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High-Reliability Organisations
Published in David O'Hare, Introduction to Safety Science, 2022
Commercial aviation has indeed become remarkably safe. In 2018, for example, there were over 38 million flights and a total of 98 recorded accidents of which 11 involved a fatality. Over a five-year period (2014–2018) the average number of fatal accidents was just over five per annum, equating to a rate of just over 2.5 for every million flights.1 The majority of these accidents (and almost all the fatal accidents) fell into just three categories: runway safety, loss-of-control in-flight and controlled flight into terrain. Runway safety groups together a heterogeneous set of events involving aircraft running off the runway, tail strikes and ground collisions. Loss-of-control in flight refers simply to events where, for some reason, the flight crew lost control of the aircraft during the flight and ‘controlled flight into terrain' or ‘CFIT' involves aircraft striking the ground, most commonly during the approach to landing. Colliding with other aircraft during flight does not feature anywhere despite the enormous number of scheduled flights and the high concentrations of aircraft around certain airports at certain times.
Evaluating the Impacts of the Internet of Things to Reduce Runway Incursions
Published in Erick C. Jones, Supply Chain Engineering and Logistics Handbook, 2020
Samuel Innanore Okate, Erick C. Jones
The FAA has funded runway safety research that has led to the testing and new deployment of technology of other measures [18]. During fiscal year of 2006, FAA spent about 3.5 million on runway incursion prevention research at the William J Hughes Technical Center [18]. Runway safety, runway incursions in particular, is a topic in aviation safety that continuously researches ways to mitigate risks associated with hazards on the runway. Another funded research project on runway safety was employed at the Miami International Airport. The Transportation Security Administration funded the 3.1 million dollar project for a Runway Incursion Detection System. This Runway Incursion Detection System integrated ground-based radar, high-resolution digital cameras, and target-analytics software for the purpose of detecting and verifying runway and taxiway incursions [19]. The benefits of this new system are that it provides a faster and more reliable way of detection and verification of these runway and taxiway incursions [19]. Correspondingly, the FAA recently announced that it will fund $11 million through the Airport Improvement Program (AIP) to eight U.S. airports for risks pertaining to runway incursions to reduce occurrences by funding projects that are used tgo mitigate incursion hazards (Sadler, 2015).
Developing an anisotropic material for Engineered Material Arresting System (EMAS) usage
Published in International Journal of Pavement Engineering, 2021
Elvis A. Castillo-Camarena, Ernie Heymsfield
An airfield runway is bordered by runway safety areas to promote aircraft safety during an aircraft accident or incident. The runway safety area bordering the runway ends is referred to as the runway end safety area. The size of the runway safety area is based on early studies conducted by the Federal Aviation Administration (FAA). The FAA study by David (1990) investigated commercial aircraft accidents/incidents between 1978 and 1987. Two-hundred and forty-six accidents/incidents were considered relevant to the study. Approximately 13% of these accidents/incidents were overruns. Twice as many overruns occur during landing than during takeoff. In a more recent study, Hall et al. (2008) reviewed accident/incident data between 1982 and 2006 considering geographic regions with similar accident/incident rates as the US: North America, Western Europe, Oceania, and limited Asian countries. During this time period, 459 relevant overrun accident/incident events occurred. Of these, 60% occurred during landing, 20% during takeoff, and 20% as undershoots. In order to minimise the negative impact of overrun events, the FAA requires a runway safety area (RSA) extending a minimum of 305 m (1000 ft) beyond the runway design length (FAA 2012).