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Cette étude porte sur la question de la durabilité des ressources naturelles, et plus particulièrement sur l’utilisation et la gestion de la ressource eau, par les habitants de la région des Cockpits en Jamaïque, au regard du discours officiel sur les pratiques durables et les perspectives liées au développement durable dans le cadre de la gestion de l'eau. Elle examine le rôle des facteurs environnementaux et anthropiques qui influencent la qualité de l'eau dans le contexte des moyens d'existence dans la région des Cockpits. La région des Cockpits se caractérise par une géomorphologie karstique qui joue un rôle qui commande le système hydrologique et l’accès des populations à la ressource eau. L'étude de cette région a porté sur deux types de zones : les zones offrant un accès aisé à un point d'eau et les zones n'offrant pas d'accès à une source d'eau. La recherche se concentre sur une approche explicative qui établit des liens de cause à effet entre les perspectives locales et l'utilisation des ressources naturelles. De nouvelles questions en découlent et focalisent l’attention sur les pratiques d'utilisation de l'eau, sur la sécurité de l'eau, sur l'accès à l'eau et sur sa durabilité insuffisamment développés et modes d'existence des résidents / This dissertation examines the extent to which the local residents’ perspectives and practices linked to the use of natural resources, such as water, are sustainable. This includes an examination of the role of environmental and non-environmental drivers on water quality within the context of the livelihood systems in the Cockpit Country, Jamaica. The Cockpit Country region is defined by a rounded topography and karst geography, which plays a critical role in the hydrological system. Case study areas consisted of two principal categories: areas with water access points and areas without access points, as water use sources. The research uses an explanatory approach to establish causal linkages between local perspectives and usage of natural resources. New questions include a focus on water usage practices, water security, water access and sustainability within the socio geographic context of livelihood systems

published_or_final_version / Business Administration / Master / Master of Business Administration

A significant number of aircraft incidents and accidents have been caused, in part, by flightcrew failure to properly manage cockpit activities, such as failure to initiate activities at the appropriate time, misprioritization of activities, or the failure to appropriately monitor activities and terminate them when required. To facilitate the management of the cockpit activities, a computational aid, the Agenda Manager (AM) has been developed for use in simulated cockpit environments in an investigation which was one aspect of a more extensive research project supported by the NASA Ames Research Center. The AM is directed at the management of goals and functions, the actors who perform those functions, and the resources used by these actors. Development of an earlier AM version, the Cockpit Task Management System (CTMS), demonstrated that it could be used to assist flightcrews in the improvement of cockpit activity management under experimental conditions, assuming that the AM determined pilot goals accurately as well as the functions performed to achieve those goals. To overcome AM limitations based on that assumption, a pilot goal communication method (GCM) was developed to facilitate accurate recognition of pilot goals. Embedded within AM, the GCM was used to recognize pilot goals and to declare them to the AM. Two approaches to the recognition of pilots goals were considered: (1) The use of an Automatic Speech Recognition (ASR) system to recognize overtly or explicitly declared pilot goals, and (2) inference of covertly or implicitly declared pilot goals via use of an intent inferencing mechanism. These two methods were integrated into the AM to provide a rich environment for the study of human-machine interactions in the supervisory control of complex dynamic systems. Through simulated flight environment experimentation, the proposed GCM has demonstrated its capability to accurately recognize pilot goals and to handle incorrectly declared goals, and was validated in terms of subjective workload and pilot flight control performance. / Graduation date: 1997

The flightcrew of a modern airliner operates in a multi-tasking environment with several tasks competing for the same attentional resources at the same time. Too many tasks vying for the crew's attention concurrently imposes a heavy workload on the flightcrew. This results in the satisfactory execution of some tasks at the expense of others. Consequently, flightcrews must manage cockpit tasks a process we call Cockpit Task Management (CTM). Funk (1991) defines cockpit task management (CTM) as the process flightcrews use to prioritize cockpit tasks, allocate required resources, initiate and terminate multiple concurrent tasks. Despite improvements in aircraft reliability and advancements in aircraft cockpit automation, "pilot error" is cited as the main reason (over 60% of all aircraft accidents) for planes still falling out of the skies. One of the objectives of this research was to determine the significance of CTM errors in "pilot errors". Having established its significance, the next step was to refine the existing error taxonomy of Chou & Funk (1991). A structured error classification methodology was also developed for classifying CTM errors and validated using 470 Aviation safety Reporting System (ASRS) airline incident reports. This study identified CTM errors as a significant component of "pilot errors" accounting for 231 of the 470 incidents analyzed (49.2%). While Task Initiation errors accounted for the largest of the general error categories (41.5%), it was the Task Prioritization errors (35% of general and specific error categories) that unlocked the door that led to error committals in the other error categories. Task Prioritization errors led to Resource allocation errors which, in turn, resulted in several kinds of errors being committed in the other categories. The findings had implications that were largely training-based. In particular, the importance of pilot education which CTM provides (as opposed to crew training that CRM provides) is emphasized. The incorporation of formal CTM concept into existing CRM training programs was advocated. In addition, a staggered scheduling mechanism in crew training agenda involving CTM, CRM, Line-Oriented-Flight-Training (LOFT) and simulator sessions was suggested. A recommendation was made for a comprehensive Cockpit Task Management System (CTMS) to be installed in the cockpit to help crews to prioritize tasks and remind them of the need to initiate, terminate or reprioritize tasks as necessary. The inclusion of Air Traffic Control personnel in flightcrew training sessions was also recommended. / Graduation date: 1994

abstract: From 2001-2011, the General Aviation (GA) fatal accident rate remained unchanged (Duquette & Dorr, 2014) with an overall stagnant accident rate between 2004 and 2013. The leading cause, loss of control in flight (NTSB, 2015b & 2015c) due to pilot inability to recognize approach to stall/spin conditions (NTSB, 2015b & 2016b). In 2013, there were 1,224 GA accidents in the U.S., accounting for 94% of all U.S. aviation accidents and 90% of all U.S. aviation fatalities that year (NTSB, 2015c). Aviation entails multiple challenges for pilots related to task management, procedural errors, perceptual distortions, and cognitive discrepancies. While machine errors in airplanes have continued to decrease over the years, human error still has not (NTSB, 2013). A preliminary analysis of a PC-based, Garmin G1000 flight deck was conducted with 3 professional pilots. Analyses revealed increased task load, opportunities for distraction, confusing perceptual ques, and hindered cognitive performance. Complex usage problems were deeply ingrained in the functionality of the system, forcing pilots to use fallible work arounds, add unnecessary steps, and memorize knob turns or button pushes. Modern computing now has the potential to free GA cockpit designs from knobs, soft keys, or limited display options. Dynamic digital displays might include changes in instrumentation or menu structuring depending on the phase of flight. Airspeed indicators could increase in size to become more salient during landing, simultaneously highlighting pitch angle on Attitude Indicators and automatically decluttering unnecessary information for landing. Likewise, Angle-of-Attack indicators demonstrate a great safety and performance advantage for pilots (Duquette & Dorr, 2014; NTSB, 2015b & 2016b), an instrument typically found in military platforms and now the Icon A5, light-sport aircraft (Icon, 2016). How does the design of pilots’ environment—the cockpit—further influence their efficiency and effectiveness? To explore the possibilities for small aircraft displays, a participatory design investigation was conducted with 9 qualified instrument pilots. Aviators designed mock cockpits on a PC using pictorial cutouts of analog (e.g., mechanical dials) and digital (e.g., dynamic displays) controls. Data was analyzed qualitatively and compared to similar work. Finally, a template for GA displays was developed based on pilot input. / Dissertation/Thesis / Masters Thesis Applied Psychology 2016

Résumé confidentiel / Résumé confidentiel

Depuis l'introduction au début des années 2000 du standard ARINC 661 (définissant les interfaces graphiques dans les cockpits), les avions modernes, tels que l'A380, l'A350 ou le B787, intègrent des systèmes interactifs permettant à l'équipage d'interagir avec des applications interactives. Ces applications sont affichées sur des écrans à travers l'utilisation d'un dispositif similaire à un clavier et une souris. Pour des raisons d'exigences de sûreté de fonctionnement, l'utilisation de ces systèmes est limitée, à l'heure actuelle, à la commande et au contrôle de fonctions avioniques non critiques. Cependant, l'utilisation de ces systèmes dans les cockpits d'avions civils apporte de nombreux avantages (tels qu'une amélioration de l'évolutivité du cockpit) qui amènent les industriels à chercher comment l'étendre à la commande et le contrôle de systèmes avioniques critiques. Dans cette optique, nous proposons une approche duale et homogène de prévention et de tolérance aux fautes pour concevoir et développer des systèmes interactifs tolérants aux fautes. Celle-ci repose, dans un premier temps, sur une approche à base de modèles permettant de décrire de manière complète et non ambiguë les composants logiciels des systèmes interactifs et de prévenir les fautes logicielles de développement. Dans un second temps, elle repose sur une approche de tolérance aux fautes naturelles et certaines fautes logicielles résiduelles en opération, grâce à la mise en œuvre d'une solution architecturale fondée sur le principe des composants autotestables. Les contributions de la thèse sont illustrées sur une étude de cas de taille industrielle : une application interactive inspirée du système de commande et contrôle de l'autopilote de l'A380. / Since the introduction of the ARINC 661 standard (that defines graphical interfaces in the cockpits) in the early 2000, modern aircrafts such as the A380, the A350 or the B787 possess interactive systems. The crew interacts, through physical devices similar to keyboard and mouse, with interactive applications displayed on screens. For dependability reasons, only non-critical avionics systems are managed using such interactive systems. However, their use brings several advantages (such as a better upgradability), leading aircraft manufacturers to generalize the use of such interactive systems to the management of critical avionics functions. To reach this goal, we propose a dual and homogeneous fault prevention and fault tolerance approach. Firstly, we propose a model-based approach to describe in a complete and unambiguous way interactive software components to prevent as much as possible development software faults. Secondly, we propose a fault tolerant approach to deal with operational natural faults and some residual software faults. This is achieved through the implementation of a fault tolerant architecture based on the principle of self-checking components. Our approach is illustrated on a real size case study: an interactive application based on the command and control system of the A380 autopilot.