This document provides a summary of articles in the February 2013 issue of AeroSafety World magazine. The cover story examines perspectives on wake vortex research and measurement techniques. Other articles discuss go-around decision-making, an EC135 accident caused by abrupt collective input, fire detection and suppression on cargo aircraft, understanding Superstorm Sandy's impacts, and the return of controlled flight into terrain accidents. The document also provides information on upcoming industry events and Foundation seminars.
This presentation was given on the 14th of April 2016 during the EASA/OPTICS Conference in Cologne, Germany. It is almost the same presentation given previously at the CHC Safety & Quality Summit but includes a few additional slides about the initial results of the data collected.
IHST Safety Resources for Helicopter Pilots and OperatorsIHSTFAA
The International Helicopter Safety Team (IHST) was created in 2006 with the goal of reducing worldwide civil helicopter accidents by 80% by 2016. With over 500 volunteers from 28 countries, IHST analyzes accident data to determine causes and develops safety tools like toolkits, bulletins, fact sheets and leaflets focused on improving safety culture and reducing accidents related to loss of control, visibility issues, and other frequent causes. IHST has helped reduce the average number of accidents per year since its inception and provides various products on its website and social media to promote safer helicopter operations worldwide.
The May/June 2011 issue of FAA Safety Briefing focuses on how developments in the National Airspace System (NAS) impact general aviation pilots. It highlights changes and challenges of flying in today's more complex NAS. The issue also provides tips to help pilots safely and efficiently meet these challenges. In particular, articles discuss the evolution of the NAS from early systems to current NextGen technologies, how pilots can benefit from technologies already in use, and the vision for an integrated NAS that combines efficiency and simplicity.
Safety Management Systems (SMS) and Decision MakingIHSTFAA
The document summarizes some key limitations of traditional safety programs:
1. Traditional safety programs are limited in their understanding of exactly what risks and threats create accidents, relying instead on "educated guesses" based on personal experiences.
2. They have no method of tracking safety implementations to measure return on investment and effectiveness.
3. They take a reactive approach rather than conducting analysis of the nature and prioritization of risks to proactively address safety issues.
UAPA provides help to those that would like to gain knowledge about the commercial applications for unmanned aircraft (UA) and have or would like to start a Unmanned Aircraft (UA)/Drone business in operations, services, apps development and manufacturing. With your involvement and strong support we can address the critical issues associated with commercial unmanned aircraft (UA)/Drone applications. Many people already operate successful businesses in this emerging area. Anyone, anywhere in the world can join. Get in on the ground floor of this profitable emerging industry. Your membership gives you full access to all of our benefits and resources including:
Drone courses, book and pilot training
Legal Representation
Business Insurance
Training
FREE Business Start-Up Counseling Session ($100 value)
Discount on Annual Members Meeting
Member Certificate
Visit UA-PA to Enroll
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Analysis and Importance of Helicopter Accident ReportsIHSTFAA
This document provides an overview of loss of control accidents, which accounted for 41% of the 523 accidents studied. It examines specific loss of control occurrence categories like performance management, dynamic rollover, exceeding operating limits, emergency procedures, and loss of tail rotor effectiveness. Standard problem statements are given for the most common loss of control issues as well as intervention recommendations focused on training and safety management. Accident narratives are then presented to illustrate different loss of control scenarios. The goal is to use this analysis of real accidents to provide pilots with perspective on aeronautical knowledge and decision making beyond what is covered in typical flight manuals.
This presentation was given on the 14th of April 2016 during the EASA/OPTICS Conference in Cologne, Germany. It is almost the same presentation given previously at the CHC Safety & Quality Summit but includes a few additional slides about the initial results of the data collected.
IHST Safety Resources for Helicopter Pilots and OperatorsIHSTFAA
The International Helicopter Safety Team (IHST) was created in 2006 with the goal of reducing worldwide civil helicopter accidents by 80% by 2016. With over 500 volunteers from 28 countries, IHST analyzes accident data to determine causes and develops safety tools like toolkits, bulletins, fact sheets and leaflets focused on improving safety culture and reducing accidents related to loss of control, visibility issues, and other frequent causes. IHST has helped reduce the average number of accidents per year since its inception and provides various products on its website and social media to promote safer helicopter operations worldwide.
The May/June 2011 issue of FAA Safety Briefing focuses on how developments in the National Airspace System (NAS) impact general aviation pilots. It highlights changes and challenges of flying in today's more complex NAS. The issue also provides tips to help pilots safely and efficiently meet these challenges. In particular, articles discuss the evolution of the NAS from early systems to current NextGen technologies, how pilots can benefit from technologies already in use, and the vision for an integrated NAS that combines efficiency and simplicity.
Safety Management Systems (SMS) and Decision MakingIHSTFAA
The document summarizes some key limitations of traditional safety programs:
1. Traditional safety programs are limited in their understanding of exactly what risks and threats create accidents, relying instead on "educated guesses" based on personal experiences.
2. They have no method of tracking safety implementations to measure return on investment and effectiveness.
3. They take a reactive approach rather than conducting analysis of the nature and prioritization of risks to proactively address safety issues.
UAPA provides help to those that would like to gain knowledge about the commercial applications for unmanned aircraft (UA) and have or would like to start a Unmanned Aircraft (UA)/Drone business in operations, services, apps development and manufacturing. With your involvement and strong support we can address the critical issues associated with commercial unmanned aircraft (UA)/Drone applications. Many people already operate successful businesses in this emerging area. Anyone, anywhere in the world can join. Get in on the ground floor of this profitable emerging industry. Your membership gives you full access to all of our benefits and resources including:
Drone courses, book and pilot training
Legal Representation
Business Insurance
Training
FREE Business Start-Up Counseling Session ($100 value)
Discount on Annual Members Meeting
Member Certificate
Visit UA-PA to Enroll
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Analysis and Importance of Helicopter Accident ReportsIHSTFAA
This document provides an overview of loss of control accidents, which accounted for 41% of the 523 accidents studied. It examines specific loss of control occurrence categories like performance management, dynamic rollover, exceeding operating limits, emergency procedures, and loss of tail rotor effectiveness. Standard problem statements are given for the most common loss of control issues as well as intervention recommendations focused on training and safety management. Accident narratives are then presented to illustrate different loss of control scenarios. The goal is to use this analysis of real accidents to provide pilots with perspective on aeronautical knowledge and decision making beyond what is covered in typical flight manuals.
This document discusses implementing safety management systems (SMS) for small fleet and private operators. It addresses some of the key challenges in doing so, such as scaling traditional SMS systems down to an administratively manage level and determining which elements to prioritize with limited resources. The biggest challenge identified is getting operators to see the need for an SMS in the first place. The presentation provides an overview of SMS and how it differs from traditional safety programs by taking a more proactive, data-driven approach. It offers practical advice on developing SMS policies for small operators, including establishing personal flight limits and duty time policies. Fatigue management is discussed as an important area requiring policy. A just culture policy example is also presented.
This document discusses airline safety tips for frequent travelers. It notes that most aircraft accidents occur during takeoff or landing, so it is safer to take longer flights with fewer stops. Passengers should follow crew instructions regarding seatbelts and remaining seated for safety. Flying at high altitudes also dehydrates passengers easily, so alcohol intake should be limited on flights. The document provides general safety guidelines and reminders for travelers.
This document discusses enterprise security as it relates to PHP applications. It begins by defining an enterprise as a high-stakes endeavor with significant scope, money, purpose, or impact. Enterprise security specifically aims to prevent harmful security events for applications where the stakes are high, with real risks and severe consequences of failure. The document then outlines some of the key differences between enterprise security and traditional low-stakes PHP application security, including dedicated security teams, formal standards, and a focus on risk management. It provides guidance for PHP developers on understanding enterprise security requirements and effectively partnering with security teams.
Aeronautical Decision Making And Risk Management For PilotsMySkyMom
This presentation relies heavily on the FAA\'s Risk Management Handbook, which can be found at http://www.faa.gov It covers factors related to ADM, statistics, best practices, and related case studies.
Common self-imposed stresses that can affect a crew member's ability include marital problems, financial issues, death in the family, troubles with coworkers, and uncertainty about career decisions. A 1980 study found that pilots experiencing these life stresses were more likely to be involved in aircraft accidents. To avoid stress, pilots should take actions to minimize personal issues and maintain positive relationships with others.
This document discusses the history and evolution of Crew Resource Management (CRM) training in the airline industry. It began in 1979 when NASA discovered many aviation accidents were caused by issues like poor communication and decision making among flight crews. United Airlines first adopted CRM in 1981, and it has since expanded to include other crew members. CRM training teaches skills like leadership, situation awareness, and decision making to improve safety. Studies found CRM has reduced errors and helped lower accident rates by around 70%. The crash of United Flight 232 in 1989 demonstrated how effective CRM can be when properly applied by a crew.
Crew Resource Management- An Inquiry in to the Differences Between F:A-18 C ...Raymond Scholl
This document is a thesis submitted by Raymond J. Scholl to the School of Business and Management of National University in partial fulfillment of the requirements for a Masters of Science in Organizational Leadership. The thesis examines whether there are differences between F/A-18C pilots and F/A-18D aircrew (pilots and WSOs) along the dimensions of authority, teamwork, leadership, and safety. Data collection and analysis are used to help readers understand leadership concepts and skills valued by aircrew operating in high-risk environments. The literature review discusses existing research on crew resource management and the key dimensions of authority, teamwork, and leadership within aircraft cockpits.
Equipment for Aircraft and Air Traffic ControlÜlger Ahmet
The document discusses the objectives and findings of the Flight Safety Foundation's Approach-and-Landing Accident Reduction (ALAR) Task Force. The Task Force aimed to reduce approach-and-landing accidents by 50% within 5 years by identifying safety measures. It analyzed 287 accidents and found that the most common types were controlled flight into terrain, loss of control, landing overrun, and runway excursion. Key contributing factors included inadequate situational awareness, unstable approaches, and lack of equipment like terrain awareness systems. The Task Force recommended short-term solutions like terrain awareness systems and long-term solutions like synthetic vision displays.
This document discusses the concepts of Aeronautical Decision Making (ADM) and pilotage. It defines ADM as a systematic approach for pilots to determine the best course of action given a set of circumstances. The document outlines the basic steps of pilotage as navigating using landmarks on charts. It explains how ADM and pilotage are intertwined in flight planning by considering factors like the pilot, aircraft, environment and external pressures. Some operational pitfalls related to proper application of ADM during flight are also listed.
This document discusses Crew Resource Management (CRM) training. It begins by noting that CRM training is a JAA requirement and is an accepted tool for optimizing defenses against human error in aviation. The document then provides examples of past aviation accidents where failures in CRM contributed to crashes. It discusses the aims of CRM training in raising safety levels and integrating crew members. Finally, it covers key elements of CRM like communication, leadership, situational awareness, and decision making.
This reviews the strengths and weaknesses of long-established approaches to safety, and proposes new perspectives and concepts underlying a contemporary approach to safety.
This includes the following topics:
a) The concept of safety;
b) The evolution of safety thinking;
c) Accident causation — The Reason model;
d) The organizational accident;
e) People, operational contexts and safety — The SHEL model; and
f) Errors and violations;
Helicopters: My Type A is Better Than YoursIHSTFAA
This document outlines topics that were discussed in a meeting about safety issues in the helicopter industry. The meeting used a debate format to discuss controversial topics related to following rules and regulations. Some of the topics covered included the use of personal electronic devices in the cockpit, conducting flight risk assessments, implementing safety management systems, managing fatigue risk for maintenance workers, and adhering to standard operating procedures. Both sides of each issue were presented over a 4 minute time limit to generate discussion.
The aviation system is a complex and interrelated network with concern on the airline operations safety. Safety in aviation involves airport conditions, aircraft maintenance, communication with the system operators and route information which aims at avoiding airline hazards on and off flights (Cushing, 1997). The Federal Aviation Regulations is a set of guidelines that are set for airline operations to be safe, enhancing effective air traffic control, effective airline safety measures among other safety procedures. There are also other aviation authorities that monitor commercial and general aviation to improve safety. The industry also depends on statistical research which justifies changes and improvements of the safety features of airlines. Safety in aviation also depends on external factors such as economic and political environments for effective safety measures and therefore the aerospace industry works in alliances and partnerships with other companies and the military aviation for a safe civil aviation practice (Cushing, 1997). Costs of operations, liability insurance covers, meteorological conditions and human errors which are safety related factors in commercial aviation are evaluated and used to develop safe and comfortable aviation practices in commercial aviation. In this paper, the safety guidelines in commercial aviation and the relevant authorities that monitor aviation safety are the significant concern especially in commercial airline companies.
The document discusses the rapidly growing use of drones (also called UAVs) and the evolving regulatory landscape around their operation. It notes that while drone use has increased, regulation remains limited. The FAA currently prohibits commercial drone use but allows hobby/recreational use. The document outlines various risks from drone operation that should be considered, such as aircraft liability, invasion of privacy, and workers compensation. It also discusses the blurred lines between hobby and commercial drone use and calls for understanding risks and regulations as drone technology advances.
1. The document discusses safety practices and procedures used in aviation to reduce accidents, including following eight elements of an effective safety program like management leadership, employee involvement, and training.
2. It also discusses several aviation organizations like ALPA and FSF that work to address safety issues from collecting data to solving problems.
3. The document provides an overview of key aviation safety laws and regulations passed over time to improve safety, from the Airmail Act of 1925 to the establishment of the NTSB in 1958.
This document discusses pressure in aviation maintenance. It identifies different sources of pressure, both external from organizations, managers, and coworkers, and internal from one's own expectations. Time pressure in particular can contribute to accidents if it does not allow for sufficient safety margins. The document recommends developing both organizational and personal safety nets to help manage pressure, such as following procedures, prioritizing tasks, and ensuring adequate rest. It emphasizes the importance of safety culture and human factors training to help address the effects of pressure.
This document outlines different types of computer cases including ATX desktop, ATX full, ATX media center, ATX mid, ATX mini, BTX, micro ATX desktop, micro ATX media center, micro ATX mid, micro ATX mini, micro ATX slim, mini ITX, server/servidor, and small form factor.
The document provides instructions for an assignment on science tools and note-taking. Students are asked to color illustrations of tools like thermometers and graduated cylinders. They also need to complete Cornell notes on tools, measurement, and note-taking techniques. The assignment emphasizes accurate use of tools like balances and measuring volume at the bottom of containers. Students should finish diagrams of tools for homework.
The document summarizes a presentation given to the AFCOM Melbourne Chapter in February 2012 titled "Through the Looking Glass 2012." It discusses trends in technology from 2012 to 2017 and their impact on data centers. Key points include:
1) CPUs were becoming faster, moving to more cores and lower power designs. Server density was increasing but also heat.
2) Storage trends included declining SSD prices, larger hard drives, and improvements in deduplication and tape storage.
3) Networking was shifting to 10 Gigabit and converged networks, but duplicate hardware would be needed for 5 years during the transition.
4) Emerging technologies like cloud, big data appliances, and the "Internet of
1) The document describes a riff-playing acoustic guitarist traveling down a muddy, winding road in the rain as sections of a piece called "The Awful Riffmaker" are introduced. 2) As the sections continue, the guitarist is described as having an annihilator red head and flying-volt guitar that acts as a six string spinal chord. 3) The guitarist continues marching towards an unknown evil destination as the riff continues, with the grounding and uplifting of guitars described from muddy riffs to the stars.
Audio adalah suara yang ditangkap oleh indera pendengar melalui getaran udara. Ada berbagai format file audio seperti WAV, MP3, AAC, dan MIDI. Audacity adalah program open source untuk mengedit file audio dengan fitur pengeditan lengkap, pencampuran multi-track, dan efek digital.
This document discusses implementing safety management systems (SMS) for small fleet and private operators. It addresses some of the key challenges in doing so, such as scaling traditional SMS systems down to an administratively manage level and determining which elements to prioritize with limited resources. The biggest challenge identified is getting operators to see the need for an SMS in the first place. The presentation provides an overview of SMS and how it differs from traditional safety programs by taking a more proactive, data-driven approach. It offers practical advice on developing SMS policies for small operators, including establishing personal flight limits and duty time policies. Fatigue management is discussed as an important area requiring policy. A just culture policy example is also presented.
This document discusses airline safety tips for frequent travelers. It notes that most aircraft accidents occur during takeoff or landing, so it is safer to take longer flights with fewer stops. Passengers should follow crew instructions regarding seatbelts and remaining seated for safety. Flying at high altitudes also dehydrates passengers easily, so alcohol intake should be limited on flights. The document provides general safety guidelines and reminders for travelers.
This document discusses enterprise security as it relates to PHP applications. It begins by defining an enterprise as a high-stakes endeavor with significant scope, money, purpose, or impact. Enterprise security specifically aims to prevent harmful security events for applications where the stakes are high, with real risks and severe consequences of failure. The document then outlines some of the key differences between enterprise security and traditional low-stakes PHP application security, including dedicated security teams, formal standards, and a focus on risk management. It provides guidance for PHP developers on understanding enterprise security requirements and effectively partnering with security teams.
Aeronautical Decision Making And Risk Management For PilotsMySkyMom
This presentation relies heavily on the FAA\'s Risk Management Handbook, which can be found at http://www.faa.gov It covers factors related to ADM, statistics, best practices, and related case studies.
Common self-imposed stresses that can affect a crew member's ability include marital problems, financial issues, death in the family, troubles with coworkers, and uncertainty about career decisions. A 1980 study found that pilots experiencing these life stresses were more likely to be involved in aircraft accidents. To avoid stress, pilots should take actions to minimize personal issues and maintain positive relationships with others.
This document discusses the history and evolution of Crew Resource Management (CRM) training in the airline industry. It began in 1979 when NASA discovered many aviation accidents were caused by issues like poor communication and decision making among flight crews. United Airlines first adopted CRM in 1981, and it has since expanded to include other crew members. CRM training teaches skills like leadership, situation awareness, and decision making to improve safety. Studies found CRM has reduced errors and helped lower accident rates by around 70%. The crash of United Flight 232 in 1989 demonstrated how effective CRM can be when properly applied by a crew.
Crew Resource Management- An Inquiry in to the Differences Between F:A-18 C ...Raymond Scholl
This document is a thesis submitted by Raymond J. Scholl to the School of Business and Management of National University in partial fulfillment of the requirements for a Masters of Science in Organizational Leadership. The thesis examines whether there are differences between F/A-18C pilots and F/A-18D aircrew (pilots and WSOs) along the dimensions of authority, teamwork, leadership, and safety. Data collection and analysis are used to help readers understand leadership concepts and skills valued by aircrew operating in high-risk environments. The literature review discusses existing research on crew resource management and the key dimensions of authority, teamwork, and leadership within aircraft cockpits.
Equipment for Aircraft and Air Traffic ControlÜlger Ahmet
The document discusses the objectives and findings of the Flight Safety Foundation's Approach-and-Landing Accident Reduction (ALAR) Task Force. The Task Force aimed to reduce approach-and-landing accidents by 50% within 5 years by identifying safety measures. It analyzed 287 accidents and found that the most common types were controlled flight into terrain, loss of control, landing overrun, and runway excursion. Key contributing factors included inadequate situational awareness, unstable approaches, and lack of equipment like terrain awareness systems. The Task Force recommended short-term solutions like terrain awareness systems and long-term solutions like synthetic vision displays.
This document discusses the concepts of Aeronautical Decision Making (ADM) and pilotage. It defines ADM as a systematic approach for pilots to determine the best course of action given a set of circumstances. The document outlines the basic steps of pilotage as navigating using landmarks on charts. It explains how ADM and pilotage are intertwined in flight planning by considering factors like the pilot, aircraft, environment and external pressures. Some operational pitfalls related to proper application of ADM during flight are also listed.
This document discusses Crew Resource Management (CRM) training. It begins by noting that CRM training is a JAA requirement and is an accepted tool for optimizing defenses against human error in aviation. The document then provides examples of past aviation accidents where failures in CRM contributed to crashes. It discusses the aims of CRM training in raising safety levels and integrating crew members. Finally, it covers key elements of CRM like communication, leadership, situational awareness, and decision making.
This reviews the strengths and weaknesses of long-established approaches to safety, and proposes new perspectives and concepts underlying a contemporary approach to safety.
This includes the following topics:
a) The concept of safety;
b) The evolution of safety thinking;
c) Accident causation — The Reason model;
d) The organizational accident;
e) People, operational contexts and safety — The SHEL model; and
f) Errors and violations;
Helicopters: My Type A is Better Than YoursIHSTFAA
This document outlines topics that were discussed in a meeting about safety issues in the helicopter industry. The meeting used a debate format to discuss controversial topics related to following rules and regulations. Some of the topics covered included the use of personal electronic devices in the cockpit, conducting flight risk assessments, implementing safety management systems, managing fatigue risk for maintenance workers, and adhering to standard operating procedures. Both sides of each issue were presented over a 4 minute time limit to generate discussion.
The aviation system is a complex and interrelated network with concern on the airline operations safety. Safety in aviation involves airport conditions, aircraft maintenance, communication with the system operators and route information which aims at avoiding airline hazards on and off flights (Cushing, 1997). The Federal Aviation Regulations is a set of guidelines that are set for airline operations to be safe, enhancing effective air traffic control, effective airline safety measures among other safety procedures. There are also other aviation authorities that monitor commercial and general aviation to improve safety. The industry also depends on statistical research which justifies changes and improvements of the safety features of airlines. Safety in aviation also depends on external factors such as economic and political environments for effective safety measures and therefore the aerospace industry works in alliances and partnerships with other companies and the military aviation for a safe civil aviation practice (Cushing, 1997). Costs of operations, liability insurance covers, meteorological conditions and human errors which are safety related factors in commercial aviation are evaluated and used to develop safe and comfortable aviation practices in commercial aviation. In this paper, the safety guidelines in commercial aviation and the relevant authorities that monitor aviation safety are the significant concern especially in commercial airline companies.
The document discusses the rapidly growing use of drones (also called UAVs) and the evolving regulatory landscape around their operation. It notes that while drone use has increased, regulation remains limited. The FAA currently prohibits commercial drone use but allows hobby/recreational use. The document outlines various risks from drone operation that should be considered, such as aircraft liability, invasion of privacy, and workers compensation. It also discusses the blurred lines between hobby and commercial drone use and calls for understanding risks and regulations as drone technology advances.
1. The document discusses safety practices and procedures used in aviation to reduce accidents, including following eight elements of an effective safety program like management leadership, employee involvement, and training.
2. It also discusses several aviation organizations like ALPA and FSF that work to address safety issues from collecting data to solving problems.
3. The document provides an overview of key aviation safety laws and regulations passed over time to improve safety, from the Airmail Act of 1925 to the establishment of the NTSB in 1958.
This document discusses pressure in aviation maintenance. It identifies different sources of pressure, both external from organizations, managers, and coworkers, and internal from one's own expectations. Time pressure in particular can contribute to accidents if it does not allow for sufficient safety margins. The document recommends developing both organizational and personal safety nets to help manage pressure, such as following procedures, prioritizing tasks, and ensuring adequate rest. It emphasizes the importance of safety culture and human factors training to help address the effects of pressure.
This document outlines different types of computer cases including ATX desktop, ATX full, ATX media center, ATX mid, ATX mini, BTX, micro ATX desktop, micro ATX media center, micro ATX mid, micro ATX mini, micro ATX slim, mini ITX, server/servidor, and small form factor.
The document provides instructions for an assignment on science tools and note-taking. Students are asked to color illustrations of tools like thermometers and graduated cylinders. They also need to complete Cornell notes on tools, measurement, and note-taking techniques. The assignment emphasizes accurate use of tools like balances and measuring volume at the bottom of containers. Students should finish diagrams of tools for homework.
The document summarizes a presentation given to the AFCOM Melbourne Chapter in February 2012 titled "Through the Looking Glass 2012." It discusses trends in technology from 2012 to 2017 and their impact on data centers. Key points include:
1) CPUs were becoming faster, moving to more cores and lower power designs. Server density was increasing but also heat.
2) Storage trends included declining SSD prices, larger hard drives, and improvements in deduplication and tape storage.
3) Networking was shifting to 10 Gigabit and converged networks, but duplicate hardware would be needed for 5 years during the transition.
4) Emerging technologies like cloud, big data appliances, and the "Internet of
1) The document describes a riff-playing acoustic guitarist traveling down a muddy, winding road in the rain as sections of a piece called "The Awful Riffmaker" are introduced. 2) As the sections continue, the guitarist is described as having an annihilator red head and flying-volt guitar that acts as a six string spinal chord. 3) The guitarist continues marching towards an unknown evil destination as the riff continues, with the grounding and uplifting of guitars described from muddy riffs to the stars.
Audio adalah suara yang ditangkap oleh indera pendengar melalui getaran udara. Ada berbagai format file audio seperti WAV, MP3, AAC, dan MIDI. Audacity adalah program open source untuk mengedit file audio dengan fitur pengeditan lengkap, pencampuran multi-track, dan efek digital.
Intel is promoting ultrabooks, which are thin, light laptops that emphasize mobility. Ultrabooks must meet specifications for thickness and weight, use solid state drives, and provide a responsive computing experience. Intel has partnered with PC manufacturers to develop ultrabooks that offer touch screens, instant-on capabilities, and all-day battery life.
Древнее учение аюрведа старается улучшить здоровье и жизнь человека в том числе и с помощью питания. Для разных типов характера и физического сложения аюрведические рецепты и перечень продуктов различны. В основе корректировки питания лежит использование влияния воздействия на пищеварение основных шести вкусов. Людям присущи три доши: вата, питта и капха.
По аюрведе, пища Ваты должна быть горячей, сытной и хорошо промасленной. Термическая обработка продуктов просто необходима, чтобы Вата не мерзла.
Перед сном аюрведические врачи настоятельно рекомендуют Ватте выпивать стакан горячего молока с куркумой, фенхелем, мускатным орехом, шафраном, кардамоном или корицей. Сыроедение вообще не подходит доше Вате, для этой диеты необходимо сильное пищеварение и хорошо работающий кишечник.
Капхи любят вкусно и плотно поесть, но им, как никакому другому, следует следить за своим питанием, так как они имеет очень слабое пищеварение и быстро набирают массу тела.
This document introduces an introductory drawing class and teacher Scott Tilbury. It asks students what they enjoy about art and what makes art interesting. It also prompts students to notice dimensions like length, width, and height of objects and includes an example student drawing of a 3D cube. A drawing competition between two groups is also mentioned.
The document provides biographies of several employees of Qudos Recruitment, including Julie Enticott (General Manager), Michelle Cain (Business Manager), Jacqui Graham and Jane Cacchione (Senior Consultants in the Permanent Division), Debbie Herdman (Manager of the Temporary Division), and Molly Tobin (Senior Consultant in the Temporary Division). It describes their backgrounds, experiences, roles and responsibilities at Qudos Recruitment. It also mentions that several employees work a four day work week or remotely for a good work-life balance.
This project aims to improve primary education in 2 districts in western Jharkhand, India. It will work in 80 schools over 3 years to help children achieve grade-appropriate learning levels in language and math. Key strategies include strengthening teachers' capacity for child-friendly teaching methods, and increasing community involvement in school governance. The project will provide trained volunteers, teaching materials, and capacity building for 800 teachers and School Management Committee members. Baseline studies have begun to assess learning levels, teaching quality, and community participation to guide the project. An estimated 7,000 children will benefit from improved education opportunities.
Аденома предстательной железы — это одно из наиболее распространенных заболеваний у мужчин в возрасте старше 50 лет.
По данным статистики аденома простаты регистрируется в данной возрастной группе более чем у 50% мужского населения по всему миру, а после достижения 70 лет – у 75%.
This document contains multiple NOTAMs (Notice to Airmen) providing information about temporary or permanent changes to facilities, procedures and services at multiple airports in Brazil, including Porto Alegre/Salgado Filho International Airport and Florianópolis/Hercílio Luz International Airport. The NOTAMs notify pilots of runway closures, equipment outages, construction works, fuel availability changes and amended standard instrument departure procedures among other updates.
La NBA es considerada la mejor liga de baloncesto del mundo debido a que reúne a los mejores jugadores como LeBron James, Dwight Howard, Kobe Bryant y Michael Jordan, aunque a veces estos grandes jugadores pueden ser superados por sus competidores.
This document discusses how Skyping in schools can connect students to content and conversations around the globe. It provides examples of schools that have used Skype, such as connecting with schools in China and Italy. It also lists potential Skype partners like museums, zoos and NASA. The document outlines the benefits of Skype and provides tips for setting up Skype conferences, troubleshooting issues and emphasizing that the focus should be on teaching, not the technology.
Из выступления Президента Республики Казахстан – Лидера Нации Н.А.Назарбаева на торжественном собрании, посвященном 20-летию Независимости Республики Казахстан.15.12.2011г.
This document summarizes key aspects of winter operations for airports, air traffic control, and pilots. It discusses how changing weather conditions increase risks of runway excursions and the importance of collaboration and communication between stakeholders. Specifically, it emphasizes the importance of disseminating timely information on field conditions to pilots, avoiding unstable approaches, understanding operational limitations during winter, and evaluating winter plans before the season begins to enhance safety. It also discusses challenges with complacency around standard phraseology and procedures over time.
The document discusses the Air Traffic Control Communication Working Group of the Flight Safety Foundation's Approach-and-Landing Accident Reduction (ALAR) Task Force. The ALAR Task Force aims to reduce approach-and-landing accidents by 50% within 5 years by identifying equipment, operational, regulatory and training improvements. The Working Group focuses on improving communication between pilots and air traffic controllers to enhance approach-and-landing safety. Several airlines and airports have implemented successful joint pilot-controller training programs to foster shared understanding.
Pilots can help prevent accidents by effectively managing risks through good decision-making. Accidents often result from multiple small risks not being identified or managed properly, or when pilots do not perceive high risk situations accurately. Common accidents related to poor risk management include spatial disorientation in low visibility conditions without proper qualifications, continuing a flight while impaired, and departing into known adverse weather against better judgment. Pilots should be honest about their abilities and limitations, avoid external pressures, and have diversion plans to help manage risks.
Pilots often experience accidents in low visibility conditions due to spatial disorientation or controlled flight into terrain. Three example accidents are described where pilots crashed after deviating from their flight plan or maneuvering in dark areas with limited visual references. Pilots can reduce risks by obtaining weather briefings, maintaining proficiency on avionics, being honest about limitations, and avoiding distractions. Training resources are available to help pilots assess risks and make safe decisions.
The Unmanned Aerial System Can Also Loiter At A Different...Tara Hardin
Here are some key factors that can affect the National Transportation Safety Board's (NTSB) investigations:
- Weather conditions - Severe weather like thunderstorms, high winds, low visibility etc. at the time of an accident can impact evidence collection and delay investigations.
- Complexity of accident - Crashes involving new technologies, multiple aircraft or injuries/fatalities take more time and resources to investigate fully.
- Cooperation of parties involved - The willingness of operators, manufacturers, air traffic control to share data, records and personnel for interviews can expedite or slow down investigations.
- Political/regulatory environment - Pressure from political entities or pending regulatory decisions relating to an accident can influence investigation timelines and findings
The document discusses the Federal Aviation Administration's (FAA) role in governing aviation and promoting diversity and inclusion. It notes that while discrimination laws have advanced rights over time, more progress is needed to increase employment diversity in the aviation industry. The FAA advertises an inclusive culture seeking employees from all backgrounds. However, the document argues that the reality does not match this portrayal, as minority groups remain underrepresented in the FAA workforce. It calls for the FAA to take further steps to eliminate barriers and unconscious biases to achieve true equal opportunity in aviation careers.
The document discusses concerns about declining safety standards in the US commercial aviation industry due to a lack of experienced pilots and air traffic controllers. It argues that airlines are lowering hiring requirements and training standards in response to staffing shortages, putting inexperienced pilots and controllers in safety-critical roles without proper oversight from more experienced personnel. This paradigm shift in hiring practices and short staffing of the air traffic control system are identified as major risks that could lead to an aviation disaster if not addressed proactively by the industry.
Accident investigation and Root Cause Analysis - by www.oyetrade.comNarendra Jayas
The presentation we at Oye Trade www.oyetrade.com prepared is for the HSE professionals and trainees to gain knowledge to conduct Accident Investigation and Root Cause Analysis activities at workplace.
The document discusses how ineffective risk management and poor decision-making by pilots can lead to fatal accidents in general aviation. It provides examples of common accident scenarios related to these issues, such as a pilot experiencing spatial disorientation and losing control while flying in instrument conditions without being qualified. The document urges pilots to develop good decision-making practices, understand risk management, be honest about their skills and medical conditions, and plan for alternatives to avoid taking risks. It provides safety resources for pilots to improve risk assessment and decision-making skills.
This document provides an overview of a report created by the GAIN Working Group E on developing a just culture in aviation organizations. The report aims to define just culture, highlight the benefits of creating one, and provide guidance to organizations wishing to implement a just culture. It discusses key aspects such as revising legal frameworks, policies that encourage reporting, defining roles and responsibilities, and providing feedback. It also notes some expected obstacles. The report includes case studies of four organizations that have implemented aspects of a just culture: an airline, two civil aviation authorities, and an air navigation service provider.
Kitcheninnovation HOW TO WRITE ALL KINDS OF LETTERS.Pamela Smith
The passage provides instructions for writing requests on the HelpWriting.net website. It outlines a 5-step process: 1) Create an account with a password and email, 2) Complete a 10-minute order form providing instructions, sources, and deadline, 3) Review bids from writers and choose one based on qualifications, 4) Receive the paper and ensure it meets expectations, authorizing payment if so, and 5) Request revisions until fully satisfied, with the guarantee of a refund for plagiarized work. The overall summary is how to request papers from HelpWriting.net through a 5-step bidding and ordering process.
The document provides a summary of qualifications for Thomas E. Fosko, including his extensive experience in executive management and flight operations management for an airline. Over his career, he has held various leadership positions managing departments such as flight operations, IT, safety, security, legal, and administrative functions. He has developed and implemented strategies around safety, regulatory compliance, and business management.
The document provides a summary of qualifications for Thomas E. Fosko, including his extensive experience in executive management and flight operations management for an airline. Over his career, he has held various leadership positions managing departments such as flight operations, IT, safety, security, legal, and administrative functions. He has developed and implemented strategies around safety, regulatory compliance, and business management.
Los documentos proporcionan actualizaciones sobre varios aeropuertos brasileños. Se informan cambios en frecuencias de radio, procedimientos de aproximación, obstáculos aeroportuarios temporales como grúas e instalaciones de globos, cierres de pistas y calles de rodaje para mantenimiento, y modificaciones permanentes a las dimensiones de pistas y calles de rodaje. Los cambios entrarán en vigencia en diferentes fechas entre enero de 2021 y diciembre de 2025.
Los documentos proporcionan actualizaciones sobre varios aeropuertos brasileños. Incluyen cambios en procedimientos de vuelo, obstáculos aeroportuarios como grúas, luces de aproximación y pistas no disponibles, y modificaciones a cartas y publicaciones aeronáuticas.
The document discusses the results of a study on the effects of exercise on memory and thinking abilities in older adults. The study found that regular exercise can help reduce the decline in thinking abilities that often occurs with age. Specifically, aerobic exercise was shown to improve executive function and memory in the study participants between the ages of 60-75 who exercised at least 30 minutes per day for 6 months.
O documento discute a importância da educação para o desenvolvimento econômico e social de um país. Ele argumenta que investimentos em educação melhoram a produtividade e a competitividade da força de trabalho, levando a maiores taxas de crescimento econômico a longo prazo.
Este documento contiene varias enmiendas (AMDT) para el aeropuerto de Porto Alegre/Salgado Filho (SBPA) en Brasil. Resume cambios en procedimientos de salida, aproximación y obstáculos, asi como información adicional sobre un equipo iluminado. También incluye AMDTs para otros aeropuertos brasileños como Florianópolis, Curitiba, São Paulo y Río de Janeiro, detallando modificaciones a cartas, procedimientos e información sobre obstáculos.
Este documento contiene actualizaciones de varios aeropuertos brasileños. Se modifican procedimientos de vuelo, cartas de salida, obstáculos aeronáuticos y horarios de funcionamiento debido a obras y la presencia de nuevos obstáculos que requieren coordinación del control de tráfico aéreo. Los cambios entrarán en vigencia entre mayo de 2019 y julio de 2020.
Los documentos describen varias enmiendas a los procedimientos de vuelo y cartas aeronáuticas para los aeropuertos de Porto Alegre, Florianópolis, Curitiba, São Paulo/Congonhas y São Paulo/Guarulhos. Se realizaron cambios en las salidas por instrumentos, aproximaciones por instrumentos, obstáculos, áreas de estacionamiento y horarios de funcionamiento de los servicios de combustible.
A Apollo 11 foi a primeira missão a pousar na Lua em 16 de julho de 1969, transportando os astronautas Neil Armstrong, Buzz Aldrin e Michael Collins. A missão teve sucesso ao pousar o módulo lunar Eagle na Lua, com Armstrong se tornando a primeira pessoa a pisar na superfície lunar.
A linha do tempo descreve os principais eventos da missão Apollo 11 desde a contagem regressiva até a decolagem, a viagem para a Lua, a inserção em órbita lunar, a alunissagem e as atividades na superfície lunar. Os eventos incluem ignições de foguetes, separações de estágios, manobras orbitais, atividades extraveiculares e transmissões de TV. A missão foi um sucesso e cumpriu com êxito todas as etapas programadas para o pouso lunar histórico em 20 de j
Este documento resume varias enmiendas (SUPLEMENTOS) realizadas en el AIP de diferentes aeropuertos brasileños. Se informan cambios en procedimientos de vuelo, pistas de aterrizaje y despegue cerradas por obras, procedimientos de aproximación y salida, así como obstáculos y restricciones en las operaciones.
A Apollo 11 decolou com sucesso em 16 de julho de 1969. Após vários estágios de foguetes separarem conforme programado, a nave espacial entrou em órbita terrestre baixa. Em seguida, o módulo de comando e serviço se separou do módulo lunar para iniciar a viagem para a Lua.
O objetivo principal da Apollo 11 era realizar um pouso e retorno tripulado na Lua. Objetivos secundários incluíam coletar amostras lunares e dados sobre a capacidade dos astronautas de operar na superfície lunar. Experiências científicas também foram realizadas para estudar a geologia, raios cósmicos e propriedades da superfície lunar. Os objetivos do veículo lançador incluíam colocar com segurança a espaçonave na trajetória correta rumo à Lua.
Este documento contiene varias enmiendas a los procedimientos de vuelo y operaciones en diversos aeropuertos brasileños. Se describen cambios en pistas de aterrizaje y taxi por obras, modificaciones a procedimientos de aproximación e instrumentos de ayuda a la navegación, y cierres temporales de pistas y áreas por mantenimiento.
Este documento contiene varias enmiendas a los procedimientos de vuelo y operaciones en diversos aeropuertos brasileños. Se anuncian cambios en pistas, procedimientos de aproximación, auxilios a la navegación, regulaciones de tráfico local y cierres temporales de pistas de taxi para mantenimiento. Los cambios entrarán en vigencia en las fechas especificadas y regirán por períodos determinados.
El documento contiene varias enmiendas (SUPLEMENTO AIP) para diferentes aeropuertos en Brasil, incluyendo cierres de pistas, procedimientos de vuelo y restricciones, debido a obras y mantenimiento. Se proporcionan fechas y horas específicas de las modificaciones.
1) Pista 11/29 do aeroporto de Porto Alegre fechada devido obras entre dezembro de 2018 a julho de 2019.
2) Alterações nos procedimentos de voo e saídas padrão por instrumentos em Porto Alegre, Florianópolis e Curitiba.
3) Várias pistas de taxi e auxílios à navegação inoperantes temporariamente nos aeroportos de Porto Alegre, Florianópolis, Curitiba, São Paulo/Congonhas e São Paulo/Guarulhos.
Este documento contiene varias enmiendas (AMDT) para diferentes aeropuertos en Brasil. Resume cambios en procedimientos de vuelo, estado de pistas, ayudas a la navegación y obstáculos. Se informan modificaciones temporales en instalaciones y equipos en aeropuertos como Porto Alegre, Florianópolis, Curitiba, São Paulo/Congonhas, São Paulo/Guarulhos y Campinas entre el 3 de enero de 2019 y el 31 de diciembre de 2019.
El documento contiene varias enmiendas a los procedimientos de vuelo y operaciones en diversos aeropuertos brasileños como Porto Alegre, Florianópolis, Curitiba, São Paulo y Campinas. Se anuncian cambios en las pistas, procedimientos de aproximación, auxiliares a la navegación, restricciones y obstáculos en las inmediaciones de los aeropuertos.
CROQUI CARTA DE ESTACIONAMENTO DE AERONAVE (PDC) AIRCRAFT PARKING/DOCKING CHA...Carlos Carvalho
Este documento proporciona un croquis de estacionamiento de aeronaves para el aeropuerto de Belo Horizonte/Tancredo Neves en Minas Gerais, Brasil. El croquis muestra las posiciones designadas para el estacionamiento y atraque de aeronaves en las plataformas y calles de rodaje del aeropuerto.
Este documento contiene varias enmiendas (AMDT) para diferentes aeropuertos en Brasil. Se describen cambios en procedimientos de aproximación, cartas SID, restricciones de pistas, obstáculos iluminados y más, con fechas de vigencia especificadas.
In the rapidly evolving landscape of technologies, XML continues to play a vital role in structuring, storing, and transporting data across diverse systems. The recent advancements in artificial intelligence (AI) present new methodologies for enhancing XML development workflows, introducing efficiency, automation, and intelligent capabilities. This presentation will outline the scope and perspective of utilizing AI in XML development. The potential benefits and the possible pitfalls will be highlighted, providing a balanced view of the subject.
We will explore the capabilities of AI in understanding XML markup languages and autonomously creating structured XML content. Additionally, we will examine the capacity of AI to enrich plain text with appropriate XML markup. Practical examples and methodological guidelines will be provided to elucidate how AI can be effectively prompted to interpret and generate accurate XML markup.
Further emphasis will be placed on the role of AI in developing XSLT, or schemas such as XSD and Schematron. We will address the techniques and strategies adopted to create prompts for generating code, explaining code, or refactoring the code, and the results achieved.
The discussion will extend to how AI can be used to transform XML content. In particular, the focus will be on the use of AI XPath extension functions in XSLT, Schematron, Schematron Quick Fixes, or for XML content refactoring.
The presentation aims to deliver a comprehensive overview of AI usage in XML development, providing attendees with the necessary knowledge to make informed decisions. Whether you’re at the early stages of adopting AI or considering integrating it in advanced XML development, this presentation will cover all levels of expertise.
By highlighting the potential advantages and challenges of integrating AI with XML development tools and languages, the presentation seeks to inspire thoughtful conversation around the future of XML development. We’ll not only delve into the technical aspects of AI-powered XML development but also discuss practical implications and possible future directions.
Unlocking Productivity: Leveraging the Potential of Copilot in Microsoft 365, a presentation by Christoforos Vlachos, Senior Solutions Manager – Modern Workplace, Uni Systems
Dr. Sean Tan, Head of Data Science, Changi Airport Group
Discover how Changi Airport Group (CAG) leverages graph technologies and generative AI to revolutionize their search capabilities. This session delves into the unique search needs of CAG’s diverse passengers and customers, showcasing how graph data structures enhance the accuracy and relevance of AI-generated search results, mitigating the risk of “hallucinations” and improving the overall customer journey.
For the full video of this presentation, please visit: https://www.edge-ai-vision.com/2024/06/building-and-scaling-ai-applications-with-the-nx-ai-manager-a-presentation-from-network-optix/
Robin van Emden, Senior Director of Data Science at Network Optix, presents the “Building and Scaling AI Applications with the Nx AI Manager,” tutorial at the May 2024 Embedded Vision Summit.
In this presentation, van Emden covers the basics of scaling edge AI solutions using the Nx tool kit. He emphasizes the process of developing AI models and deploying them globally. He also showcases the conversion of AI models and the creation of effective edge AI pipelines, with a focus on pre-processing, model conversion, selecting the appropriate inference engine for the target hardware and post-processing.
van Emden shows how Nx can simplify the developer’s life and facilitate a rapid transition from concept to production-ready applications.He provides valuable insights into developing scalable and efficient edge AI solutions, with a strong focus on practical implementation.
Essentials of Automations: The Art of Triggers and Actions in FMESafe Software
In this second installment of our Essentials of Automations webinar series, we’ll explore the landscape of triggers and actions, guiding you through the nuances of authoring and adapting workspaces for seamless automations. Gain an understanding of the full spectrum of triggers and actions available in FME, empowering you to enhance your workspaces for efficient automation.
We’ll kick things off by showcasing the most commonly used event-based triggers, introducing you to various automation workflows like manual triggers, schedules, directory watchers, and more. Plus, see how these elements play out in real scenarios.
Whether you’re tweaking your current setup or building from the ground up, this session will arm you with the tools and insights needed to transform your FME usage into a powerhouse of productivity. Join us to discover effective strategies that simplify complex processes, enhancing your productivity and transforming your data management practices with FME. Let’s turn complexity into clarity and make your workspaces work wonders!
UiPath Test Automation using UiPath Test Suite series, part 5DianaGray10
Welcome to UiPath Test Automation using UiPath Test Suite series part 5. In this session, we will cover CI/CD with devops.
Topics covered:
CI/CD with in UiPath
End-to-end overview of CI/CD pipeline with Azure devops
Speaker:
Lyndsey Byblow, Test Suite Sales Engineer @ UiPath, Inc.
Why You Should Replace Windows 11 with Nitrux Linux 3.5.0 for enhanced perfor...SOFTTECHHUB
The choice of an operating system plays a pivotal role in shaping our computing experience. For decades, Microsoft's Windows has dominated the market, offering a familiar and widely adopted platform for personal and professional use. However, as technological advancements continue to push the boundaries of innovation, alternative operating systems have emerged, challenging the status quo and offering users a fresh perspective on computing.
One such alternative that has garnered significant attention and acclaim is Nitrux Linux 3.5.0, a sleek, powerful, and user-friendly Linux distribution that promises to redefine the way we interact with our devices. With its focus on performance, security, and customization, Nitrux Linux presents a compelling case for those seeking to break free from the constraints of proprietary software and embrace the freedom and flexibility of open-source computing.
Sudheer Mechineni, Head of Application Frameworks, Standard Chartered Bank
Discover how Standard Chartered Bank harnessed the power of Neo4j to transform complex data access challenges into a dynamic, scalable graph database solution. This keynote will cover their journey from initial adoption to deploying a fully automated, enterprise-grade causal cluster, highlighting key strategies for modelling organisational changes and ensuring robust disaster recovery. Learn how these innovations have not only enhanced Standard Chartered Bank’s data infrastructure but also positioned them as pioneers in the banking sector’s adoption of graph technology.
UiPath Test Automation using UiPath Test Suite series, part 6DianaGray10
Welcome to UiPath Test Automation using UiPath Test Suite series part 6. In this session, we will cover Test Automation with generative AI and Open AI.
UiPath Test Automation with generative AI and Open AI webinar offers an in-depth exploration of leveraging cutting-edge technologies for test automation within the UiPath platform. Attendees will delve into the integration of generative AI, a test automation solution, with Open AI advanced natural language processing capabilities.
Throughout the session, participants will discover how this synergy empowers testers to automate repetitive tasks, enhance testing accuracy, and expedite the software testing life cycle. Topics covered include the seamless integration process, practical use cases, and the benefits of harnessing AI-driven automation for UiPath testing initiatives. By attending this webinar, testers, and automation professionals can gain valuable insights into harnessing the power of AI to optimize their test automation workflows within the UiPath ecosystem, ultimately driving efficiency and quality in software development processes.
What will you get from this session?
1. Insights into integrating generative AI.
2. Understanding how this integration enhances test automation within the UiPath platform
3. Practical demonstrations
4. Exploration of real-world use cases illustrating the benefits of AI-driven test automation for UiPath
Topics covered:
What is generative AI
Test Automation with generative AI and Open AI.
UiPath integration with generative AI
Speaker:
Deepak Rai, Automation Practice Lead, Boundaryless Group and UiPath MVP
Full-RAG: A modern architecture for hyper-personalizationZilliz
Mike Del Balso, CEO & Co-Founder at Tecton, presents "Full RAG," a novel approach to AI recommendation systems, aiming to push beyond the limitations of traditional models through a deep integration of contextual insights and real-time data, leveraging the Retrieval-Augmented Generation architecture. This talk will outline Full RAG's potential to significantly enhance personalization, address engineering challenges such as data management and model training, and introduce data enrichment with reranking as a key solution. Attendees will gain crucial insights into the importance of hyperpersonalization in AI, the capabilities of Full RAG for advanced personalization, and strategies for managing complex data integrations for deploying cutting-edge AI solutions.
GraphSummit Singapore | The Art of the Possible with Graph - Q2 2024Neo4j
Neha Bajwa, Vice President of Product Marketing, Neo4j
Join us as we explore breakthrough innovations enabled by interconnected data and AI. Discover firsthand how organizations use relationships in data to uncover contextual insights and solve our most pressing challenges – from optimizing supply chains, detecting fraud, and improving customer experiences to accelerating drug discoveries.
HCL Notes und Domino Lizenzkostenreduzierung in der Welt von DLAUpanagenda
Webinar Recording: https://www.panagenda.com/webinars/hcl-notes-und-domino-lizenzkostenreduzierung-in-der-welt-von-dlau/
DLAU und die Lizenzen nach dem CCB- und CCX-Modell sind für viele in der HCL-Community seit letztem Jahr ein heißes Thema. Als Notes- oder Domino-Kunde haben Sie vielleicht mit unerwartet hohen Benutzerzahlen und Lizenzgebühren zu kämpfen. Sie fragen sich vielleicht, wie diese neue Art der Lizenzierung funktioniert und welchen Nutzen sie Ihnen bringt. Vor allem wollen Sie sicherlich Ihr Budget einhalten und Kosten sparen, wo immer möglich. Das verstehen wir und wir möchten Ihnen dabei helfen!
Wir erklären Ihnen, wie Sie häufige Konfigurationsprobleme lösen können, die dazu führen können, dass mehr Benutzer gezählt werden als nötig, und wie Sie überflüssige oder ungenutzte Konten identifizieren und entfernen können, um Geld zu sparen. Es gibt auch einige Ansätze, die zu unnötigen Ausgaben führen können, z. B. wenn ein Personendokument anstelle eines Mail-Ins für geteilte Mailboxen verwendet wird. Wir zeigen Ihnen solche Fälle und deren Lösungen. Und natürlich erklären wir Ihnen das neue Lizenzmodell.
Nehmen Sie an diesem Webinar teil, bei dem HCL-Ambassador Marc Thomas und Gastredner Franz Walder Ihnen diese neue Welt näherbringen. Es vermittelt Ihnen die Tools und das Know-how, um den Überblick zu bewahren. Sie werden in der Lage sein, Ihre Kosten durch eine optimierte Domino-Konfiguration zu reduzieren und auch in Zukunft gering zu halten.
Diese Themen werden behandelt
- Reduzierung der Lizenzkosten durch Auffinden und Beheben von Fehlkonfigurationen und überflüssigen Konten
- Wie funktionieren CCB- und CCX-Lizenzen wirklich?
- Verstehen des DLAU-Tools und wie man es am besten nutzt
- Tipps für häufige Problembereiche, wie z. B. Team-Postfächer, Funktions-/Testbenutzer usw.
- Praxisbeispiele und Best Practices zum sofortigen Umsetzen
Climate Impact of Software Testing at Nordic Testing DaysKari Kakkonen
My slides at Nordic Testing Days 6.6.2024
Climate impact / sustainability of software testing discussed on the talk. ICT and testing must carry their part of global responsibility to help with the climat warming. We can minimize the carbon footprint but we can also have a carbon handprint, a positive impact on the climate. Quality characteristics can be added with sustainability, and then measured continuously. Test environments can be used less, and in smaller scale and on demand. Test techniques can be used in optimizing or minimizing number of tests. Test automation can be used to speed up testing.
Removing Uninteresting Bytes in Software FuzzingAftab Hussain
Imagine a world where software fuzzing, the process of mutating bytes in test seeds to uncover hidden and erroneous program behaviors, becomes faster and more effective. A lot depends on the initial seeds, which can significantly dictate the trajectory of a fuzzing campaign, particularly in terms of how long it takes to uncover interesting behaviour in your code. We introduce DIAR, a technique designed to speedup fuzzing campaigns by pinpointing and eliminating those uninteresting bytes in the seeds. Picture this: instead of wasting valuable resources on meaningless mutations in large, bloated seeds, DIAR removes the unnecessary bytes, streamlining the entire process.
In this work, we equipped AFL, a popular fuzzer, with DIAR and examined two critical Linux libraries -- Libxml's xmllint, a tool for parsing xml documents, and Binutil's readelf, an essential debugging and security analysis command-line tool used to display detailed information about ELF (Executable and Linkable Format). Our preliminary results show that AFL+DIAR does not only discover new paths more quickly but also achieves higher coverage overall. This work thus showcases how starting with lean and optimized seeds can lead to faster, more comprehensive fuzzing campaigns -- and DIAR helps you find such seeds.
- These are slides of the talk given at IEEE International Conference on Software Testing Verification and Validation Workshop, ICSTW 2022.
Goodbye Windows 11: Make Way for Nitrux Linux 3.5.0!SOFTTECHHUB
As the digital landscape continually evolves, operating systems play a critical role in shaping user experiences and productivity. The launch of Nitrux Linux 3.5.0 marks a significant milestone, offering a robust alternative to traditional systems such as Windows 11. This article delves into the essence of Nitrux Linux 3.5.0, exploring its unique features, advantages, and how it stands as a compelling choice for both casual users and tech enthusiasts.
Threats to mobile devices are more prevalent and increasing in scope and complexity. Users of mobile devices desire to take full advantage of the features
available on those devices, but many of the features provide convenience and capability but sacrifice security. This best practices guide outlines steps the users can take to better protect personal devices and information.
National Security Agency - NSA mobile device best practices
Asw feb13 low
1. AeroSafety
WO R L D
NO GO-AROUND
The psychology of continued unstable approaches
UNINTENDED CONSEQUENCES
Fatal control movements in EC135
CEASE FIRE
Suppressing cargo airplane fires
BENEFITS OF WAKE VORTEX MEASUREMENT
TRAILING INDICATORS
THE JOURNAL OF FLIGHT SAFETY FOUNDATION
FEBRUARY 2013
2. The Foundation would like to give special recognition to our BARS Benefactors, Benefactor
and Patron members. We value your membership and your high levels of commitment
to the world of safety. Without your support, the Foundation’s mission of the
continuous improvement of global aviation safety would not be possible.
bars benefactors
benefactors
Snecma
patrons
3. PRESIDENT’SMESSAGE
CHANGE AT
The Helm
O
n Jan. 1, I assumed the helm of the Flight
Safety Foundation, the most respected
independent and impartial international aviation safety organization in
the world. Following in the sizeable footsteps
of our founder, the late Jerry Lederer, and the
Foundation’s most recent president and CEO,
Bill Voss, will not be an easy task, but it is a
challenge that I sought and about which I am
very excited.
Bill’s background as a pilot and air traffic
controller gave him a well-rounded perspective
of the basics of aviation safety. His many years
at the U.S. Federal Aviation Administration
and the International Civil Aviation Organization gave him an appreciation for what can be
achieved when regulators and industry partners
work together to improve aviation safety. When
he joined the Foundation in November 2006, Bill
immediately began visiting state regulators, aviation organizations and industry groups, resulting
in dozens of trips annually, hundreds of speeches
and presentations, and even more meetings, conferences and one-on-one sessions — all in quest
of advancing aviation safety.
His appearances were not limited to the developed world. Bill traveled to areas where help
was needed most, where regulators, operators
and industry needed to become better informed
on safety issues. Sudan and the Middle East were
among the places where Bill made a significant
difference in how aviation operations and safety
are handled.
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
Traveling on behalf of the Foundation took
countless hours away from the office and, most
importantly, away from his family. Without his wife,
Carol’s, support and understanding, that would
have not been possible. For that, I would like to recognize and thank her on behalf of the Foundation.
Throughout Bill’s tenure at the Foundation, he
was known for his insight into individual safety
issues. He has a gift for shaping an issue so it can
be understood by everyone, inside and outside
of the aviation community. For that, we will be
forever indebted.
This spring, Bill plans to write one more
column for AeroSafety World, and to provide
us with his unique perspective on global aviation safety and on his tenure at the Foundation.
I look forward to reading that piece and seeing
and consulting with Bill as he embarks on a new
flight path here in Washington.
As the new president and CEO, I am excited
to share my thoughts with you each month in this
column as I, along with the Foundation Board
of Governors and a very dedicated and talented
staff, move the Foundation into a new generation!
Capt. Kevin L. Hiatt
President and CEO
Flight Safety Foundation
|1
4. contents
AeroSafetyWORLD
February 2013 Vol 8 Issue 1
features
12
22
FlightOps | Dissecting Go-Around Decisions
29
CausalFactors | Abrupt Collective Input
CargoSafety | Fire Detection and Suppression
AvWeather | Fathoming Superstorm Sandy
42
18
2012Review | CFIT’s Unwelcome Return
37
22
18
33
12
CoverStory | Wake Vortex Perspectives
SeminarsIASS | Pan American Accomplishments
departments
1
5
EditorialPage | The Right Decision
7
SafetyCalendar | Industry Events
8
2|
President’sMessage | Change at the Helm
AirMail | Letters From Our Readers
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
6. Select the Integrated Air Safety Management
Software Solution...
SMS
IAMS
FAA
Airline
Quality
JSA IOSA
Flight Control
Safety Audits
Risk Matrix
Safety
Integrated
Aviation Security
IOSA Environmental
JSA
SMS
FAA Risk Management IAMS
SMS
IAMS
JSA
SMS
IATA Operational Safety Audit Flight Control
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7. EDITORIALPAGE
THE RIGHT
Decision
S
everal years ago, my wife and I were flying to
the U.S. Virgin Islands for a little mid-winter
RR sans kids. Moments before anticipated
touchdown at St. Thomas’ Cyril E. King Airport, it flashed through my mind that the airplane
was landing long. Almost at that same moment, we
heard and felt the roar of the engines as the pilots opted to go around and try again. A little spooked, my
wife asked what had just happened. As I explained
the concept of a go-around she started to laugh.
After years of patiently listening to me blather on
about this or that technology or process, she found
it funny that “go-around” really is a technical term.
But go-arounds are no laughing matter. Runway excursions account for one-third of all accidents, and the greatest risk factor for excursions
is the unstable approach. An unstable approach
should result in a go-around, but usually does
not. In fact, according to Foundation research,
only 3 percent of all unstable approaches result
in go-arounds. Why is that?
In 2011, the Foundation launched a Go-Around
Decision Making and Execution Project, the intent
of which is to mitigate runway excursions caused
by unstable approaches by achieving a higher level
of pilot compliance with go-around policies. With
this issue of AeroSafety World, we are beginning a
series of articles that will take an in-depth look at
the results of the project’s work to date. The first
article in the series begins on p. 22 and was written by J. Martin Smith, Ph.D.; David W. Jamieson,
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
Ph.D.; and Capt. William F. Curtis of The Presage
Group. I’d like to thank all three gentlemen for their
work on the Foundation’s go-around project and
for the hours they put into crafting the article. I’m
looking forward to the next installment.
As always, we welcome feedback from our
readers.
Kudos and Thanks
While I’m handing out thanks, I want to mention
long-time Director of Technical Programs Jim
Burin. Careful readers of ASW will note on p. 6
that Jim has a new title and is transitioning into
the role of Foundation Fellow. We won’t be seeing
Jim in the office as much, but he will continue to
be engaged in the Foundation’s activities. In my
nearly 10 months at the Foundation, Jim has been
an invaluable source of knowledge and ideas, and
has never been shy about letting me know what
details he likes and doesn’t like in ASW articles.
Sometimes the best medicine is the most difficult
to swallow. Thanks, Jim.
Frank Jackman
Editor-in-Chief
AeroSafety World
|5
8. Serving Aviation Safety Interests
for More Than 60 Years
OFFICERS AND STAFF
Chairman
Board of Governors
David McMillan
President and CEO
Capt. Kevin L. Hiatt
General Counsel
and Secretary
Treasurer
Kenneth P. Quinn, Esq.
David J. Barger
ADMINISTRATIVE
Manager of
Support Services and
Executive Assistant
Stephanie Mack
FINANCIAL
Financial Operations
Manager
Director of Events
and Seminars
Seminar and
Exhibit Coordinator
Membership
Services Coordinator
MemberGuide
Flight Safety Foundation
801 N. Fairfax St., Suite 400, Alexandria VA 22314-1774 USA
tel +1 703.739.6700 fax +1 703.739.6708 flightsafety.org
Susan M. Lausch
Kelcey Mitchell
Namratha Apparao
Member enrollment
ext. 102
wahdan@flightsafety.org
Seminar registration
ext. 101
apparao@flightsafety.org
Seminar sponsorships/Exhibitor opportunities
Jaime Northington
MEMBERSHIP AND BUSINESS DEVELOPMENT
Senior Director of
Membership and
Business Development
F
light Safety Foundation is an international membership organization dedicated to
the continuous improvement of aviation safety. Nonprofit and independent, the
Foundation was launched officially in 1947 in response to the aviation industry’s need
for a neutral clearinghouse to disseminate objective safety information, and for a credible
and knowledgeable body that would identify threats to safety, analyze the problems and
recommend practical solutions to them. Since its beginning, the Foundation has acted in the
public interest to produce positive influence on aviation safety. Today, the Foundation provides
leadership to more than 1,000 individuals and member organizations in 150 countries.
ext. 105
mitchell@flightsafety.org
Ahlam Wahdan, membership services coordinator
Namratha Apparao, seminar and exhibit coordinator
Kelcey Mitchell, director of events and seminars
Donations/Endowments
ext. 112
lausch@flightsafety.org
Susan M. Lausch, senior director of membership and development
FSF awards programs
ext. 105
mitchell@flightsafety.org
Technical product orders
ext. 101
apparao@flightsafety.org
Seminar proceedings
ext. 101
apparao@flightsafety.org
Kelcey Mitchell, director of events and seminars
Namratha Apparao, seminar and exhibit coordinator
Ahlam Wahdan
Namratha Apparao, seminar and exhibit coordinator
COMMUNICATIONS
Director of
Communications
Website
ext. 126
mcgee@flightsafety.org
Emily McGee, director of communications
Emily McGee
Basic Aviation Risk Standard
Greg Marshall, BARS managing director
GLOBAL PROGRAMS
Director of
Global Programs
Foundation Fellow
BARS Program Office: Level 6, 278 Collins Street, Melbourne, Victoria 3000 Australia
tel +61 1300.557.162 fax +61 1300.557.182
Rudy Quevedo
marshall@flightsafety.org
James M. Burin
BASIC AVIATION RISK STANDARD
BARS Managing Director
Greg Marshall
William R. Voss
Past President
Founder Jerome Lederer
1902–2004
facebook.com/flightsafetyfoundation
@flightsafety
www.linkedin.com/groups?gid=1804478
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
9. ➤ SAFETYCALENDAR
FEB. 7–8➤ Emergency Response Planning
and Crisis Management. Vortex Training
Seminars. Denver. Stephanie Brewer, info@
vortexfsm.com, www.vortex fsm.com/
seminars, +1 303.800.5526.
MARCH 8➤ ABCs of SMS (free course).
Aviation Consulting Group. San Juan, Puerto
Rico. Robert Baron, inquiries@tacgworldwide.
com, www.tacgworldwide.com/master.htm,
800.294.0872, +1 954.803.5807.
FEB. 8➤ ABCs of SMS (free course). Aviation
Consulting Group. Honolulu, Hawaii, U.S. Robert
Baron, inquiries@tacgworldwide.com, www.
tacgworldwide.com/master.htm, 800.294.0872,
+1 954.803.5807.
MARCH 4–7➤ Heli-Expo 2013. Helicopter
Association International. Las Vegas. Heliexpo@
rotor.com, www.rotor.com/Events/
HELIEXPO2013.aspx, +1 703.683.4646.
FEB. 11–15➤ Human Factors in Aviation/
CRM Instructor Training. Vortex Training
Seminars. Denver. Stephanie Brewer, info@
vortexfsm.com, www.vortexfsm.com/
seminars, +1 303.800.5526.
FEB. 12–13➤ Regulatory Affairs Training.
JDA Aviation Technology Solutions. Bethesda,
Maryland, U.S. info@jdasolutions.aero,
jdasolutions.aero/services/regulatory-affairs.
php, 877.532.2376, +1 301.941.1460.
FEB. 12–14➤ World ATM Congress. Civil
Air Navigation Services Organisation and Air
Traffic Control Association. Madrid. Rugger
Smith, Rugger.Smith@worldatmcongress.
org, www.worldatmcongress.org/Home.
aspx?refer=1, +1 703.299.2430, ext. 318; Ellen
Van Ree, Ellen.Van.Ree@worldatmcongress.
org, +31 (0)23 568 5387.
FEB. 18–20➤ SMS Initial. Curt Lewis
Associates. Seattle. Masood Karim, masood@
curt-lewis.com, +1 425.949.2120. (Also FEB.
25–27, Dallas.)
FEB. 19–21➤ Air Transportation of
Hazardous Materials. U.S. Department of
Transportation, Transportation Safety Institute.
Oklahoma City, Oklahoma, U.S. Lisa Colasanti,
AviationTrainingEnrollment@dot.gov, 1.usa.
gov/YLcjB8, 800.858.2107, +1 405.954.7751.
(Also MAY 2–3, Anchorage, Alaska, U.S.; JULY 30–
AUG. 1, Oklahoma City.)
FEB. 21–22➤ European Business Aviation
Safety Conference. Aviation Screening. Munich,
Germany. Christian Beckert, info@ebascon.eu,
www.ebascon.eu, +49 7158 913 44 20.
FEB. 21–22➤ Safety Indoctrination: Train the
Trainer. Curt Lewis Associates. Seattle. Masood
Karim, masood@curt-lewis.com,
+1 425.949.2120.
MARCH 1➤ ABCs of SMS (free course).
Aviation Consulting Group. Myrtle Beach,
South Carolina, U.S. Robert Baron, inquiries@
tacgworldwide.com, www.tacgworldwide.com/
master.htm, 800.294.0872, +1 954.803.5807.
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
MARCH 11–15➤ Aircraft Maintenance
Investigation. Southern California Safety Institute.
San Pedro, California, U.S. Denise Davalloo, denise.
davalloo@scsi-inc.com, www.scsi-inc.com/AMI.
php, +1 310.940.0027, ext.104. (Also AUG. 26–30.)
MARCH 12–13➤ Safety Across HighConsequence Industries Conference. Parks
College of Engineering, Aviation and Technology,
Saint Louis University. St. Louis, Missouri, U.S.
Damon Lercel, dlercel@slu.edu, www.slu.
edu, +1 314.977.8527.
MARCH 12–13➤ Risk Management.
ScandiAvia. Stockholm. morten@scandiavia.
net, bit.ly/U9yyPm , +4791184182.
MARCH 18–20➤ CHC Helicopter Safety and
Quality Summit. Vancouver, British Columbia,
Canada. summit@chc.ca, bit.ly/tmyQll,
+1 604.232.7424.
MARCH 18–22➤ Investigation Management.
Southern California Safety Institute. San Pedro,
California, U.S. Denise Davalloo, denise.davalloo@
scsi-inc.com, www.scsi-inc.com/IM.php,
+1 310.940.0027, ext.104.
APRIL 10–11➤ 58th annual Business
Aviation Safety Seminar. Flight Safety
Foundation and National Business Aviation
Association. Montreal. Namratha Apparao,
Apparao@flightsafety.org, flightsafety.org/
aviation-safety-seminars/business-aviationsafety-seminar, +1 703.739.6700, ext. 101.
APRIL 11–13➤ Internal Evaluation Program
Theory and Application. U.S. Transportation
Safety Institute. Oklahoma City, Oklahoma, U.S.
Troy Jackson, troy.jackson@dot.gov, www.tsi.
dot.gov, +1 405.954.2602. (Also SEPT. 17–19.)
APRIL 15–17➤ Ops Conference.
International Air Transport Association.
Vienna. www.iata.org/events/Pages/opsconference.aspx.
APRIL 29–MAY 3➤ Aircraft Accident
Investigation. Embry-Riddle Aeronautical
University. Daytona Beach, Florida, U.S. Sarah Ochs,
case@erau.edu, bit.ly/wtWHln, +1 386.226.6000.
APRIL 15–19➤ OSHA/Aviation Ground
Safety. Embry-Riddle Aeronautical University.
Daytona Beach, Florida, U.S. Sarah Ochs, case@
erau.edu, bit.ly/wtWHln, +1 386.226.6000.
APRIL 22–26➤ Aviation Safety Program
Management. Embry-Riddle Aeronautical
University. Daytona Beach, Florida, U.S. Sarah Ochs,
case@erau.edu, bit.ly/wtWHln, +1 386.226.6000.
APRIL 23–25➤ International Accident
Investigation Forum. Air Accident Investigation
Bureau of Singapore. Singapore. Steven Teo,
steven_teo@mot.gov.sg, fax: (65) 6542-2394.
MAY 2–3➤ Air Transportation of
Hazardous Materials. U.S. Department
of Transportation, Transportation Safety
Insititute. Anchorage, Alaska, U.S. Lisa Colasanti,
AviationTrainingEnrollment@dot.gov, 1.usa.
gov/VRFRYQ, +1 405.954.7751. (Also JULY 30–
AUG. 1, Oklahoma City, Oklahoma, U.S.)
MAY 6–10➤ Advanced Aircraft Accident
Investigation. Embry-Riddle Aeronautical
University. Prescott, Arizona, U.S. Sarah
Ochs, case@erau.edu, bit.ly/wtWHln,
+1 386.226.6000.
MAY 14–16➤ Advanced Rotorcraft
Accident Investigation. U.S. Department of
Transportation, Transportation Safety Insititute.
Okahoma City, Oklahoma, U.S. Lisa Colasanti,
AviationTrainingEnrollment@dot.gov, 1.usa.
gov/ZM138r, +1 405.954.7751.
MAY 20–24➤ Unmanned Aircraft Systems.
Southern California Safety Institute. Prague, Czech
Republic. Denise Davalloo, denise.davalloo@
scsi-inc.com, www.scsi-inc.com/unmannedaircraft-systems.php, +1 310.940.0027, ext.104.
MAY 30–31➤ 2Gether 4Safety African
Aviation Safety Seminar. AviAssist Foundation.
Lusaka, Zambia. events@aviassist.org, bit.ly/
TtMkqD, +44 (0)1326-340308.
Aviation safety event coming up?
Tell industry leaders about it.
If you have a safety-related conference,
seminar or meeting, we’ll list it. Get the
information to us early. Send listings to
Rick Darby at Flight Safety Foundation,
801 N. Fairfax St., Suite 400, Alexandria,
VA 22314-1774 USA, or darby@
flightsafety.org.
Be sure to include a phone number and/
or an e-mail address for readers to contact
you about the event.
|7
10. AIRMAIL
Landing Weight at ‘Special’ Airport
I
note the article by Mark Lacagnina,
“Double Whammy” [ASW, 9/12,
p. 34] and the follow-up [“Speed
Brake Warnings,” ASW, 10/12, p. 12].
One aspect is briefly mentioned
but receives no attention from anyone thereafter. It is noted that Jackson
Hole is a “special airport,” and that “the
runway is usually slippery during the ski
AeroSafety World encourages
comments from readers, and will
assume that letters and e-mails
are meant for publication unless
otherwise stated. Correspondence
is subject to editing for length
and clarity.
Write to Frank Jackman, director
of publications, Flight Safety
Foundation, 801 N. Fairfax St.,
Suite 400, Alexandria, VA
22314-1774 USA, or e-mail
jackman@flightsafety.org.
8|
season and that high landing weights are
common when operating at the airport.” I am sure that great care is taken;
however, would it not reduce the risk
factor if it were arranged to arrive at this
airport well below the maximum landing weight? We all know how quickly
the landing margins can be eroded. I am
assuming that the high landing weight
is due to fuel and I have no doubt that
there seem to be good reasons for operating in this way, but if that is the case, I
do think that more attention should be
given to this aspect.
Richard T. Slatter
Engine (Identification) Failure?
I
enjoy your magazine and appreciate
the opportunity to read it at my place
of employment. However, a recent
article [“Double Whammy”] caught
my attention.
Specifically, a causal factor is erroneously identified as a “sync-lock”
mechanism on 757s/767s equipped
with Pratt Whitney engines. In fact,
the airplane in question (and all American Airlines 757s) have the Rolls-Royce
[RB211-]535 series engine.
The end note no. 54 in the
NTSB report, page 21, states that PWequipped airplanes are the only Boeing
planes that have this potential, but
that note appears also to be erroneous.
The photograph in the accompanying
article clearly shows RR engines.
Darren Dresser
Mark Lacagnina replies: The only
mention of PW engines in the Causal
Factors article is in the statement: “The
thrust-reverser system on 757s and 767s
equipped with Pratt Whitney engines
has a ‘sync-lock’ mechanism that is
intended to prevent the translating sleeves
from extending accidentally due to a fault
in the system.”
That statement is included in
the capsulization of NTSB’s findings
about why the incident crew and other
American Airlines pilots likely believed
thrust reverser lock was not possible and
thus were not prepared to handle it. The
sync-lock mechanism was not identified
by NTSB or by the article as a “causal
factor” of the incident.
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
14. COVERSTORY
T
oday’s portable sensors and data-analysis
techniques enable scientists worldwide to
visualize dimensions, measure velocities
and track positions of wake vortices generated by specific variants of large commercial jets.
That’s a far cry from igniting elevated smoke pots
for low-level overflights in the early 1970s, says
Steven Lang, director of the U.S. Center for Air
Traffic Systems and Operations at the John A.
Volpe National Transportation Systems Center.
“Wake turbulence is an inevitable consequence of flight — aircraft lift generation,” Lang
said during a Web briefing for news media in
November 2012. “Wake turbulence separations
in a sense reduce capacity at airports because you
have to add spacing behind the larger aircraft for
safety mitigation.”
The evolving precision partly explains how
several redesigns of air traffic procedures have
been accomplished recently, he said, summarizing a paper published in October.1 In the
United States, Volpe and the Federal Aviation
Administration (FAA), often in partnership
with European counterparts, have used field
research to build safety cases verifying that risks
in proposed changes to air traffic control (ATC)
procedures are acceptable. .
Essentially, the National Airspace System
has begun to see the results of a decision in 2001
that set near-term, mid-term and long-term
goals “to focus on operationally feasible solutions rather than just looking at wake science as
a solution,” Lang said. Flexibility was added, too,
to explore solutions to practical problems other
than encounters with heavy-jet wake vortices (see
“Airbus Measures Relative Wake Vortex Characteristics,” p. 14). Lang also credited clear-cut,
stakeholder advisory processes launched then
under the FAA’s safety management system.
In the past 30 years, various sensors and
techniques incrementally improved study of
wake generation, transport and decay. The most
radical change came from pulsed lidar, which
Lang described as “a radar-laser type of device
that actually measures the vortex as it’s generated
from the aircraft [and] shed from the aircraft. …
Outmaneuvered
AIRFLOW
BY WAYNE ROSENKRANS
U.S. wake vortex science safely updates approach and
departure concepts essential to NextGen capacity gains.
12 |
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
16. COVERSTORY
Airbus Measures Relative Wake Vortex Characteristics
W
ake vortex encounters severe enough to threaten
an upset of one large commercial jet flying behind
another have been rare for simple reasons, suggest
recent presentations of data from experiments by Airbus.
Benign encounters are very common, however, says Claude
Lelaie, senior vice president and product safety officer,
Airbus, and a former Airbus test pilot and airline captain.
“The probability to have a severe encounter is in fact very
low,” Lelaie said. “Why? Because you have to enter the vortex,
a very small tube … about 6 m [20 ft] diameter. You have to
enter exactly in the center, and you have to enter with the
proper [10-degree] angle. … If you have turbulence and so
on, everything disappears. … Even when trying to have a
strong encounter every time, we did not manage to have a
strong encounter every time.”
Nevertheless, the Airbus analysis also has concluded that
“there is a possibility to have a severe encounter in flight
where there is a type of generating aircraft at a distance
[more than] the standard minimum 5 nm [9 km] separation
and with 1,000 ft vertical separation,” he said.
Airbus presented these data and conclusions to the
Wake Vortex Study Group of the International Civil Aviation
Organization (ICAO), which has been updating recommendations for flight crews and air traffic controllers. Lelaie also
briefed Flight Safety Foundation’s International Air Safety
Seminar in October 2012 in Santiago, Chile.
The 200 encounters Airbus studied were carefully orchestrated missions — at a cruise altitude of about 35,000 ft — to
insert a follower aircraft into the center of the strongest/
worst wake vortices/contrails to induce effects associated with in-flight upset, Lelaie said. The missions involved
precisely positioning the generator-follower pairs in ideal,
repeatable calm-weather conditions. An Airbus A380 with an
adjacent A340-600 or a Boeing 747-400 on a parallel flight
path were used as the wake vortex–generators. The A340600 and an Airbus A318 took turns as follower aircraft. He
described one test protocol.
“Two aircraft were flying side by side [into the wind], the
A380 and the reference aircraft, which was either a 340-600 or
the 747,” Lelaie said. “An A318 was flying behind and below at
a distance between 5 and 15 nm, and we had above a Falcon
20 from the DLR [German Aerospace Center] with an onboard
lidar.”1 A 10-degree entry angle was considered the most critical case. “If you are almost parallel, you will be ejected from the
vortex,” he said. “If you cross perpendicularly, [the encounter]
will be very short and almost nothing will happen.”
Some findings ran counter to conventional assumptions
about wake vortex effects on the existing design of reduced
vertical separation minimums operations, notably what he
termed an incorrect assumption that wake vortices from a 747
do not descend more than 800 or 900 ft.
Airline pilot knowledge and training to correct an unexpected roll remain sufficient mitigations for wake vortex
encounters involving one large commercial jet behind
another, he noted. “In the vortex … you can get strong vertical
acceleration, positive or negative,” Lelaie said. “For the vortex
encounter, what we clearly recommend [to Airbus flight crews]
is please do nothing. Release controls and do nothing, and
once you have passed the vortex, nothing will happen. …
The roll [response] is just normal roll control.” International
guidance on airplane upset prevention and recovery has been
published by government and industry.2
One part of the Airbus study focused on measuring the
rate of descent of wake vortices from each generator aircraft.
Another focused on effects on the follower aircraft. The most
important effect was roll acceleration, the direct indicator of
vortex strength (Table 1, p. 16). Less interesting to researchers in practical terms were altitude loss, bank angle, vertical
acceleration and roll rate, he said. Scientific instruments and
video cameras also documented the bank, buffeting and the
pilot’s correction of uncommanded bank.
Regarding the rates of descent of vortices while flying at
Mach 0.85, there was no difference between the A380 and
747-400, Lelaie said. He noted, “There was a slight difference
with the A340-600 flying at Mach 0.82, but at the end of the
day, all vortices [had descended] 1,000 feet at around 12, 14,
15 nm [22, 26, 28 km]. … This showed clearly that … at 15
nm behind any of these aircraft, you can find a vortex. … The
[strength/roll rate acceleration] decrease with the distance is
rather slow. At 5 nm, you have a good encounter; at 15 [nm]
you have decreased [strength of ] maybe 30 to 40 percent, it’s
not a lot.”
As expected, lateral-acceleration maximum load factor
and minimum load factor were significantly different in the
forces recorded at the back of the follower-aircraft fuselage
versus those felt by occupants because the airplane’s turning
point actually is in front of the aircraft. “These load factors are
not what the passenger or what the pilot can feel,” he said.
“[They’re] much higher.” Nevertheless, occupants may feel
strong lateral acceleration on the order of 2.5 g, 2.5 times
normal gravitational acceleration. “Even at 18 nm [33 km], we
have with all aircraft 2 g, again at the back,” he added, and
data in some cases showed small negative-g values.
“One which is interesting is this one, 747 and A318,” he
said. “Look at that: –0.7 [g],” he said. “In the middle of the fuselage it would have been –0.4 or –0.3 [g] but the [unrestrained
person] in that seat will bump on the ceiling.” Cases of the
A380 followed by the A318 and the A380 followed by the
Continued on p. 16
14 |
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
17. COVERSTORY
aircraft versus going in-trail,” Lang said,
explaining that “by placing an aircraft in
a staggered position, it has less risk of a
wake encounter than if you put it single
file to the same runway.”
Data collection and building of
safety cases for arrivals positioned
FAA/Volpe to pursue similar concepts
to make simultaneous departures of
disparate-size aircraft on closely spaced
parallel runways feasible mainly by taking into account the effect of a favorable
wind direction and velocity through
a new wake turbulence mitigation for
departure (WTMD) system.
To mitigate the risk of a wake
encounter, “physics tells you that if [one
aircraft] is a heavy jet, you would have
to stop this [other, lighter] aircraft from
departing for three minutes in this geometry (Figure 2) or two minutes if this
[runway end is staggered by] less than
500 ft [152 m],” he said. “If the wind is
blowing this direction, this wake for the
most part cannot transport against the
wind and get over to that [parallel] runway. … The controllers have a system
in the control tower at … three airports
— going live in January at Houston and
then in San Francisco and Memphis.”
The system advises the controller with
a red light/green light display when the
required conditions exist.
When fully available in Houston, “we
envision [WTMD] will increase their
capacity significantly [by] three, maybe
four departures an hour,” Lang added.
The third focus of practical solutions
derived from advanced measurement
has been single-runway solutions. Essentially, this program recategorizes aircraft
from their legacy ATC-spacing categories, based on wide ranges of maximum
takeoff weights and wingspans, to a new
set of six categories based on different
parameters. Under the legacy system,
both a Boeing 747 that weighs about
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
900,000 lb (408,233 kg) and a 767 that
pairwise separation will be supported
weighs about 320,000 lb (147,417 kg)
in weather-based phase 3. Lang said
were in the heavy category B.
that such changes typically take time
“These two aircraft have to be 4 nm
to generate predictable and measurapart because they are in that same
able capacity benefits while the local
category, regardless of [which] is in
ATC personnel become accustomed to
front, [and that] doesn’t make a lot of
new procedures.
sense,” he said. “The [767] behind [the
Related applications of wake vortex
747] probably needed 4 nm but the 747
data have enabled the FAA to divide
following [the 767] did not need 4 nm.”
three variants of the 757 within U.S.
The resulting program, implemented in
ATC separation and in separation stanMemphis in November, is called Wake
dards of the International Civil AviaRECAT phase 1 and includes additional tion Organization. Another example
safety buffers for the lightest aircraft
he cited was Volpe’s wake data collec3 Preliminary reports estimate at
types.
tion for Boeing during testing of the
least a 10-percent capacity boost, and
747‑800 for standards development.
possibly 20 percent.
“In Memphis, the one
Concept of Wake Turbulence Mitigation
observation that FedEx has
for Departures
made is they used to have
backups at the runway both for
arrivals and departures, and
Wind direction
now they find themselves ‘drying up,’ as they call it,” he said.
1,300 ft
“Recategorization has now
made it [so] that there is no
queue, and now they’re having
to rethink how they get the
Wake vortices
aircraft out of the ramp areas,
out to the runway to be able to
30L
take advantage of the empty
runway.” This system operates
1,500 ft
independently of meteorological conditions.
The main reason that
30R
other airports cannot implement Wake RECAT phase 1
STL = Lambert–St. Louis International Airport
IAH = Houston Intercontinental Airport
in the same time frame has
MEM = Memphis International Airport
involved local variations in
SFO = San Francisco International Airport
Note: An operational demonstration at three U.S. airports
ATC automation systems, he
with closely spaced parallel runways (IAH, MEM and
said. Wake RECAT phase 2,
SFO; not including STL used here for illustration) permits
upwind-runway departures to occur simultaneously with
also under way, supports ATC
downwind-runway departures that meet specified realstatic pairwise separation —
time wind criteria with conditions of approximately 3 mi
(5 km) visibility and a minimum 1,000 ft ceiling.
that is, separation based on
Source: Steven R. Lang, John A. Volpe National Transportation Systems
airport-specific categories of
Center, U.S. Department of Transportation
aircraft. As noted, the longFigure 2
term move to ATC dynamic
| 15
18. COVERSTORY
Airbus Measures Relative Wake Vortex Characteristics (continued)
A340-600 also showed that “you can have something quite
strong in terms of g,” he said.
Lelaie also pointed to ongoing work by a Eurocontrol–
Delft University of Technology study, looking at the correlation between actual wake vortex encounters and mapped
hot spots, areas where encounters were predicted based on
European air traffic data, as a promising path to further risk
reduction.
— WR
Notes
Lidar means light detection and ranging, and pulsed lidar
combines laser and radar sensor technology to visualize and
measure wake vortex characteristics.
1.
2. One such resource that discusses wake turbulence is the
Airplane Upset Recovery Training Aid, Revision 2 (November
2008) available at flightsafety.org/archives-and-resources/
airplane-upset-recovery-training-aid.
Wake Vortex-Induced Main Upsets for Selected Cases in Encounters Tested by Airbus
Vertical Separation 1,000 ft
Generator airplane
A380
A340-600
B747-400
Vertical Separation 1,000 ft
B747-400
A380
A380
B747-400
A380
A340-600
A340-600
Follower airplane
A318
A318
A318
A318
A318
A318
Horizontal separation (nm)
12.2
12.3
5.32
14.9
13.5
18.1
15.8
19.3
Vertical separation (ft)
838
608
432
832
851
1,015
1,038
1,168
49
75
69
146
24
68
109
12
Roll rate (deg/s)
24
35
18
36
5
20
31
7
Bank (degrees)
46
38
35
31
10
29
34
10
Roll acceleration
(deg/s2)
deg/sec2 = degrees per second per second
deg/sec = degrees per second
Note:
The A318, A340-600 and A380 are Airbus aircraft types; the 747-400 is a Boeing aircraft type. Airbus also reported the lateral and vertical accelerations
of the follower aircraft; these are not shown.
Source: Claude Lelaie
Table 1
Rethinking wake turbulence risk has involved
more than the research capability. For example,
meteorological and short-term wind nowcasting
have improved significantly. “One thing FAA is has
been pursuing, and we have been supporting, is
getting wind [data] off the aircraft [in real time],”
Lang said. “Currently, that’s probably the best sensor in existence [but so far] the system does not
receive wind off of the aircraft.”
Volpe also has been working with FAA’s
Aviation Safety Information Analysis and Sharing program and the FAA-industry Commercial
Aviation Safety Team in seeking to eventually
acquire aggregated, de-identified data that
might better link the scientists to airline experiences with wake encounters.
16 |
Notes
1. Tittsworth, Jeffrey A.; Lang, Steven R.; Johnson,
Edward J.; Barnes, Stephen. “Federal Aviation
Administration Wake Turbulence Program — Recent
Highlights.” Paper presented to Air Traffic Control
Association Annual Conference and Exhibition,
Oct. 1–3, 2012. ntl.bts.gov/lib/45000/45900/45912/
Lang__Wake_Turbulence_Program.pdf
2. FAA. “1.5-Nautical Mile Dependent Approaches to
Parallel Runways Spaced Less Than 2,500 Feet Apart.”
Air Traffic Organization Policy JO 7110.308 CHG 3,
effective Oct. 30, 2012.
3. FAA. “Guidance for the Implementation of Wake
Turbulence Recategorization Separation Standards
at Memphis International Airport.” Air Traffic
Organization Policy N JO 7110.608, effective Nov.
1, 2012.
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
19. Theme:
Building an Accident Free Legacy:
Predictive Safety to Avoid ‘the Inevitable’
18th - 20th March 2013
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Vancouver, BC, Canada
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20. 2012REVIEW
T
he year 2012 set records globally for the
fewest major accidents involving commercial jets and commercial turboprops.
The decreasing trend in the commercial
jet accident rate was extended. The 2011 record
rate, 0.28 major accidents1 per million departures for commercial jets, was reduced by 50
percent to a record low of 0.14. For the second
year in a row, there were no commercial jet
upset aircraft accidents.
But the increase in controlled flight into
terrain (CFIT) accidents continued. Three of
the seven commercial jet accidents were CFIT.
Commercial turboprops also set a record low for
the number of major accidents, although CFIT
again dominated their fatality numbers. Business jets had 13 major accidents, slightly above
their 12-year average.
There are now more than 22,000 commercial jets in the world. Of these, approximately
CFIT claimed the lives
of all 127 occupants
of a Boeing 737 in a
crash on approach to
Islamabad, Pakistan.
CFIT’s
Unwelcome Return
Accident numbers and rates decreased further in 2012, but CFIT is still a concern.
BY JAMES M. BURIN
18 |
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
22. 2012REVIEW
improvement in the business jet accident
rate over the past eight years (Figure 3).
The 17 major accidents involving
Western- and Eastern-built commercial turboprops with more than
14 passenger seats in 2012 (Table 3)
were well below the 12-year average of
25.9. The past 12 years of turboprop
accident numbers show the record
low in 2012 (Figure 4). Unfortunately,
CFIT continues to dominate the fatality
numbers for commercial turboprops.
In 2012, four of the 17 major accidents
(24 percent) were CFIT. Over the past
six years, 28 percent (more than one
in four) of the commercial turboprop
major accidents have been CFIT.
CFIT, approach and landing, and
upset aircraft accidents continue to account for the majority of accidents and
cause the majority of fatalities in commercial aviation. There were only seven
commercial jet accidents in 2012, but
six of the seven (86 percent) were approach and landing accidents, and three
of the seven (43 percent) were CFIT.
The upward trend of CFIT accidents
for all commercial jets since 2009 (Figure 5) is disturbing, particularly because
more than 95 percent of commercial jets
have been equipped with terrain awareness and warning systems (TAWS) since
2007. During the past six years, there
have been 37 commercial aircraft CFIT
accidents (14 jet, 23 turboprop). In the
past two years, more than 50 percent of
the commercial jet fatalities have been
caused by CFIT accidents.
In 2006, upset aircraft accidents took
over from CFIT as the leading killer in
commercial aviation. Over the past two
years, commercial jets have suffered six
CFIT accidents and no upset aircraft accidents. Because of this, CFIT is about to
regain its title as the leading killer.
But until then, upset aircraft accidents still are the leading killer
20 |
Major Accidents, Worldwide Business Jets, 2012
Date
Operator
Aircraft
Location
Phase
Fatal
Feb. 2
Extrapoint
Lear 35
Pueblo, Colorado, U.S.
Takeoff
0
Feb. 12
Trident Aviation Svcs.
Gulfstream IV Bakavu-Kavumu, DRC
Landing
3
March 1
Asia Today
Citation X
Egelsbach, Germany
Approach
5
Landing
5
Landing
0
Landing
3
March 15
Private
Citation I SP
Franklin-Macon,
North Carolina, U.S.
June 18
Triple C Development
Beech 400
Atlanta, Georgia, U.S.
July 13
Universal Jet Aviation
Gulfstream IV Le Castellet, France
Aug. 2
Airnor
Citation 500
Santiago de
Compostela, Spain
Approach
2
Sept. 15
Private
Lear 24
Bornholm, Denmark
Approach
0
Sept. 18
Dewberry Air
Beech 400
Macon, Georgia, U.S.
Landing
0
Nov. 11
Tropic Air Taxi Aero
Citation 525
São Paulo, Brazil
Landing
0
Nov. 17
U.S. Customs
Citation 550
Greenwood,
South Carolina, U.S.
Landing
0
Dec. 9
Starwood Management
Lear 25
Iturbide, Mexico
En route
7
Citation 550
Oklahoma City,
Oklahoma, U.S.
Landing
0
Dec. 21
U.S. Customs
Source: Ascend
Table 2
Major Accidents, Worldwide Commercial Turboprops, 2012
Date
Operator
Aircraft
Location
Phase
Fatal
Jan. 30
TRACEP
AN-28
Namoya, DRC
En route
3
April 2
Utair
ATR-72
Tyumen, Russia
Takeoff
31
April 9
Air Tanzania
DHC-8
Kigoma, Tanzania
Takeoff
0
April 28 Jubba Airways
AN-24
Galkayo, Somalia
Landing
0
May 14
Agni Air
DO-228
Jomsom, Nepal
Approach
15
June 6
Air Class Líneas Aéreas
SW Metro III
Montevideo, Uruguay
Climb
2
June 10 Ukrainska Shkola Pilotov
LET-410
Borodyanka, Ukraine
En route
5
June 20 ITAB
Gulfstream I
Pweto, DRC
Landing
0
Aug. 19 ALFA Airlines
AN-24
Talodi, Sudan
Approach
32
Aug. 22 Mombassa Air Safari
LET-410
Ngeredi, Kenya
Takeoff
4
PetropavlovskSept. 12 Kamchatsky Air Enterprise AN-28
Palana, Russia
Approach
10
Sept. 28 Sita Air
Kathmandu, Nepal
Climb
19
DO-228
Oct. 7
Azza Transport
AN-12
Khartoum, Sudan
En route
13
Oct. 19
Air Mark Aviation
AN-12
Shindand, Afghanistan Landing
0
Nov. 27
Inter Iles Air
EMB-120
Moroni, Comoros
Climb
0
Dec. 17
Amazon Sky
AN-26
Tomas, Peru
En route
4
Dec. 22
Perimeter Aviation
Metro III
Sanikiluaq, Canada
Approach
1
Controlled flight into terrain (CFIT) accident
Source: Ascend
Table 3
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
23. 2012REVIEW
Major Accidents, Business Jets, 2005–2012
Accidents per 1,000 aircraft
1.25
1.00
0.75
8-year average: 0.67
0.50
4-year
average: 0.52
0.25
0.00
2005
2006
2007
2008 2009
Year
2010
2011
2012
Source: Ascend
Figure 3
Major Accidents, Worldwide Commercial Turboprops, 2001–2012
Number of accidents
40
Western-built
39
30
31
33
29
31
22
20
Eastern-built
25.9 (12 years)
24
21.4 (5 years)
24
21
20
23
15
10
0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Year
Source: Ascend
Figure 4
James M. Burin was the director of technical programs at
Flight Safety Foundation.
CFIT accidents per year
CFIT Accidents, Worldwide Commercial Jets, 1998–2012
10
9
8
7
6
5
4
3
2
1
0
CFIT accidents
5-year running average
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Year
CFIT = controlled flight into terrain
Source: Flight Safety Foundation
Figure 5
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
in commercial aviation. In keeping with the
terminology in the 1998 Airplane Upset Recovery Training Aid,2 an aircraft is considered upset
if one of the following conditions is met: pitch
attitude greater than 25 degrees nose up; pitch
attitude greater than 10 degrees nose down; bank
angle greater than 45 degrees; within the previous
parameters, but flying at airspeeds inappropriate
for conditions. “Upset aircraft” accidents include
accidents involving related terms such as loss of
control, lack of control, unusual attitude, stall,
extended envelope and advanced maneuvering.
An upset aircraft accident is one in which
the aircraft is upset and unintentionally flown
into a position from which the crew is unable
to recover due to either aircrew, aircraft or environmental factors, or a combination of these.
Another term used to describe these accidents is
“loss of control.” This is a somewhat misleading
term, because in 48 percent of the “loss of control” accidents over the past 10 years, there was
no literal loss of control — the aircraft responded correctly to all control inputs. However, in
100 percent of the currently classified “loss of
control” accidents, the aircraft was upset. There
currently are more than 15 international efforts
under way to address airplane upset prevention
and recovery. The lack of any commercial jet
upset accidents over the past two years indicates
that these efforts may be seeing some success.
Notes
1. The term major accident was created by Flight
Safety Foundation in 2006. It refers to an accident in
which any of three conditions is met: The aircraft is
considered destroyed, as calculated by dividing the
estimated cost of repairs to the hypothetical value
of the aircraft had it been brand new at the time of
the accident; or there were multiple fatalities to the
aircraft occupants; or there was one fatality and the
aircraft was substantially damaged.
This criterion ensures that the categorization of an
accident is not determined by an aircraft’s age or its
insurance coverage.
2. flightsafety.org/archives-and-resources/airplaneupset-recovery-training-aid.
| 21
24. FLIGHTOPS
Failure to Mitigate
BY J. MARTIN SMITH, DAVID W. JAMIESON AND WILLIAM F. CURTIS
Studying the psychology of decision making
during unstable approaches and why go-around
policies are ineffective.
T
he Flight Safety Foundation has analyzed
the past 16 years of aircraft accident data
and found that the most common type of
accident is the runway excursion, which
accounts for 33 percent of all aircraft accidents.1
The highest risk factor for runway excursions
is the unstable approach.2 Unstable approaches
occur on 3.5 to 4.0 percent of all approaches,
but only 3 percent of these unstable approaches
result in a go-around being called in the cockpit:
almost all aircrew in this state — 97 percent —
continue to land. It can be argued, therefore, that
22 |
the almost complete failure to call go-arounds as
a preventive mitigation of the risk of continuing
to fly approaches that are unstable constitutes
the number one cause of runway excursions, and
therefore of approach and landing accidents. If
our go-around policies were effective even 50
percent of the time, the industry accident rate
would be reduced 10 to 18 percent. There is no
other single decision, or procedure, beyond calling the go-around according to SOPs that could
have as significant an effect in reducing our accident rate. Why, then, is compliance so poor?
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
26. FLIGHTOPS
Within the DSAM
model, situational
awareness comprises
nine distinct but
interconnected and
seamless sub-aspects
of awareness.
awareness that shapes and molds subsequent
perceptions of operational risks and threats, and
of the manageability of those risks and threats.
These perceptions and judgments in turn
inform decision making around risk appetite
and compliance. From a psychological research
point of view, it makes sense to test whether low
situational awareness does in fact equate with
poor risk assessments and increased rates of
non-compliance during the unstable approach.
In order to fully picture how DSAM is lived by
pilots during an unstable approach, consider the
following description.
Imagine, a pilot-in-command and his/her
crew are flying a routine approach when they
experience a late-developing instability below
stable approach height (SAH; as defined by their
company). How might we describe the psychology of this situation up to and including the
moment when this pilot decides to go around or
not, and the experiences of both the pilot flying
and other crewmembers as they handle this
rapidly changing situation under time pressure
and heavy workload?
In the cognitive realm, what thoughts,
beliefs, expectations and information factor
into their situational appraisal of the instabilities and their manageability? By what cognitive
calculus do they assess risks of both choices,
continuing to land or going around? What
How Situational Awareness Plays a Role in Decision Making
Objective
conditions
Situational
awareness
Risk
assessment
Psychological
Source: The Presage Group
Figure 1
24 |
Decision
making
other pre-cognitive, intuitive, emotional and
implicit knowledge comes into play? And how
does their immediate cockpit environment
— the social realm, including the important
contributions of crewmembers, of communications styles and of interpersonal dynamics —
influence their decisions?
In Figure 1, we present the simplified
sequence of events leading up to a decision between continuing an approach that is unstable in
this scenario versus deciding to fly a go-around
maneuver. Changing objective flight conditions and developing instabilities (step 1 in the
sequence) must be noticed via the pilot’s senses,
registered and mentally processed in light of
their always-developing expectations about their
current situation.
Situational awareness of the environment, in
all its facets and continuous state of flux (step 2),
is the psychological prerequisite state for a pilot
to judge risk at any moment (step 3), and then
to make a subsequent decision to maintain compliance and safety in light of that judgment (step
4). This state of awareness must be continuously
updated and refreshed based on a stream of
sensory inputs and knowledge provided by the
pilots’ instruments, the kinesthetic and other
senses, the crewmembers’ inputs and so forth.
This study employed DSAM for measuring and interpreting the psychological and
social factors that collectively make up situational awareness. Within this model, situational
awareness comprises nine distinct but interconnected and seamless sub-aspects of awareness
(Figure 2). Much of the following discussion
will be framed around how each of these subaspects influences a pilot’s risk assessment
and ecision-making processes, singly and in
d
concert with one another, to remain compliant versus non-compliant in the face of aircraft
instabilities while on approach.
In a typical response to the unstable approach
event we have imagined, a typical situational
awareness profile (SAP) emerges for the pilot
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
27. FLIGHTOPS
flying the aircraft so as to maintain compliance
with company SOPs. The “sequence” of processes
might look something like the following. Imagine
again our late-developing instability below SAH,
and consider the pilots’ phenomenological experiences of it, as it is lived, through its description
as an SAP. (Note: While we have serialized the
subsequent description in steps to easily explain the
various DSAM awareness concepts, these awarenesses actually exist in a mutually interdependent
whole of causation, with rapid feedback loops and
interactions. Changes to one type of awareness
quickly influence the others in a psychological
process called “spreading activation.”)
Breaking Down Situational Awareness
(affective)
2. A visual check, or what we refer to as a check
to provide functional awareness, which would
be made where the pilot’s expert knowledge
and ability to understand the instruments
plays a key role in confirming whether the
cue from their gut was, in fact, correct.
Simultaneously, there is …
3. An immediate and confirmatory statement
from the pilot’s network of past experiences, or
critical awareness, occurs, in which professional
experience confirms the presence of a “normal”
flight profile. Seconds later, however, imagine
that in continuing its descent below SAH, the
aircraft encounters significant turbulence with
headwinds shifting to tailwinds and downdrafts altering VREF (reference landing speed)
by +21 kt, accompanied by a vertical descent
now greater than 1,100 fpm. Instantly, …
4. The pilot’s anticipatory awareness, the ability
to see these threats, registers in harmony
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
(environmental)
Situational
awareness
Knowing
the
instruments
Knowing the
procedures
(hierarchical)
(functional)
Keeping
each other
safe
Relying on
experience
(critical)
(relational)
Seeing the
threats
(anticipatory)
Example of a Go-Around Experience
1. At a point immediately above SAH, the pilot’s
“gut,” or what we refer to as affective awareness, subtly signals him or her to confirm that
the aircraft’s flight characteristics and profile
are normal. In a near-instantaneous and
seamless fashion, this might be followed by …
Company
support
for safety
Gut feeling
for threats
Knowing
the limits
(task
empirical)
Adjusting
to threats
(compensatory)
Source: The Presage Group
Figure 2
with the reactivated gut, expert instrument
knowledge and experience — all awarenesses
that are now signaling a non-normal event
— and there arises an immediate need for a
signal from …
5. Task-empirical awareness, the pilot’s expert
knowledge of the safe operational envelope limits of the aircraft. Imagine further
that this expert knowledge confirms that
although the aircraft is now unstable, it
still remains within the safe operational
envelope. However, before concluding that
parameters are now safe or unsafe, manageable or unmanageable, this developing event
requires immediate input from another
awareness competency …
6. Compensatory awareness, or the ability to understand how to compensate correctly for nonnormal events, occurs by referencing through
functional awareness whether the aircraft and
the instruments will direct the flight state back
to a normal condition if acted upon. Whether
| 25
28. FLIGHTOPS
the answer, not yet fully formed but informed
by critical awareness, is likely to be “yes,” “no”
or uncertain, imagine that the pilot is also
simultaneously receiving …
7. Through relational awareness — the pilots’
knowledge of how they use their relationships to protect safety — input from a
crewmember that re-enlivens a memory
trace of a prior verbal signal, based on a
conversation and agreement earlier in the
approach initiated by the pilot monitoring,
that a go-around might be necessary should
the aircraft become unstable at or below
SAH, which …
We will describe the
results from more
than 2,300 pilots
asked to recall
in detail the last
instance in which
they experienced an
unstable approach.
8. Informs and motivates the pilot to engage
hierarchical awareness, or the individual’s
expert knowledge of operational procedures
under specific operational conditions, so
as to confirm their ability to safely fly a goaround if necessary. Finally, with the pilotin-command and other crew rapidly coming
to a common assessment of, and agreement
about, the risks inherent in continuing with
the unstable situation that faces them, in
comparison with the inherent risks of any
go-around maneuver, and
9. Confident that their company would support a decision to initiate a go-around, and
in an expression of their environmental
awareness concerning the wider organizational reward structures surrounding
support for safety, the pilot flying puts all
of these elements of awareness together to
judge that the risks confronting the flight
crew are not fully manageable, and so
decides to call for a go-around.
Again, this description is not in any way intended
to be prescriptive, that is, to suggest the way the
dynamic situational awareness processes should
work in this situation (i.e., the sequence or interactions among the awareness types). But it does illustrate that each of these awareness competencies
26 |
needs to be used repeatedly and quickly to keep
the entire spectrum of potential threats in the
situation and their possible causes and resolutions
alive in awareness at all times, and that there is a
natural system of mutual causation among them
that also must be sustained to maximize safe decision making.
Table 1 summarizes the complete system
of nine DSAM concepts (called Construct 1 to
Construct 9). The table shows a working name
for each concept, its scientific name within our
system and a brief definition.
What’s Ahead?
So far, we have summarized the problem and
described the psychological theory behind our
experimental survey framework. Robust experimental survey work, which we will describe
in the next articles in this series, provides valid
data and meaningful insight and understanding into this critical issue for flight safety, and
from which we can begin to define necessary
corrective actions.
In these articles, we will describe the results
from analyzing data from more than 2,300 pilots asked to recall in detail the last instance in
which they experienced an unstable approach
that either led to a go-around decision or a
decision to continue in the unstable state and
land. In addition to reporting about various
aspects of the DSAM model that differ between
pilots going around and those continuing the
unstable approach, we will also describe the
kinds of objective flight conditions and pilot
characteristics that are associated with these
decisions, post-event perceptions pilots had
about the causes of their decisions and hindsight judgments they made about the wisdom
of their choices.
We will also describe the results of a
second experiment conducted using the same
survey, which was designed to investigate the
personally held thresholds for instability that
pilots believed would necessitate a go-around
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
29. FLIGHTOPS
Constructs in the Dynamic Situational Awareness Model
DSAM Construct Name
Description
“Gut feeling for threats”
Pilot’s gut feelings for threats; seat of the pants experience, which is characterized by an
emotional, sensory experience that triggers further cognitive analysis.
Affective awareness (C1)
“Knowing the instruments and equipment”
Functional awareness (C2)
“Relying on experience”
Critical awareness (C3)
“Seeing the threats”
Anticipatory awareness (C4)
“Knowing the limits”
Task-empirical awareness (C5)
“Adjusting to threats”
Compensatory awareness (C6)
“Keeping each other safe”
Relational awareness (C7)
“Knowing the procedures”
Hierarchical awareness (C8)
“Company support for safety”
Environmental awareness (C9)
Pilot’s expert knowledge of knowing how to read and translate what his/her instruments are
telling him/her.
Pilot’s ability to draw from his/her personal and professional experience bank as a means to
assess here-and-now events as “normal” or “abnormal.”
Pilot’s ability to see and/or monitor real and potential threats as they move and change over time
and through space.
Pilot’s expert knowledge of the safe operational envelope of his/her equipment.
Pilot’s ability to know how and when to compensate or adjust correctly for present and
anticipated future operational conditions to ensure safe SOP-compliant operations.
Pilot’s ability to accurately assess and engage crewmember relationships in a manner that
protects safety and compliance.
Pilot’s expert and comprehensive knowledge of operational procedures, their order and correct
sequencing.
Pilot’s experience of how his/her company supports and encourages safety and how this in turn
shapes his/her commitment to safe and compliant behavior.
DSAM = Dynamic Situational Awareness Model; SOP = standard operating procedure
Note: The informal construct names in quotes appear above the corresponding standardized terms from the Presage researchers’ glossary.
Source: The Presage Group
Table 1
call, considering deviations in several flight
parameters. Later articles will report on other
aspects of the FSF project, including the results of the management survey on this topic
conducted in parallel with the pilot survey,
and a study of the risks inherent in the goaround itself.
Along the way, we will offer high-level
observations and recommendations about the
kinds of systemic mitigations that might be
implemented to combat the various causes of
pilot decisions not to go around while flying
unstable approaches.
FLIGHTSAFETY.ORG | AEROSAFETYWORLD | FEBRUARY 2013
The Presage Group specializes in real-time predictive analytics with corrective actions to eliminate the behavioral threats
of employees in aviation and other industries. Further
details of the methodology of their survey, experiments and
results are described at www.presagegroup.com.
Notes
1. Flight Safety Foundation. “Reducing the Risk of
Runway Excursions.” Runway Safety Initiative, May
2009. flightsafety.org/files/RERR/fsf-runwayexcursions-report.pdf
2. Burin, James M. “Year in Review.” In Proceedings of
the Flight Safety Foundation International Air Safety
Seminar. November 2011.
| 27
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32. CAUSALFACTORS
crashed near a river
wash on a gravel
access road about
14 nm (26 km) north
of Scottsdale Airport.
30 |
in the helicopter. The foreman revealed that
on previous flights, the helicopter owner had
strapped his daughter in on top of him.”
Witnesses near the crash site, about 14 nm
(26 km) north of Scottsdale Airport, said they
heard popping or banging sounds before the helicopter descended and crashed into the ground.
Some said they saw parts of the helicopter
separate in the final seconds of flight, before it
“circled and dove to the ground,” the report said.
The helicopter struck the ground in a river wash
area and was consumed by fire.
11,000 Flight Hours
The 63-year-old helicopter pilot had about
11,000 flight hours, including 824 hours in the
EC135 T1 and 13 hours in the 90 days before the
accident, according to flight operations personnel at Services Group of America (SGA), which
owned the helicopter. He also had a second-class
medical certificate. Investigators did not obtain
the pilot’s logbook and found no record of
military flight time, but SGA personnel said the
pilot had flown U.S. Army helicopters during
the Vietnam War.
His initial training in the EC135 T1 was
completed in 2002, with recurrent ground and
flight training in 2003, 2004, 2006 and 2008. All
training records indicated that the pilot had performed satisfactorily and noted no deficiencies.
The owner of SGA was 64 and held a private
pilot certificate for single-engine airplanes, issued in 1967. A review of FAA records revealed
no indication that he held a medical certificate
and little other information about his aviation
background.
The owner did not have a helicopter rating,
but in post-accident comments to accident investigators, the SGA chief pilot said that the owner
“liked to fly” and that it was common for him to
take the controls. The report said that investigators could not determine which man was flying
at the time of the accident.
The report said that two American Eurocopter instructor pilots told accident investigators
that, during training sessions, the accident pilot
spoke of the pressure he felt in his job.
FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | FEBRUARY 2013
U.S. National Transportation Safety Board
The helicopter
In the final accident report approved in
November 2012, the NTSB said its investigation revealed that a rotor blade had struck
the left horizontal endplate and the tail rotor
drive shaft, resulting in the loss of control that
preceded the crash.
“The only way that this condition could
have occurred was as a result of a sudden lowering of the collective to near the lower stop,
followed by a simultaneous reaction of nearly
full-up collective and near full-aft cyclic control inputs,” the report said. “A helicopter pilot
would not intentionally make such control
movements.”
The report quoted the ranch foreman as
telling NTSB investigators that, on the day of
the accident, the pilot loaded the helicopter and
conducted the preflight inspection before climbing into the right front cockpit seat and starting the engines. Two adult passengers and two
dogs were boarded before the foreman observed
the owner and his daughter, whose weight was
estimated at 42 lb (19 kg), board through the left
forward cockpit door.
The owner and his daughter both sat in the
left front cockpit seat, “with the small girl positioned on her father’s lap,” the report said. “When
asked how frequently the child occupied the left
front cockpit seat with her father, the ranch foreman replied ‘occasionally.’ The foreman stated
that he could not tell if either the helicopter
owner or the child were secured and restrained