DOCSLIB.ORG

Living at the Margins of the State: Ecuadorian Irregular Migrants in Amsterdam and Madrid

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Living at the Margins of the State: Ecuadorian Irregular Migrants in Amsterdam and Madrid UNIVERSIDAD COMPLUTENSE DE MADRID FACULTAD DE POLÍTICAS Y SOCIOLOGÍA TESIS DOCTORAL Living at the margins of the State: Ecuadorian irregular migrants in Amsterdam and Madrid Viviendo al margen del Estado : migrantes irregulares ecuatorianos en Amsterdam y Madrid MEMORIA PARA OPTAR AL GRADO DE DOCTOR PRESENTADA POR Gabriel Echeverría Directores Joaquín Arango Vila-Delda Giuseppe Sciortino Madrid, 2016 © Gabriel Esteban Echeverría Cubello, 2016 UNIVERSIDAD COMPLUTENSE DE MADRID INSTITUTO UNIVERSITARIO DE INVESTIGACIÓN ORTEGA Y GASSET Programa de Doctorado MIGRACIONES INTERNACIONALES E INTREGRACIÓN SOCIAL Título de la Tesis Doctoral LIVING AT THE MARGINS OF THE STATE ECUADORIAN IRREGULAR MIGRANTS IN AMSTERDAM AND MADRID VIVIENDO AL MARGEN DEL ESTADO MIGRANTES IRREGULARES ECUATORIANOS EN AMSTERDAM Y MADRID Doctorando GABRIEL ESTEBAN ECHEVERRÍA CUBELLO Directores de la Tesis PROF. JOAQUÍN ARANGO VILA-BELDA UNIVERSIDAD COMPLUTENSE DE MADRID y PROF. GIUSEPPE SCIORTINO UNIVERSITÁ DEGLI STUDI DI TRENTO Madrid, 2015 AGRADECIMIENTOS 9 SUMMARY 11 RESUMEN 17 INTRODUCTION 23 RESEARCH QUESTIONS AND DESIGN 25 STRUCTURE OF THE STUDY 29 PART I - THEORETICAL STUDY. TOWARDS A SYSTEMIC THEORY OF IRREGULAR MIGRATION 1. THE STUDY OF IRREGULAR MIGRATION 33 1.1. DEFINITIONS AND TAXONOMIES 34 1.2. IRREGULAR MIGRATION FROM AN HISTORICAL PERSPECTIVE 38 1.3. NUMBERS 43 1.4. STATE POLICIES AND IRREGULAR MIGRATION 45 1.5. IRREGULAR MIGRANTS LIVED EXPERIENCE 53 1.6. THE CONSEQUENCES OF IRREGULAR MIGRATION 59 1.7. CONCLUSION 62 2. THEORIZING IRREGULAR MIGRATION 63 2.1. THE GAP HYPOTHESIS DEBATE 66 2.2. IRREGULAR MIGRATION AS STATES’ FAILURE 72 2.3. IRREGULAR MIGRATION AS CHOICE OF STATES 92 2.4. CRITICAL DISCUSSION OF THE MAIN THEORETICAL EXPLANATIONS OF IRREGULAR MIGRATION 109 3. TOWARDS A SYSTEMIC THEORY OF IRREGULAR MIGRATION 125 3.1. THE SEMANTICS OF THE MODERN STATE AND SOCIETY 126 3.2. ELEMENTS OF NIKLAS LUHMANN’S SOCIAL SYSTEMS THEORY 130 3.3. IRREGULAR MIGRATION AS A STRUCTURAL PHENOMENON OF WORLD SOCIETY 144 3.4. CONCLUSION. A SYSTEMIC ANALYTICAL FRAMEWORK FOR IRREGULAR MIGRATION 155 PART II - EMPIRICAL STUDY. ECUADORIAN IRREGULAR MIGRANTS IN AMSTERDAM AND MADRID 4. METHODOLOGICAL NOTE 163 4.1. RESEARCH DESIGN AND RESEARCH QUESTIONS 163 4.2. SELECTION OF THE CASES 167 4.3. FIELDWORK METHODOLOGY, STRATEGIES AND LIMITATIONS 170 5. ECUADORIAN IRREGULAR MIGRATION TO AMSTERDAM AND MADRID: THE STRUCTURAL CONTEXTS 175 5.1. ECUADORIAN EMIGRATION 177 5.2. THE NETHERLANDS AS IRREGULAR MIGRATION CONTEXT 179 5.3. SPAIN AS AN IRREGULAR MIGRATION CONTEXT 192 5.4. CONCLUSION: ASSESSING CONTEXTUAL DIFFERENCES 208 3 6. ECUADORIAN IRREGULAR MIGRANTS IN AMSTERDAM AND MADRID 221 6.1. LEGAL TRAJECTORIES AND REGULARIZATION CHANNELS 222 6.2. REGULARIZATION STRATEGIES 228 6.3. WORK 235 6.4. INTERNAL CONTROLS 252 6.5. HOUSING AND HEALTHCARE 259 6.6. IRREGULAR MIGRATION REALITIES IN AMSTERDAM AND MADRID 265 7. ASSESING THE RELATION BETWEEN CONTEXTS AND “IRREGULAR MIGRATION REALITIES” 271 7.1. ABSTRACTION 273 280 7.2. ASSESSING SYSTEMIC RELATIONS CONCLUSIONS 283 MAIN RESULTS 286 302 TOWARDS AN ANALYTIC FRAMEWORK FOR IRREGULAR MIGRATION BIBLIOGRAPHY 305 4 Per Dafne 5 6 “Palomar s’è distratto, non strappa più le erbacce, non pensa più al prato: pensa all’universo. Sta provando ad applicare all’universo tutto quello che ha pensato del prato. L’universo come cosmo regolare e ordinato o come proliferazione caotica. L’universo forse finito ma innumerabile, instabile nei suoi confini, che apre entro di sé altri universi. L’universo, insieme di corpi celesti, nebulose, pulviscolo, campi di forze, intersezioni di campi, insiemi di insiemi.”1 Italo Calvino “Temprano, ya en la época de la “invención de América”, […] una vieja sospecha volvía a levantarse, - ahora sobre datos cada vez más confiables -: que la escasez non constituye la “maldición sine qua non” de la realidad humana; que el modelo bélico que ha inspirado todo proyecto de existencia histórica del Hombre, convirtiéndolo en una estrategia que condiciona la supervivencia propia a la aniquilación de lo Otro (de la Naturaleza, humana o extrahumana), no es lo único posible; que es imaginable, sin ser ilusión, un modelo diferente, donde el desafió dirigido a lo Otro siga más bien el modelo del eros.”2 Bolívar Echeverría 1 “Mr. Palomar’s mind has wandered, he has stopped pulling up weeds. He no longer thinks of the lawn: he thinks of the universe. He is trying to apply to the universe everything he has though about the lawn. The universe as regular and ordered cosmos or as chaotic proliferation. The universe perhaps finite but countless, unstable within its borders, which discloses other universes within itself. The universe, collection of celestial bodies, nebulas, fine dust, force fields, intersections of fields, collections of collections…”. 2 As early as during the “invention of America”, […] raised the age-old suspicion again, no won the strength of much more trustworthy data: if scarcity was not, in fact, the “curse sine qua non” of human reality. The Pólemos model, which has inspired every Project of the historical existence of man, by making it a war strategy that conditions survival in terms of the annihilation or exploitation of the Other (of the human other, of Nature), is not the only possibility; one might, without it being an illusion, imagine a different one, in which the Other is called following the model of Éros” 7 AGRADECIMIENTOS El trabajo que aquí se presenta ha sido el resultado de un viaje de cinco años. Como en todo viaje, en este también se han alternado momentos distintos. Ha habido tiempo para el encanto y el desencanto, la inspiración y la frustración, la curiosidad y el tedio, la exaltación y el desanimo. Han sido cinco años privilegiados, en los que he podido desarrollar con total libertad un proyecto de investigación original y significativo para mi propia persona. La realización de este trabajo pudo contar con el generoso aporte de la Beca FPU del Ministerio de Educación del Reino de España. La ayuda, el soporte y las palabras de muchas personas han sido fundamentales para la realización de este trabajo. Ante todo quiero agradecer a todos los migrantes y las migrantes que participaron en esta investigación en Ámsterdam y Madrid. La amabilidad y generosidad con la que decidieron ayudarme ha sido para mi un regalo y un ejemplo. En particular quiero agradecer a Sylvana Cabezas a Ramiro Palacios y su familia. Ellos me abrieron la puerta al mundo de los ecuatorianos en Ámsterdam y me acogieron como a un hijo. Sin su ayuda esta investigación no hubiera sido posible. Quiero agradecer también a Lulu Cabezas a Malki, Ñusta y Ñaupac por haberme hospedado en su casa que, en medio del trajín, fue un hogar. Un gracias particular a mis directores de tesis, el Prof. Joaquín Arango y el Prof. Giuseppe Sciortino. Su apoyo incondicional, orientación y sugerencias han sido la piedra angular sobre la que se construyó este trabajo. Deseo agradecer al Prof. Godfried Engbersen por haberme acogido como uno más del grupo en el Departamento de Sociología de la Erasmus University de Rotterdam durante mi estancia de investigación en los Países Bajos. Sus sugerencias, criticas y alientos han sido fundamentales. Gracias también a Willem Schinkel, Arjen Leerkes, Dennis Broeders y a todos los miembros del Departamento por su ayuda y sugerencias. Un gracias especial a Masja Van Meeteren. Toda mi gratitud a los dos reviewers que con grande competencia y amabilidad se tomaron el tiempo de leer mi trabajo y de sugerirme ideas y apuntes para mejorarlo. He tenido el privilegio de poder discutir partes de este trabajo con muchos investigadores e investigadoras. Un gracias especial a Claudia Finotelli, Paolo 9 Boccagni, Sandro Mezzadra, Sébastien Chauvin, Nicholas De Genova, MariaCaterina La Barbera, Sarah Spencer, Refugio Chávez, Rosa Aparicio. Gran parte de los penas y de las alegrías vividas a lo largo de este viaje han sido compartidas con mis compañeros y compañeras de doctorado. Gracias a Adriana, Aurelis, Carolina, Elisabeth, Inara, Damián y Joaquín. Un gracias especial a Elena con la que más de cerca compartimos el día a día de la ideación y escritura de nuestros trabajos. Este trabajo no hubiera sido posible sin la ayuda experta y generosa de Irene Diamond. Su revisión atenta y escrupulosa de cada una de las palabras de esta tesis han hecho posible que la misma se escriba en ingles. A ella la mayor gratitud. Gracias a los muchos amigos y amigas que estuvieron a mi lado en estos años. Un gracias especial a Andrea Betti por haber leído muchas de las paginas de este trabajo, por las infinitas horas de discusión y por su soporte indefectible. Durante la realización de esta investigación fallecieron tres personas que tuvieron una influencia fundamental en mi vida y en las ideas que aquí se discuten. Un recuerdo emocionado a mi abuelo Bolívar Echeverría Paredes, a mi tío Bolívar Echeverría Andrade y a Gabriele Viliani. No es necesario más que por el gusto de hacerlo mencionar la gratitud hacia mis queridas familias en Ecuador e Italia, por su cariño y apoyo incondicional. Un gracias especial a mis padres. Si es cierto que para tener una vida grata los más importante es elegir bien a los viejos, me reconozco el merito de haberlo echo de la mejor manera. A mis hermanos y hermanas, Maria Chiara, Francisca y Tomás, el más grande cariño, con ellos a lado voy de bajada. Gracias infinitas a Adriano y Natalia. Este trabajo, culminación de una etapa y semilla de las que vendrán, esta dedicado a Dafne. “La tua voce come il coro delle sirene di Ulisse m' incatena, ed è bellissimo perdersi in quest' incantesimo”. 10 SUMMARY Topic, research questions and structure of the study Two driving forces have sustained and fostered this research work: the curiosity about the phenomenon of irregular migration, that is emblematic of the contradictions and complexities of the age of globalization and then, the dissatisfaction with most of the available explanations.
Load more

Recommended publications
  • Air India Flight 182
    Smith AAR AI 182 John Barry Smith www.corazon.com [email protected] Copyright 2001 All Rights Reserved AIRCRAFT ACCIDENT REPORT Air India Flight 182 1 Smith AAR AI 182 Report on the Accident to Boeing 747-237B VT-EFO, Air India Flight 182, Off Cork, Ireland on 23 June 1985 by John Barry Smith, Independent Aircraft Accident Investigator Abstract: Air India Flight 182, a Boeing 747-237B, registration VT-EFO, was on a flight from Mirabel airport, Montreal, Canada, to Heathrow airport, London, UK, when it disappeared from the radar scope at a position of latitude 51 degrees 0 minutes North and longitude 12 degrees 50 minutes West at 0714 Greenwich Mean Time (GMT), 23 June 1985, and the pieces crashed into the ocean about 110 miles west of Cork, Ireland. There were no survivors among the 329 passengers and crew members. There was unanimous official opinion among authorities that an inflight breakup caused by an explosion in the forward cargo compartment occurred. Based on the direct, tangible and circumstantial evidence of four similar accidents as described in six aircraft accident reports and using the benefit of hindsight, the conclusion of this investigator and author of this report is that the probable cause of the accident to Air India Flight 182 was faulty wiring shorting on the door unlatch motor causing the forward cargo door to inadvertently rupture open in flight probably at one or both of the midspan latches leading to an explosion of explosive decompression in the forward cargo compartment and subsequent aircraft breakup. Contents: 1. Air India Flight 182 Glossary Acronyms References and Source Materials Definitions Formatting Style Introduction 2.
    [Show full text]
  • Lecture Notes in Control and Information Sciences 399
    Lecture Notes in Control and Information Sciences 399 Editors: M. Thoma, F. Allgöwer, M. Morari Christopher Edwards, Thomas Lombaerts, and Hafid Smaili (Eds.) Fault Tolerant Flight Control A Benchmark Challenge ABC Series Advisory Board P. Fleming, P. Kokotovic, A.B. Kurzhanski, H. Kwakernaak, A. Rantzer, J.N. Tsitsiklis Editors Christopher Edwards Hafid Smaili University of Leicester National Aerospace Laboratory NLR University Road Anthony Fokkerweg 2 Leicester LE1 7RH 1059 CM United Kingdom Amsterdam E-mail: [email protected] The Netherlands E-mail: [email protected] Thomas Lombaerts Delft University of Technology Kluyverweg 1 P.O. Box 5058 2600 GB Delft The Netherlands E-mail: [email protected] ISBN 978-3-642-11689-6 e-ISBN 978-3-642-11690-2 DOI 10.1007/978-3-642-11690-2 Lecture Notes in Control and Information Sciences ISSN 0170-8643 Library of Congress Control Number: 2010924939 c 2010 Springer-Verlag Berlin Heidelberg This work is subject to copyright. All rights are reserved, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilm or in any other way, and storage in data banks. Duplication of this publication or parts thereof is permitted only under the provisions of the German Copyright Law of September 9, 1965, in its current version, and permission for use must always be obtained from Springer. Violations are liable for prosecution under the German Copyright Law. The use of general descriptive names, registered names, trademarks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use.
    [Show full text]
  • Piloted Simulator Evaluation Results of New Fault-Tolerant Flight Control Algorithm
    AIAA Guidance, Navigation, and Control Conference AIAA 2010-7859 2 - 5 August 2010, Toronto, Ontario Canada Piloted Simulator Evaluation Results of New Fault-Tolerant Flight Control Algorithm T.J.J. Lombaerts,∗ Delft University of Technology, P.O. Box 5058, 2600 GB Delft, The Netherlands M.H. Smaili,† National Aerospace Laboratory (NLR), P.O. Box 90502, 1006 BM Amsterdam, The Netherlands O. Stroosma,‡ Q.P. Chu,§ J.A. Mulder,¶ D.A. Joosten,k Delft University of Technology, P.O. Box 5058, 2600 GB Delft, The Netherlands A high fidelity aircraft simulation model, reconstructed using the Digital Flight Data Recorder (DFDR) of the 1992 Amsterdam Bijlmermeer aircraft accident (Flight 1862), has been used to evaluate a new Fault-Tolerant Flight Control Algorithm in an online piloted evaluation. This paper focuses on the piloted simulator evaluation results. Reconfiguring control is implemented by making use of Adaptive Nonlinear Dynamic Inversion (ANDI) for manual fly by wire control. After discussing the modular adaptive controller setup, the experiment is described for a piloted simulator evaluation of this innovative recon- figurable control algorithm applied to a damaged civil transport aircraft. The evaluation scenario, measurements and experimental design, as well as the real-time implementation are described. Finally, reconfiguration test results are shown for damaged aircraft models including component as well as structural failures. The evaluation shows that the FTFC algorithm is able to restore conventional control strategies after the aircraft configuration has changed dramatically due to these severe failures. The algorithm supports the pilot after a failure by lowering workload and allowing a safe return to the airport.
    [Show full text]
  • RAAD VOOR DE LUCHTVAART Nederlands Aviation
    RAAD VOOR DE LUCHTVAART Nederlands Aviation Safety Board AIRCRAFT ACCIDENT REPORT 92-1 1 EL AL FLIGHT 1862 BOEING 747-258F 4X-AXG BIJLMERMEER, AMSTERDAM OCTOBER 4, 1992 FINAL RAPPORT on the accident with EI Al 1862 on October 4, 1992 at Amsterdam - Bijlmermeer 1. INVESTIGATIO N The Netherlands Aviation Safety Board was informed on th e accident on that same day . On the recommendation of the Board, the Minister of Transport, Public Works and Watermanagemen t nominated a Preliminary Investigator, mr. H .N . Wolleswinkel . An investigation was conducted under his management, resultin g in a Preliminary Report of Investigation which was presented t o the Board on October 4, 1993. After having been informed on the first results of the investiga- tion, the Board decided on June 28, 1993, to conduct a furthe r investigation during a public hearing . 2. PUBLIC HEARIN G The public hearing on this accident was held in the Netherland s Congress Centre in The Hague, on October 14 and 15, 1993 . The following sworn Experts/Witnesses presented their views to the Board: mr. B .L. Eberhardt, mr. M.E. Lundberg, Captain W .F. Lorenz an d mr. B . van Keppel from Boeing ; mr. D . Finkelstein and Captain A . Oz from EI Al ; Prof. A. Berkovits from Technion Israel Institute of Technology ; mr. Th .E . McSweeny from FAA Washington ; mr. C.W. van Santen and mr. B. Klaare from the Department o f Civil Aviation; mr. J . van Veen, formerly of ATC ; mr. S.S. Koopmans from ATC ; mr. S .S. de Haan, mr. H .J .
    [Show full text]
  • Business & Commercial Aviation
    Safety U.S. AIR FORCE Boeing B-17F-5-BO 41-24406 Under Control from its pylon, taking out the No. 4 en- Making sure your airplane is ready gine and some flight controls. The pilots definitely had their hands full; and yet for an approach and landing they were able to fly for 8 min., main- taining altitude and changing heading when they wanted. They began fuel BY JAMES ALBRIGHT [email protected] dumping almost immediately. But as they slowed the increasing angle of at- magine flying a B-17 deep into en- Aircraft icing? Asymmetric flaps? Hail tack (AOA) also increased drag, eventu- emy territory when a German ME- damage? Bird strike? Debris from an- ally overwhelming the thrust available 109 rams you, nearly slicing off your other aircraft on the runway? Or . until they ended up behind the power Ibomber’s tail. You’re still flying, still you get the idea. As a result of any such curve and outside their roll capability. proceeding, but will the airplane keep event, you may have doubts about the The crash that resulted killed the together as you finally limp back to base airworthiness of your aircraft. Should Boeing’s three crewmembers and a and then configure and slow for land- that occur, you may need to borrow a passenger in a jump seat, along with 39 ing? (Fortunately, for the crew who had page from military aviation: the control- people on the ground. to confront those circumstances on a lability check. Feb. 1, 1943, bombing mission, their Fly- ing Fortress lived up to its name and Consider the ‘Why?’ touched down safely.) Now fast forward and imagine your- There isn’t a lot written on self flying a business or commercial jet the subject of controllability when an Airbus A380 crosses your path checks.
    [Show full text]
  • National Disasters Take International Flight
    “MAYDAY MAYDAY” - NATIONAL DISASTERS TAKE INTERNATIONAL FLIGHT Foreign Policy Analysis of the Netherlands After Two Aviation Incidents: El Al Flight 1862 and Malaysia Airlines Flight 17 Author: Bente Zwankhuizen, Student number: 3358402 Supervisor: Bob de Graaff Words: 17.720 August 15, 2018 Master Thesis for International Relations in Historical Perspective, Utrecht University ABSTRACT The impact of the crash in Eastern Ukraine of a commercial airliner was felt deeply in Dutch society: 196 citizens lost their lives. Twenty-two years prior, another crash had shook the country when a cargo plane crashed into a high-density residential area of the nation’s capital. This research conducts a historical comparative case study of the crash of El Al Flight 1862 in the Amsterdam area of the Bijlmermeer and the crash of Malaysia Airlines 17 in Eastern Ukraine, to examine on the one hand to what extent the pre-existing interstate relationship was of influence to the handling of the crash, and on the other hand to what extent the crash influenced the subsequent interstate relationship between the Netherlands and the involved foreign state. Using an approach based on Foreign Policy Analysis combined with social constructivism, this study begins with a survey of the history of the interstate relationship of the Netherlands with respectively Israel and Russia. The initial response to, the diplomatic actions after, the process of truth finding and international context of both crashes are examined and compared. This study concludes that the pre-existing relationship was a large influence of the way political leaders responded to the crash, already apparent in the initial reaction and persistent in the years after the accidents.
    [Show full text]
  • Dear All, As Requested, My Humble Info...Amardeep Kaur
    From: "AMARDEEP KAUR" <[email protected]> Date: March 12, 2001 12:15:08 AM PST To: [email protected], [email protected], [email protected], [email protected], [email protected], [email protected], [email protected] Subject: Re:Flight Plan Dear All, As requested, my humble info...... Amardeep Kaur Age: 26 Highest Qualification : Law Degree from the University of Leicester, UK. Called to the Malaysian Bar in 1998. Currently employed by the Kuala Lumpur Stock Exchange in a Legal Department. Office Add : Malaysian Central Depository 6th Floor, Exchange Square Bukit Kewangan 50200 Kuala Lumpur Malaysia Am moving houses soon, hence office add is more permanent. Cell no : (+6012) 297-0677 deep Santokh Singh <[email protected]> 03/11/01 06:54PM >>> Crew I completely understand Parmjit's situation - something which is difficult for those who are unfamiliar with recent happenings amongst the Sikh community. The Sikh psyche has been under attack since the late 1970s. The culmination was the pinning of the blame of an airliner crash on our Nation. Parmjit will continue to help in whatever way he can, which he feels will not endanger his family. Given time, we will all recover our confidence and trust. Santokh Singh Maan Born 10-8-1944 in Agra, India. Schooling in Singapore. Flying training in 1964, AST, Perth, Scotland. Co-pilot 1966 - 1971 Malaysia Singapore Airlines 1966 DC3, F27 1967 De Havilland Comet 4 1968 - 1971 Boeing 707 Captain 1972 - 1986 Singapore Airlines 1972 F27 1973 Boeing 737 (Instructor) 1974 Boeing 707 (Instructor) 1976 - 1986 Boeing 747 (Line Instructor) 1986 Migrated to the Netherlands.
    [Show full text]
  • TP-2003-392.Pdf
    Nationaal Lucht- en Ruimtevaartlaboratorium National Aerospace Laboratory NLR provisional issueprovisional issue NLR-TP-2003-392 FliFliFlightFlight data reconstruction and simulation of theght the 1992 Amsterdam Bijlmermeer airplane1992 airplane accidentaccidentaccident M.H. Smaili DOCUMENT CONTROL SHEET ORIGINATOR’S REF. SECURITY CLASS. NLR-TP-2003-392 Unclassified ORGINATOR National Aerospace Laboratory NLR, Amsterdam, The Netherlands TITLE Flight data reconstruction and simulation of the 1992 Amsterdam Bijlmermeer airplane accident PRESENTED AT The AIAA Modelling and Simulation Technologies Conference, 17 August 2000, Denver (USA) and at the RTO-SCI-120 Symposium on Challenges in Dynamics, System Identification, Control and Handling Qualities for Land, Air and Space Vehicles, 15 May 2002, Berlin (Germany) AUTHOR DATE PP REF M.H. Smaili June 2003 40 13 DESCRIPTORS Flight control flight simulation Aircraft accident analysis 1992 amsterdam bijlmermeer airplane accident ABSTRACT On October 4, 1992, a Boeing 747-200F freighter airplane lost its right wing engines after departing from Amsterdam Schiphol Airport. Due to severe performance and controllability problems caused by this the aircraft crashed, 13 km east of the airport, in the Bijlmermeer, a suburb of Amsterdam. In recent years, several similar incidents have occurred in which aircraft were successfully recovered after encountering a separation of one or more of the engines. This report presents an overview of an independent analysis of the accident and applied modelling and simulation techniques. The investigation, including the development of the software for the accident analysis, was performed at the Division of Flight Control and Simulation of the Faculty of Aerospace Engineering of the Delft University of Technology in 1997. Utilising simulation and visualisation techniques, a reconstruction of the flight was performed using the parameters of the Digital Flight Data Recorder (DFDR).
    [Show full text]
  • 12.2% 130000 155M Top 1% 154 5300
    We are IntechOpen, the world’s leading publisher of Open Access books Built by scientists, for scientists 5,300 130,000 155M Open access books available International authors and editors Downloads Our authors are among the 154 TOP 1% 12.2% Countries delivered to most cited scientists Contributors from top 500 universities Selection of our books indexed in the Book Citation Index in Web of Science™ Core Collection (BKCI) Interested in publishing with us? Contact [email protected] Numbers displayed above are based on latest data collected. For more information visit www.intechopen.com 7 Tool-Based Design and Evaluation of Resilient Flight Control Systems Hafid Smaili1, Jan Breeman2 and Thomas Lombaerts3 National Aerospace Laboratory NLR/Delft University of Technology 1NLR Cockpit & Flight Operations Department, Amsterdam, 2NLR Avionics & Systems Department, Amsterdam, 3DLR Institute of Robotics and Mechatronics, Wessling, 1,2The Netherlands 3Germany 1. Introduction A large transport aircraft simulation benchmark (REconfigurable COntrol for Vehicle Emergency Return RECOVER) has been developed within the European GARTEUR Flight Mechanics Action Group 16 (FM-AG(16)) on Fault Tolerant Control (2004-2008) for the integrated evaluation of fault detection, identification (FDI) and reconfigurable flight control systems. The benchmark includes a suitable set of assessment criteria and failure cases, based on reconstructed accident scenarios, to assess the potential of new adaptive control strategies to improve aircraft survivability. The application of reconstruction and modeling techniques, using accident flight data for validation, has resulted in high fidelity non-linear aircraft and fault models to evaluate new Fault Tolerant Flight Control (FTFC) concepts and their real-time performance to accommodate in-flight failures (Edwards et al., 2010).
    [Show full text]
  • A Shared Pilot-Autopilot Control Architecture for Resilient Flight Amir B
    A Shared Pilot-Autopilot Control Architecture for Resilient Flight Amir B. Farjadian, Benjamin Thomsen, Anuradha M. Annaswamy, and David D. Woods control deficiencies or sensor failures. The goal of a control Abstract—We address the problem of flight control in the design is to establish an envelope, over which performance is presence of actuator anomalies. A shared control architecture robust in the face of disturbances, but the design still has that includes the actions of both a human pilot and an autopilot is limits--disturbances, failures and surprising events can occur proposed to ensure resilient tracking performance in the that fall outside the envelope of robust performance. Systems presence of anomalies. The pilot is tasked with higher-level decision making tasks such as anomaly detection, estimation and can be brittle when events challenge its design/performance command regulation. The autopilot is assigned a lower-level task envelope. Resilience, in part, refers to mechanisms that allow of accurate command following. The main innovation in the a system to extend its performance when events challenge proposed shared architecture is the use of human pilot in boundaries [1]. Defining resilience as the property of a system utilizing the concepts of Capacity for Maneuver (CfM) and that characterizes its ability to withstand and recover from Graceful Command Degradation (GCD), both of which originate extreme and high impact disturbances, and robustness as an in Social Sciences. Together, they provide guidelines for a system to be resilient, which corresponds to the system’s readiness to ability to withstand nominal disturbances, the question that we unforeseen events.
    [Show full text]
  • ICAS ID253 D9
    26TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES A SIMULATION BENCHMA RK FOR AIRCRAFT SURVIVABILITY ASSESSMENT M.H. Smaili*, J. Breeman*, T.J.J. Lombaerts**, O. Stroosma** *National Aerospace Laboratory NLR, Amsterdam, the Netherlands **Delft University of Technology, Faculty of Aerospace Engineering, Delft, the Netherlands Keywords : Fault tolerant control, reconfigurable control, aircraft survivability Abstract 1979, research on ‘self-repairing’, or reconfigurable fault tolerant flight control Reconfigurable flight control, or “Intelligent (RFTFC), was initiated to accommodate in- Flight Control”, is aimed to prevent aircraft flight failures. Today’s commercial and military loss due to multiple failures when the aircraft is aircraft are being developed with fly-by-wire still flyable given the available control power. flight control systems. For military aircraft, the From 2004-2008, a research group on Fault benefits include increased agility and reduced Tolerant Control, comprising a collaboration of supersonic trim drag (in conjunction with thirteen European partners from industry, reduced static stability) and carefree handling. universities and research institutions, was For commercial aircraft, the benefits include established within the framework of the Group lower weight (attributed to flight controls) as for Aeronautical Research and Technology in well as carefree handling. In most cases, there is Europe (GARTEUR) co-operation program. The unlikely to be a mechanical backup and so flight aim of the research group, Flight Mechanics control system integrity is critical. To achieve Action Group FM-AG(16), is to demonstrate the the required levels of integrity, new aircraft capability and potential of innovative configurations have a degree of redundancy in reconfigurable flight control algorithms to terms of controls, sensors and computing.
    [Show full text]
  • A Shared Pilot-Autopilot Control Architecture for Resilient Flight Amir B
    A Shared Pilot-Autopilot Control Architecture for Resilient Flight Amir B. Farjadian, Benjamin Thomsen, Anuradha M. Annaswamy, and David D. Woods brittle when events challenge its design/performance envelope. Abstract—We address the problem of flight control in the Resilience, in part, refers to mechanisms that allow a system to presence of actuator anomalies. A shared control architecture that extend its performance when events challenge boundaries [1]. includes the actions of both a human pilot and an autopilot is Defining resilience as the property of a system that proposed to ensure resilient tracking performance in the presence characterizes its ability to withstand and recover from extreme of anomalies. The pilot is tasked with higher-level decision making tasks such as anomaly detection, estimation and command and high impact disturbances, and robustness as an ability to regulation. The autopilot is assigned a lower-level task of accurate withstand nominal disturbances, the question that we address in command following, and based on an adaptive control design. The this paper is if flight controllers could be designed to not only main innovations in the proposed shared architecture are the use be robust but also resilient. Of particular interest is the design of human pilot in utilizing the concepts of Capacity for Maneuver of a resilient flight controller that retains the desired tracking (CfM) and Graceful Command Degradation (GCD), both of which performance in the presence of severe operational anomalies. originate in Cognitive Sciences and a judicious combination of the pilot inputs and the autopilot control action. Together, they The approach that we propose to achieve our goal is shared provide guidelines for a system to be resilient, which corresponds control.
    [Show full text]