Civil Aviation Authority Research Articles

AN IN-DEPTH ASSESSMENT OF THE EXISTING LEGAL FRAMEWORK REGULATING UNMANNED AERIAL SYSTEMS (UAS) ACTIVITIES IN MALAYSIA

The rapid growth of the Unmanned Aircraft System (UAS) industry, with significant increases projected for commercial unmanned aircraft, urban air mobility vehicles, cargo delivery drones, inspection drones, and hobby drones, necessitates a comprehensive approach to UAS regulations. While the Civil Aviation Authority of Malaysia (CAAM) has made strides in developing regulations for UAS operations, the current rules, mainly the Civil Aviation Regulations (CAR) 2016 are insufficient to address the challenges posed by emerging UAS technologies and their unique operational concepts. Innovations such as Advanced Air Mobility (AAM), international operations of Remotely Piloted Aircraft Systems (RPAS), swarm drones, and autonomous UAS operations are outpacing existing regulations. The aim of this study was to identify and address the shortcomings of the current regulatory framework for UAS operations in Malaysia and compared the global renowned regulatory bodies. To achieve these goals, a multi-faceted research methodology was employed. This involved an in-depth analysis of international regulatory frameworks and a comprehensive survey to gather necessary data and insights. In summary, this research presented a comprehensive and transformative approach to UAS operations in Malaysia. The findings and recommendations of this study provided valuable insights for policymakers, regulators, and UAS operators in Malaysia and other countries facing similar regulatory challenges.

Successful Implementation of Aeronautical Information Management: Does Change Management and Organizational Culture Matter? Evidence from Kenya

The study aimed to explore how change management and organizational culture influence the successful implementation of AIM within the Kenya Civil Aviation Authority (KCAA). It was guided by two key theoretical frameworks: Kurt Lewin’s change management theory and systems theory. An explanatory research design was utilized to achieve the research objectives. The study focused on a population of 1,630 individuals directly involved in AIM implementation at KCAA. A sample of 310 respondents was selected using a stratified random sampling technique, with the sample size determined using Krejcie and Morgan's table. Bivariate correlation and multiple linear regression analyses were employed to investigate the relationships between change management, organizational culture, and AIM implementation. The findings indicated that both change management and organizational culture have a significant positive impact on the successful implementation of AIM within KCAA. The study concludes that promoting a collaborative and innovative culture alongside dynamic change management is crucial for enhancing AIM implementation. It recommends that aeronautical organizations prioritize these aspects to improve AIM implementation and contribute to the long-term sustainability of the aviation industry.

A Tale of an Airlines Company: Towards A Model of Strategy Formulation Through the Lenses of Sustainable Development Goal

Objective: The purpose of this paper is to explore a few insights into the national airlines of Bangladesh (called Biman) and how they can achieve the Sustainable Development Goals (SDG). Further, the paper evaluates the available strategies using IEF, EFE, SWOT, IE & QSPM matrices/techniques as proposed by David & David (2017). Theoretical Framework: IFE (Internal Factor Evaluation) & EFE (External Factor Evaluation (e.g. input stage), SWOT (Strength, Weakness, Opportunity, and Threats) & IE (Internal and External) matrix (e.g. matching stage), and finally QSPM (Quantitative Strategic Planning Matrix) (e.g. decision-making stage) are used for strategy formulation. Method: This study applies a mixed-method approach. Face-to-face interviews with the passengers of London-Dhaka-London are conducted, and additionally, the content analysis of relevant newspapers and journal articles is carried out. Results and Discussion: QSPM finds, that market development (priority-1), offensive strategy (priority-2), and product development (priority-3) are the appropriate strategies for the airline.It would be not easy to generalize the results as the study is based on one public airline company in a particular country (Bangladesh). Research Implications: This study has both theoretical and practical implications. The study demonstrates how to formulate plans using a quantitative method. The result of this study might be beneficial to Bangladesh's Civil Aviation Authority. The recommendations of this study may help generate profits in Biman. Originality/Value: This study contributes to the strategy literature. Strategy development processes for any business, including aviation, may be eye-opening.

Abstract 4136016: Higher aircraft noise exposure associates with worse heart structure and function

Introduction: Aircraft noise is a concern for communities living near airports, but its impact on heart structure and function is unknown. Methods: Night-time (L night ) and weighted 24-hour day (L den ) aircraft noise levels were provided by the UK Civil Aviation Authority for 2011 (Fig.1). Health data came from UK Biobank (UKB) participants living near four UK major airports (Heathrow, Gatwick, Manchester, and Birmingham) who had cardiovascular magnetic resonance (CMR) imaging starting from 2014 and self-reported no hearing difficulties. Generalized linear models investigated the associations between aircraft noise exposure and CMR metrics (derived using a validated convolutional neural network to ensure consistent image segmentations), after adjustment for demographics, socio-economic, lifestyle, and environmental covariates. Mediation by cardiovascular (CV) risk factors was also explored. Downstream associations between CMR metrics and major adverse cardiac events (MACE) were tested in a separate prospective UKB subcohort (n=26,658) to understand the potential clinical impact of noise-associated heart remodeling. Results: Of 3,635 UKB participants included, 3% experienced higher aircraft noise L night (≥45decibels) and 8% higher L den (≥50decibels). Participants exposed to higher L night had 7% [95% confidence interval: 4–10%] higher left ventricular (LV) mass and 4% [2–5%] thicker LV walls with a normal septal:lateral wall thickness ratio (Fig.2 A1). This LV concentric remodeling is relevant since 7% higher LV mass associates with 32% higher odds of MACE. They also had worse LV myocardial dynamics (Fig.2 A2) (e.g., 8% [4–12%] lower global circumferential strain which associates with 37% higher odds of MACE). Overall, a hypothetical individual experiencing the typical CMR abnormalities associated with higher L night exposure may have 5-times higher odds of MACE. Body mass index and hypertension appeared to mediate 20-50% of the observed associations. Findings were similar in those exposed to higher L den (Fig.2 B1-2). Participants who did not move home during follow-up and were continuously exposed to higher aircraft noise levels had the worst CMR phenotype. Conclusion: Higher aircraft noise exposure associates with adverse LV remodeling, potentially due to noise increasing the risk of obesity and hypertension. Findings are consistent with the existing literature on aircraft noise and CV disease, and need to be considered by policymakers and the aviation industry.

Aviation business growth; Does ground movement capacity and air space capacity matter?

Growth in any firm’s business is critical as a long-term objective of such a firm. The study thus focused on the influence of ground movement capacity and air space capacity on the growth of aviation businesses at Wilson Airport. The guiding objectives of this study were: to establish the effect of ground movement capacity on aviation business growth in Kenya and to assess the effects of airspace capacity on in Kenya. The study was guided by theory of constraints. The study employed an explanatory research design. The study targeted 117 respondents based at Wilson Airport. A Census survey was used in this study to collect information from all participants in the population. The study collected primary data using questionnaires. In testing for reliability, Cronbach’s alpha coefficient was applied. The Statistical Package for the Social Sciences (SPSS) was used for data analysis. Inferential data were analyzed using correlation and multiple regressions. The study findings revealed that ground movement capacity has a positive and significant effect on aviation business and airspace capacity has a positive and significant effect on aviation business growth. Ground movement capacity was an important determinant of aviation business growth. Kenya Civil Aviation Authority and Kenya Airports Authority should pool resources and increase the ground movement equipment and facilities. The study recommends that future researcher’s study on the influence of public, private partnership to increase the ground movement capacity on aviation growth can also be conducted.

The Lessons from Sanctions on Iran and Their Impacts on the Development of Civil Aviation Understanding and Iranian Airlines

After the Islamic Revolution, Iran lived through many hard times not only because of its economic and financial resources such as oil and petroleum but also because of its historical, social, supremacy and leadership of some other Islamic countries and communities. Essentially, it has tried to defend its position for many years without sacrificing its Idiosyncratic Islamic governance structure within the world context or other Islamic countries, for these reasons, it has witnessed a lot of economic and financial sanctions or bans. Although Iran has a lot of highly qualified academicians and a workforce in the science of aviation, its civil aviation management structure and related activities, such as airline management, are very far from the average of the world depending on these financial and economic sanctions and bans by international orders. This situation is subjected to this research as a gap. This paper will analyse the civil aviation and air carrier industry of Iran under the impacts of these economic and financial bans and sanctions regarding four dimensions: Maintenance, Training and licensing, corporal development, and relationships with manufacturers. Essentially, at the beginning of the new age, in terms of international politics and conflicts in every continent of the world, new sanctions and bans are on the trouble agenda of world civil aviation agencies and institutions because of their highly political structure, and these bans and sanctions carry generally economic and financial identities, although they have international policy claims. There are a lot of possibilities on the desks of the civil aviation authorities for the burdens of these sanctions and bans and their sustainability impacts on civil aviation. Moving from the situation of Iran, the correct courses and necessary economic and financial policies will be suggested in this new world context and understanding.

Impacts of Backcalculation Software Selection on Airport Flexible Pavements Using the Aircraft Classification Rating/Pavement Classification Rating Method

From November 2024, the aircraft classification rating/pavement classification rating (ACR/PCR) method will be accepted by civil aviation authorities to notify the bearing capacity of airport pavements. Structural characteristics are necessary to calculate the parameters relating to this method, such as the modulus of elasticity which, in the case of existing pavements, can be obtained by backcalculation. However, the results of this procedure may vary depending on the type of method and algorithms used to minimize adjustment errors between the deflection basins adopted in the software. Given the above, this article aims to evaluate whether the choice of backcalculation software affects the resistance classification and admissibility of aircraft on airport pavements using the ACR/PCR method based on the backcalculated elastic moduli. The elastic modulus values of the materials from two runways were backcalculated using BAKFAA, BackCAP, BackMedina, and ELMOD software, and then used to calculate the PCR. The results of the backcalculation showed differences in the elastic moduli obtained by the software, mainly in the subgrade. It was found that the backcalculation software used can limit the type of aircraft and the runway resistance. Therefore, the choice of software for backcalculation of deflection basins can influence the results of the ACR/PCR method because of divergences in determining the resistance of the pavement’s bearing capacity and the admissibility of aircraft operations in the analyzed structures.

Enhancing innovation in aviation: Applying the Triple Helix Model and PMBOK in the UAE-Sweden partnership

To sustain economic growth and generate new ideas for innovation, academia, industries, and governments should cooperate to develop successful research and development ecosystems. Indeed, the collaboration between these parties is required to extend beyond the basic funding provided by industries to research projects conducted by universities. Hence, collaboration must occur in an integrated environment so that each party plays its role including problem identification, setting the regulations, funding, conducting the research, etc. On the other hand, due to globalization, collaboration in research and development has become international where teams from different countries or continents collaborate in various ways. Indeed, the integrated collaboration between industry, governments, and academia improves the impact of the research outcome on society by addressing problems of interest to society while involving all the concerned parties. One of the known frameworks in this context, the Triple Helix Model (THM), has been used in this study to foster international collaboration in aviation. The international collaboration involved two universities representing academia, civil aviation authorities, public funding bodies, and air navigation services representing the government bodies, in addition to aviation industries from Sweden and the United Arab Emirates. The focus of the collaboration was the development of knowledge-based open innovation in the form of a traffic management tool that optimizes, simulates, and visualizes delivery scenarios of unmanned aerial vehicles (UAVs).This paper aims to formalize the collaborative framework that has been used in the international collaboration mentioned above, and that combines the THM and PMBOK models so that it can be used for managing innovation projects of similar nature throughout their lifecycle. Moreover, the challenges that have been encountered by the teams involved in the collaboration are discussed in this paper in addition to the mitigation strategies that have been used to overcome them which can be beneficial for other similar collaborations. Finally, the study results encourage industries, governments, and universities to establish further projects based on the same framework to spur and maximize knowledge-based innovation for social and financial growth.

Optimizing Professional Development at Civil Aviation Authority Malaysia (CAAM): Implementation of Webinar-based Learning as A Cost Effective Solution

Optimizing Professional Development at Civil Aviation Authority Malaysia (CAAM): Implementation of Webinar-based Learning as A Cost Effective Solution

Exploring the Human-Centric Interaction Paradigm: Augmented Reality-Assisted Head-Up Display Design for Collaborative Human-Machine Interface in Cockpit

Human-cybernetic interfaces (HCI) focuses on the integration and synergy of human-centric design, human factors (HFs) and economics, and human–machine interaction (HMI). The scrutiny of single pilot operations (SPO) approval from civil aviation authorities (CAAs) is subject to the aviation safety and pilot capability during exceptional handling and flight emergency. Airliners advocate the possibility from dual pilot operations (DPO) to SPO because of the financial considerations and captain shortage in the post-pandemic era. One could expect that SPO can only realise when reduced crew operations initiative is proven to be safe and airworthy. Public concerns pilot mental workload and potentially low situational awareness (SA) when handling overwhelmed multi-source information from the HMI in a cockpit, leading to degraded skills and flying performance. Advanced head up display (HUD) design, an integrated transparent display, can assist pilots in maintaining their optimal performance when SPO exercised. In this study, we are interested to design a SPO-favoured cockpit design with HUD and investigate the potential of integrating augmented reality (AR) and HUD in SPO in flight operations. An experiment involving 21 pilots was conducted to assess the effectiveness of AR-HUD on SA and workload in DPO, SPO, and SPO with AR-HUD scenarios. The Situation Awareness Present Assessment Method (SPAM) and a self-rated workload scale were used to evaluate SA and workload levels. Eye-tracking data was also collected to analyse behavioural performance. Results indicated that the AR-HUD scenario achieved optimal workload and SA levels and demonstrated superior performance in handling emergencies. Eye-tracking data revealed that AR-HUD facilitated a more equitable distribution of gaze between instruments and external view. In conclusion, the integration of AR in cockpit design introduces a human-centric interaction paradigm, contributing to aviation safety, SPO implementation and adaptive HMI design.

RUNWAY END SAFETY AREA: OVERRUN AND UNDERSHOT SAFETY RISK ANALYSIS

An airport is a complex facility for passenger and cargo processing, aircraft arrival, departure, and maintenance. Ensuring safe and comfortable flights for its passengers requires implementing aviation security and safety improvements in tandem with the growing number of aircraft in operation. Aviation operators and regulators are always focused on issues and potential incidents that jeopardize aviation safety and security, particularly during the landing and takeoff phases of flight, which include overrun and undershoot occurrences. Therefore, a study is required to determine the event’s probability. By adopting research methods that have been developed by the European Aviation Safety Agency (EASA), this research aimed to analyze the risk of overrun and undershoot at Sultan Syarif Kasim II Airport (SSK II) and Raja Haji Fisabilillah Airport (RHF). The research method is quantitative by comparing data collected with the Target Level of Safety (TLS), which is quantified and recommended by the aviation authority International Civil Aviation Organization (ICAO) and the British Civil Aviation Authority (CAA UK), where the acceptable TLS according to ICAO is 6.6 x 10-7 while according to the UK CAA it is 4 x 10-7. The result showed that the probability value of overrun and undershoot at SSK II Airport averages 0.66 x 10-7 and 2.98 x 10-7 at RHF Airport. This indicates that at RHF Airport, there is a higher possibility of overrun and undershooting risk frequency than at SSK II Airport. The fact that RHF Airport has just one RESA is the primary element affecting the high-risk likelihood at RHF Airport. The chance of overrun and undershoot occurrence frequency dropped to an average of 2.06 x 10-7 after simulating RESA compliance per ICAO regulations.

A Novel Rolling Horizon Based Solution Framework for Scheduling Airplane Maintenance

Maintenance, Repair and Overhaul (MRO) activities on aircraft and systems in aviation is a service sector that relies heavily on skilled workforce. The output of MRO activities is basically bringing the system reliability values, which decrease because of the use of aircraft and systems in certain flight times and landing and take-off numbers, to the default levels determined during the design phase. MRO companies are accountable to the civil aviation authorities who directly authorize them to ensure the required levels of reliability of their products. Airline companies request MRO services at the most convenient time and cost. However, the maintenance of an aircraft is a process that can take up to five weeks, includes plenty of jobs some of which may have stochastic durations, and many over-costed qualified technicians spend thousands of man-hours. In addition, each MRO company is involved in the maintenance of several airplanes arriving at different time intervals. In the study such a problem faced by an MRO company is addressed. The company’s aim is to schedule several incoming airplane maintenance projects. A framework that employs an integer programming (IP) model working on a rolling horizon (RH) setting is used.

Anti-unmanned aerial vehicle detection system for airports: aviation and national security perspective

Unmanned Aerial Vehicles gained significant popularity in the last decade as demonstrated by their wide usage in various fields. From around the year 2001, the usage of unmanned aerial vehicles’ technology was mainly confined to law enforcement agencies such as the military, police, and customs. In the contemporary, terrorists have also been observed to be using unmanned aerial vehicles to attack aviation facilities. The current paper examines the levels of vulnerability of the Namibian airports to possible intrusion and attack from unmanned aerial vehicles, a situation that could pose a serious threat to aviation and national security. Adopting a qualitative research approach, the study made use of a questionnaire and semi-structured interview guide to collect primary data from the participants. Microsoft Excel was used to analyse the data. The study establishes that Namibian airports are prone to attacks from unmanned aerial vehicles as there are no anti-unmanned aerial vehicle detection systems installed at all airports in the country. Thus, there is clear evidence that the Namibia Civil Aviation Authority and the Namibian Airport Company’s regulations and policies on aviation safety and security did not prioritise the installation of anti-unmanned aerial vehicle detection systems at all airports in Namibia. The paper suggests that, in order to enhance aviation safety and security, a joint civil/military Information Technology Unit, responsible for spoofing, detection, and the monitoring of illicit unmanned aerial vehicle operations should be set up and operations activated at all airports and other public infrastructures in Namibia.

Dark knights: Exploring resilience and hidden workarounds in commercial aviation through mixed methods

In this study, the duality of adaptive capacity in aviation safety is examined, where the need for resilience of frontline workers conflicts with the expectations and assumptions of upstream entities, leading to system brittleness. We explore three critical categories: responsibilization, the application of practical wisdom in navigating challenging situations, and the unrecognized sacrifices that accompany adaptation. A qualitative research design is used, using three focus groups consisting of pilots in a European airline, the airline’s safety department, and the respective civil aviation authority. The study's findings reveal i. significant organizational constraint and pressure on pilots, resulting in workarounds, personal playbooks, and exhaustion, ii. a culture of apathy, cynicism, and secrecy, contributing to a disconnect between the idealized and practical aspects of work (work-as-imagined versus work-as-done), iii. an oversimplification of complex issues and attributing problems to individual factors rather than systemic factors, iv. normalizing the risk of saturation by pushing the boundaries of safe performance, and v. the current prescriptive training approach may increase risk by not accounting for adaptations that are necessary in the frontline work environment. Recognizing both the technical and social complexities of aviation, the study calls for a reimagined framework away from a prescriptive training approach, as it may increase risk by not accounting for adaptations that are necessary in the frontline work environment. In summary, the study presents a nuanced view of aviation as a complex system, where the push for adaptivity is challenged by ethical dilemmas and trade-offs. Left unresolved, this conflict may hinder aviation safety.

EVALUATING THE QUALITY OF DIGITAL DATASETS IN TERMS OF AVIATION SAFETY DERIVED FROM STEREO SATELLITE IMAGERY IN SARAWAK, MALAYSIA'S AIRPORTS

Abstract. High-resolution satellite imagery offers new possibilities in geospatial data acquisition, particularly in 3D city modeling, topographic mapping, and aviation safety. This study evaluates the quality of digital datasets generated from satellite imagery for five airports in Sarawak, as part of the eTOD (Electronic Terrain and Obstacle Data) project conducted by the Civil Aviation Authority of Malaysia (CAAM). The airports under examination include Miri Airport (WBGR), Bintulu Airport (WBGB), Mukah Airport (WBGK), Sibu Airport (WBGS), and Kuching Airport (WBGG). A comprehensive assessment was conducted to evaluate accuracy and reliability by combining stereo satellite imagery with on-site validation. The study yielded digital datasets of exceptionally high accuracy and reliability. The overall error rate remained below 3%, with a mean error value of 0.96 meters across all five airports. Notably, it has been observed that using satellite images as the only data source creates difficulties in detecting Power Transmission Lines and Poles that require precise detection. A multifaceted approach was adopted to increase the detection accuracy, involving site verification measurements, incorporation of external source data (Sarawak Energy Company), and manual interpretation. In conclusion, this study underscores the significant potential of very high-resolution satellite imagery for creating precise and reliable digital datasets for aviation safety. Additionally, the study's emphasis on detecting Power Transmission Lines highlights the need for advanced methods to improve accuracy in challenging scenarios. These findings not only contribute to enhancing aviation safety but also provide valuable insights into the utilization of satellite imagery for similar applications worldwide.

ASSESSING ANNUAL EXPOSURES DOSE AND OTHER RADIOLOGICAL PARAMETERS FROM COSMIC RADIATION AMONG FLIGHT CREWS IN NIGERIA LOCAL AIRLINE

Cosmic radiation is high-energy radiation generated in outer space that increases with altitudes. This study uses aircrew cosmic radiation exposure to measure radiation dose received by monitoring individual crew members (a total of 179 members for all the crews in the three routes for 2011 to 2022) using computer model calculator (CARI – 6M) on Nigeria’s local airlines crews and evaluated other radiological parameters. The finding shows that annual effective dose (AED) received by the air crew members between 2011 and 2022 across the three routes (Lagos – Kano, Lagos – Abuja and Lagos – Port Harcourt) ranges between 0.230 and 1.90 µSv y-1 and there is a direct relationship between the time of flight and the effective dose received by the crew members. This result is lower than the recommended value of 20 µSv y-1 by International bodies. The result also revealed that Annual Gonadal Dose Equivalent (AGDE) across the three routes ranges from 7.20 – 380 µSv y-1 with only Lagos – Kano route in year 2017 (380 µSv y-1) were above the maximum permissible value of 300 µSv y-1. The findings indicated low AED however; the significant excess lifetime cancer risk that increases with cumulative doses and dependent of the flight route constitute a risk. This implies that, there are possibilities of the crew members developing cancer during their lifetime. It’s therefore recommended that Nigerian Civil Aviation Authority should introduce regulations and training program to reduce potential sources of radiation exposure of Nigerian flight crews.

The European Volcano Observatories and their use of the aviation colour code system

Volcano observatories (VOs) around the world are required to maintain surveillance of their volcanoes and inform civil protection and aviation authorities about impending eruptions. They often work through consolidated procedures to respond to volcanic crises in a timely manner and provide a service to the community aimed at reducing the potential impact of an eruption. Within the International Airways Volcano Watch (IAVW) framework of the International Civil Aviation Organisation (ICAO), designated State Volcano Observatories (SVOs) are asked to operate a colour coded system designed to inform the aviation community about the status of a volcano and the expected threats associated. Despite the IAVW documentation defining the different colour-coded levels, operating the aviation colour code in a standardised way is not easy, as sometimes, different SVOs adopt different strategies on how, when, and why to change it. Following two European VOs and Volcanic Ash Advisory Centres (VAACs) workshops, the European VOs agreed to present an overview on how they operate the aviation colour code. The comparative analysis presented here reveals that not all VOs in Europe use this system as part of their operational response, mainly because of a lack of volcanic eruptions since the aviation colour code was officially established, or the absence of a formal designation as an SVO. We also note that the VOs that do regularly use aviation colour code operate it differently depending on the frequency and styles of eruptions, the historical eruptive activity, the nature of the unrest, the monitoring level, institutional norms, previous experiences, and on the agreement they may have with the local Air Transport Navigation providers. This study shows that even though the aviation colour code system was designed to provide a standard, its usage strongly depends on the institutional subjectivity in responding to volcano emergencies. Some common questions have been identified across the different (S)VOs that will need to be addressed by ICAO to have a more harmonised approach and usage of the aviation colour code.

The Development of Air Traffic Management Information Exchange Interoperability Framework for Civil Aviation Authority of Malaysia

The Development of Air Traffic Management Information Exchange Interoperability Framework for Civil Aviation Authority of Malaysia

Anaphylaxis onboard commercial aircraft: what can we learn from post event safety reports?

This letter details a review of safety reports submitted to the UK Civil Aviation Authority over a 5 year period relating to severe allergic reactions. No trend of seasonality and evidence of aerosolisation was found. Reports were 4.8 times more likely to be submitted on an inbound flight than an outbound flight.

The effects of post‐saccadic oscillations on visual processing time

Aims/Purpose: Saccadic eye movements enable us to search for a target of interest in a crowded scene, or in the case of goal‐directed saccades, to bring the peripheral target to the fovea. Visual information is processed quickly at the end of each saccade, yet precise measurements of the times involved remain controversial. This research investigates the time needed to process visual information at the end of each saccade.Methods: A new psychophysical test makes it possible to measure eye movement response latencies and visual processing times. When the test is used in conjunction with an eye tracker, each component that makes up the ‘integrated saccade latency’ (ISL) time, from the onset of the peripheral stimulus to the correct interpretation of the information carried by the stimulus, can be measured and the discrete components delineated. We measured ISL times in six subjects in response to Landolt ring optotypes of varying contrast presented peripherally at an eccentricity of 8° and also at the point of regard (0°).Results: We show that the time required to process and encode the stimulus attribute of interest at the end of a saccade is longer than that needed to carry out the same task in the absence of an eye movement. Depending on the stimulus contrast, these time durations ranged between 101–120 ms (15%) and 34–48 ms (75%) when eye movements were involved and 57–35 (15%) and less than 25 ms (75%) in the absence of eye movements.Conclusions: The extended visual processing times measured when saccades are involved may be the result of transient loss of spatial resolution caused by eyeball instability during post‐saccadic oscillations. These results explain why stimuli of high luminance contrast yield best performance in visual tasks when eye movements are involved.Acknowledgements: We acknowledge the UK Civil Aviation Authority for their support.