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Eurofighter: The New Challenge of Collaboration in Military Aerospace
Published in Philip Lawrence, Derek Braddon, Strategic Issues in European Aerospace, 2017
Air Vice-Marshal Peter Norriss
By design, Eurofighter is an aerodynamically unstable aircraft. To enable the pilot to control the aircraft, stability is provided by an active, computerised, flight control system. With this design, the quality and integrity of the flight control system is of critical importance. Consequently, it has been necessary to take a cautious, incremental, approach to the development and clearance of the system. The flight control system also has other advanced features such as tailored control response, automatic alleviation from the effects of gusts and automatic protection against loss of control. The flight control system has operated successfully during all of the flight trials carried out to date, and pilots have praised the excellent handling qualities of the aircraft. The next phase of flight trials will demonstrate the carefree manoeuvre capability of the aircraft.
Ship collision aspects unique to inland waterways
Published in Henrik Gluver, Dan Olsen, Ship Collision Analysis, 2017
The probability of vessel aberrancy reflects the likelihood that a vessel is out of control in the vicinity of a bridge. Loss of control may occur as a result of pilot error, mechanical failure, or adverse environmental conditions. The probability of aberrancy is mainly related to the navigation conditions at the bridge site. Vessel traffic regulations, vessel traffic management systems and aids to navigation can improve the navigation conditions and reduce the probability of aberrancy.
Eye tracking as a debriefing tool in upset prevention and recovery training (UPRT) for general aviation pilots
Published in Ergonomics, 2019
Chiara P. Ryffel, Celine M. Muehlethaler, Sandro M. Huber, Achim Elfering
Nowadays, commercial aviation is one of the safest forms of transportation (Harris and Li 2011). The main reasons are technical improvements in reliability and structural integrity (Harris 2014). However, the technological changes in aviation and with it the growth of complexity lead to an increased interest in human-machine interaction as well as human factors in general (Kontogiannis and Malakis 2009). UPRT embodies this evolvement. An airplane upset is defined as ‘a condition of flight during which the pitch of the airplane unintentionally exceeds either 25 degrees nose up or 10 degrees nose down; or a bank angle exceeding 45 degrees; or flight within the aforementioned parameters but at inappropriate airspeeds’ (ICAO 2014, 17). In other words, an upset occurs when an airplane unintentionally gets into a flight attitude in which unsafe parameters are reached. Loss of control in-flight (LOC-I), accidents or incidents may be the consequence. Almost 25% of all accidents and nearly 40% of all fatalities in aviation can be traced back to LOC-I (eg Croft 2015). The figures for LOC-I accidents in general aviation are similar (analysis in the United States in the years 1991–2000; [Gawron 2002]). In November 2014 the International Civil Aviation Organization (ICAO) published new standards and recommended practices for upset prevention and recovery training for commercial airline pilots with the aim of fostering competencies to prevent upsets and recover from them. Furthermore, the European Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) in the US are set to implement their own training upgrades in 2018 and 2019, respectively. Whereas ICAO only requires UPRT for commercial pilots, EASA (2015) strongly recommends implementing UPRT on a voluntary basis for general aviation pilots as well to reduce LOC-I occurrences.