A Markov Decision Theoretic Approach to Pilot Allocation and Receive Antenna Selection

This paper considers antenna selection (AS) at a receiver equipped with multiple antenna elements but only a single radio frequency chain for packet reception. As information about the channel state is acquired using training symbols (pilots), the receiver makes its AS decisions based on noisy channel estimates. Additional information that can be exploited for AS includes the time-correlation of the wireless channel and the results of the link-layer error checks upon receiving the data packets. In this scenario, the task of the receiver is to sequentially select (a) the pilot symbol allocation, i.e., how to distribute the available pilot symbols among the antenna elements, for channel estimation on each of the receive antennas; and (b) the antenna to be used for data packet reception. The goal is to maximize the expected throughput, based on the past history of allocation and selection decisions, and the corresponding noisy channel estimates and error check results. Since the channel state is only partially observed through the noisy pilots and the error checks, the joint problem of pilot allocation and AS is modeled as a partially observed Markov decision process (POMDP). The solution to the POMDP yields the policy that maximizes the long-term expected throughput. Using the Finite State Markov Chain (FSMC) model for the wireless channel, the performance of the POMDP solution is compared with that of other existing schemes, and it is illustrated through numerical evaluation that the POMDP solution significantly outperforms them.

Multipair Full-Duplex Relaying with Massive Arrays and Linear Processing

We consider a multipair decode-and-forward relay channel, where multiple sources transmit simultaneously their signals to multiple destinations with the help of a full-duplex relay station. We assume that the relay station is equipped with massive arrays, while all sources and destinations have a single antenna. The relay station uses channel estimates obtained from received pilots and zero-forcing (ZF) or maximum-ratio combining/maximum-ratio transmission (MRC/MRT) to process the signals. To reduce significantly the loop interference effect, we propose two techniques: i) using a massive receive antenna array; or ii) using a massive transmit antenna array together with very low transmit power at the relay station. We derive an exact achievable rate in closed-form for MRC/MRT processing and an analytical approximation of the achievable rate for ZF processing. This approximation is very tight, especially for large number of relay station antennas. These closed-form expressions enable us to determine the regions where the full-duplex mode outperforms the half-duplex mode, as well as, to design an optimal power allocation scheme. This optimal power allocation scheme aims to maximize the energy efficiency for a given sum spectral efficiency and under peak power constraints at the relay station and sources. Numerical results verify the effectiveness of the optimal power allocation scheme. Furthermore, we show that, by doubling the number of transmit/receive antennas at the relay station, the transmit power of each source and of the relay station can be reduced by 1.5dB if the pilot power is equal to the signal power, and by 3dB if the pilot power is kept fixed, while maintaining a given quality-of-service.

Maritime transport liberalization and the challenges to further its implementation in Chile

Includes bibliography

The role of workplace absence as an organizational mechanism in predicting employee alcohol and drug disorders

Background. EAP programs for airline pilots in companies with a well developed recovery management program are known to reduce pilot absenteeism following treatment. Given the costs and safety consequences to society, it is important to identify pilots who may be experiencing an AOD disorder to get them into treatment. ^ Hypotheses. This study investigated the predictive power of workplace absenteeism in identifying alcohol or drug disorders (AOD). The first hypothesis was that higher absenteeism in a 12-month period is associated with higher risk that an employee is experiencing AOD. The second hypothesis was that AOD treatment would reduce subsequent absence rates and the costs of replacing pilots on missed flights. ^ Methods. A case control design using eight years (time period) of monthly archival absence data (53,000 pay records) was conducted with a sample of (N = 76) employees having an AOD diagnosis (cases) matched 1:4 with (N = 304) non-diagnosed employees (controls) of the same profession and company (male commercial airline pilots). Cases and controls were matched on the variables age, rank and date of hire. Absence rate was defined as sick time hours used over the sum of the minimum guarantee pay hours annualized using the months the pilot worked for the year. Conditional logistic regression was used to determine if absence predicts employees experiencing an AOD disorder, starting 3 years prior to the cases receiving the AOD diagnosis. A repeated measures ANOVA, t tests and rate ratios (with 95% confidence intervals) were conducted to determine differences between cases and controls in absence usage for 3 years pre and 5 years post treatment. Mean replacement costs were calculated for sick leave usage 3 years pre and 5 years post treatment to estimate the cost of sick leave from the perspective of the company. ^ Results. Sick leave, as measured by absence rate, predicted the risk of being diagnosed with an AOD disorder (OR 1.10, 95% CI = 1.06, 1.15) during the 12 months prior to receiving the diagnosis. Mean absence rates for diagnosed employees increased over the three years before treatment, particularly in the year before treatment, whereas the controls’ did not (three years, x = 6.80 vs. 5.52; two years, x = 7.81 vs. 6.30, and one year, x = 11.00cases vs. 5.51controls. In the first year post treatment compared to the year prior to treatment, rate ratios indicated a significant (60%) post treatment reduction in absence rates (OR = 0.40, CI = 0.28, 0.57). Absence rates for cases remained lower than controls for the first three years after completion of treatment. Upon discharge from the FAA and company’s three year AOD monitoring program, case’s absence rates increased slightly during the fourth year (controls, x = 0.09, SD = 0.14, cases, x = 0.12, SD = 0.21). However, the following year, their mean absence rates were again below those of the controls (controls, x = 0.08, SD = 0.12, cases, x¯ = 0.06, SD = 0.07). Significant reductions in costs associated with replacing pilots calling in sick, were found to be 60% less, between the year of diagnosis for the cases and the first year after returning to work. A reduction in replacement costs continued over the next two years for the treated employees. ^ Conclusions. This research demonstrates the potential for workplace absences as an active organizational surveillance mechanism to assist managers and supervisors in identifying employees who may be experiencing or at risk of experiencing an alcohol/drug disorder. Currently, many workplaces use only performance problems and ignore the employee’s absence record. A referral to an EAP or alcohol/drug evaluation based on the employee’s absence/sick leave record as incorporated into company policy can provide another useful indicator that may also carry less stigma, thus reducing barriers to seeking help. This research also confirms two conclusions heretofore based only on cross-sectional studies: (1) higher absence rates are associated with employees experiencing an AOD disorder; (2) treatment is associated with lower costs for replacing absent pilots. Due to the uniqueness of the employee population studied (commercial airline pilots) and the organizational documentation of absence, the generalizability of this study to other professions and occupations should be considered limited. ^ Transition to Practice. The odds ratios for the relationship between absence rates and an AOD diagnosis are precise; the OR for year of diagnosis indicates the likelihood of being diagnosed increases 10% for every hour change in sick leave taken. In practice, however, a pilot uses approximately 20 hours of sick leave for one trip, because the replacement will have to be paid the guaranteed minimum of 20 hour. Thus, the rate based on hourly changes is precise but not practical. ^ To provide the organization with practical recommendations the yearly mean absence rates were used. A pilot flies on average, 90 hours a month, 1080 annually. Cases used almost twice the mean rate of sick time the year prior to diagnosis (T-1) compared to controls (cases, x = .11, controls, x = .06). Cases are expected to use on average 119 hours annually (total annual hours*mean annual absence rate), while controls will use 60 hours. The cases’ 60 hours could translate to 3 trips of 20 hours each. Management could use a standard of 80 hours or more of sick time claimed in a year as the threshold for unacceptable absence, a 25% increase over the controls (a cost to the company of approximately of $4000). At the 80-hour mark, the Chief Pilot would be able to call the pilot in for a routine check as to the nature of the pilot’s excessive absence. This management action would be based on a company standard, rather than a behavioral or performance issue. Using absence data in this fashion would make it an active surveillance mechanism. ^

Aviation English: Structure and Importance of an International Airborne Language

In today’s globalized world, air travel is one of the fastest growing markets. Millions of aircrafts take off and then touch down all around the world each day. This well-synchronized symphony, however, is much more complex than it seems, and communication – language - plays a crucial role during a plane’s journey. Misunderstandings and miscommunications can have disastrous effects, so the adoption of a standard phraseology to be used during flight is a means to overcome language barriers, avoid ambiguous expressions and guarantee a safe and effective operation of an aircraft. Little is known about the interaction that goes on between pilots and air traffic controllers (ATCOs), and even though the language of aviation is English, cockpit communication can be hard to understand for people who are not familiar with this specific language. The scope of this thesis is to examine the origins of this uncommon language, the characteristics and peculiarities of air communication and to shed a little light on this mystery called Aviation English.

Optical and digital phase conjugation techniques for fiber nonlinearity compensation

We discuss recent progress on the use of optical and digital phase conjugation techniques for nonlinearity compensation in optical fiber links. We compare the achievable performance gain of phase conjugated twin wave applied in two polarization states and time segments with mid-link optical phase conjugation and digital back propagation. For multicarrier transmission scheme such as orthogonal frequency division multiplexing, two recently proposed schemes, namely phase-conjugated pilots and phase-conjugated subcarrier coding are reviewed.

Voice acoustic profi le of males exposed to occupational infrasound and low-frequency noise

Background: Vibroacoustic disease (VAD) is a systematic pathology characterized by the abnormal growth of extra-cellular matrices in the absence of infl ammatory processes, namely collagen and elastin, both of which are abundant in the basement membrane zone of the vocal folds. VAD can develop due to long-term exposure to infrasound and low-frequency noise (ILFN, <500 Hz). Mendes et al. (2006, 2008 and 2012) revealed that ILFN-exposed males and females presented an increased fundamental frequency (F0), decreased jitter %, and reduced maximum phonation frequency range, when compared with normative data. Temporal measures of maximum phonation time and S/Z ratio were generally reduced. Study Aims: Herein, the same voice acoustic parameters of 48 males, 36 airline pilots and 12 cabin crewmembers (age range 25-60 years) were studied, and the effects and interaction of age and years of ILFN exposure were investigated within those parameters. ILFN-exposure time (i.e. years of professional activity) ranged from 3.5 to 36 years. Materials and Methods: Spoken and sung phonatory tasks were recorded with a DA-P1 Tascam DAT and a C420III PP AKG head-worn microphone, positioned at 3 cm from the mouth. Acoustic analyses were performed using KayPENTAX Computer Speech Lab and Multi-Dimensional Voice Program. Results: Results revealed that even though pilots and cabin crewmembers were exposed to occupational environments with distinct (ILFN-rich) acoustical frequency distributions and sound pressure levels, differences in the vocal acoustic parameters were not evident. Analyzing data from both professional groups (N = 48) revealed that F0 increased signifi cantly with the number of years of professional activity. Conclusion: These results strongly suggest that the number of years of professional activity (i.e. total ILFN exposure time) had a signifi cant effect on F0. Furthermore, they may refl ect the histological changes specifi cally observed on the vocal folds of ILFN-exposed professionals.

Multiuser virtual safety training system for tower crane dismantlement

Tower crane dismantling is one of the most dangerous activities in the construction industry. Tower crane erection and dismantlement causes 10–12% of the fatalities of all crane accidents. The nature of the task is such that off-the-job training is not practicable, and the knowledge and expertise needed has to be gained on the job. However, virtual trainers such as Microsoft Flight Simulator for airplane pilots and mission rehearsal exercise (MRE) for army personnel have been developed and are known to provide a highly successful means of overcoming the risks involved in such on-the-job learning and clearly have potential in construction situations. This paper describes the newly developed multiuser virtual safety training system (MVSTS) aimed at providing a similar learning environment for those involved in tower crane dismantlement. The proposed training system is developed by modifying an existing game engine. Within the close-to-reality virtual environment, trainees can participate in a virtual dismantling process. During the process, they learn the correct dismantling procedure and working location and to cooperate with other trainees by virtually dismantling the crane. The system allows the trainees to experience the complete procedure in a risk-free environment. A case study is provided to demonstrate how the system works and its practical application. The proposed system was evaluated by interviews with 30 construction experts with different backgrounds, divided into three groups according to their experience and trained by the traditional and virtual methods, respectively. The results indicate that the trainees of the proposed system generally learned better than those using the traditional method. The ratings also indicate that the system generally has great potential as a training platform.

Uloimmalla rannalla : Luotsi- ja majakkamiesperheet asemayhdyskunnissaan

The subject of the present research is historical lighthouse and maritime pilot stations in Finland. If one thinks of these now-abandoned sites as an empty stage, the dissertation aims to recreate the drama that once played out there. The research comprises three main themes. The first, the family problematic, focuses on the relationship between the family members concerned and the public service positions held, as well as the islands on which these people were stationed. The role of the male actors becomes apparent through an examination of the job descriptions of pilots and lighthouse keepers, but the role of the wives appears more problematic: running a household and the insularity of the community came with their own challenges, and the husbands were away for much of the time. In this context the children emerge as crucial. What was their role in the family of a public official? What were the effects of having to move to the mainland for school? The second theme is the station community. A socioecological examination is undertaken which defines the islands as plots allowing the researcher to study the social behaviours of the isolated communities in question. The development of this theme is based on interpretations of interviews revealing starkly opposed views on the existing neighbourly relations. The premise is that social friction is inevitable among people living within close proximity of each other, and the study proceeds to become an analysis that seeks to uncover the sociocultural strategies designed to control the risks of communal living either by creating distance between neighbours or by enhancing their mutual ties. In connection with this, the question of why some neighbourhoods were open and cooperative while others were restrained and quarrelsome is addressed. Finally, the third main theme discusses the changes in piloting and lighthouse keeping that took place increasingly numerous towards the end of the 20th century. How did individuals react to the central management s technocratic strivings and rationalisations, such as the automation of lighthouses and the intense downsizing of the network of pilot stations? How was piloting, previously very comprehensive work, splintered into specialisations, and how did the entire occupation of lighthouse keeping lose its status before completely disappearing, as the new technology took over?

Les pilotes comme agents de changement dans les télécentres communautaires au Mali

Cette thèse porte sur les processus de sélection, formation et encadrement (SFE) des gestionnaires, appelés pilotes et considérés comme agents de changement dans les télécentres communautaires au Mali. Ces processus sont étudiés sous l'angle de leur contribution positive ou négative à l'implantation et au développement de ces centres. Les projets "technologies de l’information et de la communication", initiés par les partenaires techniques et financiers, répondent au besoin des autorités maliennes préoccupées par un souci de connecter les 703 communes du pays. À la suite du sommet mondial sur la société de l’information en décembre 2003 à Genève, l’UNESCO et la Coopération suisse ont décidé d’installer des centres multimédias communautaires dans trois pays d’Afrique (Mali, Mozambique, Sénégal). Ces implantations de télécentres ont été réalisées sur le modèle de ce qui avait été fait en Asie sans tenir compte des besoins réels des bénéficiaires et des conditions particulières (économiques, politiques, culturelles) des sites d’implantation. Malgré les conditions parfois difficiles de l’Afrique, les populations témoignent un enthousiasme réel pour les technologies de communication. Les TIC ont connu une croissance considérable et se sont multipliées partout en Afrique, à des degrés divers. Néanmoins, elles n’ont pas encore atteint la majorité des populations africaines, car 70% de celles-ci vivent en zones rurales souvent marginalisées par les difficultés économiques. Après l’implantation des télécentres, les sites ont donc été confrontés à la difficile tâche de sélectionner les pilotes comme agents de changement. Les responsables chargés de la mise en œuvre des projets ont choisi les pilotes dans leur réseau familial. En ce sens, la thèse met l’accent sur l’importance du rôle d’un pilote dans un télécentre et l’appui qu’il peut générer dans la population bénéficiaire. Nous proposons un modèle qui part de l’action des agents de changement, et ce, afin de potentiellement susciter une prise de conscience chez les décideurs locaux. Nous avons fait une étude de cas sur quatre sites pour mieux connaître les processus de sélection, formation et encadrement des pilotes et nous avons tenté d'identifier les facteurs qui, dans ces processus, ont pu influencer le niveau de réussite de chacun de ces centres.

Evaluación del riesgo cardiovascular usando la escala de Framingham en aviadores militares del ejército colombiano

Objetivo La enfermedad coronaria es la causa más frecuente de incapacitación súbita en vuelo, su etiología se debe a factores de riesgo cardiovascular. Los pilotos militares probablemente tienen una prevalencia diferente a las aviaciones civiles. Con el presente estudio se estima la prevalencia y proporción de factores de riesgo en aviadores militares del Ejército Colombiano. Metodología Estudio descriptivo correlacional. Se revisaron controles médicos de aviadores del Ejército Colombiano certificados, completando 1317 historias clínicas. Se obtuvieron datos como edad, presión arterial, tabaquismo, peso, talla, índice de masa muscular, colesterol total, triglicéridos y colesterol HDL. Según los datos recolectados, se calculó el Índice de Framingham y se estimó el índice de riesgo cardiovascular. Se calculó la prevalencia de sobrepeso, obesidad, hipertensión, hiperlipidemia, diabetes, HDL bajo y tabaquismo activo y la proporción de las mismas discriminando por grupos. Los datos fueron analizados mediante SPSS y los resultados expresados según estadística descriptiva. Resultados La prevalencia de factores de riesgo en aviadores militares fue HTA 3.34%, hiperlipidemia 56.9 %, HDL bajo 67.27%, diabetes 0%, tabaquismo 12.8 %, sobrepeso 55.1% obesidad 4.3% Hubo diferencia entre pilotos y tripulantes de las diferentes aeronaves y según sus equipos de vuelo. Conclusiones La prevalencia de factores de riesgo difiere entre el personal militar de vuelo y los aviadores civiles. Se identificó entre leve y latente el riesgo cardiovascular, según la escala Framingham, lo cual obliga a la realización de programas específicos y seguimiento estricto para modificar el perfil de riesgo y mejorar así la salud ocupacional de los aviadores del Ejército Colombiano.

Crisis communication: organization's reactions to unexpected events

A reputação é considerada o ativo mais importante das empresas. Ela permite o estabelecimento de relações comerciais e garante um bom funcionamento da organização. Quando um evento inesperado surge, a reputação pode ser ameaçada. Os gerentes, líderes da organização, têm então que demonstrar reatividade e capacidade em responder as necessidades dos stakeholders, e capacidade de detectar e consertar as falhas dentro da organização através de um processo de aprendizagem, para evitar conseqüências negativas que poderiam danificar a reputação e impactar o desenvolvimento operacional da empresa. Através da comunicação de crise, observamos que depois da queda do avião AF 447, a companhia Air France adotou diferentes posturas adaptadas ao pedido dos stakeholders e ao grau de ameaça sofrido. Logo depois do acidente, a empresa decidiu adotar a estratégia do reconhecimento, assumindo uma responsabilidade simbólica e comunicando prioritariamente para as famílias das vitimas e para a mídia. Nas seguintes semanas ela utilizou a estratégia do silêncio que consiste em não comunicar diretamente a mídia. Finalmente, ela usou a estratégia do “bode expiatório” quando ela foi sujeita a ataques diretos. As reações da empresa somadas ao avanço das investigações judiciais revelaram falhas organizacionais “históricas” dentro da própria empresa, como por exemplo, a falta de comunicação entre pilotos e gerentes ou uma falha de sensibilidade técnica e operacional da parte dos gerentes. Apesar de problemas interno e externo, a Air France demonstrou que uma comunicação de crise bem gerenciada limita os impactos financeiros e de reputação. As conseqüências negativas sofridas pela companhia Air France foram limitadas.

Fotogrametria na identificação de assimetrias posturais em cadetes e pilotos da academia da força aérea brasileira

Objective: To identify whether flight training activities cause postural changes in cadets and pilots of the Brazilian Air Force Academy (AFA). Methods: Eighty subjects were assessed through photographic images in anterior and right side views. Four groups of cadets (n=20 per group) divided according to the year since enlistment and a fifth group of fifteen pilots from the Air Demonstration Squadron (ADS) were included. Pictures were analyzed using the Postural Analysis Program (SAPO) and angles related to head vertical alignment (HVA), head horizontal alignment (HHA), acromion horizontal alignment (AHA) and anterior-superior iliac spine horizontal alignment (HAS) were plotted. Results: We did not find statistical significant differences in the angles: HVA, HHA and AHA. However, a significant difference was found for the HAS angle with pilots having lower values than cadets, suggesting greater postural stability for this variable in pilots. Conclusion: The horizontal alignment of the anterior-superior iliac spine was the only measure that showed significant difference in the comparison between pilots and cadets. The remaining alignments were not different, possibility because of the strict criteria used for admission of cadets at the AFA and the efficiency of the physical training that is performed periodically.

Innovative Man Machine Interfaces In Aeronautics

The research activity focused on the study, design and evaluation of innovative human-machine interfaces based on virtual three-dimensional environments. It is based on the brain electrical activities recorded in real time through the electrical impulses emitted by the brain waves of the user. The achieved target is to identify and sort in real time the different brain states and adapt the interface and/or stimuli to the corresponding emotional state of the user. The setup of an experimental facility based on an innovative experimental methodology for “man in the loop" simulation was established. It allowed involving during pilot training in virtually simulated flights, both pilot and flight examiner, in order to compare the subjective evaluations of this latter to the objective measurements of the brain activity of the pilot. This was done recording all the relevant information versus a time-line. Different combinations of emotional intensities obtained, led to an evaluation of the current situational awareness of the user. These results have a great implication in the current training methodology of the pilots, and its use could be extended as a tool that can improve the evaluation of a pilot/crew performance in interacting with the aircraft when performing tasks and procedures, especially in critical situations. This research also resulted in the design of an interface that adapts the control of the machine to the situation awareness of the user. The new concept worked on, aimed at improving the efficiency between a user and the interface, and gaining capacity by reducing the user’s workload and hence improving the system overall safety. This innovative research combining emotions measured through electroencephalography resulted in a human-machine interface that would have three aeronautical related applications: • An evaluation tool during the pilot training; • An input for cockpit environment; • An adaptation tool of the cockpit automation.

25 Years of Polarstern Meteorology

The most important tool in Germany's polar research program is the research and supply vessel Polarstern. The ship was commissioned in 1982, the maiden voyage started at the end of 1982. The owner of the ship is the Alfred Wegener Institute for Polar and Marine Research in Bremerhaven, Germany. Within the last 25 years Polarstern performed a total of 44 expeditions to the Arctic and Antarctic. The ship is well equipped for meteorological research as well as for routine meteorological services. The meteorological office is permanently manned with a weather technician/- observer from the German Weather Service (DWD) who performs the routine 3-hourly synoptic observations and the daily upper air soundings. Additionally, a weather forecaster is responsible to advice the ships captain as well as the helicopter pilots and all scientists in any weather related question. The forecaster gets assistance from the weather technician who performs the satellite picture reception and manages the near real time data flow.