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Aviation Infrastructure: Operations and Ownership
Published in Bijan Vasigh, Ken Fleming, Thomas Tacker, Introduction to Air Transport Economics, 2018
Bijan Vasigh, Ken Fleming, Thomas Tacker
As explained in the earlier chapters, there is an equilibrium price and quantity supplied of air travel. This equilibrium is represented by Pe and Qe and is the market equilibrium based on supply and demand. As you may recall, any price above the equilibrium price will result in a surplus of air travel supplied—that is, too many empty seats. In this situation, competition between airlines will lower the price to fill the seats and return to the equilibrium position. Any price below the equilibrium will result in a shortage and consumers will bid up the price to obtain the seating. Now suppose that the air traffic control system imposes repeated and prolonged delays in the form of ground holds or airborne holding. This can come about if the system is not capable of handling the volume of traffic either because of separation standards or the inability of the human controllers to handle the volume of traffic. This situation can be thought of as an externally imposed cost to both the consumers and the producers of air travel. To the consumers it is an unanticipated delay that can be monetized as the cost of the consumer's time or, in the case of the business travelers, as forgone opportunities. To the producer the cost is also real, and can be measured, among other costs, in terms of higher crew wages, more fuel burn, and the loss of the ability to utilize the airplane for extra flights. Therefore, the delay that is imposed on the system can be thought of as a tax on both the consumers and suppliers of air traffic.
Human Workload in Aviation
Published in R. Key Dismukes, Human Error in Aviation, 2017
Barry H. Kantowitz, Patricia A. Casper
If training pilots how to organize their visual scanning can improve their detection performance, perhaps training could also help them deal more effectively with emergency situations. Unexpected events disrupt the normal execution of a flight "script" and cause pilots to ad lib the next course of action as they are engaged in flying the plane. Johannsen and Rouse (1983) studied the planning behavior, workload, and objective performance of nine professional pilots flying an HFB-320 Hansa Jet simulator in three types of flight situations: normal, abnormal, and emergency. All three scenarios consisted of phases starting with cruise and ending with touchdown, but the abnormal and emergency scenarios forced the pilots to deal with unexpected events. In the abnormal flight the pilots were informed at some prespecified time into the mission that the runway had been closed temporarily for snow removal and they should enter a holding pattern or attempt to land at an alternate airport. The emergency scenario was characterized by the failure of the right engine at a certain point during the flight.
Traumatic Brain Injury and Aeromedical Licensing
Published in Anthony N. Nicholson, The Neurosciences and the Practice of Aviation Medicine, 2017
Regulatory bodies carry the responsibility for assessing the fitness to fly of commercial pilots. Criteria and guidelines are outlined in the Manual of Civil Aviation Medicine: Preliminary EditionPart III published by the International Civil Aviation Organization (2008), and the particular level of acceptability, in terms of risk for holding a licence, is described conceptually in Volume One and categorically in Chapter Three. In Europe, regulations are issued to aeromedical examiners as the Joint Aviation Requirements: Flight Crew Licensing 3 (Medical) by the Joint Aviation Authorities (2006). Regulatory bodies usually provide an expert advisory service for complex or borderline cases, and the results are held in a secure database. However, there is the need to rationalize and standardize approaches to these cases, and, for the individual patient, their particular risk may not simply align with the described categories. For the assessor, as well as the onus of categorization from often incomplete information, there is the application of risk assessment criteria to individual applicants in a fair and robust way. In simple terms, for aeromedical licensing of those with a seizure risk of greater than 1 per cent per year, medical certification is not appropriate.
Computational fluid dynamics investigation on frictional heat transfer flow process by using fluid method
Published in International Journal of Ambient Energy, 2022
R. Ramesh Kumar, J. M. Babu, R. Varatharajan
The use of divergent materials in welding is more common in mechanical applications and car fields. Titanium and treated steels are high material attributes and great holding conditions in modern applications and aviation applications. Erosion welding process has formed good techniques of strong to strong joining development (ANSYS User’s Manual 2009). In the rubbing process, titanium bar has been fixed in the revolution side and tempered steels are fixed in the non-pivot side. The turn side begins to pivot with certain RPM while the non-revolution side devices are steady in the machine. Slowly increasing the RPM in the revolution side, the temperature quickly transferred with different alloys. At first, begins the blaze purpose under the connected weight, which achieved the plastic zone (Asif, Shrikrishana, and Sathiya 2015; PandiaRajan, Senthil kumaran, and Kumaraswamidhas 2016; Chennakesava Reddy 2017).
Investigating Offshore Helicopter Pilots’ Cognitive Load and Physiological Responses during Simulated In-Flight Emergencies
Published in The International Journal of Aerospace Psychology, 2021
Attaining the qualifications to become a pilot for the offshore oil and gas industry requires a considerable amount of time. For example, based on Federal Aviation Administration (FAA – FAR 29) and European Aviation Safety Agency (EASA – CS-29) regulations, the International Association of Oil & Gas Producers – IOGP (2017) recommend that to be in command (i.e., Captain certification) of a medium to heavy lift helicopter (6,300 kg to greater than 22,000 kg) for the purpose of offshore operations, pilots should, in addition to holding a valid license(s), be deemed medically fit by an authorized medical examiner, be instrument- and type-rated for the specific helicopter, as well as have a minimum number of hours, both in general operations as well as while in command. The IOGP (2017) guidelines also provide standardize minimums for copilots (i.e., First Officers in this case). In addition to these minima, pilots must routinely complete training missions and check rides (Mavin & Roth, 2014). To ensure that a standardized set of testing parameters is evaluated, these check rides often occur in a certified flight simulator.
An Additive Manufacturing Spare Parts Inventory Model for an Aviation Use Case
Published in Engineering Management Journal, 2019
Thembani Togwe, Timothy J. Eveleigh, Bereket Tanju
The value of leveraging AM technology in the later stages of the lifecycle is underscored by examining the impact of the technology on the annual inventory holding cost rate equation components. AM technology can impact certain cost components such as obsolescence and storage by rendering them negligible. The holding cost rate equation components were revised to incorporate factors that are relevant to aviation spare parts inventory management including the form factor, fungibility, and DMSMS parameters. Technologies that do not have the same advantages should have a penalty levied against them when the revised holding cost rate equation is used. This would better reflect the true holding cost. Such a revision would allow the equation to be used for both production and spare parts inventories.