Proceeding Book The 2nd Aviation National Symposium

13.20-13.35 น. 13.35-13.40 น. AVM 13 การบินกับสิ่งแวดล้อม รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง

13.40-13 55 น.

13 55-14.00 น. AVM 14 ความผิดพลาดในกระบวนการขนส่งสินค้าอันตราย รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง

14.00-14.15 น.

AVM 18 คุณภาพการให้บริการสายการบินต้นทุนต่าที่ส่งผลต่อการตัดสินใจ ใช้บริการของผู้โดยสารชาวไทย เจเนอร์เรชั่นวาย รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง

14.55-15.00 น. AVM 21

13.20-13.35 น. 13.35-13.40 น. AVM 04 การพัฒนาแรงงานช่างฝีมือของอุตสาหกรรมเครื่องประดับไทย รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง

13.40-13 55 น.

13 55-14.00 น.

AVM 05 ระบบจาลองการทางานของฐานล้อหน้าอากาศยาน รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง

14.00-14.15 น.

AVM 11

AVM 08 Pollution Produced by Airport and Green Airport for Water Pollution Solving รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง 14.20-14.35 น. 14.35-14.40 น. ด้วยไมโครคอนโทรลเลอร์ รับฟังคาวิจารณ์จากคณะกรรมการประจาห้อง 15.15 น. ประธานประจาห้อง กล่าวขอบคุณผู้เข้าร่วมนาเสนอผลงานและกล่าวปิด

ระบบตรวจรู้และแสดงผลการทางานของเครื่องยนต์กังหันก๊าซขนาดเล็ก

A Study of the Hull Loss Accident of Boeing 737

1Somchanok Tiamtiabrat and 2Nontlachatara Viranuvatti

1Mae Fah Luang Chiang Rai International Airport, Airports of Thailand Plc., Thailand

2School of management Mae Fah Luang University, Thainald E-mail: 1somchanok.t@airportthai.co.th, 2nontlachatara.vir@mfu.ac.th

Abstract

The accident concerning the most used commercial aircrafts, the Boeing 737 family, was statistically evaluated Modes of aircraft movement indicators that I was developed. I found to have high relationship with aircraft accident, and therefore could be considered a good accident risk indicator with R2 higher than 0.94.

Keywords: Commercial Aircraft, Aircraft Accident, Boeing 737 Family, Risk Indicator

1. Introduction

Aircraft accident is costly and producing disastrous effect on the stakeholders in aviation industries. Rules and regulations have been issued for safety. Aircraft manufacturing companies have dedicated an enormous number of resources in research and development for aircraft safety. Most airlines currently having a good pilot recruitment and training program. However, the aircraft accident still happening and the research papers about aircraft accident appears minimal. This paper is a result of a statistical analysis of global aircraft accident based mainly on the Aviation Safety Network database (Aviation Safety Network, 2007) as well as other sources.

The accident process and the importance of human factors was explained by Reason (Reason, 1990). The Human Factors Analysis and Classification System (HFACS) was used (Wiegmann & Shappell, 2003). It seemed, however, that further study and more continually development are still needed. While the accident process and HFACS are useful the “back to the fundamental approach” is still necessary. In this study, however, in the beginning we will not yet accept that human factors are the dominating effect on aircraft accident, but we will use the fundamental statistical approach, where trends are analyzed carefully with appropriate statistical techniques, and hopefully some interesting information can be drawn. Whenever appropriate, comparison with the HFACS will be made.

Due to their popularity and long recorded history, Boeing 737 family aircraft appear to be the case that should be studied in more details. In this paper the commercial jet aircrafts in Boeing 737 family were brought into consideration.

2. Literature Review

2.1 Time-series Analysis of Accident Concerning Boeing 737 Family Aircraft

The frequency of accident may vary with time. There could be many variables involved including aircraft aging, outdated technology, lacking pilot judgement and decision making, adverse weather, deficiency in communication and maintenance system and so on. If the number of aircraft used and aircraft aging were the dominating factors of the accident causes, one would expect the annual frequency of aircraft accident to increase with the number of aircraft used and hence the time. However, if the improvement of technology, pilot and supporting personnel training and other factors were the dominating factors, the frequency rate of aircraft accident could decrease with time.

The frequency of accident (Aviation Safety Network, 2007) involving the 737-family aircraft, is illustrated in Figure 2. The frequency of accident appeared to increase with time between the year 1970-2007. From curve fitting, the equation representing the relationship between frequency of accident and time is as follows

f = – 7.5312 + 0.1271t where f = accident frequency case per year, and the coefficient of determination, or R2, of equation was 0.3471 which was rather low but not surprising since an accident is a complicate process and involves many more variables besides time (Reason, 1990). It may be appropriate also to consider the ratio of accident case per thousand of the cumulative total number of this family of aircraft f/(1000N). The trend of f/(1000N) against time is illustrated in Figure 3. The relationship could be represented by the equation i.e. f/(1000N) = 7.00x1021 t -11.101 R2 of equation was 0.826 which indicated a good fit with the data. Figure 3 shows that the accident ratio f/(1000N) decreases appreciably as time increases, which seemed to suggest that newer technology, and better personnel training could lead to lower accident rate. f/(1000N) is approaching zero which indicated the continuing improvement of safety in air transport (Wiegmann & Shappell, 2003)

Figure 1: Number of Annual Accident Case Against Time

y=7E+21x-11101 R2=08265

0 10

Figure 2: Ratio of Number of Annual Accident Case per 1000 units of Boeing 737 Family Aircraft Delivered

3. Results

3.1 Mode of Aircraft Movement Indicators

For Boeing 737 family aircrafts, the relationship between frequency of accident and mode of aircraft movement was represented by a diagram as shown in Figure 3

Figure 3: Percent of Accident Cases Associated with Modes of Aircraft Movement

From the 125 accident cases with known modes of movement, most accident was found to occur at landing mode (40.0%), followed by approaching (24.0%), taking off (15.2%), and En Route (12.8%).

To develop a mathematical model, the modes of movement were regrouped according to the aircraft movement and the associated risk factors, i.e., the media, altitude change, axial speed, and acceleration. The associated risk indicator for each risk factor were I1, I2, I3 and I4 respectively.

A Likert scale was assigned to each movement characteristics as shown in Table 1. The higher the assigned number should relate to the higher the accident risk. A systematic number assignment was employed for each mode of aircraft movement in the development of I1, I2, I3, and I4 as shown n Table 1. The definition of flight phase or mode of air craft movement by International Civil Aviation Organization was observed (Commercial Aviation Safety Team, 2006).

Table 1: Interpretation of Mode of Aircraft Movement

Factors that caused risk Indicators Remark Movement Mode

Media and environment I1 = 1

On ground Pushing Back, Standing, Taxiing I1 = 2 Air En Route I1 = 3 Terrain/air interphase Climbing, Approaching

Factors that caused risk Indicators

I1 = 5

Altitude Change

I2 = 1

I2 = 2

Axial Speed

Remark

Ground / terrain / air interphase

Movement Mode

Taking Off, Landing

No change Standing, Taxiing, Pushing Back, en route

Up (in air /terrain interphase) Climbing

I2 = 3 Up (in ground/ terrain/air Interphase) Taking Off

I2 = 4 Down (in air/terrain interphase) Approaching

I2 = 5 Down (in ground/terrain/air Interphase)

I3 = 1

I3 = 2

I3= 3

Landing

Near zero speed (on ground) Pushing Back, Standing, Taxiing

Low speed (in ground / terrain / air interphase).

Taking Off, Landing

Low speed Flight (in air/terrain) Climbing,

I3 = 4 Medium speed flight (in air /terrain interphase)

Axial Acceleration

Approaching

I3 = 5 High speed flight (in air) En Route

I4 = 1

Steady speed

Standing, Taxiing, Pushing Back, en route

I4 = 2 Acceleration Taking Off, Climbing

I4 = 3 Deceleration Approaching

I4 = 5 High deceleration Landing

Boeing Company (2007) said a risk indicators Im based on the multiplication of I1, I2, I3, and I4 was then proposed. As an example, the value of Im for landing (Im_ld) was calculated from:Im_ld = (I1_ld)(I2_ld)(I3_ld)(I4_ld) = 5 x 5 x 2 x 5 = 250

Table 2 illustrates the aircraft movement modes and their risk indicators (Im). The percent of accident case (Pa), which represented accident risk, was plotted against Is and Im as shown in Figure 3.and 4. Fitting the curves to these relations, empirical equation was derived as follows:

Pa = 1.1978 + 0.1408 Im R2 for equation was 0.9411 which suggested a very good fit. It seemed that equation (65) which was linear, simpler and fitted well to the data was a satisfactory representation of the risk of accident based on mode of aircraft movement.

At this stage we were able to estimate the risk of an accident occurrence by using equation. In the next step of investigation, the severity of accident concerning Boeing 737 family of aircraft will be brought into consideration (Aviation Safety Network, 2007)

Table 2: Indicators for Various Mode of Aircraft Movement

Movement Mode I1 I2 I3 I4 Im Pushing Back 1 1 1 1 1 Standing 1 1 1 1 1 Taxiing 1 1 1 1 1 Taking Off 4 3 2 2 48 Climbing 3 2 3 2 36 En Route 2 1 5 1 10 Approaching 3 4 4 3 144 Landing 4 5 2 4 160

Percent of Accident

40.0

30.0

20.0

10.0

y = 0 1408x + 1 1978 R2 = 0 9411 0.0

50.0 0 50 100 150 200 250 Im

Figure 4: Relationship Between Pa and Imfor Boeing737 Family

4. Conclusion

It appeared that that with newer technology reflecting in their newer models, less accident case per thousand of aircraft delivered could be expected from Boeing 737 family aircraft. Pilot and machine error almost equally dominated the causes of accident. Mode of aircraft movement indicator Imwas highly related to the percentage of accident such that it was a very good accident risk indicator.

5. References

Aviation Safety Boeing Commercial Airplane. (2007). Statistics Summary of Commercial Jet Airplane Accident Worldwide Operation 1959 – 2006. Boeing. Washington. USA. Aviation Safety Network. (2007). ASN Aviation Safety Database. Web page. July. Available at http://www. aviation–safety.net/database/. Boeing Company. (2007). Boeing 737 Fact. Web page. July. Available at http://www.boeing com/ commercial/737family/pf/pf_fact.html

Commercial Aviation Safety Team. (2006). Phase of Flight Definitions and Usage Notes. International Civil Aviation Organization. Canada. Available at http://www.intlaviationstandard.org.

Reason, J. (1990). Human Error, Cambridge University Press, United Kingdom. Wiegmann, D. A., & Shappell, S. A (2003). A Human Error Approach to Aviation Accident Analysis: The Human Factors Analysis and Classification System. Ashgate Publishing Company. United Kingdom.

Airspace Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

1Pansak Nernsai and 2Nakorn Indra-Payoong 1,2Faculty of Logistics, Burapha University, Thailand E-mail: 1pansak@catc.or.th, 2nakorn@buu.ac.th

Abstract

According to a study of the flight capacity and passenger volume of Chiang Mai Airport, to comply with the country's tourism promotion policy. To increase the ability to accommodate flight volume and future passengers (Air Transport Research and Academic Services Center Kasetsart University, 2018). The statistics of commercial flights are analyzed. It was found that Chiang Mai Airport tends to increase the number of flights in the hours of increased traffic congestion.

Therefore, Chiang Mai Airport needs to develop the airport more efficiently, currently limited by Chiang Mai Airport. The approach is to build a second airport to accommodate flights and increased passenger traffic in the future. This causes the management of the airspace to change as well. To accommodate increased air traffic, it must be based on safety in accordance with international standards of the International Civil Aviation Organization. So, the researcher designed the airspace using Standard Instrument Departure: SID and Standard Instrument Arrival: STAR between Chiang Mai Airport and the New Second Chiang Mai Airport under the conceptual framework and principles used for the design of airspace and flight operations (ICAO Annex 4, 2016).

The result of this research was able to design SID/STAR charts between VTCC and VTCB for four runways connecting to reporting point or transition point, and the test influenced by the air traffic control radar environment found that the capacity of air traffic control for both airports at the same time was an average of 40 flights/hour, increasing from the indicator of 16 flights or 66.67 percent.

Keywords: Standard Instrument Departure; Standard Instrument Arrival; Chiang Mai International Airport; Chiang Mai – Banthi Airport

Airspace Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

1. Introduction

Under the National Strategy (2018-2047), the government has assigned all ministries to develop a 20-year strategy for the Ministry of Transport. The Office of Transport and Traffic Policy and Planning has drafted a 20-year plan to establish Thailand's transportation system (2017-2036). It was found that: Strategy 1 Integration of transportation systems. (Air Transport Research and Academic Services Center Kasetsart University, 2018). Strategy 2 competitiveness strategy. Investment in Transportation Infrastructure development. It is consistent with the study of the master plan for the establishment of Chiang Mai Airport's commercial airport and strategy 5 Applying technology and innovation to the development of Chiang Mai Airport Transportation System. Chiang Mai Airport has an area of over 1,600 rai covering Chiang Mai and Lamphun provinces. Currently, there are two terminals: The original terminal was a domestic terminal, and the new one is an international terminal, which can accommodate up to 11 million passengers per year and a record number of flights and passengers. The details are as follows:

Table 1: Chiang Mai Airport Statistics (2008-2018)

Calendar year passengers changes Flights 2008 3,062,909 N/A N/A 2009 3,081,645 0.61% N/A 2010 3,178,941 3.15% 27,485 2011 3,880,037 22.05% 32,445 2012 4,491,331 15.75% 36,981 2513 5,172,753 15.17% 43,366 2014 6,630,624 28.18% 52,642 2015 8,069,918 27.71% 62,626 2016 9,208,256 14.11% 67,134 2017 9,973,449 8.31% 72,041 2018 10,808,866 8.39% 75,593

Current conditions at Chiang Mai airport can accommodate 24 flights per hour. There is a parking lot of 11 aircraft stands, and the terminal can accommodate over 10 million passengers per year. Which has a master plan for Chiang Mai Airport, which are 3 phases as follows: Short

and medium-term. The project will be implemented in 2016-2025. The main project is the construction and improvement of the taxiway. Expand the aircraft stand renovation of the original terminal and the building of the new terminal. The overall budget was 9.72 billion baht. This brings the capacity to 34 flights per hour and accommodates 18 million passengers a year. In the long term, the project will be implemented in 2026-2030.

The main projects are: Build aircraft stands and renovate terminals. The total budget was 945 million baht. It has the capacity to accommodate 20 million passengers per year. According to the studies, the analysis was conducted to the proposal for the creation of the second Chiang Mai Airport, where the selection of a new airport location must consider important factors.

- Suitability and physical limitations of the appropriate area in the construction of the airport

- The potential for access to the site includes linking transport routes with passenger transportation.

- Compliance with laws and regulations, requirements.

It is also important to consider the factors in the design of the aircraft's inbound and outbound of airport operations (ICAO Annex 4, 2016). Consider the obstacles, airspace, and local winds in on the following important points are:

1) Obstacles in the beginning and the end of the runway and the area around the airport, as well as the mountainous terrain surrounding it, hinder the design of the airspace.

2) Chiang Mai's local winds are in the direction of 02/20 (Azimuth 20/200 degrees). Meanwhile, the current direction of the runway of Chiang Mai Airport is 18/36 (north - south).

3) Terminal Control Area (TMA) must consider the types of airspace, including danger area, restricted area, and prohibited area, as well as air defense identification zone (ADIZ).

The results were based on a study by the Center for Research and Academic Services in Air Transport. Kasetsart University has proposed chiang mai airport (Air Transport Research and Academic Services Center Kasetsart University, 2018). Consider the importance of developing airports more efficiently. The point of focus on the current development of Chiang Mai Airport is a limited area. Therefore, the proposal for the approach is to build a second airport to accommodate the increase in passenger traffic in the future. The location is suitable in Ban Thi area, Lamphun province.

Based on the issues studied above, the researcher was interested because the researcher is a lecturer in the air traffic management program. Therefore, to develop a model

Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

of practice for alternatives to practitioners and related agencies used for consideration after a feasibility study on the construction of a new airport. The results of this study can also be used to develop additional training ATC Simulator laboratory at Civil Aviation Training Centre in the future.

1.1 Research Objective

1) To design the airspace within terminal control area using the Standard Instrument Departure; SID and Standard Instrument Arrival; STAR between Chiang Mai International Airport and the new second Chiang Mai Airport

2) To analyze the capacity to support the quantity of air traffics within the terminal control area between Chiang Mai International Airport and the new second Chiang Mai Airport Ban Thi District, Lamphun Province

2. Methodology

In the conduct of this research, researcher designed the research method by following these steps:

1) Studying the basics, the importance of what is learned - Including policy level, strategic level to Chiang Mai Airport authorities, information on air navigation services, air navigation aids, air navigation services, geography information and obstacles affect air navigation.

2) Education and Collecting Ideas Principles, theories, literature, and research related to the design of practices for aircraft inbound and outbound between airports.

3) The design of airspace practices for aircraft is based on the International Civil Aviation Organization. Under consultation by experts to design flight operations and air traffic control.

4) Inspection of design standards and experimentation of design with virtual reality devices (Air Traffic Control Radar Simulator). It is required to accommodate maximum traffic not less than 24 flights/hour under experts' supervision

5) Summary and report of the research – The researcher prepared a summary of the result and discussed the results of the research and showed the results of the research to develop the research further.

This study's objectives are air space design using Standard Instrument Departure: SID and Standard Instrument Arrival: STAR between Chiang Mai International Airport and the new second Chiang Mai Airport.

Airspace Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

The researcher designed the procedure to operate flights outbound and inbound from Chiang Mai Airport runway (VTCC runway 18/36). And the new second Chiang Mai Airport (VTCB runway 18/36) has four runways. The following procedures are designed:

Group 1 Procedure design for outbound traffic (Standard Instrument Departure: SID) consists of SID RWY 18/36 one Chart, SID RWY 18 one Chart, SID RWY 36 one Chart. And it can be designed according to the routing path. (Path Descriptor/Waypoint Path). This is as follows: BANTI, DOILO, WEERA, FRANG, PHRAO, and YONOK, six Charts. Include design in group 1, nine Charts.

Climb Gradient 1 NM/300 ft or 0.049 / 4.94% is defined, and vertical separation of longer distances above 1,000 ft. (ICAO Doc.8168/OPS/611 Vol. I, 2014)

1) The Procedure Design Gradient (PDG) is based on a) An obstacle identification surface (OIS) having a 2.5 percent gradient or a Gradient determined by the most critical obstacle penetrating the surface, whichever is the higher and b) An additional margin of 0.8 per cent. Thus, published gradients are specified to an altitude/height, after which the minimum gradient of 3.3 per cent (2.5+0.8) is considered to prevail (ICAO Doc.8168/OPS/611 Vol. II, 2014).

Figure 1: Tangent Function for climb gradient

2) Aircraft performance determination for design is 1 NM. The aircraft can climb at an average altitude of 300 ft. Finding a climb gradient based on the basic principles of a trigonometric function is to find the relationship between the length and angle of the right triangle. This relies on a process based on such principles.

Tangent Function = Opposite/Adjacent Tangent Function for climb gradient According to the average aircraft performance, a distance of 1 NM Aircraft can climb 300 ft or 91.44 m. When applying the principle of Tangent Function can find Climb Gradient as follows.

Climb Gradient = Height/Distance = (300 ft)/ (1 NM) or (91.44 m)/ (1 NM) = (300 ft)/ (6076 ft) or (91.44 m)/(1852 m); 1NM = 6076 ft, 1852 m = 0.049375 = 0.049375×100 = 4.9375%

Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

Figure 2: Fundamental Model of Climb gradient

Fundamental Model of Climb gradient, and by defining Climb Gradient, the calculation format can be determined for height (ICAO Doc.8168/OPS/611 Vol. I, 2014). Here is the next step in designing the procedure:

1 NM = 300 ft

Vertical Distance or Height = Distance (NM) × 300 (ft)

Therefore, Vertical Distance or Height = X×300 (ft); X = Distance (NM)

Figure 3: Model Application of climb gradient in profile view

Figure 4: Model Application of climb gradient in both plan and profile views

Group 2 Procedure design for inbound traffic (Standard Instrument Arrival; STAR) It consists of: STAR RWY 18/36 one Chart, STAR RWY 18 one Chart, STAR RWY 36 one Chart and it can be designed according to the routing path (ICAO Doc.8697, 2016). (Path

Descriptor/Waypoint Path) This is as follows: PARNU, PASAK, SAKET, SUTEP, PINUM, SAIAU, TAPAE, WORAI eight Charts. Include design in group 2 eleven charts by specified descent gradient according to the performance of the aircraft. Instead, determine the final approach segment distance, where the optimum descent gradient is 0.052/5.2% or 3°, and determine the vertical distance by a longer distance above 1,000 ft, with the speed of the aircraft not exceeding 250 knots. Descent Gradient can be determined based on the Trigonometric Function principle when considering optimum descent Gradient 5.2 Percent/3.0° (52 m/km (318 ft/NM)).

Descent Gradient = Height / Distance

Find from descent gradient 52m/km; = (52 m) / km = (52 m) / (1000 m) Descent Gradient = 0.052 = 5.2 %

Figure 5: Fundamental Model of Descent gradient

In which if the value Gradient = 0.052 Replaced in the reverse part of Tangent Function or Arctan will get the following values

Tan (angle) = Gradient = Gradient/Tan = Tan-1 or arctan (gradient) Therefore, Angle in Degrees = 1/tan-1 (gradient) or tan-1 or arctan (gradient) = arctan (0.052) = 2.977° or ≈ 3°

Figure 6: Conversion of descent gradient to degree

When the design results were tested with the ATC Radar Simulator virtualization program, it was found that it was able to handle traffic between airports with the following results:

Model 1 The aircraft take-off simultaneously from 2 airports. (VTCC & VTCB) Researchers have established conditions in the air traffic control environment with a radar

system (ICAO Doc.4444, 2016). (ATC Surveillance System Environment) complies with the following ICAO standards.

1) Require aircraft to take off at both airports.

2) Determining the distance between aircraft (Separation) at least 5 NM.

3) Aircraft Speed at the Final Segment (up to 4 NM) from the Threshold of Runway at 180 knots or 180 NM/hr. under an altitude of 11,000 ft. Obtained average distance 180 nm /60min = 3 nm/min

4) Longitudinal separation minima based on time for aircraft maintaining at the same level and same track in 3 minutes allows one takeoff aircraft, so consider two airports (VTCC & VTCB), allowing two aircraft to take off.

Model 2 The aircraft approaches land simultaneously at two airports (VTCC & VTCB). The researcher established the conditions for air traffic control under ICAO standards, the same conditions as those set out in the Test of Model 1.

Model 3 Aircraft inbound and outbound between 2 airports (VTCC & VTCB) simultaneously. The researcher defined the same conditions as that model1, and the requirements for the aircraft to take off when the aircraft entering the runway must have a distance of at least 5 NM from the threshold of the runway. The three conditions resulted in the following tests:

3. Results

In 1 hour, the aircraft could take-off and land at both airports simultaneously (VTCC & VTCB) for an average of 20 flights/airports. Or 40 flights / two airports compare with indicators 24 flights/hour. By designing new practices Capable of supporting an average flight volume of 40 flights/hour.

3.1 Discussion

The research results show that the results of the air traffic service condition survey by the Chiang Mai Air Traffic Control Center. It can accommodate 24 flights per hour, which, if calculated based on that rate, is found to be one-year support. Amount 365 x 24 x 24 = 210,240 Flights per year.

The difference between 75,593 actual flights in 2018 and air traffic capacity at the rate of 24 flights per hour is equivalent to 210,240 flights per year. However, in practice, there are

other factors that affect the mobility of air traffic services, as well as the following important factors:

1) Airspace restrictions include Restricted Area and Danger Area. This is in addition to the geographical barriers of mountainous areas.

2) The limitation factors of the area within the airport include restrictions on taxiways, apron areas and aircraft stands.

3) The density of the community area around the airport hindered the expansion of the area, which resulted in noise and traffic congestion around the airport. Therefore, it is necessary to build the second Chiang Mai Airport to accommodate the increase in passenger traffic in the future, so the design of new local flight operations is needed in connection with the original area. To serve as information on investment decisions to build new airports in the future.

4. Conclusion

According to the results of this study, the researcher determined that flights in and out of the airport met the conditions prescribed by the researcher to fly in and out according to the profile in the flight operation method.

Under the Air Traffic Control Radar Environment, according to air traffic conditions. There is 3 model:

Model 1 the aircraft take off simultaneously from two airports.

Model 2 the aircraft approaches land simultaneously at two airports.

Model 3 aircraft inbound and outbound between two airports

It was found that an hour was able to handle an average of 40 flights per hour of air traffic. This is more than the volume of air traffic currently supported by the average 24 flights per hour of 16 flights, representing 66.67%.

Recommendations for applying the findings of the results of this research are only tested under the conditions set out in the profile of charts practices (ICAO Doc.4444, 2016). Pilots are required to control the aircraft in accordance with the procedures strictly. However, in real-world operations, there are other factors that affect the increase and decrease in air traffic. As shown in the following important considerations:

1) Requirements specified in the flight operation method (Profile of SID/STAR charts)

2) Traffic conditions at that time. (Current Traffic)

3) Communication between air traffic controllers and pilots.

Airspace Design within Terminal Control Area between Chiang Mai International Airport and the New Second Chiang Mai Airport

4) Pilot interactions (Pilot Reaction) As permitted (ATC Clearance) 5) Aircraft performance in the type of aircraft, speed, rate of climb and rate of descend. 6) Direction of the aircraft flying. 7) Separation of aircraft. 8) The capabilities of air traffic controllers (ATC Competency) 9) Coordination between Air Traffic Control in each area (Aerodrome Control TowerApproach Control Unit และ Approach Control Unit-Area Control Center)

5. References

Air Transport Research and Academic Services Center Kasetsart University. (2018). Draft Final Report: Preparation of master plan establishment of the countries Commercial airports

International Civil Aviation Organization (ICAO). (2010). Annex 5 Units of Measurement to be Used in Air and Ground Operations. Sixth Edition, Attachment C. International Civil Aviation Organization (ICAO). (2014). Doc.8168/OPS/611 Aircraft Operations Vol.I. Section 3 and Section 4. Amendments 6, I-3-(i)-I-4-(i).

International Civil Aviation Organization (ICAO). (2014). Doc.8168/OPS/611 Aircraft Operations Vol.II. Section 3 and Section 4. Amendments 6, I-3-(i)-I-4-(i).

International Civil Aviation Organization (ICAO). (2016). Annex 4 Aeronautical Charts.Chapter 910, Amendments 59, 9-1–10-2.

International Civil Aviation Organization (ICAO). (2016). Doc.4444 Air Traffic Management. Chapter 5, Sixteenth Edition, 5-2-5-4.

International Civil Aviation Organization (ICAO). (2016). Doc.8697 Aeronautical Chart Manual. Chapter 7. Third Edition, 7-9-1-7-10-1.

The Civil Aviation Authority of Thailand (The CAAT). (2018). AIP Thailand Part 2 En-route & Part 3 Aerodrome.

Pollution Produced by Airport and Green Airport for Water Pollution Solving

1Amaraporn Sirivichitvorakarn and 2Supakarn Pohpoach 1,2Civil Aviation Training Center, Thailand

E-mail: 1amarapornsirivichit@gmail.com, 2supakarn.pp1611@gmail.com

Abstract

Transportation is an essential contributor to the health and well-being of the nation’s economy. Within the transportation sector, commercial aviation has evolved into the fastest, safest, and most far-reaching transportation mode in little more than a century. Unfortunately, everything comes with cost, aviation industry also comes with the issues of environment impact in many way; people living near airports are exposed to noise from aircraft; streams, rivers, and wetlands may be exposed to pollutants discharged in storm water runoff from airports; and aircraft engines emit pollutants to the atmosphere.

Water pollution in aviation industry become very vital because it is such a big and widely use in all over the world for transported people and goods the average number of flight worldwide in a day is approximately 100,000 flight. Leads to a lot of dangers from the outside pollution with numerous of toxic chemicals. More precisely, the environment is being threatened by increasing levels of pollution of air, water, land, noise. These not only impact the environment but also human health and world economy. Likewise, this article will explain an overview of the pollution produced by airport and go deeper to the topic of water pollution and the cause, problem and the process how they handle in several ways.

Keywords: Water Pollution; Aviation Industry

1. Introduction

Aviation is a critical part of our national economy, providing for the movement of people and goods throughout the world, enabling our economic growth. Because of strong growth in demand, emissions of some pollutants from aviation are increasing against a background of emissions reductions from many other sources. In addition, progress on noise reduction has slowed. Millions of people are adversely affected by these side effects of aviation (Oxford Economics Aviation, 2008). Airport expansion plans have been delayed or canceled due to

concerns over local air quality, water quality and community noise impacts. Military readiness is challenged by restrictions on operations. These effects are anticipated to grow as the economy and demand for air transportation grow. If not addressed, environmental impacts may well be the fundamental constraint on air transportation growth in the 21st century.

It is true that humanity's entire life support system depends on the well-being of all the species living on earth. This is commonly referred to as the biosphere to one global ecological system in which all living things are interdependent. Within the overall ecosystem like the rainforests, oceans, the desert and the tundra. Firstly, environment is important to ecosystem all the communities of living organisms found in a specific place, their habitats and their interactions in which we live provides natural services for humans and all other species that are essential to our health, quality of life and survival. For example, forests remove carbon dioxide and other pollutants from the air we breathe and also cool our air temperatures, reducing the formation of ground-level ozone. Secondly, a pollutant that can cause heart and lung problems to worsen. Thirdly, our wetlands store storm water, filter and make harmless storm water pollutants. Lastly, recharge our aquifers where most of us get our drinking water with these filtered waters and the dune systems on our beaches form natural barriers to storm waves and provide important habitat and travel ways for wildlife (Andrejszki, T., Torok, A., Molnar, E., 2014)

This paper aims to provide the ecological destruction of the pollution and the causes. The focus will be on the water pollution, factors, and process which brought about the water pollution problems

2. Literature Review

2.1 Aviation Environmental Impacts

Airport operation is an important factor in an economy for tourism, business, imports and exports. However these benefits must compensate for the air travel impacts on the quality of life of increasing numbers of people and on the local and global environment. Noise and air pollution both from aircraft and from airport ground operations became a shocking problem for those who live, work and study around airports. A robust scientific understanding of the environmental impacts from aviation is an essential basis for informed policy discussions, and for the development of effective mitigation measures that achieve the desired outcome in a cost-effective way

The major human being is an environmental issue which is truly reduced day by day due to the cause of damaged environmental is the disintegration of the earth of the environment through the consumption of assets. For example, air, water and soil, the destruction of environments and the eradication of wildlife. It is characterized as any change or aggravation to nature’s turf seen to be pernicious (Freestone R., Baker D., Stevens N., 2011). Deforestation contributes to global warming as decreased forest size puts carbon back into the environment. Deforestation contributes to global warming as decreased forest size puts carbon back into the environment. Pollution in whatever form air, water, land or noise is harmful to the environment. Overpopulation more population simply means more demand for food, clothes and shelter. Which results in the degradation of our environment. Natural Causes avalanches, quakes, tidal waves, storms, and wildfires can totally crush nearby animal and plant groups to the point where they can no longer survive in those areas result of a specific disaster or by the long term degradation.

However, humans should not blame for this whole thing. Earth causes ecological issues, as well. While environmental degradation is most normally connected with the things that people do truth of the matter is that the environment is always changing which may the effect of human activities.

2.2 Type of Environmental Impacts

The innovation constantly evolving the one is the mostly used is air transportation which is cause of air pollution, water pollution and land pollution. Especially in aviation industry it is such a big and widely use in all over the world for transport people and goods the average number of flight worldwide in a day is approximately 100,000 flight which is cased a lot of pollution (Freestone R., Baker D., Stevens N., 2011).

A) Air Pollution

It is assumed that aviation industry contributes lots of dangerous chemical to the air. It is true. However, compared to other industries, these dangerous chemicals are only 3.5% of the world’s scale. Unlike car industries that have much new technological advancement to limit their emissions, in the aviation industry, such technology is still hard to find. For instance, it has been taking years for the industry to come up with Bio-solar jet fuel. However, the implementation of this technology is still minimum, as costs are the biggest concern in this matter.

B) De-icing Chemical Pollution

The substance used to de-ice aircraft normally includes ethylene as well as propylene glycol. These substances are dangerous to the environment. As most airports do not have the facilities to recycle these substances, the surrounding environment is at risk. These chemicals are also potential to kill animals, such as fish.

C) Airport Pollution

Not only does air pollution come from the moving aircraft, but it also comes from the traffic on the ground. It is predicted that the ground traffic that coming in and out to airports (buses, taxis, trains, cars) are actually producing more pollution than the aircraft.

D) Noise Pollution

The reason why airports should be located far from the residential areas is to minimize the noise problems. However, there are still many airports located close to residential areas. Most of the noise pollution comes during takeoff and landing. The continuous noise pollution from airports could lead to the residents’ hearing problems, sleep disturbance and decreased performance. As the passenger number goes up, so does the noise pollution.

E) Water Pollution

Water is highly vulnerable at airports where maintenance is not being carried out properly. For instance, when there is a leak on their fuel pipe, this could affect the water for the surrounding environment. During airport expansions, many tend to discharge pollutants to passable water source. This is illegal, however, there only a few legal processes that ever been taken to tackle this issues.

According to water pollution is most founded in aviation industry so it is become one of the most important issues. For example, water pollution caused by the airport runoff water occurs when the rain transports atmospheric deposits and applied chemicals from the deicing and cleaning pads, taxiways, runways, apron areas, transfer stations, repair shops and fuel stores to the. This can cause serious problems if we don’t concern about this problem those chemicals are also potential to kill aquatic animals around the airport. Lavatory waste is considered as a special type of waste and contains chemicals and potential enteric pathogens and can present risks to the environment and human health if not handled properly. Caution must be taken to ensure that releases of lavatory waste do not occur (Lee, D.S., 2004). There is some innovation in aviation industry objective is to promote environmental best practices to minimize aviation’s impacts on the environment and assured that can reduce water

pollution in aviation industry such as waste water treatment and water recycling. In each airport members who have outstanding accomplishments in their environmental projects which is called Green Airport.

2.3 Green Airport Definition

At International Civil Aviation Organization (ICAO)’s seminar on Green Airports that took place from 2017 at ICAO Headquarters (de Haan, A.R.C., 2008), key discussions centered on smart buildings, renewable energy, green mobility, climate change resilience, community engagement and sustainability reporting. ICAO told participants at the event which was designed to encourage forward-looking thinking on innovative environmental projects at airports, that there are presently close to 400 airports worldwide which are either under construction, undergoing major expansions, or are at advanced planning stages for related objectives noted that this represents a 25 percent increase when compared to the previous year. This underscores why it is so important today that future increases in air transport capacity are managed by airports which have been built or modernized on the basis of the most effective environmental policies and capabilities available. Each new airport infrastructure project is in and of itself a new opportunity to surpass compliance with the latest sustainability standards, minimize the impact of airport activities on the environment, and reduce the effect of climate change on related infrastructure and operations. Among the topics discussed effective management of environmental impacts at airports, certification schemes for operators, clean energy solutions from wind, solar, biomass, and tidal energy sources, sustainable mobility initiatives, climate adaptation and resilience, community engagement, the financing of environmental projects (de Haan, A.R.C., 2008).

Understanding that different airports have a variety of environmental priorities, a specific environmental the theme is water management to showcase projects that aim to foster water conservation and prevention of water pollution. The Airports Council International’s (ACI) Policy Handbook provides directions on how airports should protect the scarce water resources by minimizing usage and reducing the negative impacts from wastewater. The handbook states that airports should work to minimize the use of portable water, to process wastewater (de-icing and sewage) in the most efficient way possible, reuse of treated water and to manage the quantity and quality of storm water run-off. Below are some of the example of the airport which have different process to managed water pollution

Case Study 1: Kuala Lumpur International Airport

Figure 1: the process of KLIA’s Waste Water Treatment

Waste Water Treatment in Kuala Lumpur International Airport (KLIA) effluent water quality standard at sewerage treatment plant (ACI Asia-Pacific., 2020) This plant is designed as under utilities & environmental unit, Malaysia airports. The scope of civil and structural airside facilities within the purview of the utilities & environmental unit covering area of KLIA 10x10km perimeter are water reticulation, sewerage, solid waste management and pest control management. The aim of this plant of KLIA is to monitoring yield with improvement possibility and in line with recommended range of environmental quality requirement and improve the quality of discharge water, aquatic life and flora fauna. It also can contribute carbon emission reduction as using recycle tube diffuser, logistic and electricity reduction.

Case Study 2: Sharjah Airport

Figure 2: the sewage treatment tank of Sharjah Airport

The new Sewage Treatment Plant (STP) at Sharjah Airport with an average the project was initiated with an objective to meet the future demand for an STP with increased capacity due to Airport expansion and adapt more environment friendly and efficient technology in sewage treatment. (ACI Asia-Pacific, 2020) STP is designed with two separate streams, each with an average capacity of 1,500 m3/hour. The treatment plant is designed to achieve standard for well-defined irrigation as per Sharjah Municipality regulations. The plant technology is based on Membrane Bio-Reactor Below are the treatment stages:

• Pretreatment Stage: This is primary stage, which includes screening and grit removal from the raw sewer that is fed into the STP.

• Biological stage: This is the second major stage, which consists of Biological treatment for removal of pollutant.

• Sludge handling and dewatering stage: As a final stage, the surplus sludge is removed and dewatered as per Sharjah Municipality standards. • Design Flow / Capacity of Plant STP is designed for average flow of 3000 m3/d.

Case Study 3: Brisbane International Airport

Figure 3: the Water Recycling System in Brisbane International Airport New Recycled Water Pipeline

Water Recycling at Brisbane International Airport: New Recycled Water Pipeline (ACI Asia-Pacific., 2020) The Recycled Water Pipeline project provides recycled water needed for the construction including, 160,000m3 of concrete, 500,000m3 of fine crushed rock production and 360ha of airfield landscaping irrigation. The pipeline, travelling 4.5km from the local wastewater treatment plant to the airport runway site, provides an estimated 4.5ML of recycled water daily. The installation of the pipeline, in collaboration with Queensland Urban Utilities (QUU) the wastewater treatment provider, reduces the need to use local drinking water for construction purposes by 1.25 billion liters by the end of the project. The pipeline route included a large 800m under bore beneath runway 14/32 and a smaller under bore. Recycled water is delivered from the QUU wastewater facility where wastewater is treated through microfiltration and reverse osmosis prior to being pumped through a 350mm diameter main to the NPR Airfield Site. The 800m under bore was a challenge for the project as this

was a significant distance from the wastewater facility, as well as traversing an operational runway. Three key defined benefits. Cost Savings Nine options were provided during the planning phase which saw this pipeline option as the preferred option with an almost AUD$1 million in electricity reduction savings compared to the next cheapest option. Environmental Benefit by using recycled water.

3. Results

Figure 4: The key to success water pollution in aviation industry

In the following, this is shown the key to success water pollution in aviation industry can many cases, is a formulation for wastewater management or supported by effective control and monitoring systems for discharge of wastewater into the environment or sewage systems in the project which is called green airport. The result is obviously that;

Waste water management is designed as under utilities & environmental the result is environment friendly, electricity reduction and reduced cost.

The new sewage treatment plant designed with two separate streams the result is environment friendly, efficient technology and reduced cost.

Water Recycling recycled water by Water Pipeline the result is electricity reduction, efficient technology and reduced cost.

Therefore, water pollution in aviation industry have a several solution because of the environment in each airport are different and the result will be different.

4. Conclusion

Environment plays an important role in healthy living and the existence of life on planet earth. Earth is a home for different living species and we all are dependent on the environment for food, air, water, and other needs. Therefore, it is important for every individual to save and protect our environment. And As we have known for a while that aviation industry is also one of the main reason for environment problem, every field are trying hard to fix this accusation, so do the airport, mainly on the water pollution produced according with the operation. At the present time, according to Green Airport concept, there are tons of projects designed for solving the problem of environment or the pollution occurred by the operation in airport which result in environment friendly, electricity reduction, efficient technology usage, and reduce cost.

4.1 Benefits of the study

1) The benefits of study water pollution in aviation industry catch the point and solve the problems.

2) The major things of study about water pollution is to reduce the waste, eliminated the toxic substance because toxic chemicals

3) To change the status of water which has a bad impact on life in water nearby the aviation industry.

4) To study water pollution in aviation will be a basic knowledge of other people who reads this article.

5) Expanding knowledge and understanding of water pollution in aviation industry outside of the classroom.

5. References

ACI Asia-Pacific. (2020). [Online]. Green Airport Recognition 2020. Water Management. [Retrieved on 18 November 2020]. From: http://www.aci-asiapac.aero/upload/service/ 53/docs/GAR_2020_Publication.pdf

Andrejszki, T., Torok, A., Molnar, E., (2014). The Long-Term Forecast of Land Passenger Transport Related CO2 Emission and Energy Use in Hungary. International Journal for Traffic and Transport Engineering 4(4), 386-396.

De Haan, A.R.C. (2008), “Limited possibilities to reduce CO2 emissions from aviation due to the growth in aviation demand”, Airlines, 40, 1-3.

Freestone R., Baker D., Stevens N. (2011). Managing airport land development under regulatory uncertainty. Research in Transportation Business & Management Vol. 1, Is. 1, Airport Management, Elsevier, pp. 101– 108.

Lee, D.S. (2004). The impacts of aviation on climate, Issues in Environmental Science and Technology, 20, 1-23.

Oxford Economics Aviation. (2008). The Real World Wide Web. Report, Oxford. Expansion, Doc. No. SSE/8/a, Case ref. 2032278.

The Low Cost Carrier Business Model and Strategies of the Future Perception

Manasak Pamornmalirat

Hospitality Technology Innovation, School of Management Technology, Suranaree University of Technology, Thailand

E-mail: pm.manasak@gmail.com

Abstract

The Low Cost Carrier has been initially introduced after the US deregulation in 1970s. Consequently, various Low Cost Carrier (LCC) business models have been shaped to adjust with the context suitability of an airline’s strategies around the globe The LCCs existing business model may respond appropriately to fulfill the market’s needs for the certain period of time. Nonetheless, with the significant shifting market competition environment and consumer behavior, a great deal of LCCs are inevitably bankrupt. This article aims to investigate the characteristics of newly designed LCCs business model. The modernized and redesigned perception of business model are proposed.

Keywords: Low cost carrier; LCCs business model and strategies; Hybrid; Hybridization

1. Introduction

Due to deregulation of the U.S. airline industry in 1978, a significant number of new air carriers appeared; especially those following a low cost strategy. Given those carriers’ rapid growth and market success the U.S. Department of Transportation (DOT) already recognized a so called ‘low cost carrier’ (LCC) service revolution. Furthermore, the notable Deregulation Act 1978 results in ‘open skies’ agreement; Southwest Airlines is perceived as pioneer and most successful LCC (Mueller & Hüschelrath, 2011; Taumoepeau et al., 2017).

For decades, the U.S. airline industry has been unquestionably shaped by the growth of LCCs. Consequently, the Open Skies Treaty between the European Union (EU), and the Single Skies of the EU that allowed competition to grow. It drove down prices and allowed (new) airlines to operate the routes they want (Sabaitytė et al., 2020).

The general business operation of LCCs configures resources and practices that enable the airline to operate with lower costs than traditional full service carriers (FSCs). The LCC business

model is mostly seen to be based on the following characteristics; point-to-point traffic, single aircraft fleet, predominant use of secondary airports, direct sales of tickets, especially over airline’s own website, only one one-way fare per flight available at each point in time, single class cabin and no in-flight services or frequent flyer programs (Klophaus et al., 2012).

Nonetheless, most of research has pointed on the socio-economic benefits and ‘success stories’ essential to the exposure of a new type of airline that took advantage of the more liberalized performing environment to initiate new business models and operating practices that avoided the expense related to traditional full-service airline offerings, kept their cost base and allowed them to pass the savings on to customers in the form of lower fares (Budd et al., 2014).

This paper begins the functional operations, strategies and business model of LCCs. Later, a review of literature is explained Eventually, this article concludes with a conclusion of potential LCCs business model in the future perception.

2. Literature Review

The literature review is classified into three sections. First, the functional operations which contribute to design business model for LCCs are characterized. Later, the LCC business model and strategies development are described At the end, study on LCCs business models and strategies of the Future Perception are summarized

2.1 The factors which contribute to characterize Low Cost Carrier Business Model and Strategies

Low-cost carriers typically provide no-frill services at much lower airfares than traditional full service carriers, which generally allows them to considerably expand traffic volume after entering a market (Zuidberg, 2017). In addition, Kierzkowski (2008) concluded that LCCs are characterized by maximum utilization ratio of airplanes and simultaneously by minimization of the time between flights goal

The features of an airline’s business model refer to fleet composition, airport and route choice including the carrier’s service and pricing policy. Some criteria like in-flight service, checked baggage, frequent flyer program and code sharing are self-explaining. Point-to-point service means that a carrier does not offer connecting flights including transfer of passengers and baggage (Klophaus et al., 2012).

On the other hand, the essential characteristic of LCCs is the focus on the operation at secondary airport or regional airports. The LCCs manipulate the direct flights via major hubs. With the mentioned strategy, the low cost carriers are able to reduce the costs, maximize the operation ability, and avoid the congestion at major hubs. In reality, the LCCs can also promote to network deconcentrating and drive route expansion (Dobruszkes et al., 2017). Additionally, Lu and Mao (2015) also agreed that elements which attract LCCs on airport choice are airport’s tariff, operational efficiency of ramp services and the airport authority’s support attitude.

The LCCs can be characterized as offering no-frills service, operating with a point-topoint network, serving secondary airports, and employing a variety of techniques to cost service (including achieving very high load factors). These carriers tend to charge lower fares, but often enhance those revenues by selling a variety of ancillary services (Bitzan & Peoples, 2016).

According to Štimac et al., (2012) the main characteristic of LCCs business model is usage of aircraft with one passenger class and handling with only one type of aircraft so called single fleet. Moreover, keeping away from expensive computer reservation systems (CRS) by utilizing an internet based direct distribution. The LCCs can sell tickets through online and offline channels, and the online channel can be divided into official website and online travel agencies (OTA). Nonetheless, LCCs do not consider the difference between official website and OTAs, but take the difference between FSC and LCC into account (Cui, 2019).

The concept of LCCs is to offer the flight services with the attractive prices that are much lower than the conventional FSCs and even comparable to land public transport. By augmenting the number of passengers, LCCs can get sufficient profits even though the unit profit per passenger tends to be less than that of FSCs. Moreover, LCCs have attempted to reduce all kinds of cost-related elements to secure their operating profits. From all reasons above, even though they cannot provide sophisticated services as compared with FSCs, the demand for LCCs has increased steadily by passengers who want only a basic transportation function (Ko, 2016).

In fact, the lower airfares make LCCs different from legacy airlines. By utilizing dynamic pricing strategies develop an econometric model of dynamic price dispersion and corroboration of an augmentation in the ‘high low’ pricing strategy to respond to the LCCs and thus an increase in airfare variable in the market from FSCs (Varella et al , 2017). Similarly, LCCs attempt to adapt their product through cost cutting and price leadership, whereas FSCs

continue to emphasize flight frequency, the number of destinations, rewards programs, and alliance networks (Azadian & Vasigh, 2019).

In term of strategic routing, regional carriers serve as feeders to legacy airlines, providing services to small communities and transporting passengers to FSC hub airports. These carriers generally operate very small jets or turbo-prop airplanes, and typically offer single class of service. Furthermore, LCCs contract their capacity to the FSCs and do not sell their own tickets (Leick & Wensveen, 2014).

The LCCs business model depends on small aircraft catering to point-to-point demand, which allows flexible and quick adaptation of the route network according to changes in demand (Soyke et al., 2021). The sale of no service fares that allow passengers to purchase services in addition of the original fare is a key differentiation between the Long Haul Low Cost Carrier and other business models in long-haul air travel (Soyk et al., 2017).

2.2 The Development of Low Cost Carrier Business Model and Strategies

The key element of LCCs aims to minimize their costs through the operation of a homogenous aircraft fleet (Baxter & Sriseang, 2022) Furthermore, in order to optimize the revenue, the LCCs have distinctively designed their aircraft with high-density, single economy class seating arrangement (Bowen, 2019).

The LCC business model performs a strategic innovation which has had a crucial impact on the dynamics of the commercial aviation industry worldwide. The initial conception of the LCC model was developed in the USA by Southwest Airlines in 1971. As the consequence, one of the most influential outcomes of the deregulation act of 1978 was the rise of new establishment airlines that formed the Low-Cost Carriers. The LCCs business model eventually encircles around cutting costs and providing no-frills service. The LCCs provision their product toward more price-sensitive travelers who are typically willing to trade off services for low prices (Azadian & Vasigh, 2019).

The new business model provided a pleasing choice to price conscious passengers who were unwilling or unable to pay the high prices demanded by the traditional Full Service Carriers. Due to the high competition in air transport industry, the implementation of a successful business model which best meets customer needs became crucial for airlines (Wehner et al., 2018).

The LCCs have been growing by 11.4% in revenue passenger kilometers over 2017 and reformed the airline industry radically. The LCCs direct down prices in the industry. Southwest

Airlines (USA) designed the LCC blueprint model, and Ryanair copied it within Europe, followed by other airlines (Sabaitytė et al., 2020).

In the same way, the LCCs have made several strategy adaptations with regard to pricing in the recent past: One significant development in pricing of low-cost airlines is the reduction of the expansive charges for additional services, which was indispensable due to the increasing frustration among passengers. The uncommonly high baggage fees resulted in high dissatisfaction of clients (Wehner et al., 2018).

Many researchers have been hypothesized about the operational future of LCCs and how they compete with major carriers in recent literature. For example, Abda et al. (2012) forecasted the unlimited growth of LCCs in the top 200 US airports was reaching an end by commencing, the known-common practice of LCCs strategies are to lower average fares and higher passenger volumes Likewise, de Wit et al. (2012) predicted a drop-off to LCC growth in the upcoming years in encounter of route density problems and continental market saturation. They hypothesized that for future growth, LCCs shall need to adopt new business strategies such as changing operations to regional airports and forming new alliances which found that LCCs are increasingly competing from major airports while continually growing and expanding (Dobruszkes et al., 2017).

In general, LCC business model analyses focus on cost reductions and cost structure; nonetheless, there is one LCC characteristic that obviously reveals itself in the revenue structure: ancillary revenues. To differentiate the LCC from the traditional FSC product and offering unbundled low air fares, airlines may appeal price-sensitive passengers to their secondary airports from even further distances away, and they can also more effectively compete against the network carriers for higher yield passengers at the main airports (de Wit et al., 2012).

Similar way with LCCs’ cost savings can arise from the greater productivity of capital and labor in part due to the incapacitated function of unions facilitating high utilization of aircraft and crew, the operation of a single-type fleet, the lower costs of secondary airports, and the relatively simple point-to-point network strategy (Fageda et al., 2017). Although, it is very difficult for network airlines to compete with lower-cost fellow, with competitive responses, or vital strategies, typically involving in-house cost reduction and efficiency improvement, nonetheless, cost-removing has often been temporary rather than representing a significant and extended mind-set change which is shifting only very recently as a result of the high and unstable fuel price.

The Business Model and Strategies for LCCs have been designed in accordance with the suitability of the airline nature. As the matter of the fact, over the last years the boundary that sundered the business strategies of LCCs and FSCs becomes impaired. At the present, the original low-cost model is applied by several LCCs around the globe. Blending of business strategies is present in the preponderance of airlines who were identified as LCC in the past and should now be properly classified as hybrid airlines. Therefore, LCCs were also forced to change their basic low cost models (Vidović et al., 2013)

3. Results

Atallah et al. (2018) investigated an analysis of low-cost carrier competition strategies for Continental US (CONUS) domestic markets. Results reveal that LCCs are increasing the number of operating market to / from large airports and are entering highly-competitive markets. The results also suggest that LCCs and major carrier strategies developed differently during the survey period, where LCCs outpaced major carriers in terms of markets entered while major carriers have gained a greater flight frequency share in the markets they already serve.

Klophaus et al. (2012) confirmed that the survey of the findings of a survey on European airlines often designated as low-cost carriers to see to which scope they have changed their business model towards a hybrid strategy, adopting features of full service network air carriers. The survey concludes that short-haul airline business models in Europe converge. A great percentage of low-cost carriers has transformed into hybrid carriers which merge low-cost traits with those of full service network carriers.

Taplin (2021) analyzed correlation between Ultra Low Cost Carrier (ULCC) operations and airports choice factors Results of the research methods confirm certain theories regarding ULCC airport choice, but left others unanswered. Tourism employment was only significantly related to enplanements. Other factors including distance and competition variables were significantly associated to ULCC service.

The investigation of the degree of importance and performance of 11 attributes of short- and long-haul low-cost carriers in Asia has been conducted by Yeung et al. (2012). Results explain that air ticket price and perception of safety are considered as the most valued attribute for short-haul LCCs and long-haul LCCs, respectively. The importance-performance analysis also shows that LCCs should ‘keep up the good work’ in working scope such as timetable schedules, perception of safety, ticket price, and on-time performance. It is also

reported that more efforts should be devoted in revising the misconception of low-cost, low quality and improving an image of low-cost, high quality.

Štimac et al. (2012) stated that applying imbalance between prices of air tickets of full service carrier and average paying power of passengers in times of economic crisis, the LCCs attempted to change market conditions and proposed the passengers a product adjusted to their needs at much lower prices. In order to dominant the market, LCCs presented additional benefits to their business model: business-class, seat reservations, passenger and baggage check-in for transfer flights and acceptance of goods for transport. The economic crisis impacted the business models of traditional and low-cost carriers, they became completely new hybrid model of business which is most often applied to regional routes.

Albers et al. (2020) researched a disruptive innovation perspective on the long-haul low-cost airline business model. The analysis concludes that the performance direction of the LHLC business model points towards the mass market of long-haul air travel, so far occupied by network carriers, and that network carriers are well advised to prepare their responses. The LHLC business model innovation is suggested to design a market-winning, hybrid business model.

In addition, Fageda et al. (2015) described the key elements of LCCs as uncomplicated fare and point-to-point operations. Results demonstrate that, from a network perspective, the distance between the prototypical low-cost carrier business model and the adapted low-cost carrier business model with a hybrid approach is widening. The results are also indispensable from an airport policy perspective, since secondary airports and legacy airports in transition could be able to reduce the gap between them and the main hub airports.

Vidović et al. (2013) discussed the development of business models of Low-Cost Airlines. Due to the high operating costs, both FSC and LCC become similar in many perspectives. The hybrid model has been commonly accepted and it combines cost savings methodology which is a characteristic of the LCC base model, with service, flexibility, and enroute structure of full network service airline business model. Due to the modification to new market conditions, it is unquestionable that in future there will be more air carriers which will base its development strategy on the features of the hybrid business model. LCC will still remain the dominant carrier in a point-to-point network model for the routings up to three hours of flight Stoenescu and Gheorghe (2017) found that low cost carriers and traditional airlines became less obvious and the characteristics of both business models started to combine at

all levels. Hence, this new competition became the base of the development of a new ‘hybrid’ carrier, between the low-cost and the traditional models. The results revealed that both traditional airlines and low-cost carriers started adapting their strategies, by interacting with the passenger on the online environment and through self-service instruments.

4. Conclusion

The study of this article enhances the low-cost carriers to understand the trending business model including the future evolution. Nevertheless, since the high operating costs become more increasing, several LCCs have gone bankrupt. From this reason, the LCCs attempt to adapt to survive in the new shifted environment competitive market. The hybridization has been introduced into the air transport lately. The new business model has been widely accepted and modified to shape with the business nature, context and business environmental market of individual airline.

The Hybridization Model focuses on the essential pillars which enable LCCs remain on budget airline concept. The essential key elements for strategic business model of hybridization contribute to uncomplicated airfare, flexibility on date change ticket, high frequency, high aircraft rotation and utilization, low maintenance cost, single aircraft fleet, alternative airports, strategic routing and destinations, flexibility offered in flight, baggage allowance tolerant, and variability of passenger service request.

Low Cost Carrier business model in the outside air carriers’ other traditional business models in market share in the coming periods pursuant to occur airline will decrease should take various policies and development strategies and actions. In fact, the FSCs strategies are mostly adopted to fit into LCCs model namely royalty program for frequent flyer, various classes in cabin, flight frequency to serve business or leisure travelers, long haul flight, and interline baggage agreement with certain FSCs Hence, the airline industry became a complex system, but in lack of any standards related to the constantly shifting strategy models embraced by LCCs or FSCs. At the present, ‘hybridization’ may be appropriate either LCCs with traditional characteristics or FSCs with low-cost characteristics, however there is no perceptible line determining the moment an airline becomes ‘hybrid’

In addition, according to the current trend of LCC business model and its adaptation, the implications reveal that from this time forth more and beyond Low Cost Carriers will select and utilize hybrid business model strategy which may assure the sustainably financial success of the air carriers.

5. References

Abda, M. B., Belobaba, P. P., & Swelbar, W. S. (2012). Impacts of LCC growth on domestic traffic and fares at largest US airports. Journal of Air Transport Management, 18(1), 21-25.

Albers, S., Daft, J., Stabenow, S., & Rundshagen, V. (2020). The long-haul low-cost airline business model: a disruptive innovation perspective. Journal of Air Transport Management, 89, 101878.

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Abstract

The COVID-19 pandemic has huge impacts on the global economy. This makes many industries, especially aviation industry, must be adaptive to survive in this situation. Therefore, this academic article was prepared to present a study on the adjustment of airline business during COVID-19 crisis using retrenchment strategy, along with examples of the applications of airlines inside and outside Thailand as the guideline for dealing with the current uncertain situation.

Keywords: Airline Business; COVID-19 Crisis; Retrenchment Strategy

(Pandemic) (World Health Organization, 2563) และใน ประเทศไทยได้ถูก

5. References

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Dexter Tilo. (2564). Singapore Airlines ceases wage cuts for staff. สืบค้น พฤศจิกายน 6, 2564, จาก https://www.hcamag.com/asia/news/general/singapore-airlines-ceases-wage-cuts for-staff/302414

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Harry, R. (2564). A year of cargo-in-the-cabin flights at Emirates SkyCargo. สืบค้น พฤศจิกายน 7, 2564, จาก https://www.aircargonews.net/airlines/a-year-of-cargo-in-the-cabin flightsat-emirates-skycargo Isranews. (2564). ตัดรายจ่าย! ‘การบินไทย’ แจ้งลดเงินเดือนพนง. 53-57% ถึงสิ้นปี 64-เลิกจ้างอีก 860 คน สืบค้น พฤศจิกายน 6, 2564, จาก https://www.isranews.org/article/isranews-news /99888- TG-THAI-Rehabilitation-plan-lay-off-staff-salary-reduction-news.html Mazareanu, E. (2564). Global air traffic - scheduled passengers 2004-2022. สืบค้น พฤศจิกายน 5, 2564, จาก https://www.statista.com/statistics/564717/airline-industry-passenger traffic-globally/

Mazareanu, E. (2564). Air traffic - worldwide revenue with passengers 2005-2022. สืบค้น พฤศจิกายน 5, 2564, จาก https://www.statista.com/statistics/263042/worldwiderevenuewith-passengers-in-air-traffic/ MoneyGuru. (2563). 8 ข้อต้องรู้นายจ้างมีสิทธิขอลดเงินเดือนหรือไม่ ในช่วงวิกฤตไวรัสโควิด-19 ระบาด. สืบค้น พฤศจิกายน 6, 2564, จาก https://www.moneyguru.co.th/lifestyle/articles/นายจ้างมี สิทธิขอลดเงินเดือนหรือไม่ Pair, K. (2561). Retrechment Strategy คืออะไร? (กลยุทธ์การหดตัว). สืบค้น พฤศจิกายน 6, 2564, จาก https://greedisgoods.com/retrenchment-strategy-คือ/ Rungpisit Vorakamnueng. (2563). Airlines Across the Globe Carry Cargo via Passenger Planes as They Navigate Through the COVID-19 Crisis. สืบค้น พฤศจิกายน 7, 2564, จาก https:// imanidevelopment.com/covid-19-how-is-the-air-cargo-industry-reacting-andresponding-by jarrod-patrick/ Sirichaiwatt. (2021). กลยุทธ์สาคัญวันกิจการถดถอย. สืบค้น พฤศจิกายน 6, 2564, จาก https:// sirichaiwatt.com/บทความธุรกิจ/การบริหาร-การจัดการ/กลยุทธ์ถดถอย

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World Health Organization. (2564). Coronavirus disease (COVID-19) questions and answers (general) สืบค้น ตุลาคม 29, 2564, จาก https://www.who.int/thailand/emergencies/ novel-coronavirus-2019/q-a-on-covid-19/q-a-on-covid-19/q-a-on covid-19-general

University of Technology Thanyaburi, Thailand

Northern Aviation Services co., ltd., Thailand Email: 1apisit.s@en.rmutt.ac.th, 2phanida.sedthanan@gmail.com 3Aoftachapong190995@gmail.com

Abstract

Covid-19 virus outbreak It has a severe impact on education at all levels around the world. Almost every school in the world has to close teaching. It's a broad impact. from students who cannot come to the university But teaching must continue. For the quality of education, that's the quality of the future population. Therefore, educational institutions at all levels have to adjust teaching and learning in many ways, creating new ideas and let students learn no matter what teaching concept you use, use 4 online simulator formats as part of your teaching solution. This academic article aims to develop a basic aircraft maintenance simulation program for use in the development of teaching materials. To test students' performance through an aircraft maintenance simulator. Because students who enter a bachelor's degree Rajamangala University of Technology Thanyaburi in the past, Aircraft Electronics Engineering Program is an online course Therefore, teaching materials have been developed to encourage students to develop learning skills. Teaching materials that help students develop skills such as hands-on exercises through simulation programs. Aircraft inspection and aircraft maintenance, including planning or recording history of use and maintenance (Aircraft Logbook). It is also a preparation before starting to practice using the actual tool or equipment. And it reduces the incidence of damage to life and property, allowing students to have a clear learning experience and personal skills to apply the knowledge gained from Learn to implement and build your future career.

Keywords: Performance Testing; Simulation Program; Aircraft Inspection; Aircraft Maintenance

978-616-7754-78-9

5. References

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includes a solution to the problem of aircraft's carbon dioxide emissions leading to global warming and greenhouse gas phenomena. Hope to encourage the aviation industry to pay more attention to the environment.

The former studies have shown that aircraft engines emitก greenhouse gases which consist of a lot of carbon dioxide which is another cause of global warming and greenhouse gas phenomena Aviation-related activities also contribute to the emission of pollutants into the air. The amount of carbon dioxide emitted into the atmosphere by the combustion of aircraft engines and aeronautical activity exceeds the atmospheric carbon dioxide equilibrium causing the greenhouse gas phenomenon to occur. Greenhouse gases that accumulate in the atmosphere are large. It acts to store and accumulate heat from the sun's rays, causing global warming and resulting in climate change which has a serious impact on the environment and the world. The aviation industry should be aware of the importance of the environment and encourage more study, research, and develop environmentally friendly aircraft engines. Using alternative fuels or biofuels instead of fossil fuels and offset carbon emissions to support environmental protection activities and reduce carbon dioxide emissions.

Keywords: Global warming; Aviation industry; Biofuel; Environment

Airbus. (2022). “Hydrogen propulsion to power future aircraft” [ออนไลน์]. เข้าถึงได้จาก: https://www.airbus.com/en/innovation/zero-emission/hydrogen/zeroe. สืบค้น 26 กุมภาพันธ์ 2565.

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[ออนไลน์]. เข้าถึงได้จาก: ชื่อ น.ส.สุธาสินี

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The objectives of this research were 1) to study the needs and necessities of teaching and learning management of the Air Traffic Control Theoretical Course during the COVID-19 situation, Civil Aviation Training Center, and 2) to study how to teach and learn for the Air Traffic Control Theoretical Course during the Covid-19 situation, Civil Aviation Training Center The population used in this research were instructors at Civil Aviation Training Center in Air Traffic Services Division. There was a total of 12 instructors. The research instrument was the online questionnaire. The statistics used in the data analysis were frequency, percentage, mean, standard deviation.

The research reveals that 1) the needs and necessities of teaching and learning management of the Air Traffic Control Theoretical Course during the COVID-19 situation, Civil Aviation Training Center were sort in sequence of important index by PNI modified ,it shown that increasing rest time, decrease assessment, retrain activities are the needs and necessities of teaching and learning management of the Air Traffic Control Theoretical Course maximum (PNI modified =0.3741), second preparing system for on-line learning system online (PNI modified =0.1136) and supporting need for on-line learning system (PNI modified =-0.1396) 2) how to teach and learn for the Air Traffic Control Theoretical Course during the Covid-19 situation, Civil Aviation Training Center is to increase rest time, decrease assessment, retrain activities are the needs and necessities of teaching and learning management of the Air Traffic Control Theoretical Course

Keywords: Air traffic control, Need assessment

This academic paper focuses on Airport Security Enhancements for against Terrorism A little vulnerability in security can lead to disasters that are not only devastating to the aviation industry. But it also causes widespread damage in many sectors and involves a large amount of property and life This academic paper is written in purpose to at prevent the terrorism

From the research, it is found that the cause of this threat is due to inadequate security surveillance, which is a key factor in the vulnerability of terrorism The best way to prevent the terrorism is to enhance airport security so that terrorists can't even see the potential for harm. To improving airport security can be achieved by implementing more stringent security measures. Hiring an expert company and the application of technology. These procedures must be standardized in order to operate efficiently

Keywords: Airport security; Terrorism; Airport security enhancements

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Gerace, D. (2021) “A LOOK AT HOW AIRPORT SECURITY HAS EVOLVED POST 9-11” [ออนไลน์]. เข้าถึงได้จาก: https://www airport-technology com/features/five-times-airports-wereinvolved-in-cyberattacks-and-data-breaches/. สืบค้น 16 มีนาคม 2565

International Air Transport Association. (2019). “Annual Review 2019” [ออนไลน์]. เข้าถึงได้ จาก: https://www.iata.org/contentassets/c81222d96c9a4e0bb4ff6ced0126f0bb/iataannual-review-2019 pdf สืบค้น 27 กุมภาพันธ์ 2565

Saraogi, V. (202 0) “ Five times airports were involved in cyberattacks and data breaches” [ออนไลน์]. เข้าถึงได้จาก: https://www airport-technology com/features/five-timesairports-were-involved-in-cyberattacks-and-data-breaches/. สืบค้น 16 มีนาคม 2565

There have been many delays in air travel. Due to various reasons, there are both external and internal factors, both of which affect the flight delay. A delay of just one flight can have a chain effect on many areas of future work. It also creates costs that airlines have to compensate for many people involved especially for passengers. For this reason, airlines

take great importance tothe punctualityof theirflights.Delay factors include weather conditions,air traffic management, passenger and luggage problems and many other factors but the main problem that affects the flight punctuality is a poor teamwork efficiency that will provide delays.

Therefore, this academic article focuses on the application of the LaFasto and Larson Model, which explains the Five Dynamics of Team Work and Collaboration that can lead to be applied to the aviation industry, like an airline with organizational and functional elements that fit the model very well. For example, a Team Member who is like an airline employee. Team Problem Solving is like facing problems in airline operations. Together with the Organizational Environment as a factor that creates effective teamwork for the airline. This particular model is therefore a suitable model for solving the problem of airline teamwork. And can reduce the resulting flight delays.

Keyword: Flight delay; Teamwork

978-616-7754-78-9

ISSN 2286-6922.

Journal of Behavioral Science. 21(2).1-19. ISSN 1686-1442.

ชลบุรี Interdisciplinary Sripatum Chonburi Journal (ISCJ), 6(2), 1-13. ลัดดาวรรณ ศรีหาบุตร พชรวิทย์ จันทร์ศิริสิร

กับการบริหารงานวิชาการในสถานศึกษาสังกัดสานักงานเขตพื้นที่การศึกษา ประถมศึกษากาฬสินธุ์ เขต 3. Journal of Educational Measurement Mahasarakham University, 23(พิเศษ), 118-131. วัลลี พุทโสม และ จิระภา จันทร์บัว. (2021). อิทธิพลของบทบาทการทางานกระบวนการทางานและแรงจูงใจ

Conference: RGRC , 15,(2563), 1365-1374

Graduate

Abstract

A study of desirable competency in the operations of airport personnel, Department of Airports. It is a research that aims to 1) to study the actual operational competency of airport personnel, Department of Airports. 2) to study the desirable competency of airport personnel, Department of Airports. 3) to compare the operational competency of airport personnel, Department of Airports. By using descriptive statistics to analyze the data from the sample group, the sample group for this research was airport personnel, Department of Airports total 169 samples. The tools used in the research consisted of 2 types: 1) Study and research from documents, related research to be used as the basis for defining the conceptual framework of preliminary research and create research tools; 2) the use of questionnaires to collect data; The questionnaire was divided into 2 parts: Part 1 Personal Information; Part 2 Information on airport operator competency. The researcher analyzed the data from 2 parts: 1) documents, research papers, journals, and related articles, and 2) processed by using descriptive statistics to describe the characteristics of the data obtained from the data collection from the questionnaire such as frequency, percentage, mean, and standard deviation.

The results of the study revealed that the actual competency of airport personnel Department of Airports, is high and the desirable competency is at the highest level when comparing the actual operational competency of the airport personnel, Department of Airports found that Skill and Attitude competences were no statistically significant differences. But there are differences in knowledge competence. There is a need for employees to have higher performance in the future than the present. It is advisable for employees to continuously develop their own performance.

Keywords: Desirable Competency; Actual Competency; Airport Operation Personnel

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กรมท่าอากาศยาน

2) เพื่อศึกษาสมรรถนะที่พึงประสงค์ในการปฏิบัติงานขิงบุคลากรท่าอากาศยาน กรมท่าอากาศยาน

3) เพื่อเปรียบเทียบสมรรถนะการปฏิบัติงานของบุคลากรท่าอากาศยาน

4.03 4.43 0.40 8

ตุลาคม 2563 เข้าถึงได้จากhttp://mis.krirk.ac.th/librarytext/MOA/2559/ F_Pornpimon _%20 %20%20Phithakthum.pdf

McClelland, D.C. (1973). Testing for Competence Rather than for Intelligence. American Psychologist. 1973 (Vol.28): 1-14.

Spencer, L. and Spencer, S. (1993). Competence at Work: Models for Superior Performance. John Wiley & Sons, Inc., New York Vic Gilgeous and Kaussar Parveen. (2010). Core competency requirement for manufacturing effectiveness.” Integrated Manufacturing Systems. [online]. Retrieved October 12, 2010. from https://www.emerald.com/insight/content/doi/10.1108/ JMD-06 - 20140056/full/html

Abstract

The purpose of this study is to compare certified body details between Certified Body or CB in developmental to The International Standards Institute ISO/IEC 17024 and CB accredit by Thailand Professional Qualification Institute (Public Organization) or TPQI. The study was conducted in literature review using descriptive analysis and comparison chart. Aviation Personnel Development Institute, Kasem Bundit University was a case study as it was approved by TPQI in Aviation Industry.

The Certified Body which qualify fordeveloping to theinternational Standards: ISO/IEC17024 will be selected by TPQI. The certified person will receive certification which issued by TPQI and CB. However, the appearance of logo of ISO/IEC17024 will be locatedon the certification as the CB which certified by ISO/IEC17024 It means that your certification extend to reginal level and international standards.

The study showed significant difference in structure, process, document, and responsibility. CB was proven in developing system under the International Standards Institute ISO/IEC 17024. It needs to comply rule and regulation according to ISO/IEC17024 and the Aviation Personnel Development Institute, Kasem Bundit University was shown in developing system under the International Standards Institute ISO/IEC17024 especially neutrality, finance, approval in appearance

สาขาวิชาชีพการบิน.

Events. MASCI. (2556).

ISO/IEC 17024:2012 (ฉบับที่ 4 (20/06/56)). กรุงเทพฯ: สถาบันรับรอง มาตรฐานไอเอสโอ. Rawat G., Supachada., & Varapattra N. (2018). Thailand Professional Qualification Framework: Are necessarily good policy practice, especially for aviation personnel?. Kasem Bundit Journal, 19 (special edition), 410-421.

Abstract

This paper focuses on the Public Service Obligations (PSO) Air Services Routes in Thailand, in order to present the importance and explain how the government can support problems. Due to the social structural problems including the public services that are caused by remote areas which are inaccessible by normal surface transport mode. Therefore, supporting in air transportation services is a reasonable option. However, with the restrictions on private investment sector such as airlines as a result, seeking cooperation or a decision to open routes to remote areas is difficult and not worth for investment.

Accordingly, the government or state intervention in the Public Service Obligations (PSO) Air Services Routes in Thailand is an explicit response to the needs and objectives of both the public and private sectors. Consequently, the airlines can continue to operate in remote route without taking risk of operating results into the account costs. And public services from the government sector are accessed by people in remote areas. Moreover, the development of remote areas are brought for better prosperity and accessibility.

Keywords: Public Service Obligations; Air Services Routes

978-616-7754-78-9

561

(urbanization) และนัยเชิงนโยบายของ ไทย FAQ (Focused and Quick), 11(128) , 1-15.https://content.botlc.or.th /mminfo/ BOTCollection/BOTFAQ/FAQ128.pdf

European Commission. (2011). A Quality Framework for Services of General Interest in Europe. Retrieved February 26, 2022, from https://data.consilium.europa.eu/doc/document/ ST- 5279-2012-INIT/nl/pdf

European Commission, & Directorate-General for Mobility and Transport. (2017). Commission Notice - Interpretative guidelines on regulation (EC) No.1008/2008 of the European Parliament and of the Council - Public Service Obligations (PSO). Official Journal of the European Union, OJC(194), Article 52017XC0617(02). https://eur-lex.europa.eu/legalcontent/EN/TXT/PDF/?uri=CELEX:52017XC0617(01)&from=EN

European Regions Airline Association. (2016). Public Service Obligation (PSO) Routes in Europe. Retrieved February 28, 2022, from https://www.eraa.org/system/files/170105_pb_pso_ brochure_2016.pdf

International Air Transport Association (IATA). (n.d.). Air Connectivity: Measuring the connections that drive economic growth. Retrieved February 26, 2022, from https://www.eraa.org/system/files/170105_pb_pso_brochure_2016.pdf

Parjiono, M. S, & Rahman, A. B. (2019). Urbanization, Human Capital, and Regional Development The Indonesian Experiences. Indonesia: Gramedia Pustaka Utama. The Organization for Economic Cooperation and Development (OECD), & European Commission. (2020). Cities in the World: A New Perspective on Urbanisation. OECD iLibrary. https://doi.org/10.1787/d0efcbda-en

study aimed at learning about errors in dangerous goods logistic processes in the aviation industry and was carried out by analyzing the impact on aviation logistic industry, especially in Thailand. The study focused on problems and solutions and adaptation to

situations both in pandemic time and in the future where new normal trend would differently affect the transportation and logistics systems, compared to the past. The objective was to analyze problems occurring during dangerous goods logistic processes and to study solutions, prevention of errors in the process, and management of the dangerous goods logistics in the aviation industry. The study found that the problems caused by staff who did not undergo their direct job training, which adversely affects the goods, property, and human lives. Therefore, the new standard was set and this led to the significant change in behaviors and needs of the customers. As a result, several airlines had changed accordingly so as to prevent the errors in dangerous goods logistics. In this, the change made had to build customers’ trust and assure that every step of the process must comply with the international standard. Also, the staff had to undergo the training in every step of dangerous goods logistics, from the start to the final end of the process and the new technology must be applied in order to reduce the errors in the logistic process. In addition, the dangerous goods logistic strategy must be effectively adjusted to be internationally reliable and prevent the damage which may be incomparably serious.

Keywords: Processes; Errors; Transporting dangerous goods by air

สุวรรณภูมิ. Journal of Kanchanaburi Rajbhat University, 9(1), 57-67. ชมพูนุท บุญนาค. (2552). การศึกษาความเครียดจากการทางาน

อากาศ. Journal of Management Science Review, 22(1), 233-240. ธนัธิดา แก้วหวังสกูล และ จิตรา รู้กิจการพานิช. (2557). การประเมินความเสี่ยงสาหรับการขนส่งวัตถุอันตราย

ทางถนน. Engineering Journal of Research and Development, 25(2), 61-68. ธนพงษ์ ยิ้มสุขไพฑูรย์. (2562). การบริหารความเสี่ยงธุรกิจนาเข้าวัตถุอันตราย: กรณีศึกษาบริษัท T จากัด Risk Management in import of hazardous goods business: Case study of T CO., LTD.

(2022). ตัวแบบความสัมพันธ์เชิงสาเหตุปัจจัยความเป็น มือ อาชีพในการปฏิบัติงานและประสิทธิผลองค์กร ของบริษัท ขนส่ง สินค้า อันตราย. The Journal of Pacific Institute of Management Science (Humanities and Social Science), 8(1), 238250. วาทศิลป์

ความผิด พลาดจากมนุษย์ในกระบวนการประกอบสปินเดิลมอเตอร์ สาหรับฮาร์ดดิสก์ไดร์ฟ. Thai Industrial Engineering Network Journal, 3(1), 34-44. อนันต์ เพียรวัฒนะกุลชัย. (2562). การพัฒนากฎหมายเพื่อการขนส่งของทางทะเล. วารสารวิจัยราไพ พรรณี , 13(1), 207-215.

Brown, B. A., & Wildenthal, B. H. (1988). Status of the nuclear shell model. Annual Review of Nuclear and Particle Science, 38(1), 29-66.

Greenberg, M. I., Cone, D. C., & Roberts, J. R. (1996). Material safety data sheet: A useful resource for the emergency physician. Annals of emergency medicine, 27(3), 347-352.

Heinrich, H. W. (1941). Industrial Accident Prevention. A Scientific Approach. Industrial Accident Prevention. A Scientific Approach., (Second Edition).

sampling method of 349 flight attendants of the two Middle Eastern airlines. Partial Least Square (PLS-SEM) with SmartPLS 3.0 package was used to test the hypothesis. The study reveals that cognitive cultural intelligence cognitive cultural intelligence and motivation for cultural intelligence were significantly related to general self-adjustment, interaction with local people and work adjustment at a significance level of 0.5. However, the results showed that behaviors in cultural intelligence were not significantly correlated with all dimensions of selfadjustment of the expatriates. The results of the study can be implemented for recruiting and selection purposes including training and development of human resource management related to cultural differences of the expatriates, especially for the aviation organizations with international flight attendants should pay attention to the cultural intelligence of this group of employees.

Keywords: Cultural diversity; Cultural intelligence; Human resource management; Self-adjustment

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Black & Stephens (1989) แนวคิดของ Diener et al (1985) และ แนวคิดของ Fischer & Lueck (1972) ซึ่ง Genkova & Kaune (2018) ได้สรุปแนวคิดการปรับตัวข้ามวัฒนธรรมออกเป็นสองแนวคิดคือ (1) การปรับตัวด้านกายภาพ

1. I am conscious of the cultural knowledge I use when interacting with local people. 0.83 1.97 0.83 0.65

2. I adjust my cultural knowledge as I interact with local people that is unfamiliar to me. 0.82 1.82

3. I am conscious of the cultural knowledge I apply to cross-cultural interactions 0.76 1.69

4. I check the accuracy of my cultural knowledge as I interact with local people. 0.82 1.75

Cognitive CQ (ความรู้ทางวัฒนธรรม)

5. I know the legal and economic systems of local cultures. 0.72 1.55 0.86 0.59

6. I know the rules (e.g., vocabulary, grammar) of local languages. 0.74 1.59

7. I know the cultural values and religious beliefs of local cultures 0.80 1.99

8. I know the marriage systems of local cultures. 0.78 2.08

9. I know the arts and crafts of local cultures. 0.81 2.19

10. I know the rules for expressing non-verbal behaviors in local cultures. 0.75 1.67

Motivational CQ (แรงจูงใจที่จะเรียนรู้ทางวัฒนธรรม)

11. I enjoy interacting with people from different cultures. 0.76 1.77 0.84 0.61

I am confident that I can socialize with locals in a culture that is unfamiliar to me. 0.82 2.11

13. I am sure I can deal with the stresses of adjusting to a culture that is new to me. 0.81 1.96

14. I enjoy living in cultures that are unfamiliar to me. 0.75 1.67

15. I am confident that I can get accustomed to the shopping conditions in a different culture 0.77 1.70 Behavioral CQ (การแสดงพฤติกรรมที่เหมาะสมกับ วัฒนธรรมที่แตกต่าง)

16. I change my verbal behavior (e.g., accent, tone) when a cross-cultural interaction requires it. 0.79 1.82 0.87 0.66

17. I use pause and silence differently to suit different cross-cultural situations. 0.82 2.17

18. I vary the rate of my speaking when a cross-cultural situation requires it. 0.84 2.51 19. I change my non-verbal behavior when a cross-cultural situation requires it. 0.87 2.81 20. I alter my facial expressions when a cross-cultural interaction requires it 0.72 1.66 Cross-cultural Self-Adjustment (การปรับตัวข้ามวัฒนธรรม) How adjusted or unadjusted you are to the following conditions? General Adjustment

2.39 0.86 0.53

0.66 1.49

Socializing with local people 0.88 2.66 0.91 0.78

Interacting with local people on a day-to-day basis 0.90 3.11

ความรู้ด้านความแตกต่างทางวัฒนธรรมมีอิทธิพลอย่างมีนัยสาคัญกับการมีปฏิสัมพันธ์กับคนท้

H1a metacognitive -> general 0.232 0.064 0.235 3.533 0.000 ยอมรับ

H1b metacognitive -> interaction 0.095 0.058 0.096 1.525 0.100 ปฏิเสธ H1c metacognitive ->

0.223 0.058 0.223 3.581 0.000 ยอมรับ

H2a cognitive -> general 0.152 0.055 0.147 2.639 0.008 ยอมรับ

H2b cognitive -> interaction 0.247 0.058 0.246 4.317 0.000 ยอมรับ

H2c cognitive -> workadjustment 0.063 0.057 0.063 1.051 0.272 ปฏิเสธ

H3a motivation -> general 0.209 0.064 0.213 3.358 0.001 ยอมรับ

H3b motivation -> interaction 0.172 0.061 0.177 2.901 0.004 ยอมรับ

H3c

H4a behaviors -> general 0.081 0.057 0.076 1.274 0.186 ปฏิเสธ

H4b behaviors -> interaction 0.076 0.055 0.073 1.313 0.182 ปฏิเสธ

H4c behaviors -> workadjustment 0.038 0.060 0.039 0.651 0.515 ปฏิเสธ

5. References

Ang, S., Dyne, L. V., Koh, C., Ng, K. Y., Templer, K. J., Tay, C., & Chandrasekar, N. A. (2007). Cultural intelligence: Its measurement and effects of cultural judgement and decision making, cultural adaptation and task performance. Management and Organization Review, 3(3), 335-371. doi: .1111/j.1740-8784.2007.00082.x

Aycan Z, Kanungo RN. (1997). Current issues and future challenges in expatriate management. In Saunders DM, Aycan Z (Eds.), New approaches to employee management vol. 4, pp. 245-260). Greenwich, CT: JAI Press

Black, J. S. & Stephens, G. K. (1989). The Influence of the Spouse on American Expatriate Adjustment and Intent to Stay in Pacific Rim Overseas Assignments. Journal of Management, 15(4), 529-544.

Bucker, J. J. L. E., Furrer, O., Poutsma, E., & Buyens, D. (2014). The impact of cultural intelligence on communication effectiveness, job satisfaction and anxiety for Chinese host country managers working for foreign multinationals. The International Journal of Human Resource Management, 25(14), 2068-2087. doi: 10.1080/09585192.2013.870293

Camargo, A., Storme, M., & Çelik, P. (2020). Further investigation of the relationship between cultural intelligence and expatriate career intentions. International Journal for Educational and Vocational Guidance, 20, 101–122.

Diener, E., Emmons, R. A., Larsen, R. J. & Griffin, S. (1985). The Satisfaction with life scale. Journal of Personality Assessment, 49(1), 71-75. doi: 10.1207/s15327752jpa4901_13

Dijkstra, T. K., & Henseler, J. (2015a). Consistent and asymptotically normal PLS estimators for linear structural equations. Computational Statistics & Data Analysis, 81, 10-23. Doi: 10.1016/j.csda.2014.07.008

Earley, P. C. , & Ang, S. (2003). Cultural intelligence: Individual interactions across cultures Palo Alto, Calif: Stanford University Press.

Evans, P., Pucik, V., & Barsoux, J. L. (2006). The global challenge: frameworks for international human resource management. New York: McGraw-Hill Irwin.

Fischer, L., and Lück, H. E. (1972). Entwicklung einer skala zur messung von arbeitszufriedenheit [Development of a scale for the measurement of job satisfaction]. Psychol. Praxis 16, 64–76.

Folke, C., Carpenter, S. R., Walker, B., Scheffer, M., Chapin, T., & Rockström, J. (2010). Resilience thinking: Integrating resilience, adaptability and transformability. Ecology and Society, 15(4), 1-9. Retrieved from www.ecologyandsociety.org /vol15/iss4/art20/ Genkova, P., & Kaune, K. (2018). Success as an Expatriate: A Question of Personality. Journal of Cultural Diversity, 25(4), 132-135. Retrieved from https://www.questia.com/library/ journal/1P4-2190960139

Hair Jr. J. F., Black, W. C., Babin, B. J., & Anderson, R. E. (2019). Multivariate data analysis (8th ed.). UK: Cengage

Huff, K. C. (2013). Language, cultural intelligence and expatriate success. Management Research Review, 36(6), 596-612. doi: 10.1108/01409171311325750

Kour, S., & Jyoti, J. (2021). Cross-cultural training and adjustment through the lens of cultural intelligence and type of expatriates. Employee Relations: The International Journal, 44(1), 1-36. Doi: 10.1108/ER-07-2020-0355

Lee, L., & Sukoco, B. M. (2010). The effects of cultural intelligence on expatriate performance: The moderating effects of international experience. The International Journal of Human Resource Management, 21(7), 963-981. doi: 10.1080/09585191003783397

MacNab, B. R. (2012). An experimential approach to cultural intelligence education. Journal of Management Education, 36(1), 66-94. doi: 10.1177/1052562911412587

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McNulty, Y., & Brewster, C. (2017). Theorizing the meaning(s) of ‘expatriate’: Establishing boundary conditions for business expatriates. The International Journal of Human Resource Management, 28(1), 27-61. doi: 10.1080/09585192.2016.1243567

Ott, D. L., Michailova, S. (2018). Cultural intelligence: A review and new research avenues. International Journal of Management Reviews, 20(1), 99-119. doi: 10.1111/ijmr.12118 Relations, 37(2), 268-273.

Schlaegel, C., Richter, N. F., & Taras, V. (2021). Cultural intelligence and work-related outcomes: A meta-analytic examination of join effects and incremental predictive validity. Journal of World Business, 56, 101209. Doi: 10.1016/j.jwb.2021.101209

Sri Ramalu, S., & Subramaniam, C. (2019). Cultural intelligence and work engagement of expatriate academics: The role of psychological needs satisfaction. International Journal of Cross Cultural Management, 19(1), 7-26. doi: 10.1177/1470595819827992

Stoermer, S., Davies, S., & Froese, F. J. (2020). The influence of expatriate cultural intelligence on organizational embeddedness and knowledge sharing: The moderating effects of host country context. Journal of International Business Studies, 52, 432-453. Doi: 10.1057/s41267-020-00349-3

Vespermann, J., Wald, A., & Cleich, R. (2008). Aviation growth in the middle east – impact on incumbent players and potential strategic. Journal of Transport Geography, 16(6), 388394. Doi: 10.1016/j.jtrangeo.2008.04.009

Wang, C., & Varma, A. (2019). Cultural distance and expatriate failure rates: The moderating role of expatriate management practices. The International Journal of Human Resource Management, 30(5), 2211-2230. doi: 10.1080/09585192.2017.1315443

978-616-7754-78-9

Abstract

This quantitative research aimed 1) to explore personal data, service quality of lowcost airlines and purchasing decision of Thai Generation Y passengers and 2) to find the relationship between service quality of low-cost airlines and purchasing decision of Thai Generation Y passengers. The research was an online survey with non - probability sampling. Data were statistically analyzed with statistic program to find means (��), standard deviation (S.D.), and Pearson’s Correlation. Results found that Thai generation Y passengers consider the

service quality of low-cost airlines at 3.69 (high level). The purchase decision of Thai generation Y passengers on low-cost airlines were at 4.01. And the Service Quality of Low-Cost Airlines was related to Purchase Decision of Thai Generation Y passenger overall correlation was moderate.

Keywords: Service quality; Low-cost Airlines; Purchase Decision; Thai Generation Y

(r = .122, Sig. = ..013)

ปานกลาง (r = .031 ,Sig. = .522) ด้านด้านการตอบสนองต่อลูกค้ามีความสัมพันธ์ในระดับปานกลาง (r = .020, Sig. =.685) ด้านด้านการให้ความเชื่อมั่นต่อลูกค้ามีความสัมพันธ์ในระดับปานกลาง (r = .166, Sig. = .001)

(r = .122, Sig. = .013)

(2565). กบร. มีมติขยายมาตรการบรรเทาผลกระทบ สายการบิน

จาก COVID-19 ไตรมาสที่ 1/2565. ค้นเมื่อ 1 มีนาคม 2565. จาก

https://www.caat.or.th/th/archives/62548

สานักบริหารการทะเบียน กรมการปกครอง. (2557). ประกาศจานวนประชากร. ค้นเมื่อ 1 พฤศจิกายน 2564. จาก https://stat.bora.dopa.go.th/stat/sumyear.html

Home Buyers Team. (2017). 7 ลักษณะคน Gen Y. ค้นเมื่อ 2 พฤศจิกายน 2564. จาก https://www.home.co.th/living/topic-52631

Kotler, P. & Armstrong, G. (2012). Principles of Marketing. (14th ed.). NJ: Pearson Education.

Parasuraman, A., Zeithaml, V. & Berry, L. (1988). SERVQUAL: A multiple- Item Scale for measuring consumer perceptions of service quality. Journal of Retailing, 64(1), 12-40.

Parasuraman, A., Zeithaml, V. & Berry, L. (1990). Delivering Quality Service: Balancing Customer Perceptions and Expectations New York: The free press.

Abstract

This research aimed to examine how organizational characteristics influence the result of skilled labor development in the Thai jewelry industry; how knowledge management influences the result of skilled labor development in the Thai jewelry industry; how the factors of skilled labor development influence the result of the development of skilled labor in the Thai jewelry industry; and how guidelines can be developed for the development of skilled labor in the Thai jewelry industry. The sample consists of 297 jewelry manufacturers registered to use diamonds, gemstones, pearls, and gold as raw materials. Using questionnaires, this research utilized a mixed methodology to collect quantitative data. In the data analysis, percentage, mean, standard deviation, one-way ANOVA, and multiple regression statistics were employed. Seventeen experts in the Thai jewelry industry were interviewed qualitatively in a semi-structured format.

Knowledge management in the fields of knowledge identification and knowledge transfer influences labor development outcomes. Craftsmanship was statistically significant at the.05 level, skills development factors influence skilled labor development outcomes at the.05 level, and guidelines for developing skilled labor are statistically significant at the.05 level. It was discovered that there are eight distinct strategies: educating workers in accordance with global production standards. Creating incentives for skill development through internal competition that leads to national competition is Approach 2. Approach three: highly experienced professionals. Approach 4 encourages cutting-edge design and production. Approach 5: Promote shared entrepreneurial values and positive relationships at all levels of the organization. Approach 6 utilizes modern information systems and technologies to facilitate organizational learning in the gem and jewelry industry. Approach 7 places a premium on the evaluation of workers' experience and comprehension, skills, and production capacity in order to promote substantial expansion. Approach 8: Create a knowledge base regarding gems and jewelry by transforming senior workers with expertise in gem and jewelry manufacturing into effective trainers.

Keywords: Craftsmanship Labor; Development; Jewelry Sector

อาเซียน. ความหลากหลายทางประชากรและสังคมในประเทศไทย, 129-147. จาเนียร จวงตระกูล. (2553). การพัฒนาทรัพยากรมนุษย์ : ทฤษฎีและการปฏิบัติ. กรุงเทพมหานคร: SE-ED. ศูนย์ข้อมูลอัญมณีและเครื่องประดับ. (2563). สถานการณ์การนาเข้าส่งออกอัญมณีและเครื่องประดับไทยปี 2562. กรุงเทพมหานคร: สถาบันวิจัยและพัฒนาอัญมณีและเครื่องประดับแห่งชาติ (องค์การมหาชน).

Deming, W. E. (2558). PDCA central to continuous improvement. Retrieved on June 15, 2022, from National Productivity Institute. https://www.ftpi.or.th/2015/2125

John W. Best & James V. Kahn. (1998). Research In Education. A Viacom Company: United State of America.

Krejcie R. V., & Morgan D.W. (1970). Determining Sample Size for Research Activities. In Educational And Psychological Measurement (pp. 607-610). Texas.

Nonaka I. (2007). The Knowledge Creating Company. Howard Business Review 85, pp. 162-171.

Service Providers, Airport Operators, Air Operators and Maintenance Repair Organizations by mixed method including qualitative method based on documentary research collaborate with 10 key informant interviews and quantitative research to explore factor analysis from conducting 385 surveys through 46 questionnaires. However, the questionnaire has the coefficient of the Cochran alpha is 0.968 in which this article, researcher illustrates in part of quantitative method focus on exploratory factor analysis

The findings showed that an exploratory factor analysis of safety communication within organizations for service provider to National Authority consists of six components that 62.72% of the variance in aviation safety communication within organizations can be explained as follows: 1) The role of organization and technology with communication 2) The skill of communication with applied for improve communication within organizations 3) Personnel knowledge and involvement 4) Feature of communication and data access 5) Reliable and culture within organizations 6) Communication procedure within organizations respectively.

Keywords: Exploratory Factor Analysis; Aviation Safety Communication; Communication within Organizations; Aviation Safety; Communication

ISBN 978-616-7754-78-9

อรุณรัตน์ ชินวรณ์ (2533). สื่อประชาสัมพันธ์. กรุงเทพมหานคร : สานักพิมพ์แห่งจุฬาลงกรณ์มหาวิทยาลัย

Best, John W. (1977). Research in Education. 3 rd ed. Englewood Cliffs. New Jersey : Prentice Hall, Inc.

Cochran, W.G. (1977). Sampling Techniques. 3rd ed. New York : John Wiley and Sons Inc.

ICAO. (2016). Annex 19 Safety Management: Second Edition. International Civil Aviation Organization

ICAO. (2013). Doc 9859 Safety Management Manual –SMM: Third Edition. International Civil Aviation Organization

ICAO. (2018). Doc 9859 Safety Management Manual –SMM: Forth Edition. International Civil Aviation Organization

Abstract

This research is a mixed survey research with the aim of 1) Study the UAV owner’s perception of Thai aviation laws and regulations., 2) Identify the measures to promote perception of Thai aviation laws and regulations towards UAV., and 3) Study the opinions level according to measures to promote perception of Thai aviation laws and regulations towards UAV. This study uses in-depth-interviews from aviation legal experts, specialist and officials of the Civil Aviation Authority of Thailand were synthesized and developed into questions to gather opinions from 100 samples registered UAV to study perceptions and opinions on measures to promote perception of Thai aviation laws and regulations towards UAV classified by general personal information and analyzed by Frequency, Percentage, Mean, Standard Deviation, t-test, F-test, and Chi-square test. The results were as follows:

1. The samples weren’t perceived and didn’t differ opinions and overall opinions level was at moderate level to Thai aviation laws and regulations toward UAV.

2. Measures to promote perception of the Thai aviation laws and regulations toward UAV, they are: 1) Measures to promote the dissemination of laws including communication via the main media, public handbook, communication via the online media, issued by relevant government departments and exhibition activities. 2) Measures to promote access to the law including making posters-leaflets-flyers distributed, provide a concise and easy-to-understand summary of content, prepare a summary of the law as a video clip and promote it to the public about the relevant authorities and take responsibility. 3) Measures for education and training include building a network between educational institutions and people, arrange a course of study and training, organize academic seminars and integrate cooperation between relevant authorities.

3. The samples opinions on measures to promote perception of Thai aviation laws and regulation towards UAV (overall) at the highest level, not difference with statistical significance at the .05 level.

f / .281 .893

มากที่สุด f / .128 986

(Brousse, 2021). A cross-disciplinary subject, the legal protection of adults affects solidarity and autonomy in the daily life of vulnerable people. It encompasses major social issues.

(John R. Stout, 2020). ศึกษาเรื่อง Study unmanned aerial vehicles: Law enforcement, security, and community impact.

(2554). พจนานุกรมฉบับราชบัณฑิตยสถาน พ.ศ.2554. กรุงเทพฯ: นามมีบุ๊คพับลิเคชั่น

Brousse, A. (2021). Legal protection of adults: How to promote the autonomy of a vulnerable person within the framework of a compulsory measure Vie Social, (1).

Charoensook, C. (2018). Sky Lanterns and Aviation Safety: A Study at the Mae Fah Luang Chiangrai Airport. International Journal of Engineering &Technology, 7(2 13), 18-23 Charoensook, C. (2021). People's attitudes and perception towards Thai aviation laws and regulations concerning the Firing of the Bamboo Rocket (Bang fai), Journal of Politics Administration and Law, 12(2), 559-577

John R Scout. (2020). Unmanned aerial vehicles: Law enforcement, security, and community impact, Wisconsin.edu.

Secretariat, L. C. (2018). Measures to promote employment of mature persons in selected places. Research Office Legislative Council Secretariat, IN13/17/18

Abstract

This article aims to develop a nose landing gear simulation For use in teaching students in aircraft maintenance and related fields By application of the nose landing gear model MD 80, Operate by hydraulic system and control by Electrical System (Electric Control, Hydraulic Operate) pass to PLC model FX3U-14MR-6AD2DA and the touch screen model SK102HE is assembled as a nose landing gear simulation The test results showed that a nose landing gear simulation, shows the performance on the EFIS screen, able to extension and retraction nose landing gear, shows a diagram of the hydraulic system, parameters of system and used in disassembly operations and can be used in aircraft wheel disassembly operations Keywords: Nose landing gear; EFIS display; Aviation

วิจัยและนวัตกรรม.

Li, B. & Jiao, Z. (2007). Aircraftlandinggear systemdynamic modelingand simulation Journalof Beijing University of Aeronautics and Astronautics, 2007, 33(01): 46-49

Li, M., Hao, X, Han, X., & Jia, H. (2012). Aircraft Flight Simulation with Landing Gear Based on MultiDomain Modeling Technology The 2nd International Conference on Computer Application and System Modeling.

Liu, H., & Wang, L (2014). Assessment of Landing Gear Design based on the Virtual Testing and Evaluation Methodology 2014 Asia- Pacific International Symposium on Aerospace Technology, APISAT2014. pp. 898-904. Milad, Z., & Beherooz, A. ( 2019). Improved design of an active landing gear for a passenger aircraft using multi- objective optimization technique Structural and Multidisciplinary Optimization

Prashant, K (2006). Simulation of Landing Gear Dynamics Using Flexible Multi-Body Methods ICAS 2006 - 25th International Congress of the Aeronautical Sciences 1-10

Abstract

This research is presented the sensing and monitoring system for small gas turbine engine based on microcontrollers and sensors. To detect and display the performance of a small gas turbine engine such as thrust, fuel flow, fuel on board, air inlet temperature, and exhaust gas temperature (EGT) which were displayed by Electronic Centralized Aircraft Monitor

(ECAM) demo. The proposed system was composed of the semi-closed cabinet, the small gas turbine engine Kingtech K85G4+ was installed inside. An Arduino boards and a PLC were used for sensing and monitoring section. The system was tested by using two types of fuels: Kerosene and Jet A1 for analyzing and comparing. The result shown that the system was able to detect and display important information of designed small gas turbine engines. The fuel consumption and thrust of Jet A1 is more than Kerosene at the engine RPM more than 10,000 RPM.

Keywords: Gas Turbine Engine; Sensor; Microcontroller; Arduino; PLC

978-616-7754-78-9

Akbari, P. and Müller, N. (2003). Performance Investigation of Small Gas Turbine Engines Topped with Wave Rotors (Research Report). Huntsville, Alabama: Joint Propulsion Conference and Exhibit.

Boyce, M.P. (2002). Gas Turbine Engineering Handbook. Houston, Texas: Gulf Publishing Company.

El-Sayed, A.F. (2008). Aircraft Propulsion and Gas Turbine Engines. New York: CRC Press. Oppong, F., Spuy, S.J., Backström, T.W. and Diaby, A.L. (2016). Micro Gas Turbine Performance Evaluation (Research Report). Tarkwa, Ghana: 4th UMaT Biennial International Mining and Mineral Conference

Mattingly, J.D. (2013). Elements of Gas Turbine Propulsion. Patel Nagar, New Delhi: Tata McGraw Hill Education Private Limited

Noordermeer, J. (2016). Gas Turbine Basics. Montréal, Québec: 2016 Industrial Application of Gas Turbines (IAGT) Workshop.

Tuma, J., Kubata, J., Betak, V. and Hybl, R. (2013). Experimental and Numerical Research of a Novel Combustion Chamber for Small Gas Turbine Engines (Research Report) Prague: EDP Sciences