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.

This aim of our scientific article is analysing how aviation industries can improve their customer’s satisfaction based on Kano Model. In fact, we noted in this article that there is no interaction found between « attractive » and « one dimensional » attributes. That’s why the Kano model shows us that it’s important to achieve the performance of « must be » attributes before achieving a best performance possible in « one-dimensional » attributes or « attractive » ones. We are going to introduce a solution to improve the Kano model regarding to the aviation industry.

Ziel dieser Studie, die auf Anregung des BUND entstand, ist es, zu fünf Fragen Stellung zu nehmen, die für die Gestaltung einer nachhaltigen und effizienten Luftverkehrsentwicklung in Deutschland wichtig sind. 1. Welche Kapazität haben die Bahnensysteme der drei großen Flughäfen Berlin (BER), München und Düsseldorf? Müssen diese Flughäfen um weitere Bahnen vergrößert werden oder reicht ihre Kapazität aus? 2. Welche flughafenrelevanten Trends bestimmen den Luftverkehr in Deutschland? Muss man den aktuellen Forderungen der Luftverkehrswirtschaft folgen oder gibt es auch Anzeichen für alternative Entwicklungen, die nachhaltiger sind und zu effizienteren Lösungen führen? 3. Wie gut und verlässlich sind Prognosen der Luftverkehrswirtschaft? Muss man diese Prognosen hinnehmen oder gibt es Anhaltspunkte dafür, dass sie systematisch unzuverlässig sind? 4. Wie sind die wirtschaftlichen Perspektiven der Flughäfen? Warum erzielen so viele Flughäfen Verluste? Was kann getan werden, um die Verluste zu verringern? 5. Welche Erfahrungen gibt es mit Flughafenkooperationen? Müssen Flughäfen immer alleinstehende Unternehmen darstellen oder gibt es Beispiele für gelungene kooperative Lösungen? Die Studie beleuchtet historische Erfahrungen, stellt aktuelle Entwicklungen vor und zieht Schlussfolgerungen für eine zukunftsfähige Luftverkehrspolitik in Deutschland. Drei wesentliche Aspekte dabei sind eine marktgerechte Internalisierung externer Effekte des Luftverkehrs, eine verstärkte Kooperation von Flughäfen in Deutschland und eine weitere Marktöffnung des deutschen Marktes für ausländische Wettbewerber. Großer Dank wird den Mitgliedern der Forschungsgruppe Luftverkehr geschuldet, die wertvolle Informationen beigetragen haben, ohne die diese Studie nicht hätte entstehen können. / The aim of the study is to discuss five aspects of the German aviation system which are debated intensely in Germany. The first aspect is the problem of the capacity of airports. There are several airports with two runways. The question arose what is the capacity of these airports? Some wanted to add third ones to cope with future growth while others argued the capacity would be sufficient for the foreseeable future. This leads to the second aspect which covers the trends that dominate the further development of the German aviation markets. The latter will be shaped by the competition between various airlines and various airports. Especially important will be the new competition between old airports in Europe and new ones in Istanbul, Dubai or Abu Dhabi. Equally important is the question, how good forecasts of future growth of airports are (third aspect). Studies delivered by airports themselves show a systematic overestimation of their own growth. This leads to the fourth aspect, i.e. to the question of the economic situation of small and large airports in Germany. We have to ask, why there are so many small airports with losses. Last but not least the following topic has to be discussed: could more cooperation between large and small airports solve the difficult economic situation of the small ones without hindering the large ones? International examples are being analysed. The study concludes with a proposal for the further development of the German aviation system.

Thesis advisor: Frank Gollop / Can an emissions tax reduce the carbon footprint of U.S. domestic air travel without hurting the vitality of the industry? This empirical analysis models the U.S. domestic airline industry using a structural equations system and simulates the effects of a hypothetical carbon emissions tax on the market for U.S. air travel. The price elasticity of demand for air travel in the long-haul U.S. domestic passenger market substantiates that a low level environmental policy would not cause unmanageable harm to the airlines or consumers. This thesis is a practical, quantitative analysis of the feasibility of an environmental policy for U.S. aviation. / Thesis (BA) — Boston College, 2011. / Submitted to: Boston College. College of Arts and Sciences. / Discipline: Economics Honors Program. / Discipline: Economics.

Airports projects, amongst other construction projects, are considered very complex as they face a number of challenges that inevitably cause them to become exposed to risks. In Saudi Arabia, the sector of aviation is considered an important sector owing to the fact that, on an annual basis, it is recognised as the first destination for Muslims. However, it has been found that projects continue to be delivered with a significant number of time and cost overruns. Moreover, the absence of a risk allocation framework has been identified. Hence, the aim of the research underpinning this thesis is to develop a framework detailing how such risks can be allocated properly in the specific context of aviation construction projects in Saudi Arabia. A robust methodology that been designed and outlined in the research—which notably includes the use of semi-structured interviews and questionnaires with highly experienced senior project managers representing GACA, their contractors and consultants. The aim of conducting the interviews was twofold. Firstly, to identify risks associated with GACA construction projects. Secondly, to examine the risk allocation practice that is been carried by GACA. While, the questionnaire method was adopted to identify the importance of the risks identified, based on quantifying each risks’ probability of occurrence and impact. In addition, to test the perception of risk allocation within GACA construction projects. As a result, Fifty-four risks are associated with the construction of aviation projects in Saudi Arabia, with the decision on such an allocation of risks within GACA found to be based on a number of criteria that are subjective in nature, such as the authority of project managers, experience from different projects and so on, coupled with the absence of well-defined principles of risks allocation. Importantly, a number of risks have been found to have undecided allocation, with no allocation on any risk found to be shared amongst parties. A framework of risk allocation was developed in an effort to replace the current practice applied within GACA and their projects. This framework is presented in flow chart to make it easy to follow its steps. It incorporates a well-defined strategy that imposes GACA, as a client, to perform a solid risk management practice, taking into consideration the best practice of risk- allocation principles. It further allows GACA contractors to make their decision on whether the allocation made by GACA should be accepted, or alternatively whether to withdraw from the bidding otherwise. As a means of validating the framework, a number of interviews were carried out with professionals representing GACA, contractors and consultants. The research is the first of its nature to focus on an existing problems of risk allocation practice within the aviation sector in the country and accordingly solving these problems by introducing a framework for a proper allocation of risks. In this sense, the study is believed to make a contribution to knowledge as it provides a tool from which GACA can benefit with regards their current issue of risks-allocation.

Radio signals propagating through the ionised upper atmosphere (the ionosphere) in low latitude regions of the world can experience amplitude scintillation. This could threaten safety-critical applications of satellite navigation such as aviation. The research presented here studied the effects of amplitude scintillation on a Septentrio PolaRxS geodetic receiver and a Garmin 480 aviation receiver by means of a Spirent GNSS constellation simulator. Different types of fade profiles showed that an abrupt drop in signal strength caused a loss of lock on the signal more often than a profile with a slow, gradual fade. A performance comparison of the two receivers demonstrated that the aviation receiver was more vulnerable than the geodetic receiver. An unexpected loss of lock at a specific fade duration and depth was seen with the Garmin receiver and was not explained. A single fade with a long fade duration was more likely to cause a loss of signal lock compared to rapid multiple fades. Scintillation on signals from low elevation satellites can significantly degrade the precision and integrity of the navigation solution in an aviation receiver; especially if the satellites are within the best geometrical set. RAIM was observed to be no longer available during the critical landing approach phase of the scenario, in the case when all satellites in view were affected by the scintillation-induced signal perturbations. A technique was also developed to simulate L5 scintillation based on real scintillation events of L1, in the absence of real captured data for L5. This was done to enable future investigations on aviation receiver performance when both L1 and L5 frequencies experience scintillation. Analysis indicated that L5 signal can be more vulnerable to the scintillation compared to the L1 signal, which may have important implications for aviation safety.

Orientador: Alexandre Sartoris Neto / Banca: Maria Sylvia Macchione Saes / Banca: Maria Alice Rosa Ribeiro / Resumo: A presente dissertação analisa a evolução das políticas regulatórias do transporte aéreo de passageiros no Brasil, identificando as mudanças nas motivações e na forma da intervenção do Governo neste setor desde o início da atividade da aviação no país, até os dias atuais. Entre a década de 1920 e final da década de 1980, o setor era fortemente regulado pelo Governo. Na década de 1990, no âmbito da globalização e da liberalilzação dos mercados, a aviação civil passou por um processo gradual de desregulação. Entretanto, em 2003, o Governo formulou novas diretrizes para o setor que assinalam na direção de uma re-regulação. O objetivo do trabalho é examinar os desafios passados e presentes enfrentados na busca de um modelo regulatório adequado para o transporte aéreo de passageiros no Brasil. Através da comparação entre a evolução das teorias e práticas regulatórias no mundo e da trajetória da regulação da aviação civil brasileira, busca-se identificar os fundamentos teóricos e políticos que poderiam justificar a atual proposta do governo brasileiro de re-regular o setor. Para isto, analisa-se a evolução do modelo regulatório do transporte aéreo no Brasil, dos seus objetivos e da relação entre as políticas industrial e de defesa da concorrência. / Abstract: The present dissertation analyses the evolution of the civil aviation regulatory policies in Brazil identifying the changes in government's motivation and forms of intervention in this sector since the beginning of the civil aviation activity in the country until the current days. Between the decades of 1920 and 1980 the sector was strongly regulated by the government. During the decade of 1990 in the context of globalization and market liberalization the civil aviation went trough gradual process of deregulation. However, in 2003 the government formulated new rules for the sector that point to a tendency to re-regulation. The aim of this research is to examine the past and present challenges faced in the search of a regulatory model that meets the needs of the Brazilian civil aviation. The comparison between the evolution theories and worldwide regulatory practices and the trajectory of the regulation of Brazilian civil aviation aims to identify the theoretical and political foundations that could possible justify the Brazilian government proposal of reregulation of the sector. It analyses the evolution of regulatory modal, its goals and the relationship between industrial and competition policies. / Mestre

In this case study, researchers investigated the instructional methods used to train private pilot students at Utah Valley University. Traditional one-on-one individualized learning methods were replaced with cooperative learning methods. Descriptive statistics were used to determine the effectiveness and efficiency of the cooperative learning methods used. Reduced training time, less repeated lessons and a reduced number of flight hours showed that cooperative learning methods were more efficient and a more effective way to train private pilot students at Utah Valley University.

Bringing airline pilots to remote locations for evaluation of new software/hardware tools and procedures is an expensive process in terms of both money and time. Estimating the design and outcome of a study to evaluate these new tools can be tricky as there are many new variables for which there is little to no data. However, sometimes even after careful vetting of scenarios in the simulator prior to bringing subject-matter experts into the simulation facility, few to no metrics of statistical significance can be found. While it may be valid that there are no metrics of statistical significance, it is perhaps a missed opportunity to take advantage of the precious time and resources of having a subject-matter expert at the research facility. The research presented in this paper has developed a software tool for simulating a pilot’s visual perception of working in various configurations of cockpits. This may provide researchers insight into what types of scenarios and tactics would be of interest to use with real subject-matter experts. In other words, this should help identify the best use of resources to take advantage of having pilots at the facility and avoid scenarios/procedures that don’t generate data of interest. Another useful possibility with this tool is identifying cockpits that may be inefficiently designed. Instruments that should be grouped together can be easily identified by analyzing the eye-scan pattern of the model with different cockpit-configuration files. The results that this new software-evaluation tool provides have implications for several different evaluations beyond estimating pilot reactions.

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.