Authors:Jukka Holkeri Abstract: The outsourcing of maintenance and other technical services is a trend in both military and civil aviation. This article uses input from real outsourcing cases in Northern Europe to verify previous literature findings and to introduce new viewpoints to fill an identified research gap.Interviews of deeply involved individuals from six cases were selected and analyzed using the Delphi method. The findings were synthesized using a framework that articulates contexts, observed outcomes, and generative mechanisms.Many of the key literature findings were verified by this case analysis, but there were also some contradictions and new observations that had not been identified in the literature.The chosen cases represent three aviation industry segments and a selected geographic area. Results may differ in other segments and geographies even though aviation is regarded as an international industry. The methodology applied in this paper could be replicated in other segments and areas to broaden the scope of research.Improving understanding of the underlying processes in aviation outsourcing activities should improve efficiency and even flight safety.This research provides a comparison between empirical cases and more academic literature and shows the clear contribution of deeper analysis to research in this field. There also seems to be a need to continue case studies to achieve a more complete picture of the subject matter. PubDate: Mon, 24 Jan 2022 07:12:03 PST
Authors:Shlok Misra et al. Abstract: The Federal Aviation Administration emphasized the need to focus on and develop human factors training as early as 1993 in official Human Factors Policy Order 9550.8. The purpose of this study was to conduct a detailed qualitative phenomenological analysis of the risk perceptions and decision-making model of collegiate aviation pilots for unstabilized approaches. The study focused on understanding how collegiate aviation pilots perceive unstable approaches, the risk associated with unstable approaches, and the factors that trigger pilots to execute a go-around. The International Air Transportation Association warns that continuing an unstabilized approach can lead to runway excursions, hard landings causing damage to aircraft, or even controlled flight into terrain. The theoretical framework guiding this study was the risk compensation theory. The researchers recruited 15 participants through purposeful sampling for a phenomenological analysis using semi-structured interviews and a short questionnaire. A phenomenological methodology enabled the researchers to bring forth into consciousness preconceived ideas about unstabilized approaches and then set them aside. To address the research questions, information collected from individual interviews was analyzed and triangulated using a qualitative questionnaire. Three major themes emerged from the data: (a) effect of internal perceptions, (b) external pressures, and (c) unique worldviews. The findings validated the risk compensation theory’s principles by exposing the influence of mental and environmental factors impairing participants’ judgment of an unstabilized approach. Further research is required for developing standardized and objective stabilization criteria that the general aviation community can accept. PubDate: Thu, 13 Jan 2022 11:24:00 PST
Authors:Darren Ellis et al. Abstract: Over the past decade or so and through the onset of the COVID-19 pandemic, a number of airlines have risen to global prominence in Asia (especially China), the Middle East, Latin America, Africa, and elsewhere. As each develops, many industry observers are questioning the extent to which these airlines will rival current industry heavyweights around the world. This paper aims to provide a basis for assessing what constitutes a major global carrier in the airline industry, including the likelihood of being so in the foreseeable future. Three key metrics are employed to gauge the global reach of an airline and its corresponding major global carrier status and rank: wide-bodied fleet size, the number of international destinations flown to, and continents served (squared for adequate amplification). Data are sourced from the Centre for Aviation (CAPA) airline database. The paper concludes that major global carrier status for an airline is best viewed in relation to key competitors including the ranking location of those directly above and below any given airline. This ranking approach is therefore about insights generated and is not premised on precise locations on a leader board. PubDate: Thu, 13 Jan 2022 11:23:50 PST
Authors:LRD Murthy et al. Abstract: Eye-gaze-controlled interfaces allow the direct manipulation of a graphical user interface by looking at it. This technology has great potential in military aviation, in particular, operating different displays in situations where pilots’ hands are occupied with flying the aircraft. This paper reports studies on analyzing the accuracy of eye-gaze-controlled interfaces inside aircraft undertaking representative flying missions. We report that using eye-gaze-controlled interfaces, pilots can undertake representative pointing and selection tasks at less than two seconds on average in a transport aircraft. Further, we analyzed the accuracy of eye-gaze-tracking glasses under various G load factors and analyzed the failure modes. We observed that the accuracy of the eye-tracking glasses is less than 5˚of visual angle up to+3G, although less accurate at 21G and +5G. We also found that existing eye tracker fails to track eyes under higher external illumination and needs to have a larger vertical field of view than the presently available systems. We used this analysis to develop eye-gaze trackers for multi-functional displays and head-mounted display system (HMDS). We obtained significant reduction in pointing and selection times using our proposed HMDS compared to a traditional thumb-stick-based target designation system. PubDate: Thu, 13 Jan 2022 11:23:38 PST
Authors:Cheng Wang et al. Abstract: This paper presents the characteristics of unmanned aircraft system (UAS) sightings and discusses these characteristics in the context of airport safety using airport operational data. An unmanned aircraft in the vicinity of a commercial airport may be a potential threat to aircraft operations, and may result in operational and economic impacts if it causes an airport delay or shutdown. To ensure a record of UAS activity, the Federal Aviation Administration collects and publishes a UAS Sightings Report. This study analyzed UAS sightings and found that they vary by time of year and time of day, with more sightings in the summer and during the daytime. While all kinds of aircraft may be affected, pilots of general aviation aircraft report more UAS sightings, although overall only 3.3 percent of sightings required the pilot to take evasive action. Only 9.8 percent of UAS sightings occurred at or below 400 feet and 57 percent occurred within five miles of an airport, and sightings are more likely to be reported close to large and medium hub airports. States with a large population (such as California and Florida) and airports in big cities have more UAS sightings. The airports with the most UAS sightings are LaGuardia (LGA), Los Angeles (LAX), John F. Kennedy (JFK), and O’Hare (ORD). PubDate: Thu, 13 Jan 2022 11:23:29 PST
Authors:Marian C. Schultz et al. Abstract: In early aircraft, the amount of fuel the aircraft could carry usually determined how long it could stay in flight. Today, with aircraft being able to air refuel, the time they are able to stay aloft is based more on human needs, one being waste management. Voiding urine in a single-seat ejection seat aircraft has been an issue for male pilots in the past, but with the increasing numbers of female pilots in single-seat aircraft, finding a solution has intensified. This paper reviews the various methods that are available for both male and female pilots, including the newest method which allows the pilot to vacuum urine into a containment vessel. Future improvements in waste management will continue to progress with time and technology. While these may involve improving ways to urinate in the cockpit, they could also involve ways to perhaps slow the production of urine by the body. But for the present, pilots will have to select from a pool of the devices currently available. PubDate: Thu, 13 Jan 2022 11:23:19 PST
Authors:Rajee Olaganathan et al. Abstract: Abstract Fatigue is a significant contributing factor that reduces human ability and leads to accidents and threatens the safety of aircraft and human lives. Approximately 70% of fatal accidents that occur in commercial aviation operations are due to human factors. More specifically, crew fatigue contributes to nearly 15 to 20% of the accidents (Akerstedt, 2000). These accidents and incidents are associated with pilot fatigue because of the long duty periods, disruption of circadian rhythms, and inadequate sleep that are common among both commercial and military pilots. Though fatigue is seen in all the disciplines associated with the aviation industry, this paper will discuss only pilot fatigue. Based on the literature examined, this paper first defines fatigue, examines the significance of the problem, discusses what is fatigue, its types and causes, discusses fatigue-related accidents and incidents, examines fatigue in different flight operations and its impact on the wellbeing of pilots, investigates the in-flight and pre-/post-flight countermeasures (both pharmacological and non-pharmacological methods) practiced at present, and discusses the fatigue risk management system (FRMS)—in this it defines FRMS, briefly discusses its history, describes the organizational structure of FRMS, its process, and its operation in the aviation industry, merits and demerits of FRMS, and its future applications. The paper finally concludes with some recommendations for future research/study in this discipline. PubDate: Wed, 02 Jun 2021 06:32:13 PDT
Authors:Obioma R. Nwaogbe et al. Abstract: This study investigates the quality of service provided for air travel in Nigeria and the level of satisfaction of passengers with the service encountered. It does so by focusing on both the airports and the airlines as service providers. In that way, the study captures much of the effects of the organizational culture, employee behavior, and general norms which influence passenger attitudes. The SERVQUAL model was used in measuring the five dimensions of service. Domestic travel only was studied, with data obtained from well-structured questionnaires to evaluate perception–expectation gaps in airports as well as in airlines. The overall gap score of the Nigerian airports shows an average airport quality of service with a value of 21.8179. This reveals that the perceived service quality is less than passengers’ expectations in Nigerian airport service operations. In the same vein, the gap score of the Nigerian airlines shows an average airline quality-of-service gap with a value of 21.32, which is generally low. This means that the passengers or customers of the airlines during the response period were expecting more service quality from the airlines in the country. The level of service at Nigerian airports needs to be improved so as to encourage passengers to use the airports and as well reduce many queues at baggage collection areas. The air travel industry is currently challenged in a recessed economy resulting in lower service standards, lower patronage, increased missed trips, flight cancellations, passenger complaints, and faltering loyalty. The findings of the study will, therefore, be useful to the managers of airports and airlines, the economic regulator of the aviation industry, and other stakeholders. PubDate: Wed, 19 May 2021 06:18:23 PDT
Authors:Douglas D. Boyd et al. Abstract: Background. For general aviation (GA) pilots, operations in instrument meteorological conditions (IMC) carry an elevated risk of a fatal accident. As to whether a general aviation flight can be safely undertaken, aerodrome-specific forecasts (TAF, LAMP) provide guidance. Although LAMP forecasts are more common for GA-frequented aerodromes, nevertheless, the FAA recommends that for such aerodromes (and for which a TAF is not issued) the airman uses the TAF generated for the geographically closest airport for pre-flight weather evaluation. Herein, for non-TAF-issuing airports, the LAMP (sLAMP) predictive accuracy for visual (VFR) and instrument (IFR) flight rules flight category was determined.Method. sLAMP accuracy was evaluated over 12 months using the fractions of forecasts which were correct or false alarms. Statistical differences employed Chi-Square/Fisher Exact tests.Results. sLAMP forecasts (n=570) across 43 states were accrued. The fraction of correct sLAMP forecasts for VFR (0.53) and IFR (0.68) exceeded (pConclusion. Our findings indicate the forecast superiority of the satellite-LAMP at non-TAF-issuing airports compared with the TAF generated at a proximate aerodrome.Practical Application. For non-TAF-issuing sLAMP airports, these findings argue for greater integration of the latter tool in pre-flight weather briefings for general aviation operations. PubDate: Fri, 30 Apr 2021 08:42:03 PDT
Authors:Camilo Fernandez Sr. Abstract: The objective of this piece is to propose reasons that change the way air traffic controllers and others learn and work in air navigation, but also how they can improve workloads, due to the implementation of holographic radar. This research also aims to describe how this could reduce the cognitive load of an operator, thanks to the improvement of visual perspective and capacity of analysis, in order to more easily control an aircraft.Seeing that the visual facilitation is well known, radar is able to represent in three dimensions and in detail that which could not previously be perceived. This makes a substantial difference in the comfort and ease of training new controllers. In conjunction with operators, the objective of this technology is to save both hours and cost of training. This is of tremendous benefit, as some countries spend millions of dollars trying to educate the personnel in charge of air traffic control. In addition, a goal of this technology is the further improvement in air safety in a sector that demands more jobs and more availability to people in the industry, with an increasing number of aircraft in the world. This makes air traffic control one of the more demanding careers in the global arena. PubDate: Fri, 09 Apr 2021 08:53:13 PDT
Authors:Carlos Gonzaga Lopez Abstract: Helicopters play a relevant role in society due to their extraordinary versatility. However, they are particularly vulnerable to adverse weather conditions as the majority of operations are carried out under visual flight rules. This is partly due to the shortage of tailored helicopter instrument flight procedures and routes. The emergence of the performance-based navigation concept supported by the latest satellite navigation technologies has opened up new possibilities for rotorcraft operations in the last few years. This paper presents an extensive overview of the state of the art in the design of performance-based navigation routes for helicopters from two main standpoints: instrument flight procedures and route spacing. Apart from summarizing recent and current major initiatives to implement helicopter low-level routes and flight procedures, this paper provides an outlook on the latest advances and ongoing efforts by the International Civil Aviation Organization in the field of helicopter procedure and route design to ensure flyability, obstacle clearance, strategical separation, and segregation of traffic flows. In addition, several gaps in the current design criteria are identified and suggestions for future research and development are outlined. PubDate: Fri, 09 Apr 2021 08:53:04 PDT
Authors:Ralph Kimberlin et al. Abstract: This paper examines airplane response to rapid flap extension on seven general aviation airplanes. The scenario involves a pilot flying in the traffic pattern becoming distracted, abruptly extending flaps while looking outside the airplane, and failing to notice airspeed and pitch-attitude changes. The airplanes tested reached pitch forces of up to 36 lbf, meeting FAA requirements but exceeding the capability of 55% of the population. Flight data showed a pitch-up to more than 30˚ in 5 s after flap extension, causing airspeed to drop below stall speed for four of the airplanes. At traffic pattern altitudes, stalling an airplane can be fatal. The NTSB lists over 1000 accidents caused by loss of control in the traffic pattern between 1982 and 2017. As general aviation airplanes do not carry flight data recorders, it is unknown how many of those accidents may have involved stalls caused by uncommanded response after flap extension. From the data gathered in flight, it seems possible some were. To improve safety, flight training should prepare students to anticipate rapid pitch changes during flap extension and retraction. In addition, airplane developers could interconnect flaps with the elevator, reduce horizontal tail size, or use a T-tail. The FAA should consider reducing the maximum pitch stick and wheel forces in 14 CFR §23.143 to 20 lbf or less. PubDate: Tue, 06 Apr 2021 10:04:12 PDT
Authors:John H. Mott et al. Abstract: In the United States, over 2,400 of the 2,941 non-primary National Plan of Integrated Airport System airports have limited means of establishing operations counts due to lack of available personnel. Precise counts of airport operations are helpful for allocating airport improvement funds, as well as for local and system planning. An emerging technology utilizing ADS-B position data to calibrate signal strength received from Mode C transponders, thereby capturing location information from over 90% of the aircraft operating in the National Airspace System, has successfully estimated operations counts at these non-towered airports with reasonable levels of accuracy. This paper evaluates the impact of further calibration of the model using an atmospheric pressure-based calibration method to improve the accuracy of operations counts. Over 10 million aircraft transponder records collected during 58 days at Purdue University Airport and Terre Haute Regional Airport were analyzed. Uncorrected operations counts and corrected counts using atmospheric pressures averaged both monthly and daily were compared with those obtained from tower-reported figures from the Air Traffic Activity Data System (ATADS) database. The overall accuracy of operations counts from uncorrected heuristics ranged from 5.5% to 13.6% as compared to ATADS over different time periods ranging from 55 to 58 days. Incorporating monthly and daily average pressures improved the count accuracy from 3.2% to 8.7% and from 2.6% to 9.3%, respectively. The test results suggest that the barometric correction method using monthly average pressures results in a modest improvement in overall percentage error and mean average error over the uncorrected method. PubDate: Wed, 06 Jan 2021 06:17:31 PST
Authors:Steven Esser et al. Abstract: From 1961 onwards, Germany acquired 916 Lockheed F-104 Starfighters, of which 292 aircraft crashed and 116 pilots lost their lives. The purpose of this research project was to find out why these aircraft crashed and whether the Starfighters crashed for reasons different from those for other military aircraft in Germany. Seventy-one German F-104 accidents between 1978 and 1986 were analyzed by reviewing the original accident files. A Human Factors Analysis and Classification System (HFACS) Level-1 analysis was used as methodology. It was found that more than 50% of the reviewed German F-104 accidents occurred due to technology and/or physical environment. More than half of the sample’s accidents were engine related. It was concluded that the F-104 was indeed more accident-prone than other co-era types. Moreover, the J-79 engine was found to be a weak link in the F-104’s safety record, and the Starfighter’s unforgiving handling characteristics induced an elevated level of skill-based errors. PubDate: Wed, 06 Jan 2021 06:17:17 PST
Authors:Miazor Fidelis Ekom Abstract: Aircraft’s constant operation in tough conditions necessitates the need for structural components of high strength yet low weight. Composite materials are being used as an alternative to conventional aluminum alloys because of their competitive strength-to-weight and stiffness-to-weight ratios. In this paper, the detailed design procedure of a light-aircraft composite material fuselage tooling in three dimensions is shown. In its operation, the layup tools provide a surface for the composite part which is the correct shape of the part and is stable through the cure cycle, and also providing a means of indexing the part for the next manufacturing operation. This aims to achieve the desired position accuracy and improve the efficiency of assembly procedures. All the parts are designed and measured using CATIA Version 5 software. The fuselage modeled here is a section of Beechcraft King Air 250. At the time of writing, the manufacturing process for the fabrication of this fuselage is entirely different. This design should be viewed as an alternative process as it would cut down weight and costs while improving safety. PubDate: Wed, 06 Jan 2021 06:17:06 PST
Authors:Kenneth A. Ward et al. Abstract: Many airports conduct simultaneous operations on intersecting runways to increase the rate of takeoffs and landings. This requires landing aircraft to hold short of the intersecting runway, which incurs a safety risk of runway incursions in the process. A Monte Carlo simulation was conducted to analyze the traffic load at maximum operational capacity at Charlotte-Douglas International Airport in order to analyze the fleet types and the rate of those landing aircraft unable to stop short of the intersecting runway. The researchers used the actual and four alternative compositions of the subject airline’s aircraft arrivals, interspersed among other airport traffic, to assess how such changes affect the rate of runway incursions, the rate of operations at the airport, and the mean number of passengers the subject airline can land per hour. The simulation revealed that runway length up to the hold short point was the biggest determinant of aircraft being unable to hold short. The total airport rate of operations decreased when heavy wake turbulence category aircraft were introduced. Despite heavy wake turbulence category aircraft carrying more passengers individually, the decreased operations rate also led to fewer passengers per hour that the subject airline could carry. PubDate: Fri, 09 Oct 2020 12:08:30 PDT
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