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Book part
Publication date: 21 October 2019

Sveinn Vidar Gudmundsson

European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the external…

Abstract

European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the external policy. Following the implementation of the single market for air transport, policy shifted to liberalizing and regulating associated services and in recent years to greening, the external aviation policy, and safety and security. Inclusion of air transport in the Environmental Trading Scheme of the European Union exemplifies the European Commission’s proactive stand on bringing the industry in line with emission reduction trajectories of other industries. However, the bid to include flights to third countries in the trading scheme pushed the EU into a controversial position, causing the Commission to halt implementation and to give ICAO time to seek a global multilateral agreement. The chapter also discusses how the nationality clauses in air services agreements breached the Treaty of Rome, and a court ruling to that effect enabled the EC to extend EU liberalization policies beyond the European Union, resulting in the Common Aviation Area with EU fringe countries and the Open Aviation Area with the USA. Another important area of progress was aviation safety, where the EU region is unsurpassed in the world, yet the Commission has pushed the boundary even further, by establishing the European Safety Agency to oversee the European Aviation Safety Management System. Another important area of regulatory development was aviation security, a major focus after the woeful events in 2001, but increasingly under industry scrutiny on costs and effectiveness. The chapter concludes by arguing that in the coming decade, the EU will strive to strengthen its position as a global countervailing power, symbolized in air transport by a leadership position in environmental policy and international market liberalization, exemplified in the EU’s external aviation policy.

Details

Airline Economics in Europe
Type: Book
ISBN: 978-1-78973-282-5

Keywords

Article
Publication date: 1 June 2000

Georgios I. Zekos

Examines measures taken within the European Union framework in order to keep high standards of safety in maritime and air transport. Looks first at maritime transport and ways in…

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Abstract

Examines measures taken within the European Union framework in order to keep high standards of safety in maritime and air transport. Looks first at maritime transport and ways in which vessels are monitored, minimum safety requirements, the carriage of dangerous goods, pollution, port control, inspectors and their rights, ferry safety and oil tankers. Considers also navigational equipment, transfer of ownership, safe sea policy and the training of seafarers. Addresses similar aviation control including a single aviation market, air traffic control, technical requirements, congestion, accident procedures and liabilities. Suggests that despite the many rules, there is a lack of compliance, detection and enoforcement.

Details

Managerial Law, vol. 42 no. 3
Type: Research Article
ISSN: 0309-0558

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Content available
Article
Publication date: 1 November 2006

508

Abstract

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Aircraft Engineering and Aerospace Technology, vol. 78 no. 6
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 February 1979

WALTER CBE TYE, Hon DSc and FRAeS

Part A of the paper deals with some of the more general issues which underlie the quest for air safety. Part B discusses a few of the current human factor questions.

Abstract

Part A of the paper deals with some of the more general issues which underlie the quest for air safety. Part B discusses a few of the current human factor questions.

Details

Aircraft Engineering and Aerospace Technology, vol. 51 no. 2
Type: Research Article
ISSN: 0002-2667

Article
Publication date: 8 November 2011

Billy Hare and Iain Cameron

This paper aims to present findings on research funded by the Institution of Occupational Safety and Health (IOSH) on factors contributing to superior safety performance amongst…

3160

Abstract

Purpose

This paper aims to present findings on research funded by the Institution of Occupational Safety and Health (IOSH) on factors contributing to superior safety performance amongst construction firms in the UK – specifically, the level of training received by site managers.

Design/methodology/approach

A random sample of 100 construction firms provided details of the type and duration of health and safety (H&S) training received by their site managers. This was analysed against a three point scale: up to two days training; the Site Managers Safety Training Scheme (SMSTS) five days training; and, National/Scottish Vocational Qualification for H&S – Level 3 or above. This was cross‐tabulated with their Accident Incidence Rate (AIR).

Findings

The results were as follows: up to two days training gave a mean AIR=1825; SMSTS mean AIR=1566; N/SVQ 3 or above mean AIR=211. This shows that increased durations of training are associated with lower accident rates. If duration is accepted as a measure of “level” of training then the findings support the hypothesis that increased levels of training lead to increased safety performance.

Research limitations/implications

The sample was skewed with over 70 per cent having accident rates lower than the industry average. This is common in such studies and is difficult to control without losing data. It also meant non‐parametric tests were used. The findings cannot be reliably extended to organisations with turnover less than £4m.

Practical implications

These findings add a new dimension to previous studies that have generally compared the mere presence, or otherwise, of training with safety performance.

Originality/value

The paper establishes a baseline in relation to the minimum level of H&S training for site managers as well as providing evidence for increased investment to achieve superior performance.

Details

Engineering, Construction and Architectural Management, vol. 18 no. 6
Type: Research Article
ISSN: 0969-9988

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Article
Publication date: 10 August 2010

Anna‐Maria Teperi and Anneli Leppänen

This study aims to find out the means used for individual, group and organizational learning at work at one air navigation service provider after the initial training period. The…

Abstract

Purpose

This study aims to find out the means used for individual, group and organizational learning at work at one air navigation service provider after the initial training period. The study also aims to find out what practices need to be improved to enhance learning at work.

Design/methodology/approach

The data for the study were collected over four years from several air traffic control (ATC) units of the organisation using different methods. In total, 155 subjects (operative personnel, supervisors) answered a reporting system questionnaire, 20 supervisors participated in interviews and 142 subjects (operative personnel, supervisors) responded to a safety culture questionnaire.

Findings

Several learning methods were used in ATC. Some of them were organisation‐wide and mandatory, but others were dependent on the activity of the unit or a single person. Individuals reported problem areas in operative work and learned from them. Group level learning was not actualized in all units of the organisation. Learning was insufficient at the organisational level.

Practical implications

A reporting system is a useful way of learning for individuals working in complex systems such as ATC. To use it for communicative and organisational learning, however, demands the formation of an integrated learning system for the different parts of the organisation and its stakeholders. This system could support conscious analysis of learning material arising from everyday work. These improvements would contribute to securing safety in the field of aviation during major changes.

Originality/value

The paper provides information on the strengths and weaknesses of learning in one complex, high reliability, work area. The study shows that the latest knowledge regarding learning at work was not utilized effectively.

Details

Journal of Workplace Learning, vol. 22 no. 6
Type: Research Article
ISSN: 1366-5626

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Article
Publication date: 1 May 1946

A Summary by Dr. Alexander Klemin of the Papers Presented Before the Fourteenth Meeting of the Institute held at Columbia University, New York, on January 29–31, 1946…

Abstract

A Summary by Dr. Alexander Klemin of the Papers Presented Before the Fourteenth Meeting of the Institute held at Columbia University, New York, on January 29–31, 1946. AERODYNAMICS IN spite of increased wing loadings, the use of full span wing flaps has been delayed, because of inability to find a suitable aileron. The Development of a Lateral‐Control System for use with Large‐Span Flaps by I. L. Ashkenas (Northrop Aircraft), outlines the various steps in the aerodynamic development of a retractable aileron system well adapted to the full span flap and successfully employed on the Northrop P‐61. Included is a discussion of the basic data used, the design calculations made, and the effect of structural and mechanical considerations. Changes made as a result of preliminary flight tests are discussed and the final flight‐test results are presented. It is concluded that the use of this retractable aileron system has, in addition to the basic advantage of increased flap span, the following desirable control characteristics: (a) favourable yawing moments, (b) low wing‐torsional loads, (c) small pilot forces, even at high speed.

Details

Aircraft Engineering and Aerospace Technology, vol. 18 no. 5
Type: Research Article
ISSN: 0002-2667

Article
Publication date: 1 August 2004

Dawna L. Rhoades and Blaise P. Waguespack

Although the terrorist attacks on 11 September 2001 can be blamed for a number of problems currently plaguing the US airline industry, their effect on the service and safety

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Abstract

Although the terrorist attacks on 11 September 2001 can be blamed for a number of problems currently plaguing the US airline industry, their effect on the service and safety quality of post‐9/11 airlines is mixed. This study places current industry quality in historical context by examining trends in both areas beginning in 1987. The findings indicate that the service quality improved among major US carriers for the period 1987‐1993 but began to deteriorate after this date, although it did not return to 1987 levels. Service quality again improves in 2001 and reaches its best level ever in 2002 as post‐9/11 changes appear to have improved on‐time performance, reduced overbooking, and lowered customer complaints. Two factors identified as important in service and safety quality, maintenance spending and load factor, were also explored. Results indicate that both service and safety quality improve as the level of maintenance spending increases.

Details

Managing Service Quality: An International Journal, vol. 14 no. 4
Type: Research Article
ISSN: 0960-4529

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Open Access
Article
Publication date: 7 April 2022

Raquel Delgado-Aguilera Jurado, Victor Fernando Gómez Comendador, María Zamarreño Suárez, Francisco Pérez Moreno, Christian Eduardo Verdonk Gallego and Rosa María Arnaldo Valdes

The purpose of this study is to establish a systematic framework to characterise the safety of air routes, in terms of separation minima infringements (SMIs) between en-route…

Abstract

Purpose

The purpose of this study is to establish a systematic framework to characterise the safety of air routes, in terms of separation minima infringements (SMIs) between en-route aircraft, based on the definition of models known as safety performance functions.

Design/methodology/approach

Techniques with high predictive capability were selected that enable both expert knowledge and data to be harnessed: Bayesian networks. It was necessary to establish a conceptual framework that integrates the knowledge currently available on the causality and precursors of SMIs with the hindsight derived from the analysis of the type of data available. To translate the conceptual framework into a set of causal subnets, the concepts of air traffic management (ATM) barrier model and event trees have been incorporated.

Findings

The model combines analytics and insights, as well as predictive capability, to answer the question of how airspace separation infringements are produced and what their frequency of occurrence will be. The main outputs of the network are the predicted probability of success for the ATM barriers and the predicted probability distribution of the vertical and horizontal separation of an aircraft in its closest point of approach.

Originality/value

The main contribution of this work is that, by virtue of the calculation capacity obtained, the network can be used to draw conclusions about the impact that a modification of the airspace and of the traffic, or operational conditions, would have on the effectiveness of the barriers and on the final distributions of distance between aircraft in the CPA, thereby estimating the probability of SMI.

Details

Aircraft Engineering and Aerospace Technology, vol. 94 no. 9
Type: Research Article
ISSN: 1748-8842

Keywords

Article
Publication date: 1 October 1964

TO say that the Twenty‐fourth S.B.A.C. Show was an unqualified success is perhaps to gild the lily. True there were disappointments— the delay which kept the TSR‐2 on the ground…

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Abstract

TO say that the Twenty‐fourth S.B.A.C. Show was an unqualified success is perhaps to gild the lily. True there were disappointments— the delay which kept the TSR‐2 on the ground until well after the Show being one—but on the whole the British industry was well pleased with Farnborough week and if future sales could be related to the number of visitors then the order books would be full for many years to come. The total attendance at the Show was well over 400,000—this figure including just under 300,000 members of the public who paid to enter on the last three days of the Show. Those who argued in favour of allowing a two‐year interval between the 1962 Show and this one seem to be fully vindicated, for these attendance figures are an all‐time record. This augurs well for the future for it would appear that potential customers from overseas are still anxious to attend the Farnborough Show, while the public attendance figures indicate that Britain is still air‐minded to a very healthy degree. It is difficult to pick out any one feature or even one aircraft as being really outstanding at Farnborough, but certainly the range of rear‐engined civil jets (HS. 125, BAC One‐Eleven, Trident and VCIQ) served as a re‐minder that British aeronautical engineering prowess is without parallel, while the number of rotorcraft to be seen in the flying display empha‐sized the growing importance of the helicopter in both civil and military operations. As far as the value of Farnborough is concerned, it is certainly a most useful shop window for British aerospace products, and if few new orders are actually received at Farnborough, a very large number are announced— as our ’Orders and Contracts' column on page 332 bears witness. It is not possible to cover every exhibit displayed at the Farnborough Show but the following report describes a wide cross‐section beginning with the exhibits of the major airframe and engine companies.

Details

Aircraft Engineering and Aerospace Technology, vol. 36 no. 10
Type: Research Article
ISSN: 0002-2667

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