Aircraft Accidents Research Articles

Do political events have an impact on stock indices? Empirical research on emerging countries

ABSTRACT Using synthetic control methods, we examined the economic effects of political uncertainty. We show that political uncertainty resulting from certain political events is negatively related to major stock indices. Particularly in emerging countries, political turmoil involving the president enormously increases the difficulty of doing business due to increased uncertainty in economic policy. Our results suggest that the beginning of the impeachment process and successful military coup could positively influence the stock market, while a military coup failure and an aircraft accident negatively influence the stock market. Therefore, market investors and business owners in emerging countries must be prepared for significant changes in the progress of a company, industry or sector after the event occurs.

Criminal Liability of Air Flight Accidents

Aircraft as a means of air transportation has its own characteristics and advantages compared to land and sea transportation modes. This is related to the speed of movement and reaching large areas in a short time. Safe and secure operation is the most important guarantee in aviation, considering the dangers and accidents that are easily caused by the use of an aircraft. The purpose of this study is to determine and analyze criminal liability in aircraft accidents. The results of the study found that the criminal liability of flight captains in aircraft accidents in terms of Law No.1 of 2009 is Article 411 of Law No.1 of 2009 and Article 438 of Law No.1 of 2009, where the two articles can be the basis for holding the flight captain criminally liable in the event of intentionally flying an aircraft that endangers flight security and safety.

An aircraft accident reconstruction by numerical simulation method and investigations of impact force

Numerical simulation method is wildly used and proved to be efficient in accident reconstruction, and in-depth conclusions might be derived from reliable simulation results. An aircraft accident reconstruction of MU5735 is carried out in this paper on the basis of public information from the Internet, as an example of application of numerical simulation method in accident reconstruction. Impact point, velocity and weight of the aircraft are firstly estimated by technical methods. Then 17 cases of numerical simulations are conducted with a refined full-scale finite-element model of Airbus A320, and several factors are further discussed, i. e., penetration depth, impact load and impact force. It indicates that, (1) according to the penetration depth in public report, the aircraft probably impacted almost vertically to the ground with a velocity of around 250 m/s; (2) there is a peak of thousands of times the gravity acceleration in fuselage’s structural dynamic response and lasts for a long time, which might lead to the malfunction of the airborne equipment; (3) maxima of impact forces against different targets are mainly influenced by the materials of targets, and the peak of impact force against rigid ground is about 1.74 times larger than that against soil ground.

Effects of the Federal Aviation Administration's Compliance Program on aircraft incidents and accidents

• Restorative justice-based policies in aviation may be unsafe. • The FAA’s Compliance Program may reduce aviation safety. • Population-level data was evaluated using GLARMA modeling. • An increase in aircraft incidents and accidents resulted from the FAA’s Compliance Program. • A decrease in punishment may affect human behavioral responses. A novel enforcement policy based on restorative justice principles was implemented by the United States Federal Aviation Administration (FAA) in 2015. In this study, interrupted time series regression analyses using generalized linear autoregressive moving average (GLARMA) models were used to analyze FAA investigated incident and accident counts, runway incursion caused by pilot deviation, and National Transport Safety Board (NTSB) accident count data from June 2010 to September 2020. An association was observed between the change in FAA’s enforcement policy and the increase in aircraft incidents, accidents, and runway incursions post-intervention (2015–2020). These adverse safety outcomes appear to be directly related to this policy change. Results highlight the risk of moving away from punishment as a means of reinforcing safe behavior and the need for careful theory-based implementation of alternative approaches.

False actions of the aviation fire protection system caused by disturbances in power circuits

Abstract The article presents the results of simulation tests of the SSP-FK aviation fire protection system and the identification of the main causes of its false operation on many airplanes and helicopters of the Polish Armed Forces with the use of a diagnostic simulator built at ITWL. The results of the performed statistical analyzes pointing to the execution blocks as the key factors in false fire signaling are discussed. Selected test results of the developed simulation model of the actuator unit under the conditions of disturbances occurring in its supply circuits (in particular instantaneous voltage drops) are presented. The effectiveness of the presented test method with the use of a simulation model of a fire protection system, which can be used to train the engineering and aviation service and pilots, and to support the work of the Aircraft Accident Investigation Commission, was pointed out.

Public relations strategy in rebuilding Airline Company reputation following aircraft crash

The issue discussed in this study is rebuilding Lion Air's reputation tarnished by aircraft accidents. This study aims to identify public relations strategies pursued by case study of Lion Air, Indonesia, to rebuild its reputation following air accidents it has been involved. The research method employed in this study is the qualitative method using single case studies on Lion Air Company. Data is collected through observation, interviews, and a review of news articles in the media. The output of the research takes the form of corporate strategies that are aimed at rebuilding the company's reputation using stakeholder approaches, including (1) alignment of internal perceptions within the organization; (2) "communication holding,"; (3) centralization of information issuance; (4) appointment of partners as "communicators"; (5) use of humanitarian approaches. The conclusion drawn from the research is that public relations strategies through a stakeholder approach would provide a basis for Lion Air's management to exercise control over information that brings positive value. The result also shapes stakeholders' perceptions to align with the company's expectation in restoring its reputation.

Spatial Search and Bayes Theorem: A Commentary on Recent Examples from Aircraft Accidents

This paper presents a Bayesian search methodology in the context of missing aircraft, as well as a few other related search operations. The search seeks an item hidden in one of n cells. The parameters controlling the search are the prior probabilities (updated during each phase of the search) and the search quality. Assume the search begins in the area with the maximal prior. The expected length of the search depends on how far the item is from that locale (in essence a measure of the quality of the prior), and the search effectiveness parameter. A perfect (error free) search could find the item in a number of steps as a function of the distance of the object from the starting location. Lower quality search can take a lot longer, though it can ultimately be effective. The Bayesian process works by guiding us to the higher likelihood areas based on the results of failed search. It adds value by eliminating unlikely possibilities. The search can have an element of luck in starting its exploration close to the actual item. Real searches, where this was true, were in fact ultimately successful; real searches which were not so fortunate ended in failure.

Responsibilities of air carriers on international flights

In international air transportation, it is sure to talk about the responsibility of the carrier, which cannot be separate from the discussion of international agreements, namely, in this case, the 1999 Montreal Convention, which contains the issue of the responsibility of international air carriers. This study aims to determine the guilt of air carriers on international flights to passengers, shippers, and third parties in the event of an aircraft accident. The approach method used in this research is normative juridical (legal research), using legal materials as the primary material. The carrier's responsibility is based on the absolute principle; the page is responsible but is still limited by the limitation principle (the carrier's responsibility is limited to a certain amount). The airline's responsibility is based on the presumption and limitation of liability for consignments and baggage. The carrier is always considered responsible until the airline can prove that it is not guilty of the event that caused the loss. The carrier's responsibility for baggage should be absolute because, by the time the passenger brings the bags, it has passed several checks that have confirmed that the goods in the luggage are not problematic.How to cite item: Sariwati, R (2022). Responsibilities of air carriers on international flights. Jurnal Cakrawala Hukum, 13(2). 194-201. doi:10.26905/idjch.v13i2.7963.

THE RELATIONSHIP BETWEEN THE EUROPEAN UNION AND THE UNITED STATES OF AMERICA S AIRCRAFT ACCIDENTS STATISTICS

Purpose- The motivation of this research is to determine whether there is a relationship between the number of accidents in the European Union and the United States. Methodology- In the study, transparently published data from the United States of America and the European Union were examined and used. In the evaluation of the data, independent samples t-test analysis method was used. The data covers the period from 2009 until 2018 so that the crisis created by the pandemic in the aviation sector does not adversely affect the results of the study. Due to the difficulty of obtaining data, the use of only EU and USA data is a limitation in the study. Findings- As a result of the independent samples t test, no statistically significant difference was found between the number of accidents in the EU and the USA. Conclusion- There was no significant difference between the two groups as a result of the independent sample t-test applied in line with the purpose of the study. The reason for this is that the two groups have similar characteristics in terms of education, qualified workforce, technology and economic power. Keywords: Aviation, air transportation, aircraft accident, safety, safety culture JEL Codes: R41, L93, L99

ASSESSMENT OF THE INFLUENCE OF INDICATORS OF RELIABILITY HELICOPTER SAFETY Ми-8МСБ, Ми-8MT(MTВ) ON SAFETY PERFORMANCE FOR 2017-2021

The article offers a complex approach to determination of long-term trends of quantitative indicators of safety of flights of helicopters Mi-8MSB-V and Mi-8MT (MTV) and influence on them of operational reliability.
 The integrated approach is to determine the impact of the failure of the functional systems of helicopters on operational reliability and flight safety: average failure rate, mean failure rate, probability of helicopter flight reliability in one hour, Average aircraft accident, probability of absence.
 Proposals have been developed to improve the reliability and safety of helicopter flights based on information about the technical condition during military operation, which will allow adjusting the terms of maintenance, repair, extending the service life and provide for areas for upgrading aviation equipment.
 In order to take into account objectively the impact of helicopter systems on the reliability and safety of aircraft equipment flights, information on the flight hours of aircraft equipment should be provided, taking into account the level of functional systems upgrade. Recommendations for improving flight safety and reliability of elements of helicopter systems limiting the reliability of aviation equipment are given.

자율비행항공기와 관련한 민사법적 책임

The existing aircraft operator's liability, in which a person is involved in the operation of an aircraft, can be viewed as an intermediate liability or limited no-fault liability where the burden of proof is switched. However, the legal nature of the operator's liability for autonomous flying aircraft operated by the autonomous flight system should be considered differently from the existing one. In other words, the aircraft owner of an autonomous flying aircraft bears no-fault liability that cannot claim immunity even if the owner does not directly intervene in the operation of the aircraft. Therefore, the ‘force majeure’ exemption provision of Article 931, No. 4 of the Commercial Act, which is the immunity provision for aircraft operators, should be excluded from application in the case of autonomous flying aircraft. If an aircraft accident occurs due to the negligence of the victim, the aircraft owner cannot be held liable. Consequently, it is necessary to enact a special law for autonomous flying aircraft on no-fault liability that stipulates the above limiting factors as a condition subsequent. Until then, for the gap in regulation, it is reasonable to apply mutatis mutandis rules related to operation under the Compulsory Motor Vehicle Liability Security Act applicable to autonomous vehicles. This is because civil legal responsibilities related to the operation of autonomous flying aircraft are in line with civil legal responsibilities related to the driving of autonomous vehicles

Pelacakan Perahu Masyarakat Yang Mengalami Kondisi Darurat Di Perairan Sipora Utara Kab. Kepulauan Mentawai Berbasis Internet Of Things

Technology in search and rescue has been growing at this time, especially in early detection systems. Basarnas as the leading sector in search and rescue, has used an early detection communication tool called Radio Beacon to quick response search and rescue for aircraft and ship accidents, and conditions that endanger humans. However, in its application in the field, this early detection system has not been touched by the local community, especially because the price is still relatively expensive and the socialization of the importance of safety itself has not been maximized in the community. From these problems, this paper designs a tracking device that works like a Radio Beacon where the switch will activate the Arduino device, GPS module and SIM800l module. The GPS module receives the location coordinates to be further processed by Arduino and sent using the SIM800l module to Firebase and notifications is received by the smartphone and the location can be monitored through an android application created using the MIT App Inventor platform. From the test results, it is found that the initial data transmission process starts from the switch is activated until the notification is received by the smartphone, a delay of 70 seconds occurs while in the process of repeating sending data there is a delay between 10-35 seconds from what has been set in the program looping every 50 seconds.

Effect of hexagonal stringer design on bulging factor and stress intensity factor of cracks in the skin of pressurized aircraft fuselage

Aircraft structural fatigue is a serious issue. Untreated, it could lead to failure. Several aircraft accidents were caused by widespread fatigue damage. For cracks in the fuselage, the stress state is due to the bulging around the crack caused by applied internal pressure. This condition is characterized by a parameter called the bulging factor; it compares the stress intensity factor of a crack in curved shell to its counterpart in a plate. Bulging factor expressions are available for longitudinal and circumferential cracks but less for slanted cracks. The underlying structure that stiffens the skin of the fuselage has a direct impact on the stress intensity factor and the bulging factor of the crack. A hexagonal grid stiffening pattern has been shown to provide sufficient stiffening to the fuselage skin while using a lesser amount of material compared to the traditional orthogonal grid design. However, the response of this grid pattern in the presence of a cracked fuselage has not been studied. The current paper aims to estimate the effect of the hexagonal grid pattern on the bulging factor and stress intensity factor of cracks of various lengths and orientations in the skin of the fuselage. Results obtained are compared to the conventional orthogonal grid stiffening pattern of a fuselage structure. Several patterns were considered. Results show that cracks of different lengths and orientations in hexagonal grid stiffened panels had stress intensity factors and bulging factors that are comparable to the base case within a margin of 2%–8%.

Letters to the Editor

Software Safety vs Software Reliability
 While looking back through Vol. 56, No. 1 (Summer 2020) of Journal of System Safety, I finally took the time to read Nathaniel Ozarin’s article “Lessons Learned in a Complex Software Safety Program.” The article is quite interesting and thought provoking, comparing what actually occurs while implementing a system safety program to the idealized descriptions found in documents such as MIL-STD-882, JSSSEH and AOP-52. While I found the article interesting and informative, I noted that the author consistently characterizes the “software safety problem” as a “reliability” problem, focused on finding and preventing “failures” and ensuring high “reliability.”
 Some Thoughts on the Probabilistic Criteria for Ensuring Safe Airplane-System Designs
 We have been employed in the risk sciences for a total of 86 years, including 62 years in reliability engineering and safety engineering positions at The Boeing Company. For many of those years, Yellman was the designated “Risk-Analysis Focal” (person) for Boeing’s 707, 727, 737 and 757 airplane models. For several decades, the United States government has published the same criteria, created by the U.S. Federal Aviation Administration (FAA), intended to ensure that the systems on large (transport-category) aircraft have been designed to be safe [Refs. 1 and 2]. But we believe that the criteria have failed to prevent certain aircraft accidents, and we think that the reasons for that should be better understood. We hope that this discussion will contribute to a better understanding by examining the part potentially played in those accidents by the FAA’s criteria that are defined probabilistically.

Sightseeing Accidents with Helicopters and Fixed-Wing Aircraft.

BACKGROUND: Sightseeing operations are characterized by the presence of passengers as well as favorable light and weather conditions. They include both fixed-wing aircraft and helicopters, an aspect that allows for a comparison of these two types of aircraft in similar operations.METHODS: A total of 95 accident reports from 2008 until 2018 were extracted from the NTSB online database, with each mentioning commercial sightseeing as their operation.RESULTS: Out of a total of 95 accidents, 16 were fatal with a total of 58 people suffering fatal injuries. On average 3.625 people died in each fatal accident. There were significantly more accidents in Alaska and Hawaii than expected. There were significantly more accidents caused by the maintenance crew in helicopters than in airplanes, but significantly more pilot-related accidents in fixed-wing aircraft compared to helicopters. Despite favorable light and weather conditions, 37 accidents reported the environment as a contributing factor to the accident.CONCLUSION: Sightseeing accidents show a pronounced difference between helicopters and airplane accidents that point to different approaches when improving safety in either category. Although night and instrument meteorological conditions are largely absent in the dataset, wind conditions and unsuitable terrain are frequently mentioned. The experience of the pilots and the specific geography of the sightseeing area are likely to affect operational safety the most. The specific dangers of unsuitable terrain affect both helicopters and fixed-wing operations and may be assuaged by specific training or briefings.de Voogt AJ, Hummel Hohl C, Kalagher H. Sightseeing accidents with helicopters and fixed-wing aircraft. Aerosp Med Hum Perform. 2022; 93(6):532-535.

An Attentive Blank Stare Under Simulator-induced Spatial Disorientation Events.

This study investigated the effect of the spatial disorientation (SD) events on an attentive blank stare in the cockpit scene and demonstrated how much the flight task and visual delayed discrimination task were competing for the pilots' attention. SD in flight is the leading cause of human error-related aircraft accidents in the military, general and commercial aviation, and has been an unsolved problem since the inception of flight. In-flight safety research, visually scanning cockpit instruments, and detecting changes are critical countermeasures against SD. Thirty male military pilots were performing a dual task involving piloting a flight simulator and visual change detection, while eye movements were obtained using an eye tracker. Pilots made more flight errors and spent less time gazing at the area of change in SD-conflict than in non-conflict flights. The vestibular origin SD-conflict led not only to deteriorated piloting and visual scanning but also to problems coordinating overt and covert attention, resulting in lower noticeability of visual changes despite gazing at them. Our study shows that looking at a given area in space is not a sufficient condition for effective covert attention allocation and the correct response to a visual stimulus. It seems to be important to make pilots aware of this during SD training. To reduce change blindness, some strategies, such as reducing the number of secondary tasks is extremely valuable. Particular efforts should also be focused on improving the design of the aircraft cockpit by increasing the conspicuousness of critical information.

Impact of human factors in aircraft accident mitigation and aircraft maintenance training needs in post COVID-19 aviation

PurposeThe purpose of this study is to analyze the effect of human factor training in aircraft maintenance accident mitigation and aircraft safety in post COVID-19 aviation scenarios. The cause of aircraft accidents and details of three decades of selective aircraft maintenance accidents are analyzed to arrive to the significant aviation safety factor. The effect of COVID-19 pandemic and related technological applications to maintain high standards of safety and their applications in aircraft maintenance with respect to the view of human factors are discussed in details.Design/methodology/approachThis paper details the overview of the human errors, error mitigation and need of human factor applications in aircraft maintenance industry for safe air travel. The criticality of aircraft maintenance in keeping aircraft in airworthy condition to provide safe air transportation without delay and to support airline economy is discussed in this study.FindingsThe cause of aircraft accidents and details of three decades of selective aircraft maintenance accidents are analyzed to arrive to the significant aviation safety factor. The effect of COVID-19 pandemic and related technological applications to maintain high standards of safety and their applications in aircraft maintenance with respect to the view of human factors are discussed in details. The route of error mitigation and need of high standard technological training with human factor knowledge, to aircraft maintenance students are analyzed in detail with the opportunity of percentages of error reduction.Originality/valueThis study bridges, gained knowledge for aircraft maintenance error mitigation, current accident rates and future training needs for safest air travel through high standard quality maintenance in aircraft and its systems.

Fixed-Wing Motorized Aircraft Accidents: Analysis of Injury Severity and Concomitant Factors (2000-2019).

BACKGROUND: There is a paucity of research on general aviation accidents in Germany. The authorities investigate only a fraction of all national accidents. The current study analyzes existing accident reports and aims to identify injury severity in regard to concomitant risk factors.METHODS: Data of flight accidents was analyzed for aircraft of <5700 kg maximum takeoff weight (MTOW) over a 20-yr period. Besides descriptive data, concomitant factors (type and category of aircraft, date, occupants and outcome, flight phase, etc.) were analyzed. Statistical analysis was performed using the Chi-squared test.RESULTS: The authorities list 1595 aircraft accidents between 2000 and 2019, but only 17.9% of these were analyzed in detail. Accidents of aircraft of <2000 kg MTOW were over-represented between May and September and between Friday and Sunday. The fraction of fatal accidents was highest during cruise. During landing, significantly more mishaps of larger aircraft occurred. The number of seriously injured or deceased occupants was significantly higher for accidents involving private pilots. An occupancy rate of more than three persons on board correlated significantly with fewer number of deaths.CONCLUSIONS: The annual count of aircraft accidents has almost halved during the previous 20 yr. Unfortunately, only a small number of mishaps were further investigated by authorities, which leads to a lack of evaluable data needed for in-depth investigations. The accumulation of larger aircraft mishaps in winter and the superior outcome of professional pilots in terms of safety, as well as the fewer number of mishaps in larger aircraft, should be further investigated.Liebold F, Hippler C, Schmitz J, Yücetepe S, Rothschild M, Hinkelbein J. Fixed-wing motorized aircraft accidents: analysis of injury severity and concomitant factors (2000-2019). Aerosp Med Hum Perform. 2022; 93(5):442-449.

Can a climate model successfully diagnose clear‐air turbulence and its response to climate change?

Abstract: Atmospheric turbulence causes the majority of weather‐related aircraft accidents. Climate models project large increases in clear‐air turbulence as the jet streams become more sheared in response to climate change. However, climate models have coarser resolutions than the numerical weather prediction models that are used to forecast clear‐air turbulence operationally, raising questions about their suitability for this purpose. Here we provide the first rigorous demonstration that climate models are capable of successfully diagnosing clear‐air turbulence and its response to climate change. We use an ensemble of seven clear‐air turbulence diagnostics to compare 38 years of historic turbulence diagnosed from climate model simulations and high‐resolution reanalysis data. We find that the differences in turbulence between the climate model and reanalysis data are much smaller than the spread between the diagnostics. When using a climate model to calculate the probabilities (and their temporal trends) of encountering clear‐air turbulence of any strength, at any flight cruising level, and in any season, we find that most of the uncertainty stems from the turbulence diagnostics rather than the climate model. These results confirm the suitability of climate models for the task of producing future clear‐air turbulence projections. The turbulence increases are generally larger when diagnosed from the reanalysis data than the climate model, suggesting that previous quantifications from climate models of the response of clear‐air turbulence to climate change may be underestimates. Our results show that the key to reducing uncertainty in projections of future clear‐air turbulence lies in improving the clear‐air turbulence diagnostics rather than the climate models.

Data-driven model for accommodation of faulty angle of attack sensor measurements in fixed winged aircraft

On March 10, 2019, Ethiopian Airlines’ Boeing 737-8 MAX nose-dived and crashed shortly after takeoff in the south-east of Addis Ababa, near Ejere Town. The cause of the crash was a faulty angle of attack (AOA) sensor. In the past, many aircraft accidents were associated with faulty AOA sensors. The literature uses triplex and duplex AOA sensor fault detection, isolation, and accommodation (SFDIA). The triplex voting mechanism uses three AOA sensors. A critical problem with the triplex method is that the consolidated value inherently depends on the sensor measurements. This problem makes fault detection and isolation susceptible to simultaneous failure. The duplex fault detection and isolation uses two sensors, reducing cost and providing lower protection. We propose using two AOA sensors and a virtual AOA sensor for faulty AOA SFDIA. The proposed faulty AOA sensor detection and isolation algorithm is based on conventional residual analysis with a fixed threshold for faulty AOA sensor detection and isolation. The virtual sensor is a data-driven model based on a recurrent neural network (RNN) for AOA accommodation. We use a combination of simple RNN (sRNN) and gated recurrent units (GRU). The model aims to effectively use the encoder–decoder behavior of the GRU for better AOA accommodation in the case of faulty AOA measurement, faulty velocity measurement, and faulty pitch rate measurement. Test results show that the proposed method can detect, isolate, and accommodate faulty AOA sensors with a lower number of false alarms than a model that uses only long-term memory (LSTM).