Flight Safety

CHICAGO-Sivil havacılıkta helikopter kazalarını azaltmak maksadıyla çaba gösteren dünyaca tanınan Uluslararası Helikopter Emniyet Timi (International Helicopter Safety Team-IHST), helikopter kaza kırımları ve hava aracı olayları ile ölüm ve yaralanmaları azaltmak maksadıyla; 10 adet tavsiye geliştirmiştir. Bu öneriler, helikopter sahipleri, işletmeciler, pilotlar, teknisyenler ve helikopter dünyasında yer alan herkes için faydalı olabilirler.

Abnormal situations in flight arise when an aircraft in normal flight mode is exposed to one or more unfavourable factors. Therefore, such situations have a pronounced random nature. To assess the degree of danger of contingencies, it is convenient to use the Airworthiness Standards governing the list of situations and probability of their occurrence in flight. The degree of danger can be determined from the assumption that during the life of the aircraft each of the four contingencies will give the same level of risk. By combining all contingency situations with their normalized indicators and using this assumption, we can quantitatively determine their degree of danger (risk level) in the form of probabilistic indicators.

With the improvement of computer, artificial intelligence, information technology and other technical levels, the relationship between man-machine environment systems is more complicated and diversified. The optimization, iteration and development of the new generation of intelligent equipment system and human-computer interaction interface put forward higher requirements for ensuring the safety of personnel, improving the efficiency of human-computer interaction and improving the efficiency of the system. Such as intelligent cabin adaptive cognitive decision aid system, how to adopt intelligent information display and human-computer interaction, optimize information processing, strengthen situational awareness; How to effectively present information and improve the efficiency of human-computer interaction, so that the system has good security, applicability and maximize its effectiveness; How to deal with man-machine matching and man-machine collaboration problems, so as to improve the efficiency of man-machine/unmanned collaborative work. Human factors throughout the life cycle of equipment systems must be fully considered. The human factor is considered in the system design, so that people, machines and the environment can work together and adapt to each other, so as to achieve benign interaction and feedback between people and equipment and interface and complete the full transmission and communication of human-machine intelligent interaction information. The development of new aircraft human-computer interaction systems combined with new technological methods has also gradually changed the role of pilots and staff. From the system operator gradually into the monitor and decision maker, especially with the improvement of the degree of intelligent flight, information technology, advanced complex airborne equipment is increasing, the amount of information that operators need to deal with is also increasing, and the allowed time for judgment and decision is very short, and the mental resources that pilots bear are gradually rising. As the mental load is a key factor affecting the allocation of cognitive tasks, when encountering emergency situations, the mental load overload caused by the increase of information processing tasks often occurs, which seriously affects the task performance of operators, physical and psychological comfort and flight safety, and thus affects the efficiency and safety of the entire aircraft man-machine system. This requires us to conduct real-time analysis of human-computer interaction situational awareness, especially the individual cognitive state as an uncontrollable factor.

The present paper summarizes the key findings of a numerical study on the aerodynamic behavior of a generic light aircraft under flow conditions, which are typically associated with spin motions. These conditions include high angles of attack, crosswind and rotational motion. Besides investigating the limits of Reynolds-averaged Navier-Stokes simulations for this type of conditions, the simulations contribute to a better understanding of existing wind-tunnel data. Furthermore, the influence of wind-tunnel related aspects such as scaling effects are investigated. The comparison between the numerical and experimental results generally shows good agreement regarding global force coefficients and separation behavior. The characteristic behavior with regards to crosswind and rotational motion around the longitudinal wind axis is captured well by the computations. Scaling effects are considerable with the maximum vertical force coefficient increasing by up to ∆C Z,max = 0.25 at real flight Reynolds and Mach number compared to wind-tunnel conditions.

İş yaşamında geçimini çalışarak sağlayan birinin en büyük korkularından ve en ağır travmalarından biri, belki de birincisi işini kaybetmektir. 
Yeni işe girmenin yani ‘onboarding’ profesyonelleri ne kadar mutlu ediyorsa, kaybedip devre dışı kalmak da başka bir ifade ile ‘offboarding’ bir o kadar kaygı ve endişeleri başlatan sürecin habercisi kabul ediliyor.

Referandum sonuçlarının resmileştirilmesinin ardından kıdem tazminatı tartışması yeniden alevlendi, 1 Mayıs’a bu tehditle gidildi. Önümüzdeki dönemin emek mücadelesi açısından zorlu geçeceği aşikârken, irili ufaklı direniş ve grevler de OHAL'e rağmen kendini gösteriyor. Türkiye emek hareketini bekleyen tehlikeleri ve mevcut durumu KHK’yla Kocaeli Üiversitesi'nden atılan, Kocaeli Dayanışma Akademisi üyesi ve DİSK Koordinatörü Hakan Koçak’la konuştuk.

Purpose Our ageing society faces an ageing work force. The target of this systematic review was to analyse whether pilots have a measurable age-dependent increased risk of incapacitation due to medical reasons. Methods Publications listed in PubMed, NCBI and EM-BASE were identified using defined terms. Two independent raters analysed 2,342 retrieved publications by predefined criteria. Ten publications met the inclusion criteria. Results Four publications use a similar numerator (inflight incapacitation) and identical denominator (flight hours) and show in-flight incapacitation of pilots happening 0.19-0.45 times/10 6 flight hours. Two of these studies did not analyse the possible correlation of incapacitation and age, and two did not use the denominator flight hours here. Age dependency of incapacitation is analysed in seven publications: Three analyse in-flight incapacitation and four analyse general incapacitation to fly. All but one-the only one including professional pilots older than 60 years-show an age-depending increase in incapacitation. The increase in in-flight incapacitation is far less than the increase in general flight incapacitation. Conclusions Medical in-flight incapacitation is a very rare event. Whether the increase in in-flight incapacitation results in an increase in accidents or can be compensated for by error reduction through experience cannot be answered. A register of all pilots with a clear identification system to follow their career and health, their accidents and impairments, might help to reconsider the grounding of pilots over 60 and to define better criteria than mere age.

Go-arounds (GA) are a relevant safety event that may occur during the approach phase of the flight due to several reasons such as unstable approach, loss of separation minima or adverse weather. In dense terminal control areas, this manoeuvre, even though it is a standard procedure, can generate significant and additional air traffic control (ATC) workload as it requires a quick and accurate reaction in order to safely reintegrate the flight into the traffic flow and immediately establish a new approach and landing sequence. In current operations, air traffic controllers typically become aware of a GA during or after their execution, which leads to a very short time horizon for operational decision-making. This research aims to propose and evaluate the operational impacts of a real-time monitoring and alerting solution for ATC decision support in approach control facilities and aerodrome control towers. The solution is
based on the use of surveillance data and the application of analytical and machine learning methods for identifying flight trajectory anomalies in real-time and predicting the execution of a GA. Based on a human-in-the-loop simulation of air traffic operations at the Sao Paulo/Guarulhos International Airport, it is assessed how the presence of such an alert that
anticipates the occurrence of a GA affects the ATC performance. The results showed an increase in the perceived levels of situational awareness and safety as well as an increase in the efficiency of ATC decisions concerning the go-around, with an observed reduction of nearly
two minutes in the flight time from the start of the manoeuvre and the landing when the alert was active.

At the heart of airline flight safety management is a systematic approach to identifying hazards and controlling risk factors, which ICAO requires to collect, analyze all deviations in the activities of units, services and personnel airlines and use of its results to develop and implement management activities. That kind of the system enables the organization to predict and fix problems before they lead to an aviation accident. Thus, the organizational management structure should ensure high efficiency, reliability and completeness of the control over all components that ensure the process of the air transportation: the course of transportation, the clear operation of all units in the uninterrupted transport process and their correct matching. In modern conditions, this result is achieved based on a process approach, when the company’s activities are presented as a set of production processes (activities). For each of these areas, the airline has appropriate management systems that ...

Abnormal situations in flight arise when an aircraft in normal flight mode is exposed to one or more unfavourable factors. Therefore, such situations have a pronounced random nature. To assess the degree of danger of contingencies, it is convenient to use the Airworthiness Standards governing the list of situations and probability of their occurrence in flight. The degree of danger can be determined from the assumption that during the life of the aircraft each of the four contingencies will give the same level of risk. By combining all contingency situations with their normalized indicators and using this assumption, we can quantitatively determine their degree of danger (risk level) in the form of probabilistic indicators.

The Electromagnetic Force (EMF) is a fundamental physical force that acts between charged particles. While its effects are well understood in the context of electrical circuits and technological applications, research suggests that EMF could also play a crucial role in shaping our planet's climate and weather patterns. This review paper aims to provide a comprehensive overview of the current state of research on the impact of EMF on global wind patterns. We examine the Earth's electromagnetic field, its interactions with the solar wind, and the potential effects on atmospheric circulation patterns. Our analysis highlights the need for further research to understand the mechanisms by which EMF influences wind patterns fully and to predict the potential consequences for regional climate conditions, global weather patterns, and aviation and navigation.

This research applies the latest formal technique for human error prediction-Human Error Template (HET)-to evaluate standard operating procedures for performing a go-around in a large commercial transport aircraft. HET was originally developed in response to the requirement for formal methods to assess compliance with the new large civil aircraft human factors certification rule introduced to reduce the incidence of design-induced error on the flight deck (EASA Certification Specification 25.1302). A total of 67 Aircraft B pilots participated in this study including 25 captains and 42 first officers. This research finds that there are three types of errors with high likelihood committed by pilots during performing go-around, 'Fail to execute'; 'Task execution incomplete'; and 'Task executed too late'. Therefore, there is a raising need to investigate further impact to flight safety for such errors occurred. Many of the errors that were found were the types of errors that most pilots were aware of and have simply had to accept on the flight deck. It is hoped that human factors certification standards would help to ensure that many of these errors are not included on future aircraft.

Statistical comparison as a test of hypotheses about the coincidence of distribution parameters is considered. This allows defining whether the discrepancy in estimations of the distribution parameters of safety indicators is significant or can be justified by inessential changes in the conditions of the experiment-random drifts. Each adverse event is assigned a weight that reflects the probability that it can result in an adverse outcome in a particular flight. Risk (hazard) assessment is represented as a product of the mean value of weight n0 of adverse event Kn and frequency of occurrence Fn of events during the period of time analysed.

This article presents a model and an algorithm for identifying, collecting, processing, analyzing and using data on risks at an airline (deviations from the standards in the activities of various airline units and personnel) to minimize them and thereby to achieve an acceptable level of flight safety. A methodology is also presented for formulating the composition of flight safety indicators, based on an expert approach, for the units and personnel of the airline, making decisions in this field in various areas of its activities. The model is based on the quality and flight safety systems that form part of an integrated management system at one of Latvia’s airlines. The system makes it possible to analyze safety aspects on the basis of actual information drawn from various sources into the airline’s information base, where it is collected, classified, stored and analyzed.

At the heart of airline flight safety management is a systematic approach to identifying hazards and controlling risk factors, which ICAO requires to collect, analyze all deviations in the activities of units, services and personnel airlines and use of its results to develop and implement management activities. That kind of the system enables the organization to predict and fix problems before they lead to an aviation accident. Thus, the organizational management structure should ensure high efficiency, reliability and completeness of the control over all components that ensure the process of the air transportation: the course of transportation, the clear operation of all units in the uninterrupted transport process and their correct matching. In modern conditions, this result is achieved based on a process approach, when the company’s activities are presented as a set of production processes (activities). For each of these areas, the airline has appropriate management systems that ...

At the heart of airline flight safety management is a systematic approach to identifying hazards and controlling risk factors, which ICAO requires to collect, analyze all deviations in the activities of units, services and personnel airlines and use of its results to develop and implement management activities. That kind of the system enables the organization to predict and fix problems before they lead to an aviation accident. Thus, the organizational management structure should ensure high efficiency, reliability and completeness of the control over all components that ensure the process of the air transportation: the course of transportation, the clear operation of all units in the uninterrupted transport process and their correct matching. In modern conditions, this result is achieved based on a process approach, when the company's activities are presented as a set of production processes (activities). For each of these areas, the airline has appropriate management systems that are developed, certified, implemented and operated in accordance with international standards. As a result of the interaction of these processes, the goals of the aviation enterprise, which determine its competitiveness, are achieved.

Há anos, o helicóptero vem sendo procurado como uma alternativa para contornar a problemática do trânsito na cidade de São Paulo. Em toda a capital, existem hoje cerca de 420 aeronaves registradas, 310 helipontos e um grande heliporto em Guarulhos O aumento constante do número de aeronaves, fez com fosse criado, em 2004, o Serviço de Controle de Tráfego Aéreo para helicópteros, pelo SRPV-SP (Serviço Regional de Proteção ao Vôo de São Paulo), órgão ligado à aeronáutica. Por outro lado, ocorreu um grande crescimento do número de edifícios com helipontos, em especial, na região da rampa de aterrissagem de Congonhas, onde a concentração de empreendimentos imobiliários comerciais de alto padrão tem trazido um risco operacional cada vez maior. Com o intuito de minimizar o problema, o comando da aeronáutica delimitou uma área localizada na aproximação final da cabeceira 17, RWY 17, de Congonhas, que estabeleceu restrições para construção de helipontos novos na região. A área abrangida corresponde, mais especificamente, aos arredores das avenidas Faria Lima, Juscelino Kubitschek e Rua Funchal, com um inegável prejuízo construtivo e imobiliário. O objetivo deste trabalho é analisar as conseqüências desta diretriz, sobre o potencial construtivo de empreendimentos imobiliários aí localizados. Para a realização das análises serão efetuados estudos sobre as regulamentações vigentes dos processos de autorização de construção ou modificação de características físicas e/ou operacionais e de registro de aeródromo privado e as conseqüências que sofrem as áreas sujeitas às restrições previstas, no tocante ao potencial imobiliário. Pretende-se com este trabalho, contribuir ao conhecimento em real state para esta região, no que se refere às questões abordadas.

This chapter gives the internal and external factors affecting the mental and physical activities of aircrew personnel by examining a wide range of aspects, from aviation psychology to solar physics. The author mentions the cognitive effects, mental activities, nervous system, neurophysiology, and physical activities as internal factors while solar activity, geomagnetic storms, and meteorological effects as external factors. Firstly, the consequences of the design of an air traffic management system as system capacity and throughput, progress time and/or ongoing work, efficiency and cost-effectiveness, flexibility, and complexity to performance evaluation and optimization; secondly, the results of geomagnetic storms over 115 years of aircraft accidents for latitudes between ±10º ≤ φ ≤ ±90º in the northern and southern hemispheres of Earth, which is a very important space weather event and could be the main reason for most aircraft accidents are investigated on the mental and physical health conditions.

The modern environmental problems caused by the activity of aviation industry are figured out in the article. The tendency for transition to alternative jet fuels all over the world is described. Attention is paid to the policies of developed countries intended to the implementation of biofuels in aviation, and introduction of new standards for alternative jet fuels. Contemporary state of jet fuels production and use in Ukraine is discussed. Ukrainian experience in development of national policy for introduction of alternative jet fuels into civil aviation is described. The current problems and future benefits of jet biofuels implementation in Ukraine are emphasized.

Airport Husein Sastranegara Bandung is a plateau surrounded by mountains, with average height + 791m above sea level. The highest point in the northern region with a height of +1050 m above sea level and the lowest in the south with a height of +675 m asl. Thus, it should be noted the safety of flight operations due to aircraft movement with the limited air space. Evaluated of aircraft movement pattern on topography and operation flight area of Husein Sastranegara Airport. It also evaluates the capacity and weight of each aircraft in operation, against the available air space. This evaluation gives results that in the direction of lenghtwise runway; the safe area of Husein Sastranegara Airport flight operation on topography ensures the safety of flight operations. The optimum aircraft operation is at 877nm (1626.2km) mileage by consuming fuel of 10734 liters and payload of 15853kg. Boeing 737-800 aircraft operating in Husein Sastranegara Airport Bandung can extend the distance to 52nm.

The purpose of this communication is to contribute to the development of a new trajectory management capability for an engine-out transportation aircraft. Engine-out is a dramatic situation for flight safety and this study focuses on the design of a management system for emergency trajectories at this special situation. First the gliding characteristics and flying qualities of a transport aircraft with total engine failure are analyzed while gliding range estimation is considered. Then a new representation of the flight dynamics of an engine-out aircraft is proposed where the space variable is chosen as independent parameter instead of the time variable. This allows to propose a new formulation of the corresponding trajectory optimization problem and to develop a reverse dynamic programming solution technique. Simulation results are displayed and new development perspectives are discussed.

The National Aeronautics and Space Administration (NASA) has developed technologies to reduce aviation weather-related accidents. New technologies are presented for data-link and display of weather information to aircraft in flight, for detection of turbulence ahead of aircraft in flight, and for automated insitu reporting of atmospheric conditions from aircraft.

The National Aeronautics and Space Administration (NASA) has developed technologies to reduce aviation weather-related accidents. New technologies are presented for data-link and display of weather information to aircraft in flight, for detection of turbulence ahead of aircraft in flight, and for automated insitu reporting of atmospheric conditions from aircraft.

An important thing to know about the FAA is that it’s not a staid federal agency stuck in routine. The FAA is evolving along with technological advances. This is made clear with its overseeing of mushrooming commercial space operations as well as its concern over safety for the environment. Learn more in Overview of FAA General Operations (FAA Part 91) by Tonex.

This paper presents a novel onboard system called In-Flight Awareness Augmentation System (IFA 2 S) to improve flight safety. IFA 2 S is designed to semi-automatically (with human supervision) avoid hazards and accidents due to either internal or external causal factors. The requirements were defined in an innovative way using Systems-Theoretic Process Analysis (STPA) method and applied next to model the system. IFA 2 S increases aircraft awareness regarding both itself and its environment and, at the same time, recognizes platform and operational constraints to act in accordance to predefined decision algorithms. Results are presented through simulations and flight tests using state machines designed to allow the adoption of appropriate actions for the identified hazards. The different decision algorithms are evaluated over as many as possible hazard situations by simulations conducted with software Labview and XPlane flight simulator. Flight tests are performed in a small fixed wing aircraft and make use of a limited version IFA 2 S, partially attending identified requirements. Results support the conclusion that IFA 2 S is capable of improving flight safety.

Aviation safety is the ultimate goal of aviation in both civil and military in several accident reports and data from the aviation safety directorate of the Indonesian Army Aviation Center (Puspenerbad) human factors rank first cause of accidents as much as 74%. The purpose of this study is to determine the magnitude of the influence Flight Experience and Flight Proficiency against pilots decision making which has implications for aviation safety. The method in this study used quantitative descriptive analysis, with 99 respondents. Data collection is carried out by distributing questionnaires Google Forms and analyzed with the app SmartPLS 4.0. The conclusions obtained in this study put Flight Experience and Flight Proficiency does not affect flight safety if not mediated by the pilot decision making and flight safety is affected by pilots decision making.

The cabin pressure control system continuously monitors the ground and flight modes of the airplane (climb, cruise, or descent) as well as holding patterns at various altitudes. It uses this information to allow air to escape continuously from the airplane by further opening or closing the outflow valve. Thus, the cabin internal pressure is controlled by modulating the exhaust airflow through the escape valve (outflow valve). As the airplane changes altitude, the outflow valve repositions itself to allow more or less air to escape. While the external ambient pressure is equivalent to the altitude of 36,000 ft, the cabin pressure is maintained at approximately 8,000 ft due to the physiological human requirements (mainly the respiratory needs). This leads a high differential pressure between the cabin and the external environment implying in more intense structural efforts to the fuselage. The outflow valve is constantly being positioned to maintain cabin pressure as close to sea level as practical, without exceeding a predetermined cabin-to-outside pressure differential. In this context, this work focuses on the determination of the outflow valve opening area of the aircraft cabin pressurization system for ground and flight schedules, considering: (i) the inflow supplied by the airconditioning packs; (ii) cabin leakages and (iii) the pressure change rate. The cabin leakage is modelled using the orifice compressible flow theory and the inflow rate is constant (determined by the cabin ventilation requirements). Results are obtained using a typical aircraft flight mission (schedule).

The first PBN approach procedures in Slovakia became operationally effective at Bratislava and Košice airports as of 5 February 2015. The article presents the results of EGNOS Safety-of-Life Service preliminary examination in eastern Slovakia, just before official introduction of these procedures. The practical examination includes static test and test flight made with Cessna plane taking off at the airport in Bidovce — LZBD (just 16 km from international airport in Košice) and passing a route along eastern border of Slovakia. In this region the performance of EGNOS could be unsatisfactory due to lack of RIMS stations to the east from there. The experiment was performed on October 13, 2014 in cooperation of the Air Force Academy in Deblin, the Department of Aviation of Technical University in Košice and University of Warmia and Mazury in Olsztyn.

Özet: 21. yüzyılda artan küresel rekabet ve yeni liberalizmin egemenliği, sosyal ve ekonomik hakları sorgulatmaktadır. Küreselleşme ve postfordist üretim ilişkileri, kaynakların paylaşımında ve hakların kullanımında cinsiyetçi uygulamaları pekiştirmekte, emeğin görünürlüğünü azaltarak, sendikaları güçsüzleştirmekte ve kadınların sendikal kazanımlarında gerilemelere yol açmaktadır. Sendikalarda kadınların katılımını ve yönetsel temsilini daha da sınırlandırmaktadır. Memur sendikalarında, eğitim düzeyleri, liyakat, deneyim ve başarı düzeylerinin yüksekliğine karşın kadınlar, cinsiyetlerinden dolayı ilerleyememekte, aşılamaz cam tavanlarla karşılaşmaya devam etmektedirler. Bu çalışmada ilk olarak, kadınların insan ve kadın hakkı olarak çalışma ve örgütlenme hakları tarihsel süreçte ele alınmaktadır. Daha sonra, sendikalara kadın katılımı, işçi sendikalarında kadınların konumu, eril sendikalardan karma sendikacılığa geçişte engeller ve kazanımlar tartışılmaktadır.

Selection process of the propeller for short takeoff and landing (STOL) category aircraft is described. The aim is to achieve the highest possible performance with fixed propeller. The requirements are following: high maximal horizontal and cruise speeds, short takeoff , high rate of climb and fixed propeller. These requirements are contradictory and so Pareto sets were used in order to find the optimal propeller. The method is applied for a family of geometrically similar propellers that are suitable for 73.5 kW (100 hp) piston engine designed for ultralight category aircraft with maximal takeoff weight 472.5 kg. The propellers have from two to eight blades, blade angle settings from 15° to 40° and diameter from 1.1m to 2.65m. Pareto frontier is designed for each couple of parameters and the optimal propeller is selected according to these results. For comparison, the optimal propeller selection from the propeller family by means of a standard single-optimal process based on the speed power coefficient cs is also used. Using of Pareto sets leads to considerable performance increase for the set of contradictory requirements. So, high performance power system with low price (fixed pitch propeller) for STOL category aircraft can be designed. The described method can be used for the propeller optimization in similar cases.

The Flight Operations Risk Assessment System (FORAS) is a risk modeling methodology which represents risk factors and their interrelationships as a fuzzy expert system. A FORAS risk model provides a quantitative relative risk index representing an estimate of the cumulative effects of potential hazards on a single flight operation. FORAS systematizes the process of eliciting human expertise, provides for a natural representation of the knowledge in an expert system, and automates the process of risk assessment. The FORAS tool is valuable to airline safety departments for examining risk trends, to pilots and dispatchers for assessing risks associated with each flight, and to airline management for quantifying the effects of making safety-related changes. The quantitative relative risk index generated by FORAS allows comparisons between flights, and facilitates the communication of safety issues throughout the organization.

Flight safety, according to the generally prevailing opinion, is the most important element of the current air transport system, which year by year, despite the global crisis, serves nearly three billion passengers. This is due to the a complex system, which has been developed and perfected for over 100 year’s time. The flight safety is based on not only the activities of aircraft manufacturers, pilots, flight crew and ground handling, but also on the activities of international organizations and associations of air carriers as well as national governments establishing more and more unified safety flights legislation frameworks on the global scale. The concern about increasing flight safety has evolved with the time beginning with the technical era, followed by the human factor era, ending with the organizational era. Today it is the condition in which the risk of injury to people or damage to property is equal to or less than the predetermined, acceptable level. It is possible due ...

This report presents the project developed for the Dissertation module of the Master Degree in Electrical and Computers Engineering, specialization in Automation and Systems areas. The produced work consists in the development of a Pilot Controlled Lighting System (SCRLA-Sistema de Controlo Remoto de Luzes de Aeródromo) that can be applied in parallel to any approach, runway or taxiway lighting control system, at some airfield. The main objective of this system is to allow an aircraft's pilot to control the airfield's lighting from its own aircraft, by using the onboard VHF radio equipment that is normally used for communication with air traffic control services. This system, in airfields that may operate during night (e.g., hospital heliport), can reduce the expense or workload related to specialized personnel, and electricity consumption, since the lights will only be turned ON when necessary. This system also reduces the lighting pollution in the neighbourhood and increases the light bulbs life's expectancy. During the development of this system, knowledges about the following areas have been acquired and/or applied: air navigation, airfield infrastructures, telecommunications, technical specifications and standards, analog and digital electronics, microcontroller low-level programming, printed circuit board design and manufacture, mechanical design and manufacture.

The purpose of this communication is to contribute to the development of a new trajectory management capability for an engine-out transportation aircraft. Engine-out is a dramatic situation for flight safety and this study focuses on the design of a management system for emergency trajectories at this special situation. First the gliding characteristics and flying qualities of a transport aircraft with total engine failure are analyzed while gliding range estimation is considered. Then a new representation of the flight dynamics of an engine-out aircraft is proposed where the space variable is chosen as independent parameter instead of the time variable. This allows to propose a new formulation of the corresponding trajectory optimization problem and to develop a reverse dynamic programming solution technique. Simulation results are displayed and new development perspectives are discussed.