The operational profile-based testing is currently not a well-studied topic and there are no specific instructions for writing test cases for testing the program. In our thesis, we presented our idea about on the basis of what data test cases can be written. Also, in order to show the effectiveness of operational profile-based testing, we additionally described the equivalent partitioning testing technique. The software for this experiment was taken from the open-source SIR repository. We have selected software: “Account”, that was tested by two different testing methods. The test results of both techniques were compared and it was determined that the operational profile-based testing technique is more effective.

No abstract available / Graduate School of Business Leadership / M.B.L.

International Telemetering Conference Proceedings / October 26-29, 1998 / Town & Country Resort Hotel and Convention Center, San Diego, California / Instrumenting the operational B-2 Strategic Bomber presents some unique problems. For example, the requirement to remain operational dictates that the aircraft must retain its stealth characteristics. This means traditional antennas cannot simply be attached to the airframe. A solution to this problem is an antenna designed with stealth, or Low Observable (LO), attributes. Stealth is not an absolute; it is relative. Therefore, antenna design becomes a balancing act between the LO relativity, antenna directivity, and antenna gain. Weapons testing is an additional concern, where instrumented ordinances transmit data that must be monitored real-time prior to launch. Stealth vehicles must carry weapons internally, restricting the Radio Frequency (RF) transmission of telemetered data from the weapon. With the development of future stealthy conveyances, such as the F-22, Joint Strike Fighter (JSF), ground, and ocean-going craft, these concerns will become even more prevalent.

Thesis (MBA)--Stellenbosch University, 2004. / Some digitised pages may appear illegible due to the condition of the original hard copy / ENGLISH ABSTRACT: The complexity of modern business requires that all managers be, at least, partially responsible for strategic risk management. Therefore, all managers must have an awareness of the business direction of the organisation as a whole; that is, the corporate and business strategy. Companies embark on this journey to ensure their future existence. In this regard, having a risk management strategy allows a company to visualise and aim for its future, because such strategy guides decisions on the allocation of resources throughout the organisation. The risk management strategy encapsulates both desired goals and beliefs about what are acceptable and, most critically, unacceptable means of achieving them. To achieve the above, the ineptitude of traditional risk management strategy rarely seems to dictate unique structural solutions. Rather, the crucial factors in the operational risks processes are most often those of execution and continuous adaptation; of getting things done, and staying flexible. In addition, and to a very large extent, this means going far beyond strategy, to issues of organising structure, people, and the like. Given the historical development arising from the academic and insurance background and its inefficacy in dealing with the array of risks in the fast changing business environment, it is therefore important that risk management be embedded in every aspect of the management structure in an organisation for it to deal holistically with all risks facing it. The major challenge, however, is how to free risk management from the specialist "silos" of academia and insurance that have hindered its growth since inception. The approach of this research study is motivated by a desire to address this challenge. To do so, it employs two scientific research methods, first, to provide basic knowledge of concepts in view of expanding the existing basic knowledge and contribute to the literature of risk management at large by describing its evolution into a modern risk management now known as enterprise risk management, and, second, to use the applied research method in focusing on the specific problem of knowing how to translate theoretical aspects of risks management into business solutions within the context of managing operational risks. This is done by illustration using South African Airways as a Case Study. In view of the above, the aim of this research study is to show how practically to liberate risk management from the clutches of academia and insurance and to give risk management strategic significance at senior management level and tactical significance at operational level within the aforementioned modern technique of enterprise risk management. / AFRIKAANSE OPSOMMING: Die ingewikkeldheid van moderne besigheid vereis dat alle bestuurders ten minste gedeeltelik vir strategiese risikobestuur verantwoordelik is. Daarom moet alle bestuurders bewus wees van die besigheidsrigting van die organisasie as geheel; dit is, die korporatiewe en besigheidstrategie. Maatskappye pak dié reis aan om hul bestaan in die toekoms te verseker. 'n Risikobestuurstrategie stel 'n maatskappy in staat om die toekoms te visualiseer en daarheen te mik, want dié strategie lei besluite oor die toekenning van hulpbronne regdeur die maatskappy. Die risikobestuurstrategie behels die verlangde doelwitte, en die oortuigings van wat aanvaarbaar en wat, uiters belangrik, onaanvaarbaar is om die doelwitte te bereik. Om die bogenoemde te bereik wil dit voorkom of die ongepastheid van tradisionele risikobestuurstrategieë selde unieke strukturele oplossings voorskryf. Die beslissende faktore in bedryfsrisiko-prosesse is gewoonlik uitvoering en voortdurende aanpassing; om dinge te laat gebeur en buigsaam te bly. Daarmee saam, en tot 'n baie groot mate, beteken dit om verby die strategie te beweeg na aangeleenthede van struktuur, mense en dies meer. Gegewe die historiese ontwikkeling van die akademiese en versekeringsagtergrond en die onvermoë om 'n verskeidenheid risiko's in 'n vinnig veranderende sake-omgewing te hanteer, is dit belangrik dat riskobestuur in elke aspek van die bestuurstruktuur van 'n organisasie vervat word. Dit sal verseker dat die organisasie dreigende risiko's holisties benader. Die grootste uitdaging is egter hoe om risikobestuur los te maak van die "spesialissilas" van die akademie en versekering, wat die groei daarvan sedert sy ontstaan belemmer het. Die benadering van dié navorsingstudie word gemotiveer deur 'n behoefte om dié uitdaging aan te pak. Om dit te doen, word twee wetenskaplike navorsingsmetodes gebruik. Eerstens, om basiese kennis te verskaf oor konsepte om die bestaande basiese kennis uit te brei en by te dra tot die literatuur van risikobestuur. Dit word gedoen deur die evolusie hiervan tot moderne risikobestuur, nou bekend as ondernemingsrisikobestuur, te beskryf. Tweedens, om die toegepaste navorsingsmetode te gebruik om te fokus op die spesifieke probleem van hoe om teoretiese aspekte van risikobestuur oor te skakel na besigheidsoplossings in die konteks van die bestuur van bedryfsrisiko's. Dit word gedoen deur die Suid-Afrikaanse Lugdiens as gevallestudie te gebruik. In die lig van die bogenoemde, is die doelwit van dié navorsingstudie tweeledig. Eerstens, om aan te toon hoe om risikobestuur te bevry van die kloue van die akademie en versekering. Tweedens, om die belangrikheid van strategiese risikobestuur op senior bestuursvlak en taktiese risikobestuur op bedryfsvlak uit te lig binne die voorgenoemde moderne tegniek van ondernemingsrisikobestuur.

ITC/USA 2011 Conference Proceedings / The Forty-Seventh Annual International Telemetering Conference and Technical Exhibition / October 24-27, 2011 / Bally's Las Vegas, Las Vegas, Nevada / When embarking into the design of a new launch vehicle, engineering models of expected vehicle performance are always generated. While many models are well established and understood, some models contain design features that are only marginally known. Unfortunately, these analytical models produce uncertainties in design margins. The best way to answer these analytical issues is with vehicle level testing. The National Aeronautics and Space Administration respond to these uncertainties by using a vehicle level system called the Development Flight Instrumentation, or DFI. This DFI system can be simple to implement, with only a few measurements, or it may be a sophisticated system with hundreds of measurement and video, without a recording capability. From experience with DFI systems, DFI never goes away. The system is renamed and allowed to continue, in most cases. Proper system design can aid the transition to future data requirements. This paper will discuss design features that need to be considered when developing a DFI system for a launch vehicle. It will briefly review the data acquisition units, sensors, multiplexers and recorders, telemetry components and harnessing. It will present a reasonable set of requirements which should be implemented in the beginning of the program in order to start the design. It will discuss a simplistic DFI architecture that could be the basis for the next NASA launch vehicle. This will be followed by a discussion of the "experiences gained" from a past DFI system implementation, such as the very successful Ares I-X test flight. Application of these design considerations may not work for every situation, but they may direct a path toward success or at least make one pause and ask the right questions.

No description available.

No description available.

Baigiamojo darbo tikslas – pateikti sprendimus krovinių pervežimo įmonės veiklos efektyvumui didnti. Teorinėje darbo dalyje analizuojami organizacijos veiklos efektyvumo esmė, veiklos ektyvumą įtakojantys veiksniai bei priemonės, leidžiančios padidinti organizacijos veiklos efektyvumą. Analitinėje baigiamojo darbo dalyje pateikiami ir analizuojami krovinių pervežimo įmonėje atlikto empirinio aprašomojo kiekybinio ir kokybinio tyrimo rezultatai, atliekama įmonės veiklos statistinės informacijos analizė, kurios rezultatai pateikiama statistinių duomenų forma. Projektinėje darbo dalyje suformuluoti tokie sprendimai, leidžiantys padidinti krovinių pervežimo organizacijos veiklos efektyvumą: kiekvieno autotraukinio per mėnesį nuvažiuojamą kilometražo didinimas, išlaidų kelių mokesčiams mažinimas, nuvažiuojamo kilometražo apskaitos tobulinimas, automobilių apgadinimo atvejų skaičiaus mažinimas. Pateikiamas krovinių pervežimo organizacijos efektyvumo didinimo planas, leidžiantis pasiekti didesnį krovinių pervežimo įmonės veiklos efektyvumą. / The aim of this thesis is to analyze the efficiency of freight company corporate performance. The essentiality of organization's operational efficiency, factors influencing organization's operational efficiency and instrumentalities enabling to increase organization's operational efficiency is analyzed in theoretical part of this job. The results of an empirical descriptive quantitative and qualitative study of organization's operational efficiency of freight company are presented and analyzed in analytical part of this jobpaper. There is made an analyze of company's statistical information, the results are given in statistical form. Solutions, enabling to increase the organization's operational efficiency of freight company are submited in propositional part of this job. There are given these solutions: how to increase the distance of transported loads per month; how to decrease the expenses for tools; how to improve the methods of accounting the distance of transported loads; how to decrease the number of car damage cases. There are given the plan of organization's operational efficiency increasement of freight company.

As world transport has grown in complexity, so has public pressure for safe flight. The scheduled airline industry has a consistently good safety record. Unfortunately, the business jet industry has not kept pace with the airline safety statistics and lags far behind. During safety surveys and reports over the past 5 years there has been increasing comment and concern over the perceived safety standards of business jets operations compared with normal scheduled airline services. The UK Civil Aviation Authority (CAA) has reported that based on flight hours flown, the fatal accident rate for smaller jet aircraft below 15 tonnes was twice that for large passenger aircraft (CAA 2006a). The CAA also identified that the majority of the accidents occur during the approach and landing phase of the flight. There is however, a lack of research concerning business jet operations. Due to the unique and varied style of operations, business jet flights have many factors that differentiate it from normal scheduled airline operations. Business jet accidents have been reported but they have not been further investigated for any overall causes. The study described in this thesis, a Grounded Theory analysis of accident data was conducted to develop a model of the factors that contributed to the accidents. The model that was developed demonstrated that Pilot skills, Command and Crew Resource management are the key central elements, with the ground organisations such as engineering and ground operations personnel as a contributory influence. As piloting skills were determined as a key factor in the accident statistics and the accident model, a simulator trial was also conducted to assess the manual flying skill levels of business jet pilots. The trial was both a challenging manual flying task and a profile that is included as part of the Pilot Skill test prior to the issue of a commercial pilot’s licence. The simulator trial confirmed that although all the pilots were correctly tested and certified commercial pilots, a significant proportion did not fly an accurate airspeed on approach within the CAA examination tolerances. The simulator trial data and the grounded theory model found that there are concerns for the piloting skills of business jet pilots in their ability to fly an accurate airspeed on approach. The results from this investigation yield findings concerning the piloting skill and accuracy of the business jet pilots that had not previously been identified. The results also emphasise the need to include adequate testing and supervision during business jet operations. It is recommended that further research be conducted to evaluate actual piloting skill and accuracy during the licence skill test.

This research deals with the optimization of metrology and calibration problems. The optimization involved here is the application scientifically sound operations research techniques to help in solving the problem intended optimally or semi-optimally with a practical time frame. The research starts by exploring the subject of measurement science known as metrology. This involves defining all the constituents of metrology facilities along with their various components. The definitions include the SI units’ history and structure as well as their characteristics. After that, a comprehensive description of most of the operations and parameters encountered in metrology is presented. This involves all sources of uncertainties in most of the parameters that affect the measurements. From the background presented and using all the information within it; an identification of the most important and critical general problems is attempted. In this treatment a number of potential optimization problems are identified along with their description, problem statement definition, impact on the system and possible treatment method. After that, a detailed treatment of the scheduling problem, the calibration interval determination problem and the average outgoing quality problem is presented. The scheduling problem is formulated and modelled as a mixed integer program then solved using LINGO program. A heuristic algorithm is then developed to solve the problem near optimally but in much quicker time, and solution is packaged in a computer program. The calibration interval problem treatment deals with the determination of the optimal CI. Four methods are developed to deal with different cases. The cases considered are the reliability target case, the CI with call cost and failure cost of both first failure and all failures and the case of large number of similar TMDEs. The average out going quality (AOQ) treatment involves the development two methods to assess the AOQ of a calibration facility that uses a certain multistage inspection policy. The two methods are mathematically derived and verified using a simulation model that compares them with an actual failure rate of a virtual calibration facility.