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Cessna</title> <meta name="description" content="Search results for: Cessna"> <meta name="keywords" content="Cessna"> <meta name="viewport" content="width=device-width, initial-scale=1, minimum-scale=1, maximum-scale=1, user-scalable=no"> <meta charset="utf-8"> <link href="https://cdn.waset.org/favicon.ico" type="image/x-icon" rel="shortcut icon"> <link href="https://cdn.waset.org/static/plugins/bootstrap-4.2.1/css/bootstrap.min.css" rel="stylesheet"> <link href="https://cdn.waset.org/static/plugins/fontawesome/css/all.min.css" rel="stylesheet"> <link href="https://cdn.waset.org/static/css/site.css?v=150220211555" rel="stylesheet"> </head> <body> <header> <div class="container"> <nav class="navbar navbar-expand-lg navbar-light"> <a class="navbar-brand" href="https://waset.org"> <img src="https://cdn.waset.org/static/images/wasetc.png" alt="Open Science Research Excellence" title="Open Science Research Excellence" /> </a> <button class="d-block d-lg-none navbar-toggler ml-auto" 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class="input-group"> <i class="fas fa-search"></i> <input type="text" class="search-query" name="q" placeholder="Author, Title, Abstract, Keywords" value="Cessna"> <input type="submit" class="btn_search" value="Search"> </div> </div> </form> </div> </div> <div class="row mt-3"> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Commenced</strong> in January 2007</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Frequency:</strong> Monthly</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Edition:</strong> International</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Paper Count:</strong> 7</div> </div> </div> </div> <h1 class="mt-3 mb-3 text-center" style="font-size:1.6rem;">Search results for: Cessna</h1> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">7</span> Design and Validation of an Aerodynamic Model of the Cessna Citation X Horizontal Stabilizer Using both OpenVSP and Digital Datcom</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Marine%20Segui">Marine Segui</a>, <a href="https://publications.waset.org/abstracts/search?q=Matthieu%20Mantilla"> Matthieu Mantilla</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20Mihaela%20Botez"> Ruxandra Mihaela Botez</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This research is the part of a major project at the Research Laboratory in Active Controls, Avionics and Aeroservoelasticity (LARCASE) aiming to improve a Cessna Citation X aircraft cruise performance with an application of the morphing wing technology on its horizontal tail. However, the horizontal stabilizer of the Cessna Citation X turns around its span axis with an angle between -8 and 2 degrees. Within this range, the horizontal stabilizer generates certainly some unwanted drag. To cancel this drag, the LARCASE proposes to trim the aircraft with a horizontal stabilizer equipped by a morphing wing technology. This technology aims to optimize aerodynamic performances by changing the conventional horizontal tail shape during the flight. As a consequence, this technology will be able to generate enough lift on the horizontal tail to balance the aircraft without an unwanted drag generation. To conduct this project, an accurate aerodynamic model of the horizontal tail is firstly required. This aerodynamic model will finally allow precise comparison between a conventional horizontal tail and a morphed horizontal tail results. This paper presents how this aerodynamic model was designed. In this way, it shows how the 2D geometry of the horizontal tail was collected and how the unknown airfoil’s shape of the horizontal tail has been recovered. Finally, the complete horizontal tail airfoil shape was found and a comparison between aerodynamic polar of the real horizontal tail and the horizontal tail found in this paper shows a maximum difference of 0.04 on the lift or the drag coefficient which is very good. Aerodynamic polar data of the aircraft horizontal tail are obtained from the CAE Inc. level D research aircraft flight simulator of the Cessna Citation X. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic" title="aerodynamic">aerodynamic</a>, <a href="https://publications.waset.org/abstracts/search?q=Cessna" title=" Cessna"> Cessna</a>, <a href="https://publications.waset.org/abstracts/search?q=citation" title=" citation"> citation</a>, <a href="https://publications.waset.org/abstracts/search?q=coefficient" title=" coefficient"> coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=Datcom" title=" Datcom"> Datcom</a>, <a href="https://publications.waset.org/abstracts/search?q=drag" title=" drag"> drag</a>, <a href="https://publications.waset.org/abstracts/search?q=lift" title=" lift"> lift</a>, <a href="https://publications.waset.org/abstracts/search?q=longitudinal" title=" longitudinal"> longitudinal</a>, <a href="https://publications.waset.org/abstracts/search?q=model" title=" model"> model</a>, <a href="https://publications.waset.org/abstracts/search?q=OpenVSP" title=" OpenVSP"> OpenVSP</a> </p> <a href="https://publications.waset.org/abstracts/84863/design-and-validation-of-an-aerodynamic-model-of-the-cessna-citation-x-horizontal-stabilizer-using-both-openvsp-and-digital-datcom" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/84863.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">373</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">6</span> Aerodynamic Coefficients Prediction from Minimum Computation Combinations Using OpenVSP Software</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Marine%20Segui">Marine Segui</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20Mihaela%20Botez"> Ruxandra Mihaela Botez</a> </p> <p class="card-text"><strong>Abstract:</strong></p> OpenVSP is an aerodynamic solver developed by National Aeronautics and Space Administration (NASA) that allows building a reliable model of an aircraft. This software performs an aerodynamic simulation according to the angle of attack of the aircraft makes between the incoming airstream, and its speed. A reliable aerodynamic model of the Cessna Citation X was designed but it required a lot of computation time. As a consequence, a prediction method was established that allowed predicting lift and drag coefficients for all Mach numbers and for all angles of attack, exclusively for stall conditions, from a computation of three angles of attack and only one Mach number. Aerodynamic coefficients given by the prediction method for a Cessna Citation X model were finally compared with aerodynamics coefficients obtained using a complete OpenVSP study. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic" title="aerodynamic">aerodynamic</a>, <a href="https://publications.waset.org/abstracts/search?q=coefficient" title=" coefficient"> coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=cruise" title=" cruise"> cruise</a>, <a href="https://publications.waset.org/abstracts/search?q=improving" title=" improving"> improving</a>, <a href="https://publications.waset.org/abstracts/search?q=longitudinal" title=" longitudinal"> longitudinal</a>, <a href="https://publications.waset.org/abstracts/search?q=openVSP" title=" openVSP"> openVSP</a>, <a href="https://publications.waset.org/abstracts/search?q=solver" title=" solver"> solver</a>, <a href="https://publications.waset.org/abstracts/search?q=time" title=" time"> time</a> </p> <a href="https://publications.waset.org/abstracts/85268/aerodynamic-coefficients-prediction-from-minimum-computation-combinations-using-openvsp-software" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/85268.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">235</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">5</span> Development of an Efficient Algorithm for Cessna Citation X Speed Optimization in Cruise</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Georges%20Ghazi">Georges Ghazi</a>, <a href="https://publications.waset.org/abstracts/search?q=Marc-Henry%20Devillers"> Marc-Henry Devillers</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20M.%20Botez"> Ruxandra M. Botez</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Aircraft flight trajectory optimization has been identified to be a promising solution for reducing both airline costs and the aviation net carbon footprint. Nowadays, this role has been mainly attributed to the flight management system. This system is an onboard multi-purpose computer responsible for providing the crew members with the optimized flight plan from a destination to the next. To accomplish this function, the flight management system uses a variety of look-up tables to compute the optimal speed and altitude for each flight regime instantly. Because the cruise is the longest segment of a typical flight, the proposed algorithm is focused on minimizing fuel consumption for this flight phase. In this paper, a complete methodology to estimate the aircraft performance and subsequently compute the optimal speed in cruise is presented. Results showed that the obtained performance database was accurate enough to predict the flight costs associated with the cruise phase. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=Cessna%20Citation%20X" title="Cessna Citation X">Cessna Citation X</a>, <a href="https://publications.waset.org/abstracts/search?q=cruise%20speed%20optimization" title=" cruise speed optimization"> cruise speed optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=flight%20cost" title=" flight cost"> flight cost</a>, <a href="https://publications.waset.org/abstracts/search?q=cost%20index" title=" cost index"> cost index</a>, <a href="https://publications.waset.org/abstracts/search?q=and%20golden%20section%20search" title=" and golden section search"> and golden section search</a> </p> <a href="https://publications.waset.org/abstracts/85266/development-of-an-efficient-algorithm-for-cessna-citation-x-speed-optimization-in-cruise" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/85266.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">292</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">4</span> Cessna Citation X Performances Improvement by an Adaptive Winglet during the Cruise Flight</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Marine%20Segui">Marine Segui</a>, <a href="https://publications.waset.org/abstracts/search?q=Simon%20Bezin"> Simon Bezin</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20Mihaela%20Botez"> Ruxandra Mihaela Botez</a> </p> <p class="card-text"><strong>Abstract:</strong></p> As part of a ‘Morphing-Wing’ idea, this study consists of measuring how a winglet, which is able to change its shape during the flight, is efficient. Conventionally, winglets are fixed-vertical platforms at the wingtips, optimized for a cruise condition that the airplane should use most of the time. However, during a cruise, an airplane flies through a lot of cruise conditions corresponding to altitudes variations from 30,000 to 45,000 ft. The fixed winglets are not optimized for these variations, and consequently, they are supposed to generate some drag, and thus to deteriorate aircraft fuel consumption. This research assumes that it exists a winglet position that reduces the fuel consumption for each cruise condition. In this way, the methodology aims to find these optimal winglet positions, and to further simulate, and thus estimate the fuel consumption of an aircraft wearing this type of adaptive winglet during several cruise conditions. The adaptive winglet is assumed to have degrees of freedom given by the various changes of following surfaces: the tip chord, the sweep and the dihedral angles. Finally, results obtained during cruise simulations are presented in this paper. These results show that an adaptive winglet can reduce, thus improve up to 2.12% the fuel consumption of an aircraft during a cruise. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic" title="aerodynamic">aerodynamic</a>, <a href="https://publications.waset.org/abstracts/search?q=Cessna" title=" Cessna"> Cessna</a>, <a href="https://publications.waset.org/abstracts/search?q=Citation%20X" title=" Citation X"> Citation X</a>, <a href="https://publications.waset.org/abstracts/search?q=optimization" title=" optimization"> optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=winglet" title=" winglet"> winglet</a> </p> <a href="https://publications.waset.org/abstracts/87020/cessna-citation-x-performances-improvement-by-an-adaptive-winglet-during-the-cruise-flight" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/87020.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">243</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">3</span> Cessna Citation X Business Aircraft Stability Analysis Using Linear Fractional Representation LFRs Model</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Yamina%20Boughari">Yamina Boughari</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20Mihaela%20Botez"> Ruxandra Mihaela Botez</a>, <a href="https://publications.waset.org/abstracts/search?q=Florian%20Theel"> Florian Theel</a>, <a href="https://publications.waset.org/abstracts/search?q=Georges%20Ghazi"> Georges Ghazi</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Clearance of flight control laws of a civil aircraft is a long and expensive process in the Aerospace industry. Thousands of flight combinations in terms of speeds, altitudes, gross weights, centers of gravity and angles of attack have to be investigated, and proved to be safe. Nonetheless, in this method, a worst flight condition can be easily missed, and its missing would lead to a critical situation. Definitively, it would be impossible to analyze a model because of the infinite number of cases contained within its flight envelope, that might require more time, and therefore more design cost. Therefore, in industry, the technique of the flight envelope mesh is commonly used. For each point of the flight envelope, the simulation of the associated model ensures the satisfaction or not of specifications. In order to perform fast, comprehensive and effective analysis, other varying parameters models were developed by incorporating variations, or uncertainties in the nominal models, known as Linear Fractional Representation LFR models; these LFR models were able to describe the aircraft dynamics by taking into account uncertainties over the flight envelope. In this paper, the LFRs models are developed using the speeds and altitudes as varying parameters; The LFR models were built using several flying conditions expressed in terms of speeds and altitudes. The use of such a method has gained a great interest by the aeronautical companies that have seen a promising future in the modeling, and particularly in the design and certification of control laws. In this research paper, we will focus on the Cessna Citation X open loop stability analysis. The data are provided by a Research Aircraft Flight Simulator of Level D, that corresponds to the highest level flight dynamics certification; this simulator was developed by CAE Inc. and its development was based on the requirements of research at the LARCASE laboratory. The acquisition of these data was used to develop a linear model of the airplane in its longitudinal and lateral motions, and was further used to create the LFR’s models for 12 XCG /weights conditions, and thus the whole flight envelope using a friendly Graphical User Interface developed during this study. Then, the LFR’s models are analyzed using Interval Analysis method based upon Lyapunov function, and also the ‘stability and robustness analysis’ toolbox. The results were presented under the form of graphs, thus they have offered good readability, and were easily exploitable. The weakness of this method stays in a relatively long calculation, equal to about four hours for the entire flight envelope. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=flight%20control%20clearance" title="flight control clearance">flight control clearance</a>, <a href="https://publications.waset.org/abstracts/search?q=LFR" title=" LFR"> LFR</a>, <a href="https://publications.waset.org/abstracts/search?q=stability%20analysis" title=" stability analysis"> stability analysis</a>, <a href="https://publications.waset.org/abstracts/search?q=robustness%20analysis" title=" robustness analysis"> robustness analysis</a> </p> <a href="https://publications.waset.org/abstracts/43594/cessna-citation-x-business-aircraft-stability-analysis-using-linear-fractional-representation-lfrs-model" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/43594.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">352</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">2</span> In-Flight Aircraft Performance Model Enhancement Using Adaptive Lookup Tables</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Georges%20Ghazi">Georges Ghazi</a>, <a href="https://publications.waset.org/abstracts/search?q=Magali%20Gelhaye"> Magali Gelhaye</a>, <a href="https://publications.waset.org/abstracts/search?q=Ruxandra%20Botez"> Ruxandra Botez</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Over the years, the Flight Management System (FMS) has experienced a continuous improvement of its many features, to the point of becoming the pilot’s primary interface for flight planning operation on the airplane. With the assistance of the FMS, the concept of distance and time has been completely revolutionized, providing the crew members with the determination of the optimized route (or flight plan) from the departure airport to the arrival airport. To accomplish this function, the FMS needs an accurate Aircraft Performance Model (APM) of the aircraft. In general, APMs that equipped most modern FMSs are established before the entry into service of an individual aircraft, and results from the combination of a set of ordinary differential equations and a set of performance databases. Unfortunately, an aircraft in service is constantly exposed to dynamic loads that degrade its flight characteristics. These degradations endow two main origins: airframe deterioration (control surfaces rigging, seals missing or damaged, etc.) and engine performance degradation (fuel consumption increase for a given thrust). Thus, after several years of service, the performance databases and the APM associated to a specific aircraft are no longer representative enough of the actual aircraft performance. It is important to monitor the trend of the performance deterioration and correct the uncertainties of the aircraft model in order to improve the accuracy the flight management system predictions. The basis of this research lies in the new ability to continuously update an Aircraft Performance Model (APM) during flight using an adaptive lookup table technique. This methodology was developed and applied to the well-known Cessna Citation X business aircraft. For the purpose of this study, a level D Research Aircraft Flight Simulator (RAFS) was used as a test aircraft. According to Federal Aviation Administration the level D is the highest certification level for the flight dynamics modeling. Basically, using data available in the Flight Crew Operating Manual (FCOM), a first APM describing the variation of the engine fan speed and aircraft fuel flow w.r.t flight conditions was derived. This model was next improved using the proposed methodology. To do that, several cruise flights were performed using the RAFS. An algorithm was developed to frequently sample the aircraft sensors measurements during the flight and compare the model prediction with the actual measurements. Based on these comparisons, a correction was performed on the actual APM in order to minimize the error between the predicted data and the measured data. In this way, as the aircraft flies, the APM will be continuously enhanced, making the FMS more and more precise and the prediction of trajectories more realistic and more reliable. The results obtained are very encouraging. Indeed, using the tables initialized with the FCOM data, only a few iterations were needed to reduce the fuel flow prediction error from an average relative error of 12% to 0.3%. Similarly, the FCOM prediction regarding the engine fan speed was reduced from a maximum error deviation of 5.0% to 0.2% after only ten flights. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aircraft%20performance" title="aircraft performance">aircraft performance</a>, <a href="https://publications.waset.org/abstracts/search?q=cruise" title=" cruise"> cruise</a>, <a href="https://publications.waset.org/abstracts/search?q=trajectory%20optimization" title=" trajectory optimization"> trajectory optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=adaptive%20lookup%20tables" title=" adaptive lookup tables"> adaptive lookup tables</a>, <a href="https://publications.waset.org/abstracts/search?q=Cessna%20Citation%20X" title=" Cessna Citation X"> Cessna Citation X</a> </p> <a href="https://publications.waset.org/abstracts/87528/in-flight-aircraft-performance-model-enhancement-using-adaptive-lookup-tables" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/87528.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">264</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1</span> Modeling of Tsunami Propagation and Impact on West Vancouver Island, Canada</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=S.%20Chowdhury">S. Chowdhury</a>, <a href="https://publications.waset.org/abstracts/search?q=A.%20Corlett"> A. Corlett</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Large tsunamis strike the British Columbia coast every few hundred years. The Cascadia Subduction Zone, which extends along the Pacific coast from Vancouver Island to Northern California is one of the most seismically active regions in Canada. Significant earthquakes have occurred in this region, including the 1700 Cascade Earthquake with an estimated magnitude of 9.2. Based on geological records, experts have predicted a 'great earthquake' of a similar magnitude within this region may happen any time. This earthquake is expected to generate a large tsunami that could impact the coastal communities on Vancouver Island. Since many of these communities are in remote locations, they are more likely to be vulnerable, as the post-earthquake relief efforts would be impacted by the damage to critical road infrastructures. To assess the coastal vulnerability within these communities, a hydrodynamic model has been developed using MIKE-21 software. We have considered a 500 year probabilistic earthquake design criteria including the subsidence in this model. The bathymetry information was collected from Canadian Hydrographic Services (CHS), and National Oceanic Atmospheric and Administration (NOAA). The arial survey was conducted using a Cessna-172 aircraft for the communities, and then the information was converted to generate a topographic digital elevation map. Both survey information was incorporated into the model, and the domain size of the model was about 1000km x 1300km. This model was calibrated with the tsunami occurred off the west coast of Moresby Island on October 28, 2012. The water levels from the model were compared with two tide gauge stations close to the Vancouver Island and the output from the model indicates the satisfactory result. For this study, the design water level was considered as High Water Level plus the Sea Level Rise for 2100 year. The hourly wind speeds from eight directions were collected from different wind stations and used a 200-year return period wind speed in the model for storm events. The regional model was set for 12 hrs simulation period, which takes more than 16 hrs to complete one simulation using double Xeon-E7 CPU computer plus a K-80 GPU. The boundary information for the local model was generated from the regional model. The local model was developed using a high resolution mesh to estimate the coastal flooding for the communities. It was observed from this study that many communities will be effected by the Cascadia tsunami and the inundation maps were developed for the communities. The infrastructures inside the coastal inundation area were identified. Coastal vulnerability planning and resilient design solutions will be implemented to significantly reduce the risk. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=tsunami" title="tsunami">tsunami</a>, <a href="https://publications.waset.org/abstracts/search?q=coastal%20flooding" title=" coastal flooding"> coastal flooding</a>, <a href="https://publications.waset.org/abstracts/search?q=coastal%20vulnerable" title=" coastal vulnerable"> coastal vulnerable</a>, <a href="https://publications.waset.org/abstracts/search?q=earthquake" title=" earthquake"> earthquake</a>, <a href="https://publications.waset.org/abstracts/search?q=Vancouver" title=" Vancouver"> Vancouver</a>, <a href="https://publications.waset.org/abstracts/search?q=wave%20propagation" title=" wave propagation"> wave propagation</a> </p> <a href="https://publications.waset.org/abstracts/100580/modeling-of-tsunami-propagation-and-impact-on-west-vancouver-island-canada" 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