Rapporten handlar om ett examensarbete utfört av två studenter vid Mälardalens högskola i Västerås. Examensarbetet går ut på att utveckla och konstruera ett dokument som innehåller EASA Part M sektion A med tillhörande AMC och amendments. Dokumentet skall vara enkelt att jobba med genom att navigera i med hjälp av hyperlänkar, användning av kortkommando i PDF-programmet samt innehålla beskrivningar av skälen bakom tillförda ändringar (amendments) av Förordningen 2024/2003. I arbetet ingår även två Guider. Den ena handlar om vägledning till hur man kan uppdaterar i huvuddokumentet (EASA Part M och relaterade AMC) och den andra Guiden är en presentation som hjälper till att hitta rätt i EASAs webbsida. Målgruppen är studenter och eventuellt flygbolag, därför blev vår uppgift framförallt att skapa ett pedagogiskt dokument. Vilken form skulle dokumentet presenteras och vilka regelverk skall ingå i dokumentet är andra problemställningar som vi har i vårt arbete. Vi jobbade i en ”tre-stegs” metod som är: 1; informationssamling från internet, 2; bearbetning av text via Microsoft Office 2007 och 3; slutdokument i PDF format genererad även av Microsoft Office 2007. Resultatet blev ett dokument som sammanställer EASA Part M inklusive amendments och relaterade AMC på ett välstrukturerat sätt. Dokumentet är enkelt att arbeta med vilket i sin turgör det lättare att förstå. Dokumentet blev främst anpassat för studenter och eventuellt för flygbolag. Vi ser framemot att du läser vidare och tardel av examensarbetet. / The report is about a thesis created by two students at Mälardalen University in Västerås. The thesis is to develop and construct a document that contains EASA Part M Section A plus the associated AMC. The goal is to create an easy document to work with by navigating through hyperlinks and using keyboard shortcut in the PDF program and include paraphrase of reasons behind the changes made to Regulation 2024/2003. The work also includes two guides. The first one is about guidance for how to update the main document (EASA Part M and associated AMC) and the second one is a presentation that helps you to find/explore the website of EASA.   The users of this document are students, and possibly airlines therefore the focus is to create an educational document. Which file type should document be presented in, which regulations shall be included in the document, are other problems that we have deal with in the thesis. Our method is divided in "three-steps": 1 data collection from the Internet, 2 text processing using Microsoft Office 2007 and 3 exporting the documents in PDF format which is also generated by the Microsoft Office 2007. The result became a well structured document that compiles EASA Part M and the associated AMC. The document is simpler, making it also easier to understand by the user. We wish that you read on and take advantage of this thesis.

As the drone market expands, the corresponding standardization follows. Drone standardization can vary geographically based on the regulations and requirements of different areas. This study mainly focuses on the European Union Aviation Safety Agency (EASA) regulations and investigates Aerit’s role, as a drone operator in Sweden, within this standardization framework. In particular, Specific Operations and Risk Assessment (SORA) process, developed by EASA, is illustrated. The process covers a comprehensive range of factors related to drone operations to assess and manage risks. In addition to the drone design standardization process, the study looks into drone flight control systems at component-level redundancy and at system-level redundancy with a scientific grounding of dependability. An investigation of what a voting system looks like is then conducted for implementing a redundant flight control architecture. Furthermore, results from Software-In-The-Loop (SITL) implementation in this study show that the performance differs not much for the two flight control architectures (component-level and system-level). Thus, the decision of whether to use one flight controller or redundant flight controllers depends on the specific requirements and priorities of the drone application as well as the level of pre-flight testing. / Eftersom drönarmarknaden växer, följer motsvarande standardisering med. Standardisering av drönar kan variera geografiskt baserat på olika områdens lagar och krav. Denna studie fokuserar främst på Europeiska unionens byrå för luftfartssäkerhet (EASA) och undersöker Aerits roll som drönaroperatör i Sverige inom detta standardiseringsramverk. Särskilt beskrivs processen för Specifika Operationer och Riskbedömning (SORA), utvecklad av EASA. Denna process täcker ett omfattande utbud av faktorer relaterade till drönaroperationer för att bedöma och hantera risker. Utöver standardiseringsprocessen för drönardesign, granskar studien drönarflygkontrollsystem på komponentnivå för redundans och på systemnivå med en vetenskaplig grund för tillförlitlighet. En undersökning av hur ett röstningssystem ser ut genomförs sedan för att implementera en redundant flygkontrollarkitektur. Vidare visar resultaten från mjukvara-i-slingan (SITL) -implementeringen i denna studie att prestandan inte skiljer sig mycket mellan de två flygkontrollarkitekturerna (komponentnivå och systemnivå). Därför beror beslutet om att använda en flygkontroll eller redundanta flygkontroller på de specifika kraven och prioriteterna för drönapplikationen samt nivån av före-flygtestning.

Diplomová práce pojednává o systémech regulace reklamy v Evropské unii a na vybraných trzích, jimiž jsou Česká republika a Německo. Okrajově se zabývá právní regulací a podrobněji zkoumá etickou samoregulaci. Na základě vybraných kritérií je provedena analýza stížností doručených samoregulačním organizacím v České republice a v Německu a následně jsou výsledky z obou zemí porovnány. Součástí jsou rovněž příklady, kdy došlo k provinění proti etickým pravidlům samoregulace.

This master's thesis is focused on conceptual design of glider with electric propulsion system following the CS-22 regulation. Statistical analysis of the glider with an auxiliary electric engine has been carried out in order to determine basic design parameters for conceptual design. Based on analytical drag polar, the flight performance parameters are calculated, in particular flight range and influence of the solar panels on the flight range. This thesis also includes preliminary design solution of accumulator placement within the wing.

Master’s thesis deals with problems of maintenance of small transport aircraft with application MSG-3 methodology and maintenance plan development. It is aimed at systems and powerplant maintenance. This method is applied on L-410UVP-E20 aircraft. Other parts of this work are assessment of recent situation in maintenance of airplanes, used approaches to maintenance, methods and documentation for maintenance. Last part of this work is practical example of MSG-3 process on assign item and its interpretation.

This master‘s thesis is focused on the creation of the Emergency Response Plan (ERP) for an Approved Training Organisation (ATO). The first part of this thesis describes aviation organisations and other transport organisations that require Safety management system. The second part analyses requirements for documentation and regulations for applying Emergency Response Plan. In the third section there is an ERP general manual which helps ATO with the creation of the document. The last part contains the ERP created for a model ATO with the help of the general manual from the third chapter.

There is much dialogue in the global aviation industry about Safety Management Systems (SMS) and how it should be integrated across all domains of the industry including aircraft design, production, flight operations, overhaul and maintenance, suppliers, service providers, airports, and so forth (Johnson, 2012). Regulators have made significant progress in recent years to implement ICAO’s SMS into airlines, albeit as a required or recommended practice. More recently the regulators are seeking to implement SMS into the aircraft manufacturing and aircraft maintenance domains. This research reviewed regulatory publications from multiple countries to assess the technical makeup of SMS, and understand what regulators are requiring, or recommending, and when. It was found that global regulators accept the ICAO published definition of SMS, but different regulators have varying approaches regarding implementation. However, they are consistent in initially targeting airlines for SMS implementation. SMS comments range from “The best thing since sliced bread” to “Worst thing since the creation of the FAA; I don’t need anyone telling me what’s safe when I already know it; waste of time and money”. This investigation experimented with field tests to connect the engineering, production and airline domains into one ICAO SMS model. Results indicate that because the different domains are risk-specific, the application of one safety risk management model to all domains is not viable. The SMS model applies to airlines because airlines’ primary risk is about operational safety. Aircraft production and maintenance is about production risk – therefore the risk model must be centric to process risk. Field test 3 tailored the ICAO SMS risk architecture to assess and mitigate process risk as applicable to the aircraft manufacturing and maintenance. Although the SMS architecture was usable, the content and focus was significantly adjusted to be production process-risk centric, to the point where the term “SMS’ was deemed out of place. The resulting model was therefore named Production Risk Management System (PRMS). Following the emergence of PRMS from field tests, this investigation reviewed industry, research and regulatory arguments for and against SMS in the airline industry, and correlated those arguments with the benefits and non-benefits of PRMS for the manufacturing and aircraft maintenance domains. The researcher advocates PRMS as a viable model that meets ICAO SMS-like architecture for aircraft production and maintenance. Methods were identified for developing and implementing PRMS, and for evaluating its ROI. If and when “SMS” is truly mandated in these domains, the researcher proposes PRMS as a viable model that should be considered. Furthermore, the researcher proposes that PRMS can be an effective production risk management system that can enhance the organization’s existing QMS, regardless of “SMS” regulations.

There is much dialogue in the global aviation industry about Safety Management Systems (SMS) and how it should be integrated across all domains of the industry including aircraft design, production, flight operations, overhaul and maintenance, suppliers, service providers, airports, and so forth (Johnson, 2012). Regulators have made significant progress in recent years to implement ICAO’s SMS into airlines, albeit as a required or recommended practice. More recently the regulators are seeking to implement SMS into the aircraft manufacturing and aircraft maintenance domains. This research reviewed regulatory publications from multiple countries to assess the technical makeup of SMS, and understand what regulators are requiring, or recommending, and when. It was found that global regulators accept the ICAO published definition of SMS, but different regulators have varying approaches regarding implementation. However, they are consistent in initially targeting airlines for SMS implementation. SMS comments range from “The best thing since sliced bread” to “Worst thing since the creation of the FAA; I don’t need anyone telling me what’s safe when I already know it; waste of time and money”. This investigation experimented with field tests to connect the engineering, production and airline domains into one ICAO SMS model. Results indicate that because the different domains are risk-specific, the application of one safety risk management model to all domains is not viable. The SMS model applies to airlines because airlines’ primary risk is about operational safety. Aircraft production and maintenance is about production risk – therefore the risk model must be centric to process risk. Field test 3 tailored the ICAO SMS risk architecture to assess and mitigate process risk as applicable to the aircraft manufacturing and maintenance. Although the SMS architecture was usable, the content and focus was significantly adjusted to be production process-risk centric, to the point where the term “SMS’ was deemed out of place. The resulting model was therefore named Production Risk Management System (PRMS). Following the emergence of PRMS from field tests, this investigation reviewed industry, research and regulatory arguments for and against SMS in the airline industry, and correlated those arguments with the benefits and non-benefits of PRMS for the manufacturing and aircraft maintenance domains. The researcher advocates PRMS as a viable model that meets ICAO SMS-like architecture for aircraft production and maintenance. Methods were identified for developing and implementing PRMS, and for evaluating its ROI. If and when “SMS” is truly mandated in these domains, the researcher proposes PRMS as a viable model that should be considered. Furthermore, the researcher proposes that PRMS can be an effective production risk management system that can enhance the organization’s existing QMS, regardless of “SMS” regulations.

This study provided information for policymakers and practitioners by comparing performance of eighth grade students in 2007 on state standardized reading assessments and by the four census-defined regions identified by NAEP. NCLB required states to set their own performance standards and to create their own data collection instruments resulting in increased transparency of student performance data and a lack of uniform accountability systems. The inability of educators, policy-makers, and the general public to make state-by-state comparisons in the area of reading was the catalyst for the study. NAEP data were collected from NCES and state performance data were collected from the USDOE SY 2006-2007 CSPR to determine if a relationship existed between eighth grade students' state scores and NAEP scores in the four census-defined regions. Data were further disaggregated by low socioeconomic students and by nonwhite students. A regression analysis was statistically significant in predicting: a) the state proficient and above scores from the NAEP proficient and above scores, b) the low socioeconomic state proficient and above scores from the NAEP proficient and above scores in the West census-defined region, and c) the nonwhite state proficient and above scores from the NAEP proficient and above scores in all regions. A regression analysis was not statistically significant in predicting low socioeconomic state proficient and above scores from the low socioeconomic NAEP proficient and above scores in the Midwest, South and Northeast regions.