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Submitted in partial compliance with the requirements for the Master’s Degree in Technology: Chiropractic, Durban University of Technology, 2014. / Background Occupational low back pain (LBP) has been described as a significant burden to society. Although there is uncertainty and conflicting studies on the exact causes and combination of causes of LBP, it has been found that occupations which require prolonged sitting periods and have exposure to physical factors such as whole body vibration (WBV) and / or awkward posture, results in increased likelihood for LBP. Pilots are not sheltered from the development of LBP, with the lifetime prevalence of LBP varying from 31.5% to a significant 82%. Additionally, point prevalence varies significantly between 5.1% and 68%, which illustrates that individual pilot and / or occupational factors may contribute to specific pilot subgroups. This could apply to commercial pilots, who use seats that were found to be ineffective in terms of their depth and inclination, therefore limiting the height and impact of the lumbar support. There is a paucity of studies performed on LBP relating to commercial pilots, specifically, on their unique occupational setting. Research is therefore warranted to illustrate the possible risk factors to which they are exposed to, as impeded performance may lead to catastrophic consequences if a pilot’s ability to complete actions critical to flight becomes hindered. Aim To determine the prevalence of low back pain (LBP) in commercial pilots and identify possible risk factors that pilots are exposed to. Study designs The study transpired as a cross sectional questionnaire survey. Participants Study comprised of 100 commercial pilots registered with the South African Civil Aviation Authority (SACAA) and affiliated with the various participating companies utilizing O.R. Tambo International Airport. Methodology All commercial pilots registered with the SACAA and who make use of the O.R.Tambo International Airport (operate through or from) and affiliated with the participating companies during the research study, was approached for participation. Pilots were required to sign and agree to the letter of information and informed consent, as well as the confidentiality agreement. Questionnaires were distributed and all documents were collected, following completion thereof. Pilots were not allocated to more than one group during the data collection (recording) phase of the study. Subgroup analysis was however not excluded in the analysis. IBM SPSS version 21 was used for analysis. A p value <0.05 was considered as statistically significant. Demographics of the pilots were described in the same manner as in the case of categorical variables, and using summary statistics such as mean, standard deviation and range for quantitative variables. Prevalence and characteristics of the low back pain is described using relative frequency and percentages, with 95% confidence intervals. Associations between risk factors and low back pain was identified with log linear regression analysis and tested using Pearson’s chi square test in the case of categorical variables and t-tests in the case of continuous variables. Results The lifetime prevalence of LBP amongst commercial pilots was 80.8%, with the annual prevalence reaching 68.7%. Majority of commercial pilots were white, married males, with nearly the entire population having reached similar educational levels. Considering the male predominance of this population, gender was significantly associated with LBP. Although the female population was much smaller than the male population, it was also found that females were six times more at risk of developing LBP; however the risk was not statistically significant. Awkward posture such as twisting and being stressed at work were found to be significantly related to LBP. Having a history as an ex-smoker or non-smoker was found to be a risk for LBP development. BMI was also significantly related to LBP; however, an inverse relationship is indicated. Having a subjective rating of good health versus excellent health was also an indicator of risk for LBP. Conclusion: Commercial pilots have a significant risk for LBP development. It was found that subjective ratings of own health was a good indicator of LBP whereby good health versus excellent health, was a significant risk factor. Although greater portions of the populace are white males, normally less at risk, a significant lifetime and annual prevalence of LBP was found. Furthermore, the small female population had potentially considerable contribution to the prevalence of LBP through their significant odds ratio. Being a current smoker carried less risk in comparison to a history of an ex-smoker or non-smoker, which further complicates the so often debated contribution of this proposed risk factor. Interesting results were found through the inverse proportional relationship that exists between BMI and LBP, whereby every unit increase in BMI results in a relative decreased risk for LBP development. Majority of the proposed risk factors of LBP was not found to be significant, except stress and twisting, which were found to be common risk factors amongst commercial pilots.

published_or_final_version / abstract / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

This research reviews and evaluates the FedExâ s Premium Service Program currently being used by DLA customers. The research will examine some of the benefits and costs of this co-locating of DOD warehousing and shipping operation managed by a commercial express transportation carrier. The research will view the possible benefits gained through commercial inventory and transportation practices by partnering a third party logistics service with the Defense Transportation System. DLA and FedEx have formed a partnership called DLA Premium Service. Premium Service is the only DoD warehousing operation that is co-located with and managed by a commercial express transportation carrier at FedEx main transportation hub. Premium Service System allows users to position materials in the Memphis facility for expedited delivery to the required destinations worldwide. All items are guaranteed, under contract, to be delivered to their continental U.S. (CONUS) destination within 24 hours and within 48 hours to outside of CONUS (OCONUS) to the major airports serviced by FedEx. Items will be delivered to the OCONUS final destination 24 hours of release from customs holding area at the airport. The service provides advance notification to streamline customs requirements of all OCONUS shipments.

Thesis (DTech (Tourism and Hospitality Management))--Cape Peninsula University of Technology, 2018. / The airline industry is structurally challenged by its very nature, facing high fixed costs, cyclical demand, intense competition and vulnerability to external shocks. This is exacerbated further by other endogeneous and exogeneous challenges in the operating environment, which make it difficult to operate airlines successfully. Consequently, structural, endogeneous and exogeneous challenges produce thin profit margins for airlines, thereby prompting airline managers to identify critical success factors to these challenges. However, operating airlines in southern Africa has proved to be fraught with difficulties resulting in several airlines terminating their services after short periods of operation, thereby disrupting travellers. The purpose of this research is to identify critical success factors to overcome challenges facing airlines in the region. A mixed-methods research design and an extensive literature review on critical success factors for airlines was employed, followed by several interviews with key personnel at eight southern African airlines. Purposive sampling was used to collect data from 54 respondents from eight different airlines. From the study, it is clear that the ability for airlines to survive financially is seriously threatened by organisational, industry, and environmental success factors. Within the organisation management inefficiency, labour inefficiency, use of aged fleets and management turnover significantly affected negatively the performances of state carriers, whilst alliances and the use of a standardised fleet significantly affected positively the performances of private airlines. The following environmental success factors namely, political, economic and technological factors, significantly affected negatively the performances of all airlines. Furthermore, national airlines received preferential treatment, which often distorted any prospect of a level playing field, thereby preventing privately owned carriers from competing effectively. The following industry success factors namely, rivalry amongst existing competitors, the bargaining power of suppliers and the bargaining power of customers significantly affected negatively the performances of airlines. As such, the following industry success factors were identified, namely the low threat of substitutes and new entrants, which are not enough to mitigate intense rivalry and the high bargaining power of customers and suppliers. Several suppliers can squeeze airlines, and even though the threat of new entrants is low, wherever there is potential, there will be new entrants, creating overcapacity and reducing yields. Consequently, to overcome challenges in the region the following organisational success factors were identified, namely management efficiency, the use of a modern fleet, fuel efficiency, labour efficiency, alliances, aircraft choice and customer satisfaction.

by Wu, Chi Shing Simon. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1989. / Bibliography: leaves 41-43.

Thesis. 1975. Ph.D.--Massachusetts Institute of Technology. Dept. of Civil Engineering. / Bibliography: leaves 221-224. / Ph.D.

Thesis. 1978. M.S.--Massachusetts Institute of Technology. Dept. of Aeronautics and Astronautics. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND AERONAUTICS. / Bibliography: leaves 80-82. / M.S.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 1981. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND AERO. / Bibliography: leaves 105-108. / by Herve J-M Duchesne de Lamotte. / M.S.