The air transport is one of the most flourishing and beneficial industries of modern times and since it is the only worldwide transportation network, it is essential for global business and tourism. The aviation industry carried around 3.5 billion passengers in 2015 and conducted more than 30 million departures that year. It transported 180,000 freight tonne-kms of goods, thus highlighting the industries magnitude and usefulness. With the increase in the no. of aircrafts each year, even if the rate of accidents drops slightly, overall the number of accidents are bound to increase. This casts a gloomy shadow for the years to come. Thus, safety efforts are persistently needed and we must dedicate our technical knowledge to the safety of the passengers on board by realizing these hazards, assessing the risks and suggesting reasonable mitigation strategies with rational arguments. • Therefore, in the first part of this work, an extensive study of various databases from different organizations (Airbus, Boeing, National Transport Research Board, Aviation Safety Network) was done with the principal aim to identify the contributory indexes that cause major accidents/incidents and the phases of flight in which they occur. Furthermore, databases from 2 countries (India and United Kingdom) were statistically analysed to identify these hazards on a more specific note. • The second part of the work involves the Risk Assessment of the Runway End Safety Areas of three complex and vigilantly chosen airports from the above three countries. The risk analysis is done with the help of software named RSARA (Runway Safety Area Risk Analysis) which gives the measure of risk in terms of probability for the 5 different accidents types (LDOR, TOOR, LDUS, LDVO, TOVO) for Historical Operation Data, Weather Operational Data and Physical Characteristics of the concerned airport. Sensitivity analysis is done by changing weather conditions and altering the runway length to see its effect on the risk probability. • The third part is to check the effectiveness of Engineered Materials Arrestor System (EMAS) as one possible mitigation strategy to reduce the dangerous consequences of such accidents. EMAS is a passive arrestor system requiring no external energy source, made of crushable material like low density concrete, located in the Runway Safety Area of the runway. The durable, yet crushable EMAS must crush due to the weight of the aircraft and the drag forces developed at the tire-arrestor interface must can decelerate the aircraft to an acceptable distance (till it comes to a stop) causing minimum damage to the aircraft and the passengers. A numerical code was developed which would require inputs as Aircraft Parameters, EMAS geometry and EMAS Material properties to compute the stopping distance, drag forces and deceleration developed at the interface. Further, materials at different stress levels were considered to analyse the behaviour and its impact on the output. Another important output would be a risk contour map overlapped on the EMAS layout to give a comprehensive understanding of the percentage risk along its length as a function of the stopping distance. Deductions are presented at the end with the scope of more research to be done on this very important mitigation strategy.
Il trasporto aereo è una delle industrie più floristiche e vantaggiose dei tempi moderni e poiché è l'unica rete di trasporto a livello mondiale, è essenziale per il business globale e il turismo. L'industria aeronautica ha trasportato oltre 3,5 miliardi di passeggeri nel 2015 e ha condotto più di 30 milioni di partenze in quell'anno. Ha trasportato 180.000 tonnellate di merci di merci, evidenziando così la grandezza e l'utilità delle industrie. Con l'aumento del n. di aeromobili ogni anno, anche se il tasso di incidenti diminuisce leggermente, complessivamente il numero di incidenti è destinato ad aumentare. Questo lancia un'ombra cupo per gli anni a venire. Pertanto, gli sforzi di sicurezza sono persistenti e dobbiamo dedicare le nostre conoscenze tecniche alla sicurezza dei passeggeri a bordo, realizzando questi rischi, valutando i rischi e suggerendo strategie di mitigazione ragionevoli con argomenti razionali. • Pertanto, nella prima parte di questa ricerca, è stato effettuato un approfondito studio di varie banche dati di diverse organizzazioni (Airbus, Boeing, National Transport Research Board) con l'obiettivo principale di identificare gli indici contributivi che causano gravi incidenti / incidenti e le fasi del volo in cui si verificano. Inoltre, i database di 2 paesi (India e Regno Unito) sono stati analizzati statisticamente per identificare questi rischi su una nota più specifica. • La seconda parte dello studio prevede la valutazione dei rischi delle aree di sicurezza di fine corsa di tre aeroporti complessi e vigilanti selezionati dai suddetti tre paesi. L'analisi dei rischi avviene con l'aiuto del software denominato RSARA (Runway Safety Area Risk Analysis) che fornisce la misura del rischio in termini di probabilità per i 5 tipi di incidenti diversi (LDOR, TOOR, LDUS, LDVO, TOVO) , Dati operativi meteorologici e caratteristiche fisiche dell'aeroporto interessato. L'analisi della sensibilità avviene cambiando le condizioni meteorologiche e alterando la lunghezza della pista per vedere il suo effetto sulla probabilità di rischio. • La terza parte consiste nel verificare l'efficacia del sistema EMAS (Engineered Materials Arrestor System) come una possibile strategia di mitigazione per ridurre le pericolose conseguenze di tali incidenti. EMAS è un sistema di bloccaggio passivo che non richiede alcuna sorgente di energia esterna, fatta di materiale schiacciante come il calcestruzzo a bassa densità, situato nell'area di sicurezza della pista della pista. L'EMAS durevole ma crushabile deve essere schiacciata a causa del peso dell'aeromobile e le forze di trascinamento sviluppate nell'interfaccia del dispositivo di bloccaggio pneumatico devono essere in grado di rallentare l'aeromobile ad una distanza accettabile (fino ad arresto) causando danni minimi all'aeromobile ei passeggeri. È stato sviluppato un codice numerico che richiederebbe ingressi quali parametri di aeromobile, geometria EMAS e proprietà EMAS per calcolare la distanza di arresto, le forze di trascinamento e la decelerazione sviluppata nell'interfaccia. Inoltre, il materiale a diversi livelli di stress è stato considerato per analizzare il comportamento e il suo impatto sull'uscita. Un altro importante risultato sarebbe una mappatura dei rischi sovrapposta al layout EMAS per fornire una comprensione completa del rischio percentuale lungo la sua lunghezza in funzione della distanza di arresto. Le deduzioni vengono presentate alla fine con l'ambito di ulteriori ricerche da fare su questa strategia di mitigazione molto importante.
Evaluating EMAS functionality based on aircraft stopping distance computation. Application of risk safety contour map
LUNKAR, VARDHMAN
2016/2017
Abstract
The air transport is one of the most flourishing and beneficial industries of modern times and since it is the only worldwide transportation network, it is essential for global business and tourism. The aviation industry carried around 3.5 billion passengers in 2015 and conducted more than 30 million departures that year. It transported 180,000 freight tonne-kms of goods, thus highlighting the industries magnitude and usefulness. With the increase in the no. of aircrafts each year, even if the rate of accidents drops slightly, overall the number of accidents are bound to increase. This casts a gloomy shadow for the years to come. Thus, safety efforts are persistently needed and we must dedicate our technical knowledge to the safety of the passengers on board by realizing these hazards, assessing the risks and suggesting reasonable mitigation strategies with rational arguments. • Therefore, in the first part of this work, an extensive study of various databases from different organizations (Airbus, Boeing, National Transport Research Board, Aviation Safety Network) was done with the principal aim to identify the contributory indexes that cause major accidents/incidents and the phases of flight in which they occur. Furthermore, databases from 2 countries (India and United Kingdom) were statistically analysed to identify these hazards on a more specific note. • The second part of the work involves the Risk Assessment of the Runway End Safety Areas of three complex and vigilantly chosen airports from the above three countries. The risk analysis is done with the help of software named RSARA (Runway Safety Area Risk Analysis) which gives the measure of risk in terms of probability for the 5 different accidents types (LDOR, TOOR, LDUS, LDVO, TOVO) for Historical Operation Data, Weather Operational Data and Physical Characteristics of the concerned airport. Sensitivity analysis is done by changing weather conditions and altering the runway length to see its effect on the risk probability. • The third part is to check the effectiveness of Engineered Materials Arrestor System (EMAS) as one possible mitigation strategy to reduce the dangerous consequences of such accidents. EMAS is a passive arrestor system requiring no external energy source, made of crushable material like low density concrete, located in the Runway Safety Area of the runway. The durable, yet crushable EMAS must crush due to the weight of the aircraft and the drag forces developed at the tire-arrestor interface must can decelerate the aircraft to an acceptable distance (till it comes to a stop) causing minimum damage to the aircraft and the passengers. A numerical code was developed which would require inputs as Aircraft Parameters, EMAS geometry and EMAS Material properties to compute the stopping distance, drag forces and deceleration developed at the interface. Further, materials at different stress levels were considered to analyse the behaviour and its impact on the output. Another important output would be a risk contour map overlapped on the EMAS layout to give a comprehensive understanding of the percentage risk along its length as a function of the stopping distance. Deductions are presented at the end with the scope of more research to be done on this very important mitigation strategy.| File | Dimensione | Formato | |
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https://hdl.handle.net/10589/136479