Air accident investigation among regulatory agencies

The aim of this manuscript is to describe and compare regulatory aviation agencies according to their subordination and attributions to investigate air accidents. Possible consequences in identifying the contributory factors are also presented. Distinct procedures investigating air accidents among agencies lead to a lack of standardization of the statistics, making it difficult to analyze the data globally. Separately the information does not configure the entire scenario of what occurred, affecting the analysis and subsequent interventions. We recommend a joint and collaborative work between the different committees that operate in the investigation of air accidents.

A Modified Technique of Rat Tail Suspension for Longer Periods of Observation

FALCAI MJ, LOUZADA MJQ, DE PAULA FJA, OKUBO R, VOLPON JB. A modified technique of rat tail suspension for longer periods of observation. Aviat Space Environ Med 2012; 83:1176-80. Background: Rat tail suspension is an accepted method to create experimental osteopenia. However, suspension periods longer than 3 wk may cause tail skin sloughing or rat slippage. The hypothesis was that a traction system with skeletal anchorage through one tail vertebra would prolong the suspension time without significant complications. Methods: There were 80 young adult female Wistar rats that were submitted to one of the following interventions: skeletal tail suspension (N = 20), skin tail suspension (N = 20), no intervention (N = 20), and a baseline control (N = 20). All animals were followed up either for 3 (N = 10) or 6 (N = 10) wk. Animals were assessed for clinical signs of stress and tolerance to suspension. The femur evaluation was in terms of mineral density content, mechanical resistance, and histomorphometry. Results/Discussion: All animals reached the 3-wk end point. However, for the 6-wk period, seven animals suspended by the skin traction method were discarded (70%) because of signs of stress and skin sloughing. In contrast, there was one loss in the skeletal suspension group (10%). All suspended animals developed similar osteopenia at 3 wk characterized by decreased bone mineral content, weakened bone resistance, and loss of femoral mass. At 6 wk, all suspended animals had similar osteopenic parameters, but they were not statistically different from those of the rats in the 3-wk groups. Therefore, suspension longer than 3 wk did not increase the bone deterioration in the femur.

Space and Motion Perception and Discomfort in Air Travel

RAMOS RT, MATTOS DA, REBOUCAS ITS, RANVAUD RD. Space and motion perception and discomfort in air travel. Aviat Space Environ Med 2012; 83:1162-6. Introduction: The perception of comfort during air trips is determined by several factors. External factors like cabin design and environmental parameters (temperature, humidity, air pressure, noise, and vibration) interact with individual characteristics (anxiety traits, fear of flying, and personality) from arrival at the airport to landing at the destination. In this study, we investigated the influence of space and motion discomfort (SMD), fear of heights, and anxiety on comfort perception during all phases of air travel. Methods: We evaluated 51 frequent air travelers through a modified version of the Flight Anxiety Situations Questionnaire (FAS), in which new items were added and where the subjects were asked to report their level of discomfort or anxiety (not fear) for each phase of air travel (Chronbach's alpha = 0.974). Correlations were investigated among these scales: State-Trait Anxiety Inventory (STAB, Cohen's Acrophobia Questionnaire, and the Situational Characteristics Questionnaire (SitQ, designed to estimate SMD levels). Results: Scores of SitQ correlated with discomfort in situations involving space and movement perception (Pearson's rho = 0.311), while discomfort was associated with cognitive mechanisms related to scores in the anxiety scales (Pearson's rho = 0.375). Anxiety traits were important determinants of comfort perception before and after flight, while the influence of SMD was more significant during the time spent in the aircraft cabin. Discussion: SMD seems to be an important modulator of comfort perception in air travel. Its influence on physical well being and probably on cognitive performance, with possible effects on flight safety, deserves further investigation.

The impact of reforming air passenger rights in the European Union

Máster en Economía del Turismo, Transporte y Medio Ambiente

Compatibilità aeronautica. Definizione dei vincoli fisici per le aree limitrofe all'Aeroporto "G. Marconi" di Bologna

Per garantire la sicurezza di tutte le operazioni in volo (avvicinamento, decollo, holding, ecc..) il decreto legge del 15 marzo del 2006 n. 151 ha imposto la redazione di opportune cartografie basate sul Regolamento ENAC per la Costruzione e l’Esercizio degli Aeroporti e sulla normativa internazionale ICAO così da poterle annettere agli Strumenti Urbanistici del territorio e governare lo sviluppo delle costruzioni. La sicurezza delle operazioni in volo è garantita attraverso delle Superfici di Delimitazione Ostacoli che impongono dei vincoli plano-altimetrici nelle aree limitrofe agli Aeroporti, quindi costruzioni, alberi e lo stesso terreno non devono forare queste superfici altrimenti diventerebbero “Ostacoli” alla navigazione aerea. Per gli ostacoli già presenti sono definiti dei provvedimenti da adottarsi in funzione della superficie che questi forano: potranno essere abbattuti se ricadenti in aree critiche come in prossimità delle piste oppure essere segnalati in mappe in uso ai piloti e anche con segnali visivi posizionati sugli stessi. Per quanto riguarda le future costruzioni, queste non potranno mai diventare Ostacolo in quanto sarà obbligatorio rispettare i vincoli plano-altimetrici. La tesi di laurea in questione vuole illustrare come si è arrivati alla redazione delle sopraccitate mappe nel caso specifico dell'Aeroporto Guglielmo Marconi di Bologna; sono analizzate nel primo capitolo le caratteristiche fisiche degli Aeroporti per acquisire una certa padronanza su termini tecnici che compaiono nei capitoli successivi (è inoltre presente un glossario). Nel secondo capitolo è individuato il percorso normativo che ha portato alla redazione dell’ultima revisione al Codice della Navigazione. Il capitolo 3 introduce le superfici di delimitazione ostacoli secondo quanto esposto nel Regolamento per la Costruzione e l’Esercizio degli Aeroporti di ENAC; il capitolo 4 è dedicato al lay-out dell’Aeroporto Guglielmo Marconi di Bologna. Infine la tesi si conclude con il capitoli 5 nel quale sono esposte le fasi e le metodologie usate per la realizzazione delle planimetrie e con il capitolo 6 in cui si discute delle problematiche sorte a causa dell’orografia del territorio che deve tenersi nella giusta considerazione per la definizione dei suddetti vincoli aeronautici.

Analisi e valutazione delle performance acustiche degli aeromobili nella fase di atterraggio

Nella tesi si analizzano le principali fonti del rumore aeronautico, lo stato dell'arte dal punto di vista normativo, tecnologico e procedurale. Si analizza lo stato dell'arte anche riguardo alla classificazione degli aeromobili, proponendo un nuovo indice prestazionale in alternativa a quello indicato dalla metodologia di certificazione (AC36-ICAO) Allo scopo di diminuire l'impatto acustico degli aeromobili in fase di atterraggio, si analizzano col programma INM i benefici di procedure CDA a 3° rispetto alle procedure tradizionali e, di seguito di procedure CDA ad angoli maggiori in termini di riduzione di lunghezza e di area delle isofoniche SEL85, SEL80 e SEL75.

Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.

Ottimizzazione delle performance del framework biolabicaocheck

I documenti cartacei vengono attualmente rimpiazzati dalle loro versioni elettroniche, che contengono anche alcune caratteristiche biometriche; questo ha permesso il controllo automatico, sia quando il documento viene rilasciato, sia quando l'identità della persona deve essere verificata. Per rendere questo possibile è necessario che la fotografia rispetti degli standard di qualità. Lo standard ISO/IEC 19794-5 fornisce alcune guide linea ed esempi di immagini di volto accettabili e non-accettabili. Negli ultimi anni, molte aziende hanno sviluppato SDK con lo scopo di implementare i test proposti dallo standard. La tesi si prefigura il compito di fornire un framework che fornisca buone prestazioni, sia per quanto riguarda i tempi sia per l'accuratezza dei risultati.

Caratterizzazione meccanica di un pannello sandwich per l'interno di un aeromobile

Il presente lavoro di tesi è stato realizzato presso l’azienda M.A.G (Mecaer Aviation Group) s.p.a. nella sede presente a Monteprandone (AP) e descrive uno studio realizzato nell’ambito delle strutture in materiale composito. Lo scopo della tesi è la caratterizzazione meccanica di pannelli sandwich realizzati con strutture in composito non metallico. Nello specifico si vanno a determinare le caratteristiche meccaniche mediante la realizzazione di prove di resistenza su pannelli sandwich di diversa tipologia. I pannelli vengono realizzati per applicazioni secondarie, quali gli interni dell’elicottero dove l’utilizzo del composito ”classico” determina resistenza strutturale eccessiva rispetto alle reali necessità, in quanto il dimensionamento avviene per rigidezza, al fine di resistere alla vibrazioni presenti, invece che per robustezza. Il modo di vibrare del sandwich deve essere al di fuori del range di frequenza delle vibrazioni presenti nella struttura dell’elicottero. Si vuole verificare che il sacrificio di parte delle caratteristiche meccaniche sia contenuto entro certi limiti e sia giustificabile in termini di incremento del comfort acustico in cabina passeggeri.

Model predictive control in thermal management of multiprocessor systems-on-chip

MultiProcessor Systems-on-Chip (MPSoC) are the core of nowadays and next generation computing platforms. Their relevance in the global market continuously increase, occupying an important role both in everydaylife products (e.g. smartphones, tablets, laptops, cars) and in strategical market sectors as aviation, defense, robotics, medicine. Despite of the incredible performance improvements in the recent years processors manufacturers have had to deal with issues, commonly called “Walls”, that have hindered the processors development. After the famous “Power Wall”, that limited the maximum frequency of a single core and marked the birth of the modern multiprocessors system-on-chip, the “Thermal Wall” and the “Utilization Wall” are the actual key limiter for performance improvements. The former concerns the damaging effects of the high temperature on the chip caused by the large power densities dissipation, whereas the second refers to the impossibility of fully exploiting the computing power of the processor due to the limitations on power and temperature budgets. In this thesis we faced these challenges by developing efficient and reliable solutions able to maximize performance while limiting the maximum temperature below a fixed critical threshold and saving energy. This has been possible by exploiting the Model Predictive Controller (MPC) paradigm that solves an optimization problem subject to constraints in order to find the optimal control decisions for the future interval. A fully-distributedMPC-based thermal controller with a far lower complexity respect to a centralized one has been developed. The control feasibility and interesting properties for the simplification of the control design has been proved by studying a partial differential equation thermal model. Finally, the controller has been efficiently included in more complex control schemes able to minimize energy consumption and deal with mixed-criticalities tasks

Studio e ottimizzazione di un autoturboreattore

Il ritiro dello Space Shuttle dalla vita operativa avvenuto nel 2011 e le iniziative in corso tra NASA ed aziende commerciali hanno dato il via ad una fase di transizione nel volo spaziale umano volta a fornire servizi di trasporto spaziale maggiormente flessibili. Accanto ad iniziative private che sono principalmente volte al trasporto di turisti nello spazio allo scopo di far loro provare per pochi minuti l’ebbrezza dell’assenza di gravita’ (ad esempio Virgin Galactic), anche la Difesa si sta impegnando in questo campo, in particolar modo negli USA. Inoltre è stata firmata a marzo 2014 una lettera d’intenti tra l’Aeronautica militare e l’Ente Nazionale per l’Aviazione Civile (ENAC) per definire i criteri e le modalità per lo sviluppo della cooperazione nel settore del volo suborbitale e dell’aerospazio. L’accordo segue di pochi giorni la firma a Washington di un Memorandum of Cooperation sul medesimo argomento tra la Federal Aviation Administration americana(FAA) e la stessa ENAC, accordo che fa dell’Italia il primo paese europeo scelto dalla FAA statunitense come partner per la collaborazione nel settore del trasporto spaziale.

LIFE CYCLE ASSESSMENTS (LCAs) OF PYROLYSIS-BASED GASOLINE AND DIESEL FROM DIFFERENT REGIONAL FEEDSTOCKS: CORN STOVER, SWITCHGRASS, SUGAR CANE BAGASSE, WASTE WOOD, GUINEA GRASS, ALGAE, AND ALBIZIA

Renewable hydrocarbon biofuels are being investigated as possible alternatives to conventional liquid transportation fossil fuels like gasoline, kerosene (aviation fuel), and diesel. A diverse range of biomass feedstocks such as corn stover, sugarcane bagasse, switchgrass, waste wood, and algae, are being evaluated as candidates for pyrolysis and catalytic upgrading to produce drop-in hydrocarbon fuels. This research has developed preliminary life cycle assessments (LCA) for each feedstock-specific pathway and compared the greenhouse gas (GHG) emissions of the hydrocarbon biofuels to current fossil fuels. As a comprehensive study, this analysis attempts to account for all of the GHG emissions associated with each feedstock pathway through the entire life cycle. Emissions from all stages including feedstock production, land use change, pyrolysis, stabilizing the pyrolysis oil for transport and storage, and upgrading the stabilized pyrolysis oil to a hydrocarbon fuel are included. In addition to GHG emissions, the energy requirements and water use have been evaluated over the entire life cycle. The goal of this research is to help understand the relative advantages and disadvantages of the feedstocks and the resultant hydrocarbon biofuels based on three environmental indicators; GHG emissions, energy demand, and water utilization. Results indicate that liquid hydrocarbon biofuels produced through this pyrolysis-based pathway can achieve greenhouse gas emission savings of greater than 50% compared to petroleum fuels, thus potentially qualifying these biofuels under the US EPA RFS2 program. GHG emissions from biofuels ranged from 10.7-74.3 g/MJ from biofuels derived from sugarcane bagasse and wild algae at the extremes of this range, respectively. The cumulative energy demand (CED) shows that energy in every biofuel process is primarily from renewable biomass and the remaining energy demand is mostly from fossil fuels. The CED for biofuel range from 1.25-3.25 MJ/MJ from biofuels derived from sugarcane bagasse to wild algae respectively, while the other feedstock-derived biofuels are around 2 MJ/MJ. Water utilization is primarily from cooling water use during the pyrolysis stage if irrigation is not used during the feedstock production stage. Water use ranges from 1.7 - 17.2 gallons of water per kg of biofuel from sugarcane bagasse to open pond algae, respectively.

GROUND-BASED AND SATELLITE REMOTE SENSING OF PAROXYSMAL ERUPTIONS AT ETNA VOLCANO, 2011-2012.

Mt Etna's activity has increased during the last decade with a tendency towards more explosive eruptions that produce paroxysmal lava fountains. From January 2011 to April 2012, 25 lava fountaining episodes took place at Etna's New South-East Crater (NSEC). Improved understanding of the mechanism driving these explosive basaltic eruptions is needed to reduce volcanic hazards. This type of activity produces high sulfur dioxide (SO2) emissions, associated with lava flows and ash fall-out, but to date the SO2 emissions associated with Etna's lava fountains have been poorly constrained. The Ultraviolet (UV) Ozone Monitoring Instrument (OMI) on NASA's Aura satellite and the Atmospheric Infrared Sounder (AIRS) on Aqua were used to measure the SO2 loadings. Ground-based data from the Observatoire de Physique du Globe de Clermont-Ferrand (OPGC) L-band Doppler radar, VOLDORAD 2B, used in collaboration with the Italian National Institute of Geophysics and Volcanology in Catania (INGV-CT), also detected the associated ash plumes, giving precise timing and duration for the lava fountains. This study resulted in the first detailed analysis of the OMI and AIRS SO2 data for Etna's lava fountains during the 2011-2012 eruptive cycle. The HYSPLIT trajectory model is used to constrain the altitude of the observed SO2 clouds, and results show that the SO2 emission usually coincided with the lava fountain peak intensity as detected by VOLDORAD. The UV OMI and IR AIRS SO2 retrievals permit quantification of the SO2 loss rate in the volcanic SO2 clouds, many of which were tracked for several days after emission. A first attempt to quantitatively validate AIRS SO2 retrievals with OMI data revealed a good correlation for high altitude SO2 clouds. Using estimates of the emitted SO2 at the time each paroxysm, we observe a correlation with the inter-paroxysm repose time. We therefore suggest that our data set supports the collapsing foam (CF) model [1] as driving mechanism for the paroxysmal events at the NSEC. Using VOLDORAD-based estimates of the erupted magma mass, we observe a large excess of SO2 in the eruption clouds. Satellite measurements indicate that SO2 emissions from Etnean lava fountains can reach the lower stratosphere and hence could pose a hazard to aviation. [1] Parfitt E.A (2004). A discussion of the mechanisms of explosive basaltic eruptions. J. Volcanol. Geotherm. Res. 134, 77-107.

Zinc Plating Magnesium

Magnesium and magnesium alloys are becoming more and more important in modern industry. Their use in the aviation industry has been greatly curtailed because of their comparatively poor resistance to corrosion especially in moist atmospheres. Many methods have been adopted to improve their resistance to corrosion.

Auswirkungen supranationaler Regulierungen in der Luftfahrt

Das Center for Aviation Competence (CFAC-HSG) an der Universität St. Gallen ist eine unabhängige Institution, welche Aufklärungsarbeit im Bereich der Aviatik leistet und damit das Image der Luftfahrt fördern will. Ein wichtiges Mittel der Aufklärungsarbeit sind wissenschaftliche Publikationen. Deshalb soll mit diesem ersten Band eine neue Schriftenreihe unter dem Titel «CFAC – Schriften zur Luftfahrt» begründet werden. Die Luftfahrt wird geprägt durch supranationale Regulierungen. Nationale Behörden haben nur wenige Möglichkeiten, in diesem Bereich selbst regulierend einzugreifen. Umso bedeutender ist es deshalb, wie supranationale Regulierungen national umgesetzt werden. Mit der Umsetzung sind unter Umständen Wettbewerbswirkungen für die Akteure der Luftfahrt verbunden. Diese Problematik wird mit dem ersten Band der Schriftenreihe aus verschiedenen Blickwinkeln untersucht. Dabei soll gleichzeitig grundlegendes Fachwissen bezüglich internationalen Organisationen und Normen in der Luftfahrt vermittelt werden. Für weitere Bände dieser Schriftenreihe ist damit der Grundstein gelegt.