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The purpose of this paper is to design a new standard instrument arrival called the point merge system (PMS) for converging runways. The PMS enables controllers to handle traffic with no heading instruction, as well as aiming to reduce a controller's frequency occupancy time.

The point merge model was designed for converging runways. Istanbul International Ataturk Airport, which has converging runways, was chosen as an application area for this model. The same 50 traffic arrivals per hour were used both for point merge and vectoring. Implementation was compared using a real time simulation.

The simulation results show that the total average number of instructions is about 33 per cent less and the frequency occupancy is about 37 per cent less for point merge than for vectoring. In addition, in terms of trajectory dispersion, in point merge, traffic is within a narrower triangular area, while in vectoring large traffic dispersion occurs.

The point merge model for converging runways proposed in this paper can be applied by airspace designers and air navigation service providers to perform efficient standard instrument arrival routes.

The PMS has been developed for single and parallel runways; however, in this study, the point merge model is designed for converging runways at Istanbul International Ataturk Airport.

This work presents the part of the research in the integration of the remotely piloted aircraft systems (RPAS) in non-segregated airspace. The purpose of this study is to elaborate the reference shape of the Standard Instrument Arrivals (STARs) procedures of controlled airports. The STARs parameters are unique for the aerodromes and depend on navigational aids (NAVAIDs), manoeuvres and aircraft categories. Therefore, the elaboration of reference shapes was advisable in the context of RPAS integration research.

The models were based on the procedure design guidelines by International Civil Aviation Organization. The statistics of existing STARs were prepared using Aeronautical Information Publications to determine the representative procedural parameters. Construction of procedural shapes required to define the nominal flight path and tolerance areas.

In statistics, the standard deviation of distances was below the determined reference mean values, thus the models were convergent with existing procedures.

The modelling was limited to initial, intermediate, final and missed approach segments. Arrival segment was not modelled. NAVAIDs include Instrument Landing System Category 1 (in final and missed approach) and very high-frequency omni-directional ranging or global navigation satellite systems (in initial and intermediate approach segments).

Prepared models may be used in research in the integration of the new types of aerial vehicles in existing air traffic management systems.

The reference STARs possess commonly used procedural manoeuvres (straight-in, turn, racetrack and base turn) and different NAVAIDs. The parameters of approach segments were determined as representative of the existing procedures. Moreover, the models are suitable to place at arbitrary origin and runway axis bearing.

The purpose of this paper was to elaborate the performance model of the remotely piloted aircraft systems (RPAS) which was destined for simulations of the construction characteristics, airspeeds and trajectory of flight in the controlled, non-segregated airspace according to the standard instrument departure and arrival procedures (SIDs and STARs).

This study used systems engineering approach: decomposition of RPAS performance model into components, relations and its connection with components of controlled the airspace system. Fast-time simulations (FTS) method, which included investigation of many scenarios of the system work, minimizing the number of input variables and low computing power demand, is also used.

Performance envelope of many fixed-wing RPAS was not published. The representative RPAS geometry configuration was feasible to implement. Power unit model and aerodynamic model needed to be accommodated to RPAS category. The range of aircraft minimum drag coefficient differed in the investigated range of take-off mass and wing loading.

Fixed-wing RPAS of small and medium categories cover take-off mass (25–450 kg), wing loading (40–900 N/m²) and power loading (8–40 W/N).

This is a research on integration of the RPAS in the controlled, non-segregated airspace. The results of the work may be used in broadening the knowledge of the RPAS characteristics from the perspective of operators, designers and air traffic services.

The elaborated performance model of the RPAS used the minimum number of three input variables (take-off mass, wing loading and power loading) in identification of the complete RPAS characteristics, i.e. construction features (aerodynamic, propulsion and loads) and flight parameters (airspeeds and flight trajectory).

Metroplex is a system of two or more airports, in physical proximity, with highly interdependent arrival and departure operations. The purpose of this study is the construction of an efficient and effective air route model based on the point merge system (PMS) to reduce aircraft fuel consumption and CO₂ emissions for three metroplex airports in Istanbul terminal control area (TMA).

A PMS arrival route model is constructed for metroplex airports. In the proposed model, two situations are taken into consideration: for delay which can be defined as flying on sequencing legs (PMS_del) and for no delay (PMS_{no del}). An empirical model is developed using a data set including the flight data records of ten actual B737-800 domestic flights. With this empirical model, both the baseline and the PMS models (PMS_del and PMS_{no del}) are compared in terms of fuel consumption, CO₂ emissions and flight distance and time as a theoretical computation.

In the proposed PMS_{no del} arrival route model, according to different entry points for Istanbul Ataturk International Airport (LTBA), the analyses show an average reduction of 26 per cent in flight time, 24.5 per cent in flight distance, 17 per cent in fuel burned and CO₂ emissions; in addition, for Sabiha Gökcen International Airport (LTFJ) there are 34, 23 and 32 per cent average savings for flight time, flight distance and fuel burned together with CO₂ emissions obtained, respectively. Even if the PMS_del model, for LTFJ except only one entry point, for LTBA except two entry points, better results are obtained than baseline.

The point merge model for metroplex airports in this paper can be applied by airspace designers and Air Navigation Service Providers to perform efficient and effective arrival routes.

In this study, a point merge model is constructed for metroplex airports. Quantitative results, using an empirical model, are achieved in terms of fuel consumption, CO₂ emissions and flight distance and time at metroplex airports.

The purpose of this study is to provide conflict-free operations in terminal manoeuvre areas (TMA) using the point merge system (PMS), airspeed reduction (ASR) and ground holding (GH) techniques. The objective is to minimize both total aircraft delay (TD) and the total number of the conflict resolution manoeuvres (CRM).

The mixed integer linear programming (MILP) is used for both single and multi-objective optimization approaches to solve aircraft sequencing and scheduling problem (ASSP). Compromise criterion and ε-constraint methods were included in the methodology. The results of the single objective optimization approach results were compared with baseline results, which were obtained using the first come first serve approach, in terms of the total number of the CRM, TD, the number of aircraft using PMS manoeuvres, ASR manoeuvres, GH manoeuvres, departure time updates and on-time performance.

The proposed single-objective optimization approach reduced both the CRM and TD considerably. For the traffic flow rates of 15, 20 and 25 aircraft, the improvement of CRM was 53.08%, 41.12% and 32.6%, the enhancement of TD was 54.2%, 48.8% and 31.06% and the average number of Pareto-optimal solutions were 1.26, 2.22 and 3.87, respectively. The multi-objective optimization approach also exposed the relationship between the TD and the total number of CRM.

The proposed mathematical model can be implemented considering the objectives of air traffic controllers and airlines operators. Also, the mathematical model is able to create conflict-free TMA operations and, therefore, it brings an opportunity for air traffic controllers to reduce frequency occupancy time.

The mathematical model presents the total number of CRM as an objective function in the ASSP using the MILP approach. The mathematical model integrates air traffic controllers’ and airline operators’ perspective together with new objective functions.

The study aims to design a new route model for unmanned aerial vehicles (UAVs) to integrate them into non-segregated airspace.

The proposed route model was assessed and validated through real-time simulations.

The comparison results of baseline and proposed route model show that a reduction of 38% and 41% in the total flight time and total flight distance were obtained in favour of the proposed model, respectively.

The proposed route model can be applied by airspace designers and UAV users to perform safe and efficient landing in non-segregated airspace.

In this study, a new proposed route model is constructed for UAVs. Quantitative results, using a real-time simulation method, are achieved in terms of flight distance and flight time.

The object of this research is the reconstruction of the existing legal response by European Union states to the phenomenon of immigration. It seeks to analyse the process of conferral of protection.

One main dimension is selected and discussed: the case law of the national courts. The study focuses on the legal status of immigrants resulting from the intervention of these national courts.

The research shows that although the courts have conferred an increasing protection on immigrants, this has not challenged the fundamental principle of the sovereignty of the states to decide, according to their discretionary prerogatives, which immigrants are allowed to enter and stay in their territories. Notwithstanding the differences in the general constitutional and legal structures, the research also shows that the courts of the three countries considered – France, Germany and Spain – have progressively moved towards converging solutions in protecting immigrants.

The research contributes to a better understanding of the different legal orders analysed.

THE responsibility for materials handling methods, as for all other production methods, should be made the clear responsibility of the head of Work Study. The reasoning behind that firm conclusion is very logical. Industry in general depends for its success upon the application of some process such as machining or finishing of raw materials. Every such operation adds to its value and builds up a firm's turnover. It is therefore obvious that the more time there is devoted to conversion the less will be wasted on profitless storage or unproductive transport from one part of the works to another.

The main purpose of this study is to examine the dynamic relationship between tourist arrivals, inflation, unemployment and crime rates in Malaysia. This study covered the annual data from 1970 to 2008.

The multivariate Johansen‐Juselius cointegration test is employed to examine the potential long‐run equilibrium relationship. While the Granger causality test within the vector error‐correction modelling (VECM) framework is applied to determine the causal relationship between crime rate and its determinants.

The Johansen‐Juselius cointegration test result reveals that the variables are cointegrated and the dynamic ordinary least squares estimator suggest that unemployment, inflation and tourist arrivals are positively related to crime rates in Malaysia. For Granger causality, in the long‐run tourist arrivals, inflation and unemployment rates Granger cause crime rate in Malaysia. However, in the short run we find bilateral causality between unemployment, crime and tourist arrivals. Finally, the variance decompositions and impulse response functions analyses implied that unemployment, inflation and tourist arrivals are important in explaining the variation in crime for Malaysia.

The estimated crime rate function for Malaysia demonstrated that promoting supply‐side economy and also increases the numbers of police and patrolling duties in the potential crime areas will reduce the crime rate in Malaysia and in the same time attract more tourist arrivals to Malaysia.

Globalization has created conditions in which business has become increasingly global. The combined effect of global business, intense competition, weakening of labor unions, and the inability of national governments to control the negative effects of globalization has created immense difficulties in the formulation and implementation of global labor standards. This research takes an ancient industry with a long tradition of international features and regulations, that is, the maritime industry, as a case study to understand the dynamics associated with the regulation of a global industry. The study argues that J. R. Commons' works at the turn of the century not only give us excellent insights into the creation of global markets and the need for global labor rights protection but also provide us with a solution, that is, the creation of an “authoritative commission.” Finally, the study suggests that there is a need to enhance the role of ILO as a global “commission” to regulate the industry. Presently, the ILO does not have the essential features for becoming such a commission. Therefore, ILO should develop three important characteristics: ability to include new emerging actors, decision-making based on consensus and dialogue, and sanction power to implement its standards. Based on the above principles, ILO can work as the center of a global regulatory regime in the maritime industry. Through its power of sanction, it will implement its standards mainly through states. But, at the same time, it will network with unions and NGOs and all other important actors in the industry at local, national, and global levels to detect and eradicate substandard shipping.