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Investigation of the causes of runway excursions
Published in Gianluca Dell’Acqua, Fred Wegman, Transport Infrastructure and Systems, 2017
A large number of air accidents occur during the take-off and landing phases. Most occur beyond the designated safety and protection areas, around the runway, when an aircraft overruns the runway-end during take-off or landing, or when it undershoots the runway, with regard to the threshold, during landing.
Drag force and drag coefficient
Published in Mohammad H. Sadraey, Aircraft Performance, 2017
Landing gear (or undercarriage) is the structure (usually struts and wheels) that supports the aircraft weight and facilitates its motion along the surface of the runway when the aircraft is not airborne. Landing gear usually includes wheels and is equipped with shock absorbers for solid ground, but some aircraft are equipped with skis for snow or floats for water, and/or skids. To decrease drag in flight, some landing gears are retracted into the wings and/or fuselage with wheels or concealed behind doors; this is called retractable gear. In the case of retracted landing gear, the aircraft clean CDo is not affected by the landing gear.
Pilot errors during landing manoeuvres and possible ways to reduce them
Published in Vladimír. Socha, Lenka Hanáková, Andrej Lališ, New Trends in Civil Aviation, 2018
Landing is the part of a flight in which manoeuvring the aircraft is significantly limited as it has to follow a precise procedure which follows an optimal flight trajectory ensuring safe landing. Moreover, the aircraft is very close to the point of defining its safe flight envelope and all external influences on the flight trajectory such as wind, etc., are quite considerable in this final phase. Therefore, landing an aircraft is one of the most difficult manoeuvres when flying a fixed-wing aircraft. This particular fact is also confirmed by accident statistics. Accidents occurring in the approach and landing phases generally represent up to 40% of all aircraft accidents. A similar proportion applies to the general aviation category where, according to the NTSB (Weener 2015) statistics, the landing related accidents account for approximately one third of all aviation accidents. In the Czech Republic, this share of recorded accidents in the period 2005–2015 is 31.5% for GA category up to 5 700 MTOW and 19.6% for ultralight aerodynamically controlled aircraft, respectively. These values were determined by our accident analysis. On the other hand, these accidents are not as fatal as the other accident categories. They roughly account for 2–4% of all fatal accidents. However, they cause the most material damage. In the Czech Republic, only one fatal accident associated with the landing was recorded during the survey period. Due to the large number of these accidents, the goal was to find out why pilots are failing and whether measures can be taken to reduce or eliminate pilot errors. This topic has been addressed in a number of studies, but these studies are often oriented to issues of air transport where the proposed measures are procedural. Landing flare phase is important for landing. For example, Bramson (1982) noted that there were 3 264 aircraft accidents during the flare and touchdown phase of operations between 1975 and 1979. In terms of possible accident prevention, this phase is significant. If the aircraft is too fast or too high, the pilot is the last opportunity to safely abort the landing and made go around procedure. This prevents damage to the aircraft due to overrunning or hard landing. On the other hand, the pilot can concentrate on his task of landing so intensively that he is unable to recognize the potential danger. Progress in electronics and sensors today makes it possible to implement pilot assistance systems at affordable costs, which will also apply to small aircraft. We tested the possibility of practical implementation and interaction with a pilot within our experiment.
Blocking landing techniques in volleyball and the possible association with anterior cruciate ligament injury
Published in Journal of Sports Sciences, 2018
David Zahradnik, Daniel Jandacka, Michal Holcapek, Roman Farana, Jaroslav Uchytil, Joseph Hamill
The types of landings were determined by an assessment by an expert who was a professional volleyball coach with 12 years’ experience in the highest league in the Czech Republic and two years’ experience coaching the Czech women’s national team. The selected landings were those that were most commonly observed in the matches involving elite women and male players (Figure 1). These landings were divided into six groups, based on evidence of the potential risk of ACL injury in the literature from the perspective of foot contact and the direction of subsequent movement after blocking (Table 1). Therefore, landings in group (A) may have the highest potential risk of ACL injury, and group (F) the smallest potential risk. The types of landings were grouped as follows: Group A – single-leg landing with subsequent movement in a lateral direction; group B – single-leg landing with subsequent movement in a posterior direction; group C – single-leg landing without subsequent movement; group D – double-leg landing with subsequent movement in a lateral direction; group E – double-leg landing with subsequent movement in a posterior direction; and group F – double-leg landing without subsequent movement.