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The document summarizes a new book about airplane crashes written by Professor George Bibel. The book uses real stories of crashes to teach physics concepts and the crash investigation process. It explains that crashes are often survivable when passengers follow crew instructions, and describes several crash case studies where the vast majority of passengers survived, such as United Airlines Flight 232 and Aloha Airlines Flight 243, despite the planes being destroyed.

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New Book Coming Oct 27, 2007 Professor George Bibel

"A good book that explains how and why airplanes can crash … followed by explanations of the science that governed those incidents. The stories read a bit like mysteries… I found myself reading faster, so that I could find out why things happened the way they did. Bibel clearly has a love for all things aeronautical and that shines through on every page.“ — John M. Henshaw, author of Does Measurement Measure Up?

George Bibel, Ph. D., P. E. ,[object Object],[object Object],[object Object],[object Object]

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Computer simulation is used to make planes more crashworthy … and explains the science of safety

… Airplane Crashes are in fact highly survivable!! ,[object Object],[object Object],[object Object],[object Object]

In the remaining 23 DC-10’s destroyed in crashes… ,[object Object],[object Object],[object Object],[object Object],[object Object]

DC-10 has 3 engines Tail engine bursts… All hydraulics are lost (flaps, rudder, ailerons, etc.). Pilots steer by altering engine thrust. United Airlines Flight 232 7-19-89

Reconstructed compressor fan rotor disk Plane breaks into 3 parts, lands upside down. 74% of 296 survive impact, fire kills additional 12% (111 total fatalities)

Explosive decompression … One flight attendant lost, all passengers have seatbelts on and survive with injuries. (Popped ear drums, concussion, broken arm, etc.) Aloha Airlines Flight 243 4-28-88

Pilot partially sucked out of left windscreen Passenger sucked out of this window British Airways Flight 5390 6-10-90 National Airlines Flight 27 11-3-73

Everyone safely evacuates in under 2 minutes despite half the exits blocked by fire Air France Flight 358 8-2-05

The most studied, instrumented, and photographed crash in history FAA/NASA Test Crash 12-1-84

United Airlines Flight 232 Videos ,[object Object],Aloha Airlines Flight 243 Videos http://www.youtube.com/watch?v=bCuAS5C4q-c http:// video.google.com/videoplay?docid =-3033260135965188182&q=%22aloha+Flight+243%22+decompression&total=3&start=0&num=10&so=0&type= search&plindex =0 http://video.google.com/videoplay?docid=6976968234725890098&q=aloha+%22flight+243%22&total=13&start=0&num=10&so=0&type=search&plindex=2 FAA/NASA/ Test Crash Videos http:// www.youtube.com/watch?v =-TrOA9WiUWs http:// www.youtube.com/watch?v =RQaY49cvHYI http:// video.google.com/videoplay?docid =8019880304111953321&q= CID+nasa

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Human Adaptation and the Ingenuity Gap1 Thomas Homer-Dixon University of Toronto I have been working for many years on the problem of adaptation: how societies or organisms, species, or systems of various kinds adapt to complex and rapid change. In this paper, I will outline my theories and my thinking about adaptation as summarized in the book, The Ingenuity Gap. I will also highlight five aspects of education for the future: education for complexity and what that means; education for reconnection to the micro and macro scales around us; education that increases our respect for experiential knowledge; education that will encourage a recognition of our connectivity through time, from the present into the future; and finally, education to broaden our conception of values. I’ll touch on each one of these points in my presentation today. Let’s start by going over the basic argument that I’ve been developing in books such as The Ingenuity Gap. I start by asking a number of core questions: • Are we creating a world that’s too complex to manage? • Do the “experts” really know what’s going on? • Are we really as smart as we think we are? • Then finally, the most important question, can we solve the problems of the future? I’m interested in developing ideas and taking them to the general public, explaining or extracting some of the ideas and knowledge from isolated worlds of academe and then providing them for a general audience. One way I do that is to tell a lot of stories. So I will start my response to these four questions this evening by telling a story that comes at the beginning of the book. Now one of the mildly amusing things about this book is that when it first came out it was selling very well in airports across the country. I don’t think people Brock Education Vol. 12, No. 2, 2003 1 1. This is the transcribed, edited text of a lecture delivered by Dr. Homer-Dixon at Brock University on November 12, 2002 Professor Homer-Dixon is Director of the Centre for the Study of Peace and Conflict at the University of Toronto, and the author of numerous books on the human and physical environment. T. Homer-Dixon 2 realized when they bought the book and then settled into their comfortable seats on the airplane that the first thing they were going to read about was a horrific airplane crash. But I’m going to describe that incident today because it will motivate my subsequent comments in this presentation. The incident occurred on July 19, 1989, during United Airlines Flight 232 between Denver and Chicago. About half-way through the flight, the rear tail engine on the DC-10 blew up. Now, there are three engines on the DC-10: a large one in the tail and one over each wing. When the rear tail engine blew up, the shrapnel from the explosion destroyed all three hydraulic systems in the plane. Those hydraulic systems were necessary for controlling the flight surfaces – the ailerons, ...

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Mahmoud Alhujayri Professor Wesemann AV 4720 03/17/2017 Article Analysis 3 The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined. The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...

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Almost since the first days of flight, man has been concerned with the safe escape from an aircraft, which was no longer flyable. Early escape equipment consisted of a recovery parachute only. As aircraft performance rapidly increased during World War II, it became necessary to assist the crew members in gaining clear safe separation from the aircraft. This was accomplished with an ejector seat, which was powered by a propellant driven catapult - the first use of a propulsive element in aircrew escape Since then, this collection of componentry has evolved through several generations into today's relatively complex systems, which are highly dependent upon propulsive elements. Ejection seats are one of the most complex pieces of equipment on any aircraft, and some consist of thousands of parts. The purpose of the ejection seat is simple: To lift the pilot straight out of the aircraft to a safe distance, then deploy a parachute to allow the pilot to land safely on the ground

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Nihon University challenged world record of the human-powered aircraft flight based on the regulation of Fédération Aérionautique Internationale in Kasumigaura Lake, Japan, 2014. The wing fell off in midair immediately after take-off, the pilot landed to the lake for safety. So, the challenge failed. It guessed the operational errors were correlated with the wing falling in midair, which had not happened in our experience. The flight recording camera and the salvaged airplane were investigated. The fault tree analysis was conducted for cause investigation. The wing falling was the result as the chain destruction starting from the coupling parts being damaged in take-off. The defective take-off was caused by composite factors on only operational errors. The risk that the ultralight airplane might disintegrate in midair by only operational error became apparent.

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This plan is the body of the passenger cabin and cargo aircraft which can separate of the specific locations. And all sectors (small cabins) in addition communicating with each other have the ability to take in an emergency or accident separated from each other each section independently as a small passenger cabin can safely reach the ground. An integrated main cabin aircraft in specific areas classified somehow docks each of these areas after assembly and connector shell of the aircraft, and integrated to form the overall body of aircraft. And in place of between independent frames, mechanical connections placed the separate chassis connected to each other with these. So that in time of need by electro-mechanical or pneumatic system to quickly frames and the small cabins can be separated, Also nearby cabin doors between the corridors are automatically closed when separated, The doors are insulated with crust and during the free fall cabin air is not drawn by low air pressure of outside and when it have a landing on the surface of the sea water does not penetrate Inside. To connect communication and control cables and hydraulic pipes which be pulled across the aircraft fuselage in the adjoining all the connections between the two frames are used by certain mechanical and electrical connectors. That during separation cabins all wires and pipes can separate quickly and easily and cabs independently of each other and diverge experience free fall. An integrated cabin and be sectioned cockpit of the airliner's passenger aircraft are showing, This cabin can include several rows of seats on the plane or in that part of the cockpit and flight engineers be a one of the early separation cabins. and the back of the cockpit is generally part of A class be another divisible rooms and the back row of seats which are economy and Include of many seats become to one or more other separate rooms according to need and depending on the type of aircraft and the number of seats.

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1. New Book Coming Oct 27, 2007 Professor George Bibel

2. "A good book that explains how and why airplanes can crash … followed by explanations of the science that governed those incidents. The stories read a bit like mysteries… I found myself reading faster, so that I could find out why things happened the way they did. Bibel clearly has a love for all things aeronautical and that shines through on every page.“ — John M. Henshaw, author of Does Measurement Measure Up?

8. Computer simulation is used to make planes more crashworthy … and explains the science of safety

10.

11.

12.

13. DC-10 has 3 engines Tail engine bursts… All hydraulics are lost (flaps, rudder, ailerons, etc.). Pilots steer by altering engine thrust. United Airlines Flight 232 7-19-89

14. Reconstructed compressor fan rotor disk Plane breaks into 3 parts, lands upside down. 74% of 296 survive impact, fire kills additional 12% (111 total fatalities)

15. Explosive decompression … One flight attendant lost, all passengers have seatbelts on and survive with injuries. (Popped ear drums, concussion, broken arm, etc.) Aloha Airlines Flight 243 4-28-88

16.

17. Pilot partially sucked out of left windscreen Passenger sucked out of this window British Airways Flight 5390 6-10-90 National Airlines Flight 27 11-3-73

18. Everyone safely evacuates in under 2 minutes despite half the exits blocked by fire Air France Flight 358 8-2-05

19. The most studied, instrumented, and photographed crash in history FAA/NASA Test Crash 12-1-84

20.

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