This experiment was designed to examine aspects of human visual perception during approaches to a runway. The runway width illusion has commonly been reported to contribute to the dangerous tendency of pilots to fly low approaches to runways that are wide and high approaches to runways that are narrow. Attempts to prevent the runway width illusion have not attempted to identify the ideal location for an indicator of altitude. Thus the present experiment examined the effect of varying runway width and manipulated scenes in order to determine whether the runway width illusion was present and where participants were focusing their attention in the scenes. Thirty-two non-pilot participants and 3 pilots took part in the experiment and viewed static and dynamic scenes of runways that were narrow (30.48m), medium (60.96m) or wide (91.44m) at one of three viewing heights low (30.48m), medium (45.72m) or high (60.96m). After viewing scenes, participants were required to estimate their altitude and aim-point. The results of this experiment revealed that participants were fairly inaccurate at estimating altitude and were inclined to overestimate aim-point, however the data also indicated that there was a robust runway width illusion that was present across static and dynamic trials and in both altitude and aim-point data. The standard marking on the runway in an attempt to prevent the runway width illusion was not effective at preventing incorrect altitude estimations but did assist participants to estimate aim-point. It was also found that the objects that participants' most commonly reported using to estimate altitude in the visual scene were located in the lower segment of the scenes.

The China¡¦s aviation market has the hugest potential guest group in the world and the special geographical environment disadvantage developing surface transportation, in addition, the economic reform in recent years effect regional civic aviation market positive significantly. In fact, the China regional civic aviation really had some unprecedented progress, and the regional civic aviation environment also had certain improvement, however, the further development for China regional civic aviation was facing another challenge. The research discovered that, the China regional civic aviation got different character. For example, the China¡¦s northwest area regional civic aviation start more early; The southwest province regional civic aviation develop more quickly; The southeast area regional civic aviation passenger has the high payment ability. In sum, the China regional civic aviation market is ubiquitous, how to choose correct market policy and proper regional civic airplane and the network would lead regional civic aviation to obtain the political and economic benefit

Thesis (Ph. D.)--University of Missouri-Columbia, 2001. / Typescript. Vita. Includes bibliographical references (leaves 117-127). Also available on the Internet.

Thesis (M.S. in Modeling, Virtual Environments, and Simulation (MOVES)--Naval Postgraduate School, June 2009. / "June 2009." Thesis advisor: William Becker. Performed by Naval Postgraduate School, Monterey, Calif.; sponsored by the Office of Naval Research, VIRTE Program. "Submitted in partial fulfillment of the requirements for the degree of Master of Science in Modeling, Virtual Environments, and Simulation (MOVES) from the Naval Postgraduate School, June 2009."--P. iii. Includes bibliographical references. Also available online from the Naval Postgraduate School (NPS), Dudley Knox Library Web site and the DTIC Online Web site.

Thesis (M.S. in Human Systems Integration)--Naval Postgraduate School, June 2006. / "June 2009." Thesis advisor: Paul E. O'Connor. Performed by the Naval Postgraduate School, Monterey, Calif. "Submitted in partial fulfillment of the requirements for the degree of Master of Science in Human Systems Integration from the Naval Postgraduate School, June 2009."--P. iii. Includes bibliographical references. Also available online from the Naval Postgraduate School (NPS), Dudley Knox Library Web site and the DTIC Online Web site.

Thesis (Ph. D.)--University of Missouri-Columbia, 2001. / Typescript. Vita. Includes bibliographical references (leaves 117-127). Also available on the Internet.

Atmospheric convection can result in weather conditions capable of making a pilot lose control of the aircraft. An example of such weather is thunderstorms. This study was made to evaluate weather forecasts for aircraft pilots during days of convective activity. For this purpose, a literature study was conducted to identify the weaknesses of numerical weather prediction models in their handling of convection, and limita-tions of aviation targeted forecast products were addressed. The study also includes remarks and insights received from experienced aviation forecasters on the subject. The study is limited to Sweden and the forecasts made by the Swedish Meteoro-logical and Hydrological Institute (SMHI). Four main results have been found. Firstly, the numerical weather prediction models in use in Sweden today are insufficient for making detailed forecasts of convection. Secondly, the required additional input from human forecasters is restrained by the imperfections of so-called convective indices. Thirdly, convection forecasts issued more than a few hours ahead of time cannot be trusted as being accurate. Finally, the forecast products available to pilots were found to lack valuable information about convective events. It was concluded that pilots cannot access enough information from these forecast products to be able to plan an altogether safe flight through convective weather beforehand. Hence, it is important to improve forecasts of convection for the purpose of enhancing aviation safety. / Konvektion i atmosfären kan medföra väder med faror som gör att en pilot riskerar att tappa kontroll över sitt flygplan. Åskoväder är ett sådant exempel. Denna studie gjordes för att uppskatta nyttan av väderprognoser för piloter under dagar med konvektiv verksamhet. För att åstadkomma det gjordes en litteraturstudie för att identifiera svagheterna i hanterandet av konvektion hos numeriska väderprognos-modeller. Begränsningar hos prognosprodukter speciellt inriktade på flygverksamhet har också tagits upp. Dessutom innehåller studien iakttagelser från erfarna flyg-inriktade prognosmeteorologer. Studien begränsar sig till Sverige och de prognoser som utfärdas av Sveriges Meteorologiska och Hydrologiska Institut (SMHI). Fyra huvudsakliga resultat erhölls. Det första var att de numeriska väderprognos-modeller som används i Sverige idag är otillräckliga för att skapa pålitliga prognoser för konvektion. För det andra upptäcktes att behovet av en ytterligare analys från prognosmeteorologer försvåras av brister hos så kallade konvektionsindex. Den tredje upptäckten var att prognoser som utfärdas mer än ett par timmar i förväg inte är att lita på. Till sist framställdes att bristerna i de prognosprodukter som finns tillgängliga för piloter saknar en stor del värdefull information angående konvektiv verksamhet. Det fastslogs att piloter inte får tillgång till tillräckligt mycket information från dessa produkter för att kunna planera en säker flygning genom konvektivt väder. Det är således angeläget att förbättra prognoser för konvektion i syfte att öka flygsäkerheten.

The thesis in the first part analyses the major international conventions with respect to liability exposure of airlines and aircraft operators performing international flights. Emphasis will be laid on the transportation of passengers, baggage and cargo and on the legal framework in place to award compensation for damages caused to persons and property on the surface of the earth. / The study continues with an evaluation of natural hazards inherent to air transport and explains the typical standard aviation insurance policies and the scope of cover for the hull of the aircraft, for passengers and for third parties on the ground. Furthermore, an overview will be given of the 'extended exclusion clauses for Weapons of Mass Destruction (WMD)' commonly inserted in war risk insurance policies as a result of terrorist attacks. / Finally, this study will focus on the new insurance requirements implemented by the EU Regulation 785/2004 and its implication for air carriers.

This is the final report of ANSDA – An analytic assessment of its processes written as a bachelor thesis in the fall of 2013 by students at Linköpings Universitet. It is an analysis of the incident evaluation process used by LFV: ANS-DA. The thesis aimed to find areas where the process could be optimized in regards to time-consumption and efficency in dealing with errors in Air Traffic Control procedure, which are observed when an anomaly in the system occurs.

A novel geometry for powder X-ray diffraction (XRD), termed ‘focal construct geometry’ (FCG) is introduced and developed with both non-ideal samples and non-ideal sample conditions. FCG utilises an annular beam that has the unique feature of ‘focusing’ scattering maxima at single loci along a primary axis, hence offering diffraction data of enhanced intensity. This main advantage of FCG can be used within fields in need of rapid material identification, such as security screening in airports. A theoretical comparison between FCG and conventional transmission mode XRD showed that even though FCG suffers from broader diffraction peaks, an alternative approach to FCG data interpretation has the potential to provide narrower scattering maxima than conventional XRD. However, in order to employ this approach, discrimination between converging and diverging FCG scattering maxima is essential. Peak broadening was investigated by altering various aspects of FCG instrumentation components by either pencil beam XRD or FCG, indicating broad diffraction peaks independent of the beam geometry employed. Development of FCG resulted in the successful analysis of non-ideal samples, such as non-crystalline liquid samples, samples exhibiting preferred orientation and samples with large grain size, demonstrating advantages over conventional XRD. Furthermore, ideal samples (in terms of crystallinity, preferred orientation and grain size) were analysed by FCG under non-ideal conditions. This involved randomly orientating a single planar sample with respect to the primary axis, contrary to previous research that present FCG with a single planar sample normal to the primary axis. Sample rotation resulted in FCG scattering maxima with different xyz coordinates depending on the degree, axis and direction of rotation. Moreover, FCG analysis of multiple samples (normal to the primary axis) showed that as with all XRD arrangements, a priori knowledge of the samples’ position along the primary axis is required for effective data analysis. Investigation into the ability of FCG’s annular beam to act as a pre-sample coded aperture demonstrated an alternative method to interpret FCG images by recovering conventional XRD data. Additionally, two novel post-sample encoders (linear wire and Archimedean spiral) were considered. This enabled spatial discrimination of unknown samples along a primary axis and material identification for conventional XRD techniques. Combination of FCG with an absorbing edge post-sample encoder indicated discrimination between converging and diverging FCG scattering maxima. This ability can enable interpretation of single FCG images, as well as depth information of unknown samples within an inspection volume (e.g. airport luggage), hence enabling material identification. / © Cranfield University 2014