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Spaceport Infrastructure and Operations
Published in Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell, An Introduction to the Spaceport Industry, 2020
Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell
The Space Shuttle, as defined by NASA, was a system of three major components: the reusable Orbiter which housed the crew and payload, the expendable external fuel tank that held the liquid oxygen (LOX) and the liquid hydrogen (LH2) for the main engines, and the two reusable SRBs as shown in Figure 4.3. Thus, the shuttle was a combination of both reusable and expendable components that allowed for a vertical rocket-ignited takeoff, a horizontal glide landing for the Orbiter, and a water landing of SRB casements. More specifically, following liftoff, the expendable external fuel tank burned during reentry, and the reusable Orbiter returned as a glider for a horizontal landing on the runway at NASA’s Shuttle Landing Facility (SLF) at Kennedy Space Center (KSC) (NASA 2012). The reusable SRBs, which provided the majority of liftoff thrust during the first two minutes of flight, returned to Earth via a parachute water landing in the Atlantic Ocean (NASA 2006).
The “Miracle-on-the-Hudson” Event: Quantitative Aftermath
Published in Ephraim Suhir, Human-in-the-Loop, 2018
According to the National Transportation Safety Board (NTSB) [14], both the APU and the RAT were operating as the plane descended into the Hudson, although it was not clear whether the RAT had been deployed manually or automatically. The Airbus A320 has a “ditching” button that closes valves and openings underneath the aircraft, including the outflow valve, the air inlet for the emergency RAT, the avionics inlet, the extract valve, and the flow control valve. It is meant to slow flooding in a water landing. The flight crew did not activate the “ditch switch” during the incident. Sullenberger later noted that it probably would not have been effective anyway, since the force of the water impact tore holes in the plane’s fuselage much larger than the openings sealed by the switch.
Virtual Rehabilitation: Synthetic Worlds to Address Disabilities
Published in C.A.P. Smith, Kenneth W. Kisiel, Jeffrey G. Morrison, Working Through Synthetic Worlds, 2009
Maria T. Schultheis, Lisa K. Simone, Ana C. Merzagorra
“Watch your airspeed, you’re coming in too high.” Mike nodded intently, cutting back on the throttle and pulling a bit more on the yoke. He hoped his adjustments would burn off more airspeed. “Dump your flaps! It will slow you down!” Dave’s directions became more insistent as they approached the airport property, “Chop your power!” Mike tried to keep the nose of the single engine plane on the centerline of the quickly-approaching runway. Finally, the plane smartly fell the last hundred feet but remained floating over the runway, refusing to drop the last few feet for a successful landing. “Ground effect is keeping you off the runway, slow it down!” David’s hands posed ready to grab the yoke as he demanded, “Do it now, you’re running out of runway!” Despite his attempts, the plane refused to touch down. Landing on a runway this short was always tough, but the challenge was intensified by the runway’s location; sandwiched on either end by deep blue mountain lakes. It seemed the small plane was destined for an emergency water landing if Mike didn’t act very soon.
A novel aircraft energy absorption strut system with corrugated composite plate to improve crashworthiness
Published in International Journal of Crashworthiness, 2018
Yiru Ren, Hanyu Zhang, Jinwu Xiang
To guarantee the safety of aircraft structure and occupant, crashworthiness performance is required for the structural design. The extremely complicated impact dynamic process, random material, geometrical and impact factors hinder the crashworthiness design [12]. To give the aircraft crashworthiness, the drop test of fuselage section is the most effective approach. Till now, many ground impact experiments of aircraft are conducted by NASA, FAA, etc., and some conclusions about the impact response of aircraft are obtained [8]. Similar with ground impact, the aircraft water landing emergency is required for the ditching provision, and the water impact of Boeing 737-200 is compared with that of solid surface impact by Lankarani [20].
Investigating Offshore Helicopter Pilots’ Cognitive Load and Physiological Responses during Simulated In-Flight Emergencies
Published in The International Journal of Aerospace Psychology, 2021
Simulator training within offshore helicopter operations is used to develop (new pilots) and practice (senior aircrew) skill sets that would otherwise be too dangerous in the actual helicopter (e.g., engine fire/failure, emergency water landing) (Cao et al., 2019; Mansikka et al., 2016; Petri et al., 2012; Taber, 2020). It is this portion of the simulator flight experience and training that can be closely monitored and paused (if necessary corrections are required) to discuss specific aspects of learning and/or development of situation awareness (SA) (Endsley, 2020; Mavin & Roth, 2014; Taber & Taber, 2013, 2020). By leveraging the simulated flight operations portion of the training/experience to collect and integrate objective performance data specifically related to the perception of relevant information (stage 1 of SA), it may be possible to accelerate training for FOs so that transition times are reduced. However, the implications of accelerated training protocols have not been studied in relation to offshore helicopter pilots. Therefore, this study explored the initial components of an objective assessment process that includes real-time physiological response (e.g., heart rate, respiration rate, galvanic skin response, and skin temperature) and eye tracking pupillometric data (König et al., 2016; Peißl et al., 2018). Once collected, it was believed that these objective measures could be linked to the existing assessments (Mavin & Roth, 2014) with the primary goal of identifying possible measures that could be used to explore how accelerated training may affect a pilot’s ability to more rapidly develop SA and expected flight performance responses to cockpit emergencies.
Modelling strategies for numerical simulation of aircraft ditching
Published in International Journal of Crashworthiness, 2018
Ditching is an emergency manoeuvre that consists in a landing on water of an aircraft which is not specifically designed for water landings. An emergency water landing is properly classified as a ditching if all the following conditions subsist [16]: the pilot has either a complete or a partial control of the airplane, the maximum descending rate is 1.5 m/s and the loading conditions do no exceed the design parameters. Although ditching events are considered rare events from a statistical point of view [22], the world-famous accident that occurred in the water of the Hudson River in 2009 [21] focused the attention on the safety issue in case of emergency landings on water.