AeSSA Young Professionals Forum Webinar “Technologies and Skills that will GearUp the Aerospace Industry Post Pandemic” - A Global Perspective with an emphasis on South Africa October 2021

A webinar presentation for AeSSA Young Professionals

SME Coffee Hour: Human Factors: Dirty DozenNorms and Complacency

Presentation about the relevance between communication, language, complacency and norms related to flight safety

Two Decades of Progress for Minorities in Aviation

Diversity within the science, technology, engineering, and mathematics (STEM) fields has historically lagged behind that which is found in other vocational paths. Aviation has also suffered poor diversity with virtually no participation among professional pilots. With both the literature specifying the benefits of diversity in the aviation workplace and potential shortages of pilots looming, it is in the interest of aerospace stakeholders to have access to the most comprehensively diverse employee pool possible. The purpose of this research was to evaluate the trends in participation by minorities who completed professional pilot education programs in the United States. Data concerning the number of students who completed degrees at the associate’s, bachelor’s, and master’s levels were collected via the Integrated Postsecondary Education Data System (IPEDS). Participation rates were compared to those found within the aviation industry. In general, the participation rates by non-White minorities in collegiate aviation (27.3%) exceeds that reported in the professional pilot vocation (18.4%). Detailed trends over the past 10 years were evaluated. Between 2004 and 2014, minority (including women) participation increased from 17.1% to 22.2%, which was deemed to be statistically significant (z = 3.7, p \u3c 0.001). The greatest gains were exhibited among Hispanics (p \u3c 0.001), specifically Hispanic men (p \u3c 0.001), with marginal gains by Asians (p = 0.06). Decreases were noted in Native American participation (p = 0.03) as well as among women, albeit not significantly (p = 0.31). When extending the analysis back another seven years, minority (including women) participation showed significant change from 1997 (16.5%) to 2014 (22.2%), z = 3.7, p \u3c 0.001. Minority participation in professional pilot education has shown steady gains over the past two decades; however, it appears that this trend is leveling, especially among women. Further study is recommended with particular interest in promotion and recruitment of a diverse aviation student population

Identification of Air Traffic Management Principles Influential in the Development of an Airport Arrival Delay Prediction Model

Since the September 11, 2001 attacks, worldwide air traffic has steadily been increasing towards peak levels reported from 2000 to 2001 (Federal Aviation Administration [FAA], 2011). Although U.S. system-wide traffic is still around 10% less than the highest volumes, congestion at particular airports prone to delays, such as Newark, Philadelphia, New York LaGuardia, and New York Kennedy, is up nearly 10% from 2000 metrics. Other airports, such as Chicago O’Hare and Atlanta in the U.S. and London Heathrow, Madrid, and Istanbul in Europe, are seemingly continually plagued with flight delays regardless of variations in traffic (FAA, 2012). According to the Bureau of Transportation Statistics (2013), the best flight punctuality rate among the 29 largest primary U.S. airports in January 2012 was 89.7% with the worst being 77.2%. In Europe, 14 major airports reported arrival delays in excess of 15 minutes for more than 25% of flights (FAA, 2012). Air traffic forecasts through 2031 indicate that both the passenger volume and the number of transport aircraft will be double that of 2012 levels. Considering many of the aforementioned airports are operating near or beyond capacity, it is likely that air traffic delays will only get worse (Airbus, 2012). The importance of delay management is critical to a variety of stakeholders from passengers to air carrier operations management to air traffic control personnel. Reliable delay prediction can mitigate the snowball effects delays can have on the air traffic management system and air carrier structures (Xu, Sherry, & Laskey, 2008). A variety of studies have been implemented to study air traffic delays but generally focus on a system-wide approach that includes arrival, enroute, and departure delays (Brooker, 2009; Coy, 2006; Santos & Robin, 2011; Xu, Sherry, & Laskey, 2008). Alternatively, others have focused on individual airports and their potential influence on the whole air traffic management system (Nayak & Zhang, 2011). More research on the factors associated with and prediction of airport-related delays have been advocated (Brooker, 2009; Coy, 2006; Nayak & Zhang, 2011; Santos & Robin, 2011; Xu, Sherry, & Laskey, 2008). Ideally, an improved model with predictive capabilities would assist in planning for and potentially mitigating negative effects of airport-based arrival congestion. The goal of this pilot study is to begin the construction of an improved airport delay prediction model by exploring potentially influential air traffic management principles. Utilizing expert panel-based model and procedural improvement techniques similar to those used in medical and technical fields, this study aims to bolster existing airport arrival delay prediction models (Deason & Jefferson, 2010; Estes, 2008; Gisev, Bell, O’Reilly, Rosen, & Chen, 2010). In this Phase I pilot study, a purposeful sample of air traffic control instructors, college faculty, and air traffic controllers will be asked to generate a list of air traffic management principles that influence airport arrival efficiency. This data will be utilized to create subsequent phases which will include a Delphi Panel to rank the identified principles, confirmatory analysis, statistical modeling, and model testing

EFECTOS DE LA SIEMBRA Y EL TRASPLANTE A RECIPIENTE C 3NICO EN EL CRECIMIENTO DE PITHECELLOBIUM DULCE Y PLATYMISCIUM DIADELPHUM EN VIVERO

Atendiendo al potencial para el arbolado urbano de \ue1reas tropicales secas con Pithecellobium dulce (Roxb.) Benth y Platymiscium diadelphum S. F. Blake y la importancia del recipiente de propagaci\uf3n en el crecimiento y conformaci\uf3n de las ra\uedces de plantas le\uf1osas, se estudi\uf3 la siembra y trasplante de ambas especies en dos tipos de recipientes c\uf3nicos (dise\uf1ados para la producci\uf3n de forestales) en fase inicial de vivero. Los tratamientos consistieron en (T1): semillas de ambas especies, propagadas mediante siembra en tubetes c\uf3nicos; (T2): semillas de las dos especies sembradas en tubetes para ra\uedz pivotante; y (T3): plantas propagadas como en T1 y trasplantadas al recipiente usado en T2. Las evaluaciones se iniciaron a los 30 d\uedas despu\ue9s de iniciado el ensayo y se prolongaron durante 90 d\uedas. Se determinaron las siguientes variables: altura de la planta, di\ue1metro del tallo, n\ufamero de hojas, \ue1rea foliar, longitud de ra\uedces, biomasa seca de la parte a\ue9rea y ra\uedces. Los datos registrados permitieron estimar la relaci\uf3n de biomasa seca a\ue9rea/biomasa seca ra\uedces, \uedndice de esbeltez e \uedndice de calidad de Dickson. Estas variables biom\ue9tricas e \uedndices morfol\uf3gicos se utilizaron para caracterizar cuantitativa y cualitativamente el crecimiento de ambas especies los cuales indicaron que las plantas cumplen con las caracter\uedsticas de calidad y potencial para la sobrevivencia al trasplante durante el per\uedodo de evaluaci\uf3n. El tubete para ra\uedz pivotante (especialmente el T3) favoreci\uf3 la mejor distribuci\uf3n, disposici\uf3n y conformaci\uf3n del cepell\uf3n. Palabras clave adicionales: Siembra, trasplante, tubete. ABSTRACT Considering the potential for the urban tree planting of dry tropical areas of Pithecellobium dulce (Roxb.) Benth and Platymiscium diadelphum S.F. Blake and the importance of the container on the initial growth and conformation of the roots in woody plants, sowing and transplantation were studied in both species in two types of conical containers (designed to produce forestry plants). The treatments consisted of (T1): seeds propagated by seeding in conical tubes; (T2): seeds sown in tubes for pivoting roots; and (T3): seeds sown as in T1 and later transplanted to the same container used in T2. The evaluations were started 30 days after the start of the trial and extended for 90 days, determining the following variables: height of the plant, stem diameter, number of leaves, leaf area, relative chlorophyll index, length of roots, dry mass of aerial part and roots. The data allowed to calculate the ratio of dry mass of aerial part/roots, slenderness index, and Dickson index. These biometric variables and morphological indices were used to quantitatively and qualitatively characterize the growth of both species, which indicated that the plants meet the quality characteristics and potential for transplant survival during the evaluation period. The T3 favored the best distribution, arrangement and conformation of the root ball. Additional key words: Sowing, transplant, propagation tube. <br

Aircraft Cyber Security and Information Exchange Safety Analysis for Department of Commerce

The Federal Aviation Administration’s (FAA) Next Generation Air Transportation (NextGen) program is a long-term modernization and transformation of the current National Airspace System (NAS) into a more effective and coordinated decision-making system. NextGen provides a more reliable, secure, and dependable aviation capability for both users and operators ensuring more capacity, throughput, and safety. This research delineates a high-level Safety Risk Assessment (SRA) related to NextGen technologies, specifically Aircraft Communications Addressing and Reporting System (ACARS) as well as Aircraft Access to System Wide Information Management (SWIM) network (AAtS). Other communication mediums such as Mode-S or ADS-B transponder are also data exchange and broadcast capabilities in the aircraft can also be prone to lower level safety risks primarily because of an inability to ensure information security

Combining Technology and Human Interaction in STEM through Innovation to Drive Passion for the Next Generation of Aviation Professionals

Progress on inspiring girls into Science, Technology, Engineering and Mathematics (STEM) careers has been extremely slow considering the efforts made and the fact that girls make up 50% of the population. This issue is complex and many different approaches have been done of over the last 40 years. Leveraging virtual education technology Embry-Riddle Aeronautical University Worldwide’s Women in Aviation International Chapter developed a Massive Online Open Course (MOOC) geared towards girls and boys between the ages of 8 and 14. There are barriers in schools and limitations to career development because of a lack of awareness; the MOOC sought to fill that gap. Young women are strongly influenced by their peers, parents, as well as role models. The MOOC initiative was conceived to combine human interactions through live facilitation of the course from aeronautical faculty, engineers and pilots. The event was completed in a school in South Africa that facilitated the use of a computer lab for the online portion as well as live human interaction. The purpose of this research is to evaluate the significance of combining a self-paced technology course in STEM with live mentors in the classroom to see if there is a significant impact on the students desire to pursue a career in the air transportation industry, particularly as a pilot or engineer. This presentation will discuss the student’s backgrounds, peer, parental and school faculty that were involved in the application and mentoring process throughout the duration of the MOOC and the resulting impact on further eligibility or interest in flight or engineering programs

Airborne Isocyanate Exposures in the Collision Repair Industry and a Comparison to Occupational Exposure Limits

Isocyanate exposure was evaluated in 33 spray painters from 25 Washington State autobody shops. Personal breathing zone samples (n = 228) were analyzed for isophorone diisocyanate (IPDI) monomer, 1,6-hexamethylene diisocyanate (HDI) monomer, IPDI polyisocyanate, and three polyisocyanate forms of HDI. The objective was to describe exposures to isocyanates while spray painting, compare them with short-term exposure limits (STELs), and describe the isocyanate composition in the samples. The composition of polyisocyanates (IPDI and HDI) in the samples varied greatly, with maximum amounts ranging from up to 58% for HDI biuret to 96% for HDI isocyanurate. There was a significant inverse relationship between the percentage composition of HDI isocyanurate to IPDI and to HDI uretdione. Two 15-min STELs were compared: (1) Oregon's Occupational Safety and Health Administration (OR-OSHA) STEL of 1000 μg/m3 for HDI polyisocyanate, and (2) the United Kingdom's Health and Safety Executive (UK-HSE) STEL of 70 μg NCO/m3 for all isocyanates. Eighty percent of samples containing HDI polyisocyanate exceeded the OR-OSHA STEL while 98% of samples exceeded the UKHSE STEL. The majority of painters (67%) wore half-face air-purifying respirators while spray painting. Using the OROSHA and the UK-HSE STELs as benchmarks, 21% and 67% of painters, respectively, had at least one exposure that exceeded the respirator's OSHA-assigned protection factor. A critical review of the STELs revealed the following limitations: (1) the OR-OSHA STEL does not include all polyisocyanates, and (2) the UK-HSE STEL is derived from monomeric isocyanates, whereas the species present in typical spray coatings are polyisocyanates. In conclusion, the variable mixtures of isocyanates used by autobody painters suggest that an occupational exposure limit is required that includes all polyisocyanates. Despite the limitations of the STELs, we determined that a respirator with an assigned protection factor of 25 or greater is required to protect against isocyanate exposures during spray painting. Consequently, half-face air-purifying respirators, which are most commonly used and have an assigned protection factor of 10, do not afford adequate respiratory protection