Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100512
R. Concannon, D. S. Worrells
This article explores the steps that need to be taken in order to integrate unmanned aircraft systems (UAS) into the U.S. National Airspace System (NAS). The authors first consider the issue of whether or not the unmanned aircraft systems community is open and receptive to recommendations regarding safety. The authors report on an incident from 2006, when a Customs and Border Protection (CBP) MQ-9 Predator B crashed. The National Transportation and Safety Board (NTSB) investigated the accident; the board’s final report included a number of recommendations for improving operations of UASs in the NAS. The authors outline the actions taken by the CBP and General Atomics Aeronautical Systems Incorporated (GA-ASI) in response to the NTSB’s Safety Recommendations following the investigation of the crash. The authors contend that the extent to which the NTSB’s recommendations were incorporated will provide insight into the feasibility of incorporating unmanned aircraft systems into the NAS. The authors conducted a mixed method survey using an internet based distribution and return; of the estimated population of just under 100 possible participants, 39 surveys were used for the analysis (43 respondents but 4 were rejected for incompleteness). Some of the results showed an age range of 39 to 59 years; predominantly white male pilots and sensor operators; Federal Aviation Administration certificated pilots 41.0%, Commercial pilots 43.6%, Air Transport pilots 51.3%, flight instructors 30.8%; and 74.4% with instrument ratings. Nearly half (41%) of the respondents with a pilot certificate had acquired their certificate through military experience. A majority (88%) of the respondents agreed that the UAS community was receptive to NTSB safety recommendations. The authors also discussed factors such as the recording of conversations (to support accident investigations), human factors (notably in operator control interfaces and Ground Control System layouts), the cause and resolution of console lockups, pilot training programs, and the development of safety programs (not necessarily NTSB Safety Recommendations).
{"title":"Integrating Unmanned Aircraft Systems into the National Airspace System","authors":"R. Concannon, D. S. Worrells","doi":"10.22488/OKSTATE.18.100512","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100512","url":null,"abstract":"This article explores the steps that need to be taken in order to integrate unmanned aircraft systems (UAS) into the U.S. National Airspace System (NAS). The authors first consider the issue of whether or not the unmanned aircraft systems community is open and receptive to recommendations regarding safety. The authors report on an incident from 2006, when a Customs and Border Protection (CBP) MQ-9 Predator B crashed. The National Transportation and Safety Board (NTSB) investigated the accident; the board’s final report included a number of recommendations for improving operations of UASs in the NAS. The authors outline the actions taken by the CBP and General Atomics Aeronautical Systems Incorporated (GA-ASI) in response to the NTSB’s Safety Recommendations following the investigation of the crash. The authors contend that the extent to which the NTSB’s recommendations were incorporated will provide insight into the feasibility of incorporating unmanned aircraft systems into the NAS. The authors conducted a mixed method survey using an internet based distribution and return; of the estimated population of just under 100 possible participants, 39 surveys were used for the analysis (43 respondents but 4 were rejected for incompleteness). Some of the results showed an age range of 39 to 59 years; predominantly white male pilots and sensor operators; Federal Aviation Administration certificated pilots 41.0%, Commercial pilots 43.6%, Air Transport pilots 51.3%, flight instructors 30.8%; and 74.4% with instrument ratings. Nearly half (41%) of the respondents with a pilot certificate had acquired their certificate through military experience. A majority (88%) of the respondents agreed that the UAS community was receptive to NTSB safety recommendations. The authors also discussed factors such as the recording of conversations (to support accident investigations), human factors (notably in operator control interfaces and Ground Control System layouts), the cause and resolution of console lockups, pilot training programs, and the development of safety programs (not necessarily NTSB Safety Recommendations).","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"51 2 1","pages":"58-78"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89638441","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100510
K. K. Boss, Chad L. Depperschmidt, M. Mwavita, T. Bliss
This study used a case control methodology to analyze and describe the pilot characteristics of major U.S. air carrier accidents between 1991 and 2010. This study applied descriptive statistics and Chi-square for statistical analysis. The major findings of this study indicate that of the 50 accidents analyzed between 1991 and 2010, 96% of the first officers involved in a major U.S. air carrier accident possessed at least 2,000 hours of total flight time. Regarding first officer flight certificates (commercial pilot and ATP), the researchers separated the 1991 - 2010 time period into two time period groups (1991-2000 and 2001-2010).Of the two first officers (4%) with less than 1,500 hours of total flight time, neither was involved in an accident that cited pilot performance as a causal or contributing factor. This finding did not support the notion that a 1,500 hour total flight time requirement will contribute to the safety of air carrier operations conducted under 14 CFR 121. While an ATP certification requirement for first officers will not eliminate the possibility of any future accidents involving commercially certificated first officers, it was not possible to predict whether such a change will contribute to the enhancement of safety for 14 CFR 121 air carrier operations. It is possible there will simply be a redistribution of the number of accidents involving ATP certificated first officers. Results of this study also indicate that crew familiarity (captains and first officers) may have a negative effect on accident rates. The evaluation of captain and first officer cockpit interaction indicated that accident rates were higher in instances of lower crew familiarity in each of the three areas measured; first day of crew pairing, first leg of the day, and during the first pairing together.
{"title":"Characteristics of Pilots Involved in U.S. Air Carrier Accidents Between 1991 and 2010","authors":"K. K. Boss, Chad L. Depperschmidt, M. Mwavita, T. Bliss","doi":"10.22488/OKSTATE.18.100510","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100510","url":null,"abstract":"This study used a case control methodology to analyze and describe the pilot characteristics of major U.S. air carrier accidents between 1991 and 2010. This study applied descriptive statistics and Chi-square for statistical analysis. The major findings of this study indicate that of the 50 accidents analyzed between 1991 and 2010, 96% of the first officers involved in a major U.S. air carrier accident possessed at least 2,000 hours of total flight time. Regarding first officer flight certificates (commercial pilot and ATP), the researchers separated the 1991 - 2010 time period into two time period groups (1991-2000 and 2001-2010).Of the two first officers (4%) with less than 1,500 hours of total flight time, neither was involved in an accident that cited pilot performance as a causal or contributing factor. This finding did not support the notion that a 1,500 hour total flight time requirement will contribute to the safety of air carrier operations conducted under 14 CFR 121. While an ATP certification requirement for first officers will not eliminate the possibility of any future accidents involving commercially certificated first officers, it was not possible to predict whether such a change will contribute to the enhancement of safety for 14 CFR 121 air carrier operations. It is possible there will simply be a redistribution of the number of accidents involving ATP certificated first officers. Results of this study also indicate that crew familiarity (captains and first officers) may have a negative effect on accident rates. The evaluation of captain and first officer cockpit interaction indicated that accident rates were higher in instances of lower crew familiarity in each of the three areas measured; first day of crew pairing, first leg of the day, and during the first pairing together.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"16 1","pages":"14-38"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87794922","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100511
Cory D. Chamberlain
In November 2006, The International Civil Aeronautics Organization (ICAO) issued a mandate for all member nations to set a state standard for all aviation service companies to have integrated safety management systems (SMS) in place by 2009. The FAA issued an advisory circular (AC120-92A) in 2010 addressing this issue. To date SMS has not been mandated in the United States. A major part of any SMS is creating a process for assessing risk. This paper is a case study of how one jet charter company selected a flight risk assessment tool (FRAT), trained their pilots and then analyzed close to 800 flights in order to set trigger points for assessment use, risk values that required management involvement, and risk values that required some sort of mitigation. The paper also discusses how the operation dealt with pilot push back, FRAT evolution and the dynamic personality of aviation in general.
{"title":"Building a Viable Flight Risk Assessment Process in Business Jet Operations: Selecting a Risk Assessment Tool, Setting Baselines, Trigger & Mitigation Points","authors":"Cory D. Chamberlain","doi":"10.22488/OKSTATE.18.100511","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100511","url":null,"abstract":"In November 2006, The International Civil Aeronautics Organization (ICAO) issued a mandate for all member nations to set a state standard for all aviation service companies to have integrated safety management systems (SMS) in place by 2009. The FAA issued an advisory circular (AC120-92A) in 2010 addressing this issue. To date SMS has not been mandated in the United States. A major part of any SMS is creating a process for assessing risk. This paper is a case study of how one jet charter company selected a flight risk assessment tool (FRAT), trained their pilots and then analyzed close to 800 flights in order to set trigger points for assessment use, risk values that required management involvement, and risk values that required some sort of mitigation. The paper also discusses how the operation dealt with pilot push back, FRAT evolution and the dynamic personality of aviation in general.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"26 1","pages":"39-57"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77785448","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100515
J. Swinney
Flight Operations Quality Assurance or FOQA is a proven tool in the effort to enhance aviation safety. Employed by air carriers as early as the 1960’s, FOQA allows aviation operations and safety managers to objectively monitor how their aircraft are being operated. This data can then be translated into informed decisions to improve the safety and efficiency of the overall operation. While FOQA has proven itself in the world of airlines and other commercial aviation ventures, these flight data monitoring programs have largely been absent in the area where the vast majority of flight operations occur, general aviation. Advancements in technology allow those in general aviation management positions the ability to apply the same techniques in general aviation. This study attempts to further the body of knowledge of Flight Operations Quality Assurance (FOQA) programs by examining the unique requirements of a FOQA program adapted to the university flight-training environment. The methodology employed are qualitative in nature employing a Delphi study to gather data from a group of subject matter experts on both FOQA and general aviation flight instruction. Qualitative observations gathered by the researcher from the direct observation of flight instruction will be used to supplement the data gathered from the Delphi Study. Through the analysis of these two data sets, this study determines what events and parameters should be monitored in a collegiate FOQA program.
{"title":"Optimizing the Event Set for Collegiate Aviation FOQA Programs","authors":"J. Swinney","doi":"10.22488/OKSTATE.18.100515","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100515","url":null,"abstract":"Flight Operations Quality Assurance or FOQA is a proven tool in the effort to enhance aviation safety. Employed by air carriers as early as the 1960’s, FOQA allows aviation operations and safety managers to objectively monitor how their aircraft are being operated. This data can then be translated into informed decisions to improve the safety and efficiency of the overall operation. While FOQA has proven itself in the world of airlines and other commercial aviation ventures, these flight data monitoring programs have largely been absent in the area where the vast majority of flight operations occur, general aviation. Advancements in technology allow those in general aviation management positions the ability to apply the same techniques in general aviation. This study attempts to further the body of knowledge of Flight Operations Quality Assurance (FOQA) programs by examining the unique requirements of a FOQA program adapted to the university flight-training environment. The methodology employed are qualitative in nature employing a Delphi study to gather data from a group of subject matter experts on both FOQA and general aviation flight instruction. Qualitative observations gathered by the researcher from the direct observation of flight instruction will be used to supplement the data gathered from the Delphi Study. Through the analysis of these two data sets, this study determines what events and parameters should be monitored in a collegiate FOQA program.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"5 1","pages":"122-137"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84303640","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100508
Brent A. Terwilliger
This position paper considers how the university-based aviation training and education can best support the growth of unmanned aerial systems (UAS) in the U.S., including integration of UAS into the National Airspace System (NAS). The author briefly reviews the statements of the National Aeronautics and Space Administration (NASA) and the Department of Defense (DoD) on this topic, noting that both organizations are long-standing proponents of this technology. The author outlines four strategies or areas that could be employed: the use of academic and educational institutions in the performance of research and development (RD the need for stakeholders to work together to educate the public and lawmakers about UAS, their intended uses, and typical system capabilities and limitations; the idea of identifying specific needs in different populations, such of civil and commercial operations; and the infrastructure necessary to support the use of UAS. The author concludes that involving and engaging all stakeholders, providing a collaborative framework for R&D, ensuring access to airspace is routine and available, and educating the public and policymakers will result in in an environment that fosters the technological and monetary growth expected from this field.
{"title":"How Can Higher Education Best Support UAS Growth in America","authors":"Brent A. Terwilliger","doi":"10.22488/OKSTATE.18.100508","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100508","url":null,"abstract":"This position paper considers how the university-based aviation training and education can best support the growth of unmanned aerial systems (UAS) in the U.S., including integration of UAS into the National Airspace System (NAS). The author briefly reviews the statements of the National Aeronautics and Space Administration (NASA) and the Department of Defense (DoD) on this topic, noting that both organizations are long-standing proponents of this technology. The author outlines four strategies or areas that could be employed: the use of academic and educational institutions in the performance of research and development (RD the need for stakeholders to work together to educate the public and lawmakers about UAS, their intended uses, and typical system capabilities and limitations; the idea of identifying specific needs in different populations, such of civil and commercial operations; and the infrastructure necessary to support the use of UAS. The author concludes that involving and engaging all stakeholders, providing a collaborative framework for R&D, ensuring access to airspace is routine and available, and educating the public and policymakers will result in in an environment that fosters the technological and monetary growth expected from this field.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"35 1","pages":"1-5"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75175067","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-01DOI: 10.22488/OKSTATE.18.100513
Mary E. Johnson, Alan Gonzalez
Achieving reductions in aviation greenhouse gas emissions while growing the aviation industry is both a national and a global challenge. This paper discusses and summarizes the suggestions for reducing emissions, and both the short-term and long-term emissions goals for three aviation industry groups, the European Union and United States aviation regulatory agencies, and the United Nations specialized agency for civil aviation. Reducing fuel consumption affects an air carrier’s bottom line by reducing fuel costs and carbon emissions. Investments may be required in aircraft or procedural changes to reduce demand for fuel by reducing consumption while still providing the same level of air service. Investing in reducing fuel consumption is not only important to comply with any emission trading scheme, but will also become a major factor for survival in the present competitive air transportation market. A general method to estimate cost savings is developed that presents a comparison method independent of the specific type of fuel reduction method. This method uses the percentage of fuel reduced to analyze cost savings using a range of fuel prices and non-discounted payback period. Analysts may use this method for calculating the savings specific methods of reducing fuel consumption.
{"title":"Estimating Cost Savings for Aviation Fuel and CO2 Emission Reductions Strategies","authors":"Mary E. Johnson, Alan Gonzalez","doi":"10.22488/OKSTATE.18.100513","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100513","url":null,"abstract":"Achieving reductions in aviation greenhouse gas emissions while growing the aviation industry is both a national and a global challenge. This paper discusses and summarizes the suggestions for reducing emissions, and both the short-term and long-term emissions goals for three aviation industry groups, the European Union and United States aviation regulatory agencies, and the United Nations specialized agency for civil aviation. Reducing fuel consumption affects an air carrier’s bottom line by reducing fuel costs and carbon emissions. Investments may be required in aircraft or procedural changes to reduce demand for fuel by reducing consumption while still providing the same level of air service. Investing in reducing fuel consumption is not only important to comply with any emission trading scheme, but will also become a major factor for survival in the present competitive air transportation market. A general method to estimate cost savings is developed that presents a comparison method independent of the specific type of fuel reduction method. This method uses the percentage of fuel reduced to analyze cost savings using a range of fuel prices and non-discounted payback period. Analysts may use this method for calculating the savings specific methods of reducing fuel consumption.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"65 1","pages":"79-102"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83392996","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-01-01DOI: 10.22488/OKSTATE.18.100439
S. Kearns
This article defines and describes the use of snap-courses in the field of aviation. Snap-courses are short (5-minute) segments of training that are designed to be distributed over several weeks or months. Brief instructional units, accessed once or twice a week, throughout the year, may bring more learning and retention than annual, longer training courses. The author notes that airplane cockpits now have access to electronic flight bags (EFBs) which have replaced paper charts and manuals with mobile devices. These same devices can also be used for Snap courses. The author explores how the features of mobile devices may facilitate new aviation instructional approaches, and presents a blended learning instructional design model that incorporates snap-courses into a complete program of classroom instruction, technology-based learning, and hands-on practical training (in simulators and aircraft). The author concludes that snap-courses may be well suited to a mobile learning context and facilitate long-term retention, but must be based on sound instructional design in order to be effective.
{"title":"Snap-Courses: An Instructional Design Strategy for Aviation Mobile Learning","authors":"S. Kearns","doi":"10.22488/OKSTATE.18.100439","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100439","url":null,"abstract":"This article defines and describes the use of snap-courses in the field of aviation. Snap-courses are short (5-minute) segments of training that are designed to be distributed over several weeks or months. Brief instructional units, accessed once or twice a week, throughout the year, may bring more learning and retention than annual, longer training courses. The author notes that airplane cockpits now have access to electronic flight bags (EFBs) which have replaced paper charts and manuals with mobile devices. These same devices can also be used for Snap courses. The author explores how the features of mobile devices may facilitate new aviation instructional approaches, and presents a blended learning instructional design model that incorporates snap-courses into a complete program of classroom instruction, technology-based learning, and hands-on practical training (in simulators and aircraft). The author concludes that snap-courses may be well suited to a mobile learning context and facilitate long-term retention, but must be based on sound instructional design in order to be effective.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"128 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2013-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88701756","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-01-01DOI: 10.22488/OKSTATE.18.100440
A. Leonard
One of the key elements to NextGen is the transition from the current ground- based radar monitoring system to a satellite-based system using the Automatic Dependent Surveillance-Broadcast System (ADS-B). The FAA has set a mandate which requires all aircraft to be ADS-B equipped by the year 2020 in order to continue operating in the National Airspace System. However, the FAA has not set forth any training requirements for aviation instructors or designated examiners. This study looked at how ADS-B is currently being taught among aviation educators across the United States and how important this training is to current aviation curriculum. With the information collected, it was determined that only a minimal amount of ADS-B training is currently taking place across the country, and the training that is taking place is non-standardized and limited due to the perception that ADS-B is only to be used as a traffic advisory tool. There was significant difference in the perceived importance of ADS-B, t(73) = -2.79, p < .01 between the flight instructor group and the group containing mostly professors and administrators. Also, a significant difference was found in the comparison of perceived importance and institution, t(73) = -3.11, p < .01. There was no significance found when comparing the perceived importance of ADS-B training to the number of years a respondent had worked as an aviation educator, F(1,73) = .44, p = .508 or the number of hours a respondent had received ADS-B training, F(1,60) = .15, p = .699. There was also no significant difference in the perceived importance of ADS-B training dependent upon if participants operated in a geographic location that had ADS-B coverage, t(73) = -1.88, p = .063. Several factors were discovered as to why there seems to be no current urgency among aviation educators to train their students in this new technology. In addition, recommended steps the FAA could take in order to help aviation educators with the ADS-B training process were suggested.
NextGen的关键要素之一是从目前的地面雷达监测系统过渡到使用自动相关监视广播系统(ADS-B)的卫星系统。美国联邦航空局已经制定了一项任务，要求到2020年所有飞机都配备ADS-B，以便继续在国家空域系统中运行。然而，美国联邦航空局并没有对航空教官或指定审查员提出任何培训要求。这项研究着眼于美国航空教育工作者目前如何教授ADS-B，以及这种培训对当前航空课程的重要性。根据收集到的信息，确定目前在全国范围内进行的ADS-B培训数量很少，而且正在进行的培训是非标准化和有限的，因为人们认为ADS-B只是用作交通咨询工具。飞行教官组与以教授和管理人员为主的组对ADS-B的感知重要性有显著差异，t(73) = -2.79, p < 0.01。此外，在感知重要性和制度的比较中发现显著差异，t(73) = -3.11, p < 0.01。当将ADS-B培训的感知重要性与被调查者担任航空教育工作者的年数(F(1,73) = 0.44, p = 0.508)或被调查者接受ADS-B培训的小时数(F(1,60) = 0.15, p = 0.699)进行比较时，没有发现显著性。在ADS-B培训的感知重要性上，也没有显著差异，这取决于参与者是否在ADS-B覆盖的地理位置工作，t(73) = -1.88, p = 0.063。研究发现了几个因素，为什么航空教育工作者目前似乎没有迫切需要培训他们的学生使用这项新技术。此外，还提出了联邦航空局可以采取的建议步骤，以帮助航空教育工作者进行ADS-B培训过程。
{"title":"Automatic Dependent Surveillance-Broadcast Training: Does it exist in Collegiate Aviation?","authors":"A. Leonard","doi":"10.22488/OKSTATE.18.100440","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100440","url":null,"abstract":"One of the key elements to NextGen is the transition from the current ground- based radar monitoring system to a satellite-based system using the Automatic Dependent Surveillance-Broadcast System (ADS-B). The FAA has set a mandate which requires all aircraft to be ADS-B equipped by the year 2020 in order to continue operating in the National Airspace System. However, the FAA has not set forth any training requirements for aviation instructors or designated examiners. This study looked at how ADS-B is currently being taught among aviation educators across the United States and how important this training is to current aviation curriculum. With the information collected, it was determined that only a minimal amount of ADS-B training is currently taking place across the country, and the training that is taking place is non-standardized and limited due to the perception that ADS-B is only to be used as a traffic advisory tool. There was significant difference in the perceived importance of ADS-B, t(73) = -2.79, p < .01 between the flight instructor group and the group containing mostly professors and administrators. Also, a significant difference was found in the comparison of perceived importance and institution, t(73) = -3.11, p < .01. There was no significance found when comparing the perceived importance of ADS-B training to the number of years a respondent had worked as an aviation educator, F(1,73) = .44, p = .508 or the number of hours a respondent had received ADS-B training, F(1,60) = .15, p = .699. There was also no significant difference in the perceived importance of ADS-B training dependent upon if participants operated in a geographic location that had ADS-B coverage, t(73) = -1.88, p = .063. Several factors were discovered as to why there seems to be no current urgency among aviation educators to train their students in this new technology. In addition, recommended steps the FAA could take in order to help aviation educators with the ADS-B training process were suggested.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"44 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2013-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86783622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-01-01DOI: 10.22488/OKSTATE.18.100434
Chad L. Depperschmidt
In response to the Colgan Air Flight 3407 crash, new legislation has been enacted. Among this new legislation is Public Law 111-216 (PL 111-216) that will require newly hired airline pilots to have acquired an Airline Transport Pilot (ATP) Certificate. This new requirement will affect aspiring pilots and training institutions. Collegiate flight training institutions have been particularly concerned with the implementation of PL 111-216. To explore the potential effects of this new legislation and the perceptions of the survey respondents, this study surveyed collegiate flight training institutions. Results indicate collegiate aviation training institution respondents concerned that as a result of PL 111-216, programmatic and training costs will increase, recruitment and retention of student pilots will be adversely affected, and overall, the law will be detrimental to collegiate aviation flight training programs.
{"title":"Public Law 111-216: Effects of New Legislation on Collegiate Aviation Flight Training Programs","authors":"Chad L. Depperschmidt","doi":"10.22488/OKSTATE.18.100434","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100434","url":null,"abstract":"In response to the Colgan Air Flight 3407 crash, new legislation has been enacted. Among this new legislation is Public Law 111-216 (PL 111-216) that will require newly hired airline pilots to have acquired an Airline Transport Pilot (ATP) Certificate. This new requirement will affect aspiring pilots and training institutions. Collegiate flight training institutions have been particularly concerned with the implementation of PL 111-216. To explore the potential effects of this new legislation and the perceptions of the survey respondents, this study surveyed collegiate flight training institutions. Results indicate collegiate aviation training institution respondents concerned that as a result of PL 111-216, programmatic and training costs will increase, recruitment and retention of student pilots will be adversely affected, and overall, the law will be detrimental to collegiate aviation flight training programs.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"25 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2013-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82850195","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-01-01DOI: 10.22488/OKSTATE.18.100443
K. George
Safety Management Systems (SMS) in aviation have the potential to minimize costs, protect profits, and increase shareholder value. However, a gap exists in SMS research between the acknowledged safety benefits of SMS and the identified economic benefits. In the current competitive marketplace, SMS will need to demonstrate economic viability through modeling before industry leaders are likely to adopt a voluntary process. This paper reviews the literature related to a variety of possible economic models applicable to measuring the benefits of the application and implementation of SMS in aviation organizations. While the ultimate goal is to increase safety, the utilization of a model chosen based on the needs of the organization, could encourage voluntary adoption of SMS before regulations make it mandatory. The model will better inform the adopters of SMS of benefits and the processes themselves so that SMS does not degrade into a focus on following process steps rather than improving safety. Using good models that estimate the benefits of SMS would facilitate decision making as well as support the implementation of SMS.
{"title":"Economic Modeling to Improve Estimates of the Benefits of Safety Management Systems","authors":"K. George","doi":"10.22488/OKSTATE.18.100443","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100443","url":null,"abstract":"Safety Management Systems (SMS) in aviation have the potential to minimize costs, protect profits, and increase shareholder value. However, a gap exists in SMS research between the acknowledged safety benefits of SMS and the identified economic benefits. In the current competitive marketplace, SMS will need to demonstrate economic viability through modeling before industry leaders are likely to adopt a voluntary process. This paper reviews the literature related to a variety of possible economic models applicable to measuring the benefits of the application and implementation of SMS in aviation organizations. While the ultimate goal is to increase safety, the utilization of a model chosen based on the needs of the organization, could encourage voluntary adoption of SMS before regulations make it mandatory. The model will better inform the adopters of SMS of benefits and the processes themselves so that SMS does not degrade into a focus on following process steps rather than improving safety. Using good models that estimate the benefits of SMS would facilitate decision making as well as support the implementation of SMS.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"31 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2013-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81111531","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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