Civil responsibility in air transport: a perspective after the uptodate Rome 1952 international treaty

2010 ◽  
Vol 1 (2) ◽  
pp. 59-75
Author(s):  
Artur Antonio Da Rocha ◽  
Antonio Henriques De Araujo Junior
Keyword(s):  
Airline Industry ◽  
Air Transportation ◽  
Legal Liability ◽  
The Other ◽  
Air Transport ◽  
International Treaty ◽  
Additional Problem ◽  
Civil Responsibility ◽  
Other Hand ◽  
Partial Damage

This paper analyzes the civil responsibility of air transport carriers in accordance with the “Unification Convention Rules for International Air Transportation”. The matter of civil responsibility is a complicated and conflicting theme for analysis due to the difficulty even greater to the additional problem of having to define responsibilities when a disaster of great proportions takes place. Contrary to other modes of transportation, in the case of air transport there is rarely partial damage (when an accident occurs), therefore it is important to remember that in an aeronautical accident, the damages (or sinister) are not partial, they are total. On the other hand, should be considered that the airline industry is global, in which parts of a whole can come from distant countries involving partners from different countries with different realities and legal liability. The existence of joint responsibility of partners involved in the airline industry is what is meant to identify with this article.

Nonelective Care On Board an Aircraft

2018 ◽  
Author(s):  
Christopher Connor ◽  
Ben O’Brien
Keyword(s):  
Medical Care ◽  
The Other ◽  
Air Transport ◽  
Other Hand ◽  
Aeromedical Transport ◽  
Extensive Body

The International Air Transport Association recognizes that “the airline is responsible for carrying its passengers safely and efficiently to the destination,” yet “the airline has no real means of ensuring that all passengers are fit to begin their journey.”1 There exists an extensive body of work, including textbooks and guidelines,2–4 to support prehospital in-flight care. These references deal with the challenges of emergent and elective aeromedical transport and repatriation, as would be confronted by a flight physician or flight nurse. This chapter, on the other hand, aims to support the anesthesia practitioner with a clinic or hospital-based practice, highlighting important factors to consider should he or she be called on to provide medical care and advice incidentally while on an aircraft as a passenger.

English Aspiration and Flapping Revisited

1984 ◽  
Vol 29 (1) ◽  
pp. 42-57 ◽  
Author(s):  
Marc Picard
Keyword(s):  
The Other ◽  
Additional Problem ◽  
Other Hand ◽  
Metrical Analysis ◽  
Positive Results ◽  
Phonological Rules

In Kahn (1976), one finds a syllable-based reanalysis of certain well-known phonological rules of English. Prominent among these are aspiration and flapping. Given that the belated recognition of the syllable by generative phonologists has generally yielded very interesting and positive results, this reinterpretation of the facts must be seen as a welcome development in that respect.On the other hand, however, Kahn’s decision to base his syllable-oriented generalizations on the concept of ambisyllabicity must be seriously questioned since the phonological evidence for such a phenomenon is so tenuous, and also because this concept is virtually unfalsifiable as it is not known to have any physical-acoustic or articulatory-correlates whatsoever.Also, over and above Kahn’s recourse to such an unsubstantiated mechanism, there is the additional problem that the two rules he proposes simply do not correctly account for all the data. A later attempt by Kiparsky (1979) to replace Kahn’s ambisyllabic treatment of these two rules by a metrical analysis involving the foot runs into exactly the same kind of trouble.

The Economics of Air Line Operation

1936 ◽  
Vol 40 (312) ◽  
pp. 839-860
Author(s):  
L. T. H. Greig
Keyword(s):  
The Other ◽  
Air Transport ◽  
The Political ◽  
Long Distance ◽  
Other Hand ◽  
The Times ◽  
Considerable Detail

In speaking to you to-night on the Economics of Air Line Operation, I propose to speak primarily from the viewpoint of the operator of an internal air line. I do not mean, by that, that I shall confine my remarks strictly to the various problems encountered by my own particular company, nor do I mean that any opinions which I may express will, of necessity, be of interest only to operators of internal services. On the other hand, I do not intend to venture into the realms of very long distance air routes, such as Empire routes, many of the problems connected with which have already been dealt with in considerable detail by Mr. Woods Humphrey in his interesting series of articles in The Times in May of this year. Such small experience as I have had so far with international flying has convinced me that the political difficulties, which are undoubtedly encountered by many of the national air transport companies, must force upon them policies other than those dictated by strictly economic requirements, and in consequence, must render a true comparison between their operation and purely European flying almost impossible.

Heuristic approaches for operational aircraft maintenance routing problem with maximum flying hours and man-power availability considerations

2017 ◽  
Vol 117 (10) ◽  
pp. 2142-2170 ◽  
Author(s):  
Abdelrahman E.E. Eltoukhy ◽  
Felix T.S. Chan ◽  
S.H. Chung ◽  
Ben Niu ◽  
X.P. Wang
Keyword(s):  
Airline Industry ◽  
Solution Algorithm ◽  
The Other ◽  
Computational Time ◽  
Aircraft Maintenance ◽  
Solution Quality ◽  
Routing Problem ◽  
Content Type ◽  
Other Hand ◽  
Availability Constraints

Purpose The purpose of this paper is twofold. First, to propose an operational model for aircraft maintenance routing problem (AMRP) rather than tactical models that are commonly used in the literature. Second, to develop a fast and responsive solution method in order to cope with the frequent changes experienced in the airline industry. Design/methodology/approach Two important operational considerations were considered, simultaneously. First one is the maximum flying hours, and second one is the man-power availability. On the other hand, ant colony optimization (ACO), simulated annealing (SA), and genetic algorithm (GA) approaches were proposed to solve the model, and the upper bound was calculated to be the criteria to assess the performance of each meta-heuristic. After attempting to solve the model by these meta-heuristics, the authors noticed further improvement chances in terms of solution quality and computational time. Therefore, a new solution algorithm was proposed, and its performance was validated based on 12 real data from the EgyptAir carrier. Also, the model and experiments were extended to test the effect of the operational considerations on the profit. Findings The computational results showed that the proposed solution algorithm outperforms other meta-heuristics in finding a better solution in much less time, whereas the operational considerations improve the profitability of the existing model. Research limitations/implications The authors focused on some operational considerations rather than tactical considerations that are commonly used in the literature. One advantage of this is that it improves the profitability of the existing models. On the other hand, identifying future research opportunities should help academic researchers to develop new models and improve the performance of the existing models. Practical implications The experiment results showed that the proposed model and solution methods are scalable and can thus be adopted by the airline industry at large. Originality/value In the literature, AMRP models were cast with approximated assumption regarding the maintenance issue, while neglecting the man-power availability consideration. However, in this paper, the authors attempted to relax that maintenance assumption, and consider the man-power availability constraints. Since the result showed that these considerations improve the profitability by 5.63 percent in the largest case. The proposed operational considerations are hence significant. Also, the authors utilized ACO, SA, and GA to solve the model for the first time, and developed a new solution algorithm. The value and significance of the new algorithm appeared as follow. First, the solution quality was improved since the average improvement ratio over ACO, SA, and GA goes up to 8.30, 4.45, and 4.00 percent, respectively. Second, the computational time was significantly improved since it does not go beyond 3 seconds in all the 12 real cases, which is considered much lesser compared to ACO, SA, and GA.

scholarly journals Symposium on the Economics of Liability

1991 ◽  
Vol 5 (3) ◽  
pp. 3-10 ◽  
Author(s):  
Carl Shapiro
Keyword(s):  
Transaction Costs ◽  
Economic Efficiency ◽  
Legal Liability ◽  
The Other ◽  
Accident Insurance ◽  
Other Hand ◽  
The U.S

Has the U.S. liability system run amok? Many commentators feel it has, as do many executives who feel that the liability “tax” discourages innovation and ultimately fails to promote safety. On the other hand, economists have ceaselessly pointed out that when one party is made liable for injury caused to another, an externality has been internalized. This symposium is intended to clarify just what economists know about the U.S. liability system: its worth as well as its flaws. The resulting picture is not a pretty one. Often liability is imposed on injurers as a means of compensating and insuring victims, despite the fact that such compensation and insurance could be accomplished much more effectively using direct accident insurance. Liability is an expensive means of providing compensation, since the legal liability system involves large transaction costs, mainly in the form of litigation expenses. Overall, America's institutions for assigning liability are poorly designed to promote economic efficiency.

scholarly journals Two Entropy Theory Wings as a New Trend for the Modern Means of Air Transport Operational Reliability Measure

2020 ◽  
Vol 2020 (3) ◽  
pp. 64-74
Author(s):  
Andriy Viktorovich Goncharenko
Keyword(s):  
Operational Reliability ◽  
The Other ◽  
Air Transport ◽  
Theoretical Physics ◽  
Entropy Theory ◽  
Reliability Measures ◽  
Plausible Assumption ◽  
Subjective Analysis ◽  
Reliability Measure ◽  
Other Hand

AbstractThe paper deals with the uncertainty of the operated system’s possible states hybrid combined optional functions. Traditionally, the probabilities of the system’s possible states are treated as the reliability measures. However, in the framework of the proposed doctrine, the optimality (for example, the maximal probability of the system’s state) is determined based upon a plausible assumption of the intrinsic objectively existing parameters. The two entropy theory wings consider on one hand the subjective preferences functions in subjective analysis, concerning the multi-alternativeness of the operational situation at an individual’s choice problems, and on the other hand the objectively existing characteristics used in theoretical physics. The discussed in the paper entropy paradigm proceeds with the objectively presented phenomena of the state’s probability and the probability’s maximum. The theoretical speculations and mathematical derivations are illustrated with the necessary plotted diagrams.

scholarly journals INTRODUÇAO AOS MODELOS ODE PARTICIPAÇÃO DE MERCADO EM SERVIÇOS DE TRANSPORTES

TRANSPORTES ◽  
1995 ◽  
Vol 3 (1) ◽  
Author(s):  
Antonio Galvão Novaes
Keyword(s):  
Market Share ◽  
The Other ◽  
Air Transport ◽  
Transport Sector ◽  
Transport Services ◽  
Other Hand ◽  
Bus Service ◽  
Transport Problems ◽  
Bus Services ◽  
Demand Profile

<p>Análises de participação de mercado ("market share") são comuns em estudos na área de "marketing", envolvendo produtos e respectivas marcas, de um lado, o perfil da demanda de outro, e o posicionamento das empresas produtoras que competem nesse mercado, num terceiro bloco. No setor de transportes a literatura registra aplicações em ligações aéreas e em serviços intermunicipais de ônibus. Os modelos de participação de mercado se aplicam normalmente a situações em que os operadores oferecem serviços de transportes similares num determinado mercado, com a competição sendo feita não com base em atributos modais intrínsecos, mas sim apoiada em características diferenciadoras intra-modais mais tênues, tais como conforto, atendimento, promoções tarifárias, "marketing" e propaganda, etc. Neste artigo é feita uma introdução aos modelos de "market share" em transportes, com a apresentação de um exemplo de aplicação ao transporte intermunicipal de passageiros em ônibus, sendo discutidos também aspectos ligados a calibração e tais modelos.</p><p><strong>ABSTRACT</strong></p><p>Market share analysis is common in marketing studies involving products and respective brands, on one hand, the demand profile on the other hand, and the competiting industries on a third set. In the transport sector the literature registers a number of applications to air transport problems and to intercity bus services. Market share models are normally applied to situations in which operators offer, in a specific market, transport services that are similar in nature, with competition based not on intrinsic modal attributes, but rather on more tenous intra-mode differentiating characteristics, such as comfort, attendance, tariff promotions, marketing and advertising efforts, etc (sub-modal configurations). It is presented in this paper an introduction to market share modelling in transport, with an example concerning an intercity bus service in Brazil. Aspects related to the calibration and practical use of such models are also discussed in the text.</p>

PENGGUNAAN METODE PROSES HIRARKI ANALITIK (PHA) DALAM PEMILIHAN LOKASI UNTUK RELOKASI BANDARA RAHADI OESMAN KETAPANG KALIMANTAN BARAT

2012 ◽  
Vol 10 (1) ◽  
Author(s):  
. Rudi S. Suyono
Keyword(s):  
Decision Making ◽  
Air Transportation ◽  
Technical Aspect ◽  
Optimal Location ◽  
The Other ◽  
Air Transport ◽  
Analytic Hierarchy ◽  
Environmental Aspect ◽  
Landing Position ◽  
Alternative Location

Kabupaten Ketapang has an airport that named the Rahadi Oesman Airport. This airport owning location situation which less profit for the development of service activities of air transportation in the future because its location residing in midst of Kabupaten Ketapang and also located reside in the nearby resident settlement. This condition generates the serious problem like noise resulted from aircraft sound whether in its takeoff or landing position that can endanger the resident near the airport location. Therefore it is required to be conducted a study to chosen the other; dissimilar location for the relocation of the airport. This study identify the criterion used in choosing the optimal airport location pursuant to technical aspect, aspect of operational and safety operate for the air transport environmental aspect and. In this study is selected three alternative locations that planned the new airport location, the locations are Desa Tempurukan, Desa Suka Bangun, and Desa Pesaguan. The survey conducted with the respondent amount as much 200 people. Analyze for the decision making of to use the method Process The Analytic Hierarchy (PHA), that is an model capable to coordinate entire problem of decision making to chosen one most optimal location. This assessment done by comparing a number of combinations from element exists in each hierarchy level. Assessment conducted by comparing component of pursuant to assessment scale. From result analyst obtained by pursuant to obtained technical criterion of most optimal alternative location is Desa Tempurukan with the percentage is equal to 35%, Desa Suka Bangun equal to 34% and Desa Pesagunan equal to 30%. Pursuant to criterion of operational and safety operate for the air transport obtained a most optimal alternative location is Desa Tempurukan with the percentage equal to 42%, Desa Suka Bangun equal to 38% and Desa Pesaguan equal to 20%. While pursuant to obtained environmental criterion of most optimal alternative location is Desa Tempurukan with the percentage equal to 58%, Desa Pesaguan equal to 25% and Desa Suka Bangun equal to 17%. So that the conclusion from the result got one most optimal new Ketapang Airport location is Desa Tempurukan.

scholarly journals Liberalization of international air transportation markets: the effect of terrorism on market trends

2002 ◽  
Vol 13 (2) ◽  
pp. 45-58
Author(s):  
Dawna L Rhoades
Keyword(s):  
Airline Industry ◽  
Air Transportation ◽  
The United States ◽  
Air Transport ◽  
Future Prospects ◽  
Air Transport Industry ◽  
Airline Deregulation ◽  
Market Trends ◽  
Terrorist Acts ◽  
The Impact

Since the United States deregulated its airline industry with the Airline Deregulation Act of 1978, the international air transport industry has been on a path toward market liberalization. Market changes have included entry, capacity, and pricing freedom as well as increased levels of foreign ownership. The recent terrorist acts of September 11, 2001 have the potential to alter, if not reverse this course. This paper examines the forces fueling the trend toward liberalization and analyzes the impact of recent events on the future prospects of open aviation markets.

A study of cometary eruptions through OH radio-lines

1999 ◽  
Vol 173 ◽  
pp. 249-254
Author(s):  
A.M. Silva ◽  
R.D. Miró
Keyword(s):  
Short Duration ◽  
Growth Curves ◽  
The Other ◽  
Initial Mass ◽  
Radio Lines ◽  
Other Hand ◽  
Sudden Rise

AbstractWe have developed a model for theH2OandOHevolution in a comet outburst, assuming that together with the gas, a distribution of icy grains is ejected. With an initial mass of icy grains of 108kg released, theH2OandOHproductions are increased up to a factor two, and the growth curves change drastically in the first two days. The model is applied to eruptions detected in theOHradio monitorings and fits well with the slow variations in the flux. On the other hand, several events of short duration appear, consisting of a sudden rise ofOHflux, followed by a sudden decay on the second day. These apparent short bursts are frequently found as precursors of a more durable eruption. We suggest that both of them are part of a unique eruption, and that the sudden decay is due to collisions that de-excite theOHmaser, when it reaches the Cometopause region located at 1.35 × 105kmfrom the nucleus.

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