Particle and gaseous emissions from commercial aircraft at each stage of the landing and takeoff cycle

A novel technique was used to measure emission factors for commonly used commercial aircraft including a range of Boeing and Airbus airframes under real world conditions. Engine exhaust emission factors for particles in terms of particle number and mass (PM2.5), along with those for CO2, and NOx were measured for over 280 individual aircraft during the various modes of landing/takeoff (LTO) cycle. Results from this study show that particle number, and NOx emission factors are dependant on aircraft engine thrust level. Minimum and maximum emissions factors for particle number, PM2.5, and NOx emissions were found to be in the range of 4.16×1015-5.42×1016 kg-1, 0.03-0.72 g.kg-1, and 3.25-37.94 g.kg-1 respectively for all measured airframes and LTO cycle modes. Number size distributions of emitted particles for the naturally diluted aircraft plumes in each mode of LTO cycle showed that particles were predominantly in the range of 4 to 100 nm in diameter in all cases. In general, size distributions exhibit similar modality during all phases of the LTO cycle. A very distinct nucleation mode was observed in all particle size distributions, except for taxiing and landing of A320 aircraft. Accumulation modes were also observed in all particle size distributions. Analysis of aircraft engine emissions during LTO cycle showed that aircraft thrust level is considerably higher during taxiing than idling suggesting that International Civil Aviation Organization (ICAO) standards need to be modified as the thrust levels for taxi and idle are considered to be the same (7% of total thrust) [1].

Decision support for the safe design and operation of unmanned aircraft systems

Unmanned Aircraft Systems (UAS) describe a diverse range of aircraft that are operated without a human pilot on-board. Unmanned aircraft range from small rotorcraft, which can fit in the palm of your hand, through to fixed wing aircraft comparable in size to that of a commercial passenger jet. The absence of a pilot on-board allows these aircraft to be developed with unique performance capabilities facilitating a wide range of applications in surveillance, environmental management, agriculture, defence, and search and rescue. However, regulations relating to the safe design and operation of UAS first need to be developed before the many potential benefits from these applications can be realised. According to the International Civil Aviation Organization (ICAO), a Risk Management Process (RMP) should support all civil aviation policy and rulemaking activities (ICAO 2009). The RMP is described in International standard, ISO 31000:2009 (ISO, 2009a). This standard is intentionally generic and high-level, providing limited guidance on how it can be effectively applied to complex socio-technical decision problems such as the development of regulations for UAS. Through the application of principles and tools drawn from systems philosophy and systems engineering, this thesis explores how the RMP can be effectively applied to support the development of safety regulations for UAS. A sound systems-theoretic foundation for the RMP is presented in this thesis. Using the case-study scenario of a UAS operation over an inhabited area and through the novel application of principles drawn from general systems modelling philosophy, a consolidated framework of the definitions of the concepts of: safe, risk and hazard is made. The framework is novel in that it facilitates the representation of broader subjective factors in an assessment of the safety of a system; describes the issues associated with the specification of a system-boundary; makes explicit the hierarchical nature of the relationship between the concepts and the subsequent constraints that exist between them; and can be evaluated using a range of analytic or deliberative modelling techniques. Following the general sequence of the RMP, the thesis explores the issues associated with the quantified specification of safety criteria for UAS. A novel risk analysis tool is presented. In contrast to existing risk tools, the analysis tool presented in this thesis quantifiably characterises both the societal and individual risk of UAS operations as a function of the flight path of the aircraft. A novel structuring of the risk evaluation and risk treatment decision processes is then proposed. The structuring is achieved through the application of the Decision Support Problem Technique; a modelling approach that has been previously used to effectively model complex engineering design processes and to support decision-making in relation to airspace design. The final contribution made by this thesis is in the development of an airworthiness regulatory framework for civil UAS. A novel "airworthiness certification matrix" is proposed as a basis for the definition of UAS "Part 21" regulations. The outcome airworthiness certification matrix provides a flexible, systematic and justifiable method for promulgating airworthiness regulations for UAS. In addition, an approach for deriving "Part 1309" regulations for UAS is presented. In contrast to existing approaches, the approach presented in this thesis facilitates a traceable and objective tailoring of system-level reliability requirements across the diverse range of UAS operations. The significance of the research contained in this thesis is clearly demonstrated by its practical real world outcomes. Industry regulatory development groups and the Civil Aviation Safety Authority have endorsed the proposed airworthiness certification matrix. The risk models have also been used to support research undertaken by the Australian Department of Defence. Ultimately, it is hoped that the outcomes from this research will play a significant part in the shaping of regulations for civil UAS, here in Australia and around the world.

Air navigation services in Australia and the United States : a comparative case study

The central document governing the global organization of Air Navigation Services (ANS) is the Convention on International Civil Aviation, commonly referred to as the “Chicago Convention,” whose original version was signed in that city in 1944. In the Convention, Contracting States agreed to ensure the minimum standards of ANS established by ICAO, a specialized United Nations agency created by the Convention. Emanating from obligations under the Chicago Convention, ANS has traditionally provided by departments of national governments. However, there is a widespread trend toward transferring delivery of ANS services outside of line departments of national governments to independent agencies or corporations. The Civil Air Navigation Services Organisation (CANSO), which is the trade association for independent ANS providers, currently counts approximately 60 members, and is steadily growing. However, whatever delivery mechanisms are chosen, national governments remain ultimately responsible for ensuring that adequate ANS services are available. The provision by governments of ANS reflects the responsibility of the state for safety, international relations, and indirectly, the macroeconomic benefits of ensuring a sound infrastructure for aviation. ANS is a “public good” and an “essential good” provided to all aircraft using a country’s airfields and airspace. However, ANS also represents a service that directly benefits only a limited number of users, notably aircraft owners and operators. The idea that the users of the system, rather than the taxpaying public, should incur the costs associated with ANS provision is inherent in the commercialization process. However, ICAO sets out broad principles for the establishment of user charges, which member states are expected to comply with. ICAO states that only distance flown and aircraft weights are acceptable parameters for use in a charging system. These two factors are considered to be easy to measure, bear a reasonable relationship to the value of service received, and do not discriminate due to factors such as where the flight originated or the nation of aircraft registration.

An on-line secure e-passport protocol

The first generation e-passport standard is proven to be insecure and prone to various attacks. To strengthen, the European Union (EU) has proposed an Extended Access Control (EAC) mechanism for e-passports that intends to provide better security in protecting biometric information of the e-passport bearer. But, our analysis shows, the EU proposal fails to address many security and privacy issues that are paramount in implementing a strong security mechanism. In this paper we propose an on-line authentication mechanism for electronic passports that addresses the weakness in existing implementations, of both The International Civil Aviation Organisation (ICAO) and EU. Our proposal utilises ICAO PKI implementation, thus requiring very little modifications to the existing infrastructure which is already well established.

Multiple Luminaire Identification in Airborne Images of Airport’s Approach Lighting Using Mathematical Morphology With Variable Length Structuring Element

The increasing demand for fast air transportation around the clock
has increased the number of night flights in civil aviation over
the past few decades. In night aviation, to land an aircraft, a
pilot needs to be able to identify an airport. The approach
lighting system (ALS) at an airport is used to provide
identification and guidance to pilots from a distance. ALS
consists of more than $100$ luminaires which are installed in a
defined pattern following strict guidelines by the International
Civil Aviation Organization (ICAO). ICAO also has strict
regulations for maintaining the performance level of the
luminaires. However, once installed, to date there is no automated
technique by which to monitor the performance of the lighting. We
suggest using images of the lighting pattern captured using a camera
placed inside an aircraft. Based on the information contained
within these images, the performance of the luminaires has to be
evaluated which requires identification of over $100$ luminaires
within the pattern of ALS image. This research proposes analysis
of the pattern using morphology filters which use a variable
length structuring element (VLSE). The dimension of the VLSE changes
continuously within an image and varies for different images.
A novel
technique for automatic determination of the VLSE is proposed and
it allows successful identification of the luminaires from the
image data as verified through the use of simulated and real data.

Old conflicts, new rivals? Airline competition in the European market

Christoph Franz of Lufthansa recently identified Ryanair, easyJet, Air Berlin and Emirates as the company’s main competitors – gone are the days when it could benchmark itself against BA or Air France-KLM! This paper probes behind the headlines to assess the extent to which different airlines are in competition, using evidence from the UK and mainland European markets. The issue of route versus network competition is addressed. Many regulators have put an emphasis on the former whereas the latter, although less obvious, can be more relevant. For example, BA and American will cease to compete between London and Dallas Fort Worth if their alliance obtains anti-trust immunity but 80% of the passengers on this route are connecting at one or both ends and hence arguably belong to different markets (e.g. London-San Francisco, Zurich-Dallas, Edinburgh-New Orleans) which may be highly contested. The remaining 20% of local traffic is actually insufficient to support a single point to point service in its own right. Estimates are made of the seat capacity major airlines are offering to the local market as distinct from feeding other routes. On a sector such as Manchester–Amsterdam, 60% of KLM’s passengers are transferring at Schiphol as against only 1% of bmibaby’s. Thus although KLM operates 5 flights and 630 seats per day against bmibaby’s 2 flights and 298 seats, in the point to point market bmibaby offers more seats than KLM. The growth of the Low Cost Carriers (LCCs) means that competition increasingly needs to be viewed on city pair markets (e.g. London-Rome) rather than airport pair markets (e.g. Heathrow-Fiumicino). As the stronger LCCs drive out weaker rivals and mainline carriers retrench to their major hubs, some markets now have fewer direct options than existed prior to the low cost boom. Timings and frequencies are considered, in particular the extent to which services are a true alternative especially for business travellers. LCCs typically offer lower frequencies and more unsociable timings (e.g. late evening arrivals at remote airports) as they are more focused on providing the cheapest service rather than the most convenient schedule. Interesting findings on ‘monopoly’ services are presented (including alliances) - certain airlines have many more of these than others. Lufthansa has a significant number of sectors to itself whereas at the other extreme British Airways has direct competition on almost every route in its network. Ryanair and flybe have a higher proportion of monopoly routes than easyJet or Air Berlin. In the domestic US market it has become apparent since deregulation that better financial returns can come from dominating a large number of smaller markets rather than being heavily exposed in the major markets - which are hotly fought over. Regional niches that appear too thin for Ryanair to serve (with its all 189 seat 737-800 fleet) are identified. Fare comparisons in contrasting markets provide some insights to marketing and pricing strategies. Data sources used include OAG (schedules and capacity), AEA (traditional European airlines traffic by region), the UK CAA (airport, airline and route traffic plus survey information of passenger types) and ICAO (international route traffic and capacity by carrier). It is concluded that airlines often have different competitors depending on the context but in surprisingly many cases there are actually few or no direct substitutes. The competitive process set in train by deregulation of European air services in the 1990s is leading back to one of natural monopolies and oblique alternatives. It is the names of the main participants that have changed however!

Fly by data link: feasibility of a relative navigation solution for aviation relying on a future L-band data link

Trabalho final de Mestrado para obtenção do grau de Mestre em Engenharia de Electrónica e Telecomunicações

Reabilitação do Aeroporto de Ondjiva em Angola

Com o progresso da tecnologia aeronáutica, a deslocação de pessoas e bens tornou-se bastante acessível para variados pontos de mundo, com espaço de tempo muito reduzido. Um dos motores essenciais deste avanço, concernente à mobilidade, é o transporte aéreo e a sua evolução. Este tipo de transporte requer a máxima segurança, sendo que um único acidente pode gerar centenas de vítimas. Atendendo a estas condições, a qualidade dos pavimentos aeroportuários é de grande importância para a segurança da movimentação das aeronaves em solo. Mas, por razões económicas e por vezes de espaço, perspetivas de novas construções perdem viabilidade comparativamente a soluções de reabilitação. A posição geográfica do aeroporto de Ondjiva faz com que seja um importante ponto de passagem entre a África do Sul e a Namíbia e, prevê-se que o número de voos que se efetuam no aeroporto cresça, sendo que o país está numa fase de grande evolução. O presente trabalho visa o conhecimento do processo de dimensionamento para pavimentos aeroportuários e soluções de correção para anomalias que possam apresentar, aplicando-os ao aeroporto de Ondjiva, em Angola. Atualmente, o aeroporto revela um grande desgaste das pistas de táxi, inadaptabilidade das cabeceiras face às cargas estáticas a que são submetidas e, largura insuficiente da pista para a aeronave de projeto, ou aeronave crítica, atendendo ao regulamento da ICAO (International Civil Aviation Organization). Para melhorar o conforto, a segurança e eficiência dos serviços aéreos, o dimensionamento do aeroporto deve obedecer aos princípios e regras da ICAO. Pretende-se também a modelação de uma solução de reforço para o pavimento existente, para que não seja necessário construir um aeroporto de raiz, minimizando custos. Após a realização do dimensionamento, foi estudada a sinalização horizontal e luminosa da pista, para que esteja em conformidade com as suas novas medidas.

The People's Republic of China and her relations with the countries of the association of Southeast Asian nations : 1969-1975

Phe Ihesis examines the evolution of the -policies of the People fs Jtenublie of China towards J?hail°nd, PTal ysia, Singapore, Iidonesia pad the Philip-pines, organised in the Association of Southeast Asian Nations from 1969 to 1975• 2ze first central point of this study is an *ir sumption that the foreign relations of The People's Tepublic of Chi la Towards Southeast ^sia have been motivated by a dynamic interplay of t^o main factors: (1) Farxist-Leninist ideology and ICao J^e-tung Ph^ught, which dictate to China to behave as a revolutionary Dover vhich must assist the insurgent movements in the area in their strug fle to overthrow the local governments; (2) national interest, vhich demands of China to safeguard the southern flank of her territory bordering on Southerst 'sia through Friendly relations, trade and ot*»er conventional inrtniments of diplomacy. hile the tvo main motive factors are nuTually antagonistic and exclusivet the Chinere leaders are nevertheless at te mi ting to oring them iirco a coherent policy under Mao's theory of tve {hniity of op-nosites," vhich believes that it is -possible to reconcile these co-posing tendencies into a dynamic enuibrium through vhich both opnosites could be promoted at the same time although not to the same extent* la other words, the Chinese leaders conceive the dynamic equilibrium as a continuum between them in a mix in which one or the other orientation predominates in different •periods* Bins we might see China1 s conduct motivated in one period by mostly ideological considerations at the expense of the staire-to-state relations, then ve might see her policy in the middle of the continuum and suf ering from immo bill sine and just muddling through, or finally ?fe might see her emphasising friendly ties at the expense of support of revolutionary movements at the other extreme -point of the spectrum* !fhe mechanism vhich enables Peking to move from one pole to the other of the spectrum is activated by the following elementsJ (1) the result of an internal power struggle within the leadership in Peking between ideologically radical and moderate elements, which enables the victorious faction to initiate nev policies; (2) Peking's assessment of the changing intentions and capabilities of the major powers in the area; (3) internal changes within the countries of the area and the changing attitudes of their governments towards China; (4) changing fortunes of revolutionary movements operating in the area* 'Phe second major point of this study is an assertion that while China's conduct toward Southeast *lsia after her foundation in 1949 was primarily based upon ideological considerations, the beginning of the seventies saw the national interest reasserting itself as the leading motive factor* Thus China talks with her neighbours in Southeast asia in terms of relevance of fllong historical ties," casting herself into the role of a benevolent "older brother11 who is entitled to reopect and deference in exchange for patronage and protection* Hence the traditional echoes of the past are emerging ever stronger and influencing her postures towards the region, while the open support to revolutionary moevments is underplayed at the moment.

La actuación de la República de China (Taiwán) como Estado de Facto en el Sistema Internacional, periodo 1971 - 2011

El presente es un estudio de caso que busca encontrarle significado a la actuación de la República de China (Taiwán) como Estado de Facto en el Sistema Internacional, durante el periodo 1971 – 2011. El estudio se centra en las formas de validación jurídicas que le permiten a Taiwán interactuar con otros actores en el Sistema Internacional.

Inserción laboral de personas con discapacidad y su impacto en la medición del clima organizacional y desempeño en el Banco Pichincha

La presente investigación pretende vincular el conocimiento impartido en la Maestría de Desarrollo y gestión del talento Humanos en el ámbito laboral, cuyo objeto de estudio es el comportamiento del ser humano en el ámbito de las organizaciones. La compañía o entidad financiera debe tener un estricto apego al cumplimiento con la ley de inserción laboral, vigente en el país desarrollo el presente plan de inserción laboral, para personas con discapacidad, equivalente a 249 colaboradores que es el 4% del total de su nómina, pero este proceso no solo debe contener resultados numéricos, lo más importante es conocer cómo se sienten estas personas luego de ser contratadas, medido por le medio de una encuesta que medirá su satisfacción en la organización su puesto de trabajo, en una encuesta de 87 preguntas llamada ICAO (Índice de Calidad de ambiente organizacional) estos resultados deben ser analizados y sabremos qué nivel de satisfacción les da el trabajar en esta institución. Luego debemos conocer el punto de vista institucional es decir, como la organización, que acoge a estas personas evalúa el desempeño de las mismas en sus cargos, funciones y desempeño individual, que lo mediremos con una evaluación de desempeño realizado por el supervisor llamado “Ranking”, esta metodología permite recibir información del supervisor. Con estos dos factores analizaremos la inserción laborar de este grupo para conocer el nivel de satisfacción de personas con discapacidad y el de la organización que los acoge.

La vision estrategica en el sector publico : la experiencia de las empresas publicas brasilenas

La presente tesis aborda el tema de la Visión Estratégica en el contexto de la empresa pública brasilefía, Siendo que para facilitar el análisis, la practica estratégica es evaluada en términos de Planeamiento Empresarial, Planeamiento Estratégico o Administración Estratégica según sea el caso. EI objetivo de la investigación es análizm y determinar el grado de utilización y apoyo de la referida herramienta gerencial en la optimización de la gestión cotidiana de dichas empresas públicas. Así, son analisados el nivel de suceso, las falias, así como sus oportunidades de utilización, a la luz dei referencial teórico existente y salvando las restricciones, por cuanto la mayor parte de la literatura encontrada versa sohre la empresa privada. Los resultados de la investigación, bibliográfica, documental y de campo practicadas en empresas públicas brasilefías de grande porte, tales como Compafíía Vale do Rio Doce, Petrobrás, Embratel, Eletrobrás y BNDES, muestran los diferentes grados de aplicación de la Visión Estratégica en las mismas. Siendo que su efectiva inserción en la practica gerencial, está condicionada, entre otros factores, a que se aprenda a lidiar con la variable política, y a que se trabaje ell pro de Cultura, Estructuras Organizacionales, Sistemas de Información Gerencial, Recursos Humanos para el planeamiento. Se apreció, que en la mayoría de las empresas investigadas, la Visión Estratégica cn la Gerencia y especialmcnte en el proceso de planeamicnto es rcciente pero que viene siendo inserida en la filosoFía gerencial gradual y lentamente, ganando cada vez mayor relevancia.

An Assessment Of The Economic Impact Of Climate Change On The Transportation Sector In Montserrat

.--I. Introduction.--II. Literature review regarding climate change impacts on international transportation.--III. Economy of the Caribbean subregion and Monserrat.--IV. The international transportaion system in the Caribbean and in Monserrat.--V. Vulnerabilities of international transport system in Monserrat to climate change.--VI. Modelling.-- VII. Economic impact analysis of climate chage on the international transport.-- VIII. Approaches to mitigation and adaptation in the air and sea transportation sectors.-- IX. Conclusions

SERVIÇOS E PRODUTOS DO SIBi/USP: descrição dos processos essenciais, gerenciais e de apoio

O Modelo de Gestão do Sistema Integrado de Bibliote cas da Universidade de São Paulo (SIBi/USP) incorpora conceitos e ferramentas de ger enciamento que permeiam as organizações modernas para garantir melhores índice s de desempenho sistêmico e prestar serviços com qualidade e eficiência aos usuários. C omo parte do Modelo está a identificação e a descrição detalhada dos processos de trabalho do Sistema, assim como o estabelecimento de alguns indicadores de desempenho . A partir do trabalho inicial, foi elaborado um levantamento complementar para identif icação dos processos que abrangessem o conjunto do Sistema de forma ampla. O s dados foram dispostos em planilhas para melhor visualização, especialmente q uanto aos macro processos, processos, sub processos e atividades. Os processos foram sepa rados em essenciais, gerenciais e de apoio, além de elencadas as atividades pertinentes a cada um deles, bem como as instruções técnicas e fluxos de trabalho. Foram est abelecidos alguns indicadores, tendo por referência os da IFLA já estudados por outro Grupo de Trabalho. Daquele estudo quatro indicadores foram testados e validados pelo SIBi/US P por meio de aplicação piloto em algumas das Bibliotecas do Sistema e outros foram d efinidos no estudo atual. Com isso foi possível mapear os processos e as atividades desenv olvidas pelo conjunto de Bibliotecas sendo que cada Biblioteca, em função de sua especia lidade e especificidade pode adequar o seu mapeamento. A definição de um núcleo básico d e indicadores objetiva viabilizar a concretização da missão e dos objetivos em consonân cia com a política do SIBI/USP