WITH the comparative absence of navigation aids in the earlier days of flying, up to about ten years ago, the navigator was constantly engaged in associating observations, calculations and char two rk in what was essentially a high-class guessing game. The low speeds (just over ioo knots on flying boats and just under 200 knots on landplanes) provided enough time for this rather intriguing exercise to be carried out in a fairly relaxed atmosphere, conducive to an individualistic approach that could be justified by results. The navigator's performance was largely (at that stage of aviation) judged on the neatness of his plotting, the accuracy of E.T.A.'s and the absence of late course corrections before arriving at destination or a check point. If there is anything in the view that navigation is an art, this particular yardstick certainly induced considerable artifice in the navigator.Although airline operations have changed vastly since then, old customs in the cockpit die hard and the mentality associated with those days persists, in my view to the grave detriment of air transportation as a whole. Increased traffic, higher airspeeds and the requirements of turbinepowered aircraft indicate that navigation is no longer in any sense an isolated function demanding the full-time attention of a highly trained specialist. Fortunately, science has produced navigational systems capable of easy interpretation that achieve a degree of precision far beyond the archaic and cumbersome methods of yesteryear. We must make use of this precision and utilize airspace (a precious commodity nowadays) efficiently if we are to build the world's future air traffic pattern on sound foundations ; because thereby lies the only solution to the so-called air traffic control problem.The navigation of aircraft in the air with respect to each other is becoming of supreme importance. The practice of referring to 'artificially created a.t.c. restrictions' has somewhat misleading implications. Such restrictions as are imposed are an effect not a cause, the cause being potential aircraft-to-aircraft interference. The real remedy is to remove in the planning stage as much of the interference as possible and to deal expeditiously with any residual interference. If we persist in following practices that create more and more interference on the basis that because the aircraft is capable of flight in three dimensions it should be able to operate unfettered in all, we are emulating the proverbial ostrich. The most dangerous outlook takes it for granted that any restriction on an aircraft's choice of flight path is necessarily a bad thing. An acceptable restriction 398
With the comparative absence of navigation aids in the earlier days of flying, up to about ten years ago, the navigator was constantly engaged in associating observations, calculations and chartwork in what was essentially a high-class guessing game. The low speeds (just over 100 knots on flying boats and just under 200 knots on landplanes) provided enough time for this rather intriguing exercise to be carried out in a fairly relaxed atmosphere, conducive to an individualistic approach that could be justified by results. The navigator's performance was largely (at that stage of aviation) judged on the neatness of his plotting, the accuracy of ETA'S and the absence of late course corrections before arriving at destination or a check point. If there is anything in the view that navigation is an art, this particular yardstick certainly induced considerable artifice in the navigator.Although airline operations have changed vastly since then, old customs in the cockpit die hard and the mentality associated with those days persists, in my view to the grave detriment of air transportation as a whole. Increased traffic, higher airspeeds and the requirements of turbine-powered aircraft indicate that navigation is no longer in any sense an isolated function demanding the full-time attention of a highly trained specialist. Fortunately, science has produced navigational systems capable of easy interpretation that achieve a degree of precision far beyond the archaic and cumbersome methods of yesteryear. We must make use of this precision and utilize airspace (a precious commodity nowadays) efficiently if we are to build the world's future air traffic pattern on sound foundations; because thereby lies the only solution to the so-called air traffic control problem.The navigation of aircraft in the air with respect to each other is becoming of supreme importance. The practice of referring to 'artificially created ATC restrictions' has somewhat misleading implications. Such restrictions as are imposed are an effect not a cause, the cause being potential aircraft-to-aircraft interference. The real remedy is to remove in the planning stage as much of the interference as possible and to deal expeditiously with any residual interference. If we persist in following practices that create more and more interference on the basis that because the aircraft is capable of flight in three dimensions it should be able to operate unfettered in all, we are emulating the proverbial ostrich. The most dangerous outlook takes it for granted that any restriction on an aircraft's 372
Since the inauguration of the B.O.A.C. Return Ferry Service, the principles of pressure pattern flying have been followed on the North Atlantic as regards flight planning. In co-operation with the forecaster the practice developed of working out a number of flight plans to achieve the shortest possible flight time, and eventually it became possible to select the most favourable route with a reasonable degree of precision.The advent of the radar altimeter furthered development of the pressure position line theory which I believe was first propounded by R.A.E., Farnborough, and has since been elaborately garnished and enthusiastically tested by our American friends during recent years. The words ‘altimetry’ and ‘aerologation’ have been added to our generally common language to cover flight techniques that might perhaps be more simply described as ‘pressure comparison navigation.’
This paper reports on the initial stage of a research program that examines decisions nurses expect to participate in and the methods by which they expect to participate. This stage of the research focuses on the development of a scale, the Participative Decision Making Scale for Nurses (PDMSN), to measure expectations for participative decision making (PDM) among graduating nurses. It has four subscales that measure expectations for participation in clinical, unit, hospitalwide, and strategic decisions. The PDMSN was administered to two groups of graduating nursing students. Results indicate that the subscales of the PDMSN have high internal consistency; alpha coefficients in Study 1 and Study 2 ranged from .70 to .85 and from .76 to .90, respectively. Patterns of correlations among the subscales and significant correlations with an alternative scale measuring PDM indicate that it is a valid instrument.
IN order to obtain some experience of problems that were likely to be encountered in the operation of the Comet HI across the North Atlantic, B.O.A.C. decided early in 1954 to conduct a daily 'paper' operation between London and New York. The aircraft was planned to depart from London at 1000 G.M.T. each day. It was felt that the production of operational statistics on the basis of a daily operation in this way would enable the Corporation to compile useful information on such vital subjects as elapsed times, payload capacity, fuel uplift requirements, the frequency with which particular routeings were likely to be used and the adequacy of existing meteorological telecommunications and air traffic control services. In order to obtain the basic meteorological data for planning flights it was necessary to enlist the cooperation of the London Airport Meteorological Forecasting Unit and their most helpful cooperation played an important part in the results achieved.It is impossible in a 'paper' operation to simulate all the operational factors and a number of considerations were thought to be outside the scope of the exercise. It was of particular importance to get operational experience of the probable tempo of the operation and for this reason selected captains and ground personnel at key stations were involved.The performance data for flight planning was based on information provided by the aircraft manufacturers. Flight planning was conducted by B.O.A.C. operations officers at London Airport from an examination of prognostic upper-air charts and other data supplied by the Meteorological Office, and the operational decisions both as regards routeing and termination of the flight were taken by selected captains from B.O.A.C. Comet Fleet. The basic information used on each flight, including meteorological conditions both en route and at terminals, fuel required and load possible according to the flight plan and the actual terminal and alternate weather conditions at the estimated time of arrival, have been collected so that at any later time the exercise can be conducted on another basis, or using another aircraft with roughly similar operational characteristics. Besides providing a daily prognostic chart the Meteorological Office also provided an estimate of the forecast error from a subsequent examination of actual upper-air charts. An analysis of this socalled forecast error gives a rough idea of the order of inaccuracy that is likely to be encountered on actual flights.It was decided that the main objective was to plan an operation that 256
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.