Guide La sovrana lettrice (Opere di Alan Bennett) (Italian Edition)

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The accident severity is thus expressed in units of surface and it is related to aircraft weight and wingspan. The accident rate, the maximum takeoff weight, and the destroyed area are associate to each aircraft.

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The destroyed area is calculated for each aircraft as a function of MTWA Maximum Takeoff weight Authorized and it is weighted according to the number of movements and the crash rate for each aircraft type, with Eq. The distribution of accidents, on the base of data from cited international data-bases, is shown in Table 2.

Table 1. Distribution of accidents adopted in the model.

For the first point, two reference systems are set: they have the axes in the same directions but the origins are different depending on the aircraft operation. The point on the centerline at the runway end is the origin for takeoff and the runway threshold is that one for landing. After localizing accidents in these reference systems, the Probability Density Function PDF that best fit the accident distribution has found. This analysis produces two distributions: the first has the ordinate y as independent variable, which coincides with the trajectory of the aircraft, the second has the abscissa x as independent variable defined on an orthogonal axis to the trajectory.

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The integral is calculated numerically in the points of a mesh, generally with not constant step, to clustering these points in areas closer to the runway. The individual risk at each point is the sum of the values obtained for each route of each airplane. The runways are identified by the threshold coordinates, under which a mesh is created to calculate the Individual Risk.

The first outputs are: destroyed area, accident rate for overrun and not overrun landing and take-off. The software calculates the IR at all points of the mesh related to all aircrafts along all routes "r" adding contributions, from overruns and overruns both take-offs and landing. The IR values and the coordinates of the corresponding point are written to an Excel spreadsheet and highlighted with different colors so an immediate graphical display of PSZ is available even on the Excel sheet Fig. This operation allows to join the iso-risk curves with the map and territorial master plan of the area close to the airport.

The result can also be displayed, modified and plotted in Autocad using an adequate cartographic base of area around the airport. They are both m long and 60 m wide, with strips of x m. The runways are equipped with I. The future development of Milan Malpensa airport includes a third runway parallel to those existing at about m west of runway 17RL, m long and 60 m wide. In this study, it has been conventionally called 17NN.

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In , Milan Malpensa Airport recorded , movements landings and takeoffs for commercial air traffic, while in future status , are expected, distributed on the routes shown in Fig. The types of aircraft for every route, their weight and their accident rates are also defined. Table 3: Future development of Milan Malpensa Airport: number of movements on different routes. The three iso-risk curves , and shown in Fig. In addition, in Fig. Instead, two rather limited surfaces are defined at Threshold one affects the Thresholds 17R and 17L globally and the other grows only on the Threshold 17N. Conclusions The risk of accident in takeoff and landing operations involve, as well as passengers and crew of the flight, a vast territory near the airport and a great number of people living there.

Following a series of accidents around the world, the need to develop legislation to protect people living in neighbouring areas to airports has born in many countries. In Italy, the recent Legislative Decree n. The purpose of risk assessment in areas near airports must be sought in several aspects: x its implementation in the plans of the municipalities in the territory near the airport in terms of intended use of land; x the development planning of an airport in the medium-long term, taking into account the risk assessment into development choices; x the operational level, for mitigation of social risks, trying to optimize the use of runway directions for approach and takeoff operations.

This model has been applied to different configurations and Italian airports and the study carried out at the Italian airport of Milan Malpensa has been presented in this article. Acknowledgements The authors would like to express their sincere appreciations to Fabio Grande that started to study this topic in his thesis for degree and Federica Panunzi, Francesco Masucci, Fabio Candido Poleggi for their complementary study to implement the software.

References [1] Boeing Commercial Airplanes.