Face à un risque terroriste nécessitant de maintenir les réseaux de transport aérien « à un haut niveau de vigilance », la sûreté de l’aviation civile, définie comme la « combinaison des mesures et des ressources humaines et matérielles visant à protéger l’aviation civile contre les actes d’intervention illicite », est un enjeu majeur en France.La communautarisation du domaine au lendemain des attentats du 11 septembre 2001 – se traduisant notamment par l’obligation pour les Etats membres d’élaborer et de mettre en œuvre un programme national de contrôle de la qualité de la sûreté – et la participation accrue des opérateurs du transport aérien à la mise en œuvre des mesures de sûreté (co-production de la sûreté) ont progressivement amené l’Etat français à se recentrer, en la matière, sur sa fonction de surveillance de ces opérateurs. Cette évolution du rôle de l’Etat ne pouvait que s’appuyer sur une évolution du droit de l’aviation civile et plus largement du droit public permettant de garantir l’efficacité des activités de surveillance, tout en conciliant les impératifs de sûreté avec les droits et garanties des personnes impliquées dans la mise en œuvre des mesures de sûreté. L’agrément de sûreté des personnes morales et la certification des personnes physiques sont l’expression juridique de cette évolution. L’étude de ces deux techniques juridiques permet alors de montrer le caractère dynamique d’une surveillance devant constamment s’adapter aux évolutions des modes d’exploitation des opérateurs, des risques représentés par leurs activités, des principes des facteurs humains et celles des menaces pesant sur l’aviation civile. / Facing a terrorist threat that requires to keep air transport networks “at a high level of vigilance”, civil aviation security, which is defined as “the combination of measures and human and material resources intended to safeguard civil aviation against acts of unlawful interference”, is a major challenge in France.The communitisation of this field in the aftermath of the events of 11 September 2001 – which led in particular to the obligation of developing and implementing a national civil aviation security quality control programme – and the increased involvement of air transport operators in the implementation of security measures (the co-production of security) have gradually prompted the French State to refocus its security activities on the monitoring of these operators. This evolution of the role of the State required an evolution of civil aviation law and public law to ensure the effectiveness of monitoring activities while reconciling security requirements with the rights and guarantees of the persons involved in the implementation of security measures. The security approval of legal entities and the certification of natural persons are the legal expression of this evolution. The study of these legal techniques demonstrates that oversight is a dynamic process, constantly adapting to changes in operating procedures and processes, risks posed by air transport operators activities, human factors principles and the threats to civil aviation.

<p>Syftet med denna jämförande studie är att söka förklaringsfaktorer till varför hälso- och sjukvård respektive civilflyg har utvecklats olika i säkerhetstänkande. Frågeställningen är huruvida de statliga tillsynsmyndigheternas förutsättningar och arbetssätt har betydelse för säkerhetskulturen i respektive tillsynsverksamhet. Till förutsättningarna hör författningarna - skiljer sig dessa åt? Myndigheternas arbetssätt, dvs. tillsynens utformning – vilken betydelse har den?</p><p>Resultaten visar att säkerhetsrelaterade författningar inom civilflyget är tydligare jämfört med hälso- och sjukvården. Inom civilflyget anges tydligt hur säkerhetsarbetet ska organiseras, till skillnad mot hälso- och sjukvården.</p><p>Tillsynsmyndigheternas arbetssätt påverkas av skillnader i författningarnas utformning. Luftfartsstyrelsen kan påverka de flygsäkerhetsrelaterade resurserna vid en flygplats. Socialstyrelsen har små möjligheter att påverka sjukvårdens bemanning.</p><p>Genom civilflygets föreskrifter har man uppnått strikt följsamhet mot upprättade rutiner. Miljön för avvikelserapportering är icke-bestraffande. Felhandlingar förebyggs genom övningar och repetitionsutbildningar. Socialstyrelsen saknar bemyndigande i utbildningsfrågan.</p><p>Tillståndsplikten inom civilflyget har sannolikt främjat säkerhetsutvecklingen, så även det internationella samarbetet.</p><p>Slutsatsen är att utformningen av författningarna har betydelse för tillsynsmyndigheternas möjligheter att påverka säkerhetsutvecklingen inom respektive tillsynsområde. Bristen på tydlighet i författningarna kan förlångsamma sjukvårdens utveckling mot ökande patientsäkerhet.</p> / <p>The aim of this comparative study is to find explanations to why healthcare and civil aviation have developed differently regarding safety culture. The question at issue is: Which significance do prerequisities and work procedures of governmental supervisory authorities have for the development of safety culture in the two areas of supervision, respectively. Among prerequisities are the constitutions – do they differ? Among work procedures are the design of the supervision – which role does it play?</p><p>Results show that constitutions relating to safety issues in civil aviation are more distinct as compared to health care. In civil aviation, it is clearly stated how the security work should be organized, in contrast to health care. The work procedures of supervisory authorities are affected by differences in the wording of constitutions. The Swedish Civil Aviation Authority is able to influence the staffing of an airport. The National Board of Health and Welfare has only minor possibilities to influence the staffing within health care.</p><p>By application of the regulations of civil aviation, strict compliance to established local routines has been achieved. The environment for reporting of adverse events is blame-free. Human errors are prevented by drills and recurrent educations. The National Board of Health and Welfare has no authority in educational issues. The licence duty of civil aviation has probably facilitated the development of safety culture. The same holds true for the international collaboration within civil aviation.</p><p>The conclusion is that the wording of constitutions is important for the ability of supervisory authorities to influence the development of safety culture within the two investigated fields of supervision, respectively. The lack of clarity in the wording of constitutions and regulations within health care might slow down the development of safety culture.</p>

This thesis is based on ¡§Socialism of Chinese Characteristics¡¨which discusses development of civil aviation in China and strategies for Taiwan¡¦s aviation sectors to participate in China¡¦s aviation market. ¡§Socialism of Chinese Characteristics¡¨ have become a theory system which integrates from each general secretary¡¦s core policies of Communist Party of China. The theory is still reconstructing according to the development of a changing Chinese society. ¡§Socialism of Chinese Characteristics¡¨ has guided government¡¦s overall policies in every aspect of development which maintain economic growth as prime purpose by implementing market economy¡¦s strength and keeping the country and society under severe control that shows specialty of openness and tight regulation of its political and economy system. The incremental growth of ¡§Socialism of Chinese Characteristics¡¨ is then an important guideline to look at the future development of civil aviation in China. The civil aviation industry in China itself has already gone through administrative reform, deregulation of civil aviation, lax regulation on foreign direct investment, etc. which enormously changed civil aviation¡¦s system of management and operation since the ¡§Reform and Opening Up¡¨, the process has in turn led Chinese government take civil aviation as a unique industry that fits into China¡¦s macro-contexts of political, social, and economic plans on regional economic development, multi-model transport system, high-end technology and foreign policy adjustment. Civil aviation in China now incrementally march to ¡§Open Skies¡¨ policy under Chinese government¡¦s support and propel China¡¦s civil aviation as a heavyweight not only in East Asia but also in global perspective by constructing ¡§hub and spoke¡¨ system that aims to reach china¡¦s long term goal of becoming an aviation superpower. During this critical time, China would absorb modern management model, aviation technology and foreign investment by co-operating with global players and reaching global standards in every aspect in order to enhance sound development of China¡¦s civil aviation. Taiwan¡¦s aviation sectors at this juncture then could use current traffic rights and contents of bilateral agreements with mainland China to both open up mainland China¡¦s aviation market and serve as supplier of mainland China¡¦s whole aviation system in which Taiwan¡¦s actors could invest on related industries, aggrandize it¡¦s aviation performance so that both parties could benefits from each other and that is key element for Taiwan¡¦s aviation sectors to stand firmly on Asia Pacific market.

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Compared to the relative wealth of information surrounding design in the context of system-of-systems there has been little research surrounding policy making in system-of-systems. While the adoption of a formal approach and lexicon for system-of-systems problems has been proposed by researchers, the specific inclusion of regulatory policies in system-of-systems is still largely absent or underdeveloped. Typically, there is no distinction between internal policies of an organization and exogenous policies coming through regulatory channels. Further, researchers have yet to formally employ a standardized framework to regulatory policy problems in the context of a system-of-systems. As international regulatory bodies are calling on world States to identify and select “baskets of measures” to address CO2 emissions from civil aviation, there is a growing recognition that doing so will require a framework for policy identification and selection. Despite this recognition, such a framework has yet to be established. This research develops a formal lexicon for public policy as a part of system-of-systems, and employs a formalized process to explore multiple established, planned, and potential policies in the context of the global civil aviation system. Existing architectures and lexicons will be expanded to include regulatory policies that have often been treated as exogenous forcing functions in system-of-systems problems. Ultimately, a process for informed quantitative decision making to support concurrent CO2 regulatory policy analysis and design in the civil aviation system-of-systems is established. The developed methodology will allow policy makers to systematically identify effective policy space, while maintaining the objectivity of the analyst.

No description available.

There exists no predefined framework for aviation policy making and development. While aviation policy planning in most developed countries comes as a result of institutional and industry coordination and is embedded within other national policies addressing the welfare and growth of the country, it is found that in many cases in less developed countries (LDCs), aviation policy planning is often influenced by political pressures and the interests of fund donors. The complexity of this situation in the developing countries results in aviation plans that represent stand alone studies and attempt to find solutions to specific problems rather than comprehensive aviation plans which fit well the country‘s competitiveness profile and are properly coordinated with other national policies for achieving medium and long-term objectives. This study provides a three-stage policy development framework for aviation strategic planning based on situational analysis and performance benchmarking practices in order to assemble policy elements and produce a best-fit aviation strategy. The framework builds on study results that indicate an association between air transport sector performance and aviation policy strategies, arguing that it is not sufficient to simply describe performance but also to be able to assess it and understand how policymakers can use strategic planning tools to affect the air transport industry efficiency levels. This can be achieved by recognizing the level of the country‘s stage of development and working on enhancing the policy elements that produce better output and induce more contributions by aviation to the national economic development and connectivity levels. The proposed aviation policy development framework is systematic and continuous. It helps policymakers in LDC to manage uncertainty in complex situations by allowing them to defend, correct and re-examine the policy actions based on a forward thinking approach which incorporates the contingency elements of the policy and tracks the developments that can affect the odds of its success. The framework‘s elements and its flow of process are explained by providing an illustrative example applied to the Hashemite Kingdom of Jordan.

Desde o início do século XX que há registros do uso de Veículos Aéreos Não Tripulados (VANTs) utilizados com finalidade militar. Mas esta não é a única forma que se pode utilizá-los, o ambiente civil também é próspero em possíveis utilizações deste tipo de aeronave. Faltam ainda estudos e comprovações de que a integração dos VANTs no espaço aéreo juntamente com a aviação tripulada convencional não vá trazer alterações nos níveis de segurança já estabelecidos. Juntam-se a este desafio alguns outros, tais como padronizações de normas, classificações e legislação que regulamente o vôo das aeronaves não tripuladas. A presente dissertação faz uma coletânea de alguns modelos relacionados a cálculos de níveis de segurança no vôo de VANTs, bem como compara esses modelos entre si visando o estabelecimento de um método de escolha do modelo mais adequado para aplicação em alguns cenários civis de utilização. Esse trabalho ainda faz a aplicação desse método considerando os modelos relacionados à segurança dos VANTs. / There are records of the use of Unmanned Aerial Vehicles (UAVs) used for military activities since the beginning of the 20th century. But that is not the only way to use it; the civil environment is also promising as to the use of this kind of aircraft. More studies and validations have to be performed about the alterations in the safety levels with the integration of UAVs in the air space with classic manned air vehicles. There are others challenges such as the standardization of norms, classification and legislation to regulate the Unmanned Aerial Vehicle flights. This dissertation presents some models related to the calculation of the safety levels in UAVs flight, it compares them to establish a method for choosing the most suitable model to apply in some civil scenarios. This work also brings the application of this method considering the models related to the safety of UAVs.

Submitted by Aelson Maciera (aelsoncm@terra.com.br) on 2017-06-14T17:48:43Z No. of bitstreams: 1 DissGMC.pdf: 11145534 bytes, checksum: 202d7605d259f2340c8be026f93609f8 (MD5) / Approved for entry into archive by Ronildo Prado (ronisp@ufscar.br) on 2017-06-19T18:25:48Z (GMT) No. of bitstreams: 1 DissGMC.pdf: 11145534 bytes, checksum: 202d7605d259f2340c8be026f93609f8 (MD5) / Approved for entry into archive by Ronildo Prado (ronisp@ufscar.br) on 2017-06-19T18:25:58Z (GMT) No. of bitstreams: 1 DissGMC.pdf: 11145534 bytes, checksum: 202d7605d259f2340c8be026f93609f8 (MD5) / Made available in DSpace on 2017-06-19T19:10:25Z (GMT). No. of bitstreams: 1 DissGMC.pdf: 11145534 bytes, checksum: 202d7605d259f2340c8be026f93609f8 (MD5) Previous issue date: 2017-01-31 / Não recebi financiamento / Commercial aircrafts are understood as the safest transportation when data such as operation hours by accident or incident are analyzed. According to studies conducted by the US National Security Council (NSC), the odds of a fatal crash is about one in eleven millions – which is smaller than elevators’ fatal failures, since commercial aircrafts operate for longer distances and time. Nevertheless, in order to aircraft products reach the highest reliability levels before start flying, it is necessary they to be extensively tested, ensuring that projects, materials and production methods comply to international safety requirements. This assessment process is called Aircraft Certification and is recognized as the most complex, time and money consuming of aircraft production, particularly for the civil aviation aircrafts. In Brazil, this activity is under the accountability of a Federal Agency, which regulates an important sector of the national economy. Therefore, the main objective of the present study was to analyze the Brazilian Aircraft Certification Process and assess its possible impacts in the competitiveness of national aerospace industry. Research information is based on a wide bibliographical review, regarding certifying process and national aerospace industry, followed by a field research, conducted through semi-structured interviews focused on understanding the perceptions of big companies, small and medium enterprises (SME) and Aircraft Certification Authority on this subject. Analysis of collected data indicate the Certifying Process is not capable by itself to influence the industrial development, but the structures of the organizations evolved on the Certification Process and the lack of interest and public policies may limit the competitiveness of the national aerospace industry. Opportunities which can contribute to the organizations and to the studied processes were identified, but current circumstances lead to the conclusion that in short and medium time it is going to be very difficult to a big Brazilian aerospace company to succeed in reaching the levels of the two major global aircraft builders, as well as for the small and medium enterprises in building bigger aircrafts, following the steps of the big companies. / Aeronaves comerciais são conceituadas como o meio de transporte mais seguro, quando são considerados os índices horas de utilização por acidentes ou incidentes. Conforme pesquisas realizadas pela instituição National Security Council (NSC) dos Estados Unidos, a chance de ocorrer um evento fatal é de apenas uma em 11 milhões, superando inclusive o elevador, pois as aeronaves percorrem distâncias muito superiores e com tempo de utilização muito maior. Entretanto, para que os produtos aeronáuticos cheguem aos mais altos níveis de confiabilidade, antes de voar, é necessário que sejam testados de forma exaustiva, demonstrando que os projetos, materiais e métodos de produção atendam a requisitos de segurança convencionados internacionalmente. Este processo obrigatório de avaliação é chamado de Certificação Aeronáutica, sendo considerado uma das fases mais complexas, demoradas e caras da produção aeronáutica, principalmente para aeronaves destinadas a aviação civil. No Brasil esta atividade é gerenciada por uma agência reguladora federal, cuja atuação influencia um importante segmento da economia nacional. Desta forma o objetivo da presente pesquisa foi estudar o processo de Certificação Aeronáutica no Brasil e avaliar os possíveis impactos na competitividade da indústria aeronáutica nacional. A exploração das informações de pesquisa deu-se inicialmente por meio de uma revisão bibliográfica para contextualização do processo certificatório e do cenário da indústria aeronáutica nacional, posteriormente realizou-se uma pesquisa de campo, aplicando entrevistas semi-estruturadas visando entender as percepções da indústria de grande porte, de pequeno porte e da Organização de Certificação Aeronáutica, sobre a questão. Os resultados obtidos apontam que não é propriamente o processo de Certificação um possível influenciador no desenvolvimento industrial, mas são as estruturas das organizações envolvidas na Certificação e a ausência de interesse e políticas públicas que podem limitar à competitividade do segmento aeronáutico nacional. Foram identificadas oportunidades e possibilidades que podem contribuir às organizações e aos processos estudados, porém nas circunstâncias atuais conclui-se que a curto e médio prazo, dificilmente uma indústria brasileira de grande porte conseguirá atingir os patamares dos dois maiores fabricantes de aeronaves do mundo, tanto quanto dificilmente a indústria nacional de pequeno porte conseguirá produzir aeronaves maiores e trilhar os caminhos dos grandes fabricantes.

143 Abstract The present diploma thesis is dedicated to European civil aviation and in particular to the regulation of provision of air navigation services and air traffic management. The purpose of the thesis is to analyse the evolution of the legislative reform of air navigation services and air traffic management in Europe with a focus on the influence of European Union law through the initiative "Single European Sky". Next, the thesis aims to study the main elements of the modernisation efforts and to point at the transformation of the situation and relationships between the relevant stakeholders as results from the new form of the regulatory and institutional framework. First chapter presents the principle of state sovereignty over the airspace which constitutes the fundamental principle of aviation law. Second chapter treats air navigation services and the legal regulation of their provision according to the Convention on International Civil Aviation. The following chapter introduces the summary of main organisations involved in civil aviation focussing on ICAO, EUROCONTROL, European Union, its status, the systematics of EU law and on the European Aviation Safety Agency. The fourth chapter discusses the EU common transport policy in the field of air transport, the progressive air transport...