SCIENTIFIC AND TECHNICAL AEROSPACE REPORTS
A Biweekly Publication of the National Aeronautics and Space Administration
VOLUME 43, ISSUE 20 - OCTOBER 07, 2005
03 AIR TRANSPORTATION AND SAFETY
Includes passenger and cargo air transport operations; airport ground operations; flight safety and hazards; and aircraft accidents.
Systems and hardware specific to ground operations of aircraft and to airport construction are covered in 09 Research and Support Facilities (Air).
Air traffic control is covered in 04 Aircraft Communications and Navigation.
For related information see also 16 Space Transportation and Safety and 85 Technology Utilization and Surface Transportation.
20050215035 NASA Langley Research Center, Hampton, VA, USA
Fast-Time Evaluations of Airborne Merging and Spacing in Terminal Arrival Operations
Krishnamurthy, Karthik; Barmore, Bryan; Bussink, Frank; Weitz, Lesley; Dahlene, Laura; [2005]; 11 pp.; In English; AIAA Guidance, Navigation, and Control Conference and Exhibit, 15-18 Aug. 2005, San Francisco, CA, USA Contract(s)/Grant(s): 23-137-30-10; Copyright; Avail.: CASI: A03, Hardcopy
NASA researchers are developing new airborne technologies and procedures to increase runway throughput at capacity-constrained airports by improving the precision of inter-arrival spacing at the runway threshold. In this new operational concept, pilots of equipped aircraft are cleared to adjust aircraft speed to achieve a designated spacing interval at the runway threshold, relative to a designated lead aircraft. A new airborne toolset, prototypes of which are being developed at the NASA Langley Research Center, assists pilots in achieving this objective. The current prototype allows precision spacing operations to commence even when the aircraft and its lead are not yet in-trail, but are on merging arrival routes to the runway. A series of fast-time evaluations of the new toolset were conducted at the Langley Research Center during the summer of 2004. The study assessed toolset performance in a mixed fleet of aircraft on three merging arrival streams under a range of operating conditions. The results of the study indicate that the prototype possesses a high degree of robustness to moderate variations in operating conditions. Author
Robustness (Mathematics); Runways; Precision; Prototypes; Spacing
20050215114 NASA Langley Research Center, Hampton, VA, USA
Conflict Resolution Performance in an Experimental Study of En Route Free Maneuvering Operations
Doble, Nathan A.; Barhydt, Richard; Hitt, James M., II; [2005]; 9 pp.; In English; 6th USA/Europe Seminar on Air Traffic Management Research and Development, 27-30 Jun. 2005, Baltimore, MD, USA Contract(s)/Grant(s): 23-137-10-10; Copyright; Avail.: CASI: A02, Hardcopy
NASA has developed a far-term air traffic management concept, termed Distributed Air/Ground Traffic Management (DAG-TM). One component of DAG-TM, En Route Free Maneuvering, allows properly trained flight crews of equipped autonomous aircraft to assume responsibility for separation from other autonomous aircraft and from Instrument Flight Rules (IFR) aircraft. Ground-based air traffic controllers continue to separate IFR traffic and issue flow management constraints to all aircraft. To examine En Route Free Maneuvering operations, a joint human-in-the-loop experiment was conducted in summer 2004 at the NASAAmes and Langley Research Centers. Test subject pilots used desktop flight simulators to resolve traffic conflicts and adhere to air traffic flow constraints issued by subject controllers. The experimental airspace integrated both autonomous and IFR aircraft at varying traffic densities. This paper presents a subset of the En Route Free Maneuvering experimental results, focusing on airborne and ground-based conflict resolution, and the effects of increased traffic levels on the ability of pilots and air traffic controllers to perform this task. The results show that, in general, increases in autonomous traffic do not significantly impact conflict resolution performance. In addition, pilot acceptability of autonomous operations remains high throughout the range of traffic densities studied. Together with previously reported findings, these results continue to support the feasibility of the En Route Free Maneuvering component of DAG-TM. Author
Maneuvers; Air Traffýc Control; Controllers; Air Traffýc
20050215139 Ohio Aerospace Inst., Brook Park, OH, USA
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Additional Results of Ice-Accretion Scaling at SLD Conditions
Bond, Thomas H., Technical Monitor; Anderson, David N.; Tsao, Jen-Ching; August 2005; 18 pp.; In English; 41st Aerospace Sciences Meeting and Exhibit, 6-9 Jan. 2003, Reno, NV, USA Contract(s)/Grant(s): NCC3-884; WBS 22-728-41-17 Report No.(s): NASA/CR-2005-213850; E-15220; AIAA Paper 2003-0390; No Copyright; Avail.: CASI: A03, Hardcopy
To determine scale velocity an additional similarity parameter is needed to supplement the Ruff scaling method. AWeber number based on water droplet MVD has been included in several studies because the effect of droplet splashing on ice accretion was believed to be important, particularly for SLD conditions. In the present study, ice shapes recorded at Appendix-C conditions and recent results at SLD conditions are reviewed to show that droplet diameter cannot be important to main ice shape, and for low airspeeds splashing does not appear to affect SLD ice shapes. Evidence is presented to show that while a supplementary similarity parameter probably has the form of a Weber number, it must be based on a length proportional to model size rather than MVD. Scaling comparisons were made between SLD reference conditions and Appendix-C scale conditions using this Weber number. Scale-to-reference model size ratios were 1:1.7 and 1:3.4. The reference tests used a 91-cm-chord NACA 0012 model with a velocity of approximately 50 m/s and an MVD of 160 m. Freezing fractions of 0.3, 0.4, and 0.5 were included in the study. Author
Ice Formation; Freezing; Scale Models; Airspeed
20050215167 Ohio Aerospace Inst., Brook Park, OH, USA
Overview of Icing Physics Relevant to Scaling
Anderson, David N.; Tsao, Jen-Ching; August 2005; 23 pp.; In English; FAA In-Flight Icing/Ground De-Icing International Conference, 16-20 Jun. 2003, Chicago, IL, USA Contract(s)/Grant(s): NCC3-884; WBS 22-728-41-17 Report No.(s): NASA/CR-2005-213851; Rept-2003-01-2130; E-15221; No Copyright; Avail.: CASI: A03, Hardcopy
An understanding of icing physics is required for the development of both scaling methods and ice-accretion prediction codes. This paper gives an overview of our present understanding of the important physical processes and the associated similarity parameters that determine the shape of Appendix C ice accretions. For many years it has been recognized that ice accretion processes depend on flow effects over the model, on droplet trajectories, on the rate of water collection and time of exposure, and, for glaze ice, on a heat balance. For scaling applications, equations describing these events have been based on analyses at the stagnation line of the model and have resulted in the identification of several non-dimensional similarity parameters. The parameters include the modified inertia parameter of the water drop, the accumulation parameter and the freezing fraction. Other parameters dealing with the leading edge heat balance have also been used for convenience. By equating scale expressions for these parameters to the values to be simulated a set of equations is produced which can be solved for the scale test conditions. Studies in the past few years have shown that at least one parameter in addition to those mentioned above is needed to describe surface-water effects, and some of the traditional parameters may not be as significant as once thought. Insight into the importance of each parameter, and the physical processes it represents, can be made by viewing whether ice shapes change, and the extent of the change, when each parameter is varied. Experimental evidence is presented to establish the importance of each of the traditionally used parameters and to identify the possible form of a new similarity parameter to be used for scaling. Author
Ice Formation; Leading Edges; Exposure; Analogies
20050215212 Ohio Aerospace Inst., Brook Park, OH, USA
Evaluation and Validation of the Messinger Freezing Fraction
Anderson, David N.; Tsao, Jen-Ching; August 2005; 18 pp.; In English; 41st Aerospace Sciences Meeting and Exhibit, 6-9 Jan. 2003, Reno, NV, USA Contract(s)/Grant(s): NCC3-884; WBS 22-728-41-17 Report No.(s): NASA/CR-2005-213852; AIAA Paper 2003-1218; E-15222; No Copyright; Avail.: CASI: A03, Hardcopy
One of the most important non-dimensional parameters used in ice-accretion modeling and scaling studies is the freezing fraction defined by the heat-balance analysis of Messinger. For fifty years this parameter has been used to indicate how rapidly freezing takes place when super-cooled water strikes a solid body. The value ranges from 0 (no freezing) to 1 (water freezes immediately on impact), and the magnitude has been shown to play a major role in determining the physical appearance of the accreted ice. Because of its importance to ice shape, this parameter and the physics underlying the expressions used to calculate it have been questioned from time to time. Until now, there has been no strong evidence either validating or casting doubt on the current expressions. This paper presents experimental measurements of the leading-edge thickness of a number of ice shapes for a variety of test conditions with nominal freezing fractions from 0.3 to 1.0. From these thickness measurements, experimental freezing fractions were calculated and compared with values found from the Messinger analysis as applied by Ruff. Within the experimental uncertainty of measuring the leading-edge thickness, agreement of the experimental and analytical freezing fraction was very good. It is also shown that values of analytical freezing fraction were entirely consistent with observed ice shapes at and near rime conditions: At an analytical freezing fraction of unity, experimental ice shapes displayed the classic rime shape, while for conditions producing analytical freezing fractions slightly lower than unity, glaze features started to appear. Author
Freezing; Heat Balance; Ice Formation
20050215215 Ohio Aerospace Inst., Brook Park, OH, USA
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Additional Study of Water Droplet Median Volume Diameter (MVD) Effects on Ice Shapes
Tsao, Jen-Ching; Anderson, David N.; August 2005; 18 pp.; In English; 42nd Aerospace Sciences Meeting and Exhibit, 5-8 Jan. 2004, Reno, NV, USA Contract(s)/Grant(s): NCC3-938; WBS 22-728-41-17 Report No.(s): NASA/CR-2005-213853; AIAA Paper 2004-0413; E-15223; No Copyright; Avail.: CASI: A03, Hardcopy
This paper reports the result of an experimental study in the NASA Glenn Icing Research Tunnel (IRT) to evaluate how well the MVD-independent effect identified previously might apply to SLD conditions in rime icing situations. Models were NACA 0012 wing sections with chords of 53.3 and 91.4 cm. Tests were conducted with a nominal airspeed of 77 m/s (150 kt) and a number of MVD's ranging from 15 to 100 m with LWC of 0.5 to 1 g/cu m. In the present study, ice shapes recorded from past studies and recent results at SLD and Appendix-C conditions are reviewed to show that droplet diameter is not important to rime ice shape for MVD of 30 microns or larger, but for less than 30 m drop sizes a rime ice shape transition from convex to wedge to spearhead type ice shape is observed. Author
Ice Formation; Wings; Wedges; Drops (Liquids); Drop Size; Airspeed
20050215545 Nebraska Univ., Omaha, NE, USA
Journal of Air Transportation, Volume 10, No. 2
Bowen, Brent, Editor; Unal, Mehmet, Editor; Gudmundsson, Sveinn Vidar, Editor; Kabashkin, Igor, Editor; 2005; ISSN 1544-6980; In English; See also 20050215546 - 20050215553 Contract(s)/Grant(s): NCC5-572 Report No.(s): LC-HE9761.1.J68; Copyright; Avail.: CASI: C01, CD-ROM
Topics discussed include: Mitigation Alternatives for Carbon Dioxide Emissions by the Air Transport Industry in Brazil; Air Transport Regulation Under Transformation: The Case of Switzerland; An Estimation of Aircraft Emissions at Turkish Airports; Guide to the Implementation of Iso 14401 at Airports; The Impact of Constrained Future Scenarios on Aviation and Emissions; The Immediate Financial Impact of Transportation Deregulation on the Stockholders of the Airline Industry; Aviation Related Airport Marketing in an Overlapping Metropolitan Catchment Area: The Case of Milan's Three Airports; and Airport Pricing Systems and Airport Deregulation Effects on Welfare. Derived from text
Air Transportation; Airline Operations; Airports; Marketing; Carbon Dioxide
20050215546 Universidade Federal do Rio de Janeiro, Brazil
Mitigation Alternatives for Carbon Dioxide Emissions by the Air Transport Industry in Brazil
Simoes, Andre Felipe; Schaeffer, Roberto; EspiritoSanto, Respicio A., Jr.; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 4-19; In English; See also 20050215545; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Environmental issues are increasingly high priority when drawing up government policies for transportation in both industrialized and developing nations. Carbon dioxide (CO2) emissions generated by the sector has caused much concern, mainly due to the fast growing rate of these emissions, now accounting for approximately 13% of global warming. Since the early 1990s, some of the highest growth rates of transportation emissions have been recorded for air transportation, which currently accounts for around 3.5% of total anthropogenic carbon dioxide emissions. This increase is particular in the industrial-based developing countries, such as Brazil, where demand for air transportation has increased rapidly. In view of this, the main purpose of this paper is to discuss the contribution of Brazilian air transportation to global climate change and to present more environmentally friendly energy sources for mitigating CO2 emissions from this sector. The paper presents an inventory of CO2 emissions caused by the air transportation sector in Brazil, a set of trend forecasts through to the year 2023, indicating the progression of these emissions, with several possible improvement alternatives. Author
Air Pollution; Air Transportation; Climate Change; Carbon Dioxide; Policies; Global Warming; Climatology
20050215547 Porto Univ., Portugal
Airport Pricing Systems and Airport Deregulation Effects on Welfare
Barbot, Cristina; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 109-126; In English; See also 20050215545; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This paper analyses the effects of airport s pricing systems on welfare, comparing peak load with uniform pricing. It introduces a model with three firms - two airlines and one airport - in a two-stage game that solves the airlines duopoly problem in a Bertrand competition setting and the airport s profit maximization problem. Conclusions are different from others in previous research, which stress the importance of putting all firms together in the game. Mainly, results show that welfare does not always increase with peak load prices, and that the low quality airline and the airport increase their profits while the high quality airline loses profits. As an extension of the paper, airport deregulation is applied to the model and effects are found to be different from those of deregulating other utilities. In particular results point out that congested airports deregulation will have better results for welfare than uncongested airports. Author
Airline Operations; Commercial Aircraft; Civil Aviation; Airports
20050215548 Ecole Polytechnique Federale de Lausanne, Switzerland
Air Transport Regulation Under Transformation: The Case of Switzerland
Finger, Matthias; Piers, Michel; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 20-32; In English; See also 20050215545; Original contains color illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Over the past five years, the Swiss air transport sector has witnessed an unprecedented number of accidents and incidents, leading to an independent analysis ordered by the government. The resulting report of 2003 identified significant regulatory and institutional deficiencies with direct implications for safety. The challenges to Switzerland s institutional regulatory framework were further exacerbated because of the bankruptcy of the Swiss national flag carrier (Swissair in 2002) and the pressure on Zurich Unique airport resulting from of a new over flight regime in Germany in 2003. On the basis of this report, the government has ordered a profound transformation of the Swiss institutional regulatory framework, among which the transformation of the Swiss Federal Office of Civil Aviation (FOCA) into a regulator, whose predominant concern must be safety. This paper presents and critically analyzes the current transformation of the Swiss institutional regulatory regime against both regulation theory and safety performance criteria. Author
Air Transportation; Airports; Civil Aviation; Regulators; Safety
20050215549 Deutsche Forschungsanstalt fuer Luft- und Raumfahrt, Cologne, Germany
The Impact of Constrained Future Scenarios on Aviation and Emissions
Berghof, Ralf; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 69-82; In English; See also 20050215545; Original contains color illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This paper presents results of research, whose main objective is the quantification of four scenarios for long-term development in aviation and related emissions. The research placed special emphasis on constraints relating to infrastructure, regulation and assumptions of technology development. Overall scenario results show that infrastructure enhancements and noise emissions could be successfully targeted with landing charges while a reduction of emissions via fuel tax or a quick introduction of hydrogen powered aircraft reduces strongly the profitability of the aviation industry. Author
Aircraft Industry; Air Pollution; Technology Utilization; Hydrogen; Exhaust Emission
20050215550 Yildiz Technical Univ., Istanbul, Turkey
An Estimation of Aircraft Emissions at Turkish Airports
Kesgin, Ugur; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 33-48; In English; See also 20050215545; Original contains black and white illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
We present the first estimates for aircraft landing and take-off (LTO) emissions at 40 Turkish airports in 2001, including the biggest airports: Ataturk International Airport in Istanbul (AIA), Antalya Airport in Antalya and Esenboga Airport in Ankara. The calculation model is based on flight data recorded by the State Airports Authority. The flight data include the type and number of aircraft, number of passengers, and cargo volume by date and time. For the emission calculations, we used the International Civil Aviation Organization (ICAO) Engine Exhaust Emissions Data Bank, which includes minimum and maximum values for both fuel flow rates and emissions factors. Total LTO emissions at Turkish airports are estimated to be between 7614 and 8338 tons per year. These results are comparable with U.S. airports on the average. Approximately half of the LTO emissions are, however, produced at the AIA. To predict future emissions, we estimated that an increase of 25% in LTO cycles might cause a rise of between 31% and 33% in emissions. The estimations show that a decrease of 2 minutes in taxiing time results in a decrease of 6% in LTO emissions. The model developed in this study was shown to perform well for airport environmental planning and expansion in the Turkish case. Author
Exhaust Emission; Airports; Exhaust Gases; Takeoff; Airport Planning; Combustion Products; Environment Management; Estimates
20050215551 Anadolu Univ., Eskisehir, Turkey
Guide to the Implementation of Iso 14401 at Airports
Korul, Vildan; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 49-68; In English; See also 20050215545; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Today, many companies are subject to environmental regulations. A growing awareness of the impact of activities on the environment has created a greater need to take into account environmental factors in air transport. For that reason, an increasing number of corporations around the world are certifying their environmental management systems (EMS) by the ISO 14000 series standards. Improving the environmental performance of corporations is one way of limiting the environmental damage. EMS provide a framework for organizations that wish to effectively manage their environmental affairs. Implementing an EMS that conforms to the ISO 14001 standard may help businesses to integrate environmental values into their operations. This paper is intended to provide guidance to airports for the development and implementation of an EMS and assistance in meeting the requirements of ISO 14001. We show that improving the environmental performance of airports through ISO 14001 can reduce the negative environmental effects. To achieve a more environmentally friendly business practice, airports must develop internal management processes that integrate environmental objectives into day-to-day operations. Author
Air Transportation; Airports; Management Systems; Environment Effects; Environment Management; Certification
20050215552 Auburn Univ., AL, USA
The Immediate Financial Impact of Transportation Deregulation on the Stockholders of the Airline Industry
Hanna, Joe B.; Kunkel, Robert A.; Kuhlemeyer, Gregory A.; Johnson, Randy; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 83-95; In English; See also 20050215545; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This paper is an empirical study to analyze how a policy of deregulation aimed at one segment of the transportation industry (surface transportation) may indirectly impact the stockholders of another segment of the industry (airlines). The U.S. government eliminated the Interstate Commerce Commission (ICC) effective January 1, 1996. Previous research has shown termination of the ICC benefited surface transportation providers. However, what is unclear is whether or not the trend towards transportation deregulation impacts segments of the industry not directly targeted by the deregulation. The current study shows that, while airlines received a short-term, indirect positive financial impact from termination of the ICC, the impact was not statistically significant. Results show that transportation deregulation legislation must be specifically targeted to a particular segment of an industry and no carry over effect into other segments of the transportation industry appears to occur. Author
Airline Operations; Law (Jurisprudence); Civil Aviation; Commerce; Commercial Aircraft
>20050215553 Luigi Bocconi Commercial Univ., Milan, Italy
Aviation-Related Airport Marketing in an Overlapping Metropolitan Catchment Area: The Case of Milan's Three Airports
Jarach, David; Journal of Air Transportation, Volume 10, No. 2; 2005, pp. 96-108; In English; See also 20050215545; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Milan is the third richest catchment area in Europe, just behind London and Paris, in terms of individual gross domestic product. Nevertheless, airport operations in Milan have not had the same degree of development that one would expect in such a wealthy area. The main reason is due to the existence of three airports located within in the same metropolitan area, which creates a negative offer fragmentation and doesn t allow for airlines, and especially the hub carrier, to achieve significant returns on investment from improved outputs. Moreover, this situation, in the absence of a market-driven regulatory regime of flight activities able to split operations between the three sites in correlation with their technical, geographical and vocational characteristics, naturally tends to create overlapping and cross-cannibalization. Recent proposals to solve these problems have proved to be short-minded remedies. This paper aims to analyze the current situation of Milan s metropolitan area for airport operations and propose some innovative regulatory solutions that are needed to make Milan airports more marketable and, thus, create a platform for their distinctive strategic marketing positioning within the European airport scenario. Author
Airline Operations; Marketing; Commercial Aircraft; Civil Aviation; Maintenance; Airports
20050215572 NASA Langley Research Center, Hampton, VA, USA
Joint NASA Ames/Langley Experimental Evaluation of Integrated Air/Ground Operations for En Route Free Maneuvering
Barhydt, Richard; Kopardekar, Parimal; Battiste, Vernol; Doble, Nathan; Johnson, Walter; Lee, Paul; Prevot, Thomas; Smith, Nancy; [2005]; 13 pp.; In English; 6th USA/Europe Seminar on Air Traffic Management Research and Development, 27-30 Jun. 2005, Baltimore, MD, USA Contract(s)/Grant(s): 23-137-10-10; No Copyright; Avail.: CASI: A03, Hardcopy
In order to meet the anticipated future demand for air travel, the National Aeronautics and Space Administration (NASA) is investigating a new concept of operations known as Distributed Air-Ground Traffic Management (DAG-TM). Under the En Route Free Maneuvering component of DAG-TM, appropriately equipped autonomous aircraft self separate from other autonomous aircraft and from managed aircraft that continue to fly under today s Instrument Flight Rules (IFR). Controllers provide separation services between IFR aircraft and assign traffic flow management constraints to all aircraft. To address concept feasibility issues pertaining to integrated air/ground operations at various traffic levels, NASA Ames and Langley Research Centers conducted a joint human-in-the-loop experiment. Professional airline pilots and air traffic controllers flew a total of 16 scenarios under four conditions: mixed autonomous/managed operations at three traffic levels and a baseline all-managed condition at the lowest traffic level. These scenarios included en route flights and descents to a terminal area meter fix in airspace modeled after the Dallas Ft. Worth area. Pilots of autonomous aircraft met controller assigned meter fix constraints with high success. Separation violations by subject pilots did not appear to vary with traffic level and were mainly attributable to software errors and procedural lapses. Controller workload was lower for mixed flight conditions, even at higher traffic levels. Pilot workload was deemed acceptable under all conditions. Controllers raised several safety concerns, most of which pertained to the occurrence of near-term conflicts between autonomous and managed aircraft. These issues are being addressed through better compatibility between air and ground systems and refinements to air and ground procedures. Author
Instrument Flight Rules; NASA Programs; Routes; Aircraft Maneuvers; Ground Based Control; Air Traffýc Control
20050215574 NASA Langley Research Center, Hampton, VA, USA
Extending a Flight Management Computer for Simulation and Flight Experiments
Madden, Michael M.; Sugden, Paul C.; [2005]; 11 pp.; In English; AIAA Modeling and Simulation Technologies Conference and Exhibit, 15-18 Aug. 2005, San Francisco, CA, USA Report No.(s): AIAA Paper 2005-6100; Copyright; Avail.: CASI: A03, Hardcopy
In modern transport aircraft, the flight management computer (FMC) has evolved from a flight planning aid to an important hub for pilot information and origin-to-destination optimization of flight performance. Current trends indicate increasing roles of the FMC in aviation safety, aviation security, increasing airport capacity, and improving environmental impact from aircraft. Related research conducted at the Langley Research Center (LaRC) often requires functional extension of a modern, full-featured FMC. Ideally, transport simulations would include an FMC simulation that could be tailored and extended for experiments. However, due to the complexity of a modern FMC, a large investment (millions of dollars over several years) and scarce domain knowledge are needed to create such a simulation for transport aircraft. As an intermediate alternative, the Flight Research Services Directorate (FRSD) at LaRC created a set of reusable software products to extend flight management functionality upstream of a Boeing-757 FMC, transparently simulating or sharing its operator interfaces. The paper details the design of these products and highlights their use on NASA projects. Author
Flight Characteristics; Flight SIMulation; Transport Aircraft; Aircraft Safety; Computer Programs; Flight Optimization
20050215585 Research and Technology Organization, Neuilly-sur-Seine, France
Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation
August 2005; 86 pp.; In English; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation, 28-29 Oct. 2004, Madrid, Spain; See also 20050215586 - 20050215594 Report No.(s): RTO-EN-HFM-113; AC/323(HFM-113)TP/57; Copyright; Avail.: CASI: C01, CD-ROM: A05, Hardcopy
Associated Biodynamics in Aircraft Accident Investigation , to review the status and future directions related to effective crashworthiness design and design criteria of aircraft and how such new design interfaces with some critical aspects of the aircraft accident investigation preferably those related to forensic pathology, biodynamics of injury, injury mechanism, injury mitigation and their implications for flight safety in relation to any type air based platform. These Lecture Series (LS) will be focused on determining what injury and injury mechanism data are required from accident investigations and will make recommendations on effective techniques and methodologies to use in the conduct of an accident investigation. The purpose of this LS is to address the above mentioned critical aspects of the investigation and discuss specific issues such: 1) Determine service and country aircraft accident and ejection data requirements (injuries, equipment failure, etc...). Focus on determining what injury and injury mechanism data are required by service and by country and determine what data are not universally acquired, or not acquired at all, but deemed essential. 2) Acquire crash and survivability data on non aircraft accidents. Focus on general data, automobile crash data and correlation of measurements in anthropometric dummies to injury risk (predictive modelling of human tolerance levels), crashworthiness of vehicles and equipment and survivability of accidents, that may be useful in determination of injury mechanisms, survivability and development of crashworthiness design criteria. 3) Determine what appropriate injury criteria are available and how those criteria can be measured and analysed during testing of aircraft personnel. 4) Provide recommendations on effective accident investigation techniques and methodologies for obtaining accurate and sufficient injury data from aircraft crashes and ejection. Recommendations should enhance ability to determine injury mechanism from aircraft accidents and to prevent injuries. This LS, sponsored by the Human Factor and Medicine Panel has been implemented by the Consultant and Exchange Programme. Thanks for the collaboration and magnificent support given for the Spanish authorities in providing the necessary facilities in Madrid to conduct this Lecture Series, and LS speakers for providing the related academic technical and scientific information. Author
Accident Investigation; Biodynamics; Crashworthiness; Data Processing Equipment; Flight Safety
20050215588 Federal Aviation Administration, Oklahoma City, OK, USA
Collection of Medical Information
DeJohn, Charles; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation; August 2005, pp. 8-1; In English; See also 20050215585; Original contains color illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Contents include the following: Incapacitation/Impairment. Report - fatal and non fatal events. Autopsy - fatal accidents. Medical information. Incapacitation database. Data input/output. Toxicology database link. Typical uses of injury databases. Derived from text
Data Bases; Injuries; Toxicology; Accident Investigation; Flight
20050215589 Federal Aviation Administration, Oklahoma City, OK, USA
Accident Investigation Techniques and Methodologies
DeJohn, Charles; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation; August 2005, pp. 2-1; In English; See also 20050215585; Original contains color illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Methodology: 1. A system of principles, practices and body of procedures (methods) applied to a specific branch of knowledge. An overall approach to a field such as accident investigation. Examples: Adversarial, Commission, Events Reconstruction, Modeling, Simulation. 2. Method: A technique or tool. A regular, disciplined, systematic set of procedures used according to an underlying, detailed, logically ordered plan. Examples: Multi-linear Events Sequencing (MES), Fault Tree Analysis (FTA), Management Oversight and Risk Tree (MORT). Derived from text
Accident Investigation; Procedures; Risk
20050215590 Spanish Armed Forces Technical Investigation Board, Madrid, Spain
General Aspects in Aircraft Accident Investigation
Tejada, Francisco Rios; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation; August 2005, pp. 1-1 - 1-12; In English; See also 20050215585; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Mishap description and investigational procedures play a key role in understanding what areas failed in the accident sequence of events and provides us the correct tools to address appropriate recommendations, in order to prevent future similar situations that leads to incidents or accidents. Wiegman and Shappel (26) described years ago a practical and comprehensive model of human factors which can be applied to every accident. The so named HFACS or Human factors Accident Classification System model followed the causative models described by previously by Reason (17) and later by AGARD WG-23 (19). Nowdays it constitutes a handy taxonomical tool to identify and determine causal facts related to active or latent conditions capable to lead to the accident. The investigation of and aircraft accident is always a difficult task, in where a great number of factors might be involved and where sometimes part of the clues are hidden or missing (5,6). It is like an enormous puzzle where we have to engage all the pieces according to the info provided by meteo, engines, cell, avionics, forensic, human factors etc..., but we have very often a big challenge, some of the pieces of the puzzle are missing, deteriorated, bleached, burned, or even artificially misplaced, and we have to figure out , what are they and where to fit them. From a biodynamic and impact point of view, the investigational accident process should target the preventive measures resulted from the detailed study of the crash forces involved and the type of injuries produced. The analysis of the patterns of injuries sustained by the aircrews are critical and any information concerning the type and nature of injuries involved in a fatal accident must be part of the investigation. Results of autopsies reveal most of the time that blunt trauma is the primary cause of death in more than 75% of the fatal cases, followed by bony injuries of the ribs, skull and facial bones. Very often all injuries appear and head injuries results as the leading cause of death (2,10,27). A recent paper pointed out the relevance of the investigation of injuries produced in the survivors, equally subjected to a mechanism of injury that can be easily study and theoretically reproduce in the survivor patient (11). Author
Accident Investigation; Autopsies; Crashes; Human Factors Engineering; Injuries
20050215592 Injury Analysis, LLC, Carlsbad, CA, USA
Human Tolerance and Crash Survivability
Shanahan, Dennis F.; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation; August 2005, pp. 6-1 - 6-15; In English; See also 20050215585; Original contains black and white illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Aircraft and motor vehicle crashes will continue to occur in spite of all human efforts to prevent them. However, serious injury and death are not inevitable consequences of these crashes. It has been estimated that approximately 85 percent of all aircraft crashes are potentially survivable without serious injury for the occupants of these aircraft. Nevertheless, many deaths and serious injuries occur in crashes that are classified as ‘survivable'. This is because the protective systems within the aircraft such as seats, restraint systems, and cabin strength were inadequate to protect the occupants in a crash that would have otherwise been non-injurious. In order to maximize survivability in a crash, one must have an understanding of the tolerance of humans to abrupt acceleration and then design an aircraft that is capable of maintaining its cabin/cockpit integrity up to the limits of human tolerance. This should be combined with judicious use of energy absorbing technologies that reduce accelerations experienced by the occupants and by restraint systems that provide appropriate support and prevent injurious contacts. This paper discusses basic principles of human tolerance to abrupt acceleration as well as basic concepts of crashworthiness design. Although these concepts are discussed in the context of helicopter crashes, the same principles apply to other vehicles. Author
Aircraft Accidents; Crashworthiness; Estimating; Human Tolerances; Injuries
20050215593 Injury Analysis, LLC, Carlsbad, CA, USA
Basic Principles of Crashworthiness
Shanahan, Dennis F.; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation; August 2005, pp. 7-1 - 7-14; In English; See also 20050215585; Original contains color illustrations; Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Crashworthiness can be defined as the ability of an aircraft and its internal systems to protect occupants from injury in the event of a crash. In general, injury in aircraft crashes can be considered to arise from three distinct sources: (1) excessive acceleration forces; (2) direct trauma from contact with injurious surfaces, and; (3) exposure to environmental factors such as fire, smoke, water, and chemicals resulting in bums, drowning or asphyxiation. Consequently, effective crashworthiness designs must consider all possible sources of injury and eliminate or mitigate as many as practical for a given design impact limit. This involves considerations of (1) strength of the container (cockpit and cabin), (2) adequacy of seats and restraint systems, (3) adequacy of energy attenuation systems, (4) injurious objects in the local environment of occupants, and (5) post-crash factors, principally fire prevention and adequacy of escape routes. The U.S. Army UH-60 Black Hawk and AH-64 Apache helicopters were the first helicopters built to modem crashworthiness specifications. This paper uses investigations of crashes of these helicopters to illustrate basic crashworthiness principles and to demonstrate their effectiveness when systematically incorporated into helicopter designs. Author
Crashworthiness; Asphyxia; Crashes; Exposure; Injuries; Smoke
20050215594 Spanish Armed Forces Technical Investigation Board, Madrid, Spain
Introduction Tejada, Francisco Rios; Pathological Aspects and Associated Biodynamics in Aircraft Accident Investigation
August 2005, pp. 1-1; In English; See also 20050215585; Copyright;Avail.: CASI: A01, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Generally speaking accidents are defined in terms of damage or injury and aviation is not away of that simple concept. According to the International Civil Aviation Organization (ICAO) aircraft accident is an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: a person is fatally or seriously injured as a result of being in the aircraft or direct in contact with any part of the aircraft, including parts which have become detached from the aircraft or direct exposure to the blast. The aircraft sustains damage or structural failure affecting the structural strength, performance or flight characteristics or require major repair or replacement of the affected component. Also it is considered an accident if the aircraft is missing or is completely inaccessible. This is the definition, but why does it happen might be our major concern and appropriate answer the biggest challenge. All aircraft accidents are different, but the accident investigation process it should be the same, including accumulating knowledge about the facts of the accident, analyzing the data and developing conclusions. This Lecture Series is devoted to the medical investigation related to the pathological findings associated to the biodynamics of the impact. From that perspective, the investigational accident procedure will be capable in procuring appropriate answers which necessarily will fit in the whole body of the investigation. That information is critical in producing clues about the nature of the injuries, and key for determining causal facts related to conditions capable to lead to the accident. This information will be focused on determining what injury and injury mechanism data are required from accident investigations in order to develop recommendations on effective methodologies to use in the conduct of an investigation. Finally this Lecture Series has long term objectives, such to promote knowledge in this specific field, also intend to facilitate networking and interchange information and create the appropriate atmosphere for future scientific and academic activities in Aircraft accident Investigation and possibly the most important one to step on future NATO common procedures which lead to interoperability. Author
Accident Investigation; Damage; Exposure; Structural Failure
20050215619 NASA Marshall Space Flight Center, Huntsville, AL, USA
The Application of Electron Microscopy Techniques to the Space Shuttle Columbia Accident Investigation
Shah, Sandeep; Jerman, Greg; [2005]; 8 pp.; In English; Original contains color and black and white illustrations; No Copyright; Avail.: CASI: A02, Hardcopy
The Space Shuttle Columbia was returning from a 16-day research mission, STS- 107, with nominal system performance prior to the beginning of the entry interface into earth's upper atmosphere. Approximately one minute and twenty four seconds into the peak heating region of the entry interface, an off-nominal temperature rise was observed in the left main landing gear brake line. Nearly seven minutes later, all contact was lost with Columbia. Debris was observed periodically exiting the Shuttle's flight path throughout the reentry profile over California, Nevada, and New Mexico, until its final breakup over Texas. During the subsequent investigation, electron microscopy techniques were crucial in revealing the location of the fatal damage that resulted in the loss of Columbia and her crew. Author
Electron Microscopy; Space Shuttles; Aircraft Accident Investigation; NASA Space Programs; Columbia (Orbiter)
20050215688 NASA Glenn Research Center, Cleveland, OH, USA
Current Experimental Basis for Modeling Ice Accretions on Swept Wings
Vargas, Mario; Septembwer 2005; 35 pp.; In English; Fourth Theoretical Fluid Mechanics Meeting, 6-9 Jun. 2005, Toronto, Ontario, Canada; Original contains color and black and white illustrations Contract(s)/Grant(s): WBS 22-077-41-17 Report No.(s): NASA/TM-2005-213836; E-15206; AIAA Paper 2005-5188; No Copyright; Avail.: CASI: A03, Hardcopy
This work presents a review of the experimental basis for modeling ice accretions on swept wings. Experimental work related to ice accretion physics on swept wings conducted between 1954 and 2004 is reviewed. Proposed models or explanations of scallop formations are singled out and discussed. Special emphasis is placed on reviewing the work done to determine the basic macroscopic mechanisms of scallop formation. The role of feather growth and its connection to scallop growth is discussed. Conceptual steps in modeling scallop formations are presented. Research elements needed for modeling are discussed. Author
Swept Wings; Ice Formation; Ice
20050217104 Georgia Inst. of Tech., Atlanta, GA, USA
Intelligent Pilot Aids for Flight Re-Planning in Emergencies
Pritchett, Amy R.; Ockerman, Jennifer; April 25, 2005; 69 pp.; In English; Original contains black and white illustrations Contract(s)/Grant(s): NAG1-01055; No Copyright; Avail.: CASI: A04, Hardcopy
Effective and safe control of an aircraft may be difficult or nearly impossible for a pilot following an unexpected system failure. Without prior training, the pilot must ascertain on the fly those changes in both manual control technique and procedures that will lead to a safe landing of the aircraft. Sophisticated techniques for determining the required control techniques are now available. Likewise, a body of literature on pilot decision making provides formalisms for examining how pilots approach discrete decisions framed as the selection between options. However, other aspects of behavior, such as the task of route planning and guidance, are not as well studied. Not only is the pilot faced with possible performance changes to the aircraft dynamics, but he or she is also tasked to create a plan of actions that will effectively take the aircraft down to a safe landing. In this plan, the many actions that the pilot can perform are closely intertwined with the trajectory of the aircraft, making it difficult to accurately predict the final outcome. Coupled with the vast number of potential actions to be taken, this problem may seem intractable. This is reflected in the lack of a pre-specified procedure capable of giving pilots the ability to find a resolution for this task. This report summarizes a multi-year effort to examine methods to aid pilots in planning an approach and arrival to an airport following an aircraft systems failure. Ultimately, we hypothesize that automatic assistance to pilots can be provided in real-time in the form of improving pilot control of a damaged aircraft and providing pilots with procedural directives suitable for critical flight conditions; such systems may also benefit pilot training and procedure design. To achieve this result, a systematic, comprehensive research program was followed, building on prior research. This approach included a pencil-and-paper study with airline pilots examining methods of representing a flight route in an immediately understandable manner, and in a manner that would allow the pilot to modify an automatically-generated route and/or detect any inappropriate elements in an automatically-generated route. Likewise, a flight simulator study examined different cockpit systems for the relative merits of providing pilots with any of a variety of automated functions for emergency flight planning. The results provide specific guidance for the design of such systems. Author
Pilot Training; Emergencies; Airports; System Failures; Flight Plans; Landing Aids
Source: NASA.
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