By Peter W Merlin; Gregg A Bendrick; Dwight A Holland; United States. National Aeronautics and Space Administration
This quantity features a number of case experiences of mishaps related to experimental airplane, aerospace automobiles, and spacecraft within which human elements performed an important function. In all instances the engineers concerned, the leaders and executives, and the operators (i.e., pilots and astronauts) have been supremely certified and via all money owed improved performers. Such injuries and incidents not often resulted from a unmarried reason yet have been the result of a sequence of occasions during which changing at the least one point may need avoided catastrophe. As such, this paintings is most likely no longer an anthology of blame. it really is provided as a studying instrument in order that destiny firms, courses, and tasks is probably not destined to copy the blunders of the prior. those classes have been realized at excessive fabric and private bills and shouldn't be misplaced to the pages of history.
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Additional info for Breaking the mishap chain : human factors lessons learned from aerospace accidents and incidents in research, flight test, and development
As on the previous flight, the crew The Space Shuttle orbiter Enterprise on a steep approach toward the runway at Edwards Air Force Base during the first tail cone–off flight of the Approach and Landing Test Program. (NASA) 23. Ibid. 40 Pilot-Induced Oscillation During Space Shuttle Approach and Landing Tests accomplished windup turns and performed test inputs and aerodynamic stick inputs. Closed-loop automatic guidance was employed after the final turn before landing. During the first tail cone–off flight, the orbiter crew performed an angleof-attack sweep and aerodynamic stick inputs to collect data on performance, stability and control, and flight handling qualities.
Upon finally being informed that his attempts to address the icing problem had been in vain, Lang responded with obvious frustration. Moments later, the airplane departed controlled flight and the final opportunity to avert disaster had been lost. At any time prior to loss of control, he could have activated mode R3. 29 Basically, the shortcomings of configuration control processes led to a situation in which the pilot logically but erroneously thought he had functional 16 “It May Not Be Hooked Up” Flight control system gains were scheduled according to Mach number, pressure altitude, and angle of attack.
The conclusions of that discussion, however, were not documented. , “pitot heat inoperative”) was never installed in the aircraft. Project personnel missed several opportunities in the work-order process to address this need. The first was in the Configuration Change Request for the new Kiel probe, which made no mention of pitot heating. The author of a subsequent engineering change order simply assumed the probe was heated. The final work order, issued for the installation of the Kiel probe, correctly specified the circuit breaker for the pitot heat to be “collared off” to prevent it from being pushed.
Breaking the mishap chain : human factors lessons learned from aerospace accidents and incidents in research, flight test, and development by Peter W Merlin; Gregg A Bendrick; Dwight A Holland; United States. National Aeronautics and Space Administration