OLS modeling using GIS for aviation safety within a challenging topographic and urban neighborhood: the case of Beirut Rafic Hariri International Airport

2021 ◽  
Vol 14 (18) ◽  
Author(s):  
Nael Alhassanieh ◽  
Michelle Nassar ◽  
Angele Aouad ◽  
Oussama Jadayel ◽  
Amal Iaaly
Author(s):  
Fatkhuroyan Fatkhuroyan ◽  
Bambang Wijayanto

<p class="AbstractEnglish"><strong>Abstract:</strong> Wind has important role in aviation safety. The aim of the research is to analyze monthly wind profile and crosswind potential in the area of New Yogyakarta International Airport. The method used by installing 4 (four) AWS (Automatic Weather Station) at the end and the middle of the runway during March to September 2017. The results show that the wind patterns in the March-May period have varying directions with an average speed of 5-8 knots. In June - September, the wind pattern blows from the East - Southeast direction with an average speed of 6-9 knots. The maximum wind speed occurred between 14-20 knots and no crosswind potential was found for the runway length of 3,600 meters.</p><p class="AbstrakIndonesia"><strong>Abstrak:</strong> Angin merupakan unsur cuaca yang sangat penting dalam keselamatan penerbangan. Penelitian ini bertujuan melakukan analisa profil angin bulanan dan potensi terjadinya Crosswind pada area New Yogyakarta International Airport. Metode yang dipakai dengan memasang 4 (empat)buah AWS (Automatic Weather Station) di ujung dan tengah landasan selama bulan Maret hingga September 2017. Hasil pengamatan dan analisa menunjukan bahwa pola angin pada periode Maret – Mei memiliki arah yang bervariasi dengan kecepatan rata-rata 5 – 8 knot. Pada Juni – September, pola angin berhembus dari arah Timur – Tenggara dengan kecepatan rata-rata 6 – 9 knot. Selama periode pengamatan, kecepatan angin maksimum yang terjadi antara 14 – 20 knot dan tidak ditemukan potensi terjadinya cross wind untuk panjang landasan 3.600 meter.</p>


2014 ◽  
Vol 4 (2) ◽  
pp. 113-121 ◽  
Author(s):  
Stephanie Chow ◽  
Stephen Yortsos ◽  
Najmedin Meshkati

This article focuses on a major human factors–related issue that includes the undeniable role of cultural factors and cockpit automation and their serious impact on flight crew performance, communication, and aviation safety. The report concentrates on the flight crew performance of the Boeing 777–Asiana Airlines Flight 214 accident, by exploring issues concerning mode confusion and autothrottle systems. It also further reviews the vital role of cultural factors in aviation safety and provides a brief overview of past, related accidents. Automation progressions have been created in an attempt to design an error-free flight deck. However, to do that, the pilot must still thoroughly understand every component of the flight deck – most importantly, the automation. Otherwise, if pilots are not completely competent in terms of their automation, the slightest errors can lead to fatal accidents. As seen in the case of Asiana Flight 214, even though engineering designs and pilot training have greatly evolved over the years, there are many cultural, design, and communication factors that affect pilot performance. It is concluded that aviation systems designers, in cooperation with pilots and regulatory bodies, should lead the strategic effort of systematically addressing the serious issues of cockpit automation, human factors, and cultural issues, including their interactions, which will certainly lead to better solutions for safer flights.


2017 ◽  
Vol 7 (1) ◽  
pp. 28-41 ◽  
Author(s):  
Robert J. de Boer ◽  
Karel Hurts

Abstract. Automation surprise (AS) has often been associated with aviation safety incidents. Although numerous laboratory studies have been conducted, few data are available from routine flight operations. A survey among a representative sample of 200 Dutch airline pilots was used to determine the prevalence of AS and the severity of its consequences, and to test some of the factors leading to AS. Results show that AS is a relatively widespread phenomenon that occurs three times per year per pilot on average but rarely has serious consequences. In less than 10% of the AS cases that were reviewed, an undesired aircraft state was induced. Reportable occurrences are estimated to occur only once every 1–3 years per pilot. Factors leading to a higher prevalence of AS include less flying experience, increasing complexity of the flight control mode, and flight duty periods of over 8 hr. It is concluded that AS is a manifestation of system and interface complexity rather than cognitive errors.


2008 ◽  
Author(s):  
Claire Burgess ◽  
Susan Clayton
Keyword(s):  

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