This research sought to develop a structured methodology for transferring resilience resources and safety innovation across industrial sectors, specifically, from aviation to maritime. As transportation sectors struggle to adapt to new economic realities and seek to prosper in new operational contexts there is a need to preserve resources and invest in change initiatives which will derive meaningful impact. A structured methodology to guide a principled transfer of safety solutions across sectors would be a sustainable method of improving the resilience of the sector. An action research approach was adopted. A five-step methodology was developed in cooperation with three maritime organisations to identify challenges and resilience resources from aviation which could be feasibly transferred and implemented. Five steps were identified as being key to a principled transfer of resilience resources from aviation to maritime. They were as follows: (1) industry comparison and database of aviation resilience resources; (2) maritime user needs and gap analysis, and resilience resources evaluation and selection; (3) scenarios production and resources mapping onto scenarios; (4) feasibility analysis; and (5) implementation plan. The results highlight the utility of combining bottom-up (identifying problems) and top-down (identifying a database of resources) approaches at the outset. A comprehensive workshop-based feasibility analysis is also key to ensuring the identified resources can be effectively implemented in the destination sector.

Unmanned aircraft systems (UAS) have been in civil use for several years. A new risk-based approach to approval was developed by the Joint Authorities for Rulemaking of Unmanned Systems (JARUS) which relies on the so-called Specific Operations Risk Assessment (SORA) for the specific category. Operational authorization is based on the assessment using the SORA process, which evaluates the safety of the operation and not solely the aircraft design. However, to comply with the resulting mitigations it is necessary to convince authorities using “Acceptable Means of Compliance” (AMC). The goal of the European research project “AW-Drones” is to identify and assess existing standards as a possible AMC for the existing and upcoming regulations. The research in “AW-Drones” is performed by an international consortium of industry and research agencies. Additional stakeholders support the project, including the European Union Aviation Safety Agency (EASA) and other groups of experts, committees, and Standard Development Organizations (SDOs). In this paper, the approach and methodology to identify possible AMC for the SORA is described, including the current state of work. The results of the data collection step and the assessment are outlined. The used criteria are shown and the impact on the SORA process is discussed. An outlook will detail on remaining tasks. The dissemination of the work in a public database is presented that offers the results on AMC assessment directly to a drone operator.

In this paper we present a simulator allowing to perform policy experiments relative to the air traffic management. Different SESAR solutions can be implemented in the model to see the reaction of the different stakeholders as well as other relevant metrics (delay, safety, etc). The model describes both the strategic phase associated to the planning of the flight trajectories and the tactical modifications occurring in the en-route phase. An implementation of the model is available as an open-source software and is freely accessible by any user.More specifically, different procedures related to business trajectories and free-routing are tested and we illustrate the capabilities of the model on an airspace which implements these concepts. After performing numerical simulations with the model, we show that in a free-routing scenario the controllers perform less operations but the conflicts are dispersed over a larger portion of the airspace. This can potentially increase the complexity of conflict detection and resolution for controllers.In order to investigate this specific aspect, we consider some metrics used to measure traffic complexity. We first show that in non-free-routing situations our simulator deals with complexity in a way similar to what humans would do. This allows us to be confident that the results of our numerical simulations relative to the free-routing can reasonably forecast how human controllers would behave in this new situation. Specifically, our numerical simulations show that most of the complexity metrics decrease with free-routing, while the few metrics which increase are all linked to the flight level changes. This is a non-trivial result since intuitively the complexity should increase with free-routing because of problematic geometries and more dispersed conflicts over the airspace. (C) 2016 Elsevier Ltd. All rights reserved.

It is well reported in the literature that more than 80% of shipping accidents are attributed to Human/organisational Error. Maritime community has realised that despite all the increased safety standards and technological developments, accidents are still occurring and the systems are not resilient to errors at various levels. The FP7 SEAHORSE project focuses on safety in marine transport by addressing human and organisational factors through transfer of well proven practices and methodologies from air transport to marine transport in an effective, collaborative and innovative manner. This will be primarily achieved by introducing the principles of resilience engineering in an integrated framework which will result in multi-level resilience that linking individuals, team, multi-party teams and organisations in ship operation that ultimately enhancing shipping safety.This paper presents similarities and gaps between two transport sectors while establishing the principles of transfer of skills, technology from aviation to maritime, which includes but not limited to rules, standard operating procedures, safety culture, just culture and mandatory safety reporting methodologies. The paper further present the feasible areas for transfer, experience gained during the transfer of technology/skills from air to marine while outlining the resilience framework adapted to maritime transport. (C) 2016 Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license.

The small and active Saturnian moon Enceladus is one of the primary targets of the Cassini mission. We determined the quadrupole gravity field of Enceladus and its hemispherical asymmetry using Doppler data from three spacecraft flybys. Our results indicate the presence of a negative mass anomaly in the south-polar region, largely compensated by a positive subsurface anomaly compatible with the presence of a regional subsurface sea at depths of 30 to 40 kilometers and extending up to south latitudes of about 50°. The estimated values for the largest quadrupole harmonic coefficients (10(6)J2 = 5435.2 ± 34.9, 10(6)C22 = 1549.8 ± 15.6, 1σ) and their ratio (J2/C22 = 3.51 ± 0.05) indicate that the body deviates mildly from hydrostatic equilibrium. The moment of inertia is around 0.335MR(2), where M is the mass and R is the radius, suggesting a differentiated body with a low-density core.

In this paper we present a novel approach to automation design based on the joint design of two different tools, with different automation levels, different maturity levels, different application domains and different users characteristics. We show the opportunities and challenges brought by a joint design of Separation Assurance support tools for General Aviation and Remotely Piloted Aircraft Systems. We propose a methodology and tools for identifying and validating common requirements, thus creating a common core which forms the grounding for the development of two dedicated tools.

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In this paper we present a novel approach to automation design based on the joint design of two different tools, with different automation levels, different maturity levels, different application domains and different users characteristics. We show the opportunities and challenges brought by a joint design of Separation Assurance support tools for General Aviation and Remotely Piloted Aircraft Systems. We propose a methodology and tools for identifying and validating common requirements, thus creating a common core which forms the grounding for the development of two dedicated tools.

We have detected in Cassini spacecraft data the signature of the periodic tidal stresses within Titan, driven by the eccentricity (e = 0.028) of its 16-day orbit around Saturn. Precise measurements of the acceleration of Cassini during six close flybys between 2006 and 2011 have revealed that Titan responds to the variable tidal field exerted by Saturn with periodic changes of its quadrupole gravity, at about 4% of the static value. Two independent determinations of the corresponding degree-2 Love number yield k(2) = 0.589 ± 0.150 and k(2) = 0.637 ± 0.224 (2σ). Such a large response to the tidal field requires that Titan's interior be deformable over time scales of the orbital period, in a way that is consistent with a global ocean at depth.

OF THE CASSINI SPACECRAFT. M. Ducci, L. Iess, J. W. Armstrong, S. W. Asmar, R. A. Jacobson, J. I. Lunine, P. Racioppa, N. J. Rappaport, D. J. Stevenson, P. Tortora, DIMA, Univ. La Sapienza, Via Eudossiana 18, 00184 Roma, Italy, marco.ducci@uniroma1.it, Jet Propulsion Laboratory, 4800 Oak Grove Drive, Pasadena, CA 91109, USA, Department of Astronomy, Cornell University, Ithaca NY 14850 USA, California Institute of Technology, 150-21 Pasadena, CA 91125, USA, 5 DIEM-II Facolta' di Ingegneria, Universita' di Bologna, I-47100 Forli, Italy.