Abstract This paper acknowledges that the mainstay of every establishment is communications and how it is same with the aviation organization. It examines how, in the absence of communication, the entire range of the organization's inherent functions, including the aircraft servicing program, maintaining flight schedules, and various other functions, comes to a standstill. It discusses how, despite this, proper attention is not paid to the planning and execution of the communications established within the flight department and how every employee should interact prior to, at the time of, and at the conclusion of every assignment.
From the Paper "Presently, the most secured and fastest mode of journey is perceived through aeronautics. However, the occurrence of sporadic air disasters sometimes calls upon our confidence on the mode. However, probe into most of the disasters reveals them as consequence of maintenance flaws. The first ever disaster as a result of manufacturing and designing error was related to Icarus, whereas many attribute it to the mistakes committed by pilot. Presently however most of the air accidents occur due the faulty maintenance and irregular inspection to aircrafts. The accident of Aloha Airlines occurred in Hawaii in 1988 is considered as most stunning. The accident was due to separation of the upper fuselage of the plane at floor line while flying."
Abstract This paper explains that aviation was only eleven years old when war broke out in 1914, but the obvious military potential of aircraft inspired a tremendous acceleration in aviation technology during the next four years. The author points out that the concept of combat air support, specifically coordinating offensive tactical air power with ground force operations, remained virtually non-existent until 1939 when the Nazis introduced the world to an even more frightening new form of warfare, which they called 'blitzkrieg'. The paper relates that, by the Gulf War in 1991, the AH-64 Apache helicopter gunship with its computer controlled, multiple target tracking systems and night vision capabilities rounded out the modern close air support and ground attack capabilities of the American military.
Table of Contents
The Origins of Military Aviation
The Luftwaffe Introduces Tactical Combat Close Air Support
The Evolution of Tactical Combat Air Support
Modern Combat Air Support
From the Paper "The machine gun accounted for most of the casualties in World War I trenches, so in very short time, it was also adapted for use in aircraft, but it remained too difficult to employ effectively as a tactical weapon until the Germans introduced the interrupter gear that enabled accurate forward firing through the propeller. By war's end, military aircraft had evolved to the point that squadrons of fast, nimble combat aircraft fought bitter duals to the death high above the battlefield. The British pioneered the development of maritime aircraft, even successfully deploying HMS Ark Royal (subsequently renamed Pegasus), the world's first, albeit primitive, "aircraft carrier" in limited combat."
Abstract This paper provides an overview of how foreign object damage and the dropped object program affect aviation safety and typical instances and causes of such safety hazards. A discussion of potential solutions to the problem and recommendations is followed by a summary of the research in the conclusion.
From the Paper "Civil aviation in the United States has achieved a remarkable safety level, recording less than one accident per million departures (Amalberti & Sarter, 2000). This ranks aviation among the safest industries in the world; however, based on the anticipated growth in air travel (the current number of 25 million flights annually worldwide is expected to double by the year 2010), it is not enough to simply maintain the existing standards (Amalberti & Sarter, 2000). The studies of the aviation industry's long-term worldwide growth potential, even allowing for a recognized near term business downturn, continue to project a doubling of the global passenger system by 2015 (Karber, 2002). In fact, unless the aviation industry is able to reduce is already low accident rate even further, the increased traffic volume will inevitably result in an average of 25 accidents per year, with over 1,000 fatalities. Since 70 percent to 80 percent of all aviation accidents are considered to involve some degree of human error, it only makes sense to pursue those programs and initiatives that improve on those factors that contribute to the incidence of aviation accidents in the first place."
Abstract This paper compares the focus, mission, challenges, and business practices of the two dominating aerospace companies, Boeing and Lockheed Martin. The paper takes a look at external and internal influences on the companies, their strengths and weaknesses, their public images, and the public's overall image of the aerospace industry. Finally, the paper includes recommendations for the future for improving the aerospace industry, in general, and for improving companies like Boeing and Lockheed Martin, in particular.
Brief History
Mission
Recent Growth
Industry Trends
External Environment
Data
Agencies Affecting Industry
Society's Outlook
Group Recommendation
Conclusion
From the Paper "Lockheed Martin is a large global organization that specializes in providing advanced technology and services to government and private clients. The culture of the company reflects an established willingness to work closely with the customer to provide solutions, and often customer needs are portrayed as being the same along lines of
company policy. The company is seen by many to be an industry leader that provides its customers with new technological directions. In this way, Lockheed Martin appears to be embracing what many see as the future of business in the twenty-first century by demonstrating that it is closely aligned with and attuned to customer needs; that is, the
company has a reputation of putting the customer first and working with the customer in a way that is organic and progressive. The company provides what is generally construed to be a positive atmosphere in which teamwork is encouraged within a framework of effective leadership."
Abstract This paper explains that both aircraft, the Beachcraft 1900D and the Gulfstream IV, are quite similar in many of the specifications and performance levels; however, they are designed for different uses. The author points out that, to evaluate the utility of each plane, characteristics such as takeoff, climb and cruise performance, descent performance, landing performance, and runway requirements, which is a one good indication of its market position and value, should be examined. The paper relates that the Beachcraft 1900D ideally is suited for commercial commuter use; however, other characteristics, such relatively long range (approximately 1000 nautical miles), high flight ceiling of 33,000 feet, 2600 climb rate, and cruising speed of 278, also make it an ideal choice for several providers in both national and international markets. O the other hand, the Gulfstream IV is designed primarily for "luxury, corporate transport".
Table of Contents
Introduction
Beachcraft 1900D
Forecast Utility and Breadth of Use
Gulfstream IV
Forecast of Utility and Breadth of Use
Conclusions
From the Paper "When considering the important external components of the landing gear as well as the engine characteristics, again the 1900D is well suited for commercial commuter use. This is because the craft allows for the installation of and electro-hydraulic anti-skid feature (which may be extremely useful in some locals and/or conditions). Of course, the hydraulic function of the landing gear (as well as the breaks) can be overridden by manual operation. Further, its engines (designed and manufactured by Pratt and Whitney), are designed specifically (through their flat-rating at 1,279 shp), to function longer (without serious breakdown), conserve power, as well as allow for ?high altitude/hot day performance, again, placing it of high value in many particular geographic areas and markets."
This paper evaluates, by reviewing individual journal articles, the correctness of Joe Kilminster's decision to launch the "Challenger" space ship on its mission, which ended in disaster.
Abstract This paper explains that NASA managers were informed, adequately and promptly, about the unsuitability of the approved design of shuttle rocket boosters when used under temperatures below 40 F per the contract signed with Morton-Thiokol; but NASA authorities were subject to severe economic and political pressures and schedule backlogs. The author states that, instead of upholding his superior's decision, his fellow professionals? technical findings and recommendations, and observing his profession's code of ethics, Joe Kilminster subjected himself to the pressure of NASA and recommended the launch, despite the negative input of his engineers. The paper concludes that Kilminster is morally accountable and culpable for the disaster, directly risking the lives of seven persons by ignoring his own knowledge as an expert engineer and the strong recommendations of his subordinate professionals
Table of Contents
Introduction
Review of Literature
M. M. Jennings, "Summary of the Challenger Episode"
Gordon Stubley, "Engineer and Integrity"
Diane Vaughan, "The Challenger Launch Decision"
National Society of Professional Engineers, "Code of Ethics for Engineers"
Texas A & M University, Departments of Philosophy and of Mechanical Engineering, "The Space Shuttle Challenger Disaster"
Findings, Conclusions, and Recommendations
From the Paper "Joe Kilminster, an engineer, and the Vice President or Space Booster Programs at Thiokol, was one of four management signatories who approved the launch and the author of the written recommendation that it was all right for the shuttle to fly. Thiokol's contract with the NASA provided that shuttles with boosters, like the Challenger, would function properly only within the range of 40 to 90 F. Its engineers also formalized their objection to such launch the day before the disaster."
This paper discusses the outlook within the airline industry regarding the job prospects for African-Americans and the overall future of the airline industry.
Abstract This paper discusses two problems that the airline industry faces: the lack of representation of African-Americans within the air industry and the shrinking overall outlook for the industry as a whole. The author stresses that the airline industry must turn to groups representing minority interests within the industry, such as the Organization of Black Airline Pilots (OBAP), which remains committed to increasing the representation of blacks in all spheres of the aviation industry, federal and commercial, and in management as well. The paper suggests that, even though there are objections, greater government intervention may be necessary to re-regulate the industry by instituting price controls, rationing fuel at airports, controlling the airports, and bringing in the Equal Opportunity Commission.
Table of Contents
Introduction and Project Objectives
Methodology for Addressing Problem
Strategy for Obtaining Input and Support
Project Plan with Timelines and Deliverables
From the Paper "In the past, ?Fly the friendly skies,? the famous and infamous Delta Airlines advertisement used to proclaim to viewers everywhere. But friendly to whom, African American job seekers and consumers could have demanded of the smiling Delta personnel on the ground and in the air, as depicted in the ads when they first ran in the 1970s and 1980s. The customers and the airline personnel alike in the advertisements were largely white, middle-class, and homogeneous in their appearances and depicted lifestyles. If women appeared in these ads in a professional capacity, they appeared as smiling and attractive stewardesses. This was, sadly reflective of the real-life airline industry in general at the time."
Abstract This essay involves collecting and summarizing research in regard to a specific company or industry that has experienced an accounting issue. The focus of the essay is United Airlines, but it could have been applied to any other major airline. The main research comes from the December 1991 story by Charles W. Taylor entitled, "Airline Accounting: AICPA versus FASB," which was in the December "CPA Journal Online". The paper incorporates an analysis of the company, industry, and the account issue with the author's personal opinion of the subject matter. A large portion of the paper focuses on the impact on investors and other stakeholders and also presents insights into the opinions of the article's author.
From the Paper "One solution that has made investors and stakeholders very happy was for the airlines to offer frequent flier miles and other reduced fairs. United's frequent-flier program, Mileage Plus, grew significantly, due to the continued success of partnerships such as First USA Mileage Plus Visa and Master Card, MCI WorldCom and E*TRADE. Revenue from third-party mileage sales reached $107 million during the first quarter, representing an 18 percent increase over the same period last year. Recently, United and Safeway launched Grocery Miles -- the largest partnership between a national grocer and an airline -- which allows customers at nearly 1,300 U.S. stores to earn frequent-flier miles in United's Mileage Plus program for their grocery purchases. (PR News Wire, 2000) As bankruptcy looms, frequent flier miles have become a major topic of discussion. But these frequent flier miles were an accounting problem as far back as 1990 and 1991."
Abstract The Treaty on Open Skies establishes a regime of unarmed, aerial observation flights over the entire territory of its participants. This paper explains how the treaty is designed to enhance mutual understanding and confidence by giving all participants, regardless of size, a direct role in gathering information about military forces and activities of concern to them. It points out that Open Skies is the most wide-ranging international effort to date to promote openness and transparency of military forces and activities.
From the Paper "Regulation of international air travel The Treaty on Open Skies establishes a regime of unarmed aerial observation flights over the entire territory of its participants. The treaty is designed to enhance mutual understanding and confidence by giving all participants, regardless of size, a direct role in gathering information about military forces and activities of concern to them. Open Skies is the most wide-ranging international effort to date to promote openness and transparency of military forces and activities."
Abstract This paper details the history and evolution of aviation and looks at how and why aviation technology was able to transform the way human warfare is conducted.
From the Paper "In 1783 in Lyon, France, the Montgolfer brothers designed the first hot air balloon. Not initially designed for warfare purposes, the balloon nevertheless quickly made an impact on the French military and the ambitions of the government in demonstrating French military dominance, especially over their British enemies. Ten years after the Montgolfer brothers designed theirs, "L'Entrapremant" was launched, the first balloon used for military purposes. L'Entrapremant was initially used for observation only, but fascination with the new technology led to the eventual development of what was probably the world's first air force: the Compagnie d'Aeronautiers (French Aerostatic Corps) in March of 1794. The balloon corps proved to be far more than just an attractive, futuristic novelty. French victory at the Battle of Fleurus set the stage for what would become an all-out battle for aerial supremacy more than a century later. Before that, though, the Grand Armee of France used balloons to traverse the English Channel and intimidate their rivals using increasingly sophisticated military balloons named Celeste, Hercule, and Intrepide. Napoleon was for some reason not enamored with aviation technology and elected to dismantle the budding French air force, which would remain dormant for decades (Martin)."
Abstract This paper discusses the air disaster when the British Midlands Flight 92, a Boeing 737-400, crashed on to the MI motorway, resulting in many deaths, injuries, and damage. The paper examines the subsequent evaluation of the disaster and the injuries sustained by the passengers, explaining that this led to an official compilation of 31 additional safety measures for aircraft and passenger safety.
From the Paper "The air disaster at Kegworth, UK, occurred on January 8, 1989, at Leicestershire, close to Kegworth. What happened was that the British Midlands Flight 92, a Boeing 737-400, owned by Midland, crashed on to the MI Motorway, close to 'Kegworth'. There were 118 passengers aboard the flight, and 47 people died on the very spot of the crash, and 18 people died later at various hospitals. The eight crewmembers miraculously survived, and of the survivors, that numbered 79, about 5 people suffered minor injuries, while 74 persons were seriously injured, and fortunately, nobody who was on the motorway was hurt or even injured, and no vehicles were damaged. What happened was this: after the flight had taken off from Heathrow Airport, the plane was ascending to 28,000 feet when one engine of the plane suffered a 'turbine blade detachment', and the crew members mistakenly identified the engine number two as having suffered the damages, and not engine number one, and when the flight was diverted to East Midlands, it was assumed, quite naturally, that the it would be able to fly on the single undamaged engine until safety."
Abstract This paper examines the link between two airlines - Southwest Airlines and Lauda Air and the business-level adaptive strategy model originally conceived by Miles and Snow. It positions the two airlines within the model, stating their strategic characteristics as a defender, prospector or analyser. Comparisons are made between the styles and products of the two airlines. The benefits of using benchmarking principles to improve financial and commercial performance is also discussed.
Outline
The Miles and Snow Typolopgy
The Defender
The Prospector
The Analyser
Southwest Airlines
A Cut-Price Airline
Robbins' (1994) Evaluation of Southwest
Benchmarking Southwest's Performance
Lauda Air
An Innovative Carrier
Driving the Future
Benchmarking Lauda Air's Performance
Conclusion
From the Paper "The defender strategy is generally used by businesses in a stable, established industry environment, or an environment viewed as that by the company. Defenders pursue permanence and strength by focussing on a specific product for a specific market. Businesses using this type of strategy act aggressively to defend their product, preventing new competition to penetrate their niche market (Robbins, et. al., 1997). Defenders are often ignorant towards industry developments, primarily focussing on their own product and improving it's own efficiency. Therefore, defenders are subject to minimal growth and innovation, but increased efficiency."
Abstract This paper examines the link that timing and scale have on investment at airports, particularly those in Australia. It analyses the affect that the complexity of airport operation has on development proposals and how airport managers must create investment rules, priority groups and networking teams to overcome specific problems in the airport management field. It also discusses how productive commercial relationships with airport customers, that is, airlines, are essential in determining precise requirements for airport development.
From the Paper "The potential investment at functioning airports is an inevitable challenge faced by airport managers at some stage of an airport's life. Although it might seem a case of traditional economic theory, investment in the development of airports is far more complex and multifarious (Lawrence, 1999). Investment in indivisible, capital assets such as runways and terminal buildings, requires meticulous preparation, research and industry consultation. This is for a number of reasons associated with factors attributed with both primary and secondary airports."
Abstract This paper presents an overview of aviation and air cargo development in past two centuries, outlining the most important and interesting events from the historical point of view that contribute to the modern concept of air cargo. The paper examines the development of air cargo as an economics sector in the United States and provides basic facts about the company that is associated with modern civil aviation and remains to be its leader for more than 50 years, Boeing. The paper presents recent air cargo statistics, describes the situation in this industry in other countries, and offers some facts about the most powerful air freights of modern time produced by America's main competitor, the former Soviet Union.
From the Paper "In the era of globalization we can not imagine life without goods exchange, freight traffic and communication. Transportation and communication means guarantee the development of economics, its interaction with the rest of economical world community and simply form a part of modern civilization's infrastructure. Such progress was achieved only because of rapid technological and industrial growth which started only two centuries ago. The development of air cargo is tightly connected with the development of aviation as technology and as industry. Air cargo is one of the most popular applications of aviation achievements in modern world. That's why history of early air cargo is also related to history of aviation as moving objects by air was one of the oldest dreams of humanity."
Abstract This paper discusses why the American space program was worth the cost. It presents a retrospective history of the program with regards to its impact on the U.S. economy and way of life. It shows how the 1969 trip to the moon allowed many new technologies, which would normally take decades of development to be refined in the private sector, to crystallize in mere years. Technologies like cell phones, TV, the Internet, and many others got their start during the American 'space race'.
From the Paper "Besides its obvious benefits to the technology sector, when a project of the space program's magnitude is attempted, there are inherent benefits to the entire economy. The Mercury, Gemini, and Apollo programs cost the government approximately 25 billions dollars in 1960's money. It terms of the 60's GDP, or Gross Domestic Product, the space program gave the US economy an additional yearly growth rate of 2.6%, from 1959-1970. In a good year of growth, the US economy will grow from 3 to 5%. That means that because of the Apollo program alone, the GDP growth rate was nearly twice what it would have been without the governments influx of cash. Aside from the money that was pumped into the economy, thousand of jobs were created to build all of the millions of parts that were used during the decade of the space program."
