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Recent changes of ICAO requirements on flight data recorders
Published in Vladimír. Socha, Lenka Hanáková, Andrej Lališ, New Trends in Civil Aviation, 2018
According to Annex 6, flight data recorders shall be classified depending on the number of parameters to be recorded and the length of the recording (see Table 1). Recorded parameters are sorted into groups of parameters to determine accurately the airplane flight path and speed, attitude, engine power, configuration and operation. Types I and IA FDRs shall record 5 groups of parameters. Types II and IIA FDRs shall record 4 groups of parameters. The parameters that satisfy the requirements for each FDR type are listed in the relevant Tables of Appendix 8 (10th and 9th edition) respective Attachment D (8th edition). All FDRs shall be capable of retaining the information recorded during the last 25 hours at least, except for the Type IIA FDR.
Event Analysis as an Improvement Tool
Published in José Sánchez-Alarcos, Aviation and Human Factors, 2019
The recording devices on board an airplane, informally known as “black boxes”, have two components: The first, the flight data recorder (FDR), records the heading, speed, flight levels, vertical acceleration and microphone use, among other things. The second, compulsory in airplanes since 1966, is the cabin voice recorder (CVR), which weighs about 9 kg, records all sounds in the cockpit, can withstand an impact with a pressure of 30,000 kg and has a notable resistance to fire.
Some Thoughts on Mathematical Models For Aircraft Accidents Simulation
Published in Hans M. Soekkha, Aviation Safety, 2020
Data from the FDR are the primary source of information in aircraft accident reconstruction. Exemplary data, recorded by the FDR during the W-300 aircraft crash at Radom on January 1987 is shown on Fig. 6. Aircraft motion is defined essentially as a series of positional co-ordinates, airspeed and acceleration (representing by normal load factor nz.)
Real-Time Measurement of Liquid Permittivity Through Label-Free Meandered Microwave Sensor
Published in IETE Journal of Research, 2023
Sina Kiani, Pejman Rezaei, Mina Fakhr
For the sensor of the permittivity measurement, frequency detection resolution (FDR) is determined as follows: where Δεr represents the permittivity changes and ΔF is the relative change of the resonant frequency. As mentioned earlier, the permittivity value increases from 24 to 78 (Δεr = 54), the resonant frequencies of the proposed sensor shift from 5.42 to 3.27 GHz (ΔF = 2.15 GHz). For this range of permittivity changes, the FDR is equal to 0.04 GHz. Whatever the FDR is higher for a sensor, it means that the sensor has a high sensitivity for the slight changes in the permittivity of the material under test, and the resonant frequency shifts. Sensitivity is used to determine the accuracy of sensors that is stated by the formula (3). According to the FDR and fFL values, the sensitivity of the proposed sensor is obtained 0.64%. This sensor has the advantages of being non-invasive, simple fabrication, and low cost with a small electrical size, and as mentioned in [44], a portable version of the sensor can be created. To better determine the advantages, Table 2 shows a comparison between this sensor and previous works.
Thoracic responses and injuries to male postmortem human subjects (PMHS) in rear-facing seat configurations in high-speed frontal impacts
Published in Traffic Injury Prevention, 2023
Yun-Seok Kang, Jason Stammen, Amanda M. Agnew, Gretchen H. Baker, Vikram Pradhan, Alexander Bendig, Alena Hagedorn, Kevin Moorhouse, John H. Bolte IV
Recently, a series of postmortem human subject (PMHS) sled tests was conducted in a high-speed rear-facing frontal impact at a change in velocity (ΔV) of 56 km/h to explore biomechanical responses and injuries that can be used to enhance anthropomorphic test devices (ATDs) and computational human body models (HBMs) (Kang et al. 2020; Kang et al. 2022). These studies investigated the effect of two seatback recline angles (25 and 45 degrees), two original equipment manufacturer (OEM) seats, and two seat belt conditions, an All Belts To Seat (ABTS) condition and a standard Fixed D-Ring (FDR) condition. PMHS injuries reported in both studies included minor cervical spine injuries, upper extremity injuries (e.g., scapula fractures due to the retractor structure installed on the seatback frame; clavicle fractures due to excessive ramping up motion in the 45-degree condition; ulna fractures due to flailing of the forearm), as well as lower extremity injuries (e.g., fibula and distal tibia fractures due to interaction with the front portion of the seat pan). AIS3+ injuries sustained by the PMHS included rib and pelvis fractures due to interaction with the seatback. In particular, rib fractures were the most common injury. All six PMHS tested by Kang et al. (2020) and three out of four PMHS from Kang et al. (2022) sustained thoracic injuries resulting in Maximum Abbreviated Injury Scale (MAIS) 3 due to multiple rib fractures during pocketing and ramping up phases.
Which aircraft has a better fuel efficiency? – a case study in china
Published in Transportmetrica B: Transport Dynamics, 2022
Yun-Qi Gao, Tie-Qiao Tang, Jian Zhang, Feng You
Researchers from all around the world have done a lot of study on the fuel consumption of flight operations for many years (Collins 1982). A flight is typically consisted of the following flight phases: taxi, take-off, climb, cruise, descent, approach and landing (Goblet, Fala, and Marais 2015). Among these phases, only taxi operates on the ground while other phases operate in the air. The taxi fuel consumption is often estimated by using the International Civil Aviation Organization (ICAO) engine databank. The ICAO databank only provides four engine power settings and the corresponding fuel consumption, unable to make an accurate prediction of fuel consumption. Khadilkar and Balakrishnan (2012) did work on estimating aircraft taxi-out fuel consumption by using the Flight Data Recorder (FDR) archives and the result shows that the model using FDR data can provide a more realistic estimation on taxi fuel consumption. Nikoleris, Gupta, and Kistler (2011) developed a method for detailed estimation of taxi fuel consumption considering the stop-and-go situations and analysed the taxi operations at Dallas Fort Worth International Airport. A Chinese research group characterized the fuel consumption by using the operational data of Shanghai Hongqiao International Airport, China and Shanghai Pudong International Airport, China (Xu, Fu et al. 2020; Xu, Xiao et al. 2020). Their work pointed out the importance of considering airport specific conditions, and the taxi fuel consumption could be reduced by reducing the taxi time.