Unstable approaches are one of the main safety concerns that contribute to approach and landing accidents. The International Air Transport Association reports that, between 2012 and 2016, 61% of accidents occurred during the approach and landing phase, of which 16% involved unstable approaches. This study addresses this issue by applying the Functional Resonance Analysis Method to examine the dynamics of stable approaches. A total of 195 aviation safety reports, which referred to near-miss data from a single airline, were used in the analysis to identify both actual and aggregated variability. The findings revealed that variability mainly occurred in the following functions: control speed, configure aircraft for landing, communicate with air traffic control and manage flight paths. Effective communication, coordination and collaboration, as well as monitoring, briefings and checklists, were key factors in managing the variability of a stable approach. The study reveals how adopting a perspective of ‘how things go right’ provides insightful findings regarding approach stability, complementing traditional approaches focused on ‘what went wrong’. This study also highlights the value of utilising the Functional Resonance Analysis Method to analyse near-miss data and uncover systemic patterns in everyday flight operations.

Marine accident analysis is important for ships passing through narrow, shallow and busy waterways. This study analyses the accidents which have occurred in the Istanbul Strait and proposes both quantitative and qualitative assessments of marine accidents. Marine accidents occurring in the Istanbul Strait are analysed by using a method based on neuro-fuzzy and genetically optimised fuzzy classifiers. It can be concluded that accident severity increases when poor weather conditions prevail in the Strait regardless of ship size. Therefore, solutions to reduce unwanted events should be prioritised by accounting for weather conditions and the capacity of the vessels. This analysis indicates that the safety level would be significantly improved if all the vessels follow the passage guidelines.

Analysis of helicopter accidents is fundamental to the development of effective mitigation measures. However, there are significant weaknesses in the current methods. This paper proposes a new structured framework for the analysis of accidents in helicopter operations, which includes the determination of the appropriate timeframe for analysis, establishment of terminological definitions, identification of the relevant accident variables and data sources, and the execution of a three-fold statistical analysis strategy. It is implemented in the context of worldwide offshore helicopter operations, enabling the identification of a number of areas for priority intervention including the need for a global harmonisation of accident data capture and dissemination, causal factor-based metrics for the calculation of accident rates, better pilot support for night-time and arrival operations, and a new safety paradigm to mitigate rare accidents. The framework is recommended for the analysis of helicopter accidents and incidents to support safety improvement.

The accident at the Fukushima Dai-ichi Nuclear Power Plant (FDNPP) in March 2011 led toan unprecedented direct input of artificial radioactivity into the marine environment. TheInstitute for Radioprotection and Nuclear Safety was requested by the French authoritiesto investigate the radioecological impact of this input, in particular the potentialcontamination of products of marine origin used for human consumption. This articledescribes the close link between the responses provided and the availability of the data,as well as their nature and ability to meet the requirements of expert investigation.These responses were needed: (i) to evaluate the inputs of radionuclides into the marineenvironment, (ii) to understand their dispersion in seawater, and (iii) to estimate theirtransfer to the biota and sediments. Three phases can be distinguished which characterisethese processes during the accident and post-accident periods. The first phase correspondsto an emergency phase during which no measurements were available on samples from themarine environment. It involved the formulation of hypotheses based solely on theexpertise of the Institute for Radioprotection and Nuclear Safety. The second phasestarted when the Japanese authorities provided measurements of the concentrations ofradionuclides in seawater. Although these data were not yet adapted to addressing theproblems of radioecology, the scenarios could then be refined and the estimates developedin more detail. During the third phase, the accumulation of data over the course of timemade it possible to study the phenomena in an appropriate way. The chronology of theevents shows that it is essential to have (i) significant measurements of concentrationfrom samples collected in the various matrices of the marine environment, regularlyupdated and sufficiently well-documented, (ii) samples of seawater collected at theearliest opportunity as close as possible to the damaged site to characterise the sourceterm, and (iii) a numerical tool allowing rapid modelling of the dispersion ofradionuclides in seawater, as well as their transfer to sediments and the biota,ultimately for the purpose of estimating the dose to humans.

This study examines the relationship between age and the injury outcomes for belted drivers in road vehicle crashes in the United Kingdom. The sample of 1,541 drivers was divided into three age groups: 889 drivers were aged 17–39 years (young drivers); 515 were 40–64 years (middle-aged), and 137 aged 65–84 years (older drivers). Both frontal and side impact crashes in which the vehicles sustained sufficient damage to be towed away from the scene are considered. In-depth information obtained from examinations of the crashed vehicles was combined with clinical data obtained from hospitals to throw light on the mechanisms that led to the injuries. Results show that in crashes of approximately equal severity, older drivers were significantly more likely than middle-aged and young drivers to be fatally injured in both frontal (p<0.001) and side (p<0.05) impact crashes. The results also show that older drivers sustained more injuries to the chest (p<0.0001) and that this body region is particularly problematic. The main sources of the chest injuries were found to be the seat belt in frontal crashes and the door in side impact crashes. As the number of older car users will increase rapidly in most OECD countries in the coming decades, the results suggest that vehicle re-designs are required, including in-vehicle crashworthiness systems, to take into account older people's relatively low tolerance of crash impacts.