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IN examining air route requirements from the Pilot's point of view they would seem, at first sight, to fall naturally under two main headings.

In the previous monograph, a discussion took place on what constitutes dismissal and when the termination of the contract of employment takes effect. These two aspects treat the first of the statutory qualifications necessary to enable the employee to exercise his right not to be unfairly dismissed, namely that he must first be dismissed.

Alienation will be viewed as a generic term for different kinds of information‐processing problems in human individuals, viewed as autopoietic, variable‐boundary systems. Applying general systems theory (GST), especially second‐order cybernetics, to alienation theory not only results in a reconceptualisation and increased mutual comparability of existing (e.g. Marxist and psychoanalytic) theories of alienation, but also presents a rationale for subsuming several typical, modern, “information‐overload” problems in Western societies under the rubric of alienation theory. Such problems include those of selection and scanning, assimilation, flexibility, overchoice, and self‐realisation or self‐actualisation — problems which typically occur in complex and fast‐changing environments.

Aerial Navigation has not yet conic into its own. It is a little doubtful if it ever will during this generation. Man is by nature prone to accept, and use, the line of least resistance, and those pilots who in their early stages are apt to follow railways in preference to keeping “red on red” are equally likely to demand wireless directional or homing devices in preference to the use of stars. However much we may be able to put aerial navigation in all its branches into effect on paper, when it comes to its practical application without the use of wireless it fails in its object. It is understood that even our record long‐distance flight pilots did not know where they were for some considerable time as “they had no means of checking earlier sights.” Hinkler used a thorough knowledge of air pilotage. The Mollisons presumably work on the same basis. Imperial Airways use wireless. The taxi‐pilot of the small machine uses a vast store of accumulated knowledge of air pilotage and takes a machine through weather the air liners go above. He has no wireless and no sextant, but he gets there because he understands the fundamentals and knows how to apply them.

The purpose of this paper is to understand how visionary system architects wean the development of a new technology away from the seductions of the path of least resistance – a complementary relationship with the entrenched system.

The paper draws on two cases wherein critical players started pursuing visions of a full‐fledged system while the technology was still an appendage to an established one: Theodore Vail and the development of the Bell telephone system; and the US Navy and the development of wireless telegraphy. Vail's interests were of a commercial nature, securing competitive advantage over Western Union and future rivals. The US Navy's interests were of a geopolitical nature, overthrowing Britain's monopoly on trans‐oceanic cable telegraphy.

The pursuit of system benefits requires long‐term thinking. In terms of day‐to‐day actions it requires a persistent effort against the seductions of a complementary relationship or the path of least resistance. Vail was compelled to form a separate organization – AT&T – to maintain focus on system formation in the face of short‐term distractions. The US Navy pushed for rules against cross ownership of cable and wireless and opposed international treaties that clubbed the two technologies into the same category, as it wanted the latter to develop independently of the former.

The failure of anticipation, in the case of network technologies, is largely rooted in our inability to see beyond the path of least resistance. Drawing on strategies employed by Vail and the US Navy to wean the development of a new technology away from the path of least resistance, the paper alerts us to possibilities other than the seemingly obvious ones.

THE Cant.Z‐501 in which the pilots Stoppani and Corrado, with Studiano as wireless operator, established a new long distance record for flying boats with a flight of 4,122 kilometres (2,560 miles) from Monfalcone in Italy to Massaua in Eritrea, in a newly designed machine for naval reconnaissance and light bombing. By its flight, accomplished on October 18, 1934, it beat the world's record previously established by an American crew on January 11, 1934, who flew a twin‐engined 10‐P‐1 flying boat over a distance of 3,860823 kilometres (2,500 miles).

AVIATION development, stimulated already to a considerable extent by radio and the invention of instruments which make it possible to fly without being able to see the earth, is impeded to some extent by the lack of lighting appliances which supply sufficient illumination for effecting emergency landings with safety, or for landing on aerodromes in the ordinary course of air traffic, or for reconnoitring of the region over which a flight is being made.

WHILE flying within the control zone of an aerodrome, and also on long‐distance flights, aircraft are subject to altimetric height control procedures which, particularly near major aerodromes, arc becoming steadily more important as the density of air traffic increases. These procedures, although extremely important, arc based wholly on improvised techniques of adjusting the ground‐pressure scale of the pilot's sensitive altimeter, which, although admirable as a flight instrument, is not particularly well‐suited to such new functions. Further, the procedures may themselves be criticized, firstly for overelaboration in the required aerodrome operational control and secondly for the resulting overall reduction in accuracy of the altimeter's indications, in relation to its potential capability for indicating heights above Mean Sea Level, and hence safe terrain clearance operating heights.

India has a large internet savvy population that is not only accessing the internet but also buying online. With a revolution in the very basics of transaction from a physical store format to a non‐store one, the retail industry has begun to understand the indispensability of the internet as a medium of transaction. However, the rate of diffusion and adoption of the new phenomenon amongst consumers is still relatively low. Trust on online transactions is one of the key barriers to vendors succeeding in online transactions. A lack of trust discourages consumers from participating in online buying. With the internet advancing new opportunities, it is important to understand the factors that generate trust of Indian consumers in the online buying system. The purpose of this paper is to explore the determinants of trust in online buying behavior of consumers. This paper is a theoretical attempt at conceptualizing “trust” as a construct, in the context of online buying and testing it empirically. The objective of the study is to explore the critical online trust‐creating factors that influence the online buying decision of people, and to establish their causal impact, if any, through developing an integrated model.

The study, descriptive, diagnostic, and causal in nature, was conducted in the context of online buying of railway tickets in India. In the first phase, a pilot survey was conducted on a sample of 100 users of the online railway reservation. After having tested the survey instrument for validity and reliability, the second phase of the study was conducted on a sample of 327 users of online railway reservation facilities. A series of multiple regressions analyses was conducted to determine the causal impacts of critical consumer trust parameters on online reservation of railway tickets by users in the Indian context. The analysis of demographics based on gender and age groups was also made to capture the cross‐comparisons of critical online trust‐related attributes.

The factor analysis had grouped the items into four constructs with a total of 11 items. The item total correlations to each construct were found significant. All the critical online trust based constructs were found to have a significant impact on the intention of buyers of booking/purchasing railway tickets online in India. The analyses of demographics established that all the critical consumer trust‐based attributes to online buying intention have no significant differences for gender, whereas for age groups some of the attributes were found significant and others were not.

The process of online trust formation among the potential buyers depends on a host of factors. This present study has only explored a select number of constructs and remains a major limitation. Notwithstanding this limitation, there are significant theoretical implications for critical online trust constructs of consumers on online buying behavior in the Indian context.

By examining the various dimensions explored and established in this study, the concerned authority can develop a better understanding of consumer needs and expectations. Academicians and researchers can use this study for assessing consumer trust towards online reservation of railway tickets in the Indian context, and identifying such attributes that would lead to the generation of online consumer trust towards online reservation of railway tickets. It provides insight into the impact of trust in online buying and the relationship between trust and buying behaviour. The policy decision makers of railway authority may also use the findings of this study as a resource, while constructing, managing, and evaluating their marketing strategies in the Indian context.

(Concluded from p. 75)

THERE are so many different considerations to bo kept in mind in connexion with the manœuvring load factor requirements that it might be well to begin by listing the most important of these, as follows: