South African ports are regulated by a compulsory pilotage system. This means that when a vessel enters or leaves any of the South African Ports regulated by Transnet National Ports Authority, this vessel is obliged by law to utilize a pilot to navigate the vessel safely into and out of the port. The reason for doing so is to reduce the risk of incidents that occur within the ports due to the fact that the pilots have specialized knowledge of the port’s specific conditions. However, collisions may still occur in these ports. One such incident is the collision of the MV Stella Tingas. The case of the MV Stella Tingas brought to light the unacceptable situation created by the lacunae in the Legal Succession To The South African Transport Act of 1989, where the innocent vessel that was involved in a collision with a vessel under compulsory pilotage could not get satisfaction for damages from either the ship-owner of the guilty vessel or from the Port Authority. In order to resolve this position, the Legislature enacted the National Ports Act 12 of 2005, specifically section 76, to resolve this problem. Section 76(2) states that the ship-owners of vessels under compulsory pilotage will be liable for all actions of a pilot, whilst section 76(1) provide that the Port Authority will not be liable for actions of the pilot done in good faith. The National Ports Act has however not defined good faith and the courts have not interpreted this concept since the commencement of the Act. This dissertation will investigate what good faith is, by examining exclusionary clauses and by exploring the concepts of gross negligence and intention in order to ascertain whether good faith excludes these concepts. Thereafter the dissertation will seek to discover a test that can be used in order to assess whether the actions of the pilot were done in good faith or not. The dissertation will trace the history of compulsory pilotage from its origins in English Law to South African law. It will also examine the relationship between the master and the pilot as well as the circumstances where the master can intervene in the affairs of the pilot, by ascertaining what an emergency is, as contemplated by the National Ports Act. / Thesis (LL.M.)-University of KwaZulu-Natal, Durban, 2013.

Thesis (M.A.)--Baylor University, 2007. / Includes bibliographical references (p. 152-155).

Thesis (Ph.D.)--University of Western Sydney, 2009. / A thesis presented to the University of Western Sydney, College of Arts, School of Psychology, in fulfilment of the requirements for the degree of Doctor of Philosophy. Includes bibliographies.

This study proposed to develop a list of aviation books that experienced pilots consider inspirational and motivational which could be used in an aviation literature course in adult education. Survey results showed the subject pilots had a positive attitude toward reading and flying, but there was little correlation (r = .35) between the two. This suggests that something else influenced the reading of the sample books. The pilot resondents suggested 269 books for use in a course. This book list will need additional refining and syntopical sorting before use as a canon in an aviation education course.

Call number: LD2668 .T4 1957 C65 / Master of Science

The requirement for low-level navigation flight conducted between 200 and 500 feet above ground level is something unique to the military helicopter pilot. Each novice helicopter pilot is introduced to this skill early and in a limited number of flights or flight hours. A low situational awareness (SA)is historically noted among the novice pilots during their first few flights within this flight regime. To that end, this thesis continues with the work conducted earlier to develop a trainer that places the pilot in an immersive and familiar cockpit environment for training through the use of chromakeyed technology as employed in the Virtual Environment Helicopter System (VEHELO). The pilot will then be able to learn and exercise required piloting tasks and multi-place aircraft communications as authentically and as meticulously as in actual flight. The focus of this thesis is to continue validation of the ChrAVE/VEHELO system. This will be accomplished by comparison of data obtained from data collected by pilots flying the ChrAVE and flying the actual aircraft during initial navigational training flights. Additionally this thesis will attempt to show that the latest version of the system has a previously unrecognized ability to improve pilot performance. The system is capable of teaching novice pilots the important skill of Crew Resource Management (CRM) and the appropriate communication skills. The original Chromakey Augmented Virtual Environment (ChrAVE) helicopter flight simulation system was developed to substantiate the feasibility of having embedded trainers for helicopters. Both the ChrAVE and VEHELO are comprised of commercial off the shelf (COTS) equipment in a mobile wheeled box. To determine the effectiveness of the ChrAVE as an instructional tool, the opinions of pilots and pilot instructors will be collected for analysis. The subject pilots will be tasked with numerous realistic piloting tasks. Empirical data will be collected and evaluated according to the low-level navigation performance thresholds set forth by Marine Medium Helicopter Training Squadron 164 (HMMT- 164) which is the CH-46E Model Manager. / US Marine Corps (USMC) author.

Decision making is fundamental to all aspects of flying operations. The results that flow from poor aeronautical decision making can be both swift and devastating. The work of this thesis uses data from a variety of sources to investigate the following aspects of aeronautical decision making; accident and incident case histories and pilot decision making, case-based versus rule-based pilot decision training, pilot behaviours in the face of adverse weather. The first part of thesis uses survey data to gain a better understanding of the role of accident and incident case histories in aviation safety and training. Anecdotal evidence suggests that exposure to case-based information can leave a lasting impression on a pilot and significantly influence their flying behaviour. To investigate this aspect more formally, information was obtained from a survey of 138 pilots. A questionnaire was then distributed to pilots worldwide and responses were received from 409 pilots, from all areas of aviation. The combined experience of pilots who responded was over 700,000 hours flying time. The second part of the thesis uses experimental data to compare the effectiveness of aviation safety training using case-based material or rule-based material. Two experiments were carried out, based on the two areas that account for the majority of fatal general aviation accidents: flight into adverse weather and low flying. A total of 114 participants took part in the experimental studies. The third part of the thesis is based on a set of 491 aviation accident and incident reports drawn from the Australian Transport Safety Bureau occurrence database. The study compares three groups of pilots who differed in their response to adverse weather conditions, as demonstrated by the following behaviours; VFR flight into IMC, a weather-related precautionary landing, some other significant weather avoidance action. A number of common themes emerged from the three parts of the thesis. There is strong support for the importance of case-based material in aviation safety and training. However, the results also suggest that aeronautical decision making can be best understood in terms of a model that combines both case-based and rule-based reasoning. Rule-based material provides a basic framework of standard procedures and recommended practices, particularly for novices, while case-based material adds detail and salience to the framework, particularly in the form of affective markers linked to particular case histories. One important aspect of the results can be summed up by the adage that 'a safe pilot is a proactive pilot'. That is, it is imperative for a pilot to take control of the situation before the situation takes control of them. The results also emphasise the dynamic nature of aeronautical decision making. A pilot may make a series of good decisions, but that is no automatic protection against a subsequent poor decision putting the safety of the flight at risk. Hence, it is critical that a pilot does not fly to the limit of their abilities, or let past success breed complacency.

Risk management is a key component of aeronautical decision-making and one of the possible causes of pilot error (e.g., Jensen, Guilke, & Hunter, 1997). Risk management encompasses risk perception and risk tolerance. Risk perception involves the detection of risks associated with a situation, whereas risk tolerance is the willingness to accept a given degree of risk (Hunter, 2002). Previous studies using flight simulators have found that risk perception and risk tolerance differs between pilots who fly into adverse weather and those who do not (e.g., O�Hare, Owen, Jorgensen, Wiegmann, Hunter, & Mullen, 2007). The aim of this research was to assess risk perception and risk tolerance using scenario-based measures. The measure of risk perception was developed over three studies. Since risk perception is a skill which expert pilots exercise (Jensen et al., 1997), I used the Cochran-Weiss-Shanteau (CWS, Weiss & Shanteau, 2003) index to measure how good pilots were at perceiving aeronautical risks. Weiss and Shanteau assumed that an expert should be able to discriminate between two relevant stimuli, and do so consistently. Participants were presented with flight scenarios and rated the risk involved in each scenario from 0 (low risk) to 100 (high risk). If a valid measure of expertise in risk perception, those with experience in aeronautical decision-making should have been better at this task. In study one the qualified pilots had higher and more variable CWS scores than the non-pilots, suggesting that some pilots were expert at this task, whereas most non-pilots were poor at this task. The focus of study two was shifted to weather-related decision-making (WRDM). Geography students, student pilots, and qualified pilots did not differ in their mean CWS scores, although the qualified pilots were most discriminating, and the geography students were most consistent. To decrease the reliance of the task on memory, study three included a blocking task in between each scenario. While only a small scale study, the results suggested that the blocking task improved the qualified pilots� performance while the geography students� performance deteriorated. In study four, I used Lopes�s (1987) theory to measure risk tolerance in pilots. According to Lopes (1987), risk tolerant individuals are motivated by opportunity, or what they can gain from taking risks, whereas risk averse individuals are motivated by threat, or what they can lose from taking risks. Qualified pilots were presented with 36 flight scenarios, varying in the level of threat and opportunity. The pilots rated the likelihood of going on the flights. Multiple regression equations were calculated, measuring the influence of threat and opportunity on each pilot�s ratings. Pilots were largely risk averse, as their ratings were influenced by threat. The two pilots whose ratings were influenced by opportunity had experienced more aviation incidents compared to the pilots who were not influenced by opportunity. The aim of study five was to assess the relationship between risk management and in-flight WRDM. Qualified pilots completed a simulated flight into adverse weather, and four-computer based measures: the expertise in risk perception measure developed in study three, the risk tolerance measure developed in study four, and two implicit association tests assessing implicit risk perception and anxiousness towards adverse weather. Twelve pilots continued beyond the critical decision point, 18 pilots diverted, and 2 pilots crashed. There was no relationship between in-flight WRDM and expertise in weather-related risk perception. However, the pilots who diverted gave higher ratings of risk during the CWS task compared to the pilots who crashed. The pilots who diverted also tended to be more risk averse and implicitly perceived more risk in adverse weather, compared to the pilots who continued, suggesting a relationship between risk management and decision-making in a simulated flight into adverse weather. These five studies further highlight the role of risk management in pilot decision-making. The tools developed in these studies have potential for measuring risk management in pilots.

Thesis (M.A.)--Miami University, Dept. of History, 2007. / Title from first page of PDF document. Includes bibliographical references (p. 75-83).

Thesis (M.F.A.)--Mississippi State University. Department of Art. / Accompanying digital video (mini DV), VHS format, is a copy of the edited documentary, "Crew 19," with a running time of 35 minutes. Accompanying CD-ROM, "384th Bomb Group, Inc.," includes related website and URL. Slides includes screen captures from the website and images from the video. Includes bibliographical references (leaves 19-21).