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The governments of most countries, states, cities and towns now contribute funding for tourism destination marketing and planning. Such funding generally supports two types of organisations. One category is a Ministry of Tourism, which is a government department primarily concerned with providing policy advice to government on planning issues related to the tourism sector. These bodies mostly operate at the national level. This chapter is concerned with the second category, which is destination marketing organisations (DMO), defined as an entity that is recognised as officially representing a geopolitical boundary for the purpose of developing and coordinating a holistic tourism marketing plan for the destination.

Safety and security have emerged as key issues in the global tourism industry at the destination dimension, the sectoral dimension and for individual tourism businesses. The prevalence of crime, terrorism, cyber security threats, medical and physical risks arising from human activity and natural phenomena are influential factors in the choices tourists make for destinations and products. Safety is now widely regarded as the key determinant in consumer choices of destinations and tourism products including accommodation, airlines, land and sea transport brands, attractions or the decision to participate in or attend events. Brazil’s hosting of the 2016 Olympic Games in Rio de Janeiro was subject to extensive and often negative coverage media related to crisis and safety management. The two key issues of concern for visiting international athletes and their supporters were Brazil’s high crime rate and the risk of contracting the Zika virus. Since the turn of the 21st century, tourism safety has evolved from being a management imperative for specific sectors of the tourism industry to an holistic management issue for destinations and all sectors of the tourism industry.(Pizam & Mansfeld 2006, Tarlow 2014).

Safety and security have emerged as key issues in the global tourism industry at the destination dimension, the sectoral dimension and for individual tourism businesses. The prevalence of crime, terrorism, cyber security threats, medical and physical risks arising from human activity and natural phenomena are influential factors in the choices tourists make for destinations and products. Safety is now widely regarded as the key determinant in consumer choices of destinations and tourism products including accommodation, airlines, land and sea transport brands, attractions or the decision to participate in or attend events. Brazil’s hosting of the 2016 Olympic Games in Rio de Janeiro was subject to extensive and often negative coverage media related to crisis and safety management. The two key issues of concern for visiting international athletes and their supporters were Brazil’s high crime rate and the risk of contracting the Zika virus. Since the turn of the 21st century, tourism safety has evolved from being a management imperative for specific sectors of the tourism industry to an holistic management issue for destinations and all sectors of the tourism industry.(Pizam & Mansfeld 2006, Tarlow 2014).

Contains fulltext : 112209.pdf (publisher's version ) (Closed access)

Contains fulltext : 112209.pdf (publisher's version ) (Closed access)

Contains fulltext : 112209.pdf (publisher's version ) (Closed access)

Udgivelsesdato: 2007/11

Udgivelsesdato: 2007/11

This task is concerned with development and test by piloted flight simulation of airborne techniques designed to aid the pilot to detect and cope with low-level wind shear. This report documents the Phase 3 tests on a DC-10 aircraft simulator, involving a set of wind profiles significantly expanded over those used previously and an especially large group (26) of subject pilots in the major test. The operational situation simulated was a landing under Category I visibility to a 7000-ft runway with ILS guidance. There were 10 different wind profiles, with wind shear ranging from low to high severity. In an initial trial various aiding concepts were compared in individual experiments. This involved 4 versions of groundspeed displays, 2 versions of modified (acceleration- augmented) flight director steering and speed commands, and 2 go-around decision aids: a computation of longitudinal acceleration margin and an energy-rate meter. The more promising were combined in 3 systems tested in a full trial. Performance was marginal, but would have been adequate if all the go-around advisories had been honored. False-alarm and missed-alarm rates of the advisories were too high. Additional work was recommended on go-around decision aids, the importance of effective go-around decision aids being emphasized. It was noted that the go-around warning requires improved consistency in backup information; an on-off display is not adequate.

The FAA Wind Shear Program has the objectives of examining the hazards associated with low-level wind shear, developing solutions to the wind- shear problem, implementing the solutions, and integrating them into the National Airspace System. In support of this program, potential solutions in the category of airborne equipment are being investigated by the All-Weather Landing Systems (AWLS) team under Task 2 of a contract from the FAA Approach and Landing Division. The Task 2 team consists of SRI, Bunker Ramo Corporation (BR), and Collins Avionics Group of Rockwell International. The investigation has been concerned with airline transport jet aircraft. The approach has been to give primary consideration to the lowest-cost candidate aiding concepts to ensure that any potential solution will be cost effective. The project task has included the design and test of airplane control laws, the analysis of airplane responses to wind shears, the development of wind models, the determination of the hazards presented by various wind fields, and the development and test of various instruments intended to aid the pilot in coping with wind shear. The majority of the effort has been spent on a series of piloted flight simulation tests., Prepared in cooperation with Bunker Ramo Corp., Collins Avionics Group, and Douglas Aircraft Co. See also ADA071057.

Task 2 of the All-Weather Landing Systems project is concerned with piloted flight simulation tests of various techniques designed to aid the pilot to detect and cope with low-level wind shear on approach and landing. This report documents the tests of Phase 2, a comparative evaluation of the most promising panel-displayed techniques from the Phase 1 study. The operational situation of a DC-10 aircraft landing in Category I visibility with ILS guidance was simulated. Winds corresponding to inversion-layer, frontal, thunderstorm and 'no-shear' conditions were simulated to provide test profiles. The 'baseline' aiding concept was the conventional DC-10 manual approach management. The aiding concepts tested were based on ground speed displays (first experiment), flight path angle (second), and modified (acceleration-augmented) flight director (third experiment). The results showed that ground speed displayed on the airspeed indicator and the modified flight director can improve performance significantly over baseline, especially on the thunderstorm wind profiles, which was the most difficult condition.