Air Traffic Control (ATC) is a complicated domain in which many specialists should collaborate and communicate with each other in order to guarantee safe and efficient air traffic. A significant number of air traffic control errors are associated with either faulty coordination between ATC actors, or a failure of some kind of team coordination. These errors are likely to increase in the future as aircraft density increases. Many researchers suggest that the introduction of team and teamwork concepts during the training phase of the ATC actors will be in help to reduce the amount of these errors. The objective of this research is to conceive, design, and implement a teamwork-oriented Air Traffic Control simulator that can be easily installed and used in ATC schools. The product of this thesis will be a complete software package that allows trainees in the different ATC specialties to work together in the same manner as they do "on-the-job" in order to collaboratively manage an air traffic situation. This type of simulator should allow air traffic control trainees to acquire more robust coordination skills and reduce the amount of traffic control errors caused by lack of teamwork in actual ATC training situations. / Tunisian Air Force author.

As one of the most important economic sectors, the air-traveling industry was severely affected by the 2007 to 2008 financial crisis. However, the crisis did not affect entities (airports and airlines) with different market shares of passenger traffic equally. This paper implements regression models to explore key determinants of how the market shares of large entities evolve to get a better understanding of the allocation of air passenger traffic in multi-airport regions, both in the short and long-run post crisis (2009- 2015). Results from this paper show that the pre-crisis share and the traffic change on the set of routes being considered have significant effects on the change of share for large airport and airline entities in multi-airport regions. The large entities’ normalized change in share is higher if the pre-crisis share is higher an/or if total traffic fasslWe also find that low-cost carrier (LCC) large airlines gain more from the crisis than non-LCC airlines, and large airports from regions that have more than two airports have larger changes in market shares during and post crisis. In evaluating the long-term persistence of effects from the demand shock in the market, we observe that explanatory variables for airports tend to have lasting effects on the shares of large airports.

D. Litt. et Phil. / The influence of the human factor in the causation of accidents no doubt has been recognised from the very origins of humankind. In the words of Cicero "It is in the nature of man to err". Epithets such as 'human error', 'accident prone', 'inattentive', 'clumsy', 'drunk', etcetera form part of our everyday language to ascribe the reasons for accidents. In aviation, the general term 'pilot error' has been used to ascribe the cause of accidents since the time of the first heavier-than-air aircraft flights by the Wright brothers in 1903. The problem with this generalised term is that it offers no insight into why the pilot erred so that training steps may be undertaken to try to avoid the error from recurring – not only for the pilot concerned, but for the entire community. Under the direction of the Federal Aviation Administration (FAA) in the United States in 1976, Jensen and Benel determined that poor pilot decision-making is a significant factor in the causation of accidents in general aviation (Lester, Diehl, & Buch, 1985). These results were corroborated in an analysis of airline and military accidents by Diehl (1991b). The follow up to the Jensen and Benel findings was the development of training manuals by the Embry-Riddle Aeronautical University (ERAU) to address the identified problem. The effectiveness of these manuals in practice was tested empirically in experiments conducted in the U.S.A., Canada, and Australia that showed improvements in pilot decision-making ranging from 8% to 46% (Diehl, 1990). Simultaneously with this work airlines such as KLM and UAL developed their own human factors training programmes, which was the beginning of the significant industry of aviation human factors training. This activity has been supported academically through a bi-annual 'Symposium on Aviation Psychology' held at the University of Illinois since 1981. iv Since the initial verification of the ERAU training programmes, the continued support for aviation human factors training has come mainly from anecdotal evidence of its success in assisting pilots to avoid accidents. There is a paucity of experimental evidence to support this dynamic activity. Evidence for this is illustrated from the intense and extensive debate on the Crew Resource Management website (crmdevel@ yahoogroups.com) in 2001/2 on the topic "CRM – is it working?" Despite the widely accepted and even legislated (by the International Civil Aviation Organisation) application of aviation human factors training for pilots, this activity has been slow to filter through to other aviation activities. For example it was introduced into the South African air traffic control community for the first time only in 2001. With the introduction of this training the opportunity arose to develop a practical means to assess its effectiveness. This research study outlines the basis on which the developed assessment method has been achieved. The research method followed in the study is the Design and Development model of Thomas and Rothman (1994a). The disciplined approach to intervention development in the human sciences that the model demands, ensures that the parameters for the successful development of the intervention are clearly established in advance of its application, so that its validity can be assessed on an acceptable academic basis. It is confidently anticipated that the assessment questionnaire and the recommended procedures for its implementation will demonstrate whether or not human factors training (team resource management training [TRM training]) is effective in improving the attitudes and performance of air traffic controllers. A secondary outcome of this research project is the development of a TRM training manual for South African air traffic controllers and the measurement of the empirical results of this training. These results indicate positive acceptance, learning, and attitudinal changes as a result of the implementation of the training programme.

The National Airspace System in its current incarnation is nearing its maximum capacity. The Free Flight initiative, which would alter the current system by allowing pilots to select more direct routes to their destinations, has been proposed as a solution to this problem. However, allowing pilots to fly anywhere, as opposed to being restricted to planned jetways, greatly complicates the problem of ensuring separation between aircraft. In this thesis I propose using cooperative, multi-agent negotiation techniques in order to efficiently and pseudo-optimally resolve air traffic conflicts. The system makes use of software agents running in each aircraft that negotiate with one another to determine a safe and acceptable solution when a potential air traffic conflict is detected. The agents negotiate using the Monotonic Concession Protocol and communicate using aircraft to aircraft data links, or possibly the ADS-B signal. There are many benefits to using such a system to handle the resolution of air traffic conflicts. Automating CD&R will improve safety by reducing the workloads of air traffic controllers. Additionally, the robustness of the system is improved as the decentralization provided by software agents running in each aircraft reduces the dependence on a single ground based system to coordinate all aircraft movements. The pilots, passengers, and carriers benefit as well due to the increased efficiency of the solutions reached by negotiation.

The job of an air traffic controller is stressful by nature. Conditions like aircraft congestion in the skies, an outdated air traffic system and understaffing at control centers can add to the daily stresses of controllers and often cause fatigue. These conditions describe the current status of Air Traffic Services (ATS) in the United States. If left unaddressed, they could compromise safety, the primary objective of air traffic control. The purpose of this thesis is to assess the regulatory framework surrounding ATS specifically in the area of Safety Management Systems (SMS) and Human Factors and determine the course of action to be taken to improve safety in air traffic control. / This thesis begins with a description of what air traffic controllers do and the issues that ATS face in the U.S. It then examines the regulatory framework of the International Civil Aviation Organization (ICAO) and the U.S. regarding ATS, specifically SMS and Human Factors. A comparison is made between the privatized air traffic system of Canada and the government owned air traffic system of the U.S. and how privatization makes a difference economically, politically and legally when implementing standards and regulations and enforcing them. Finally, suggestions are made in order to improve the legal framework of air traffic services in the U.S.

No description available.

No description available.

Thesis (M.S.)--Oregon Graduate Institute of Science and Technology, 1992.

It is believed that the analysis of air traffic impacts on air quality will benefit from attention to the three-dimensional nature of the air traffic network as well as the actions of individual aircraft during the study period. With the existence of air traffic simulation models, the actions of individual aircraft may already be defined in a simulated environment. SIMMOD, the Federal Aviation Administration's airport and airspace modeling software, performs such models of scheduled air traffic. The results of such models may be used to determine the impacts of scheduled air traffic on air quality as well as other parameters. This report addresses the interpretation of output from SIMMOD models for use in air quality analysis and visualization of the air traffic network, and the application of these techniques in a stand-alone computer program. This program, named AQM for its purpose in assisting development of Air Quality Models, provides a working framework for future development of software for detailed air quality analysis and visualization. / Master of Science

No description available.