The Experts below are selected from a list of 27 Experts worldwide ranked by ideXlab platform
Pauliny Jan - One of the best experts on this subject based on the ideXlab platform.
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The requirements of the Airworthiness of aircraft
Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2014Co-Authors: Pauliny JanAbstract:The focus of this study is to investigate the requirements and procedures for obtaining and maintaining a Certificate of Airworthiness of aircraft and aeronautical products within the scope of civil aviation. The requirements investigated include the standards regarding Airworthiness requirements for large airplanes, helicopters, small airplanes, engines, and propellers. The procedures for certification and continuing Airworthiness throughout the design, production and operating life of an aircraft are explained
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The requirements of the Airworthiness of aircraft
Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2014Co-Authors: Pauliny JanAbstract:Cílem této práce je zjistit požadavky a postupy pro získání a zachování osvědčení letové způsobilosti letadel a výrobků letadlové techniky v rozsahu civilního letectví. Vyšetřované požadavky zahrnují normy týkající se požadavků na letovou způsobilost přes návrh, výrobu a provoz letadlové techniky.The focus of this study is to investigate the requirements and procedures for obtaining and maintaining a Certificate of Airworthiness of aircraft and aeronautical products within the scope of civil aviation. The requirements investigated include the standards regarding Airworthiness requirements for large airplanes, helicopters, small airplanes, engines, and propellers. The procedures for certification and continuing Airworthiness throughout the design, production and operating life of an aircraft are explained.
Scuffham Paul - One of the best experts on this subject based on the ideXlab platform.
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Case-Control Study of Risk Factors for Fatal and Non-Fatal Injury in Crashes of Civil Aircraft
Aerospace Medical Association, 2003Co-Authors: O'hare David, Chalmers David, Scuffham PaulAbstract:Background: There have been few studies of the risk factors for fatal injury in air crashes, and none of risk factors for all serious injury (fatal and non-fatal). Objective: To identify the potentially modifiable risk factors for fatal and non-fatal injury in civil aircraft crashes in New Zealand. Methods: We analyzed records from all reported civil aircraft crashes in New Zealand (1988-1994). Air crash data from the official databases were merged with nationwide injury records and information obtained from coroners' files. Pilots-in-command who were fatally injured were compared with pilots-in-command who were not fatally injured using 50 variables covering pilot, aircraft, environmental, and operational characteristics. A second analysis compared pilots-in-command who were seriously injured (either fatally or non-fatally) with those who were involved in a crash but not hospitalized with an injury. Univariate and multivariate logistic regression analyses were then conducted to estimate the odds associated with each of the factors identified by the above comparisons. Results: The most significant risk factors for fatal and serious injury were aerobatic flight, post-crash fire, not having a Certificate of Airworthiness, and off-airport location. Environmental characteristics including terrain type, wind, rain, and elevation of the crash site were identified as risk factors, as was being under instruction. Flying a twin-engine aircraft was a risk factor for fatal injury, while piloting a microlight aircraft was a risk factor for all serious injury. Conclusion: Environmental and operational factors, rather than pilot or aircraft characteristics, are the key determinants of the injury outcome of civil aircraft crashes.No Full Tex
D Kannan - One of the best experts on this subject based on the ideXlab platform.
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Certification Aspects of civil Aircraft
2007Co-Authors: D KannanAbstract:Pursuant to the Convention on International Civil Aviation, in the interest of safety, an aircraft must be designed, constructed and operated in compliance with the appropriate Airworthiness requirements of the State of Registry of the aircraft. Consequently, the aircraft is issued with a Certificate of Airworthiness declaring that13; the aircraft is fit to fly. The Airworthiness requirements under which such a Certificate is issued or rendered valid are equal to or above the minimum standards stipulated by the International Civil Aviation Organisation (ICAO), contained in Annex 8 for application by the National Airworthiness Authorities, the first edition of which was13; adopted by the Council on 1 March 1949. Each State is free to develop its own comprehensive and detailed code of Airworthiness or to select, adopt or accept a c comprehensive and detailed code established by another Contracting State. The Convention on International Civil Aviation provides that every aircraft of a Contracting State, engaged in international navigation, shall carry a Certificate of Registration and a Certificate of rworthiness. It also provides that the Certificate of Airworthiness shall be issued or rendered valid by the State in which the aircraft is registered. Further, the State of Registry has the responsibility of ensuring that13; every aircraft on its register is maintained in an airworthy
Deokkon Hong - One of the best experts on this subject based on the ideXlab platform.
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comparison of Airworthiness certification system between korea and u s
Journal of The Korean Society for Aeronautical & Space Sciences, 2008Co-Authors: Deokkon HongAbstract:From design to serial production, aircraft should go thorough complicated certification procedure from Airworthiness authority such as Type Certificate, Production Certificate and Certificate of Airworthiness. On the other hand, aircraft components are mandated to receive Technical Standard Order Approval and Production Manufacture Approval before commercial use. As domestic aircraft and LRUs are currently under development, Bilateral Aviation Safety Agreement is promoted for the purpose of increasing aviation safety as well as foreign export. This paper describes the basic aircraft certification procedure and compares the difference in the certification system of US and Korea. Thorough this, it is attempted to suggest a requirements for establishing international certification system.
Meireles Luís - One of the best experts on this subject based on the ideXlab platform.
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Processo de Certificação de Aeronavegabilidade em Portugal e na Força Aérea
2010Co-Authors: Meireles LuísAbstract:“Aeronavegabilidade de Aeronaves” é um conceito mundialmente debatido. Para a generalidade das organizações aeronáuticas, materializa-se em actividades “formais” (i.e. normalizadas e obrigatórias que resultem na emissão de um Certificado de Aeronavegabilidade), que traduzem o nível aceitável de segurança operacional (i.e. Safety), demonstrando que uma aeronave está apta e segura para as operações de voo. Essas actividades constituem o Processo de Certificação de Aeronavegabilidade (PCA). Em Portugal, na Aviação Civil, o PCA está fortemente regulado. Na Aviação Militar e em particular na Força Aérea, embora exista um Procedimento da Qualidade para a “Certificação de Aeronavegabilidade” (PQM012), não possui, actualmente, um processo “formal” de Certificação de Aeronavegabilidade instituído. Porém, a sua “formalização” está próxima, dado que se assiste, desde 2009, à “Transformação da Aeronavegabilidade Militar”, em Portugal e na União Europeia. A “nova” Lei Orgânica da Força Aérea, que cria a Autoridade Aeronáutica Nacional (AAN) e “acrescenta” ao Comando da Logística (CLAFA) a missão de “garantir o cumprimento dos requisitos para a certificação da navegabilidade das aeronaves militares”, bem como a participação nos fora das European Military Airworthiness Authorities (MAWA), têm gerado as sinergias para implementação, no curto prazo, dum Processo de Certificação de Aeronavegabilidade Militar (PCAM). Neste sentido, procurou-se, com este trabalho de investigação, identificar um PCAM que permite um nível aceitável de segurança operacional, possibilite a ligação adequada com a AA e, desejavelmente, seja aplicado noutras aeronaves de Estado. Para tal, o autor, usando o Método de Investigação em Ciências Sociais1, aplicou o procedimento científico nos três actos retroactivos seguintes a fim de testar duas hipóteses e responder a seis questões: O primeiro de “Ruptura” com preconceitos e falsas evidências; o segundo para a “Construção” de um modelo de análise, caracterizado pela articulação das hipóteses num corpo de Conceitos; e, finalmente, o de “Verificação”, privilegiando os métodos de recolha e de análise de conteúdo qualitativa dos dados documentais preexistentes na Aviação Civil e Militar e as entrevistas na Força Aérea. Considerando o “nível aceitável de segurança operacional” e os princípios e práticas internacionalmente aceites, permitiu concluir que a aproximação mais adequada à Certificação de Aeronavegabilidade de todas as aeronaves de Estado, é um Processo de Certificação de Aeronavegabilidade Militar e Civil (PCAMC). Este processo, em função da missão da aeronave, permite, como alternativa, a sua certificação usando a Base de Certificação de Aeronavegabilidade (BCA) aprovada para a Aviação Civil ou, esta, complementada com a BCA da Aviação Militar ou, então, apenas com a BCA militar. Considerando como sistemática, independente e flexível a “ligação adequada com a AA ” e que a Força Aérea, ao contrário da Aviação Civil, é, simultaneamente, Regulador, Operador e Investigador, permitiu concluir que, para a AAN, no âmbito do PCAMC, poder decidir fundamentadamente acerca da Aeronavegabilidade das aeronaves militares, é essencial a criação, no Comando Aéreo da Autoridade de Aeronavegabilidade Operacional (AAO), no CLAFA da Autoridade de Aeronavegabilidade Técnica (AAT) e na Inspecção Geral da Força Aérea (IGFA) da Autoridade de Investigação de Aeronavegabilidade (AIA). Abstract: "Airworthiness of Aircraft" is a concept discussed worldwide. For the general aviation organizations, it is materialized in “formal” activities (i.e. standard and mandatory resulting in the issuance of a Certificate of Airworthiness), which reflect the acceptable level of safety; showing that an aircraft is fit and safe for flight operations. Those activities constitute the Airworthiness Certification Process (PCA). In Portugal, the Civil Aviation, the PCA is strongly regulated. In Military Aviation and Força Aérea in particular, although there is a Procedure of Quality for the “Certification of Airworthiness” (PQM012), currently, there has no “formal” Airworthiness Certification Process imposed. However, its “formalization” is close, as is happening, since 2009, the “Transformation of the Military Airworthiness”, in Portugal and European Union. The “new” Lei Orgânica da Força Aérea, that establishes the Autoridade Aeronáutica %acional (AAN) and assigns to Comando da Logística (CLAFA) the mission to “(...)ensure compliance with the requirements for certification of Airworthiness of military aircraft”, as well the participation in the European Military Airworthiness Authorities (MAWA) forums, have generated synergies for the implementation, in the short term, of a Military Airworthiness Certification Process (PCAM). In this way, it was tried, with this research work, to identify a PCAM that allows an acceptable level of safety, enables the appropriate connection with the AA , and, hopefully, be applied to other State aircraft. To this end, the author, using the Método de Investigação em Ciências Sociais2, applied the scientific procedure in three retroactive acts in order to test two hypotheses and answer six questions: The first of “Rupture” with prejudice and false evidence; the second for the “Construction” of an analysis model, characterized by the articulation of the hypotheses with a set of Concepts; and, finally, the one of “Verification”, focusing on methods of collection and qualitative analysis of content of the document data already existing in the Civil and Military Aviation and interviews in the Força Aérea. Considering the “acceptable level of safety” and the internationally accepted principles and practices, allowed to conclude that the most appropriate approach to the Airworthiness Certification of all State aircraft is a Military and Civil Airworthiness Certification Process (PCAMC). This process, depending on mission of the aircraft, allows, alternatively, its certification using the Base of Airworthiness Certification (BCA) approved for Civil Aviation or, this one, supplemented with the Military Aviation BCA or, then, only with the military BCA. Considering as systematic, independent and flexible the “appropriate connection to the AA ”, and that the Força Aérea, unlike the Civil Aviation, is both Regulator, Operator and Investigator, allowed to conclude that, for the AAN, under the PCAMC, to be able to reasoned decide about the Airworthiness of military aircraft, is essential to create in the Comando Aéreo the Airworthiness Operational Authority (AAO), in CLAFA the Technical Airworthiness Authority (AAT) and in the Inspecção Geral da Força Aérea (IGFA) the Airworthiness Investigation Authority (AIA)