Comprehensive analysis of two downburst-related aircraft accidents
Comprehensive analysis of two downburst-related aircraft accidents
复制标题
两起下爆流飞机事故综合分析
DOI：
10.2514/3.47037
复制
发表时间：
1996
影响因子：
2.2
通讯作者：
R. Bach
中科院分区：
文献类型：
--
作者：
J. Shen;E. Parks;R. Bach
尽管下击暴流已被确定为许多飞机起飞和着陆事故的主要原因，但只有 1985 年达拉斯/沃斯堡 (DFW) 和最近（1994 年 7 月）北卡罗来纳州夏洛特的着陆事故提供了足够的机载记录数据来对下击暴流现象进行全面分析。本分析的第一步是确定下击暴流风分量。一旦确定了风的分量及其梯度，就可以计算风环境对飞机性能的影响。这种风切变引起的飞机性能下降，有时称为 F 因子，被分解为两个分量 F(sub 1) 和 F(sub 2)，分别代表水平风梯度和垂直风速的影响。在 DFW 和夏洛特的案例中，F(sub 1) 被认为是事故的主要因素。接下来，使用纵向运动方程和适当的空气动力学参数对这两种情况下的飞机进行数学建模。根据飞机模型和确定的风，飞机对记录的飞行员输入的响应与机载记录非常吻合。最后，研究了各种着陆中止策略。结论是，从分析和飞行员的角度来看，最可接受的着陆中止策略是在以最大发动机推力运行时保持恒定的机头向上俯仰姿态。
Although downbursts have been identified as the major cause of a number of aircraft takeoff and landing accidents, only the 1985 Dallas/Fort Worth (DFW) and the more recent (July 1994) Charlotte, North Carolina, landing accidents provided sufficient onboard recorded data to perform a comprehensive analysis of the downburst phenomenon. The first step in the present analysis was the determination of the downburst wind components. Once the wind components and their gradients were determined, the degrading effect of the wind environment on the airplane's performance was calculated. This wind-shear-induced aircraft performance degradation, sometimes called the F-factor, was broken down into two components F(sub 1) and F(sub 2), representing the effect of the horizontal wind gradient and the vertical wind velocity, respectively. In both the DFW and Charlotte cases, F(sub 1) was found to be the dominant causal factor of the accident. Next, the aircraft in the two cases were mathematically modeled using the longitudinal equations of motion and the appropriate aerodynamic parameters. Based on the aircraft model and the determined winds, the aircraft response to the recorded pilot inputs showed good agreement with the onboard recordings. Finally, various landing abort strategies were studied. It was concluded that the most acceptable landing abort strategy from both an analytical and pilot's standpoint was to hold constant nose-up pitch attitude while operating at maximum engine thrust.