Flight Safety

Control allocation compute the commands that are applied to the actuators so that a certain set of forces or moments are generated by the control effectors. In this communication we consider the problem of the design of an airborne system whose function is to solve the problem of allocation of transportation aircraft actuators during manoeuvres. The case of a roll manoeuvre, which may be quite demanding for the wings structure, is more particularly considered. The aim of this supervision function, similar to the load alleviation function, is to control the bending and flexion moments of the wings while performing a manoeuvre which can turn to be extreme. The wings actuators considered are the ailerons, the spoilers and the flaps, but the other aerodynamic actuators, elevators and rudders, must be considered to take into account the existing coupling effects between the three body axis. The proposed approach may be applied specially in the case in which some of the actuators are failed (stuck to a particular deflection or flapping in the wind stream) while theirs limitations, such as position, speed and response time, are considered explicitly in this study.

This paper presents a methodology for numerical assessment of the aviation safety performance of a military flight unit and its safety condition, taking into account the human factor impact. The research is based on the assessment of two interrelated groups of indicators concerning the flight safety condition of each flight unit – pre-flight safety performance used during the mission planning and preparedness phase, and in-flight safety performance linked to the execution phase of the mission ordered. The methodology is adaptive and has potential to be improved if necessary.

Direct lift control (DLC) has been integrated into the L-1011 All Weather Landing System design to enhance the performance and safety capabilities of this Category TTT aircraft. The merits of the improved aircraft behavior achieved with DLC not only provide a higher degree of performance capability for a large vehicle of this nature, but are also firmly reflected in many subtle areas relating to the design, safety margin, and reliability of a  complex, fail operational all weather landing system. The result in terms of influence on autoland system design,
problems and limitations that constrained the design, and resulting improvements in performance and safety characteristics are the subject of this paper'

Aim: To investigate the relation between the circadian rhythm amplitude and stability, and occupational stress with burnout syndrome and job dissatisfaction among shift working nurses. Background: Irregular shift working nurses are prone to burnout syndrome (BS) and job dissatisfaction (JD). circadian rhythm difference and occupational stress might be effective in causing burnout syndrome and dissatisfaction. Design: In total, 684 nurses who worked in four teaching hospitals were selected by stratified random sampling in a cross-sectional design based on STROBE guidelines. Methods: The data were collected by the Circadian Type Inventory, Job Content Questionnaire, Minnesota Satisfaction Questionnaire and the Maslach Burnout Inventory. Multiple linear regression, one-way ANOVA and independent t test were used for statistical analysis by SPSS v24. Results: About 15% of the nurses suffered from high levels of burnout syndrome. Psychological demand (β = 0.022, CI 95% = 0.003-0.047 and β = 0.016, CI 95% = 0.001-0.032) and workplace support (β =-0.043, CI 95% =-0.097-0.003 and β =-0.025, CI 95% =-0.046-0.006) were significant predictors of BS and JD. Male nurses reported lower BS and higher JD compared to female nurses. Irregular shift working schedule was also related to a significantly higher odd of BS (p = 0.009) and JD (p = 0.011). Nurses classified as languid experienced significantly more BS and JD than vigorous nurses. Conclusion: This study shows that BS and JD were strongly associated with psychological demand and workplace support; and vigorous nurses were less prone to BS and JD, and were more suitable for irregular shift work. Relevance to clinical practice: In order to reduce burnout syndrome and job dissatisfaction among irregular shift working nurses, we need to identify the effect of risk factors such as individual differences on the circadian rhythm and job demand which can affect nurses who work in irregular schedules.

Streszczenie. Projektowanie uzbrojenia w dużej mierze opiera się na metodach analitycznych, które nie pozwalają na znaczną poprawę parametrów broni w zakresie odporności udarowej. Szczególnie istotna jest analiza drgań w obszarze wylotu lufy przy uwzględnieniu ruchu pocisku oraz ustalenie optymalnych parametrów procesu. Na styku wylotu lufy i pocisku zachodzi złożony proces oddziaływania obiektów, który może decydować o rozrzucie trafień w celu. Oddziaływanie to związane jest z powstawaniem składowych poprzecznych prędkości, a w konsekwencji wytrącenia pocisku z położenia równowagi. Jedyną skuteczną metodą może być w tym przypadku modelowanie numeryczne. W pracy przedstawiono propozycję metody szacowania długości lufy przy uwzględnieniu szybkozmiennych procesów, które mają miejsce w trakcie współpracy pocisku z lufą. Przedstawiono również modele numeryczne obiektów i zaprezentowano przebiegi prędkości wylotu lufy dla trzech wariantów długości: +5% i -5% w stosunku do długości bazowej (0%). Narzędziem zastosowanym do analizy był pakiet obliczeniowy LS-DYNA, umożliwiający dynamiczną analizę nieliniową z jawnym krokiem całkowania.

Sahibi Depozitoyu Vermezse, kiracı da anahtarı vermez; değil mi? Değil. TBK m. 334 kiracı kiralananı ne durumda teslim almışsa, sözleşme bitiminde o durumda teslim etmekle yükümlüdür der. Yani son ay kira vermeyeyim, depozitoya sayalım yoktur. Hatta Yargıtay kiracı anahtarı ev sahibine teslim ettiğini, emlakçıya filan bırakmak değil, ispatlayamamışsa evi de teslim etmemiştir, sözleşme devam etmektedir, kira ödeyecek der. Da durup dururken bu konuya neden geldik? Efendim, Kenan EVREN Zeki MÜREN'e sormuş, "Paşam, ben ki orduları yönetenim, siz ise sivil; bana paşam demiyorlar da size neden paşam diyorlar? Hatta bakın şimdi ben bile paşam dedim size". O her zamanki

Esta pesquisa explora o uso da Realidade Virtual (RV) no treinamento de pilotos, utilizando um software de simulador de voo certificado pela FAA e EASA, virtualizados em óculos de RV. Tem por objetivo a análise do desempenho dos pilotos procedimentos de falha de motor durante a decolagem com o uso da realidade virtual (RV). A pesquisa também avalia a viabilidade econômica e operacional da RV em comparação com os simuladores Full Motion nível D, considerando-a uma ferramenta complementar ou, futuramente, substitutiva para o treinamento de pilotos. Com a participação de 40 pilotos expostos a cenários de falha de motor simulados em RV, o estudo investiga o impacto dessa tecnologia na preparação e resposta dos pilotos em emergências. Este trabalho busca incentivar novas pesquisas na área, destacando o potencial da RV para aprimorar programas de capacitação e contribuir para a segurança operacional na aviação.

Both in the scientific and the sources popularizing the results of scientific investigation (e.g. press, books, Internet) one may come across metaphors binding natural and artificial electromagnetic fields with various dimensions of the physical, biological, as well as social reality. In the first part of the article, the following metaphorical phrases are briefly characterized: 1) "the cosmic weather" and "geomagnetic storms", 2) "the electromagnetic background", 3) "electromagnetic pollution of the environment", and 4) "the death rays". In the second part of it, attention is paid to their pragmatic roles that are brought about by evoking positive or negative emotions. Their essential significance is manifested especially in the presence and characteristics of the artificial sources of electromagnetic radiation considered as affecting: a) the state of health of people and other organisms, b) the collective safety of people (or only sense of it), c) the economy, and d) the quality of life. In the face of existing controversy in professional scientific journals, metaphors 1-4) purporting reliable popularization of the results of biomedical research on the effects of electromagnetic fields on people's health have played a significant role. It is especially evident when decision-makers are influenced by emotions-driven groups of citizens. In such circumstances hastily taken decisions on the radical reduction or elimination of the sources of artificial electromagnetic radiation or uncritical accepting opinions that there is no evidence of the risk stemming from the presence of the above-mentioned fields should be considered as unacceptable.

A study has been made of the application of two-dimensional data and span-loading theory for estimating the local loading characteristics on a swept wing with flaps. Estimated results, including local pressure distributions, span loadings, and the nonlinear local lift characteristics, are compared with similar results measured at large scale on a 45 0 sweptback wing of aspect ratio 6 having a O.4-epan double-elotted flap both with and without a full-span slat. Two-dimensional pressure distributions when corrected for sweep were found to agree closely with the wing pressures for most local sections either on or off the flap. This agreement continued to the higher lift coefficients and even improved near maximum lift where the flap-induced effects became minimized. The Weissinger 7Xl method was found to provide reasonably accurate span lciadings for this awept-wing configuration which had a relatively highly loaded type of flap. Twodimensional lift data, together with span-loading theory, afforded quite accurate estimates of the local nonlinear lift characteristics, includiLg maximum lift of sections outboard of the flap but were inadequate for inboard sections of the wing where the three-dimensional boundary-layer control exercises a dominant effect.

Control allocation compute the commands that are applied to the actuators so that a certain set of forces or moments are generated by the control effectors. In this communication we consider the problem of the design of an airborne system whose function is to solve the problem of allocation of transportation aircraft actuators during manoeuvres. The case of a roll manoeuvre, which may be quite demanding for the wings structure, is more particularly considered. The aim of this supervision function, similar to the load alleviation function, is to control the bending and flexion moments of the wings while performing a manoeuvre which can turn to be extreme. The wings actuators considered are the ailerons, the spoilers and the flaps, but the other aerodynamic actuators, elevators and rudders, must be considered to take into account the existing coupling effects between the three body axis. The proposed approach may be applied specially in the case in which some of the actuators are failed (stuck to a particular deflection or flapping in the wind stream) while theirs limitations, such as position, speed and response time, are considered explicitly in this study.

The Next Generation Air Transportation System will introduce new, advanced sensor technologies into the cockpit that must convey a large number 01 potentially complex alerts. OUf worl< focuses on the challenges associated with prioritizing aircraft sensor alerts in a quick and efficient manner, essentially determining when and how to alert the pilot This "alert decision" becomes very difficuH in NeKtGen due to the following challenges: 1) the increasing number of potential hazards, 2) the uncertainty associated with the state of potential hazards as well as pilot slate , and 3) the limited time to make safely-critical decisions. In this paper. we focus on pilot state and present a model for anticipating duration and quality of pilot behavior, for use in a larger system which issues aircraft alerts. We estimate pilot workload, which we model as being dependent on factors including mental effort, task demands. and task performance. We perform a mathematically ri gorous analysis of the model and result ing alerting plans. We simulate the model in software and present simulated results with respect to manipulation of the pilot measure s.

Overtredelse av krav fastsatt i eller i medhold av helse-, miljøog sikkerhetslovgivningen (med hjemmelshenvisning) Kombinasjon av mulige fremtidige konsekvenser/utfall og tilhørende usikkerhet. En hendelse som for eksempel et større utslipp, en brann eller eksplosjon i forbindelse med at en aktivitet i en virksomhet omfattet av storulykkeforskriften får en ukontrollert utvikling som umiddelbart eller senere medfører alvorlig fare for mennesker, miljø eller materielle verdier innenfor eller utenfor virksomheten, og der det inngår farlige kjemikalier Storulykkeforskrift Forskrift av 17. juni 2005 nr. 672 om tiltak for å forebygge og begrense konsekvensene av storulykker i virksomheter der farlige kjemikalier forekommer Storulykkemyndighet Myndighet som forvalter storulykkeforskriften Storulykkevirksomhet Virksomhet underlagt storulykkeforskriften Tilsyn: Myndighetenes virkemiddel til å kontrollere om kravene i regelverket etterleves Vedlikehold: Kombinasjon av alle tekniske, administrative og styringsmessige aktiviteter i levetiden til en enhet, som har til hensikt å opprettholde eller gjenopprette den til en tilstand som gjør den i stand til å utføre den krevde funksjonen.

To ensure flight safety, it is required to ensure complete coverage of the controlled airspace by the surveillance field. It is economically feasible to solve this problem using ADS-B ground stations, which is especially important for remote continental airspace with low air traffic intensity, in particular for the Arctic zone of the Russian Federation. However, at present time it is not recommended to use ADS-B as the main means of observation and confirmation of the reliability of aircraft position data is required. The article proposes to include in the message of the on-board transponder information about the time of receipt of coordinate information and the time of its transmission to the modernized ground station ADS-B (designated as ADS-B-T), which will allow calculating the distance to the aircraft and determining its location with the required accuracy.

Przedstawiona praca jest próbą określenia przyczyny występowania w dynamicznym symulatorze lotu nieprzyjemnych doznań ruchowych niespotykanych w locie rzeczywistym. Celem przeprowadzonych badań była odpowiedź na pytanie, czy szybkość zmiany przyspieszenia liniowego kabiny wirówki przeciążeniowej może mieć związek z występowaniem u pilota objawów choroby lokomocyjnej. W badaniu zastosowano bodziec ruchowy w postaci profilu przyspieszeń interwałowych utworzonych przy wykorzystaniu modelu kinematyki wirówki przeciążeniowej HTC-07. Każdy z pięciu utworzonych profili różnił się szybkością zmiany generowanego przyspieszenia (1, 2, 3, 4 lub 6 G/s). Do oceny bodźców odpowiedzialnych za występowanie choroby symulatorowej zastosowano model nasilenia objawów choroby lokomocyjnej oparty na teorii subiektywnego poczucia kierunku grawitacji. Badania przeprowadzone metodą symulacji komputerowej wykazały, że w każdym z analizowanych profili występuje bodziec ruchowy odpowiedzialny za występowanie c...

Based on the analysis of recommendations of the International Civil Aviation Organization on a reasonable reduction in sizes of ILS critical areas and identification of shortcomings of the existing requirements of the Russian Federal Aviation Regulations for critical areas of ILS localiser and glide path (glide slope), a procedure has been developed that allows assessment localiser and glide slope bends for shortened critical areas. The assessment comprises the influence of different reflecting objects situated on operation area of the aerodrome, as well as of aerodrome environs on the operation of the ILS localiser and glide path.Reflecting objects can be approximated by models of a wall (that simulates reflections from buildings, bridges, fences), of a cylinder (that simulates reflections from factory pipes, tanks, containers, aircraft fuselages) and of a hemispherical diffuse reflector (simulates reflection from elevated terrain).The procedure was tested for Gorno-Altaisk aerodrome, and aproposal was developed to reduce the critical area of the localiser, which will expand the apron by 35 m, eliminate problems with imposed speed limits and blocking movement of aircraft on the taxiway. Also, the probability of service failure will decrease by 3…11 times, and the runway occupancy time will decrease by 12,5…26 % compared to existing features.

Purpose. It is known that the flight of the UAV is conducted by sensors that transmit the performance of the UAV and on the basis of this information is controlled on the UAV and give them the orders which are necessary to perform the task of flying UAV. and normal these faults occur during the flight of unmanned air vehicle (UAV), according to the concepts of aviation is a very critical situation that affects the completion of the mission. These faults are mainly due to failure in the sensors, which can be divided into. Flight Situation is about the flying situation of the aircraft, such as (heading, altitude, airspeed, and vertical speed and angle of attack sensors. And Flight Control Situation, this is about the flight control surfaces such as (rudder, aileron, and elevator deflection), pitch attitude, and roll attitude sensors. This paper presents an effective technique to ensure that the sensors can operate with high efficiency. Methods. Two different approaches are used in this work. The first approach is Neural Network (NN) based tool for the modeling, simulation and analysis of aircraft (SFDIA), sensors failure, detection, and identification and accommodation problem. The second approach is Neural Network trained with the (EMRAN) algorithms which is a set of conditions that decide how the (EMRAN) structure should be adapted to better suit the training data. Results. The results from the modeling process and analysis of aircraft sensors showed that the neural network based tool (SFDIA) and the (EMRAN) algorithms are able to show high-resolution results in the behavior of sensors and hence in the (UAV) behavior. Conclusions. The capabilities of (SFDIA) are a consequence of the extensive modularity of the whole simulation tool. It allows an easy change of unmanned air vehicle (UAV), dynamics and feedback control law as well as Neural Network (NN) estimators and (SFDIA) scheme. K e ywor d s : Unmanned aircraft vehicle; Sensor fault detection; Fault diagnosis; Aircraft sensors modeling and simulation.

The article developed a gating technique that allows us to validate ADS-B data without the necessity to verify using the secondary surveillance radar or multilateration. Probabilistic models of the ADS-B data gating technique, as well as the algorithm for applying these models were proposed. Benchmark cases that occur when aircraft (A/C) positioning by ADS-B systems, determined by threshold values of navigation and pilot’s errors, were analyzed. The first benchmark case assumes not exceeding of navigation and pilot’s errors the bounds of the tolerance limits, which allows us to draw up a conclusion concerning the ADS-B data validation. The second one assumes exceeding of a pilot’s error the bounds of the tolerance limits under an allowable navigational error. Herewith, the air traffic controller (ATC) obtains a message about the proper ADS-B operation and the necessity to issue instructions to the pilot to correct a flight. The third benchmark case assumes exceeding of a navigation error the bounds of the tolerance limits under an allowable or not allowable pilot’s error. In this case, the ATC obtains a message about not valid ADS-B data and the incapability to use these systems. The simulation of the given benchmark cases was performed. In addition, the Rayleigh and Rice distributions were applied to implement the ADS-B data gating technique. The simulation results allow us to assess the required amount of accumulated ADS-B data for the evaluation. Thus, it was found that during the estimate based on the Rayleigh distribution, it is sufficient to accumulate 15–20 measurements, which, when transmitting 2 messages per second and under the condition of the normal ADS-B equipment operation, will take 8–10 s. During the estimate, using the Rice distribution, an accumulation of 25–30 measurements is sufficient, which will take 13–20 s. The developed method will allow the use of ADS-B systems at regional aerodromes with the low intensity of air traffic as the primary or sole surveillance means.

Normal kategorideki ve kargo uçakları için, son 10 yılda meydana gelen ve ölümcül kazalar ile gövde hasarlarına neden olan temel faktör uçuşta hava aracı kontrolünün kaybedilmesidir. Bu eğitim programı bazı riskleri tanımlamak ve farklı durumlarda kurtarma prosedürlerini ortaya koymak için düzenlenmiştir. Bu eğitim programı mürettebatın karşılaşacağı tüm olası anormal durumları kapsamamaktadır, bununla beraber mürettebat, hava aracını anormal durumlardan kurtarmak maksadıyla bu eğitim programında belirtilen bazı temel prensipleri uygulayabilir.

Uçuşta kontrol kaybı, eğitim uçuşları esnasında meydana gelen ölümcül kazaların %54’ünü kapsamaktadır. Uçuşta kontrol kayıplarının çoğunluğu pas geçme manevrası esnasında; uçağın yüksek güç ve hücum açısında ve düşük irtifada, trafik paterninde meydana gelen stol ve spin olaylarına bağlanmaktadır.

Kırpışmalı vertigo; dönen deniz feneri, çakarlı işaret cihazı veya dönmekte olan pervaneler arasından görülen güneş ışığı gibi, göreceli olarak nispeten daha parlak olan ışığın düşük frekanslı titreme ve yanıp sönmelerine maruz kalma sonucu beyin hücre faaliyetlerinde ortaya çıkan bir dengesizlik durumudur.

Endonezya Lion Air Havayollarına ait JT610 sefer sayılı yolcu uçağı 29 Ekim 2018 tarihinde düşer ve uçakta bulunan 189 insan yaşamını yitirir. Kaza yapan uçağın modeli; bütün dünyada oldukça popüler olan Boeing 737 Max 8’dir. Kalkışından neredeyse hemen sonra düşen uçak çok yenidir, fabrikadan çıkışı üç ay dahi olmamıştır.
Etiyopya Havayollarına ait 302 sefer sayılı yolcu uçağı da 10 Şubat 2019 tarihinde düşer ve uçakta bulunan 157 insan yaşamını yitirir. Kaza yapan uçağın modeli de oldukça popüler Boeing 737 Max 8’dir.

Her iki uçakta da kalkışlarından çok kısa bir süre sonra, derin tırmanma ve alçalmalar ile hava hızında büyük oynamalar görülmüştür.

Düşen uçaklara Boeing Firması tarafından yeni bir yazılım yüklenmiş ve adına da Manevra Karakteristikleri Geliştirme Sistemi (MCAS – Maneuvering Characteristics Augmentation System) adı verilmiştir.

"Although CDO displayed medium convection, we didn't encounter any storms that required deviation. However, the information was useful, as we did encounter light turbulence throughout the area depicted as having moderate convection. The CDO information allowed me to pre-brief our flight attendants to plan on being seated while we were in this area, and it worked very well for this purpose. The CTH product seemed to be displaying tops accurately.

Araştırmanın amacı, bir uçuş görevinin yapılması sürecinde ekip kaynak yönetimi ve emniyet kültürü becerilerinin nasıl uygulandığı sorusuna yanıt aranmasıdır. Araştırma kapsamında oluşturulan sorunun cevaplanması adına havacılık yazınında ön plana çıkan otobiyografik eserlerden biri olan Kaptan Pilot Menderes Çakıcı’nın Kalbimdeki Kanatlar isimli eserinden faydalanılmıştır. Araştırmada nitel araştırma yöntemlerinden otobiyografik analiz içerik analizi
ve görüşme yöntemleri ile yapılmıştır. Bunun yanı sıra, ölçeklerde yer almayan ve kaptan pilotun emniyeti sağlamak adına uçuş esnasında gerçekleştirdiği fazladan ve gönüllü uygulamalara yönelik davranışları ekstra rol davranışı olarak tanımlanmıştır. Otobiyografik analiz sonucu elde edilen bulguları değerlendirmek ve pilotların ekstra rol davranışlarını saptamak amacıyla kitabın yazarı Kaptan Pilot Menderes Çakıcı ile 57 dakika süren online olarak yarı-yapılandırılmış görüşme yapılmıştır. Görüşme bulguları (1) emniyet kültürü ve ekip kaynak yönetimi uygulamalarına yönelik, (2) ekstra rol davranışı bazında ikiye ayrılarak yorumlanmıştır. Araştırma neticesinde, örnek bir uçuş görevinin uygulamada emniyet kültürü ve ekip kaynak yönetimi boyutları ile doğru ve yerinde uygulanarak uyuştuğunu; emniyeti sağlamak ve ekip kaynak yönetimini doğru uygulamanın ekstra rol davranışı ile ilişkili olduğu; gönüllü olarak fazladan çaba göstermek, gelişim ve iş birliğine özen göstermek ve yolcu memnuniyetini sağlamak adına yapılan gönüllü girişimlerin performans çıktısını da olumlu etkilediği sonucuna varılarak uygulamaya yönelik bir kaç öneri sıralanmıştır. Araştırmada geçerliliği ve güvenilirliği sağlamak için ilgili değişkenler alanında yetkin olan Kaptan Pilot Doktor Murat Terzioğlu’na uzman incelemesi için gönderilmiş ve araştırmanın uygunluğuna dair görüş alınmıştır.

CHICAGO-Sivil havacılıkta helikopter kazalarını azaltmak maksadıyla çaba gösteren dünyaca tanınan Uluslararası Helikopter Emniyet Timi (International Helicopter Safety Team-IHST), helikopter kaza kırımları ve hava aracı olayları ile ölüm ve yaralanmaları azaltmak maksadıyla; 10 adet tavsiye geliştirmiştir. Bu öneriler, helikopter sahipleri, işletmeciler, pilotlar, teknisyenler ve helikopter dünyasında yer alan herkes için faydalı olabilirler.

Abnormal situations in flight arise when an aircraft in normal flight mode is exposed to one or more unfavourable factors. Therefore, such situations have a pronounced random nature. To assess the degree of danger of contingencies, it is convenient to use the Airworthiness Standards governing the list of situations and probability of their occurrence in flight. The degree of danger can be determined from the assumption that during the life of the aircraft each of the four contingencies will give the same level of risk. By combining all contingency situations with their normalized indicators and using this assumption, we can quantitatively determine their degree of danger (risk level) in the form of probabilistic indicators.

Bu kazalarda da görüldüğü üzere aleni ve örtük birçok faktör bir araya gelmiş ve sonuçta kazalar yaşanmıştır. Gerçekleştirilen incelemeler sonucunda, Leading Edge Aviation Propulsion (LEAP) adı verilen yeni tip bir motorun Boeing 737-Max-8 uçaklarında kullanılmaya başlanmasının kazalara giden yolu açtığı görülmektedir. Motor fan çapı önceki motorlara göre daha büyük olan LEAP varyantı motorun, kanada monte edilmesi ile motorun alt kısmının yere çok yaklaşması Ya-Ma-Ha (Yabancı Madde Hasarı) riskinin artmasına neden olmuştur. Ya-Ma-Ha'yı önlemek için motor kanatta daha öne ve daha yukarı bir pozisyona yerleştirilmiş ancak motorun yeni lokasyonu, uçağın ufkî ve şâkulî uçuşta dikey vektör (α) pozitif eğiliminin artmasına sebebiyet vermiştir. Söz konusu boylamsal kararsızlık ve tutunamama sorununu çözmek için Boeing firması, Manevra Karakteristiği Güçlendirme Sistemi (MKGS, Maneuvering Characteristics Augmentation System-MCAS) adı verilen yazılım tabanlı bir uygulamayı devreye almıştır. Hücum açısı (Angle-of-Attack-AoA) birçok hava aracı için 16 0 'yi geçtiğinde perdövites/stall adı verilen havada tutunamama problemine yol açmaktadır. MCAS, hücum açısı sensörlerinden alınan verilere dayanarak uçağın perdövitese girmesini önlemek için elevatör vasıtasıyla "burun aşağı" komutu vermektedir. Ancak aynı MCAS sistemi yanlış AoA sinyali aldığında ufkî ve şakulî uçan uçağı tehlikeli bir şekilde dalışa geçirmektedir. Uçağın MCAS'ten dolayı düştüğünü söylemek en kolayıdır ama bu bütün süreci anlatmamaktadır. Bu çalışmada ardışık olarak meydana gelen Boeing 737-Max-8 kazalarına sebebiyet veren faktörler, pilotaj ve uçak mühendisliği perspektifinden ele alınacaktır. GİRİŞ Küresel seviyede ticari havayolu işletmeciliğinde kullanılan uçakların büyük çoğunluğu Şekil 1.

With the improvement of computer, artificial intelligence, information technology and other technical levels, the relationship between man-machine environment systems is more complicated and diversified. The optimization, iteration and development of the new generation of intelligent equipment system and human-computer interaction interface put forward higher requirements for ensuring the safety of personnel, improving the efficiency of human-computer interaction and improving the efficiency of the system. Such as intelligent cabin adaptive cognitive decision aid system, how to adopt intelligent information display and human-computer interaction, optimize information processing, strengthen situational awareness; How to effectively present information and improve the efficiency of human-computer interaction, so that the system has good security, applicability and maximize its effectiveness; How to deal with man-machine matching and man-machine collaboration problems, so as to improve the efficiency of man-machine/unmanned collaborative work. Human factors throughout the life cycle of equipment systems must be fully considered. The human factor is considered in the system design, so that people, machines and the environment can work together and adapt to each other, so as to achieve benign interaction and feedback between people and equipment and interface and complete the full transmission and communication of human-machine intelligent interaction information. The development of new aircraft human-computer interaction systems combined with new technological methods has also gradually changed the role of pilots and staff. From the system operator gradually into the monitor and decision maker, especially with the improvement of the degree of intelligent flight, information technology, advanced complex airborne equipment is increasing, the amount of information that operators need to deal with is also increasing, and the allowed time for judgment and decision is very short, and the mental resources that pilots bear are gradually rising. As the mental load is a key factor affecting the allocation of cognitive tasks, when encountering emergency situations, the mental load overload caused by the increase of information processing tasks often occurs, which seriously affects the task performance of operators, physical and psychological comfort and flight safety, and thus affects the efficiency and safety of the entire aircraft man-machine system. This requires us to conduct real-time analysis of human-computer interaction situational awareness, especially the individual cognitive state as an uncontrollable factor.

The present paper summarizes the key findings of a numerical study on the aerodynamic behavior of a generic light aircraft under flow conditions, which are typically associated with spin motions. These conditions include high angles of attack, crosswind and rotational motion. Besides investigating the limits of Reynolds-averaged Navier-Stokes simulations for this type of conditions, the simulations contribute to a better understanding of existing wind-tunnel data. Furthermore, the influence of wind-tunnel related aspects such as scaling effects are investigated. The comparison between the numerical and experimental results generally shows good agreement regarding global force coefficients and separation behavior. The characteristic behavior with regards to crosswind and rotational motion around the longitudinal wind axis is captured well by the computations. Scaling effects are considerable with the maximum vertical force coefficient increasing by up to ∆C Z,max = 0.25 at real flight Reynolds and Mach number compared to wind-tunnel conditions.

Working memory is an essential executive function for flying an aircraft and its limitations may jeopardize flight safety. This function is particularly critical when pilots have to struggle with spatial disorientation (SD) cues. This research aimed to assess the combined effect of the auditory N-back task (NBT) and simulator-induced SD cues on pilots' flight performance. METHODS: Using an SD simulator, 39 male military pilots (control N 5 20; age M 5 31.6; SD 5 8.22, experimental N 5 19; age M 5 26.9; SD 5 8.67) were exposed to 12 flight sequences, where 6 contained an SD conflict-3 with vestibular illusions and 3 with visual illusions. Additionally, the pilots from the experimental group were asked to perform an auditory NBT involving sound stimuli (the sequential letter memory task) as they performed during oriented and disoriented flight conditions. RESULTS: Pilots' flight performance from the NBT group were significantly worse than the control group in the approach and landing profiles involving visual illusions (for both nonconflict and conflict flight), and in the profile involving the false horizon illusion (only for the conflict flight). No increase in a pilot's susceptibility to SD was observed with any other profiles. DISCUSSION: The current study provides support that pilots' cognitive workload can negatively impact flight performance. Pilots are not always aware of altered flight parameters, which may indicate that they have lost spatial orientation, mainly as a result of visual illusion. If problems occur in maintaining proper flight parameters, pilots should direct all available mental resources to regain their orientation and withdraw from any other parallel tasks.

1950'de kurulduğu günden bu yana pek çok konuda değişimler yaşayan Petrol-İş'in yetmiş yıllık tarihinde kadınlar açısından dönüm noktası sayılabilecek pek çok olaya ve girişime rastlıyoruz. Petrol-İş'in tarihinde, kadınların sendikal etkinliklere aktif katılımlarının sendikanın kadın politikalarına da yansıdığını görüyoruz. Petrol-İş yayınları, kurul raporları, bildiriler vs. tarayarak derlediğimiz bu çalışmayla geçmişten günümüze Petrol-İş'li kadınların tarihini özetlemeye çalıştık. (Petrol-İş Kadın Dergisi, 64. Sayı, Kasım 2020)

Rudder is one of a primary flight control surface of an aircraft and have the function as directional control and directional trim. For multi-engine aircraft, critical function of the rudder is to be able to maintain aircraft direction in case of one engine inoperative. Due to aerodynamic load, the higher rudder deflection the higher hinge moment acting on the rudder. For the aircraft equipped with mechanical control system, load on the rudder can be feel by the pilot on the pedals. Excessive load received by the pilot in long duration of operation can make tired the pilot. Maximum load on the rudder allowed by regulation in VMCG with OEI is limited to 150 lbf. Current design of the rudder still produce load higher than limit value, even aerodynamic balance e.g., servo tab and rudder horn has been implemented. Sensitivity study of rudder horn balance was carried out to improve rudder hinge moment to reduce pedal force. This study was conducted by means wind tunnel testing in the NLST in Bandung, West Java. 6 rudder horn balance model was tested, the result are compared including basic or current horn design. Horn 8 provide the best result compared to basic horn and other modified horn, it is meet requirements both for load limit of 150 lbf and safety aspect.

İş yaşamında geçimini çalışarak sağlayan birinin en büyük korkularından ve en ağır travmalarından biri, belki de birincisi işini kaybetmektir. 
Yeni işe girmenin yani ‘onboarding’ profesyonelleri ne kadar mutlu ediyorsa, kaybedip devre dışı kalmak da başka bir ifade ile ‘offboarding’ bir o kadar kaygı ve endişeleri başlatan sürecin habercisi kabul ediliyor.

Российский государственный гидрометеорологический университет Аннотация. В статье приведен обзор космической погоды как гелиогеофизического явления и способы донесения информации о возможной опасности до авиационных пользователей. Рассматривается влияние космической погоды на полеты воздушных судов на примере нескольких мощных солнечных вспышек, изучается влияние опасных гелиогеофизических явлений на высокочастотную связь, спутниковое позиционирование и на радиацию. Проанализирован архив консультативных сообщений о космической погоде за период сентябрь 2020-январь 2023 гг. и текущий двадцать пятый солнечный цикл. Ключевые слова: космическая погода, авиационная метеорология, опасные гелиогеофизические явления, консультативные сообщения, геомагнитные бури, солнечные вспышки.

The main tool of cockpit crew performance evaluation is the recorded flight data used for flight operations safety improvement since all certified airlines require implementation of a safety and quality management system. The safety performance of a flight has been a challenging issue in the aviation industry and plays an important role to acquire competitive benefits. In this study, an integrated multi-class classification machine learning models and Markov chain were developed for cockpit crew performance evaluation during their flights. At the outset, the main features related to a flight are identified based on the literature review, flight operations expert's statements, and the case study dataset (as numerical example). Afterwards, the flights' performance is evaluated as a target column based on four multi-class classification models (Decision Tree, Support Vector Machine, Neural Network, and Random Forest). The results showed that the random forest classifier has the greatest value in all evaluation metrics (i.e., accuracy = 0.90, precision = 0.91, recall = 0.97, and F1-score = 0.93). Therefore, this model can be used by the airline companies to predict flight crew performance before the flight in order to prevent or decrease flight safety risks.

Referandum sonuçlarının resmileştirilmesinin ardından kıdem tazminatı tartışması yeniden alevlendi, 1 Mayıs’a bu tehditle gidildi. Önümüzdeki dönemin emek mücadelesi açısından zorlu geçeceği aşikârken, irili ufaklı direniş ve grevler de OHAL'e rağmen kendini gösteriyor. Türkiye emek hareketini bekleyen tehlikeleri ve mevcut durumu KHK’yla Kocaeli Üiversitesi'nden atılan, Kocaeli Dayanışma Akademisi üyesi ve DİSK Koordinatörü Hakan Koçak’la konuştuk.

Purpose Our ageing society faces an ageing work force. The target of this systematic review was to analyse whether pilots have a measurable age-dependent increased risk of incapacitation due to medical reasons. Methods Publications listed in PubMed, NCBI and EM-BASE were identified using defined terms. Two independent raters analysed 2,342 retrieved publications by predefined criteria. Ten publications met the inclusion criteria. Results Four publications use a similar numerator (inflight incapacitation) and identical denominator (flight hours) and show in-flight incapacitation of pilots happening 0.19-0.45 times/10 6 flight hours. Two of these studies did not analyse the possible correlation of incapacitation and age, and two did not use the denominator flight hours here. Age dependency of incapacitation is analysed in seven publications: Three analyse in-flight incapacitation and four analyse general incapacitation to fly. All but one-the only one including professional pilots older than 60 years-show an age-depending increase in incapacitation. The increase in in-flight incapacitation is far less than the increase in general flight incapacitation. Conclusions Medical in-flight incapacitation is a very rare event. Whether the increase in in-flight incapacitation results in an increase in accidents or can be compensated for by error reduction through experience cannot be answered. A register of all pilots with a clear identification system to follow their career and health, their accidents and impairments, might help to reconsider the grounding of pilots over 60 and to define better criteria than mere age.

This book draws on many sources. Some are facts, some hypotheses, some opinions. Most -including many of my own statements -are mixtures. Even ' facts ' are unavoidably selective and can rarely be guaranteed. Despite careful checking, neither I nor my colleagues or publishers can accept responsibility for any errors, misinformation or unsuitable advice. This also applies to opinions -particularly on issues affecting health and safety. As any recommendations must balance complex, often opposing, factors, not everyone will reach the same conclusions. In this -as indeed in every issue this book touches on -every reader must make up her or his mind, for which they alone must be responsible.

Go-arounds (GA) are a relevant safety event that may occur during the approach phase of the flight due to several reasons such as unstable approach, loss of separation minima or adverse weather. In dense terminal control areas, this manoeuvre, even though it is a standard procedure, can generate significant and additional air traffic control (ATC) workload as it requires a quick and accurate reaction in order to safely reintegrate the flight into the traffic flow and immediately establish a new approach and landing sequence. In current operations, air traffic controllers typically become aware of a GA during or after their execution, which leads to a very short time horizon for operational decision-making. This research aims to propose and evaluate the operational impacts of a real-time monitoring and alerting solution for ATC decision support in approach control facilities and aerodrome control towers. The solution is
based on the use of surveillance data and the application of analytical and machine learning methods for identifying flight trajectory anomalies in real-time and predicting the execution of a GA. Based on a human-in-the-loop simulation of air traffic operations at the Sao Paulo/Guarulhos International Airport, it is assessed how the presence of such an alert that
anticipates the occurrence of a GA affects the ATC performance. The results showed an increase in the perceived levels of situational awareness and safety as well as an increase in the efficiency of ATC decisions concerning the go-around, with an observed reduction of nearly
two minutes in the flight time from the start of the manoeuvre and the landing when the alert was active.

At the heart of airline flight safety management is a systematic approach to identifying hazards and controlling risk factors, which ICAO requires to collect, analyze all deviations in the activities of units, services and personnel airlines and use of its results to develop and implement management activities. That kind of the system enables the organization to predict and fix problems before they lead to an aviation accident. Thus, the organizational management structure should ensure high efficiency, reliability and completeness of the control over all components that ensure the process of the air transportation: the course of transportation, the clear operation of all units in the uninterrupted transport process and their correct matching. In modern conditions, this result is achieved based on a process approach, when the company’s activities are presented as a set of production processes (activities). For each of these areas, the airline has appropriate management systems that ...

Abnormal situations in flight arise when an aircraft in normal flight mode is exposed to one or more unfavourable factors. Therefore, such situations have a pronounced random nature. To assess the degree of danger of contingencies, it is convenient to use the Airworthiness Standards governing the list of situations and probability of their occurrence in flight. The degree of danger can be determined from the assumption that during the life of the aircraft each of the four contingencies will give the same level of risk. By combining all contingency situations with their normalized indicators and using this assumption, we can quantitatively determine their degree of danger (risk level) in the form of probabilistic indicators.

Although studies on safety and safety management have not started in the aviation sector, safety management has become mandatory for the protection of expensive infrastructure investments, equipment and human resources required for the operation. With its high operational risk and short operation times, safety management has become a necessity for aviation. As a result of the increase on demand in air transportation, the prediction that potential accidents will increase during flight ground operations due to operational intensity necessitated the development of international safety standards. As a result of the literature research conducted within the scope of the study, it was determined that the incidents caused by insecurity in airline businesses were handled, but no study was found on the importance of safety culture in ground handling businesses, which are an important stakeholder in flight operations. In the literature, studies on Reason and Hudson models have been found, and it has been observed that the safety culture pyramid model of Patankar and Sabin (2010) is not sufficiently involved in practice. In this context, the primary purpose of the study is to contribute to the literature by combining these two issues, which are found to be lacking in the literature. The secondary and original purpose of the study is to use the Patankar and Sabin safety culture pyramid to determine the established safety culture and fair culture perception in the aviation ground handling company and to guide the managers to make effective decisions by revealing the missing points. In this study, structured interview technique, one of the qualitative research methods, was used as a data collection method. Structured interview questions were shaped as a result of the preliminary interview with the managers working in the safety and quality department of an aviation ground handling company operating in Turkey. Responses were received from the participants via e-mail and telephone. According to the results obtained, the currently implemented safety management processes in the aviation ground handling company were compared with the Patankar and Sabin safety culture pyramid, and the safety management processes in the aviation ground handling company were evaluated from this perspective.

The Electromagnetic Force (EMF) is a fundamental physical force that acts between charged particles. While its effects are well understood in the context of electrical circuits and technological applications, research suggests that EMF could also play a crucial role in shaping our planet's climate and weather patterns. This review paper aims to provide a comprehensive overview of the current state of research on the impact of EMF on global wind patterns. We examine the Earth's electromagnetic field, its interactions with the solar wind, and the potential effects on atmospheric circulation patterns. Our analysis highlights the need for further research to understand the mechanisms by which EMF influences wind patterns fully and to predict the potential consequences for regional climate conditions, global weather patterns, and aviation and navigation.

This research applies the latest formal technique for human error prediction-Human Error Template (HET)-to evaluate standard operating procedures for performing a go-around in a large commercial transport aircraft. HET was originally developed in response to the requirement for formal methods to assess compliance with the new large civil aircraft human factors certification rule introduced to reduce the incidence of design-induced error on the flight deck (EASA Certification Specification 25.1302). A total of 67 Aircraft B pilots participated in this study including 25 captains and 42 first officers. This research finds that there are three types of errors with high likelihood committed by pilots during performing go-around, 'Fail to execute'; 'Task execution incomplete'; and 'Task executed too late'. Therefore, there is a raising need to investigate further impact to flight safety for such errors occurred. Many of the errors that were found were the types of errors that most pilots were aware of and have simply had to accept on the flight deck. It is hoped that human factors certification standards would help to ensure that many of these errors are not included on future aircraft.