.S. Dept. of Transportation, Federal Aviation Administration, Office of Aviation Medicine, 1997.
2
H, Marcus Jeffrey, United States. Office of Aviation Medicine., and Civil Aeromedical Institute, eds. Use of object-oriented programming to simulate human behavior in emergency evacuation of an aircraft's passenger cabin. Washington, D.C: U.S. Dept. of Transportation, Federal Aviation Administration, Office of Aviation Medicine, 1997.
3
North Atlantic Treaty Organization. Advisory Group for Aerospace Research and Development. Aircraft fire safety. Neuilly sur Seine, France: AGARD, 1989.
4
United States. National Transportation Safety Board. Commuter airline safety: Safety study. Washington, D.C: National Transportation Safety Board, 1994.
5
Lloyd, E. Systematic safety: Safety assessment of aircraft systems. London: Civil Aviation Authority, 1995.
6
Dmitrenko, Vladimir, Sergey Gorbachev, and Natal'ya Manuylova. Environmental safety of structural materials. ru: INFRA-M Academic Publishing LLC., 2020. http://dx.doi.org/10.12737/1013018.
Анотація:
The textbook provides a General idea of modern methods for assessing the environmental properties of materials, discusses the environmental aspects of the production of the main groups of structural materials, and suggests a method for assessing the environmental safety of the material, taking into account the full life cycle of products. Meets the requirements of the Federal state educational standards of higher education of the latest generation. For students of higher educational institutions studying in the areas of "Technosphere safety", "aircraft Engineering", "materials Science and technology of materials" and other aircraft engineering specialties.
7
North Atlantic Treaty Organization. Advisory Group for Aerospace Research and Development. Aircraft flight safety: A bibliography. Neuilly-sur-Seine: AGARD, 1993.
8
United States. Dept. of the Army, ed. Aircraft accident investigation and reporting: Safety. [Washington, DC]: Headquarters, Dept. of the Army, 1993.
9
Tench, William H. Safety is no accident. London: Collins, 1985.
10
Krause, Shari Stamford. Aircraft safety: Accident investigations, analyses, and applications. 2nd ed. New York: McGraw-Hill, 2003.
Частини книг з теми "Aircraft's safety":
1
Lal, Ratan, Aaron McKinnis, Dustin Hauptman, Shawn Keshmiri, and Pavithra Prabhakar. "Formally Verified Switching Logic for Recoverability of Aircraft Controller." In Computer Aided Verification, 566–79. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-81685-8_27.
Анотація:
AbstractIn this paper, we investigate the design of a safe hybrid controller for an aircraft that switches between a classical linear quadratic regulator (LQR) controller and a more intelligent artificial neural network (ANN) controller. Our objective is to switch safely between the controllers, such that the aircraft is always recoverable within a fixed amount of time while allowing the maximum time of operation for the ANN controller. There is a priori known safety zone for the LQR controller operation in which the aircraft never stalls, over accelerates, or exceeds maximum structural loading, and hence, by switching to the LQR controller just before exiting this zone, one can guarantee safety. However, this priori known safety zone is conservative, and therefore, limits the time of operation for the ANN controller. We apply reachability analysis to expand the known safety zone, such that the LQR controller will always be able to drive the aircraft back to the safe zone from the expanded zone (“recoverable zone") within a fixed duration. The “recoverable zone" extends the time of operation of the ANN controller. We perform simulations using the hybrid controller corresponding to the recoverable zone and observe that the design is indeed safe.
2
Shappee, Eric J., and Graham Feasey. "Safety Assessments." In Introduction to Unmanned Aircraft Systems, 153–67. 3rd ed. Third editon. | Boca Raton: CRC Press, 2021.: CRC Press, 2021. http://dx.doi.org/10.1201/9780429347498-7.
3
Jackson, Scott, and Ricardo Moraes dos Santos. "Safety." In Systems Approach to the Design of Commercial Aircraft, 61–78. First edition. | Boca Raton, FL : CRC Press, 2020.: CRC Press, 2020. http://dx.doi.org/10.1201/9781003053750-13.
4
Slomski, Patrick, James M. Cooper, Inês Afonso Mousinho, Olivia Puchalski, and Merinda Stewart. "Aerodromes and aircraft safety." In Drone Law and Policy, 140–66. London: Routledge, 2021. http://dx.doi.org/10.4324/9781003028031-11.
5
Miller, Benjamin, and Adam Trojanowski. "UAS in Public Safety." In Introduction to Unmanned Aircraft Systems, 387–95. 3rd ed. Third editon. | Boca Raton: CRC Press, 2021.: CRC Press, 2021. http://dx.doi.org/10.1201/9780429347498-17.
6
Kulik, Aleksey. "Aircraft Flight Safety Control Methodology." In Studies in Systems, Decision and Control, 283–93. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-66077-2_23.
7
Sikirda, Yuliya, and Tetiana Shmelova. "Analysis of the Development Situation and Forecasting of Development of Emergency Situations in Socio-Technical Systems." In Research Anthology on Reliability and Safety in Aviation Systems, Spacecraft, and Air Transport, 827–51. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-5357-2.ch032.
Анотація:
In this chapter, socio-technical analysis of Air Navigation System (ANS) has hold in the result of which the heterogeneous factors of professional and non-professional activities influencing on the decision-making (DM) of ANS's human-operator (Н-О) in expected and unexpected aircraft's (АС) operating conditions have classified, systematically compiled and formalized. The method of generalization of heterogeneous factors, which allows taking into account the structural hierarchy, heterogeneity, dynamic instability of factors of professional and non-professional activity influencing on the ANS's H-O DM has developed, the conditions for their evaluation have determined. The vector of actions of the ANS's H-O in the expected and unexpected AC operating conditions, taking into account the model of the operator's behaviour, has considered. The authors have obtained the models of bipolar choice of operator of Socio-Technical System (STS) for using of reflexion theory and Markov network. They present the results of choosing in the direction of positive, negative pole, a mixed choice and forecasting of development of the situation. The authors demonstrate the methodology for analysis of flight situation development using GERT's and Markov's networks.
8
Brewer, G. Daniel. "Safety." In Hydrogen Aircraft Technology, 343–57. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-8.
9
Kritzinger, Duane. "Continuing safety." In Aircraft System Safety, 371–85. Elsevier, 2017. http://dx.doi.org/10.1016/b978-0-08-100889-8.00011-8.
10
"Safety criteria." In Aircraft System Safety, 292–312. Elsevier, 2006. http://dx.doi.org/10.1016/b978-1-84569-136-3.50020-8.
Тези доповідей конференцій з теми "Aircraft's safety":
1
Qi, Jin, Jianzhong Yang, and Wenguang Xie. "Civil Aircraft's Dynamics Simulation for Detailed Trajectory Estimation." In First International Conference on Transportation Information and Safety (ICTIS). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41177(415)259.
2
Hu, Binghao, Qing Liang, Deming Zhong, and Hao Wang. "The safety assessment process of carrier aircraft's control system." In 2016 Prognostics and System Health Management Conference (PHM-Chengdu). IEEE, 2016. http://dx.doi.org/10.1109/phm.2016.7819867.
3
Jiang, Kun, Jinfeng Lv, Chuan Lv, and Meihui Wang. "Researches on integrated evaluation methods for military aircraft's MTTR." In 2011 9th International Conference on Reliability, Maintainability and Safety (ICRMS 2011). IEEE, 2011. http://dx.doi.org/10.1109/icrms.2011.5979245.
4
Xiao, Boping, Linxia Lv, and Ting Wang. "Notice of Retraction Auxiliary decision support system designing of aircraft's initial spares." In 2013 International Conference on Quality, Reliability, Risk, Maintenance and Safety Engineering (QR2MSE). IEEE, 2013. http://dx.doi.org/10.1109/qr2mse.2013.6625963.
5
Wu, Lina, and Kai Liu. "Model-based flight phase suppression safety design and evaluation process for crew warnings." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1001429.
Анотація:
The crew warning information provides the crew with status indication information that they need to know during normal or abnormal flight, accurately and effectively inform the crew of the aircraft status, and guide the crew to take corresponding measures or establish situational awareness to reduce the impact of failure.However, in some critical flight stages, the flight crew needs to concentrate on manipulating the aircraft. The appearance of inappropriate warning messages will cause interference to the flight crew and affect flight safety. Therefore, in the warning design of civil aircraft, a flight phase suppression plan for warnings is generally formulated to suppress part of the crew warning information in some specific flight phases.The design of the flight phase suppression of the crew warning information will lead to the failure of the crew warning information during the flight phase of the crew warning information suppression when the warning function is normal. notice".Therefore, the flight phase suppression plan for the crew warning information should be evaluated by the safety engineer to ensure that the suppressed warning information will not affect the pilot's current flight control and meet the safety requirements.In the process of safety assessment, the analysis of the impact of "unannounced" failures is to consider that the crew is not aware of the failure during the entire flight phase, and the crew is unable to perform mitigation procedures or establish situational awareness, resulting in the impact of "unannounced" failures than "announced" failures. Bigger. However, the flight phase suppression of the crew warning information does not mean that the flight phase does not fail. The crew can know the failure after the suppression phase; therefore, the "unannounced" effect of the flight phase suppression phase may be the same as the "unannounced" effect during the entire flight phase. It's not the same. Used directly, the "unannounced" failure impact level of the entire phase is used as the "unannounced" impact level of the flight phase suppression phase, which may be too conservative.This paper presents a safety assessment method for the suppression of civil aircraft crew warning information during flight phase. Through determining the establishment of a list of factors affecting the failure; establishing one by one the corresponding relationship matrix between the factors and the failure impact levels and the relationship matrix of the factors changing with time; finally establishing the relationship matrix of the civil aircraft's various failure impact levels with time. As a criterion for the safety of civil aircraft crew warning information during flight phase suppression.
6
PFEIFFER, HELGE, DAVID SEVENO, JOHAN REYNAERT, PIETER JAN JORDAENS, ÖZLEM CEYHAN, and MARTINE WEVERS. "MONITORING OF FREEZING WATER OR MELTING ICE IN AIRCRAFT FUEL TANKS AND FUSELAGES BY ACOUSTIC EMISSION." In Structural Health Monitoring 2023. Destech Publications, Inc., 2023. http://dx.doi.org/10.12783/shm2023/36981.
Анотація:
It is a mostly overlooked phenomenon in physical chemistry that matter produces characteristic sound emissions when passing through a phase transition. The origin of this sound is not yet fully understood, but it is certain that sudden changes in volume, cracks, friction between crystallites and other sources must be considered, but a generally accepted theory of the "sound of phase transitions" is lacking. But even if the cause is not completely clear, this phenomenon can be used to detect the presence of these substances in technical structures. This is important, for example, in the case of water and ice in aircraft fuel tanks. Water arising from contamination and condensation is frequently found in fuel tanks and regular drainage procedure are important to guarantee the safety of systems and structures. While ice dispersed in the kerosene phase can seriously hinder the combustion process, blocks of ice can cause serious crack formation as in valves and tubes. A practical problem with all drainage procedures after flights at freezing conditions is the right time to start that process. Starting too early would mean that the remaining ice cannot be removed and waiting too long is an economic problem because it increases the aircraft's downtime. Unfortunately, there is no technology yet that tells mechanics when all the water has melted. It would be beneficial for maintenance teams to find the right time to drain, and acoustic emissions from the melting ice would be the ideal tool to determine this moment. For this purpose, acoustic sensors are attached to the skin of the tank walls, and the acoustic signals from the ice are intense enough to propagate through media, the aluminum sheets and coating. In this way, the completion of the ice melt is determined by the time at which the acoustic emission stops. We present measurements on a laboratory scale, results from a realistic climate chamber on a tank model and the first results from a campaign on an operational aircraft (Airbus A330). We were able to show that relevant amounts of melted ice can be reliably determined, e.g., 30 ml of water under the kerosene phase in a replica fuel tank generate about 200,000 distinguishable signals, in our case these signals are acoustic transients. This is quite sufficient to obtain the desired information about the state of the melting ice. In addition, to address other structures, results of ice melting and water freezing processes on an aircraft fuselage model are presented.
7
Kupciuniene, Kristina, and Robertas Alzbutas. "External Events Importance for Safety of the Ignalina Nuclear Power Plant." In 16th International Conference on Nuclear Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/icone16-48230.
Анотація:
Probabilistic risk analysis of external events impact on the safety important systems of Ignalina nuclear power plant (NPP) is performed. At first, the methodology was established for screening out external events, which impact on Ignalina NPP safety is not significant. In order to estimate probabilities of external events occurrences the statistical data were collected, mathematical models were constructed and probabilities of these events occurrences were determined. For risk estimation, the following external events were studied: forest fires, external floods, aircraft crash, seismic events, extreme winds, fall of frequency in electricity network and loss of an external electricity supply. The aircraft crash event was modeled and analyzed in more detail. The crash probability estimation model is improved considering uncertain data. The aircraft crash probability on the territory of the Ignalina NPP with the radius r is expressed by the derived analytical formula. This formula is used to calculate the aircraft crash probability applying the most recent statistical data. The aircraft crash dependencies upon the amount of flights and crashes in the different radius territories were analyzed. Relationship of non-flying zone around Ignalina NPP and aircraft crash frequency was investigated. As a part of the initial conditions and parameters of aircraft crash model are not well-known or have different values for various types of aircrafts, the sensitivity analysis was performed for the model. This analysis determines the parameters that have the greatest influence on the model results. Conclusions about the importance of the parameters and sensitivity of the results are obtained using a sensitivity measures of the model under analysis.
8
Wesołowski, Mariusz, and Krzysztof Blacha. "The Impact of Load Bearing Capacity of Airfield Pavement Structures on the Air Traffic Safety." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.124.
Анотація:
Airfield pavement is a marked and appropriately prepared surface of an airfield functional element that performs a definite function in aircraft operations. The structure of airfield pavement is most often composed of a set of layers whose task is to absorb and transfer loads coming from moving aircraft onto the ground in a way that ensures its definite durability. Structures of airfield pavements are designed for a definite exploitation period on the assumption of predicted volume and structure of the air traffic. Safety of air operations conducted by aircrafts on airfield pavements depends mainly on the state of bearing capacity of their construction. Due to the above, control tests of bearing capacity shall be periodically conducted, since information regarding the current state of an airfield pavement constitutes the basis for decisions concerning the types of aircrafts permitted to land and take off, traffic volume and dates of starting renovation or modernization works. In addition to loads generated by aircraft, on the condition of airfield pavement load bearing capacity is influenced by many external factors, including weather conditions. The ACN-PCN non-destructive method is currently used in the assessment of airfield bearing capacity, which has been introduced by ICAO (ICAO 2013). According to its assumptions, the airfield construction bearing capacity may be expressed in PCN or permissible number of air operations. The fundamental problem by measuring airfield pavements is to assume the correct computational model of a structure, which describes the way of cooperation and mechanical properties of individual layers. This paper contains the way of assessing and description of PCN as well as presentation of the possibility of expressing bearing capacity results by determination of permissible number of aircraft operations. There is also interrelation between PCN and the permissible number of aircraft operations presented in a graphic way.
9
Virr, Lionel C. "Aircraft Fire Safety Overview." In SAE Aerospace Technology Conference and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1986. http://dx.doi.org/10.4271/861617.
10
Lawrence, B. "A380 aircraft safety process." In 1st IET International Conference on System Safety. IEE, 2006. http://dx.doi.org/10.1049/cp:20060240.
Звіти організацій з теми "Aircraft's safety":
1
Cook, Stephen, and Loyd Hook. Developmental Pillars of Increased Autonomy for Aircraft Systems. ASTM International, January 2020. http://dx.doi.org/10.1520/tr2-eb.
Анотація:
Increased automation for aircraft systems holds the promise to increase safety, precision, and availability for manned and unmanned aircraft. Specifically, established aviation segments, such as general aviation and light sport, could utilize increased automation to make significant progress towards solving safety and piloting difficulties that have plagued them for some time. Further, many emerging market segments, such as urban air mobility and small unmanned (e.g., small parcel delivery with drones) have a strong financial incentive to develop increased automation to relieve the pilot workload, and/or replace in-the-loop pilots for most situations. Before these advances can safely be made, automation technology must be shown to be reliable, available, accurate, and correct within acceptable limits based on the level of risk these functions may create. However since inclusion of these types of systems is largely unprecedented at this level of aviation, what constitutes these required traits (and at what level they must be proven to) requires development as well. Progress in this domain will likely be captured and disseminated in the form of best practices and technical standards created with collaboration from regulatory and industry groups. This work intends to inform those standards producers, along with the system designers, with the goal of facilitating growth in aviation systems toward safe, methodical, and robust inclusion of these new technologies. Produced by members of the manned and unmanned small aircraft community, represented by ASTM task group AC 377, this work strives to suggest and describe certain fundamental principles, or “pillars”, of complex aviation systems development, which are applicable to the design and architectural development of increased automation for aviation systems.
2
DIRECTOR ARMY SAFETY OFFICE WASHINGTON DC. Army Aircraft Safety Performance Review. Fort Belvoir, VA: Defense Technical Information Center, December 1993. http://dx.doi.org/10.21236/ada372899.
3
Dietrich, Anna Mracek. Unsettled Topics in the General Aviation Autonomy Landscape. SAE International, February 2022. http://dx.doi.org/10.4271/epr2022004.
Анотація:
The extent of automation and autonomy used in general aviation (GA) has been accelerating dramatically. This has huge potential benefits for safety given that 75% of accidents in personal and on-demand GA are due to pilot error. However, an approach to certifying autonomous systems that relies on reversionary modes limits their potential to improve safety. Placing a human pilot in a situation where they are suddenly tasked with flying an airplane in a failed situation, often without sufficient situational awareness, is overly demanding. This, coupled with advancing technology that may not align with a deterministic certification paradigm, creates an opportunity for new approaches to certifying autonomous and highly automated aircraft systems. Unsettled Topics in the General Aviation Autonomy Landscape discusses how these new approaches must account for the multifaceted aviation approach to risk management which has interlocking requirements for airworthiness and operations (including training and airspace integration). If implemented properly, autonomy can take GA safety to the next level while simultaneously increasing the number and variety of aircraft and transportation options they provide.
4
Martinez-Guridi, G., R. E. Hall, and R. R. Fullwood. On the safety of aircraft systems: A case study. Office of Scientific and Technical Information (OSTI), May 1997. http://dx.doi.org/10.2172/567487.
5
Allen, Thomas L., Kevin M. Eveker, Joshua A. Schwartz, Joseph W. Stahl, and Lisa C. Veitch. Assessment of Aviation Safety Concepts: Phase I - Fighter Aircraft. Fort Belvoir, VA: Defense Technical Information Center, April 2000. http://dx.doi.org/10.21236/ada385250.
6
Tucker, Heather D., and Jennifer J. Crawford. Safety of Flight and Anthropometry in United States Navy Aircraft. Fort Belvoir, VA: Defense Technical Information Center, September 1998. http://dx.doi.org/10.21236/ada368526.
7
Stewart, Randon C. USAF Aircraft Mishap Safety Investigation Boards Are the Results Getting Published. Fort Belvoir, VA: Defense Technical Information Center, March 1997. http://dx.doi.org/10.21236/ada388304.
8
Mracek Dietrich, Anna, and Ravi Rajamani. Unsettled Issues Regarding the Certification of Electric Aircraft. SAE International, March 2021. http://dx.doi.org/10.4271/epr2021007.
Анотація:
The aerospace industry is beginning to grapple with the reality of certifying electric aircraft (EA), signaling the maturing of the field. Many players are ramping up their activities to respond to imminent technical, safety, and regulatory requirements. While there are gaps in EA knowledge as well as the processes for certifying them, some leading standards development organizations (SDOs) such as SAE International, ASTM International, and RTCA—ably supported by representatives from regulatory agencies—are stepping in to address many of these issues. Of special importance are the new rule changes in the normal category (14 CFR Part 23, Amendment 64) that shift from a prescriptive philosophy to “performance-based rules.” Regarding system knowledge, there has been a trend in the use electrical energy to power systems that have long employed mechanical hydraulics. In the new EA paradigm, these components will be employed at criticality levels not previously witnessed in conventional aircraft, calling for a specific set of certification demands. Unsettled Issues Regarding the Certification of Electric Aircraft tackles the certification challenges faced by EA manufacturers in both the small (normal) and large (transport) categories, addressing technical, business, and process issues.
9
David, Aharon. Controlling Aircraft—From Humans to Autonomous Systems: The Fading Humans. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, July 2023. http://dx.doi.org/10.4271/epr2023014.
Анотація:
<div class="section abstract"><div class="htmlview paragraph">While being the first to fly, the Wright Brothers were also the first and last complete “one stop shop” of aviation: the only case in human flight in which the same individuals personally carried out the research, development, testing, manufacturing, operation, maintenance, air control, flight simulation, training, setup, operation, and more. Since then, these facets gradually fragmented and drifted away from the aircraft. This report discusses the phenomenon of aircraft operation’s “fading humans,” including the development of flight instruments to support it, its growing automation, the emerging artificial intelligence paradigm, and the lurking cyber threats that all over the place.</div><div class="htmlview paragraph"><b>Controlling Aircraft – From Humans to Autonomous Systems: The Fading Humans</b> examines the “fading” process itself, including its safety aspects, current mitigation efforts, ongoing research, and the unsettled topics that still remain.</div><div class="htmlview paragraph"><a href="https://www.sae.org/publications/edge-research-reports" target="_blank">Click here to access the full SAE EDGE</a><sup>TM</sup><a href="https://www.sae.org/publications/edge-research-reports" target="_blank"> Research Report portfolio.</a></div></div>
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Reams, Richard H., Thomas M. Fischer, Robert E. Reifenberg, IV Babish, DeFazio Charles A., Butkus Mark S., Calcaterra Lawrence M., Thompson Jeffrey R., and Steven R. Nonconforming Titanium Task Force Actions to Resolve Aircraft Safety Issues due to Improperly Substituted Material. Fort Belvoir, VA: Defense Technical Information Center, June 2012. http://dx.doi.org/10.21236/ada565297.